title: Volkswagen 1-litre car

text: The engine is a one-cylinder diesel producing just . It drives through a six-speed transmission that combines stick-shift mechanics, weight, and drive efficiency with automatic convenience and efficiency controls. There is no clutch pedal. The gear selection (forwards, reverse or neutral) is made using a switch on the right-hand side of the cockpit. The engine is switched off automatically during deceleration and stops, and auto-restarted when the acceleration pedal is pressed.


title: Volkswagen 1-litre car

text: At the 2007 Frankfurt Motor Show senior VW exec Ferdinand Piëch claimed the car would be available by the end of the decade.


title: Volkswagen 1-litre car

text: Around June 2008 car magazines were reporting a powerplant change to a two-cylinder diesel-electric hybrid. Volkswagen only expected the car to be a limited production run, and prices were expected by one industry insider to be between €20,000 and €30,000.


title: Volkswagen 1-litre car

text: The second Volkswagen 1-litre car, named "L1", was first shown to the public at the 2009 Frankfurt Motor Show. Limited production of the VW L1 was expected to start in 2013 but with the announcement of the XL1 in 2011 this was considered unlikely.


title: Volkswagen 1-litre car

text: The L1 continues the two-seater tandem concept first shown in the 2002 1-litre concept. It has a curb weight of , with a low coefficient of drag of 0.195. It is in length, tall and wide. Frontal area is , giving a drag area (CA) of .


title: Volkswagen 1-litre car

text: It uses one half of a 1.6-litre TDI engine in a hybrid installation. The 800 cm, twin-cylinder, common-rail turbodiesel is joined by a electric motor and has a emission 39 g/km. The engine operates in two modes: "eco" mode, giving , and "sport" mode giving . The electric motor provides extra acceleration and can power the L1 on its own for short distances. Volkswagen claimed the L1 can achieve a top speed of , with acceleration in 14.3 s.


title: Volkswagen 1-litre car

text: The "XL1" is the third iteration of the Volkswagen 1-litre car, unveiled at the 2011 Qatar Motor Show. The diesel plug-in hybrid prototype is branded as a "Super Efficient Vehicle" (SEV).


title: Volkswagen 1-litre car

text: According to Volkswagen, the XL1 can achieve a combined fuel consumption of and emissions of 24 g/km. Like the L1, the XL1 uses a two-cylinder turbo-diesel. Displacing , it is rated at and of torque and transmits power to the rear wheels through a seven-speed DSG transmission. The electric motor pitches in with and of torque, and can work in parallel with the diesel or drive the car independent of it. Fully charged, the XL1 can travel up to on electric power.


title: Volkswagen 1-litre car

text: The XL1 has a curb weight of , and a (a similar drag coefficient to the General Motors EV1 electric car). Frontal area is 1.5 m giving a m.


title: Volkswagen 1-litre car

text: Just 23.2% of the car () is made out of either steel or iron; the drivetrain weighs . The XL1's length and width are similar to the Volkswagen Polo, with a length of and width of . However, the car is much lower with a height of only , and has a coupe-like roofline, reducing interior volume. The design incorporates butterfly doors, with the interior seating layout using a staggered side-by-side arrangement similar to a Smart Fortwo, rather than the previous versions' tandem seating.


title: Volkswagen 1-litre car

text: In February 2012, Volkswagen confirmed that it would build a limited series of XL1s starting in 2013. The production version of the plug-in diesel-electric hybrid was unveiled at the 2013 Geneva Motor Show.


title: Volkswagen 1-litre car

text: As with the 2011 concept XL1, it is powered by an 800 cm two-cylinder diesel engine with and a electric motor. The combined power output is and torque is . Power is delivered to the rear wheels through a seven-speed dual-clutch gearbox. The wheels are fitted with low rolling resistance tyres sized 115/80 R15 (front) and 145/55 R16 (rear). The drag coefficient has increased slightly from 0.186 to 0.189. The production version delivers an all-electric range of , in addition to a 10-litre fuel tank which allows for over of real-life driving until the car needs to be refueled.


title: Volkswagen 1-litre car

text: In February 2013, Volkswagen announced that it expected the XL1 to achieve a fuel consumption of and emissions of 21 g/km of . The test cycle allows for a re-charge of the battery every which results in a high mpg value.


title: Volkswagen 1-litre car

text: Using diesel alone the car is capable of up to . One reviewer found that, in real-life traffic, with air conditioning on and without attempts at hypermiling, the car is able to reliably achieve .


title: Volkswagen 1-litre car

text: Production began by mid 2013 and was limited to 250 units. A total of 50 units had been built by early September 2013, and the remaining 200 XL1s were scheduled to be built in the second quarter of 2014. Prices started at . The XL1 was available in Europe only. Retail deliveries began in Germany in June 2014.


title: Volkswagen 1-litre car

text: Of the 250 units to be produced, 200 were to be sold to retail customers. Volkswagen opened a registration process for interested customers that closed on 18 October 2013. Because more than 200 potential buyers registered, a draw was conducted to select the customers with a purchase option for the available cars. They were offered a purchase contract and after the payment of a deposit, the purchase agreement for an XL1 was binding.


title: Volkswagen 1-litre car

text: The Volkswagen XL1 was selected in February 2014 as one of the top five finalists for the 2014 World Car of the Year.


title: Arleigh Burke

text: Arleigh Albert Burke (October 19, 1901 – January 1, 1996) was an admiral of the United States Navy who distinguished himself during World War II and the Korean War, and who served as Chief of Naval Operations during the Eisenhower and Kennedy administrations.


title: Arleigh Burke

text: , the lead ship of its class of Aegis-equipped guided missile destroyers, was commissioned in Burke's honor in 1991. The honor of naming a vessel after a living figure was only the fourth time it had been bestowed since 1861.


title: Arleigh Burke

text: Burke was born in Boulder, Colorado, on October 19, 1901, to Oscar Burke and Clara Mokler. His grandfather, August Björkgren, was a Swedish immigrant to the US and changed his surname to 'Burke', a common Irish surname, to sound more 'American'. Due to the 1918 influenza outbreak, schools were closed in Boulder and he never graduated from high school. Burke won an alternate appointment to the United States Naval Academy given by his local congressman. During his time at the Academy, Burke was a member of 23rd Company. He graduated from the Academy in June 1923, and was commissioned as an ensign in the United States Navy. He married Roberta Gorsuch (1899–1997) of Washington, D.C.


title: Arleigh Burke

text: Over the next 18 years, Burke served aboard battleships and destroyers, and earned a Master of Science degree in chemical engineering at the University of Michigan in 1931. When World War II came, he found himself, to his great disappointment, in a shore billet at the Naval Gun Factory in Washington, D.C. After persistent efforts on his part, in 1943 he received orders to join the fighting in the South Pacific.


title: Arleigh Burke

text: Burke spent the remainder of the war in the South Pacific. He successively commanded Destroyer Division 43, Destroyer Division 44, Destroyer Squadron 12, and Destroyer Squadron 23. DesRon 23, known as the "Little Beavers", covered the initial landings in Bougainville in November 1943, and fought in 22 separate engagements during the next four months. During this time, the Little Beavers were credited with destroying one Japanese cruiser, nine destroyers, one submarine, several smaller ships, and approximately 30 aircraft. Burke's standing orders to his task force were, "Destroyers to attack on enemy contact WITHOUT ORDERS from the task force commander." After reviewing the Navy's early unsuccessful engagements with the Japanese, he concluded that uncertainty and hesitation had cost them dearly. The lesson was driven home to him at the Battle of Blackett Strait, when his radar operator made first contact with a ship near the shore but Burke hesitated to fire. A battle soon unfolded which ended in a US victory, which only Burke was unhappy with. Reflecting on the events Burke asked a nearby ensign what the difference was between a good officer and a poor one. After listening to the ensign's response, Burke offered his own: "The difference between a good officer and a poor one," said Burke, "is about ten seconds."


title: Arleigh Burke

text: Burke usually pushed his destroyers to just under boiler-bursting speed, but while en route to a rendezvous prior to the Battle of Cape St. George, a boiler casualty to (a jammed boiler tube by a brush used for cleaning) limited his squadron to 31 knots, rather than the 34+ of which they were otherwise capable. His nickname was "31 Knot Burke," originally a taunt, later a popular symbol of his hard-charging nature. An alternative explanation is provided by Jean Edward Smith in his biography of Eisenhower: "During World War Two, Burke mistakenly led his destroyer squadron into a Japanese minefield. Admiral Halsey radioed to ask what he was doing in a Japanese minefield. ‘Thirty-one knots,’ replied Burke”.


title: Arleigh Burke

text: In March 1944, Burke was promoted to Chief of Staff to the Commander of Task Force 58, the Fifth Fleet's Fast Carrier Task Force, which was commanded by Admiral Marc Mitscher. The transfer stemmed from a directive from the Chief of Naval Operations, Admiral Ernest King, that required a surface commander such as Admiral Raymond A. Spruance to have an aviator as Chief of Staff, and an air commander, such as Mitscher, to have a surface officer as Chief of Staff. Neither Mitscher nor Burke were happy with the arrangement, but as time passed Burke realized he had been given one of the most important assignments in the Navy, and his hard work and diligence eventually warmed Mitscher to him. Burke was promoted to the temporary rank of Commodore, and participated in all the force's naval engagements until June 1945, near the end of the war. He was aboard both and when they were hit by Japanese kamikaze aircraft during the Okinawa campaign.


title: Arleigh Burke

text: After the end of the war, Burke reverted to his permanent rank of captain and continued his naval career by serving in a number of capacities, including once more as Admiral Mitscher's chief of staff, until the latter's death in 1947. Burke then took command of the cruiser for a cruise down the east coast of Africa. He was promoted to rear admiral in 1949 and served as Navy Secretary on the Defense Research and Development Board.


title: Arleigh Burke

text: At the outbreak of the Korean War, Admiral Forrest Sherman, then Chief of Naval Operations, ordered Burke to duty as Deputy Chief of Staff to Commander Naval Forces Far East. From there, he assumed command of Cruiser Division Five, and, in July 1951, was made a member of the United Nations Truce Delegation which negotiated with the Communists for military armistice in Korea. After six months in the truce tents, he returned to the Office of Chief of Naval Operations where he served as Director of Strategic Plans Division until 1954.


title: Arleigh Burke

text: In April 1954, he took command of Cruiser Division Six, then moved in January 1955 to command Destroyer Force Atlantic Fleet (DesLant). In August 1955, Burke succeeded Admiral Robert B. Carney as Chief of Naval Operations. At the time of his appointment as Chief of Naval Operations, Burke was still a rear admiral (two stars) and was promoted over the heads of many Flag Officers who were senior to him. Burke had never served as a vice admiral (three stars), so he was promoted two grades at the time of his appointment.


