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title: "Boeing 767" content: 757, resulting in shared design features which allow pilots to obtain a common type rating to operate both aircraft. The 767 is produced in three fuselage lengths. The original 767-200 entered service in 1982, followed by the 767-300 in 1986 and the 767-400ER, an extended-range (ER) variant, in 2000. The extended-range 767-200ER and 767-300ER models entered service in 1984 and 1988, respectively, while a production freighter version, the 767-300F, debuted in 1995. Conversion programs have modified passenger 767-200 and 767-300 series aircraft for cargo use, while military derivatives include the E-767 surveillance aircraft, the KC-767 and KC-46 aerial tankers, and

title: "Boeing 767" content: VIP transports. Engines featured on the 767 include the General Electric CF6, Pratt & Whitney JT9D and PW4000, and Rolls-Royce RB211 turbofans. United Airlines first placed the 767 in commercial service in 1982. The aircraft was initially flown on domestic and transcontinental routes, during which it demonstrated the reliability of its twinjet design. In 1985, the 767 became the first twin-engined airliner to receive regulatory approval for extended overseas flights. The aircraft was then used to expand non-stop service on medium- to long-haul intercontinental routes. In 1986, Boeing initiated studies for a higher-capacity 767, ultimately leading to the development of

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: remain in production while the passenger variant's successor, the 787, entered service in 2011. In 1970, Boeing's 747 became the first wide-body jetliner to enter service. The 747 was the first passenger jet wide enough to feature a twin-aisle cabin. Two years later, the manufacturer began a development study, code-named 7X7, for a new wide-body aircraft intended to replace the 707 and other early generation narrow-body jets. The aircraft would also provide twin-aisle seating, but in a smaller fuselage than the existing 747, McDonnell Douglas DC-10, and Lockheed L-1011 TriStar wide-bodies. To defray the high cost of development, Boeing signed

title: "Boeing 767" content: risk-sharing agreements with Italian corporation Aeritalia and the Civil Transport Development Corporation (CTDC), a consortium of Japanese aerospace companies. This marked the manufacturer's first major international joint venture, and both Aeritalia and the CTDC received supply contracts in return for their early participation. The initial 7X7 was conceived as a short take-off and landing airliner intended for short-distance flights, but customers were unenthusiastic about the concept, leading to its redefinition as a mid-size, transcontinental-range airliner. At this stage the proposed aircraft featured two or three engines, with possible configurations including over-wing engines and a T-tail. By 1976, a twinjet layout,

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: a parallel development effort for a new mid-size narrow-body airliner, code-named 7N7, which would become the 757. Work on both proposals proceeded through the airline industry upturn in the late 1970s. In January 1978, Boeing announced a major extension of its Everett factory—which was then dedicated to manufacturing the 747—to accommodate its new wide-body family. In February 1978, the new jetliner received the 767 model designation, and three variants were planned: a 767-100 with 190 seats, a 767-200 with 210 seats, and a trijet 767MR/LR version with 200 seats intended for intercontinental routes. The 767MR/LR was subsequently renamed 777 for

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: JT9D or General Electric CF6 turbofans, marking the first time that Boeing had offered more than one engine option at the launch of a new airliner. Both jet engine models had a maximum output of of thrust. The engines were mounted approximately one-third the length of the wing from the fuselage, similar to previous wide-body trijets. The larger wings were designed using an aft-loaded shape which reduced aerodynamic drag and distributed lift more evenly across their surface span than any of the manufacturer's previous aircraft. The wings provided higher-altitude cruise performance, added fuel capacity, and expansion room for future stretched

title: "Boeing 767" content: variants. The initial 767-200 was designed for sufficient range to fly across North America or across the northern Atlantic, and would be capable of operating routes up to . The 767's fuselage width was set midway between that of the 707 and the 747 at . While it was narrower than previous wide-body designs, seven abreast seating with two aisles could be fitted, and the reduced width produced less aerodynamic drag. The fuselage was not wide enough to accommodate two standard LD3 wide-body unit load devices side-by-side, so a smaller container, the LD2, was created specifically for the 767. Using

title: "Boeing 767" content: a conventional tail design also allowed the rear fuselage to be tapered over a shorter section, providing for parallel aisles along the full length of the passenger cabin, and eliminating irregular seat rows toward the rear of the aircraft. The 767 was the first Boeing wide-body to be designed with a two-crew digital glass cockpit. Cathode ray tube (CRT) color displays and new electronics replaced the role of the flight engineer by enabling the pilot and co-pilot to monitor aircraft systems directly. Despite the promise of reduced crew costs, United Airlines initially demanded a conventional three-person cockpit, citing concerns about

title: "Boeing 767" content: the risks associated with introducing a new aircraft. The carrier maintained this position until July 1981, when a US presidential task force determined that a crew of two was safe for operating wide-body jets. A three-crew cockpit remained as an option and was fitted to the first production models. Ansett Australia ordered 767s with three-crew cockpits due to union demands; it was the only airline to operate 767s so configured. The 767's two-crew cockpit was also applied to the 757, allowing pilots to operate both aircraft after a short conversion course, and adding incentive for airlines to purchase both types.

title: "Boeing 767" content: Although nominally similar in control design, flying the 767 feels different from the 757. The 757's controls are heavy, similar to the 727 and 747; the control yoke can be rotated to 90 degrees in each direction. The 767 has far lighter control feel in pitch and roll, and the control yoke has approximately 2/3 the rotation travel. To produce the 767, Boeing formed a network of subcontractors which included domestic suppliers and international contributions from Italy's Aeritalia and Japan's CTDC. The wings and cabin floor were produced in-house, while Aeritalia provided control surfaces, Boeing Vertol made the leading edge

title: "Boeing 767" content: for the wings, and Boeing Wichita produced the forward fuselage. The CTDC provided multiple assemblies through its constituent companies, namely Fuji Heavy Industries (wing fairings and gear doors), Kawasaki Heavy Industries (center fuselage), and Mitsubishi Heavy Industries (rear fuselage, doors, and tail). Components were integrated during final assembly at the Everett factory. For expedited production of wing spars, the main structural member of aircraft wings, the Everett factory received robotic machinery to automate the process of drilling holes and inserting fasteners. This method of wing construction expanded on techniques developed for the 747. Final assembly of the first aircraft began

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: Canada, China Airlines, and El Al began operating the aircraft in 1983. The aircraft's introduction was relatively smooth, with few operational glitches and greater dispatch reliability than prior jetliners. In its first year, the 767 logged a 96.1 percent dispatch rate, which exceeded the industry average for new aircraft. Operators reported generally favorable ratings for the twinjet's sound levels, interior comfort, and economic performance. Resolved issues were minor and included the recalibration of a leading edge sensor to prevent false readings, the replacement of an evacuation slide latch, and the repair of a tailplane pivot to match production specifications. Seeking

title: "Boeing 767" content: to capitalize on its new wide-body's potential for growth, Boeing offered an extended-range model, the 767-200ER, in its first year of service. Ethiopian Airlines placed the first order for the type in December 1982. Featuring increased gross weight and greater fuel capacity, the extended-range model could carry heavier payloads at distances up to , and was targeted at overseas customers. The 767-200ER entered service with El Al Airline on March 27, 1984. The type was mainly ordered by international airlines operating medium-traffic, long-distance flights. In the mid-1980s, the 767 spearheaded the growth of twinjet flights across the northern Atlantic under

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: the 767-300 in September 1983. Following its first flight on January 30, 1986, the type entered service with Japan Airlines on October 20, 1986. The 767-300ER completed its first flight on December 9, 1986, but it was not until March 1987 that the first firm order, from American Airlines, was placed. The type entered service with American Airlines on March 3, 1988. The 767-300 and 767-300ER gained popularity after entering service, and came to account for approximately two-thirds of all 767s sold. After the debut of the first stretched 767s, Boeing sought to address airline requests for greater capacity by

