Question: What is this plant named after?

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title: Banksia content: Banksia Banksia is a genus of around 170 species in the plant family Proteaceae. These Australian wildflowers and popular garden plants are easily recognised by their characteristic flower spikes and fruiting "cones" and heads. "Banksias" range in size from prostrate woody shrubs to trees up to 30 metres tall. They are found in a wide variety of landscapes; sclerophyll forest, (occasionally) rainforest, shrubland, and some more arid landscapes, though not in Australia's deserts. Heavy producers of nectar, "banksias" are a vital part of the food chain in the Australian bush. They are an important food source for all sorts of

title: Banksia content: nectarivorous animals, including birds, bats, rats, possums, stingless bees and a host of invertebrates. Furthermore, they are of economic importance to Australia's nursery and cut flower industries. However these plants are threatened by a number of processes including land clearing, frequent burning and disease, and a number of species are rare and endangered. "Banksias" grow as trees or woody shrubs. Trees of the largest species, "B. integrifolia" (coast banksia) and "B. seminuda" (river banksia), often grow over 15 metres tall, some even grow to standing 30 metres tall. "Banksia" species that grow as shrubs are usually erect, but there are

title: Banksia content: several species that are prostrate, with branches that grow on or below the soil. The leaves of "Banksia" vary greatly between species. Sizes vary from the narrow, 1–1½ centimetre long needle-like leaves of "B. ericifolia" (heath-leaved banksia), to the very large leaves of "B. grandis" (bull banksia), which may be up to 45 centimetres long. The leaves of most species have serrated edges, but a few, such as "B. integrifolia", do not. Leaves are usually arranged along the branches in irregular spirals, but in some species they are crowded together in whorls. Many species have differing juvenile and adult leaves

title: Banksia content: (e.g., "Banksia integrifolia" has large serrated juvenile leaves). The flowers are arranged in flower spikes or capitate flower heads. The character most commonly associated with "Banksia" is the flower spike, an elongated inflorescence consisting of a woody axis covered in tightly-packed pairs of flowers attached at right angles. A single flower spike generally contains hundreds or even thousands of flowers; the most recorded is around 6000 on inflorescences of "B. grandis". Not all "Banksia" have an elongate flower spike, however: the members of the small "Isostylis" complex have long been recognised as "Banksia"s in which the flower spike has been

title: Banksia content: reduced to a head; and recently the large genus "Dryandra" has been found to have arisen from within the ranks of "Banksia", and sunk into it as "B." ser. "Dryandra". They similarly have capitate flower heads rather than spikes. "Banksia" flowers are usually a shade of yellow, but orange, red, pink and even violet flowers also occur. The colour of the flowers is determined by the colour of the perianth parts and often the style. The style is much longer than the perianth, and is initially trapped by the upper perianth parts. These are gradually released over a period of

title: Banksia content: days, either from top to bottom or from bottom to top. When the styles and perianth parts are different colours, the visual effect is of a colour change sweeping along the spike. This can be most spectacular in "B. prionotes" (acorn banksia) and related species, as the white inflorescence in bud becomes a brilliant orange. In most cases, the individual flowers are tall, thin saccate (sack-shaped) in shape. Occasionally, multiple flower spikes can form. This is most often seen in "Banksia marginata" and "B. ericifolia" "(pictured right)". As the flower spikes or heads age, the flower parts dry up and

title: Banksia content: may turn shades of orange, tan or dark brown colour, before fading to grey over a period of years. In some species, old flower parts are lost, revealing the axis; in others, the old flower parts may persist for many years, giving the fruiting structure a hairy appearance. Old flower spikes are commonly referred to as "cones", although they are not technically cones according to the botanical definition of the term: cones only occur in conifers and cycads. Despite the large number of flowers per inflorescence, only a few of them ever develop fruit, and in some species a flower

title: Banksia content: spike will set no fruit at all. The fruit of "Banksia" is a woody follicle embedded in the axis of the inflorescence. In many species, the resulting structure is a massive woody structure commonly called a cone. Each follicle consists of two horizontal valves that tightly enclose the seeds. The follicle opens to release the seed by splitting along the suture, and in some species each valve splits too. In some species the follicles open as soon as the seed is mature, but in most species most follicles open only after stimulated to do so by bushfire. Each follicle usually

title: Banksia content: contains one or two small seeds, each with a wedge-shaped papery wing that causes it to spin as it falls to the ground. Specimens of "Banksia" were first collected by Sir Joseph Banks and Dr Daniel Solander, naturalists on the "Endeavour" during Lieutenant (later Captain) James Cook's first voyage to the Pacific Ocean. Cook landed on Australian soil for the first time on 29 April 1770, at a place that he later named Botany Bay in recognition of "the great quantity of plants Mr Banks and Dr Solander found in this place". Over the next seven weeks, Banks and Solander

