Question: What product does this organization produce?

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title: "British Aerospace" content: British Aerospace British Aerospace plc (BAe) was a British aircraft, munitions and defence-systems manufacturer. Its head office was at Warwick House in the Farnborough Aerospace Centre in Farnborough, Hampshire. Formed in 1977, in 1999 it purchased Marconi Electronic Systems, the defence electronics and naval shipbuilding subsidiary of the General Electric Company plc, to form BAE Systems. The company was formed in the United Kingdom as a statutory corporation on 29 April 1977 as a result of the Aircraft and Shipbuilding Industries Act. This called for the nationalisation and merger of the British Aircraft Corporation, Hawker Siddeley Aviation, Hawker Siddeley Dynamics

title: "British Aerospace" content: or company. On 26 September 1985, the UK and Saudi Arabian governments signed the Al-Yamamah arms deal with BAe as prime contractor. The contracts, extended in the 1990s and never fully detailed, involved the supply of Panavia Tornado strike and air defence aircraft, Hawk trainer jets, Rapier missile systems, infrastructure works and naval vessels. The Al Yamamah deals are valued at anything up to £20 billion and still continue to provide a large percentage of BAE Systems' profits. In 1986, With Alenia Aeronautica, CASA and DASA, BAe formed Eurofighter GmbH for the development of the Eurofighter Typhoon. On 22 April

title: "British Aerospace" content: to produce the Avro RJ series, an evolution of the BAe 146. In mid-1992 BAe wrote off £1 billion of assets, largely as part of redundancies and restructuring of its regional aircraft division. This was largest asset write-off in UK corporate history. The General Electric Company (GEC), later to sell its defence interests to BAe, came close to acquiring BAe at this time. BAe cut 47% of its workforce (60,000 out of 127,000), 40,000 of which were from the regional aircraft division. Evans decided to sell non-core business activities which included The Rover Group, Arlington Securities, BAe Corporate Jets, BAe

title: "British Aerospace" content: reduced to 5%. The Orange shareholding was a legacy of the 30% stake in Hutchison Telecommunications (UK) Ltd when Hutchison exchanged its own shares for a mobile phone company (Microtel Communications Ltd) from BAe. BAeSEMA, Siemens Plessey and GEC-Marconi formed UKAMS Ltd in 1994 as part of the Principal Anti-Air Missile System (PAAMS) consortium. UKAMS would become a wholly owned subsidiary of BAe Dynamics in 1998. In 1995 Saab Military Aircraft and BAe signed an agreement for the joint development and marketing of the export version of the JAS 39 Gripen. In 1996 BAe and Matra Defense agreed to merge

title: "British Aerospace" content: Australian Senate Inquiry into the health and flight safety issues relating to oil fumes on the BAe 146. The film also contains an Australian Senator speech about money being paid by BAe for silence on the fumes issue. British Aerospace British Aerospace plc (BAe) was a British aircraft, munitions and defence-systems manufacturer. Its head office was at Warwick House in the Farnborough Aerospace Centre in Farnborough, Hampshire. Formed in 1977, in 1999 it purchased Marconi Electronic Systems, the defence electronics and naval shipbuilding subsidiary of the General Electric Company plc, to form BAE Systems. The company was formed in the

Answer: aircraft

Answer: aerial vehicle

Answer: aircraft

Answer: individual aircraft


Question: Which diocese does this building belong to?

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title: "Vysokopetrovsky Monastery" content: Church. As of 2005, the buildings are shared by the Russian Orthodox Church and the Moscow Literature Museum. Vysokopetrovsky Monastery Vysokopetrovsky Monastery (Russian: Высокопетровский монастырь, English: "High Monastery of St Peter") is a Russian Orthodox monastery in the Bely Gorod of Moscow commanding a hill whence Petrovka Street descends towards the Kremlin. The monastery is believed to have been founded in the 1320s by Saint Peter of Moscow, the first Russian metropolitan to move his see in Moscow. The cloister gave its name to adjacent Petrovka Street, one of the streets radiating from Red Square. In the late 17th century,

Answer: Russian Orthodox Church

Answer: Russian Orthodox Church


Question: What is the closest upper taxonomy of this bird?

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title: "Redhead (bird)" content: Redhead (bird) The redhead ("Aythya americana") is a medium-sized diving duck. The scientific name is derived from Greek "aithuia" an unidentified seabird mentioned by authors including Hesychius and Aristotle, and Latin "americana", of America. The redhead is long with an wingspan. It belongs to the genus Aythya, together with 11 other described species. The redhead and the common pochard form a sister group which together is sister to the canvasback. The redhead goes by many names, including the red-headed duck and the red-headed pochard. This waterfowl is easily distinguished from other ducks by the male’s copper coloured head and bright

title: "Redhead (bird)" content: blue bill during the breeding season. The redhead is in the family Anatidae (ducks, swans, geese) and genus "Aythya" (diving ducks). There are currently no described subspecies of the redhead. The redhead and the common pochard form a sister group which itself is sister to the canvasback. This group is then sister to the monophyletic group consisting of the white-eyes (hardhead, Madagascar pochard, and the sister species ferruginous duck and baer's pochard) and scaups (New Zealand scaup, ring-necked duck, tufted duck, greater scaup, lesser scaup). The redhead is a pochard, a diving duck specially adapted to foraging underwater. Their legs

title: "Redhead (bird)" content: materials. Redheads undergo a niche switch when breeding and when wintering. During the breeding season, redheads will eat as much animal matter as possible, including gastropods, mollusks and insect larvae. They will eat the occasional grass and other emergent vegetation. However, once they fly south, redheads will change their diet to include mostly plant material, including pondweeds, wild rice, wild celery, wigeon grass, bulrushes, muskgrass and shoal grass. Gastropods known as food of "Aythya americana" include: "Acteocina canaliculata", "Acteon punctostriatus", "Anachis avara", "Anachis obesa", "Caecum nitidum", "Calliostoma" sp., "Cerithidea pliculosa", "Cerithium lutosum", "Crepidula convexa", "Diastoma varium", "Melanella" sp., "Mitrella lunata",

title: "Redhead (bird)" content: "Nassarius acutus", "Nassarius vibex", "Natica" sp., "Neritina virginea", "Odostomia trifida", "Olivella minuta", "Olivella watermani", "Polinices" sp., Pyramidellidae, "Pyrgocythara plicosa", "Rissoina catesbyana", "Sayella livida", "Turbonilla" sp., "Turbonilla interrupta" and "Vitrinella" sp. Redhead (bird) The redhead ("Aythya americana") is a medium-sized diving duck. The scientific name is derived from Greek "aithuia" an unidentified seabird mentioned by authors including Hesychius and Aristotle, and Latin "americana", of America. The redhead is long with an wingspan. It belongs to the genus Aythya, together with 11 other described species. The redhead and the common pochard form a sister group which together is sister to the canvasback.

Answer: Aythya

Answer: Aythya


Question: Which body of water is this building located in or next to?

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title: "Amrum lighthouse" content: Amrum lighthouse The Amrum lighthouse is located in the southern part of the German island of Amrum, approximately 2 kilometres west of the village of Wittdün, yet still adhering to the municipality of Nebel. Its designation in German is "Seefeuer Amrum". It is one of the island's landmarks, being open to the public during the summer season. The focal plane height of the lightsource measures 63 metres above mean sea level and thereby it is one of the highest lights along the German North Sea shore. The tower itself is 41.8 metres tall, which makes its top reach 67.4 metres

Answer: North Sea

Answer: North Sea

Answer: German Sea

Answer: the North Sea

Answer: German Ocean


Question: What country does this building belong to?

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title: "Stirling Castle" content: Stirling Castle Stirling Castle, located in Stirling, is one of the largest and most important castles in Scotland, both historically and architecturally. The castle sits atop Castle Hill, an intrusive crag, which forms part of the Stirling Sill geological formation. It is surrounded on three sides by steep cliffs, giving it a strong defensive position. Its strategic location, guarding what was, until the 1890s, the farthest downstream crossing of the River Forth, has made it an important fortification in the region from the earliest times. Most of the principal buildings of the castle date from the fifteenth and sixteenth centuries.

title: "Stirling Castle" content: Prince Charlie unsuccessfully tried to take the castle. Stirling Castle is a Scheduled Ancient Monument, and is now a tourist attraction managed by Historic Environment Scotland. Castle Hill, on which Stirling Castle is built, forms part of the Stirling Sill, a formation of quartz-dolerite around 350 million years old, which was subsequently modified by glaciation to form a "crag and tail". It is likely that this natural feature was occupied at an early date, as a hill fort is located on Gowan Hill, immediately to the east. The Romans bypassed Stirling, building a fort at Doune instead, but the rock

title: "Stirling Castle" content: poetically known. The 16th-century historian Hector Boece claims in his "Historia Gentis Scotorum" that the Romans, under Agricola, fortified Stirling, and that Kenneth MacAlpin, traditionally the first King of Scotland, besieged a castle at Stirling during his takeover of the Pictish kingdom in the 9th century. Boece is, however, considered an unreliable historian. Another chronicler, William Worcester, associated Stirling with the court of the legendary King Arthur. Tradition suggests that St Monenna founded a chapel here, as she is said to have done at Edinburgh Castle, although it is now thought that the legend of Monenna results from a later

title: "Stirling Castle" content: confusion of early Christian figures, including Modwenna and Moninne. The first record of Stirling Castle dates from around 1110, when King Alexander I dedicated a chapel here. It appears to have been an established royal centre by this time, as Alexander died here in 1124. During the reign of his successor David I, Stirling became a royal burgh, and the castle an important administration centre. King William I formed a deer park to the south-west of the castle, but after his capture by the English in 1174, he was forced to surrender several castles, including Stirling and Edinburgh Castle, under