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: was the most prolific year with 132 firm orders. By the early 1990s, the wide-body twinjet had become its manufacturer's annual best-selling aircraft, despite a slight decrease due to economic recession. During this period, the 767 became the most common airliner for transatlantic flights between North America and Europe. By the end of the decade, 767s crossed the Atlantic more frequently than all other aircraft types combined. The 767 also propelled the growth of point-to-point flights which bypassed major airline hubs in favor of direct routes. Taking advantage of the aircraft's lower operating costs and smaller capacity, operators added non-stop

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: a longer-range model, the 767-400ERX, in favor of the proposed Sonic Cruiser, a new jetliner which aimed to fly 15 percent faster while having comparable fuel costs as the 767. The following year, Boeing announced the KC-767 Tanker Transport, a second military derivative of the 767-200ER. Launched with an order in October 2002 from the Italian Air Force, the KC-767 was intended for the dual role of refueling other aircraft and carrying cargo. The Japanese government became the second customer for the type in March 2003. In May 2003, the United States Air Force (USAF) announced its intent to lease

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: be 20 percent more fuel efficient. The new jetliner was the first stage of a replacement aircraft initiative called the Boeing Yellowstone Project. Customers embraced the 7E7, later renamed 787 Dreamliner, and within two years it had become the fastest-selling airliner in the company's history. In 2005, Boeing opted to continue 767 production despite record Dreamliner sales, citing a need to provide customers waiting for the 787 with a more readily available option. Subsequently, the 767-300ER was offered to customers affected by 787 delays, including All Nippon Airways and Japan Airlines. Some aging 767s, exceeding 20 years in age, were

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: optimism that additional orders would be forthcoming. On February 24, 2011, the USAF announced its selection of the KC-767 Advanced Tanker, an upgraded variant of the KC-767, for its KC-X fleet renewal program. The selection followed two rounds of tanker competition between Boeing and Airbus parent EADS, and came eight years after the USAF's original 2003 announcement of its plan to lease KC-767s. The tanker order encompassed 179 aircraft and was expected to sustain 767 production past 2013. In December 2011, FedEx Express announced a 767-300F order for 27 aircraft to replace its DC-10 freighters, citing the USAF tanker order

title: "Boeing 767" content: 4 more 767-300Fs, increasing their total order to 63. Deliveries are scheduled from 2017 through 2022. With its successor, the Boeing New Midsize Airplane, planned for at least a 2025 introduction, and the 787 being much larger, Boeing could restart a passenger 767-300ER production to bridge the gap. A demand for 50 to 60 aircraft could have to be satisfied. Having to replace its 40 767s, United Airlines requested a price quote for other widebodies. In November 2017, Boeing CEO Dennis Muilenburg cited interest beyond military and freighter uses. Boeing Commercial Airplanes VP of marketing Randy Tinseth stated in early

title: "Boeing 767" content: 2018 that the company did not intend to resume passenger variant production. In its first quarter of 2018 earnings report, Boeing plan to increase its production from 2.5 to 3 monthly beginning in January 2020 due to increased demand in the cargo market, as FedEx had 56 on order, UPS has four, and an unidentified customer has three on order. This rate could rise to 3.5 per month in July 2020 and 4 per month in January 2021, then would come down to 3 per month in January 2025 and 2 per month in July. The 767 is a low-wing

title: "Boeing 767" content: cantilever monoplane with a conventional tail unit featuring a single fin and rudder. The wings are swept at 31.5 degrees and optimized for a cruising speed of Mach 0.8 (). Each wing features a supercritical airfoil cross-section and is equipped with six-panel leading edge slats, single- and double-slotted flaps, inboard and outboard ailerons, and six spoilers. The airframe further incorporates Carbon-fiber-reinforced polymer composite material wing surfaces, Kevlar fairings and access panels, plus improved aluminum alloys, which together reduce overall weight by versus preceding aircraft. To distribute the aircraft's weight on the ground, the 767 has a retractable tricycle landing gear

title: "Boeing 767" content: with four wheels on each main gear and two for the nose gear. The original wing and gear design accommodated the stretched 767-300 without major changes. The 767-400ER features a larger, more widely spaced main gear with 777 wheels, tires, and brakes. To prevent damage if the tail section contacts the runway surface during takeoff, 767-300 and 767-400ER models are fitted with a retractable tailskid. The 767 has left-side exit doors near the front and rear of the aircraft. In addition to shared avionics and computer technology, the 767 uses the same auxiliary power unit, electric power systems, and hydraulic

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: management system, improved over versions used on early 747s, automates navigation and other functions, while an automatic landing system facilitates CAT IIIb instrument landings in low visibility situations. The 767 became the first aircraft to receive CAT IIIb certification from the FAA for landings with minimum visibility in 1984. On the 767-400ER, the cockpit layout is simplified further with six Rockwell Collins liquid crystal display (LCD) screens, and adapted for similarities with the 777 and the Next Generation 737. To retain operational commonality, the LCD screens can be programmed to display information in the same manner as earlier 767s. In

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: operation of individual spoilers. The 767 features a twin-aisle cabin with a typical configuration of six abreast in business class and seven across in economy. The standard seven abreast, 2–3–2 economy class layout places approximately 87 percent of all seats at a window or aisle. As a result, the aircraft can be largely occupied before center seats need to be filled, and each passenger is no more than one seat from the aisle. It is possible to configure the aircraft with extra seats for up to an eight abreast configuration, but this is less common. The 767 interior introduced larger

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: and sculpted, curved panels. The 767-400ER also received larger windows derived from the 777. Older 767s can be retrofitted with the Signature Interior. Some operators have adopted a simpler modification known as the Enhanced Interior, featuring curved ceiling panels and indirect lighting with minimal modification of cabin architecture, as well as aftermarket modifications such as the NuLook 767 package by Heath Tecna. The 767 has been produced in three fuselage lengths. These debuted in progressively larger form as the 767-200, 767-300, and 767-400ER. Longer-range variants include the 767-200ER and 767-300ER, while cargo models include the 767-300F, a production freighter, and

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: service with United Airlines in 1982. The type has been used primarily by mainline U.S. carriers for domestic routes between major hub centers such as Los Angeles to Washington. The 767-200 was the first aircraft to be used on transatlantic ETOPS flights, beginning with TWA on February 1, 1985 under 90-minute diversion rules. Deliveries for the variant totaled 128 aircraft. There were 52 passenger and freighter conversions of the model in commercial service . The type's competitors included the Airbus A300 and A310. The 767-200 ceased production in the late 1980s, superseded by the extended-range 767-200ER. Some early 767-200s were

title: "Boeing 767" content: subsequently upgraded to extended-range specification. In 1998, Boeing began offering 767-200 conversions to 767-200SF (Special Freighter) specification for cargo use, and Israel Aerospace Industries has been licensed to perform cargo conversions since 2005. The conversion process entails the installation of a side cargo door, strengthened main deck floor, and added freight monitoring and safety equipment. The 767-200SF was positioned as a replacement for Douglas DC-8 freighters. A commercial freighter version of the Boeing 767-200 with wings from the -300 series and an updated flightdeck was first flown on 29 December 2014. A military tanker variant of the Boeing 767-2C is

title: "Boeing 767" content: being developed for the USAF as the KC-46. Boeing is building two aircraft as commercial freighters which will be used to obtain Federal Aviation Administration certification, a further two Boeing 767-2Cs will be modified as military tankers. , Boeing does not have customers for the freighter. The 767-200ER was the first extended-range model and entered service with El Al in 1984. The type's increased range is due to an additional center fuel tank and a higher maximum takeoff weight (MTOW) of up to . The type was originally offered with the same engines as the 767-200, while more powerful Pratt

title: "Boeing 767" content: & Whitney PW4000 and General Electric CF6 engines later became available. The 767-200ER was the first 767 to complete a non-stop transatlantic journey, and broke the flying distance record for a twinjet airliner on April 17, 1988 with an Air Mauritius flight from Halifax, Nova Scotia to Port Louis, Mauritius, covering . The 767-200ER has been acquired by international operators seeking smaller wide-body aircraft for long-haul routes such as New York to Beijing. Deliveries of the type totaled 121 with no unfilled orders. As of July 2018, 21 examples of passenger and freighter conversion versions were in airline service. The