title: Banksia content: collected thousands of plant specimens, including the first specimens of a new genus that would later be named "Banksia" in Banks' honour. Four species were present in this first collection: "B. serrata" (Saw Banksia), "B. integrifolia" (Coast Banksia), "B. ericifolia" (Heath-leaved Banksia) and "B. robur" (Swamp Banksia). In June the ship was careened at Endeavour River, where specimens of "B. dentata" (Tropical Banksia) were collected. The genus "Banksia" was finally described and named by Carolus Linnaeus the Younger in his April 1782 publication "Supplementum Plantarum"; hence the full name for the genus is ""Banksia" L.f.". Linnaeus placed the genus in

title: Banksia content: class Tetrandra, order Monogynia of his father's classification, and named it in honour of Banks. The name "Banksia" had in fact already been published in 1775 as "Banksia" J.R.Forst & G.Forst, referring to some New Zealand species that the Forsters had collected during Cook's second voyage. However Linnaeus incorrectly attributed the Forsters' specimens to the genus "Passerina", and therefore considered the name "Banksia" available for use. By the time Joseph Gaertner corrected Banks' error in 1788, "Banksia" L.f. was widely known and accepted, so Gaertner renamed "Banksia" J.R.Forst & G.Forst to "Pimelea", a name previously chosen for the genus by

title: Banksia content: Banks and Solander. The first specimens of a "Dryandra" were collected by Archibald Menzies, surgeon and naturalist to the Vancouver Expedition. At the request of Joseph Banks, Menzies collected natural history specimens wherever possible during the voyage. During September and October 1791, while the expedition were anchored at King George Sound, he collected numerous plant specimens, including the first specimens of "Dryandra ("now" Banksia) sessilis" (Parrotbush) and "D. ("now" Banksia) pellaeifolia". Upon Menzies' return to England, he turned his specimens over to Banks; as with most other specimens in Banks' library, they remained undescribed for many years. Robert Brown gave

title: Banksia content: a lecture, naming the new genus "Dryandra" in 1809, however Joseph Knight published the name "Josephia" before Brown published his paper with the description of "Dryandra". Brown ignored Knight's name, as did subsequent botanists. In 1891, Otto Kuntze proposed to enforce the right of precedent of "Banksia" J.R.Forst & G.Forst, renaming "Pimelea" to "Banksia", and proposing the name "Sirmuellera" Kuntze in place of "Banksia" L.f. This challenge failed, as did James Britten's 1905 challenge. In 1940, "Banksia" L.f. was formally conserved against "Banksia" J.R.Forst. & G.Forst by Thomas Sprague. "Banksia" belongs to the family Proteaceae, subfamily Grevilleoideae, and tribe Banksieae.

title: Banksia content: There are around 170 species. The closest relatives of "Banksia" are two genera of rainforest trees in North Queensland ("Musgravea" and "Austromuellera"). Alex George arranged the genus into two subgenera—subgenus "Isostylis" (containing "B. ilicifolia", "B. oligantha" and "B. cuneata") and subgenus "Banksia" (containing all other species except those he considered dryandras)—in his 1981 monograph and 1999 treatment for the Flora of Australia series. He held that flower morphology was the key to relationships in the genus. Austin Mast and Kevin Thiele published the official merging of "Dryandra" within "Banksia" in 2007, recalibrating the genus into subgenus "Banksia" and subgenus "Spathulatae".

title: Banksia content: All but one of the living "Banksia" species are endemic to Australia. The exception is "B. dentata" (tropical banksia), which occurs throughout northern Australia, and on islands to the north including New Guinea and the Aru Islands. An extinct species, "B. novae-zelandiae", were found in New Zealand. The other species occur in two distinct geographical regions: southwest Western Australia and eastern Australia. Southwest Western Australia is the main centre of biodiversity; over 90% of all "Banksia" species occur only there, from Exmouth in the north, south and east to beyond Esperance on the south coast. Eastern Australia has far fewer

title: Banksia content: species, but these include some of best known and most widely distributed species, including "B. integrifolia" (coast banksia) and "B. spinulosa" (hairpin banksia). Here they occur from the Eyre Peninsula in South Australia right around the east coast up to Cape York in Queensland. The vast majority of "Banksia" are found in sandy or gravelly soils, though some populations of "B. marginata" (silver banksia) and "B. spinulosa" do occur on heavier, more clay-like, soils. "B. seminuda" is exceptional for its preference for rich loams along watercourses. Most occur in heathlands or low woodlands; of the eastern species, "B. integrifolia" and

