title: Battle of Marathon

text: The Athenians and Eretrians sent a task force of 25 triremes to Asia Minor to aid the revolt. Whilst there, the Greek army surprised and outmaneuvered Artaphernes, marching to Sardis and burning the lower city. This was, however, as much as the Greeks achieved, and they were then repelled and pursued back to the coast by Persian horsemen, losing many men in the process. Despite the fact that their actions were ultimately fruitless, the Eretrians and in particular the Athenians had earned Darius's lasting enmity, and he vowed to punish both cities. The Persian naval victory at the Battle of Lade (494 BC) all but ended the Ionian Revolt, and by 493 BC, the last hold-outs were vanquished by the Persian fleet. The revolt was used as an opportunity by Darius to extend the empire's border to the islands of the eastern Aegean and the Propontis, which had not been part of the Persian dominions before. The pacification of Ionia allowed the Persians to begin planning their next moves; to extinguish the threat to the empire from Greece and to punish Athens and Eretria.


title: Battle of Marathon

text: In 492 BC, after the Ionian Revolt had finally been crushed, Darius dispatched an to Greece under the command of his son-in-law, Mardonius. Mardonius re-subjugated Thrace and made Macedonia a fully subordinate part of the Persians; they had been vassals of the Persians since the late 6th century BC, but retained their general autonomy. Not long after however, his fleet became wrecked by a violent storm, which brought a premature end to the campaign.


title: Battle of Marathon

text: However, in 490 BC, following the successes of the previous campaign, Darius decided to send a maritime expedition led by Artaphernes, (son of the satrap to whom Hippias had fled) and Datis, a Median admiral. Mardonius had been injured in the prior campaign and had fallen out of favor. The was intended to bring the Cyclades into the Persian empire, to punish Naxos (which had resisted a Persian assault in 499 BC) and then to head to Greece to force Eretria and Athens to submit to Darius or be destroyed. After island-hopping across the Aegean, including successfully attacking Naxos, the Persian task force arrived off Euboea in mid summer. The Persians then proceeded to besiege, capture, and burn Eretria. They then headed south down the coast of Attica, en route to complete the final objective of the campaign—punish Athens.


title: Battle of Marathon

text: The Persians sailed down the coast of Attica, and landed at the bay of Marathon, about northeast of Athens, on the advice of the exiled Athenian tyrant Hippias (who had accompanied the expedition). Under the guidance of Miltiades, the Athenian general with the greatest experience of fighting the Persians, the Athenian army marched quickly to block the two exits from the plain of Marathon, and prevent the Persians moving inland. At the same time, Athens's greatest runner, Pheidippides (or Philippides in some accounts) had been sent to Sparta to request that the Spartan army march to the aid of Athens. Pheidippides arrived during the festival of Carneia, a sacrosanct period of peace, and was informed that the Spartan army could not march to war until the full moon rose; Athens could not expect reinforcement for at least ten days. The Athenians would have to hold out at Marathon for the time being, although they were reinforced by the full muster of 1,000 hoplites from the small city of Plataea, a gesture which did much to steady the nerves of the Athenians and won unending Athenian gratitude to Plataea.


title: Battle of Marathon

text: For approximately five days the armies therefore confronted each other across the plain of Marathon in stalemate. The flanks of the Athenian camp were protected either by a grove of trees, or an "abbatis" of stakes (depending on the exact reading). Since every day brought the arrival of the Spartans closer, the delay worked in favor of the Athenians. There were ten Athenian "strategoi" (generals) at Marathon, elected by each of the ten tribes that the Athenians were divided into; Miltiades was one of these. In addition, in overall charge, was the War-Archon (polemarch), Callimachus, who had been elected by the whole citizen body. Herodotus suggests that command rotated between the "strategoi", each taking in turn a day to command the army. He further suggests that each "strategos", on his day in command, instead deferred to Miltiades. In Herodotus's account, Miltiades is keen to attack the Persians (despite knowing that the Spartans are coming to aid the Athenians), but strangely, chooses to wait until his actual day of command to attack. This passage is undoubtedly problematic; the Athenians had little to gain by attacking before the Spartans arrived, and there is no real evidence of this rotating generalship. There does, however, seem to have been a delay between the Athenian arrival at Marathon and the battle; Herodotus, who evidently believed that Miltiades was eager to attack, may have made a mistake while seeking to explain this delay.


title: Battle of Marathon

text: As is discussed below, the reason for the delay was probably simply that neither the Athenians nor the Persians were willing to risk battle initially. This then raises the question of why the battle occurred when it did. Herodotus explicitly tells us that the Greeks attacked the Persians (and the other sources confirm this), but it is not clear why they did this before the arrival of the Spartans. There are two main theories to explain this.


title: Battle of Marathon

text: The first theory is that the Persian cavalry left Marathon for an unspecified reason, and that the Greeks moved to take advantage of this by attacking. This theory is based on the absence of any mention of cavalry in Herodotus' account of the battle, and an entry in the "Suda" dictionary. The entry "χωρίς ἱππέων" ("without cavalry") is explained thus: The cavalry left. When Datis surrendered and was ready for retreat, the Ionians climbed the trees and gave the Athenians the signal that the cavalry had left. And when Miltiades realized that, he attacked and thus won. From there comes the above-mentioned quote, which is used when someone breaks ranks before battle. There are many variations of this theory, but perhaps the most prevalent is that the cavalry were completing the time-consuming process of re-embarking on the ships, and were to be sent by sea to attack (undefended) Athens in the rear, whilst the rest of the Persians pinned down the Athenian army at Marathon. This theory therefore utilises Herodotus' suggestion that after Marathon, the Persian army began to re-embark, intending to sail around Cape Sounion to attack Athens directly. Thus, this re-embarcation would have occurred "before" the battle (and indeed have triggered the battle).


title: Battle of Marathon

text: The second theory is simply that the battle occurred because the Persians finally moved to attack the Athenians. Although this theory has the Persians moving to the "strategic" offensive, this can be reconciled with the traditional account of the Athenians attacking the Persians by assuming that, seeing the Persians advancing, the Athenians took the "tactical" offensive, and attacked them. Obviously, it cannot be firmly established which theory (if either) is correct. However, both theories imply that there was some kind of Persian activity which occurred on or about the fifth day which ultimately triggered the battle. It is also possible that both theories are correct: when the Persians sent the cavalry by ship to attack Athens, they simultaneously sent their infantry to attack at Marathon, triggering the Greek counterattack.


title: Battle of Marathon

text: Herodotus mentions for several events a date in the lunisolar calendar, of which each Greek city-state used a variant. Astronomical computation allows us to derive an absolute date in the proleptic Julian calendar which is much used by historians as the chronological frame. Philipp August Böckh in 1855 concluded that the battle took place on September 12, 490 BC in the Julian calendar, and this is the conventionally accepted date. However, this depends on when exactly the Spartans held their festival and it is possible that the Spartan calendar was one month ahead of that of Athens. In that case the battle took place on August 12, 490 BC.


title: Battle of Marathon

text: Herodotus does not give a figure for the size of the Athenian army. However, Cornelius Nepos, Pausanias and Plutarch all give the figure of 9,000 Athenians and 1,000 Plataeans; while Justin suggests that there were 10,000 Athenians and 1,000 Plataeans. These numbers are highly comparable to the number of troops Herodotus says that the Athenians and Plataeans sent to the Battle of Plataea 11 years later. Pausanias noticed on the monument to the battle the names of former slaves who were freed in exchange for military services. Modern historians generally accept these numbers as reasonable. The areas ruled by Athens (Attica) had a population of 315,000 at this time including slaves, which implies the full Athenian army at the times of both Marathon and Plataea numbered about 3% of the population.


title: Battle of Marathon

text: According to Herodotus, the fleet sent by Darius consisted of 600 triremes. Herodotus does not estimate the size of the Persian army, only saying that they were a "large infantry that was well packed". Among ancient sources, the poet Simonides, another near-contemporary, says the campaign force numbered 200,000; while a later writer, the Roman Cornelius Nepos estimates 200,000 infantry and 10,000 cavalry, of which only 100,000 fought in the battle, while the rest were loaded into the fleet that was rounding Cape Sounion; Plutarch and Pausanias both independently give 300,000, as does the Suda dictionary. Plato and Lysias give 500,000; and Justinus 600,000.


title: Battle of Marathon

text: Modern historians have proposed wide-ranging numbers for the infantry, from 20,000 to 100,000 with a consensus of perhaps 25,000; estimates for the cavalry are in the range of 1,000.


title: Battle of Marathon

text: The fleet included various contingents from different parts of the Achaemenid Empire, particularly Ionians and Aeolians, although they are not mentioned as participating directly to the battle and may have remained on the ships:


title: Battle of Marathon

text: Regarding the ethnicities involved in the battle, Herodotus specifically mentions the presence of the Persians and the Sakae at the center of the Achaemenid line:


title: Battle of Marathon

text: From a strategic point of view, the Athenians had some disadvantages at Marathon. In order to face the Persians in battle, the Athenians had to summon all available hoplites; even then they were still probably outnumbered at least 2 to 1. Furthermore, raising such a large army had denuded Athens of defenders, and thus any secondary attack in the Athenian rear would cut the army off from the city; and any direct attack on the city could not be defended against. Still further, defeat at Marathon would mean the complete defeat of Athens, since no other Athenian army existed. The Athenian strategy was therefore to keep the Persian army pinned down at Marathon, blocking both exits from the plain, and thus preventing themselves from being outmaneuvered. However, these disadvantages were balanced by some advantages. The Athenians initially had no need to seek battle, since they had managed to confine the Persians to the plain of Marathon. Furthermore, time worked in their favour, as every day brought the arrival of the Spartans closer. Having everything to lose by attacking, and much to gain by waiting, the Athenians remained on the defensive in the run up to the battle. Tactically, hoplites were vulnerable to attacks by cavalry, and since the Persians had substantial numbers of cavalry, this made any offensive maneuver by the Athenians even more of a risk, and thus reinforced the defensive strategy of the Athenians.


title: Battle of Marathon

text: The Persian strategy, on the other hand, was probably principally determined by tactical considerations. The Persian infantry was evidently lightly armoured, and no match for hoplites in a head-on confrontation (as would be demonstrated at the later battles of Thermopylae and Plataea.) Since the Athenians seem to have taken up a strong defensive position at Marathon, the Persian hesitance was probably a reluctance to attack the Athenians head-on. The camp of the Athenians was located on a spur of mount Agrieliki next to the plain of Marathon; remains of its fortifications are still visible.


