Question: Who is the manufacturer of this aircraft?

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title: "Airbus A310" content: Airbus A310 The Airbus A310 is a medium- to long-range twin-engined wide-body jet airliner that was developed and manufactured by Airbus, then a consortium of European aerospace manufacturers. It was the second airliner to be produced by the company, the first being the A300. The A310 is a smaller derivative of the A300, which held the distinction of being the first twin-engined widebody airliner. The origin of the A310 lies within design studies originally conducted for the earlier A300 programme, specifically the smaller "A300B10MC" (standing for "M"inimum "C"hange) design. During the flight testing stage of the A300 programme, a number

title: "Airbus A310" content: of airlines approached Airbus, expressing that there was also a sizable market for a smaller aircraft, leading to the company commencing studies on producing a separate airliner to produce such an aircraft. The design settled on for the tentative airliner, later designated as the A310, was essentially a fuselage shrink of the A300, furnished with a new wing and a lighter landing gear configuration to suit the smaller scale of the aircraft. It shared a very high level of commonality with the A300, particularly in terms of the cockpit and subsystems. These similarities enabled both aircraft to be manufactured upon

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: and featured a number of industry firsts, making the first use of composite materials on a commercial aircraft; during 1977, the A300 became the first ETOPS-compliant aircraft, which was made possible due to its high performance and safety standards. The A300 would be produced in a range of models and sold relatively well to airlines across the world, eventually reaching a total of 816 delivered aircraft during its production life. During the development of the earlier A300, a range of different aircraft size and capacity were studied by the consortium; the resulting Airbus A300B proposal was one of the smaller

title: "Airbus A310" content: options. When the A300B1 prototypes emerged, a number of airlines issued requests for an aircraft with greater capacity, which resulted in the initial production A300B2 version. As the A300 entered service, it became increasingly apparent that there was also a sizable market for a smaller aircraft; some operators did not have enough traffic to justify the relatively large A300, while others wanted more frequency or lower aircraft-mile costs at the expense of higher seat-mile cost (specifically Swissair and Lufthansa). At the same time, there was great pressure for Airbus to validate itself beyond the design and manufacture of a single

title: "Airbus A310" content: airliner. In response to these desires, Airbus explored the options for producing a smaller derivative of the A300B2. In order to minimise the associated research & development costs for the tentative project, Airbus chose to examine several early design studies performed during the A300 programme. The company ultimately chose to prioritise its focus on one option, which became known as the "A300B10MC" (standing for "M"inimum "C"hange). As envisioned, the airliner's capacity was reduced to a maximum of 220 passengers, which was viewed at the time as being a desired capacity amongst many airlines. However, such a design would have resulted

title: "Airbus A310" content: in a relatively small fuselage being mated to a comparatively large wing and oversized undercarriage; such an arrangement would have, amongst other things, made the aircraft consume an unnecessarily larger amount of fuel as it carried heavier weight than what was otherwise required. Another problem for the programme was presented in the form of inflation, the rate of which in the United Kingdom (one of the early members of the Airbus consortium) was around 35 per cent during 1979–80. This factor was responsible for significantly raising the programme's development costs and, as a knock-on effect, increase the per-unit cost of

title: "Airbus A310" content: the resulting airliner. During the development of the A300, British manufacturer Hawker Siddeley Aviation (HSA) had been appointed as the subcontractor to perform the manufacturing of the wing of the aircraft; shortly afterwards, the British government chose to withdraw from the newly formed venture during 1969. During 1977, HSA subsequently merged with three other British aircraft companies, resulting in the formation of British Aerospace (BAe). By this point, the British government had publicly indicated its intentions to rejoin the Airbus programme. During May 1976, the French government entered into a series of discussions on cooperation, during which its representatives stated

title: "Airbus A310" content: that the placing of an order by British Airways (BA) was a condition for the re-admission of the United Kingdom into Airbus Industrie as a full partner. However, both BA and Rolls-Royce had not relinquished their will to collaborate with the Americans in future aircraft endeavours and, in BA's case, procure American aircraft. During the late 1970s, BA sought to purchase two separate types of aircraft in development by American company Boeing, initially known as the "7N7" and "7X7", which would develop into the 757 and 767, the latter of which being an intended rival to the upcoming A310, as

title: "Airbus A310" content: well as the existing Boeing 747. Independent of the British government, BAe commenced its own dialogue between itself and American aircraft manufacturers Boeing and McDonnell Douglas for the purpose of assessing if BAe could participate any of their future programmes, although the company's chairman, Lord Beswick, publicly stated that the overall aim of the firm was to pursue collaboration in Europe. At the 1978 Farnborough Air Show, Eric Varley, the British Secretary of State for Industry, announced that BAe was to rejoin Airbus Industrie and participate as a full partner from 1 January 1979 onwards. Under the negotiated arrangement, BAe

title: "Airbus A310" content: would be allocated a 20 per cent shareholding in Airbus Industrie and would perform "a full part in the development and manufacturing of the A310". From late 1977, prior to the Varley announcement, BAe had already commenced work on the design of the new wing at its facility in Hatfield. However, due to negotiations with Britain on its return to the Airbus consortium being protracted, alternative options were explored, including potentially manufacturing the wing elsewhere. At the same time as the British efforts, French aerospace firm Aérospatiale, German aircraft manufacturer Messerschmitt-Bölkow-Blohm (MBB) and Dutch-German joint venture company VFW-Fokker were also

title: "Airbus A310" content: conducting their individual studies into possible options for the wing of the prospective airliner. At the April 1978 Hanover Air Show, Airbus exhibited a model of the proposed A310. Its wing area, at was slightly larger than that studied, at ; its passenger cabin was 12 frames shorter than the A300, accommodating typical passenger loads of 195 in two-class, or 245 in economy. However, during the next 12 months, almost every aspect was further refined. On 9 June 1978, Swissair and Lufthansa developed a joint specification for the aircraft, and within a month, announced that they would place the launch

title: "Airbus A310" content: orders. On 15 March, Swissair became the first airline to place a firm order for the type, announcing that it would acquire 10 with a further 10 under option to replace its McDonnell Douglas DC-9s on its major intra-European routes. Lufthansa was quick to place a $240 million 10-aircraft order; additional orders from French operator Air France and Spanish airline Iberia shortly followed. As a consequence of increasingly strong interest in the tentative airliner, coupled with the recovery of the industry during the late 1970s, contributed to Airbus deciding to launch the A300B10, which was now known as the A310,

title: "Airbus A310" content: into production on 7 July 1978. During the latter half of 1978, an order for 10 A300s was placed by independent British airline Laker Airways, satisfying Airbus's demand for the placing of a British order for their aircraft. On 1 April 1979, Lufthansa decided to raise its commitment for the type to 25 orders, along with 25 options. Two days later, Dutch operator KLM signed its order for 10 orders and 10 options at ₤238 million. On 6 July 1979, Air France announced that it had raised its order from 4 to 35 airliners. Other airlines announcing orders for the

title: "Airbus A310" content: A310 during 1979 included Martinair, Sabena and Air Afrique. Initially, a pair of distinct versions of the A310 had been planned by Airbus; the regional A310-100 and the transcontinental A310-200. The A310-100 featured a range of with 200 passengers, whilst the A310-200 possessed a higher MTOW and centre section fuel, being able to carry the same load a further . Basic engines offered for the type included the General Electric CF6-45B2 and Pratt & Whitney JT9D-7R4. At one point, British engine manufacturer Rolls-Royce was openly considering offering an engine for the A310, the Rolls-Royce RB.207, however, it ultimately chose to

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: by this point, the type had accumulated a combined orders and options for 181 aircraft, which had been placed by 15 airlines worldwide, which had been a relatively superior start than that of the original A300. Over time, it had become clear that the longer-range series −200 aircraft was the more popular of the two models on offer. During 1979, in response to the lack of demand for the A310-100, Airbus decided stop offering the lower gross weight model which had been originally proposed for Lufthansa; as a consequence, none of this variant were ultimately manufactured. During the early 1990s,

title: "Airbus A310" content: demand for the aircraft began to slacken; there were no new A310 passenger orders placed during the late 1990s, in part due to the introduction of the newer and more advanced Airbus A330 during this time. As a result, during June 1998, the last delivery of the A310 was completed. The A310, along with its A300 stablemate, officially ceased production during July 2007, though an order from Iraqi Airways for five A310s had remained on the books until July 2008. The remaining freighter sales were to be instead fulfilled by the new A330-200F derivative. The A310 has been commonly marketed

