Question: who/what operates this aircraft?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Answer: British Airways

Answer: Delta Air Lines

Answer: BAW

Answer: British Airways plc

Answer: Delta Air Lines, Inc

Answer: DAL

Answer: Delta Airlines

Answer: Delta Air Line

Answer: Delta Air lines

Answer: @Delta

Answer: Delta Air Lines

Answer: Delta.com

Answer: DL

Answer: Delta Air Lines Incorporated

Answer: BA

Answer: Delta Air Lines, Inc.

Answer: Delta

Answer: Delta Air Lines Inc

Answer: British Airways

Answer: Delta (airline)

Answer: Delta Air Lines Inc.


Question: What equipment or engine is used by this aircraft to provide power?

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title: "Fokker 100" content: had financial troubles of its own, restricting its ability to support multiple regional airliner programmes. Accordingly, in 1997, production of the Fokker 100 was terminated after 283 airframes had been delivered. By July 2017, a total of 113 Fokker 100 aircraft remained in airline service with 25 airlines around the world. Although airlines are currently retiring the aircraft, there are still large numbers in operation in both Australia and Iran. The "F28 Mark 0100" “Fokker 100” is based on the Fokker F28 Mark 4000 re-engineed with two Rolls-Royce RB.183 Tay high by-pass ratio turbofans and a fuselage stretched by .

Answer: Rolls-Royce RB.183 Tay

Answer: Rolls-Royce Tay

Answer: Rolls-Royce RB183

Answer: Rolls-Royce RB.183

Answer: Rolls-Royce RB.183 Tay

Answer: Rolls-Royce RB 183


Question: Which historic county does this building belong to?

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title: "Menai Suspension Bridge" content: Menai Suspension Bridge The Menai Suspension Bridge () is a suspension bridge to carry road traffic between the island of Anglesey and the mainland of Wales. The bridge was designed by Thomas Telford and completed in 1826 and is a Grade I listed building. Before the bridge was completed in 1826, the island had no fixed connection to the mainland and the primary means of access to and from Anglesey was by ferry across the fast flowing and dangerous waters of the Menai Strait. The main source of income on Anglesey was from the sale of cattle, and to move

title: "Menai Suspension Bridge" content: known as Menai Bridge) on Anglesey. Because of the high banks and fast flowing waters of the Strait, it would have been difficult to build piers on the shifting sands of the sea-bed and, even if it could be done, they would have obstructed the navigation. Also, the bridge would have to be high enough to allow the passage of the tall ships of the day. In view of this, Telford proposed that a suspension bridge should be built and his recommendation was accepted by Parliament. Construction of the bridge, to Telford's design, began in 1819 with the towers on

title: "Menai Suspension Bridge" content: Heritage Site. On the same day one carriageway of the bridge was closed for six months restricting traffic to a single carriageway so that traffic travelled to the mainland in the morning and to Anglesey in the afternoon. The bridge was re-opened to traffic in both directions on 11 December 2005 after its first major re-painting in 65 years. The Anglesey Coastal Path passes below the bridge. The bridge has a memorial to the Aberfan disaster victims on the Anglesey side. The nearest settlement is the town of Menai Bridge. A representation of the Menai Bridge inside a border of

title: "Menai Suspension Bridge" content: railings and stanchions is featured on the reverse of British one-pound coins minted in 2005. The coin was designed by Edwins Ellis. Menai Suspension Bridge The Menai Suspension Bridge () is a suspension bridge to carry road traffic between the island of Anglesey and the mainland of Wales. The bridge was designed by Thomas Telford and completed in 1826 and is a Grade I listed building. Before the bridge was completed in 1826, the island had no fixed connection to the mainland and the primary means of access to and from Anglesey was by ferry across the fast flowing and

Answer: Anglesey

Answer: Anglesey


Question: Which (geo)physical feature is the lake located in or on?

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

title: "Lake Teletskoye" content: is high, with the visibility of the lake water ranging from six to fourteen meters. About 70 rivers and 150 temporary streams flow into the lake, the largest of them, Chulyshman River, supplying more than half of the lake's water. The lake is drained through a single outlet, the Biya River, which, after its confluence with the Katun River, forms one of Siberia's largest rivers, the Ob River. The lake is surrounded by mountains of 600-1,300 m in the northern part and about in the southern part. Lake Teletskoe is included into Altaisky Nature Reserve. That reserve along with the

title: "Lake Teletskoye" content: Katun Nature Reserve and the Ukok Plateau Nature Refuge were listed as one of UNESCO World Natural Heritage Sites under the name "Golden Mountains of Altai". The Altai people have a legend about the name of the lake in their language, which means Golden Lake. According to this story, once, a rich man had an ingot of gold, which he wanted to use to buy food. He travelled around Altai, but could not find anyone who would sell him any food. Eventually, he threw the gold into the lake. This legend is the origin of the name. There is a

title: "Lake Teletskoye" content: field base of Institute of Taxonomy and Ecology of Animals () by the Siberian Division of the Russian Academy of Sciences () at the northwest part of the lake, about 6 km from head water of Biya River. Therein studies are performed of the insect-eaters and rodents of Altai Republic, helminthofauna of vertebrates in biocenoses of taiga, ichthyocenose and animal plankton of Lake Teletskoye. Near the base there is located the research-and-production sport-and-sanitary base of Gorno-Altaisk State University. Tomsk State University carries out its investigation more than 50 years. Many years here work ecologists from the Institute of Water and

title: "Lake Teletskoye" content: Ecological Problems () by the Siberian Division of the Russian Academy of Sciences, and also geologists and archeologists from the Academy. Geomorphologists and geologists scrutinize geological structure of Lake Teletskoye, its paleogeography, age, and origin. It has been known for a long time that there are gold in placers and bedrock deposits in the Altai. The Geomorphologists from Tomsk State University works in the Teletskoye geology-prospecting detachment searching for gold-placers. They managed to establish a new search criterion for a placer. The base for the discovery were the palaeoglaciological studies during the last few years and theoretical models of the

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

Answer: Altai

Answer: Great Altai

Answer: Altay

Answer: Altai region

Answer: Altai

Answer: Altay region


Question: Which protected area is this lake usually located in?

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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

Answer: Lake District National Park

Answer: Lake District National Park


Question: Who commissioned this place?

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title: "Trajan's Market" content: Trajan's Market Trajan's Market (, ) is a large complex of ruins in the city of Rome, Italy, located on the Via dei Fori Imperiali, at the opposite end to the Colosseum. The surviving buildings and structures, built as an integral part of Trajan's Forum and nestled against the excavated flank of the Quirinal Hill, present a living model of life in the Roman capital and a glimpse at the restoration in the city, which reveals new treasures and insights about Ancient Roman architecture. Thought to be the world's oldest shopping mall, the arcades in Trajan's Market are now believed

title: "Trajan's Market" content: by many to be administrative offices for Emperor Trajan. The shops and apartments were built in a multi-level structure and it is still possible to visit several of the levels. Highlights include delicate marble floors and the remains of a library. Trajan's Market was probably built in 100-110 AD by Apollodorus of Damascus, an architect who always followed Trajan in his adventures and to whom Trajan entrusted the planning of his Forum, and inaugurated in 113 AD. During the Middle Ages the complex was transformed by adding floor levels, still visible today, and defensive elements such as the Torre delle

title: "Trajan's Market" content: Milizie, the "militia tower" built in 1200. A convent, which was later built in this area, was demolished at the beginning of the twentieth century to restore Trajan's Markets to the city of Rome. The Museum of the Imperial Fora (), which opened in 2007, houses a wealth of artifacts from all of ancient Rome's forums. The modern entrances to Trajan's Market are at Via Quattro Novembre, 94, and Piazza Madonna di Loreto. Immediately, the visitor enters into a shopping area, disposed on two different sides, where free wheat was once distributed to the people of Rome. At the end

title: "Trajan's Market" content: of this hall, a large balcony offers a beautiful view of the markets, Trajan's Forum, and the Vittoriano. This is actually a part of the Via Biberatica (from the Latin "bibo, bibere" meaning "to drink"; the street was the location for several of the Roman taverns and grocers' shops in the area). The road cuts through Trajan's Market. On the lower part there are also two large halls, probably used for auditions or concerts. A shop housed in the Market is known as a "taberna". The giant exedra formed by the market structure was originally mirrored by a matching exedral

title: "Trajan's Market" content: boundary space on the south flank of Trajan's Forum. The grand hall of the market is roofed by a concrete vault raised on piers, both covering and allowing air and light into the central space. The market itself is constructed primarily out of brick and concrete. Trajan's Market Trajan's Market (, ) is a large complex of ruins in the city of Rome, Italy, located on the Via dei Fori Imperiali, at the opposite end to the Colosseum. The surviving buildings and structures, built as an integral part of Trajan's Forum and nestled against the excavated flank of the Quirinal