title: Battle of Marathon

text: Whatever event eventually triggered the battle, it obviously altered the strategic or tactical balance sufficiently to induce the Athenians to attack the Persians. If the first theory is correct (see above), then the absence of cavalry removed the main Athenian tactical disadvantage, and the threat of being outflanked made it imperative to attack. Conversely, if the second theory is correct, then the Athenians were merely reacting to the Persians attacking them. Since the Persian force obviously contained a high proportion of missile troops, a static defensive position would have made little sense for the Athenians; the strength of the hoplite was in the melee, and the sooner that could be brought about, the better, from the Athenian point of view. If the second theory is correct, this raises the further question of why the Persians, having hesitated for several days, then attacked. There may have been several strategic reasons for this; perhaps they were aware (or suspected) that the Athenians were expecting reinforcements. Alternatively, they may have felt the need to force some kind of victory—they could hardly remain at Marathon indefinitely.


title: Battle of Marathon

text: The distance between the two armies at the point of battle had narrowed to "a distance not less than 8 stadia" or about 1,500 meters. Miltiades ordered the two tribes forming the center of the Greek formation, the Leontis tribe led by Themistocles and the Antiochis tribe led by Aristides, to be arranged in the depth of four ranks while the rest of the tribes at their flanks were in ranks of eight. Some modern commentators have suggested this was a deliberate ploy to encourage a double envelopment of the Persian centre. However, this suggests a level of training that the Greeks are thought not to have possessed. There is little evidence for any such tactical thinking in Greek battles until Leuctra in 371 BC. It is therefore possible that this arrangement was made, perhaps at the last moment, so that the Athenian line was as long as the Persian line, and would not therefore be outflanked.


title: Battle of Marathon

text: When the Athenian line was ready, according to one source, the simple signal to advance was given by Miltiades: "At them". Herodotus implies the Athenians ran the whole distance to the Persian lines, a feat under the weight of hoplite armory generally thought to be physically impossible. More likely, they marched until they reached the limit of the archers' effectiveness, the "beaten zone" (roughly 200 meters), and then broke into a run towards their enemy. Another possibility is that they ran "up to" the 200 meter-mark in broken ranks, and then reformed for the march into battle from there. Herodotus suggests that this was the first time a Greek army ran into battle in this way; this was probably because it was the first time that a Greek army had faced an enemy composed primarily of missile troops. All this was evidently much to the surprise of the Persians; "... in their minds they charged the Athenians with madness which must be fatal, seeing that they were few and yet were pressing forwards at a run, having neither cavalry nor archers". Indeed, based on their previous experience of the Greeks, the Persians might be excused for this; Herodotus tells us that the Athenians at Marathon were "first to endure looking at Median dress and men wearing it, for up until then just hearing the name of the Medes caused the Hellenes to panic". Passing through the hail of arrows launched by the Persian army, protected for the most part by their armour, the Greek line finally made contact with the enemy army.


title: Battle of Marathon

text: The Athenian wings quickly routed the inferior Persian levies on the flanks, before turning inwards to surround the Persian centre, which had been more successful against the thin Greek centre.


title: Battle of Marathon

text: The battle ended when the Persian centre then broke in panic towards their ships, pursued by the Greeks. Some, unaware of the local terrain, ran towards the swamps where unknown numbers drowned. The Athenians pursued the Persians back to their ships, and managed to capture seven ships, though the majority were able to launch successfully. Herodotus recounts the story that Cynaegirus, brother of the playwright Aeschylus, who was also among the fighters, charged into the sea, grabbed one Persian trireme, and started pulling it towards shore. A member of the crew saw him, cut off his hand, and Cynaegirus died.


title: Battle of Marathon

text: Herodotus records that 6,400 Persian bodies were counted on the battlefield, and it is unknown how many more perished in the swamps. He also reported that the Athenians lost 192 men and the Plataeans 11. Among the dead were the war archon Callimachus and the general Stesilaos.


title: Battle of Marathon

text: There are several explanations of the Greek success. Most scholars believe that the Greeks had better equipment and used superior tactics. According to Herodotus, the Greeks were better equipped. They did not use bronze upper body armour at this time, but that of leather or linen. The phalanx formation proved successful, because the hoplites had a long tradition in hand-to-hand combat, whereas the Persian soldiers were accustomed to a very different kind of conflict. At Marathon, the Athenians thinned their centre in order to make their army equal in length to the Persian army, not as a result of a tactical planning. It seems that the Persian centre tried to return, realizing that their wings had broken, and was caught in the flanks by the victorious Greek wings. Lazenby (1993) believes that the ultimate reason for the Greek success was the courage the Greeks displayed:


title: Battle of Marathon

text: According to Vic Hurley, the Persian defeat is explained by the "complete failure ... to field a representative army", calling the battle the "most convincing" example of the fact that infantry-bowmen cannot defend any position while stationed in close-quarters and unsupported (i.e. by fortifications, or failing to support them by cavalry and chariots, as was the common Persian tactic).


title: Battle of Marathon

text: In the immediate aftermath of the battle, Herodotus says that the Persian fleet sailed around Cape Sounion to attack Athens directly. As has been discussed above, some modern historians place this attempt just before the battle. Either way, the Athenians evidently realised that their city was still under threat, and marched as quickly as possible back to Athens.


title: Battle of Marathon

text: The two tribes which had been in the centre of the Athenian line stayed to guard the battlefield under the command of Aristides. The Athenians arrived in time to prevent the Persians from securing a landing, and seeing that the opportunity was lost, the Persians turned about and returned to Asia. Connected with this episode, Herodotus recounts a rumour that this manoeuver by the Persians had been planned in conjunction with the Alcmaeonids, the prominent Athenian aristocratic family, and that a "shield-signal" had been given after the battle. Although many interpretations of this have been offered, it is impossible to tell whether this was true, and if so, what exactly the signal meant. On the next day, the Spartan army arrived at Marathon, having covered the in only three days. The Spartans toured the battlefield at Marathon, and agreed that the Athenians had won a great victory.


title: Battle of Marathon

text: The Athenian and Plataean dead of Marathon were buried on the battlefield in two tumuli. On the tomb of the Athenians this epigram composed by Simonides was written:


title: Battle of Marathon

text: Meanwhile, Darius began raising a huge new army with which he meant to completely subjugate Greece; however, in 486 BC, his Egyptian subjects revolted, indefinitely postponing any Greek expedition. Darius then died whilst preparing to march on Egypt, and the throne of Persia passed to his son Xerxes I. Xerxes crushed the Egyptian revolt, and very quickly restarted the preparations for the invasion of Greece. The epic second Persian invasion of Greece finally began in 480 BC, and the Persians met with initial success at the battles of Thermopylae and Artemisium. Defeat at the Battle of Salamis happened after Xerexes burnt Athenes to the ground after Athenians left the city, and the next year the expedition was ended by the decisive Greek victory at the Battle of Plataea.


title: Battle of Marathon

text: The defeat at Marathon barely touched the vast resources of the Persian empire, yet for the Greeks it was an enormously significant victory. It was the first time the Greeks had beaten the Persians, proving that the Persians were not invincible, and that resistance, rather than subjugation, was possible.


title: Battle of Marathon

text: The battle was a defining moment for the young Athenian democracy, showing what might be achieved through unity and self-belief; indeed, the battle effectively marks the start of a "golden age" for Athens. This was also applicable to Greece as a whole; "their victory endowed the Greeks with a faith in their destiny that was to endure for three centuries, during which Western culture was born". John Stuart Mill's famous opinion was that "the Battle of Marathon, even as an event in British history, is more important than the Battle of Hastings". According to Isaac Asimov,"if the Athenians had lost in Marathon, . . . Greece might have never gone to develop the peak of its civilization, a peak whose fruits we moderns have inherited."


title: Battle of Marathon

text: It seems that the Athenian playwright Aeschylus considered his participation at Marathon to be his greatest achievement in life (rather than his plays) since on his gravestone there was the following epigram:


title: Battle of Marathon

text: Militarily, a major lesson for the Greeks was the potential of the hoplite phalanx. This style had developed during internecine warfare amongst the Greeks; since each city-state fought in the same way, the advantages and disadvantages of the hoplite phalanx had not been obvious. Marathon was the first time a phalanx faced more lightly armed troops, and revealed how effective the hoplites could be in battle. The phalanx formation was still vulnerable to cavalry (the cause of much caution by the Greek forces at the Battle of Plataea), but used in the right circumstances, it was now shown to be a potentially devastating weapon.


title: Battle of Marathon

text: The main source for the Greco-Persian Wars is the Greek historian Herodotus. Herodotus, who has been called the "Father of History", was born in 484 BC in Halicarnassus, Asia Minor (then under Persian overlordship). He wrote his "Enquiries" (Greek – "Historiai"; English – "(The) Histories") around 440–430 BC, trying to trace the origins of the Greco-Persian Wars, which would still have been relatively recent history (the wars finally ended in 450 BC). Herodotus's approach was entirely novel, and at least in Western society, he does seem to have invented "history" as we know it. As Holland has it: "For the first time, a chronicler set himself to trace the origins of a conflict not to a past so remote so as to be utterly fabulous, nor to the whims and wishes of some god, nor to a people's claim to manifest destiny, but rather explanations he could verify personally."


title: Battle of Marathon

text: Some subsequent ancient historians, despite following in his footsteps, criticised Herodotus, starting with Thucydides. Nevertheless, Thucydides chose to begin his history where Herodotus left off (at the Siege of Sestos), and may therefore have felt that Herodotus's history was accurate enough not to need re-writing or correcting. Plutarch criticised Herodotus in his essay "On the malice of Herodotus", describing Herodotus as ""Philobarbaros"" (barbarian-lover), for not being pro-Greek enough, which suggests that Herodotus might actually have done a reasonable job of being even-handed. A negative view of Herodotus was passed on to Renaissance Europe, though he remained well read. However, since the 19th century his reputation has been dramatically rehabilitated by archaeological finds which have repeatedly confirmed his version of events. The prevailing modern view is that Herodotus generally did a remarkable job in his "Historiai", but that some of his specific details (particularly troop numbers and dates) should be viewed with skepticism. Nevertheless, there are still some historians who believe Herodotus made up much of his story.


title: Battle of Marathon

text: The Sicilian historian Diodorus Siculus, writing in the 1st century BC in his "Bibliotheca Historica", also provides an account of the Greco-Persian wars, partially derived from the earlier Greek historian Ephorus. This account is fairly consistent with Herodotus's. The Greco-Persian wars are also described in less detail by a number of other ancient historians including Plutarch, Ctesias of Cnidus, and are alluded by other authors, such as the playwright Aeschylus. Archaeological evidence, such as the Serpent Column, also supports some of Herodotus's specific claims.