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.

title: "Airbus A310" content: The Royal Canadian Air Force currently operates a fleet of 5 Airbus CC-150 Polaris, civilian Airbus A310-300s, originally owned by Wardair, and subsequently Canadian Airlines International, after the airlines merged. The aircraft were then sold to the Canadian Government and have been converted for use as the primary long distance transport aircraft as part of the Royal Canadian Air Force's fleet of Royal Canadian Air Force VIP aircraft. The Airbus A310 was a medium- to long-range twin-engined wide-body jet airliner. It was a derivative of the A300, the aircraft having been originally initially designated as the "A300B10". It was essentially

title: "Airbus A310" content: a shortened variant of the earlier aircraft; however, there were considerable differences between the two aircraft. Specifically, the fuselage possessed the same cross-section but being shorter than the A300, it provided capacity for a typical maximum of 200 passengers. The rear fuselage was heavily re-designed, featuring altered tapering, while involved a move aft of the rear bulkhead to create additional capacity; this same design change was later transferred back to later variants of the A300, such as the A300-600 and A330/A340 fuselages. The wing of the A310 was redesigned, possessing a reduced span and wing area and incorporating simpler single-slotted

title: "Airbus A310" content: Fowler flaps designed by British Aerospace shortly following its decision to join the Airbus consortium. Other changes to the wing included the elimination of the outer ailerons, which were occasionally referred to by the manufacturer as being "low speed ailerons", and the addition of electrically-actuated spoilers. The wing also featured common pylons, which were able to support all types of engines that were offered to customers to power the airliner. From 1985 onwards, later-built production A310s were equipped with wingtip fences for the purpose of reducing lift-induced drag. A limited number of alternations were also performed to the airliner's tail

title: "Airbus A310" content: unit, such as the adoption of smaller horizontal tail surfaces. The A310 was furnished with a two-crew glass cockpit configuration as standard, removing the requirement for a flight engineer; Airbus referred to this concept as the "Forward-Facing Crew Cockpit". The company had developed the cockpit to significantly enhance the aircraft's man-machine interface, thereby improving operational safety. It was outfitted with an array of six computer-based CRT displays to provide the flight crew with centralised navigational, warning, monitoring, and general flight information in place of the more traditional analogue instrumentation and dials, which were used in conjunction with a range of

title: "Airbus A310" content: modern electronic systems. The same flight deck had been incorporated into the A300-600, a move which increased commonality between the two types and enabled a dual type rating to be achieved, this same approach was later used on many future Airbus aircraft. In addition to the two flying crew, provisions for third and fourth crew seats were present upon the flight deck. The A310 was initially launched with a choice of three engines – the General Electric CF6-80A (originally the CF6-45B2), the Pratt & Whitney JT9D-7R4D1 and the Rolls-Royce RB211-524B4. The specific Rolls-Royce RB211-524B4 engine intended for this initial application

title: "Airbus A310" content: was not developed. General Electric powered A310-200s were originally offered with the CF6-80A3 (A310-203), but with the introduction of the A310-300, the CF6-80C2 became available for both variants. The initial offering was for the CF6-80C2A2 (A310-204/A310-304) engine and later on the higher thrust 80C2A8 (A310-308). Similarly Pratt & Whitney powered A310s were first offered with versions of the JT9D engines (both −22s and −300s) but when the PW4000 powered A310 became available in 1987, the aircraft was offered with the PW4152 (A310-324). From April 1992 the higher thrust PW4156A was offered for the A310 (A310-325), with the PW4158A /-326 becoming

title: "Airbus A310" content: available from 1996. The A310 was equipped with a modified undercarriage, derived from the A300; the landing gear were outfitted with carbon brakes, which were fitted as standard. The structure of the airliner featured a high level of composite materials throughout both primary and secondary structures, increased beyond that of the earlier A300. The A310 is outfitted with integrated drive electrical generators along with auxiliary power unit, which were improved versions of those used on the A300. The A310 is available in two basic versions, the medium range −200 and the longer range −300. The first version of the aircraft

title: "Airbus A310" content: to be developed was the −200 but this was later joined by the −300 which then became the standard production version of the aircraft. The A310 has been used by the armed forces of the following countries: By the end of production a total of 255 A310s had been ordered and delivered. As of September 2015 there have been 12 hull-loss accidents involving A310s with a total of 825 fatalities; and 9 hijackings with a total of five fatalities. Airbus A310 The Airbus A310 is a medium- to long-range twin-engined wide-body jet airliner that was developed and manufactured by Airbus,

Answer: Airbus

Answer: Airbus

Answer: Airbus Commercial Aircraft


Question: Which country does this aircraft come from?

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title: "De Havilland Canada DHC-6 Twin Otter" content: De Havilland Canada DHC-6 Twin Otter The de Havilland Canada DHC-6 Twin Otter, currently marketed as the Viking Air DHC-6 Twin Otter, is a Canadian 19-passenger STOL (Short Takeoff and Landing) utility aircraft developed by de Havilland Canada and currently produced by Viking Air. The aircraft's fixed tricycle undercarriage, STOL capabilities, twin turboprop engines and high rate of climb have made it a successful commuter passenger airliner as well as a cargo and medical evacuation aircraft. In addition, the Twin Otter has been popular with commercial skydiving operations, and is used by the United States Army Parachute Team and the

title: "De Havilland Canada DHC-6 Twin Otter" content: United States Air Force's 98th Flying Training Squadron. Development of the aircraft began in 1964, with the first flight on May 20, 1965. A twin-engine replacement for the single-engine DHC-3 Otter retaining DHC's renowned STOL qualities, its design features included double-slotted trailing-edge flaps and ailerons that work in unison with the flaps to boost STOL performance. The availability of the Pratt & Whitney Canada PT6A-20 turboprop in the early 1960s made the concept of a twin more feasible. To bush operators, the improved reliability of turboprop power and the improved performance of a twin-engine configuration made it an immediately popular

title: "De Havilland Canada DHC-6 Twin Otter" content: alternative to the piston-powered Otter which had been flying since 1951. The first six aircraft produced were designated Series 1, indicating that they were prototype aircraft. The initial production run consisted of Series 100 aircraft, serial numbers seven to 115 inclusive. In 1968, Series 200 production began with serial number 116. Changes made at the beginning of Series 200 production included improving the STOL performance, adding a longer nose that was equipped with a larger baggage compartment (except for aircraft fitted with floats), and fitting a larger door to the rear baggage compartment. All Series 1, 100, and 200 aircraft

title: "De Havilland Canada DHC-6 Twin Otter" content: and their variants (110, 210) were fitted with the 550-shaft-horsepower PT6A-20 engines. In 1969, the Series 300 was introduced, beginning with serial number 231. Both aircraft performance and payload were improved by fitting more powerful PT6A-27 engines. This was a engine that was flat-rated to for use in the Series 300 Twin Otter. The Series 300 proved to be the most successful variant by far, with 614 Series 300 aircraft and their subvariants (Series 310 for United Kingdom operators, Series 320 for Australian operators, etc.) sold before production in Toronto by de Havilland Canada ended in 1988. In 1976, a

title: "De Havilland Canada DHC-6 Twin Otter" content: new -300 would have cost $700,000 ($M 31 years later) and is still worth more than $2.5 million in 2018 despite the -400 introduction, many years after the -300 production ceased. After Series 300 production ended, the remaining tooling was purchased by Viking Air of Victoria, British Columbia, which manufactures replacement parts for all of the out-of-production de Havilland Canada aircraft. On February 24, 2006, Viking purchased the type certificates from Bombardier Aerospace for all the out-of-production de Havilland Canada aircraft (DHC-1 through DHC-7). The ownership of the certificates gives Viking the exclusive right to manufacture new aircraft. On July