title: Banksia content: "B. marginata" occur in forests; many south-western species such as "B. grandis", "B. sphaerocarpa", "B. sessilis", "B. nobilis" and "B. dallanneyi" grow as understorey plants in jarrah ("Eucalyptus marginata"), wandoo ("E. wandoo") and karri ("E. diversicolor") forests, with "B. seminuda" being one of the forest trees in suitable habitat. Most species do not grow well near the coast, notable exceptions being the southern Western Australian species "B. speciosa", "B. praemorsa" and "B. repens". Only a few species, such as "B. rosserae" and "B. elderiana" (swordfish banksia), occur in arid areas. Most of the eastern Australian species survive in uplands, but

title: Banksia content: only a few of the Western Australian species native to the Stirling Ranges – "B. solandri", "B. oreophila", "B. brownii" and "B. montana" – survive at high altitudes. Studies of the south-western species have found the distribution of "Banksia" species to be primarily constrained by rainfall. With the exception of "B. rosserae", no species tolerates annual rainfall of less than 200 millimetres, despite many species surviving in areas that receive less than 400 millimetres. "Banksia" species are present throughout the region of suitable rainfall, with greatest speciation in cooler, wetter areas. Hotter, drier regions around the edges of its range

title: Banksia content: tend to have fewer species with larger distributions. The greatest species richness occurs in association with uplands, especially the Stirling Range. There are many fossils of "Banksia". The oldest of these are fossil pollen between 65 and 59 million years old. There are fossil leaves between 59 and 56 million years old found in southern New South Wales. The oldest fossil cones are between 47.8 and 41.2 million years old, found in Western Australia. Although "Banksia" is now only native to Australia and New Guinea, there are fossils from New Zealand, between 21 and 25 million years old. Evolutionary scientists

title: Banksia content: Marcell Cardillo and Renae Pratt have proposed a southwest Australian origin for banksias despite their closest relatives being north Queensland rainforest species. "Banksia"s are heavy producers of nectar, making them an important source of food for nectivorous animals, including honeyeaters and small mammals such as rodents, antechinus, honey possums, pygmy possums, gliders and bats. Many of these animals play a role in pollination of "Banksia". Various studies have shown mammals and birds to be important pollinators. In 1978 Carpenter observed that some "banksias" had a stronger odour at night, possibly to attract nocturnal mammal pollinators. Other associated fauna include the

title: Banksia content: larvae of moths (such as the Dryandra Moth) and weevils, which burrow into the "cones" to eat the seeds and pupate in the follicles; and birds such as cockatoos, who break off the "cones" to eat both the seeds and the insect larvae. A number of "Banksia" species are considered rare or endangered. These include "B. brownii" (Feather-leaved Banksia), "B. cuneata" (Matchstick Banksia), "B. goodii" (Good's Banksia), "B. oligantha" (Wagin Banksia), "B. tricuspis" (Pine Banksia), and "B. verticillata" (Granite Banksia). "Banksia" plants are naturally adapted to the presence of regular bushfires in the Australian landscape. About half of "Banksia" species

title: Banksia content: are killed by bushfire, but these regenerate quickly from seed, as fire also stimulates the opening of seed-bearing follicles and the germination of seed in the ground. The remaining species usually survive bushfire, either by resprouting from a woody base known as a lignotuber or, more rarely, epicormic buds protected by thick bark. In Western Australia, "banksias" of the first group are known as 'seeders' and the second group as 'sprouters'. Infrequent bushfires at expected intervals pose no threat, and are in fact beneficial for regeneration of "banksia" populations. However, too frequent bushfires can seriously reduce or even eliminate populations

title: Banksia content: from certain areas, by killing seedlings and young plants before they reach fruiting age. Many fires near urban areas are caused by arson, and thus the frequency is often much higher than fires would have been prior to human habitation. Furthermore, residents who live in areas near bushland may pressure local councils to burn areas near homes more frequently, to reduce fuel-load in the bush and thus reduce ferocity of future fires. Unfortunately there are often discrepancies in agreed frequency between these groups and conservation groups. Another threat to "Banksia" is the water mould "Phytophthora cinnamomi", commonly known as "dieback".

