Question: Who is the manufacturer of this aircraft?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Answer: Airbus

Answer: Airbus

Answer: Airbus Commercial Aircraft


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

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title: "Life Electric" content: Life Electric Life Electric (also known as The Life Electric) is a contemporary sculpture, dedicated to the physicist Alessandro Volta (1745–1827). Completed in 2015 it is located in Como, Italy. Life Electric was designed by Daniel Libeskind, and was a gift to Como, the city where the architect located his "“Summer Session”" school of architecture, in 1988. The sculpture was commissioned by the non profit association "“Gli amici di Como”". The design of the fountain illustrates the evolution of modern architecture that took place over the period from 1920s to modern days, with the emergence of Rationalism. Libeskind’s creation has

title: "Life Electric" content: carried on the tradition of contemporary art in Como, and raised its profile. The construction of "Life Electric" started in September 2014, with an estimated cost of €599,926.07. The project, reviewed by the architect and engineer Antonio Gianmarco Martorana Capsoni, and validated by the ""Mercury Engineering"" company SpA, was entirely donated to the municipality by Daniel Libeskind. Money for the construction work that helped to improve the resistance of the pier, and construction of the statue itself, was donated by "Gli Amici Di Como". The initial intention was to complete the project by the 1st May 2015, the same day

title: "Life Electric" content: as the inauguration of Expo 2015, but, after 119 additional days of work, the project was finally completed in August 2015. There had been nineteen days of delay due to bad weather, and twenty-five days for a summer break in August. The inauguration took place on the 2nd October 2015, and was attended by the mayor of Como, Daniel Libeskind with his family and Luigi Martino Volta, the nephew of Alessandro Volta and Nastassja Kinski; the event was held in the Yacht Club of Como with a buffet, a toast and the presentation of a new ice-cream flavor, named Life

title: "Life Electric" content: Electric, created by a local artisan ice cream shop. Afterwards, the ceremony moved to the hangar of the Aereo Club of Como. "Life Electric" is located on the very end of the Diga Foranea pier, which was consolidated before the construction of the statue. The pier is accessible to visitors, and the entrance can be reached from the Lungolago Mafalda di Savoia, which ends with the Tempio Voltiano. The project’s intention was to convey a sense of continuity through the approach to the statue. The location was chosen to give greater visibility to the sculpture, and to celebrate both Volta

title: "Life Electric" content: battery. It creates an idealistic third pole, located between the Faro Voltiano and the Tempio Voltiano, both attributed to the battery inventor, Alessandro Volta. The sculpture is designed to suggest connections among three of the five natural elements: light, wind and water. Libeskind's artwork aims to create geometries that connects the sky, lake and mountains, elements that typify the Lake Como landscape; the interaction between these three elements produces a monumental geometric power, as a metaphor for Volta’s electric power. The structure is made of calendared steel, coated by 316,6 mm thick steel panels. The illumination consists of a led

title: "Life Electric" content: waterproof system with smoke machines, (with over 300 output points) and was designed to create games of lights during the night, while the steel used for the coating reflects Como and its natural environment during the day. On 22 October 2014 the political party "Adesso Como" started a petition asking the citizens if they wanted the statue on the lake. By December 28 the petition collected 4478 signatures, exceeding by 278 the minimum amount required to start a referendum against the construction of the statue, which was considered by some architects and citizens as having a negative impact on the

title: "Life Electric" content: lake landscape. On the 5th August 2015, the local newspaper "La Provincia" announced the impossibility of proceeding with the referendum because the construction was at too advanced a stage, and also because of the cost of the referendum, which would have been €180.559 Life Electric Life Electric (also known as The Life Electric) is a contemporary sculpture, dedicated to the physicist Alessandro Volta (1745–1827). Completed in 2015 it is located in Como, Italy. Life Electric was designed by Daniel Libeskind, and was a gift to Como, the city where the architect located his "“Summer Session”" school of architecture, in 1988.