title: "De Havilland Canada DHC-6 Twin Otter" content: 17, 2006, at the Farnborough Air Show, Viking Air announced its intention to offer a Series 400 Twin Otter. On April 2, 2007, Viking announced that with 27 orders and options in hand, it was restarting production of the Twin Otter, equipped with more powerful Pratt & Whitney Canada PT6A-34 engines. As of November 2007, 40 firm orders and 10 options had been taken and a new final assembly plant was established in Calgary, Alberta. Zimex Aviation of Switzerland received the first new production aircraft, serial number 845, in July 2010. By mid-2014, Viking had built 55 new aircraft at

title: "De Havilland Canada DHC-6 Twin Otter" content: its Calgary facility. The production rate as of summer 2014 was about 24 aircraft per year. In April 2015, Viking announced a reduction of the production rate to 18 aircraft per year. On June 17, 2015, Viking further announced a partnership with a Chinese firm, Reignwood Aviation Group. The group will purchase 50 aircraft and become the exclusive representatives for new Series 400 Twin Otters in China. Major changes introduced with the Series 400 include Honeywell Primus Apex fully integrated avionics, deletion of the AC electrical system, deletion of the beta backup system, modernization of the electrical and lighting systems,

title: "De Havilland Canada DHC-6 Twin Otter" content: and use of composites for nonload-bearing structures such as doors. The 100th Series 400 Twin Otter (MSN 944) was displayed at the July 2017 EAA AirVenture Oshkosh. Currently, 38% are operated as regional airliners, 31% in military aviation or special missions, 26% in industrial support and 5% in private air charter. Additionally, 70 are on regular landing gear wheels, 18 are configured as straight or amphibious floatplanes, 10 have tundra tires and 2 have wheel skis. Twin Otters could be delivered directly from the factory with floats, skis, or tricycle landing gear fittings, making them adaptable bush planes for remote

title: "De Havilland Canada DHC-6 Twin Otter" content: and northern areas. Areas including Canada and the United States, (specifically Alaska) had much of the demand. Many Twin Otters still serve in the far north, but they can also be found in Africa, Australia, Asia, Antarctica, and other regions where bush planes are the optimum means of travel. Their versatility and maneuverability have made them popular in areas with difficult flying environments such as Papua New Guinea. In Norway, the Twin Otter paved the way for the network of short-field airports, connecting rural areas with larger towns. The Twin Otter showed outstanding reliability, and remained in service until 2000

title: "De Havilland Canada DHC-6 Twin Otter" content: on certain routes. Widerøe of Norway was, at one time, the world's largest operator of Twin Otters. During one period of its tenure in Norway, the Twin Otter fleet achieved over 96,000 cycles (take-off, flight, and landing) per year. A number of commuter airlines in the United States got their start by operating Twin Otters in scheduled passenger operations. Houston Metro Airlines (which later changed its name to Metro Airlines) constructed their own STOLport airstrip with a passenger terminal and maintenance hangar in Clear Lake City, Texas, near the NASA Johnson Space Center. The Clear Lake City STOLport was specifically

title: "De Havilland Canada DHC-6 Twin Otter" content: designed for Twin Otter operations. According to the February 1976 edition of the "Official Airline Guide", Houston Metro operated 22 round-trip flights every weekday at this time between Clear Lake City (CLC) and Houston Intercontinental Airport (IAH, now Houston George Bush Intercontinental Airport) in a scheduled passenger airline shuttle operation. Houston Metro had agreements in place for connecting passenger feed services with Continental Airlines and Eastern Airlines at Houston Intercontinental, with this major airport having a dedicated STOL landing area at the time specifically for Twin Otter flight operations. The Clear Lake City STOLport is no longer in existence. The

title: "De Havilland Canada DHC-6 Twin Otter" content: Walt Disney World resort in Florida was also served with scheduled airline flights operated with Twin Otter aircraft. The Walt Disney World Airport (DWS), also known as the Lake Buena Vista STOLport, was a private airfield constructed by the Walt Disney Company with Twin Otter operations in mind. In the early 1970s, Shawnee Airlines operated scheduled Twin Otter flights between the Disney resort and nearby Orlando Jetport (MCO, now Orlando International Airport), as well as to Tampa International Airport (TPA). This service by Shawnee Airlines is mentioned in the "Air Commuter Section" of the Sept, 6, 1972 Eastern Air Lines

title: "De Havilland Canada DHC-6 Twin Otter" content: system timetable as a connecting service to and from Eastern flights. This STOL airfield is no longer in use. Another commuter airline in the U.S., Rocky Mountain Airways, operated Twin Otters from the Lake County Airport in Leadville, CO. At an elevation of 9,927 feet above mean sea level, this airport is the highest airfield in the U.S. ever to have received scheduled passenger airline service, thus demonstrating the wide-ranging flight capabilities of the Twin Otter. Rocky Mountain Airways went on to become the worldwide launch customer for the larger, four-engine de Havilland Canada DHC-7 Dash 7 STOL turboprop, but

title: "De Havilland Canada DHC-6 Twin Otter" content: continued to operate the Twin Otter, as well. Larger scheduled passenger airlines based in the United States, Canada, Mexico, the Caribbean and Australia, particularly jetliner operators, also flew Twin Otters, with the aircraft providing connecting feeder service for these airlines. Jet aircraft operators which also flew the Twin Otter included Aeronaves de Mexico, Air BC, Alaska Airlines, ALM Antillean Airlines, Ansett Airlines, Cayman Airways, Frontier Airlines (1950-1986), LIAT, Norcanair, Nordair, Ozark Air Lines, Pacific Western Airlines, Quebecair, South Pacific Island Airways, Time Air, Transair (Canada), Trans Australian Airlines (TAA), Wardair Canada and Wien Air Alaska. In many cases, the excellent

title: "De Havilland Canada DHC-6 Twin Otter" content: operating economics of the Twin Otter allowed airlines large and small to provide scheduled passenger flights to communities that most likely would otherwise never have received air service. Twin Otters are also a staple of Antarctic transportation. Four Twin Otters are employed by the British Antarctic Survey on research and supply flights, and several are employed by the United States Antarctic Program via contract with Kenn Borek Air. On April 24–25, 2001, two Twin Otters performed the first winter flight to Amundsen–Scott South Pole Station to perform a medical evacuation. On June 21–22, 2016, Kenn Borek Air's Twin Otters performed

title: "De Havilland Canada DHC-6 Twin Otter" content: the third winter evacuation flight to Amundsen–Scott South Pole Station to remove two people for medical reasons. The Argentine Air Force has used the Twin Otter in Antarctica since the 1970s, with at least one of them deployed year-round at Marambio Base. The Chilean Air Force has operated the type since 1980, usually having an example based at Presidente Frei Antarctic base of the South Shetland islands. As of August 2006, a total of 584 Twin Otter aircraft (all variants) remain in service worldwide. Major operators include: Libyan Arab Airlines (16), Maldivian Air Taxi (22), Trans Maldivian Airways (23), Kenn

title: "De Havilland Canada DHC-6 Twin Otter" content: Borek Air (42) and Scenic Airlines (11). Some 115 airlines operate smaller numbers of the aircraft including Yeti Airlines in Nepal, Malaysia Airlines (which uses the Twin Otter exclusively for passenger and freight transportation to the Kelabit Highlands region in Sarawak), and in the United Kingdom, the FlyBe franchise operator Loganair which uses the aircraft to service the island of Barra in the Hebrides islands. This daily scheduled service is unique as the aircraft lands on the beach and the schedule is partly influenced by the tide tables. Trials in Barra with heavier planes than the Twin Otter, like the

title: "De Havilland Canada DHC-6 Twin Otter" content: Short 360, failed because they sank in the sand. The Twin Otter is also used for landing at the world's shortest commercial runway on the Caribbean island of Saba, Netherlands Antilles. The Twin Otter has been popular with commercial skydiving operations. It can carry up to 22 skydivers to over 17,000 ft (a large load compared to most other aircraft in the industry); presently, the Twin Otter is used in skydiving operations in many countries. The United States Air Force operates three Twin Otters for the United States Air Force Academy's skydiving team. On 26 April 2001, the first ever

