Question: What country does this aircraft belong to?

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title: "Tupolev Tu-154" content: Tupolev Tu-154 The Tupolev Tu-154 (; NATO reporting name: "Careless") is a three-engine medium-range narrow-body airliner designed in the mid-1960s and manufactured by Tupolev. A workhorse of Soviet and (subsequently) Russian airlines for several decades, it carried half of all passengers flown by Aeroflot and its subsidiaries (137.5 million/year or 243.8 billion passenger km in 1990), remaining the standard domestic-route airliner of Russia and former Soviet states until the mid-2000s. It was exported to 17 non-Russian airlines and used as a head-of-state transport by the air forces of several countries. With a cruising speed of the Tu-154 is one of

title: "Tupolev Tu-154" content: the fastest civilian aircraft in use and has a range of . Capable of operating from unpaved and gravel airfields with only basic facilities, it was widely used in the extreme Arctic conditions of Russia's northern/eastern regions where other airliners were unable to operate. Originally designed for a 45,000 hour service life (18,000 cycles) but capable of 80,000 hours with upgrades, it was expected to continue in service until 2016, although noise regulations have restricted flights to western Europe and other regions. In January 2010 Russian flag carrier Aeroflot announced the retirement of its Tu-154 fleet after 40 years, with

title: "Tupolev Tu-154" content: takeoff distance of at maximum takeoff weight was also stipulated as a requirement. Conceptually similar to the British Hawker Siddeley Trident, which first flew in 1962, and the American Boeing 727, which first flew in 1963, the medium-range Tu-154 was marketed by Tupolev at the same time as Ilyushin was marketing the long-range Ilyushin Il-62. The Soviet Ministry of Aircraft Industry chose the Tu-154 as it incorporated the latest in Soviet aircraft design and best met Aeroflot's anticipated requirements for the 1970s and 1980s. The first project chief was Sergey Yeger; in 1964, Dmitryi S. Markov assumed that position. In

title: "Tupolev Tu-154" content: factory, equipped with upgraded avionics, a VIP interior and a communications suite. The factory has four unfinished hulls in its inventory which can be completed if new orders are received. The Tu-154 is powered by three rear-mounted low-bypass turbofan engines arranged similarly to those of the Boeing 727, but it is slightly larger than its American counterpart. Both the 727 and the Tu-154 use an S-duct for the middle (Number 2) engine. The original model was equipped with Kuznetsov NK-8-2 engines, which were replaced with Soloviev D-30KU-154 in the Tu-154M. All Tu-154 aircraft models have a relatively high thrust-to-weight-ratio which

title: "Tupolev Tu-154" content: give excellent performance, at the expense of lower fuel efficiency. This became an important factor in later decades as fuel costs grew. The flight deck is fitted with conventional dual yoke control columns. Flight control surfaces are hydraulically operated. The cabin of the Tu-154, although of the same six-abreast seating layout, gives the impression of an oval interior, with a lower ceiling than is common on Boeing and Airbus airliners. The passenger cabin accommodates 128 passengers in a two-class layout and 164 passengers in single-class layout, and up to 180 passengers in high-density layout. The layout can be modified to

title: "Tupolev Tu-154" content: Most Western low-wing airliners such as the contemporary Boeing 727 have dihedral (upward sweep). The anhedral means that Russian airliners have poor lateral stability compared to their Western counterparts, but also have weaker Dutch roll tendencies. Considerably heavier than its predecessor Soviet-built airliner the Ilyushin Il-18, the Tu-154 was equipped with an oversized landing gear to reduce ground load, enabling it to operate from the same runways. The aircraft has two six-wheel main bogies fitted with large low-pressure tires that retract into pods extending from the trailing edges of the wings (a common Tupolev feature), plus a two-wheel nosegear unit.

title: "Tupolev Tu-154" content: Soft oleo struts (shock absorbers) provide a much smoother ride on bumpy airfields than most airliners, which very rarely operate on such poor surfaces. The original requirement was to have a three-person flight crew – captain, first officer and flight engineer – as opposed to a four- or five-person crew, as on other Soviet airliners. It became evident that a fourth crew member, a navigator, was still needed, and a seat was added on production aircraft, although their workstation was compromised due to the limitations of the original design. Navigators are no longer trained and this profession is becoming obsolete

title: "Tupolev Tu-154" content: with the retirement of the oldest Soviet-era planes. The latest variant (Tu-154M-100, introduced 1998) includes an NVU-B3 Doppler navigation system, a triple autopilot, which provides an automatic ILS approach according to ICAO category II weather minima, an autothrottle, a Doppler drift and speed measure system (DISS), and a "Kurs-MP" radio navigation suite. A stability and control augmentation system improves handling characteristics during manual flight. Modern upgrades normally include modernised TCAS, GPS, and other systems (mostly American-made or EU-made). Early versions of the Tu-154 cannot be modified to meet the current Stage III noise regulations and are no longer allowed to

title: "Tupolev Tu-154" content: fly into airspace where such regulations are enforced, such as the European Union. However, the Tu-154M's D-30 engines can be fitted with hush kits, allowing them to meet noise regulations. Many variants of this airliner have been built. Like its western counterpart, the 727, many of the Tu-154s in service have been hush-kitted, and some converted to freighters. As of August 2017, there are 44 Tupolev Tu-154 aircraft of all variants still in civil or military service. A 45th aircraft has been sighted flying with Air Kyrgyzstan in 2017, but is not listed by the airline as part of its

title: "Tupolev Tu-154" content: Armed Forces. The Red Army Choir singers and dancers were en route to Syria to entertain Russian troops in the run-up to the New Year. Between 1970 and December 2016 there have been 110 serious incidents involving the Tu-154, and 69 hull losses, 30 of which did not involve fatalities. Of the fatal incidents, five resulted from terrorist or military terrorist action (two other wartime losses were non fatal), several from poor runway conditions in winter (including one in which the airplane struck snow plows on the runway), cargo overloading in the lapse of post-Soviet federal safety standards, and mid-air

title: "Tupolev Tu-154" content: collisions due to faulty air traffic control. Other incidents resulted from mechanical problems (two cases prior to 2001), running out of fuel on unscheduled routes, pilot errors (including inadequate flight training for new crews), and cargo fires; several accidents remain unexplained. The Tu-154 is described as having an average (or better than expected) safety record considering its length of service and heavy use in demanding conditions where other airliners are unable to operate. On January 2, 2011, Russia's Federal Transport Oversight Agency advised airlines to stop using remaining examples of the Tu-154 (B variant) until the fatal fire incident in

title: "Tupolev Tu-154" content: Surgut had been investigated. Its operation in Iran ceased in February 2011 due to a number of crashes and incidents involving the type (almost 9% of all Tu-154 losses have occurred in Iran). This grounding compounded the effects of US embargo on civil aircraft parts, substantially decreasing the number of airworthy aircraft in the Iranian civil fleet. In 2010 there were two fatal losses of the Tu-154 due to pilot error and/or weather conditions (a Polish presidential jet attempting a rural airfield landing in heavy fog, the 2010 Polish Air Force Tu-154 crash, and a Russian-registered plane that suffered engine