Answer: Como

Answer: Como


Question: who/what operates 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

Answer: Russian Air Force

Answer: Aeroflot

Answer: Russian Air Force

Answer: Dobrolet

Answer: Russian Aerospace Forces

Answer: Aeroflot

Answer: PJSC Aeroflot – Russian Airlines

Answer: Aeroflot - Russian Airlines

Answer: Russian air force

Answer: Aeroflot - Russian International Airlines

Answer: PJSC Aeroflot


Question: Who is the manufacturer of this aircraft?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Answer: de Havilland Canada

Answer: Viking Air

Answer: de Havilland Aircraft of Canada Ltd.

Answer: Viking Air

Answer: de Havilland Canada

Answer: DHC


Question: What is the time zone of this island?

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

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

Answer: UTC+02:00

Answer: utc+2

Answer: Eastern European Time

Answer: South African Standard Time

Answer: Central Africa Time

Answer: Central European Summer Time

Answer: CEST

Answer: Israel Standard Time

Answer: West Africa Summer Time

Answer: UTC+02:00


Question: What is the data transfer speed of this object (logical block addressing)?

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

title: "Compact Disc Digital Audio" content: CIRC error-correction bytes, and one subcode byte. As described in the "Data encoding" section, after the EFM modulation the number of bits in a frame totals 588. On a "Red Book" audio CD, data is addressed using the "MSF scheme", with timecodes expressed in minutes, seconds and another type of "frames" (mm:ss:ff), where one frame corresponds to 1/75th of a second of audio: 588 pairs of left and right samples. This timecode frame is distinct from the 33-byte channel-data frame described above, and is used for time display and positioning the reading laser. When editing and extracting CD audio, this

title: "Compact Disc Digital Audio" content: timecode frame is the smallest addressable time interval for an audio CD; thus, track boundaries only occur on these frame boundaries. Each of these structures contains 98 channel-data frames, totaling 98 × 24 = 2,352 bytes of music. The CD is played at a speed of 75 frames (or sectors) per second, thus 44,100 samples or 176,400 bytes per second. In the 1990s, CD-ROM and related Digital Audio Extraction (DAE) technology introduced the term "sector" to refer to each timecode frame, with each sector being identified by a sequential integer number starting at zero, and with tracks aligned on sector

title: "Compact Disc Digital Audio" content: sector being 2,352 bytes, and with 75 sectors containing 1 second of audio. For comparison, the bit rate of a "1×" CD-ROM is defined as 2,048 bytes per sector × 75 sectors per second = 153,600 bytes per second. The remaining 304 bytes in a sector are used for additional data error correction. Unlike on a DVD or CD-ROM, there are no "files" on a "Red Book" audio CD; there is only one continuous stream of LPCM audio data, and a parallel, smaller set of 8 subcode data streams. Computer operating systems, however, may provide access to an audio CD

Answer: 75


Question: What place is the lake outflow to?

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title: Derwentwater content: Derwentwater Derwentwater, or Derwent Water, is one of the principal bodies of water in the Lake District National Park in north west England. It lies wholly within the Borough of Allerdale, in the county of Cumbria. The lake occupies part of Borrowdale and lies immediately south of the town of Keswick. It is both fed and drained by the River Derwent. It measures approximately long by wide and is some deep. There are several islands within the lake, one of which is inhabited. Derwent Island House, an 18th-century residence, is a tenanted National Trust property open to the public on

title: Derwentwater content: five days each year. Derwentwater is a place of considerable scenic value. It is surrounded by hills (known locally as fells), and many of the slopes facing Derwentwater are extensively wooded. A regular passenger launch operates on the lake, taking passengers between various landing stages. There are seven lakeside marinas, the most popular stops being Keswick, Portinscale and the Lodore Falls, from which boats may be hired. Recreational walking is a major tourist activity in the area and there is an extensive network of footpaths in the hills and woods surrounding the lake. The Keswick—Borrowdale road runs along the eastern

title: Derwentwater content: shore of the lake and carries a regular bus service. There is a lesser, or unclassified, road along the western shore connecting the villages of Grange and Portinscale. Derwentwater gave its name to the Earldom of Derwentwater. The lake is believed to be the last remaining native habitat of the vendace ("Coregonus vandesius") fish from the four originally known sites: Bassenthwaite Lake and Derwentwater in the Lake District, and the Castle Loch & Mill Loch in Lochmaben. 'Derwent' is " '(River) with oak trees', traditionally explained from Brit." (i.e.: Brythonic Celtic) or Cymric Old Welsh, hence Cymria " 'derwā' 'oak'

