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title: "Supermarine Spitfire" content: Supermarine Spitfire The Supermarine Spitfire is a British single-seat fighter aircraft used by the Royal Air Force and other Allied countries before, during, and after World War II. Many variants of the Spitfire were built, using several wing configurations, and it was produced in greater numbers than any other British aircraft. It was also the only British fighter produced continuously throughout the war. The Spitfire continues to be popular among enthusiasts; nearly 60 remain airworthy, and many more are static exhibits in aviation museums throughout the world. The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J.

title: "Supermarine Spitfire" content: Mitchell, chief designer at Supermarine Aviation Works, which operated as a subsidiary of Vickers-Armstrong from 1928. Mitchell pushed the Spitfire's distinctive elliptical wing designed by Beverley Shenstone to have the thinnest possible cross-section, helping give the aircraft a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the Spitfire's development through . During the Battle of Britain, from July to October 1940, the public perceived the Spitfire to be the main RAF fighter, though the more

title: "Supermarine Spitfire" content: numerous Hurricane shouldered a greater proportion of the burden against Nazi Germany's air force, the Luftwaffe. However, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes because of the Spitfire's higher performance. During the battle, Spitfires were generally tasked with engaging Luftwaffe fighters—mainly Messerschmitt Bf 109E-series aircraft, which were a close match for them. After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific, and South-East Asian theatres. Much loved by its pilots, the Spitfire served in

title: "Supermarine Spitfire" content: several roles, including interceptor, photo-reconnaissance, fighter-bomber, and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire that served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlins and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW). As a result, the Spitfire's performance and capabilities improved over the course of its

title: "Supermarine Spitfire" content: service life. In 1931, the Air Ministry released specification F7/30, calling for a modern fighter capable of a flying speed of . R. J. Mitchell designed the Supermarine Type 224 to fill this role. The 224 was an open-cockpit monoplane with bulky gull-wings and a large, fixed, spatted undercarriage powered by the , evaporatively cooled Rolls-Royce Goshawk engine. It made its first flight in February 1934. Of the seven designs tendered to F7/30, the Gloster Gladiator biplane was accepted for service. The Type 224 was a big disappointment to Mitchell and his design team, who immediately embarked on a series

title: "Supermarine Spitfire" content: of "cleaned-up" designs, using their experience with the Schneider Trophy seaplanes as a starting point. This led to the Type 300, with retractable undercarriage and a wingspan reduced by . This design was submitted to the Air Ministry in July 1934, but was not accepted. It then went through a series of changes, including the incorporation of a faired, enclosed cockpit, oxygen-breathing apparatus, smaller and thinner wings, and the newly developed, more powerful Rolls-Royce PV-XII V-12 engine, later named the "Merlin". In November 1934, Mitchell, with the backing of Supermarine's owner Vickers-Armstrong, started detailed design work on this refined version

title: "Supermarine Spitfire" content: of the Type 300. On 1 December 1934, the Air Ministry issued contract "AM 361140/34", providing £10,000 for the construction of Mitchell's improved Type 300, design. On 3 January 1935, they formalised the contract with a new specification, F10/35, written around the aircraft. In April 1935, the armament was changed from two .303 in (7.7 mm) Vickers machine guns in each wing to four .303 in (7.7 mm) Brownings, following a recommendation by Squadron Leader Ralph Sorley of the Operational Requirements section at the Air Ministry. On 5 March 1936, the prototype ("K5054") took off on its first flight from

title: "Supermarine Spitfire" content: Eastleigh Aerodrome (later Southampton Airport). At the controls was Captain Joseph "Mutt" Summers, chief test pilot for Vickers, who is quoted as saying "Don't touch anything" on landing. This eight-minute flight came four months after the maiden flight of the contemporary Hurricane. "K5054" was fitted with a new propeller, and Summers flew the aircraft on 10 March 1936; during this flight, the undercarriage was retracted for the first time. After the fourth flight, a new engine was fitted, and Summers left the test flying to his assistants, Jeffrey Quill and George Pickering. They soon discovered that the Spitfire was a

title: "Supermarine Spitfire" content: very good aircraft, but not perfect. The rudder was oversensitive, and the top speed was just 330 mph (528 km/h), little faster than Sydney Camm's new Merlin-powered Hurricane. A new and better-shaped wooden propeller allowed the Spitfire to reach 348 mph (557 km/h) in level flight in mid-May, when Summers flew "K5054" to RAF Martlesham Heath and handed the aircraft over to Squadron Leader Anderson of the Aeroplane & Armament Experimental Establishment (A&AEE). Here, Flight Lieutenant Humphrey Edwardes-Jones took over the prototype for the RAF. He had been given orders to fly the aircraft and then to make his report

title: "Supermarine Spitfire" content: to the Air Ministry on landing. Edwardes-Jones' report was positive; his only request was that the Spitfire be equipped with an undercarriage position indicator. A week later, on 3 June 1936, the Air Ministry placed an order for 310 Spitfires, before the A&AEE had issued any formal report. Interim reports were later issued on a piecemeal basis. The British public first saw the Spitfire at the RAF Hendon air display on Saturday 27 June 1936. Although full-scale production was supposed to begin immediately, numerous problems could not be overcome for some time, and the first production Spitfire, "K9787", did not

title: "Supermarine Spitfire" content: roll off the Woolston, Southampton assembly line until mid-1938. In February 1936, the director of Vickers-Armstrong, Sir Robert MacLean, guaranteed production of five aircraft a week, beginning 15 months after an order was placed. On 3 June 1936, the Air Ministry placed an order for 310 aircraft, at a cost of £1,395,000. Full-scale production of the Spitfire began at Supermarine's facility in Woolston, but order clearly could not be completed in the 15 months promised. Supermarine was a small company, already busy building Walrus and Stranraer flying boats, and Vickers was busy building Wellington bombers. The initial solution was to

title: "Supermarine Spitfire" content: subcontract the work. Although outside contractors were supposed to be involved in manufacturing many important Spitfire components, especially the wings, Vickers-Armstrong (the parent company) was reluctant to see the Spitfire being manufactured by outside concerns, and was slow to release the necessary blueprints and subcomponents. As a result of the delays in getting the Spitfire into full production, the Air Ministry put forward a plan that its production be stopped after the initial order for 310, after which Supermarine would build Bristol Beaufighters. The managements of Supermarine and Vickers were able to convince the Air Ministry that production problems could

title: "Supermarine Spitfire" content: be overcome, and a further order was placed for 200 Spitfires on 24 March 1938. The two orders covered the K, L, and N prefix serial numbers. In mid-1938, the first production Spitfire rolled off the assembly line and was flown by Jeffrey Quill on 15 May 1938, almost 24 months after the initial order. The final cost of the first 310 aircraft, after delays and increased programme costs, came to £1,870,242 or £1,533 more per aircraft than originally estimated. A production aircraft cost about £9,500. The most expensive components were the hand-fabricated and finished fuselage at roughly £2,500, then

title: "Supermarine Spitfire" content: the Rolls-Royce Merlin engine at £2,000, followed by the wings at £1,800 a pair, guns and undercarriage, both at £800 each, and the propeller at £350. In 1935, the Air Ministry approached Morris Motors Limited to ask how quickly their Cowley plant could be turned to aircraft production. In 1936, this informal request for major manufacturing facilities was turned into a formal scheme, known as the shadow factory plan, to boost British aircraft production capacity under the leadership of Herbert Austin. He was given the task of building nine new factories, and to supplement the existing British car manufacturing industry

title: "Supermarine Spitfire" content: by either adding to overall capacity or increasing the potential for reorganisation to produce aircraft and their engines. In 1938, construction began on the Castle Bromwich Aircraft Factory (CBAF), next to the aerodrome, and the installation of the most modern machine tools then available began two months after work started on the site. Although Morris Motors, under Lord Nuffield (an expert in mass motor-vehicle construction), managed and equipped the factory, it was funded by government money. By the beginning of 1939, the factory's original, estimated cost of £2,000,000 had more than doubled, and even as the first Spitfires were being

title: "Supermarine Spitfire" content: built in June 1940, the factory was still incomplete, and suffered from personnel problems. The Spitfire's stressed-skin construction required precision engineering skills and techniques that were beyond the capabilities of the local labour force, and it required some time to retrain them. There were problems with management, who ignored Supermarine's tooling and drawings in favour of their own, and the workforce continually threatened strikes or "slow downs" until their demands for higher wages were met. In spite of promises the factory would be producing 60 per week starting in April, by May 1940 Castle Bromwich had not yet built its

title: "Supermarine Spitfire" content: first Spitfire. On 17 May, Minister of Aircraft Production Lord Beaverbrook telephoned Lord Nuffield and manoeuvred him into handing over control of the Castle Bromwich plant to his ministry. Beaverbrook immediately sent in experienced management staff and workers from Supermarine and gave control of the factory to Vickers-Armstrong. Although resolving the problems took time, in June 1940, 10 Mk IIs were built; 23 rolled out in July, 37 in August, and 56 in September. By the time production ended at Castle Bromwich in June 1945, a total of 12,129 Spitfires (921 Mk IIs, 4,489 Mk Vs, 5,665 Mk IXs, and

title: "Supermarine Spitfire" content: 1,054 Mk XVIs) had been built. CBAF went on to become the largest and most successful plant of its type during the 1939–45 conflict. As the largest Spitfire factory in the UK, by producing a maximum of 320 aircraft per month, it built 12,000 aircraft of this type, before its closure in 1945. During the Battle of Britain, the Luftwaffe made concerted efforts to destroy the main manufacturing plants at Woolston and Itchen, near Southampton. The first bombing raid, which missed the factories, came on 23 August 1940. Over the next month, other raids were mounted until, on 26 September

title: "Supermarine Spitfire" content: 1940, both factories were destroyed, with 92 people killed and a large number injured. Most of the casualties were experienced aircraft production workers. Fortunately for the future of the Spitfire, many of the production jigs and machine tools had already been relocated by 20 September, and steps were being taken to disperse production to small facilities throughout the Southampton area. To this end, the British government requisitioned the likes of Vincent's Garage in Station Square, Reading, which later specialised in manufacturing Spitfire fuselages, and Anna Valley Motors, Salisbury, which was to become the sole producer of the wing leading-edge fuel