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: What is the conservation status of this bird? (The status is assigned by the international union for conservation of nature. Choose one among Endangered,Least Concern,Critically Endangered,extinct species,extinct in the wild,Vulnerable,Near Threatened,Data Deficient)

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title: "Common kingfisher" content: Common kingfisher The common kingfisher ("Alcedo atthis") also known as the Eurasian kingfisher, and river kingfisher, is a small kingfisher with seven subspecies recognized within its wide distribution across Eurasia and North Africa. It is resident in much of its range, but migrates from areas where rivers freeze in winter. This sparrow-sized bird has the typical short-tailed, large-headed kingfisher profile; it has blue upperparts, orange underparts and a long bill. It feeds mainly on fish, caught by diving, and has special visual adaptations to enable it to see prey under water. The glossy white eggs are laid in a nest

title: "Common kingfisher" content: at the end of a burrow in a riverbank. The common kingfisher was first described by Carl Linnaeus in the 10th edition of his "Systema Naturae" in 1758 as "Gracula atthis". The modern binomial name derives from the Latin ', "kingfisher" (from Greek , ') and "Atthis", a beautiful young woman of Lesbos, and favourite of Sappho. The genus "Alcedo" comprises seven small kingfishers that all eat fish as part of their diet. The common kingfisher's closest relative is the cerulean kingfisher that has white underparts and is found in parts of Indonesia. This species has the typical short-tailed, dumpy-bodied

title: "Common kingfisher" content: appear to be stable so the species is not believed to approach the thresholds for the population decline criterion of the IUCN Red List (i.e., declining more than 30% in ten years or three generations). For these reasons, the species is evaluated as "least concern". Common kingfisher The common kingfisher ("Alcedo atthis") also known as the Eurasian kingfisher, and river kingfisher, is a small kingfisher with seven subspecies recognized within its wide distribution across Eurasia and North Africa. It is resident in much of its range, but migrates from areas where rivers freeze in winter. This sparrow-sized bird has the

Answer: Least Concern

Answer: LR/lc

Answer: Least Concern

Answer: LC


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

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title: "Common eider" content: Common eider The common eider (pronounced ) ("Somateria mollissima") is a large ( in body length) sea-duck that is distributed over the northern coasts of Europe, North America and eastern Siberia. It breeds in Arctic and some northern temperate regions, but winters somewhat farther south in temperate zones, when it can form large flocks on coastal waters. It can fly at speeds up to . The eider's nest is built close to the sea and is lined with eiderdown, plucked from the female's breast. This soft and warm lining has long been harvested for filling pillows and quilts, but in

title: "Common eider" content: more recent years has been largely replaced by down from domestic farm-geese and synthetic alternatives. Although eiderdown pillows or quilts are now a rarity, eiderdown harvesting continues and is sustainable, as it can be done after the ducklings leave the nest with no harm to the birds. The scientific name of the duck is derived from Ancient Greek "somatos" "body" and "erion" "wool", and Latin "mollissimus" "very soft", all referring to its down feathers. The common eider is both the largest of the four eider species and the largest duck found in Europe, and is exceeded in North America only

title: "Common eider" content: by smatterings of the Muscovy duck, which only reaches North America in a wild state in southernmost Texas and south Florida. It measures in length, weighs and spans across the wings. The average weight of 22 males in the North Atlantic was while 32 females weighed an average of . It is characterized by its bulky shape and large, wedge-shaped bill. The male is unmistakable, with its black and white plumage and green nape. The female is a brown bird, but can still be readily distinguished from all ducks, except other eider species, on the basis of size and head

title: "Common eider" content: shape. The drake's display call is a strange almost human-like "ah-ooo," while the hen utters hoarse quacks. The species is often readily approachable. Drakes of the European, eastern North American and Asia/western North American races can be distinguished by minor differences in plumage and bill colour. Some authorities place the subspecies "v-nigra" as a separate species. This species dives for crustaceans and molluscs, with mussels being a favoured food. The eider will eat mussels by swallowing them whole; the shells are then crushed in their gizzard and excreted. When eating a crab, the eider will remove all of its claws

title: "Common eider" content: and legs, and then eat the body in a similar fashion. It is abundant, with populations of about 1.5–2 million birds in both North America and Europe, and also large but unknown numbers in eastern Siberia (HBW). A particularly famous colony of eiders lives on the Farne Islands in Northumberland, England. These birds were the subject of one of the first ever bird protection laws, established by Saint Cuthbert in the year 676. About 1,000 pairs still nest there every year. Because St. Cuthbert is the patron saint of Northumberland, it was natural that the eider should be chosen as

title: "Common eider" content: the county's emblem bird; the birds are still often called Cuddy's ducks in the area, "Cuddy" being the familiar form of "Cuthbert". In Canada's Hudson Bay, important eider die-offs were observed in the 1990s by local populations due to quickly changing ice flow patterns. The Canadian Wildlife Service has spent several years gathering up-to-date information on their populations, and preliminary results seem to show a population recovery. The common eider is the object of the 2011 documentary "People of a Feather", which studies the historical relationship between the Sanikiluaq community and eiders, as well as various aspects of their ecology.