title: "Boeing 767" content: type's main competitors of the time included the Airbus A300-600R and the A310-300. The 767-300, the first stretched version of the aircraft, entered service with Japan Airlines in 1986. The type features a fuselage extension over the 767-200, achieved by additional sections inserted before and after the wings, for an overall length of . Reflecting the growth potential built into the original 767 design, the wings, engines, and most systems were largely unchanged on the 767-300. An optional mid-cabin exit door is positioned ahead of the wings on the left, while more powerful Pratt & Whitney PW4000 and Rolls-Royce RB211

title: "Boeing 767" content: engines later became available. The 767-300's increased capacity has been used on high-density routes within Asia and Europe. Deliveries for the type totaled 104 aircraft with no unfilled orders remaining. As of July 2018, 34 of the variant were in airline service. The type's main competitor was the Airbus A300. The 767-300ER, the extended-range version of the 767-300, entered service with American Airlines in 1988. The type's increased range was made possible by greater fuel tankage and a higher MTOW of . Design improvements allowed the available MTOW to increase to by 1993. Power is provided by Pratt & Whitney

title: "Boeing 767" content: of the aircraft, with more orders placed than all other variants combined. , 767-300ER deliveries stand at 583 with no unfilled orders. There were 376 examples in service . The type's main competitor is the Airbus A330-200. At its 1990s peak, a new 767-300ER was valued at $85 million, dipping to around $12 million in 2018 for a 1996 build. The 767-300F, the production freighter version of the 767-300ER, entered service with UPS Airlines in 1995. The 767-300F can hold up to 24 standard pallets on its main deck and up to 30 LD2 unit load devices on the lower

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: work was performed in Singapore by ST Aerospace Services, the first supplier to offer a 767-300BCF program, and involved the addition of a main deck cargo door, strengthened main deck floor, and additional freight monitoring and safety equipment. Since then, Boeing, Israel Aerospace Industries, and Wagner Aeronautical have also offered passenger-to-freighter conversion programs for 767-300 series aircraft. The 767-400ER, the first Boeing wide-body jet resulting from two fuselage stretches, entered service with Continental Airlines in 2000. The type features a stretch over the 767-300, for a total length of . The wingspan is also increased by through the addition of

title: "Boeing 767" content: raked wingtips. The exit configuration uses six main cabin doors and two smaller exit doors behind the wings, similar to certain 767-300ER's. Other differences include an updated cockpit, redesigned landing gear, and 777-style Signature Interior. Power is provided by uprated Pratt & Whitney PW4000 or General Electric CF6 engines. The FAA granted approval for the 767-400ER to operate 180-minute ETOPS flights before it entered service. Because its fuel capacity was not increased over preceding models, the 767-400ER has a range of , less than previous extended-range 767s. This is roughly the distance from Shenzhen to Seattle. No 767-400 version was

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: The type's closest competitor is the Airbus A330-200. Versions of the 767 serve in a number of military and government applications, with responsibilities ranging from airborne surveillance and refueling to cargo and VIP transport. Several military 767s have been derived from the 767-200ER, the longest-range version of the aircraft. Boeing offered the 767-400ERX, a longer-range version of the largest 767 model, in 2000. Introduced concurrently with the 747X, the type was to be powered by the 747X's engines, the Engine Alliance GP7000 and the Rolls-Royce Trent 600. An increased range of was specified. Kenya Airways provisionally ordered three 767-400ERXs to

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: involved in the September 11 attacks on the World Trade Center in 2001, resulting in the collapse of its two main towers. American Airlines Flight 11, a 767-200ER, crashed into the North Tower, killing all 92 people on board, and United Airlines Flight 175, a 767-200, crashed into the South Tower, with the death of all 65 on board. In addition, more than 2,600 people were killed in the towers or on the ground. A foiled 2001 shoe bomb plot involving an American Airlines 767-300ER resulted in passengers being required to remove their shoes for scanning at US security checkpoints.

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: during flight. In late 2015, the FAA issued a preliminary directive to address the issue. On October 28, 2016, American Airlines Flight 383, a 767-300ER with 161 passengers and 9 crew members, aborted takeoff at Chicago O'Hare Airport following an uncontained failure of the right GE CF6-80C2 engine. The engine failure, which hurled fragments over a considerable distance, caused a fuel leak resulting in a fire under the right wing. Fire and smoke entered the cabin. All passengers and crew evacuated the aircraft, with 20 passengers and one flight attendant sustaining minor injuries using the evacuation slides. As new 767s

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

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

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

title: "Trausnitz Castle" content: Trausnitz Castle Trausnitz Castle is a medieval castle situated in Landshut, Bavaria in Germany. It was the home of the Wittelsbach dynasty, and it served as their ducal residence for Lower Bavaria from 1255–1503, and later as the seat of the hereditary rulers of the whole of Bavaria. The castle was founded in 1204 by Duke Ludwig I. The Knights' Hall of Castle Trausnitz belongs to the main buildings of the 13th century and there were already around 1260/70. The room is 245 m² and is separated in two naves, to four "Jochen" a nave. The constructions that were used

title: "Trausnitz Castle" content: of 99 people. The White Hall is on the first floor of the "Dürnitz" tract and is directly above the Knights' Hall. The White Hall has probably existed since the 15th century and was probably planned as a big ballroom. It appears that the hall was never finished, because there are no traces of paintings as usual for the castle at this time. The about 240 m² tall room, which is two floors large, is today used for banquets, greetings, concerts and lectures. The visitors can enjoy the great view over the ancient city of Landshut. A phenomenon in the

title: "Trausnitz Castle" content: Castle is situated atop a hill above Landshut. Before the 16th century, it had the same name as the town, Landshut, which translates into "protector of the land". Previously, the castle guarded over the city and the surrounding land. The size of the castle has remained almost the same since Louis I of Bavaria in 1204. The castle was completed by the time of Emperor Frederick II's visit in 1235. During the first half of the 13th century, Trausnitz represented not only the centre of imperial politics but also of Staufer culture. Landshut was visited by famous minstrel singers, including

title: "Trausnitz Castle" content: Walter von der Vogelweide and Tannhäuser, during this period. The patronage of art by the Dukes of Bavaria was so high that they sent for a sculptor from Strasbourg who created jewellery for a sculpture that now stands in the Castle's "Burgkapelle". The wealthy Duke of Landshut repeatedly renovated and expanded the buildings in Burg Trausnitz during the 15th century. The Dürnitz was built during this time. The outer defensive ring of walls were heightened and extended for the defensive towers. Duke Louis X of Bavaria furnished the castle in 1516 in the south German Renaissance style, though few examples

title: "Trausnitz Castle" content: the decoration of a new splendid private apartment in the second floor of the prince's wing (1869-1873). In 1961, a fire destroyed much of the interior decoration, including the king's rooms. Trausnitz Castle Trausnitz Castle is a medieval castle situated in Landshut, Bavaria in Germany. It was the home of the Wittelsbach dynasty, and it served as their ducal residence for Lower Bavaria from 1255–1503, and later as the seat of the hereditary rulers of the whole of Bavaria. The castle was founded in 1204 by Duke Ludwig I. The Knights' Hall of Castle Trausnitz belongs to the main buildings

Answer: Landshut

Answer: Landshut


Question: What country does this building belong to?

