The River Severn (, ), at  long, is the longest river in Great Britain. It is also the river with the most voluminous flow of water by far in all of England and Wales, with an average flow rate of  at Apperley, Gloucestershire.  It rises in the Cambrian Mountains in mid Wales, at an altitude of , on the Plynlimon massif, which lies close to the Ceredigion/Powys border near Llanidloes. The river then flows through Shropshire, Worcestershire and Gloucestershire. The county towns of Shrewsbury, Gloucester and Worcester lie on its course.

The Severn's major tributaries are the Vyrnwy, the Tern, the Teme, the Warwickshire Avon, and the Worcestershire Stour.

By convention, the River Severn is usually considered to end, and the Severn Estuary to begin, after the Second Severn Crossing, between Severn Beach in South Gloucestershire and Sudbrook, Monmouthshire. The total area of the Estuary's drainage basin is .  That figure excludes the area of the River Wye and the Bristol Avon, both of which flow into the Severn Estuary. The Estuary discharges into the Bristol Channel, which opens into the Celtic Sea and from there into the Atlantic Ocean.

Etymology and mythology

Romano-British name
The name Severn is thought to derive from a British *sabrinā, possibly from an older form  *samarosina, meaning "land of summertime fallow".
During the Roman occupation the Severn was known by the Romano-British Latin name Sabrina.

Name legacy

Milton's 1634 masque Comus makes Sabrina a nymph who had drowned in the river.
In Shrewsbury, there is now a statue of Sabrina in the Dingle Gardens at the Quarry, as well as a metal sculpture erected in 2013.

There is a different deity associated with the Severn Estuary: Nodens, represented as mounted on a seahorse,  riding on the crest of the Severn bore.

Welsh name

The Welsh form of the name is  () first recorded in the 12th-century Historia Regum Britanniae. The Old Welsh form of the name  was recorded c.800.

Documented history of the Welsh name:
 Habren c.800.
 Hauren c.1170.
 hahafrenn, 12th century.
 Dyffrin hawren, mid 13th century.

It is possible that the Welsh name was influenced by the Hwicce people who lived along the banks of the River Severn, and by seafarers from Scandinavia. The name element hau (also haw, haha) might derive from Proto-Germanic *hauhaz ("high"), possibly from Old Norse hár or Old Saxon hōh.

The toponym for Habren might be:
 High prow of a ship.

 High prow of a wave.

English name
The English form of the name ( " Severn " ) is derived from Old English Sæfern. However the name is also influenced by English dialect seave ( " sedge, rush " ) hence the origin of the name Seaverne recorded in the 16th–17th century.

Common club-rush (Schoenoplectus lacustris) prefers to grow in shallow water such as that found in ponds, streams and river margins. The Hwicce people used the club-rush growing along the banks of the River Severn to make wicker baskets.
{{efn| See Hwicce > Name > . . .It is also likely that "Hwicce" referred to the native tribes living along the banks of the River Severn,
. . .who were weavers using rushes. . .growing profusely to create baskets.}}

Name history
The name history shows evidence of Scandinavian influence:

Viking age
In the Summer of 893 a coalition of all of the Danish armies in England made a determined attempt to annex western Mercia to Danish Mercia. The Anglo-Saxon Chronicle (ASC) recorded an account of the Battle of Buttington, and included this description of the route taken by the Danes:
"... Foron þa up be Temese oþþæt hie gedydon æt Sæferne, þa up be Sæferne.

Seafarer

The name Sæfern might be related to:
 The Sea.
 Middle English faren – "travel".
 Old Norse sær – " the sea, ocean  ".
 Old Norse fara – " to fare, to travel ".
 The Old Norse personal name Sæfari – " Seafarer ".

The Old Norse name Sæfari ("Seafarer") lives on as the name of the Dalvík – Grímsey ferry in Iceland.

Geography and geology

The River Severn's current form is the result of a multi-million year history and complex underlying geology but is in part the result of glaciation during the last ice age in the Pleistocene epoch of the Quaternary period. Within Wales, the river runs through a landscape formed in Ordovician and Silurian rocks. As it enters the Shropshire Plain, these lower Palaeozoic rocks are replaced by Permian and Triassic age strata though largely unseen beneath a thick cover of Quaternary deposits. Certain stretches also run across Carboniferous strata as at Shrewsbury and for much of the distance between Ironbridge and Bewdley. Permo-Triassic bedrock then continues until the Severn moves intermittently onto the Jurassic outcrop from Tewkesbury southwards. Only in the SSW-NNE aligned valley either side of Welshpool is there any obvious relationship to geological structure; the valley follows the lines of the Severn Valley Faults. For much of the rest of its course it runs directly across  geological structures.

It was first proposed in the 1900s that the former northerly course of the upper Severn was disrupted during the course of the ice age by the blocking of its access to the Irish Sea through Cheshire causing a large lake to develop across much of Shropshire. It was supposed that this lake, named as Lake Lapworth, overtopped its southern margin and rapidly cut down to form the Ironbridge Gorge providing the Severn with a southerly exit to the sea as remains the case today.  An alternative theory which has gained favour in recent years does away with Lake Lapworth, suggesting that the upper Severn flowed beneath the icesheet in a bedrock hollow known as the Severn Trench eastwards from Melverley to the Ironbridge Gorge. It is possible that the trench and gorge were cut over successive ice ages.

Tributary rivers
Over its length, there are a large number of tributaries, but the three largest feeding the non-tidal river are the Vyrnwy, the Teme and the Warwickshire Avon. The Wye, the Bristol Avon and the Usk all flow into the estuarine section of the Severn. The main tributaries are described in sequence below.

The first tributary of significance is the Afon Dulas, joining from the south immediately upstream of Llanidloes, with the Afon Clywedog joining  in the town. The Afon Cerist, bolstered by the Afon Trannon, and the Afon Carno join as left bank tributaries immediately upstream of Caersws. Mochdre Brook enters on the western edge of Newtown, followed by the Bechan Brook just northeast of the town. The Mule enters at Abermule, and the River Rhiw east of Berriew, followed shortly by the Camlad which rises above Churchstoke and by the Luggy Brook. The left bank Sylfaen Brook enters at Welshpool, and the Bele Brook via the New Cut east of Arddlin.

The River Vyrnwy, which begins at Lake Vyrnwy, flows eastwards through Powys, gathering the waters of the Banwy, Cain and Tanat, before forming part of the border between England and Wales, and joining the Severn near Melverley, Shropshire. The River Perry joins on the left bank above Shrewsbury, while both the Rad Brook and the Rea Brook, which flows northeast from its source at Marton Pool near the Welsh border, join the Severn within the town. The left bank tributary, the River Tern, after flowing south from Market Drayton and being joined by the River Meese and the River Roden, meets the Severn at Attingham Park.

The River Worfe joins the Severn's left bank just above Bridgnorth, before the Mor, Borle and Dowles brooks join on the opposite bank over the next few miles, the last-named draining Wyre Forest. The River Stour rises in the north of Worcestershire in the Clent Hills, near St Kenelm's Church at Romsley. It flows north into the adjacent West Midlands at Halesowen. It then flows westwards through Cradley Heath and Stourbridge, where it leaves the Black Country. It is joined by the Smestow Brook at Prestwood before it winds around southwards to Kinver, and then flows back into Worcestershire. It then passes through Wolverley, Kidderminster and Wilden to its confluence with the Severn at Stourport-on-Severn. The Dick Brook, Shrawley Brook and Grimley Brook enter on the right bank before the River Salwarpe, which runs through Droitwich enters on the opposite (east) bank.

The River Teme flows eastwards from its source in Mid Wales, straddling the border between Shropshire and Herefordshire; it is joined by the River Onny, River Corve and River Rea before it finally joins the Severn on the southern edge of Worcester. Bushley Brook joins just upstream of the confluence of the Warwickshire Avon with the Severn at Tewkesbury. One of several Avons, this one flows west through Rugby, Warwick and Stratford-upon-Avon. It is then joined by its tributary the River Arrow, before joining the Severn. The rivers Swilgate and Chelt also join the Severn's left bank, as do the Hatherley and Horsbere brooks, before it reaches Gloucester. The River Leadon enters the tidal West Channel of the Severn at Over, immediately west of Gloucester. The River Frome is the second significant tributary to enter the tidal stretch of the Severn, doing so at Framilode. Bideford Brook drains the easternmost part of the Forest of Dean, entering the Severn estuary east of Blakeney. On the opposite (southeast) bank the flow of the River Cam is usurped by the Gloucester and Sharpness Canal before reaching the estuary. The Lyd enters the west bank of the estuary at Lydney Harbour, opposite the place where Berkeley Pill carries the waters of the Little Avon River into it. The final tributary before the Severn Bridge is the collection of streams which enter via Oldbury Pill.

The River Wye, from its source in Plynlimon in Wales ( from the source of the Severn), flows generally south east through the Welsh towns of Rhayader and Builth Wells. It enters Herefordshire, flows through Hereford, and is shortly afterwards joined by the River Lugg, before flowing through Ross-on-Wye and Monmouth, and then southwards where it forms part of the boundary between England (Forest of Dean) and Wales. It flows into the Severn estuary south of the town of Chepstow.

The Mounton Brook and Nedern Brooks enter on the Monmouthshire side between the two motorway crossings. The Port of Bristol is on the Severn Estuary, where another River Avon flows into it through the Avon Gorge. The River Usk and the Ebbw River flow into the Severn Estuary at Uskmouth just south of Newport.

Settlements

The river's course within Wales lies wholly within the county of Powys. The first town it encounters downstream of its source is Llanidloes where it is joined by the Dulas and the Clywedog. It flows past the villages of Llandinam and Caersws before reaching Newtown. It then runs by Abermule and Cilcewydd before flowing beside Welshpool, the last town on its course in Wales.

Entering Shropshire and England, a few villages such as Shrawardine sit back from the river as it meanders eastwards towards the county town of Shrewsbury. More villages, notably Atcham, Wroxeter and Cressage sit beside the river as it turns southeast and heads for the gorge at Ironbridge before turning south for Bridgnorth. The Shropshire villages of Quatford and Hampton Loade and the Worcestershire village of Upper Arley follow, before the Severn runs through Bewdley and Stourport-on-Severn in quick succession. The river then passes the villages of Astley Burf and Holt Fleet before entry into the city of Worcester. Several villages sit back from the river before it runs by Upton-upon-Severn and then enters Gloucestershire as it joins with the Warwickshire Avon outside of Tewkesbury. A few more villages intervene, notable amongst which is Maisemore before the river enters the city of Gloucester from which point it is tidal.