title: "De Havilland Canada DHC-6 Twin Otter" content: air rescue during polar winter from the South Pole occurred with a ski-equipped Twin Otter operated by Kenn Borek Air. On September 25, 2008, the Series 400 Technology Demonstrator achieved "power on" status in advance of an official rollout. First flight of the Series 400 technical demonstrator, C-FDHT, took place October 1, 2008, at Victoria Airport. Two days later, the aircraft departed Victoria for a ferry flight to Orlando, Florida, site of the 2008 National Business Aviation Association (NBAA) Conference and exhibition. The first new build Series 400 Twin Otter (SN 845) made its first flight on February 16, 2010,

title: "De Havilland Canada DHC-6 Twin Otter" content: in Calgary, Alberta. Transport Canada presented Viking Air Limited with an amended DHC-6 Type Certificate including the Series 400 on July 21, 2010. Six years after, in July 2016, 100 series 400 have been delivered to 34 customers operating in 29 countries. In June 2017, 125 have been made since restarting production in 2010. 270 Twin Otters were in airline service in 2018, and 14 on order : 111 in North/South America, 117 in Asia Pacific & Middle East (14 orders), 26 in Europe and 13 in Africa. The Twin Otter has been popular not only with bush operators as

title: "De Havilland Canada DHC-6 Twin Otter" content: a replacement for the single-engine de Havilland Canada DHC-3 Otter but also with other civil and military customers, with over 890 aircraft built. Many commuter airlines in the U.S. got their start by flying the Twin Otter in scheduled passenger operations. Kaymac Inc., a government civilian contractor based in Nevada, operates 18. De Havilland Canada DHC-6 Twin Otter The de Havilland Canada DHC-6 Twin Otter, currently marketed as the Viking Air DHC-6 Twin Otter, is a Canadian 19-passenger STOL (Short Takeoff and Landing) utility aircraft developed by de Havilland Canada and currently produced by Viking Air. The aircraft's fixed tricycle

Answer: Canada

Answer: British North America

Answer: CA

Answer: Dominion of Canada

Answer: Canada

Answer: CAN


Question: Who is the manufacturer of this aircraft?

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title: "Tupolev Tu-134" content: Tupolev Tu-134 The Tupolev Tu-134 (NATO reporting name: Crusty) is a twin-engined, narrow-body, jet airliner built in the Soviet Union from 1966 to 1989. The original version featured a glazed-nose design and, like certain other Russian airliners (including its sister model the Tu-154), it can operate from unpaved airfields. One of the most widely used aircraft in former Comecon countries, the number in active service is decreasing because of political intention and noise restrictions. The model has seen long-term service with some 42 countries, with some European airlines having scheduled as many as 12 daily takeoffs and landings per plane.

title: "Tupolev Tu-134" content: In addition to regular passenger service, it has also been used in various air force, army and navy support roles; for pilot and navigator training; and for aviation research and test projects. In recent years, a number of Tu-134s have been converted for use as VIP transports and business jets. A total of 854 Tu-134s were built of all versions (including test bed examples) with Aeroflot as the largest user; by 1995, the Tu-134 had carried 360 million passengers for that airline. Following the introduction of engines mounted on pylons on the rear fuselage by the French Sud Aviation Caravelle,

title: "Tupolev Tu-134" content: airliner manufacturers around the world rushed to adopt the new layout. Its advantages included clean wing airflow without disruption by nacelles or pylons and decreased cabin noise. At the same time, placing heavy engines that far back created challenges with the location of the centre of gravity in relation to the centre of lift, which was at the wings. To make room for the engines, the tailplanes had to be relocated to the tail fin, which had to be stronger and therefore heavier, further compounding the tail-heavy arrangement. During a 1960 visit to France, Soviet leader Nikita Khrushchev was so

title: "Tupolev Tu-134" content: impressed by the quiet cabin of the Caravelle, that on 1 August 1960 the Tupolev OKB received an official directive to create the Tu-124A with a similar engine arrangement. The requirement was also driven by the need to replace slow, aging piston-engined Il-14s on domestic routes. In 1961, the Soviet state airline, Aeroflot, updated its requirement specifications to include greater payload and passenger capacity. The first Tu-124A prototype, SSSR-45075, first flew on 29 July 1963. On 22 October 1963, the prototype British BAC One-Eleven, which had a similar layout, crashed with the loss of all crew while testing its stalling

title: "Tupolev Tu-134" content: properties. The aircraft had entered pitch-up: the high-mounted tailplane became trapped in the turbulent wake produced by the wings (deep stall), which prevented recovery from the stall. As a result, the tailplane on Tu-124A was enlarged by 30% for greater control authority. Since Aeroflot's requirements dictated a larger aircraft than initially planned, the Soloviev Design Bureau developed the more powerful D-30 low-bypass turbofan engines. On 20 November 1963, the new airliner was designated Tu-134. Design curiosities of the Tu-134 included a sharp wing sweepback of 35 degrees, compared to 25–28 degrees in its counterparts. The engines on early production Tu-134s

title: "Tupolev Tu-134" content: lacked thrust reversers, which made the aircraft one of the few airliners to use a brake parachute for landing. The majority of onboard electronics operated on direct current. The lineage of early Soviet airliners could be traced directly to the Tupolev Tu-16 strategic bomber, and the Tu-134 carried over the glass nose for the navigator and the landing gear fitted with low-pressure tires to permit operation from unpaved airfields. Serial production began in 1966 at the Kharkov Aviation Production Association, and production of the Tu-124 was discontinued. The Tu-134 was designed for short-haul lines with low passenger traffic. Originally the

title: "Tupolev Tu-134" content: aircraft had 56 seats in a single class configuration, or 50 seats in a two-class configuration. In 1968, Tupolev began work on an improved Tu-134 variant with a 72-seat capacity. The fuselage received a plug for greater passenger capacity and an auxiliary power unit in the tail. As a result, the maximum range was reduced from 3,100 kilometers to 2,770 kilometers. The upgraded D-30 engines now featured thrust reversers, replacing the parachute. The first Tu-134A, converted from a production Tu-134, flew on 22 April 1969. The first airline flight was on 9 November 1970. An upgraded version, the Tu-134B began

title: "Tupolev Tu-134" content: production in 1980, with the navigator position abandoned, and seating capacity increased to 96 seats. Efforts subsequently began to develop a Tu-134D with increased engine thrust, but the project was cancelled. In September 1967, the Tu-134 made its first scheduled flight from Moscow to Adler. The Tu-134 was the first Soviet airliner to receive international certification from the International Civil Aviation Organization, which permitted it to be used on international routes. Due to this certification, Aeroflot used most of its Tu-134s on international routes. In 1968, the first export customers, Interflug of East Germany and LOT Polish Airlines purchased the

title: "Tupolev Tu-134" content: Tu-134. In 1969, the Tu-134 was displayed at the Paris Air Show. From 1972, Aeroflot began placing the Tu-134 in domestic service to Baku, Yerevan, Kiev, Kishinev, Krasnodar, Leningrad, Omsk, Riga, and Sochi from Sheremetyevo International Airport in Moscow. In its early years, the Tu-134 developed a reputation for reliability and efficiency, especially when compared with previous Soviet designs. After the establishment of tougher noise standards in the ICAO regulations in 2002, the Tu-134 was banned from most western European airports for its high noise levels. In early 2006, 245 Tu-134s were still in operation, 162 of which were in

title: "Tupolev Tu-134" content: Russia. After a fatal accident in March 2007, and at the instigation of Russian Minister of Transportation Igor Levitin, Aeroflot announced that it would be retiring its fleet, and the last Tu-134 was removed from service on 1 January 2008. Some are still in operations with Aeroflot subsidiaries on local routes within Russia. The Tu-134 also found a new life as a business jet with many having an expensive business interior installed. High fuel and maintenance costs are increasingly limiting the number used today. In June 2011, as a response to RusAir Flight 9605 which resulted in 47 fatalities, Russian

title: "Tupolev Tu-134" content: president Dmitry Medvedev ordered preparations for taking the Tu-134 out of use by 2012. Many Tu-134s have been preserved as memorials at airports throughout the former Soviet Union. As of July 2018, six Tupolev Tu-134s remain in airline service. Operators are: Some 69 Tu-134 have been destroyed in accidents and wars, of which 35 were non-fatal incidents (in one of the remaining 34 fatal incidents no one on the plane died). Source: Aircraft Accident Database Tupolev Tu-134 The Tupolev Tu-134 (NATO reporting name: Crusty) is a twin-engined, narrow-body, jet airliner built in the Soviet Union from 1966 to 1989. The

Answer: Tupolev

Answer: Otkrytoe akt︠s︡ionernoe obshchestvo "Tupolev"

Answer: OKB-156

Answer: Tupolev Design Bureau

Answer: OKB A.N. Tupoleva

Answer: Tupolev

Answer: JSC Tupolev

Answer: Joint Stock Company Tupolev


Question: What is the street address of this building?