title: "Supermarine Spitfire" content: tanks for photo-reconnaissance Spitfires, as well as producing other components. A purpose-built works, specialising in manufacturing fuselages and installing engines, was built at Star Road, Caversham in Reading. The drawing office in which all Spitfire designs were drafted was relocated to Hursley Park, near Southampton. This site also had an aircraft assembly hangar where many prototype and experimental Spitfires were assembled, but since it had no associated aerodrome, no Spitfires ever flew from Hursley. Four towns and their satellite airfields were chosen to be the focal points for these workshops: Southampton's Eastleigh Airport; Salisbury's High Post and Chattis Hill aerodromes;

title: "Supermarine Spitfire" content: Trowbridge's Keevil aerodrome; and Reading's Henley and Aldermaston aerodromes. An experimental factory at Newbury was the subject of a Luftwaffe daylight raid, but the bombs missed their target and hit a nearby school. Completed Spitfires were delivered to the airfields on large Commer "Queen Mary" low-loader articulated lorries (trucks), there to be fully assembled, tested, then passed on to the RAF. All production aircraft were flight tested before delivery. During the Second World War, Jeffrey Quill was Vickers Supermarine's chief test pilot, in charge of flight testing all aircraft types built by Vickers Supermarine. He oversaw a group of 10

title: "Supermarine Spitfire" content: to 12 pilots responsible for testing all developmental and production Spitfires built by the company in the Southampton area. Quill devised the standard testing procedures, which with variations for specific aircraft designs operated from 1938. Alex Henshaw, chief test pilot at Castle Bromwich from 1940, was placed in charge of testing all Spitfires built at that factory. He co-ordinated a team of 25 pilots and assessed all Spitfire developments. Between 1940 and 1946, Henshaw flew a total of 2,360 Spitfires and Seafires, more than 10% of total production. Henshaw wrote about flight testing Spitfires: After a thorough preflight check, I

title: "Supermarine Spitfire" content: would take off and, once at circuit height, I would trim the aircraft and try to get her to fly straight and level with hands off the stick ... Once the trim was satisfactory, I would take the Spitfire up in a full-throttle climb at 2,850 rpm to the rated altitude of one or both supercharger blowers. Then I would make a careful check of the power output from the engine, calibrated for height and temperature ... If all appeared satisfactory, I would then put her into a dive at full power and 3,000 rpm, and trim her to fly

title: "Supermarine Spitfire" content: hands and feet off at IAS (Indicated Air Speed). Personally, I never cleared a Spitfire unless I had carried out a few aerobatic tests to determine how good or bad she was. The production test was usually quite a brisk affair; the initial circuit lasted less than ten minutes and the main flight took between twenty and thirty minutes. Then the aircraft received a final once-over by our ground mechanics, any faults were rectified and the Spitfire was ready for collection. I loved the Spitfire in all of her many versions. But I have to admit that the later marks,

title: "Supermarine Spitfire" content: although they were faster than the earlier ones, were also much heavier and so did not handle so well. You did not have such positive control over them. One test of manoeuvrability was to throw her into a flick-roll and see how many times she rolled. With the Mark II or the Mark V one got two-and-a-half flick-rolls but the Mark IX was heavier and you got only one-and-a-half. With the later and still heavier versions, one got even less. The essence of aircraft design is compromise, and an improvement at one end of the performance envelope is rarely achieved

title: "Supermarine Spitfire" content: without a deterioration somewhere else. When the last Spitfire rolled out in February 1948, a total of 20,351 examples of all variants had been built, including two-seat trainers, with some Spitfires remaining in service well into the 1950s. The Spitfire was the only British fighter aircraft to be in continuous production before, during, and after the Second World War. In the mid-1930s, aviation design teams worldwide began developing a new generation fighter aircraft. The French Dewoitine D.520 and the German Messerschmitt Bf 109, for example, were designed to take advantage of new techniques of monocoque construction, and the availability of

title: "Supermarine Spitfire" content: new, high-powered, liquid-cooled, in-line aero engines. They also featured refinements such as retractable undercarriages, fully enclosed cockpits, and low-drag, all-metal wings. These advances had been introduced on civil airliners years before, but were slow to be adopted by the military, who favoured the biplane's simplicity and manoeuvrability. Mitchell's design aims were to create a well-balanced, high-performance fighter aircraft capable of fully exploiting the power of the Merlin engine, while being relatively easy to fly. At the time, with France as an ally, and Germany thought to be the most likely future opponent, no enemy fighters were expected to appear over

title: "Supermarine Spitfire" content: Great Britain. German bombers would have to fly to the UK over the North Sea, and Germany did not have any single-engine fighters with the range to accompany them. To carry out the mission of home defence, the design was intended to allow the Spitfire to climb quickly to intercept enemy bombers. The Spitfire's airframe was complex. The streamlined, semi-monocoque, duralumin-skinned fuselage featured a number of compound, vertical curves built up from a skeleton of 19 formers, also known as frames, starting from frame number one, immediately behind the propeller unit, to the tail unit attachment frame. The first four

title: "Supermarine Spitfire" content: frames supported the glycol header tank and engine cowlings. Frame five, to which the engine bearers were secured, supported the weight of the engine and its accessories. This was a strengthened double frame which also incorporated the fireproof bulkhead, and in later versions of the Spitfire, the oil tank. This frame also tied the four main fuselage longerons to the rest of the airframe. Behind the bulkhead were five U-shaped half-frames which accommodated the fuel tanks and cockpit. The rear fuselage started at the 11th frame, to which the pilot's seat and (later) armour plating were attached, and ended at

title: "Supermarine Spitfire" content: the 19th, which was mounted at a slight forward angle just forward of the fin. Each of these nine frames was oval, reducing in size towards the tail, and incorporated several lightening holes to reduce their weight as much as possible without weakening them. The U-shaped frame 20 was the last frame of the fuselage proper and the frame to which the tail unit was attached. Frames 21, 22 and 23 formed the fin; frame 22 incorporated the tailwheel opening and frame 23 was the rudder post. Before being attached to the main fuselage, the tail unit frames were held

title: "Supermarine Spitfire" content: in a jig and the eight horizontal tail formers were riveted to them. A combination of 14 longitudinal stringers and four main longerons attached to the frames helped form a light, but rigid structure to which sheets of alclad stressed skinning were attached. The fuselage plating was 24, 20, and 18 gauge in order of thickness towards the tail, while the fin structure was completed using short longerons from frames 20 to 23, before being covered in 22 gauge plating. The skins of the fuselage, wings, and tailplane were secured by dome-headed rivets, and in critical areas such as the

title: "Supermarine Spitfire" content: wing forward of the main spar where an uninterrupted airflow was required, with flush rivets. From February 1943 flush riveting was used on the fuselage, affecting all Spitfire variants. In some areas, such as at the rear of the wing and the lower tailplane skins, the top was riveted and the bottom fixed by brass screws which tapped into strips of spruce bolted to the lower ribs. The removable wing tips were made up of duralumin-skinned spruce formers. At first, the ailerons, elevators, and rudder were fabric-covered, but combat experience showed that fabric-covered ailerons were impossible to use at high

title: "Supermarine Spitfire" content: speeds, a light alloy replaced the fabric, enhancing control throughout the speed range. In 1934, Mitchell and the design staff decided to use a semi-elliptical wing shape to solve two conflicting requirements; the wing needed to be thin to avoid creating too much drag, but it had to be thick enough to house the retractable undercarriage, armament, and ammunition. An elliptical planform is the most efficient aerodynamic shape for an untwisted wing, leading to the lowest amount of induced drag. The ellipse was skewed so that the centre of pressure, which occurs at the quarter-chord position, aligned with the main

title: "Supermarine Spitfire" content: spar, preventing the wings from twisting. Mitchell has sometimes been accused of copying the wing shape of the Heinkel He 70, which first flew in 1932, but as Beverley Shenstone, the aerodynamicist on Mitchell's team, explained: "Our wing was much thinner and had quite a different section to that of the Heinkel. In any case, it would have been simply asking for trouble to have copied a wing shape from an aircraft designed for an entirely different purpose." The wing section used was from the NACA 2200 series, which had been adapted to create a thickness-to-chord ratio of 13% at

title: "Supermarine Spitfire" content: the root, reducing to 9.4% at the tip. A dihedral of 6° was adopted to give increased lateral stability. A wing feature, which contributed greatly to its success, was an innovative spar boom design, made up of five square tubes that fitted into each other. As the wing thinned out along its span, the tubes were progressively cut away in a similar fashion to a leaf spring; two of these booms were linked together by an alloy web, creating a lightweight and very strong main spar. The undercarriage legs were attached to pivot points built into the inner, rear section

title: "Supermarine Spitfire" content: of the main spar, and retracted outwards and slightly backwards into wells in the non-load-carrying wing structure. The resultant narrow undercarriage track was considered an acceptable compromise as this reduced the bending loads on the main-spar during landing. Ahead of the spar, the thick-skinned leading edge of the wing formed a strong and rigid, D-shaped box, which took most of the wing loads. At the time the wing was designed, this D-shaped leading edge was intended to house steam condensers for the evaporative cooling system intended for the PV-XII. Constant problems with the evaporative system in the Goshawk led to

title: "Supermarine Spitfire" content: the adoption of a cooling system which used 100% glycol. The radiators were housed in a new radiator-duct designed by Fredrick Meredith of the Royal Aircraft Establishment (RAE) at Farnborough, Hampshire. This used the cooling air to generate thrust, greatly reducing the net drag produced by the radiators. In turn, the leading-edge structure lost its function as a condenser, but it was later adapted to house integral fuel tanks of various sizes— a feature patented by Vickers-Supermarine in 1938. The airflow through the main radiator was controlled by pneumatic exit flaps. In early marks of Spitfire (Mk I to Mk

title: "Supermarine Spitfire" content: VI), the single flap was operated manually using a lever to the left of the pilot's seat. When the two-stage Merlin was introduced in the Spitfire Mk IX, the radiators were split to make room for an intercooler radiator; the radiator under the starboard wing was halved in size and the intercooler radiator housed alongside. Under the port wing, a new radiator fairing housed a square oil cooler alongside of the other half-radiator unit. The two radiator flaps were now operated automatically by a thermostat. Another wing feature was its washout. The trailing edge of the wing twisted slightly upward

