Question: What country does this aircraft belong to?

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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: 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: 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: Soviet Union

Answer: URS

Answer: CCCP

Answer: Soviet Union

Answer: U.S.S.R.

Answer: Soviets

Answer: The Soviets

Answer: the Union of Soviet Socialist Republics

Answer: SU

Answer: USSR

Answer: Union of Soviet Socialist Republics

Answer: U.S.S.R

Answer: the Soviet Union


Question: Which street is this park located at?

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title: "Nationals Park" content: the stadium for a total cost of $783.9 million. The stadium has a capacity of 41,339. The Washington Monument and the Capitol building are visible from the upper decks on the first base side of the field. The park's name echoes that of the early-1900s ballpark used by the Washington Senators, National Park, until it was rebuilt and renamed Griffith Stadium. Nationals Park hosted the 2018 Major League Baseball All-Star Game, the first All-Star Game to be played in Washington, D.C. since 1969. Nationals Park is located in the Southeast quadrant of Washington, D.C. on South Capitol Street (a main

title: "Nationals Park" content: artery separating Southeast from Southwest Washington) at the Anacostia River waterfront. The ballpark is accessible from I-395 via the Southwest Freeway, and from I-295 via the Frederick Douglass Memorial Bridge, which carries South Capitol Street across the Anacostia River. The Douglass Bridge was renovated so that South Capitol Street could continue at ground level past the stadium (it was previously above ground level). The main method of transportation to the stadium is on the Washington Metro system. The stadium is one block from the Navy Yard – Ballpark station on the Green Line. The station is located near the park's

Answer: South Capitol Street

Answer: South Capitol Street

Answer: South Capitol St SW

Answer: South Capitol Street SW

Answer: South Capitol Street SE

Answer: South Capitol St SE


Question: Which christian liturgical rite is this building associated with?

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title: "Glasgow Cathedral" content: Glasgow Cathedral Glasgow Cathedral, also called the High Kirk of Glasgow or St Kentigern's or St Mungo's Cathedral is the oldest cathedral on mainland Scotland and is the oldest building in Glasgow. Since the Reformation the cathedral continues in public ownership, within the responsibility of Historic Environment Scotland The congregation is part of the established Church of Scotland's Presbytery of Glasgow and its services and associations are open to all. The cathedral and its kirkyard are at the top of High Street, at Cathedral Street. Immediately neighbouring it are Glasgow Royal Infirmary, opened in 1794, and the elevated Glasgow Necropolis,

title: "Glasgow Cathedral" content: opened in 1833. Nearby are the Provand's Lordship, Glasgow`s oldest house and its herbal medical gardens, the Barony Hall (Barony Church), University of Strathclyde, Cathedral Square, Glasgow Evangelical Church (North Barony Church), and St Mungo Museum. The history of the cathedral is linked with that of the city, and is allegedly located where the patron saint of Glasgow, Saint Mungo, built his church. The tomb of the saint is in the lower crypt. Walter Scott's novel "Rob Roy" gives an account of the kirk. Built before the Reformation from the late 12th century onwards and serving as the seat of

title: "Glasgow Cathedral" content: Glasgow town for the kirk's upkeep. He traced the ownership of these lands to money left by Archbishop Gavin Dunbar as a legacy for repairing the cathedral. The town council agreed on 27 February 1583 to take responsibility for repairing the kirk, while recording they had no obligation to do so. The church survives because of this resolution. Inside, the rood screen is also a very rare survivor in Scottish churches. The cathedral has been host to number of congregations and continues as a place of active Christian worship, hosting a Church of Scotland congregation. The current minister (since 15

title: "Glasgow Cathedral" content: Cathedral (Scottish Episcopal) and St Luke's Cathedral (Greek Orthodox). As of July 2017 the Cathedral is in a vacancy. Glasgow Cathedral Glasgow Cathedral, also called the High Kirk of Glasgow or St Kentigern's or St Mungo's Cathedral is the oldest cathedral on mainland Scotland and is the oldest building in Glasgow. Since the Reformation the cathedral continues in public ownership, within the responsibility of Historic Environment Scotland The congregation is part of the established Church of Scotland's Presbytery of Glasgow and its services and associations are open to all. The cathedral and its kirkyard are at the top of High

Answer: Church of Scotland

Answer: CoS

Answer: Church of Scotland

Answer: the Kirk


Question: who/what operates this place?

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title: "Thames Barrier" content: Hermann Bondi on the North Sea flood of 1953 affecting parts of the Thames Estuary and parts of London was a big factor in the planning of the barrier. The concept of the rotating gates was devised by (Reginald) Charles Draper. In 1969, from his parents' house in Pellatt Grove, Wood Green, London, he constructed a working model. The novel rotating cylinders were based on the design of the taps on his gas cooker. The barrier was designed by Rendel, Palmer and Tritton for the Greater London Council and tested at the Hydraulics Research Station, Wallingford. The site at New

title: "Thames Barrier" content: normally be able to", and that the more stable tidal conditions in central London that resulted would help the vessels taking part. The barrier was originally commissioned by the Greater London Council under the guidance of Ray Horner. After the 1986 abolition of the GLC it was operated successively by Thames Water Authority and then the National Rivers Authority until April 1996 when it passed to the Environment Agency. The barrier was originally designed to protect London against a very high flood level (with an estimated return period of one hundred years) up to the year 2030, after which the

Answer: Greater London Council

Answer: Greater London Council


Question: Which location has this animal invaded?

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title: "Cane toad" content: Cane toad The cane toad ("Rhinella marina"), also known as the giant neotropical toad or marine toad, is a large, terrestrial true toad native to South and mainland Central America, but which has been introduced to various islands throughout Oceania and the Caribbean, as well as Northern Australia. It is the world's largest toad. It is a member of the genus "Rhinella", but was formerly in the genus "Bufo", which includes many different true toad species found throughout Central and South America. The cane toad is a prolific breeder; females lay single-clump spawns with thousands of eggs. Its reproductive success

title: "Cane toad" content: is partly because of opportunistic feeding: it has a diet, unusual among anurans, of both dead and living matter. Adults average in length; the largest recorded specimen had a snout-vent length of . The cane toad is an old species. A fossil toad (specimen UCMP 41159) from the La Venta fauna of the late Miocene of Colombia is indistinguishable from modern cane toads from northern South America. It was discovered in a floodplain deposit, which suggests the "R. marina" habitat preferences have long been for open areas. The cane toad has poison glands, and the tadpoles are highly toxic to

title: "Cane toad" content: most animals if ingested. Because of its voracious appetite, the cane toad has been introduced to many regions of the Pacific and the Caribbean islands as a method of agricultural pest control. The species derives its common name from its use against the cane beetle ("Dermolepida albohirtum"). The cane toad is now considered a pest and an invasive species in many of its introduced regions; of particular concern is its toxic skin, which kills many animals, both wild and domesticated. Cane toads are particularly dangerous to dogs. Historically, the cane toads were used to eradicate pests from sugarcane, giving rise

title: "Cane toad" content: "crapaud", the French word for toad. The genus "Rhinella" is considered to constitute a distinct genus of its own, thus changing the scientific name of the cane toad. In this case, the specific name "marinus" (masculine) changes to "marina" (feminine) to conform with the rules of gender agreement as set out by the International Code of Zoological Nomenclature, changing the binomial name from "Bufo marinus" to "Rhinella marina"; the binomial "Rhinella marinus" was subsequently introduced as a synonym through misspelling by Pramuk, Robertson, Sites, and Noonan (2008). Though controversial (with many traditional herpetologists still using "Bufo marinus") the binomial "Rhinella

title: "Cane toad" content: marina" is gaining in acceptance with such bodies as the IUCN, Encyclopaedia of Life, Amphibian Species of the World and increasing numbers of scientific publications adopting its usage. In Australia, the adults may be confused with large native frogs from the genera "Limnodynastes", "Cyclorana", and "Mixophyes". These species can be distinguished from the cane toad by the absence of large parotoid glands behind their eyes and the lack of a ridge between the nostril and the eye. Cane toads have been confused with the giant burrowing frog ("Heleioporus australiacus"), because both are large and warty in appearance; however, the latter

title: "Cane toad" content: develop the parotoid glands that produce bufotoxin. Because they lack this key defence, only an estimated 0.5% of cane toads reach adulthood. As with rates of growth, the point at which the toads become sexually mature varies across different regions. In New Guinea, sexual maturity is reached by female toads with a snout–vent length between , while toads in Panama achieve maturity when they are between in length. In tropical regions, such as their native habitats, breeding occurs throughout the year, but in subtropical areas, breeding occurs only during warmer periods that coincide with the onset of the wet season.