title: Arleigh Burke

text: Burke took the post of Chief of Naval Operations with significant reservations. He served at a critical time in world history, during the depths of the Cold War. He was relatively young compared to other Flag Officers at the time. He was a hard worker, and seemingly tireless, working fifteen-hour work days six days a week as a norm. He was also an excellent leader and manager, and his ability to create an effective organization were keys to his success. He supported the notoriously demanding Admiral Hyman Rickover in the development of a nuclear-powered submarine force, and instituted the development of submarine-launched ballistic missiles, which led to the Polaris missile program, headed by Burke's selectee Rear Admiral W. F. "Red" Raborn. Burke convened the Project Nobska anti-submarine warfare conference in 1956 at the suggestion of Columbus Iselin II, director of the Woods Hole Oceanographic Institution, where discussion ranged from oceanography to nuclear weapons. At the conference, a statement by Edward Teller that a physically small one-megaton warhead suitable for Polaris could be developed led to Burke's adoption of Polaris over Jupiter. At a time when others in the Navy were very skeptical of the idea of a missile launched from a submarine, Burke succeeded in developing the single most effective deterrent to a nuclear attack on the United States. By 1961 routine Polaris deterrent patrols were in progress and a rapid construction program of Polaris submarines was underway.


title: Arleigh Burke

text: Burke as Chief of Naval Operations was intimately involved in the Eisenhower administration discussions on limiting the size of the submarine force. Asked "how much is enough?", as to the number of US ballistic missile submarines needed for deterrence, Burke argued that a force of around 40 Polaris submarines (each with 16 missiles) was a reasonable answer. Burke further argued that land-based missiles and bombers were vulnerable to attack, which made the U.S.-Soviet nuclear balance dangerously unstable. By contrast, nuclear submarines were virtually undetectable and invulnerable. He was very critical of "hair trigger" or "launch on warning" nuclear strategies, and he warned that such strategies were "dangerous for any nation."


title: Arleigh Burke

text: Burke served an unprecedented three terms as Chief of Naval Operations during a period of growth and progress in the Navy. Upon completing his third term, he was transferred to the Retired List on August 1, 1961.


title: Arleigh Burke

text: Burke, himself of Swedish descent, was the senior representative of the United States of America at the funeral of King Gustaf VI Adolf of Sweden in 1973.


title: Arleigh Burke

text: Arleigh Burke died on January 1, 1996, at the National Naval Medical Center in Bethesda, Maryland. He was 94 years old. He is buried at the United States Naval Academy Cemetery, in Annapolis, Maryland.


title: Arleigh Burke

text: , the lead ship of her class of Aegis-equipped guided missile destroyers, was commissioned in his honor in 1991. In 1985, a few months after the ship was ordered, an early keel-laying ceremony was held at Bath Iron Works. Burke marked his initials on material that was later incorporated at the physical keel-laying on December 6, 1988. Burke was one of the very few individuals to be honored by a ship named after them during their lifetime.


title: Arleigh Burke

text: The Assisted Living section of the Vinson Hall Retirement Community in McLean, Virginia, is named the Arleigh Burke Pavilion in his honor.


title: Arleigh Burke

text: Burke received numerous combat awards during his forty-two years in the Navy, including the Navy Cross, Navy Distinguished Service Medal, Legion of Merit, and the Purple Heart. None were more cherished than two awards that came early in his career. In 1928, while serving aboard , he was commended for the "rescue of shipwrecked and seafaring men." In 1939 during his first command, , he was commended when his destroyer won the fleet gunnery trophy with the highest score in many years. His ship also stood third in engineering competition and high in communication competition.


title: Arleigh Burke

text: For his service in Destroyer Squadron 23, Burke was awarded the Navy Cross, the Navy Distinguished Service Medal, the Legion of Merit, and the Presidential Unit Citation awarded to the squadron. The citations follow in part:


title: Arleigh Burke

text: As Chief of Staff, Commander Fast Carrier Task Force, Pacific (Task Force 38), Burke was awarded a Gold Star in lieu of a second Distinguished Service Medal, the Silver Star, a Gold Star in lieu of a second Legion of Merit, and a Letter of Commendation, with authorization to wear the Commendation Ribbon. The citations follow in part:


title: Arleigh Burke

text: From September 1950 until May 1951, Burke served as Deputy Chief of Staff to Commander U.S. Naval Forces, Far East, and, for "exceptionally meritorious conduct (in that capacity) from September 3, 1950, to January 1, 1951" he was awarded a Gold Star in lieu of a third Legion of Merit. The citation further states:


title: Arleigh Burke

text: While serving as Commander Cruiser Division Five from May to September 1951, and also as a Member of the Military Armistice Commission in Korea, Burke was awarded an oak leaf cluster in lieu of a fourth Legion of Merit by the Army (Headquarters U.S. Army Forces, Far East) by General Order #5, as follows:


title: Arleigh Burke

text: Burke was presented a Gold Star in lieu of a third Distinguished Service Medal by President John F. Kennedy at the White House on July 26, 1961. On January 10, 1977, Burke was presented with the Presidential Medal of Freedom by President Gerald Ford.


title: Arleigh Burke

text: Burke was also entitled to wear the Presidential Unit Citations presented to Destroyer Squadron 23, , , and to . Those vessels were, at various times during his period of service, flagships of the Fast Carrier Task Forces in the Pacific. The citation for the citation to Destroyer Squadron 23 reads:


title: Arleigh Burke

text: In addition to the above, Burke earned the American Defense Service Medal with "Fleet" clasp, the Asiatic-Pacific Campaign Medal with two silver stars and two bronze stars (twelve engagements); the American Campaign Medal; World War II Victory Medal; Navy Occupation Service Medal, the National Defense Service Medal with bronze star (Admiral Burke became retroactively eligible for a second award after his retirement); Korean Service Medal with bronze battle star; the Philippine Liberation Medal with bronze service star; and the United Nations Korea Medal. He was awarded the "Ui Chi Medal" and the Presidential Unit Citation from the Republic of Korea as well as the Order of the Rising Sun, First Class by the Government of Japan. In 1960 he received the Grand Cross of the Royal Norwegian Order of St. Olav from the Norwegian King. In 1999 Admiral Burke became posthumously eligible for the Korean War Service Medal awarded by the Republic of Korea.


title: Arleigh Burke

text: In 1962, Burke co-founded the Center for Strategic and International Studies (CSIS) in Washington, D.C., with David Abshire. CSIS hosts the Arleigh A. Burke Chair in Strategy, which "provides political and military analysis of key strategic challenges facing the United States and the world." It is held as of 2013 by Anthony Cordesman.


title: Arleigh Burke

text: In 1991 Burke was awarded the Lone Sailor Award by the U.S. Navy Memorial Foundation for his distinguished career during World War II and the Korean War.


title: Arleigh Burke

text: , a guided-missile destroyer of the United States Navy and lead ship of its class, was named in his honor. The class is one of the most advanced in service and is one of only two destroyer classes currently in active US Navy service.


title: Arleigh Burke

text: An elementary school was named in his honor in Boulder; it was closed in 1982. Thunderbird Park, also in Boulder, was renamed "Admiral Arleigh A. Burke Memorial Park" in 1997. In October 2001, a dedication of the memorial was held, featuring a 12-foot, 26,000-pound anchor from a World War II destroyer, a memorial wall containing a bronze relief sculpture of the admiral and a plaque with his biography.


title: Arleigh Burke

text: The Navy annually awards the Arleigh Burke Fleet Trophy to "the ship or aircraft squadron from each coast selected for having achieved the greatest improvement in battle efficiency during the calendar year, based upon the Battle Efficiency Competition." Winning the Battle "E" is not a prerequisite.


title: Arleigh Burke

text: The United States Postal Service issued a commemorative stamp pane on February 4, 2010, honoring distinguished sailors. In addition to Burke, the other persons on the stamp pane were Admiral William S. Sims, Lieutenant Commander John McCloy, and Officer's Cook Third Class Doris Miller.


title: Stargazy pie

text: Stargazy pie (sometimes called starrey gazey pie, stargazey pie and other variants) is a Cornish dish made of baked pilchards (sardines), along with eggs and potatoes, covered with a pastry crust. Although there are a few variations using other types of fish, the unique feature of stargazy pie is fish heads (and sometimes tails) protruding through the crust, so that they appear to be gazing to the stars.


title: Stargazy pie

text: The dish is traditionally held to have originated from the village of Mousehole in Cornwall and is traditionally eaten during the festival of Tom Bawcock's Eve to celebrate his heroic catch during a very stormy winter. According to the modern festival, which is combined with the Mousehole village illuminations, the entire catch was baked into a huge stargazy pie, encompassing seven types of fish and saving the village from starvation. The story of Bawcock was popularised by Antonia Barber's children's book "The Mousehole Cat", which featured the stargazy pie. In 2007 contestant Mark Hix won the BBC's "Great British Menu" with a variant of the dish.


title: Stargazy pie

text: Stargazy pie is a pastry-based fish pie which, by tradition, is filled with whole pilchards. It is critical that the pilchards retain their heads, so they poke through the pastry top. The appearance of the fish heads makes them look like they are "gazing at the stars", hence the name. The position of the fish allows the oil that is released during cooking to drain into the pie, adding a fuller flavour and ensuring the pie is moist. The celebrity chef Rick Stein suggested also poking the pilchards' tails through the pie crust to give the effect of leaping through water.


title: Stargazy pie

text: In spite of the fact that the British Food Trust describes the dish as being fun as well as amusing to children, it has been listed in "Yuck! Disgusting things people eat", a lifestyle feature by the "New York Daily News" based upon the book by an American author, Neil Setchfield. On Tom Bawcock's Eve it is served in The Ship Inn, the only pub in Mousehole, sometimes after a re-enactment of the legend.


title: Stargazy pie

text: The pie originates from the fishing village of Mousehole in Cornwall. As with many parts of Cornish heritage, a legend has appeared about its origins. In this case, the pie is served to celebrate the bravery of Tom Bawcock, a local fisherman in the 16th century. The legend explains that one winter had been particularly stormy, meaning that none of the fishing boats had been able to leave the harbour. As Christmas approached, the villagers, who relied on fish as their primary source of food, were facing starvation.


title: Stargazy pie

text: On 23 December, Tom Bawcock decided to brave the storms and went out in his fishing boat. Despite the stormy weather and the difficult seas, he managed to catch enough fish to feed the entire village. The entire catch (including seven types of fish) was baked into a pie, which had the fish heads poking through to prove that there were fish inside. Ever since then, the Tom Bawcock's Eve festival is held on 23 December in Mousehole. The celebration and memorial to the efforts of Tom Bawcock sees the villagers parading a huge stargazy pie during the evening with a procession of handmade lanterns, before eating the pie itself.


title: Stargazy pie

text: An older feast, held by the fishermen towards the end of December, included a pie cooked with different fish to represent the variety of catches the men hoped to achieve in the coming year. There is a possibility that Tom Bawcock's Eve is an evolution of this festival. Since 1963, the festival has been run against the backdrop of the Mousehole village illuminations, where the entire harbour is lit up, along with many other displays. One set of lights even represents the pie itself, showing fish heads and tails protruding from a pie dish underneath six stars.