title: "Supermarine Spitfire" content: along its span, the angle of incidence decreasing from +2° at its root to -½° at its tip. This caused the wing roots to stall before the tips, reducing tip-stall that could otherwise have resulted in a wing drop, often leading to a spin. As the wing roots started to stall, the separating air stream started to buffet (vibrate) the aircraft, warning the pilot, allowing even relatively inexperienced pilots to fly it to the limits of its performance. This washout was first featured in the wing of the Type 224, and became a consistent feature in subsequent designs leading to

title: "Supermarine Spitfire" content: the Spitfire. The complex wing design, especially the precision required to manufacture the vital spar and leading-edge structures, caused some major delays in the production of the Spitfire at first. The problems increased when the work was put out to subcontractors, most of whom had never dealt with metal-structured, high-speed aircraft. By June 1939, most of these problems had been resolved, and production was no longer held up by a lack of wings. All the main flight controls were originally metal structures with fabric covering. Designers and pilots felt that having ailerons which required a degree of effort to move

title: "Supermarine Spitfire" content: at high speed would avoid unintended aileron reversal, throwing the aircraft around and potentially pulling the wings off. Air combat was also felt to take place at relatively low speeds and high-speed manoeuvring would be physically impossible. Flight tests showed the fabric covering of the ailerons "ballooned" at high speeds, adversely affecting the aerodynamics. Replacing the fabric covering with light alloy dramatically improved the ailerons at high speed. During the Battle of Britain, pilots found the Spitfire's ailerons were far too heavy at high speeds, severely restricting lateral manoeuvres such as rolls and high-speed turns, which were still a feature

title: "Supermarine Spitfire" content: of air-to-air combat. The Spitfire had detachable wing tips which were secured by two mounting points at the end of each main wing assembly. When the Spitfire took on a role as a high-altitude fighter (Marks VI and VII and some early Mk VIIIs), the standard wing tips were replaced by extended, "pointed" tips which increased the wingspan from to . The other wing-tip variation, used by several Spitfire variants, was the "clipped" wing; the standard wing tips were replaced by wooden fairings which reduced the span by . The wing tips used spruce formers for most of the internal

title: "Supermarine Spitfire" content: structure with a light alloy skin attached using brass screws. The light alloy split flaps at the trailing edge of the wing were also pneumatically operated via a finger lever on the instrument panel. Only two positions were available; fully up or fully down (85°). Flaps were normally lowered only during the final approach and for landing, and the pilot was to retract them before taxiing. The ellipse also served as the design basis for the Spitfire's fin and tailplane assembly, once again exploiting the shape's favourable aerodynamic characteristics. Both the elevators and rudder were shaped so that their centre

title: "Supermarine Spitfire" content: of mass was shifted forward, reducing control-surface flutter. The longer noses and greater propeller-wash resulting from larger engines in later models necessitated increasingly larger vertical, and later, horizontal tail surfaces to compensate for the altered aerodynamics, culminating in those of the Mk 22/24 series, which were 25% larger in area than those of the Mk I. As the Spitfire gained more power and was able to manoeuvre at higher speeds, the possibility that pilots would encounter aileron reversal increased, and the Supermarine design team set about redesigning the wings to counter this. The original wing design had a "theoretical" aileron

title: "Supermarine Spitfire" content: reversal speed of , which was somewhat lower than that of some contemporary fighters. The Royal Aircraft Establishment noted that, at indicated airspeed, roughly 65% of aileron effectiveness was lost due to wing twist. The new wing of the Spitfire F Mk 21 and its successors was designed to help alleviate this problem. Its stiffness was increased by 47%, and a new aileron design using piano hinges and geared trim tabs meant the theoretical aileron reversal speed was increased to . Alongside the redesigned wing, Supermarine also experimented with the original wing, raising the leading edge by 1 inch (2.54

title: "Supermarine Spitfire" content: cm), with the hope of improving pilot view and reducing drag. This wing was tested on a modified F Mk 21, also called the F Mk 23, (sometimes referred to as "Valiant" rather than "Spitfire"). The increase in performance was minimal and this experiment was abandoned. Supermarine developed a new laminar-flow wing based on new aerofoil profiles developed by the National Advisory Committee for Aeronautics in the United States, with the objective of reducing drag and improving performance. These laminar-flow airfoils were the Supermarine 371-I used at the root and the 371-II used at the tip. Supermarine estimated that the

title: "Supermarine Spitfire" content: new wing could give an increase in speed of over the Spitfire Mk 21. The new wing was initially fitted to a Spitfire Mk XIV. Later, a new fuselage was designed, with the new fighter becoming the Supermarine Spiteful. Early in its development, the Merlin engine's lack of fuel injection meant that Spitfires and Hurricanes, unlike the Bf 109E, were unable to simply nose down into a steep dive. This meant a Luftwaffe fighter could simply "bunt" into a high-power dive to escape an attack, leaving the Spitfire behind, as its fuel was forced out of the carburettor by negative

title: "Supermarine Spitfire" content: "g". RAF fighter pilots soon learned to "half-roll" their aircraft before diving to pursue their opponents. Sir Stanley Hooker explained the carburettor was adopted because it "increased the performance of the supercharger and thereby increased the power of the engine". In March 1941, a metal disc with a hole was fitted in the fuel line, restricting fuel flow to the maximum the engine could consume. While it did not cure the problem of the initial fuel starvation in a dive, it did reduce the more serious problem of the carburettor being flooded with fuel by the fuel pumps under negative

title: "Supermarine Spitfire" content: "g". Invented by Beatrice "Tilly" Shilling, it became known as "Miss Shilling's orifice". Further improvements were introduced throughout the Merlin series, with Bendix-manufactured pressure carburettors, designed to allow fuel to flow during all flight attitudes, introduced in 1942. Due to a shortage of Brownings, which had been selected as the new standard rifle calibre machine gun for the RAF in 1934, early Spitfires were fitted with only four guns, with the other four fitted later. Early tests showed that while the guns worked perfectly on the ground and at low altitudes, they tended to freeze at high altitude, especially the

title: "Supermarine Spitfire" content: outer wing guns, because the RAF's Brownings had been modified to fire from an open bolt. While this prevented overheating of the cordite used in British ammunition, it allowed cold air to flow through the barrel unhindered. Supermarine did not fix the problem until October 1938, when they added hot air ducts from the rear of the wing-mounted radiators to the guns, and bulkheads around the gunbays to trap the hot air in the wing. Red fabric patches were doped over the gun ports to protect the guns from cold, dirt, and moisture until they were fired. The decision on

title: "Supermarine Spitfire" content: the arming of the Spitfire (and the Hurricane) is told in Captain C. H. Keith's book "I Hold my Aim". Keith held various appointments with the RAF dealing with designing, development and technical policy of armament equipment. He organised a conference, with Air Commodore Tedder in the chair, on 19 July 1934. He says "I think it can be reasonably contended that the deliberations of that conference made possible, if not certain, of the winning of the Battle of Britain, almost exactly six years later". At that meeting, scientific officer Captain F.W. 'Gunner' Hill presented charts based on his calculations

title: "Supermarine Spitfire" content: showing that future fighters must carry no less than eight machine-guns, each of which must be capable of firing 1,000 shots a minute. Hill's assistant in making his calculations had been his 14-year-old daughter. Even if the eight Brownings worked perfectly, pilots soon discovered that they were not sufficient to destroy larger aircraft. Combat reports showed that an average of 4,500 rounds were needed to shoot down an enemy aircraft. In November 1938, tests against armoured and unarmoured targets had already indicated that the introduction of a weapon with a calibre of at least 20 mm was urgently needed. A

title: "Supermarine Spitfire" content: variant on the Spitfire design with four 20 mm Oerlikon cannon had been tendered to specification F37/35, but the order for prototypes had gone to the Westland Whirlwind in January 1939. In June 1939, a Spitfire was fitted with a drum-fed Hispano in each wing, an installation that required large blisters on the wing to cover the 60-round drum. The cannon suffered frequent stoppages, mostly because the guns were mounted on their sides to fit as much of the magazine as possible within the wing. In January 1940, P/O George Proudman flew this prototype in combat, but the starboard gun

title: "Supermarine Spitfire" content: stopped after firing a single round, while the port gun fired 30 rounds before seizing. If one cannon seized, the recoil of the other threw the aircraft off aim. Nevertheless, 30 more cannon-armed Spitfires were ordered for operational trials, and they were soon known as the Mk IB, to distinguish them from the Browning-armed Mk IA; they were delivered to No. 19 Squadron beginning in June 1940. The Hispanos were found to be so unreliable that the squadron requested an exchange of its aircraft with the older Browning-armed aircraft of an operational training unit. By August, Supermarine had perfected a

title: "Supermarine Spitfire" content: more reliable installation with an improved feed mechanism and four .303s in the outer wing panels. The modified fighters were then delivered to 19 Squadron. The operational history of the Spitfire with the RAF began with the first Mk Is "K9789", which entered service with 19 Squadron at RAF Duxford on 4 August 1938. The Spitfire achieved legendary status during the Battle of Britain, a reputation aided by the famous "Spitfire Fund" organised and run by Lord Beaverbrook, the Minister of Aircraft Production. In fact, the Hurricane outnumbered the Spitfire throughout the battle, and shouldered the burden of the defence

title: "Supermarine Spitfire" content: against the Luftwaffe; however, because of its higher performance, the overall attrition rate of the Spitfire squadrons was lower than that of the Hurricane units, and the Spitfire units had a higher victory-to-loss ratio. The key aim of Fighter Command was to stop the Luftwaffe's bombers; in practice, whenever possible, the tactic was to use Spitfires to counter German escort fighters, by then based in northern France, particularly the Bf 109s, while the Hurricane squadrons attacked the bombers. Well-known Spitfire pilots included "Johnnie" Johnson—34 enemy aircraft (e/a) shot down—who flew the Spitfire right through his operational career from late 1940

title: "Supermarine Spitfire" content: to 1945. Douglas Bader (20 e/a) and "Bob" Tuck (27 e/a) flew Spitfires and Hurricanes during the major air battles of 1940. Both were shot down and became prisoners of war, while flying Spitfires over France in 1941 and 1942. Paddy Finucane (28–32 e/a) scored all his successes in the fighter before disappearing over the English Channel in July 1942. Some notable Commonwealth pilots were George Beurling (31 e/a) from Canada, "Sailor" Malan (27 e/a) from South Africa, New Zealanders Alan Deere (17 e/a) and C F Gray (27 e/a) and the Australian Hugo Armstrong (12 e/a). The Spitfire continued