Answer: Trajan

Answer: Optimus Princeps

Answer: Trajan, Marcus Ulpius Nerva Traianus

Answer: Emperor of Rome Trajanus

Answer: Traianus

Answer: Marcus Ulpius Nerva Traianus

Answer: Emperor of Rome Marcus Ulpius Traianus

Answer: Marcus Ulpius Traianus

Answer: Emperor of Rome Traianus Pater

Answer: Emperor Trajan

Answer: Emperor of Rome Traianus Augustus Germanicus

Answer: Emperor of Rome Trajan

Answer: Caesar Divi Nervae Filius Nerva Traianus Optimus Augustus

Answer: Trajan

Answer: Emperor Marcus Ulpius Trajanus

Answer: Caesar Nerva Traianus Germanicus

Answer: Emperor of Rome Traianus

Answer: Marcus Ulpius Trajan


Question: What is this park named after?

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

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

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

title: "Nationals Park" content: center field entrance (on the opposite side of Capitol Street SE from the main entrance) and is heavily used by fans on game day. Prior to the ballpark's opening, the station's ballpark entrance underwent a major expansion, with the relocation of the farecard mezzanine to street level, along with the addition of an extra escalator and elevator to handle the crowds. Parking near the stadium is limited. There are a total of 14 Nationals Park-sanctioned parking lots or garages, with a small number of third-party lots also in the vicinity of the stadium. During the 2008 and 2009 seasons, the

title: "Nationals Park" content: Nationals ran a free shuttle service (dubbed the "Nats Express") from parking lots at RFK Stadium to Nationals Park on game days. However, the team canceled the service after the 2009 season. Several Metrobus routes and the DC Circulator's Eastern Market–L'Enfant Plaza route serve the park. Various other transit options include a water taxi service from Alexandria, Virginia and Georgetown. Cyclists are encouraged to ride to the stadium and are offered free valet bicycle parking. Garage C, located next to the ticket windows at the corner of 1st and N Street, houses a free bike valet service where fans are

title: "Nationals Park" content: invited to store their bikes for the duration of the game. There are also 110 red bike racks on the sidewalks that create the perimeter of the ballpark. After it was announced that the Expos would leave Montreal, Washington, DC began looking for a site for a baseball stadium to lure the team to Washington. After considering sites near RFK Stadium, in NoMA and straddling I-395 at Banneker Park the District announced on September 21, 2004 that they had chosen a site near the SE Anacostia waterfront. Financing for the stadium was expected to be provided by a banking syndicate

title: "Nationals Park" content: led by Deutsche Bank. However, finalization of the financing deal stalled due to complex negotiations among the city government, MLB as owner of the team, and the bank. The bank requested a letter of credit or comparable financial guarantee against stadium rent to cover risks such as poor attendance or terrorism. The requested guarantee was $24 million, with the city requesting that MLB provide the guarantee. The financing situation was since solved and construction began in May 2006. The site of Nationals Park was chosen by Mayor Anthony Williams as the most viable of four possibilities for a ballpark. The

title: "Nationals Park" content: ballpark's design was released to the public at a press conference on March 14, 2006. Ground breaking was in early 2006. With an ambitious construction schedule of fewer than two years to complete the stadium, a design-build approach was selected to allow the architects and builders to work in concert with one another. Ronnie Strompf, the project superintendent, coordinated the efforts of numerous subcontractors on a daily basis. The 2008 Washington Nationals season was the team's first in Nationals Park. The George Washington University (GW) and the Nationals announced in February 2008 that the GW Colonials baseball team would play

title: "Nationals Park" content: the first game in Nationals Park on March 22, 2008. GW played Saint Joseph's University in an afternoon game and the hometown Colonials had a 9–4 victory over Saint Joseph's. The Washington Nationals defeated the Baltimore Orioles, 3–0, in an exhibition game on March 29, 2008, in their first game in the ballpark. The Nationals opened the 2008 MLB season in Nationals Park with a rare one-game series against the Atlanta Braves on March 30, which served as the first official MLB game at the park. True to tradition, President George W. Bush threw out the ceremonial first pitch. The

title: "Nationals Park" content: Nationals defeated the Braves 3–2 with a walk-off home run from Ryan Zimmerman, giving the Nationals their first opening day win since moving to Washington. Chipper Jones of the Braves hit the first batted ball and first home run, while the Nationals' Cristian Guzman got the first base hit. According to the Elias Sports Bureau, Zimmerman's game-winning home run was the third walk-off home run in major-league history to be hit in the first MLB game played at a stadium. The game was the most-watched MLB opening night in the history of ESPN. In their first season at Nationals Park,

title: "Nationals Park" content: the Nationals finished with a league-worst record of 59-102. At home, they drew 29,005 fans per game, placing their average attendance at 19th in MLB.<br> Several ballpark improvement projects were completed by the Nationals during the off-season, including: Concessionaire Levy Restaurants replaced Centerplate as the provider of food and beverage at Nationals Park beginning with the 2009 season. Before the Nationals 2009 home opener on April 13, 2009 at 3 PM, longtime Philadelphia Phillies announcer Harry Kalas was found unconscious in the Nationals Park press box at 12:20 PM. Kalas was rushed to George Washington University Hospital and pronounced dead

title: "Nationals Park" content: at 1:20 PM. A moment of silence was held before the game, followed by both Nationals and Phillies fans applauding Kalas in tribute. The Phillies played with a picture of Kalas in their dugout. On June 4, 2009, Randy Johnson became the 24th pitcher in MLB history to reach 300 wins when the San Francisco Giants beat the Nationals 5–1 at Nationals Park. The game was scheduled to be played the night before, but was delayed due to heavy rain in the DC-area. On July 4, 2009, Adam Dunn became the 123rd player to hit 300 career home runs. The

title: "Nationals Park" content: home run came in the 7th inning in a 5-3 win versus the Atlanta Braves. During the All-Star break, the press box was repainted blue to match the color of the seats. On June 8, 2010, pitcher Stephen Strasburg, called the "most hyped and closely watched pitching prospect in the history of baseball", made his first major league appearance, starting a game against the Pittsburgh Pirates before a sold-out crowd at Nationals Park. Strasburg pitched 7 innings, giving up two runs and striking out 14 batters, a new team strikeout record. Minor changes prior to the start of the 2011

title: "Nationals Park" content: season include the removal of the party tent on top of the LF parking garage to improve views of the U.S. Capitol from upper sections, chrome baseball decorations adorning the outside the stadium, and various signage and concession changes including the departure of Five Guys. Nationals Park also became home of the D.C. Sports Hall of Fame. In June 2011 four new concession stands opened, owned by Danny Meyer's Union Square Hospitality Group: Blue Smoke (barbecue), Box Frites ("Belgian-style fries and dipping sauces"), El Verano Taqueria (Mexican) and Shake Shack (hamburgers, hot dogs, frozen custard). The team has also ended