title: Stargazy pie

text: There was a rumour that the entire festival was a fabrication by the landlord of The Ship Inn in the 1950s. However, festivities had been recorded by Morton Nance, an author on the Cornish language, in 1927 in the magazine "Old Cornwall". His description was regarding the festivities prior to 1900, though he doubted the reality of Tom Bawcock, suggesting it was in fact "Beau Coc". He also went on to confirm that the origins of the festival dated back to pre-Christian times, though it is unclear at what time the stargazy pie became part of the festivities. Morton Nance went on to restore the traditional song sung on Tom Bawcock's Eve, played to the local tune "wedding March".


title: Stargazy pie

text: A legend surrounding stargazy pie, along with the other unusual pies of Cornwall, is that they were the reason that the Devil never came to Cornwall. In his book "Popular Romances of the West of England; or, The drolls, traditions, and superstitions of old Cornwall", a collection of Cornish traditions, Robert Hunt explains that the Devil crossed the River Tamar to Torpoint. The chapter, entitled "The Devil's Coits, etc", reasons that the Devil discovered the Cornish would put anything in a pie and decided to leave before they took a fancy to a "devilly" pie, returning to Devon.


title: Stargazy pie

text: The original pie in the legend included sand eels, horse mackerel, pilchards, herring, dogfish and ling along with a seventh fish. In a traditional pie, the primary ingredient is the pilchard (sardine), although mackerel or herring is used as a substitute. Richard Stevenson, chef at The Ship Inn in Mousehole, suggests that any white fish will work for the filling, with pilchards or herring just added for the presentation. Prior to putting it in the pie the fish should be skinned and boned (except the head and tail) to make it easier to eat. Along with the fish, the other traditional ingredients are thickened milk, eggs and boiled potatoes.


title: Stargazy pie

text: There are many recipe variations around the traditional ingredients, some of which include hard-boiled eggs, bacon, onion, mustard or white wine. Other alternatives to the main fish can be crayfish and rabbit or mutton. The stargazy pie is always topped with a pastry lid, generally shortcrust but sometimes puff pastry, through which the fish heads and sometimes tails protrude.


title: Stargazy pie

text: For presentation, one suggestion is that the pilchards be arranged with their tails toward the centre of the pie and their heads poking up through the crust around the edge. As it includes potatoes and pastry, the pie can be served on its own or with crusty bread, sometimes with vegetables. Other suggested accompaniments are Cornish Yarg cheese, rhubarb chutney, poached eggs or a slice of lemon.


title: Stargazy pie

text: Jim Causley references "starry-gazey pie" on the track "My Young Man's a Cornishman" on his 2013 album "Cyprus Well". The song comes from a poem by his distant relative Charles Causley (1917–2003).


title: Stargazy pie

text: Cornish singer Brenda Wootton recorded an album "Starry-Gazey Pie" with Rob Bartlett in 1975 for Sentinel Records.


title: Through the Fire and Flames

text: "Through the Fire and Flames", often abbreviated as TTFAF, is a song by English power metal band DragonForce. The song is acclaimed as the most successful song by the band. The song was the lead single and opening track from DragonForce's third album, "Inhuman Rampage". It is known primarily for its rapid twin guitar solos by Herman Li and Sam Totman.


title: Through the Fire and Flames

text: The song peaked at #86 on the "Billboard" Hot 100 and #61 on the Canadian Hot 100 in 2008, making it the band's only single to reach either chart. It also enjoyed briefly renewed popularity in March 2015 when a cover version (Tina S.) uploaded to YouTube became popular, sending the song to number 13 on the Rock Songs chart. It has sold 1.1 million copies in the United States alone and has been certified platinum by the Recording Industry Association of America.


title: Through the Fire and Flames

text: While the song had appeared as a background track in several video games, the inclusion of a playable version of "Through the Fire and Flames" in the rhythm game "" as one of the most difficult songs in the game helped to raise the popularity of the song, and it has appeared in numerous rhythm games since.


title: Through the Fire and Flames

text: This song is written in the key of C minor (but in standard E tuning), and like most other DragonForce songs it is written in a fast tempo of 200 beats per minute with a common time signature (170bpm in the first half of the guitar solo). Near the end of the recording, guitarist Herman Li broke one of his guitar strings. Despite this, the band decided to keep this recording and left it on the final album version.


title: Through the Fire and Flames

text: The track was used in the first music video by DragonForce. For the video, a shortened version of the song was used, lasting only five minutes.


title: Through the Fire and Flames

text: The simple video primarily shows the band performing the song in a dark room illuminated by amber lights. After the rapid intro riff, guitarist Herman Li holds onto his Ibanez S series guitar with just the whammy bar. During the guitar solos, the camera focuses on Li and Sam Totman alone, with an inset shot of the current player's fretboard. During Li's solos, Totman stands to Li's left drinking. At the start of the solo, a "Pac-Man" sound is played by Li, after which he throws the whammy bar he used to make this sound into the air.


title: Through the Fire and Flames

text: The music video circulated through YouTube and various music video channels, including MTV2, and was shown on the monitor screens during the band's performances at Ozzfest 2006.


title: Through the Fire and Flames

text: The song appears on two compilation albums: The short version of the song, misnamed as "Through the Fire and "the" Flames", appears on "MTV2 Headbanger's Ball: The Revenge", released on 11 April 2006. The full version of the song appears on "Salvation, Vol. 1", released on 23 October 2007.


title: Through the Fire and Flames

text: "Through the Fire and Flames" has also appeared in several video games, first appearing in ATV Offroad Fury Pro around the time of the song's release. In the "Guitar Hero" rhythm game series, the song first featured in "" as an unlockable bonus song, and later appeared in "Guitar Hero Smash Hits" and "Guitar Hero Live". In a 2022 interview, Li stated that the band only saw about from royalties for the inclusion in "Guitar Hero", despite the series having revenues in the hundreds of millions of dollars. The song also featured in "Rocksmith 2014". It is a playable song in Konami's band session arcade games "GuitarFreaks" and "DrumMania V6", and part of the soundtrack for "Brütal Legend". It is also one of the most popular songs used by "Audiosurf" players. The song was also made available for download for "Rock Band 3" on 29 March 2011 for both Basic rhythm, and PRO mode which can utilize real musical instruments.


title: Sariel

text: Sariel (Hebrew & Aramaic: שָׂרִיאֵל "Śārīʾēl", "God is my Ruler"; Greek: Σαριηλ "Sariēl", "Souriēl"; Amharic: ሰራቁያል "Säraquyael", ሰረቃኤል "Säräqael") is an archangel, mainly from Judaic tradition. Other possible versions of his name are Suriel, Suriyel (in some Dead Sea Scrolls translations), Seriel, Sauriel, Saraqael, Sarakiel, Suruel, Surufel, and Souriel.


title: Sariel

text: In 1 Enoch (20:6), he is said to be "one of the [seven] holy angels [who watch], who is set over the spirits, who sin in the spirit". Origen identified Suriel as one of seven angels who are considered primordial powers by the Ophites. In Gnosticism, Sariel is invoked for his protective powers. He is commemorated in the calendar of the Coptic Orthodox Church on 27 Tobi in the Coptic calendar.


title: Sariel

text: He is not to be confused with the fallen watcher Sahariel (Hebrew & Aramaic: שַׂהֲרִיאֵל "Śahărīʾēl"; "God is my moon") who bears a similar name. In 1 Enoch (8:1) he is said to have taught humans the course of the moon.


title: Sariel

text: The fallen watcher Sariel (Sahariel), according to the Book of Enoch, was one of the leaders of angels who lusted after the daughters of men. They descended to the summit of Mount Hermon, in the days of Jared, to acquire wives and lead men astray. Sariel specifically taught men about the course of the moon. Knibbs' translation of the names of the Book of Enoch says it was Sariel who taught humans the "course of the moon" (the Lunar Calendar).


title: Sariel

text: In this same book, the archangel Sariel is one of the holy angels, who is set over the spirits that sin in the spirit, and is one of the angels who look upon the bloodshed on Earth, along with Gabriel, Michael, Raphael and Uriel.


title: Sariel

text: In the book of 2 Enoch he is listed, with the name of Samuil or Sariel, as one of the angels that brought Enoch to heaven.


title: Sariel

text: The book of War of the Sons of Light Against the Sons of Darkness, from the Dead Sea Scrolls, lists the name of "Sariel" (שריאל, ""God is my Ruler"") along with Michael, Raphael, and Gabriel as names to write upon the shields of soldiers in a tower during maneuvers (1QM 9,15). It is used on the shields of the third "Tower" (1QM 9,16).


title: Sariel

text: The angel "Suriyel" is briefly mentioned in the Conflict of Adam and Eve with Satan as bearing Adam and Eve from the top of a high mountain to the Cave of Treasures.


title: Sariel

text: In the Ladder of Jacob "Sariel" is dispatched by the Lord to Jacob to explain to him the meaning of the dream about the ladder.


title: Sariel

text: The book of Liber Juratus by Honorius of Thebes has a number of translations which lists "Sariell" as one of "The names of the angels of the eighth month, which is called marquesnan heshvan", and "Sariel" as one of "The names of the angels of the tenth month, which is called Tevet". The month of Heshvan marquesnan would make Sariel's ruler Barfiell, or the month of Tevet would make the ruler Anael.


title: Sariel

text: The Lesser Key of Solomon lists the dukes Asteliel and Gediel as commanding Sariel by night. The book "A Dictionary of Angels" by Gustav Davidson and "The Complete Book of Devils and Demons" by Leonard Ashley list Sariel as a fallen angel. The Greek Magical Papyri represents him as a deity to be called upon in rituals using the "Souriel" variation of his name.


title: Sariel

text: The University of Michigan has a section in its library collection devoted to Traditions of Magic in Late Antiquity, Protective Magic, Babylonian Demon Bowls. One clay bowl from Seleucia-on-Tigris dated to the 6th or 7th century CE lists Sariel twice:


title: Seema (actress)

text: Shanthakumari Nambiar (born 22 May 1951), known by her stage name Seema, is an Indian actress. She has acted in 260 films in Malayalam, 25 in Tamil, 7 in Telugu, 6 in Kannada and one in Hindi. Veteran actor Vijayan gave her the screen name Seema.Bringing a remarkable change in the style of acting from traditional Malayalam movies at that time, she was considered as the top and most popular actress of her time.


title: Seema (actress)

text: Seema began her career in Tamil film at the age of 18 as a dancer. She debuted as an actress in director Lisa Baby's "Nizhale Nee Sakshi", but this film was shelved. (It was later completed with Vidhubala as heroine.) Veteran actor Vijayan rechristened her name as Seema during the filming of "Nizhale Nee Sakshi".