title: "Supermarine Spitfire" content: to play increasingly diverse roles throughout the Second World War and beyond, often in air forces other than the RAF. For example, the Spitfire became the first high-speed photo-reconnaissance aircraft to be operated by the RAF. Sometimes unarmed, they flew at high, medium, and low altitudes, often ranging far into enemy territory to closely observe the Axis powers and provide an almost continual flow of valuable intelligence information throughout the war. In 1941 and 1942, PRU Spitfires provided the first photographs of the "Freya" and "Würzburg" radar systems, and in 1943, helped confirm that the Germans were building the V1

title: "Supermarine Spitfire" content: and V2 "Vergeltungswaffe" ("vengeance weapons") rockets by photographing Peenemünde, on the Baltic Sea coast of Germany. In the Mediterranean, the Spitfire blunted the heavy attacks on Malta by the Regia Aeronautica and Luftwaffe, and from early 1943, helped pave the way for the Allied invasions of Sicily and Italy. On 7 March 1942, 15 Mk Vs carrying 90-gallon fuel tanks under their bellies took off from off the coast of Algeria on a flight to Malta. Those Spitfire Vs were the first to see service outside Britain. The Spitfire also served on the Eastern Front; about a thousand were supplied

title: "Supermarine Spitfire" content: to the Soviet Air Force. Though some were used at the frontline in 1943, most of them saw service with the Protivo-Vozdushnaya Oborona (English: "Anti-air Defence Branch"). The Spitfire also served in the Pacific Theatre where the Spitfire met its match in the Japanese Mitsubishi A6M Zero. Lt. Gen. Claire Chennault noted: "The RAF pilots were trained in methods that were excellent against German and Italian equipment, but suicide against the acrobatic Japs." Although not as fast as the Spitfire, the Zero could out-turn the Spitfire with ease, could sustain a climb at a very steep angle, and could stay

title: "Supermarine Spitfire" content: in the air for three times as long. To counter the Zero, Spitfire pilots had to adopt a "slash and run" policy and use their faster speed and diving superiority to fight while avoiding classic dogfights. That Southeast Asia was a lower-priority area also did not help, and was allocated few Spitfires and other modern fighters compared to Europe, which allowed the Japanese to easily achieve air superiority by 1942. Over the Northern Territory of Australia, Royal Australian Air Force and RAF Spitfires assigned to No. 1 Wing RAAF helped defend the port town of Darwin against air attack by

title: "Supermarine Spitfire" content: the Japanese Naval Air Force, suffering heavy losses largely due to the type's limited fuel capacity. Spitfire MKVIIIs took part in the last battle of World War II involving the Western allies in Burma, in the ground attack role, helping defeat a Japanese break-out attempt. During the Second World War, Spitfires were used by the United States Army Air Forces in the 4th Fighter Group until they were replaced by Republic P-47 Thunderbolts in March 1943. Several Spitfires were captured by the Germans and flown by units which tested, evaluated, and sometimes clandestinely operated enemy aircraft. Beginning in late 1943,

title: "Supermarine Spitfire" content: high-speed diving trials were undertaken at Farnborough to investigate the handling characteristics of aircraft travelling at speeds near the sound barrier (i.e., the onset of compressibility effects). Because it had the highest limiting Mach number of any aircraft at that time, a Spitfire XI was chosen to take part in these trials. Due to the high altitudes necessary for these dives, a fully feathering Rotol propeller was fitted to prevent overspeeding. During these trials, "EN409", flown by Squadron Leader J. R. Tobin, reached (Mach 0.891) in a 45° dive. In April 1944, the same aircraft suffered engine failure in another

title: "Supermarine Spitfire" content: dive while being flown by Squadron Leader Anthony F. Martindale, Royal Air Force Volunteer Reserve, when the propeller and reduction gear broke off. The dive put the aircraft to Mach 0.92, the fastest ever recorded in a piston-engined aircraft, but when the propeller came off, the Spitfire, now tail-heavy, zoom-climbed back to altitude. Martindale blacked out under the 11 g loading, but when he resumed consciousness, he found the aircraft at about 40,000 feet with its (originally straight) wings now slightly swept back. Martindale successfully glided the Spitfire back to the airfield and landed safely. Martindale was awarded the Air

title: "Supermarine Spitfire" content: Force Cross for his exploits. RAE Bedford (RAE) modified a Spitfire for high-speed testing of the stabilator (then known as the "flying tail") of the Miles M.52 supersonic research aircraft. RAE test pilot Eric Brown stated that he tested this successfully during October and November 1944, attaining Mach 0.86 in a dive. On 5 February 1952, a Spitfire 19 of 81 Squadron based at Kai Tak in Hong Kong reached probably the highest altitude ever achieved by a Spitfire. The pilot, Flight Lieutenant Edward "Ted" Cyril Powles, was on a routine flight to survey outside air temperature and report on

title: "Supermarine Spitfire" content: other meteorological conditions at various altitudes in preparation for a proposed new air service through the area. He climbed to indicated altitude, with a true altitude of . The cabin pressure fell below a safe level, and in trying to reduce altitude, he entered an uncontrollable dive which shook the aircraft violently. He eventually regained control somewhere below and landed safely with no discernible damage to his aircraft. Evaluation of the recorded flight data suggested he achieved a speed of , (Mach 0.96) in the dive, which would have been the highest speed ever reached by a propeller-driven aircraft if

title: "Supermarine Spitfire" content: the instruments had been considered more reliable. The critical Mach number of the Spitfire's original elliptical wing was higher than the subsequently used laminar-flow section, straight-tapering-planform wing of the follow-on Supermarine Spiteful, Seafang, and Attacker, illustrating that Reginald Mitchell's practical engineering approach to the problems of high-speed flight had paid off. Although R. J. Mitchell is justifiably known as the engineer who designed the Spitfire, his premature death in 1937 meant that all development after that date was undertaken by a team led by his chief draughtsman, Joe Smith, who became Supermarine's chief designer on Mitchell's death. As Jeffrey Quill

title: "Supermarine Spitfire" content: noted: "If Mitchell was born to design the Spitfire, Joe Smith was born to defend and develop it." There were 24 marks of Spitfire and many sub-variants. These covered the Spitfire in development from the Merlin to Griffon engines, the high-speed photo-reconnaissance variants and the different wing configurations. More Spitfire Mk Vs were built than any other type, with 6,487 built, followed by the 5,656 Mk IXs. Different wings, featuring a variety of weapons, were fitted to most marks; the A wing used eight .303 in (7.7 mm) machine guns, the B wing had four .303 in (7.7 mm) machine

title: "Supermarine Spitfire" content: guns and two 20 mm (.79 in) Hispano cannon, and the C, or universal, wing could mount either four 20 mm (.79 in) cannon or two 20 mm (.79 in) and four .303 in (7.7 mm) machine guns. As the war progressed, the C wing became more common. Another armament variation was the E wing which housed two 20 mm (.79 in) cannon and two .50 in (12.7 mm) Browning machine guns. Although the Spitfire continued to improve in speed and armament because of its limited fuel capacity its range and endurance were limited: it remained "short-legged" throughout its life

title: "Supermarine Spitfire" content: except in the dedicated photo-reconnaissance role, when its guns were replaced by extra fuel tanks. Supermarine developed a two-seat variant known as the T Mk VIII to be used for training, but none were ordered, and only one example was ever constructed (identified as N32/"G-AIDN" by Supermarine). In the absence of an official two-seater variant, a number of airframes were crudely converted in the field. These included a 4 Squadron SAAF Mk VB in North Africa, where a second seat was fitted instead of the upper fuel tank in front of the cockpit, although it was not a dual-control aircraft,

title: "Supermarine Spitfire" content: and is thought to have been used as the squadron "run-about". The only unofficial two-seat conversions that were fitted with dual-controls were a few Russian lend/lease Mk IX aircraft. These were referred to as Mk IX UTI and differed from the Supermarine proposals by using an inline "greenhouse" style double canopy rather than the raised "bubble" type of the T Mk VIII. In the postwar era, the idea was revived by Supermarine and a number of two-seat Spitfires were built by converting old Mk IX airframes with a second "raised" cockpit featuring a bubble canopy. Ten of these TR9 variants

title: "Supermarine Spitfire" content: were then sold to the Indian Air Force along with six to the Irish Air Corps, three to the Royal Netherlands Air Force and one for the Royal Egyptian Air Force. Currently several of the trainers are known to exist, including both the T Mk VIII, a T Mk IX based in the US, and the "Grace Spitfire" "ML407", a veteran flown operationally by 485(NZ) Squadron in 1944. The Seafire, a name derived from "sea", and "Spitfire", was a naval version of the Spitfire specially adapted for operation from aircraft carriers. Although the Spitfire was not designed for the rough-and-tumble

title: "Supermarine Spitfire" content: of carrier-deck operations, it was considered the best available fighter at the time. The basic Spitfire design did impose some limitations on the use of the aircraft as a carrier-based fighter; poor visibility over the nose, for example, meant that pilots had to be trained to land with their heads out of the cockpit and looking along the port cowling of their Seafire. Like the Spitfire, the Seafire also had a relatively narrow undercarriage track, which meant that it was not ideally suited to deck operations. Early Seafire marks had relatively few modifications to the standard Spitfire airframe; however cumulative

title: "Supermarine Spitfire" content: front line experience meant that most of the later versions of the Seafire had strengthened airframes, folding wings, arrestor hooks and other modifications, culminating in the purpose-built Seafire F/FR Mk 47. The Seafire II was able to outperform the A6M5 Zero at low altitudes when the two types were tested against each other during wartime mock combat exercises. However, contemporary Allied carrier fighters such as the F6F Hellcat and F4U Corsair were considerably more robust and so more practical for carrier operations. Performance was greatly increased when later versions of the Seafire were fitted with the Griffon engines. These were