title: "Common eider" content: The common eider is one of the species to which the Agreement on the Conservation of African-Eurasian Migratory Waterbirds (AEWA) applies. Eiders are colonial breeders. They nest on coastal islands in colonies ranging in size of less than 100 to upwards of 10,000-15,000 individuals. Female eiders frequently exhibit a high degree of natal philopatry, where they return to breed on the same island where they were hatched. This can lead to a high degree of relatedness between individuals nesting on the same island, as well as the development of kin-based female social structures. This relatedness has likely played a role

title: "Common eider" content: in the evolution of co-operative breeding behaviours amongst eiders. Examples of these behaviours include laying eggs in the nests of related individuals and crèching, where female eiders team up and share the work of rearing ducklings. Common eider The common eider (pronounced ) ("Somateria mollissima") is a large ( in body length) sea-duck that is distributed over the northern coasts of Europe, North America and eastern Siberia. It breeds in Arctic and some northern temperate regions, but winters somewhat farther south in temperate zones, when it can form large flocks on coastal waters. It can fly at speeds up to

Answer: Eider

Answer: Eider

Answer: Somateria


Question: What is the basin country to the lake?

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title: Titisee content: Titisee The Titisee is a lake in the southern Black Forest in Baden-Württemberg. It covers an area of and is an average of deep. It owes its formation to the Feldberg glacier, the moraines of which were formed in the Pleistocene epoch and nowadays form the shores of the lake. The lake's outflow, at above sea level, is the River Gutach, which merges with the Haslach stream below Kappel to form the Wutach). The waters of the Titisee thus drain eventually into the Upper Rhine between Tiengen and Waldshut. On the north shore lies the spa town of the same

title: Titisee content: name, today a part of the municipality of Titisee-Neustadt. There are various theories about the origin of the unusual name "Titisee": In 1840, two sarcophagi made of worked tuff were found below a knoll by the outflow of the Gutach from the Titisee. In 2011, the archaeologist, Andreas Haasis-Berner, published an article stating that they had to date to the period between 700 and 900. Hitherto, it had been thought that the High Black Forest had been unsettled during the first millennium. The first records of the lake date to 1050 and the abbey of Allerheiligen in Schaffhausen, where the

title: Titisee content: name "Titinsee" is mentioned. The name "Dettesee" is also mentioned in a deed from the parish of Saig that dates to 1111. The name of the lake adopted its present from around 1750. The Titisee takes a long time to freeze over in the winter owing to the winds, which keep the surface of the water moving almost all continuously. For the frozen lake to be opened for use, it must have a solid ice thickness of at least (solid ice or compacted ice has virtually no air pockets). When conditions appear favourable for the opening the lake, daily ice

title: Titisee content: measurements are taken by the Titisee-Neustadt municipal authorities at three or four places. If opening the ice to public use is possible, and those responsible give it their blessing, specific, demarcated areas of the lake are opened, but never the whole lake. These regulations were put in place after an accident in 1966. Up to that time, the lake had been used in winter as a landing strip for small aircraft. On 14 January 1966, a tractor with a snowplough was clearing the landing strip of snow when it broke through the ice and sank to the bottom of the

title: Titisee content: lake, taking the driver, Walter Wilde (29), with it. His body was only recovered 2 weeks later. In the nutrient-poor Titisee there are large predatory fish (pike-perch, sea trout and a large stock of pike), schooling fish (whitefish, roach and perch) as well as carp, chub and tench in shallower areas. This variety of species is joined by brown trout, char and rainbow trout where the streams enter the lake, and by eels and burbot on the lake bed. In addition there are small fish varieties such as sunbleak, minnow and brook lamprey. Around the lake, grey heron may be

title: Titisee content: seen. The shores of the Titisee are home to two rare types of quillworts, the spring quillwort and the lake quillwort. Titisee The Titisee is a lake in the southern Black Forest in Baden-Württemberg. It covers an area of and is an average of deep. It owes its formation to the Feldberg glacier, the moraines of which were formed in the Pleistocene epoch and nowadays form the shores of the lake. The lake's outflow, at above sea level, is the River Gutach, which merges with the Haslach stream below Kappel to form the Wutach). The waters of the Titisee thus

Answer: Germany

Answer: Germany

Answer: BRD

Answer: de

Answer: GFR

Answer: DE

Answer: Bundesrepublik Deutschland

Answer: Federal Republic of Germany

Answer: GER

Answer: Deutschland

Answer: BR Deutschland


Question: What type of undercarriage is used in this aircraft?

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

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

Answer: floatplane

Answer: pontoon plane

Answer: float-equipped airplane

Answer: floatplane

Answer: float plane


Question: Who is the developer of this aircraft?

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title: "Tupolev Tu-154" content: Tupolev Tu-154 The Tupolev Tu-154 (; NATO reporting name: "Careless") is a three-engine medium-range narrow-body airliner designed in the mid-1960s and manufactured by Tupolev. A workhorse of Soviet and (subsequently) Russian airlines for several decades, it carried half of all passengers flown by Aeroflot and its subsidiaries (137.5 million/year or 243.8 billion passenger km in 1990), remaining the standard domestic-route airliner of Russia and former Soviet states until the mid-2000s. It was exported to 17 non-Russian airlines and used as a head-of-state transport by the air forces of several countries. With a cruising speed of the Tu-154 is one of

title: "Tupolev Tu-154" content: the fastest civilian aircraft in use and has a range of . Capable of operating from unpaved and gravel airfields with only basic facilities, it was widely used in the extreme Arctic conditions of Russia's northern/eastern regions where other airliners were unable to operate. Originally designed for a 45,000 hour service life (18,000 cycles) but capable of 80,000 hours with upgrades, it was expected to continue in service until 2016, although noise regulations have restricted flights to western Europe and other regions. In January 2010 Russian flag carrier Aeroflot announced the retirement of its Tu-154 fleet after 40 years, with

title: "Tupolev Tu-154" content: the last scheduled flight being Aeroflot Flight 736 from Ekaterinburg to Moscow on 31 December 2009. Since 1968 there have been 39 fatal incidents involving the Tu-154, most of which were caused either by factors unrelated to the aircraft, incorrect maintenance, or by its extensive use in demanding conditions. The Tu-154 was developed to meet Aeroflot's requirement to replace the jet-powered Tu-104 and the Antonov An-10 and Ilyushin Il-18 turboprops. The requirements called for either a payload capacity of with a range of while cruising at , or a payload of with a range of while cruising at . A