Several more villages sit beside the tidal stretch. Amongst these are Elmore, Epney and Framilode on the east bank and Minsterworth, Broadoak and Newnham on Severn on the west bank.

Transport

Bridges

The Severn is bridged at many places, and many of these bridges are notable in their own right. The Iron Bridge at Ironbridge was the world's first iron arch bridge. Several other bridges crossing the river were designed and built by the engineer Thomas Telford.

The two major road bridges of the Severn crossing link south eastern Wales with the southern counties of England.
Severn Bridge – opened in 1966 carrying what is now the M48
Second Severn Crossing – opened in 1996 carrying the M4 motorway

Prior to the construction of the first bridge in 1966, the channel was crossed by the Aust Ferry.

Other notable bridges include:

 Buttington Bridge – built in 1872
 Montford Bridge – Thomas Telford's first ever bridge design, built between 1790 and 1792
 Welsh Bridge – in the centre of Shrewsbury, built in 1795 at a cost of £8,000
 English Bridge – also in Shrewsbury, designed and completed in 1774 by John Gwynn
 Atcham Bridges – the old one built in 1774, while the newer one in 1929 carries the B4380
 Albert Edward Bridge – in Coalbrookdale, a railway bridge opened in 1864
 Coalport Bridge – like its neighbour Ironbridge, is made of cast iron, built in 1818
 Victoria Bridge  – designed by John Fowler, opened in 1862. Still in use by the Severn Valley Railway
 Bewdley Bridge – designed by Telford, completed in 1798
 Holt Fleet Bridge – in Worcestershire and designed by Telford and opened in 1828
 Upton Town Bridge – built in 1940, the only bridge to cross between Worcester and Tewkesbury
 Queenshill Viaduct – carries the M50 between Junction 1 and 2
 Mythe Bridge – designed by Telford and opened in April 1826, located in Tewkesbury
 Haw Bridge – a steel beam bridge, west of Tewkesbury
 Maisemore Bridge – carries the A417 and is a single masonry arch, dating back to 1230.
 Over Bridge – single masonry arch, built by Telford
 Over Rail Bridge – carrying the Gloucester to Newport Line, currently the last bridge before the Severn Crossings, which is  downstream
 Severn Rail Bridge – linking the Forest of Dean to Sharpness docks, partially collapsed in 1960 and was dismantled in 1967–70

Rail
The Severn Tunnel, completed in 1886 by John Hawkshaw on behalf of the Great Western Railway, lies near the Second Severn Crossing road bridge, and carries the South Wales Main Line section of the Great Western Main Line under the channel. The original line built before the Severn Tunnel was the South Wales Railway from Gloucester, that followed the estuary alongside present day stations of Lydney, Chepstow, Caldicot and Severn Tunnel Junction to Newport.

Cars could also be transported through the Severn Tunnel. In the 1950s three trains a day made round trips between Severn Tunnel Junction and Pilning. The vehicles were loaded onto open flat bed carriages and pulled by a small pannier tank locomotive, although sometimes they were joined to a scheduled passenger train. The prudent owner paid to cover the vehicle with a sheet, as sparks often flew when the steam locomotive tackled the slope leading to the tunnel exit. A railway coach was provided for passengers and drivers. Reservations could be made and the fee for the car was about thirty shillings (£1.50) in the early 1950s.

Disasters

There have been many disasters on the Severn, which have claimed perhaps 300 lives, depending on sources, especially during the 20th century. The Severn Railway Bridge was badly damaged by the collision of two river barges in 1960, which led to its demolition in 1970. Five crew members of both the Arkendale H and Wastdale H died in the accident. There have been frequent floods in Shrewsbury, Bewdley and elsewhere. More recently the river flooded during the 2007 United Kingdom floods and the 2019–20 United Kingdom floods.

Navigation

There is a public right of navigation between Pool Quay, near Welshpool, and Stourport. However this stretch of the river has little traffic, other than small boats, canoes and some tour boats in Shrewsbury. Below Stourport, where the river is more navigable for larger craft, users must obtain permits from the Canal & River Trust, who are the navigation authority. During spring freshet the river can be closed to navigation.

At Upper Parting above Gloucester, the river divides into two, and flows either side of Alney Island to Lower Parting. The West Channel is no longer navigable. The East Channel is navigable as far as Gloucester Docks, from where the Gloucester and Sharpness Canal provides a navigable channel south. Between the docks and Lower Parting Llanthony Weir marks the Normal Tidal Limit (NTL) of the East Channel of the river.

In the tidal section of the river below Gloucester, the Gloucester Harbour Trustees are the competent harbour authority. The Trustees maintain navigation lights at various points along the river (including on Chapel Rock and Lyde Rock, and leading lights at Slime Road, Sheperdine and Berkeley Pill).

Locks
There are locks on the lower Severn to enable seagoing boats to reach as far as Stourport. The most northerly lock is at Lincombe, about  downstream from Stourport.

Associated canals

The Staffordshire and Worcestershire Canal, the Worcester and Birmingham Canal, (both narrow beam) and the Herefordshire and Gloucestershire Canal join the Severn at Stourport, Worcester and Gloucester respectively. The Droitwich Barge Canal, a broad beam canal, joins the Severn at Hawford, near to the River Salwarpe, and connects to the Droitwich Canal (narrow beam) in the name town, which then forms a link to the Worcester and Birmingham Canal. The two Droitwich canals re-opened in 2010 after major restoration.

The Gloucester and Sharpness Canal connects the Severn at Gloucester to the Severn at Sharpness, avoiding a stretch of the tidal river which is dangerous to navigate. The Stroudwater Navigation used to join the tidal Severn at Framilode, but since the 1920s has connected to the Severn only via the Gloucester and Sharpness Canal.

The Lydney Canal is a short canal which connects Lydney to the river.

The section of the river between Tewkesbury and Worcester forms part of the Avon Ring, a  circular cruising route which includes 129 locks and covers parts of three other waterways.

Passenger transport

The tidal river
Paddle steamers were operated in the Severn Estuary from the mid 19th century to the late 1970s by P & A Campbell of Bristol. The vessels, Cardiff Queen, Bristol Queen, Glen Usk, Glen Gower and Britannia all operated on this route in the 1950s and 1960s.  Since 1986 Waverley Excursions has operated occasional sailings to Sharpness and Lydney by the MV Balmoral.

A number of ferries were also operated on the tidal river, for example at New Passage, Purton and Arlingham. The last ferry was the Aust Ferry, which closed in 1966 when the Severn Bridge opened. One of the Aust ferries, Severn Princess, is still in Chepstow although largely derelict.

The upper river

In Worcester, the Worcester River Cruises have boat trips up and down the river between Tewkesbury and Stourport, operating the boats The Pride of the Midlands and The Earl Grosvenor.

The Cathedral Ferry, a foot passenger ferry, also operates on summer weekends from the steps of Worcester Cathedral.

In Shropshire the Hampton Loade Ferry used to operate across the river though has been closed since 2016.

In Shrewsbury, boat trips around the loop of the town centre are at present provided by the Sabrina and depart from Victoria Quay near the Welsh Bridge during the summer.

Severn Estuary

The river becomes tidal close to Maisemore, on the West Channel just north of Gloucester, and at Llanthony Weir on the East Channel. The tidal river downstream from Gloucester is sometimes referred to as the Severn Estuary, but the river is usually considered to become the Severn Estuary after the Second Severn Crossing near Severn Beach, South Gloucestershire (the point to which the jurisdiction of the Gloucester Harbour Trustees extends), or at Aust, the site of the Severn Bridge.

The Severn Estuary extends to a line from Lavernock Point (south of Cardiff) to Sand Point near Weston-super-Mare. West of this line is the Bristol Channel. In the Severn Estuary (or the Bristol Channel in the last two cases, depending where the boundary is drawn) are the rocky islands called Denny Island, Steep Holm and Flat Holm.

The estuary is about  wide at Aust, and about  wide between Cardiff and Weston-super-Mare.

Severn Sea

Until Tudor times the Bristol Channel was known as the Severn Sea, and it is still known as this in both Welsh and Cornish (Môr Hafren and Mor Havren respectively, with môr meaning sea).

Severn bore

A phenomenon associated with the lower reaches of the Severn is the tidal bore, which forms upstream of the port of Sharpness.

It is frequently asserted that the river's estuary, which empties into the Bristol Channel, has the second largest tidal range in the world—, exceeded only by the Bay of Fundy. However a tidal range greater than that of the Severn is recorded from the lesser known Ungava Bay in Canada. During the highest tides, the rising water is funnelled up the Severn estuary into a wave that travels rapidly upstream against the river current. The largest bores occur in spring, but smaller ones can be seen throughout the year. The bore is accompanied by a rapid rise in water level which continues for about one and a half hours after the bore has passed.

Industry
A  stretch of the River Severn in Shropshire, is known as Ironbridge Gorge. It was designated a World Heritage Site by UNESCO in 1986. Its historic importance is due to its role as the centre of the iron industry in the early stages of the Industrial Revolution. The gorge and the village of Ironbridge get their name from the Iron Bridge across the Severn, built in 1779, which was the first cast-iron arch bridge ever constructed.

Two nuclear power stations are situated on the river, in the area of South Gloucestershire. Oldbury Nuclear Power Station and Berkeley Nuclear Power Station both made use of the River Severn as part of the power generation and nuclear cooling processes.  Both are now decommissioned.

Wildlife
The sides of the estuary are also important feeding grounds for waders, notably at the Bridgwater Bay National Nature Reserve and the Slimbridge Wildfowl Trust. River shingle habitat can also be found on the lower estuary, notable for its population of the endangered 5-spot Ladybird.

Before the installation of the weirs, sturgeon and grey seals would regularly reach as far upstream as Worcester. In the winter of 2011/2012 a female grey seal spent several weeks on the river in Bewdley. The same individual was seen at and around Worcester from October to December 2013.

The river forms part of the Severn-Trent flyway, a route used by migratory birds to cross Great Britain.

 Literary and musical allusions
The River Severn is named several times in A. E. Housman's A Shropshire Lad (1896): "It dawns in Asia, tombstones show/And Shropshire names are read;/And the Nile spills his overflow/Beside the Severn's dead" ("1887"); "Severn stream" ("The Welsh Marches"); and "Severn shore" ("Westward from the high-hilled plain...").