title: Battle of Marathon

text: The most famous legend associated with Marathon is that of the runner Pheidippides (or Philippides) bringing news to Athens of the battle, which is described below.


title: Battle of Marathon

text: Pheidippides' run to Sparta to bring aid has other legends associated with it. Herodotus mentions that Pheidippides was visited by the god Pan on his way to Sparta (or perhaps on his return journey). Pan asked why the Athenians did not honor him and the awed Pheidippides promised that they would do so from then on. The god apparently felt that the promise would be kept, so he appeared in battle and at the crucial moment he instilled the Persians with his own brand of fear, the mindless, frenzied fear that bore his name: "panic". After the battle, a sacred precinct was established for Pan in a grotto on the north slope of the Acropolis, and a sacrifice was annually offered.


title: Battle of Marathon

text: Similarly, after the victory the festival of the "Agroteras Thysia" ("sacrifice to the Agrotéra") was held at Agrae near Athens, in honor of Artemis Agrotera ("Artemis the Huntress"). This was in fulfillment of a vow made by the city before the battle, to offer in sacrifice a number of goats equal to that of the Persians slain in the conflict. The number was so great, it was decided to offer 500 goats yearly until the number was filled. Xenophon notes that at his time, 90 years after the battle, goats were still offered yearly.


title: Battle of Marathon

text: Plutarch mentions that the Athenians saw the phantom of King Theseus, the mythical hero of Athens, leading the army in full battle gear in the charge against the Persians, and indeed he was depicted in the mural of the Stoa Poikile fighting for the Athenians, along with the twelve Olympian gods and other heroes. Pausanias also tells us that: They say too that there chanced to be present in the battle a man of rustic appearance and dress. Having slaughtered many of the foreigners with a plough he was seen no more after the engagement. When the Athenians made enquiries at the oracle, the god merely ordered them to honor Echetlaeus ("he of the Plough-tail") as a hero.


title: Battle of Marathon

text: Another tale from the conflict is of the dog of Marathon. Aelian relates that one hoplite brought his dog to the Athenian encampment. The dog followed his master to battle and attacked the Persians at his master's side. He also informs us that this dog is depicted in the mural of the Stoa Poikile.


title: Battle of Marathon

text: According to Herodotus, an Athenian runner named Pheidippides was sent to run from Athens to Sparta to ask for assistance before the battle. He ran a distance of over 225 kilometers (140 miles), arriving in Sparta the day after he left. Then, following the battle, the Athenian army marched the 40 kilometers (25 miles) or so back to Athens at a very high pace (considering the quantity of armour, and the fatigue after the battle), in order to head off the Persian force sailing around Cape Sounion. They arrived back in the late afternoon, in time to see the Persian ships turn away from Athens, thus completing the Athenian victory.


title: Battle of Marathon

text: Later, in popular imagination, these two events were conflated, leading to a legendary but inaccurate version of events. This myth has Pheidippides running from Marathon to Athens after the battle, to announce the Greek victory with the word "nenikēkamen!" (Attic: ; we've won!), whereupon he promptly died of exhaustion. Most accounts incorrectly attribute this story to Herodotus; actually, the story first appears in Plutarch's "On the Glory of Athens" in the 1st century AD, who quotes from Heracleides of Pontus's lost work, giving the runner's name as either Thersipus of Erchius or Eucles. Lucian of Samosata (2nd century AD) gives the same story but names the runner Philippides (not Pheidippides). In some medieval codices of Herodotus, the name of the runner between Athens and Sparta before the battle is given as Philippides, and this name is also preferred in a few modern editions.


title: Battle of Marathon

text: When the idea of a modern Olympics became a reality at the end of the 19th century, the initiators and organizers were looking for a great popularizing event, recalling the ancient glory of Greece. The idea of organizing a "marathon race" came from Michel Bréal, who wanted the event to feature in the first modern Olympic Games in 1896 in Athens. This idea was heavily supported by Pierre de Coubertin, the founder of the modern Olympics, as well as the Greeks. This would echo the legendary version of events, with the competitors running from Marathon to Athens. So popular was this event that it quickly caught on, becoming a fixture at the Olympic games, with major cities staging their own annual events. The distance eventually became fixed at , though for the first years it was variable, being around —the approximate distance from Marathon to Athens.


title: Kali Linux

text: Kali Linux is a Debian-derived Linux distribution designed for digital forensics and penetration testing. It is maintained and funded by Offensive Security.


title: Kali Linux

text: Kali Linux has around 600 penetration-testing programs (tools), including Armitage (a graphical cyber attack management tool), Nmap (a port scanner), Wireshark (a packet analyzer), metasploit (penetration testing framework), John the Ripper (a password cracker), sqlmap (automatic SQL injection and database takeover tool), Aircrack-ng (a software suite for penetration-testing wireless LANs), Burp suite and OWASP ZAP web application security scanners, etc.


title: Kali Linux

text: It was developed by Mati Aharoni and Devon Kearns of Offensive Security through the rewrite of BackTrack, their previous information security testing Linux distribution based on Knoppix. The name was inspired by the Hindu goddess Kali.


title: Kali Linux

text: Kali Linux is based on the Debian "Testing" branch. Most packages Kali uses are imported from the Debian repositories.


title: Kali Linux

text: Kali Linux's popularity grew when it was featured in multiple episodes of the TV series "Mr. Robot". Tools highlighted in the show and provided by Kali Linux include Bluesniff, Bluetooth Scanner (btscanner), John the Ripper, Metasploit Framework, Nmap, Shellshock, and Wget.


title: Kali Linux

text: The tagline of Kali Linux and BackTrack is "the quieter you become, the more you are able to hear", which is displayed on some backgrounds.


title: Kali Linux

text: With version 2019.4 in November 2019, the default user interface was switched from GNOME to Xfce, with a GNOME version still available.


title: Kali Linux

text: With version 2020.3 in August 2020, the default shell was switched from Bash to ZSH, with Bash remaining as an option.


title: Kali Linux

text: Kali Linux is distributed in 32-bit and 64-bit images for use on hosts based on the x86 instruction set and as an image for the ARM architecture for use on the Beagle Board computer and Samsung's ARM Chromebook.


title: Kali Linux

text: Kali Linux is already available for Asus Chromebook Flip C100P, BeagleBone Black, HP Chromebook, CubieBoard 2, CuBox, CuBox-i, Raspberry Pi, EfikaMX, Odroid U2, Odroid XU, Odroid XU3, Samsung Chromebook, Utilite Pro, Galaxy Note 10.1, and SS808.


title: Kali Linux

text: With the arrival of Kali NetHunter, Kali Linux is also officially available on Android devices such as the Nexus 5, Nexus 6, Nexus 7, Nexus 9, Nexus 10, OnePlus One, and some Samsung Galaxy models. It has also been made available for more Android devices through unofficial community builds.


title: Kali Linux

text: Kali Linux is available on Windows 10, on top of Windows Subsystem for Linux (WSL). The official Kali distribution for Windows can be downloaded from the Microsoft Store.


title: Kali Linux

text: Kali Linux has a dedicated project set aside for compatibility and porting to specific Android devices, called Kali NetHunter.


title: Kali Linux

text: It is the first open source Android penetration testing platform for Nexus devices, created as a joint effort between the Kali community member "BinkyBear" and Offensive Security. It supports Wireless 802.11 frame injection, one-click MANA Evil Access Point setups, HID keyboard (Teensy like attacks), as well as Bad USB MITM attacks.


title: Kali Linux

text: BackTrack (Kali's predecessor) contained a mode known as forensic mode, which was carried over to Kali via live boot. This mode is very popular for many reasons, partly because many Kali users already have a bootable Kali USB drive or CD, and this option makes it easy to apply Kali to a forensic job. When booted in forensic mode, the system doesn't touch the internal hard drive or swap space and auto mounting is disabled. However, the developers recommend that users test these features extensively before using Kali for real world forensics.


title: Kali Linux

text: Kali Linux is developed with a focus towards cyber security experts, penetration testers, and white-hat hackers. There are a few other distributions dedicated to penetration testing, such as Parrot OS, BlackArch, and Wifislax . Kali Linux has stood out against these other distributions for cyber security and penetration testing, as well as having features such as the default user being the superuser in the Kali Live Environment.


title: Kali Linux

text: These tools can be used for a number of purposes, most of which involve exploiting a victim network or application, performing network discovery, or scanning a target IP address. Many tools from the previous version (BackTrack) were eliminated to focus on the most popular and effective penetration testing applications.


title: Fufu

text: Fufu (or fufuo, foofoo, foufou ) is a dough-like food found in West African cuisine. In addition to Ghana, it is also found in Sierra Leone, Guinea, Liberia, Cote D'Ivoire, Benin, Togo, Nigeria, Cameroon, the Democratic Republic of Congo, the Central African Republic, the Republic of Congo, Angola and Gabon. It is often made in the traditional Ghanaian, Ivorian, Liberian, and Cuban method of separately mixing and pounding equal portions of boiled cassava with green plantain or cocoyam, or by mixing cassava/plantains or cocoyam flour with water and stirring it on a stove. Its thickness is then adjusted to personal preference, and it is eaten with broth-like soups. Some countries, particularly the Igbo tribe in Nigeria, have a version of fufu (Akpu) made from fermented cassava dough that is eaten with thick textured stews. Other flours, such as semolina, maize flour, or mashed plantains, may take the place of cassava flour. FuFu is traditionally eaten with the fingers, and a small ball of it can be dipped into an accompanying soup or sauce.


title: Fufu

text: Portuguese traders introduced cassava to Africa from Brazil in the 16th century, fufu was mainly made from cocoyam, plantain and yams. In Ghana, fufu, also known as fufuo, is white and sticky (if plantain is not mixed with the cassava when pounding). The traditional method of eating fufu is to pinch some of the fufu off in one's right hand fingers and form it into an easily ingested round ball. The ball is then dipped in the soup before being eaten.


title: Fufu

text: In Twi, fufu or fufuo means "mash or mix", a soft and doughy staple food. It is believed to originate in what is now modern-day Ghana, by the Asante, the Akuapem, the Guans, the Akyem, the Bono and the Fante people of the Akan ethnic group of Ghana and now generally accepted across the country. In Ghana, it is made out of pieces of boiled cassava and/or other tubers such as plantain or cocoyam. It is mostly pounded together in a locally made wooden mortar (woduro) using a wooden pestle (woma). In between blows from the pestle, the mixture is turned by hand and water is gradually added till it becomes slurry, soft and sticky. The mixture is then formed into a rounded slab and served. With the invention of the fufu machine preparation has become much less labour-intensive. The resulting food is eaten with liquid soups (nkwan) such as light soup (nkrakra nkwan), abenkwan (palm nut soup), nkatenkwan (peanut butter soup), and abunubunu soup. Today, it also features in Beninese cuisine, Cameroonian cuisine, Guinean cuisine, Nigerian cuisine, and Togolese cuisine, where it is eaten with hot pepper soup, okra, or other kinds of stew. Fufu's prevalence in West African subregions have been noted in literature produced by authors from that area. It is mentioned in Chinua Achebe's "Things Fall Apart", for example.