title: Banksia content: Dieback attacks the roots of plants, destroying the structure of the root tissues, "rotting" the root, and preventing the plant from absorbing water and nutrients. "Banksia"'s proteoid roots, which help it to survive in low-nutrient soils, make it highly susceptible to this disease. All Western Australian species are vulnerable, although most eastern species are fairly resistant. Vulnerable plants typically die within a few years of infection. In southwest Western Australia, where dieback infestation is widespread, infested areas of "Banksia" forest typically have less than 30% of the cover of uninfested areas. Plant deaths in such large proportions can have a

title: Banksia content: profound influence on the makeup of plant communities. For example, in southwestern Australia "Banksia" often occurs as an understorey to forests of Jarrah ("Eucalyptus marginata"), another species highly vulnerable to dieback. Infestation kills both the Jarrah overstorey and the original "Banksia" understorey, and over time these may be replaced by a more open woodland consisting of an overstorey of the resistant Marri ("Corymbia calophylla"), and an understorey of the somewhat resistant "Banksia sessilis" (Parrotbush). A number of species of "Banksia" are threatened by dieback. Nearly every known wild population of "B. brownii" shows some signs of dieback infection, which could

title: Banksia content: possibly wipe it out within years. Other vulnerable species include "B. cuneata", and "B. verticillata". Dieback is notoriously difficult to treat, although there has been some success with phosphite and phosphorous acid, which are currently used to inoculate wild "B. brownii" populations. However this is not without potential problems as it alters the soil composition by adding phosphorus. Some evidence suggests that phosphorous acid may inhibit proteoid root formation. Because dieback thrives in moist soil conditions, it can be a severe problem for "Banksia"s that are watered, such as in the cut flower industry and urban gardens. Most of species

title: Banksia content: are shrubs, only few of them can be found as trees and they are very popular because of their size, the tallest species are: "B. integrifolia" having its subspecies "B. integrifolia" subsp. "monticola" notable for reaching the biggest banksias and it is the most frost tolerant in this genus, "B. seminuda", "B. littoralis", "B. serrata"; species that can grow as small trees or big shrubs: "B. grandis", "B. prionotes", "B. marginata", "B. coccinea", "B. speciosa" and "B. menziesii". Due to their size these species are popularly planted in parks, gardens and streets, the remaining species in this genus are only

title: Banksia content: shrubs. "Banksia"s are popular garden plants in Australia because of their large, showy flower heads, and because the large amounts of nectar they produce attracts birds and small mammals. Popular garden species include "B. spinulosa", "B. ericifolia", "B. aemula" (Wallum Banksia ), "B. serrata" (Saw Banksia), "Banksia media" (Southern Plains Banksia) and the cultivar "Banksia" 'Giant Candles'. "Banksia" species are primarily propagated by seed in the home garden as cuttings can be difficult to strike. However commercial nurserymen extensively utilize the latter method (indeed, cultivars by nature must be vegetatively propagated by cuttings or grafting). Over time, dwarf cultivars and

title: Banksia content: prostrate species are becoming more popular as urban gardens grow ever smaller. These include miniature forms under 50 cm high of "B. spinulosa" and "B. media", as well as prostrate species such as "B. petiolaris" and "B. blechnifolia" . "Banksia"s possibly require more maintenance than other Australian natives, though are fairly hardy if the right conditions are provided (sunny aspect and well drained sandy soil). They may need extra water during dry spells until established, which can take up to two years. If fertilised, only slow-release, low-phosphorus fertilizer should be used, as the proteoid roots may be damaged by high

title: Banksia content: nutrient levels in the soil. All respond well to some form of pruning. Within the Australian horticultural community there is an active subculture of "Banksia" enthusiasts who seek out interesting flower variants, breed and propagate cultivars, exchange materials and undertake research into cultivation problems and challenges. The main forum for exchange of information within this group is ASGAP's "Banksia Study Group". With the exception of the nursery industry, "Banksia" have limited commercial use. Some species, principally "B. coccinea" (scarlet banksia), "B. baxteri", "B. hookeriana" (Hooker's banksia), "B. sceptrum" (sceptre banksia), and "B. prionotes" (acorn banksia), and less commonly "B. speciosa"

title: Banksia content: (showy banksia), "B. menziesii" (Menzies' banksia), "B. burdettii" and "B. ashbyi" are grown on farms in Western and Southern Australia, as well as Israel and Hawaii, and the flower heads harvested for the cut flower trade. Eastern species, such as "B. ericifolia", "B. robur" and "B. plagiocarpa", are sometimes cultivated for this purpose. The nectar is also sought by beekeepers, not for the quality of the dark-coloured honey, which is often poor, but because the trees provide an abundant and reliable source of nectar at times when other sources provide little. "Banksia" wood is reddish in color with an attractive

title: Banksia content: grain but it is rarely used as it warps badly on drying. It is occasionally used for ornamental purposes in wood turning and cabinet paneling. It has also been used to make keels for small boats. Historically, the wood of certain species such as "B. serrata" was used for yokes and boat parts. The large "cones" or seed pods of "B. grandis" are used for woodturning projects. They are also sliced up and sold as drink coasters; these are generally marketed as souvenirs for international tourists. Woodturners throughout the world value "Banksia" pods for making ornamental objects. The Indigenous people