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

title: "Dresden Hauptbahnhof" content: of the Inner Old Town in the Seevorstadt and the district of Südvorstadtat reaches its southern edge. Right next to the station area is the "Hochschule für Technik und Wirtschaft Dresden" (University of Applied Sciences). Federal highway 170 passes under the station area to the east of the station building, running north-south. Prager Straße, the inner-city shopping street, begins at Wiener Platz to the north. Road traffic on Wiener Platz was diverted in the 1990s to run through a road tunnel with connections to underground parking, and it is now a pedestrianised street. Several major buildings have been constructed in

title: "Dresden Hauptbahnhof" content: the area in the modern style and there is an excavation in Wiener Platz, which was dug a few years ago, but construction has been abandoned (2013). In 1839, the Leipzig–Dresden Railway Company ("Leipzig-Dresdner Eisenbahn-Compagnie") opened the first long-distance railway in Germany from Leipzig to its Dresden terminus, the Leipziger Bahnhof. In the following decades more railways were built, increasing the destinations that could be reached from Dresden. Each private company built its own station as the terminus of its lines. The Silesian Station ("Schlesischer Bahnhof") was opened in 1847 as the terminus of the Görlitz–Dresden railway and the Bohemian

title: "Dresden Hauptbahnhof" content: why these plans ultimately did not proceed. Possible reasons were financial problems, material shortages, labour shortages and general planning uncertainty during a period of social and political changes. A planned new entrance building on Wiener Platz with an attached new administration building for the Reichsbahndirektion Railway division of Dresden was also not realised. The remaining structure was restored from 1950 in a similar but simpler form, due to economic difficulties and the shortage of skilled workers. The roof, which had previously been partially covered with glass, was temporarily covered with wood, board and slate. The station building itself was only

title: "Dresden Hauptbahnhof" content: to the West German media about these trips, a few quick and resolute citizens managed to jump on a train during transit. More East Germans were queuing in the West German embassy in Prague and so more trains were run. Therefore, on the following days, more and more disgruntled citizens collected at the station, amounting to about 20,000 people on the night of 4 and 5 October, according to the police. While the majority of the demonstrators and the security forces confronted each other that night in Lenin-Platz (now Wiener Platz), three of the expected trains from Prague passed on

title: "Dresden Hauptbahnhof" content: the east, but also from the north and the south. Additionally from these sides there are direct entrances to the central train shed under the elevated through tracks. The entrance from Wiener Platz to the station hall was also perceived as the main entrance during construction, which led to contemporary criticism that "the organic development of the building had to suffer from the needs of two main entrances with one having greater architectural significance and the other responding more to the needs of users." In the northwest is the royal pavilion ("Königspavillon"), which is built in the Baroque Revival style.

title: "Dresden Hauptbahnhof" content: II. Tram stops are located on the station forecourt fronting highway B170 and on Wiener Platz. The distance from the centre of the station to each of the tram stops is about 100 metres. The connecting path runs at ground level from the head of the platforms. Also in front of the entrance building is the bus stop, which is served by city and regional buses. As part of further restructuring, a new central bus station ("Zentraler Omnibus Bahnhof", ZOB) is being built at the western end of Wiener Platz. Bus passengers will then be able to use the station

title: "Dresden Hauptbahnhof" content: 150 metres to the northeast of the station. In the Bayerischen Straße to the south of the station are the bus stops of several long-distance bus services. After the completion of the planned ZOB, this is to be served by all regional and long-distance bus services. Stopping places for cars are provided near the entrances on the south side of the station. An underground car park with 350 parking spaces is located at Wiener Platz in front of the northern entrances of the station. It is reached from the road tunnel under the Platz running to the east. Further parking

Answer: Wiener Platz

Answer: Wiener Platz


Question: Which company manufactures this vehicle?

Instruction: With the provided image, gather documents that offer a solution to the question:

title: "Jaguar XK" content: Jaguar XK The Jaguar XK (XK, XK8 and XKR) is a two-door grand touring 2+2 manufactured and marketed by Jaguar Cars from 1996-2014 in coupé and convertible bodystyles, across two generations. The XK was introduced at the Geneva Motor Show in March 1996 and was last manufactured in July 2014. The first generation was marketed as the XK8, replacing the XJS and was Jaguar's first 8-cylinder model since the Daimler 250, introducing the Jaguar AJ-V8 engine. The second generation XK, noted for its aluminium monocoque bodyshell, was launched in 2006 for model year 2007. Both generations were marketed in performance

title: "Jaguar XK" content: variants, as the XKR. The XK8 was launched in 1996 to replace the XJ-S. Two body styles were produced - a coupé and a convertible. The car was the first in the Jaguar line-up to use Jaguar's newly developed V8 engine - the AJ-V8. In 2000, the supercharged XKR was added to the range. The XKR featured 370 supercharged horsepower, a subtle rear spoiler, wire mesh front grille, and red exterior emblems. The XKR's motor was made in England, the ignition system was from NGK in Japan, the transmission was a Mercedes-Benz 722.6, the lighting system was by Valeo in

title: "Jaguar XK" content: France, and the supercharger was made by Eaton in the USA. So it was truly a world car. The 2000-2002 XKRs had the 4.0 engine which featured a plastic timing chain tensioner and plastic finned water pump. Replacement of these plastic items with metal ones is a prudent investment. The XK8 came standard with 17-inch alloy wheels, while 18-inch (standard on the XKR), 19-inch, and 20-inch wheels were available for the XK8 and XKR at an additional cost. Jaguar's Adaptive Cruise Control is an optional feature available on both models. Both models came with all-leather interior, burl walnut trim, and

title: "Jaguar XK" content: side airbags. In 2003 the XKR got many upgrades including horse power from 370- to - 390. In 2007 the XK-8 was replaced by the completely redesigned XK which had an all-aluminum body instead of the steel body, but with similar mechanicals. Therefore the 2003-2006 XKRs are becoming quite collectible by enthusiasts. The redesigned XK debuted in 2005 at the Frankfurt Motor Show in Germany, styled by Jaguar's chief designer Ian Callum. The X150's grille was also inspired from the famous 1961 Jaguar E-Type. The standard XK model has a limited top speed of while the XKR a limited top

title: "Jaguar XK" content: speed of . An even faster variant, the XKR-S model was introduced at the Geneva Motor Show in 2012. The XKR-S gained an additional 40-horsepower over the XKR bringing the 0-60 mph time down to only 4.4 seconds and the top speed up to 300 km/h (186 mph) - making it the fastest Jaguar yet after the Jaguar XJ220. A convertible version of the XKR-S was released in 2012. Production of the XK ended in July 2014 without a replacement model. Most of the tooling is now used on the XK-based F-Type and the two models were produced concurrently on

title: "Jaguar XK" content: the same line from 2012-2014. which were not with were Jaguar XK The Jaguar XK (XK, XK8 and XKR) is a two-door grand touring 2+2 manufactured and marketed by Jaguar Cars from 1996-2014 in coupé and convertible bodystyles, across two generations. The XK was introduced at the Geneva Motor Show in March 1996 and was last manufactured in July 2014. The first generation was marketed as the XK8, replacing the XJS and was Jaguar's first 8-cylinder model since the Daimler 250, introducing the Jaguar AJ-V8 engine. The second generation XK, noted for its aluminium monocoque bodyshell, was launched in 2006

Answer: Jaguar Cars

Answer: Jaguar Cars

Answer: Jaguar


Question: In which year did this aircraft come into service?