title: "Supermarine Spitfire" content: too late to see service in World War II. The first Rolls-Royce Griffon-engined Mk XII flew in August 1942, and first flew operationally with 41 Squadron in April 1943. This mark could nudge in level flight and climb to an altitude of in under nine minutes. As American fighters took over the long-range escorting of United States Army Air Forces (USAAF) daylight bombing raids, the Griffon-engined Spitfires progressively took up the tactical air superiority role, and played a major role in intercepting V-1 flying bombs, while the Merlin-engined variants (mainly the Mk IX and the Packard-engined Mk XVI) were adapted

title: "Supermarine Spitfire" content: to the fighter-bomber role. Although the later Griffon-engined marks lost some of the favourable handling characteristics of their Merlin-powered predecessors, they could still outmanoeuvre their main German foes and other, later American and British-designed fighters. The final version of the Spitfire, the Mk 24, first flew at South Marston on 13 April 1946. On 20 February 1948, almost twelve years from the prototype's first flight, the last production Spitfire, "VN496", left the production line. Spitfire Mk 24s were used by only one regular RAF unit, with 80 Squadron replacing their Hawker Tempests with F Mk 24s in 1947. With these

title: "Supermarine Spitfire" content: planes, 80 Squadron continued its patrol and reconnaissance duties from Wunstorf in Germany as part of the occupation forces, until it relocated to Kai Tak Airport, Hong Kong in July 1949. During the Chinese Civil War, 80 Squadron's main duty was to defend Hong Kong from perceived Communist threats. Operation Firedog during the Malayan Emergency saw the Spitfire fly over 1,800 operational sorties against the Malaysian Communists. The last operational sortie of an RAF Spitfire was flown on 1 April 1954, by PR Mk 19 Spitfire "PS888" flying from RAF Seletar, in Singapore. The last non-operational flight of a Spitfire

title: "Supermarine Spitfire" content: in RAF service, which took place on 9 June 1957, was by a PR Mk 19, "PS583", from RAF Woodvale of the Temperature and Humidity Flight. This was also the last known flight of a piston-engined fighter in the RAF. The last nation in the Middle East to operate Spitfires was Syria, which kept its F 22s until 1953. In late 1962, Air Marshal Sir John Nicholls instigated a trial when he flew Spitfire "PM631", a PR Mk 19 in the custody of the Battle of Britain Memorial Flight, against an English Electric Lightning F 3 (a supersonic jet-engined interceptor)

title: "Supermarine Spitfire" content: in mock combat at RAF Binbrook. At the time British Commonwealth forces were involved in possible action against Indonesia over Malaya and Nicholls decided to develop tactics to fight the Indonesian Air Force P-51 Mustang, a fighter that had a similar performance to the PR Mk 19. The first airframe (PM631) developed mechanical issues which removed it from the trial. Another PR Mk 19, "PS853", which is now owned by Rolls-Royce, was on gate-guard duties at Binbrook, having been retired from the Battle of Britain Memorial Flight (BBMF) one year before. It had been maintained in running condition by ground

title: "Supermarine Spitfire" content: crews at Binbrook, and after a short time was participating in the trials. At the end of the trials, RAF pilots found that Firestreak infra-red guided missiles had trouble acquiring the Spitfire due to a low exhaust temperature, and decided that the twin ADEN cannons were the only weapons suited to the task, which was complicated by the tight turning circle of the Spitfire, and the Lightning's proclivity for over-running the Spitfire. It was concluded that the most effective and safest way for a modern jet-engined fighter to attack a piston-engined fighter was to engage full afterburner at an altitude

title: "Supermarine Spitfire" content: lower than the Spitfire, and behind it to perform a hit-and-run attack, contrary to all established fighter-on-fighter doctrine at that time. There are 54 Spitfires and a few Seafires in airworthy condition worldwide, although many air museums have examples on static display, for example, Chicago's Museum of Science and Industry has paired a static Spitfire with a static Ju 87 R-2/Trop. Stuka dive bomber. The oldest surviving Spitfire is a Mark 1, serial number "K9942"; it is preserved at the Royal Air Force Museum Cosford in Shropshire. This aircraft was the 155th built and first flew in April 1939. It

title: "Supermarine Spitfire" content: flew operationally with No. 72 Squadron RAF until June 1940, when it was damaged in a wheels-up landing. After repair, it was used for training until August 1944, when it became one of several Battle of Britain aircraft veterans that were allocated to the Air Historical Branch for future museum preservation. What may be the most originally restored Spitfire in the world is maintained at Fantasy of Flight in Polk City, Florida. Over a six-year period in the 1990s, this aircraft was slowly restored by Personal Plane Services in England using almost 90% of its original aircraft skins. Owner Kermit

title: "Supermarine Spitfire" content: Weeks insisted that the aircraft be restored as closely as possible to its original condition. Machine guns, cannon, gun sight and original working radios are all installed. Two MK 1 Supermarine Spitfires, originally restored by the Aircraft Restoration Company, remain in flying condition at the Imperial War Museum Duxford, in Cambridgeshire, England. Both restored by American billionaire Thomas Kaplan, one has been donated to the Imperial War Museum and the second was auctioned in July 2015 at Christie's, London. It is one of only four flying MK 1 Spitfires in the world. The aircraft fetched a record £3.1 million at

title: "Supermarine Spitfire" content: auction on 9 July, beating the previous record for a Spitfire of £1.7 million set in 2009. One Spitfire is kept in airworthy condition in the Israeli Air Force Museum. After hostilities ceased in Asia in 1945, a number of Spitfire Mk.XIVs were reportedly buried, after being greased, tarred and prepared for long-term storage, in crates in Burma. Excavations carried out at Yangon International Airport (formerly RAF Mingaladon) in early 2013 failed to locate any of the rumoured aircraft, and the team reported that they found no evidence that Spitfires were shipped there in crates or buried. Pat Woodward, who

title: "Supermarine Spitfire" content: was an RAF pilot operating from Burma at the end of the war, reported that no such burying took place. In 2016 it was reported that the hunt was continuing. British company Historic Flying Limited has either restored or built from scratch a significant proportion of the Spitfires that are now airworthy. Several other manufacturers have produced replica Spitfires, either as complete aircraft or as kits for self-building. These range in scale from 60% scale to full-size, and most use wooden construction rather than the original all-metal monocoque design. These include the Jurca Spit from France, and those manufactured by

title: "Supermarine Spitfire" content: Tally Ho Enterprises in Canada. Supermarine Aircraft – originally from Brisbane, Australia, and now based in Cisco, Texas – manufacture the 80% scale Spitfire Mk26 and the 90% scale Mk26B replicas. Their Supermarine Aircraft Spitfire is supplied in kit form and is the only all-aluminium reproduction Spitfire in production. The Isaacs Spitfire (1975) and the Time Warp Spitfire Mk V (1996) are homebuilt 60% scale replicas. During and after the Battle of Britain the Spitfire became a symbol of British resistance: for example, Lord Beaverbrook's "Spitfire Fund" of 1940 was one campaign which drew widespread public attention to the Spitfire.

title: "Supermarine Spitfire" content: The Spitfire continues to be highly popular at airshows, on airfields and in museums worldwide, and holds an important place in the memories of many people, especially the few still living who flew the Spitfire in combat. Numerous films and documentaries featuring the Spitfire are still being produced, some of which are listed in this section. The Spitfire's performance improved greatly as WWII progressed, for more information see . Supermarine Spitfire The Supermarine Spitfire is a British single-seat fighter aircraft used by the Royal Air Force and other Allied countries before, during, and after World War II. Many variants of

Answer: Supermarine

Answer: Supermarine Aviation Works Ltd

Answer: Supermarine

Answer: Vickers Supermarine

Answer: Supermarine Aviation Works (Vickers) Ltd

Answer: Pemberton-Billing Ltd


Question: Which protected area is this place usually located in?

Instruction: Extract documents linked to the question provided in conjunction with the image:

title: "Monument Valley" content: Shale, the middle is de Chelly Sandstone, and the top layer is the Moenkopi Formation capped by Shinarump Conglomerate. The valley includes large stone structures including the famed "Eye of the Sun". Between 1945 and 1967, the southern extent of the Monument Upwarp was mined for uranium, which occurs in scattered areas of the Shinarump Conglomerate; vanadium and copper are associated with uranium in some deposits. Monument Valley is officially a large area that includes much of the area surrounding Monument Valley Navajo Tribal Park, a Navajo Nation equivalent to a national park. Oljato, for example, is also within the

Answer: Monument Valley Navajo Tribal Park

Answer: Monument Valley Navajo Tribal Park


Question: Which city or region does this bridge locate in?

Instruction: Using the provided image, obtain documents that address the subsequent question:

title: "Charles Bridge" content: between Prague Castle and the city's Old Town and adjacent areas. This "solid-land" connection made Prague important as a trade route between Eastern and Western Europe. The bridge is long and nearly wide, following the example of the Stone Bridge in Regensburg, it was built as a bow bridge with 16 arches shielded by ice guards. It is protected by three bridge towers, two on the Lesser Quarter side (including the Malá Strana Bridge Tower) and one on the Old Town side, the Old Town Bridge Tower. The bridge is decorated by a continuous alley of 30 statues and statuaries,

title: "Charles Bridge" content: 5:31), was a numerical bridge, and would imbue Charles Bridge with additional strength. The bridge was completed 45 years later in 1402. A flood in 1432 damaged three pillars. In 1496 the third arch (counting from the Old Town side) broke down after one of the pillars lowered, being undermined by the water (repairs were finished in 1503). A year after the Battle of White Mountain, when the 27 leaders of the anti-Habsburg revolt were executed on 21 June 1621, the Old Town Bridge Tower served as a deterrent display of the severed heads of the victims to stop Czechs

title: "Charles Bridge" content: from further resistance. During the end of the Thirty Years' War in 1648, the Swedes occupied the west bank of the Vltava, and as they tried to advance into the Old Town the heaviest fighting took place right on the bridge. During the fighting, they severely damaged one side of the Old Town bridge tower (the side facing the river) and the remnants of almost all gothic decorations had to be removed from it afterward. During the late 17th century and early 18th century the bridge gained its typical appearance when an alley of baroque statues was installed on the

title: "Charles Bridge" content: tram and later, in 1908, with buses. At the end of World War II, a barricade was built in the Old Town bridge tower gateway. A capital repair of the bridge took place between 1965 and 1978, based on a collaboration among various scientific and cultural institutes. The stability of the pillars was reassured, all broken stone blocks were replaced, and the asphalt top was removed. All vehicular traffic has been excluded from Charles Bridge since then, making it accessible by pedestrians only. The repair cost 50 million crowns. During the 1990s, some people started criticizing the previous reconstruction of

title: "Charles Bridge" content: the bridge and proposing further work. As of the beginning of the new millennium, most of the experts appeared to agree that the previous reconstruction had not been flawless but disputed the need for further interference with the bridge. However, after the disastrous floods of 2002 (which themselves caused only minor harm to the bridge), support for an overall bridge reconstruction grew. It was decided that repair and stabilization of the two pillars (numbers 8 and 9) on the Malá Strana side of the bridge would be done. These are the only river pillars that were not repaired after the

Answer: Malá Strana

Answer: Old Town

Answer: Prague 1

Answer: Městská část Praha 1

Answer: Staré Město

Answer: Old Town, Prague

Answer: Praha 1

Answer: Old Town of Prague

Answer: Malá Strana

Answer: Old Town

Answer: Historic Centre of Prague

Answer: Mala Strana

Answer: Lesser Town

Answer: Prague 1


Question: Which city or region does this bridge locate in?