In Shakespeare's Henry IV, Part 1, Henry "Hotspur" Percy recalls the valour of Edmund Mortimer, 5th Earl of March in a long battle against Welshman Owain Glyndŵr upon the banks of the Severn, claiming the flooding Severn "affrighted with [the warriors'] bloody looks ran fearfully among the trembling reeds and hid his crisp head in the hollow bank, bloodstained with these valiant combatants."

The Severn was the inspiration for a number of works by Gloucestershire composer Ivor Gurney, including the songs "Western Sailors" (1925) and "Severn Meadows" (1917).

Gloucestershire writer and poet Brian Waters published Severn Tide with J. M. Dent in 1947 and followed it with Severn Stream in 1949. With anecdotal stories about his travels, both books tell of  the lives of the people who lived and worked on and along the river, describing the landscape with a poet's eye. Waters links Nodens with the Severn Bore and the association of the Celtic deity with the river is explored at length by Rogers.

Several 20th-century English composers wrote works inspired by the river. Gerald Finzi (1901-1956) wrote A Severn Rhapsody, his Opus 3, in 1923; taking the Severn River and its surrounding countryside as his inspiration. Edward Elgar (1857-1934) wrote The Severn Suite, Opus 87, in 1930. Elgar lived much of both his early life and his later life near Worcester, through which the Severn runs. Herbert Howells (1892-1983), born close to the Severn in Lydney, wrote the complex Missa Sabrinensis (Mass of the Severn) in 1954, and an earlier hymn tune simply entitled Severn.

The Severn is often mentioned in Ellis Peters' The Cadfael Chronicles, set in or around Shrewsbury Abbey, beside the river.

In Julian Barnes' 2011 novel, The Sense of an Ending, Tony, the main character, recalls "a river rushing nonsensically upstream, its wave and wash lit by half a dozen chasing torchbeams," an allusion to a visit to the Severn Bore.

In the song "The Last Bristolian Pirate" by The Longest Johns, a disgruntled farmer decides to become a pirate on the Severn, attacking innocent travellers down the river.

See also

 List of crossings of the River Severn
 List of rivers of England and List of rivers of Wales, between them recording all main tributaries
 The Severn Way long-distance footpath
 The Severn Area Rescue Association operates search and rescue services and lifeboats from Wyre Forest to Beachley (4 stations on the river)
 Mercia Inshore Search and Rescue are based at Upton-upon-Severn
 The Severn Valley, an area straddling Shropshire and Worcestershire
 Severnside, a term with various uses
 Seven Natural Wonders'' – 2005 TV programme where the river was described as one of the wonders of the West Country.
 Stourport Ring
 South Herefordshire and Over Severn - National Character Area

References

Notes

Citations

Sources

External links

Severn Estuary Partnership
Portishead and Bristol Lifeboat
  ITV Local footage ITV's Keith Wilkinson and Jennifer Binns canoeing the Severn
Woodend, a hamlet washed away by the River Severn
Canal & River Trust official site

River Severn
River Severn

Rivers of Bristol
Rivers of Cardiff
Rivers of Gloucestershire
Rivers of Monmouthshire
Rivers of Newport, Wales
Rivers of Powys
Rivers of Shropshire
Rivers of Somerset
Rivers of the Vale of Glamorgan
Rivers of Worcestershire
River navigations in the United Kingdom
River Severn

River Severn


Seclusion is the act of secluding (i.e. isolating from society), the state of being secluded, or a place that facilitates it (a secluded place). A person, couple, or larger group may go to a secluded place for privacy or peace and quiet. The seclusion of an individual is called solitude.

Restrictions on the seclusion of a man and a woman

In some cases where there are legal, religious or social restrictions on two people having physical intimacy, there may be restrictions on being together in a secluded place. For example, under traditional schools of sharia or Islamic law, a man and a woman who are not married and not mahram, may be forbidden to be together in a house, a bathroom, or a secluded place. A man and woman could be in a secluded area for work purposes, just talking, or anything that does not allow them to pass their limits. See also yichud—a similar rule in Judaism.

As a therapy

Seclusion may be used as a control tactic in psychological treatment settings. Seclusion of an agitated person in a quiet room free of stimulation may help de-escalate a situation which may be dangerous to the agitated person or those around them.

In relation to administering medications, seclusion is a tactic devised for non-compliant patients. Methods used to restrict the freedom of such patients include medication (including chemical restraint), physical restraint, and behavioral therapy.

Seclusion must only be used in the best interest of the patient, it must only be used as a last resort method, and it must not be prolonged as a form of punishment on the patient. When it is otherwise used, it may be considered a form of solitary confinement. In Ireland, The Mental Health Commission governs seclusion in psychiatric institutions. The act states that people can only be placed in seclusion if
 it prevents them from hurting themselves and/or others
 and it complies with the rules set out by the commission.

To prevent contagious disease transmission self-isolation is used as a public health measure.

References

Treatment of mental disorders

Seclusion


This is a list of Field Operating Agencies (FOA) in the United States Department of the Air Force that are active.  FOAs report directly to a functional manager in either the Office of the Secretary of the Air Force or the Air Staff. FOAs perform field activities beyond the scope of any of the major commands. Their activities are specialized or associated with an Air Force wide mission.

Current

^ CCC is designated a Field Operating Agency by Air Combat Command and reports to its A6 Directorate. It does not report to Air Force-level A Staff.

Historic

Sources
 Airman Magazine 2011 The Book pp. 17–19

External links

Field Operating Agencies

List of United States Air Force Field Operating Agencies


MidAmerica Industrial Park (MAIP) is Oklahoma's largest industrial park, located in Pryor Creek, Oklahoma, United States. In 2020, over 80 firms were located within the industrial park including operations of seven Fortune 500 companies, such as Google, DuPont and Nordam.
The park was founded in 1960, when the US Federal Government sold most of the former Oklahoma Ordnance Works to a public trust, the Oklahoma Ordnance Works Authority. The rural park covers 9,000 acres (36 km2) and is located  east of Tulsa, Oklahoma.

Tenants
Urgent Care of Green Country (UCGC) opened their Pryor/MidAmerica clinic at MidAmerica Industrial Park on January 19, 2009. Independently owned, UCGC was founded in 2002 by Dr. Stephen R. Kovacs and Dr. S. Addison Beeson. The  facility includes a reception area, doctor's office, eight exam/treatment rooms, EMR (Electronic Medical Records), in-house x-ray, orthopedics and lab services. The clinic will treat employees from MidAmerica industries and area businesses that require occupational health services such as: in-depth diagnostic and treatment for most occupational injuries; drug testing; employee physicals; and, sports physicals. Additionally, UCGC offers "walk-in treatment" with no appointment necessary for the general public from throughout Mayes County.

Tulsa Life Flight, a helicopter ambulance service formerly based solely at Saint Francis Hospital in Tulsa, will open a second base of operations at MidAmerica Industrial Park's airport.  Tulsa Life Flight was established in 1979. It was the thirteenth helicopter air ambulance to be established in the US and the first in Oklahoma. To date, Tulsa Life Flight has completed more than 42,200 accident free flights. The aircraft are owned and operated by Air Methods Corporation, the largest air ambulance corporation in the world. The firm contracts with Saint Francis Hospital to provide aircraft, pilots and mechanics.

In February 2020, MAIP opened The Center of Excellence in the refurbished space of the former OSU Institute of Technology Training Center, which closed in December 2018.  The  Center is consortium-based and dedicated to technology, training and career opportunities.

In 2022, electric vehicle manufacturer Canoo announced construction of a vehicle battery production facility at MAIP, following a significant order from California-based fleet management company Zeeba.  This followed its earlier announcement of a vehicle production plant at MAIP capable of producing 300,000 cars per year.  In April 2023 the company announced that vehicle battery assembly, using basic battery components from Panasonic, would proceed at Pryor to fulfill a United States Department of Defense contract; and, while vehicle manufacturing was to start at an Oklahoma City location before the end of 2023, long range plans still included vehicle assembly at Pryor because the OKC facility would not meet full production needs.

Panasonic, which had earlier considered constructing a large battery manufacturing plant at MAIP before selecting an alternate site in Kansas, nevertheless signed an agreement with the State of Oklahoma in April 2023 to place another battery manufacturing facility at MAIP, but subject to resolution of certain funding issues.

MidAmerica publishes a quarterly newsletter called MidPoint to share "news, views and other information" about the park and the industries that it serves. A complimentary subscription is available to individuals who are involved in site-selection decision making for their respective companies.

MidAmerica Industrial Park Airport
MAIP has its own airfield.  The MidAmerica Industrial Park Airport features a single  asphalt runway which was refurbished in 2016.

Leadership
In November 2012, Oklahoma Governor Mary Fallin appointed David Stewart as the chief administrative officer of the Oklahoma Ordnance Works Authority (OOWA). He succeeded Sanders Mitchell, who had headed the authority for 35 years before retiring. Stewart was formerly president and chief executive officer (CEO) of Cherokee Nation Businesses LLC and the wholly owned parent/holding company of the Cherokee Nation, which is charged with the economic development and business diversification across the Cherokee Nation's business entities. Sanders Mitchell had been hired by OOWA in 1977 to serve as general manager of the industrial park. He was promoted to the position of general manager for OOWA in 1990, following the death of the original chief administrative office, board member and founder of the Mid-America Industrial Park, Gene R. Redden, who served in this capacity from its inception in 1961 until his death in 1990.

Notes

References

External links
 MidAmerica Industrial Park
 Overview
 Industry Directory

Industrial parks in the United States
Economy of Oklahoma
Buildings and structures in Mayes County, Oklahoma

MidAmerica Industrial Park


Annibale Gonzaga (1602 – Vienna, 2 August 1668) was commander of the city of Vienna, imperial field marshal and president of the Hofkriegsrat.

Life

He was the son of Ferrante de Gazzuolo and Isabella Gonzaga, and thus a member of the Italian ducal family Gonzaga.

He joined the Imperial army. In 1634 he was already colonel of a regiment. He rose quickly through the ranks, partly by his competences, partly by his family name (Eleonora Gonzaga was the Empress of the Holy Roman Empire, wife of Emperor Ferdinand II). Gonzaga was one of the commanders at the Battle of Nördlingen (1634). In 1640, he became commander of the city of Vienna. Two bastions he built were named after him. In 1642 he commanded with Count Bruay the right wing of the imperial army in the disastrous Battle of Breitenfeld. A year later, he commanded an imperial army in Hungary.

