title: Justin Medeiros

text: In 2019, Medeiros earned qualification to the 2020 CrossFit Games after winning the Filthy 150 Sanctional. After competing in an online phase 1 of the Games, he became one of only five athletes who competed in person at the Games, and was named Rookie of the Year. He finished third after Mat Fraser and Samuel Kwant at the Games.


title: Justin Medeiros

text: In his second CrossFit Games in 2021, Medeiros performed consistently across all 15 events of the Games, with the lowest placing being 15th in the 1,000 meter row. He did not take over the overall lead until event 7, extending his lead with a second place finish in event 8. He held on to this lead, although he still faced challenges from Patrick Vellner and Brent Fikowski in subsequent events. Medeiros eventually pulled away and sealed his victory with his first ever event win in the final event, beating Patrick Vellner by 82 points to be crowned champion, At the age of 22, Medeiros is the youngest man to have won the Games.


title: Justin Medeiros

text: At the 2022 CrossFit Games, Medeiros faced strong challenges from Ricky Garard, who returned after a 4-year ban for drug use, and Roman Khrennikov, who competed in person for the first time despite qualifying for the Games 4 previous times. Garard led the first two days of competition, but faltered in some events and lost the lead to Medeiros. While Medeiros did not win any event this year, his consistent performance at the Games (10 top 5 finishes, only 2 events outside top 10 finishes) allowed him to win the crown for the second time this year.


title: 2008 Andersen Air Force Base B-2 accident

text: On 23 February 2008, "Spirit of Kansas", a B-2 Spirit stealth bomber of the United States Air Force, crashed on the runway moments after takeoff from Andersen Air Force Base in Guam. The aircraft was destroyed, but both crew members successfully ejected. The accident marked the first operational loss of a B‑2 bomber, and it remains the only one. With an estimated loss of US$1.4 billion, considering only the cost of the aircraft, it was also the most expensive aircraft crash in history.


text: On 23 February 2008, a B‑2 crashed on the runway shortly after takeoff from Andersen Air Force Base in Guam. The crash of the "Spirit of Kansas", "89-0127", which had been operated by the 393rd Bomb Squadron, 509th Bomb Wing, Whiteman Air Force Base, Missouri, and which had logged 5,100 flight hours, was the first ever crash of a B‑2.


text: The two-officer crew (Major Ryan Link and Captain Justin Grieve) attempted to control the bomber but were unable to do so, and as one of its wingtips made contact with the ground, they ejected and survived the crash. The aircraft was destroyed, a total loss estimated at US$1.4 billion. This is equivalent to $ in .


text: According to the "Air Force Times", a private-industry magazine, no munitions were on board. The Air Combat Command accident board report states that "classified material" had been loaded onto the bomber the morning the aircraft was returning to Whiteman Air Force Base "after a four-month deployment in support of Pacific Air Forces' continuous bomber presence."


text: At Guam Naval Hospital, one pilot was evaluated and released, and the second was hospitalized. A B‑2 already in the air was called back to Andersen following the crash, where it and the other B‑2s were grounded until an initial investigation into the crash was complete. Six Boeing B‑52s of the 96th Bomb Squadron, 2nd Bomb Wing at Barksdale Air Force Base, Louisiana, were deployed to replace the B‑2s.


text: The commander of the 509th Bomb Wing, Brig. Gen. Garrett Harencak, followed up on the incident by temporarily suspending flying operations for all 20 remaining B‑2s to review procedures. Harencak termed the suspension a "safety pause" and stated that the B‑2s would resume flying if called upon for immediate operations. The B‑2 fleet returned to flight status on 15 April 2008.


text: The findings of the investigation stated that the B‑2 crashed after "heavy, lashing rains" caused moisture to enter skin-flush air-data sensors. The data from the sensors are used to calculate numerous factors including airspeed and altitude. Because three pressure transducers failed to function—attributable to condensation inside devices, not a maintenance error—the flight-control computers calculated inaccurate aircraft angle of attack and airspeed. Incorrect airspeed data on cockpit displays led to the aircraft rotating at slower than indicated. After the wheels lifted from the runway, which caused the flight control system to switch to different control laws, the erroneously sensed negative angle of attack caused the computers to inject a sudden, , uncommanded 30-degree pitch-up maneuver. The combination of slow lift-off speed and the extreme angle of attack, with attendant drag, resulted in an unrecoverable stall, yaw, and descent. Both crew members successfully ejected from the aircraft soon after the left wing tip started to gouge the ground alongside the runway. The aircraft hit the ground, tumbled, and burned after its fuel ignited.


text: The crash of "Spirit of Kansas" was featured in the 22nd season of the show "Mayday", titled "Stealth Bomber Down".


title: Jesse Ed Davis

text: Jesse Edwin Davis III (September 21, 1944 – June 22, 1988) was a Native American guitarist. He was well regarded as a session artist and solo performer, was a member of Taj Mahal's backing band and played with musicians such as Eric Clapton, John Lennon, and George Harrison. In 2018, Davis was posthumously inducted into the Native American Music Hall of Fame at the 18th Annual Native American Music Awards.


title: Jesse Ed Davis

text: Davis was born in Norman, Oklahoma. He was the son of Jesse Edwin (Bus) Davis II, whose ancestry was a blend of Comanche, Seminole, and Muscogee (Creek), and Vivian Mae (Bea) Saunkeah, a Kiowa. His father was an accomplished painter in the Flatstyle Southern Plains painting; his works were exhibited in the state capitol in Oklahoma City.


title: Jesse Ed Davis

text: Davis began his musical career in the late 1950s in Oklahoma City and surrounding cities with John Ware (later a drummer for Emmylou Harris, and Michael Nesmith during the First National Band era), John Selk (later a bass player for Donovan), late 1950s, Jerry Fisher (later a vocalist with Blood, Sweat & Tears), drummer Bill Maxwell (later with Andrae Crouch).


title: Jesse Ed Davis

text: He graduated from Northeast High School in 1962. Davis graduated with a degree in English literature from the University of Oklahoma; even into his later years, he was remembered to enjoy quoting Socrates and Plato. By the mid-1960s, he had quit school and went touring with Conway Twitty.


title: Jesse Ed Davis

text: Davis eventually moved to California. For eight years, he lived in Marina del Rey with his companion, Patti Daley, and her son, Billy. Through his friendship with Levon Helm, he became friends with Leon Russell, who introduced him to recording session work.


title: Jesse Ed Davis

text: Davis joined Taj Mahal and played guitar and piano on Mahal's first four albums. He played slide, lead and rhythm, country and even jazz during his three-year stint with Mahal. Mahal and his band were invited to England by the Rolling Stones, and they appeared as a musical guest in "The Rolling Stones Rock and Roll Circus".


title: Jesse Ed Davis

text: He played in the "electric" disc of Mahal's double album "Giant Step/De Ole Folks at Home" (1969) and appeared in two songs of his fourth album "Happy Just to Be Like I Am" (1971).


title: Jesse Ed Davis

text: Roger Tillison was born in Oklahoma. In 1970, he played on and produced Roger Tillison's only album for Atco Records, a division of Atlantic. Davis and Tillison − both Oklahoman − were joined at the Record Plant by Bobby Bruce (fiddle), Larry Knechtel (organ and harmonica), Stan Szelest (piano); Billy Rich (bass); Jim Keltner (from Oklahoma, drums) and Sandy Konikoff (percussion); Don Preston and Joey Cooper were vocal accompanists. "Roger Tillison's Album" was recorded live. It was finally released on CD by Wounded Bird Records in 2008, with Davis playing electric guitar, bottleneck (slide) guitar and banjo.


title: Jesse Ed Davis

text: In 1971, Davis recorded his first solo album after Atco Records signed a contract with him to record two albums with the label. The first was the album "¡Jesse Davis!" (1971), which featured backing vocals by Gram Parsons and performances by Leon Russell and Eric Clapton, among others.


title: Jesse Ed Davis

text: Davis was close friends with Gene Clark. In 1971, he played on and produced Clark's second solo album, "White Light", and provided lead guitar on Clark's album "No Other" in 1974. On Jackson Browne's 1972 debut album, Davis played the electric guitar solo on Browne's hit song "Doctor, My Eyes".


title: Jesse Ed Davis

text: After guesting with Russell on Bob Dylan's 1971 single "Watching the River Flow", and collaborating in Albert King’s "Lovejoy", Davis went on to work with George Harrison, performing at the ex-Beatle's 1971 Concert for Bangladesh at Madison Square Garden, along with Ringo Starr, Billy Preston, Russell, Keltner, Clapton and others.


title: Jesse Ed Davis

text: Two more solo albums followed: in 1972 "Ululu", which included the original release of Harrison's "Sue Me, Sue You Blues", and in 1973 "Keep Me Comin", occasionally listed as "Keep On Coming". Around this time, Davis began playing with John Lennon, for whom he played lead guitar on the albums "Walls and Bridges" (1974) and "Rock 'n' Roll" (1975). In addition, Davis was a guest performer on other albums by former Beatles: Harrison's "Extra Texture" (1975) and Starr's "Goodnight Vienna" (1974) and "Ringo's Rotogravure" (1976).


title: Jesse Ed Davis

text: In the late summer and fall of 1975, he performed with the Faces as second guitarist throughout their final US tour. It was on this tour that Davis became addicted to drugs.


title: Jesse Ed Davis

text: After the Faces tour, Davis continued to work as a session player. In addition to the artists listed above, Davis contributed to albums by Eric Clapton, Rod Stewart, Keith Moon, Steve Miller, Guthrie Thomas, Harry Nilsson, Ry Cooder, David Cassidy, Willie Nelson, Neil Diamond, Rick Danko, Van Dyke Parks and others. He played on Leonard Cohen's "Death of a Ladies' Man" (1977), produced by Phil Spector.


title: Jesse Ed Davis

text: In 1977, Davis moved to Hawaii. In 1981, he returned to Los Angeles broke and ravaged by drug and alcohol addiction. In and out of clinics, Davis disappeared from the music industry for a time, spending much of the 1980s dealing with alcohol and drug addiction. In 1985 he formed and played in the Graffiti Band, which coupled his music with the poetry of the Native American activist John Trudell (American Indian Movement). The result of this collaboration was the album, released initially only on cassette, called "AKA Grafitti Man", which Bob Dylan called the best album of the year.


title: Jesse Ed Davis

text: In the spring of 1987, the Graffiti Band performed with Taj Mahal at the Palomino Club in North Hollywood, California. At this show, George Harrison, Bob Dylan and John Fogerty got up from the audience to join Davis and Mahal in an unrehearsed set which included Fogerty's "Proud Mary" and Dylan's "Watching the River Flow", as well as classics such as "Blue Suede Shoes", "Peggy Sue", "Honey Don't", "Matchbox" and "Gone, Gone, Gone".