title: "Tupolev Tu-154" content: takeoff distance of at maximum takeoff weight was also stipulated as a requirement. Conceptually similar to the British Hawker Siddeley Trident, which first flew in 1962, and the American Boeing 727, which first flew in 1963, the medium-range Tu-154 was marketed by Tupolev at the same time as Ilyushin was marketing the long-range Ilyushin Il-62. The Soviet Ministry of Aircraft Industry chose the Tu-154 as it incorporated the latest in Soviet aircraft design and best met Aeroflot's anticipated requirements for the 1970s and 1980s. The first project chief was Sergey Yeger; in 1964, Dmitryi S. Markov assumed that position. In

title: "Tupolev Tu-154" content: 1975, the project lead role was turned over to Aleksandr S. Shengardt. The Tu-154 first flew on 4 October 1968. The first deliveries to Aeroflot were in 1970 with freight (mail) services beginning in May 1971 and passenger services in February 1972. There was still limited production of the 154M model as of January 2009 despite previous announcements of the end of production in 2006. 1025 Tu-154s have been built, 214 of which were still in service as of 14 December 2009. The last serial Tu-154 was delivered to the Russian Defense Ministry on 19 February 2013 from the Aviakor

title: "Tupolev Tu-154" content: factory, equipped with upgraded avionics, a VIP interior and a communications suite. The factory has four unfinished hulls in its inventory which can be completed if new orders are received. The Tu-154 is powered by three rear-mounted low-bypass turbofan engines arranged similarly to those of the Boeing 727, but it is slightly larger than its American counterpart. Both the 727 and the Tu-154 use an S-duct for the middle (Number 2) engine. The original model was equipped with Kuznetsov NK-8-2 engines, which were replaced with Soloviev D-30KU-154 in the Tu-154M. All Tu-154 aircraft models have a relatively high thrust-to-weight-ratio which

title: "Tupolev Tu-154" content: give excellent performance, at the expense of lower fuel efficiency. This became an important factor in later decades as fuel costs grew. The flight deck is fitted with conventional dual yoke control columns. Flight control surfaces are hydraulically operated. The cabin of the Tu-154, although of the same six-abreast seating layout, gives the impression of an oval interior, with a lower ceiling than is common on Boeing and Airbus airliners. The passenger cabin accommodates 128 passengers in a two-class layout and 164 passengers in single-class layout, and up to 180 passengers in high-density layout. The layout can be modified to

title: "Tupolev Tu-154" content: what is called a winter version where some seats are taken out and a wardrobe is installed for passenger coats. The passenger doors are smaller than on its Boeing and Airbus counterparts. Luggage space in the overhead compartments is very limited. Like the Tupolev Tu-134, the Tu-154 has a wing swept back at 35° at the quarter-chord line. The British Hawker Siddeley Trident has the same sweepback angle, while the Boeing 727 has a slightly smaller sweepback angle of 32°. The wing also has anhedral (downward sweep) which is a distinguishing feature of Russian low-wing airliners designed during this era.

title: "Tupolev Tu-154" content: Most Western low-wing airliners such as the contemporary Boeing 727 have dihedral (upward sweep). The anhedral means that Russian airliners have poor lateral stability compared to their Western counterparts, but also have weaker Dutch roll tendencies. Considerably heavier than its predecessor Soviet-built airliner the Ilyushin Il-18, the Tu-154 was equipped with an oversized landing gear to reduce ground load, enabling it to operate from the same runways. The aircraft has two six-wheel main bogies fitted with large low-pressure tires that retract into pods extending from the trailing edges of the wings (a common Tupolev feature), plus a two-wheel nosegear unit.

title: "Tupolev Tu-154" content: Soft oleo struts (shock absorbers) provide a much smoother ride on bumpy airfields than most airliners, which very rarely operate on such poor surfaces. The original requirement was to have a three-person flight crew – captain, first officer and flight engineer – as opposed to a four- or five-person crew, as on other Soviet airliners. It became evident that a fourth crew member, a navigator, was still needed, and a seat was added on production aircraft, although their workstation was compromised due to the limitations of the original design. Navigators are no longer trained and this profession is becoming obsolete

title: "Tupolev Tu-154" content: with the retirement of the oldest Soviet-era planes. The latest variant (Tu-154M-100, introduced 1998) includes an NVU-B3 Doppler navigation system, a triple autopilot, which provides an automatic ILS approach according to ICAO category II weather minima, an autothrottle, a Doppler drift and speed measure system (DISS), and a "Kurs-MP" radio navigation suite. A stability and control augmentation system improves handling characteristics during manual flight. Modern upgrades normally include modernised TCAS, GPS, and other systems (mostly American-made or EU-made). Early versions of the Tu-154 cannot be modified to meet the current Stage III noise regulations and are no longer allowed to

title: "Tupolev Tu-154" content: fly into airspace where such regulations are enforced, such as the European Union. However, the Tu-154M's D-30 engines can be fitted with hush kits, allowing them to meet noise regulations. Many variants of this airliner have been built. Like its western counterpart, the 727, many of the Tu-154s in service have been hush-kitted, and some converted to freighters. As of August 2017, there are 44 Tupolev Tu-154 aircraft of all variants still in civil or military service. A 45th aircraft has been sighted flying with Air Kyrgyzstan in 2017, but is not listed by the airline as part of its

title: "Tupolev Tu-154" content: fleet. The remaining operators are: In February 2011, all remaining Iranian Tu-154s were grounded after two incidents. On 27 December 2016, the Russian Ministry of Defence announced that it had grounded all of its Tu-154s until the end of the investigation into the December 2016 crash of a 1983 Tupolev Tu-154. This was followed by the grounding of all Tu-154s in Russia. The Tu-154 had crashed into the Black Sea just after takeoff from Sochi, Russia, on 25 December 2016 killing all 92 people on board, including 64 members of the Alexandrov Ensemble, an official army choir of the Russian

title: "Tupolev Tu-154" content: Armed Forces. The Red Army Choir singers and dancers were en route to Syria to entertain Russian troops in the run-up to the New Year. Between 1970 and December 2016 there have been 110 serious incidents involving the Tu-154, and 69 hull losses, 30 of which did not involve fatalities. Of the fatal incidents, five resulted from terrorist or military terrorist action (two other wartime losses were non fatal), several from poor runway conditions in winter (including one in which the airplane struck snow plows on the runway), cargo overloading in the lapse of post-Soviet federal safety standards, and mid-air