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

title: "De Havilland Canada DHC-6 Twin Otter" content: alternative to the piston-powered Otter which had been flying since 1951. The first six aircraft produced were designated Series 1, indicating that they were prototype aircraft. The initial production run consisted of Series 100 aircraft, serial numbers seven to 115 inclusive. In 1968, Series 200 production began with serial number 116. Changes made at the beginning of Series 200 production included improving the STOL performance, adding a longer nose that was equipped with a larger baggage compartment (except for aircraft fitted with floats), and fitting a larger door to the rear baggage compartment. All Series 1, 100, and 200 aircraft

title: "De Havilland Canada DHC-6 Twin Otter" content: and their variants (110, 210) were fitted with the 550-shaft-horsepower PT6A-20 engines. In 1969, the Series 300 was introduced, beginning with serial number 231. Both aircraft performance and payload were improved by fitting more powerful PT6A-27 engines. This was a engine that was flat-rated to for use in the Series 300 Twin Otter. The Series 300 proved to be the most successful variant by far, with 614 Series 300 aircraft and their subvariants (Series 310 for United Kingdom operators, Series 320 for Australian operators, etc.) sold before production in Toronto by de Havilland Canada ended in 1988. In 1976, a

Answer: 1968

Answer: 1967

Answer: 1968

Answer: 1969


Question: What is the parent organization of this aircraft?

Instruction: With the provided image, gather documents that offer a solution to the question:

title: "Dornier Flugzeugwerke" content: Limited (HAL) bought a production licence for the Dornier Do 228 and manufactured the aircraft for the Asian market sphere. By 2013 a total of 117 Dornier DO-228 aircraft had been produced by HAL with plans to build 20 more during 2013-14. In 1985, Dornier became a member of the Daimler-Benz group integrating its aeronautic assets with the parent company. As part of this transaction, Lindauer Dornier GmbH was spun off, creating a separate, family-owned firm, concentrating on textile machinery design and manufacturing. The rest of the company was split into several subsidiaries for defence, satellites, medtech and aircraft. In

Answer: Daimler-Benz

Answer: Daimler-Benz


Question: What is the basionym of this plant?

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

title: "Prumnopitys ferruginea" content: Prumnopitys ferruginea Prumnopitys ferruginea, commonly called miro, is an evergreen coniferous tree which is endemic to New Zealand. Before the genus "Prumnopitys" was distinguished, it was treated in the related genus "Podocarpus" as "Podocarpus ferrugineus". It grows up to 25 m high, with a trunk up to 1.3 m diameter. The leaves are linear to sickle-shaped, 15–25 mm long and 2–3 mm broad, with downcurved margins. The plants are dioecious with pollen cones being solitary while those of female plants hang from a curved, scaly stalk. The seed cones are highly modified, reduced to a central stem 2–3 cm long

title: "Prumnopitys ferruginea" content: very similar looking mataī ("Prumnopitys taxifolia") in four aspects of its anatomy; its cones, bark, seeds and leaves. Prumnopitys ferruginea Prumnopitys ferruginea, commonly called miro, is an evergreen coniferous tree which is endemic to New Zealand. Before the genus "Prumnopitys" was distinguished, it was treated in the related genus "Podocarpus" as "Podocarpus ferrugineus". It grows up to 25 m high, with a trunk up to 1.3 m diameter. The leaves are linear to sickle-shaped, 15–25 mm long and 2–3 mm broad, with downcurved margins. The plants are dioecious with pollen cones being solitary while those of female plants hang from

Answer: Podocarpus ferrugineus

Answer: Podocarpus ferrugineus


Question: Where is this bird native to?

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

title: "Australian wood duck" content: Australian wood duck The Australian wood duck, maned duck or maned goose ("Chenonetta jubata") is a dabbling duck found throughout much of Australia. It is the only living species in the genus Chenonetta. Traditionally placed in the subfamily Anatinae (dabbling ducks), it might belong to the subfamily Tadorninae (shelducks); the ringed teal may be its closest living relative. The Australian wood duck was first described by the English ornithologist John Latham in 1801 under the binomial name "Anas jubata". The flightless New Zealand species "Chenonetta finschi" (Finsch's duck) which was formerly believed to constitute a monotypic genus ("Euryanas") has been

title: "Australian wood duck" content: determined to belong to "Chenonetta". It became extinct before scientists could properly survey the New Zealand avifauna, but possibly as late as 1870 (based on a report of a flightless goose caught in Opotiki.) "Chenonetta": "khēn", χηνος "khēnos" “goose”; νηττα "nētta" “duck”.<br> "jubata": “maned, crested”, from "iuba" “mane, crest” This 45–51 cm duck looks like a small goose, and feeds mostly by grazing in flocks. The male is grey with a dark brown head and mottled breast. The female has white stripes above and below the eye and mottled underparts. Both sexes have grey wings with black primaries and a

title: "Australian wood duck" content: white speculum. Juveniles are similar to adult females, but lighter and with a more streaky breast. The Australian wood duck is widespread in Australia, including Tasmania. The Australian wood duck is found in grasslands, open woodlands, wetlands, flooded pastures and along the coast in inlets and bays. It is also common on farmland with dams, as well as around rice fields, sewage ponds and in urban parks. It will often be found around deeper lakes that may be unsuitable for other waterbirds' foraging, as it prefers to forage on land. The most common call is a loud, rising croaky "gnow"

title: "Australian wood duck" content: sound by the females, and the male call is the same except smoother, shorter and higher than the females. Staccato chattering is also present in flocks. Australian wood duck is widespread in its range. This species has benefited from agriculture developments, with creation of dams and pools. It is classified as a game bird, and killed by licensed hunters. This species is not threatened, and numbers are stable. Australian wood duck nests in cavities in trees or in nest-boxes above or near water. Nests are made with a pile of down. This duck nests in a tree cavity laying 9–11

title: "Australian wood duck" content: cream-white eggs, similar to the Mandarin ducks. The female incubates them while the male stands guard. Once the ducklings are ready to leave the nest, the female flies to the ground and the duckling will leap to the ground and follow their parents. Like Mandarin drakes, the males also secure their ducklings closely along with the females. The Australian wood duck eats grasses, grains, clover and other herbs, and occasionally, insects. It is rarely seen on open water, preferring to forage by dabbling in shallow water, or in grasslands and crops. The Australian wood duck can be distinguished from pygmy

title: "Australian wood duck" content: geese, Nettapus spp, which are smaller, have bold white face markings and are usually seen on water. Whistling ducks, Dendrocygna spp, have longer legs and necks, larger more duck-like bills and tend to walk more upright. When flying, the Australian wood duck is the only duck with white secondary feathers and dark wingtips. Marchant, S. and Higgins, P.J. (eds). 1993. Handbook of Australian, New Zealand and Antarctic Birds. Vol 1B (Ratites to Ducks), Oxford University Press, Sydney. Simpson, K and Day, N. (1999). Field guide to the birds of Australia, 6th Edition. Penguin Books, Australia. Handbook of the Birds of

title: "Australian wood duck" content: the World vol 1 by Josep del Hoyo-Andrew Elliot-Jordi Sargatal - Lynx Edicions - Guide De Canards, des oies et des cygnes – de Steve Madge - Delachaux et Niestlé - Australian wood duck The Australian wood duck, maned duck or maned goose ("Chenonetta jubata") is a dabbling duck found throughout much of Australia. It is the only living species in the genus Chenonetta. Traditionally placed in the subfamily Anatinae (dabbling ducks), it might belong to the subfamily Tadorninae (shelducks); the ringed teal may be its closest living relative. The Australian wood duck was first described by the English ornithologist

Answer: Australia

Answer: au

Answer: Australia

Answer: Aussieland

Answer: AU

Answer: Commonwealth of Australia

Answer: Oz

Answer: Straya

Answer: AUS


Question: What is this place named after?