title: Fufu

text: In Nigeria, "fufu" or "akpu" is a popular food made from fresh or fermented cassava. Akpu, properly punctuated as akpụ in Igbo, is the Igbo word for cassava. Requiring several days to make, akpu is a wet paste often eaten with egusi soup. Akpu is traditionally made by peeling and washing raw cassava until it is white. Left in water for 3–4 days, the cassava ferments and becomes soft. It is then filtered with a porous calabash or sieve. Excess water is typically and quickly drained by pouring the wet paste into a sack, upon which is placed something heavy and flat (e.g., a plank and brick). The paste is then pounded and molded into large balls and simmered for 30–60 seconds, after which it is thoroughly pounded to remove lumps, molded again into smaller balls, boiled for 10–15 minutes, and then pounded until smooth. It is popular throughout Nigeria, particularly in the East.


title: Fufu

text: In Côte d'Ivoire, the word “"foutou"” is also used. Ivorian “"foufou"” is specifically sweet mashed bananas, whereas the “foutou” is a stronger, heavier paste made of various staple foods such as yam, cassava, plantains, taro or a mix of any of those.


title: Fufu

text: In the French-speaking regions of Cameroon, it is called “"couscous"” (not to be confused with the North African dish couscous).


title: Fufu

text: A similar staple in the African Great Lakes region is ugali. It is usually made from maize flour (masa), and is also eaten in Southern Africa. The name ugali is used to refer to the dish in Kenya and Tanzania, ubugali in Rwanda. Closely related staples are called nshima in Zambia, nsima in Malawi, sadza in Zimbabwe, pap or vuswa in South Africa, posho in Uganda, luku, fufu, nshima, moteke, semoule, ugali and bugari in the Republic of the Congo and in the Democratic Republic of the Congo and phaletšhe in Botswana.


title: Fufu

text: In Caribbean nations with substantial populations of West African origin, such as Cuba, Jamaica, the Dominican Republic, Haiti and Puerto Rico, plantains, cassava or yams are mashed with other ingredients. In Cuba, the dish retains its original African stem name, termed simply as "fufú" or with added descriptive extensions like "fufú de plátano" or "fufú de plátano pintón." On other major islands, "fufú" goes by the names of mangú in the Dominican Republic, mofongo and funche in Puerto Rico. What distinguishes the Caribbean "fufú" from its West African relative is a firmer texture with stronger flavors. As it moves away from Cuba, the "fufú's" core is less a dough and more of a consistent mass.


title: Fufu

text: In Haiti it is called "tonm tonm and Foofoo". It is mostly made of breadfruit but can be made of plantain or yams and is usually served with an okra based stew or soup. It is primarily consumed in the southernmost regions of Haiti namely the Grand'Anse and Sud departments. The city of Jérémie is regarded as the tonmtonm capital of Haiti.


title: Fufu

text: Puerto Rican mofongo, in keeping with the creolized cuisine traditions of the Caribbean, tends toward a "fufú" of much higher density and robust seasoning. While keeping a conspicuous African character, mofongo has borrowed from the island's Iberian culinary tradition, to create a dish made of fried green and yellow plantains, cassava or breadfruit. Unlike the mushier Caribbean and West African "fufús", mofongo is generally firmer and crustier. To prepare mofongo, green plantains are deep-fried once unlike twice fried tostones. Next, they are mashed in a 'pilon' (mortar) with chopped garlic, salt, black pepper and olive oil. The resulting mash is then pressed and rounded into a hollowed crusty orb. Meat, traditionally "chicharrón", is then stuffed into the chunky ball of fried green plantains. A few recipes call for a meat or vegetable "salsa criolla" "(related to American Creole sauce) poured on top of the hot sphere. In the trendier "mofongo relleno," typical of western Puerto Rico, seafood is all over, inside and outside. Traditional mofongo, as previously cited, comes seasoned and stuffed with meat and bathed in a chicken broth soup. Because of its elaborate process of preparation and its sundry ingredients, poet and blogger Arose N Daghetto called the mofongo a type of "fufú paella" and branded it as "the big daddy of fufús.""". Although mofongo is associated with being fried, boiled and roasting plantain mofongo predate fried mofongo and is still excited but a rare find in Puerto Rico. A dish called "funche" made with taro, green and yellow plantains boiled and mashed with butter, garlic, and pork fat was once popular in Puerto Rico. Once mashed it was formed into balls and eaten with broth made from sesame seeds. Funche is written in early Puerto Rican cookbooks around the 1800s, but can probably be traced back to African slaves on the island. Funche today in Puerto Rico is cornmeal cooked in coconut milk and milk.


title: Fufu

text: The vegetable or fufú sauce in the Anglo-Caribbean is not fried first. Plantain is not used as much, as it is used in so many dishes. Fufu is usually part of, or added to, a soupy sauce or on the side with a soupy dish. In Antigua, fufu is served as part of the national dish but is called fungi/fungee and is made using cornmeal and okra. Similarly, in Barbados it serves as part of the national dish and is called "cou-cou" and uses cornmeal or, less commonly, breadfruit instead, like several other English Caribbean islands.


title: Fufu

text: Nutritionally, 100 g dry weight fufu contains 2 g of protein, 0.1 g of fat and 84 g of carbohydrates. There are 267 kcal of food energy in a 100 g serving made up with water. It is very low in cholesterol and very rich in potassium, and it is commonly prescribed by doctors for people who have low level of potassium in their blood.


title: Jet fuel

text: Jet fuel or aviation turbine fuel (ATF, also abbreviated avtur) is a type of aviation fuel designed for use in aircraft powered by gas-turbine engines. It is colorless to straw-colored in appearance. The most commonly used fuels for commercial aviation are Jet A and Jet A-1, which are produced to a standardized international specification. The only other jet fuel commonly used in civilian turbine-engine powered aviation is Jet B, which is used for its enhanced cold-weather performance.


title: Jet fuel

text: Jet fuel is a mixture of a variety of hydrocarbons. Because the exact composition of jet fuel varies widely based on petroleum source, it is impossible to define jet fuel as a ratio of specific hydrocarbons. Jet fuel is therefore defined as a performance specification rather than a chemical compound. Furthermore, the range of molecular mass between hydrocarbons (or different carbon numbers) is defined by the requirements for the product, such as the freezing point or smoke point. Kerosene-type jet fuel (including Jet A and Jet A-1, JP-5, and JP-8) has a carbon number distribution between about 8 and 16 (carbon atoms per molecule); wide-cut or naphtha-type jet fuel (including Jet B and JP-4), between about 5 and 15.


title: Jet fuel

text: Fuel for piston-engine powered aircraft (usually a high-octane gasoline known as avgas) has a high volatility to improve its carburetion characteristics and high autoignition temperature to prevent preignition in high compression aircraft engines. Turbine engines (like diesel engines) can operate with a wide range of fuels because fuel is injected into the hot combustion chamber. Jet and gas turbine (turboprop, helicopter) aircraft engines typically use lower cost fuels with higher flash points, which are less flammable and therefore safer to transport and handle.


title: Jet fuel

text: The first axial compressor jet engine in widespread production and combat service, the Junkers Jumo 004 used on the Messerschmitt Me 262A fighter and the Arado Ar 234B jet recon-bomber, burned either a special synthetic "J2" fuel or diesel fuel. Gasoline was a third option but unattractive due to high fuel consumption. Other fuels used were kerosene or kerosene and gasoline mixtures.


title: Jet fuel

text: Most jet fuels in use since the end of World War II are kerosene-based. Both British and American standards for jet fuels were first established at the end of World War II. British standards derived from standards for kerosene use for lamps—known as paraffin in the UK—whereas American standards derived from aviation gasoline practices. Over the subsequent years, details of specifications were adjusted, such as minimum freezing point, to balance performance requirements and availability of fuels. Very low temperature freezing points reduce the availability of fuel. Higher flash point products required for use on aircraft carriers are more expensive to produce. In the United States, ASTM International produces standards for civilian fuel types, and the U.S. Department of Defense produces standards for military use. The British Ministry of Defence establishes standards for both civil and military jet fuels. For reasons of inter-operational ability, British and United States military standards are harmonized to a degree. In Russia and the CIS members, grades of jet fuels are covered by the State Standard (GOST) number, or a Technical Condition number, with the principal grade available being TS-1.


title: Jet fuel

text: Jet A specification fuel has been used in the United States since the 1950s and is usually not available outside the United States and a few Canadian airports such as Toronto and Vancouver, whereas Jet A-1 is the standard specification fuel used in the rest of the world other than Russia and the CIS members where TS-1 is the most common standard. Both Jet A and Jet A-1 have a flash point higher than , with an autoignition temperature of .


title: Jet fuel

text: Jet A trucks, storage tanks, and plumbing that carry Jet A are marked with a black sticker with "Jet A" in white printed on it, adjacent to another black stripe.


title: Jet fuel

text: Jet B is a naphtha-kerosene fuel that is used for its enhanced cold-weather performance. However, Jet B's lighter composition makes it more dangerous to handle. For this reason, it is rarely used, except in very cold climates. A blend of approximately 30% kerosene and 70% gasoline, it is known as wide-cut fuel. It has a very low freezing point of , and a low flash point as well. It is primarily used in some military aircraft. It is also used in northern Canada, Alaska, and sometimes Russia, because of its low freezing point.


title: Jet fuel

text: TS-1 is a jet fuel made to Russian standard GOST 10227 for enhanced cold-weather performance. It has somewhat higher volatility than Jet A-1 (flash point is minimum). It has a very low freezing point, below .


title: Jet fuel

text: The DEF STAN 91-091 (UK) and ASTM D1655 (international) specifications allow for certain additives to be added to jet fuel, including:


title: Jet fuel

text: As the aviation industry's jet kerosene demands have increased to more than 5% of all refined products derived from crude,


title: Jet fuel

text: it has been necessary for the refiner to optimize the yield of jet kerosene, a high-value product, by varying process techniques.