title: Jesse Ed Davis

text: Davis had a relationship with Patti Daley for about ten years. Then he married twice, first to Tantalayo Saenz and then Kelly Brady.


title: Jesse Ed Davis

text: In his last years, he served as drug and alcohol counselor at the American Indian Free Clinic in Long Beach.


title: Jesse Ed Davis

text: Davis collapsed in the laundry room of an apartment building and was pronounced dead in Venice, California, on June 22, 1988. Police stated his death appeared to be the result of a drug overdose. Davis had a fresh needle mark on one arm and burned matches and tin foil were scattered on the ground nearby. He was 43 years old.


title: Jesse Ed Davis

text: In 2018, Jesse Ed Davis was inducted into the Native American Music Hall of Fame at the 18th Annual Native American Music Awards. A performance tribute was held by his former Graffiti band members, Mark Shark and Quiltman. His cousins Richenda Davis Bates and Constance Davis Carter accepted the induction.


title: Galatians (people)

text: The Galatians (; ; ) were a Celtic people dwelling in Galatia, a region of central Anatolia surrounding present-day Ankara, during the Hellenistic period. They spoke the Galatian language, which was closely related to Gaulish, a contemporary Celtic language spoken in Gaul.


title: Galatians (people)

text: The Galatians were descended from Celts who had invaded Greece in the 3rd century BC. The original settlers of Galatia came through Thrace under the leadership of Leogarios and Leonnorios c. 278 BC. They consisted mainly of three gaulish tribes, the Tectosages, the Trocmii, and the Tolistobogii, but there were also other minor tribes. In 25 BC, Galatia became a province of the Roman Empire, with Ankara ("Ancyra") as its capital.


title: Galatians (people)

text: In the 1st century AD, many Galatians were Christianized by Paul the Apostle's missionary activities. The "Epistle to the Galatians" by Paul the Apostle is addressed to Galatian Christian communities in Macedon and is preserved in the New Testament.


title: Galatians (people)

text: Seeing something of a Hellenized savage in the Galatians, Francis Bacon and other Renaissance writers called them ('Gauls settled among the Greeks') and the country , as had the 3rd century AD Latin historian Justin. The more usual term was of Diodorus Siculus' "Bibliotheca historica" v.32.5, in a passage that is translated "...and were called Gallo-Graeci because of their connection with the Greeks", identifying Galatia in the Greek East as opposed to Gaul in the West. Suda also used the term Hellenogalatai.


title: Galatians (people)

text: Brennus invaded Greece in 281 BC with a huge war band and was turned back before he could plunder the temple of Apollo at Delphi. At the same time, another Gaulish group of men, women, and children were migrating through Thrace. They had split off from Brennus' people in 279 BC, and had migrated into Thrace under their leaders Leonnorius and Lutarius. These invaders appeared in Asia Minor in 278–277 BC; others invaded Macedonia, killed the Ptolemaic ruler Ptolemy Ceraunus but were eventually ousted by Antigonus Gonatas, the grandson of the defeated Diadoch Antigonus the One-Eyed.


title: Galatians (people)

text: During the course of the power struggle between Nicomedes I of Bithynia and his brother Zipoetes, the former hired 20,000 Galatian mercenaries. The Galatians split into two groups headed by Leonnorius and Lutarius, which crossed the Bosporus and the Hellespont respectively. In 277 BC, when the hostilities had ended the Galatians came out of Nikomedes' control and began raiding Greek cities in Asia Minor while Antiochus was solidifying his rule in Syria. The Galatians looted Cyzikus, Ilion, Didyma, Priene, Thyatira and Laodicea on the Lycus, while the citizens of Erythras paid them ransom. Either in 275 or 269 BC Antiochus' army faced the Galatians somewhere on the plain of Sardis in the Battle of Elephants. In the aftermath of the battle the Celts settled in northern Phrygia, a region that eventually came to be known as Galatia.


title: Galatians (people)

text: The Seleucids built a series of forts at Thyatira, Akrasos and Nakrason and placed garrisons at Seleucia Sidera, Apamea, Antioch of Pisidia, Laodicea on the Lycus, Hierapolis, Peltos and Vlandos to limit Galatian raids. However, the Galatians expanded beyond those borders taking control of important cities such as Ancyra (present day Ankara), Pessinus, Tavium, and Gordion. They launched further raids into Bithynia, Heracleia and the Pontus in both 255 and 250 BC. Either in 240 or 230 BC Attalus I of Pergamon inflicted a heavy defeat on the Galatians at the Battle of the Caecus River. In 216 BC, Prusias I of Bithynia intervened to protect the cities of the Hellespont from Galatian raids. In 190s BC, the Galatians raided Lampsacus and Heraclea Pontica. According to Memnon of Heraclea their goal was to gain access to the sea, however this claim is disputed by modern historiography.


title: Galatians (people)

text: The constitution of the Galatian state is described by Strabo: comfortably to custom, each tribe was divided into cantons, each governed by a tetrarch with a judge under him, whose powers were unlimited except in cases of murder, which were tried before a council of 300 drawn from the twelve cantons and meeting at a holy place, twenty miles south-west of Ancyra, written in . It is likely it was a sacred oak grove, since the name means 'sanctuary of the oaks' in Gaulish: (from , 'oak', and , 'sacred ground'). The local population of Cappadocians were left in control of the towns and most of the land, paying tithes to their new overlords, who formed a military aristocracy and kept aloof in fortified farmsteads, surrounded by their bands.


title: Galatians (people)

text: These Galatians were warriors, respected by Greeks and Romans ("illustration, below"). They were often hired as mercenary soldiers, sometimes fighting on both sides in the great battles of the times. For years the chieftains and their war bands ravaged the western half of Asia Minor as allies of one or other of the warring princes without any serious check—until they sided with the renegade Seleucid prince Antiochus Hierax, who reigned in Asia Minor. Hierax tried to defeat Attalus I, the ruler of Pergamon (241–197 BC), but instead the Hellenized cities united under Attalus' banner and his armies inflicted several severe defeats upon Hierax and the Galatians in c. 232, forcing them to settle permanently and to confine themselves to the region to which they had already given their name. The theme of the "Dying Gaul" (a famous statue displayed in Pergamon) remained a favourite in Hellenistic art for a generation.


title: Galatians (people)

text: The king of Attalid Pergamon employed their services in the increasingly devastating wars of Asia Minor; another band deserted from their Egyptian overlord Ptolemy IV after a solar eclipse had broken their spirits.


title: Galatians (people)

text: In 189 BC, Rome sent Gnaeus Manlius Vulso on an expedition against the Galatians, the Galatian War, defeating them. Galatia was henceforth dominated by Rome through regional rulers from 189 BC onward. Galatia declined, at times falling under Pontic ascendancy. They were finally freed by the Mithridatic Wars, during which they supported Rome.


title: Galatians (people)

text: In the settlement of 64 BC, Galatia became a client-state of the Roman empire, the old constitution disappeared, and three chiefs (wrongly styled 'tetrarchs') were appointed, one for each tribe. But this arrangement soon gave way before the ambition of one of these tetrarchs, Deiotarus, the contemporary of Cicero and Julius Caesar, who made himself master of the other two tetrarchies and was finally recognized by the Romans as 'king' of Galatia.


title: Galatians (people)

text: Each tribal territory was divided into four cantons or tetrarchies. Each of the twelve tetrarchs had under him a judge and a general. A council of the nation consisting of the tetrarchs and three hundred senators was periodically held at Drynemeton.


title: Galatians (people)

text: Comparatively little is known about Galatian religion, but it can be assumed that it was similar to that of most Celts. The Greek god Telesphorus has attributes not seen in other Greek gods, and it is speculated to have been imported from Galatia.


title: Demographics of Paris

text: The city of Paris (also called the Commune or Department of Paris) had a population of 2,165,423 people within its administrative city limits as of January 1, 2019. It is surrounded by the Paris "unité urbaine", or urban area, the most populous urban area in the European Union. In 2018 the "unité urbaine" had a population of 10,816,803 in . The Paris Region, or Île-de-France covers , and has its own regional council and president. It has a population of 12,213,447 as of January 2018, or 18.3 percent of the population of France. The metropolitan or functional area ("aire d'attraction") of Paris covers and has 13,064,617 inhabitants (2018).


title: Demographics of Paris

text: The population of the city of Paris reached a historic high of 2.9 million in 1921 but then declined; between 1954 and 1999 it declined at every census, falling to 2,125,246 in 1999. After that it began to climb again, reaching 2,240,621 in 2012, but falling to 2,187,526 in 2017.


title: Demographics of Paris

text: The city's population loss reflected the experience of most other core cities in the developed world that have not expanded their boundaries. The principal factors in the process were a significant decline in household size, and a dramatic migration of residents to the suburbs between 1962 and 1975. Factors in the migration included deindustrialisation, high rent, the gentrification of many inner quarters, the transformation of living space into offices, and greater affluence among working families. The city's population loss was one of the most severe among international municipalities and the largest for any that had achieved more than 2,000,000 residents. Since then, an influx of younger residents and immigrants has contributed to the growth of the city.


title: Demographics of Paris

text: According to Eurostat, the EU statistical agency, in 2012 the Commune of Paris was the most densely populated city in the European Union, with 21,616 people per square kilometre within the city limits (the NUTS-3 statistical area), ahead of Inner London West, which had 10,374 persons per square kilometre. According to the same census, three departments bordering Paris, Hauts-de-Seine, Seine-Saint-Denis and Val-de-Marne, had population densities of over ten thousand persons per square kilometre, ranking among the ten most densely populated areas of the EU.


title: Demographics of Paris

text: Paris is one of the most densely populated cities in the world. Its density, excluding the outlying woodland parks of Boulogne and Vincennes, was in the 1999 official census, which could be compared only with some Asian megapolises and the New York City borough of Manhattan. Even including the two woodland areas, its population density was in 2017, the sixth-most-densely populated commune in France after Levallois-Perret, Vincennes, Le Pré-Saint-Gervais, Saint-Mandé and Montrouge, all of which border the city proper.


title: Demographics of Paris

text: The most sparsely populated quarters are the western and central office and administration-focused "arrondissements". The city's population is densest in the northern and eastern arrondissements; the 11th arrondissement had a density of in 1999, and some of the same arrondissement's eastern quarters had densities close to in the same year.


title: Demographics of Paris

text: The city of Paris covers an area much smaller than the urban area of which it is the core. At present, Paris's real urbanisation, defined by the pôle urbain (urban cluster) statistical area, covers , or an area about 27 times larger than the city itself. The administration of Paris's urban growth is divided between itself and its surrounding departments: Paris's closest ring of three adjoining departments, or petite couronne ("small ring") are fully saturated with urban growth, and the ring of four departments outside of these, the grande couronne departments, are only covered in their inner regions by Paris's urbanisation. These eight departments form the larger administrative Île-de-France région; most of this region is filled, and overextended in places, by the Paris aire urbaine, which, in 2017, was populated by over 12 million people.