title: Derwentwater content: plus suffixes, hence of the same origin as other English rivers named Derwent, Darwen, Darent and Dart...The river gave its name to Derwent Water (which was also known as the 'Lake of Derwent', 'Keswick Lake', or 'Keswick Water' in the 18th-19th centuries)...". Plus "OE 'wæter', with the meaning probably influenced by its ON relative 'vatn'." There are numerous islands in Derwentwater, the largest being Derwent Island, Lord's Island, St Herbert's Island, Rampsholme Island, Park Neb, Otter Island, and Otterbield Island. St. Herbert's Island is named after a C. 7th priest hermit, St. Herbert of Derwentwater. An edited panoramic photograph of

title: Derwentwater content: Derwentwater from the town of Keswick forms the view of the titular town and Toluca Lake at the start of the 2001 video game "Silent Hill 2". "Star Wars Episode VII: The Force Awakens" filmed on location at Derwentwater for the scene "Approach to Maz Kantana's Castle, Takodana". The EP "Three Songs" (2011) by Robin Pecknold includes a song named "Derwentwater Stones". A photograph taken at Derwentwater is used as the album art for Black Sands by Bonobo. Open world racing video game "Forza Horizon 4" includes Derwentwater as part of its world map. Derwentwater Derwentwater, or Derwent Water, is

Answer: River Derwent

Answer: River Derwent, Cumbria

Answer: Derwent

Answer: River Derwent


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

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

title: Minestrone content: Minestrone Minestrone (; ) is a thick soup of Italian origin made with vegetables, often with the addition of pasta or rice, sometimes both. Common ingredients include beans, onions, celery, carrots, stock, and tomatoes. There is no set recipe for minestrone, since it is usually made out of whatever vegetables you have. It can be vegetarian, contain meat, or contain a meat-based broth (such as chicken stock). Angelo Pellegrini, however, argued that the base of minestrone is bean broth, and that borlotti beans (also called Roman beans) "are the beans to use for genuine minestrone". Some of the earliest origins

title: Minestrone content: of minestrone soup pre-date the expansion of the Latin tribes of Rome into what became the Roman Kingdom (later Roman Republic and Empire), when the local diet was "vegetarian by necessity" and consisted mostly of vegetables, such as onions, lentils, cabbage, garlic, broad beans, mushrooms, carrots, asparagus, and turnips. During this time, the main dish of a meal would have been "pulte", a simple but filling porridge of spelt flour cooked in salt water, to which whatever vegetables that were available would have been added. It was not until the 2nd century B.C., when Rome had conquered Italy and monopolized

title: Minestrone content: the commercial and road networks, that a huge diversity of products flooded the capital and began to change their diet, and by association, the diet of Italy most notably with the more frequent inclusion of meats, including as a stock for soups. Spelt flour was also removed from soups, as bread had been introduced into the Roman diet by the Greeks, and "pulte" became a meal largely for the poor. The ancient Romans recognized the health benefits of a simple or "frugal" diet (from the Latin "fruges", the common name given to cereals, vegetables and legumes) and thick vegetable soups

title: Minestrone content: and vegetables remained a staple. Marcus Apicius's ancient cookbook "De Re Coquinaria" described "polus", a Roman soup dating back to 30 AD made up of farro, chickpeas, and fava beans, with onions, garlic, lard, and greens thrown in. As eating habits and ingredients changed in Italy, so did minestrone. Apicius updates the "pultes" and "pulticulae" with fancy trimmings such as cooked brains and wine. The introduction of tomatoes and potatoes from the Americas in the mid-16th century changed the soup by making available two ingredients which have since become staples. The tradition of not losing rural roots continues today, and

title: Minestrone content: minestrone is now known in Italy as belonging to the style of cooking called "cucina povera" (literally "poor kitchen") meaning dishes that have rustic, rural roots, as opposed to "cucina nobile" or the cooking style of the aristocracy and nobles. Like many Italian dishes, minestrone was probably originally not a dish made for its own sake. In other words, one did not gather the ingredients of minestrone with the intention of making minestrone. The ingredients were pooled from ingredients for other dishes, often side dishes or "contorni" plus whatever was left over, rather like the "pulte". There are two schools