title: "Nationals Park" content: Friday night firework shows and fireworks after home runs and team victories. On May 4 for the series against Philadelphia, the Nationals renamed the park "Natitude Park". This was following their "Take Back the Park" plan, first selling advance tickets to fans in the Washington D.C. area before opening up ticket sales to other states. This marked a shift from recent years where Phillies fans had flooded the park, as the crowd was predominantly Nationals fans and the team took two of three from their division rivals. The Nationals made the playoffs for the first time since relocating to Washington

title: "Nationals Park" content: in the 2012 season, with Games 3, 4, and 5 of the 2012 National League Division Series against the St. Louis Cardinals being played in Nationals Park. Washington lost the NLDS three games to two. Team owner Theodore N. Lerner approached D.C. Mayor Vincent Gray and other city officials in mid-July 2013 and asked if the city would pay to have a retractable roof built over Nationals Park. After seeing sketches, Gray rejected the proposal at the same meeting. No cost analyses were done prior to the meeting, although team architects speculated it would cost $300 million. City officials noted

title: "Nationals Park" content: that the stadium was not designed for a roof. The Nationals made the playoffs for the second time since arriving in Washington, and Nationals Park hosted Games 1 and 2 of the 2014 National League Division Series. The Nationals lost the series to the San Francisco Giants three games to one. On January 1, 2015, Nationals Park hosted the 2015 NHL Winter Classic before a crowd of 42,832 spectators. The Washington Capitals defeated the Chicago Blackhawks 3-2 after former Blackhawk Troy Brouwer scored the go-ahead goal with 13 seconds remaining in regulation play. This made the Capitals only the second

title: "Nationals Park" content: home team to win a Winter Classic, and the first to win two Winter Classics, having won in Pittsburgh in 2011. On July 17, 2015, during a regular-season game between the Nationals and the Los Angeles Dodgers, a series of three power outages affected a bank of lights along the park's third base line. The first power outage, which occurred in the bottom of the 4th inning, resulted in a delay of 1 hour and 22 minutes. Play was later resumed as the pitchers retired the next 5 batters. In the middle of the 5th inning, another power outage occurred,

title: "Nationals Park" content: which resulted in a 40-minute delay. The bottom of the 5th inning was later played; at the end of the inning, a third power outage occurred. Due to the power outages, the game was suspended in the top of the 6th inning, with the Nationals leading the Dodgers 3-2 at that point. The game was resumed the next afternoon, with the Nationals winning against the Dodgers, 5-3. The Nationals made the playoffs for the third time since arriving in Washington, and Nationals Park hosted Games 1, 2, and 5 of the 2016 National League Division Series. The Nationals lost the

title: "Nationals Park" content: series to the Los Angeles Dodgers three games to two. Prior to the 2017 season, the Nationals added the MGM National Harbor Dugout Club, named for the nearby Maryland casino which opened in December 2016. These seats were added near the first base dugout, in the approximate location where the tarp was stored in previous seasons. The tarp has been moved to the third-base side. In late September 2017, a new organ was installed at Nationals Park, fulfilling the Washington Nationals organization's long-held goal of upgrading the stadium's organ. The Viscount Sonus 60, priced at $20,000 on European Web sites,

title: "Nationals Park" content: was manufactured in Mondaino, Italy, and tuned in Harrisburg, Pennsylvania. It was installed in a former radio booth on the second floor of the stadium's press box, replacing a less-capable portable Hammond organ that had been located in a corner of the stadium's sound effects control room. The new location gave the organist a private room for the first time, as well as a better view of the field and crowd. The Nationals made the playoffs for the fourth time since arriving in Washington, and Nationals Park hosted Games 1, 2, and 5 of the 2017 National League Division Series.

title: "Nationals Park" content: The Nationals lost the series to the Chicago Cubs three games to two. Nationals Park hosted the 2018 Major League Baseball All-Star Game on July 17. It was the fifth MLB All-Star Game to be played in Washington, D.C., and the first in Washington since 1969. The American League defeated the National League 2–1 before 43,843 fans. As of the 2017 season, the ballpark has 41,339 seats and features 79 suites on three levels, all around the infield. Team President Stan Kasten also said that the team might sell the naming rights to the levels of the luxury suites, which

title: "Nationals Park" content: currently bear the names of presidents Washington, Jefferson and Lincoln. While the city agreed to spend up to $611 million, Kasten has stated that the principal owners, the Lerner family, spent tens of millions of dollars more on "jazzing up the park". The park has an out-of-town scoreboard, which is long, installed in the right field wall. The main scoreboard, at long and high, is more than five times the size of the one at RFK Stadium. On March 13, 2007, Kasten announced that there would be a grove of cherry blossoms located just beyond the left field bleachers. Kasten

title: "Nationals Park" content: stated that the cherry blossoms will provide a look that Americans associate with the nation's capital. Other distinctive features of the ballpark are the views of the U.S. Capitol from the upper deck. Fans in the upper deck sitting down the right field line near the foul pole, during all day games, fans can get a glimpse of the Washington Monument and the National Cathedral. Several area-based food establishments have concession stands: Ben's Chili Bowl hot dogs, Dogfish Head and Flying Dog Brewery beer. Another feature, The Budweiser Brew House, is a full service sit-down restaurant located in center field.

title: "Nationals Park" content: It offers some amenities unusual in a ballpark such as salads, along with regular ballpark fare such as burgers and hot dogs. When the stadium first opened in 2008, the restaurant was enclosed by glass windows with a view of the field which were soon made retractable. The restaurant was eventually expanded to outside the interior, with tables being placed in three rows outside. In 2010, the stadium added the Ring of Honor, celebrating players from the Washington Senators (Joe Cronin, Rick Ferrell, Goose Goslin, Clark Griffith, Bucky Harris, Walter Johnson, Harmon Killebrew, Heinie Manush, Sam Rice, and Early Wynn),

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

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

title: "Nationals Park" content: It was previously named the Stars and Stripes Club until the naming rights were purchased by Norfolk Southern Railway in 2014. The PNC Diamond Club, the naming rights of which were purchased by PNC Bank, is on the field level between the two dugouts. It was remodeled and expanded into two floors prior to the 2016 season. The Delta Sky360 Club seats are located right behind home plate and are the most expensive seats in the stadium and include access to an indoor lounge. It was previously named the Lexus Presidents Club until Delta Airlines purchased the naming rights in

title: "Nationals Park" content: 2016. As features were changed, added, or removed, seating capacity has changed repeatedly since the stadium opened; the number of seats has dropped slightly several times since it opened in 2008. In the inaugural 2008 season, seating capacity was 41,888; as of 2016, the seating capacity is 41,313. The seating capacity increased to 41,339 in 2017. Nationals Park has hosted a number of non-baseball events, such as concerts and business meetings. On January 1, 2015, the National Hockey League held its "Winter Classic" - the New Year's Day traditional outdoor game - at Nationals Park. A hockey rink was constructed

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

Answer: Washington Nationals

Answer: Washington Nationals

Answer: Expos

Answer: Montreal Expos

Answer: Nasty Nats

Answer: Nationals

Answer: Nats


Question: What country does this bridge belong to?