title: Demographics of Paris

text: The Paris agglomeration has shown a steady rate of growth since the end of the late 16th century French Wars of Religion, save brief setbacks during the French Revolution and World War II. With an estimated total of 12.2 million inhabitants for 2017, the annual population growth rate of the Île-de-France région lied between 0.3% and 0.9% over the past 50 years.


title: Demographics of Paris

text: By law, French censuses do not ask questions regarding ethnicity or religion, but do gather information concerning one's country of birth. From this it is still possible to determine that Paris and its metropolitan area is one of the most multi-cultural in Europe: According to the 2011 census, 456,105 residents of the municipality of Paris, or 20.3 percent, and 2,117,901 residents of the Paris Region (Île-de-France), or 17.9 percent, were born outside France. At the 1999 census, 4.2% of the population in Paris metropolitan area were recent immigrants (people who had immigrated to France between 1990 and 1999), the majority from Asia and Africa. 37 per cent of all immigrants in France live in the Paris region.


title: Demographics of Paris

text: The first wave of international migration to Paris started as early as 1820 with the arrivals of German peasants fleeing an agricultural crisis in their homeland. Several waves of immigration followed continually until today: Italians and central European Jews during the 19th century; Russians after the revolution of 1917 and Armenians fleeing genocide in the Ottoman Empire; colonial subjects during World War I and later; Poles between the two world wars; Spaniards, Italians, Portuguese, and North Africans from the 1950s to the 1970s; North African Jews after the independence of those countries; Africans and Asians since then.


title: Demographics of Paris

text: The Paris metropolitan region or "aire urbaine" is estimated to be home to some 1.7 million Muslims, making up between 10–15 per cent of the area's population. However, without official data, the margin of error of these estimates is extremely high as it is based on one's country of birth (someone born in a Muslim country or born to a parent from a Muslim country is considered as a "potential Muslim"). According to the North American Jewish Data Bank, an estimated 310,000 Jews also live in Paris and the surrounding Île-de-France region, an area with a population of 11.7 million inhabitants. Paris has historically been a magnet for immigrants, hosting one of the largest concentrations of immigrants in Europe today.


title: Demographics of Paris

text: Anch National Institute for Statistics and Economic Studies, responsible for the production and analysis of official statistics in France, 20 per cent of people living in the city of Paris are immigrants and 41.3 per cent of people under 20 have at least one immigrant parent. Among the young people under 18, 12.1 per cent are of Maghrebi origin, 9.9 per cent of Subsaharan African origin and 4.0 per cent of South European origin. About four million people, or 35 per cent of the population of the Île-de-France, are either immigrants (17 per cent) or have at least one immigrant parent (18 per cent).


title: Demographics of Paris

text: Reading: 436 576 immigrants live in Paris, representing 20% of Parisians and 22.4% of immigrants in Île-de-France.


title: Demographics of Paris

text: 162 635 children under 20 with at least one immigrant parent live in Paris, representing 41.3 per cent of the total of children under 20 in Paris and 15.4 per cent of the total of children under 20 with at least one immigrant parent in Île-de-France.


title: Demographics of Paris

text: As of 2005 many expatriates settle in the western portion of Paris. Western Paris is in close proximity to many international schools and the La Défense area.


title: Demographics of Paris

text: As of 2012 tens of thousands of people of African origins live in Paris. This group includes those born in France who had African parents and naturalized French citizens born in Africa. The majority come from the Maghreb, including Algeria, Morocco, and Tunisia. Other countries with populations in Paris include Burkina Faso, the Congo, Guinea, Mali, and Senegal.


title: Demographics of Paris

text: As of 1998 Île-de-France has half of the Asian population of France. As of 1990 the majority of Asians living in France are ethnic Chinese originating from several countries.


title: Demographics of Paris

text: In 1974 France stopped allowing foreign workers into its borders. The Asian population of France increased despite the closure. In 1975 there were 20,000 Asians in Île-de-France. In 1982 the region had 59,000. This increased to 108,000 in 1990.


title: Demographics of Paris

text: In France the "Asians" are defined as people originating from the East Asian cultural sphere. The term does not include people from the Indian subcontinent. The usage of "Asians" differs from that of Anglo-Saxon countries.


title: Demographics of Paris

text: For the entire Île-de-France region, there were a total of 108,511 persons who held or formerly held Cambodian, Chinese, Laotian, Taiwanese, and Vietnamese citizenships as of 1990. This included 64,361 current citizens of those countries and 44,150 former citizens who became naturalized as French citizens.


title: Demographics of Paris

text: As of 1990, there were a combined total of 31,773 persons who held or formerly held Cambodian, Chinese, Laotian, Taiwanese, and Vietnamese citizenships in the City of Paris. This included 21,655 current citizens of those countries and 10,118 former citizens who became naturalized as French citizens.


title: Demographics of Paris

text: As of 1990 fewer than 10,000 persons of East/Southeast Asian origin resided in six communes of Marne-la-Vallée. 26% of the population of Lognes was Asian, and other percentages were 8% in Noisiel, 5-6% in Noisy-le-Grand, and 5-6% in Torcy. In 1982 there were 6,000 Asians in Marne-la-Vallée, making up 3-4% of the area's population. In 1987 the number increased to 9,000.


title: Demographics of Paris

text: As of circa 1998 there were about 6,000 East/Southeast Asians in and around Aulnay-sous-Bois, and there were 3,000 persons of East and Southeast Asian origin in Aulnay proper. Most of them were of Cambodian origin, including those with and without Cambodian citizenship. The commune also had an above-average number of persons of Laotian origin, including those with and without Laotian citizenship. Ethnicities included Khmer people, Lao people, and Overseas Chinese.


title: Demographics of Paris

text: As of 1990, in the City of Paris there were 7,950 Cambodian citizens and 3,279 former Cambodian citizens who became naturalized as French. The combined total is 11,229.


title: Demographics of Paris

text: That year, in the Île-de-France region there were 26,553 Cambodian citizens and 13,068 former Cambodian citizens naturalized as French. The combined total was 39,421.


title: Demographics of Paris

text: As of 1990 the majority of Asians living in the Paris area are ethnic Chinese originating from several countries. The largest group includes ethnic Chinese from Indochina, and a smaller group originates from Zhejiang.


title: Demographics of Paris

text: As of 1990, in the City of Paris there were 2,185 Laotian citizens and 1,376 former Laotian citizens naturalized as French, making a combined total of 3,561.


title: Demographics of Paris

text: As of that year, in the Île-de-France region there were 10,110 Laotian citizens and 8,177 former Laotian citizens, making a combined total of 18,287.


title: Demographics of Paris

text: In periods before 1975 several Vietnamese arrived in Paris, including intellectuals, those who worked as civil servants in colonial times, and those who came to Paris to study and did not return home. Ethnic Vietnamese arriving after 1975 became a part of an ethnic network established by those that came before them. Many Vietnamese achieved proficiency in the medical, scientific, and computer science fields.


title: Demographics of Paris

text: As of 1990, in the City of Paris there were 3,802 Vietnamese citizens and 4,155 former Vietnamese citizens naturalized as French, making a total of 7,957.


title: Demographics of Paris

text: As of that year, in the Île-de-France region there were 16,387 Vietnamese citizens and 20,261 former Vietnamese citizens naturalized as French, making a total of 36,648.


title: The Simpsons (season 9)

text: The ninth season of the American animated television series "The Simpsons" originally aired on the Fox network between September 1997 and May 1998, beginning on Sunday, September 21, 1997, with "The City of New York vs. Homer Simpson". With Mike Scully as showrunner for the ninth production season, the aired season contained three episodes which were hold-over episodes from season eight, which Bill Oakley and Josh Weinstein ran, while the season was produced by Gracie Films and 20th Century Fox Television. It also contained two episodes which were run by David Mirkin, and another two hold-over episodes which were run by Al Jean and Mike Reiss.


title: The Simpsons (season 9)

text: Season nine won three Emmy Awards: "Trash of the Titans" for Primetime Emmy Award for Outstanding Animated Program (for Programming Less Than One Hour) in 1998, Hank Azaria won "Outstanding Voice-Over Performance" for the voice of Apu Nahasapeemapetilon, and Alf Clausen and Ken Keeler won the "Outstanding Music and Lyrics" award. Clausen was also nominated for "Outstanding Music Direction" and "Outstanding Music Composition for a Series (Dramatic Underscore)" for "Treehouse of Horror VIII". Season nine was also nominated for a "Best Network Television Series" award by the Saturn Awards and "Best Sound Editing" for a Golden Reel Award.


title: The Simpsons (season 9)

text: "The Simpsons" 9th Season DVD was released on December 19, 2006 in Region 1, January 29, 2007 in Region 2 and March 21, 2007 in Region 4. The DVD was released in two different forms: a Lisa-shaped head, to match the Maggie, Homer and Marge shaped heads from the three previous DVD sets, and also a standard rectangular shaped box. Like the previous DVD sets, both versions are available for sale separately.


title: The Simpsons (season 9)

text: This is the last season to feature the character Lionel Hutz, voiced by Phil Hartman. Following Hartman's death on May 28, 1998, Hutz was retired along with Hartman's other recurring character Troy McClure; his final speaking role as Hutz was five months earlier, in the episode "Realty Bites", and has since occasionally appeared as a background character.


title: The Simpsons (season 9)

text: The ninth season is considered by some fans and critics to be the end of the Golden Age of "The Simpsons". Alasdair Wilkins of The "AV Club" said: "From here on out, we're in The Simpsons' decline phase, though there's plenty of room to disagree just how stark the drop-off actually was." On Rotten Tomatoes, the ninth season of "The Simpsons" has a 67% approval rating based on 6 critical reviews.


title: The Simpsons (season 9)

text: The episode "The Principal and the Pauper" received very negative reviews from fans and critics, and is often regarded as one of the most controversial episodes of the entire series. Many fans and critics reacted negatively to the revelation that Principal Skinner, a recurring character since the first season who had undergone much character development, was an impostor. The episode has been criticized by series creator Matt Groening, and by Skinner's voice actor Harry Shearer. In his 2004 book "Planet Simpson", Chris Turner describes the episode as the "broadcast that marked [the] abrupt plunge" from "The Simpsons"<nowiki>'</nowiki> "Golden Age", which he says began in the middle of the show's third season. He calls the episode "[one of] the weakest episodes in "Simpsons" history", and adds, "A blatant, continuity-scrambling plot twist of this sort might've been forgivable if the result had been as funny or sharply satirical as the classics of the Golden Age, but alas it's emphatically not." Turner notes that the episode "still sports a couple of virtuoso gags", but says that such moments are limited.