title: Jet fuel

text: New processes have allowed flexibility in the choice of crudes, the use of coal tar sands as a source of molecules and the


title: Jet fuel

text: manufacture of synthetic blend stocks. Due to the number and severity of the processes used, it is often necessary and


title: Jet fuel

text: sometimes mandatory to use additives. These additives may, for example, prevent the formation of harmful chemical species


title: Jet fuel

text: It is very important that jet fuel be free from water contamination. During flight, the temperature of the fuel in the tanks decreases, due to the low temperatures in the upper atmosphere. This causes precipitation of the dissolved water from the fuel. The separated water then drops to the bottom of the tank, because it is denser than the fuel. Since the water is no longer in solution, it can form droplets which can supercool to below 0 °C (32 °F). If these supercooled droplets collide with a surface they can freeze and may result in blocked fuel inlet pipes. This was the cause of the British Airways Flight 38 accident. Removing all water from fuel is impractical; therefore, fuel heaters are usually used on commercial aircraft to prevent water in fuel from freezing.


title: Jet fuel

text: There are several methods for detecting water in jet fuel. A visual check may detect high concentrations of suspended water, as this will cause the fuel to become hazy in appearance. An industry standard chemical test for the detection of free water in jet fuel uses a water-sensitive filter pad that turns green if the fuel exceeds the specification limit of 30 ppm (parts per million) free water. A critical test to rate the ability of jet fuel to release emulsified water when passed through coalescing filters is ASTM standard D3948 Standard Test Method for Determining Water Separation Characteristics of Aviation Turbine Fuels by Portable Separometer.


title: Jet fuel

text: Military organizations around the world use a different classification system of JP (for "Jet Propellant") numbers. Some are almost identical to their civilian counterparts and differ only by the amounts of a few additives; Jet A-1 is similar to JP-8, Jet B is similar to JP-4. Other military fuels are highly specialized products and are developed for very specific applications.


title: Jet fuel

text: Jet fuel is very similar to diesel fuel, and in some cases, may be used in diesel engines. The possibility of environmental legislation banning the use of leaded avgas (fuel in spark-ignited internal combustion engine, which is usually leaded by adding tetraethyllead (TEL) i.e. a toxic substance having lead used to prevent engine knocking), and the lack of a replacement fuel with similar performance, has left aircraft designers and pilot's organizations searching for alternative engines for use in small aircraft. As a result, a few aircraft engine manufacturers, most notably Thielert and Austro Engine, have begun offering aircraft diesel engines which run on jet fuel which may simplify airport logistics by reducing the number of fuel types required. Jet fuel is available in most places in the world, whereas avgas is only widely available in a few countries which have a large number of general aviation aircraft. A diesel engine may be more fuel-efficient than an avgas engine. However, very few diesel aircraft engines have been certified by aviation authorities. Diesel aircraft engines are uncommon today, even though opposed-piston aviation diesel powerplants such as the Junkers Jumo 205 family had been used during the Second World War.


title: Jet fuel

text: Jet fuel is often used in diesel-powered ground-support vehicles at airports. However, jet fuel tends to have poor lubricating ability in comparison to diesel, which increases wear in fuel injection equipment. An additive may be required to restore its lubricity. Jet fuel is more expensive than diesel fuel but the logistical advantages of using one fuel can offset the extra expense of its use in certain circumstances.


title: Jet fuel

text: Jet fuel contains more sulfur, up to 1,000 ppm, which therefore means it has better lubricity and does not currently require a lubricity additive as all pipeline diesel fuels require. The introduction of Ultra Low Sulfur Diesel or ULSD brought with it the need for lubricity modifiers. Pipeline diesels before ULSD were able to contain up to 500 ppm of sulfur and were called Low Sulfur Diesel or LSD. In the United States LSD is now only available to the off-road construction, locomotive and marine markets. As more EPA regulations are introduced, more refineries are hydrotreating their jet fuel production, thus limiting the lubricating abilities of jet fuel, as determined by ASTM Standard D445.


title: Jet fuel

text: Fischer–Tropsch (FT) Synthesized Paraffinic Kerosene (SPK) synthetic fuels are certified for use in United States and international aviation fleets at up to 50% in a blend with conventional jet fuel. As of the end of 2017, four other pathways to SPK are certified, with their designations and maximum blend percentage in brackets: Hydroprocessed Esters and Fatty Acids (HEFA SPK, 50%); synthesized iso-paraffins from hydroprocessed fermented sugars (SIP, 10%); synthesized paraffinic kerosene plus aromatics (SPK/A, 50%); alcohol-to-jet SPK (ATJ-SPK, 30%). Both FT and HEFA based SPKs blended with JP-8 are specified in MIL-DTL-83133H.


title: Jet fuel

text: Some synthetic jet fuels show a reduction in pollutants such as SOx, NOx, particulate matter, and sometimes carbon emissions. It is envisaged that usage of synthetic jet fuels will increase air quality around airports which will be particularly advantageous at inner city airports.


title: Jet fuel

text: Chemist Heather Willauer is leading a team of researchers at the U.S. Naval Research Laboratory who are developing a process to make jet fuel from seawater. The technology requires an input of electrical energy to separate Oxygen (O) and Hydrogen (H) gas from seawater using an iron-based catalyst, followed by an oligomerization step wherein carbon monoxide (CO) and hydrogen are recombined into long-chain hydrocarbons, using zeolite as the catalyst. The technology is expected to be deployed in the 2020s by U.S. Navy warships, especially nuclear-powered aircraft carriers.


title: Jet fuel

text: On February 8, 2021, the world's first scheduled passenger flight flew with some synthetic kerosene from a non-fossil fuel source. 500 liters of synthetic kerosene was mixed with regular jet fuel. Synthetic kerosene was produced by Shell and the flight was operated by KLM.


title: Jet fuel

text: On August 8, 2007, Air Force Secretary Michael Wynne certified the B-52H as fully approved to use the FT blend, marking the formal conclusion of the test program.


title: Jet fuel

text: This program is part of the Department of Defense Assured Fuel Initiative, an effort to develop secure domestic sources for the military energy needs. The Pentagon hopes to reduce its use of crude oil from foreign producers and obtain about half of its aviation fuel from alternative sources by 2016. With the B-52 now approved to use the FT blend, the USAF will use the test protocols developed during the program to certify the Boeing C-17 Globemaster III and then the Rockwell B-1B Lancer to use the fuel. To test these two aircraft, the USAF has ordered of FT fuel. The USAF intends to test and certify every airframe in its inventory to use the fuel by 2011. They will also supply over to NASA for testing in various aircraft and engines.


title: Jet fuel

text: The USAF has certified the B-1B, B-52H, C-17, Lockheed Martin C-130J Super Hercules, McDonnell Douglas F-4 Phantom (as QF-4 target drones), McDonnell Douglas F-15 Eagle, Lockheed Martin F-22 Raptor, and Northrop T-38 Talon to use the synthetic fuel blend.


title: Jet fuel

text: The U.S. Air Force's C-17 Globemaster III, F-16 and F-15 are certified for use of hydrotreated renewable jet fuels. The USAF plans to certify over 40 models for fuels derived from waste oils and plants by 2013. The U.S. Army is considered one of the few customers of biofuels large enough to potentially bring biofuels up to the volume production needed to reduce costs. The U.S. Navy has also flown a Boeing F/A-18E/F Super Hornet dubbed the "Green Hornet" at 1.7 times the speed of sound using a biofuel blend. The Defense Advanced Research Projects Agency (DARPA) funded a $6.7 million project with Honeywell UOP to develop technologies to create jet fuels from biofeedstocks for use by the United States and NATO militaries.


title: Jet fuel

text: In April 2011, four USAF F-15E Strike Eagles flew over the Philadelphia Phillies opening ceremony using a blend of traditional jet fuel and synthetic biofuels. This flyover made history as it was the first flyover to use biofuels in the Department of Defense.


title: Jet fuel

text: The air transport industry is responsible for 2–3 percent of man-made carbon dioxide emitted. Boeing estimates that biofuels could reduce flight-related greenhouse-gas emissions by 60 to 80 percent. One possible solution which has received more media coverage than others would be blending synthetic fuel derived from algae with existing jet fuel:


title: Jet fuel

text: Solazyme produced the world's first 100 percent algae-derived jet fuel, Solajet, for both commercial and military applications.


title: Jet fuel

text: Oil prices increased about fivefold from 2003 to 2008, raising fears that world petroleum production is becoming unable to keep up with demand. The fact that there are few alternatives to petroleum for aviation fuel adds urgency to the search for alternatives. Twenty-five airlines were bankrupted or stopped operations in the first six months of 2008, largely due to fuel costs.


title: Jet fuel

text: In 2015 ASTM approved a modification to Specification D1655 Standard Specification for Aviation Turbine Fuels to permit up to 50 ppm (50 mg/kg) of FAME (fatty acid methyl ester) in jet fuel to allow higher cross-contamination from biofuel production.


title: Jet fuel

text: Worldwide demand of jet fuel has been steadily increasing since 1980. Consumption more than tripled in 30 years from 1,837,000 barrels/day in 1980, to 5,220,000 in 2010. Around 30% of the worldwide consumption of jet fuel is in the US (1,398,130 barrels/day in 2012).


title: Jet fuel

text: Article 24 of the Chicago Convention on International Civil Aviation of 7 December 1944 stipulates that when flying from one contracting state to another, the kerosene that is already on board aircraft may not be taxed by the state where the aircraft lands, nor by a state through whose airspace the aircraft has flown. However, there is no tax regulation in the Chicago Convention to refuel the aircraft before departure. The Chicago Convention does not preclude a kerosene tax on domestic flights and on refueling before international flights.


title: Jet fuel

text: Kerosene tax can be levied throughout the European Union on domestic flights and between Member States according to the 2003 Energy Taxation Directive. In the United States, most states tax jet fuel.


title: Jet fuel

text: General health hazards associated with exposure to jet fuel vary according to its components, exposure duration (acute vs. long-term), route of administration (dermal vs. respiratory vs. oral), and exposure phase (vapor vs. aerosol vs. raw fuel). Kerosene-based hydrocarbon fuels are complex mixtures which may contain up to 260+ aliphatic and aromatic hydrocarbon compounds including toxicants such as benzene, n-hexane, toluene, xylenes, trimethylpentane, methoxyethanol, naphthalenes. While time-weighted average hydrocarbon fuel exposures can often below recommended exposure limits, peak exposure can occur, and the health impact of occupational exposures is not fully understood. Evidence of the health effects of jet fuels comes from reports on both temporary or persisting biological from acute, subchronic, or chronic exposure of humans or animals to kerosene-based hydrocarbon fuels, or the constituent chemicals of these fuels, or to fuel combustion products. The effects studied include: cancer, skin conditions, respiratory disorders, immune and hematological disorders, neurological effects, visual and hearing disorders, renal and hepatic diseases, cardiovascular conditions, gastrointestinal disorders, genotoxic and metabolic effects.