title: Seema (actress)

text: At the age of 26, Seema starred as the heroine in her first movie in Malayalam titled "Avalude Ravukal" ("Her Nights"), directed by I. V. Sasi. After a few years of inactivity during 1990s, Seema became active again in 1998 in "Olympiyan Anthony Adam". Seema won the Kerala State Film Award for Best Actress in 1984 and in 1985. "Vishudha Shanthi", a biography on her life, was published by Didi Damodaran, in 2011. She achieved the Lifetime achievement award at the 59th Idea Filmfare festival at Chennai.


title: Seema (actress)

text: She married director I. V. Sasi on 28 August 1980. The couple have two children, one daughter Anu and one son Ani.


title: North American P-51 Mustang variants

text: Over twenty variants of the North American P-51 Mustang fighter were produced from 1940, when it first flew, to after World War II, some of which were employed also in the Korean War and in several other conflicts.


title: North American P-51 Mustang variants

text: The prototype of the Mustang, designated NA-73X, was rolled out by North American Aviation on 9 September 1940, albeit without an engine, and was first flown the following 26 October. The Mustang was originally designed to use a low-altitude rated Allison V-1710 engine. Unlike later models, Allison-powered Mustangs were characterized by the carburetor air intake placed on the dorsal surface of the nose, immediately behind the propeller.


title: North American P-51 Mustang variants

text: The first production contract was awarded by the British for 320 NA-73 fighters, named Mustang Mk I by an anonymous member of the British Purchasing Commission; a second British contract soon followed, which called for 300 more (NA-83) Mustang Mk I fighters. Contractual arrangements were also made for two aircraft from the first order to be delivered to the USAAC for evaluation; these two airframes, 41-038 and 41-039 respectively, were designated XP-51. The first RAF Mustang Mk Is were delivered to 26 Squadron at RAF Gatwick in February 1942 and made their combat debut on 10 May 1942. With their long range and excellent low-altitude performance, they were employed effectively for tactical reconnaissance and ground-attack duties over the English Channel, but were thought to be of limited value as fighters due to their poor performance above .


title: North American P-51 Mustang variants

text: RAF Mustangs (Mk Is, which were not drop tank capable) made history on October 22, 1942 when they escorted 22 Wellington bombers on a daylight raid to Germany, thus becoming the first RAF single-seat fighters to fly over the country during World War II.


title: North American P-51 Mustang variants

text: The first American order for 150 P-51s, designated NA-91 by North American, was placed by the Army on 7 July 1940. This was on behalf of the RAF in a Lend Lease deal. All but the last 57 went to the British. After the attack on Pearl Harbor, the USAAF 'held back' these Mustang Mk IAs for their own use. 55 of these so-called P-51-1s were outfitted with a pair of K.24 cameras in the rear fuselage for tactical low-level reconnaissance and re-designated F-6A (the "F" for photographic, although confusingly also still referred to as the P-51 or P-51-1). Two kept their P-51-1 designation and were used for testing by the USAAF.


title: North American P-51 Mustang variants

text: Two XP-51s (41-038 and 41-039) set aside for testing arrived at Wright Field on 24 August and 16 December 1941 respectively. The small size of this first order reflected the fact that what had been known as the USAAC up until late June 1941 was still a relatively small, underfunded peacetime organization. After the late-June 1941 reorganization of the USAAC into the United States Army Air Forces, roughly six months before the attack on Pearl Harbor changed the outlook for the United States regarding involvement in global hostilities against the Axis literally overnight, priority had to be given to building as many existing fighters – P-38s, P-39s, and P-40s – as possible while simultaneously training pilots and other personnel, which meant evaluation of the XP-51 did not begin immediately. However, this did not mean it was neglected, or testing and evaluation mishandled.


title: North American P-51 Mustang variants

text: The 150 NA-91s were designated P-51 by the newly formed USAAF and were initially named Apache, although this was soon dropped and the RAF name, Mustang, adopted instead. The USAAF did not like the mixed armament of the British Mustang Is and instead adopted an armament of four long-barrelled 20 mm (.79 in) Hispano Mk II cannon, deleting the .50 cal "nostril"-mounted weapons. The British designated this model as Mustang Mk IA, and would fit a number with similar equipment.


title: North American P-51 Mustang variants

text: It was quickly evident the Mustang's performance, although exceptional up to (the supercharger's critical altitude rating), was markedly reduced at higher altitudes. This was because the single-speed single-stage supercharger fitted to the V-1710 had been designed to produce maximum power at low altitude; above that, power dropped off rapidly. Prior to the Mustang project, the USAAC had Allison concentrate primarily on turbochargers in concert with General Electric; the turbochargers proved to be reliable and capable of providing significant power increases in the P-38 Lightning and other high-altitude aircraft, in particular in the Air Corps' four-engine bombers. Most of the other uses for the Allison were for low-altitude designs, where a simpler supercharger would suffice. Fitting a turbocharger into the Mustang proved impractical, and Allison was forced to use the only supercharger available. In spite of this, the Mustang's advanced aerodynamics showed to advantage, as the Mk I was about faster than contemporary P-40s using the same V-1710-39 (producing at , driving a diameter, three-blade Curtiss-Electric propeller). The Mk I was faster than the Spitfire Mk VC at and faster at , despite the British aircraft's more powerful engine (the Merlin 45, producing at .


title: North American P-51 Mustang variants

text: Although it has often been stated that the poor performance of the Allison engine above was a surprise and disappointment to the RAF and USAAF, this has to be regarded as a myth; aviation engineers of the time were fully capable of correctly assessing the performance of an aircraft's engine and supercharger. As evidence of this, in mid-1941, the 93rd and 102nd airframes from the NA-91 order were slated to be set aside and fitted and tested with Packard Merlin engines, with each receiving the designation XP-51B.


title: North American P-51 Mustang variants

text: On 23 June 1942, a contract was placed for 1,200 P-51As (NA-99s). The P-51A used the new Allison V-1710-81 engine, a development of the V-1710-39, driving a -diameter three-bladed Curtiss-Electric propeller. The armament was changed to four .50 in (12.7 mm) Browning machine guns, two in each wing, with a maximum of 350 rounds per gun (rpg) for the inboard guns and 280 rpg for the outboard. Other improvements were made in parallel with the A-36, including an improved, fixed air duct inlet replacing the movable fitting of previous Mustang models and the fitting of wing racks able to carry either drop tanks, increasing the maximum ferry range to with the tanks. The top speed was raised to at . The USAAF received 310 and the RAF 50 (as the Mustang II) before production converted to producing the Merlin-powered P-51B.


title: North American P-51 Mustang variants

text: The A-36A was the first aircraft based on the 'Mustang' airframe ordered by the U.S. Government specifically for use by the USAAF. NAA found an unfilled 'Dive Bomber' USAAF contract, which they got mainly by their own initiative. In so doing, NAA was able to keep the production bays open with the hope the USAAF would place orders for it as a fighter. On 16 April 1942, Fighter Project Officer Benjamin S. Kelsey ordered 500 A-36 Apaches, a redesign that included six .50 in (12.7 mm) M2 Browning machine guns, dive brakes, and the ability to carry two 500 lb (230 kg) bombs. Kelsey would rather have bought more fighters but was willing instead to initiate a higher level of Mustang production at North American by using USAAF funds earmarked for ground-attack aircraft when pursuit aircraft funding had already been allocated. It was the first airframe of the Mustang "family" (Apache, Invader, or Mustang) to be drop-tank capable. (A 1939 USAAC prohibition prevented manufacturers from making fighters capable of carrying external fuel stores; the Navy had no such restriction.)


title: North American P-51 Mustang variants

text: The 500 aircraft were designated A-36A (NA-97). This model became the first USAAF Mustang to see combat. One aircraft ("EW998") was passed to the British who gave it the name Mustang Mk I (Dive Bomber).


title: North American P-51 Mustang variants

text: In April 1942, the RAF's Air Fighting Development Unit (AFDU) tested the Mustang and found its performance inadequate at higher altitudes. As such, it was to be used to replace the P-40 in Army Cooperation Command squadrons, but the commanding officer was so impressed with its maneuverability and low-altitude speeds, he invited Ronnie Harker (from Rolls-Royce's Flight Test establishment) to fly it. Rolls-Royce engineers rapidly realized equipping the Mustang with a Merlin 61 engine with its two-speed two-stage supercharger would substantially improve performance. The company started converting five aircraft as the Mustang Mk X. Apart from the engine installation, which utilized custom-built engine mounts designed by Rolls-Royce and a standard -diameter four-bladed Rotol propeller from a Spitfire Mk IX, the Mk X was a straightforward adaptation of the Mk I airframe, keeping the same radiator duct design. The Vice-Chief of the Air Staff, Air Marshal Sir Wilfrid R. Freeman, lobbied vociferously for Merlin-powered Mustangs, insisting two of the five experimental Mustang Xs be handed over to Carl Spaatz for trials and evaluation by the U.S. Eighth Air Force in Britain. The high-altitude performance improvement was remarkable: the Mk X (serial number AM208) reached at , and "AL975" tested at an absolute ceiling of .


title: North American P-51 Mustang variants

text: The two XP-51Bs were a more thorough conversion than the Mustang X, with a tailor-made engine installation and a complete redesign of the radiator duct. The airframe itself was strengthened, with the fuselage and engine mount area receiving more formers because of the greater weight of the Packard V-1650-3 compared with the V-1710. The engine cowling was completely redesigned to house the Packard Merlin, which, because of the intercooler radiator mounted on the supercharger casing, was taller and used an updraft carburetor, rather than the downdraft variety of the Allison. The new engine drove a four-bladed -diameter Hamilton Standard propeller that featured cuffs of hard molded rubber. To cater for the increased cooling requirements of the Merlin, a new fuselage duct was designed. This housed a larger radiator, which incorporated a section for the supercharger coolant, and, forward of this and slightly lower, an oil cooler was housed in a secondary duct which drew air through the main opening and exhausted via a separate exit flap.


title: North American P-51 Mustang variants

text: A "duct rumble" heard by pilots in flight in the prototype P-51B resulted in a full-scale wind-tunnel test at NACA's Ames Aeronautical Laboratory. This was carried out by inserting the airplane, with the outer wing panels removed, into the 16-foot wind tunnel. A test engineer would sit in the cockpit with the wind tunnel running and listen for the duct rumble. It was eventually found that the rumble could be eliminated by increasing the gap between the lower surface of the wing and the upper lip of the cooling system duct from . They concluded part of the boundary layer on the lower surface of the wing was being ingested into the inlet and separating, causing the radiator to vibrate and producing the rumble. The production P-51B inlet was lowered even further, to give a separation of from the bottom of the wing. In addition, the shelf above the oil cooler face was removed and the inlet highlight swept back.