title: "Stirling Castle" content: other royal castles, be put under his control during the arbitration. Edward gave judgement in favour of John Balliol, hoping he would be a "puppet" ruler, but John refused to obey Edward's demands. In 1296, Edward invaded Scotland, beginning the Wars of Scottish Independence, which would last for the next 60 years. The English found Stirling Castle abandoned and empty, and set about occupying this key site. They were dislodged the following year, after the victory of Andrew Moray and William Wallace at the Battle of Stirling Bridge. Many of the garrison were killed during the battle, after which the

title: "Stirling Castle" content: English commanders William FitzWarin and Marmaduke Thweng retreated into the castle. However, they were quickly starved into surrender by the Scots. Next summer, the castle changed hands again, being abandoned by the Scots after the English victory at Falkirk. Edward strengthened the castle, but it was besieged in 1299 by forces including Robert Bruce. King Edward failed to relieve the garrison, who were forced to surrender. By 1303, the English again held the upper hand, and Stirling was the last remaining castle in Scottish hands. Edward's army arrived in April 1304, with at least 17 siege engines. The Scots, under

title: "Stirling Castle" content: its defences destroyed to prevent reoccupation by the English. The war was not over, however. The second War of Scottish Independence saw the English in control of Stirling Castle by 1336, when Thomas Rokeby was the commander, and extensive works were carried out, still largely in timber rather than stone. Andrew Murray attempted a siege in 1337, when guns may have been used for one of the first times in Scotland. Robert Stewart, the future King Robert II, retook Stirling in a siege during 1341–1342. Maurice Murray was appointed as its keeper, who in the words of Andrew of Wyntoun

title: "Stirling Castle" content: "inforsyt it grettumly, for riche he was and full mychty" (enforced it greatly, for rich he was and full mighty). In 1360, Robert de Forsyth was appointed governor of Stirling Castle, an office he passed on to his son John and grandson William, who was governor in 1399. Under the early Stewart kings Robert II (reigned 1371–1390) and Robert III (reigned 1390–1406), the earliest surviving parts of the castle were built. Robert Stewart, Earl of Menteith, Regent of Scotland as brother of Robert III, undertook works on the north and south gates. The present north gate is built on these

title: "Stirling Castle" content: Anglo-French hostilities were fought out in Scotland. Artillery fortifications were added to the south approach of the castle including the 'French Spur', and these form the basis of the present Outer Defences. Guise employed an Italian military engineer called Lorenzo Pomarelli. Queen Mary returned to Scotland in 1561, and visited Stirling Castle frequently. She nursed Henry Stuart, Lord Darnley, through an illness here in 1565, and the two were soon married. Their son, James VI, was baptised here the following year. The celebrations included fireworks, an assault on a mock castle, and a masque designed by Bastian Pagez. Darnley was

title: "Stirling Castle" content: his regents and the supporters of Mary, the young king was closely guarded. Stirling became the base for James' supporters, while those nobles who wished to see Queen Mary restored gathered at Edinburgh, under William Kirkcaldy of Grange. Grange led a raid on Stirling in 1571, attempting to round up the Queen's enemies, but failed to gain control of the castle or the King. The keeper of the Castle, Alexander Erskine of Gogar was ejected by supporters of Regent Morton in April 1578, after his son was fatally wounded during a struggle at the gate. The rebellious Earls of Mar

title: "Stirling Castle" content: succeeded as King of England and the royal family left for London. After their departure, Stirling's role as a royal residence declined, and it became principally a military centre. It was used as a prison for persons of rank during the 17th century, and saw few visits by the monarch. James VI & I returned to Scotland in 1617, staying in Stirling during July. From 1625, extensive preparations were made for the anticipated visit of the new king, Charles I, including works to the gardens and painting of the Chapel Royal. Charles did not come to Scotland until 1633, and

title: "Stirling Castle" content: and the Great Hall. After The Restoration of Charles II, the Earl of Mar was restored as governor, and the castle was frequently used as a prison, housing several Covenanters. James, Duke of Albany, later King James VII of Scotland and II of England, visited the castle in 1681. During this time, the castle's military role became increasingly important, a powder magazine being built in the castle gardens, and a formal garrison installed from 1685. At the accession of King George I in 1714, John Erskine, 6th Earl of Mar was deprived of the governorship, as well as the post

title: "Stirling Castle" content: of Scottish Secretary. In response, he raised the standard of James Stuart, the "Old Pretender", in the Jacobite rising of 1715. Government troops, under the Duke of Argyll, quickly moved to occupy the fortress, then advanced to Sheriffmuir to block Mar's way. The Battle of Sheriffmuir was inconclusive, but the rising was effectively over. The Jacobite rising of 1745 saw Charles Edward Stuart lead his army of Highlanders past Stirling on the way to Edinburgh. Following the Jacobites' retreat from England, they returned to Stirling in January 1746. The town soon surrendered, but the castle governor refused to capitulate. Artillery

title: "Stirling Castle" content: the 15th-century originals, and researched medieval weaving techniques, colour palettes and materials. The weavers are working both at the College in West Sussex, and at a studio at Stirling Castle. The project was completed in 2015. Stirling Castle remains the headquarters of the Argyll and Sutherland Highlanders, although Balaclava Company, the sole surviving unit of the regiment, has been garrisoned at Redford Barracks since 2014. The regimental museum is also located within the castle. The Outer Defences comprise artillery fortifications, and were built in their present form in the 18th century, although some parts, including the French Spur at the

title: "Stirling Castle" content: contemporary artillery. The entrance was via a central passage, flanked by two separate pedestrian passages. This triple arrangement was unusual in its time, and Classical triumphal arches have been suggested as an influence. The gatehouse was dismantled gradually, and was consolidated in its present form in 1810. At each end of the crenellated curtain wall was a rectangular tower. The west tower, known as the Prince's Tower, probably after Henry, Prince of Scotland, survives to its full height, and is now attached to the later palace. At the east end, the Elphinstone Tower contained a kitchen and possibly an officer's

title: "Stirling Castle" content: is the King's Old Building, on the western side, which was complete by around 1497. It was begun as a new residential range by James IV, and originally comprised an L-shaped building. The principal rooms were on the first floor, over cellars, and included two chambers with wide open views to the west, although the interiors have been much altered. The projecting stair tower has an octagonal upper section, which was copied for a second, later stair tower on the same building. In 1855, the north end of the building burned down, and was rebuilt in a Baronial style by

title: "Stirling Castle" content: the architect and historian Robert William Billings. At the southwest end of the range is a linking building, once used as kitchens, which is on a different alignment to both the King's Old Building and the adjacent Royal Palace. It has been suggested that this is an earlier 15th-century structure, dating from the reign of James I. Excavations within this building in 1998 revealed burials, suggesting that this may have been the site of a church or chapel. On the east side of the Inner Close is the Great Hall, or Parliament Hall. This was built by James IV following

title: "Stirling Castle" content: on from the completion of the King's Old Building in 1497, and was being plastered by 1503. Described as "the grandest secular building erected in Scotland in the late Middle Ages", it represents the first example of Renaissance-influenced royal architecture in that country. It was worked on by a number of English craftsmen, and incorporates some English design ideas, being comparable to Edward IV's hall at Eltham Palace, built in the late 1470s. It includes Renaissance details, such as the intersecting tracery on the windows, within a conventional medieval plan. Inside are five fireplaces, and large side windows lighting the

title: "Stirling Castle" content: were replaced, windows reinstated, and the outer walls were limewashed. To the left of the gatehouse, and forming the south side of the Inner Close, is the Royal Palace. The first Renaissance palace in the British Isles, this was the work of King James V. With its combination of Renaissance architecture, and exuberant late-gothic detail, it is one of the most architecturally impressive buildings in Scotland, covered with unique carved stonework. It was begun in the 1530s, and was largely complete by the late 1540s. The Master of Works, until his execution in 1540, was Sir James Hamilton of Finnart,

title: "Stirling Castle" content: portrait of James V, the Devil, St Michael, and representations of Venus and several planetary deities. Their arrangement on the north, east and south faces of the Palace has been interpreted in relation to the quarters of the heavens. The 19th-century architectural historian R. W. Billings described the statues as "the fruits of an imagination luxuriant but revolting". The west façade is undecorated and incomplete, and the Privy Council of Scotland noted in 1625 that the building was "schote over the craig". Internally, the Palace comprises two apartments, one each for the king and queen. Each has a hall, presence

title: "Stirling Castle" content: to the Smith Institute in Stirling, and these are now preserved in the castle, and three more are in the National Museum of Scotland, Edinburgh. Another two are on display in the Thieves Pot, a preserved 16th-century jail within the Thistles Shopping Centre. Some of the portraits are believed to be of kings, queens or courtiers, and others are thought to show classical or Biblical figures. As with the exterior carving, similarities to German sources have been noted, and in particular to a ceiling in Wawel, Poland. A £12 million project to recreate the grandeur of the Royal Palace, reopened

title: "Stirling Castle" content: features on the reverse side of a current series of £20 notes issued by the Clydesdale Bank, with Robert the Bruce on horseback in the foreground. Due to its similar appearance to Colditz Castle in Saxony, Germany, the castle was used to film the exterior shots for the 1970s TV series "Colditz", a drama about the many attempts of Allied POWs to escape from the castle during its use as a military prison in the Second World War. Stirling Castle Stirling Castle, located in Stirling, is one of the largest and most important castles in Scotland, both historically and architecturally.