title: Mika Häkkinen

text: Mika Pauli Häkkinen (; born 28 September 1968), nicknamed "The Flying Finn", is a Finnish former racing driver. He won the Formula One World Drivers' Championship in 1998 and 1999, both times driving for McLaren. Häkkinen is one of three Formula One drivers from Finland that have won the World Drivers' Championship, and the only one to have done so more than once. He currently works in driver management and is a brand ambassador for various companies.


title: Mika Häkkinen

text: Häkkinen began his career in karting at the age of five and achieved success by winning regional and national kart championships. He progressed to car racing when he entered the Formula Ford and Formula Three series in Italy and the United Kingdom. After success in the series, Häkkinen entered Formula One in 1991 with the Team Lotus where he remained until 1992. The following year, he moved to McLaren as test driver before he was promoted to the race team following the departure of Michael Andretti.


title: Mika Häkkinen

text: After four years which yielded minor success, Häkkinen scored his first Formula One victory in 1997. He went on to win eight races of the 1998 season, securing the World Drivers' Championship at the season-ending Japanese Grand Prix; his success also helped McLaren secure the World Constructors' Championship. He repeated his World Championship success in 1999, taking five victories. He finished as runner-up in the Drivers' Championship in 2000, behind Michael Schumacher and secured two more victories in 2001 before announcing a sabbatical from the sport, which became full-time retirement in mid-2002.


title: Mika Häkkinen

text: For 2005, Häkkinen moved to the Deutsche Tourenwagen Masters (DTM) series, where he secured his first victory that year. His form faded during 2006 although he secured two more victories in 2007. He retired from top-level active motorsport at the end of 2007, and subsequently moved into driver management along with becoming a brand ambassador for Johnnie Walker and Mercedes-Benz AMG.


title: Mika Häkkinen

text: Häkkinen was born in Helsingin maalaiskunta, Finland, on 28 September 1968 to Harri, a shortwave radio operator and a part-time taxi driver, and Aila Häkkinen, who worked as a secretary. He has one sister, Nina, who ran a fan site for her brother until its closure in 1998. Häkkinen lived in the same street as Mika Salo with the two later becoming friends. As a child, Häkkinen played ice hockey and football.


title: Mika Häkkinen

text: When Häkkinen was five years old, his parents rented a go-kart for him to take to a track near their home. Despite an early crash, Häkkinen wished to continue racing, and his father bought him his first go-kart, one that Henri Toivonen had previously competed with. He later won his first karting race in 1975 at the Keimola Motor Stadium where he raced in the regional karting championships in 1978 and 1979, winning the Keimola Club Championship in both years. Häkkinen found further success in 1980 when he won the Swedish Lapland Cup and finished fourth in the 85cc class of the Lapland Karting Championship. Around this time, Häkkinen also drove a Volkswagen Beetle on the frozen lakes of Finland with friend Mika Sohlberg.


title: Mika Häkkinen

text: In 1981, Häkkinen won his first major karting title, the 85cc class of the Finnish Karting Championship. The following year, he finished runner-up in the 85cc class of the Formula Mini series and later won the Ronnie Peterson Memorial event and the Salpauselka Cup in Lahti. Häkkinen moved to the Formula Nordic 100cc class for 1983, where he became the champion on his first attempt and also participated in the A Junior Team Races for Finland alongside Taru Rinne, Jaana Nyman and Marko Mankonen, with the line-up taking the championship.


title: Mika Häkkinen

text: In 1984, Häkkinen won the 100cc Formula Nordic title and later participated in the World Kart Championship race held in Liedolsheim. He took his second consecutive 100cc Formula Nordic Championship in 1985 ahead of Jukka Savolainen. He took part in the Nordic Championship A-Class in the same year, finishing runner-up to Tom Kristensen. Häkkinen went to Parma to participate in the World Kart Championship where he retired before the event's final heat due to a mechanical problem. In 1986, he reached his third consecutive Formula Nordic 100cc title and also took part in karting events across Europe. To further fund his career, Häkkinen got a job with a friend repairing bicycles.


title: Mika Häkkinen

text: In 1987, Häkkinen made the transition from karting to car racing when he purchased a 1986 Reynard Formula Ford 1600 from fellow Finn JJ Lehto. In that year, he entered the Finnish, Swedish and Nordic Formula Ford Championships, winning each title on his first attempt and won nine races combined. Häkkinen also entered two races of the EDFA 1600 Championship and raced in the Formula Ford Festival held at Brands Hatch, where he finished in seventh position. In 1988, Häkkinen entered the EFDA Formula GM Lotus Euroseries with the Dragon team, where he secured four victories and finished the runner-up in the championship, behind Allan McNish. He later entered the Opel-Lotus EDFA Euroseries, taking four victories and became Champion with 126 points, ahead of nearest rival Henrik Larsen.


title: Mika Häkkinen

text: Going into 1989, Häkkinen moved from the Euroseries into the British Formula 3 Championship driving a Reynard 893 chassis for Dragon. He finished seventh position in the championship, scoring 18 points. He was later invited to participate in the Cellnet Formula Three SuperPrix for West Surrey Racing as a guest driver where he secured pole position and the victory. He also raced in the tenth round of the French Formula 3 championship at Le Mans-Bugatti on 24 September and finished third behind Éric Hélary and Laurent Daumet.


title: Mika Häkkinen

text: In 1990, Häkkinen applied to become a member of the ""Marlboro World Championship Team"" through what was akin to a fully sponsored racing driver academy. Its members were short-listed for testing by a judging panel including McLaren Formula One team boss Ron Dennis (whose team was sponsored by Marlboro), Formula One World Champion James Hunt, and Formula 3000 team bosses, Mike Earle and Hugues de Chaunac. In an April 2015 interview, Earle recounted that Häkkinen's application was the last one that he reviewed at the end of a long day, despite protests by Hunt who had already made plans to head to a pub for a beer. Häkkinen performed strongly in his test and went on to secure Marlboro's sponsorship. That same year, therefore, Häkkinen left Dragon and moved to the West Surrey Racing team and won the British Formula 3 series, by taking nine victories en route to the Championship, with 121 points, ahead of fellow Finn Salo. In November, Häkkinen entered the Macau Grand Prix where he drove to pole position and won the first heat of the event. He retired from the second heat due to a last-lap collision with German Formula Three driver and future Formula One rival Michael Schumacher, who was classified as the overall winner.


title: Mika Häkkinen

text: Häkkinen made his first test in a Formula One car with the Benetton team driving 90 laps around the Silverstone Circuit and set quicker lap times than regular driver Alessandro Nannini. He found it difficult to fit into the Benetton but liked the steering and throttle response. Häkkinen expected not to be offered a seat at Benetton and he decided to sign with the Lotus team for the 1991 season. Making his debut in the United States Grand Prix alongside teammate Julian Bailey, Häkkinen qualified thirteenth on the grid and suffered an engine failure on the sixtieth lap and was classified thirteenth. The next race in Brazil saw him finish ninth, and scored his first Formula One points by reaching fifth place in San Marino. Häkkinen suffered from a dip in race form as he encountered consecutive retirements in the next two races—his car suffered from an oil leak in Monaco and spun out in Canada. Before Canada, Bailey lost his seat at Lotus due to a lack of funding, so Häkkinen was partnered by Johnny Herbert and Michael Bartels throughout the remainder of the season.


title: Mika Häkkinen

text: Although Häkkinen secured a ninth-place finish in Mexico, he did not qualify for the French Grand Prix. Over the remainder of the season, he did not finish four of the nine races he entered. Häkkinen finished his debut season sixteenth in the Drivers' Championship, scoring two points.


title: Mika Häkkinen

text: Häkkinen remained at Lotus for 1992 and was partnered by Herbert. At the opening round of the season in South Africa, Häkkinen finished in ninth position, which he followed up with his first points of the season in Mexico. He took a further finish in Brazil, although he did not qualify for the San Marino Grand Prix and suffered consecutive retirements in the following two races. At Monaco, Lotus introduced their new car, the Lotus 107. Häkkinen later gathered further consecutive points in the following two races, before he was forced into retirement at the German Grand Prix due to an engine failure. A similar pattern followed in the next three races, which was broken when he finished fifth in Portugal and suffered a retirement at the penultimate round of the year in Japan. Häkkinen concluded the season with a seventh-place finish in Australia.


title: Mika Häkkinen

text: During the season, Häkkinen became embroiled in a contract dispute. Häkkinen, who was under contract to Lotus, opted to join Williams. However, Williams had not submitted their entry for the 1993 season, and Häkkinen was unable to join the team when he learnt that Lotus team principal Peter Collins would veto the Williams team entry if they had signed Häkkinen. Häkkinen later approached Ligier although his contract contained a clause of which his manager Keke Rosberg disagreed. He later approached McLaren team principal Ron Dennis for a contract with the team, which was drafted at Courchevel Airport. The dispute eventually went to the Formula One Contract Recognition Board, who ruled in favour of McLaren after two days of deliberation.


title: Mika Häkkinen

text: For 1993, Häkkinen joined McLaren, originally as a race driver, although he became the team's official test driver when CART driver Michael Andretti was hired by the team. Apart from regular testing duties, Häkkinen entered two Porsche Supercup races, held as a support race for the Monaco Grand Prix, where he started at pole position and took victory in both races. He was promoted to a Formula One race seat after the Italian Grand Prix, when Andretti left Formula One. Häkkinen entered the Portuguese Grand Prix where he out-qualified regular driver Ayrton Senna. During the race, he retired due to collision with a concrete wall. At the next race held in Japan, Häkkinen claimed the first podium of his career with a third-place finish, and ended the season when his McLaren car suffered a brake pipe failure in Australia. Häkkinen concluded the season with 15th in the Drivers' Championship, scoring 4 points. In December, McLaren confirmed that Häkkinen would remain with the team on a three-year contract from the 1994 season onwards.


title: Mika Häkkinen

text: During 1993, Häkkinen, along with Senna, tested the Lamborghini V12 engine in a modified version of the McLaren MP4/8 race car dubbed the "MP4/8B" at both Estoril and Silverstone. Both drivers were impressed with the engine, with Häkkinen reportedly lapping Silverstone some 1.4 seconds faster in the MP4/8B with its V12 engine than he had with the team's race car fitted with the Ford V8.