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

title: "Charles Bridge" content: Charles Bridge Charles Bridge ( ) is a historic bridge that crosses the Vltava river in Prague, Czech Republic. Its construction started in 1357 under the auspices of King Charles IV, and finished in the beginning of the 15th century. The bridge replaced the old Judith Bridge built 1158–1172 that had been badly damaged by a flood in 1342. This new bridge was originally called Stone Bridge ("Kamenný most") or Prague Bridge ("Pražský most") but has been "Charles Bridge" since 1870. As the only means of crossing the river Vltava (Moldau) until 1841, Charles Bridge was the most important connection

title: "Charles Bridge" content: most of them baroque-style, originally erected around 1700 but now all replaced by replicas. Repairs are scheduled to start in late 2019, and should take around 20 years. Throughout its history, Charles Bridge has suffered several disasters and witnessed many historic events. Czech legend has it that construction began on Charles Bridge at 5:31am on 9 July 1357 with the first stone being laid by Charles IV himself. This exact time was very important to the Holy Roman Emperor because he was a strong believer in numerology and felt that this specific time, which formed a palindrome (1357 9, 7

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

title: "Charles Bridge" content: of the statues have been systematically replaced by replicas, and the originals have been exhibited in the Lapidarium of the National Museum. Charles Bridge Charles Bridge ( ) is a historic bridge that crosses the Vltava river in Prague, Czech Republic. Its construction started in 1357 under the auspices of King Charles IV, and finished in the beginning of the 15th century. The bridge replaced the old Judith Bridge built 1158–1172 that had been badly damaged by a flood in 1342. This new bridge was originally called Stone Bridge ("Kamenný most") or Prague Bridge ("Pražský most") but has been "Charles

Answer: Czech Republic

Answer: CZR

Answer: Czechia

Answer: Česká republika

Answer: Česko

Answer: cz

Answer: Czech Republic

Answer: CZE

Answer: ČR

Answer: cze


Question: Which historic county does this place belong to?

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

title: "Blenheim Palace" content: Blenheim Palace Blenheim Palace (pronounced ) is a monumental country house in Blenheim, Oxfordshire, England. It is the principal residence of the Dukes of Marlborough, and the only non-royal, non-episcopal country house in England to hold the title of palace. The palace, one of England's largest houses, was built between 1705 and 1722, and designated a UNESCO World Heritage Site in 1987. The palace is named for the 1704 Battle of Blenheim, and thus ultimately after Blindheim (also known as Blenheim) in Bavaria. It was originally intended to be a reward to John Churchill, 1st Duke of Marlborough for his

title: "Blenheim Palace" content: conceived to give a vast number of people access to innovative contemporary artists working in the context of this historic palace. The public have free access to about five miles (8 km) of public rights of way through the Great Park area of the grounds, which are accessible from Old Woodstock and from the Oxfordshire Way, and which are close to the Column of Victory. Blenheim Palace Blenheim Palace (pronounced ) is a monumental country house in Blenheim, Oxfordshire, England. It is the principal residence of the Dukes of Marlborough, and the only non-royal, non-episcopal country house in England to

Answer: Oxfordshire

Answer: County of Oxford

Answer: Oxfordshire


Question: who/what operates this aircraft?

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

title: "Supermarine Spitfire" content: Supermarine Spitfire The Supermarine Spitfire is a British single-seat fighter aircraft used by the Royal Air Force and other Allied countries before, during, and after World War II. Many variants of the Spitfire were built, using several wing configurations, and it was produced in greater numbers than any other British aircraft. It was also the only British fighter produced continuously throughout the war. The Spitfire continues to be popular among enthusiasts; nearly 60 remain airworthy, and many more are static exhibits in aviation museums throughout the world. The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J.

title: "Supermarine Spitfire" content: Mitchell, chief designer at Supermarine Aviation Works, which operated as a subsidiary of Vickers-Armstrong from 1928. Mitchell pushed the Spitfire's distinctive elliptical wing designed by Beverley Shenstone to have the thinnest possible cross-section, helping give the aircraft a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the Spitfire's development through . During the Battle of Britain, from July to October 1940, the public perceived the Spitfire to be the main RAF fighter, though the more

title: "Supermarine Spitfire" content: numerous Hurricane shouldered a greater proportion of the burden against Nazi Germany's air force, the Luftwaffe. However, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes because of the Spitfire's higher performance. During the battle, Spitfires were generally tasked with engaging Luftwaffe fighters—mainly Messerschmitt Bf 109E-series aircraft, which were a close match for them. After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific, and South-East Asian theatres. Much loved by its pilots, the Spitfire served in

title: "Supermarine Spitfire" content: of the Type 300. On 1 December 1934, the Air Ministry issued contract "AM 361140/34", providing £10,000 for the construction of Mitchell's improved Type 300, design. On 3 January 1935, they formalised the contract with a new specification, F10/35, written around the aircraft. In April 1935, the armament was changed from two .303 in (7.7 mm) Vickers machine guns in each wing to four .303 in (7.7 mm) Brownings, following a recommendation by Squadron Leader Ralph Sorley of the Operational Requirements section at the Air Ministry. On 5 March 1936, the prototype ("K5054") took off on its first flight from

title: "Supermarine Spitfire" content: Eastleigh Aerodrome (later Southampton Airport). At the controls was Captain Joseph "Mutt" Summers, chief test pilot for Vickers, who is quoted as saying "Don't touch anything" on landing. This eight-minute flight came four months after the maiden flight of the contemporary Hurricane. "K5054" was fitted with a new propeller, and Summers flew the aircraft on 10 March 1936; during this flight, the undercarriage was retracted for the first time. After the fourth flight, a new engine was fitted, and Summers left the test flying to his assistants, Jeffrey Quill and George Pickering. They soon discovered that the Spitfire was a

title: "Supermarine Spitfire" content: very good aircraft, but not perfect. The rudder was oversensitive, and the top speed was just 330 mph (528 km/h), little faster than Sydney Camm's new Merlin-powered Hurricane. A new and better-shaped wooden propeller allowed the Spitfire to reach 348 mph (557 km/h) in level flight in mid-May, when Summers flew "K5054" to RAF Martlesham Heath and handed the aircraft over to Squadron Leader Anderson of the Aeroplane & Armament Experimental Establishment (A&AEE). Here, Flight Lieutenant Humphrey Edwardes-Jones took over the prototype for the RAF. He had been given orders to fly the aircraft and then to make his report

title: "Supermarine Spitfire" content: to the Air Ministry on landing. Edwardes-Jones' report was positive; his only request was that the Spitfire be equipped with an undercarriage position indicator. A week later, on 3 June 1936, the Air Ministry placed an order for 310 Spitfires, before the A&AEE had issued any formal report. Interim reports were later issued on a piecemeal basis. The British public first saw the Spitfire at the RAF Hendon air display on Saturday 27 June 1936. Although full-scale production was supposed to begin immediately, numerous problems could not be overcome for some time, and the first production Spitfire, "K9787", did not

title: "Supermarine Spitfire" content: roll off the Woolston, Southampton assembly line until mid-1938. In February 1936, the director of Vickers-Armstrong, Sir Robert MacLean, guaranteed production of five aircraft a week, beginning 15 months after an order was placed. On 3 June 1936, the Air Ministry placed an order for 310 aircraft, at a cost of £1,395,000. Full-scale production of the Spitfire began at Supermarine's facility in Woolston, but order clearly could not be completed in the 15 months promised. Supermarine was a small company, already busy building Walrus and Stranraer flying boats, and Vickers was busy building Wellington bombers. The initial solution was to

title: "Supermarine Spitfire" content: be overcome, and a further order was placed for 200 Spitfires on 24 March 1938. The two orders covered the K, L, and N prefix serial numbers. In mid-1938, the first production Spitfire rolled off the assembly line and was flown by Jeffrey Quill on 15 May 1938, almost 24 months after the initial order. The final cost of the first 310 aircraft, after delays and increased programme costs, came to £1,870,242 or £1,533 more per aircraft than originally estimated. A production aircraft cost about £9,500. The most expensive components were the hand-fabricated and finished fuselage at roughly £2,500, then