title: Minestrone content: of thought on when the recipe for minestrone became more formalized. One argues that in the 17th and 18th centuries minestrone emerged as a soup using exclusively fresh vegetables and was made for its own sake (meaning it no longer relied on left-overs), while the other school of thought argues that the dish had always been prepared exclusively with fresh vegetables for its own sake since the pre-Roman "pulte", but the name minestrone lost its meaning of being made with left-overs. The word "minestrone", meaning a thick vegetable soup, is attested in English from 1871. It is from Italian "minestrone",

title: Minestrone content: the augmentative form of "minestra", "soup", or more literally, "that which is served", from "minestrare", "to serve" and cognate with "administer" as in "to administer a remedy". Because of its unique origins and the absence of a fixed recipe, minestrone varies widely across Italy depending on traditional cooking times, ingredients, and season. Minestrone ranges from a thick and dense texture with very boiled-down vegetables, to a more brothy soup with large quantities of diced and lightly cooked vegetables; it may also include meats. In modern Italian there are three words corresponding to the English word "soup": "zuppa", which is used

title: Minestrone content: in the sense of tomato soup, or fish soup; "minestra", which is used in the sense of a more substantial soup such as a vegetable soup, and also for "dry" soups, namely pasta dishes; and "minestrone", which means a very substantial or large soup or stew, though the meaning has now come to be associated with this particular dish. "Minestrone alla Genovese" is a variant typical of Liguria, which contains greater use of herbs, including pesto. "Minestra" is a variant from Malta, which prominently features "kunserva" (a thick tomato paste), potatoes, kohlrabi, cauliflower and sometimes spaghetti. Minestrone Minestrone (; )

Answer: Italy

Answer: Italy

Answer: Italian Republic

Answer: Republic of Italy

Answer: Italia

Answer: Repubblica Italiana

Answer: ITA

Answer: IT


Question: who/what operates this aircraft?

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

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

Answer: Russian Air Force

Answer: Aeroflot

Answer: Russian Air Force

Answer: Dobrolet

Answer: Russian Aerospace Forces

Answer: Aeroflot

Answer: PJSC Aeroflot – Russian Airlines

Answer: Aeroflot - Russian Airlines

Answer: Russian air force

Answer: Aeroflot - Russian International Airlines

Answer: PJSC Aeroflot


Question: What is the maximum capacity of this aircraft?

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

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

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

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

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

Answer: 19


Question: Who is the main building contractor of this building?

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title: "Umeda Sky Building" content: ft) building was designed by Hiroshi Hara. It was constructed by Takenaka Corporation and was completed in 1993. The building features a rooftop observatory, "The Floating Garden Observatory", as well as an underground market that attempts to recreate the atmosphere of Osaka in the early 20th century. At the base of the towers is an urban garden with walking trails and water features. The building was mainly owned by Toshiba Corporation through Toshiba Building Co., Ltd. In July 2008, Toshiba sold a majority stake (65%) in Toshiba Building to Nomura Real Estate co. but maintains a 35% ownership. Mazda has

Answer: Takenaka Corporation

Answer: Kabushiki-gaisha Takenaka Kōmuten

Answer: Takenaka Corporation


Question: What is the previous crossing of this river (crossed by the bridge) on the upstream?

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

title: "Blackfriars Bridge" content: Blackfriars Bridge Blackfriars Bridge is a road and foot traffic bridge over the River Thames in London, between Waterloo Bridge and Blackfriars Railway Bridge, carrying the A201 road. The north end is near the Inns of Court and Temple Church, along with Blackfriars station. The south end is near the Tate Modern art gallery and the Oxo Tower. The first fixed crossing at Blackfriars was a long toll bridge designed in an Italianate style by Robert Mylne and constructed with nine semi-elliptical arches of Portland stone. Beating designs by John Gwynn and George Dance, it took nine years to build,

Answer: Waterloo Bridge

Answer: Waterloo Bridge


Question: Where is this bird native to?