title: "Tupolev Tu-154" content: collisions due to faulty air traffic control. Other incidents resulted from mechanical problems (two cases prior to 2001), running out of fuel on unscheduled routes, pilot errors (including inadequate flight training for new crews), and cargo fires; several accidents remain unexplained. The Tu-154 is described as having an average (or better than expected) safety record considering its length of service and heavy use in demanding conditions where other airliners are unable to operate. On January 2, 2011, Russia's Federal Transport Oversight Agency advised airlines to stop using remaining examples of the Tu-154 (B variant) until the fatal fire incident in

title: "Tupolev Tu-154" content: Surgut had been investigated. Its operation in Iran ceased in February 2011 due to a number of crashes and incidents involving the type (almost 9% of all Tu-154 losses have occurred in Iran). This grounding compounded the effects of US embargo on civil aircraft parts, substantially decreasing the number of airworthy aircraft in the Iranian civil fleet. In 2010 there were two fatal losses of the Tu-154 due to pilot error and/or weather conditions (a Polish presidential jet attempting a rural airfield landing in heavy fog, the 2010 Polish Air Force Tu-154 crash, and a Russian-registered plane that suffered engine

title: "Tupolev Tu-154" content: stall after a crew member accidentally de-activated a fuel transfer pump). Following these accidents, in March 2011 the Russian Federal Bureau of Aviation recommended a withdrawal of remaining Tu-154Ms from service. In December 2010, Uzbekistan Airways also declared that it will cease to operate Tu-154s from 2011. On 27 December 2016, the Russian Defence Ministry grounded all Tu-154s in Russia pending investigation into the 25 December 2016 Tupolev Tu-154 crash which killed 64 members of the Alexandrov Ensemble, an official Red Army Choir of the Russian Armed Forces. Tupolev Tu-154 The Tupolev Tu-154 (; NATO reporting name: "Careless") is a

Answer: Tupolev

Answer: Otkrytoe akt︠s︡ionernoe obshchestvo "Tupolev"

Answer: OKB-156

Answer: Tupolev Design Bureau

Answer: OKB A.N. Tupoleva

Answer: Tupolev

Answer: JSC Tupolev

Answer: Joint Stock Company Tupolev


Question: What is the closest parent taxonomy of this insect?

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

title: "Euptoieta hegesia" content: Euptoieta hegesia Euptoieta hegesia, the Mexican fritillary, is a North and South American butterfly in the family Nymphalidae. The upperside of the wings is bright orange with the basal part of the hindwing unmarked. There is a row of submarginal black spots on both the forewing and the hindwing. The underside of the wings is yellow orange with no submarginal black spots. It has a wingspan of 2.5 to 3 inches. The only similar species in the Mexican fritillary's range is the variegated fritillary ("Euptoieta claudia"). The variegated fritillary has black median lines on the upperside of the hindwing, and

title: "Euptoieta hegesia" content: on the underside of the hindwing it has a pale postmedian band. The Mexican fritillary may be seen from mid-June to November in Arizona, from July to December in Texas and year-round in Mexico. This species may be encountered in a wide range of open habitats and gardens. The larva is shiny red, with middorsal silver spots edged with black. It has a subdorsal row of white spots ringed with black, a spiracular silver line with black edges, and six rows of black spines. The red head has two long black spines with clubbed ends. The chrysalis is dark brown

title: "Euptoieta hegesia" content: or rarely tan, with gold eyes and short gold lateral and subdorsal cones. On the wing cases, it has a black marking shaped like a "T". It has one to three broods per year. Here is a list of host plants used by the Mexican fritillary: Euptoieta hegesia Euptoieta hegesia, the Mexican fritillary, is a North and South American butterfly in the family Nymphalidae. The upperside of the wings is bright orange with the basal part of the hindwing unmarked. There is a row of submarginal black spots on both the forewing and the hindwing. The underside of the wings

Answer: Euptoieta

Answer: Euptoieta


Question: Which country does this aircraft come from?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Answer: Canada

Answer: British North America

Answer: CA

Answer: Dominion of Canada

Answer: Canada

Answer: CAN


Question: Who designed this place?

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

title: "Trafalgar Square" content: it was not put into effect. In April 1840, following Wilkins' death, new plans by Charles Barry were accepted, and construction started within weeks. For Barry, as for Wilkins, a major consideration was increasing the visual impact of the National Gallery, which had been widely criticised for its lack of grandeur. He dealt with the complex sloping site by excavating the main area to the level of the footway between Cockspur Street and the Strand, and constructing a high balustraded terrace with a roadway on the north side, and steps at each end leading to the main level. Wilkins had

Answer: Charles Barry

Answer: Charles Barry Sir

Answer: Charles Barry the Elder

Answer: Sir Charles Barry

Answer: Charles, Sir Barry

Answer: Charles Barry

Answer: Charles, the elder Barry

Answer: Sir Barry


Question: What is the maximum capacity of this aircraft?

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

title: "ATR 72" content: defensive aids system had been fully tested, while trials of the mission systems were still ongoing. During December 2016, the first pair of P-72A aircraft were delivered to the Italian Air Force. On 8 November 2017, FedEx Express launched the -600 cargo variant with 30 firm orders plus 20 options, in a freighter configuration from the factory. As of September 2018, 187 early variants had been produced with 172 operated by 55 carriers, 365 -500s were delivered with more than 350 in service at 75 operators, 444 -600s were produced and are operated by 74 carriers with a backlog of

Answer: 74


Question: which notable activity has been held at the building presented in the image?