title: "Supermarine Spitfire" content: the Rolls-Royce Merlin engine at £2,000, followed by the wings at £1,800 a pair, guns and undercarriage, both at £800 each, and the propeller at £350. In 1935, the Air Ministry approached Morris Motors Limited to ask how quickly their Cowley plant could be turned to aircraft production. In 1936, this informal request for major manufacturing facilities was turned into a formal scheme, known as the shadow factory plan, to boost British aircraft production capacity under the leadership of Herbert Austin. He was given the task of building nine new factories, and to supplement the existing British car manufacturing industry

title: "Supermarine Spitfire" content: by either adding to overall capacity or increasing the potential for reorganisation to produce aircraft and their engines. In 1938, construction began on the Castle Bromwich Aircraft Factory (CBAF), next to the aerodrome, and the installation of the most modern machine tools then available began two months after work started on the site. Although Morris Motors, under Lord Nuffield (an expert in mass motor-vehicle construction), managed and equipped the factory, it was funded by government money. By the beginning of 1939, the factory's original, estimated cost of £2,000,000 had more than doubled, and even as the first Spitfires were being

title: "Supermarine Spitfire" content: first Spitfire. On 17 May, Minister of Aircraft Production Lord Beaverbrook telephoned Lord Nuffield and manoeuvred him into handing over control of the Castle Bromwich plant to his ministry. Beaverbrook immediately sent in experienced management staff and workers from Supermarine and gave control of the factory to Vickers-Armstrong. Although resolving the problems took time, in June 1940, 10 Mk IIs were built; 23 rolled out in July, 37 in August, and 56 in September. By the time production ended at Castle Bromwich in June 1945, a total of 12,129 Spitfires (921 Mk IIs, 4,489 Mk Vs, 5,665 Mk IXs, and

title: "Supermarine Spitfire" content: 1,054 Mk XVIs) had been built. CBAF went on to become the largest and most successful plant of its type during the 1939–45 conflict. As the largest Spitfire factory in the UK, by producing a maximum of 320 aircraft per month, it built 12,000 aircraft of this type, before its closure in 1945. During the Battle of Britain, the Luftwaffe made concerted efforts to destroy the main manufacturing plants at Woolston and Itchen, near Southampton. The first bombing raid, which missed the factories, came on 23 August 1940. Over the next month, other raids were mounted until, on 26 September

title: "Supermarine Spitfire" content: 1940, both factories were destroyed, with 92 people killed and a large number injured. Most of the casualties were experienced aircraft production workers. Fortunately for the future of the Spitfire, many of the production jigs and machine tools had already been relocated by 20 September, and steps were being taken to disperse production to small facilities throughout the Southampton area. To this end, the British government requisitioned the likes of Vincent's Garage in Station Square, Reading, which later specialised in manufacturing Spitfire fuselages, and Anna Valley Motors, Salisbury, which was to become the sole producer of the wing leading-edge fuel

title: "Supermarine Spitfire" content: tanks for photo-reconnaissance Spitfires, as well as producing other components. A purpose-built works, specialising in manufacturing fuselages and installing engines, was built at Star Road, Caversham in Reading. The drawing office in which all Spitfire designs were drafted was relocated to Hursley Park, near Southampton. This site also had an aircraft assembly hangar where many prototype and experimental Spitfires were assembled, but since it had no associated aerodrome, no Spitfires ever flew from Hursley. Four towns and their satellite airfields were chosen to be the focal points for these workshops: Southampton's Eastleigh Airport; Salisbury's High Post and Chattis Hill aerodromes;

title: "Supermarine Spitfire" content: Trowbridge's Keevil aerodrome; and Reading's Henley and Aldermaston aerodromes. An experimental factory at Newbury was the subject of a Luftwaffe daylight raid, but the bombs missed their target and hit a nearby school. Completed Spitfires were delivered to the airfields on large Commer "Queen Mary" low-loader articulated lorries (trucks), there to be fully assembled, tested, then passed on to the RAF. All production aircraft were flight tested before delivery. During the Second World War, Jeffrey Quill was Vickers Supermarine's chief test pilot, in charge of flight testing all aircraft types built by Vickers Supermarine. He oversaw a group of 10

title: "Supermarine Spitfire" content: to 12 pilots responsible for testing all developmental and production Spitfires built by the company in the Southampton area. Quill devised the standard testing procedures, which with variations for specific aircraft designs operated from 1938. Alex Henshaw, chief test pilot at Castle Bromwich from 1940, was placed in charge of testing all Spitfires built at that factory. He co-ordinated a team of 25 pilots and assessed all Spitfire developments. Between 1940 and 1946, Henshaw flew a total of 2,360 Spitfires and Seafires, more than 10% of total production. Henshaw wrote about flight testing Spitfires: After a thorough preflight check, I

title: "Supermarine Spitfire" content: would take off and, once at circuit height, I would trim the aircraft and try to get her to fly straight and level with hands off the stick ... Once the trim was satisfactory, I would take the Spitfire up in a full-throttle climb at 2,850 rpm to the rated altitude of one or both supercharger blowers. Then I would make a careful check of the power output from the engine, calibrated for height and temperature ... If all appeared satisfactory, I would then put her into a dive at full power and 3,000 rpm, and trim her to fly

title: "Supermarine Spitfire" content: hands and feet off at IAS (Indicated Air Speed). Personally, I never cleared a Spitfire unless I had carried out a few aerobatic tests to determine how good or bad she was. The production test was usually quite a brisk affair; the initial circuit lasted less than ten minutes and the main flight took between twenty and thirty minutes. Then the aircraft received a final once-over by our ground mechanics, any faults were rectified and the Spitfire was ready for collection. I loved the Spitfire in all of her many versions. But I have to admit that the later marks,

title: "Supermarine Spitfire" content: although they were faster than the earlier ones, were also much heavier and so did not handle so well. You did not have such positive control over them. One test of manoeuvrability was to throw her into a flick-roll and see how many times she rolled. With the Mark II or the Mark V one got two-and-a-half flick-rolls but the Mark IX was heavier and you got only one-and-a-half. With the later and still heavier versions, one got even less. The essence of aircraft design is compromise, and an improvement at one end of the performance envelope is rarely achieved

title: "Supermarine Spitfire" content: without a deterioration somewhere else. When the last Spitfire rolled out in February 1948, a total of 20,351 examples of all variants had been built, including two-seat trainers, with some Spitfires remaining in service well into the 1950s. The Spitfire was the only British fighter aircraft to be in continuous production before, during, and after the Second World War. In the mid-1930s, aviation design teams worldwide began developing a new generation fighter aircraft. The French Dewoitine D.520 and the German Messerschmitt Bf 109, for example, were designed to take advantage of new techniques of monocoque construction, and the availability of

title: "Supermarine Spitfire" content: new, high-powered, liquid-cooled, in-line aero engines. They also featured refinements such as retractable undercarriages, fully enclosed cockpits, and low-drag, all-metal wings. These advances had been introduced on civil airliners years before, but were slow to be adopted by the military, who favoured the biplane's simplicity and manoeuvrability. Mitchell's design aims were to create a well-balanced, high-performance fighter aircraft capable of fully exploiting the power of the Merlin engine, while being relatively easy to fly. At the time, with France as an ally, and Germany thought to be the most likely future opponent, no enemy fighters were expected to appear over

title: "Supermarine Spitfire" content: spar, preventing the wings from twisting. Mitchell has sometimes been accused of copying the wing shape of the Heinkel He 70, which first flew in 1932, but as Beverley Shenstone, the aerodynamicist on Mitchell's team, explained: "Our wing was much thinner and had quite a different section to that of the Heinkel. In any case, it would have been simply asking for trouble to have copied a wing shape from an aircraft designed for an entirely different purpose." The wing section used was from the NACA 2200 series, which had been adapted to create a thickness-to-chord ratio of 13% at