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title: "Machu Picchu" content: Machu Picchu Machu Picchu ( or ; ; ) is a 15th-century Inca citadel, located in the Eastern Cordillera of southern Peru, on a mountain ridge above sea level. It is located in the Cusco Region, Urubamba Province, Machupicchu District in Peru, above the Sacred Valley, which is northwest of Cuzco and through which the Urubamba River flows, which cuts through the Cordillera and originates a canyon with tropical mountain climate. Most archaeologists believe that Machu Picchu was constructed as an estate for the Inca emperor Pachacuti (1438–1472). Often mistakenly referred to as the "Lost City of the Incas" (a

title: "Machu Picchu" content: title more accurately applied to Vilcabamba), it is the most familiar icon of Inca civilization. The Incas built the estate around 1450 but abandoned it a century later at the time of the Spanish Conquest. Although known locally, it was not known to the Spanish during the colonial period and remained unknown to the outside world until American historian Hiram Bingham brought it to international attention in 1911. Machu Picchu was built in the classical Inca style, with polished dry-stone walls. Its three primary structures are the "Intihuatana", the "Temple of the Sun", and the "Room of the Three Windows".

title: "Machu Picchu" content: Most of the outlying buildings have been reconstructed in order to give tourists a better idea of how they originally appeared. By 1976, thirty percent of Machu Picchu had been restored and restoration continues. Machu Picchu was declared a Peruvian Historic Sanctuary in 1981 and a UNESCO World Heritage Site in 1983. In 2007, Machu Picchu was voted one of the New Seven Wonders of the World in a worldwide Internet poll. In the Quechua language, "machu" means "old" or "old person", while "pikchu" means either "portion of coca being chewed" or "pyramid, pointed multi-sided solid; cone". The name of

title: "Machu Picchu" content: the site is often interpreted as "old mountain". Machu Picchu was built around 1450–1460. Its construction appears to date to the period of the two great Inca rulers, Pachacutec Inca Yupanqui (1438–71) and Túpac Inca Yupanqui (1472–93). There is a consensus among archaeologists that Pachacutec ordered the construction of the royal estate for himself, most likely after his successful military campaign. Though Machu Picchu is considered to be a "royal" estate, surprisingly, the estate would not have been passed down in the line of succession. It was only used for approximately 80 years before being abandoned seemingly due to destruction

title: "Machu Picchu" content: of the Spanish Conquests in other parts of the Inca Empire. It is possible that most of its inhabitants died from smallpox introduced by travellers before the Spanish conquistadors arrived in the area. During its use as a royal estate, it is estimated that no more than 750 people lived there at a time, most people being support staff ("yanaconas, yana)" who lived there permanently. Though the estate belonged to Pachacutec, religious specialists and temporary specialized workers ("mayocs") lived there as well, most likely for the ruler's well-being and enjoyment. During the harsher season, staff dropped down to around a

title: "Machu Picchu" content: hundred servants and a few religious specialists focused only on maintenance. Studies show that according to their skeletal remains, most people who lived there were immigrants from diverse backgrounds. They lacked the chemical markers and osteological markers they would have if they had been living there their whole lives. Instead, there was bone damage from various species of water parasites indigenous to different areas of Peru. There were also varying osteological stressors and varying chemical densities suggesting varying long term diets characteristic of specific regions that were spaced apart. These diets are composed of varying levels of maize, potatoes, grains,

title: "Machu Picchu" content: legumes, and fish, but the overall most recent short-term diet for these people was composed of less fish and more corn. This suggests that several of the immigrants were from more coastal areas and moved to Machu Picchu where corn was a larger portion of food intake. The skeletal remains found at Machu Picchu are also unique in their level of natural bone damage from laborious activities. Most people found at the site had lower levels of arthritis and bone fractures found in most sites of the Inca Empire. Inca individuals that have arthritis and bone fractures are typically those

title: "Machu Picchu" content: who performed heavy physical labor (such as the Mit'a) and/or served in the Inca military. Not only people were suspected to have immigrated to Machu Picchu, there were several animal bones found that were not native to the site. Most animal bones found were from llamas and alpacas. These animals naturally live in altitudes of 14000 ft above sea level rather than the mere 8000 ft Machu Picchu rests on. Most likely, these animals were brought in from the Puna region for meat consumption and for their pelts. Guinea pigs were also found at the site in special burial caves,

title: "Machu Picchu" content: were not perfect, as studies of the land show that there were landslides that happened during the construction of Machu Picchu. It can still be seen where the terraces were shifted by landslides and then stabilized by the Inca as they continued to build around the area. It is estimated that the area around the site has received more than 72 inches of rain per year since A.D. 1450, which was more than needed to support crop growth there. Because of the large amount of rainfall at Machu Picchu, it was found that irrigation was not needed for the terraces.

title: "Machu Picchu" content: The terraces received so much rain that they were built specifically to allow for ample drainage of the extra water. Excavation and soil analyses done by Kenneth Wright in the 90's showed that the terraces were built in layers, with a bottom layer of larger stones covered by loose gravel. On top of the gravel was a layer of mixed sand and gravel packed together, with rich topsoil covering all of that. It was proven that the topsoil was probably moved from the valley floor to the terraces because it was much more rich than the soil higher up the

title: "Machu Picchu" content: mountain. However, it has been found that the terrace farming area makes up only about 12 acres of land, and a study of the soil around the terraces showed that what was grown there was mostly corn and potatoes, which was not enough to support the 750+ people living at Machu Picchu. Therefore, when studies were done on the food that the Incas ate at Machu Picchu, it was found that much of what they ate was imported to the area from the surrounding valleys and farther. Although it was located only about from the Inca capital in Cusco, the

title: "Machu Picchu" content: Spanish never found Machu Picchu and so did not plunder or destroy it, as they did many other sites. The conquistadors had notes of a place called "Piccho", although no record of a Spanish visit exists. The types of sacred rocks defaced by the conquistadors in other locations are untouched at Machu Picchu. Over the centuries, the surrounding jungle overgrew the site, and few outside the immediate area knew of its existence. The site may have been discovered and plundered in 1867 by a German businessman, Augusto Berns. Some evidence indicates that German engineer J. M. von Hassel arrived earlier.

title: "Machu Picchu" content: Maps show references to Machu Picchu as early as 1874. In 1911 American historian and explorer Hiram Bingham travelled the region looking for the old Inca capital and was led to Machu Picchu by a villager, Melchor Arteaga. Bingham found the name Agustín Lizárraga and the date 1902 written in charcoal on one of the walls. Though Bingham was not the first to visit the ruins, he was considered the scientific discoverer who brought Machu Picchu to international attention. Bingham organized another expedition in 1912 to undertake major clearing and excavation. In 1981, Peru declared an area of surrounding Machu

title: "Machu Picchu" content: Picchu a "historic sanctuary". In addition to the ruins, the sanctuary includes a large portion of the adjoining region, rich with the flora and fauna of the Peruvian Yungas and Central Andean wet puna ecoregions. In 1983, UNESCO designated Machu Picchu a World Heritage site, describing it as "an absolute masterpiece of architecture and a unique testimony to the Inca civilization". Bingham was a lecturer at Yale University, although not a trained archaeologist. In 1909, returning from the Pan-American Scientific Congress in Santiago, he travelled through Peru and was invited to explore the Inca ruins at Choqquequirau in the Apurímac

title: "Machu Picchu" content: Valley. He organized the 1911 Yale Peruvian Expedition in part to search for the Inca capital, which was thought to be the city of Vitcos. He consulted Carlos Romero, one of the chief historians in Lima who showed him helpful references and Father Antonio de la Calancha’s Chronicle of the Augustinians. In particular, Ramos thought Vitcos was "near a great white rock over a spring of fresh water." Back in Cusco again, Bingham asked planters about the places mentioned by Calancha, particularly along the Urubamba River. According to Bingham, "one old prospector said there were interesting ruins at Machu Picchu,"

title: "Machu Picchu" content: though his statements "were given no importance by the leading citizens." Only later did Bingham learn that Charles Wiener also heard of the ruins at Huayna Picchu and Machu Picchu, but was unable to reach them. Armed with this information the expedition went down the Urubamba River. En route Bingham asked local people to show them Inca ruins, especially any place described as having a white rock over a spring. At Mandor Pampa, Bingham asked farmer and innkeeper Melchor Arteaga if he knew of any nearby ruins. Arteaga said he knew of excellent ruins on the top of Huayna Picchu.