title: "Cane toad" content: class-1 drug under Australian law, alongside heroin and cannabis. The effects of bufotenin are thought to be similar to those of mild poisoning; the stimulation, which includes mild hallucinations, lasts for less than an hour. As the cane toad excretes bufotenin in small amounts, and other toxins in relatively large quantities, toad licking could result in serious illness or death. In addition to releasing toxin, the cane toad is capable of inflating its lungs, puffing up, and lifting its body off the ground to appear taller and larger to a potential predator. Poisonous sausages containing toad meat are being trialled

title: "Cane toad" content: in the Kimberley (Western Australia) to try to protect native animals from cane toads' deadly impact. The Western Australian Department of Environment and Conservation has been working with the University of Sydney to develop baits to train native animals not to eat the toads. By blending bits of toad with a nausea-inducing chemical, the baits train the animals to stay away from the amphibians. Researcher David Pearson says trials run in laboratories and in remote parts of the Kimberley region of WA are looking promising, although the baits will not solve the cane toad problem altogether. Many species prey on

title: "Cane toad" content: the cane toad and its tadpoles in its native habitat, including the broad-snouted caiman ("Caiman latirostris"), the banded cat-eyed snake ("Leptodeira annulata"), eels (family Anguillidae), various species of killifish, the rock flagtail ("Kuhlia rupestris"), some species of catfish (order Siluriformes), some species of ibis (subfamily Threskiornithinae), and "Paraponera clavata" (bullet ants). Predators outside the cane toad's native range include the whistling kite ("Haliastur sphenurus"), the rakali ("Hydromys chrysogaster"), the black rat ("Rattus rattus") and the water monitor ("Varanus salvator"). The tawny frogmouth ("Podargus strigoides") and the Papuan frogmouth ("Podargus papuensis") have been reported as feeding on cane toads; some Australian

title: "Cane toad" content: Texas to the central Amazon and southeastern Peru, and some of the continental islands near Venezuela (such as Trinidad and Tobago). This area encompasses both tropical and semiarid environments. The density of the cane toad is significantly lower within its native distribution than in places where it has been introduced. In South America, the density was recorded to be 20 adults per 100 m (109 yd) of shoreline, 1 to 2% of the density in Australia. The cane toad has been introduced to many regions of the world—particularly the Pacific—for the biological control of agricultural pests. These introductions have generally

title: "Cane toad" content: been well documented, and the cane toad may be one of the most studied of any introduced species. Before the early 1840s, the cane toad had been introduced into Martinique and Barbados, from French Guiana and Guyana. An introduction to Jamaica was made in 1844 in an attempt to reduce the rat population. Despite its failure to control the rodents, the cane toad was introduced to Puerto Rico in the early 20th century in the hope that it would counter a beetle infestation ravaging the sugarcane plantations. The Puerto Rican scheme was successful and halted the economic damage caused by

title: "Cane toad" content: the beetles, prompting scientists in the 1930s to promote it as an ideal solution to agricultural pests. As a result, many countries in the Pacific region emulated the lead of Puerto Rico and introduced the toad in the 1930s. There are introduced populations in Australia, Florida, Papua New Guinea, the Philippines, the Ogasawara, Ishigaki Island and the Daitō Islands of Japan, most Caribbean islands, Fiji and many other Pacific islands, including Hawaii. Since then, the cane toad has become a pest in many host countries, and poses a serious threat to native animals. Following the apparent success of the cane

title: "Cane toad" content: toad in eating the beetles threatening the sugarcane plantations of Puerto Rico, and the fruitful introductions into Hawaii and the Philippines, a strong push was made for the cane toad to be released in Australia to negate the pests ravaging the Queensland cane fields. As a result, 102 toads were collected from Hawaii and brought to Australia. After an initial release in August 1935, the Commonwealth Department of Health decided to ban future introductions until a study was conducted into the feeding habits of the toad. The study was completed in 1936 and the ban lifted, when large-scale releases were

title: "Cane toad" content: undertaken; by March 1937, 62,000 toadlets had been released into the wild. The toads became firmly established in Queensland, increasing exponentially in number and extending their range into the Northern Territory and New South Wales. In 2010, one was found on the far western coast in Broome, Western Australia. However, the toad was generally unsuccessful in reducing the targeted grey-backed cane beetles ("Dermolepida albohirtum"), in part because the cane fields provided insufficient shelter for the predators during the day, in part because the beetles live at the tops of sugar cane – and cane toads are not good climbers. Since

title: "Cane toad" content: its original introduction, the cane toad has had a particularly marked effect on Australian biodiversity. The population of a number of native predatory reptiles has declined, such as the varanid lizards "Varanus mertensi", "V. mitchelli", and "V. panoptes", the land snakes "Pseudechis australis" and "Acanthophis antarcticus", and the crocodile species "Crocodylus johnstoni"; in contrast, the population of the agamid lizard "Amphibolurus gilberti"—known to be a prey item of "V. panoptes"—has increased. The cane toad was introduced to various Caribbean islands to counter a number of pests infesting local crops. While it was able to establish itself on some islands, such

title: "Cane toad" content: as Barbados, Jamaica, and Puerto Rico, other introductions, such as in Cuba before 1900 and in 1946, and on the islands of Dominica and Grand Cayman, were unsuccessful. The earliest recorded introductions were to Barbados and Martinique. The Barbados introductions were focused on the biological control of pests damaging the sugarcane crops, and while the toads became abundant, they have done even less to control the pests than in Australia. The toad was introduced to Martinique from French Guiana before 1944 and became established. Today, they reduce the mosquito and mole cricket populations. A third introduction to the region occurred

title: "Cane toad" content: release the same year using specimens from the Australian mainland. Evidence suggests a third release in 1938, consisting of toads being used for human pregnancy tests—many species of toad were found to be effective for this task, and were employed for about 20 years after the discovery was announced in 1948. Initial reports argued the toads were effective in reducing the levels of cutworms and sweet potato yields were thought to be improving. As a result, these first releases were followed by further distributions across much of the region, although their effectiveness on other crops, such as cabbages, has been

title: "Cane toad" content: questioned; when the toads were released at Wau, the cabbages provided insufficient shelter and the toads rapidly left the immediate area for the superior shelter offered by the forest. A similar situation had previously arisen in the Australian cane fields, but this experience was either unknown or ignored in New Guinea. The cane toad has since become abundant in rural and urban areas. The cane toad naturally exists in South Texas, but attempts (both deliberate and accidental) have been made to introduce the species to other parts of the country. These include introductions to Florida and to the islands of