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

title: "Anıtkabir" content: artifacts belonging to the Phrygian civilization, which were carefully excavated and put on display in the Museum of Anatolian Civilizations, also in Ankara. The construction of Anıtkabir, which took nine years and spanned four stages, commenced on 9 October 1944 with the ceremony of laying the foundation stone. The first stage of the construction, comprising the preparatory excavation and the construction of the retaining wall of the Lions Road, started on 9 October 1944 and was completed in 1945. The second stage of the construction, comprising the mausoleum and the auxiliary buildings surrounding the ceremonial ground, started on 29 September

title: "Anıtkabir" content: The third stage of the construction was the building of the roads leading to the mausoleum, The Lions Road, and the ceremonial ground; the mausoleum's upper-level stone pavement, the grand stairs, placement of the grand tombstone, and the installation of electricity, plumbing and heating systems. The fourth and last stage of construction was the laying of the Hall of Honour pavement, vaults under the side linings, and Hall of Honour perimeter stone profiles and fringe decorations, which was completed on 1 September 1953. The Anıtkabir project originally had a vaulted ceiling above the mausoleum carried by the perimeter columns. On

title: "Anıtkabir" content: 4 December 1951, the Government asked the architects about the possibility of shortening construction time by lowering the high ceiling of the Hall of Honour. After studying the subject, the architects concluded that it was possible to cover the ceiling with a reinforced concrete slab instead of a stone vault. This change reduced the weight of the ceiling and also eliminated certain constructional risks. All stones and marbles were brought in from various parts of Turkey. Easily processed porous travertine is used on external cladding of the concrete surfaces and marble is used for the inside surfaces of the Hall

title: "Anıtkabir" content: of Honour. White travertine used for the sculpture groups, lions figures and the mausoleum columns was brought from Kayseri and the travertine used inside the towers was brought from Polatlı and Malıköy. The red and black travertine used for paving the ceremonial ground and floors of the towers came from Kayseri. Yellow travertine brought from Çankırı was used for building the Victory Reliefs, the Hall of Honour's external walls, and perimeter columns of the ceremonial ground. The red, black and cream colour marble that was used on the floor of the Hall of Honour were brought from Hatay, Adana and

title: "Anıtkabir" content: some of the gifts presented to him are on display in this museum. Atatürk's medals, decorations and some personal items donated to the museum by his adopted children are also exhibited in the museum. The period of Turkish architecture between 1940 and 1950 has been classified by architectural historians as the "Second National Architecture Movement". This period is characterized mostly by monumental, symmetrical, cut-stone clad buildings, with great emphasis given to detailing and workmanship in construction. Anıtkabir contains the same characteristics of this period, and is considered by many to be the ultimate monument of the era. In addition, Anıtkabir

Answer: construction

Answer: construction

Answer: building

Answer: ISIC F

Answer: construction work

Answer: NACE F

Answer: building construction


Question: Which country does this aircraft come from?

Instruction: Utilizing the given image, obtain documents that respond to the following 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: Which historic county does this lake belong to?

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

title: Windermere content: Windermere Windermere is the largest natural lake in England. It is a ribbon lake formed in a glacial trough after the retreat of ice at the start of the current interglacial period. It has been one of the country's most popular places for holidays and summer homes since the arrival of the Kendal and Windermere Railway's branch line in 1847. Historically forming part of the border between Lancashire and Westmorland, it is now within the county of Cumbria and the Lake District National Park. The word 'Windermere' is thought to translate as "'Winand or Vinand's lake'... The specific has usually

title: Windermere content: habitat. The main fish in the lake are trout, char, pike, and perch. The north to south alignment of the lake, combined with its position between Morecambe Bay and the central fells, means that it forms a migration highway, with geese often seen in winter. The Freshwater Biological Association was established on the shore of Windermere in 1929 and much of the early work on lake ecology, freshwater biology and limnology was conducted here. Before 1974, the lake lay wholly within the county of Westmorland; however, the historic county boundary between Lancashire and Westmorland ran down the western shore of

title: Windermere content: the lake and also along about of the southern section of the eastern shore. Anyone crossing the lake from east to west on the Windermere Ferry thus travels from the historic county of Westmorland to that of Lancashire. Since local government reorganisation in 1974, Windermere and its shores have been entirely within the district of South Lakeland in the non-metropolitan county of Cumbria. Most planning matters concerned with the lake are, however, the responsibility of the Lake District National Park Authority. Passenger services operate along the whole length of the lake, from Lakeside railway station, on the Lakeside and Haverthwaite

Answer: Westmorland

Answer: Westmorland

Answer: Westmoreland


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

Instruction: Using the given image, access documents that provide insights into the following question:

title: "Oklahoma City National Memorial" content: Oklahoma City National Memorial The Oklahoma City National Memorial is a memorial in the United States that honors the victims, survivors, rescuers, and all who were affected by the Oklahoma City bombing on April 19, 1995. The memorial is located in downtown Oklahoma City on the former site of the Alfred P. Murrah Federal Building, which was destroyed in the 1995 bombing. This building was located on NW 5th Street between N. Robinson Avenue and N. Harvey Avenue. The National Memorial was authorized on October 9, 1997, by President Bill Clinton's signing of the Oklahoma City National Memorial Act of

title: "Oklahoma City National Memorial" content: 1997. It was administratively listed on the National Register of Historic Places the same day. The memorial is administered by Oklahoma City National Memorial Foundation, with National Park Service staff to help interpret the memorial for visitors. The National Memorial Museum and the Institute for the Prevention of Terrorism are components housed in the former Journal Record Building on the north side of the memorial grounds. The memorial was formally dedicated on April 19, 2000: the fifth anniversary of the bombing. The museum was dedicated and opened the following year on February 19. On April 19, 1995, Timothy McVeigh parked

title: "Oklahoma City National Memorial" content: a Ryder rental truck filled with explosives in front of the Alfred P. Murrah Federal Building. The resulting explosion killed 168 people and destroyed the entire north face of the building. Months after the attack, Mayor Ron Norick appointed a task force to look into a creation of a permanent memorial where the Murrah building once stood. The Task Force called for 'a symbolic outdoor memorial', a Memorial Museum, and for creation of Oklahoma City National Memorial Institute for the Prevention of Terrorism. Six hundred and twenty four designs were submitted for the memorial and on July 1997 a design

title: "Oklahoma City National Memorial" content: by Butzer Design Partnership, which consists of husband and wife Hans and Torrey Butzer, was chosen. On October 1997, President Bill Clinton signed law creating the Oklahoma City National Memorial as a unit of the National Park Service to be operated by the Oklahoma City National Memorial Trust. The total cost of the memorial was $29.1 million; $10 million for the Outdoor Symbolic Memorial, $7 million for the Memorial Museum, $5 million for the Memorial Institute for the Prevention of Terrorism and the rest for other costs. The federal government appropriated $5 million for construction with the state of Oklahoma

title: "Oklahoma City National Memorial" content: matching that amount. More than $17 million in private donations was raised. On April 19, 2000 the fifth anniversary of the attack, the Outdoor Symbolic Memorial was dedicated. On February 19, 2001 the Memorial Museum was dedicated. The Oklahoma City National Memorial since its opening has seen over 4.4 million visitors to the Outdoor Symbolic Memorial and 1.6 million visitors to the Memorial Museum. The Memorial has an average of 350,000 visitors per year. The Outdoor Symbolic Memorial consists of the following segments on 3.3 acres (13,000 m); it can be visited 24 hours a day, 365 days a year.