title: The Simpsons (season 9)

text: In July 2007, in an article in "The Guardian", Ian Jones argues that the "show became stupid" in 1997, pointing to the episode as the bellwether. "Come again? A major character in a long-running series gets unmasked as a fraud? It was cheap, idle storytelling", he remarks. In a February 2006 article in "The Star-Ledger", Alan Sepinwall and Matt Zoller Seitz cite the episode when asserting that the quality of "The Simpsons" "gets much spottier" in season nine. Alan Sepinwall observes in another "Star-Ledger" article, "[The episode] was so implausible that even the characters were disavowing it by the end of the episode." Jon Hein, who coined the term "jumping the shark" to refer to negative changes in television series, writes in "Jump the Shark: TV Edition", "We finally spotted a fin at the start of the ninth season when Principal Skinner's true identity was revealed as Armin Tamzarian." James Greene of "Nerve.com" put the episode fifth on his list "Ten Times The Simpsons Jumped the Shark", calling it a "nonsensical meta-comedy" and arguing that it "seemed to betray the reality of the show itself". On the 25th anniversary of the episode airing, "Fatherly" looked back negatively at the episode, described the plot twist as the moment the show stopped being perfect, saying: "It wasn’t funny, it was just mean, and the ending of the episode inadvertently made you complicit in its viciousness. Ultimately, the citizens of Springfield decide to force things back to normal by tying the real Skinner to a departing train and legally declaring that Tamzarian’s theft of an entire life is fine. And, well, yeah we as the viewers wanted things to go back to normal once the episode was over, but…this was just heartless."


title: The Simpsons (season 9)

text: In terms of households, the show ranked just outside the Top 30, coming in at No. 32 with a 9.3 household rating and a 15 percent audience share. However, in terms of total viewers, the show ranked within the Top 20, coming in at No. 18 for the season, (tying with "Dateline Tuesday") and being watched by an average of 15.3 million viewers per episode.


title: The Simpsons (season 9)

text: The DVD boxset for season nine was released by 20th Century Fox in the United States and Canada on December 19, 2006, eight years after it had completed broadcast on television. As well as every episode from the season, the DVD release features bonus material including deleted scenes, animatics, and commentaries for every episode. As with the two preceding seasons, the set was released in two different packagings: A "Collector's Edition" plastic packaging molded to look like Lisa's head, and a standard rectangular cardboard box featuring Lisa with a backstage pass to a show at a club. The menus continue the same format from the previous four seasons, and the overall theme is various characters waiting in line at a club.


title: Toronto Transit Commission

text: The Toronto Transit Commission (TTC) is the public transport agency that operates bus, subway, streetcar, and paratransit services in Toronto, Ontario, Canada, some of which run into the Peel Region and York Region. It is the oldest and largest of the urban transit service providers in the Greater Toronto Area, with numerous connections to systems serving its surrounding municipalities.


title: Toronto Transit Commission

text: Established as the Toronto Transportation Commission in 1921, the TTC owns and operates four rapid transit lines with 75 stations, over 150 bus routes, and 9 streetcar lines. In , the system had a ridership of , or about per weekday as of .


title: Toronto Transit Commission

text: The TTC is the most heavily used urban mass transit system in Canada and the third largest in North America, after the New York City Transit Authority and Mexico City Metro.


title: Toronto Transit Commission

text: Public transit in Toronto started in 1849 with a privately operated transit service. In later years, the city operated some routes, but in 1921 assumed control over all routes and formed the Toronto Transportation Commission to operate them. During this period, streetcars provided the bulk of the service. In 1954, the TTC adopted its present name, opened the first subway line, and greatly expanded its service area to cover the newly formed municipality of Metropolitan Toronto (which eventually amalgamated into the present City of Toronto). The system has evolved to feature a wide network of surface routes with the subway lines as the backbone. On February 17, 2008, the TTC made many service improvements, reversing more than a decade of service reductions and only minor improvements.


title: Toronto Transit Commission

text: In addition to buses, streetcars, and subways, the TTC also operated the Toronto Island ferry service from 1927 to 1962, when it was transferred to the Metro Parks and Culture department (now Toronto Parks, Forestry and Recreation). The TTC also operated a suburban and regional intercity bus operator, Gray Coach Lines, from 1927 to 1990. Gray Coach used interurban coaches to link Toronto to points throughout southern Ontario. In addition, Gray Coach operated tour buses in association with Gray Line Tours. The main terminal was the Metropolitan Toronto Bus Terminal on Elizabeth Street north of Dundas Street, downtown. In 1954, Gray Coach expanded further when it acquired suburban routes from independent bus operators not merged with the TTC as it expanded to cover Metro Toronto. By the 1980s, Gray Coach faced fierce competition in the interurban service in the GTA. The TTC sold Gray Coach Lines in 1990 to Stagecoach Holdings, which split the operation between Greyhound Canada and the government of Ontario three years later.


title: Toronto Transit Commission

text: The Gloucester subway cars, the first version of TTC subway cars, known as "red rockets" because of their bright red exterior, have been retired. The current T-series trains also have a red interior color scheme. The name lives on as the TTC uses the phrase to advertise the service, such as "Ride the Rocket" in advertising material, "Rocket" in the names of some express buses, and the new "Toronto Rocket" subway cars, which began revenue operation on July 21, 2011. Another common slogan is "The Better Way".


title: Toronto Transit Commission

text: The TTC recovered 69.6% of its operating costs from the fare box in 2017. From its creation in 1921 until 1971, the TTC was self-supporting both for capital and operations (it had to pay property taxes until 1967). Through the Great Depression and World War II, it accumulated reserves that allowed it to expand considerably after the war, both with subways and major steady growth of its bus services into the suburbs. It was not until 1971 that the Metro Toronto government and the province started to provide operational subsidies, required primarily due to rising costs of delivering transit to low-density suburbs in Metro Toronto and large wage increases. Deficits and subsidies soared throughout the 1970s and 1980s, followed by service cuts and a period of ridership decline in the 1990s, partly attributable to recession.


title: Toronto Transit Commission

text: In 1997, the Progressive Conservative government under Premier Mike Harris implemented the "Common Sense Revolution" which, among other things, cut in provincial financing support for the Eglinton West subway line, and cut $718million in municipal transit support, placing the entire burden of financing the system on municipalities and leaving the TTC with a $95.8million/year funding shortfall. The TTC cut back service with a significant curtailment put into effect on February 18, 1996. Since then, the TTC has consistently been in financial difficulties. Service cuts were averted in 2007, though, when Toronto City Council voted to introduce new taxes to help pay for city services, including the TTC. As a result, the TTC became the largest transit operator in Anglo-America not to receive provincial/state subsidies. The TTC has received federal funding for capital projects from as early as 2009. The TTC is also considered one of the costliest transit systems per fare price in North America. For the 2011 operating year, the TTC had a projected operating budget of $1.45billion. Revenue from fares covered approximately 70% of the budget, whereas the remaining 30% originated from the City. From 2009 through 2011, provincial and federal subsidies amounted to 0% of the budget. In contrast to this, the Société de transport de Montréal receives approximately 10% of its operating budget from the Quebec provincial government, and OC Transpo receives 9% of its funding from the province. The fairness of preferentially subsidizing transit in specific Canadian cities has been questioned by citizens.


title: Toronto Transit Commission

text: On August 12, 2020, the Province of Ontario promised $404million for TTC operations to compensate for reduced ridership and revenue loss during the COVID-19 pandemic, with more funding to come later. The TTC projected a shortfall of $700million in 2020.


title: Toronto Transit Commission

text: Buses are a large part of TTC operations today. However, before about 1960, they played a minor role compared to streetcars. Buses began to operate in the city in 1921, and became necessary for areas without streetcar service. After an earlier experiment in the 1920s, trolley buses were used on a number of routes starting in 1947, but all trolley bus routes were converted to bus operation between 1991 and 1993. The TTC always used the term "trolley coach" to refer to its trackless electric vehicles. Hundreds of old buses have been replaced with the low-floor Orion VII, and the TTC has acquired many hybrid electric buses. The TTC's hybrid buses were first put on the road in 2006; these were followed by the newer 500 Orion VII Next Generation Hybrids in 2008. A new order brought the total number of hybrids to over 500, second only to New York City. Older TTC Orion VIIs from 2001 to 2006 feature the standard "breadbox" style, whereas newer buses, from 2007 onwards, feature Orion's new, more stylish body. With a total of 2,031 buses, the TTC is the third-largest transit bus operator in North America, behind the Metropolitan Transportation Authority in New York City (more than 5,600) and the Los Angeles County Metropolitan Transportation Authority (2,911).


title: Toronto Transit Commission

text: The TTC also runs Wheel-Trans, a paratransit service for the physically disabled with special low-floor buses designed to accommodate wheelchairs and to make boarding easier for ambulatory customers with limited mobility.


title: Toronto Transit Commission

text: The TTC ordered 153 articulated buses with all newly ordered buses in service by January 2015. At long, the Nova LFS Artics hold about 112 passengers, compared with 65 on a standard bus.


title: Toronto Transit Commission

text: The Toronto subway system consists of the Line 1 Yonge–University, a U-shaped mostly north–south line that was opened in 1954 and was last extended in 2017; Line 2 Bloor–Danforth, an east–west line that was opened in 1966 and was last extended in 1980; Line 3 Scarborough, a partly elevated light metro line that was opened in 1985 and continues from Line 2 Bloor–Danforth's eastern terminus; and Line 4 Sheppard, which was opened in 2002.


title: Toronto Transit Commission

text: The three subway lines are served by 678 cars grouped in trains of four cars on Line 4 Sheppard subway, and six cars on Line 1 Yonge–University and Line 2 Bloor–Danforth. The three subway lines share non-revenue track connections and use the same technology. The train versions in use consist of the Toronto Rockets on Lines 1 and 4 and the T1s on Line 2. Line 3 Scarborough has a fleet of 28 S-series cars grouped into trains of four cars each and is not compatible with other subway lines, given that the S-series cars use . It shares no track connections or equipment. Due to the increasing difficulty of performing critical maintenance work on the S-series trains, the existing Line 3 Scarborough service is expected to be decommissioned and demolished permanently in 2023. It will be replaced by TTC bus service until the Line 2 Scarborough subway extension to Sheppard and McCowan opens for revenue service in 2030 at the earliest.


title: Toronto Transit Commission

text: All subway lines provide service seven days a week from approximately 5:45 a.m. to 1:30 a.m. (the following day) (last train runs at approximately 1:45 in each direction) except for Sundays, in which the opening is delayed until approximately 8:00 a.m. During the overnight periods, the subway and its stations are closed to perform maintenance at track level and in the stations themselves. Overnight service is provided by buses and streetcars operating above ground. These overnight routes are issued numbers in the 300 series and are referred to as Blue Night routes, indicated by a typical TTC bus stop sign with a blue band added.