Instruction: Obtain documents that correspond to the inquiry alongside the provided image:

title: "Arch of Hadrian (Jerash)" content: Arch of Hadrian (Jerash) The Arch of Hadrian is an ancient Roman structure in Jerash, Jordan. It is an 11-metre high triple-arched gateway erected to honor the visit of Roman Emperor Hadrian to the city (then called Gerasa) in the winter of 129–130. The arch originally stood to almost 22 m and probably had wooden doors. It features some unconventional, possibly Nabataean, architectural features, such as acanthus bases. The columns are decorated with capitals at the bottom rather than the top. The monument served both as a commemorative arch and as an approach to Gerasa. The Arch's relative remoteness from

title: "Arch of Hadrian (Jerash)" content: the city walls points to a plan for southward expansion of Gerasa during its heyday. The expansion, however, has not been implemented. In 2005, the arch was under restoration. Reconstruction was completed in 2007 and the arch is now roughly 21 meters high (about 36 feet), 37.45 meters long, and 9.25 meters wide. Each face of the arch has four engaged columns standing on pedestals and bases. Each pedestal is 2.20 meters high, 2.25 meters wide and 1.20 meters deep. The base of each column is topped by a row of acanthus leaves. There are three vaulted passageways on the

title: "Arch of Hadrian (Jerash)" content: lower level and each of these is flanked by two columns with Corinthian capitals. The two flanked archways are topped with niches. Each niche is on top of a small entablature, which stands on two pilasters crowned with capitals. The arch was crowned with an attic, which might have held a dedicatory inscription. The lower part of the attic was decorated with a frieze of acanthus leaves and the central part was crowned with a triangular cornice. There was a marble tabula ansata panel that was 1.03 meters in height and 7.14 meters in width, with letters 12–13 cm tall.

Answer: Hadrian

Answer: Hadrian

Answer: Adrian

Answer: Emperor Hadrian

Answer: Emperor of Rome Hadrian

Answer: Publius Aelius Hadrianus

Answer: Publius Aelius Traianus Hadrianus Augustus

Answer: Emperor of Rome Adrian

Answer: Caesar Publius Aelius Traianus Hadrianus Buccellanus Augustus

Answer: Caesar Traianus Hadrianus Augustus

Answer: Publius Aelius Hadrianus Buccellanus

Answer: Hadrianus

Answer: Emperor Publius Aelius Hadrianus


Question: Who is the discoverer or inventor of this object?

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title: Ukulele content: Art's "Catalogue of the Crosby Brown Collection of Musical Instruments of All Nations" published in 1907. The catalog describes two ukuleles from Hawaii: one that is similar in size to a modern soprano ukulele, and one that is similar to a tenor (see ). Developed in the 1880s, the ukulele is based on several small guitar-like instruments of Portuguese origin, the machete, the cavaquinho, the timple, and the rajão, introduced to the Hawaiian Islands by Portuguese immigrants from Madeira and Cape Verde. Three immigrants in particular, Madeiran cabinet makers Manuel Nunes, José do Espírito Santo, and Augusto Dias, are generally

Answer: Manuel Nunes

Answer: Manuel Nunes


Question: What is the country of origin of this food?

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title: "Mint julep" content: Mint julep The mint julep is a mixed alcoholic drink, or cocktail, consisting primarily of bourbon (or some other spirit), sugar, water, crushed or shaved ice, and fresh mint. As a bourbon-based cocktail, it is associated with the American South and the cuisine of the Southern United States in general, and the Kentucky Derby in particular. A mint julep is traditionally made with four ingredients: mint leaf, bourbon, simple syrup, and crushed ice. Traditionally, spearmint is the mint of choice used in Southern states, and in Kentucky in particular. Proper preparation of the cocktail is commonly debated, as methods may

title: "Mint julep" content: vary considerably from one bartender to another. The mint julep may be considered a member of a loosely associated family of drinks called "smashes" (the brandy smash is another example, as well as the mojito), in which fresh mint and other ingredients are muddled or crushed in preparation for flavoring the finished drink. The step further releases essential oils and juices into the mixture, intensifying the flavor from the added ingredient or ingredients. Traditionally, mint juleps were often served in silver or pewter cups, and held only by the bottom and top edges of the cup. This allows frost to

title: "Mint julep" content: form on the outside of the cup. Traditional hand placement may have arisen as a way to reduce the heat transferred from the hand to the silver or pewter cup. Today, mint juleps are most commonly served in a tall old-fashioned glass, Collins glass, or highball glass with a straw. The mint julep originated in the southern United States, probably during the eighteenth century. U.S. Senator Henry Clay of Kentucky introduced the drink to Washington, D.C., at the Round Robin Bar in the famous Willard Hotel during his residence in the city. The term "julep" is generally defined as a

title: "Mint julep" content: sweet drink, particularly one used as a vehicle for medicine. The word itself is derived from the Spanish "julepe", from Spanish Arabic, and this from the Persian word گلاب ("Golâb"), meaning rosewater. The mint julep was originally prescribed and appears in literature as early as 1784 "sickness at the stomach, with frequent retching, and, at times, a difficulty of swallowing. I then prescribed her an emetic, some opening powders, and a mint julep." An appearance of a mint julep in print came in a book by John Davis published in London in 1803, where it was described as "a dram

title: "Mint julep" content: of spirituous liquor that has mint steeped in it, taken by Virginians of a morning." Davis’ interviewee mentions his love for whiskey came from his daily preparation of the drink Americans enjoyed not only bourbon-based juleps during the nineteenth century, but also gin-based juleps made with genever, an aged gin. British Captain Frederick Marryat's 1840 book "Second Series of A Diary in America" describes on page 41 the "real mint julep" thus: The 1862 edition of "Bar-Tenders Guide: How to Mix Drinks or The Bon-Vivant's Companion" by Jerry Thomas includes five recipes for the mint julep (as well as an

title: "Mint julep" content: illustration of how it is to be served) allowing for either Cognac, brandy, gin, whiskey or sparkling Moselle. Thomas states of the mint julep, "...a peculiarly American beverage...It was introduced [later] into England by Captain Maryatt." In 1916, the traditional Virginia recipe as served at the "Old White" is described Recently, however, bourbon-based juleps have decisively eclipsed gin-based juleps. The mint julep has been promoted by Churchill Downs in association with the Kentucky Derby since 1938. Each year almost 120,000 juleps are served at Churchill Downs over the two-day period of the Kentucky Oaks and the Kentucky Derby, virtually all

title: "Mint julep" content: of them in specially made Kentucky Derby collectible glasses. In a contract arrangement between the Brown-Forman Corporation and Churchill Downs that has lasted more than 18 years, the Early Times Mint Julep Cocktail has been the designated "official mint julep of the Kentucky Derby", although the Early Times sold within the United States is a Kentucky whiskey, not a bourbon, due to its being aged in used, rather than new, oak barrels. However beginning in 2015, Old Forester, which is also produced by the Brown-Forman Corporation, is now "the official drink of the Kentucky Derby," when sold as Old Forester

title: "Mint julep" content: Mint Julep Ready-to-Serve Cocktail. Since 2006, Churchill Downs has also served extra-premium custom-made mint juleps at a cost of $1000 each at the Kentucky Derby. These mint juleps were served in gold-plated cups with silver straws, and were made from Woodford Reserve bourbon, mint imported from Ireland, spring water ice cubes from the Bavarian Alps, and sugar from Australia. The proceeds were used to support charitable causes dedicated to retired race horses. Woodford Reserve, Early Times, and Old Forester are sister brands produced by Brown-Forman, and under the terms of its current marketing agreement with Churchill Downs, Woodford Reserve is

Answer: United States of America

Answer: the US

Answer: U.S

Answer: U.S.A.

Answer: United States of America

Answer: U. S. A.

Answer: the States

Answer: United States

Answer: USA

Answer: the United States of America

Answer: America

Answer: U.S.

Answer: 'Murica

Answer: U. S.

Answer: US of A

Answer: 'Merica

Answer: the U.S.