Answer: Kingdom of Scotland

Answer: United Kingdom

Answer: The Kingdom of Scotland

Answer: U K

Answer: Great Britain

Answer: Britain

Answer: The United Kingdom of Great Britain and Northern Ireland

Answer: Great Britain and Northern Ireland

Answer: Scotland

Answer: Unitit Kinrick o Greet Britain an Norlin Airlann

Answer: G.B.

Answer: U. K.

Answer: Rìoghachd Aonaichte

Answer: U.K.

Answer: G. B.

Answer: G B

Answer: Unitit Kinrick

Answer: GBR

Answer: The UK

Answer: Rìoghachd Aonaichte na Breatainn Mhòr agus Eirinn a Tuath

Answer: Kingdom of Scotland

Answer: GB

Answer: United Kingdom

Answer: G.B.R.

Answer: G B R

Answer: An Ríocht Aontaithe

Answer: United Kingdom of Great Britain and Northern Ireland

Answer: UK


Question: What equipment or engine is used by this vehicle to provide power?

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title: "Space Shuttle" content: missions from 1981 to 2011, launched from the Kennedy Space Center (KSC) in Florida. Operational missions launched numerous satellites, interplanetary probes, and the Hubble Space Telescope (HST); conducted science experiments in orbit; and participated in construction and servicing of the International Space Station. The Shuttle fleet's total mission time was 1322 days, 19 hours, 21 minutes and 23 seconds. Shuttle components included the Orbiter Vehicle (OV) with three clustered Rocketdyne RS-25 main engines, a pair of recoverable solid rocket boosters (SRBs), and the expendable external tank (ET) containing liquid hydrogen and liquid oxygen. The Space Shuttle was launched vertically, like

title: "Space Shuttle" content: a conventional rocket, with the two SRBs operating in parallel with the OV's three main engines, which were fueled from the ET. The SRBs were jettisoned before the vehicle reached orbit, and the ET was jettisoned just before orbit insertion, which used the orbiter's two Orbital Maneuvering System (OMS) engines. At the conclusion of the mission, the orbiter fired its OMS to de-orbit and re-enter the atmosphere. The orbiter then glided as a spaceplane to a runway landing, usually to the Shuttle Landing Facility at Kennedy Space Center, Florida or Rogers Dry Lake in Edwards Air Force Base, California. After

title: "Space Shuttle" content: first-stage flight. About two minutes after liftoff, frangible nuts were fired, releasing the SRBs, which then parachuted into the ocean, to be retrieved by NASA recovery ships for refurbishment and reuse. The orbiter and ET continued to ascend on an increasingly horizontal flight path under power from its main engines. Upon reaching 17,500 mph (7.8 km/s), necessary for low Earth orbit, the main engines were shut down. The ET, attached by two frangible nuts was then jettisoned to burn up in the atmosphere. After jettisoning the external tank, the orbital maneuvering system (OMS) engines were used to adjust the orbit.

title: "Space Shuttle" content: unique among spacecraft. This feature made possible the deployment of large satellites such as the Hubble Space Telescope and also the capture and return of large payloads back to Earth. When the orbiter's space mission was complete, it fired its OMS thrusters to drop out of orbit and re-enter the lower atmosphere. During descent, the orbiter passed through different layers of the atmosphere and decelerated from hypersonic speed primarily by aerobraking. In the lower atmosphere and landing phase, it was more like a glider but with reaction control system (RCS) thrusters and fly-by-wire-controlled hydraulically actuated flight surfaces controlling its descent.

title: "Space Shuttle" content: presented a wide variety of designs, including earlier U.S. Air Force designs such as the X-20 Dyna-Soar. In 1968, NASA officially began work on what was then known as the Integrated Launch and Re-entry Vehicle (ILRV). At the same time, NASA held a separate Space Shuttle Main Engine (SSME) competition. NASA offices in Houston and Huntsville jointly issued a Request for Proposal (RFP) for ILRV studies to design a spacecraft that could deliver a payload to orbit but also re-enter the atmosphere and fly back to Earth. For example, one of the responses was for a two-stage design, featuring a

title: "Space Shuttle" content: by the orbiter's robotic remote manipulator arm (under astronaut control), EVA astronauts, or under the payloads' own power (as for satellites attached to a rocket "upper stage" for deployment.) Three Space Shuttle Main Engines (SSMEs) were mounted on the orbiter's aft fuselage in a triangular pattern. The engine nozzles could gimbal 10.5 degrees up and down, and 8.5 degrees from side to side during ascent to change the direction of their thrust to steer the Shuttle. The orbiter structure was made primarily from aluminum alloy, although the engine structure was made primarily from titanium alloy. The operational orbiters built were

title: "Space Shuttle" content: were replaced with external docking systems to allow for a greater amount of cargo to be stored on the Shuttle's mid-deck during station resupply missions. The Space Shuttle Main Engines (SSMEs) had several improvements to enhance reliability and power. This explains phrases such as "Main engines throttling up to 104 percent." This did not mean the engines were being run over a safe limit. The 100 percent figure was the original specified power level. During the lengthy development program, Rocketdyne determined the engine was capable of safe reliable operation at 104 percent of the originally specified thrust. NASA could have

title: "Space Shuttle" content: rescaled the output number, saying in essence 104 percent is now 100 percent. To clarify this would have required revising much previous documentation and software, so the 104 percent number was retained. SSME upgrades were denoted as "block numbers", such as block I, block II, and block IIA. The upgrades improved engine reliability, maintainability and performance. The 109% thrust level was finally reached in flight hardware with the Block II engines in 2001. The normal maximum throttle was 104 percent, with 106 percent or 109 percent used for mission aborts. For the first two missions, STS-1 and STS-2, the external

title: "Space Shuttle" content: turbopumps also began charging the combustion chambers with liquid hydrogen and liquid oxygen at this time. The computers reciprocated this action by allowing the redundant computer systems to begin the firing phase. The three main engines (SSMEs) started at "T"-6.6 seconds. The main engines ignited sequentially via the Shuttle's general purpose computers (GPCs) at 120 millisecond intervals. All three SSMEs were required to reach 90% rated thrust within three seconds, otherwise the onboard computers would initiate an RSLS abort. If all three engines indicated nominal performance by "T"-3 seconds, they were commanded to gimbal to liftoff configuration and the command

title: "Space Shuttle" content: would be issued to arm the SRBs for ignition at "T"-0. Between "T"-6.6 seconds and "T"-3 seconds, while the SSMEs were firing but the SRBs were still bolted to the pad, the offset thrust caused the entire launch stack (boosters, tank and orbiter) to pitch down measured at the tip of the external tank. The three second delay after confirmation of SSME operation was to allow the stack to return to nearly vertical. At "T"-0 seconds, the 8 frangible nuts holding the SRBs to the pad were detonated, the SSMEs were commanded to 100% throttle, and the SRBs were ignited.

title: "Space Shuttle" content: the International Space Station is , roughly equivalent to Mach 23 at sea level. As the International Space Station orbits at an inclination of 51.6 degrees, missions going there must set orbital inclination to the same value in order to rendezvous with the station. Around 30 seconds into ascent, the SSMEs were throttled down—usually to 72%, though this varied—to reduce the maximum aerodynamic forces acting on the Shuttle at a point called Max Q. Additionally, the propellant grain design of the SRBs caused their thrust to drop by about 30% by 50 seconds into ascent. Once the Orbiter's guidance verified

title: "Space Shuttle" content: vehicle acceleration to 3 "g" (29.4 m/s² or 96.5 ft/s², equivalent to accelerating from zero to in a second). The Shuttle would maintain this acceleration for the next minute, and main engine cut-off (MECO) occurred at about eight and a half minutes after launch. The main engines were shut down before complete depletion of propellant, as running dry would have destroyed the engines. The oxygen supply was terminated before the hydrogen supply, as the SSMEs reacted unfavorably to other shutdown modes. (Liquid oxygen has a tendency to react violently, and supports combustion when it encounters hot engine metal.) A few

title: "Space Shuttle" content: seconds after MECO, the external tank was released by firing pyrotechnic fasteners. At this point the Shuttle and external tank were on a slightly suborbital trajectory, coasting up towards apogee. Once at apogee, about half an hour after MECO, the Shuttle's Orbital Maneuvering System (OMS) engines were fired to raise its perigee and achieve orbit, while the external tank fell back into the atmosphere and burned up over the Indian Ocean or the Pacific Ocean depending on launch profile. The sealing action of the tank plumbing and lack of pressure relief systems on the external tank helped it break up

title: "Space Shuttle" content: minutes, which reduced the Shuttle's velocity by about . The resultant slowing of the Shuttle lowered its orbital perigee down into the upper atmosphere. The Shuttle then flipped over, by pushing its nose down (which was actually "up" relative to the Earth, because it was flying upside down). This OMS firing was done roughly halfway around the globe from the landing site. The vehicle started encountering more significant air density in the lower thermosphere at about , at around Mach 25, . The vehicle was controlled by a combination of RCS thrusters and control surfaces, to fly at a 40-degree

title: "Space Shuttle" content: mission is SPRA iteration 3.1 top risk contributors for STS-133: An internal NASA risk assessment study (conducted by the Shuttle Program Safety and Mission Assurance Office at Johnson Space Center) released in late 2010 or early 2011 concluded that the agency had seriously underestimated the level of risk involved in operating the Shuttle. The report assessed that there was a 1 in 9 chance of a catastrophic disaster during the first nine flights of the Shuttle but that safety improvements had later improved the risk ratio to 1 in 90. Below is a list of major events in the Space

Answer: Space Shuttle Solid Rocket Booster

Answer: Space Shuttle Orbital Maneuvering System

Answer: RS-25

Answer: SSSRB

Answer: RS-25

Answer: Space Shuttle Orbital Maneuvering System

Answer: SSME

Answer: OMS

Answer: Aerojet Rocketdyne RS-25

Answer: OMS/RCS

Answer: Space Shuttle Solid Rocket Booster

Answer: Space Shuttle Main Engine


Question: How many offspring can this animal produce at the same time?