title: Toronto Transit Commission

text: Line 5 Eglinton, which uses light rail vehicles, is under construction and is expected to open later in 2023. It will run underground in the central part of the line from west of Keele Street to Laird Drive, with most of the remainder of the route travelling at grade, though Science Centre station will be underground. The full route will span across the city, from in York to Kennedy station in Scarborough.


title: Toronto Transit Commission

text: Line 6 Finch West is an , 18-stop light rail line under construction, extending west in a dedicated right-of-way lane from Finch West station on Line 1 Yonge–University to the Humber College's North Campus in Etobicoke. The line is forecast to provide approximately 14.6million rides a year, or 40,000 a day, by 2031. It is scheduled for completion in 2023, with an estimated cost of $1.2billion.


title: Toronto Transit Commission

text: The Ontario Line, which is a rapid transit line and successor to the Relief Line, is expected to be completed by 2030. The Ontario government estimates the line's cost at $10.9billion for the stretch from Ontario Place to Don Mills Road and Eglinton Avenue East at Science Centre station (part of the under-construction Line 5). It is the largest single expansion in Toronto subway history.


title: Toronto Transit Commission

text: The Line 2 Bloor–Danforth extension is a subway extension which will continue Line 2 east towards McCowan Road and north towards Scarborough City Centre and to a new terminal at the intersection of McCowan Road and Sheppard Avenue. The $5.5-billion extension will replace the aging Line 3 Scarborough and is expected to be complete in 2030 at the earliest.


title: Toronto Transit Commission

text: The Eglinton Crosstown West extension will extend the under construction Line 5 Eglinton west to Renforth station and Pearson International Airport by 2030 or 2031. The line will travel through all six of Toronto's districts that were amalgamated in 1998 and bring the subway to Mississauga.


title: Toronto Transit Commission

text: There are plans, still under development, for an eastward extension of Line 5 to the University of Toronto Scarborough campus. There is also potential for an eastward subway extension of Line 4 Sheppard, to replace the former Sheppard East LRT project, that would connect with the Line 2 Bloor–Danforth extension at McCowan Road and Sheppard Avenue.


title: Toronto Transit Commission

text: Toronto's streetcar system is one of the few in North America still operating along street-running tracks. It has been operating since the mid-19th century. Horsecar service started in 1861, and 600 V DC overhead electric service began in 1892. New TTC routes since the 1940s have generally been operated by other modes of transportation, and the less busy streetcar routes have also been converted. Streetcar routes are now focused on the downtown area, although two run farther from the core: one being on St. Clair Avenue, from Lake Ontario on average, served by the 512 St. Clair streetcar route, and another on Lake Shore Boulevard (the western portion of 501 Queen), which runs through the Etobicoke district nearly to the city limits with Mississauga.


title: Toronto Transit Commission

text: Up until 1995, the TTC operated a fleet of 765 PCC-type streetcars, 540 of which it purchased new. The rest were purchased as other cities sold their PCC streetcar fleets.


title: Toronto Transit Commission

text: From 1987 until September 2019, the TTC operated two-car Articulated Light Rail Vehicle (ALRV) streetcars, a longer version of the Canadian Light Rail Vehicle (CLRV) streetcars.


title: Toronto Transit Commission

text: Following the retirement of the TTC's CLRV streetcars on December 29, 2019, the entire TTC streetcar fleet consists of the low-floor Flexity Outlook vehicles from Bombardier Transportation, the first of which entered service on the 510 Spadina route on August 31, 2014.


title: Toronto Transit Commission

text: Since March 1, 2015, children 12 and under have been able to ride the TTC for free year-round. The TTC's fare payment system consists of cash fares, Presto cards and Presto tickets. Although legacy fare media products, such as concession tickets (for youths ages 13 to 19 and seniors 65 or older), tokens, and physical day passes (including weekend family and group day passes) are no longer available for the general public to purchase from the TTC, they are still accepted as valid fare payments. As of January 1, 2019, TTC monthly passes and the 12-month pass are only available on Presto, following the phase-out of the TTC's own monthly Metropass and the Metropass discount plan (MDP). Since January 3, 2016, the adult cash fare has been $3.25 for a single trip. Since March 1, 2020, the cost of adult single fares using a Presto card has been $3.20. The Fair Pass program allows those eligible for the Ontario Disability Support Program (ODSP) or Ontario Works to receive a discount when using a Presto card.


title: Toronto Transit Commission

text: The Presto card is an electronic unified contactless smart card–based fare payment system, owned and managed by Metrolinx, for use across the TTC transit network, along with several other transit service providers throughout the Greater Toronto and Hamilton Area (GTHA) including the Metrolinx-owned GO Transit, UP Express services and on OC Transpo in Ottawa. The TTC also provides limited-use paper Presto tickets, mainly for occasional riders, which come in 1-ride, 2-ride and day pass varieties. Users tap their Presto card or ticket on a Presto reader as they enter a TTC station or vehicle. Either their fare is automatically paid through stored value, verifies if the Presto user has a valid TTC transit pass on it, or validates the TTC's two-hour Presto transfer. Their card or ticket then acts as proof-of-payment (POP) to present to TTC staff such as fare inspectors, who carry hand-held devices to verify Presto fare payments, upon request. , Presto readers are available at the entrances of all subway stations and on all buses and streetcars.


title: Toronto Transit Commission

text: The Presto card can be used to pay the full "double-fare" required on all cross-boundary TTC bus routes that run between the City of Toronto and the city of Mississauga (operating on behalf of MiWay, west of Pearson Airport) and between the City of Toronto and York Region (operating on behalf of York Region Transit, north of Steeles Avenue).


title: Toronto Transit Commission

text: Unlike the Presto card, Presto tickets can only be used on TTC services (subway and surface vehicles within the City of Toronto). They are not reloadable and cannot be used on any other transit service providers that use Presto.


title: Toronto Transit Commission

text: On December 15, 2008, the TTC launched a new Next Vehicle Arrival System (NVAS) to indicate the time of arrival of the next vehicle along a given route. All TTC streetcars have been upgraded with Global Positioning System (GPS) receivers and now operate with NVIS.


title: Toronto Transit Commission

text: Real-time route information can be accessed from the Next Vehicle Arrival System (NVAS) from the City of Toronto Open Data initiative via SMS by texting the stop number displayed on the bus/streetcar stop pole, or with an app that uses NVAS data.


title: Toronto Transit Commission

text: Additional TTC information is circulated by "What's On" and "Rocket Rider / TTC Customer News" pamphlets on some vehicles. Information can be accessed in person at the TTC head office (Davisville station at 1900 Yonge Street), as well as at a TTC Info Centre, which opened in 2018, at Union station. Twitter users can communicate with TTCHelps for inquiries.


title: Toronto Transit Commission

text: Most subway stations are equipped with OneStop media screens that display the time until the next train, and other information. The next vehicle feature is available on LCD screens in all stations. Since mid-2011, all buses and streetcars have had the tracking feature enabled, accessible free online and by SMS for commuters.


title: Toronto Transit Commission

text: On February 3, 2010, the TTC launched an online trip planner, which allows commuters to plan their routes and transfers on the TTC's website. However, since its launch, the trip planner has remained in beta mode with many bugs remaining to be fixed. In October 2010, the TTC integrated its trip planner with Google Maps. Transit information in Toronto has been available in Apple Maps since the release of iOS 9 in September 2015, when Apple Inc. first launched support for public transit data.


title: Toronto Transit Commission

text: The TTC connects with other transit systems of the Greater Toronto Area. GO Transit, Union Pearson Express, MiWay, York Region Transit (YRT), (including Viva), Brampton Transit (including Züm), and Durham Region Transit (DRT) are connected to the TTC via some of Toronto's subway stations, GO Transit's commuter rail stations, and other hubs like Toronto Pearson International Airport. In addition to Union Station, there are 6 other stations where the TTC subway network and GO Transit commuter rail lines intersect.


title: Toronto Transit Commission

text: Some bus routes of the surrounding local transit agencies run on Toronto streets along with TTC buses, mainly to reach TTC subway stations. Examples of this include YRT buses travelling on Yonge Street en route to Finch Bus Terminal, MiWay buses travelling on various streets in Etobicoke en route to Kipling Bus Terminal and DRT buses travelling on various streets in Scarborough en route to McCowan station. However, by law, other local transit agencies are prohibited from carrying passengers wholly within the City of Toronto. Therefore, YRT, DRT and MiWay buses can only drop off passengers inbound and pick up passengers outbound while within the boundaries of Toronto. As these systems have separate fares from the TTC, these suburban buses that use fare-paid areas of TTC bus terminals at subway stations drop off passengers on-street outside the stations. Boarding is done inside the terminals, and riders pay the additional fare upon entering these buses.


title: Toronto Transit Commission

text: Via Rail and Amtrak connect with the TTC at Union Station, while Ontario Northland, Megabus, TOK Coachlines and US-bound Greyhound intercity coaches connect with the TTC at the Union Station, Scarborough Centre, , and Yorkdale bus terminals.


title: Toronto Transit Commission

text: The communication system used by surface vehicles is called the Communications and Information System. It was piloted in the 1970s, implemented in 1991, and is now deployed on all TTC surface vehicles.


title: Toronto Transit Commission

text: Wi-Fi service is provided at all TTC subway stations through the TCONNECT Wi-Fi network provided by BAI Communications. The service is supported by advertising and is free for users. , the Wi-Fi network was installed at all existing stations and will be available in all future stations.


title: Toronto Transit Commission

text: From early December 2015 to late January 2016, commuters had to sign on to Twitter, through a sponsorship deal with the social media network, in order to use the subway stations' Wi-Fi network. This arrangement was resumed on an optional basis from July 2016 to late November/early December 2016.


title: Toronto Transit Commission

text: On June 17, 2015, the TTC announced that Wind Mobile (later rebranded Freedom Mobile) customers could access cellular connectivity at some TTC subway stations. BAI Communications has built a shared Wi-Fi and cellular infrastructure for the TTC that allows any wireless carrier to sign on and provide underground cellular service to their customers. As of December 2017, BAI's cellular DAS is operational at all 75 TTC stations.


title: Toronto Transit Commission

text: Freedom Mobile users also have Wi-Fi and cellular coverage in the tunnels on Line 1 between Vaughan Metropolitan Centre and Sheppard West stations and between Bloor–Yonge and St. George stations.