Gonzaga also commanded troops that the Emperor had sent to Hungary in 1658. In 1660 he became General of Artillery, Field Marshal and Privy Council. He was a member of a delegation that negotiated the Treaty of Oliva in Berlin with Frederick William, Elector of Brandenburg. Since 1666 he was president of the Imperial War Council (Hofkriegsrat) and High Steward of the widowed Empress Eleanora, to whom he was related. He was also a knight in the Order of the Golden Fleece.

He was buried in the Franciscan Church in Vienna. In 1861, a street in Vienna, the Gonzagagasse was named after him.

Family

He married in 1636 with Marie of Saxe-Lauenburg, daughter of Francis II, Duke of Saxe-Lauenburg and Maria of Brunswick-Lüneburg.
After her death in 1644 he remarried in 1646 with Maria Barbara Countess of Czaky and into the Hungarian nobility. From the marriages came four sons and several daughters. All 4 sons died before their father.

Diplomats of the Habsburg monarchy
Knights of the Golden Fleece
1602 births
1668 deaths
Field marshals of the Holy Roman Empire
Italian nobility
Annibale
17th-century diplomats
Military personnel from Vienna

Annibale Gonzaga


Alexander Martin Lippisch (November 2, 1894 – February 11, 1976) was a German aeronautical engineer, a pioneer of aerodynamics who made important contributions to the understanding of tailless aircraft, delta wings and the ground effect, and also worked in the U.S. Within the Opel-RAK program, he was the designer of the world's first rocket-powered glider.

He developed and conceptualized delta wing designs which functioned practically in supersonic delta wing fighter aircraft as well as in hang gliders. People he worked with continued the development of the delta wing and supersonic flight concepts over the 20th century. His most famous designs are the Messerschmitt Me 163 rocket-powered interceptor and the Dornier Aerodyne.

Early life
Lippisch was born in Munich, Kingdom of Bavaria.  He later recalled that his interest in aviation began with a demonstration conducted by Orville Wright over Tempelhof Field in Berlin in September 1909.  Nonetheless, he planned to follow his father's footsteps into art school, until the outbreak of World War I intervened.  During his service with the German Army, between 1915 and 1918, Lippisch had the chance to fly being an aerial photographer and mapper.

Early aircraft designs
Following the war, Lippisch worked with the Zeppelin Company, and it was at this time that he first became interested in tailless aircraft. In 1921, his first design to be  built, by his friend Gottlob Espenlaub, was the Espenlaub E-2 glider. This was the beginning of a research programme that would result in some fifty designs throughout the 1920s and 1930s. Lippisch's growing reputation saw him appointed in 1925 to director of the Rhön-Rossitten Gesellschaft (RRG), a glider organisation including research groups and construction facilities.

Lippisch also designed conventional gliders at this time, including the Wien of 1927 and its successor the Fafnir of 1930. In 1928, partaking in the Opel-RAK program by Fritz von Opel and Max Valier, Lippisch's tail-first Ente (Duck) was equipped with powder rockets by Friedrich Wilhelm Sander's company and became the first aircraft to fly under rocket power. From 1927, he resumed his tailless work, leading to a series of designs named Storch I – Storch IX (Stork I-IX), mostly gliders. These designs attracted little interest from the government and private industry.

Delta wing designs
Experience with the Storch series led Lippisch to concentrate increasingly on delta-winged designs. The Delta I was the world's first tailless delta wing aircraft to fly (in 1931). This interest resulted in five aircraft, numbered Delta I – Delta V, which were built between 1931 and 1939. In 1933, RGG had been reorganised into the Deutsche Forschungsanstalt für Segelflug (German Institute for Sailplane Flight, DFS) and the Delta IV and Delta V were designated as the DFS 39 and DFS 40 respectively.

World War II projects
In early 1939, the Reichsluftfahrtsministerium (RLM, Reich Aviation Ministry) transferred Lippisch and his team to work at the Messerschmitt factory in Augsburg, in order to design a high-speed fighter aircraft around the rocket engines  then under development by Hellmuth Walter. The team quickly adapted their most recent design, the DFS 194, to rocket power, the first example successfully flying in early 1940. This successfully demonstrated the technology for what would become the Messerschmitt Me 163 Komet.

Although technically novel, the Komet did not prove to be a successful weapon and friction between Lippisch and Messerschmitt was frequent. In 1943, Lippisch transferred to Vienna's Aeronautical Research Institute (Luftfahrtforschungsanstalt Wien, LFW) in Wiener Neustadt, in an own design bureau to concentrate on the problems of high-speed flight. That same year, he was awarded a doctoral degree in engineering by the University of Heidelberg. With him came the mathematician Hermann Behrbohm on half time (and continued half time for Messerschmitt in Oberammergau to where the development activities were moved into the underground facility after the air raids on Augsburg the 25 February 1944).

Wind tunnel research in 1939 had suggested that the delta wing was a good choice for supersonic flight, and Lippisch set to work designing a supersonic, ramjet-powered fighter, the Lippisch P.13a. By the time the war ended, however, the project had only advanced as far as a development glider, the DM-1.

Importance for the delta wing and supersonic flight concepts
Even though the Lippisch P.13a never flew, it and Lippisch's research and development had a significant importance for the development of the delta wing and supersonic flight concepts and supersonic-delta wing-fighter aircraft.

All this later development being funded by governments in the 1950s (like the Swedish Defence Act of 1958) to meet the need to be able to swiftly attack strategic nuclear weapons-bombers such as the Tupolev Tu-16 before they reached their targets. Lippisch's delta wing concept proved to be very steady and efficient in very high speed supersonic flight.

The research of the Messerschmitt and Lippisch offices were continued by:
 Hermann Behrbohm worked for the BEE (French Aerodynamic Research and Development Institute) from 1946 on with operations in Emmendingen and Weil am Rhein in the French occupation zone in Germany. His research was used in the later French developedment of the Dassault Mirage.
 Hermann Behrbohm worked for Saab, Linköping, Sweden from 1951 on, where he made significant contributions to the Saab 35 Draken and Saab 37 Viggen supersonic-delta wing-fighter aircraft, developing the delta wing and supersonic flight concepts. Bertil Dillner worked on the concepts with Behrbohm at Saab.
 Bertil Dillner immigrated to the US 1967 and started working for Boeing Commercial Airplanes in Seattle at the supersonic Boeing 2707 SST passenger jet in 1967-1972 and the aerodynamics of hypersonic aviation at the re-entry of the Space Shuttle. Dillner was chief aerodynamic engineer at Boeing Commercial Airplanes from 1972 to 1981. Dillner became aerodynamic chief engineer 1981-1985 for Boeing Defense, Space & Security in Seattle and chief engineer 1985-1988 until his retirement.

Postwar work in the United States
Like many German scientists, Lippisch was taken to the United States after the war under Operation Paperclip. He worked at the White Sands Missile Range.

Ground effect aircraft
From 1950 to 1964, Lippisch worked for the Collins Radio Company in Cedar Rapids, Iowa, which had an aeronautical division. It was during this time that his interest shifted toward ground effect craft. The result was an aerofoil boat research seaplane X-112, flown in 1963. However, Lippisch contracted cancer, and resigned from Collins.

When he recovered in 1966, he formed his own research company, Lippisch Research Corporation, and attracted the interest of the West German government. Prototypes for both the aerodyne and the ground-effect craft RFB X-113 (1970) then RFB X-114 (1977) were built, but no further development was undertaken. The Kiekhaefer Mercury company was also interested in his ground-effect craft and successfully tested one of his designs as the Aeroskimmer, but also eventually lost interest.

Aerodyne
Lippisch conceived of a VTOL craft which he called an "arerodyne". Its fuselage comprised a large ducted rotor, and the thrust could be varied between downwards for vertical takeoff and landing, and backwards for forward flight. He worked principally with two companies in its development.

The Collins Aerodyne, developed while he was there, had a horizontal-axis rotor with the efflux directed via large flaps located immediately behind it. The craft was stabilised by a long, high tail running back from above the flaps.

The Dornier Aerodyne was a smaller drone which sat vertically for takeoff and landing, and the whole craft rotated horizontally for forward flight.

Neither type got beyond the prototype stage.

Death and legacy
Lippisch died in Cedar Rapids on February 11, 1976. In 1985, he was inducted into the International Air & Space Hall of Fame at the San Diego Air & Space Museum.

Some Lippisch designs
 Lippisch SG-38 Zögling, 1926
 DFS 39, tailless research aircraft
 DFS 40, tailless research aircraft
 DFS 193, experimental aircraft
 DFS 194, rocket-powered research aircraft, forerunner of Me 163
 Lippisch P.01-111, designed during 'Projekt X', which would eventually culminate in the Messerschmitt Me 163 Komet.
 Lippisch Li P.04, a tailless airplane designed as a competitor to the Messerschmitt Me 329
 Lippisch Li P.10, 1942 tailless bomber design
 Lippisch P.11, designed to compete with the Horten Ho-IX; the latter went on to become the Horten (Gotha) Ho-(Go-)229.
 Messerschmitt Me 163 Komet
 Lippisch P.13, 1943 push-pull bomber design
 Lippisch P.13a, a unique delta-winged, ramjet-powered interceptor.
 Lippisch P.13b, a unique airplane powered by a rotating fuel-table of lignite, owing to the fuel shortages late in World War 2 in Germany.
 Lippisch P.15, a development of the Messerschmitt Me 163 Komet.
 Lippisch P.20, a development of the P.15.
 Dornier Aerodyne, a 1972 VTOL testbed

See also
 Delta wing
 Supersonic flight
 Hermann Behrbohm
 Willy Messerschmitt
 Bertil Dillner
 German inventors and discoverers
 John Carver Meadows Frost
 Space Shuttle

References

External links

Lecture on aerodynamics by Dr. Lippisch
Alexander Lippisch Digital Collection
Alexander Lippisch Papers (archives)

1894 births
1976 deaths
Aerodynamicists
Emigrants from the German Empire to the United States
German aerospace engineers
German Army personnel of World War I
German people of World War II
Messerschmitt people
Operation Paperclip
Engineers from Munich
People from the Kingdom of Bavaria
Recipients of the Knights Cross of the War Merit Cross
Aircraft designers

Alexander Lippisch


Applying line voltage across  a pickled cucumber causes it to glow. A moist pickle contains salt as a result of the pickling process, which allows it to conduct electricity. Sodium (or other) ions within the pickle emit light as a result of atomic electron transitions, although it is not clear why the luminescence occurs at one end of the pickle.

The glowing pickle is used to demonstrate ionic conduction and atomic emission in chemistry classes, and also as a demonstration in lighting classes.