title: "Cane toad" content: has been used in Japan as an aphrodisiac and a hair restorer, and in cardiac surgery in China to lower the heart rates of patients. New research has suggested that the cane toad's poison may have some applications in treating prostate cancer. Other modern applications of the cane toad include pregnancy testing, as pets, laboratory research, and the production of leather goods. Pregnancy testing was conducted in the mid-20th century by injecting urine from a woman into a male toad's lymph sacs, and if spermatozoa appeared in the toad's urine, the patient was deemed to be pregnant. The tests using

title: "Cane toad" content: and exported to high schools and universities. Since then, a number of Australian states have introduced or tightened importation regulations. Even dead toads have value. Cane toad skin has been made into leather and novelty items; stuffed cane toads, posed and accessorised, have found a home in the tourist market, and attempts have been made to produce fertiliser from their bodies. Cane toads pose a serious threat to native species when introduced to a new ecosystem. Classified as an invasive species in over 20 countries, there are multiple reports of the cane toad moving into a new area to be

title: "Cane toad" content: followed by a decline in the biodiversity in that region. The most documented region of the cane toad's invasion and subsequent effect on native species is Australia, where multiple surveys and observations of the toad's conquest have been completed. The best way to illustrate this effect is through the plight of the northern quoll, as well as Mertens' water monitor, a large lizard native to South and Southeast Asia. Two sites were chosen to study the effects of cane toads on the northern quoll, one of which was at Mary River ranger station, which is located in the southern region

title: "Cane toad" content: between October and December 2002, and by March 2003, the northern quoll appeared to be extinct in this section of the park, as there were no northern quolls caught in the trapping trips in the following two months. In contrast, the population of northern quolls in the control site at the East Alligator ranger station remained relatively constant, not showing any symptoms of declining. The evidence from the Kakadu National Park is compelling not only because of the timing of the population of northern quolls plummeting just months after the arrival of the cane toad, but also because in the

title: "Cane toad" content: Mary River region 31% of mortalities within the quoll population were attributed to lethal toxic ingestion, as there were no signs of disease, parasite infestation, or any other obvious changes at the site that could have caused such a rapid decline. The most obvious piece of evidence which supports the hypothesis that the invasion of the cane toads caused the local extinction of the northern quoll is that the closely monitored population of the control group, in the absence of cane toads, showed no signs of decline. In the case of the Mertens' water monitor, there was only one region

title: "Cane toad" content: cane toads entered the Manton Dam Recreation Area. At the end of the study, some scattered population of water monitors remained in the upper sites of the Manton Dam, which suggests that local extinctions occurred at certain shoreline sites within Manton Dam, but a complete extinction of the population did not occur. Cane toad The cane toad ("Rhinella marina"), also known as the giant neotropical toad or marine toad, is a large, terrestrial true toad native to South and mainland Central America, but which has been introduced to various islands throughout Oceania and the Caribbean, as well as Northern Australia.

Answer: Australia

Answer: au

Answer: Australia

Answer: Aussieland

Answer: AU

Answer: Commonwealth of Australia

Answer: Oz

Answer: Straya

Answer: AUS


Question: What is the brand of this vehicle?

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

title: "Cadillac CTS" content: Cadillac CTS The Cadillac CTS is a compact executive car manufactured and marketed by General Motors, and now in its third generation. Historically, it was priced similar to cars on the compact luxury spectrum; but it has always been sized closely to its mid-size rivals. The third generation competes directly with the mid-size luxury cars. Production on the model will be ended on June 1, 2019. Initially available only as a 4-door sedan on the GM Sigma platform, GM had offered the second generation CTS in three body styles: 4-door sedan, 2-door coupe, and 5-door sport wagon also using the

title: "Cadillac CTS" content: Sigma platform — and the third generation in coupe and sedan configurations, using a stretched version of the GM Alpha platform. Wayne Cherry and Kip Wasenko designed the exterior of the first generation CTS, marking the production debut of a design language (marketed as "Art and Science") first seen on the Evoq concept car. Bob Boniface and Robin Krieg designed the exterior of the third generation CTS. Introduced in early 2002 as a 2003 model, the CTS sedan was built on GM's new rear-wheel drive Sigma platform and sported a fully independent suspension. It was the first Cadillac to be

title: "Cadillac CTS" content: offered with a manual transmission since the 1988 Cimarron. The CTS was designed as a replacement for the Opel-based Catera. Wayne Cherry and Kip Wasenko designed the exterior of the first generation CTS and this vehicle marked the production debut of the "Art and Science" design language first seen on the Evoq concept car. CTS vehicles are built at GM's Lansing Grand River Assembly in Lansing, Michigan. Originally powered by a 3.2 L LA3 V6 producing , the CTS received an updated 3.6 L DOHC V6 with variable valve timing as an option in 2004, producing and of torque. The

title: "Cadillac CTS" content: 3.2 L engine went out of production in 2005, when a new 2.8 L version of the DOHC V6 debuted in an entry-level version of the CTS. In Europe, the 2.8 L replaced the previous entry-level 2.6 L engine. The CTS was originally offered with either GM's in-house five-speed 5L40-E automatic transmission or a five-speed Getrag 260 manual transmission. For the 2005 model year, the Getrag was replaced with an Aisin AY-6 six-speed. In 2004, GM introduced the CTS-V, a high performance version of the CTS intended to compete with luxury performance sedans like the BMW M3/M5, Audi S4/S6, and

title: "Cadillac CTS" content: Mercedes-Benz C and E-class AMGs. The 2004 and 2005 CTS-Vs were equipped with the 5.7L LS6 V-8 (400 hp at 6000 rpm, 395 ft-lb at 4800 rpm), a Tremec T56 6-speed manual transmission, 14+" rotors and Brembo 4-piston calipers front and rear, suspension upgrades (higher spring rates, stiffer anti-roll bars, two available damper packages), and subtle exterior changes. As the LS6 was phased out, the 2006 and 2007 CTS-Vs received the 6.0L LS2 V-8, which carried the same HP and torque ratings (with peak torque coming 400rpm sooner). A prototype first generation CTS station wagon was made but it was

title: "Cadillac CTS" content: never put into production. GM revealed the all-new 2008 CTS at the North American International Auto Show in January 2007. The 2008–2009 base model featured a 3.6 L LY7 V6 with and of torque carried over from the previous generation. The 2010 base model featured a 3.0L variable valve timing (VVT) V6 with and of torque. A second engine, a new 3.6 L direct-injection V6 VVT engine with and of torque was also offered. A 6-speed manual transmission was standard equipment on the second generation CTS and GM's 6-speed Hydra-matic 6L50 automatic transmission was available as an option on all

title: "Cadillac CTS" content: variants. On-demand all-wheel drive was offered with both engines when equipped with an automatic transmission. Suspension, braking, and steering improvements from the previous generation CTS-V were designed into the new standard CTS. The second generation CTS was wider and longer than the original, measuring long, wide and in height. Wheelbase remained unchanged at , but with a wider front/rear track of 61.8 / 62.0 inches (1575 / 1585 mm), donated by the larger STS. Other changes included a revamped exterior, with a new, larger grille, slimmer headlights and taillights, side air extractor vents located forward of the front doors, and

title: "Cadillac CTS" content: new nine-spoke 18-inch wheels, surrounding larger high-performance brake calipers and rotors. Available features on the second-gen CTS included a Bose 5.1 surround sound system, GM's Stabilitrak ESC system, a tire pressure monitoring system, a navigation system with real-time traffic and weather data, an integrated 40 GB hard drive for music storage, swiveling headlights, and remote starting. In 2008, the General Motors chose the CTS to re-launch the Cadillac brand in Australia and New Zealand. However, in early 2009, amidst the global financial crisis, a last-minute decision was made not to go ahead with the launch. As a result, a small