title: Toronto Transit Commission

text: The Wheel-Trans door-to-door service has been available since the mid-1970s. Since the 1990s, the TTC has focused on providing accessible services on conventional bus routes, the RT and subway. 53 of the 75 stations on Lines 1, 2, and 3 are wheel-chair accessible are equipped with elevators, and all stations on Line 4 are fully accessible. In December 2011, all bus routes became accessible with the retirement of the commission's last inaccessible buses. On August 31, 2014, the commission launched its new fleet of low-floor Bombardier's Flexity Outlook streetcars. With the decommissioning of the last of the Commission's non-accessible high-floor CLRV vehicles on December 29, 2019, all TTC streetcar routes are now served by low-floor Flexity vehicles.


title: Toronto Transit Commission

text: As per Accessibility for Ontarians with Disabilities Act (AODA) guidelines, all surface vehicles and subway trains have been equipped with the on-board Automatic Next Stop Announcement System since February 2008. It operates over speakers indicating the next stop. A digital orange LED destination sign on streetcars and buses as well as the Toronto Rocket subway trains display the name of the upcoming streets/stations as the vehicle progresses on its route.


title: Toronto Transit Commission

text: All TTC revenue service vehicles are equipped with external speakers that play automated announcements of the route and destination of vehicle travel.


title: Toronto Transit Commission

text: Most TTC surface routes terminate at loops, side streets, or subway stations. The TTC is one of the few mass transit systems in Canada where many surface routes can be accessed inside a paid-fare zone common to other routes or subway lines. This feature allows boarding via the back doors at terminals, reduces the usage of paper transfers, and the need of operators to check for proof-of-payment. However, if people are caught entering fare-paid terminals illegally from the street, they could be fined $500 for fare evasion. With the exception of , , , and , all subway stations' off-street terminals are within the fare-paid area.


title: Toronto Transit Commission

text: The shelters in the system are installed and maintained under contracts with Astral Media (later became a part of by Bell Media) (with CBS Outdoor since 2006 and previously Viacom Media) and Toronto Transportation Services. Approximately 4,100 shelters are managed by Toronto Transportation. Some shelters are solar powered and include next vehicle arrival displays.


title: Toronto Transit Commission

text: There are ten sets (men and women) of public washrooms located on the TTC system, all at subway stations that are major transfer points, at the ends of subway lines, or former ends of subway lines. All (with the exception of and Vaughan Metropolitan Centre stations, which only connect with regional buses) are located within the fare paid area and thus available only to TTC passengers.


title: Toronto Transit Commission

text: TTC buses and streetcars are operated out of a number of garages and carhouses located around the city and are serviced at several other facilities. The surface routes are divided into several divisions. Individual divisions have a manager, an on-duty mobile supervisor, a CIS communications centre, and a garage facility tasked with managing the division's vehicle fleet and routes.


title: Toronto Transit Commission

text: TTC Head Office is in the William McBrien Building, located at 1900 Yonge Street at Davisville Avenue, which opened in 1957. The Davisville station bus bay occupies part of the building's ground floor. The previous TTC Headquarters was at Yonge and Front Streets in the Toronto Board of Trade Building, which was later demolished.


title: Toronto Transit Commission

text: There are plans to relocate the head office to a yet-to-be-built site at 4050 Yonge Street near York Mills Road. The site is a commuter parking lot with a TTC entrance to York Mills station. Build Toronto is charged with helping the commission relocate, but it is facing political opposition from many mayoral candidates.


title: Toronto Transit Commission

text: The Toronto Parking Authority on behalf of the TTC operates 30 commuter parking lots, all at subway stations, with a total of 13,981 parking spaces. Effective April 1, 2009, it eliminated free parking for Metropass holders. All passengers using parking facilities during peak hours must now pay for the service. The rates vary by location from $2.00 to $7.00 between 5:00 a.m. and 3:00 p.m. on weekdays, with lots offering discounted or free parking at other times. All TTC-owned lots are open (uncovered) parking lots; however, certain lots are located in covered garages, such as the Yorkdale lot, which is located in the namesake shopping centre's underground parking garage.


title: Toronto Transit Commission

text: In June 2011, the TTC announced a new suicide prevention program called "Crisis Link" aimed at people who are in a station and in immediate danger of performing self-harm. Special speed dial buttons have been installed on payphones in station Designated Waiting Areas that "link" the caller to a 24-hour crisis counselling service provided by Distress Centres of Toronto. Signage has also been placed in high-risk areas of the station platform directing those at risk to use the service. The program includes 141 speed dial buttons on the system's payphones and 200 posters placed on station platforms.


title: Toronto Transit Commission

text: In September 2017, the TTC created an iOS/iPadOS and Android app called ThisIsWhere that allows users to report harassment and other personal safety incidents to the TTC. The name was later changed to "SafeTTC" and launched on September 6, 2017.


title: Toronto Transit Commission

text: From 1997 to 2011, the TTC employed Special Constables that were responsible for safety and security and had similar policing powers to Toronto Police Service officers. During the phase out of the Special Constables, the Toronto Police reinstated its Transit Patrol Unit, which had been cancelled in the mid-1990s. The Special Constables were replaced by bylaw enforcement officers known as Transit Enforcement Officers, as part of the TTC's Transit Enforcement Unit.


title: Toronto Transit Commission

text: The negotiation between TTC and the Toronto Police Services Board took place in 2013 resulting in restored Special Constable Status and Peace Officer Authority.


title: Toronto Transit Commission

text: There is a difference between special constables and fare inspectors. Fare inspectors have no authority to detain a person, and so it is possible to simply walk away with no repercussions. In contrast, special constables have the same authority as police officers.


title: Toronto Transit Commission

text: The TTC's By-law No. 1 is a by-law governing the actions of passengers and employees while on Commission property. It can be enforced by a "proper authority" which is defined in the by-law as: "an employee or agent of the TTC wearing a TTC uniform; an employee or agent of the TTC carrying an identification card issued by the TTC; or a municipal police officer." The by-law covers rules regarding fare payment and conduct while in the system. Effective October 12, 2009, a revised version of the by-law has been issued. Revisions include the restriction of placing feet or "any object that may soil" on seats, the prohibition against using offensive language (including via the user-generated displays at Pioneer Village station, which are part of the public art installation "LightSpell", although the displays have not yet been activated), and the provision that one must give up their seat to a person with a disability or pregnancy in priority seating areas.


title: Toronto Transit Commission

text: The TTC uses three primary voice and data communication systems. The first is the system used by Operations, Security and Maintenance. This system operates on five UHF conventional frequencies. Channels 1, 3, 4 and 5 are used for day-to-day operations, while Channel 2 is reserved for the Wheel-Trans service.


title: Toronto Transit Commission

text: The second system, the Communications and Information System (CIS), is used by buses and streetcars, and employs transmission facilities throughout the city. Conceived in the late 1970s and fully implemented in 1991, it consists of a computer unit on board each bus and streetcar, called the Transit Radio Unified Microprocessor (TRUMP). This is attached to a transponder receiver, which allows CIS operators to track the location of the vehicle using a computational system known as dead reckoning. The TRUMP unit also allows vehicle and CIS operators to send and receive text messages for such things as short turns and route adjustments. There is also the option of voice-based communication between the vehicle and CIS operators. With the introduction of NextBus technology to provide real-time arrival information, the CIS has been updated to use a combination of GPS data and the previous dead reckoning (signpost-based) system. In the event that internally managed TTC communications are unavailable, the TRUMP unit operates on Bell Mobility's CDMA network to communicate with divisional operations and transit control.


title: Toronto Transit Commission

text: In 2012, the TTC began research into transitioning from the outdated and antiquated CIS to a newer computer-aided dispatch (CAD) system. Utilizing this technology would help improve headways, provide more reliable communications and allow divisional supervisors to locate vehicles in real time (the current GPS system only sends location updates every 20 seconds). Implementation of the system, later named the Vehicle Information System & Integrated Operations Network (VISION), began in 2016, with the contract for associated equipment awarded to Clever Devices ULC. After extensive testing, deployment of VISION on vehicles in revenue service began in the summer of 2018, with plans to fully equip the entire bus and streetcar fleet by 2019.


title: Toronto Transit Commission

text: The third system, known as the "wayside system", consists of UHF MPT-1327 Trunking radio sets used by the three heavy-rail subway lines. They replaced older devices which communicated by the third rail, and are divided into separate systems representing their respective subway lines. This trunking system allows Transit Control to communicate directly with a single train, a zone encompassing several trains, or the entire line. (Line 3 Scarborough uses a single channel UHF system, much the same as the system used by operations staff.)


title: Toronto Transit Commission

text: All of these systems can be monitored by a scanner capable of the UHF Low band (406–430 MHz). Numeric codes—often referring to people or positions (299 Bloor – Subway Line mechanic at Bloor)—are also announced through the radio and the overhead paging system. The TTC also has several "Plans" ("Plan A" through "Plan G") that are used in emergencies but are not announced on the PA system and only referred to on the radio.


title: Toronto Transit Commission

text: The TTC, in partnership with Pattison OneStop (formerly OneStop Media Group), have installed large LCD television screens in most subway stations throughout the system except on Line 3 Scarborough and at the Toronto–York Spadina Subway Extension ( to ) stations. The new media system replaced the old "Subway Online" system, which were decommissioned.


title: Toronto Transit Commission

text: The signs feature advertising, news headlines and weather information. From its inception in 2005 until December 31, 2017, the news feed and advertising for television programs were supplied under a contract with Bell Media's 24-hour local cable television news service, CP24. Since January 1, 2018, the service has been provided by Global Television Network's Toronto television station CIII-DT 41, which is owned by Corus Entertainment. The signs also provide TTC-specific information regarding service changes and delays, information pertaining to using the system, and Toronto Police Service alerts about suspects. The system can also be used when an Amber alert is issued, which also may include announcements via the PA system.


title: Toronto Transit Commission

text: In September 2008, Dundas station was the first to feature a "Next Train" announcement integrated into the signage. The system has been expanded to many other stations since its initial rollout. Since mid-July 2009, the majority of stations have been equipped with this service and since January 2018 – coinciding with a content provider switch from CP24 to Global News – the next train arrival time notices were also updated to provide the line number and the destination of the next train. The TYSSE stations have screens that display the arrival times for the next two or three trains. Unlike the older screens, these screens neither display news nor weather headlines provided by Global News.


title: Toronto Transit Commission

text: As an agency of the City of Toronto, the City has full authority over the TTC's mandate and structure. The TTC is responsible to Toronto City Council through its board, composed of members of council and citizens, led by the chair.


title: Toronto Transit Commission

text: The "Municipality of Metropolitan Toronto Act" established the modern day "Toronto Transit Commission" from the "Toronto Transportation Commission" in 1954. When the "City of Toronto Act" was last updated in 2006, the TTC was continued under the updated act. Toronto Municipal Code, chapter 279 stipulates additional fiscal and policy requirements for the TTC, as well as sets out the requirements for the TTC board. The TTC itself regulates the use of its system via TTC By-law No. 1, the most current revision being the 2009 revision.