The first known fully documented demonstration was in a 1989 report from Digital Equipment Corporation. Although this was published as a full technical note and written up as a scientific paper, the publication date, April Fools' Day of that year, gives some indication as to the light-hearted nature of the document.

References

Chemistry classroom experiments
Electron states
Light sources

Glowing pickle demonstration


Rodolfo P. Cabangbang was a Filipino agronomist. He was a fellow of the Southeast Asian Regional Center for Graduate Study and Research in Agriculture at the University of the Philippines in Los Baños in the province of Laguna. He previously taught in the department of agronomy of the university. In 1982 he was named an Outstanding Young Scientist by the National Academy of Science and Technology, for his work on the development of locally adapted varieties of cotton.

References

Filipino agronomists
University of the Philippines Los Baños alumni
Year of birth missing
Year of death missing

Rodolfo Cabangbang


George Gall Sim CSI CIE (17 January 1878 – 20 August 1930) was a British administrator in India and later a businessman.

Sim was born in Strichen, Aberdeenshire, Scotland, and was educated at the University of Aberdeen and Christ Church, Oxford. He joined the Indian Civil Service in 1900 and went out to India at the end of 1901, where he was posted to the United Provinces, serving as an Assistant Magistrate and Collector.

In 1908, he was appointed Under-Secretary to the Government of the United Provinces, holding the post until 1910, and was for a time Acting Secretary. He was chairman of the Municipal Board of Cawnpore from 1912 to 1917, where he improved sanitation and housing in the growing industrial city. In 1917 he was appointed Financial Secretary of the United Provinces and in January 1920 he transferred to the Finance Department of the Government of India to assist in the major changes being implemented at that time. When these changes took effect he became Joint Secretary of the Finance Department, but soon left it to join the new Board of Inland Revenue, where he consolidated and improved Indian income tax law and its administration.

In April 1923, Sim was appointed Financial Commissioner of the Indian Railway Department (which became the Indian Railway Board in October 1924), which was going through huge financial reorganisation.

In 1926, he resigned to enter business back in the United Kingdom, becoming secretary of Vickers Ltd in July 1926 and deputy chairman of Vickers-Armstrong Ltd in March 1929.

He was appointed Companion of the Order of the Indian Empire (CIE) in the 1920 New Year Honours and Companion of the Order of the Star of India (CSI) in 1926.

Sim died at Elgin of pneumonia and malaria at the age of 52.

Footnotes

References
Obituary, The Times, 21 August 1930

1878 births
1930 deaths
People from Strichen
Alumni of the University of Aberdeen
Alumni of Christ Church, Oxford
Companions of the Order of the Star of India
Companions of the Order of the Indian Empire
Indian Civil Service (British India) officers
Scottish businesspeople
Deaths from pneumonia in Scotland
Deaths from malaria
British people in colonial India

George Gall Sim


Ron Schmeits is an American conservative activist, and gun rights lobbyist. Schmeits was president of the National Rifle Association from May 2009 to May 2011. He succeeded John C. Sigler and was succeeded by David Keene. Schmeits was the NRA's 60th president since its founding in 1871. As is NRA tradition, Schmeits served as first vice president prior to being elected president.

Schmeits has been an NRA life member for 20 years. He became a benefactor member in 2005. In 2000, he was elected to the board of directors.

Early years
Being born and raised on a ranch in Nebraska, Ron Schmeits was brought up around firearms and the sport of hunting. Schmeits' alma mater was University of Nebraska. He later attended Rutgers University where he obtained his MBA in Bank Management. Upon graduation, Schmeits went to work in Minnesota in the banking industry.

Career
In the late 1970s, he was elected mayor of Jordan, Minnesota. After his term of mayor ended, Schmeits stayed active in the political system. In 2003, he along with New Mexico's governor and legislation passed the Concealed Handgun Carry Act. He also served on the Governor's Business Advisory Committee dealing with concerns over Second Amendment rights, water distribution, investments, and business. Schmeits, in addition, served as an executive authority of the U.S.-Canadian River Compact Commission.

Personal life
Schmeits is an avid lifelong hunter, beginning at a young age with the typical weapon of choice, a BB gun. He has harvested several types of game from the small rodents, rabbits and squirrels, to the big game trophies, bears and mountain lions. Presently living in New Mexico, Schmeits gets many opportunities to add new game to his collection.

Board of directors experience
Ron Schmeits was elected to the board of directors in 2000. While on the board, Schmeits served as chairman of the Membership and Investment Oversight Committees; vice-chairman of Finance and Publications Policies Committees; and a member of the Audit and Meeting Site Selections Committees. He also served as a chairman on the board of trustees for the NRA Whittington Center.

Affiliations
Ronald Schmeits is an active member in several different affiliations. He is a member of the NRA Heritage Society and a range of organizations and groups both dealing in civil and community service. Such organizations include the Elks and Rotary. In addition to his vast list of organizations and affiliations, he is a member of the New Mexico Bankers Association. Schmeits is also in a variety of organizations that are hunting/firearm based such as, the New Mexico Wildlife Foundation, Single Action Shooting Society, the Amateur Trapshooting Association, Ducks Unlimited, the Rocky Mountain Elk Foundation, Missouri Valley Arms Collectors Association (MVACA), and the Boy Scouts of America's Philmont Inspection Team.

Corporate affiliations
Along with being in the presidential office of the NRA, Ronald Schmeits is an active affiliate in several corporate businesses. He holds the office of president, CEO, and director for the International Bank in Raton, New Mexico. Some other offices Schmeits are appointed to are: CEO and chairman of the board of International Bank in Trinidad, Colorado; chairman of the board and director of the Farmers and Stockmens Bank in Clayton, New Mexico; and vice president and director of Raton Capital Corporation in Raton, New Mexico. Some former offices he has been active in are president of the New Mexico Bankers Association and Raton Chamber of Commerce and director of the University of New Mexico Foundation Finance Committee.

References

American bankers
Mayors of places in Minnesota
People from Nebraska
Presidents of the National Rifle Association
Rutgers University alumni
University of Nebraska alumni
Living people
American gun rights activists
People from Jordan, Minnesota
Year of birth missing (living people)

Ron Schmeits


Nelson Stacy (December 28, 1921 – May 14, 1986) was an American race car driver from Maysville, Kentucky. He won the 1958, 1959, and 1960 MARC Series (now ARCA Menards Series) championships. He also won four NASCAR Grand National Series races in 1961 and 1962, including the 1961 Southern 500 at Darlington Speedway and the 1962 World 600 at Charlotte Motor Speedway.

Early life
Stacy was originally from Kentucky. He was a veteran of World War II, serving as a Tank driver in the U.S. Third Army under the command of General George S. Patton.

Early career
In 1952, Stacy made his first NASCAR Grand National Series start at Dayton Speedway. After a 12th-place finish out of 30 cars, he decided it would be best to drive in the MARC Series (later the ARCA Remax Series). He lost the 1957 title to Iggy Katona by 4.5 points, one of the slimmest margins in series history. Stacy's move enabled him to win the series championship in 1958, 1959 and 1960. He had wins in 1957, 1959 and 1960 at Canfield Speedway. In 1959, he started the season in April by winning two of three races (Dayton and Canfield).

NASCAR career
After a decade in the MARC series, Stacy decided to give Grand National racing another try. In 1961 he returned to NASCAR competition at age 40, competing in 15 of the 52 scheduled races. He won the 1961 Southern 500 at Darlington Raceway beating Fireball Roberts and leading 72 laps. He also accumulated eight Top Ten finishes and 4 Top Five finishes.

In 1962, Stacy won the Rebel 300 at Darlington Raceway, beating Marvin Panch, the final convertible race in NASCAR history, as well as the World 600 at Charlotte Motor Speedway, coming from 18th place to beat Joe Weatherly, and the 1962 Old Dominion 500 at Martinsville Speedway, beating out Richard Petty by over three laps. He accumulated three wins, seven Top Tens, and five Top Five finishes for the 1962 season. He also won the NASCAR Convertible Division race that year at the Darlington Rebel 300.

Stacy failed to win any races in 1963; he accumulated nine Top Ten and four Top Five finishes. He finished a career-high 14th in the final points standing that year. In 1964, at age 43, Stacy's health began to become a factor. He went on to compete in two more Grand National races. He achieved a 24th-place finish in his final start at the Firecracker 400 in 1965. Stacy ended his NASCAR career after competing in 45 races. In his career, he had 24 Top Ten and 13 Top Five Finishes along with 4 wins.

Later life and death
Stacy spent his final years in Florida, where he owned a car dealership. He died on May 14, 1986, at the age of 64.

Family life
Stacy was married to Mary Stacy. The couple had two girls and a boy.

References

External links

Stacy Motorsports
Legends of Nascar article on Stacy

1921 births
1986 deaths
People from Maysville, Kentucky
Racing drivers from Kentucky
NASCAR drivers
ARCA Menards Series drivers
People from Flemingsburg, Kentucky
USAC Stock Car drivers

Nelson Stacy


Enrique Carral Icaza (July 14, 1914 – November 25, 2005) was a Mexican architect. He was born in Mexico City.

Biography
Carral studied at the Escuela Nacional de Arquitectura of the Universidad Nacional Autónoma de México (UNAM) from 1933 to 1938, and started his architectural work in 1941. His rationalistic design works had a large impact on the history of contemporary Mexican architecture. His works include residential, educational, industrial, commercial, religious and public buildings, hospitals, recovery and tourist complexes. He also managed projects of the Instituto Mexicano del Seguro Social and of the UNAM.

Carral was professor of architectural composition at the UNAM, and taught also at the Universidad Iberoamericana (UIA). From 1958 to 1960 he was director of the faculty of architecture of the UIA, and coordinator of the UNAM architecture atelier no. 1 from 1975 to 1976. He was founding member of the Academia Mexicana de Arquitectura, is member of the Colegio de Arquitectos de la Ciudad de México (CAM), as well as member of the council of emeritus academics of the Sociedad de Arquitectos de México (SAM).