title: "Cadillac CTS" content: batch of cars which had already been shipped to Australia had to be returned to the factory. During the 2010 model year, the GM badges were dropped, although early 2010 models still had GM badges. For the 2012 CTS, the front grille used higher quality materials to give a more vertical design, and the Cadillac logo was being subtly changed to give a more vibrant appearance. The biggest change was to the engine. Although kept the same 3.6-liter displacement, the V6 was able to produce 323 horsepower while dropping weight thanks to some modified engine internals. For 2012, GM also

title: "Cadillac CTS" content: offered some new technology and option packages with the Cadillac CTS. At the 2008 North American International Auto Show in Detroit, General Motors unveiled a coupe concept version of the CTS, alongside the new CTS-V performance sedan. The coupe's unveiling surprised the media and public, stealing a great deal of attention away from the CTS-V. In November 2009, the production version was unveiled in a press release. The coupe went into production in spring 2010 for sale in August 2010 as a 2011 model. The design of the production model is very similar to the concept, with the B-pillars still

title: "Cadillac CTS" content: removed. The standard engine will be a 3.6L direct injected V6 rated at 304 hp. Like the sedan, both six-speed manual and automatic transmissions, in either RWD or AWD configurations, were available. A CTS-V Coupe was introduced, first shown at the 2010 North American International Auto Show in Detroit. The CTS Coupe was Cadillac's first coupe since the Eldorado, which was discontinued in 2002. The CTS Coupe was discontinued after the 2014 model year, and the CTS-V Coupe discontinued after the 2015 model year. At the 2008 Pebble Beach Concours d'Elegance, Cadillac presented the 2010 CTS Sport Wagon. The wagon

title: "Cadillac CTS" content: became available in late 2009 as a 2010 model. A CTS-V version was added for 2011. The CTS Sport Wagon is available in either rear-wheel-drive or all-wheel-drive layouts, and is powered by either a 3.0-liter DOHC V6 engine or a 3.6-liter V6 with variable valve timing. The 3.0-liter engine produces 270 horsepower, and the 3.6-liter produces 304. The car is made for primarily the European market, where in some countries, wagons are preferred to sedans. With the third generation, Cadillac ceased production of the CTS wagon. In 2008, Motor Trend named the CTS Car of the Year On March 26,

title: "Cadillac CTS" content: 2013, Cadillac unveiled the third generation of the CTS. The 2014 CTS uses the 2.0L turbocharged I4 and 3.6L V6 from the ATS and also offers an all-new twin turbocharged V6 producing and of torque. The twin turbocharged engine is only available in the CTS Vsport, a new trim that serves as a step between the 3.6L V6 and the high-performance CTS-V. Despite carrying the CTS name, the third generation model is actually closer in size and market position to the former STS. Bob Boniface and Robin Krieg designed the exterior of the third generation CTS. Eric Clough designed the

title: "Cadillac CTS" content: interior. General Motors began assembling 2014 CTS sedans intended for sale to customers on 16 September 2013. Sales began in October 2013. Motor Trend named the third-generation CTS its 2014 Car of the Year. As customary with award winners, the magazine acquired a CTS (in Vsport trim) for a long-term test. Its verdict lauded the car's driving dynamics and reliability but criticized its CUE multi-media interface. In a four-way comparison in the December 2013 issue of "Car and Driver" the 2014 CTS 3.6 placed second overall. The article praised the handling of the CTS stating "[The CTS] is the only

title: "Cadillac CTS" content: car in this group that didn't just put up with hard driving, it indeed goaded its driver to go faster." and praised the stopping ability, stiff structure and light weight of the car. The article criticized the engine for being "coarse in the upper ranges", the acceleration times, the fuel economy and the CUE entertainment system. Sales concerns led Cadillac to offer rebates to the 2014 models and lower sticker prices on the 2015 models. All engines available in the 2014 CTS are constructed from cast aluminum blocks and heads and use direct injection and variable valve timing. For the

title: "Cadillac CTS" content: 2016 model year, the 6-speed 6L45 automatic transmission was replaced by the new 8-speed 8L45 automatic transmission, with the 8L45 also taking over duties with the naturally aspirated 3.6L V6 from the 8-speed Aisin TL-80SN automatic transmission. V-Sport models will continue to use the 8-speed Aisin TL-80SN. A new 3.6L V6, the LGX, replaced the 3.6L V6 LFX. In its first year of production, the first-generation CTS was nominated for the 2002 North American Car of the Year award. The gen-2 CTS/CTS-V won MotorWeek's Driver's Choice Awards for "Best Sport Sedan" in 2008 and 2009. The second-generation CTS won the

title: "Cadillac CTS" content: 2008 "Motor Trend" Car of the Year award and was chosen as one of "Car and Driver's" 10Best cars. In 2009, the second-generation CTS and CTS-V were chosen for the "Car and Driver" 10Best list, making the CTS the first Cadillac to be chosen twice in consecutive years. In 2010, the second-generation CTS and CTS-V returned to the "Car and Driver" 10Best list under the sub-headline "Maybe the best American car ever made". The CTS-V made the "Car and Driver" 10Best list again in 2011 and 2012. The third-generation CTS won the 2014 "Motor Trend" Car of the Year award

title: "Cadillac CTS" content: and was named to the "Car and Driver" 10Best list. Also in 2014, the CTS ranked number one among Upscale Midsize Cars according to "U.S. News & World Report". The success of the CTS has been attributed in part to the car's placement in the 2003 sci-fi action film "The Matrix Reloaded". The producers of the film were seeking a car that would complement the film's atmosphere. General Motors suggested the then-unreleased CTS to the filmmakers, who accepted; ten prototypes damaged to different extents were used to represent the film's star car, a silver CTS. The CTS-V is a high-performance

title: "Cadillac CTS" content: version of the CTS. The previous model features a supercharged 6.2L LSA V8 engine producing and of torque. The first generation CTS-V was introduced in 2004 as a 4-door sedan and was available through 2007. The second generation CTS-V sedan, coupe and station wagon was sold through 2014, concurrent with the third generation standard sedan, until the third generation CTS-V was ready. Total combined sales of all Cadillac CTS models by year. Cadillac CTS The Cadillac CTS is a compact executive car manufactured and marketed by General Motors, and now in its third generation. Historically, it was priced similar to

Answer: Cadillac

Answer: Cadillac Motor Car Division

Answer: Cadillac Automobile Company

Answer: Cadillac


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

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

title: "Le Reculet" content: Le Reculet Le Reculet is the second-highest summit in the Jura Mountains. It is located in the Ain department in France. Its altitude is 1718 metres. It is situated a few kilometres south of the Crêt de la Neige on the territory of the town of Thoiry. A cross was erected on the summit by the inhabitants of Thoiry. The summit has views of the Pays de Gex, Geneva, Lake Geneva, the Alps, Mont Blanc, the Matterhorn, and on clear days the Chaîne des Puys. Le Reculet was sometimes designated as the highest point of the Jura, until the elevation

title: "Le Reculet" content: of the Crêt de la Neige was revised upwards to 1720 m instead of 1717.6 m. The position of the peak is taken from Géoportail Le Reculet Le Reculet is the second-highest summit in the Jura Mountains. It is located in the Ain department in France. Its altitude is 1718 metres. It is situated a few kilometres south of the Crêt de la Neige on the territory of the town of Thoiry. A cross was erected on the summit by the inhabitants of Thoiry. The summit has views of the Pays de Gex, Geneva, Lake Geneva, the Alps, Mont Blanc,

Answer: Thoiry

Answer: Thoiry


Question: What kind of effect does this item have?