title: Mika Häkkinen

text: Häkkinen stayed at McLaren for 1994 and was partnered by experienced driver Martin Brundle. He endured a torrid start: at the first two races of the season, Häkkinen retired as his car developed engine problems in the Brazilian Grand Prix and gearbox issues in the Pacific Grand Prix which included a collision with Senna on the first lap. He later reached his first podium finish of the season at the San Marino Grand Prix, although he suffered a dip in form as he was forced into consecutive retirements in the next four races.


title: Mika Häkkinen

text: Häkkinen raced to a further podium finish at the British Grand Prix, despite a last-lap collision with Jordan driver Rubens Barrichello for which he received a one-race ban, suspended for three races. The ban was enforced after the German Grand Prix, where Häkkinen collided with Williams driver David Coulthard with the Finn's car sliding into another group of cars. He was replaced by Philippe Alliot for the next race in Hungary.


title: Mika Häkkinen

text: Häkkinen returned for the Belgian Grand Prix, initially coming third but was later promoted to second after the disqualification of Benetton driver Michael Schumacher. He got consecutive 3rd-place podium finishes in the next three races, before rounding off the season by finishing the final two races in Japan and Australia, albeit outside of the points scoring positions. Häkkinen managed a fourth place in the Drivers' Championship, scoring 26 points.


title: Mika Häkkinen

text: Häkkinen remained at McLaren for 1995, and was partnered by Nigel Mansell. During pre-season testing, Häkkinen and teammate Mansell complained the car, the McLaren MP4/10, was not wide enough to fit in, resulting in their hands and elbows striking the sides of the cockpit. Mansell was forced to miss the opening two rounds, so Häkkinen was partnered with Mark Blundell.


title: Mika Häkkinen

text: Häkkinen started off the season by finishing fourth in Brazil, and later retired in Argentina due to a collision which punctured his left rear tyre that followed a spin. He took a further points finish with a 5th place at San Marino, before suffering from consecutive retirements in the next three races. For the French Grand Prix, McLaren introduced a revised version of their car, the McLaren MP4/10B. This did not revive Häkkinen's fortunes as he did not finish in the points scoring positions, and later suffered consecutive retirements in the next four races, but got second place at the Italian Grand Prix. He was forced to miss the Pacific Grand Prix due to an operation for appendicitis and was replaced by Jan Magnussen. He returned for the Japanese Grand Prix, with a second-place finish.


title: Mika Häkkinen

text: At the season finale held in Australia, Häkkinen's car suffered a tyre failure during the event's first qualifying session on Friday, which resulted in his car becoming airborne and crashing sideways into the crash barrier on the outside of Brewery corner, the fastest corner of the Adelaide Street Circuit, at an estimated speed of 120 mph. The session was suspended with Häkkinen being critically injured due to sustaining a skull fracture, internal bleeding and a blockage of his airway. His life was saved by the efforts of the trackside medical team including the President of the FIA Institute for Motor Sport Safety, Sid Watkins and volunteer doctors Jerome Cockings and Steve Lewis from the Royal Adelaide Hospital. Cockings performed an emergency tracheotomy on the track, delivering oxygen to enable Häkkinen to breathe. Watkins later arrived in the medical car, allowing the doctors to continue, restarting Häkkinen's heart twice. Häkkinen was immediately transported by ambulance to the nearby Royal Adelaide Hospital which was luckily located only about half a kilometre from the circuit. There he remained in a critical condition under care of the Trauma Service, the Neurosurgical Unit, and the Intensive Care Unit and remained in the hospital for approximately two months. He eventually made a remarkable recovery. As an expression of thanks for the elite class medical attention he received, Häkkinen donated a substantial undisclosed sum of money to help build a much-needed helipad for The Royal Adelaide Hospital, and made a special trip to Australia for the official opening ceremony in March 1997.


title: Mika Häkkinen

text: The 1996 season was the first in which Häkkinen was the more experienced driver in his team and was partnered by David Coulthard. Häkkinen was confident going into the season and set himself a target of winning races. To ensure his fitness, Häkkinen spent time training in Bali and in February, McLaren conducted a secret test at the Paul Ricard Circuit. In the event that Häkkinen was not prepared, McLaren had Magnussen to replace him should the need arise. The season started well for Häkkinen: He earned consecutive points-scoring positions in the opening two rounds, before he suffered his first retirement of the season in Argentina as his car developed a throttle problem. He later finished the next two races, albeit outside of the points scoring positions, before returning consecutive finishes inside of the points in the following four races.


title: Mika Häkkinen

text: In the following race held in Britain where McLaren brought a revised version of the car, their McLaren MP4/11B, Häkkinen reached his first podium finish of the season with third place. However, he retired from the next race held in Germany due to a gearbox failure. This marked a turning point in Häkkinen's season as he finished the next three races, including consecutive third-place finishes in Belgium and Italy. In September, it was announced that Häkkinen would remain at McLaren for 1997, having previously been linked to Williams and Benetton. He retired from the penultimate round in Portugal resulting a collision with teammate Coulthard, damaging Häkkinen's front wing and eventually led to his retirement on the 52nd lap of the race. He rounded off the season with a third-place finish in season finale held in Japan. Häkkinen finished the season fifth in the Drivers' Championship, scoring 31 points.


title: Mika Häkkinen

text: Häkkinen again remained at McLaren for 1997 and Coulthard remained his teammate. Häkkinen's season got off to a good start: In the season-opening race in Australia, he drove up to the third position and later scored further consecutive finishes inside of the points scoring positions in the next three races. He suffered his first retirement of the season at the Monaco Grand Prix when he was involved in a collision with Benetton driver Jean Alesi. Häkkinen later took ninth position at the Spanish Grand Prix, but later suffered three consecutive retirements in the next three races—a collision with Ferrari driver Eddie Irvine in Canada and engine failures in France and Britain. At the latter race, he had seemed set for his first win, but his engine blew while he was holding off eventual winner Jacques Villeneuve.


title: Mika Häkkinen

text: Häkkinen secured another podium finish with second place in Germany and later retired from an hydraulic problem in Hungary. He later secured third place in the Belgian Grand Prix but was later disqualified when it was discovered that his car used an illegal type of fuel during the event. He secured a ninth-place finish in Italy and later suffered from consecutive retirements in the next two races—engine failures in the Austrian Grand Prix and the Luxembourg Grand Prix while leading both races. Häkkinen ended the season with a fourth position in the penultimate round in Japan and raced to his first Formula One victory at the season closing European Grand Prix. Häkkinen ended the season sixth in the Drivers' Championship, with 27 points.


title: Mika Häkkinen

text: Häkkinen remained at McLaren for 1998, partnered by Coulthard. Häkkinen was confident going about the challenge for the World Championship into the season, citing the involvement of technical director Adrian Newey. The season started off with controversy in Australia when teammate Coulthard let Häkkinen past to win the race. Häkkinen had earlier been called into the pit lane by an engineer by mistake. Coulthard later revealed a pre-race agreement by the team that whoever led into the first corner on the first lap would be allowed to win the race. Despite this, Häkkinen took back-to-back victories by winning the next race in Brazil. He maintained his good form at the Argentine Grand Prix where he finished second, although he retired from the San Marino Grand Prix when his car's gearbox failed. However, Häkkinen managed consecutive victories in the next two rounds, which was followed by a retirement from the race in Canada as his car suffered another gearbox failure.


title: Mika Häkkinen

text: Häkkinen followed this up by taking consecutive podiums in the next two rounds—third in France and second in Britain. He managed further consecutive victories in the next two rounds, and followed this up with a sixth-place finish in Hungary. In August, it was announced that Häkkinen and Coulthard would be retained for 1999. Häkkinen retired from the following race held in Belgium when Ferrari driver Michael Schumacher collided with the Finn and was also hit by Sauber driver Johnny Herbert. He later managed a fourth position in Italy despite suffering from brake problems resulting from a spin. Häkkinen finished the season by taking victory in the final two rounds at the Luxembourg Grand Prix and the Japanese Grand Prix, which ensured he took enough points to clinch the 1998 World Championship, with 100 points, ahead of nearest rival Schumacher. Häkkinen was awarded the Autosport International Racing Driver Award for 1998. He was also named the Finnish Sports Personality of the Year by journalists. The Finnish Post Office issued stamps to commemorate Häkkinen's World Championship in January 1999.


title: Mika Häkkinen

text: Häkkinen remained at McLaren for 1999, with Coulthard partnering him for the upcoming season. The team suffered problems with their car, the McLaren MP4/14, during pre-season testing, resulting in a lack of preparation. Despite these setbacks, Häkkinen was confident going into the season, saying: "I've gained confidence and experience and am more relaxed. With this title I no longer have to tell myself every morning I can win, to put pressure on myself."


title: Mika Häkkinen

text: At the opening round in Australia, Häkkinen was forced into retiring as his car developed a throttle issue. However, he managed his first victory of the season in Brazil, despite his car developing a gearbox problem early in the race. Häkkinen retired from the race in San Marino when he collided with a barrier while leading. At the Monaco Grand Prix, Häkkinen finished in third place, having slid on oil left on the track surface in the race. He followed up the results by having consecutive victories in the races held in Spain and Canada. Häkkinen took a second-place finish in France, and was forced into another retirement in Britain, as a result of a wheel failure. During the Austrian Grand Prix, Häkkinen who started from pole position, was hit by Coulthard from behind and rejoined at the back of the field. Häkkinen eventually finished in 3rd place.


title: Mika Häkkinen

text: During the German Grand Prix, it was announced that Häkkinen would remain at McLaren for 2000. Häkkinen encountered further bad fortunes in the race when his car's right rear tyre exploded at high speed, forcing his car into a 360° spin before resting on a tyre wall. He managed his fourth victory of the year at Hungary, and followed up the result with a second place in Belgium. Häkkinen retired from the following race held in Italy, due to a spin while leading the race. He finished further with fifth place at the European Grand Prix, and achieved a podium finish with third place in Malaysia. At the season finale held in Japan, Häkkinen took victory, which ensured he took enough points to win the 1999 World Championship, with 76 points, ahead of nearest rival Eddie Irvine. In November, Häkkinen was ranked seventh in the Reuters Sports Personality of the Year Poll scoring 46 out of a possible 260 points. He was also awarded his second consecutive Autosport International Racing Driver Award for 1999. In November, Häkkinen was announced as one of the seven men shortlisted for the Finnish Sports Personality of the Year. At the awards ceremony on 28 December, Häkkinen was awarded second place behind skier Mika Myllylä.