title: Banksia content: of south-western Australia would suck on the flower spikes to obtain the nectar, they also soaked the flower spikes in water to make a sweet drink. "Banksia" trees are a reliable source of insect larvae which are extracted as food. A number of field guides and other semi-technical books on the genus have been published. These include: Perhaps the best known cultural reference to "Banksia" is the "big bad Banksia men" of May Gibbs' children's book "Snugglepot and Cuddlepie". Gibb's "Banksia men" are modelled on the appearance of aged "Banksia" "cones", with follicles for eyes and other facial features. There

title: Banksia content: is some contention over which species actually provided the inspiration for the "Banksia men": the drawings most resemble the old cones of "B. aemula" or "B. serrata", but "B. attenuata" (slender banksia) has also been cited, as this was the species that Gibbs saw as a child in Western Australia. In 1989, the Banksia Environmental Foundation was created to support and recognise people and organizations that make a positive contribution to the environment. The Foundation launched the annual Banksia Environmental Awards in the same year. Banksia Banksia is a genus of around 170 species in the plant family Proteaceae. These

Answer: Joseph Banks

Answer: Joseph Banks

Answer: Joseph, Sir Banks

Answer: Banks

Answer: Sir Joseph Banks, 1st Baronet

Answer: J. Banks

Answer: Sir Joseph Banks, 1st and last Bt.

Answer: Rt. Hon. Sir Joseph Banks, 1st and last Bt.

Answer: Sir Joseph Banks


Question: What is this place named after?

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

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

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

Answer: Hadrian

Answer: Hadrian

Answer: Adrian

Answer: Emperor Hadrian

Answer: Emperor of Rome Hadrian

Answer: Publius Aelius Hadrianus

Answer: Publius Aelius Traianus Hadrianus Augustus

Answer: Emperor of Rome Adrian

Answer: Caesar Publius Aelius Traianus Hadrianus Buccellanus Augustus

Answer: Caesar Traianus Hadrianus Augustus

Answer: Publius Aelius Hadrianus Buccellanus

Answer: Hadrianus

Answer: Emperor Publius Aelius Hadrianus


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

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title: "Embraer EMB 120 Brasilia" content: Embraer EMB 120 Brasilia The Embraer EMB 120 Brasilia is a twin-turboprop commuter airliner, produced by Embraer of Brazil. After the success of the EMB 110 Bandeirante, Embraer began the development of their first transport category airliner in 1974. The Family 12X comprised three models with modular concept designs: EMB 120 Araguaia, EMB 123 Tapajós and EMB 121 Xingu. EMB 121 was the sole 12X model effectively produced. Araguaia's name was changed to Brasilia in 1979 at the official launching of the project, when at a CAAA (Commuter Airline Association of America) convention at USA several suggestions from prospective operators

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

title: "Embraer EMB 120 Brasilia" content: first aircraft entered service with Atlantic Southeast Airlines in October 1985. The basic EMB 120RT was upgraded to the extended range (1,575 km) EMB 120 ER, with older aircraft retrofitted via a Service Bulletin. Most of the EMB 120s were sold in the United States and other destinations in the Western Hemisphere. Some European airlines such as Régional in France, Atlant-Soyuz Airlines in Russia, DAT in Belgium, and DLT in Germany also purchased EMB-120s, although the Angolan Air Force, for example, received new EMB 120s in 2007. Great Lakes Airlines operates six EMB 120s in its fleet, and Ameriflight flies

title: "Embraer EMB 120 Brasilia" content: 10 as freighters. As of July 2018, 105 Brasilias were in airline service: 45 in North/South America, 26 in Africa, 14 in Europe and 20 in Asia-Pacific, with major operators: Embraer EMB 120 Brasilia The Embraer EMB 120 Brasilia is a twin-turboprop commuter airliner, produced by Embraer of Brazil. After the success of the EMB 110 Bandeirante, Embraer began the development of their first transport category airliner in 1974. The Family 12X comprised three models with modular concept designs: EMB 120 Araguaia, EMB 123 Tapajós and EMB 121 Xingu. EMB 121 was the sole 12X model effectively produced. Araguaia's name

Answer: Brazil

Answer: Federative Republic of Brazil

Answer: Brazil

Answer: BRA

Answer: BR

Answer: br


Question: Who is the developer of this aircraft?