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

title: "Alarm device" content: Alarm device An alarm device or system of alarm devices gives an audible, visual or other form of alarm signal about a problem or condition. Alarm devices are often outfitted with a siren. Alarm devices include: Alarms have the capability of causing a fight-or-flight response in humans; a person under this mindset will panic and either flee the perceived danger or attempt to eliminate it, often ignoring rational thought in either case. A person in such a state can be characterised as "alarmed". With any kind of alarm, the need exists to balance between on the one hand the danger

title: "Alarm device" content: of false alarms (called "false positives") — the signal going off in the absence of a problem — and on the other hand failing to signal an actual problem (called a "false negative"). False alarms can waste resources expensively and can even be dangerous. For example, false alarms of a fire can waste firefighter manpower, making them unavailable for a real fire, and risk injury to firefighters and others as the fire engines race to the alleged fire's location. In addition, false alarms may acclimatise people to ignore alarm signals, and thus possibly to ignore an actual emergency: Aesop's fable

title: "Alarm device" content: of "The Boy Who Cried Wolf" exemplifies this problem. The word came from the Old French "A l'arme" meaning "To the arms", "To the weapons", telling armed men to pick up their weapons and get ready for action, because an enemy may have suddenly appeared. Alarm device An alarm device or system of alarm devices gives an audible, visual or other form of alarm signal about a problem or condition. Alarm devices are often outfitted with a siren. Alarm devices include: Alarms have the capability of causing a fight-or-flight response in humans; a person under this mindset will panic and

Answer: signal

Answer: warning

Answer: warning

Answer: preventive signalling

Answer: indication

Answer: signal


Question: Who is the owner of this island?

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

title: "Eilean Donan" content: Eilean Donan Eilean Donan () is a small tidal island where three sea lochs meet, Loch Duich, Loch Long and Loch Alsh, in the western Highlands of Scotland. A picturesque castle that frequently appears in photographs, film and television dominates the island, which lies about from the village of Dornie. Since the castle's restoration in the early 20th century, a footbridge has connected the island to the mainland. Eilean Donan is part of the Kintail National Scenic Area, one of 40 in Scotland. In 2001, the island had a recorded population of just one person, but there were no "usual

title: "Eilean Donan" content: area was at the boundary of the Norse-Celtic Lordship of the Isles and the Earldom of Ross: Eilean Donan provided a strong defensive position against Norse expeditions. A founding legend relates that the son of a chief of the Mathesons acquired the power of communicating with the birds. As a result, and after many adventures overseas, he gained wealth, power, and the respect of Alexander II, who asked him to build the castle to defend his realm. At a later date, the island became a stronghold of the Mackenzies of Kintail, originally vassals of William I, Earl of Ross. At

title: "Eilean Donan" content: of Ross granted Kintail to Raghnall Mac Ruaidhrí in 1342. With the assistance of Leod Macgilleandrais, the Earl allegedly apprehended Kenneth Mackenzie, 3rd of Kintail, and had him executed in 1346 at Inverness. Through this period Eilean Donan is said to have been held by Duncan Macaulay for the Mackenzies, against the Earl and his allies. Kenneth's young son Murdo Mackenzie supposedly evaded the Earl's attempts to eliminate him, and on the return of David II from exile Murdo Mackenzie was allegedly confirmed in the lands of Kintail and Eilean Donan by a charter of 1362 (of which, however, no

title: "Eilean Donan" content: trace survives to the present day). At some point in the earlier 14th century it is thought that the Clan Macrae began to settle in Kintail as a body, having migrated from the Beauly Firth, and there gained the trust of the Mackenzie lairds through possible kinship and an advantageous marriage. The Macraes began to act as Mackenzie's bodyguards, acquiring the soubriquet "Mackenzie's shirt of mail". James I, determined to pacify the Highlands, journeyed to Inverness in 1427 and invited the principal chiefs to meet him there. Allegedly among them was the young Alexander Mackenzie, 6th Earl of Kintail. James

title: "Eilean Donan" content: then arrested him, along with the other chiefs, on their arrival. Mackenzie clan histories relate that, although several chiefs were executed or imprisoned, Alexander, due to his youth, was instead sent to Perth to attend school. Alexander's uncles attempted to seize control of Kintail, but the constable Duncan Macaulay continued to hold Eilean Donan on his behalf. Fionnla Dubh mac Gillechriosd, considered by clan historians to be the founder of the Clan Macrae in Kintail, was dispatched to fetch the young laird back. During his lairdship Alexander appears to have supported the monarchy against the MacDonald Lords of the Isles

title: "Eilean Donan" content: and was allegedly rewarded by another charter of Kintail in 1463. Alexander died in about 1488 at a great age, and was succeeded by Kenneth Mackenzie, 7th of Kintail who won the Battle of Blar Na Pairce against the MacDonalds. Kenneth died a few years later and was succeeded first by his eldest son, then on his death in 1497 by his second son, John of Killin, who was still a minor. His uncle, Hector Roy Mackenzie, attempted to usurp the Mackenzie lands and installed his own constable in Eilean Donan, Malcolm Mac Ian Charrich Macrae. Hector's lawless activities caused

title: "Eilean Donan" content: of Killin obtained a further charter of Kintail and Eilean Donan in 1509. In 1539, Donald Gorm Macdonald of Sleat ravaged the lands of MacLeod of Dunvegan on Skye, and then attacked the Mackenzie lands of Kinlochewe, where Miles (Maolmure), brother of Christopher Macrae, was killed. After a series of retaliatory raids, Donald Gorm learned that Eilean Donan was weakly garrisoned and launched a surprise attack. In fact, only two people were in the castle: the recently appointed constable Iain Dubh Matheson and the warden. Duncan MacGillechriosd of the Clan Macrae, son of the former constable, arrived at the start

title: "Eilean Donan" content: of the attack and killed several MacDonalds at the postern gate. Arrows launched by the attackers killed Matheson and the warden, but MacGillechriosd managed to hit Donald Gorm with his last arrow, fatally wounding Gorm, and the Macdonalds retreated. Duncan MacGillechriosd expected to be appointed as the new constable but was considered too headstrong: the local clergyman John MacMhurchaidh Dhuibh (John Murchison) was appointed as a compromise between rival Macrae and Maclennan interests. Furious at this treatment, MacGillechriosd left Kintail and joined the service of Lord Lovat, though he eventually returned to settle at Inverinate. Meanwhile, an aggrieved Maclennan apparently

title: "Eilean Donan" content: was succeeded as constable by the Rev. Murdoch Murchison, minister of Kintail. The Rev. Farquhar Macrae, son of Christopher Macrae, was born at the castle in 1580. After attending Edinburgh University and taking holy orders, in 1618 he was appointed constable of the castle and minister of Kintail on the death of Murdoch Murchison. Colin Mackenzie of Kintail was created Earl of Seaforth in 1623. He lived mainly at Chanonry of Ross in Fortrose, but made regular visits to Eilean Donan where the constable was required to entertain him and his retinue of between 300 and 500 retainers, as well

title: "Eilean Donan" content: was thus the last constable to dwell in Eilean Donan until its reconstruction, although he retained the ministry of Kintail until his death in 1662, at the age of 82. After this time, the castle was briefly occupied by the Earl of Balcarres and his wife, who were in the Highlands in support of the Earl of Glencairn's royalist uprising, although Balcarres later disagreed with Glencairn and departed. In June 1654 General Monck, Oliver Cromwell's military governor in Scotland, marched through Kintail while suppressing the uprising. His troops destroyed much property, and stole 360 of Farquhar Macrae's cattle, though only