title: "Oklahoma City National Memorial" content: <br> Two churches were located across the street from the Murrah Building. Both were heavily damaged by the blast. Each church was repaired and both constructed memorials on their property. While not part of the official memorial they are open to the public. Oklahoma City National Memorial The Oklahoma City National Memorial is a memorial in the United States that honors the victims, survivors, rescuers, and all who were affected by the Oklahoma City bombing on April 19, 1995. The memorial is located in downtown Oklahoma City on the former site of the Alfred P. Murrah Federal Building, which was

Answer: Oklahoma

Answer: The Sooner State

Answer: State of Oklahoma

Answer: Oklahoma, United States

Answer: Oklahoma

Answer: US-OK

Answer: OK


Question: Who commissioned this facility?

Instruction: Extract documents linked to the question provided in conjunction with the 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: What is the closest upper taxonomy of this bird?

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

title: "Australian brushturkey" content: Australian brushturkey The Australian brushturkey or Australian brush-turkey ("Alectura lathami"), also frequently called the scrub turkey or bush turkey, is a common, widespread species of mound-building bird from the family Megapodiidae found in eastern Australia from Far North Queensland to Eurobodalla on the south coast of New South Wales. The Australian brushturkey has also been introduced to Kangaroo Island in South Australia. It is the largest extant representative of the family Megapodiidae, and is one of three species to inhabit Australia. Despite its name and their superficial similarities, the bird is not closely related to American turkeys, nor to the

title: "Australian brushturkey" content: as part of the diet of traditional Aboriginal Australians. Their eggs, which weigh on average , are also sometimes eaten. Australian brushturkey The Australian brushturkey or Australian brush-turkey ("Alectura lathami"), also frequently called the scrub turkey or bush turkey, is a common, widespread species of mound-building bird from the family Megapodiidae found in eastern Australia from Far North Queensland to Eurobodalla on the south coast of New South Wales. The Australian brushturkey has also been introduced to Kangaroo Island in South Australia. It is the largest extant representative of the family Megapodiidae, and is one of three species to inhabit

Answer: Alectura

Answer: Alectura


Question: who/what operates this building?

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

title: "Great Orme Tramway" content: Great Orme Tramway The Great Orme Tramway () is a cable-hauled gauge tramway in Llandudno in north Wales. Open seasonally from late March to late October, it takes over 200,000 passengers each year from Llandudno Victoria Station to just below the summit of the Great Orme headland. From 1932 onwards it was known as the Great Orme Railway, reverting to its original name in 1977. It is Great Britain's only remaining cable-operated street tramway, and one of only a few surviving in the world, and it is owned by Conwy County Borough Council. The line comprises two sections, where each

title: "Great Orme Tramway" content: Llandudno Urban District Council exercised its power, granted by the original act of parliament, to buy the line. Ownership of the line has since passed to Aberconwy Borough Council and then Conwy County Borough Council as a result of local government reorganisations. The original steam power was replaced in 1958 by electrically powered apparatus. In 1977, the line reverted to the Great Orme Tramway name that it had carried prior to its sale in 1935. Between 1999 and 2001, the line received £1 million of funding from the European Union, together with a further £1 million from the Heritage Lottery

Answer: Conwy County Borough Council

Answer: Conwy County Borough Council


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

Instruction: Using the provided image, obtain documents that address the subsequent 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: of sections 401 and 402, in the corner of the upper deck in left field, in which seats are $5 for all games. Tickets go on sale 2½ hours before the first pitch on the day of the game and cannot be ordered in advance. The stadium features three levels of upscale luxury seating. The largest of the three, the Norfolk Southern Club, is a two-story indoor lounge exclusively for fans with tickets in sections 206-221. The lounge is and features various food entities, live television broadcasts of the game on dozens of TVs, and views of the Anacostia River.

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: Anacostia River

Answer: Anacostia River

Answer: Eastern Branch of the Potomac


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

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

title: "Puente de la Mujer" content: Puente de la Mujer Puente de la Mujer (Spanish for "Woman's Bridge"), is a rotating footbridge for Dock 3 of the Puerto Madero commercial district of Buenos Aires, Argentina. It is of the cantilever spar cable-stayed bridge type and is also a swing bridge, but somewhat unusual in its asymmetrical arrangement. It has a single mast with cables suspending a portion of the bridge which rotates 90 degrees in order to allow water traffic to pass. When it swings to allow watercraft passage, the far end comes to a resting point on a stabilizing pylon. Designed by the Spanish architect

title: "Puente de la Mujer" content: The work was conceived by businessman Alberto L. González, who donated money for its construction. Costing about US$6 million, the bridge was manufactured by the Urssa steel fabrication conglomerate in the city of Vitoria-Gasteiz in the Basque Country of northern Spain. According to business executive Bob Schmetterer, the bridge was not part of the original Puerto Madero project. Jorge Heymann, a Buenos Aires advertising executive, had been hired to develop an advertising campaign for Puerto Madero, but his analysis showed that the biggest challenge of the site was access, not public awareness. A landmark footbridge, Heymann suggested, while certainly more

title: "Puente de la Mujer" content: costly than an initial advertising campaign would have been, would be more practical and lasting. The developer agreed with the assessment, and he built the structure. Puente de la Mujer Puente de la Mujer (Spanish for "Woman's Bridge"), is a rotating footbridge for Dock 3 of the Puerto Madero commercial district of Buenos Aires, Argentina. It is of the cantilever spar cable-stayed bridge type and is also a swing bridge, but somewhat unusual in its asymmetrical arrangement. It has a single mast with cables suspending a portion of the bridge which rotates 90 degrees in order to allow water traffic

Answer: Buenos Aires

Answer: Ciudad Autonoma de Buenos Aires

Answer: Buenos Aires

Answer: CABA

Answer: Autonomous City of Buenos Aires


Question: What is the vertical depth (in metre) of this lake?

