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{"datasets_id": 325, "wiki_id": "Q2548427", "sp": 22, "sc": 22, "ep": 34, "ec": 164} | 325 | Q2548427 | 22 | 22 | 34 | 164 | Advanced Idea Mechanics | American Intelligence Mechanics & Other versions & Heroes Reborn & 2020 Death's Head Future | U.S. government and the Avengers Idea Mechanics resulted in the formation of the American Intelligence Mechanics. Other versions A.I.M. has outposts active in several other universes in the Marvel Multiverse, including the universes for Ultimate Marvel, Marvel 1602, and Age of Apocalypse. Heroes Reborn In the Heroes Reborn reality, A.I.M. is led by Baron Zemo and MODOK as they take on Captain America and the new Bucky, Rebecca Barnes. 2020 Death's Head Future A future (2020) version of A.I.M was featured heavily in the Marvel UK limited series Death's Head II. This future organisation created the cyborg Minion, which was |
{"datasets_id": 325, "wiki_id": "Q2548427", "sp": 34, "sc": 164, "ep": 42, "ec": 69} | 325 | Q2548427 | 34 | 164 | 42 | 69 | Advanced Idea Mechanics | 2020 Death's Head Future & House of M & Marvel Adventures | later taken over by the personality of Death's Head. A.I.M's representative Evelyn Necker became a popular character in the ongoing series that followed.
In Amazing Fantasy ##16–20, set further in the same future, A.I.M is on the point of making peace with the UN, when a renegade A.I.M. scientist unleashes Death's Head 3.0 on the peace conference. House of M In the House of M reality, A.I.M. is re-imagined as a human resistance movement led by Monica Rappacini to oppose Exodus, ruler of Australia and his cohorts. Marvel Adventures In the Marvel Adventures version of Iron Man, A.I.M., through the use |
{"datasets_id": 325, "wiki_id": "Q2548427", "sp": 42, "sc": 69, "ep": 42, "ec": 704} | 325 | Q2548427 | 42 | 69 | 42 | 704 | Advanced Idea Mechanics | Marvel Adventures | of dummy companies, acquired Stark International's hover platform and uni-beam technology in their invasion of Madripoor, a third world country. Gia-Bao Yinsen tried to tell the world about A.I.M.'s terrorist attacks on his country. However, his message is dismissed. During Tony Stark's test of his new solar-powered glider, A.I.M. causes Tony to crash on their artificial island. Tony's heart is damaged, and A.I.M. forces him to build an EMP weapon to allow A.I.M.'s forces to finish their conquest of Madripoor. In exchange, A.I.M. will repair his heart. Tony learns that Yinsen was also kidnapped, as A.I.M. wanted to prevent him |
{"datasets_id": 325, "wiki_id": "Q2548427", "sp": 42, "sc": 704, "ep": 42, "ec": 1332} | 325 | Q2548427 | 42 | 704 | 42 | 1,332 | Advanced Idea Mechanics | Marvel Adventures | from telling the world about their attacks on his country and to use his intellect to build technology for A.I.M.. Similar to Iron Man's main Marvel Universe origin, Yinsen and Tony both build armor to escape. However, Yinsen destroys the generator powering the island in order to save his homeland. The explosion kills Yinsen, but Tony Stark lives. Tony becomes Iron Man to prevent people like A.I.M. from committing evil against innocents. Here, the Supreme Scientist is a black-haired woman who is extremely brilliant. In addition, the uniforms that A.I.M. uses are basically NBC orange suits. However, the Supreme Scientist |
{"datasets_id": 325, "wiki_id": "Q2548427", "sp": 42, "sc": 1332, "ep": 46, "ec": 535} | 325 | Q2548427 | 42 | 1,332 | 46 | 535 | Advanced Idea Mechanics | Marvel Adventures & Ultimate Marvel | wears black clothing in a style similar to Darth Vader. Ultimate Marvel In the Ultimate Marvel reality, A.I.M. commissioned Mad Thinker to steal Cerebro from the X-Men and frame the Fantastic Four, as seen in the Ultimate X4 mini-series. Ultimate A.I.M.'s full purpose and function has yet to be revealed. The miniseries Ultimate Vision introduces A.I.M. as composed of several directorates spread across the globe, with George Tarleton as an A.I.M. leader on an orbital research facility. Tarleton and his team attempted to take control of a Gah Lak Tus module that was left behind in orbit after the swarm |