title: "Supermarine Spitfire" content: the adoption of a cooling system which used 100% glycol. The radiators were housed in a new radiator-duct designed by Fredrick Meredith of the Royal Aircraft Establishment (RAE) at Farnborough, Hampshire. This used the cooling air to generate thrust, greatly reducing the net drag produced by the radiators. In turn, the leading-edge structure lost its function as a condenser, but it was later adapted to house integral fuel tanks of various sizes— a feature patented by Vickers-Supermarine in 1938. The airflow through the main radiator was controlled by pneumatic exit flaps. In early marks of Spitfire (Mk I to Mk

title: "Supermarine Spitfire" content: along its span, the angle of incidence decreasing from +2° at its root to -½° at its tip. This caused the wing roots to stall before the tips, reducing tip-stall that could otherwise have resulted in a wing drop, often leading to a spin. As the wing roots started to stall, the separating air stream started to buffet (vibrate) the aircraft, warning the pilot, allowing even relatively inexperienced pilots to fly it to the limits of its performance. This washout was first featured in the wing of the Type 224, and became a consistent feature in subsequent designs leading to

title: "Supermarine Spitfire" content: the Spitfire. The complex wing design, especially the precision required to manufacture the vital spar and leading-edge structures, caused some major delays in the production of the Spitfire at first. The problems increased when the work was put out to subcontractors, most of whom had never dealt with metal-structured, high-speed aircraft. By June 1939, most of these problems had been resolved, and production was no longer held up by a lack of wings. All the main flight controls were originally metal structures with fabric covering. Designers and pilots felt that having ailerons which required a degree of effort to move

title: "Supermarine Spitfire" content: at high speed would avoid unintended aileron reversal, throwing the aircraft around and potentially pulling the wings off. Air combat was also felt to take place at relatively low speeds and high-speed manoeuvring would be physically impossible. Flight tests showed the fabric covering of the ailerons "ballooned" at high speeds, adversely affecting the aerodynamics. Replacing the fabric covering with light alloy dramatically improved the ailerons at high speed. During the Battle of Britain, pilots found the Spitfire's ailerons were far too heavy at high speeds, severely restricting lateral manoeuvres such as rolls and high-speed turns, which were still a feature

title: "Supermarine Spitfire" content: reversal speed of , which was somewhat lower than that of some contemporary fighters. The Royal Aircraft Establishment noted that, at indicated airspeed, roughly 65% of aileron effectiveness was lost due to wing twist. The new wing of the Spitfire F Mk 21 and its successors was designed to help alleviate this problem. Its stiffness was increased by 47%, and a new aileron design using piano hinges and geared trim tabs meant the theoretical aileron reversal speed was increased to . Alongside the redesigned wing, Supermarine also experimented with the original wing, raising the leading edge by 1 inch (2.54

title: "Supermarine Spitfire" content: "g". RAF fighter pilots soon learned to "half-roll" their aircraft before diving to pursue their opponents. Sir Stanley Hooker explained the carburettor was adopted because it "increased the performance of the supercharger and thereby increased the power of the engine". In March 1941, a metal disc with a hole was fitted in the fuel line, restricting fuel flow to the maximum the engine could consume. While it did not cure the problem of the initial fuel starvation in a dive, it did reduce the more serious problem of the carburettor being flooded with fuel by the fuel pumps under negative

title: "Supermarine Spitfire" content: "g". Invented by Beatrice "Tilly" Shilling, it became known as "Miss Shilling's orifice". Further improvements were introduced throughout the Merlin series, with Bendix-manufactured pressure carburettors, designed to allow fuel to flow during all flight attitudes, introduced in 1942. Due to a shortage of Brownings, which had been selected as the new standard rifle calibre machine gun for the RAF in 1934, early Spitfires were fitted with only four guns, with the other four fitted later. Early tests showed that while the guns worked perfectly on the ground and at low altitudes, they tended to freeze at high altitude, especially the

title: "Supermarine Spitfire" content: outer wing guns, because the RAF's Brownings had been modified to fire from an open bolt. While this prevented overheating of the cordite used in British ammunition, it allowed cold air to flow through the barrel unhindered. Supermarine did not fix the problem until October 1938, when they added hot air ducts from the rear of the wing-mounted radiators to the guns, and bulkheads around the gunbays to trap the hot air in the wing. Red fabric patches were doped over the gun ports to protect the guns from cold, dirt, and moisture until they were fired. The decision on

title: "Supermarine Spitfire" content: the arming of the Spitfire (and the Hurricane) is told in Captain C. H. Keith's book "I Hold my Aim". Keith held various appointments with the RAF dealing with designing, development and technical policy of armament equipment. He organised a conference, with Air Commodore Tedder in the chair, on 19 July 1934. He says "I think it can be reasonably contended that the deliberations of that conference made possible, if not certain, of the winning of the Battle of Britain, almost exactly six years later". At that meeting, scientific officer Captain F.W. 'Gunner' Hill presented charts based on his calculations

title: "Supermarine Spitfire" content: showing that future fighters must carry no less than eight machine-guns, each of which must be capable of firing 1,000 shots a minute. Hill's assistant in making his calculations had been his 14-year-old daughter. Even if the eight Brownings worked perfectly, pilots soon discovered that they were not sufficient to destroy larger aircraft. Combat reports showed that an average of 4,500 rounds were needed to shoot down an enemy aircraft. In November 1938, tests against armoured and unarmoured targets had already indicated that the introduction of a weapon with a calibre of at least 20 mm was urgently needed. A

title: "Supermarine Spitfire" content: stopped after firing a single round, while the port gun fired 30 rounds before seizing. If one cannon seized, the recoil of the other threw the aircraft off aim. Nevertheless, 30 more cannon-armed Spitfires were ordered for operational trials, and they were soon known as the Mk IB, to distinguish them from the Browning-armed Mk IA; they were delivered to No. 19 Squadron beginning in June 1940. The Hispanos were found to be so unreliable that the squadron requested an exchange of its aircraft with the older Browning-armed aircraft of an operational training unit. By August, Supermarine had perfected a

title: "Supermarine Spitfire" content: more reliable installation with an improved feed mechanism and four .303s in the outer wing panels. The modified fighters were then delivered to 19 Squadron. The operational history of the Spitfire with the RAF began with the first Mk Is "K9789", which entered service with 19 Squadron at RAF Duxford on 4 August 1938. The Spitfire achieved legendary status during the Battle of Britain, a reputation aided by the famous "Spitfire Fund" organised and run by Lord Beaverbrook, the Minister of Aircraft Production. In fact, the Hurricane outnumbered the Spitfire throughout the battle, and shouldered the burden of the defence

title: "Supermarine Spitfire" content: against the Luftwaffe; however, because of its higher performance, the overall attrition rate of the Spitfire squadrons was lower than that of the Hurricane units, and the Spitfire units had a higher victory-to-loss ratio. The key aim of Fighter Command was to stop the Luftwaffe's bombers; in practice, whenever possible, the tactic was to use Spitfires to counter German escort fighters, by then based in northern France, particularly the Bf 109s, while the Hurricane squadrons attacked the bombers. Well-known Spitfire pilots included "Johnnie" Johnson—34 enemy aircraft (e/a) shot down—who flew the Spitfire right through his operational career from late 1940

title: "Supermarine Spitfire" content: to play increasingly diverse roles throughout the Second World War and beyond, often in air forces other than the RAF. For example, the Spitfire became the first high-speed photo-reconnaissance aircraft to be operated by the RAF. Sometimes unarmed, they flew at high, medium, and low altitudes, often ranging far into enemy territory to closely observe the Axis powers and provide an almost continual flow of valuable intelligence information throughout the war. In 1941 and 1942, PRU Spitfires provided the first photographs of the "Freya" and "Würzburg" radar systems, and in 1943, helped confirm that the Germans were building the V1