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

title: "Lake Teletskoye" content: Lake Teletskoye Lake Teletskoye (; ) is the largest lake in the Altai Mountains and the Altai Republic, Russia, and has depth up to 325 meters. Situated at a height of above the sea level, the lake is long and wide and lies between the mountain ridges Korbu and Al-tyntu, on the junction of the Sailughem Mountains and the Western Sayans. Its surface area is ; however, due to its considerable depth (), the lake contains no less than 40 km³ (9.6 cubic miles) of fresh water. Annual water level fluctuations are estimated at some 348 sm. The lake transparency

title: "Lake Teletskoye" content: diluvial morpholithogenesis. The content of the precious component is everywhere much higher than the lowest accepted industrial standard, sometimes it’s tremendous. Lake Teletskoye Lake Teletskoye (; ) is the largest lake in the Altai Mountains and the Altai Republic, Russia, and has depth up to 325 meters. Situated at a height of above the sea level, the lake is long and wide and lies between the mountain ridges Korbu and Al-tyntu, on the junction of the Sailughem Mountains and the Western Sayans. Its surface area is ; however, due to its considerable depth (), the lake contains no less than

Answer: 325


Question: Who commissioned this building?

Instruction: Using the given image, access documents that provide insights into the following question:

title: "Grand Trianon" content: Grand Trianon The Grand Trianon () is a "château" (palace) situated in the northwestern part of the Domain of Versailles. It was built at the request of King Louis XIV of France (r. 1643–1715), as a retreat for himself and his maîtresse en titre of the time, the Marquise de Montespan (1640–1707), and as a place where he and invited guests could take light meals ("collations") away from the strict "étiquette" of the Court. The Grand Trianon is set within its own park, which includes the Petit Trianon (the much smaller château built between 1762 and 1768 during the reign

title: "Grand Trianon" content: of Louis XV). In 1663 and 1665, Louis XIV purchased Trianon, a hamlet on the outskirts of Versailles, and commissioned the architect Louis Le Vau to design a porcelain pavilion ("Trianon de porcelaine") to be built there. The façade was made of white and blue Delft-style "porcelain" (ceramic) tiles from the French manufactures of Rouen, Lisieux, Nevers and Saint-Cloud. Construction began in 1670 and was finished in 1672. Because it was made in porcelain, the building suffers from deterioration. Louis XIV orders its demolition in 1686 and replaced it by a larger residence. By 1687, the fragile ceramic tiles had

title: "Grand Trianon" content: deteriorated to such a point that Louis XIV ordered the demolition of the pavilion and its replacement with one made of stronger material. Commission of the work was entrusted to the architect Jules Hardouin Mansart. Hardouin-Mansart's new structure was twice the size of the porcelain pavilion and the material used was red marble of Languedoc. Begun in June 1687, the new construction (as we see it today) was finished in January 1688 and inaugurated by Louis XIV and his secret wife, the marquise de Maintenon, during the summer of 1688. The "Grand Trianon" would often play host to the King

title: "Grand Trianon" content: and his wife. The first set of "Grands apartments" lasted from 1688 to 1691. The next was from 1691 till 1701; then 1701 till his death at Versailles in 1715. From 1703 to 1711, the building was the residence of "le Grand Dauphin". In 1708, the prototypes for the Mazarin Commode, then called bureaux, were delivered to the Grand Trianon by André-Charles Boulle. The 1st Duke of Antin, Louis Antoine de Pardaillan de Gondrin Director of the King's buildings, wrote to Louis XIV: ""I was at the Trianon inspecting the second writing desk by Boulle; it is as beautiful as

title: "Grand Trianon" content: the other and suits the room perfectly." The domain was a favourite of the Duchess of Burgundy, the wife of his grandson Louis de France, the parents of Louis XV. In the later years of Louis XIV's reign, the Trianon was the residence of the King's sister-in-law Elizabeth Charlotte of the Palatinate, Dowager Duchess of Orléans and known at court as "Madame". Her son, Philippe d'Orléans, future son-in-law of Louis XIV and Regent of France, lived there with his mother. Louis XIV even ordered the construction of a larger wing to the "Grand Trianon" which had begun in 1708 by

title: "Grand Trianon" content: Mansart; this wing, called "Trianon-sous-Bois", housed the Orléans family, including Louis XIV's legitimised daughter Françoise-Marie de Bourbon. The King's youngest grandson Charles de France and his wife Marie Louise Élisabeth d'Orléans also resided there. The Orléans family, who had apartments at the Palace of Versailles, were later replaced by Françoise-Marie's sister; the Duchess of Bourbon, "Madame la Duchesse" lived at the Trianon and later built the Palais Bourbon in Paris, the design of the palace being copied on that of the Trianon. In 1717, Peter the Great of Russia, who was studying the palace and gardens of Versailles, resided at

title: "Grand Trianon" content: Republic Presidential residences used to host foreign officials. It is a official residence of the President of France, used for receiving foreign dignitaries. Grand Trianon The Grand Trianon () is a "château" (palace) situated in the northwestern part of the Domain of Versailles. It was built at the request of King Louis XIV of France (r. 1643–1715), as a retreat for himself and his maîtresse en titre of the time, the Marquise de Montespan (1640–1707), and as a place where he and invited guests could take light meals ("collations") away from the strict "étiquette" of the Court. The Grand Trianon

Answer: Louis XIV of France

Answer: Louis the Great

Answer: Le Roi Soleil

Answer: roi de France Louis XIV

Answer: Louis XIV

Answer: Louis XIV of France

Answer: King of France Ludwig XIV

Answer: King of France Louis XIV

Answer: Louis Le Grand Monarque

Answer: Louis Le Grand

Answer: The Grand Monarque

Answer: Rey de Francia Luis XIV

Answer: The Sun King

Answer: Louis the Grand Monarch