Answer: US

Answer: the USA

Answer: the United States


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

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title: "Pasig Cathedral" content: Pasig Cathedral Pasig Cathedral, canonically recognized as the Immaculate Conception Cathedral-Parish, is the Roman Catholic church located in Plaza Rizal, Barangay Malinao (Poblacion), Pasig City in Metro Manila, Philippines. It is the mother church or the seat of the Diocese of Pasig and one of the oldest structures in the city. It was founded as a parish by the Augustinian missionaries on July 2, 1573, coinciding with the foundation of the town of Pasig. Initially, the parish was consecrated to the Visitation of Our Lady, but in April 25, 1587, was changed to Our Lady of the Immaculate Conception, the

title: "Pasig Cathedral" content: patroness of the Augustinian priests during that time. The parish was administered by the CICM Fathers from 1910 to 1979, after which the Filipino clergy took over the pastoral leadership of the parish. Until 2003, the parish was a part of the Archdiocese of Manila. During the time of Manila Archbishop Jaime Cardinal Sin, the parish belonged to the Ecclesiastical District of Makati until October 2001, when it became part of the newly-created Ecclesiastical District of Pasig. On August 21, 2003, the district was elevated as a separate and independent diocese, with the elevation of the parish into the status

title: "Pasig Cathedral" content: of a cathedral. The present parish priest and rector of the cathedral is the Rev. Fr. Joselito I. Jopson. Plaza Rizal, Malinao, Pasig, Philippines 1600 Previously, the Immaculate Conception Cathedral belonged to the Archdiocese of Manila. It became the seat of the Diocese of Pasig in 2003. The Immaculate Conception Cathedral comprises the following barangays in Pasig City: Some of the civil and religious structures and establishments found within the jurisdiction of the parish are: Below is the list of Filipino parish priests. The Immaculate Conception Parish was initially established as a mission-parish by an Augustinian friar, Alonso de Alvarado,

title: "Pasig Cathedral" content: on January 20, 1572 in the village of Pinagbuhatan. However, frequent flooding in the original site prompted the Augustinian priests to relocate it to higher ground, where the Cathedral now currently stands. On July 2, 1573, coinciding with the establishment of the town (now city) of Pasig, the church was consecrated to the Our Lady of the Visitation, which served as the first patroness of Pasig. The town patroness was eventually changed into the Our Lady of the Immaculate Conception in April 25, 1587. During the brief British occupation in Manila in 1762 to 1764, the church served as the

title: "Pasig Cathedral" content: British military headquarters, its belfry used as a watchtower against the Spanish defenders. After the Augustinians, the CICM missionaries arrived and began the administration of the parish in 1910. Three years later, the congregation founded the first parochial school for boys (present-day Pasig Catholic College). In 1979, the diocesan clergy from the Archdiocese of Manila took over the supervision of the parish, and Bishop Manuel Sobreviñas, then auxiliary bishop of Manila, became the first Filipino parish priest. Assisting him as parochial administrator was Fr. Andres Desmet, CICM. In 1993, Sobreviñas became the bishop of the Diocese of Imus. Msgr. Emmanuel

title: "Pasig Cathedral" content: Sunga became the new pastor, and was transferred to Santo Niño Parish in Tondo, Manila four years later. Msgr. Manuel Gabriel came to Pasig in 1997 from the Most Holy Trinity Parish in Balic-balic, Sampaloc, Manila, and it was during his term that the parish had electronic chromatically-tuned carillon bells installed in its belfry. The Immaculate Conception Parish was declared one of the Jubilee churches in the Archdiocese of Manila in the year 2000. In October 2001, the Ecclesiastical District of Pasig was created, covering the Vicariate of the Immaculate Conception, along with the parishes of Pateros and Taguig City.

title: "Pasig Cathedral" content: Bishop Nestor Cariño served as the first district bishop. Two years later, Pope John Paul II signed his Papal Bull, "Deus Caritas", decreeing the establishment of a new diocese comprising Pasig City, Pateros, and Taguig City. The parish was designated to be the cathedral and seat of the Bishop of Pasig. Bishop Francisco San Diego became the founding bishop of the diocese on August 21, 2003. Msgr. Gabriel became its first rector. After Msgr. Gabriel resigned some weeks after, Bishop San Diego named the Vicar-General, Msgr. Rodolfo Gallardo, as the new rector of the cathedral. Msgr. Gallardo was installed rector.

title: "Pasig Cathedral" content: During his short stint as rector, he mobilized the church's PPCRV awareness campaign for the May 2004 national presidential elections and started the "Simbamahalaan" encounter between parish lay leaders and LGU leaders and workers of Pasig City Hall. Upon his retirement in February 2005, Bishop San Diego took over as acting parish priest and rector. In June 2005, Fr. Roy Rosales was named fourth rector of the cathedral. He spearheaded the restoration of most of the cathedral's artifacts, like the image of Our Lady of the Apocalypse, the Baptistery, the Cathedral Facade, the processional image of Our Lady of the

title: "Pasig Cathedral" content: Immaculate Conception, the "retablos" and the original image of the Our Lady of the Immaculate Conception, patroness of Pasig. It was also through the efforts of Fr. Rosales that the Immaculate Conception Cathedral-Parish witnessed the Solemn Canonical Coronation of its patron as Our Lady of the Immaculate Conception of Pasig last December 7, 2008. The celebration was led by the Apostolic Nuncio to the Philippines, Most Rev. Edward Joseph Adams, the Bishop of Pasig, and the entire faithful in the diocese. In May 2010, Fr. Orlando Cantillon was named fifth rector of the cathedral. In February 2015, Bishop Mylo Vergara

title: "Pasig Cathedral" content: named Rev. Fr. Joselito I. Jopson, parish priest of Santo Rosario de Pasig Parish, as the sixth rector and eighth Filipino parish priest of the cathedral. Fr. Jopson also serves as Vicar-Forane of the Immaculate Conception and the social communications minister in the diocese. Pasig Cathedral Pasig Cathedral, canonically recognized as the Immaculate Conception Cathedral-Parish, is the Roman Catholic church located in Plaza Rizal, Barangay Malinao (Poblacion), Pasig City in Metro Manila, Philippines. It is the mother church or the seat of the Diocese of Pasig and one of the oldest structures in the city. It was founded as a

Answer: Pasig

Answer: Pasig City

Answer: Pasig

Answer: Pasig, Metro Manila

Answer: City of Pasig


Question: Who or what maintains this bridge?

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title: "Blackfriars Bridge" content: to a design by Joseph Cubitt. Cubitt also designed the adjacent rail bridge (now demolished) and it was a condition that the spans and piers of the two bridges be aligned. Like its predecessor it is owned and maintained by the Bridge House Estates, a charitable trust overseen by the City of London Corporation. Like London Bridge the full length and its southern end is within the City's borders and not in the adjoining borough of Southwark. Due to the volume of traffic over the bridge, it was widened between 1907–10, from to its present . The bridge became internationally

Answer: Bridge House Estates

Answer: Bridge House Estates


Question: In which year did this building officially open?

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title: "Ford Field" content: of 68,206 in attendance. It also marked the final game in the 13-year career for Steelers running back, and Detroit native, Jerome Bettis. The stadium was home to the Little Caesars Pizza Bowl sponsored by Detroit-based Little Caesars (previously known as the Motor City Bowl and jointly sponsored by the Big Three automakers headquartered in Detroit – Chrysler, Ford, and General Motors) from 2002 until 2013. It featured a top Mid-American Conference team and a Big Ten Conference team. The Little Caesars Pizza Bowl was replaced by the Quick Lane Bowl, featuring teams from the Big Ten Conference and Atlantic

title: "Ford Field" content: to be moved elsewhere, and after deliberations, the NFL chose Ford Field. It was the first ever regular season Monday night game played at Ford Field. The Lions hosted their first ever "Monday Night Football" game in Ford Field on October 10, 2011 against the Chicago Bears. A Buffalo Bills home game against the New York Jets was played at Ford Field on November 24, 2014 after a major lake effect snowstorm hit western New York, causing the game to be moved from Ralph Wilson Stadium. The Bills won the game 38–3. On December 13, 2003, Ford Field hosted the

title: "Ford Field" content: the best in the state. Ford Field hosted two group stage matches of the 2011 CONCACAF Gold Cup soccer tournament on June 7, 2011. Panama played Guadeloupe in the first match, while the United States played Canada in the second match. The Professional Bull Riders brought their Built Ford Tough Series tour to Ford Field for the first time ever on March 10, 2012. Ford Field is the second Detroit area venue the BFTS has visited; they had visited The Palace of Auburn Hills in 2001, 2006 and 2007. The United States Hot Rod Association (USHRA) holds multiple Monster Jam

Answer: 2002

Answer: 2003

Answer: 2001

Answer: 2002