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title: "Gray fox" content: the gray fox varies geographically; in Michigan, the gray fox mates in early March, in Alabama, breeding peaks occur in February. The gestation period lasts approximately 53 days. Litter size ranges from 1 to 7, with a mean of 3.8 young per female. The sexual maturity of females is around 10 months of age. Kits begin to hunt with their parents at the age of 3 months. By the time that they are four months old, the kits will have developed their permanent dentition and can now easily forage on their own. The family group remains together until the autumn,

Answer: 3.8


Question: Who occupies this building?

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title: "Huis Bergh" content: Huis Bergh Huis Bergh is a castle in 's-Heerenberg and is one of the largest castles in the Netherlands. It gives its name to the Land van den Bergh and was previously owned by the counts van Bergh. The building history dates back to the 13th century. The main parts of the castle are from the 14th, 15th and 17th century. In the beginning of the Dutch Revolt the house got damaged by war. In 1735 the castle burned down. In 1912 Huis Bergh and all belongings became the property of Jan Herman van Heek, an industrialist from Enschede. He

title: "Huis Bergh" content: restored the buildings. In 1939 there was another major fire. Thanks to the help of locals most of the furniture was rescued. Renovation began the same year and was completed in 1941. Huis Bergh contains a collection of early Italian paintings, one famous example of which is a panel from the Maestà of Duccio, which was added to the castle's collection in the 19th century. In addition to a portrait of Erasmus by Holbein Huis Bergh has an extraordinary collection of medieval handwritings. Huis Bergh Huis Bergh is a castle in 's-Heerenberg and is one of the largest castles in

Answer: Huis Bergh

Answer: Kasteel Huis Bergh

Answer: Huis Bergh


Question: Which continent does this place belong to?

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title: "Mount Roraima" content: Mount Roraima Mount Roraima ( , "Tepuy Roraima" and "Cerro Roraima";) is the highest of the Pakaraima chain of tepui plateaus in South America. First described by the English explorer Sir Walter Raleigh during his 1595 expedition, its summit area is bounded on all sides by cliffs rising . The mountain also serves as the tripoint of Venezuela, Guyana and Brazil. Mount Roraima lies on the Guiana Shield in the southeastern corner of Venezuela's Canaima National Park forming the highest peak of Guyana's Highland Range. The highest point in Guyana and the highest point of the Brazilian state of Roraima

title: "Mount Roraima" content: the plateau. This is the same route hikers take today. A report by the noted South American researcher Robert Schomburgk inspired the Scottish author Arthur Conan Doyle to write his novel The Lost World about the discovery of a living prehistoric world full of dinosaurs and other primordial creatures. The only non-technical route to the top is the Paraitepui route from Venezuela; any other approach will involve climbing gear. Mount Roraima has been climbed on a few occasions from the Guyana and Brazil sides, but as the mountain is entirely bordered on both these sides by enormous sheer cliffs that

Answer: South America

Answer: South America


Question: Who is the founder of the aircraft in the image?

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title: Beechcraft content: Beechcraft Beechcraft is a brand of Textron Aviation since 2014. Originally, it was a brand of Beech Aircraft Corporation, an American manufacturer of general aviation, commercial, and military aircraft, ranging from light single-engined aircraft to twin-engined turboprop transports, business jets, and military trainers. Beech later became a division of Raytheon and later Hawker Beechcraft before a bankruptcy sale turned its assets over to Textron (parent company of Beech's cross-town Wichita rival, Cessna Aircraft Company). Beech Aircraft Company was founded in Wichita, Kansas, in 1932 by Walter Beech as president, his wife Olive Ann Beech as secretary, Ted A. Wells as

title: Beechcraft content: past or present, in the world. Other important Beech aircraft are the King Air and Super King Air line of twin-engined turboprops, in production since 1964, the Baron, a twin-engined variant of the Bonanza, and the Beechcraft Model 18, originally a business transport and commuter airliner from the late 1930s through the 1960s, which remains in active service as a cargo transport. In 1950, Olive Ann Beech was installed as president and CEO of the company, after the sudden death of her husband from a heart attack on November 29 of that year. She continued as CEO until Beech was

title: Beechcraft content: and runway for test flights Beechcraft Beechcraft is a brand of Textron Aviation since 2014. Originally, it was a brand of Beech Aircraft Corporation, an American manufacturer of general aviation, commercial, and military aircraft, ranging from light single-engined aircraft to twin-engined turboprop transports, business jets, and military trainers. Beech later became a division of Raytheon and later Hawker Beechcraft before a bankruptcy sale turned its assets over to Textron (parent company of Beech's cross-town Wichita rival, Cessna Aircraft Company). Beech Aircraft Company was founded in Wichita, Kansas, in 1932 by Walter Beech as president, his wife Olive Ann Beech as

Answer: Olive Ann Beech

Answer: Walter Beech

Answer: Olive Ann Mellor Beech

Answer: Walter Beech

Answer: Walter Herschel Beech

Answer: O. A. Beech

Answer: Olive Beech

Answer: Olive Ann Beech

Answer: Walter H. Beech


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

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title: "Royal Crescent" content: Royal Crescent The Royal Crescent is a row of 30 terraced houses laid out in a sweeping crescent in the city of Bath, England. Designed by the architect John Wood, the Younger and built between 1767 and 1774, it is among the greatest examples of Georgian architecture to be found in the United Kingdom and is a Grade I listed building. Although some changes have been made to the various interiors over the years, the Georgian stone façade remains much as it was when it was first built. The crescent has 114 Ionic columns on the first floor with an

title: "Royal Crescent" content: differing roof heights, juxtapositions and fenestration. This architecture, described as ""Queen Anne fronts and Mary-Anne backs"", occurs repeatedly in Bath. It was the first crescent of terraced houses to be built and an example of ""rus in urbe"" (the country in the city) with its views over the parkland opposite. In front of the Royal Crescent is a ha-ha, a ditch on which the inner side is vertical and faced with stone, with the outer face sloped and turfed, making an effective but invisible partition between the lower and upper lawns. The ha-ha is designed so as not to interrupt

title: "Royal Crescent" content: remains of a Roman wall were found behind the crescent and evidence of possible Iron and Bronze Age settlement on the lawn in front. In the late 19th century five cast iron lamp columns with decorative scrollwork were added. In 1921, architect Robert Tor Russell used the Crescent as a source of inspiration to design the central business district of Connaught Place, New Delhi, India. During the Bath Blitz of World War II, known as the Baedecker Raids or Baedeker Blitz, some bomb damage occurred, the most serious being the gutting of numbers 2 and 17 by incendiaries. After World

title: "Royal Crescent" content: War II, during a period of redevelopment which is described as the "Sack of Bath", the City Council considered plans that would have seen the Crescent transformed into Council offices. These were unsuccessful. During the 20th century many of the houses which had formerly been the residences of single families with maids or other staff were divided into flats and offices. However, the tradition of distinguished gentlefolk retiring to the crescent continued. The whole crescent was designated as a Grade I listed building in 1950. Number 16 became a guest house in 1950. In 1971 it was combined with number

title: "Royal Crescent" content: the Royal Crescent Hotel. In the 1970s the resident of No 22, Miss Amabel Wellesley-Colley, painted her front door yellow instead of the traditional white. Bath City Council issued a notice insisting it should be repainted. A court case ensued which resulted in the Secretary of State for the Environment declaring that the door could remain yellow. Other proposals for alteration and development including floodlighting and a swimming pool have been defeated. The first resident of Number 1 was Thomas Brock who acted as trustee for John Wood his son-in-law, although he was rarely lived there as he was the

title: "Royal Crescent" content: town clerk of Chester. His tenant was Henry Sandford, a retired Irish MP who rented the house from 1776 until his death in Bath in 1796. He was described as a 'gentleman of the most benevolent disposition'. William Wilberforce stayed at Number 2 in 1798. Christopher Anstey, a well-known writer of the time, was resident in number 4 from 1770 until 1805, although the plaque to him is placed on number 5. Jean Baptiste, Vicomte du Barre took over number 8 in 1778 and hosted parties and gambling. He died in a duel on Claverton Down and is buried in

title: "Royal Crescent" content: the churchyard at the Church of St Nicholas in Bathampton. From 1768 to 1774 number 9 was home to Philip Thicknesse, a soldier of fortune. Number 11 was home to the family of Thomas Linley, a singing-master and conductor of the concerts from 1771. His second daughter Elizabeth Ann Linley, a singer in her own right, eloped with the playwright and poet Richard Brinsley Sheridan. The centre house of the crescent (#16) was used as a residence and to host blue stocking events by Elizabeth Montagu. In the nineteenth century the popularity of the Crescent and 'taking the waters' at

title: "Royal Crescent" content: the Roman Baths diminished somewhat. Amongst the residents of Royal Crescent during this time were the electoral reformer Francis Burdett who lived at number 16 from 1814 to 1822 and his daughter Angela Burdett-Coutts, 1st Baroness Burdett-Coutts. The retired Admiral William Hargood lived at number 9 from 1834 until 1839 and in 1866 the same house was home to Edward Bulwer-Lytton. The jurist and explorer Thomas Falconer briefly lived at number 18 before his death in 1882. A few years later the house next door at number 17 became home to Isaac Pitman who developed the most widely used system