Answer: Kintail

Answer: Kintail


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

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

title: "Ailsa Craig" content: Ailsa Craig Ailsa Craig (; ) is an island of in the outer Firth of Clyde, west of mainland Scotland, upon which blue hone granite has long been quarried to make curling stones. The now uninhabited island is formed from the volcanic plug of an extinct volcano. The island, colloquially known as "Paddy's milestone", was a haven for Catholics during the Scottish Reformation in the 16th century, but is today a bird sanctuary, providing a home for huge numbers of gannets and an increasing number of puffins. An early reference to the rock is made by Sir Donald Monro, Archdeacon

title: "Ailsa Craig" content: of being the most conspicuous landmark in the channel between Ireland and Scotland, the island is known by a number of different names; The Bass Rock is sometimes nicknamed "the Ailsa Craig of the East", although its prominence in the Firth of Forth is not as great as that of Ailsa Craig in the Firth of Clyde. A number of features and places on the island have acquired names, Gaelic in most cases, such as Craigna'an (cliff of birds); Trammins (place of Elder trees); Balvar (big round cliff); Garryloo (rough hill) and Ashydoo (black hill). Some names seem self-explanatory and

title: "Ailsa Craig" content: to shift and help from the mainland was required to extract the body of the unfortunate victim. In 1887 a ten-year-old boy died whilst collecting eggs at the West Craigs. Ailsa Craig Ailsa Craig (; ) is an island of in the outer Firth of Clyde, west of mainland Scotland, upon which blue hone granite has long been quarried to make curling stones. The now uninhabited island is formed from the volcanic plug of an extinct volcano. The island, colloquially known as "Paddy's milestone", was a haven for Catholics during the Scottish Reformation in the 16th century, but is today

Answer: Firth of Clyde

Answer: Firth of Clyde


Question: Who commissioned this facility?

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

title: "Battersea Power Station" content: under public ownership. Several of the private power companies reacted to the proposal by forming the London Power Company (LPC). They planned to heed parliament's recommendations and build a small number of very large stations. The London Power Company's first of these super power stations was planned for the Battersea area, on the south bank of the River Thames in London. The proposal was made in 1927, for a station built in two stages and capable of generating 400 megawatts (MW) of electricity when complete. The site chosen was a plot of land which had been the site of the

title: "Battersea Power Station" content: fifth of London's electricity needs (with the remainder supplied by 28 smaller stations). It was also the most thermally efficient power station in the world when it opened. The A Station had been operated by the London Power Company, but by the time the B Station was completed, the UK's electric supply industry had been nationalised, and ownership of the two stations had passed into the hands of the British Electricity Authority in 1948. In 1955, this became the Central Electricity Authority, which in turn became the Central Electricity Generating Board in 1957. On 20 April 1964, the power station

title: "Battersea Power Station" content: was the site of a fire that caused power failures throughout London, including at the BBC Television Centre, which was due to launch BBC Two that night. The launch was delayed until the following day at 11 am. Both of the stations were designed by a team of architects and engineers. The team was headed by Dr. Leonard Pearce, the chief engineer of the London Power Company, but a number of other notable engineers were also involved, including Henry Newmarch Allott, and T. P. O'Sullivan who was later responsible for the Assembly Hall at Filton. J. Theo Halliday was employed

title: "Battersea Power Station" content: an overhead gantry and a conveyor belt attached to the conveyor belt system for moving coal to the boiler rooms. Water, essential to a thermal power station, is used to condense steam from the steam turbines before it is returned to the boiler. Water cycled through the power station's systems was taken from the Thames. The station could extract an average of of water from the river each day. Once the water had been through the station's systems, it was cooled and discharged into the river. After the end of World War II, the London Power Company used the waste

title: "Battersea Power Station" content: heat to supply the Pimlico District Heating Undertaking, which started operating in 1950. The reduction of sulphur emissions was an important factor from when the station was in the design stages, as it was one of the main concerns of the protesters. The London Power Company developed an experimental technique for washing flue gases in 1925. It used water and alkaline sprays over scrubbers of steel and timber in flue ducts. The gases were subject to continuous washing, and in the presence of the catalyst iron oxide, sulphur dioxide was converted into sulphuric acid. Battersea Power Station was one of

Answer: London Power Company

Answer: London Power Company


Question: Who is the manufacturer of this aircraft?

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

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: who/what operates this aircraft?

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

title: "Boeing 767" content: the 777, a larger wide-body twinjet. In the 1990s, the 767 became the most frequently used airliner for transatlantic flights between North America and Europe. The 767 is the first twinjet wide-body type to reach 1,000 aircraft delivered. , Boeing has received 1,224 orders for the 767 from 74 customers with 1,118 delivered. A total of 742 of these aircraft were in service in July 2018. The most popular variant is the 767-300ER with 583 delivered. Delta Air Lines is the largest operator with 77 aircraft. Competitors have included the Airbus A300, A310, and A330-200. Non-passenger variants of the 767

title: "Boeing 767" content: similar to the one which had debuted on the Airbus A300, became the baseline configuration. The decision to use two engines reflected increased industry confidence in the reliability and economics of new-generation jet powerplants. While airline requirements for new wide-body aircraft remained ambiguous, the 7X7 was generally focused on mid-size, high-density markets. As such, it was intended to transport large numbers of passengers between major cities. Advancements in civil aerospace technology, including high-bypass-ratio turbofan engines, new flight deck systems, aerodynamic improvements, and lighter construction materials were to be applied to the 7X7. Many of these features were also included in

title: "Boeing 767" content: differentiation purposes. The 767 was officially launched on July 14, 1978, when United Airlines ordered 30 of the 767-200 variant, followed by 50 more 767-200 orders from American Airlines and Delta Air Lines later that year. The 767-100 was ultimately not offered for sale, as its capacity was too close to the 757's seating, while the 777 trijet was eventually dropped in favor of standardizing around the twinjet configuration. In the late 1970s, operating cost replaced capacity as the primary factor in airliner purchases. As a result, the 767's design process emphasized fuel efficiency from the outset. Boeing targeted a

title: "Boeing 767" content: 20 to 30 percent cost saving over earlier aircraft, mainly through new engine and wing technology. As development progressed, engineers used computer-aided design for over a third of the 767's design drawings, and performed 26,000 hours of wind tunnel tests. Design work occurred concurrently with the 757 twinjet, leading Boeing to treat both as almost one program to reduce risk and cost. Both aircraft would ultimately receive shared design features, including avionics, flight management systems, instruments, and handling characteristics. Combined development costs were estimated at $3.5 to $4 billion. Early 767 customers were given the choice of Pratt & Whitney

title: "Boeing 767" content: in July 1979. The prototype aircraft, registered N767BA and equipped with JT9D turbofans, rolled out on August 4, 1981. By this time, the 767 program had accumulated 173 firm orders from 17 customers, including Air Canada, All Nippon Airways, Britannia Airways, Transbrasil, and Trans World Airlines (TWA). On September 26, 1981, the prototype took its maiden flight under the command of company test pilots Tommy Edmonds, Lew Wallick, and John Brit. The maiden flight was largely uneventful, save for the inability to retract the landing gear because of a hydraulic fluid leak. The prototype was used for subsequent flight tests.