title: North American P-51 Mustang variants

text: It was decided new P-51Bs (NA-102s) would continue with the same armament and ammunition load of the P-51A, while the bomb rack/external drop tank installation was adapted from the A-36 Apache; the racks were rated to carry up to of ordnance and were also piped for drop tanks. The machine guns were aimed using the electrically illuminated N-3B reflector sight fitted with an A-1 head assembly which allowed it to be used as a gun or bomb sight through varying the angle of the reflector glass. Pilots were also given the option of having ring and bead sights mounted on the top engine cowling formers. This option was discontinued with the P-51D.


title: North American P-51 Mustang variants

text: The first XP-51B flew on 30 November 1942. Flight tests confirmed the potential of the new fighter, with the service ceiling being raised by , with the top speed improving by at . American production was started in early 1943 with the P-51B (NA-102) being manufactured at Inglewood, California, and the P-51C (NA-103) at a new plant in Dallas, Texas, which was in operation by summer 1943. The RAF named these models Mustang Mk III. In performance tests, the P-51B reached at . In addition, the extended range made possible by the use of drop tanks enabled the Merlin-powered Mustang to be introduced as a bomber escort with a combat radius of using two 2-piece, sheet-metal stamped construction drop tanks.


title: North American P-51 Mustang variants

text: The range would be further increased with the introduction of an self-sealing fuel tank aft of the pilot's seat, starting with P-51B-5-NA ("block 5"). When this tank was full, the center of gravity of the Mustang was moved dangerously close to the aft limit. As a result, maneuvers were restricted until the tank was down to about and the external tanks had been dropped. Problems with high-speed "porpoising" of the P-51Bs and P-51Cs with the fuselage tanks would lead to the replacement of the fabric-covered elevators with metal-covered surfaces and a reduction of the tailplane incidence. With the fuselage and wing tanks, plus two drop tanks, the combat radius was .


title: North American P-51 Mustang variants

text: Despite these modifications, the P-51Bs and P-51Cs, and the newer P-51Ds and P-51Ks, experienced low-speed handling problems that could result in an involuntary "snap-roll" under certain conditions of air speed, angle of attack, gross weight, and center of gravity. Several crash reports tell of P-51Bs and P-51Cs crashing because horizontal stabilizers were torn off during maneuvering. As a result of these problems, a modification kit consisting of a dorsal fin was manufactured. One report stated:


title: North American P-51 Mustang variants

text: "Unless a dorsal fin is installed on the P-51B, P-51C and P-51D airplanes, a snap roll may result when attempting a slow roll. The horizontal stabilizer will not withstand the effects of a snap roll. To prevent recurrence, the stabilizer should be reinforced in accordance with T.O. 01-60J-18 dated 8 April 1944 and a dorsal fin should be installed. Dorsal fin kits are being made available to overseas activities"


title: North American P-51 Mustang variants

text: The dorsal fin kits became available in August 1944, and available as retrofits for P-51Bs and P-51Cs (but rarely used on the "razorback" -B and -C Mustangs), and to early P-51Ds and P-51Ks that had not already been built with them. Also incorporated was a change to the rudder trim tabs, which would help prevent the pilot over-controlling the aircraft and creating heavy loads on the tail unit.


title: North American P-51 Mustang variants

text: One of the few remaining complaints with the Merlin-powered aircraft was a poor rearward view. The canopy structure, which was the same as the Allison-engined Mustangs, was made up of flat, framed panels; the pilot entered or exited the cockpit by lowering the port side panel and raising the top panel to the right. The canopy could not be opened in flight and tall pilots especially were hampered by limited headroom. In order to at least partially improve the view from the Mustang, the British had field-modified some Mustangs with clear, sliding canopies called Malcolm hoods (designed by Robert Malcolm), and whose design had also been adopted by the U.S. Navy's own F4U-1D version of the Corsair in April 1944.


title: North American P-51 Mustang variants

text: The new structure was a frameless plexiglas moulding which ballooned outwards at the top and sides, increasing the headroom and allowing increased visibility to the sides and rear. Because the new structure slid backward on runners, it could be slid open in flight. The aerial mast behind the canopy was replaced by a "whip" aerial which was mounted further aft and offset to the right. Most British Mk IIIs were equipped with Malcolm hoods. Several American service groups "acquired" the necessary conversion kits and some American P-51B/P-51Cs appeared with the new canopy, although the majority continued to use the original framed canopies.


title: North American P-51 Mustang variants

text: P-51Bs and P-51Cs started to arrive in England in August and October 1943. The P-51B/P-51C versions were sent to 15 fighter groups that were part of the 8th and 9th Air Forces in England and the 12th and 15th in Italy (the southern part of Italy was under Allied control by late 1943). Other deployments included the China Burma India Theater (CBI). The first group to fly the P-51 on operations was the 354th Operations Group; their first long-distance escort mission was flown on January 15, 1944.


title: North American P-51 Mustang variants

text: Allied strategists quickly exploited the long-range fighter as a bomber escort. It was largely due to the P-51 that daylight bombing raids deep into German territory became possible without prohibitive bomber losses in late 1943.


title: North American P-51 Mustang variants

text: Following combat experience the P-51D series introduced a "teardrop", or "bubble", canopy to rectify problems with poor visibility to the rear of the aircraft. In America, new moulding techniques had been developed to form streamlined nose transparencies for bombers. North American designed a new streamlined plexiglass canopy for the P-51B which was later developed into the teardrop shaped bubble canopy. In late 1942, the tenth production P-51B-1-NA was removed from the assembly lines. From the windshield aft the fuselage was redesigned by cutting down the rear fuselage formers to the same height as those forward of the cockpit; the new shape faired in to the vertical tail unit. A new simpler style of windscreen, with an angled bullet-resistant windscreen mounted on two flat side pieces improved the forward view while the new canopy resulted in exceptional all-round visibility. Wind tunnel tests of a wooden model confirmed that the aerodynamics were sound.


title: North American P-51 Mustang variants

text: The new model Mustang also had a redesigned wing; alterations to the undercarriage up-locks and inner-door retracting mechanisms meant that there was an additional fillet added forward of each of the wheel bays, increasing the wing area and creating a distinctive "kink" at the wing root's leading edges.


title: North American P-51 Mustang variants

text: Other alterations to the wings included new navigation lights, mounted on the wingtips, rather than the smaller lights above and below the wings of the earlier Mustangs, and retractable landing lights which were mounted at the back of the wheel wells; these replaced the lights which had been formerly mounted in the wing leading edges.


title: North American P-51 Mustang variants

text: The engine was the Packard V-1650-7, a licence-built version of the Rolls-Royce Merlin 60 series, fitted with a two-stage, two-speed supercharger.


title: North American P-51 Mustang variants

text: The armament was increased with the addition of two more .50 in (12.7 mm) AN/M2 "light-barrel" M2 Browning machine guns, the standard heavy-calibre machine gun used throughout the American air services of World War II, bringing the total to six. The inner pair of machine guns had 400 rounds per gun, and the others had 270 rpg, for a total of 1,880. The B/C subtypes' M2 guns were mounted with an inboard axial tilt, this angled mounting had caused problems with the ammunition feed and with spent casings and links failing to clear the gun-chutes, leading to frequent complaints that the guns jammed during combat maneuvers. The D/K's six M2s were mounted upright, remedying the jamming problems. In addition, the weapons were installed along the line of the wing's dihedral, rather than parallel to the ground line as in the earlier Mustangs.


title: North American P-51 Mustang variants

text: The wing racks fitted to the P-51D/P-51K series were strengthened and were able to carry up to of ordnance, although bombs were the recommended maximum load. Later models had removable under-wing 'Zero Rail' rocket pylons added to carry up to ten T64 5.0 in (127 mm) HVAR rockets per plane. The gunsight was changed from the N-3B to the N-9 before the introduction in September 1944 of the K-14 or K-14A gyro-computing sight. Apart from these changes, the P-51D and K series retained V-1650-7 engine used in the majority of the P-51B/C series.


title: North American P-51 Mustang variants

text: The addition of the 85 US gallon (322 l) fuselage fuel tank, coupled with the reduction in area of the new rear fuselage, exacerbated the handling problems already experienced with the B/C series when fitted with the tank, and led to the same fillet being added to -B, -C and initial -D-series versions in the field, to be quickly standardized as a normal rear-fuselage airframe component on later production blocks of the -D version. P-51Ds without fuselage fuel tanks were fitted with either the SCR-522-A or SCR-274-N Command Radio sets and SCR-695-A, or SCR-515 radio transmitters, as well as an AN/APS-13 rear-warning set; P-51Ds and Ks with fuselage tanks used the SCR-522-A and AN/APS-13 only.


title: North American P-51 Mustang variants

text: The P-51D became the most widely produced variant of the Mustang. A Dallas-built version of the P-51D, designated the P-51K, was equipped with an diameter Aeroproducts propeller in place of the Hamilton Standard propeller. The hollow-bladed Aeroproducts propeller was unreliable, due to manufacturing problems, with dangerous vibrations at full throttle and was eventually replaced by the Hamilton Standard.


title: North American P-51 Mustang variants

text: By the time of the Korean War, most F-51s were equipped with "uncuffed" Hamilton Standard propellers with wider, blunt-tipped blades.


title: North American P-51 Mustang variants

text: The photo reconnaissance versions of the P-51D and P-51K were designated F-6D and F-6K respectively. The RAF assigned the name Mustang Mk IV to the P-51D model and Mustang Mk IVA to P-51K models.


title: North American P-51 Mustang variants

text: The P-51D/P-51K started arriving in Europe in mid-1944 and quickly became the primary USAAF fighter in the theater. It was produced in larger numbers than any other Mustang variant. Nevertheless, by the end of the war, roughly half of all operational Mustangs were still P-51B or P-51C models.


title: North American P-51 Mustang variants

text: In November 1944 the Australian government decided to order Australian-built Mustangs, to replace its Curtiss Kittyhawks and CAC Boomerangs in the South West Pacific theatre. The Commonwealth Aircraft Corporation (CAC) factory at Fishermans Bend, Melbourne was the only non-U.S. production line for the P-51.


title: North American P-51 Mustang variants

text: In 1944, 100 P-51Ds were shipped from the U.S. in kit form to inaugurate production. From February 1945, CAC assembled 80 of these under the designation CA-17 Mustang Mark 20, with the first Australian-built aircraft flying on the 29 April 1945 and the first aircraft was handed over to the RAAF on 31 May 1945. The remaining 20 were kept unassembled as spare parts. In addition, 84 P-51Ks were also shipped directly to the RAAF from the USA.