Instruction: Retrieve documents that provide an answer to the question alongside the image:

title: "High Level Bridge (Edmonton)" content: High Level Bridge (Edmonton) The High Level Bridge is a bridge that spans the North Saskatchewan River in Edmonton, Alberta, Canada. Located next to the Alberta Legislature Building, the bridge linked the separate communities of Edmonton and Strathcona, which became one city in 1912. It was designed from the outset to accommodate rail, streetcar, two-way automobile, and pedestrian traffic. The original bridge design included three tracks on the upper deck (one CPR track with one streetcar track on either side). The first CPR train (a passenger service) operated on June 2, 1913, after which the bridge became a part of

title: "High Level Bridge (Edmonton)" content: the Calgary-Edmonton main line. Streetcar service started on the west streetcar track of the bridge on August 11, 1913 (at 11 am) with the east streetcar track opening by September of that year and automobile traffic after that. Automobile traffic did not begin at the same time as CPR and streetcar traffic as the lower deck had not been completed and the installation of galvanized iron under the tracks was still needed to prevent cinders dropping from steam trains onto traffic on the lower deck. Streetcars travelling northbound operated on the upstream side of the bridge, and southbound streetcars operated

title: "High Level Bridge (Edmonton)" content: on the downstream side of the bridge; This left-hand operation was contrary to the right-hand driving on the lower traffic deck. The bridge was transferred to the ownership of the City of Edmonton in 1994 and designated a Municipal Historic Resource in 1995. Trucks are prohibited on the bridge due to the low clearance of and substandard lane width. Currently street traffic is one-way southbound. At the north end of the bridge, 109 Street enters into the left lane, and 110 Street enters into the right lane. The next bridge downstream, the Walterdale Bridge, is a three-lane bridge with one-way

title: "High Level Bridge (Edmonton)" content: northbound traffic into downtown. The last Edmonton Transit System operated streetcar travelled over the bridge on September 1, 1951 and the Canadian Pacific Railway (CPR), responsible for the design of the bridge, ceased rail operations over the span in 1989. The upper deck contains only the one middle track now, which is currently used only by the High Level Bridge Streetcar, a historic streetcar route that travels from the Strathcona Streetcar Barn & Museum, just north of the Strathcona Farmers Market, in Old Strathcona, to Jasper Plaza south of Jasper Avenue, between 109 Street and 110 Street, in downtown, with

title: "High Level Bridge (Edmonton)" content: three intermediate stops. On November 19, 1980 two-way traffic on the High Level and Walterdale bridges changed to one-way traffic (northbound for the Walterdale Bridge, and southbound for the High Level Bridge) as a part of "Project Uni", with the intentions of better utilizing the two bridges. As trolley buses formerly traveled in both directions over the Walterdale bridge, this required the addition of electrical wires above the traffic deck on the High Level Bridge to facilitate these buses. Trolley bus service started on the bridge on May 4, 1981, after the addition of the wires. The wires were suspended

title: "High Level Bridge (Edmonton)" content: from a wide corrugated panel that prevented the poles on the buses from getting damaged by the bridge members if they were to become disconnected. After trolley bus service was discontinued in 2009, the electrical wires and panel supporting trolley bus operation on the bridge were removed. Extensive repairs and the addition and widening of pedestrian sidewalks were completed in 1994–95. The original lead paint on the bridge was carefully removed, and over 100,000 litres of paint were used to recoat the girders. Completion of new suicide barriers in July 2016 have lowered suicide attempts by 50 percent. However, the

title: "High Level Bridge (Edmonton)" content: barriers, which ended up appearing to be twice the width of the initial approved design and placed on the inside of the existing shared use path railing, reduced the west shared use path width to and the east shared use path to a substandard width of . A feasibility study commissioned by the city found that it would be "marginally feasible" to widen the existing shared use paths on the bridge, at a cost of approximately $23.7 million, however no changes have been approved. An engineering study released in February 2018 explained that, even though the bridge was built to

title: "High Level Bridge (Edmonton)" content: support freight trains, it would not be able to structurally support modifications to allow a new LRT line to be built on the top deck, due to corrosion. This led to the city placing a hold on plans for the future Centre LRT Line to cross the North Saskatchewan. By the time the City of Edmonton took ownership of the bridge, the main trusses had lost approximately 44 percent of their width due to rust. Repainting and other maintenance of the bridge slowed the corrosion; It is estimated that during the last 25 years the trusses have lost only an

title: "High Level Bridge (Edmonton)" content: additional 5 percent of their widths. Railway stringers and floor beams on the top deck have lost approximately 42 percent and 50 percent of their original widths, respectively. Even though the bridge cannot support additional load, the bridge was still deemed safe for the current load. In April 2013, a campaign called "Light the Bridge" was launched, with the aim of covering the bridge with LED lights so it can light up on special occasions. The campaign raised approximately $2.5 million for the project, which was unveiled on July 1, 2014. The official lighting of the bridge was synchronized to

title: "High Level Bridge (Edmonton)" content: the tune of "O Canada", played by the Edmonton Symphony Orchestra and broadcast on CKUA radio. The lights are capable of displaying many different colours and are often programmed to coordinate with local events, such as green and gold for games played by the Edmonton Eskimos. In 1980 the "Great Divide Waterfall" by artist Peter Lewis was added to the structure for Alberta's 75th anniversary. The man-made waterfall dropped from the top of the bridge, (7 m higher than Niagara Falls) into the North Saskatchewan River at a rate of 50,000 litres per minute. It operated during holiday weekends in

title: "High Level Bridge (Edmonton)" content: the summer months until 2009 when it was shut off after consultation with Environment Canada. From roughly April 2012 to April 2013, city council deliberated on whether or not it should re-open the waterfall, and in 2013, $735 000 was allocated for "Great Divide waterfall refurbishment". As of 2014, the city has all but scrapped the plans to refurbish the waterfall, citing the estimated $2.6 million price tag as too high. The final decision to decommission the waterfall was stayed until fall 2014, as public reaction was gauged and community fundraising options were considered. In 2016, city council voted against

title: "High Level Bridge (Edmonton)" content: the removal of the pipes for the waterfall. While there are no current plans to reactivate the falls, the decision to leave the pipes in place allows for that possibility in the future. The waterfall remains a part of the City of Edmonton's Public Art Collection. High Level Bridge (Edmonton) The High Level Bridge is a bridge that spans the North Saskatchewan River in Edmonton, Alberta, Canada. Located next to the Alberta Legislature Building, the bridge linked the separate communities of Edmonton and Strathcona, which became one city in 1912. It was designed from the outset to accommodate rail, streetcar,

Answer: Edmonton

Answer: Edmonton, Alberta

Answer: Edmonton

Answer: Edmonton, AB

Answer: City of Edmonton


Question: Which historic county does this island belong to?

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title: "Sumburgh Head" content: Sumburgh Head Sumburgh Head is located at the southern tip of the Shetland Mainland in northern Scotland. The head is a 100 m high rocky spur capped by the Sumburgh Head Lighthouse. The Old Norse name was "Dunrøstar høfdi", it means "The Head onto the loud tide-race", referring to the noise of Sumburgh Roost. The area is an RSPB nature reserve. The cliffs were home to large numbers of seabirds with for example 33000 puffins in the year 2000. These numbers have declined sharply with number dropped to 570 in 2017. This decline also applies to other species. Sumburgh Airport

title: "Sumburgh Head" content: lies immediately to the north of the head, and is Shetland's main airport. Flights from here connect to mainland Scotland, the Orkney Islands and Norway. Close to the head is the archaeological site of Jarlshof, at which a series of settlements existed dating back to the neolithic period. The tiny settlement of Grutness, which is the terminus of the Shetland Mainland to Fair Isle ferry service, lies one mile (2 km) north of Sumburgh Head. Robert Stevenson was the engineer in charge of building the Sumburgh Head lighthouse. Work started on the building in 1819, and the light was first

title: "Sumburgh Head" content: lit in 1821. As well as birds, Sumburgh Head has become a popular viewing point for whales and dolphins. Sumburgh Head Sumburgh Head is located at the southern tip of the Shetland Mainland in northern Scotland. The head is a 100 m high rocky spur capped by the Sumburgh Head Lighthouse. The Old Norse name was "Dunrøstar høfdi", it means "The Head onto the loud tide-race", referring to the noise of Sumburgh Roost. The area is an RSPB nature reserve. The cliffs were home to large numbers of seabirds with for example 33000 puffins in the year 2000. These numbers

Answer: Shetland Islands

Answer: Hjaltland

Answer: Shetlands

Answer: Shetland Islands

Answer: Shetland

Answer: Zetland


Question: Who is the main building contractor of this building?