{"datasets_id": 325, "wiki_id": "Q2548427", "sp": 46, "sc": 535, "ep": 46, "ec": 1084} | 325 | Q2548427 | 46 | 535 | 46 | 1,084 | Advanced Idea Mechanics | Ultimate Marvel | was driven away. Being unable to do so on their own, they lured Vision to the station to help them by claiming they would use the knowledge to order the Gah Lak Tus swarm to self-destruct. Once the cyborg Tarleton had connected to the module using Vision, he had the module fire an energy beam at her. Tarleton then incorporated the Gah Lak Tus' circuitry into his own body, but it has seemingly taken him over, transforming him more into a machine, with a monstrous appearance. He has since taken over the entire station remotely and has set it to |
{"datasets_id": 325, "wiki_id": "Q2548427", "sp": 46, "sc": 1084, "ep": 50, "ec": 138} | 325 | Q2548427 | 46 | 1,084 | 50 | 138 | Advanced Idea Mechanics | Ultimate Marvel & Critical reception | plummet out of orbit, along with the Gah Lak Tus module, which he says has "unfinished business on Earth." Ultimately, Tarleton was broken free of the module's control and helped the Vision and the Falcon a.k.a. Dr. Samuel Wilson in destroying the module.
In Ultimate Comics: Avengers, a group of A.I.M. terrorists stole advanced technology (revealed to be blueprints for a Cosmic Cube) from the Baxter Building and have some associations with the Red Skull. Critical reception Both A.I.M. and Hydra first appeared in the 1960s as analogs for the threat of Communism, but are also associated with Nazism and resemble |
{"datasets_id": 325, "wiki_id": "Q2548427", "sp": 50, "sc": 138, "ep": 50, "ec": 726} | 325 | Q2548427 | 50 | 138 | 50 | 726 | Advanced Idea Mechanics | Critical reception | organizations fought by Captain America in World War II; political science professor Matthew J. Costello has pointed out that this conflation of Communist and Nazi totalitarianism removes ambiguity from the threat and thus from America's moral superiority in the comics. In contrast, in the post-9/11 context of Iron Man 3, Pepper says of Extremis' war profiteering, "That's exactly what [Stark Industries] used to do". Whereas immediately after 9/11 Captain America was concerned with Islamic terrorism, by 2005–2007 he was primarily engaged with homegrown terrorists: A.I.M. and A.I.D. |
{"datasets_id": 326, "wiki_id": "Q20089046", "sp": 2, "sc": 0, "ep": 6, "ec": 619} | 326 | Q20089046 | 2 | 0 | 6 | 619 | Advanced Resource Connector | History | Advanced Resource Connector History ARC appeared (and is still often referred to) as the NorduGrid middleware, originally proposed as an architecture on top of the Globus Toolkit optimized for the needs of High-Energy Physics computing for the Large Hadron Collider experiments. First deployment of ARC at the NorduGrid testbed took place in summer 2002, and by 2003 it was used to support complex computations.
The first stable release of ARC (version 0.4) came out in April 2004 under the GNU General Public License. The name "Advanced Resource Connector" was introduced for this release to distinguish the middleware from the infrastructure. In |
{"datasets_id": 326, "wiki_id": "Q20089046", "sp": 6, "sc": 619, "ep": 6, "ec": 1315} | 326 | Q20089046 | 6 | 619 | 6 | 1,315 | Advanced Resource Connector | History | the same year, the Swedish national Grid project Swegrid became the first large cross-discipline infrastructure to be based on ARC.
In 2005, NorduGrid was formally established as a collaboration to support and coordinate ARC development. In 2006 two closely related projects were launched: the Nordic Data Grid Facility, deploying a pan-Nordic e-Science infrastructure based on ARC, and KnowARC, focused on transforming ARC into a next generation Grid middleware.
ARC v0.6 was released in May 2007, becoming the second stable release. Its key feature was introduction of the client library enabling easy development of higher-level applications. It was also the first ARC release |
{"datasets_id": 326, "wiki_id": "Q20089046", "sp": 6, "sc": 1315, "ep": 6, "ec": 1963} | 326 | Q20089046 | 6 | 1,315 | 6 | 1,963 | Advanced Resource Connector | History | making use of open standards, as it included support for JSDL. Later that year, the first technology preview of the next generation ARC middleware was made available, though was not distributed with ARC itself. The new approach involved switching to a Web service based architecture, and in general a very substantial re-factorisation of the core code.