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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: Australian bustard, which is also known as the bush turkey. Its closest relatives are the wattled brushturkey, Waigeo brushturkey, and malleefowl. It is a large bird with black feathers and a red head. Its total length is about and a wingspan of about . The subspecies "A. l. purpureicollis" from the northern Cape York Peninsula is smaller than the more widespread nominate subspecies. It has a prominent, fan-like tail flattened sideways, and its plumage is mainly blackish, but with a bare red head, and a yellow (in the nominate subspecies) or purple wattle (in "A. l. purpureicollis"). The males' wattles

title: "Australian brushturkey" content: become much larger during breeding season, often swinging from side to side as they run. The males' heads and wattles also become much brighter during the breeding and nesting season. The underside of the body is sprinkled with white feathers, more pronounced in older birds. The brushturkey is a clumsy flier and cannot fly long distances, only taking to the air when threatened by predators or to roost in trees at night and during the heat of the day. They build large nests on the ground made of leaves, other combustible material, and earth, high and up to across. Mound-building

title: "Australian brushturkey" content: is done by a dominant male, and visited by a succession of local females, for mating and egg-laying. The male works tirelessly, collecting material from all around, and also diligently repelling rival males, which are keen to usurp his position. The effort involved eventually wears him down, and he will ultimately be defeated by a new king. The eggs are very large (90 × 45 mm), and the young are fully fledged on hatching. They can fly within hours, as soon as the feathers are dry. The eggs are hatched by the heat of the composting mound, the temperature of

title: "Australian brushturkey" content: which is regulated by adding or removing material to maintain the temperature in the incubation temperature range. The Australian brushturkey checks the temperature by sticking its beak into the mound. Like some reptiles, incubation temperature affects the sex ratio of chicks, but the mechanism is different between reptiles and these birds, with reptiles exhibiting temperature-dependent sex determination, and megapodes exhibiting temperature-dependent embryo mortality. The sex ratio in brushturkeys is equal at incubation temperatures of 34°C, but results in more males when cooler and more females when warmer (p=0.035). Whether the parents use this to manipulate the sex of their offspring

title: "Australian brushturkey" content: by, for instance, selecting the nesting site accordingly, is unclear. Warmer incubation also results in heavier, fitter chicks (p<0.0001), but how this is linked to gender is also unknown. The same nesting site is frequently used year after year, with the old nests being added to each breeding season. The average clutch of eggs is between 16 and 24 large white eggs, which are laid September to March. Sometimes, up to 50 eggs laid by several females may be found in a single mound. The eggs are placed in a circle roughly down, apart, always with the large end up.

title: "Australian brushturkey" content: The newly hatched young dig themselves out of the mound and then have to care for themselves. Brushturkey eggs are a favourite food of goannas, snakes, and dingoes and dogs, though brushturkeys were also a staple of Aboriginal Australians. Often, goannas exhibit wounds on their tails from having been pecked by brushturkeys that ferociously chase them away from their nests. In situations where they come into contact with humans, such as picnic areas in national parks and suburban gardens, brushturkeys exhibit little fear and often boldly attempt to steal food from tables and raid compost bins. They nest in suburban

title: "Australian brushturkey" content: gardens, and in search of material for their nests remove enormous amounts of mulch from gardens. The Australian brushturkey inhabits rainforests and wet sclerophyll forests, but can also be found in drier scrubs and open areas. In the northern part of its range, the Australian brushturkey is most common at higher altitudes, but individuals move to the lowland areas in winter. In the south, it is common in both mountain and lowland regions. Brushturkeys are now common in urban environments and can be found in backyards in both Brisbane and Sydney. Brushturkeys are fairly common presently, but in the 1930s,

title: "Australian brushturkey" content: the bird was supposed to be approaching extinction. Brushturkeys feed upon insects, seeds, and fallen fruits, which are exposed by raking the leaf litter or breaking open rotten logs with their large feet. The majority of food is obtained from the ground, with birds occasionally observed feeding on ripening fruits among tree branches. The Australian brushturkey can damage gardens when raking up the ground looking for food. It can also cause extensive damage to food crops. The Department of Environment, Climate Change, and Water provides hints for living with brushturkeys in urban environments. They are sometimes hunted for food, including