title: "Royal Crescent" content: a historic house museum, owned and maintained by the Bath Preservation Trust through its membership to illustrate how wealthy owners of the late 18th century might have furnished and occupied such a house. It was purchased in 1967 by Major Bernard Cayzer, a member of the family that made its fortune through the Clan shipping line. He donated it to the Trust with an amount of money for its restoration and furnishing. The restoration was led by Philip Jebb. The Bath Preservation Trust was working during 2012–13 to re-unite Number One with its original servants' wing at Number 1A Royal

title: "Royal Crescent" content: Crescent, which has been in use as a separate dwelling for many years. No. 1 serves as the Trust's headquarters. Number 15 and 16 are still used as a hotel. Bath and North East Somerset council made an order banning coaches and buses from the crescent, after many years of complaints by residents that the tours given to tourists were disruptive, particularly because of the amplified commentary given by tour guides on open top buses. The crescent is long and each building is almost high, including small rooms with dormer windows in the attic. The ground floor is plain emphasising

title: "Royal Crescent" content: the columns and windows of the first floor. The 114 columns are in diameter reaching , each with an entablature deep in a Palladian style. The central house (now the Royal Crescent Hotel) boasts two sets of coupled columns with a single window between them which is the middle of the crescent. They are built of Bath stone. They have slate roofs but were originally stone tiled. The appearance of each house is very similar with only minor variations between them for example some have small balconettes on the first floor. Many of the windows have been restored to their

title: "Royal Crescent" content: 1965 the black comedy "The Wrong Box" (1966) used the Royal Crescent extensively as a location, standing in for London. The 1965 film "Catch Us If You Can" also had a sequence filmed outside the crescent and in one of its houses. In 2007, a TV edition of Jane Austen's "Persuasion", included many scenes shot at the Royal Crescent, where the Elliot family was supposedly living while in Bath. The Royal Crescent featured in the 2008 film "The Duchess" starring Keira Knightley. The fictional heroine of BBC1 archaeology thriller "Bonekickers" was depicted as living in the Crescent. Royal Crescent The

Answer: Bath

Answer: Bath and North East Somerset

Answer: Bath, Somerset

Answer: Bath and North East Somerset

Answer: BANES

Answer: Bath

Answer: City of Bath

Answer: B&NES


Question: What is the height of this mountain in terms of metre above sea level?

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title: "Ben Nevis" content: the path and the observatory made the ascent of the Ben increasingly popular, all the more so after the arrival of the West Highland Railway in Fort William in 1894. Around this time the first of several proposals was made for a rack railway to the summit, none of which came to fruition. In 2000, the Ben Nevis Estate, comprising all of the south side of the mountain including the summit, was bought by the Scottish conservation charity the John Muir Trust. In 2016, the height of Ben Nevis was officially remeasured to be 1344.527m by Ordnance Survey. The height

Answer: 1344.527


Question: Who is the developer of this aircraft?

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title: "Boeing 707" content: Boeing 707 The Boeing 707 is a mid-sized, long-range, narrow-body, four-engine jet airliner built by Boeing Commercial Airplanes from 1958 to 1979. Its name is commonly pronounced as "seven oh seven". Versions of the aircraft have a capacity from 140 to 219 passengers and a range of . Developed as Boeing's first jet airliner, the 707 is a swept-wing design with podded engines. Although it was not the first jetliner in service, the 707 was the first to be commercially successful. Dominating passenger air transport in the 1960s and remaining common through the 1970s, the 707 is generally credited with

title: "Boeing 707" content: ushering in the Jet Age. It established Boeing as one of the largest manufacturers of passenger aircraft, and led to the later series of airliners with "7x7" designations. The later 720, 727, 737, and 757 share elements of the 707's fuselage design. The 707 was developed from the Boeing 367-80, a prototype jet first flown in 1954. A larger fuselage cross-section and other modifications resulted in the initial-production 707-120, powered by Pratt & Whitney JT3C turbojet engines, which first flew on December 20, 1957. Pan American World Airways began regular 707 service on October 26, 1958. Later derivatives included the

title: "Boeing 707" content: shortened long-range 707-138 and the stretched 707-320, both of which entered service in 1959. A smaller short-range variant, the 720, was introduced in 1960. The 707-420, a version of the stretched 707 with Rolls-Royce Conway turbofans, debuted in 1960, while Pratt & Whitney JT3D turbofans debuted on the 707-120B and 707-320B models in 1961 and 1962, respectively. The 707 has been used on domestic, transcontinental, and transatlantic flights, and for cargo and military applications. A convertible passenger-freighter model, the 707-320C, entered service in 1963, and passenger 707s have been modified to freighter configurations. Military derivatives include the E-3 Sentry airborne

title: "Boeing 707" content: reconnaissance aircraft and the C-137 Stratoliner VIP transports. Boeing produced and delivered 1,011 airliners including the smaller 720 series; over 800 military versions were also produced. As of July 2017, there were no active 707s in commercial airline service. During and after World War II, Boeing was known for its military aircraft. The company had produced innovative and important bombers, from the B-17 Flying Fortress and B-29 Superfortress, to the jet-powered B-47 Stratojet and B-52 Stratofortress. The company's civil aviation department lagged far behind Douglas and other competitors, the only noteworthy airliners being the Boeing 314 Clipper and 307 Stratoliner.

title: "Boeing 707" content: During 1949–1950, Boeing embarked on studies for a new jet transport, realizing that any design must be aimed at both the military and civilian markets. At the time, aerial refueling was becoming a standard technique for military aircraft, with over 800 KC-97 Stratofreighters on order. With the advent of the Jet Age, a new tanker was required to meet the USAF's fleet of jet-powered bombers; this was where Boeing's new design would potentially win military orders. Boeing studied numerous wing and engine layouts for its new transport/tanker, some of which were based on the B-47 and C-97, before settling on

title: "Boeing 707" content: 367−80. The "Dash 80" took less than two years from project launch in 1952 to rollout on May 14, 1954, then first flew on July 15, 1954. It was powered by the Pratt & Whitney JT3C turbojet engine, which was the civilian version of the J57 used on many military aircraft of the day, including the F-100 Super Sabre fighter and the B-52 bomber. The prototype was a proof-of-concept aircraft for both military and civilian use. The United States Air Force was the first customer, using it as the basis for the KC-135 Stratotanker aerial refueling platform. Whether the passenger

title: "Boeing 707" content: 707 would be profitable was far from certain. At the time, Boeing was making nearly all of its money from military contracts: Its last passenger transport, the Boeing 377 Stratocruiser, had netted the company a $15 million loss before it was purchased by the Air Force as the KC-97 Stratofreighter. In a demonstration flight over Lake Washington outside Seattle, on August 7, 1955, test pilot Tex Johnston performed a barrel roll in the 367-80 prototype. The 132-inch (3.35 m) wide fuselage of the Dash 80 was large enough for four-abreast (two-plus-two) seating like the Stratocruiser. Answering customers' demands and under

title: "Boeing 707" content: Douglas competition, Boeing soon realized this would not provide a viable payload, so it widened the fuselage to to allow five-abreast seating and use of the KC-135's tooling. Douglas Aircraft had launched its DC-8 with a fuselage width of . The airlines liked the extra space and six-abreast seating, so Boeing increased the 707's width again to compete, this time to . The first flight of the first-production 707-120 took place on December 20, 1957, and FAA certification followed on September 18, 1958. Both test pilots Joseph John "Tym" Tymczyszyn and James R. Gannett were awarded the first Iven C.

title: "Boeing 707" content: Kincheloe Award for the test flights that led to certification. A number of changes were incorporated into the production models from the prototype. A Krueger flap was installed along the leading edge between the inner and outer engines on early 707-120 and −320 models. The initial standard model was the 707-120 with JT3C turbojet engines. Qantas ordered a shorter-bodied version called the 707-138, which was a −120 with six fuselage frames removed, three in front of the wings, and three aft. The frames in the 707 were each 20 in (500 mm) apart, so this resulted in a net shortening

title: "Boeing 707" content: of 10 ft (3 m) to . Because the maximum takeoff weight remained the same as that of the −120 (247,000 lb or 112 t), the −138 was able to fly the longer routes that Qantas needed. Braniff International Airways ordered the higher-thrust version with Pratt & Whitney JT4A engines, the 707-220. The final major derivative was the 707-320, which featured an extended-span wing and JT4A engines, while the 707-420 was the same as the −320, but with Conway turbofan engines. British certification requirements relating to go-arounds with one engine inoperative also forced Boeing to increase the height of the

title: "Boeing 707" content: tail fin on all 707 variants, as well as add a ventral fin, which was retrofitted on earlier −120 and −220 aircraft. These modifications also aided in the mitigation of Dutch roll by providing more stability in yaw. Though initially fitted with turbojet engines, the dominant engine for the Boeing 707 family was the Pratt & Whitney JT3D, a turbofan variant of the JT3C with lower fuel consumption and higher thrust. JT3D-engined 707s and 720s were denoted with a "B" suffix. While many 707-120Bs and -720Bs were conversions of existing JT3C-powered machines, 707-320Bs were available only as newly built aircraft,

title: "Boeing 707" content: as they had a stronger structure to support a maximum takeoff weight increased by , along with modifications to the wing. The 707-320B series enabled nonstop westbound flights from Europe to the US West Coast and from the US to Japan. The final 707 variant was the 707-320C, (C for "Convertible"), which had a large fuselage door for cargo. It had a revised wing with three-sectioned leading-edge flaps, improving takeoff and landing performance and allowing the ventral fin to be removed (although the taller fin was retained). The 707-320Bs built after 1963 used the same wing as the −320C and