title: "Supermarine Spitfire" content: to the Soviet Air Force. Though some were used at the frontline in 1943, most of them saw service with the Protivo-Vozdushnaya Oborona (English: "Anti-air Defence Branch"). The Spitfire also served in the Pacific Theatre where the Spitfire met its match in the Japanese Mitsubishi A6M Zero. Lt. Gen. Claire Chennault noted: "The RAF pilots were trained in methods that were excellent against German and Italian equipment, but suicide against the acrobatic Japs." Although not as fast as the Spitfire, the Zero could out-turn the Spitfire with ease, could sustain a climb at a very steep angle, and could stay

title: "Supermarine Spitfire" content: in the air for three times as long. To counter the Zero, Spitfire pilots had to adopt a "slash and run" policy and use their faster speed and diving superiority to fight while avoiding classic dogfights. That Southeast Asia was a lower-priority area also did not help, and was allocated few Spitfires and other modern fighters compared to Europe, which allowed the Japanese to easily achieve air superiority by 1942. Over the Northern Territory of Australia, Royal Australian Air Force and RAF Spitfires assigned to No. 1 Wing RAAF helped defend the port town of Darwin against air attack by

title: "Supermarine Spitfire" content: the Japanese Naval Air Force, suffering heavy losses largely due to the type's limited fuel capacity. Spitfire MKVIIIs took part in the last battle of World War II involving the Western allies in Burma, in the ground attack role, helping defeat a Japanese break-out attempt. During the Second World War, Spitfires were used by the United States Army Air Forces in the 4th Fighter Group until they were replaced by Republic P-47 Thunderbolts in March 1943. Several Spitfires were captured by the Germans and flown by units which tested, evaluated, and sometimes clandestinely operated enemy aircraft. Beginning in late 1943,

title: "Supermarine Spitfire" content: high-speed diving trials were undertaken at Farnborough to investigate the handling characteristics of aircraft travelling at speeds near the sound barrier (i.e., the onset of compressibility effects). Because it had the highest limiting Mach number of any aircraft at that time, a Spitfire XI was chosen to take part in these trials. Due to the high altitudes necessary for these dives, a fully feathering Rotol propeller was fitted to prevent overspeeding. During these trials, "EN409", flown by Squadron Leader J. R. Tobin, reached (Mach 0.891) in a 45° dive. In April 1944, the same aircraft suffered engine failure in another

title: "Supermarine Spitfire" content: dive while being flown by Squadron Leader Anthony F. Martindale, Royal Air Force Volunteer Reserve, when the propeller and reduction gear broke off. The dive put the aircraft to Mach 0.92, the fastest ever recorded in a piston-engined aircraft, but when the propeller came off, the Spitfire, now tail-heavy, zoom-climbed back to altitude. Martindale blacked out under the 11 g loading, but when he resumed consciousness, he found the aircraft at about 40,000 feet with its (originally straight) wings now slightly swept back. Martindale successfully glided the Spitfire back to the airfield and landed safely. Martindale was awarded the Air

title: "Supermarine Spitfire" content: Force Cross for his exploits. RAE Bedford (RAE) modified a Spitfire for high-speed testing of the stabilator (then known as the "flying tail") of the Miles M.52 supersonic research aircraft. RAE test pilot Eric Brown stated that he tested this successfully during October and November 1944, attaining Mach 0.86 in a dive. On 5 February 1952, a Spitfire 19 of 81 Squadron based at Kai Tak in Hong Kong reached probably the highest altitude ever achieved by a Spitfire. The pilot, Flight Lieutenant Edward "Ted" Cyril Powles, was on a routine flight to survey outside air temperature and report on

title: "Supermarine Spitfire" content: other meteorological conditions at various altitudes in preparation for a proposed new air service through the area. He climbed to indicated altitude, with a true altitude of . The cabin pressure fell below a safe level, and in trying to reduce altitude, he entered an uncontrollable dive which shook the aircraft violently. He eventually regained control somewhere below and landed safely with no discernible damage to his aircraft. Evaluation of the recorded flight data suggested he achieved a speed of , (Mach 0.96) in the dive, which would have been the highest speed ever reached by a propeller-driven aircraft if

title: "Supermarine Spitfire" content: except in the dedicated photo-reconnaissance role, when its guns were replaced by extra fuel tanks. Supermarine developed a two-seat variant known as the T Mk VIII to be used for training, but none were ordered, and only one example was ever constructed (identified as N32/"G-AIDN" by Supermarine). In the absence of an official two-seater variant, a number of airframes were crudely converted in the field. These included a 4 Squadron SAAF Mk VB in North Africa, where a second seat was fitted instead of the upper fuel tank in front of the cockpit, although it was not a dual-control aircraft,

title: "Supermarine Spitfire" content: and is thought to have been used as the squadron "run-about". The only unofficial two-seat conversions that were fitted with dual-controls were a few Russian lend/lease Mk IX aircraft. These were referred to as Mk IX UTI and differed from the Supermarine proposals by using an inline "greenhouse" style double canopy rather than the raised "bubble" type of the T Mk VIII. In the postwar era, the idea was revived by Supermarine and a number of two-seat Spitfires were built by converting old Mk IX airframes with a second "raised" cockpit featuring a bubble canopy. Ten of these TR9 variants

title: "Supermarine Spitfire" content: were then sold to the Indian Air Force along with six to the Irish Air Corps, three to the Royal Netherlands Air Force and one for the Royal Egyptian Air Force. Currently several of the trainers are known to exist, including both the T Mk VIII, a T Mk IX based in the US, and the "Grace Spitfire" "ML407", a veteran flown operationally by 485(NZ) Squadron in 1944. The Seafire, a name derived from "sea", and "Spitfire", was a naval version of the Spitfire specially adapted for operation from aircraft carriers. Although the Spitfire was not designed for the rough-and-tumble

title: "Supermarine Spitfire" content: of carrier-deck operations, it was considered the best available fighter at the time. The basic Spitfire design did impose some limitations on the use of the aircraft as a carrier-based fighter; poor visibility over the nose, for example, meant that pilots had to be trained to land with their heads out of the cockpit and looking along the port cowling of their Seafire. Like the Spitfire, the Seafire also had a relatively narrow undercarriage track, which meant that it was not ideally suited to deck operations. Early Seafire marks had relatively few modifications to the standard Spitfire airframe; however cumulative

title: "Supermarine Spitfire" content: to the fighter-bomber role. Although the later Griffon-engined marks lost some of the favourable handling characteristics of their Merlin-powered predecessors, they could still outmanoeuvre their main German foes and other, later American and British-designed fighters. The final version of the Spitfire, the Mk 24, first flew at South Marston on 13 April 1946. On 20 February 1948, almost twelve years from the prototype's first flight, the last production Spitfire, "VN496", left the production line. Spitfire Mk 24s were used by only one regular RAF unit, with 80 Squadron replacing their Hawker Tempests with F Mk 24s in 1947. With these

title: "Supermarine Spitfire" content: planes, 80 Squadron continued its patrol and reconnaissance duties from Wunstorf in Germany as part of the occupation forces, until it relocated to Kai Tak Airport, Hong Kong in July 1949. During the Chinese Civil War, 80 Squadron's main duty was to defend Hong Kong from perceived Communist threats. Operation Firedog during the Malayan Emergency saw the Spitfire fly over 1,800 operational sorties against the Malaysian Communists. The last operational sortie of an RAF Spitfire was flown on 1 April 1954, by PR Mk 19 Spitfire "PS888" flying from RAF Seletar, in Singapore. The last non-operational flight of a Spitfire