Projects
 Architecture workshop together with Augusto H. Álvarez and Manuel Martínez Páez, 1950–1951
 Mexico City International Airport, together with Augusto H. Álvarez, Manuel Martínez Páez, Ricardo Flores and Guillermo Pérez Olagaray, 1950–1952
 Bullring in Acapulco, together with Augusto H. Álvarez, 1953–1955
 Oxford college, together with Augusto H. Álvarez and Manuel Martínez Páez, 1955–1956
 Urban planning project Palmas, together with Augusto H. Álvarez, 1955–1959)
 Holy family church, Portales colony, 1961
 Manacar city center, 1963
 Centro Internacional de Mejoramiento de Maíz y Trigo, together with Augusto H. Álvarez, 1970–1971
 Ricardo Martínez's atelier, 1972
 INFONAVIT housing complex El Rosario, 1973–1974

References

1914 births
1976 deaths
Mexican architects
National Autonomous University of Mexico alumni
Academic staff of the National Autonomous University of Mexico
Architects from Mexico City
Academic staff of Universidad Iberoamericana

Enrique Carral Icaza


The 1920 Atlantic hurricane season featured tropical storms and hurricanes only in the month of September. (The present-day delineation of the Atlantic hurricane season is June 1 to November 30.) The first system, a hurricane, developed on September 7 while the last, a tropical depression, transitioned into an extratropical cyclone on October 27. Of note, four of the six cyclones co-existed with another tropical cyclone during the season.

Of the season's six tropical cyclones, five became tropical storms and four strengthened into hurricanes. Furthermore, none of these strengthened into a major hurricane—Category 3 or higher on the modern-day Saffir–Simpson hurricane wind scale—marking the seventh such occurrence since 1900. The strongest hurricane of the season peaked as only as a strong Category 2 with winds of 110 mph (175  km/h). The second hurricane caused one death and $1.45 million (1920 USD) in damage in Louisiana, the third left one fatality in North Carolina, and the fifth storm indirectly killed one person in Florida.

The season's activity was reflected with an accumulated cyclone energy (ACE) rating of 30, below the 1911–1920 average of 58.7. ACE is, broadly speaking, a measure of the power of the hurricane multiplied by the length of time it existed, so storms that last a long time, as well as particularly strong hurricanes, have high ACEs. It is only calculated for full advisories on tropical systems at or exceeding 39 mph (63 km/h), which is the threshold for tropical storm status.

Timeline

Systems

Hurricane One

The first known storm of the season was initially identified on September 7 as a 40 mph (65 km/h) tropical storm over Atlantic Ocean. Traveling towards the northwest, the storm gradually intensified, attaining hurricane-status late on September 9. The following day, a ship in the vicinity of the storm recorded a pressure of 985 mbar (hPa), the lowest pressure recorded in relation to the storm. Around 1200 UTC, the hurricane turned towards the north and intensified into a modern-day Category 2 hurricane on the Saffir–Simpson scale early on September 11. The storm continued to intensify through September 12 when it reached its peak intensity with winds of 110 mph (175 km/h). After maintaining this intensity for 18 hours, the hurricane began to weaken as it turned towards the northwest. By 0000 UTC on September 14, the storm weakened to a Category 1 hurricane. The system began to undergo an extratropical transition, completing the process early the next day. The system tracked nearly due east before dissipating on September 16 to the north of the Azores islands.

Hurricane Two

The Louisiana Hurricane of 1920

An area of disturbed weather developed into a tropical depression northwest of Colombia on September 16. The system remained a weak tropical depression as it made landfall on Nicaragua, but later intensified to tropical storm strength as it moved across the Gulf of Honduras, prior to making a second landfall on the Yucatán Peninsula. Once in the Gulf of Mexico, the storm quickly intensified as it moved towards the north-northwest, reaching its peak intensity as a Category 2 hurricane with winds of 100 mph (160 km/h) prior to making landfall near Houma, Louisiana with no change in intensity. Afterwards, it quickly weakened over land, before dissipating on September 23 over eastern Kansas.

As it approached the United States Gulf Coast, the hurricane forced an estimated 4,500 people to evacuate off of Galveston Island, and numerous other evacuations and precautionary measures to occur. At landfall, the hurricane generated strong winds along a wide swath of the coast, uprooting trees and causing damage to homes and other infrastructure. Heavy rainfall associated with the storm peaked at  in Robertsdale, Alabama. The heavy rains also washed out railroads, leading to several rail accidents. Across the Gulf Coast, one death was associated with the hurricane and damage from the storm totaled to $1.45 million (1920 USD).

Hurricane Three

A low-pressure area developed into a tropical depression on September 19, while located about 245 mi (395 km) southeast of Awendaw, South Carolina. The system, which had an "extremely small diameter", moved in a slow cyclonic loop. Around 1200 UTC on September 20, the depression strengthened into a tropical storm. By midday on September 22, it continued the cyclonic loop while moving northwestward. The storm intensified into a Category 1 hurricane around that time. Maximum sustained winds peaked at 85 mph (140 km/h) late on September 22. However, the hurricane then began to weakened and fell to a strong tropical storm early the following day, at which time it made landfall near Cape Fear, North Carolina. The cyclone quickly weakened after moving inland and dissipated over western Virginia early on September 24.

Offshore Bald Head Island, North Carolina, a lightship was carried several miles from its original location and observed winds of . Inland, a house in Wilmington was blown off its foundation and destroyed in, potentially a small tornado spawned by the cyclone. Many small severe windstorms were reported in Pitt County, where one person was killed, a number of people were injured, and several buildings were demolished.

Tropical Storm Four

A tropical depression developed from a weak low-pressure area along a decaying stationary front about  east of Bermuda around 1200 UTC on September 23. Based on ship observations, the system is estimated to have become a tropical storm early on September 24. The drifted slowly eastward for a few days and peaked with maximum sustained winds of 45 mph (75 km/h) later that day. Eventually, the system curved east-southeastward, but later continued its generally eastward motion at a faster forward speed. Around 1200 UTC on September 27, the storm weakened to a tropical depression, hours before being absorbed by a cold front. This storm was not operationally tracked in real time, but was later added to HURDAT based on weather maps and ship reports.

Hurricane Five

A low-pressure area centered the Gulf of Mexico on September 25 and was designated as a tropical depression hours later. Turning west-southwestward, the storm gradually intensified, attaining tropical storm-status on September 27. The next day, the system nearly stalled close to the center of the Gulf of Mexico. On September 28, further development of the storm took place and ships in the vicinity of the storm reported a strong gale. The next day, the storm strengthened into a hurricane. Several hours later, nearby ship reported a pressure of , the lowest pressure associated with the hurricane. Around this time, the storm reached its peak intensity with winds of 85 mph (140 km/h); the storm also began to turn northeastward at this time. The hurricane then accelerated and began weakening. Early on September 30, the storm made landfall near Cedar Key, Florida, with winds up to 65 mph (100 km/h) before transitioning into an extratropical cyclone over Florida. Later that day, the remnants dissipated over the eastern Atlantic Ocean.

Although the storm weakened significantly before landfall, it caused severe damage along the immediate coastlines of western Florida. Low lands along the coast were inundated by storm surge and heavy rains, peaking at 8 in (203.2 mm). Crop lands were flooded, causing substantial damage to the fruit industry. One person was killed after being electrocuted by a downed wire in St. Petersburg. Several ships were also destroyed by the storm while docked along the coast.

Tropical Depression
On October 20, a westward moving tropical wave developed into a tropical depression about 165 mi (265 km) north-northeast of Barbuda. Trekking northwestward over the next three days, before curving northward in advance of an approaching frontal boundary. The depression peaked with maximum sustained winds of 35 mph (55 km/h) and a minimum barometric pressure of . By October 25, it began merging with a cold front, finally being absorbed on October 27 about 590 mi (950 km) east-northeast of Bermuda.

Footnotes

See also

 1900–1940 South Pacific cyclone seasons
 1900–1950 South-West Indian Ocean cyclone seasons
 1920s Australian region cyclone seasons

References

External links

 Monthly Weather Review

Articles which contain graphical timelines
1920 meteorology
1920 natural disasters

1920 Atlantic hurricane season


Damson gin is a liqueur, usually homemade, made from damson plums macerated in a sugar and gin syrup for eight weeks or more. Vodka is sometimes used in place of the gin. The proof will vary somewhat but generally is around 44.

Damson gin is especially popular in Britain. The plums are ripe in early September and the liqueur can be used as a Christmas treat. Greengage gin is an alternative beverage.

Averell Damson Gin is produced by the American Gin Co. and is an American take on the beverage. Rather than steeping the damson plums in gin, Averell is made by combining the fresh juice of the fruit with gin and sugar.

See also
 Sloe gin
 Slivovitz

External links
 Damson Gin Recipe, The Cottage Smallholder

Gins
British liqueurs
Fruit liqueurs
Plum dishes

Damson gin


Christopher Jerrod Hinton (born July 31, 1961) is an American former professional football player who was an  offensive tackle for 13 seasons in the National Football League (NFL), primarily with the Indianapolis Colts franchise. In addition to his seven seasons with the Colts, he was a member of the Atlanta Falcons for four seasons and the Minnesota Vikings for two seasons.

Hinton played college football for the Northwestern Wildcats. He was selected fourth overall by the Denver Broncos in the 1983 NFL Draft and was traded to the Colts as part of a deal for the Broncos to receive Colts' pick John Elway. Although Hinton noted that his career was often overshadowed by his role in Elway's trade, his own NFL tenure saw him named to seven Pro Bowls and recognized as a two-time first-team All-Pro. He was inducted to the Indianapolis Colts Ring of Honor in 2001.

College career
A graduate of Chicago's Phillips High School, Hinton began attending Northwestern University in 1979 and was originally a tight end. As a true freshman he played in 11 games and caught seven passes for 43-yards. In his last season as a tight end in 1980 he caught 19 passes for 265 receiving yards in ten games. As a junior in 1981, Hinton was switched to offensive tackle by second year head coach Dennis Green. His best collegiate season came in his senior year in 1982, as he was voted co-captain to begin the season and was voted first-team All-America and first-team All Big 10. He completed the year playing in the East–West Shrine Game and the Blue-Gray Classic.

Professional career

1983 NFL Draft
Going into the 1983 NFL Draft, Hinton was regarded as the top offensive guard and a top ten overall prospect by the majority of scouts and analysts.

The Denver Broncos selected Hinton with the fourth overall pick in the 1983 NFL Draft, making him the first guard and first offensive lineman taken. The team traded him to the Baltimore Colts, along with quarterback Mark Herrmann and the Broncos' first round pick in the 1984 NFL Draft, for the first overall pick in the 1983 NFL Draft, quarterback John Elway. Hinton later said that he had "a good career, but I will always be known as the guy traded for John Elway." He went to seven Pro Bowls, six with the Colts and one with the Atlanta Falcons. (Hinton also said "I used to always be kidded by the guys on the Colts, 'We could've had Elway instead of you.' And I'd say, 'Yeah, but you wouldn't have had anybody to block for him.'")