title: "Machu Picchu" content: the vegetation, Bingham was not able to observe the full extent of the site. He took preliminary notes, measurements, and photographs, noting the fine quality of Inca stonework of several principal buildings. Bingham was unclear about the original purpose of the ruins, but decided that there was no indication that it matched the description of Vitcos. The expedition continued down the Urubamba and up the Vilcabamba Rivers examining all the ruins they could find. Guided by locals Bingham rediscovered and correctly identified the site of the old Inca capital, Vitcos (then called Rosaspata), and the nearby temple of Chuquipalta. He

title: "Machu Picchu" content: National Geographic again and with the full support of Peruvian President Leguia. The expedition undertook a four-month clearing of the site with local labour, which was expedited with the support of the Prefect of Cuzco. Excavation started in 1912 with further excavation undertaken in 1914 and 1915. Bingham focused on Machu Picchu because of its fine Inca stonework and well-preserved nature, which had lain undisturbed since the site was abandoned. None of Bingham's several hypotheses explaining the site held up. During his studies, he carried various artifacts back to Yale. One prominent artifact was a set of 15th-century, ceremonial Incan

title: "Machu Picchu" content: knives made from bismuth bronze; they are the earliest known artifact containing this alloy. Although local institutions initially welcomed the exploration, they soon accused Bingham of legal and cultural malpractice. Rumors arose that the team was stealing artifacts and smuggling them out of Peru through Bolivia. (In fact, Bingham removed many artifacts, but openly and legally; they were deposited in the Yale University Museum. Bingham was abiding by the 1852 Civil Code of Peru; the code stated that "archaeological finds generally belonged to the discoverer, except when they had been discovered on private land." (Batievsky 100) ) Local press perpetuated

title: "Machu Picchu" content: the accusations, claiming that the excavation harmed the site and deprived local archaeologists of knowledge about their own history. Landowners began to demand rent from the excavators. By the time Bingham and his team left Machu Picchu, locals had formed coalitions to defend their ownership of Machu Picchu and its cultural remains, while Bingham claimed the artifacts ought to be studied by experts in American institutions. Little information describes human sacrifices at Machu Picchu, though many sacrifices were never given a proper burial, and their skeletal remains succumbed to the elements. However, there is evidence that retainers were sacrificed to

title: "Machu Picchu" content: in South America, one of the most visited tourist attractions in Latin America and the most visited in Peru. Machu Picchu has wet and dry seasons, with the majority of annual rain falling from October through to April. Machu Picchu is situated above a bow of the Urubamba River, which surrounds the site on three sides, where cliffs drop vertically for to the river at their base. The area is subject to morning mists rising from the river. The location of the city was a military secret, and its deep precipices and steep mountains provided natural defenses. The Inca Bridge,

title: "Machu Picchu" content: an Inca grass rope bridge, across the Urubamba River in the Pongo de Mainique, provided a secret entrance for the Inca army. Another Inca bridge was built to the west of Machu Picchu, the tree-trunk bridge, at a location where a gap occurs in the cliff that measures . The city sits in a saddle between the two mountains Machu Picchu and Huayna Picchu, with a commanding view down two valleys and a nearly impassable mountain at its back. It has a water supply from springs that cannot be blocked easily. The hillsides leading to it were terraced, to provide

title: "Machu Picchu" content: more farmland to grow crops, and to steepen the slopes that invaders would have to ascend. The terraces reduced soil erosion and protected against landslides. Two high-altitude routes from Machu Picchu cross the mountains back to Cusco, one through the Sun Gate, and the other across the Inca bridge. Both could be blocked easily, should invaders approach along them. The site is roughly divided into an urban sector and an agricultural sector, and into an upper town and a lower town. The temples are in the upper town, the warehouses in the lower. The architecture is adapted to the mountains.

title: "Machu Picchu" content: "Intihuatana", the "Temple of the Sun" and the "Room of the Three Windows". These were dedicated to "Inti", their sun god and greatest deity. The Popular District, or Residential District, is the place where the lower-class people lived. It includes storage buildings and simple houses. The royalty area, a sector for the nobility, is a group of houses located in rows over a slope; the residence of the "amautas" (wise persons) was characterized by its reddish walls, and the zone of the "ñustas" (princesses) had trapezoid-shaped rooms. The Monumental Mausoleum is a carved statue with a vaulted interior and carved

title: "Machu Picchu" content: drawings. It was used for rites or sacrifices. The Guardhouse is a three-sided building, with one of its long sides opening onto the Terrace of the Ceremonial Rock. The three-sided style of Inca architecture is known as the "wayrona" style. In 2005 and 2009, the University of Arkansas made detailed laser scans of the entire site and of the ruins at the top of the adjacent Huayna Picchu mountain. The scan data is available online for research purposes. This semicircular temple is built on the same rock overlying Bingham's "Royal Mausoleum", and is similar to the Temple of the Sun

title: "Machu Picchu" content: found in Cusco and the Temple of the Sun found in Pisac, in having what Bingham described as a "parabolic enclosure wall". The stonework is of ashlar quality. Within the temple is a 1.2 m by 2.7 m rock platform, smooth on top except for a small platform on its southwest quadrant. A "Serpent's Door" faces 340°, or just west of north, opening onto a series of 16 pools, and affording a view of Huana Picchu. The temple also has two trapezoidal windows, one facing 65°, called the "Solstice Window", and the other facing 132°, called the "Qullqa Window". The

title: "Machu Picchu" content: in South America. These stones are arranged to point directly at the sun during the winter solstice. The name of the stone (perhaps coined by Bingham) derives from Quechua language: "inti" means "sun", and "wata-", "to tie, hitch (up)". The suffix "-na" derives nouns for tools or places. Hence "Intihuatana" is literally an instrument or place to "tie up the sun", often expressed in English as "The Hitching Post of the Sun". The Inca believed the stone held the sun in its place along its annual path in the sky. The stone is situated at 13°9'48" S. At midday on

title: "Machu Picchu" content: 11 November and 30 January, the sun stands almost exactly above the pillar, casting no shadow. On 21 June, the stone casts the longest shadow on its southern side, and on 21 December a much shorter shadow on its northern side. Inti Mach'ay is a special cave used to observe the Royal Feast of the Sun. This festival was celebrated during the Incan month of "Qhapaq Raymi". It began earlier in the month and concluded on the December solstice. On this day, noble boys were initiated into manhood by an ear-piercing ritual as they stood inside the cave and watched

title: "Machu Picchu" content: there is no evidence that Mach'ay was a burial ground. The central buildings use the classical Inca architectural style of polished dry-stone walls of regular shape. The Incas were masters of this technique, called ashlar, in which blocks of stone are cut to fit together tightly without mortar. The section of the mountain where Machu Picchu was built provided various challenges that the Incas solved with local materials. One issue was the seismic activity due to two fault lines. It made mortar and similar building methods nearly useless. Instead, the Inca mined stones from the quarry at the site, lined

title: "Machu Picchu" content: them up and shaped them to fit together perfectly, stabilizing the structures. Inca walls have many stabilizing features: doors and windows are trapezoidal, narrowing from bottom to top; corners usually are rounded; inside corners often incline slightly into the rooms; and outside corners were often tied together by "L"-shaped blocks; walls are offset slightly from row to row rather than rising straight from bottom to top. Heavy rainfall required terraces and stone chips to drain rain water and prevent mud slides, landslides, erosion and flooding. Terraces were layered with stone chips, sand, dirt and top soil, to absorb water and

title: "Machu Picchu" content: push the stones up inclines. A few stones have knobs that could have been used to lever them into position; the knobs were generally sanded away, with a few overlooked. The Inca road system included a route to the Machu Picchu region. The people of Machu Picchu were connected to long-distance trade, as shown by non-local artifacts found at the site. For example, Bingham found unmodified obsidian nodules at the entrance gateway. In the 1970s, Burger and Asaro determined that these obsidian samples were from the "Titicaca" or Chivay obsidian source, and that the samples from Machu Picchu showed long-distance

title: "Machu Picchu" content: transport of this obsidian type in pre-Hispanic Peru. Thousands of tourists walk the Inca Trail to visit Machu Picchu each year. They congregate at Cusco before starting on the one-, two-, four- or five-day journey on foot from kilometer 82 (or 77 or 85, four/five-day trip) or kilometer 104 (one/two-day trip) near the town of Ollantaytambo in the Urubamba valley, walking up through the Andes to the isolated city. Machu Picchu is both a cultural and natural UNESCO World Heritage Site. Since its discovery in 1911, growing numbers of tourists have visited the site each year, including 1,411,279 in 2017.