title: Toronto Transit Commission

text: The TTC Board (or Commission) consists of ten members: six Toronto City Council members and four citizens. The citizen members are nominated through an independent public process by the Civic Appointments committee. The mayor of Toronto appoints the chair of the TTC, currently Jon Burnside. The chair must be a member of Toronto City Council. The board elects a vice-chair from among its members.


title: Toronto Transit Commission

text: The TTC has more than 12,000 employees. Most are operators, but the Commission also employs supervisors, custodians and a wide range of skilled trades people who work on vehicles and critical subway and surface infrastructure.


title: Toronto Transit Commission

text: The day-to-day operations of the TTC are managed by the chief executive officer (formerly the chief general manager or CGM), currently Rick Leary, who succeeded Andy Byford in January 2018.


title: Toronto Transit Commission

text: Unionized workers of the TTC workers have performed strike actions numerous times since 1952. At the request of Mayor Rob Ford and Toronto City Council, on March 30, 2011, the Province of Ontario passed legislation classifying the TTC an essential service, which removed the employees' right to strike.


title: Toronto Transit Commission

text: In 2018, as a result of their involvement in a health insurance scam involving Healthy Fit, an orthotics shop, 223 employees were dismissed or forced to retire early, while ten faced criminal charges.


title: SIAI-Marchetti SF.260

text: The SIAI-Marchetti SF.260 (now Leonardo SF-260) is an Italian light aircraft which has been commonly marketed as a military trainer and aerobatics aircraft.


title: SIAI-Marchetti SF.260

text: The SF.260 was designed by Italian aircraft designer Stelio Frati, while production work originally performed by Milan-based aviation manufacturer Aviamilano. On 15 July 1964, the first prototype performed its maiden flight (then designated F.260). Shortly thereafter, responsibility for production was transferred to SIAI Marchetti, who had purchased the rights to the design; manufacturing continued to be performed by this firm until the company was bought by Aermacchi in 1997.


title: SIAI-Marchetti SF.260

text: The SF.260 has been largely sold to military customers as a trainer and light combat aircraft. In addition, there have been limited civil sales to private operators; during the late 1960s, the type was marketed in the United States under the name "Waco Meteor". Armed military versions, sold as the SF.260W Warrior, proved to be popular with smaller air forces, which could arm the type for use in the close air support role. Both piston-powered and turboprop-powered models have been developed.


title: SIAI-Marchetti SF.260

text: During the early 1960s, Italian aircraft designer Stelio Frati commenced work upon a new three-seat aerobatic design, which was primarily intended to serve as a sport aircraft. Unlike many of its peers of the era, it was developed to possess aerobatic capabilities akin to contemporary combat aircraft, as well as being equipped for instrument flight rules (IFR) flight. This design drew heavily upon his previous projects, including the jet-powered Caproni Trento F-5 prototype trainer and the Sequoia Falco twin-seat aerobatic aircraft, sharing the same wing and a similar structure to the Falco. The envisioned aircraft, initially designated as the "F.250" due to the horsepower of its engine, was Frati's first all-metal aircraft.


title: SIAI-Marchetti SF.260

text: On 15 July 1964, the type performed its maiden flight. In the aftermath of the maiden flight, prime responsibility for the type's manufacture was acquired from Aviamilano by SIAI Marchetti, which had purchased the rights to the design outright. Shortly after entering production, the SF.260 found itself in high demand by military customers, who often adopted it interchangeably as a military trainer or as a lightweight ground-attack aircraft. Between 1964 and 1984, the majority of customers for the type were military, while a small number of private pilots had been able to obtain a few, although supply in this respect was constrained.


title: SIAI-Marchetti SF.260

text: During the late 1960s, the aircraft was marketed in the United States market as the "Waco Meteor", although it had no connections of any form with the Waco Aircraft Company; the venture was relatively unsuccessful. During the late 1970s and 1980s, American airline pilot Frank Strickler became a major reseller of the type, being credited with re-launching civil sales of the SF.260 in the region, acquiring them from SIAI Marchetti in small batches and individually selling them on to US-based customers.


title: SIAI-Marchetti SF.260

text: During the late 1970s, an improved model of the SF.260A, designated as the "SF.260C", had replaced it in production. This model featured various improvements, including redesigned tabs on the ailerons, a strengthened wing, a re-profiled aerofoil for improved low-speed handling, and an elongated tail/rudder. The SF.260C was designed for compliance with the requirements of military specifications. The only structural difference between the SF.260C and its armed brethren, the "SF.260W Warrior" and "SF.260SW Sea Warrior", is the presence of underwing hardpoints for attaching equipment and armaments.


title: SIAI-Marchetti SF.260

text: During 1980, SIAI Marchetti performed the first flight of a turboprop-powered SF.260TP, powered by an Allison Model 250 engine flat-rated at 350 shp. This variant was marketed towards the military trainer market, which soon adopted the type. In August 1986, Gates Learjet was approached by SIAI Marchetti to modify the SF.260TP for it to be compliant with the requirements of Federal Aviation Administration's (FAA) FAR Part 23, thus allowing it to be certified for civil use. Modifications were made in order to achieve lower stall speed and greater payload capacity, these performance improvements were principally achieved through aerodynamic alterations, such as the adoption of 'shark's teeth' along the wing's leading edge.


title: SIAI-Marchetti SF.260

text: During 2005, a batch of thirty SF.260EA were delivered to the Italian Air Force for a total price of €33 million ($40 million). This model, which had been specially developed to meet an Italian Air Force requirement for an advanced piston-engine aircraft, is used for screening and principal training activities.


title: SIAI-Marchetti SF.260

text: The SIAI-Marchetti SF.260 is a low-mounted cantilever wing monoplane, complete with a retractable tricycle undercarriage. It has been often praised for its sleek lines and sporty aesthetic appearance, while maintaining function as well, possessing jet-like handling as a result. The construction is typically known for having a high level of workmanship, while exterior is extensively flush-riveted to reduce aerodynamic drag, except for a few locations such as the flaps and some fairings. The SF.260 has a compact, dense structure which possesses ballistics similar to a jet aircraft, and is approved to perform aerobatic manoeuvres. In comparison to most single-engine aircraft, it possesses superior power loading and above average wing loading.


title: SIAI-Marchetti SF.260

text: The original model of the SF.260 was powered by a single Lycoming O-540 engine, capable of providing 260 hp. The standard engine made use of a carburetor, while a fuel injected engine was available as an optional extra. The SF.260 has been described as having the power to be immune to the gyration-like effects of turbulence and possessing a high rate of climb. During the 1980s, aerospace publication "Flying" stated the SF.260 to be: "the fastest normally aspirated piston single in production". The SF.260 holds the airspeed records for aircraft in its class over the and closed circuits. Later-built models often made use of turboprop engines; the initial model to be equipped as such, designated as the "SF.260TP", was powered by a single Allison Model 250 engine, flat-rated at 350 shp.


title: SIAI-Marchetti SF.260

text: The pilot and up to two passengers (or pilot and one student in trainer versions) are accommodated under a broad, extensively glazed canopy. The pilot, who accesses the aircraft via purpose-built walkways along the wing, would be typically seated on the right-hand side of the cockpit; military pilots are trained to control the aircraft using their right hand on the stick and their left on the throttle.


title: SIAI-Marchetti SF.260

text: While being a fully aerobatic aircraft, it possesses favourable handling qualities, including relatively tame stall characteristics. Controllability during stalls is augmented by vanes located on the wing tip tanks which accelerate airflow over the tips and ailerons. The SF.260 is a relatively fast aircraft, complete with responsive controls; as a product of the latter, pilots need to maintain awareness of speed dips, although ample aerodynamic warning is typically present. Piston-engined and turboprop-engined SF.260 models generally share similar handling and flight performance. Speed limitations on the landing gear has been highlighted as a negative attribute. In order to safely perform aerobatics, the rear seat has to be unoccupied and the tip tanks must be empty of fuel prior to commencing any such manoeuvers, reducing the SF.260's flight endurance to roughly one and a half hours.


title: SIAI-Marchetti SF.260

text: This small air force operated six Warriors with marks BF-8421 (c/n 049), BF-8424 (c/n 254), BF-8431 (c/n 116), BF-8451 (c/n 206), BF-8477 (c/n 134) and BF-8479 (c/n 136); these Warriors were sold from the Philippines via Belgium in 1986, and were complemented by other four new Warriors coming directly from Italy, and employed during the Agacher Strip War with Mali in 1986. These aircraft were in service with "Escadrille de Chasse" ("Fighter Squadron") in the "Force Aérienne du Burkina Faso" (FABF), the Burkina Faso Air Force.


title: SIAI-Marchetti SF.260

text: Chad informed the United Nations that, during the conflict with Libya, it had destroyed eight Libyan Air Force SF.260WLs and captured nine others, besides destroying and capturing other equipment. As many as six former Libyan SF.260WLs may have been pressed into service with Chad's Air Force.


title: SIAI-Marchetti SF.260

text: By 1988, four SF.260Ws were identified as being in service, two of them were overhauled one year later in France.


title: SIAI-Marchetti SF.260

text: In November 2006, Libya supplied Chad with four SF.260W aircraft, including crew, due to tensions between Chad and Sudan over the Darfur area. One newly supplied SF.260W was shot down on 28 November – its first mission in Chad – by rebel forces, killing the crew.


title: SIAI-Marchetti SF.260

text: Libya was a major customer of the SIAI Marchetti SF.260 with an order of 240 SF.260WLs. The first 60 aircraft were manufactured in Italy, while the others were delivered as knock-down kits, and assembled in a new plant in Sebha, under the supervision of Italian technicians.


title: SIAI-Marchetti SF.260

text: The SF.260WL was intended for pilot training, but was also used for ground support during the war in Chad. Dozens of Italian pilots served as instructors for Libyan cadets from 1977 onwards. Their number decreased in 1982, as they were supplemented by a group of 15 Libyan instructors, who had been trained at SIAI Marchetti's facilities in Italy. Libyan SF.260s played an important role during the country's involvement in Chad. They were used as light ground attack aircraft, using machine gun pods, rockets and bombs. Their first known actions took place in February 1978, when they participated in air strikes on the Chadian army garrison of Faya-Largeau together with Mil Mi-25 helicopters. As a result of the sustained bombardment, the majority of the 5,000 troops deployed there fled, and around 1,500 of them were taken prisoners on February 18.