Baltimore/Indianapolis Colts
Going into his rookie season in 1983, Hinton was named the Baltimore Colts' starting left guard and appeared in all 16 regular season games, starting 15 of them. The Colts went on to move to Indianapolis in 1984 and Hinton started six games for them at left tackle. He returned to the starting left tackle position in 1985 and started all 16 regular season games. In 1986, under the Indianapolis Colts' new head coach Ron Meyer, he finished all 16 regular-season games at left tackle and started another 12 games at left tackle in 1987. Hinton played in 14 games at left tackle in 1988 and started 13 of them, helping the Indianapolis Colts achieve a 9–7 record. Hinton played his last season for the Indianapolis Colts in 1989, starting 14 games at left tackle, as they finished with an 8–8 record. He finished his career with the Indianapolis Colts, playing in a total of 94 games, starting 92, and being voted to six Pro Bowls.

Atlanta Falcons
On April 20, 1990, the Indianapolis Colts traded him to the Atlanta Falcons in exchange for the Falcons' first overall pick in the 1990 NFL Draft, which they used to select top quarterback prospect Jeff George. The Falcons also received wide receiver Andre Rison, who was the Indianapolis Colts' first-round pick in the 1989 NFL Draft, their fifth-round pick in the 1990 NFL Draft, and their first-round pick in the 1991 NFL Draft.

In his first season with the Falcons, he was named their starting right tackle and played in 15 games, starting 12. He wore #71 in his first season with the Falcons but was able to switch to #75 in 1991, which he wore for the first seven years of his NFL career. In 1991, he played all 16 regular-season games at right tackle and was named to the Pro Bowl. He returned as the starting right tackle the following season and started another entire season. To begin the 1993 NFL season, the Falcons named Hinton their starting right guard. He started all 16 regular season games and helped the Falcons' 6–10 record in his last season with them.

Minnesota Vikings
He signed as a free agent with the Minnesota Vikings in 1994 and was reunited with his former college head coach Dennis Green. He wore #78 and was named their starting right tackle to begin the season. He helped them finish first in the NFC Central with a 10–6 record and started all 16 regular season games. The following year, Hinton was limited to only four games and four starts at offensive tackle. He finished his career with the Minnesota Vikings with 20 games and 20 starts.

Personal life
Hinton currently owns and operates a wine store with two locations, one in Johns Creek, Georgia and the other in Sandy Springs, Georgia. His son, Christopher Hinton Jr., played at the University of Michigan, leaving after his junior year in 2021 for the NFL.

References

External links
Hinton's Wine Store

1961 births
Living people
American football offensive linemen
Baltimore Colts players
Indianapolis Colts players
Atlanta Falcons players
Minnesota Vikings players
American Conference Pro Bowl players
National Conference Pro Bowl players
Northwestern Wildcats football players
Players of American football from Chicago

Chris Hinton


Kansas City International Airport  (originally Mid-Continent International Airport) is a public airport in Kansas City, Missouri, located  northwest of Downtown Kansas City in Platte County, Missouri. The airport was opened in 1972 and a new complex in the airport was completed in 2023, replacing the old one. MCI replaced Kansas City Municipal Airport (MKC) in 1972, with all scheduled passenger airline flights moved from MKC to MCI. It serves the Kansas City Metropolitan Area and is the primary passenger airport for much of western Missouri and eastern Kansas.

The airport covers  and has three runways. The airport has always been a civilian airport and has never been assigned an Air National Guard unit. Since the 2020 pandemic shutdown, the number of peak-day scheduled aircraft departures has been steadily recovering. , there were 303 daily arrivals and departures. Nonstop service was offered to 47 airports, including Cancun and Toronto.

History

Beginnings
Kansas City Industrial Airport was built after the Great Flood of 1951 destroyed the facilities of both of Kansas City's airlines, Mid-Continent Airlines and TWA. That was at Fairfax Airport across the Missouri River from the city's main Kansas City Municipal Airport, which was not as badly damaged. TWA's main overhaul base was a former B-25 bomber factory at Fairfax, and TWA commercial flights flew out of the main downtown airport.

Kansas City was planning to build an airport with room for  runways and knew the downtown airport would not be large enough.

Kansas City already owned Grandview Airport south of the city with ample room for expansion, but the city chose to build a new airport north of the city away from the Missouri River following lobbying by Platte County native Jay B. Dillingham, president of the Kansas City Stockyards, which had also been destroyed in the flood. TWA moved its Fairfax plant to the new airport and also its overseas overhaul operations at New Castle County Airport in Delaware.

The site just north of the then-unincorporated hamlet of Hampton, Missouri, was picked in May 1953 (with an anticipated cost of $23 million) under the guidance of City Manager L.P. Cookingham. Cookingham Drive is now the main access road to the airport. Ground was broken in September 1954. The first runway opened in 1956; at about the same time the city donated the southern Grandview Airport to the United States Air Force to become Richards-Gebaur Air Force Base.

TWA's Kansas City Overhaul Base at its peak in the 1960s and 1970s was Kansas City's largest employer, with 6,000 employees.

Although Mid-Continent merged with Braniff in 1952, Kansas City named the new airport on the basis of Mid-Continent's historic roots of serving the Mid-continent Oil Field. Mid-Continent had renamed from Hanover Airlines in 1938 after moving its headquarters from Sioux City, Iowa, to Kansas City when it began service to Tulsa and other cities in the oil field.

In 1954, TWA signed an agreement to move its overhaul base to the airport; the city was to build and own the $18 million-base and lease it to TWA. However, the downtown airport continued to be Kansas City's passenger airport; a 1963 Federal Aviation Agency memo called the downtown airport "one of the poorest major airports in the country for large jet aircraft" and recommended against spending any more federal money on it.

Along with the cramped site, there were doubts that the downtown site could handle the new Boeing 747. Jets had to make steep climbs and descents to avoid the downtown skyscrapers on the 200-ft (60-m) Missouri River bluffs at Quality Hill, east of the approach course a mile or two south of the south end of the runway, and downtown Kansas City was in the flight path for takeoffs and landings, resulting in a constant roar downtown. Mid-Continent was surrounded by open farmland.

On July 1, 1965, Continental Airlines Flight 12 overran the runway while landing at Kansas City Municipal Airport. The Civil Aeronautics Board determined that the pilots of the Boeing 707 had landed properly within the touchdown zone for their ILS approach, and though deploying spoilers, thrust reversers, and brakes, the remaining runway distance was too short for them to safely stop in heavy rain and tailwind conditions. Though having attempted to improve the runway surface and braking performance, the Airline Pilots Association said that many commercial pilots continued to "blacklist" the airport. A new airport, with longer runways, would be required to satisfy regulatory runway safety area requirements.

TWA's "Airport of the Future"
In 1966, voters in a 24:1 margin approved a $150 million bond issue following a campaign by Mayor Ilus W. Davis to move the city's main airport to an expanded Mid-Continent.  The city had considered building its new airport  north of downtown Kansas City in the Missouri River bottoms, as well as locations in southern Jackson County, Missouri, but decided to stick with the property it already owned.

The airport property was in an unincorporated area of Platte County until the small town of Platte City, Missouri, annexed the airport during construction. Kansas City eventually annexed the airport. Kivett and Myers designed the terminals and control tower; it was dedicated on October 23, 1972, by U.S. Vice President Spiro Agnew. Labor strife and interruptions raised its cost to $250 million. Kansas City renamed the airport Kansas City International Airport (although it kept MCI as its airport code). TWA, Braniff, and everyone moved to MCI.

Many design decisions were driven by TWA, which envisioned the facility as its hub, with 747s and Supersonic Transports whisking people from America's heartland to all points on the globe. Streets around the airport included Mexico City Avenue, Brasília Avenue, Paris Street, London Avenue, and Tel Aviv Avenue. TWA vetoed concepts to model the airport on Washington–Dulles and Tampa, because those two airports had people movers, which it deemed too expensive. TWA insisted on "Drive to Your Gate" with flight gates  from the roadway (signs along the roadway showed the flights leaving each gate).  The single-level terminals had no stairs, similar to a plan that would be built at Dallas/Fort Worth.

TWA's vision for the future of flight that had been pioneered by the TWA Flight Center at JFK Airport in New York City (which also featured cars close to the gates design) proved troublesome almost from the start. The terminals turned out to be unfriendly to the 747 since passengers spilled out of the gate area into the halls. When security checkpoints were added in the 1970s to stem hijackings, they were difficult and expensive to implement since security checkpoints had to be installed at each gate area rather than at a centralized area. As a result, passenger services were nonexistent downstream of the security checkpoint in the gate area. No restrooms were available, and shops, restaurants, newsstands, ATMs or any other passenger services were not available without exiting the secure area and being re-screened upon re-entry.

Shortly after the airport opened, TWA asked that the terminals be rebuilt to address these issues. Kansas City, citing the massive cost overruns on a newly built airport to TWA specification, refused, prompting TWA to move its hub to St. Louis.

Since September 11, 2001

After the establishment of the Transportation Security Administration (TSA) in 2001, MCI was one of five airports where the TSA has experimented with using independent contractors to inspect travelers. The airport uses AKAL Security, an independent contractor that conforms to TSA's recruiting and training standards. TSA supervises these independent contractors, but they are not federal employees.

A $258 million terminal renovation was completed in November 2004. Improvements included, amongst other things, increasing the size of each structural bay to provide larger spaces for vestibules, concessions, retail and public seating as well as new bathrooms inside security. Following the renovations, all three terminals included blue terrazzo floors. In May 2007, the final portion of the project, a new rental car facility and additional art fixtures, were completed.

In March 2010, the Transportation Security Administration announced that the airport would be one of the first in the U.S. to have full-body scanners with the first one used at Southwest Airlines beginning in the summer of 2010.

The city government has requested, but the airport has been unable to change its original FAA location identifier of MCI for Mid-Continent, which had already been registered on navigational charts. Further complicating requests to change the designation, the Federal Communications Commission (FCC) at the time reserved all call letters with "K" or "W" for radio and television stations, so KCI was not viable. The "W" and "K" restrictions have since been lifted, but the FAA is reluctant to change names that have appeared on navigational charts. The "KCI" IATA designation is also already assigned to another airport, Kon Airport in East Timor. Nearby New Century AirCenter also carries the IATA code JCI (although the FAA refers to it as IXD and the ICAO as KIXD), which could also lead to confusion.