title: North American P-51 Mustang variants

text: In late 1946, CAC was given another contract to build 170 (reduced to 120) more P-51Ds on its own; these, designated CA-18 Mustang Mark 21, Mark 22 or Mark 23, were manufactured entirely in-house, with only a few components being sourced from overseas. The 21 and 22 used the American-built Packard V-1650-3 or V-1650-7. The Mark 23s, which followed the 21s, were powered by Rolls-Royce Merlin 66 or Merlin 70 engines. The first 26 were built as Mark 21s, followed by 66 Mark 23s; the first 14 Mark 21s were converted to fighter-reconnaissance aircraft, with two F24 cameras in both vertical and oblique positions in the rear fuselage, above and behind the radiator fairing; the designation of these modified Mustangs was changed from Mark 21 to Mark 22. An additional 14 purpose-built Mark 22s, built after the Mark 23s, and powered by either Packard V-1650-7s or Merlin 68s, completed the production run. All of the CA-17s and CA-18s, plus the 84 P-51Ks, used Australian serial numbers prefixed by A68.


title: North American P-51 Mustang variants

text: After the USAF cancelled orders for P-51H variants, the RAAF followed suit, stopping 250 locally-built CAC CA-21s.


title: North American P-51 Mustang variants

text: The lightweight Mustangs had a new wing design. The airfoil was switched to the NACA 66,2-(1.8)15.5 a=.6 at the root and the NACA 66,2-(1.8)12 a=.6 at the tip. These airfoils were designed to give less drag than the previous NAA/NACA 45-100. In addition, the planform was a simple trapezoid, with no leading edge extension at the root.


title: North American P-51 Mustang variants

text: In 1943, North American submitted a proposal to redesign the P-51D as model NA-105, which was accepted by the USAAF. Modifications included changes to the cowling, a simplified undercarriage with smaller wheels and disc brakes, a larger canopy, and an armament of four .50 Brownings. In total the design was some lighter than the P-51D. In test flights, the NA-105 achieved at . The designation XP-51F was assigned to prototypes powered with V-1650 engines (a small number were passed to the British as the Mustang V), and XP-51G to those with Merlin RM 14 SMs.


title: North American P-51 Mustang variants

text: A third lightweight prototype powered by an Allison V-1710-119 was added to the development program. This aircraft was designated XP-51J. Since the engine was insufficiently developed, the XP-51J was loaned to Allison for engine development. None of these experimental lightweights went into production.


title: North American P-51 Mustang variants

text: The P-51H (NA-126) was the final production Mustang, embodying the experience gained in the development of the XP-51F and XP-51G aircraft. This aircraft, with minor differences as the NA-129, came too late to participate in World War II, but it brought the development of the Mustang to a peak as one of the fastest production piston-engine fighters to see service.


title: North American P-51 Mustang variants

text: The P-51H used the new V-1650-9 engine, a version of the Merlin that included Simmons automatic supercharger boost control with water injection, allowing War Emergency Power as high as 2,218 hp (1,500 kW). Differences between the P-51D included lengthening the fuselage and increasing the height of the tailfin, which reduced the tendency to yaw. Service access to the guns and ammunition was also improved. The canopy resembled the P-51D style, over a raised pilot's position, and the aircraft was given a new propeller with wider, uncuffed blades and rounded tips to allow the additional power to be better used. This propeller was similar to the one used on some later production P-51Ds and the majority of postwar F-51Ds.


title: North American P-51 Mustang variants

text: With a new airframe several hundred pounds lighter, extra power, and a more streamlined radiator, the P-51H was faster than the P-51D, able to reach at .


title: North American P-51 Mustang variants

text: The P-51H was designed to complement the P-47N as the primary aircraft for the invasion of Japan, with 2,000 ordered to be manufactured at Inglewood. Production was just gathering speed with 555 delivered when the war ended. Additional orders, already on the books, were canceled. With the cutback in production, the variants of the P-51H with different versions of the Merlin engine were produced in either limited numbers or terminated. These included the P-51L, similar to the P-51H but utilizing the V-1650-11 engine, which was never built; and its Dallas-built version, the P-51M, or NA-124, which used the V-1650-9A engine lacking water injection and therefore rated for lower maximum power, of which one was built out of the original 1629 ordered, serial number 45-11743.


title: North American P-51 Mustang variants

text: Although some P-51Hs were issued to operational units, none saw combat in World War II and, in postwar service, most were issued to reserve units. One aircraft was provided to the RAF for testing and evaluation. Serial number "44-64192" was designated BuNo "09064" and used by the U.S. Navy to test transonic airfoil designs and then returned to the Air National Guard in 1952. The P-51H was not used for combat in the Korean War despite its improved handling characteristics, since the P-51D was available in much larger numbers and was a proven commodity.


title: North American P-51 Mustang variants

text: Many of the aerodynamic advances of the P-51 (including the laminar flow wing) were carried over to North American's next generation of jet-powered fighters, the Navy FJ-1 Fury and Air Force F-86 Sabre. The wings, empennage and canopy of the first straight-winged variant of the Fury (the FJ-1) and the unbuilt preliminary prototypes of the P-86/F-86 strongly resembled those of the Mustang before the aircraft were modified with swept-wing designs.


title: North American P-51 Mustang variants

text: In early 1944, the first P-51A-1-NA, "43-6003". was fitted and tested with a lightweight retractable ski kit replacing the wheels. This conversion was made in response to a perceived requirement for aircraft that would operate away from prepared airstrips. The main oleo leg fairings were retained, but the main wheel doors and tail wheel doors were removed for the tests. When the undercarriage was retracted, the main gear skis were housed in the space in the lower engine compartment made available by the removal of the fuselage .50 in (12.7 mm) Brownings from the P-51As. The entire installation added to the aircraft weight and required that the operating pressure of the hydraulic system had to be increased from ). Flight tests showed ground handling was good, and the Mustang could take off and land in a field length of ; the maximum speed was lower, although it was thought that fairings over the retracted skis would compensate.


title: North American P-51 Mustang variants

text: Concern over the USAAF's inability to escort B-29s all the way to mainland Japan resulted in the highly classified "Seahorse" project (NAA-133), an effort to "navalize" the P-51. On 15 November 1944, naval aviator (and later test pilot) Lieutenant Bob Elder, in a P-51D-5-NA "44-14017", started flight tests from the deck of the carrier . This Mustang had been fitted with an arrestor hook, which was attached to a reinforced bulkhead behind the tail wheel opening; the hook was housed in a streamlined position under the rudder fairing and could be released from the cockpit. The tests showed that the Mustang could be flown off the carrier deck without the aid of a catapult, using a flap setting of 20° down and 5° of up elevator. Landings were found to be easy, and, by allowing the tail wheel to contact the deck before the main gear, the aircraft could be stopped in a minimum distance. The project was canceled after U.S. Marines secured the Japanese island of Iwo Jima and its airfields, making it possible for standard P-51D models to accompany B-29s all the way to the Japanese home islands and back.


title: North American P-51 Mustang variants

text: While North American was concentrating on improving the performance of the P-51 through the development of the lightweight Mustangs, in Britain, other avenues of development were being pursued. To this end, two Mustang Mk IIIs (P-51Bs and P-51Cs), "FX858" and "FX901", were fitted with different Merlin engine variants. The first of these, "FX858", was fitted with a Merlin 100 by Rolls-Royce at Hucknall; this engine was similar to the RM 14 SM fitted to the XP-51G and was capable of generating 2,080 hp (1,550 kW) at 22,800 ft (7,000 m) using a boost pressure of +25 lbf/in (170 kPa; 80 inHg) in war emergency setting. With this engine, "FX858" reached a maximum speed of 455 mph (732 km/h) at 17,800 ft (5,425 m), and 451 mph could be maintained to 25,000 ft (7,600 m). The climb rate was 4,500 ft/min (22.9 m/s) at 1,600 ft (486 m) and 4,000 ft/min (20.3 m/s) at 13,000 ft (3,962 m).


title: North American P-51 Mustang variants

text: "FX901" was fitted with a Merlin 113 (also used in the de Havilland Mosquito B.35). This engine was similar to the Merlin 100, fitted with a supercharger rated for higher altitudes. "FX901" was capable of 454 mph (730 km/h) at 30,000 ft (9,100 m) and at 40,000 ft (12,200 m).


title: North American P-51 Mustang variants

text: The basic dimensions of the P-51/A-36 variants remained consistent from the XP-51 through to the experimental "lightweight" P-51s, although there were relatively minor variations in height and wing area. The P-51H was the first production version of the Mustang to feature a lengthened fuselage and taller tailfin.


title: North American P-51 Mustang variants

text: The power rating for the engines could vary according to the type of supercharger fitted, the size of the compressor impeller(s), and the gear speeds selected.


title: North American P-51 Mustang variants

text: In the case of the V-1650, used from the P-51B on, two sets of power ratings can be quoted because these engines were fitted with two-stage, two-speed superchargers; the maximum power generated by the V-1650-3 was at the critical altitude of in "low blower" using of mercury (61" Hg) "boost". The "boost" is the pressure to which the air–fuel mixture is compressed before being fed through to the engine's cylinders (manifold pressure). Because air pressure and air density decrease with altitude, the efficiency of a piston engine drops because of the reduction in the amount of air that can be drawn into the engine; for example, the air density at is ⅓ of that at sea level, thus only ⅓ of the amount of air can be drawn into the cylinder and only ⅓ of the fuel can be burnt.


title: North American P-51 Mustang variants

text: In the case of the Mustang the air being forced through the supercharger air intake was first compressed by the supercharger's first stage, or "low blower". The intercooler stopped the compressed mixture from becoming too hot and either igniting before reaching the cylinders or creating a condition known as knocking.


title: North American P-51 Mustang variants

text: Two-stage refers to the use of two impellorson a common driveshaft in effect constituting two superchargers in series; a Bendix-Stromberg pressure carburetor injected fuel at through a nozzle direct into the supercharger where the first-stage impellor compressed the air/fuel mixture. This was then fed to the smaller second-stage impellor which further compressed the mixture. The impellors were driven by a hydraulically operated two-speed gearbox. At low to medium altitudes, the supercharger was in "low blower" (this referred to the speed at which the impellors were operating). Once the aircraft reached and climbed through the set critical altitude ( for the -3) the power would start to drop as the atmospheric pressure, hence the weight of air dropped. As the critical altitude was passed a pressure-operated aneroid capsule operated the gearbox which changed up to "high blower", driving the impellors faster, compressing a greater volume of the air-fuel mixture. This second stage blower required approximately to drive it. As a result, the maximum power generated by the V-1650-3 in "high blower" was at , using 61" Hg.


title: North American P-51 Mustang variants

text: The V-1650-7 used in later P-51B/Cs and in the P-51D/K produced slightly more power but, because of the use of slightly different gear ratios for the impellers, the critical altitude ratings of the supercharger stages were lower, and , respectively, since experience showed most air-to-air combat over Europe was taking place between these altitudes.


title: North American P-51 Mustang variants

text: The power of the engine could also change according to the octane rating of the aviation fuel being used. Higher octane fuels allowed boost pressures to be increased without the risks of pre-ignition or knocking.


title: North American P-51 Mustang variants

text: Rather than use inches of mercury, the British measured boost pressure in psi. A reading of +6 meant the air/fuel mix was being compressed to 20.7 psi (6 psi more than one atmosphere) before entering the engine; +25 meant the air/fuel mix was being compressed to 39.7 psi.