title: SIAI-Marchetti SF.260

text: Gaddafi finally succeeded in installing a generally pro-Libyan government in N'Djamena in 1979 (the Transitional Government of National Unity or GUNT). However, the new Chadian defence minister, Hissène Habré, was fiercely anti-Libyan, and immediately started distancing himself from the rest of the government. This culminated in Habré's forces taking N'Djamena on 1 April 1980. Pro-Libyan factions fled to Libya, where they were reorganized and re-armed. These forces came back to Chad in October of the same year, together with the Islamic Legion. Once again, SF.260s were involved in heavy airstrikes on Faya-Largeau, together with Mi-25 helicopters, Mirage 5s and Tupolev Tu-22s. The quasi-continuous bombardment, which lasted for almost a week, had a big impact on the morale of the defenders. Hence, the pro-Libyan GUNT forces easily took control of Faya-Largeau in early November 1980.


title: SIAI-Marchetti SF.260

text: After continuing the advance towards the south, by late November, pro-Libyan units had reached Dougia, only 60 kilometres north of N'Djamena. Libyan SF.260s were forward-deployed there, together with Mi-25s. On 8 December, these aircraft, joined on 12 December by Tu-22 bombers, D-30 howitzers, and M-46 field guns, started attacking N'Djamena. The week-long bombing caused a huge amount of destruction in the Chadian capital, and a number of civilian casualties that remains unknown today. After Habré fled to Cameroon, resistance collapsed and his surviving fighters escaped to Sudan.


title: SIAI-Marchetti SF.260

text: In August 1981, Gaddafi ordered the Libyan Arab Air Force to attack Habré's bases inside Sudan. On 16 September, a SF.260 was shot down by ground fire near Junaina in the Darfur region of Sudan; both crew members were killed.


title: SIAI-Marchetti SF.260

text: In May 1982, Habré's forces came back to Chad from their Sudanese bases, and in June 1982 they expelled the GUNT from the capital N'Djamena. Once again, its chief Goukouni Oueddei had to flee to Libya with his remaining forces. After another Libyan/GUNT offensive in 1983, France launched Operation Manta, resulting in a general stalemate that lasted until 1986; pro-Libyan GUNT forces retained control of the northern parts of the country. In February of that year, a new attack was launched towards the south, supported by SF.260s and helicopters. However, this offensive collapsed after only four days.


title: SIAI-Marchetti SF.260

text: Libyan SF.260s were used in the last phase of the conflict in Chad, the Toyota War, which started in December 1986. In February 1987, SF.260s were involved in attacks against FANT columns active in the area north of Faya-Largeau, using unguided rockets. Chadian MANPADS teams armed with FIM-43 Redeyes and 9K32 Strela-2s claimed to have shot down one LAAF SF.260 on 14 March near Fada. Five days later, when Chadian forces ambushed a Libyan armoured column, another SF.260 was shot down, either by Chadian-operated Redeyes or by FIM-92 Stingers operated by a French special forces team from the 11e régiment parachutiste de choc. Moreover, twelve SF.260s were lost when Chadian forces overran the airfield at Ouadi Doum on 21 March, including five captured intact. In an attempt to destroy as much of the captured equipment as possible, the Libyans heavily bombed the airfield from the air until late April. SF.260s were involved in these attacks. On 29 March, an SF.260 was claimed shot down by Chadian MANPADS north of Zouar. Lastly, in 1988, as Chad and Libya were negotiating a settlement for the conflict, pro-Libyan insurgents were infiltrated into Sudan, from where they started attacking garrisons inside Chad. They were often supported by SF.260s, and one of these was shot down on 28 November, and its crew captured.


title: SIAI-Marchetti SF.260

text: The Libyan government supported friendly countries with arms, and several SF.260Ws were handed over to air forces such as those of Burkina Faso, Burundi, Nicaragua, Uganda and possibly others. In 1987 Chad reported to the United Nations the destruction of eight SF.260s and the capture of nine others during its border war with Libya; some of these secondhand Libyan aircraft may even have found their way onto the US market.


title: SIAI-Marchetti SF.260

text: Alenia Aermacchi refurbished twelve SF.260 primary trainers for the Libyan Air Force; the work was performed jointly by Alenia Aermacchi and Tripoli-based Libyan-Italian Advanced Technology. The work included overhaul of the airframes and systems, including propellers and engines. Work began in late 2007 and ran through 2008.


title: SIAI-Marchetti SF.260

text: During the civil war, on May 7, 2011, this aircraft (along with a formation of pro-Gaddaffi planes) was probably involved in a successful air raid over the rebel-held fuel depots at Misrata, setting them on fire. NATO failed to intercept the flight, despite the introduction of a no-fly zone over Libya in March. At the beginning of the uprising, one aircraft was crushed under a tank during a rebel attack on Misrata air base.


title: SIAI-Marchetti SF.260

text: As of 2013, at least six airframes are still in service with the new Libyan Air Force and are involved in patrols and possibly airstrikes against smugglers in the porous and remote borders.


title: SIAI-Marchetti SF.260

text: At least seven SF.260WLs were received by the Fuerza Aérea Sandinista as support from Libya in 1984-1985. They may have been used in the COIN role against the Contras and in the pilot training role. No further details are known. Three SF.260s surfaced in the USA on the secondhand market, a fourth is slowly being rebuilt in Guatemala. No longer in service.


title: SIAI-Marchetti SF.260

text: In the early 1970s, an order was placed for 48 SF.260s (32 SF.260M; 16 SF.260W). The first six were delivered in May 1973, replacing the Beech T-34A Mentor with 100th Training Wing at Fernando Air Base.


title: SIAI-Marchetti SF.260

text: The 15th Strike Wing on airbase Sangley Point received the SF.260W Warrior as an addition to the North American T-28 Trojans. They were possibly used in combat against rebel forces in the south of the Philippines. But little is known about its service life. In the early 1980s, the surviving Warriors were disarmed and transferred to the training role with 100th Training Wing.


title: SIAI-Marchetti SF.260

text: The Philippines Air Force signed with Agusta a contract for the delivery of 18 SF.260TP turboprops on 31 December 1991, replacing the SF.260M/W in the training role. The first SF.260TP was noted in country on 1 July 1993.


title: SIAI-Marchetti SF.260

text: Under "Project Layang" the Philippines Air Force plans to upgrade 18 SF.260M/W aircraft to the SF.260TP standard, by replacing the Lycoming piston engine with the Allison 250-B17D turboprop engine and newer avionics. The first upgraded SF.260 was delivered in 1996, no further details are available.


title: SIAI-Marchetti SF.260

text: The Philippines has finalized a deal with Alenia Aermacchi for 18 new-build SF.260F primary/basic trainers. All 18 were delivered by Aermacchi Italy which was locally assembled by Aerotech Industries Philippines by April 2011.


title: SIAI-Marchetti SF.260

text: Despite an arms embargo, two batches of SF.260 aircraft were delivered in 1977. Because of the embargo several buying teams were travelling the world looking for suitable equipment. Through various routes, 17 SF.260C and 14 SF.260W aircraft arrived. The former to be used in the training role, while the warriors were being used for light attack duties and escort of convoys.


title: SIAI-Marchetti SF.260

text: In 1984–85 reportedly eight SF.260Ws were converted to SF.260TP standard by replacing the piston engine with a turboprop engine.


title: SIAI-Marchetti SF.260

text: Six SF.260TPs were delivered to the Sri Lanka Air Force (SLAF) in 1985, to be used in the pilot training role, although they were later brought into the government's effort to subdue the Tamil Tigers. Two former factory demonstration aircraft were delivered in 1986 to replace lost aircraft, added by three new built aircraft in 1988. All SF.260 aircraft are based with No. 1 Flying Training Wing on the airbase SLAF Anuradhapura. The SF.260TP fleet was expanded in 1990–91 with the delivery of twelve former Myanmar SF.260Ws.


title: SIAI-Marchetti SF.260

text: The SF.260W fleet was withdrawn from use in 2001, being replaced by Chinese Nanchang PT-6 aircraft. The SF.260TP fleet was also retired a few years later.


title: SIAI-Marchetti SF.260

text: In 1990, the Turkish Air Force placed an order for 40 planes. The first six were produced in Italy and the remaining 34 were produced by Turkish Aerospace Industries in Turkey, under licence. All of the planes are used in training and are deployed at the 123rd Basic Training Squadron stationed at İzmir.


title: SIAI-Marchetti SF.260

text: It was announced at the 1997 Paris Salon that the Air Force of Zimbabwe had ordered six F.260F aircraft, thus becoming the first operator of this new model. All six should have been delivered in 1998.


title: SIAI-Marchetti SF.260

text: Out of about 860 SF-260s produced, around 180 have been sold to civil users. Most of these are in private hands, although at least four airlines, Alitalia, Sabena, Royal Air Maroc and British Midland Airways purchased the aircraft as a trainer for airliner pilots. Air Combat USA operates 9 SF-260s.


title: RUM-139 VL-ASROC

text: The RUM-139 VL-ASROC is an anti-submarine missile in the ASROC family, currently built by Lockheed Martin for the U.S. Navy.


title: RUM-139 VL-ASROC

text: Design and development of the missile began in 1983 when Goodyear Aerospace was contracted by the U.S. Navy to develop a ship-launched anti-submarine missile compatible with the new Mark 41 Vertical Launching System. The development of the VLS ASROC underwent many delays, and it was not deployed on any ships until 1993. During this development, Goodyear Aerospace was bought by Loral Corporation in 1986, and this defense division was in turn purchased by Lockheed Martin in 1995.


title: RUM-139 VL-ASROC

text: The first VLS ASROC missile was an RUR-5 ASROC with an upgraded solid-fuel booster section and a digital guidance system. It carries a lightweight Mark 46 homing torpedo that is dropped from the rocket at a precalculated point on its trajectory, and then parachuted into the sea.


title: RUM-139 VL-ASROC

text: Beginning in 1996, the missile was replaced by the newer RUM-139A and subsequently the RUM-139B. The torpedo remained the Mark 46, though at one time an improved torpedo called the Mark 50 was proposed and then cancelled. In October 2004 the RUM-139C began production with the Mark 54 torpedo.


title: RUM-139 VL-ASROC

text: The vertical launch missile first became operational in 1993, with more than 450 having been produced by 2007. It is in length, with a firing range of about 11.8 nm or .


title: Timothy V. Murphy

text: Timothy Vincent Murphy (born 5 April 1960) is an Irish actor based in Los Angeles. His notable 2015 roles have been on "The Bastard Executioner", "Grace and Frankie", and "True Detective". He played Galen O'Shea for three seasons on the Kurt Sutter FX series, "Sons of Anarchy." For his portrayal, Murphy won the 2013 BuzzFocus Readers Choice Award for "Best Villain". He appeared for two seasons on "" as Russian super-villain Sidorov, and a season on the CBS series, "Criminal Minds" as Emily Prentiss' nemesis/love interest, Ian Doyle. He has guest starred on such series as "Hawaii Five-0", "Revenge", "Burn Notice", "Shameless", "Quantico", "24", "Nip/Tuck", "Alias", "Six Feet Under", and "Code Black".