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title: "30 St Mary Axe" content: designed by Norman Foster and Arup Group. It was erected by Skanska; construction started in 2001. The building has become a recognisable feature of London, and it is one of the city's most widely recognised examples of contemporary architecture. The building stands on the former sites of the Baltic Exchange (24-28 St Mary Axe), which was the headquarters of a global marketplace for shipping freight contracts and also soft commodities, and the Chamber of Shipping (30-32 St Mary Axe). On 10 April 1992, the Provisional IRA detonated a bomb close to the Exchange, causing extensive damage to the historic building

title: "30 St Mary Axe" content: nearly oblivious to the tower's existence until directly underneath it. The building was constructed by Skanska, completed in December 2003 and opened on 28 April 2004. The primary occupant of the building is Swiss Re, a global reinsurance company, which had the building commissioned as the head office for its UK operation. The tower is thus sometimes known as the Swiss Re Building, although this name has never been official and has more recently fallen out of favour, since the company's main headquarters is in Zurich and the Gherkin name has become more popular. The building uses energy-saving methods which

title: "30 St Mary Axe" content: glass panels on the building. The cost of repair was covered by main contractor Skanska and curtain-wall supplier Schmidlin (now called Schmidlin-TSK AG). Since its completion, the building has won a number of awards for architecture. In October 2004, the architect was awarded the 2004 RIBA Stirling Prize. For the first time in the prize's history, the judges were unanimous. In December 2005, a survey of the world's largest firms of architects published in "2006 BD World Architecture 200" voted the tower as the most admired new building in the world. However, Ken Shuttleworth, who worked for Foster and Partners

Answer: Skanska

Answer: Skanska AB

Answer: Skanska


Question: who/what operates this building?

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title: "Conisbrough Castle" content: in 1950, but by the 1980s the visitor facilities were felt to be unsuitable, leading to a three-way partnership being created between the local council, the state agency English Heritage and a local charitable trust to develop the castle. The keep was re-roofed and re-floored in the 1990s with the help of European Union funding. English Heritage took over control of the castle in 2008 and continues to operate the property as a tourist attraction. The castle is made up of an inner and an outer bailey, the former surrounded by a stone curtain wall defended by six mural or

title: "Conisbrough Castle" content: facilities. By 1984, when the government agency English Heritage took over the management of the property, the condition of the visitor services was unsatisfactory and the industrial character of the surrounding area was discouraging tourists. In response, English Heritage and Doncaster Metropolitan Borough Council formed a three-way agreement in 1988 with the Ivanhoe Trust, a local charity designed to generate new employment in the region. Under this agreement the trust would manage the site, English Heritage would maintain the historic fabric of the castle, while the council would construct a new visitors' centre. A new, controversial visitor's centre was built

title: "Conisbrough Castle" content: future of the castle took place, but relations broke down and English Heritage resumed the direct management of the castle in 2008. The castle was closed for a £1.1 million programme of renovations in 2013, funded by the Heritage Lottery Fund, as part of which a new visitors' centre and visitor facilities were constructed. The castle is protected under UK law as a Grade I listed building and as an Ancient Monument. Conisbrough Castle has an outer and an inner bailey, approximately and across respectively. The castle was entered through the outer bailey, a rectangular enclosure protected by earthworks, which

Answer: English Heritage

Answer: English Heritage Trust

Answer: English Heritage


Question: where is the highest point of this mountain?

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title: Grigna content: Grigna The Grigna is a mountain massif in the province of Lecco, Lombardy, northern Italy, with an elevation of . It is part of the Bergamo Alps, and it has two peaks, Grignone or Grigna settentrionale, the higher, and the lower Grignetta or Grigna meridionale (2,177 m). To the southwest, the Grigna massif descends precipitously towards an arm of Lake Como known as 'Ramo di Lecco' (The Branch of Lecco). To the east, the mountain rises gently through fields and forested land into Valsassina. The northern side of the mountain, which is known for its many caves and crevices, leads

title: Grigna content: Bietti, Rifugio Arnaldo Bogani, Rifugio Pialeral and Rifugio Rosalba. Every year in September Grigna hosts a Skyrunning event known as the "Trofeo Scaccabarozzi" which starts and finishes in Pasturo. The route passes over Grigna Meridionale and Grigna Settrionale and covers a distance of 43 km. Grigna The Grigna is a mountain massif in the province of Lecco, Lombardy, northern Italy, with an elevation of . It is part of the Bergamo Alps, and it has two peaks, Grignone or Grigna settentrionale, the higher, and the lower Grignetta or Grigna meridionale (2,177 m). To the southwest, the Grigna massif descends precipitously

Answer: Grigna settentrionale

Answer: Grigna settentrionale

Answer: monte Coden


Question: In which year was this place first mentioned in writing?

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title: Calgary content: to trade; to live; to love; to have great victories; to taste bitter disappointment; but above all to engage in that very human act of building community." In 1787, cartographer David Thompson spent the winter with a band of Peigan encamped along the Bow River. He was a Hudson's Bay Company trader and the first recorded European to visit the area. John Glenn was the first documented European settler in the Calgary area, in 1873. In 1875, the site became a post of the North-West Mounted Police (now the Royal Canadian Mounted Police or RCMP). The NWMP detachment was assigned

title: Calgary content: to protect the western plains from US whisky traders, and to protect the fur trade. Originally named Fort Brisebois, after NWMP officer Éphrem-A. Brisebois, it was renamed Fort Calgary in 1876 by Colonel James Macleod. When the Canadian Pacific Railway reached the area in 1883, and a rail station was constructed, Calgary began to grow into an important commercial and agricultural centre. Over a century later, the Canadian Pacific Railway headquarters moved to Calgary from Montreal in 1996. Calgary was officially incorporated as a town in 1884, and elected its first mayor, George Murdoch. In 1894, it was incorporated as

Answer: 1875

Answer: 1875

Answer: 1876

Answer: 1874


Question: Which city or region does this place locate in?

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title: "Porta Nigra" content: Porta Nigra The Porta Nigra (Latin for "black gate") is a large Roman city gate in Trier, Germany. It is today the largest Roman city gate north of the Alps. It is designated as part of the Roman Monuments, Cathedral of St. Peter and Church of Our Lady in Trier UNESCO World Heritage Site. The name "Porta Nigra" originated in the Middle Ages due to the darkened colour of its stone; the original Roman name has not been preserved. Locals commonly refer to the Porta Nigra simply as "Porta". The Porta Nigra was built in grey sandstone after 170 AD.

title: "Porta Nigra" content: The original gate consisted of two four-storeyed towers, projecting as near semicircles on the outer side. A narrow courtyard separated the two gate openings on either side. For unknown reasons, however, the construction of the gate remained unfinished. For example, the stones at the northern (outer) side of the gate were never abraded, and the protruding stones would have made it impossible to install movable gates. Nonetheless, the gate was used for several centuries until the end of the Roman era in Trier. It serves as an entrance to town. In Roman times, the Porta Nigra was part of a

title: "Porta Nigra" content: system of four city gates, one of which stood at each side of the roughly rectangular Roman city. The Porta Nigra guarded the northern entry to the Roman city, while the "Porta Alba" (White Gate) was built in the east, the "Porta Media" (Middle Gate) in the south, and the "Porta Inclyta" (Famous Gate) in the west, next to the Roman bridge across the Moselle. The gates stood at the ends of the two main streets of the Roman Trier, one of which led north-south and the other east-west. Of these gates, only the Porta Nigra still exists today. In

title: "Porta Nigra" content: former windows of the western tower of the Porta Nigra that were enlarged to become entrance doors (still visible today). The top floor of the western tower was used as church tower, the eastern tower was leveled, and an apse added at its east side. An additional gate (the much smaller Simeon Gate) was built adjacent to the East side of the Porta Nigra and served as a city gate in medieval times. In 1802 Napoleon Bonaparte dissolved the church in the Porta Nigra and the monastery beside it, along with the vast majority of Trier's numerous churches and monasteries.

title: "Porta Nigra" content: On his visit to Trier in 1804, Napoleon ordered that the Porta Nigra be converted back to its Roman form. Only the apse was kept, but the eastern tower was not rebuilt to its original height. Local legend has it that Napoleon originally wanted to completely tear down the church, but locals convinced him that the church had actually been a Gaulish festival hall before being turned into a church. Another version of the story is that they told him about its Roman origins, persuading him to convert the gate back to its original form. In 1986 the Porta Nigra

title: "Porta Nigra" content: was designated a World Heritage Site, along with other Roman monuments in Trier and its surroundings. The modern appearance of the Porta Nigra goes back almost unchanged to the reconstruction ordered by Napoleon. At the south side of the Porta Nigra, remains of Roman columns line the last 100 m of the street leading to the gate. Positioned where they had stood in Roman times, they give a slight impression of the aspect of the original Roman street that was lined with colonnades. It also has crowning cornice and parapet on its top. The gate is today closed to cars,

title: "Porta Nigra" content: but stands right next to one of the main streets of Trier. In addition to the general pollution, the exhaust fumes of the passing cars have been damaging the stones for decades. Generally, however, the Porta Nigra is still in remarkable condition. The Porta Nigra, including the upper floors, is open to visitors. In summer, guided tours are also offered by an actor dressed up as and portraying a centurion (a Roman army officer) in full armour. New Trier High School in Winnetka, Illinois, USA, is named after the city of Trier, Germany, and New Trier's logo depicts the Porta

title: "Porta Nigra" content: Nigra. Porta Nigra The Porta Nigra (Latin for "black gate") is a large Roman city gate in Trier, Germany. It is today the largest Roman city gate north of the Alps. It is designated as part of the Roman Monuments, Cathedral of St. Peter and Church of Our Lady in Trier UNESCO World Heritage Site. The name "Porta Nigra" originated in the Middle Ages due to the darkened colour of its stone; the original Roman name has not been preserved. Locals commonly refer to the Porta Nigra simply as "Porta". The Porta Nigra was built in grey sandstone after 170

Answer: Trier

Answer: Trier

Answer: Augusta Treverorum

Answer: Treveris

Answer: Trèves


Question: what is the date this aircraft took the first flight?