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: Australia

Answer: au

Answer: Australia

Answer: Aussieland

Answer: AU

Answer: Commonwealth of Australia

Answer: Oz

Answer: Straya

Answer: AUS


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

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

title: "Niechorze lighthouse" content: Niechorze lighthouse Niechorze lighthouse (Polish: "Latarnia morska Niechorze") is a lighthouse in Niechorze, on the Polish coast of the Baltic Sea, by a steep cliff. The lighthouse is located in Niechorze, West Pomeranian Voivodeship, in Poland. The lighthouse is located in between the Kikut lighthouse (about 30 km to the west), and the Kołobrzeg lighthouse (34 km to the east). The lighthouse in Niechorze is located at the edge of a steep cliff, with a height of 20 metres. The lighthouse's base is a 13 metre high square-shaped building, on both sides of the tower. The light glare from the

title: "Niechorze lighthouse" content: finally operational – this was due to the erosion of the cliff which the lighthouse was located close to; the authorities secured the cliff by putting large boulders and rock armour (500 metres of heavy concrete) to secure the cliff and provide a stable ground for the lighthouse. Currently the lighthouse is open to tourists, with a viewpoint – nearby the lighthouse there is a miniature park of all Polish lighthouses, a popular attraction for families and enthusiasts. Niechorze lighthouse Niechorze lighthouse (Polish: "Latarnia morska Niechorze") is a lighthouse in Niechorze, on the Polish coast of the Baltic Sea, by

Answer: Baltic Sea

Answer: Baltic Sea


Question: Where is the lake outflow to?

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

title: Windermere content: receded up the Troutbeck valley and up the valleys that now contain the rivers Rothay and Brathay. There were at least nine ice retreat phases, indicated by buried recessional moraines. The lake has two separate basins – north and south – with different characteristics influenced by the geology. This consists of hard volcanic rocks in the north basin and softer shales in the south. The lake is drained from its southernmost point by the River Leven. It is replenished by the rivers Brathay, Rothay, Trout Beck, Cunsey Beck and several other lesser streams. The lake is largely surrounded by foothills

title: Windermere content: of the Lake District which provide pleasant low-level walks; to the north and northeast are the higher fells of central Lakeland. There is debate as to whether the stretch of water between Newby Bridge and Lakeside at the southern end of the lake should be considered part of Windermere, or a navigable stretch of the River Leven. This affects the stated length of the lake, which is long if measured from the bridge at Newby Bridge, or if measured from Lakeside. The lake varies in width up to a maximum of , and covers an area of . With a

Answer: River Leven

Answer: River Leven

Answer: River Leven, Cumbria

Answer: Leven


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

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

title: "Royal Andalusian School of Equestrian Art" content: Royal Andalusian School of Equestrian Art The Royal Andalusian School of Equestrian Art (in Spanish, "Real Escuela Andaluza del Arte Ecuestre") is an institution in Jerez de la Frontera, Spain, devoted to conserving the ancestral abilities of the Andalusian horse, maintaining the classical traditions of Spanish baroque horsemanship, preparing horses and riders for international dressage competitions, and providing education in all aspects of horsemanship, coachdriving, blacksmithing, the care and breeding of horses, saddlery, and the manufacture and care of horse harness. The Royal Andalusian School is a riding school comparable to the Spanish Riding School in Vienna, Austria. Like the

title: "Royal Andalusian School of Equestrian Art" content: Spanish Riding School, the Royal Andalusian School is well known for its "dancing stallions" shows for the tourists. The school is adjacent to the historic nineteenth-century Palacio Duque de Abrantes (or Palacio de las Cadenas) in Jerez. Royal Andalusian School of Equestrian Art The Royal Andalusian School of Equestrian Art (in Spanish, "Real Escuela Andaluza del Arte Ecuestre") is an institution in Jerez de la Frontera, Spain, devoted to conserving the ancestral abilities of the Andalusian horse, maintaining the classical traditions of Spanish baroque horsemanship, preparing horses and riders for international dressage competitions, and providing education in all aspects of

Answer: Jerez de la Frontera

Answer: Jerez de la Frontera

Answer: xerez


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

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

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

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

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

Answer: Firth of Clyde

Answer: Firth of Clyde


Question: which mountain range is this lake belong to?