title: Mika Häkkinen

text: For 2000, Häkkinen set himself new limits along with physical and psychological preparations for the upcoming season. He also believed that he along with Schumacher and Coulthard would be the key drivers of 2000. He endured a bad start: at the opening round in Australia, both McLaren cars retired with engine failure after completing less than half of the race distance; and in the following race in Brazil, Häkkinen was forced into retirement when his car's oil pressure became problematic. However, this marked a turning point as Häkkinen took consecutive second-place finishes in the next two rounds, and later reached his first victory of the season in Spain.


title: Mika Häkkinen

text: Häkkinen finished in second position at the European Grand Prix, having traded the lead position with Schumacher throughout the race. He followed up the result by taking sixth place at Monaco, fourth in Canada and a podium finish with second position in France. The day after the French Grand Prix, it was announced that Häkkinen would remain at McLaren for 2001. Häkkinen won the following race held in Austria, although his team were stripped of constructors' points due to a missing seal on the electronic control unit in Häkkinen's car. He took another podium finish with a second place in Germany, and later had another victory at the Hungarian Grand Prix where he took the lead of the World Drivers' Championship from Schumacher. Häkkinen raced to his second consecutive victory in Belgium, which included a simultaneous pass on Michael Schumacher and Ricardo Zonta in the "Kemmel straight". Häkkinen later took second place in Italy, and retired with an engine failure in the United States. He rounded off the year with a second place in Japan where he conceded the World Championship to Schumacher, and held fourth position in the season closing race held in Malaysia.


title: Mika Häkkinen

text: For 2001, Häkkinen pledged to make a challenge for the World Championship, citing inspiration from the birth of his son Hugo. He also added that he was under less pressure to compete, saying that results over the previous year increased his desire to win. The season started badly for Häkkinen, as he was forced into retirement in the opening round held in Australia due to a failure with his car's suspension resulting in his car spinning violently into a tyre barrier. The McLaren cars were off the pace in Malaysia, with Häkkinen managing to end at the 6th place. He retired from the following race in Brazil when his car stalled on the starting grid, Further points came at the San Marino Grand Prix. At the Spanish Grand Prix, Häkkinen looked on course to win his first victory of the season, until the final lap of the race, when his car was hampered with a clutch failure and was classified ninth.


title: Mika Häkkinen

text: He suffered further consecutive retirements in Austria where he stalled his car on the starting grid, and Monaco where his car's steering failed after fifteen laps of the race. At the following race held in Canada, Häkkinen took his first podium of the season with a third-place finish. He finished sixth at the European Grand Prix, and was unable to start the French Grand Prix as his car developed a gearbox problem. However, this marked a brief turning point for Häkkinen as he gained a victory in the British Grand Prix. He was forced into another retirement in Germany when his engine failed, later managing fifth position in Hungary and fourth place in Belgium.


title: Mika Häkkinen

text: Before the Italian Grand Prix, Häkkinen announced that he would be on a sabbatical for the 2002 season, citing the reason to spend more time with his family. His seat was taken by fellow countryman Kimi Räikkönen in 2002. Häkkinen later stated that fear after crashes during practice for the 1995 Australian Grand Prix and the 2001 Australian Grand Prix as well as a loss of a desire to compete for race victories were factors. He was forced into another retirement during the race due to a gearbox issue. He raced to his final victory of his career in the United States despite incurring a grid penalty, and ended the season with a fourth-place finish in Japan. Häkkinen finished the season fifth in the Drivers' Championship, with 37 points.


title: Mika Häkkinen

text: In July 2002, nine months into his sabbatical, Häkkinen announced that he would be retiring from Formula One. It was later revealed that Häkkinen approached McLaren team principal Ron Dennis during the 2001 Monaco Grand Prix and agreed a sabbatical, then returned to Monaco the following year to discuss and agree full-time retirement with Dennis. In October, Häkkinen made his first appearance as a commentator for pay-for-view channel Canal Digital at the United States Grand Prix.


title: Mika Häkkinen

text: In December 2002, it was announced that Häkkinen would be participating in the Finnish Rally Championship driving a Mitsubishi Lancer Evolution WRC2 with his co-driver Arto Kapanen. He also stated that he would not move full-time into rallying and learn about driver control, although he later stated he would enter more rally events if he finished within the top two. Making his debut in the Arctic Rally, Häkkinen was delayed by four minutes as his team changed a tyre and eventually finished 30th. He once again entered the event in 2004 driving a Toyota Corolla with co-driver and finished seventh.


title: Mika Häkkinen

text: During 2004, rumors circulated that Häkkinen was making a possible return to Formula One to fill in the vacant Williams seat left by Juan Pablo Montoya. In May, McLaren team principal Ron Dennis dismissed the rumors, stating that Häkkinen was not prepared for a comeback. Häkkinen held talks with BAR and Williams and later decided against returning to Formula One saying in 2005: "It's impossible to think that I would race a Formula One car again because as time passes my reactions become slower and my eyesight gets worse – that's life."


title: Mika Häkkinen

text: On 6 November 2004, it was announced that Häkkinen would make his debut in the Deutsche Tourenwagen Masters (DTM) series for the HWA Team in the 2005 season. He was partnered by Gary Paffett, Jean Alesi and Bernd Schneider. Häkkinen had previous experience of driving touring cars in July 2001 at the Brno Circuit alongside Schneider. In January, Häkkinen once again participated in the Arctic Rally driving a Toyota Corolla with co-driver Risto Pietiläinen. Häkkinen retired when he slid off the road on the eleventh stage.


title: Mika Häkkinen

text: His debut season started well: He secured eighth position in his first race at the Hockenheimring; and in the following race at the EuroSpeedway Lausitz, held his first podium in his DTM career. Two weeks later at Spa-Francorchamps, Häkkinen qualified on pole position and later took his first DTM win after only three starts. Despite the early success, he did not score points in the next three races which included consecutive retirements at Oschersleben and the Norisring. He later scored a further points position at the race held at the Nürburgring, before further consecutive 12th-place finishes in the next two races. Häkkinen ended the 2005 season by taking a second-place finish at Istanbul Park and finished outside of the points scoring positions with 15th place at Hockenheim. Häkkinen finished the season fifth in the Drivers' Championship, with 30 points.


title: Mika Häkkinen

text: On 15 November 2005, it was announced that Häkkinen would remain with HWA for the 2006 season, and was partnered by Alesi, Spengler and Jamie Green. For the upcoming season, Häkkinen set his target of winning the championship, although he believed the competition from Audi would make the title challenge difficult. Outside of DTM, Häkkinen participated in his fourth Arctic Rally, driving a Mitsubishi Lancer Evolution VII with co-driver Risto Pietiläinen. He finished 36th overall.


title: Mika Häkkinen

text: His season got off well: At the opening race held at Hockenheim, he finished in fourth position; and in the following race held at the EuroSpeedway Lausitz, he drove to his first podium of the season with third place. Häkkinen did not score points in the next two consecutive races, although he later held another podium position with third place at the Norisring. In the next three races, he was unable to score more points, although he had another podium position at the Bugatti Circuit. Häkkinen concluded his season with a retirement at the Hockenheimring when his car's diffuser became damaged. Häkkinen ended the year sixth in the Drivers' Championship, scoring 25 points.


title: Mika Häkkinen

text: In November, Häkkinen tested a McLaren MP4-21 for one day at the Circuit de Catalunya where he completed 79 laps. To prepare himself, Häkkinen spent time at the McLaren Technology Centre to acquaint himself with Formula One's revised regulations. In a 2017 retrospective interview Häkkinen revealed that he had been in advanced talks with McLaren for a return in the 2007 season. He had however been frustrated by problems with McLaren's car in the test, which had reminded him of the reasons why he had taken the sabbatical in the first place, so the plans had collapsed.


title: Mika Häkkinen

text: On 28 January 2007, it was announced that Häkkinen would remain in DTM for the 2007 season for HWA, and was partnered by Spengler, Green and Schneidler. Häkkinen stated that during 2006, his team's potential was not realised and aimed during 2007 to improve on his results. He started the season by earning consecutive finishes in the first two races, albeit outside of the points scoring positions. At the third race of the season held at EuroSpeedway Lausitz, Häkkinen won his first race of the season although only half points were awarded due to errors made by race organisers, resulting in the official race result remaining provisional. He held pole for the following race at Brands Hatch where he finished in fourth position, and followed the result with a ninth-place finish at the Norisring.


title: Mika Häkkinen

text: Häkkinen had his second victory of the season at Mugello, after starting from 15th position. He later managed 7th place at Zandvoort and later finished with a 10th-place finish at the Nürburgring. At the race held at the Circuit de Catalunya, Häkkinen was involved in a collision with Audi driver Martin Tomczyk. Häkkinen was penalised with a €20,000 fine, received a ten-place grid penalty for the next round and was disqualified from the race. He finished the season with a 17th-place finish at the Hockenheimring. Häkkinen finished the season 7th place in the Championship, with 22 points.


title: Mika Häkkinen

text: Häkkinen announced his retirement from competitive motorsport in November 2007. He was quoted as saying that the decision "was not an easy one", but added that "racing is still in my blood and this decision does not mean that this will prevent me from racing for pleasure".


title: Mika Häkkinen

text: In November 2008, it was announced that Häkkinen would start a new career in driver management and would work alongside Didier Coton in his firm Aces Associate Group. Häkkinen contested his fifth Arctic Rally event in January 2009 driving a Mitsubishi Lancer Evolution IX alongside co-driver Ilkka Kivimaki and finished 19th overall. Häkkinen made his debut in sports cars when Team AMG China entered a Mercedes-Benz SLS AMG in November 2011 to participate in the Intercontinental Le Mans Cup at the 6 Hours of Zhuhai race alongside Lance David Arnold and Cheng Congfu. During the event, the team retired after completing two hours. In October 2013, Häkkinen participated in the GT Asia series for the two races held at the Zhuhai International Circuit, driving a Mercedes-Benz SLS AMG 300 alongside co-driver Matthew Solomon. Häkkinen drove to victory in the first race after starting from sixth position. The victory resulted in a 15-second handicap during his mandatory pitstop for his second race and finished in fourth position.


title: Mika Häkkinen

text: On 16 March 2017, McLaren announced that Häkkinen has rejoined the team as partner ambassador. In November 2021, Häkkinen helped McLaren IndyCar driver Pato O'Ward prepare for his test of the McLaren MCL35M by familiarizing O'Ward on his championship winning MP4/13 around Laguna Seca.


title: Mika Häkkinen

text: In August 2019, Häkkinen raced in the Suzuka 10 Hours, the fourth round of the 2019 Intercontinental GT Challenge driving a McLaren 720S GT3 alongside two-time Super Formula champion Hiroaki Ishiura and Japanese Formula 3 racer Katsuaki Kubota, with Planex Smacam Racing.