title: "Boeing 767" content: The 10-month 767 flight test program utilized the first six aircraft built. The first four aircraft were equipped with JT9D engines, while the fifth and sixth were fitted with CF6 engines. The test fleet was largely used to evaluate avionics, flight systems, handling, and performance, while the sixth aircraft was used for route-proving flights. During testing, pilots described the 767 as generally easy to fly, with its maneuverability unencumbered by the bulkiness associated with larger wide-body jets. Following 1,600 hours of flight tests, the JT9D-powered 767-200 received certification from the US Federal Aviation Administration (FAA) and the UK Civil Aviation

title: "Boeing 767" content: Authority (CAA) in July 1982. The first delivery occurred on August 19, 1982, to United Airlines. The CF6-powered 767-200 received certification in September 1982, followed by the first delivery to Delta Air Lines on October 25, 1982. The 767 entered service with United Airlines on September 8, 1982. The aircraft's first commercial flight used a JT9D-powered 767-200 on the Chicago-to-Denver route. The CF6-powered 767-200 commenced service three months later with Delta Air Lines. Upon delivery, early 767s were mainly deployed on domestic routes, including US transcontinental services. American Airlines and TWA began flying the 767-200 in late 1982, while Air

title: "Boeing 767" content: extended-range twin-engine operational performance standards (ETOPS) regulations, the FAA's safety rules governing transoceanic flights by aircraft with two engines. Before the 767, overwater flight paths of twinjets could be no more than 90 minutes away from diversion airports. In May 1985, the FAA granted its first approval for 120-minute ETOPS flights to 767 operators, on an individual airline basis starting with TWA, provided that the operator met flight safety criteria. This allowed the aircraft to fly overseas routes at up to two hours' distance from land. The larger safety margins were permitted because of the improved reliability demonstrated by the

title: "Boeing 767" content: proposing larger models, including a partial double-deck version informally named the "Hunchback of Mukilteo" (from a town near Boeing's Everett factory) with a 757 body section mounted over the aft main fuselage. In 1986, Boeing proposed the 767-X, a revised model with extended wings and a wider cabin, but received little interest. By 1988, the 767-X had evolved into an all-new twinjet, which revived the 777 designation. Until the 777's 1995 debut, the 767-300 and 767-300ER remained Boeing's second-largest wide-bodies behind the 747. Buoyed by a recovering global economy and ETOPS approval, 767 sales accelerated in the mid-to-late 1980s; 1989

title: "Boeing 767" content: flights to secondary population centers, thereby eliminating the need for connecting flights. The increased number of cities receiving non-stop services caused a paradigm shift in the airline industry as point-to-point travel gained prominence at the expense of the traditional hub-and-spoke model. In February 1990, the first 767 equipped with Rolls-Royce RB211 turbofans, a 767-300, was delivered to British Airways. Six months later, the carrier temporarily grounded its entire 767 fleet after discovering cracks in the engine pylons of several aircraft. The cracks were related to the extra weight of the RB211 engines, which are heavier than other 767 engines. During

title: "Boeing 767" content: the , an Airborne Early Warning and Control (AWACS) variant based on the 767-200ER. The first two , featuring extensive modifications to accommodate surveillance radar and other monitoring equipment, were delivered in 1998 to the Japan Self-Defense Forces. In November 1995, after abandoning development of a smaller version of the 777, Boeing announced that it was revisiting studies for a larger 767. The proposed 767-400X, a second stretch of the aircraft, offered a 12 percent capacity increase versus the 767-300, and featured an upgraded flight deck, enhanced interior, and greater wingspan. The variant was specifically aimed at Delta Air Lines'

title: "Boeing 767" content: pending replacement of its aging Lockheed L-1011 TriStars, and faced competition from the A330-200, a shortened derivative of the Airbus A330. In March 1997, Delta Air Lines launched the 767-400ER when it ordered the type to replace its L-1011 fleet. In October 1997, Continental Airlines also ordered the 767-400ER to replace its McDonnell Douglas DC-10 fleet. The type completed its first flight on October 9, 1999, and entered service with Continental Airlines on September 14, 2000. In the early 2000s, cumulative 767 deliveries approached 900, but new sales declined during an airline industry downturn. In 2001, Boeing dropped plans for

title: "Boeing 767" content: KC-767s to replace its aging KC-135 tankers. The plan was suspended in March 2004 amid a conflict of interest scandal, resulting in multiple US government investigations and the departure of several Boeing officials, including Philip Condit, the company's chief executive officer, and chief financial officer Michael Sears. The first KC-767s were delivered in 2008 to the Japan Self-Defense Forces. In late 2002, after airlines expressed reservations about its emphasis on speed over cost reduction, Boeing halted development of the Sonic Cruiser. The following year, the manufacturer announced the 7E7, a mid-size 767 successor made from composite materials which promised to

title: "Boeing 767" content: orders for the 767 declined from 24 in 2008 to just three in 2010. During the same period, operators upgraded aircraft already in service; in 2008, the first 767-300ER retrofitted with blended winglets from Aviation Partners Incorporated debuted with American Airlines. The manufacturer-sanctioned winglets, at in height, improved fuel efficiency by an estimated 6.5 percent. Other carriers including All Nippon Airways and Delta Air Lines also ordered winglet kits. On February 2, 2011, the 1,000th 767 rolled out, destined for All Nippon Airways. The aircraft was the 91st 767-300ER ordered by the Japanese carrier, and with its completion the 767

title: "Boeing 767" content: became the second wide-body airliner to reach the thousand-unit milestone after the 747. The 1,000th aircraft also marked the last model produced on the original 767 assembly line. Beginning with the 1,001st aircraft, production moved to another area in the Everett factory which occupied about half of the previous floor space. The new assembly line made room for 787 production and aimed to boost manufacturing efficiency by over twenty percent. At the inauguration of its new assembly line, the 767's order backlog numbered approximately 50, only enough for production to last until 2013. Despite the reduced backlog, Boeing officials expressed

title: "Boeing 767" content: parts as the 757. A raised cockpit floor and the same forward cockpit windows result in similar pilot viewing angles. Related design and functionality allows 767 pilots to obtain a common type rating to operate the 757 and share the same seniority roster with pilots of either aircraft. The original 767 flight deck uses six Rockwell Collins CRT screens to display Electronic flight instrument system (EFIS) and engine indication and crew alerting system (EICAS) information, allowing pilots to handle monitoring tasks previously performed by the flight engineer. The CRTs replace conventional electromechanical instruments found on earlier aircraft. An enhanced flight

title: "Boeing 767" content: 2012, Boeing and Rockwell Collins launched a further 787-based cockpit upgrade for the 767, featuring three landscape-format LCD screens that can display two windows each. The 767 is equipped with three redundant hydraulic systems for operation of control surfaces, landing gear, and utility actuation systems. Each engine powers a separate hydraulic system, and the third system uses electric pumps. A ram air turbine provides power for basic controls in the event of an emergency. An early form of fly-by-wire is employed for spoiler operation, utilizing electric signaling instead of traditional control cables. The fly-by-wire system reduces weight and allows independent

title: "Boeing 767" content: overhead bins and more lavatories per passenger than previous aircraft. The bins are wider to accommodate garment bags without folding, and strengthened for heavier carry-on items. A single, large galley is installed near the aft doors, allowing for more efficient meal service and simpler ground resupply. Passenger and service doors are an overhead plug type, which retract upwards, and commonly used doors can be equipped with an electric-assist system. In 2000, a 777-style interior, known as the Boeing Signature Interior, debuted on the 767-400ER. Subsequently, adopted for all new-build 767s, the Signature Interior features even larger overhead bins, indirect lighting,

title: "Boeing 767" content: conversions of passenger 767-200 and 767-300 models. When referring to different variants, Boeing and airlines often collapse the model number (767) and the variant designator (e.g. –200 or –300) into a truncated form (e.g. "762" or "763"). Subsequent to the capacity number, designations may append the range identifier. The International Civil Aviation Organization (ICAO) aircraft type designator system uses a similar numbering scheme, but adds a preceding manufacturer letter; all variants based on the 767-200 and 767-300 are classified under the codes "B762" and "B763"; the 767-400ER receives the designation of "B764". The 767-200 was the original model and entered