title: North American P-51 Mustang variants

text: When reading performance figures it should always be borne in mind that weight, the aerodynamic drag generated by different external fittings, the condition of the airframe and/or engine, and all sorts of other factors could influence how an aircraft performed. For example, the P-51's laminar flow wings needed to be kept as clean and smooth as possible; even relatively minor damage on the wing leading edges could drastically reduce top speed. The most accurate performance figures for the P-51 came from tests carried out at facilities such as the USAAF's "Flight Test Engineering Branch", based at Wright Field near Dayton, Ohio and, for the RAF, the Aeroplane & Armament Experimental Establishment (A&AEE), based at Boscombe Down. North American Aviation carried out their own performance tests, as did the only other manufacturer of the P-51, the Commonwealth Aircraft Corporation (CAC) of Australia.


title: Toyota Sienta

text: The is a mini MPV with sliding doors manufactured by Toyota. It was introduced in September 2003, based on the Vitz/Yaris subcompact car, and is available at all Toyota dealerships in Japan. The Sienta is sold in Japan, Hong Kong, Singapore, Indonesia, Taiwan, Laos, and Thailand. , it is positioned below the Voxy/Noah and above the Roomy in Toyota's MPV lineup in Japan. In Indonesia and Thailand, it serves as an upmarket alternative to the Avanza and fills the gap between Avanza and the larger Innova.


title: Toyota Sienta

text: The "Sienta" name is derived from the Spanish word ""siete"", which means "seven" (referring to its maximum passenger capacity) and English word "entertain".


title: Toyota Sienta

text: The first generation Sienta was introduced on September 29, 2003 in Japan. The car can also be found in Hong Kong, Indonesia, and Singapore through parallel imports.


title: Toyota Sienta

text: The Sienta received a facelift on May 16, 2006, 3 years after its first production. New colours were added, such as Apple Green, Gun-Metal Grey, and Metallic Blue. Another upgrade found on the facelifted models is double electric-powered sliding doors.


title: Toyota Sienta

text: Powered by a 1.5 L VVT-i petrol engine capable of at 6,000 rpm, the Sienta comes equipped with CVT. ABS and EBD are standard.


title: Toyota Sienta

text: For the 2007 model year on Japanese models only, G-BOOK, a subscription telematics service, is offered as an option.


title: Toyota Sienta

text: Toyota temporarily stopped selling the Sienta in the third quarter of 2010 for unknown reasons, despite it still selling quite well. Sales resumed unchanged (except for renamed trim levels and a new sports model, Sienta Dice (stylised as "DICE"), with a different design) in May 2011.


title: Toyota Sienta

text: The second generation Sienta debuted on July 9, 2015. It ditched the box-like shape of its predecessor for an updated exterior design inspired by the shape of a trekking shoe.


title: Toyota Sienta

text: The minivan offers three interior layouts: 7-seater, 6-seater, and 5-seater (for wheelchair users). Interior space has been increased in all areas compared to the previous generation model. There is also a hybrid variant, which returns under the Japanese JC08 cycle test, making it eligible for eco-car subsidies and tax incentives. The non-hybrid Sienta returns in FWD configuration. A “Stop & Start System” is offered as standard. The second generation Sienta is also the first to be sold in Hong Kong and is also available in Singapore.


title: Toyota Sienta

text: The second generation Sienta was launched at the 24th Indonesia International Motor Show on April 7, 2016. Production of the Indonesian-spec Sienta at Toyota Motor Manufacturing Indonesia plant in Karawang, West Java began in late June 2016 and sales began on July 26, 2016. Initial trim levels were E, G, V, and Q (equipped with body kits). To meet the standard geological conditions in Indonesia, it is higher than the Japanese market Sienta. The shift knob location also moved to the floor to accommodate the 6-speed manual transmission, as well as the grip handbrake. The air conditioning knob was also redesigned.


title: Toyota Sienta

text: Some visual differences as compared to the units sold in Japan were that it does not feature the “Sienta” badging embossed on the tailgate handle, instead, the model badge name is on the tailgate itself, and an additional rear foglamp is featured center mounted on the rear bumper edge. It uses a "2NR-FE" 1.5-litre Dual VVT-i engine. The Modellista body kits were also available as dealer-installed options, which is badged as "Limited".


title: Toyota Sienta

text: The Malaysian-spec Sienta was launched on August 18, 2016, and is fully imported from Indonesia. Two trim levels are available, G and V. It was discontinued in late 2019.


title: Toyota Sienta

text: The Sienta is available both from Borneo Motors (Toyota's authorised dealer in Singapore) and parallel import distributors since 2016. V and G variants are available from Borneo Motors, with similar specifications as with the Indonesian model, and are available with the 1.5L "2NR-FE" Dual VVT-i engine; hybrid models are only available from parallel importers.


title: Toyota Sienta

text: The Sienta was introduced in Taiwan in October 2016 as the replacement of the Wish in the market. It is available with the 1.5-liter "2NR-FE" engine and the 1.8-liter "2ZR-FAE" engine with VSC, hill-start assists, and 2 airbags as standard features. It is manufactured in Guanyin, Taiwan, and it is produced and sold as a left-hand drive vehicle. The top-of-the-line adds dual beam LED headlamps, LED tail lamps, 6 airbags, a head-up unit, dual powered sliding rear doors, colour-screen trip meter, reversing camera, leather-wrapped steering wheel, and transmission knob, and a double layer of front windshield as the top of the standard features.


title: Toyota Sienta

text: The crossover-styled variant of the Sienta, called Sienta Crossover, was announced in Taiwan on 7 December 2020. It is only available with the 1.8-litre "2ZR-FAE" engine.


title: Toyota Sienta

text: The Sienta is available in Thailand in two trim levels, 1.5 G and 1.5 V. The top-of-the-line "V" trim adds dual beam LED lamps, push start and stop button, smart entry, Optitron trip meter, and automatic front AC on top of the standard features.


title: Toyota Sienta

text: The facelifted second-generation Sienta went on sale in Japan on September 11, 2018. The five-seater variant of the Sienta, called "Funbase", was added. The grille was mildly revised, with dashed motifs along with side chrome trimmings.


title: Toyota Sienta

text: The facelifted Southeast Asian market Sienta was launched in Thailand on August 6, 2019 and in Indonesia on September 2, 2019. Unlike the Japanese market facelift, the changes are only applied to the grille and some parts of the interior. Other changes include armrests for the driver and second-row passengers.


title: Toyota Sienta

text: The third-generation Sienta was launched in Japan on August 23, 2022. Built on the GA-B platform shared with the XP210 series Yaris, it is offered in X, G and Z grade levels. It was also launched in Singapore on October 6, 2022. Imported from Japan, it is only offered in Hybrid Elegance grade level.


title: 2022–23 Juventus F.C. season

text: The 2022–23 season is Juventus Football Club's 125th season in existence and their 16th consecutive season in the top flight of Italian football. In addition to the domestic league, Juventus is participating in this season's editions of the Coppa Italia, UEFA Champions League and UEFA Europa League.


title: Kim Ji-young: Born 1982 (film)

text: Kim Ji-young: Born 1982 () is a 2019 South Korean drama film starring Jung Yu-mi and Gong Yoo. Based on the million-seller novel of the same name by Cho Nam-joo, it was released on October 23, 2019.


title: Kim Ji-young: Born 1982 (film)

text: Kim Ji-young, a woman in her 30s, starts acting strangely, seemingly possessed by her mother and late grandmother.


title: Kim Ji-young: Born 1982 (film)

text: The film marks actress-turned-director Kim Do-young's debut feature film. While adapting the novel into a film, Kim's "biggest task was to weave the series of independent episodes in the original material into a story with a central narrative."


title: Kim Ji-young: Born 1982 (film)

text: On September 12, 2018, Jung Yu-mi was confirmed to play the titular role of the film. On October 17, Gong Yoo was confirmed to play Kim Ji-young's husband, starring for the third time alongside Jung Yu-mi after "Silenced" (2011) and "Train to Busan" (2016). After these announcements, the cast received hateful comments from anti-feminists (comments which had already been made when the novel became popular in South Korea), but both actors "said that they didn’t mind the haters as much as many had feared [and] instead, their desire to do the story justice was their main focus."


title: Kim Ji-young: Born 1982 (film)

text: On September 21, 2019, a character poster featuring Jung Yu-mi was released with the announcement of an October release. On September 26, the official trailer was released. On October 12, it was confirmed that the film would premiere on the 23rd.


title: Kim Ji-young: Born 1982 (film)

text: The film will be screened at the 2nd Pyeongchang International Peace Film Festival, whose year's theme is "woman," in June 2020 in the Spectrum K section.


title: Kim Ji-young: Born 1982 (film)

text: According to a study made by the National Library of Korea, Cho Nam-joo's "Kim Ji-young, Born 1982" was the most borrowed novel in South Korea in 2019 for the second consecutive year. The book was mostly borrowed by women in their 40s and the number of loans increased by 43% in October when the film was released.


title: Kim Ji-young: Born 1982 (film)

text: In South Korea, the film topped the box office for the week of October 27, 2019. It surpassed 1 million moviegoers in five days, 2 million in eleven days and 3 million in eighteen days. As of November 2020, the film has reached 3,679,099 total admissions grossing $27,168,574 in revenue.


title: Kim Ji-young: Born 1982 (film)

text: According to Pierce Conran of the Korean Film Council, "reviews for the film have been strong while the largely female audience (roughly 68%, according to Naver portal viewer ratings) have also been extremely positive."


title: Haason Reddick

text: Haason Samir Reddick (born September 22, 1994) is an American football outside linebacker for the Philadelphia Eagles of the National Football League (NFL). He played college football at Temple, and was drafted by the Arizona Cardinals in the first round of the 2017 NFL Draft.


title: Haason Reddick

text: Reddick attended Haddon Heights High School in Haddon Heights, New Jersey. He played safety and running back for the Garnets high school football team. He played in only four games his senior season due to a fractured femur.


title: Haason Reddick

text: Reddick joined the Temple University football team as a walk-on in 2012. He was a running back and safety his freshman year. He redshirted for the 2012 season and saw his first game action in 2013. As a senior in 2016, he was named First-team All-AAC after recording 65 tackles and 10.5 sacks as a defensive end.