title: "Boeing 707" content: were known as 707-320B Advanced aircraft. Production of the passenger 707 ended in 1978. In total, 1,010 707s were built for civilian use, though many of these found their way to military service. The 707 production line remained open for purpose-built military variants until 1991, with the last new-build 707 airframes built as E-3 and E-6 aircraft. Traces of the 707 are still found in the 737, which uses a modified version of the 707's fuselage, as well as the same external nose and cockpit configurations as those of the 707. These were also used on the previous 727, while

title: "Boeing 707" content: the 757 also used the 707 fuselage cross-section. The 707's wings are swept back at 35°, and like all swept-wing aircraft, display an undesirable "Dutch roll" flying characteristic that manifests itself as an alternating yawing and rolling motion. Boeing already had considerable experience with this on the B-47 and B-52, and had developed the yaw damper system on the B-47 that would be applied to later swept-wing configurations like the 707. However, many novice 707 pilots had no experience with this phenomenon, as they were transitioning from straight-wing propeller-driven aircraft such as the Douglas DC-7 and Lockheed Constellation. On one

title: "Boeing 707" content: customer-acceptance flight, where the yaw damper was turned off to familiarize the new pilots with flying techniques, a trainee pilot's actions violently exacerbated the Dutch roll motion and caused three of the four engines to be torn from the wings. The plane, a brand new 707-227, "N7071", destined for Braniff, crash-landed on a river bed north of Seattle at Arlington, Washington, killing four of the eight occupants. In his autobiography, test pilot Johnston describes a Dutch roll incident he experienced as a passenger on an early commercial 707 flight. As the aircraft's movements did not cease and most of the

title: "Boeing 707" content: passengers became ill, he suspected a misrigging of the directional autopilot (yaw damper). He went to the cockpit and found the crew unable to understand and resolve the situation. He introduced himself and relieved the ashen-faced captain who immediately left the cockpit feeling ill. Johnston disconnected the faulty autopilot and manually stabilized the plane "with two slight control movements". The 707 uses engine-driven turbocompressors to supply pressurized air for cabin pressurization. On many commercial 707s, the outer port (number 1) engine mount is distinctly different from the other three, as this engine is not fitted with a turbocompressor. Later-model 707s

title: "Boeing 707" content: typically had this configuration, although American Airlines had turbocompressors on engines 2 and 3 only. Early 707 models often had turbocompressor fairings on all four engines, but with only two or three compressors installed. The JT3D-3B engines are readily identifiable by the large gray secondary air inlet doors in the nose cowl. These doors are fully open (sucked in at the rear) during takeoff to provide additional air. When the engines are throttled back to cruise, the doors are shut. The 707 was the first commercial jet aircraft to be fitted with clamshell-type thrust reversers on each of the four

title: "Boeing 707" content: engines. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, has selected the JT8D-219 as a re-engine powerplant for Boeing 707-based aircraft, calling their modified configuration a 707RE. Northrop Grumman has selected the −219 to re-engine the United States Air Force's fleet of 19 E-8 Joint STARS aircraft, which will allow the J-STARS more time on station due to the engine's greater fuel efficiency. NATO also plans to re-engine their fleet of E-3 Sentry AWACS aircraft. The −219 is publicized as being half the cost of the competing 707 re-engine powerplant, the CFM International

title: "Boeing 707" content: CFM56, and is 40 dB quieter than JT3D engines that are being replaced. The first commercial orders for the 707 came on October 13, 1955, when Pan Am committed to 20 707s and 25 Douglas DC-8s, dramatically increasing their passenger capacity (in available revenue passenger seat-miles per hour/per day) over its existing fleet of propeller aircraft. The competition between the 707 and Douglas DC-8 was fierce. Pan American ordered these planes, when and as they did, so that they would be the operators of the "first-off" production line for each aircraft type. Until their initial batch of the aircraft had

title: "Boeing 707" content: been delivered to them and put into operation, Pan American would have the distinction of being not only the "Launch Customer" for both transcontinental American jets, but the exclusive operator of American intercontinental jet transports for at least a year. The only rival in intercontinental jet aircraft production at the time was the British de Havilland Comet. However, this was never real competition for the American market as the Comet series had been the subject of fatal accidents (due to design flaws) early in its introduction, withdrawn from service, virtually redesigned from scratch, and reintroduced as version -4. It was

title: "Boeing 707" content: also smaller and slower than the 707. Several major airlines committed only to the (second place in the production race) Douglas DC-8. Douglas Aircraft was the more established and preferred (by airlines and their passengers) maker of passenger aircraft at the time. Douglas had correctly decided to await the validation of a larger and more fuel efficient engine (JT4A from Pratt & Whitney), and to design a larger and longer range aircraft around this engine. To stay competitive, Boeing made a late and costly decision to redesign and enlarge the 707's wing to help increase range and payload. The new

title: "Boeing 707" content: version was numbered 707-320. Pan Am was the first airline to operate the 707; the carrier inaugurated 707 service with a christening at National Airport on October 17, 1958, attended by President Eisenhower, followed by a transatlantic flight for VIPs (personal guests of founder Juan Trippe) from Baltimore's Friendship International Airport to Paris. The aircraft's first commercial flight was from Idlewild Airport, New York, to Le Bourget, Paris, on October 26, 1958, with a fuel stop in Gander, Newfoundland. In December, National Airlines operated the first U.S. domestic jet airline flights between New York/Idlewild and Miami, using 707s leased from

title: "Boeing 707" content: Pan Am; American Airlines was the first domestic airline to fly its own jets, on January 25, 1959. TWA started domestic 707-131 flights in March and Continental Airlines started 707-124 flights in June; airlines that had ordered only the DC-8, such as United, Delta, and Eastern, were left without jets until September and lost market share on transcontinental flights. Qantas was the first non-US airline to use the 707s, starting in 1959. The 707 quickly became the most popular jetliner of its time. Its popularity led to rapid developments in airport terminals, runways, airline catering, baggage handling, reservations systems, and

title: "Boeing 707" content: other air transport infrastructure. The advent of the 707 also led to the upgrading of air traffic control systems to prevent interference with military jet operations. As the 1960s drew to a close, the exponential growth in air travel led to the 707 being a victim of its own success. The 707 was now too small to handle the increased numbers of passengers on the routes for which it was designed. Stretching the fuselage was not a viable option because the installation of larger, more powerful engines would need a larger undercarriage, which was not feasible given the design's limited

title: "Boeing 707" content: ground clearance at takeoff. Boeing's answer to the problem was the first wide-body airliner—the Boeing 747. The 707's first-generation engine technology was also rapidly becoming obsolete in the areas of noise and fuel economy, especially after the 1973 oil crisis. In 1982, during the Falklands War, the Argentine Air Force extensively used 707s for long-range maritime patrol, with some of them being intercepted and shepherded away by Royal Navy Sea Harriers, it also led to the conversion of British Nimrods to carry Sidewinder air-to-air missiles after a casual encounter. Trans World Airlines flew the last scheduled 707 flight for passengers

title: "Boeing 707" content: by a US carrier on October 30, 1983, although 707s remained in scheduled service by airlines from other nations for much longer. Middle East Airlines of Lebanon flew 707s and 720s in front-line passenger service until the end of the 1990s. Since LADE of Argentina took its 707-320Bs from regular service in 2007, Saha Airlines of Iran was the last airline to keep 707s in scheduled passenger service until April 2013. Operations of the 707 were threatened by the enactment of international noise regulations in 1985. Shannon Engineering of Seattle developed a hush kit with funding from Tracor, Inc, of

title: "Boeing 707" content: Austin, Texas. By the late 1980s, 172 Boeing 707s had been equipped with the Quiet 707 package. Boeing acknowledged that more 707s were in service than before the hush kit was available. Most remaining 707s are in freighter form, or as business jets. Although certified as Series 100s, 200s, 300s, etc., the different 707 variants are more commonly known as Series 120s, 220s, 320s, and so on, where the "20" part of the designation is Boeing's "customer number" for its development aircraft. The 707-020 was the original designation for what ultimately became the Boeing 720. Launch customer United Air Lines

title: "Boeing 707" content: was a Douglas DC-8 customer and preferred not to be seen as buying the competing 707, hence the 720 designation. American Airlines always referred to its 720s as 707s. The 707-120 was the first production 707 variant, with a longer, wider fuselage, and greater wingspan than the Dash 80. The cabin had a full set of rectangular windows and could seat up to 189 passengers. It was designed for transcontinental routes, and often required a refueling stop when flying across the North Atlantic. It had four Pratt & Whitney JT3C-6 turbojets, civilian versions of the military J57, initially producing 13,000

title: "Boeing 707" content: lb (57.8 kN) with water injection. Maximum takeoff weight was 247,000 lb and first flight was on December 20, 1957. Major orders were the launch order for 20 707-121 aircraft by Pan Am and an American Airlines order for 30 707-123 aircraft. The first revenue flight was on October 26, 1958; 56 were built, plus seven short-bodied −138s; the last −120 was delivered to Western in May 1960. The 707-138 was a −120 with a fuselage 10 ft shorter than the others, with 5 ft (three frames) removed ahead and behind the wing, giving increased range. Maximum takeoff weight was