title: "Machu Picchu" content: As Peru's most visited tourist attraction and major revenue generator, it is continually exposed to economic and commercial forces. In the late 1990s, the Peruvian government granted concessions to allow the construction of a cable car and a luxury hotel, including a tourist complex with boutiques and restaurants and a bridge to the site. Many people protested the plans, including Peruvians and foreign scientists, saying that more visitors would pose a physical burden on the ruins. In 2018, plans were restarted to again construct a cable car to encourage Peruvians to visit Machu Picchu and boost domestic tourism. A no-fly

title: "Machu Picchu" content: risks of landslides, earthquakes and injury due to decaying structures. Nude tourism is a recent trend, to the dismay of Peruvian officials. In several incidents, tourists were detained for posing for nude pictures or streaking across the site. Peru's Ministry of Culture denounced these acts for threatening Peru's cultural heritage. Cusco's Regional Director of Culture increased surveillance to end the practice. In January 2010, heavy rain caused flooding that buried or washed away roads and railways to Machu Picchu, trapping more than 2,000 locals and more than 2,000 tourists, later airlifted out to safety. Machu Picchu was temporarily closed, reopening

title: "Machu Picchu" content: on 1 April 2010. In July 2011, the Dirección Regional de Cultura Cusco (DRC) introduced new entrance rules to the citadel of Machu Picchu. The tougher entrance rules attempted to reduce the effect of tourism. The entrance was limited to 2,500 visitors per day, and the entrance to Huayna Picchu (within the citadel) was further restricted to 400 visitors per day. In May 2012, a team of UNESCO conservation experts called upon Peruvian authorities to take "emergency measures" to further stabilize the site's buffer zone and protect it from damage, particularly in the nearby town of Aguas Calientes, which had

title: "Machu Picchu" content: grown rapidly. In 1912, 1914 and 1915, Bingham removed thousands of artifacts from Machu Picchu—ceramic vessels, silver statues, jewelry and human bones—and took them to Yale University for further study, supposedly for 18 months. Yale instead kept the artifacts until 2012, arguing that Peru lacked the infrastructure and systems to care for them. Eliane Karp, an anthropologist and wife of former Peruvian President Alejandro Toledo, accused Yale of profiting from Peru's cultural heritage. Many of the articles were exhibited at Yale's Peabody Museum. In 2006, Yale returned some pieces but kept the rest, claiming this was supported by federal case

title: "Machu Picchu" content: law of Peruvian antiquities. In 2007, Peru and Yale had agreed on a joint traveling exhibition and construction of a new museum and research center in Cusco advised by Yale. Yale acknowledged Peru's title to all the objects, but would share rights with Peru in the research collection, part of which would remain at Yale for continuing study. On 21 November 2010, Yale agreed to return the disputed artifacts. The third and final batch of artifacts was delivered November 2012. The artifacts are permanently exhibited at the Museo Machu Picchu, La Casa Concha ("The Shell House"), close to Cusco's colonial

title: "Machu Picchu" content: center. Owned by the National University of San Antonio Abad del Cusco, La Casa Concha also features a study area for local and foreign students. The Paramount Pictures film "Secret of the Incas" (1955), with Charlton Heston and Ima Sumac, was filmed on location at Cusco and Machu Picchu, the first time that a major Hollywood studio filmed on site. Five hundred indigenous people were hired as extras in the film. The opening sequence of the film "Aguirre, the Wrath of God" (1972) was shot in the Machu Picchu area and on the stone stairway of Huayna Picchu. Machu Picchu

title: "Machu Picchu" content: region in the Super Famicom game . It appears late in the game for a set of missions where the protagonist and his team must take care of a wave of guerrila attacks in the city. Images Machu Picchu Machu Picchu ( or ; ; ) is a 15th-century Inca citadel, located in the Eastern Cordillera of southern Peru, on a mountain ridge above sea level. It is located in the Cusco Region, Urubamba Province, Machupicchu District in Peru, above the Sacred Valley, which is northwest of Cuzco and through which the Urubamba River flows, which cuts through the Cordillera

Answer: Peru

Answer: República del Perú

Answer: Republic of Peru

Answer: Republica del Peru

Answer: Peru

Answer: pe


Question: Which company manufactures this aircraft?

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

title: "ATR 72" content: ATR 72 The ATR 72 is a twin-engine turboprop, short-haul regional airliner developed and produced in France and Italy by aircraft manufacturer ATR (Aerei da Trasporto Regionale or Avions de transport régional), a joint venture formed by French aerospace company Aérospatiale (now Airbus) and Italian aviation conglomerate Aeritalia (now Leonardo S.p.A.). The number "72" in its name is derived from the aircraft's standard seating configuration in a passenger-carrying configuration, which could seat 72–78 passengers in a single-class arrangement. During the 1980s, French aerospace company Aérospatiale and Italian aviation conglomerate Aeritalia merged their work on a new generation of regional aircraft.

title: "ATR 72" content: For this purpose, a new jointly owned company was established, ATR, for the purpose of developing, manufacturing, and marketing their first airliner, which was later designated as the ATR 42. On 16 August 1984, the first model of the series, designated as the ATR 42-300, performed the type's maiden flight. During the mid-1980s, the ATR 72 was developed as a stretched variant of the ATR 42. On 27 October 1989, Finnish airline Finnair became the first airline to operate the type in revenue service. The ATR 72 has also been used as a corporate transport, cargo aircraft, and maritime patrol

title: "ATR 72" content: aircraft. To date, all of the ATR series have been completed at the company's final assembly line in Toulouse, France; ATR benefits from sharing resources and technology with Airbus SE, which has continued to hold a 50% interest in the company. Successive models of the ATR 72 have been developed. Typical updates have included new avionics, such as a glass cockpit, and the adoption of newer engine versions to deliver enhanced performance, such as increased efficiency and reliability and reductions in operating costs. The aircraft continues to share a high degree of commonality with the smaller ATR 42. The ATR

title: "ATR 72" content: 42 and ATR 72 have been produced side-by-side for decades. During the mid-1980s, ATR sought to introduce a larger airliner with capacity. This new regional airliner, designated as the ATR 72, was directly developed from the earlier ATR 42 and continued to share many commonalities with it; the principal difference between the two airliners was an increase in the maximum seating capacity from 48 to 78 passengers. This was principally achieved by stretching the fuselage by , along with an increase of the wingspan, the use of more powerful engines, and increased fuel capacity by about 10%. On 15 January

title: "ATR 72" content: 1986, the launch of the stretched ATR 72 programme was announced. On 27 October 1988, the first prototype performed its maiden flight; one year later, on September 25, 1989, the ATR 72 received airworthiness certification from the French Directorate General for Civil Aviation. During the following month, on 27 October 1989, Finnish airline Finnair became the first airline to introduce the aircraft into service. Since the ATR 72 is assembled on the same production line as the smaller ATR 42, along with sharing the majority of subsystems, components, and manufacturing techniques, the two types support each other to remain in

title: "ATR 72" content: production. This factor may have been crucial as, by 2015, the ATR 42 was the only 50-seat regional aircraft that was still being manufactured. During 2000, the combined global ATR fleet reached its 10,000,000th flight, during which a distance around 4 billion km (2.5 billion statute miles) had been flown and around 450 million passengers had flown on board ATR-built aircraft. The 2007 production set a new record for the programme's sales; a total of 113 new ATR aircraft had been ordered during a single year. By the end of 2014, ATR had received 1,000 orders for the type and

title: "ATR 72" content: delivered a total of 754, leaving a backlog of 246 aircraft. Within the ATR company, various organisational changes were implemented. On 10 July 1998, ATR launched its new Asset Management Department. In June 2001, EADS and Alenia Aeronautica, ATR's parent companies, decided to reinforce their partnership, regrouping all industrial activities related to regional airliners into the ATR consortium. On 3 October 2003, ATR became one of the first aircraft manufacturers to be certified under ISO 9001-2000 and EN/AS/JISQ 9100, the worldwide quality standard for the aeronautics industry. During July 2004, ATR and Brazilian aircraft manufacturer Embraer announced a co-operation agreement

title: "ATR 72" content: on the AEROChain Portal for the purpose of delivering improved customer service. During April 2009, ATR announced the launch of its 'Door-2-Door' service as a new option in its comprehensive customer services range. Since 2008, ATR has been a participant in the European Clean Sky Joint Technology Initiative. On 8 July 2015, a ATR 72-600 'green' technology demonstrator performed its first flight; the demonstrator was used for testing new composite materials for insulation, air conditioning systems, electrical distribution systems, and energy dispersal modifications to evaluate their effect on the aircraft's overall efficiency as a contribution to the Clean Sky initiative.