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

title: Derwentwater content: Derwentwater Derwentwater, or Derwent Water, is one of the principal bodies of water in the Lake District National Park in north west England. It lies wholly within the Borough of Allerdale, in the county of Cumbria. The lake occupies part of Borrowdale and lies immediately south of the town of Keswick. It is both fed and drained by the River Derwent. It measures approximately long by wide and is some deep. There are several islands within the lake, one of which is inhabited. Derwent Island House, an 18th-century residence, is a tenanted National Trust property open to the public on

title: Derwentwater content: shore of the lake and carries a regular bus service. There is a lesser, or unclassified, road along the western shore connecting the villages of Grange and Portinscale. Derwentwater gave its name to the Earldom of Derwentwater. The lake is believed to be the last remaining native habitat of the vendace ("Coregonus vandesius") fish from the four originally known sites: Bassenthwaite Lake and Derwentwater in the Lake District, and the Castle Loch & Mill Loch in Lochmaben. 'Derwent' is " '(River) with oak trees', traditionally explained from Brit." (i.e.: Brythonic Celtic) or Cymric Old Welsh, hence Cymria " 'derwā' 'oak'

Answer: Lake District

Answer: Lakeland

Answer: Lake District

Answer: The Lakes


Question: Who is the developer of this aircraft?

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

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

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

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

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

title: "De Havilland Canada DHC-6 Twin Otter" content: 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: de Havilland Canada

Answer: de Havilland Aircraft of Canada Ltd.

Answer: de Havilland Canada

Answer: DHC


Question: Which historic county does this village belong to?

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

title: Stilton content: Stilton Stilton is a village and civil parish in Cambridgeshire, England, about north of Huntingdon in Huntingdonshire, which is a non-metropolitan district of Cambridgeshire as well as a historic county of England. There is evidence of Neolithic occupation of the parish. The Roman finds dug up in the village include a silver ring and a 2nd century jug. Archaeologists have also found a potential Roman settlement in the village and a Roman cheese press. Stilton was listed in the Domesday Book in the Hundred of Normancross in Huntingdonshire; the name of the settlement was written as "Stichiltone" and "Sticilitone" in

title: Stilton content: as a village green or playing fields. The parish council reviews all planning applications that might affect the parish and makes recommendations to Huntingdonshire District Council, which is the local planning authority for the parish. The parish council also represents the views of the parish on issues such as local transport, policing and the environment. The parish council raises its own tax to pay for these services, known as the parish precept, which is collected as part of the Council Tax. The parish council consists of twelve councillors and a parish clerk. The parish council normally meets on the second

title: Stilton content: Tuesday of the month (except in August) in the parish meeting room. Stilton was in the historic and administrative county of Huntingdonshire until 1965. From 1965, the village was part of the new administrative county of Huntingdon and Peterborough. Then in 1974, following the Local Government Act 1972, Stilton became a part of the county of Cambridgeshire. The second tier of local government is Huntingdonshire District Council which is a non-metropolitan district of Cambridgeshire and has its offices in Huntingdon. Huntingdonshire District Council has 52 councillors representing 29 district wards. Huntingdonshire District Council collects the council tax, and provides services

title: Stilton content: such as building regulations, local planning, environmental health, leisure and tourism. Stilton is a district ward and is represented on the district council by one councillor. District councillors serve for four-year terms following elections to Huntingdonshire District Council. For Stilton the highest tier of local government is Cambridgeshire County Council which has administration buildings in Cambridge. The county council provides county-wide services such as major road infrastructure, fire and rescue, education, social services, libraries and heritage services. Cambridgeshire County Council consists of 69 councillors representing 60 electoral divisions. Stilton is part of the electoral division of "Norman Cross" and is

title: Stilton content: Cheese", "The Bell", "The Talbot" and Colbrook's, a Rolls Royce and Bentley specialist garage. Stilton Stilton is a village and civil parish in Cambridgeshire, England, about north of Huntingdon in Huntingdonshire, which is a non-metropolitan district of Cambridgeshire as well as a historic county of England. There is evidence of Neolithic occupation of the parish. The Roman finds dug up in the village include a silver ring and a 2nd century jug. Archaeologists have also found a potential Roman settlement in the village and a Roman cheese press. Stilton was listed in the Domesday Book in the Hundred of Normancross

Answer: Huntingdonshire

Answer: County of Huntingdon

Answer: Huntingdonshire