title: "Boeing 767" content: PW4000, General Electric CF6, or Rolls-Royce RB211 engines. the 767-300ER comes in three exit configurations: the baseline configuration has four main cabin doors and four over-wing window exits, the second configuration has six main cabin doors and two over-wing window exits; and the third configuration has six main cabin doors, as well as two smaller doors that are located behind the wings. Typical routes for the type include Los Angeles to Frankfurt. The combination of increased capacity and range offered by the 767-300ER has been particularly attractive to both new and existing 767 operators. It is the most successful version

title: "Boeing 767" content: deck, with a total cargo volume of . The freighter has a main deck cargo door and crew exit, while the lower deck features two port-side cargo doors and one starboard cargo door. A general market version with onboard freight-handling systems, refrigeration capability, and crew facilities was delivered to Asiana Airlines on August 23, 1996. , 767-300F deliveries stand at 144 with 68 unfilled orders. Airlines operated 222 examples of the freighter variant and freighter conversions in July 2018. In June 2008, All Nippon Airways took delivery of the first 767-300BCF (Boeing Converted Freighter), a modified passenger-to-freighter model. The conversion

title: "Boeing 767" content: developed, while a longer-range version, the 767-400ERX, was offered for sale in 2000 before it was cancelled a year later, leaving the 767-400ER as the sole version of the largest 767. Boeing dropped the 767-400ER and the -200ER from its pricing list in 2014. A total of 37 aircraft were delivered to the variant's two airline customers, Continental Airlines (now merged with United Airlines) and Delta Air Lines, with no unfilled orders. All 37 examples of the -400ER were in service in July 2018. One additional example was produced as a military testbed, and later sold as a VIP transport.

title: "Boeing 767" content: supplement its 767 fleet, but after Boeing cancelled the type's development in 2001, switched the order to the 777-200ER. The Northrop Grumman E-10 MC2A was to be a 767-400ER-based replacement for the USAF's 707-based E-3 Sentry AWACS, Northrop Grumman E-8 Joint STARS, and RC-135 SIGINT aircraft. The E-10 MC2A would have included an all-new AWACS system, with a powerful active electronically scanned array (AESA) that was also capable of jamming enemy aircraft or missiles. One 767-400ER aircraft was produced as a testbed for systems integration, but the program was terminated in January 2009 and the prototype was sold to Bahrain

title: "Boeing 767" content: as a VIP transport. In July 2018, 742 aircraft were in airline service: 73 -200s, 632 -300 and 37 -400 with 65 -300F on order; the largest operators are Delta Air Lines (77), FedEx (60; largest cargo operator), UPS Airlines (59), United Airlines (51), Japan Airlines (35), All Nippon Airways (34). The type's competitors included the Airbus A300 and A310. The largest customers are Delta Air Lines with 117 orders, FedEx Express (119), All Nippon Airways (96), American Airlines (88) and United Airlines (82). Delta and United are the only customers of all -200, -300 and -400 passenger variants. In

title: "Boeing 767" content: July 2015, FedEx placed a firm order for 50 Boeing 767 freighters with deliveries from 2018 to 2023. Boeing 767 orders and deliveries (cumulative, by year): , the Boeing 767 has been in 45 aviation occurrences, including 16 hull-loss accidents. Six fatal crashes, including three hijackings, have resulted in a total of 851 occupant fatalities. The 767's first incident was Air Canada Flight 143, a 767-200, on July 23, 1983. The airplane ran out of fuel in-flight and had to glide with both engines out for almost to an emergency landing at Gimli, Manitoba, Canada. The pilots used the aircraft's

title: "Boeing 767" content: ram air turbine to power the hydraulic systems for aerodynamic control. There were no fatalities and only minor injuries. This aircraft was nicknamed "Gimli Glider" after its landing site. The aircraft, registered C-GAUN, continued flying for Air Canada until its retirement in January 2008. The airliner's first fatal crash, Lauda Air Flight 004, occurred near Bangkok on May 26, 1991, following the in-flight deployment of the left engine thrust reverser on a 767-300ER; none of the 223 aboard survived; as a result of this accident all 767 thrust reversers were deactivated until a redesign was implemented. Investigators determined that an

title: "Boeing 767" content: electronically controlled valve, common to late-model Boeing aircraft, was to blame. A new locking device was installed on all affected jetliners, including 767s. On October 31, 1999, EgyptAir Flight 990, a 767-300ER, crashed off Nantucket Island, Massachusetts, in international waters killing all 217 people on board. The US National Transportation Safety Board (NTSB) concluded "not determined", but determined the probable cause to be due to a deliberate action by the first officer; Egypt disputed this conclusion. On April 15, 2002, Air China Flight 129, a 767-200ER, crashed into a hill amid inclement weather while trying to land at Gimhae International

title: "Boeing 767" content: Airport in Busan, South Korea. The crash resulted in the death of 129 of the 166 people on board, and the cause was attributed to pilot error. The 767 has been involved in six hijackings, three resulting in loss of life, for a combined total of 282 occupant fatalities. On November 23, 1996, Ethiopian Airlines Flight 961, a 767-200ER, was hijacked and crash-landed in the Indian Ocean near the Comoros Islands after running out of fuel, killing 125 out of the 175 persons on board; survivors have been rare among instances of land-based aircraft ditching on water. Two 767s were

title: "Boeing 767" content: backup system was inoperative due to an accidentally deactivated circuit breaker. In January 2014, the US Federal Aviation Administration issued a directive that ordered inspections of the elevators on more than 400 767s beginning in March 2014; the focus is on fasteners and other parts that can fail and cause the elevators to jam. The issue was first identified in 2000 and has been the subject of several Boeing service bulletins. The inspections and repairs are required to be completed within six years. The aircraft has also had multiple occurrences of "uncommanded escape slide inflation" during maintenance or operations, and

title: "Boeing 767" content: roll off the assembly line, older models have been retired and stored or scrapped. One complete aircraft, N102DAthe first 767-200 to operate for Delta Air Lines and the twelfth example built, is currently on display. It was withdrawn from use and stored at Hartsfield–Jackson Atlanta International Airport in 2006. The exhibition aircraft, named "The Spirit of Delta" by the employees who helped purchase it in 1982, underwent restoration at the Delta Flight Museum in Atlanta, Georgia. The restoration was completed in 2010. Boeing 767 The Boeing 767 is a mid- to large-size, mid- to long-range, wide-body twin-engine jet airliner built

Answer: British Airways

Answer: Delta Air Lines

Answer: BAW

Answer: British Airways plc

Answer: Delta Air Lines, Inc

Answer: DAL

Answer: Delta Airlines

Answer: Delta Air Line

Answer: Delta Air lines

Answer: @Delta

Answer: Delta Air Lines

Answer: Delta.com

Answer: DL

Answer: Delta Air Lines Incorporated

Answer: BA

Answer: Delta Air Lines, Inc.

Answer: Delta

Answer: Delta Air Lines Inc

Answer: British Airways

Answer: Delta (airline)

Answer: Delta Air Lines Inc.


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

Instruction: With the provided image, gather documents that offer a solution to the 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 equipment or engine is used by this aircraft to provide power?

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

title: "Embraer EMB 120 Brasilia" content: were collected and incorporated to EMB 120 design. Thus, a completely new aircraft – no longer related to the 12X family – was launched. No common parts from EMB 121 Xingu were used, and the capacity was revised from 24 to 30 seats. Originally designed to utilise the new 1500 shp Pratt & Whitney Canada PW115 turboprop, it was later upgraded to the 1892 eshp PW118. The Brasilia attracted immediate interest from many regional airlines, particularly in the US. The size, speed and ceiling allowed faster and more direct services around the US and Europe, compared to similar aircraft. The

Answer: PW118

Answer: PW118

Answer: Pratt & Whitney Canada PW118