title: "ATR 72" content: ATR's senior vice-president for engineering Alessandro Amendola indicated that the elimination of all uses of bleed air was a key aim in the designing of an all-electric architecture as well as improving engine efficiency; the minimising of peak electrical loads was also a stated priority. During March 2016, a second round of flight trials dedicated the testing of all-electric systems architecture using the demonstrator was completed; analysis is set to continue. The current production version is the "ATR 72-600" series. On 2 October 2007, ATR CEO Stéphane Mayer announced the launch of the −600 series aircraft; the ATR 42–600 and

title: "ATR 72" content: ATR 72–600 featured various improvements to increase efficiency, dispatch reliability, lower fuel burn and operating costs. While broadly similar to the earlier -500 model; differences include the adoption of improved PW127M engines, a new glass cockpit, and a variety of other minor improvements. As a consequence of strong demand for the -600 series, ATR decided to invest in the establishment of a second, more modern final assembly line and acquisition of more hangar space at its Toulouse site, along with a new large completion and delivery area; overall, the manufacturing operation expanded to four times the footprint that it had

title: "ATR 72" content: in 2005. Speaking in October 2015, ATR CEO Patrick de Castelbajac stated that the firm was set to produce in excess of 90 aircraft that year, and that the new manufacturing facilities could support a production rate of up to 120 per year. At the time, the company had a backlog of orders for 300 aircraft, sufficient for three years of production. During 2017, a new in-house financing and leasing division was established by ATR in order to offer customers a greater degree of support and expand the company's range of services. Considerable emphasis has been placed upon the continuous

title: "ATR 72" content: development of ATR's aircraft models. Speaking at the Farnborough Airshow in July 2016, the CEO of ATR Patrick de Castelbajac stated that the company was currently examining the possibility of replacing the current Pratt & Whitney Canada PW127 engine with either a new offer from P&WC, or a GE38 derivative from GE Aviation. Although expressing satisfaction with the PW127 engine and its supplier, Castelbajac noted the design's age and the need to remain competitive with the latest regional jets. To be a worthwhile exercise, any re-engine exercise would require a 15 per cent improvement in fuel-burn and 20-25 per cent

title: "ATR 72" content: reduction of direct maintenance costs. Additionally, Castelbajac sees the potential re-engine as a "bridge" to the eventual development of a larger 100-seat aircraft. During the mid-2010s, reports emerged that the development of a further stretched 90-seat ATR model was under consideration as well; allegedly, shareholder Airbus was relatively unenthusiastic on proceeding with such a development, while Airbus CEO Fabrice Brégier favoured a focus on resolving manufacturing issues. However, in January 2018, ATR's parent company Leonardo announced that the 100-seat program has been formally brought to a close. The ATR 72 is a turboprop-powered regional airliner, capable of accommodating a maximum

title: "ATR 72" content: of 78 passengers. It is powered by a pair of Pratt & Whitney Canada PW100 turboprop engines, which drive an arrangement of four or six-bladed propellers supplied by Hamilton Standard. Earlier models of the ATR 72 are equipped with the older PW124B engine, rated at 2,400 shp, whilst later-built aircraft are powered by the newer PW127 engine, rated at a maximum of 2,750 shp to achieve improved "hot and high" takeoff performance. It employs a carbon-fibre tip wingbox for 30% of the wing weight and a 20% weight reduction. In a standard configuration, the aircraft does not have an auxiliary

title: "ATR 72" content: power unit; when present it is installed within the C4 cargo section. Most operators of the ATR 72 equip their aircraft with a propeller brake (referred to as "Hotel Mode") that stops the propeller on the No. 2 (right) engine, allowing the turbine to continue running and provide both airflow and electrical power to the aircraft while on the ground. In the majority of configurations, passengers board the ATR 72 using the rear door, a relatively unusual configuration for a passenger aircraft, while the front door is typically used for the loading and unloading of cargo; early customer Finnair intentionally

title: "ATR 72" content: ordered its ATR 72s with a front passenger door so that it could utilize the jet bridges at Helsinki Airport, while operator Air New Zealand's standard rear door aircraft can use jet bridges at airports with this equipment. While passengers are boarding or disembarking the aircraft, a tail stand is set into place as standard procedure to guard against the aircraft nose lifting off the ground. 2011 was a record-breaking year for sales at ATR. According to ATR's CEO Filippo Bagnato, sales had continued to grow during the Great Recession despite the downturn experienced by most aviation companies as "fuel

title: "ATR 72" content: consumption that can be half that of the alternatives and [with] lower maintenance costs". Bagnato noted the strength of Africa as a market for the type, as well at the firm's aircraft being capable of serving destinations that would otherwise be inaccessible with other aircraft due to the austere conditions of many airstrips and runways in the region, as well as the ability to operate autonomously without any reliance upon ground support equipment. For 2013, ATR claimed a 48 percent global market share for regional aircraft deliveries between 50 and 90 seats (comprising both turboprops and jets), making it the

title: "ATR 72" content: dominant manufacturer in this market segment. That same year, during which firm orders for 10 ATR 42-600s and 79 ATR 72-600s were recorded, leasing companies were responsible for 70 per cent of these; according to ATR's CEO Filippo Bagnato: "Years ago, we were not even considered by the lessors; now they see ATRs as a good investment". Several major leasing companies operate their own ATR fleets, such as Dubai Aerospace Enterprise (DAE), who placed an order for 20 ATR 72s along with options for another 20 in February 2014, and Nordic Aviation Capital (NAC), who ordered a fleet of 30

title: "ATR 72" content: ATR 72s during June 2013, along with options for up to 55 further airliners. Placing their first order during 2011, by December 2012, Singaporean leasor Avation had a combined total of 20 ATR 72s on order; by February 2016, the number on order for had risen to 35 aircraft. During May 1997, ATR achieved their first breakthrough sale in China, placed by operator China Xinjiang Airlines and the Civil Aviation Administration of China (CAAC). By 2013, while the Asia Pacific region had comprised the majority of ATR's sales when geographically ranked; however, orders from Chinese airlines remained elusive; Bagnato ascribed

title: "ATR 72" content: this anomaly to local market conditions dictating the typical use of larger aircraft, as well as a Chinese government policy of imposing high tariffs on the import of foreign-built fixed-wing aircraft. During late 2014, ATR set up a new office in Beijing and hired several former Airbus sales personnel with the aim of launching the type on the Chinese market. ATR believed that many of the already-flown routes did not suit larger 150-seat aircraft; however, of the roughly 2,600 commercial aircraft flying in China at that time, only 68 had a capacity of less than 90 seats and of these,

title: "ATR 72" content: fewer than 20 aircraft were powered by turboprop engines. In response to airlines often wanting to replace their early production ATR models with the latest generation ATR series, as well as to answer demand from cargo operators for the type, ATR has operated two separate dedicated freighter conversion programmes, known as the Bulk Freighter (tube version) and the ULD Freighter. Both conversions involve complete stripping of furnishings along with the addition of floor strengthening, new window plugs and 9g restraining nets, six additional longitudinal tracks for added flexibility, and an E-Class cabin; the ULD model can accommodate standard ULD-packaged cargo,

title: "ATR 72" content: such as LD3 containers or 88x108in (2.2x2.7m) pallets, which were loaded via a large cargo door located on the port forward side. Undertaken by a range of companies, such as Alenia subsidiary Aeronavali, Texas-based M7 Aerospace; French firms Indraéro Siren and Aeroconseil, Canadian Infinion Certification Engineering, and Spanish company Arrodisa, by October 2012, in excess of one-fifth of all first-generation ATR 42 and ATR 72 aircraft had already been converted to freighters. During February 2016, ATR signed a deal with flag carrier Iran Air for a batch of 20 ATR 72-600s, along with options for 20 more aircraft and post-purchase