title: "Boeing 707" content: the same 247,000 lb as the standard version. It was a variant for Qantas, thus had its customer number 38. The seven −138s were delivered to Qantas June–September 1959 and first carried passengers that July. The 707-120B had Pratt & Whitney JT3D-1 turbofan engines, which were quieter, more powerful, and more fuel-efficient, producing each, with the later JT3D-3 version giving . (This thrust did not require water injection, eliminating both the system and 5000–6000 lb of water.) The −120B had the wing modifications introduced on the 720 and a longer tailplane; a total of 72 were built, 31 for American

title: "Boeing 707" content: and 41 for TWA, plus six short-bodied −138Bs for Qantas. American had its 23 surviving −123s converted to 123Bs, but TWA did not convert its 15 -131s. The only other conversions were Pan American's five surviving −121s and one surviving −139, the three aircraft delivered to the USAF as −153s and the seven short-bodied Qantas −138s. The first flight of the −120B was on June 22, 1960, and American carried the first passengers in March 1961; the last delivery was to American in April 1969. Maximum weight was 258,000 lb (117,025 kg) for both the long- and short-bodied versions. The

title: "Boeing 707" content: 707-220 was designed for hot and high operations with more powerful 15,800 lb (70.3 kN) Pratt & Whitney JT4A-3 turbojets. Five of these were produced, but only four were ultimately delivered, with one being lost during a test flight. All were for Braniff International Airways and carried the model number 707-227; the first entered service in December 1959. This version was made obsolete by the arrival of the turbofan-powered 707-120B. The 707-320 Intercontinental is a stretched version of the turbojet-powered 707-120, initially powered by JT4A-3 or JT4A-5 turbojets producing 15,800 lb (70.3 kN) each (most eventually got 17,500 lb (78.4

title: "Boeing 707" content: kN) JT4A-11s). The interior allowed up to 189 passengers, the same as the -120 and -220 series, but improved two-class capacity due to an 80-in fuselage stretch ahead of the wing (from to ), with extensions to the fin and horizontal stabilizer extending the aircraft's length further. The longer wing carried more fuel, increasing range by and allowing the aircraft to operate as true transoceanic aircraft. The wing modifications included outboard and inboard inserts, as well as a kink in the trailing edge to add area inboard. Takeoff weight was increased to initially and to with the higher-rated JT4As and

title: "Boeing 707" content: center section tanks. Its first flight was on January 11, 1958; 69 turbojet 707-320s were delivered through January 1963, the first passengers being carried (by Pan Am) in August 1959. The 707-420 was identical to the −320, but fitted with Rolls-Royce Conway 508 (RCo.12) turbofans (or by-pass turbojets as Rolls-Royce called them) of 18,000 lb (79 kN) thrust each. The first announced customer was Lufthansa. BOAC's controversial order was announced six months later, but the British carrier got the first service-ready aircraft off the production line. The British Air Registration Board refused to give the aircraft a certificate of airworthiness,

title: "Boeing 707" content: citing insufficient lateral control, excessive rudder forces, and the ability to over-rotate on takeoff, stalling the wing on the ground (a fault of the de Havilland Comet 1). Boeing responded by adding 40 inches to the vertical stabilizer, applying full instead of partial rudder boost, and fitting an underfin to prevent over-rotation. These modifications except to the fin under the tail became standard on all 707 variants and were retrofitted to all earlier 707s. The 37 -420s were delivered to BOAC, Lufthansa, Air-India, El Al, and Varig through November 1963; Lufthansa was the first to carry passengers, in March 1960.

title: "Boeing 707" content: The 707-320B had the application of the JT3D turbofan to the Intercontinental, but with aerodynamic refinements. The wing was modified from the −320 by adding a second inboard kink, a dog-toothed leading edge, and curved low-drag wingtips instead of the earlier blunt ones. These wingtips increased overall wingspan by 3.0 ft. Takeoff gross weight was increased to . The 175 707-320B aircraft were all new-build; no original −320 models were converted to fan engines in civilian use. First service was June 1962, with Pan Am. The 707-320B Advanced is an improved version of the −320B, adding the three-section leading-edge flaps

title: "Boeing 707" content: already seen on the −320C. These reduced takeoff and landing speeds and altered the lift distribution of the wing, allowing the ventral fin found on earlier 707s to be deleted. From 1965, -320Bs had the uprated −320C undercarriage allowing the same MTOW. These were often identified as 707-320BA-H. The 707-320C has a convertible passenger–freight configuration, which became the most widely produced variant of the 707. The 707-320C added a strengthened floor and a new cargo door to the −320B model. The wing was fitted with three-section leading-edge flaps which allowed the deletion of the underfin. Three hundred and thirty-five of

title: "Boeing 707" content: these variants were built, including a small number with JT3D-7 engines (19,000 lb or 84.6 kN takeoff thrust) and a takeoff gross weight of . Ironically, most −320Cs were delivered as passenger aircraft, airlines hoping that the cargo door would increase second-hand values. The addition of two additional emergency exits, one on either side aft of the wing raised the maximum passenger capacity to a theoretical 219. Only a few aircraft were delivered as pure freighters. One of the final orders was by the Iranian Government for 14 707-3J9C aircraft capable of VIP transportation, communication, and in-flight refuelling tasks. The

title: "Boeing 707" content: 707-700 was a test aircraft used to study the feasibility of using CFM International CFM56 engines on a 707 airframe and possibly retrofitting existing aircraft with the engine. After testing in 1979, "N707QT", the last commercial 707 airframe, was restored to 707-320C configuration and delivered to the Moroccan Air Force as a tanker aircraft via a "civilian" order. Boeing abandoned the retrofit program, since it felt it would be a threat to the Boeing 757 program. The information gathered from testing led to the eventual retrofitting of CFM56 engines to the USAF C-135/KC-135R models, and some military versions of the

title: "Boeing 707" content: 707 also used the CFM56. The Douglas DC-8 "Super 70" series with CFM56 engines was developed and extended the DC-8's life in a stricter noise regulatory environment. So, more DC-8s than 707s are in service now. The 707-620 was a proposed domestic range-stretched variant of the 707-320B. The 707-620 was to carry around 200 passengers while retaining several aspects of the 707-320B. It would have been delivered around 1968 and would have also been Boeing's answer to the stretched Douglas DC-8 Series 60. Had the 707-620 been built, it would have cost around US$8,000,000. However, engineers discovered that a longer

title: "Boeing 707" content: fuselage and wing meant a painstaking redesign of the wing and landing-gear structures. Rather than spend money on upgrading the 707, engineer Joe Sutter stated the company "decided spending money on the 707 wasn't worth it". The project was cancelled in 1966 in favor of the newer Boeing 747. The 707-820 was a proposed intercontinental stretched variant of the 707-320B. It was to be powered by four Pratt & Whitney JT3D-15 turbofan engines and would have had a extension in wingspan. Two variations were proposed, the 707-820(505) model and the 707-820(506) model. The 505 model would have had a fuselage

title: "Boeing 707" content: longer than the 707-320B and would have carried 209 passengers in mixed-class configuration and 260 passengers in all-economy configuration. The 506 model would have had a fuselage longer than the 707-320B and would have carried 225 passengers in mixed class configuration and 279 passengers in all economy configuration. Like the 707-620, the 707-820 was also set to compete with the stretched DC-8s. The design was being pitched to American, TWA, BOAC, and Pan Am at the time of its proposal in early 1965. The 707-820 would have cost US$10,000,000. Like the 707-620, the 707-820 would have required a massive structural

title: "Boeing 707" content: redesign to the wing and gear structures. The 707-820 was also cancelled in 1966 in favor of the 747. The militaries of the US and other countries have used the civilian 707 aircraft in a variety of roles, and under different designations. (The 707 and U.S. Air Force's KC-135 were developed in parallel from the Boeing 367–80 prototype.) The Boeing E-3 Sentry is a US military airborne warning and control system (AWACS) aircraft based on the Boeing 707 that provides all-weather surveillance, command, control, and communications. The VC-137C variant of the Stratoliner was a special-purpose design meant to serve as

title: "Boeing 707" content: Air Force One, the secure transport for the President of the United States. These models were in operational use from 1962 to 1990. The two aircraft remain on display: SAM 26000 is at the National Museum of the United States Air Force near Dayton, Ohio and SAM 27000 is at the Ronald Reagan Presidential Library in Simi Valley, California. The Canadian Forces also operated the Boeing 707 with the designation CC-137 Husky (707-347C) from 1971 to 1997. Boeing 717 was the company designation for C-135 Stratolifter and KC-135 Stratotanker derivatives of the 367-80. The designation was later reused in renaming

title: "Boeing 707" content: the McDonnell Douglas MD-95 to Boeing 717 after the company was merged with Boeing. Boeing's customer codes used to identify specific options and livery specified by customers was started with the 707, and has been maintained through all Boeing's models. In essence the same system as used on the earlier Boeing 377, the code consisted of two digits affixed to the model number to identify the specific aircraft version. For example, Pan American World Airways was assigned code "21". Thus, a 707-320B sold to Pan Am had the model number 707-321B. The number remained constant as further aircraft were purchased;

title: "Boeing 707" content: thus, when Pan American purchased the 747-100, it had the model number 747-121. In the 1980s, the USAF acquired around 250 used 707s to provide replacement turbofan engines for the KC-135E Stratotanker program. The 707 is no longer operated by major airlines. American actor John Travolta owned an ex-Qantas 707-138B, with the registration "N707JT." In May 2017, he donated the plane to the Historical Aircraft Restoration Society near Wollongong, Australia. The plane will be flown to Illawarra Regional Airport, where HARS is based, once repairs to ensure safe flying condition have been completed. Boeing As of September 2015, the 707

title: "Boeing 707" content: has been in a total of 246 major aviation occurrences and, 172 hull-loss occurrences with 3,022 fatalities. Boeing 707 The Boeing 707 is a mid-sized, long-range, narrow-body, four-engine jet airliner built by Boeing Commercial Airplanes from 1958 to 1979. Its name is commonly pronounced as "seven oh seven". Versions of the aircraft have a capacity from 140 to 219 passengers and a range of . Developed as Boeing's first jet airliner, the 707 is a swept-wing design with podded engines. Although it was not the first jetliner in service, the 707 was the first to be commercially successful. Dominating passenger

Answer: Boeing

Answer: United Aircraft and Transport Corp

Answer: The Boeing Company

Answer: Boeing

Answer: Boeing Company


Question: what was the date this aircraft enter into service?