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

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

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

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

title: "Airbus A310" content: and featured a number of industry firsts, making the first use of composite materials on a commercial aircraft; during 1977, the A300 became the first ETOPS-compliant aircraft, which was made possible due to its high performance and safety standards. The A300 would be produced in a range of models and sold relatively well to airlines across the world, eventually reaching a total of 816 delivered aircraft during its production life. During the development of the earlier A300, a range of different aircraft size and capacity were studied by the consortium; the resulting Airbus A300B proposal was one of the smaller

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Answer: Airbus

Answer: Airbus

Answer: Airbus Commercial Aircraft


Question: What is the location of this park?

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

title: "Nationals Park" content: Nationals Park Nationals Park is a baseball park along the Anacostia River in the Navy Yard neighborhood of Washington, D.C. It is the home ballpark for the Washington Nationals, the city's Major League Baseball franchise. When the Nationals franchise relocated to Washington, D.C., they temporarily played at RFK Stadium until Nationals Park was completed. It is the first LEED-certified green major professional sports stadium in the United States. The ballpark, designed by HOK Sport and Devrouax & Purnell Architects and Planners, cost $693 million to build, with an additional $84.2 million spent on transportation, art, and infrastructure upgrades to support

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

title: "Nationals Park" content: Negro League Homestead Grays (Cool Papa Bell, Ray Brown, Josh Gibson, Buck Leonard, Cumberland Posey, and Jud Wilson), and the Nationals franchise's previous incarnation, the Montreal Expos (Gary Carter and Andre Dawson) who have been inducted into the Baseball Hall of Fame. Since 2011, a submarine dive horn has blared after every Nationals home run and win—a nod to the park's location in the Navy Yard neighborhood. Seating in Nationals Park is divided into over a dozen different pricing zones. There are four seating levels: the field level, mezzanine level, gallery level, and upper gallery level. The Grandstand is composed

title: "Nationals Park" content: on the field where the home team Washington Capitals hosted the Chicago Blackhawks. The Capitals scored the game-winning goal with 13 seconds left in the 3rd period, defeating the Blackhawks 3-2. Performers who have held concerts at Nationals Park include Billy Joel, Taylor Swift, and Paul McCartney, among others. On April 17, 2008, Pope Benedict XVI celebrated Mass at Nationals Park for 47,000 people during his visit to the United States. There were 200,000 requests submitted for tickets to the Mass. Nationals Park Nationals Park is a baseball park along the Anacostia River in the Navy Yard neighborhood of Washington,

Answer: Navy Yard

Answer: Navy Yard, Washington

Answer: Navy Yard


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

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

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

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

Answer: Province of Lecco

Answer: Lecco province

Answer: Province of Lecco

Answer: provincia di Lecco


Question: In which year did this bridge officially open?

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

title: "Pont des Invalides" content: reused for other bridges, with designs to be provided by the head investor Alain Desjardins, which were widely seen as less elegant. In response to complaints from the defenders of the Invalides perspective, the Public Services decided to shift the bridge site downriver. Therefore, in 1829, two engineers, de Verges and Bayard de la Vingtrie, completed the construction of a proper suspension bridge supported by two piers in the Seine and three porticos, each 20 m in height. Unfortunately, due to rapidly growing wear on the bridge, its access had to be regulated in 1850. In 1854, the bridge was

title: "Pont des Invalides" content: demolished to be replaced by a new one in time for the upcoming 1855 World Fair in Paris. Paul-Martin Gallocher de Lagalisserie and Jules Savarin used the existing piers of the former suspension bridge and a newly added central pier to build an arch bridge in masonry on the same site. The new pier was adorned with sculptures in two allegorical themes: "the Land Victory" by Victor Vilain upriver; the Maritime Victory by Georges Diébolt downstream, whereas the two old piers were adorned with sculptures of military trophies bearing the imperial coat of arms, both the work of Astyanax-Scévola Bosio.

Answer: 1855

Answer: 1856

Answer: 1854

Answer: 1855


Question: What is the maximum capacity of this aircraft?

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

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

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

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

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

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

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

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

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

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

Answer: 19


Question: Which country does this aircraft come from?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Answer: Canada

Answer: British North America

Answer: CA

Answer: Dominion of Canada

Answer: Canada

Answer: CAN


Question: What country does this island belong to?