title: "ATR 72" content: services, such as engine maintenance. Made possible by a negotiated relaxation of international sanctions against Iran, during June 2017, a €1 billion Iranian contract was finalised for the 20 airliners; the delivery of the first four aircraft occurred within weeks of the deal being completed. During May 2017, Indian low-cost airline IndiGo has tentatively signed for 50 ATR 72-600, intended for its UDAN regional connectivity scheme; these are to be delivered from the year end for up to 20 by the end of 2018. While primarily used as a civil aircraft, some ATR 72's have been adapted to perform in

title: "ATR 72" content: various military functions, such as utility aircraft and maritime patrol aircraft (MPA). The Turkish Navy, which initially decided to purchase ten ATR 72–500 MPA, later expanded its order to eight aircraft: Two ATR 72–600 TMUA (utility) versions, and six ATR 72–600 TMPA (ASW/ASuW) versions. The armed ATR 72 TMPA variant was developed in cooperation with Turkish Aerospace Industries (TAI), and incorporated additional sensors and mission systems to perform its intended combat role. During 2013, the two ATR 72–600 TMUA aircraft were delivered to the Turkish Navy. The Italian Air Force also selected the ATR 72–500 MP, designated as the "P-72A",

title: "ATR 72" content: to serve as a multirole maritime patrol, electronic surveillance and C4 platform. The original Italian requirement for a Breguet Atlantic replacement had also called for ASW and anti-surface warfare (ASuW) capabilities, however, during 2014, the contract was renegotiated to a configuration that excluded these capabilities. An anticipated "P-72B" variant for ASW and ASuW operations may later be pursued; accordingly, provisions were made to allow for the four P-72As on order to be adapted to the P-72B configuration. By October 2016, the test and evaluation phase for the P-72A was approaching completion; reportedly, the aircraft's communication and navigation equipment and the

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

title: "ATR 72" content: 231 orders. By then, with more than 60 -500s and 40 -600s in storage, new aircraft leases fell to $130,000 per month from $170,000. The -600 list price of $26.8M is typically discounted by 25% for a $26.8*.75round1M value, a 2012 aircraft is valued $13.3M and leased $115,000, falling to $10.2M and $100,000 in 2021, a D check costs $0.5M and the engine overhaul costs $0.3-1.0M. Two sub-types were marketed as the 100 series (−100). Two sub-types were marketed as the 200 series (−200). The −200 was the original production version, powered by Pratt & Whitney Canada PW124B engines rated

title: "ATR 72" content: at . Two sub-types were marketed as the 210 series (−210): the −211 (and with an enlarged cargo door, called the −212) is a −200 with PW127 engines producing each for improved performance in hot and high-altitude conditions. The sub-types differ in the type of doors and emergency exits Certified in January 1997 and fitted with either PW127F or PW127M engines, the −212A is an upgraded version of the −210 using six-bladed propellers on otherwise identical PW127F engines. Other improvements include higher maximum weights and superior performance, as well as greater automation of power management to ease pilot workload. Primary

title: "ATR 72" content: ATR 72 airline operators as of February, 2018 (with 15 aircraft or more): The ATR 72 has been involved in 46 aviation accidents and incidents including 29 hull losses. Those resulted in 398 fatalities. ATR 72 The ATR 72 is a twin-engine turboprop, short-haul regional airliner developed and produced in France and Italy by aircraft manufacturer ATR (Aerei da Trasporto Regionale or Avions de transport régional), a joint venture formed by French aerospace company Aérospatiale (now Airbus) and Italian aviation conglomerate Aeritalia (now Leonardo S.p.A.). The number "72" in its name is derived from the aircraft's standard seating configuration in

Answer: ATR

Answer: Avions de Transport Régional

Answer: ATR

Answer: Aerei da Trasporto Regionale

Answer: Avions de Transport Regional


Question: Who or what maintains this building?

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

title: "Chapel of the Resurrection (Valparaiso, Indiana)" content: Chapel of the Resurrection (Valparaiso, Indiana) The Chapel of the Resurrection is the centerpiece structure on the campus of Valparaiso University in Valparaiso, Indiana. It has been described as the largest collegiate chapel in the United States and the second largest collegiate chapel in the world. Because judgments about the relative size of such buildings can be difficult, other universities have made similar claims (e.g., Duke Chapel, Stanford Memorial Church). Primarily used to facilitate many Lutheran campus worship services, the Chapel of the Resurrection also serves as a site for convocations, musical performances, guest lectures, and commencement ceremonies. The chapel's

title: "Chapel of the Resurrection (Valparaiso, Indiana)" content: chancel is high and is circular in shape; the roof of the apse is shaped like a nine-pointed star. The nave is high and long. The building capacity is around 2000, although this number is flexible depending upon the configuration of the chairs, which recently replaced the pews. To the southwest of the Chapel lies the Brandt Campanile, a 12-bell tower rising tall. Clearly visible from U.S. Route 30 and throughout the surrounding community, the building is located on the highest point of ground on the Valparaiso University campus and is a Northwest Indiana landmark. Groundbreaking for the Chapel construction

title: "Chapel of the Resurrection (Valparaiso, Indiana)" content: took place in 1956. The building was designed by the architectural firm Charles Stade and Associates of Park Ridge, Illinois, though certain elements and features (e.g., the stone baptistry, the stained glass windows, etc.) were designed by other artists. Peter Dohmen Studios of St. Paul, Minnesota designed the high stained glass windows, as well as the marble interzia altar, and the mosaic at the entrance of the chapel. Adalbert Raphael Kretzmann, pastor and brother of Valparaiso University president O. P. Kretzmann, joined Charles Stade in the building's design. The altar is long, made of various types of Italian marble. Peter

title: "Chapel of the Resurrection (Valparaiso, Indiana)" content: and continued his artistic trade with great success. Amongst some of his major works are the stained glass windows in the library of the University of Notre Dame. Total construction costs of the chapel were about $7.5 million, much of which came through individual donations. The building was dedicated in 1959, part of Valparaiso University's centennial celebration, and officially designated as the Chapel of the Resurrection at the 10th anniversary service in 1969. In July and August 2005, the university built a medieval-style prayer labyrinth on the east side of the Chapel, 64 feet in diameter. The university is adding

title: "Chapel of the Resurrection (Valparaiso, Indiana)" content: audience of over 2,000 people. It was rebuilt and enlarged in 1995-1996 by Dobson Pipe Organ Builders of Lake City, Iowa. Chapel of the Resurrection (Valparaiso, Indiana) The Chapel of the Resurrection is the centerpiece structure on the campus of Valparaiso University in Valparaiso, Indiana. It has been described as the largest collegiate chapel in the United States and the second largest collegiate chapel in the world. Because judgments about the relative size of such buildings can be difficult, other universities have made similar claims (e.g., Duke Chapel, Stanford Memorial Church). Primarily used to facilitate many Lutheran campus worship services,

Answer: Valparaiso University

Answer: Northern Indiana Normal School and Business Institute

Answer: Valparaiso College

Answer: VU

Answer: Valparaiso University

Answer: Valparaiso Male and Female College

Answer: Valpo


Question: which mountain range is this lake belong to?

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

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

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

Answer: Lake District

Answer: Lakeland

Answer: Lake District

Answer: The Lakes


Question: What is the location of this facility?

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

title: "Nasir-ol-molk Mosque" content: Nasir-ol-molk Mosque The Nasir al-Mulk Mosque ( "Masjed-i Nasir al-Mulk"), also known as the Pink Mosque (مسجد صورتی "Masjed-i Surati"), is a traditional mosque in Shiraz, Iran. It is located in Gawd-i Arabān quarter, near Shāh Chérāgh Mosque. It was built under Qajar rule of Iran. The mosque includes extensive coloured glass in its facade, and displays other traditional elements such as the "Panj Kāse" ("five concaved") design. It is named in popular culture as the 'Pink Mosque', due to the usage of considerable pink colour tiles for its interior design. The mosque was built during the Qajar dynasty, and

Answer: Shiraz

Answer: Shiraz