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

title: "Boeing 707" content: Boeing 707 The Boeing 707 is a mid-sized, long-range, narrow-body, four-engine jet airliner built by Boeing Commercial Airplanes from 1958 to 1979. Its name is commonly pronounced as "seven oh seven". Versions of the aircraft have a capacity from 140 to 219 passengers and a range of . Developed as Boeing's first jet airliner, the 707 is a swept-wing design with podded engines. Although it was not the first jetliner in service, the 707 was the first to be commercially successful. Dominating passenger air transport in the 1960s and remaining common through the 1970s, the 707 is generally credited with

title: "Boeing 707" content: ushering in the Jet Age. It established Boeing as one of the largest manufacturers of passenger aircraft, and led to the later series of airliners with "7x7" designations. The later 720, 727, 737, and 757 share elements of the 707's fuselage design. The 707 was developed from the Boeing 367-80, a prototype jet first flown in 1954. A larger fuselage cross-section and other modifications resulted in the initial-production 707-120, powered by Pratt & Whitney JT3C turbojet engines, which first flew on December 20, 1957. Pan American World Airways began regular 707 service on October 26, 1958. Later derivatives included the

title: "Boeing 707" content: shortened long-range 707-138 and the stretched 707-320, both of which entered service in 1959. A smaller short-range variant, the 720, was introduced in 1960. The 707-420, a version of the stretched 707 with Rolls-Royce Conway turbofans, debuted in 1960, while Pratt & Whitney JT3D turbofans debuted on the 707-120B and 707-320B models in 1961 and 1962, respectively. The 707 has been used on domestic, transcontinental, and transatlantic flights, and for cargo and military applications. A convertible passenger-freighter model, the 707-320C, entered service in 1963, and passenger 707s have been modified to freighter configurations. Military derivatives include the E-3 Sentry airborne

title: "Boeing 707" content: Douglas competition, Boeing soon realized this would not provide a viable payload, so it widened the fuselage to to allow five-abreast seating and use of the KC-135's tooling. Douglas Aircraft had launched its DC-8 with a fuselage width of . The airlines liked the extra space and six-abreast seating, so Boeing increased the 707's width again to compete, this time to . The first flight of the first-production 707-120 took place on December 20, 1957, and FAA certification followed on September 18, 1958. Both test pilots Joseph John "Tym" Tymczyszyn and James R. Gannett were awarded the first Iven C.

title: "Boeing 707" content: version was numbered 707-320. Pan Am was the first airline to operate the 707; the carrier inaugurated 707 service with a christening at National Airport on October 17, 1958, attended by President Eisenhower, followed by a transatlantic flight for VIPs (personal guests of founder Juan Trippe) from Baltimore's Friendship International Airport to Paris. The aircraft's first commercial flight was from Idlewild Airport, New York, to Le Bourget, Paris, on October 26, 1958, with a fuel stop in Gander, Newfoundland. In December, National Airlines operated the first U.S. domestic jet airline flights between New York/Idlewild and Miami, using 707s leased from

title: "Boeing 707" content: Pan Am; American Airlines was the first domestic airline to fly its own jets, on January 25, 1959. TWA started domestic 707-131 flights in March and Continental Airlines started 707-124 flights in June; airlines that had ordered only the DC-8, such as United, Delta, and Eastern, were left without jets until September and lost market share on transcontinental flights. Qantas was the first non-US airline to use the 707s, starting in 1959. The 707 quickly became the most popular jetliner of its time. Its popularity led to rapid developments in airport terminals, runways, airline catering, baggage handling, reservations systems, and

title: "Boeing 707" content: lb (57.8 kN) with water injection. Maximum takeoff weight was 247,000 lb and first flight was on December 20, 1957. Major orders were the launch order for 20 707-121 aircraft by Pan Am and an American Airlines order for 30 707-123 aircraft. The first revenue flight was on October 26, 1958; 56 were built, plus seven short-bodied −138s; the last −120 was delivered to Western in May 1960. The 707-138 was a −120 with a fuselage 10 ft shorter than the others, with 5 ft (three frames) removed ahead and behind the wing, giving increased range. Maximum takeoff weight was

title: "Boeing 707" content: the same 247,000 lb as the standard version. It was a variant for Qantas, thus had its customer number 38. The seven −138s were delivered to Qantas June–September 1959 and first carried passengers that July. The 707-120B had Pratt & Whitney JT3D-1 turbofan engines, which were quieter, more powerful, and more fuel-efficient, producing each, with the later JT3D-3 version giving . (This thrust did not require water injection, eliminating both the system and 5000–6000 lb of water.) The −120B had the wing modifications introduced on the 720 and a longer tailplane; a total of 72 were built, 31 for American

title: "Boeing 707" content: 707-220 was designed for hot and high operations with more powerful 15,800 lb (70.3 kN) Pratt & Whitney JT4A-3 turbojets. Five of these were produced, but only four were ultimately delivered, with one being lost during a test flight. All were for Braniff International Airways and carried the model number 707-227; the first entered service in December 1959. This version was made obsolete by the arrival of the turbofan-powered 707-120B. The 707-320 Intercontinental is a stretched version of the turbojet-powered 707-120, initially powered by JT4A-3 or JT4A-5 turbojets producing 15,800 lb (70.3 kN) each (most eventually got 17,500 lb (78.4

title: "Boeing 707" content: center section tanks. Its first flight was on January 11, 1958; 69 turbojet 707-320s were delivered through January 1963, the first passengers being carried (by Pan Am) in August 1959. The 707-420 was identical to the −320, but fitted with Rolls-Royce Conway 508 (RCo.12) turbofans (or by-pass turbojets as Rolls-Royce called them) of 18,000 lb (79 kN) thrust each. The first announced customer was Lufthansa. BOAC's controversial order was announced six months later, but the British carrier got the first service-ready aircraft off the production line. The British Air Registration Board refused to give the aircraft a certificate of airworthiness,

title: "Boeing 707" content: has been in a total of 246 major aviation occurrences and, 172 hull-loss occurrences with 3,022 fatalities. Boeing 707 The Boeing 707 is a mid-sized, long-range, narrow-body, four-engine jet airliner built by Boeing Commercial Airplanes from 1958 to 1979. Its name is commonly pronounced as "seven oh seven". Versions of the aircraft have a capacity from 140 to 219 passengers and a range of . Developed as Boeing's first jet airliner, the 707 is a swept-wing design with podded engines. Although it was not the first jetliner in service, the 707 was the first to be commercially successful. Dominating passenger

Answer: 1958 10 1

Answer: 1 October 1958

Answer: 1958 October 1

Answer: 1 October 1957

Answer: 1959

Answer: 1 10 1957

Answer: October 1 1958

Answer: 1 10 1958

Answer: 1 October 1959

Answer: 1957 10 1

Answer: 1959 10 1

Answer: 1958

Answer: 1957

Answer: October 1 1959

Answer: October 1 1957

Answer: 1957 October 1

Answer: 1959 October 1

Answer: 1 10 1959

Answer: 10 1 1958

Answer: 1958 10 1

Answer: 10 1 1959

Answer: 10 1 1957


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

Instruction: Utilizing the given image, obtain documents that respond to the following question:

title: Snowdon content: Snowdon Snowdon (; , ) is the highest mountain in Wales, at an elevation of above sea level, and the highest point in the British Isles outside the Scottish Highlands. It is located in Snowdonia National Park (") in Gwynedd. It is the busiest mountain in the United Kingdom and the third most visited attraction in Wales, with 582,000 people visiting annually. It is designated as a national nature reserve for its rare flora and fauna. The rocks that form Snowdon were produced by volcanoes in the Ordovician period, and the massif has been extensively sculpted by glaciation, forming the

title: Snowdon content: to commemorate the location filming, and it forms part of the North Wales Film and Television Trail run by the Wales Screen Commission. Snowdon Snowdon (; , ) is the highest mountain in Wales, at an elevation of above sea level, and the highest point in the British Isles outside the Scottish Highlands. It is located in Snowdonia National Park (") in Gwynedd. It is the busiest mountain in the United Kingdom and the third most visited attraction in Wales, with 582,000 people visiting annually. It is designated as a national nature reserve for its rare flora and fauna. The

Answer: Gwynedd

Answer: County of Gwynedd

Answer: Gwynedd County

Answer: Gwynedd


Question: What is the height (in metre) of the lamp at this building?

Instruction: Utilizing the given image, obtain documents that respond to the following question:

title: "Amrum lighthouse" content: Amrum lighthouse The Amrum lighthouse is located in the southern part of the German island of Amrum, approximately 2 kilometres west of the village of Wittdün, yet still adhering to the municipality of Nebel. Its designation in German is "Seefeuer Amrum". It is one of the island's landmarks, being open to the public during the summer season. The focal plane height of the lightsource measures 63 metres above mean sea level and thereby it is one of the highest lights along the German North Sea shore. The tower itself is 41.8 metres tall, which makes its top reach 67.4 metres

Answer: 63