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title: Panarea content: Panarea Panarea (; "Euōnymos") is the second smallest (after Basiluzzo) of the eight Aeolian Islands, a volcanic island chain north of Sicily, southern Italy. It is a "frazione" of the "comune" of Lipari. There are currently about 280 residents living on the island year-round; however the population increases dramatically in summer with the influx of tourists. In recent years, the island has become known internationally for its celebrity visitors. The island is an inactive volcano with a total surface area of only . The highest point on the island, Punta del Corvo, is above sea level. There are thermal springs

title: Panarea content: near the village of Punta di Peppe e Maria. Scuba diving is a popular excursion on this tiny island, and you can even swim to a shipwreck between the offshore rocks of Lisca Bianca and Bottaro. In antiquity, the island was named "Euonymos"; the nearby islet of Basiluzzo, administered from Panarea, was named "Hycesia". There is archaeological evidence on the island dating back to Mycenaean inhabitants (~ 1200 BCE); later the island was settled by Romans. There were people still living on the island until pirates and other Mediterranean raiders made life unbearable after the fall of the Western Roman

title: Panarea content: Empire. In modern times, Panarea has become a fashionable vacation spot. In 2011, it was described by "W" magazine as "the epicenter of the chicest summer scene in the Mediterranean." Panarea and the entire Aeolian chain were declared a UNESCO World Heritage site in 2000. Largely because of this, construction and development are strictly regulated and the community retains its storied insularity. Most residences admit only temporary occupancy, and the few year-round homes available are highly expensive and difficult to obtain. Panarea Panarea (; "Euōnymos") is the second smallest (after Basiluzzo) of the eight Aeolian Islands, a volcanic island chain

Answer: Italy

Answer: Italy

Answer: Italian Republic

Answer: Republic of Italy

Answer: Italia

Answer: Repubblica Italiana

Answer: ITA

Answer: IT


Question: What is the immediately prior item that this drink follows in a series?

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title: "Pernod Ricard" content: a British-based competitor, Allied Domecq plc. In 2008, Pernod Ricard announced its acquisition of Swedish-based V&S Group, which produces Absolut Vodka. In 2013 Pernod Ricard joined leading alcohol producers as part of a producers' commitments to reducing harmful drinking. As of 2015, India is the company's third largest market by value. Pernod Ricard owns a wide variety of beverage brands worldwide. These include: As of 26 July 2005, the brand portfolio expanded to include former Allied Domecq products: Pernod Ricard previously owned the non-alcoholic chocolate beverage Yoo-hoo, which was acquired from a group of private investors in 1989. Pernod Ricard

Answer: Allied Domecq

Answer: Seagram Company Ltd.

Answer: Allied Domecq

Answer: Seagram's

Answer: Joseph E. Seagram & Sons

Answer: Seagram Company Ltd.


Question: In which year did this bridge officially open?

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

Answer: 1402

Answer: 1403

Answer: 1401

Answer: 1402


Question: How many days does the gestation of this animal take?

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title: Walrus content: a word such as Dutch "walvis" 'whale'. Its second part has also been hypothesized to come from the Old Norse word for 'horse'. For example, the Old Norse word "hrossvalr" means 'horse-whale' and is thought to have been passed in an inverted form to both Dutch and the dialects of northern Germany as "walros" and "Walross". An alternate theory is that it comes from the Dutch words "wal" 'shore' and "reus" 'giant'. The species name "rosmarus" is Scandinavian. The Norwegian manuscript "Konungsskuggsja", thought to date from around AD 1240, refers to the walrus as "rosmhvalr" in Iceland and "rostungr" in

title: Walrus content: are well-developed. This and its lack of orbital roof allow it to protrude its eyes and see in both a frontal and dorsal direction. However, vision in this species appears to be more suited for short-range. The most prominent feature of the walrus is its long tusks. These are elongated canines, which are present in both male and female walruses and can reach a length of 1 m (3 ft 3 in) and weigh up to 5.4 kg (12 lb). Tusks are slightly longer and thicker among males, which use them for fighting, dominance and display; the strongest males with

title: Walrus content: over half of the teeth are rudimentary and occur with less than 50% frequency, such that a typical dentition includes only 18 teeth Surrounding the tusks is a broad mat of stiff bristles ('mystacial vibrissae'), giving the walrus a characteristic whiskered appearance. There can be 400 to 700 vibrissae in 13 to 15 rows reaching 30 cm (12 in) in length, though in the wild they are often worn to much shorter lengths due to constant use in foraging. The vibrissae are attached to muscles and are supplied with blood and nerves, making them highly sensitive organs capable of differentiating

title: Walrus content: turns into a walrus – possibly the original walrus. According to various legends, the tusks are formed either by the trails of mucus from the weeping girl or her long braids. This myth is possibly related to the Chukchi myth of the old walrus-headed woman who rules the bottom of the sea, who is in turn linked to the Inuit goddess Sedna. Both in Chukotka and Alaska, the aurora borealis is believed to be a special world inhabited by those who died by violence, the changing rays representing deceased souls playing ball with a walrus head. The distinctive 12th century