title: "Supermarine Spitfire" content: in RAF service, which took place on 9 June 1957, was by a PR Mk 19, "PS583", from RAF Woodvale of the Temperature and Humidity Flight. This was also the last known flight of a piston-engined fighter in the RAF. The last nation in the Middle East to operate Spitfires was Syria, which kept its F 22s until 1953. In late 1962, Air Marshal Sir John Nicholls instigated a trial when he flew Spitfire "PM631", a PR Mk 19 in the custody of the Battle of Britain Memorial Flight, against an English Electric Lightning F 3 (a supersonic jet-engined interceptor)

title: "Supermarine Spitfire" content: in mock combat at RAF Binbrook. At the time British Commonwealth forces were involved in possible action against Indonesia over Malaya and Nicholls decided to develop tactics to fight the Indonesian Air Force P-51 Mustang, a fighter that had a similar performance to the PR Mk 19. The first airframe (PM631) developed mechanical issues which removed it from the trial. Another PR Mk 19, "PS853", which is now owned by Rolls-Royce, was on gate-guard duties at Binbrook, having been retired from the Battle of Britain Memorial Flight (BBMF) one year before. It had been maintained in running condition by ground

title: "Supermarine Spitfire" content: crews at Binbrook, and after a short time was participating in the trials. At the end of the trials, RAF pilots found that Firestreak infra-red guided missiles had trouble acquiring the Spitfire due to a low exhaust temperature, and decided that the twin ADEN cannons were the only weapons suited to the task, which was complicated by the tight turning circle of the Spitfire, and the Lightning's proclivity for over-running the Spitfire. It was concluded that the most effective and safest way for a modern jet-engined fighter to attack a piston-engined fighter was to engage full afterburner at an altitude

title: "Supermarine Spitfire" content: lower than the Spitfire, and behind it to perform a hit-and-run attack, contrary to all established fighter-on-fighter doctrine at that time. There are 54 Spitfires and a few Seafires in airworthy condition worldwide, although many air museums have examples on static display, for example, Chicago's Museum of Science and Industry has paired a static Spitfire with a static Ju 87 R-2/Trop. Stuka dive bomber. The oldest surviving Spitfire is a Mark 1, serial number "K9942"; it is preserved at the Royal Air Force Museum Cosford in Shropshire. This aircraft was the 155th built and first flew in April 1939. It

title: "Supermarine Spitfire" content: flew operationally with No. 72 Squadron RAF until June 1940, when it was damaged in a wheels-up landing. After repair, it was used for training until August 1944, when it became one of several Battle of Britain aircraft veterans that were allocated to the Air Historical Branch for future museum preservation. What may be the most originally restored Spitfire in the world is maintained at Fantasy of Flight in Polk City, Florida. Over a six-year period in the 1990s, this aircraft was slowly restored by Personal Plane Services in England using almost 90% of its original aircraft skins. Owner Kermit

title: "Supermarine Spitfire" content: Weeks insisted that the aircraft be restored as closely as possible to its original condition. Machine guns, cannon, gun sight and original working radios are all installed. Two MK 1 Supermarine Spitfires, originally restored by the Aircraft Restoration Company, remain in flying condition at the Imperial War Museum Duxford, in Cambridgeshire, England. Both restored by American billionaire Thomas Kaplan, one has been donated to the Imperial War Museum and the second was auctioned in July 2015 at Christie's, London. It is one of only four flying MK 1 Spitfires in the world. The aircraft fetched a record £3.1 million at

title: "Supermarine Spitfire" content: auction on 9 July, beating the previous record for a Spitfire of £1.7 million set in 2009. One Spitfire is kept in airworthy condition in the Israeli Air Force Museum. After hostilities ceased in Asia in 1945, a number of Spitfire Mk.XIVs were reportedly buried, after being greased, tarred and prepared for long-term storage, in crates in Burma. Excavations carried out at Yangon International Airport (formerly RAF Mingaladon) in early 2013 failed to locate any of the rumoured aircraft, and the team reported that they found no evidence that Spitfires were shipped there in crates or buried. Pat Woodward, who

title: "Supermarine Spitfire" content: was an RAF pilot operating from Burma at the end of the war, reported that no such burying took place. In 2016 it was reported that the hunt was continuing. British company Historic Flying Limited has either restored or built from scratch a significant proportion of the Spitfires that are now airworthy. Several other manufacturers have produced replica Spitfires, either as complete aircraft or as kits for self-building. These range in scale from 60% scale to full-size, and most use wooden construction rather than the original all-metal monocoque design. These include the Jurca Spit from France, and those manufactured by

title: "Supermarine Spitfire" content: Tally Ho Enterprises in Canada. Supermarine Aircraft – originally from Brisbane, Australia, and now based in Cisco, Texas – manufacture the 80% scale Spitfire Mk26 and the 90% scale Mk26B replicas. Their Supermarine Aircraft Spitfire is supplied in kit form and is the only all-aluminium reproduction Spitfire in production. The Isaacs Spitfire (1975) and the Time Warp Spitfire Mk V (1996) are homebuilt 60% scale replicas. During and after the Battle of Britain the Spitfire became a symbol of British resistance: for example, Lord Beaverbrook's "Spitfire Fund" of 1940 was one campaign which drew widespread public attention to the Spitfire.

title: "Supermarine Spitfire" content: The Spitfire continues to be highly popular at airshows, on airfields and in museums worldwide, and holds an important place in the memories of many people, especially the few still living who flew the Spitfire in combat. Numerous films and documentaries featuring the Spitfire are still being produced, some of which are listed in this section. The Spitfire's performance improved greatly as WWII progressed, for more information see . Supermarine Spitfire The Supermarine Spitfire is a British single-seat fighter aircraft used by the Royal Air Force and other Allied countries before, during, and after World War II. Many variants of

Answer: Royal Air Force

Answer: Engelse luchtmacht

Answer: RAF

Answer: Royal Air Force


Question: What country does this bridge belong to?

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

title: "Charles Bridge" content: Charles Bridge Charles Bridge ( ) is a historic bridge that crosses the Vltava river in Prague, Czech Republic. Its construction started in 1357 under the auspices of King Charles IV, and finished in the beginning of the 15th century. The bridge replaced the old Judith Bridge built 1158–1172 that had been badly damaged by a flood in 1342. This new bridge was originally called Stone Bridge ("Kamenný most") or Prague Bridge ("Pražský most") but has been "Charles Bridge" since 1870. As the only means of crossing the river Vltava (Moldau) until 1841, Charles Bridge was the most important connection

title: "Charles Bridge" content: most of them baroque-style, originally erected around 1700 but now all replaced by replicas. Repairs are scheduled to start in late 2019, and should take around 20 years. Throughout its history, Charles Bridge has suffered several disasters and witnessed many historic events. Czech legend has it that construction began on Charles Bridge at 5:31am on 9 July 1357 with the first stone being laid by Charles IV himself. This exact time was very important to the Holy Roman Emperor because he was a strong believer in numerology and felt that this specific time, which formed a palindrome (1357 9, 7

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

title: "Charles Bridge" content: of the statues have been systematically replaced by replicas, and the originals have been exhibited in the Lapidarium of the National Museum. Charles Bridge Charles Bridge ( ) is a historic bridge that crosses the Vltava river in Prague, Czech Republic. Its construction started in 1357 under the auspices of King Charles IV, and finished in the beginning of the 15th century. The bridge replaced the old Judith Bridge built 1158–1172 that had been badly damaged by a flood in 1342. This new bridge was originally called Stone Bridge ("Kamenný most") or Prague Bridge ("Pražský most") but has been "Charles

Answer: Czech Republic

Answer: CZR

Answer: Czechia

Answer: Česká republika

Answer: Česko

Answer: cz

Answer: Czech Republic

Answer: CZE

Answer: ČR

Answer: cze