Icelandair launched a seasonal route to Reykjavík, Kansas City's first transatlantic flight, in May 2018. The airline operated the service with Boeing 757s. In the wake of the Boeing 737 MAX groundings, Icelandair decided to make changes to its network to increase profitability; these included severing the link to Kansas City. The last flight departed in September 2019.

In March 2019, the old Terminal A was demolished to make way for a new single terminal. Designed by SOM Architects, the $1.5 billion project was the largest single infrastructure project in Kansas City's history.

In early 2020, Kansas City International Airport suspended all international flights due to the COVID-19 pandemic. The airport lifted all COVID-19 travel restrictions in March 2022.

The airport's new terminal opened on February 28, 2023. It features spacious gate areas and nearly 50 local and national food and beverage options. The terminal opened with 40 gates and the ability to expand up to 50 gates in the future. Two moving walkways expedite transfers between the two concourses to make navigating the airport easier. Consolidated and flexible security checkpoints were designed to accommodate changes in passenger volume. A new 6,200-space garage was built adjacent to the terminal to allow convenient covered parking near the terminal.

International flights have increased, with Southwest Airlines scheduled to begin nonstop seasonal service to Montego Bay and San José del Cabo in October 2023.

Facilities

Terminals

The airport has a single terminal with 40 gates and two concourses: Concourse A has 13 gates (A1–A20) and Concourse B has 27 gates (B40–B69).

Ground transportation
The airport is near major highways Interstate 29 and Interstate 435. The airport has a consolidated rental car facility and each terminal has four rental car shuttle bus stops operated by First Transit and REM Inc. The Kansas City Area Transportation Authority has public bus service to the airport. Several private scheduled shared shuttle services operate from MCI to regional cities (including Saint Joseph, Missouri; Columbia, Missouri; Topeka, Kansas; Lawrence, Kansas); and military bases (Fort Leonard Wood, Missouri; Fort Riley, Kansas; Fort Leavenworth, Kansas; and Whiteman Air Force Base, Missouri).

Airlines and destinations

Passenger

Cargo

Statistics

Top destinations

Airline market share

Airport traffic

Incidents
 April 13, 1987 Buffalo Airways (of Waco TX) Flight 721 operated by Burlington Air Express cargo flight from Wichita Mid-Continent Airport descending in a thick fog with half-mile visibility clipped a 950-ft-high ridge  short of the runway. All four occupants were killed, the worst accident in the airport's history.
 September 8, 1989 USAir Flight 105 from Pittsburgh International Airport clipped four power lines  above the ground  east of Runway 27 after making adjustments after being told by the MCI controller that lights were out on the south side of the airport. The flight then landed in Salina, Kansas. None of the 64 persons on board were injured.
 February 16, 1995 Air Transport International Flight 782, McDonnell Douglas DC-8 flight to Westover Metropolitan Airport, which had aborted a take off six minutes before because of loss of directional control, crashed on Runway 1L on another take-off because of failure of the directional control when its tail hit the runway.  All three on board were killed.
 August 21, 2001 At 01:11, an America West Airlines Boeing 737-300 operating as Flight 598 from Phoenix Sky Harbor Airport touched down on Runway 27 to the left of the center line during severe weather. The first officer in command failed to correct for leftward drift and the aircraft exited the runway approximately 1,000 feet after touchdown. Both engines were destroyed by foreign object debris, but the aircraft was repaired and returned to service. No fatalities and only one injury were reported by the 53 passengers and 6 crew.
 July 16, 2014 An Embraer E170 scheduled to operate US Airways Flight 3408 to Ronald Reagan Washington National Airport veered off runway 19L while conducting a high-speed taxi for maintenance purposes. Neither of the two maintenance crew on board were injured. No passengers were on board at the time of the incident.

Wildlife strikes
In 2009, the airport was reported as having the highest number of wildlife strikes of any airport in the US, based on take-offs and landings (57 per 100,000). FAA records showed 146 strikes in 2008, up from 37 in 2000.

The Kansas City Aviation Department issued a press release on October 15, 2009, outlining its Wildlife Hazard Management Plan created in 1998 to reduce wildlife strikes, including removal of  of trees, zero tolerance for Canada geese, ensuring grain crops are not grown with  of the runways, and harassing wildlife to keep it clear of the airport. Furthermore, in 2007, the airport elected to enact a policy of 100% submitting wildlife strike reports to the FAA/USDA National Strike Database. When birds are involved in a strike, whether reported by an aircraft owner or operator, or the bird was found on the runway, feathers or DNA samples are recovered and sent to the Smithsonian Institution for positive identification. This documentation is conducted regardless of whether the strike occurred on or off the airfield.

In the reporting period of January 1990 to September 2008, none of the encounters resulted in injury to people and all of the airplanes landed safely. The report listed the most serious incidents.
 February 25, 1999 A Learjet 35 approaching Downtown Kansas City Airport struck a flock of snow geese over MCI. One hit the copilot's window, and one was ingested into an engine, shutting it down. It landed safely.
 March 4, 1999 A DC-9 landing at the airport struck a flock of snow geese, ingesting geese in both engines and shutting one down. The airplane landed safely.
 April 28, 2000 A Boeing 727 on take-off struck a Canada goose, destroying an engine. It returned safely.
 June 10, 2005 A DC-9 on takeoff struck an American kestrel, stalling an engine. It returned safely.
 March 31, 2006 A Boeing 737 struck a medium to large bird and damaged an engine on take-off. It returned safely.
 November 14, 2009 Frontier Airlines Flight 820, an Airbus A319, to Denver, struck a flock of Canada geese shortly after take-off, resulting in loss of power to an engine. The airplane made a safe return to MCI.

References

External links

1956 establishments in Missouri
Airports established in 1956
Airports in Missouri
Buildings and structures in Platte County, Missouri
Transportation buildings and structures in Kansas City, Missouri

Kansas City International Airport


Francesco Castellacci de Villanova (born 4 April 1987 in Rome) is a professional racing driver from Italy. Francesco studied at Marymount International School, Rome and Universita' Bocconi before starting his career as a racing driver.

Together with Federico Leo, he won the drivers title of the 2011 FIA GT3 European Championship, driving a Ferrari 458 Italia GT3.

Career

Formula Azzurra
Castellacci began his single-seater career in late 2005, racing in the Formula Azzurra Winter Trophy. In the series' four races, all held at Adria International Raceway, he achieved two podium places to be classified in third place. In 2006, he entered the full Formula Azzurra championship, scoring 24 points to finish eighth in the final standings.

Formula Three
In late 2006, Castellacci tested a Formula Three car for the first time, driving for the British team Hitech Racing at Rockingham Motor Speedway. In 2007, he took part in the full British Formula 3 Championship season, racing alongside Australian driver John Martin at Alan Docking Racing. Castellacci failed to score a point in the 22 races he competed in, with his best result coming in the first race at Donington Park, where he finished in fifteenth position. He also took part in the Masters of Formula 3 race held at Zolder, finishing in 26th place.

The following year, Castellacci returned to his native Italy to compete in the Italian Formula Three Championship for Lucidi Motors. He finished the season fourth overall, taking six podium places along with a double pole position at the Monza round. The title was won by his team-mate Mirko Bortolotti.

Castellacci continued in the series for 2009, switching teams to join Prema Powerteam. He finished in the points on eleven occasions and took a single podium position at Misano to be classified in eighth place overall. During the year, he once again took part in the Masters of Formula Three event, this time racing for Manor Motorsport. He finished the race in 30th place.

Porsche Supercup
In June 2010, Castellacci made his debut in the Porsche Supercup round at the Valencia Street Circuit, finishing in 17th position. He is also due to contest the rounds at Silverstone, Hungaroring and Monza later in the season.

A month earlier, he also made his debut in the Porsche Carrera Cup Germany at Valencia's Circuit Ricardo Tormo, finishing in 14th place.

Other Series
In October 2009, Castellacci sampled a GP2 car for the first time during the first post-season test at Jerez. Driving for the Italian Durango team, he completed 107 laps during the course of the three-day test, recording a best time of 1:27.615 on the final day of running.

Castellacci also took part in Formula Renault 3.5 Series testing during October and November 2009, driving cars for Draco Racing, Interwetten.com Racing and Prema Powerteam.

For 2011, Castellacci raced in the FIA GT3 European Championship with AF Corse, sharing a Ferrari 458 with fellow Italian driver Federico Leo. The duo won the drivers' title at the final round of the season in Zandvoort.

Racing record

Career summary

† - As Castellacci is a guest driver, he is ineligible to score points.

Complete GT1 World Championship results

Complete FIA World Endurance Championship results

* Season still in progress.

Complete 24 Hours of Le Mans results

References

External links

1987 births
Living people
Racing drivers from Rome
Italian racing drivers
British Formula Three Championship drivers
Italian Formula Three Championship drivers
Formula Azzurra drivers
FIA GT1 World Championship drivers
Porsche Supercup drivers
Blancpain Endurance Series drivers
International GT Open drivers
24 Hours of Le Mans drivers
24 Hours of Spa drivers
FIA World Endurance Championship drivers
European Le Mans Series drivers
Prema Powerteam drivers
Aston Martin Racing drivers
Alan Docking Racing drivers
Manor Motorsport drivers
RC Motorsport drivers
AF Corse drivers
W Racing Team drivers
24H Series drivers
Le Mans Cup drivers
WeatherTech SportsCar Championship drivers
Porsche Carrera Cup Germany drivers
Ferrari Competizioni GT drivers

Francesco Castellacci


The Fiesta de la Hispanidad or Hispanic-Latin American Festival is Australia's largest celebration of Spanish and Latin American culture, held in Jonhston Street, Fitzroy in Melbourne on the second last week of November.

The carnival features a spectacular procession of exotic floats, costumes, musicians and dancers.
The event incorporates elements of Latin American culture, featuring dance rhythms, food and music.
Throughout the day, a mixture of musicians perform on the stage set up at the end of Johnston Street. A large number live bands and DJs perform on the stage.
Inspired by the commemoration of One Thousand years of the Spanish Language, Fiesta de la Hispanidad was officially established in 1978.

The Hispanic-Latin American Festival makes a significant contribution to the vibrancy and richness of Australia's multicultural society, depicting cultural and artistic expression.

The celebration went on hiatus in 2020.

External links
Fiesta de la Hispanidad official site
eMelbourne-Spanish

Festivals in Melbourne
Annual events in Australia
Parades in Australia
1978 establishments in Australia
Recurring events established in 1978
Spring (season) events in Australia

Fiesta de la Hispanidad