title: Haason Reddick

text: On November 14, 2016, it was announced that Reddick had accepted his invitation to play in the 2017 Senior Bowl. He was moved to inside linebacker during the Senior Bowl and impressed team representatives and scouts after excelling in practice. On January 28, 2017, Reddick recorded a game-high nine combined tackles, tying Michigan's Ben Gedeon, as he played for Chicago Bears' head coach John Fox's North team that lost 16-15 to the South. His Senior Bowl performance vastly improved his draft stock and made him one of the fastest risers through the draft process, going from an obscure potential top 100 prospect to a top 20 prospect. He received an invitation to NFL Scouting Combine as a defensive end and completed all the required drills. Reddick's 11'1" broad jump was the best among defensive lineman since 2003 and his 4.52 in the 40-yard dash was the best among the defensive lineman at the draft and second best among linebackers. He also attended Temple's Pro Day and decided to only run the shuttle, three-cone, and do positional drills. Reddick was projected to be a first round pick by NFL draft experts and analysts. He was ranked the best linebacker prospect in the draft by ESPN, the second best linebacker by "Sports Illustrated", ranked the best outside linebacker by NFLDraftScout.com, and the second best linebacker by NFL media analyst Mike Mayock.


title: Haason Reddick

text: The Arizona Cardinals selected Reddick in the first round (13th overall) of the 2017 NFL Draft. He was the first linebacker selected in 2017 and one of three Temple players, along with Dion Dawkins and Nate Hairston. Reddick also surpassed Paul Palmer to become Temple's second highest draft pick in history, being behind only John Rienstra who was selected by the Pittsburgh Steelers with the ninth overall pick in the 1986 NFL Draft.


title: Haason Reddick

text: On June 8, 2017, the Arizona Cardinals signed Haason Reddick to a fully guaranteed $13.4 million contract (duration four-year), with a confirmed $7.94 Million signing bonus.


title: Haason Reddick

text: Throughout training camp, Reddick competed for job as the starting inside linebacker against Deone Bucannon, Karlos Dansby and Zaviar Gooden. He played the hybrid inside linebacker position after Bucannon suffered an ankle injury and missed a bulk of training camp. Head coach Bruce Arians named him the backup "money" linebacker behind Bucannon.


title: Haason Reddick

text: He made his professional regular season debut and first career start in the Arizona Cardinals' season-opener at the Detroit Lions and recorded a season-high eight combined tackles in their 35-23 loss. Reddick earned the start after Bucannon was declared inactive due to an ankle injury. His first career tackle came on the Lions' first drive as he tackled Lions' running back Ameer Abdullah after a five-yard run in the first quarter. The following week, he collected seven combined tackles in the Cardinals' 16-13 win against the Indianapolis Colts.


title: Haason Reddick

text: On November 5, 2017, Reddick was ejected for being involved in a skirmish with Carlos Hyde and finished the game with one solo tackle and a half a sack during their 20-10 victory over the San Francisco 49ers. He made his first career sack with Olsen Pierre, tackling quarterback C. J. Beathard in the first quarter. On November 10, Reddick was fined $9,115 for his role in the brawl. During a Week 14 matchup against the Tennessee Titans, Reddick made three combined tackles and made the first solo sack of his career on quarterback Marcus Mariota as the Cardinals' achieved a 12-7 victory.


title: Haason Reddick

text: On May 3, 2020, the Cardinals declined the fifth-year option on Reddick's contract, making him a free agent in 2021. In Week 6 against the Dallas Cowboys on "Monday Night Football", Reddick recorded two sacks on Andy Dalton during the 38–10 win. In Week 14 against the New York Giants, Reddick recorded five sacks and 3 forced fumbles during the 26–7 win. It was an Arizona Cardinals franchise record and brought his season sack total to 10.0.


title: Haason Reddick

text: In Week 16 against the San Francisco 49ers, Reddick recorded 1.5 sacks on C. J. Beathard, including a strip sack that was recovered by the Cardinals, during the 20–12 loss.


title: Haason Reddick

text: On March 18, 2021, Reddick signed a one-year contract with the Carolina Panthers, reuniting him with head coach Matt Rhule, who coached him at Temple.


title: Haason Reddick

text: On March 16, 2022, Reddick signed a three-year, $45 million contract with the Philadelphia Eagles. In Week 3 against the Washington Commanders, Reddick recorded 1.5 sacks including a forced fumble in the 24-8 win. The very next week, Reddick forced two sack-fumbles on Trevor Lawrence in the 29-21 win over the Jaguars, earning NFC Defensive Player of the Week.


title: Chaudhary Charan Singh Airport

text: Chaudhary Charan Singh International Airport is an international airport serving Lucknow, the capital of the Indian state of Uttar Pradesh. It is located in the Amausi area of the city 14 km far from the city centre, and was earlier also known as <nowiki>"Amausi International Airport"</nowiki>. It was later renamed in 2008 after Chaudhary Charan Singh, the fifth prime minister of India. It is owned and operated by the Lucknow International Airport Limited (LIAL), a public–private consortium led by Adani Group.


title: Chaudhary Charan Singh Airport

text: CCSIA is the 11th busiest airport in terms of passenger traffic in India. It handled around 2.5 million passengers, with 22,954 aircraft movement in the fiscal year 2020–2021 and handled around 5.5 million passengers, with 38,494 aircraft movement in the fiscal year 2019-2020.


title: Chaudhary Charan Singh Airport

text: Due to an air travel ban during the global COVID-19 pandemic, passenger traffic declined by 55.1% in the year 2020-2021 and aircraft movements by 40.4% in the same year.


title: Chaudhary Charan Singh Airport

text: The airport has two operational terminals (T1 and T2), and one under construction passenger terminal (T3) that will be completed by the end of the year 2022.


title: Chaudhary Charan Singh Airport

text: The airport was constructed in 1986 to facilitate service to corporate and government officials. With an increasing number of passengers, AAI decided to upgrade and expand the airport in 1996, owing to an increased number of passengers and the introduction of private operators in the sector.


title: Chaudhary Charan Singh Airport

text: On 17 July 2008, the Government of India officially renamed the Amausi Airport to Chaudhary Charan Singh International Airport.


title: Chaudhary Charan Singh Airport

text: The second terminal (T2), equipped with latest technology, was then built in 2012 to handle the increasing domestic traffic. T2 was inaugurated and granted international status on 19 May 2012.


title: Chaudhary Charan Singh Airport

text: The construction of a third terminal (T3) for international operations was announced in 2016 in order to cater for the increasing passenger traffic. In 2018, the Government of India approved the new terminal 3 which is being built at INR 13.83 billion.


title: Chaudhary Charan Singh Airport

text: In February 2019, the Adani Enterprises led - Lucknow International Airport Limited (LIAL) won the rights of operations, management and development of the airport under the public-private partnership (PPP) model. As per the agreement, the airports would be handed to the company for a period of 50 years at the highest bid of 171 per passenger. The company will pay the per-passenger fee (PPF) to AAI for every domestic and international passenger handled at the airport.


title: Chaudhary Charan Singh Airport

text: Delhi, Lucknow, Bangalore, Kolkata, Jaipur, and Amritsar are the only 6 airports in India with ILS CAT IIIB which helps flights land safely even with visibility as low as 50 metres.


title: Chaudhary Charan Singh Airport

text: In 2018, Suresh Prabhu, the then Minister of Civil Aviation, announced that a new third passenger terminal building will be constructed with an area of 1,11,367 sq.m., including a basement area of 20,461 sq.m. and a connecting corridor between Terminal 2 and Terminal 3, which will cover 6,646 sq.m. area. It will be able to serve more than 13 million passengers annually.


title: Chaudhary Charan Singh Airport

text: A concession Agreement for Operation, Maintenance, Management & Development of Airside and Landside area of Chaudhary Charan Singh International Airport (CCSIA) has been signed between Airports Authority of India (AAI) and Lucknow International Airport Limited (LIAL) (earlier known as Adani Lucknow International Airport Limited) on 14th February 2020. As a part of concession agreement between AAI & LIAL, 110 acres has been allotted to LIAL for City Side development. Adani Airport Holdings Limited has been granted rights to undertake development, operation, management and maintenance of City Side of Chaudhary Charan Singh International Airport (CCSIA) Airport vide a Master Services Agreement dated 18th May 2021 ("MSA") executed between Lucknow International Airport Limited (LIAL) and Adani Airport Holdings Limited and is authorized to obtain required approvals from statutory authorities.


title: Chaudhary Charan Singh Airport

text: Out of the total land area available for City Side Development. M/s Adani Airport Holdings Limited proposes its phase-I development, on plot area of about 15.36 acres, i.e. 62,182.69 sqm and Built-up area of 3,47,423sqm, for which Environment Clearance is being sought. Under the provision of EIA notification 2006, amended till date.


title: Chaudhary Charan Singh Airport

text: Adequate provision will be made for the heavy vehicle parking at the project site to allow smooth movement at the site. The Proposed parking area will be 4087 ECS.


title: Chaudhary Charan Singh Airport

text: The Aero City will be constructed between the new Terminal 3 and the CCSIA Metro Station. Estimated date of completion for the project is 2026.


title: Chaudhary Charan Singh Airport

text: Amausi Railway Station is one of the suburban railway station of Lucknow. It lies on the Lucknow - Kanpur Suburban Railway Line and is just 7 km from the airport.


title: Chaudhary Charan Singh Airport

text: CCSIA and Amausi are the metro stations on the Red Line of the Lucknow Metro that connects the airport to the rest of the city.


title: Chaudhary Charan Singh Airport

text: The LCTS supplies the Air-Conditioned and Non-AC buses from the Airport to the Charbagh Railway Station as well as the rest of the city.


title: Loose Change

text: Loose Change is a series of films released between 2005 and 2009 that argue in favor of certain conspiracy theories relating to the September 11 attacks. The films were written and directed by Dylan Avery and produced by Korey Rowe, Jason Bermas, and Matthew Brown.


title: Loose Change

text: The original 2005 film was edited and re-released as "Loose Change: 2nd Edition" (2006), a third time for the "2nd Edition Recut" (2006), and then subsequently edited for a fourth time for the "HD Remastered Edition" (2017). "Loose Change: Final Cut", deemed "the third and final release of this documentary series" was released on DVD and Web-streaming format on November 11, 2007.


title: Loose Change

text: Another version of the film, "Loose Change 9/11: An American Coup", released on September 22, 2009, is narrated by Daniel Sunjata and distributed by Microcinema International.


title: Loose Change

text: Coverage of the film increased in 2006 with the recut release having airings on U.S. and European television stations and over four million views online in four months, leading "Vanity Fair" to say it could be the first Internet blockbuster.


title: Loose Change

text: "Loose Change" asserts that the account of the Pentagon attack, World Trade Center collapse and United 93 phone calls and crash is implausible and instead suggests the 9/11 attacks were a false flag operation. The film's main claims have been debunked by journalists, independent researchers, and prominent members of the scientific and engineering community.


title: Loose Change

text: In May 2003, when researching for a fictional screenplay based on the 9/11 attacks, writer Dylan Avery felt there was enough evidence to support the 9/11 conspiracy theories that the attacks were orchestrated by members of the United States government, and started working on a non-fiction version. The name is a pun on the idea of political change concerning 9/11 conspiracy theories and others allegedly related to it, hence renegade or "loose," and the idiom loose change as coins or pocket change.