Answer: 12


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

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title: Miso content: Miso Typically, "miso" is salty, but its flavor and aroma depend on various factors in the ingredients and fermentation process. Different varieties of miso have been described as salty, sweet, earthy, fruity, and savory. The origin of the miso of Japan is not completely clear. In the Kamakura period (1192–1333), a common meal was made up of a bowl of rice, some dried fish, a serving of miso, and a fresh vegetable. Until the Muromachi period (1337 to 1573), miso was made without grinding the soybeans, somewhat like "nattō". In the Muromachi era, Buddhist monks discovered that soybeans could be

title: Miso content: ground into a paste, spawning new cooking methods using miso to flavor other foods. In medieval times, the word "temaemiso", meaning home-made miso, appeared. Miso production is a relatively simple process, so home-made versions spread throughout Japan. Miso was used as military provisions during the Sengoku period, and making miso was an important economic activity for "daimyō"s of that era. During the Edo period (1603–1868), miso was also called "hishio" (醤) and "kuki" (豆支) and various types of miso that fit with each local climate and culture emerged throughout Japan. Today, miso is produced industrially in large quantities, and traditional

title: Miso content: home-made miso has become a rarity. In recent years, many new types of miso have appeared. For example, ones with added soup stocks or calcium, or reduced salt for health, among other varieties, are available. The ingredients used to produce miso may include any mix of soybeans, barley, rice, buckwheat, millet, rye, wheat, hemp seed, and cycad, among others. Lately, producers in other countries have also begun selling miso made from chickpeas, corn, azuki beans, amaranth, and quinoa. Fermentation time ranges from as little as five days to several years. The wide variety of Japanese miso is difficult to classify,

title: Miso content: Although white and red ("shiromiso" and "akamiso") are the most common types of misos available, different varieties may be preferred in particular regions of Japan. In the eastern Kantō region that includes Tokyo, the darker brownish "akamiso" is popular while in the western Kansai region encompassing Osaka, Kyoto, and Kobe, the lighter "shiromiso" is preferred. A more nuanced breakdown of the flavors is: Miso's unique properties and flavour profile can be attributed to the compounds produced through the fermentation process. Miso, depending on the variety, consists of a starter culture called koji, soybeans, and usually a grain (either rice, barley,

title: Miso content: as "Tetragenococcus halophilus" which can be killed by overcooking. For this reason, the miso should be added to soups or other foods being prepared just before they are removed from the heat. Using miso without any cooking may be even better. Outside Japan, a popular practice is to only add miso to foods that have cooled to preserve "kōjikin" cultures in miso. Nonetheless, miso and soy foods play a large role in the Japanese diet, and many cooked miso dishes are popular. Miso is a part of many Japanese-style meals. It most commonly appears as the main ingredient of miso

title: Miso content: soup, which is eaten daily by much of the Japanese population. The pairing of plain rice and miso soup is considered a fundamental unit of Japanese cuisine. This pairing is the basis of a traditional Japanese breakfast. Miso is used in many other types of soup and soup-like dishes, including some kinds of" ramen, udon, nabe", and" imoni". Generally, such dishes have the title "miso" prefixed to their name (for example, "miso-udon"), and have a heavier, earthier flavor and aroma compared to other Japanese soups that are not miso-based. Many traditional confections use a sweet, thick miso glaze, such as

title: Miso content: "mochidango". Miso-glazed treats are strongly associated with Japanese festivals, although they are available year-round at supermarkets. The consistency of miso glaze ranges from thick and taffy-like to thin and drippy. Soy miso is used to make a type of pickle called "misozuke". These pickles are typically made from cucumber, daikon, Nappa cabbage, or eggplant, and are sweeter and less salty than the standard Japanese salt pickle. Other foods with miso as an ingredient include: Claims that miso is high in vitamin B have been contradicted in some studies. Some experts suggest that miso is a source of "Lactobacillus acidophilus". Miso

title: Miso content: is relatively high in salt which can contribute to increased blood pressure in the small percentage of the population with sodium-sensitive prehypertension or hypertension. Miso Typically, "miso" is salty, but its flavor and aroma depend on various factors in the ingredients and fermentation process. Different varieties of miso have been described as salty, sweet, earthy, fruity, and savory. The origin of the miso of Japan is not completely clear. In the Kamakura period (1192–1333), a common meal was made up of a bowl of rice, some dried fish, a serving of miso, and a fresh vegetable. Until the Muromachi period

Answer: Japan

Answer: Jap

Answer: State of Japan

Answer: JP

Answer: Nippon

Answer: jp

Answer: Japan

Answer: JAP

Answer: JA

Answer: Nihon-koku

Answer: Nihon

Answer: Ja

Answer: JPN

Answer: Nippon-koku

Answer: Land of the Rising Sun