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title: "Airbus A310" content: the same production line. On 7 July 1978, Airbus decided to launch the A300B10 programme, which it had re-designated as the A310. Initially, the company planned to produce two distinct versions of the A310, these being the regional A310-100 and the transcontinental A310-200, the latter being capable of longer-range flights. On 3 April 1982, the first prototype A310 conducted the type's maiden flight. In April 1983, the A310 entered revenue service with launch customer Swissair. From an operational perspective, the cockpit of the A310 and the A300-600 share such commonality that a dual type rating could be achieved, easing the

title: "Airbus A310" content: training of flight crews for both airliners. It was produced between 1983 and 1998, having been effectively succeeded by the Airbus A320, a newer narrow-body aircraft. On 26 September 1967, the British, French, and West German governments signed a Memorandum of Understanding to commence the joint development of the 300-seat Airbus A300. This collaborative effort resulted in the production of the consortium's first airliner, known as the "Airbus A300". The A300 was a wide-body medium-to-long range passenger liner; it holds the distinction of being the first twin-engine wide-body aircraft in the world. The design was relatively revolutionary for its time

title: "Airbus A310" content: discard such efforts in favour of a smaller three-spool design, the RB.211. The range of the A310 exceeds that of the A300 series with the exception of the A300-600R, which in turn surpasses that of the A310-200. The greater range of the A310 contributed to the airliner being used extensively by operators on transatlantic routes. The A300 and A310 introduced the concept of commonality: A300-600 and A310 pilots can cross-qualify for the other aircraft with one day of training. Sales of the A310 continued through the early 1980s. On 3 April 1982, the prototype A310-200 airliner conducted its maiden flight;

title: "Airbus A310" content: as an introduction to wide-body operations for airlines based in developing countries. The airline was replaced in Airbus' lineup by the highly successful A330-200, which shares its fuselage cross-section. Between 1983 and the last aircraft produced in 1998, 255 A310s were delivered. The A300 and A310 established Airbus as a competitor to Boeing and allowed it to go ahead with the more ambitious A320 and A330/A340 families. As of July 2017, 37 A310s remain in commercial service; major operators are Air Transat and Mahan Air with 9 aircraft each; Fedex Express (6), and 7 airlines operating 13 aircraft between them.

Answer: 1982 4 3

Answer: 4 3 1981

Answer: 1982 4 3

Answer: 1981 April 3

Answer: 1983

Answer: 3 4 1982

Answer: April 3 1982

Answer: 3 4 1981

Answer: April 3 1981

Answer: 4 3 1982

Answer: 1983 April 3

Answer: 1981

Answer: 4 3 1983

Answer: 1982

Answer: 1982 April 3

Answer: 1981 4 3

Answer: 3 April 1983

Answer: 3 4 1983

Answer: April 3 1983

Answer: 3 April 1982

Answer: 3 April 1981

Answer: 1983 4 3


Question: What country does this building belong to?

Instruction: Retrieve documents that provide an answer to the question alongside the image:

title: "Schloss Weimar" content: Schloss Weimar Schloss Weimar is a "Schloss" (palace) in Weimar, Thuringia, Germany. It is now called Stadtschloss to distinguish it from other palaces in and around Weimar. It was the residence of the dukes of Saxe-Weimar and Eisenach, and has also been called Residenzschloss. Names in English include Palace at Weimar, Grand Ducal Palace, City Palace and City Castle. The building is located at the north end of the town's park along the Ilm river, "Park an der Ilm". It forms part of the World Heritage Site "Classical Weimar". In history, it was often destroyed by fire. The Baroque palace

title: "Schloss Weimar" content: from the 17th century, with the church Schlosskirche where a number of works by Johann Sebastian Bach were premiered, was replaced by a Neoclassical structure after a fire in 1774. Four rooms were dedicated to the memory of poets who worked in Weimar, Johann Wolfgang von Goethe, Johann Gottfried Herder, Friedrich Schiller and Christoph Martin Wieland. From 1923, the building has housed the Schlossmuseum, a museum with a focus on paintings of the 15th and 16th centuries and works of art related to Weimar, a cultural centre. The building has been developed over the past 500 years. The first building

title: "Schloss Weimar" content: on the site was a medieval moated castle, which was first documented at the end of the 10th century. After a fire in 1424, and again from the mid-16th century, when Weimar became the permanent residence of the dukes, it was remodelled. After another fire in 1618, reconstruction began in 1619 planned by the Italian architect Giovanni Bonalino. The church was completed in 1630, where several works by Johann Sebastian Bach were premiered between 1708 and 1717. In the 1650s Johann Moritz Richter was engaged by Wilhelm, Duke of Saxe-Weimar to modify the design to a symmetrical Baroque structure with

title: "Schloss Weimar" content: three wings, open to the south. After Wilhelm's death in 1662, the new building became known as the "Wilhelmsburg"; the chapel was called the "Himmelsburg". The building was destroyed by fire in 1774. Duke Carl August formed a commission for its reconstruction directed by Johann Wolfgang Goethe. Architects , and kept the former walls of the east and north wings and created a "classical" interior, especially the staircase and the banqueting hall ("Festsaal"). Decoration was supplied by sculptor Christian Friedrich Tieck. In 1816, Clemens Wenzeslaus Coudray began plans for the west wing, which was reopened in 1847 with a court

title: "Schloss Weimar" content: chapel. The wing contained the so-called "Dichterzimmer" (poets' rooms), initiated by Duchess Maria Pavlovna. They commemorate Christoph Martin Wieland, Johann Gottfried Herder, Friedrich Schiller and Goethe. From 1912 to 1914 a south wing was added under Duke Wilhelm Ernst. The Herder Room was restored in 2005, the restoration of the Goethe Room and the Wieland Room was completed in 2014. The building has been used as a museum since 1923. The "Schlossmuseum" presents exhibitions focused on paintings from 1500 to 1900 related to the history of Weimar. The ground floor holds paintings of the Renaissance, especially works by Lucas Cranach

title: "Schloss Weimar" content: the Elder and Lucas Cranach the Younger, and medieval sacred art, the upper floor displays paintings of Goethe's period in representative rooms, and the top floor contains works of the 19th-century "" (Weimar School) and contemporary art. Since 2008 the "Klassik Stiftung Weimar" has owned the site with the exception of the "Bastille" part, owned by the Stiftung Thüringer Schlösser und Gärten. Schloss Weimar Schloss Weimar is a "Schloss" (palace) in Weimar, Thuringia, Germany. It is now called Stadtschloss to distinguish it from other palaces in and around Weimar. It was the residence of the dukes of Saxe-Weimar and Eisenach,

Answer: Germany

Answer: Germany

Answer: BRD

Answer: de

Answer: GFR

Answer: DE

Answer: Bundesrepublik Deutschland

Answer: Federal Republic of Germany

Answer: GER

Answer: Deutschland

Answer: BR Deutschland


Question: What country does this building belong to?

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title: Vorotnavank content: Vorotnavank Vorotnavank () is a monastic complex located along a ridge overlooking the Vorotan gorge, between the villages of Vaghatin and Vorotan in the Syunik Province of Armenia. The complex is surrounded by a high stone wall for defense against foreign invasions and once housed workshops, stores, a seminary, resort, cemetery and an alms-house. A pillar stood in the yard of the monastery symbolizing that there were monks entering into religious service and kings inaugurated at this location. Hovhan Vorotnetsi (1315-1398), an Armenian medieval philosopher and theologian as well as the founder of Tatev Vardapetaran University lived and worked at

Answer: Armenia

Answer: Hayastan

Answer: Hayastani Hanrapetut'yun

Answer: CÁNH TAY

Answer: Cộng hòa Armenia

Answer: sáng

Answer: Armenia


Question: What is the mohs' hardness of this material?

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title: Water content: higher than that of air (1.0), similar to those of alkanes and ethanol, but lower than those of glycerol (1.473), benzene (1.501), carbon disulfide (1.627), and common types of glass (1.4 to 1.6). The refraction index of ice (1.31) is lower than that of liquid water. Since the water molecule is not linear and the oxygen atom has a higher electronegativity than hydrogen atoms, it is a polar molecule, with an electrical dipole moment: the oxygen atom carries a slight negative charge, whereas the hydrogen atoms are slightly positive. Water is a good polar solvent, that dissolves many salts and

Answer: 1.5


Question: Who is the manufacturer of this aircraft?

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title: "Boeing 767" content: Boeing 767 The Boeing 767 is a mid- to large-size, mid- to long-range, wide-body twin-engine jet airliner built by Boeing Commercial Airplanes. It was Boeing's first wide-body twinjet and its first airliner with a two-crew glass cockpit. The aircraft has two turbofan engines, a conventional tail, and, for reduced aerodynamic drag, a supercritical wing design. Designed as a smaller wide-body airliner than earlier aircraft such as the 747, the 767 has a seating capacity for 181 to 375 people, and a design range of , depending on variant. Development of the 767 occurred in tandem with a narrow-body twinjet, the

title: "Boeing 767" content: 4 more 767-300Fs, increasing their total order to 63. Deliveries are scheduled from 2017 through 2022. With its successor, the Boeing New Midsize Airplane, planned for at least a 2025 introduction, and the 787 being much larger, Boeing could restart a passenger 767-300ER production to bridge the gap. A demand for 50 to 60 aircraft could have to be satisfied. Having to replace its 40 767s, United Airlines requested a price quote for other widebodies. In November 2017, Boeing CEO Dennis Muilenburg cited interest beyond military and freighter uses. Boeing Commercial Airplanes VP of marketing Randy Tinseth stated in early

Answer: Boeing Commercial Airplanes

Answer: Boeing Commercial Airplanes

Answer: Boeing Commercial Airplanes, BCA

Answer: BCA


Question: Who is the architect of this facility?

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title: "Battersea Power Station" content: reservoirs for the former Southwark and Vauxhall Waterworks Company. The site was chosen for its proximity to the River Thames for cooling water and coal delivery, and because it was in the heart of London, the station's immediate supply area. The proposal sparked protests from those who felt that the building would be too large and would be an eyesore, as well as worries about the pollution damaging local buildings, parks and even paintings in the nearby Tate Gallery. The company addressed the former concern by hiring Sir Giles Gilbert Scott to design the building's exterior. He was a distinguished

title: "Battersea Power Station" content: as architect, with Halliday & Agate Co. employed as a sub-consultant. Halliday was responsible for the supervision and execution of the appearance of the exterior and interior of the building. Architect Sir Giles Gilbert Scott was involved in the project much later on, consulted to appease public reaction, and referred to in the press as "architect of the exterior". The station was designed in the "brick-cathedral" style of power station design, which was popular at the time. Battersea is one of a very small number of examples of this style of power station design still in existence in the UK,

Answer: Giles Gilbert Scott

Answer: Sir Giles Gilbert Scott

Answer: Giles Gilbert, Sir Scott

Answer: Giles Gilbert Scott