In 2008, the NorduGrid consortium adopted the Apache License for all ARC components.
The last stable release in the 0-line was ARC v0.8, shipped in September 2009. It eventually included a preview version of the new execution service - the A-REX' - and several other components, |
{"datasets_id": 326, "wiki_id": "Q20089046", "sp": 6, "sc": 1963, "ep": 6, "ec": 2656} | 326 | Q20089046 | 6 | 1,963 | 6 | 2,656 | Advanced Resource Connector | History | like Chelonia, ISIS, Charon' and the arcjobtool GUI.
In parallel to ARC v0.8, the EU KnowARC project released in November 2009 the conceptual ARC NOX suite, which was a complete Grid solution, fully based on Web service technologies. The name NOX actually indicates the release date: November of the Year of the Ox.
In May 2011, NorduGrid released ARC v11.05 (adopting Ubuntu versioning scheme this time). This release marked the complete transition from the old execution service to A-REX and accompanying services. For backwards compatibility with the existing infrastructures, old interfaces for the execution service and the information system were retained.
ARC 6 |
{"datasets_id": 326, "wiki_id": "Q20089046", "sp": 6, "sc": 2656, "ep": 14, "ec": 300} | 326 | Q20089046 | 6 | 2,656 | 14 | 300 | Advanced Resource Connector | History & Availability & Development | was released in May 2019 and while having same interfaces it features a completely redesigned configuration and a new management tool. Availability ARC is free software available from the NorduGrid public repository, both as binary packages for a variety of Linux systems and source. Source code is also openly available from the NorduGrid SVN repository. Development The open source development of the ARC middleware is coordinated by the NorduGrid collaboration. Contributions to the software, documentation and dissemination activities are coming from the community and from various projects, such as the EU KnowARC and EMI projects, NDGF, NeIC and various national |
{"datasets_id": 326, "wiki_id": "Q20089046", "sp": 14, "sc": 300, "ep": 26, "ec": 92} | 326 | Q20089046 | 14 | 300 | 26 | 92 | Advanced Resource Connector | Development & Versioning & Standards and interoperability & European Middleware Initiative | infrastructure and research projects. Versioning Between 2011 and 2018 ARC used an Ubuntu-like versioning schema for bundled releases consisting of individual components. Individual components have own versioning, corresponding to code tags. Version of the core ARC packages is often used instead of the formal release number in everyday communication.
Starting with ARC6 (2019) version number of the release coincides with that of the tag. Standards and interoperability ARC implements several Open Grid Forum standards, in particular, JSDL, Glue2, BES, UR/RUS and StAR. European Middleware Initiative In 2010-2013, several key ARC components - most notably, HED, A-REX, clients and libraries - |
{"datasets_id": 326, "wiki_id": "Q20089046", "sp": 26, "sc": 92, "ep": 34, "ec": 166} | 326 | Q20089046 | 26 | 92 | 34 | 166 | Advanced Resource Connector | European Middleware Initiative & Nordic DataGrid Facility and NeIC & KnowARC project | were included in the European Middleware Initiative (EMI) software stack. Through EMI, ARC became a part of the Unified Middleware Distribution (UMD) of the European Grid Infrastructure (EGI). Nordic DataGrid Facility and NeIC ARC is the basis of the computing infrastructure of the Nordic Data Grid Facility (NDGF). In 2006-2010 NDGF actively contributed to ARC development, and since 2010 provides ARC deployment expertise within EGI. Since 2012, NDGF became a part of the Nordic e-Infrastructure Collaboration. KnowARC project Grid-enabled Know-how Sharing Technology Based on ARC Services and Open Standards (KnowARC) was a Sixth Framework Programme Specific Targeted Research Project, funded |
{"datasets_id": 326, "wiki_id": "Q20089046", "sp": 34, "sc": 166, "ep": 34, "ec": 838} | 326 | Q20089046 | 34 | 166 | 34 | 838 | Advanced Resource Connector | KnowARC project | under Priority IST-2005-2.5.4 "Advanced Grid Technologies, Systems and Services" from June 2006 to November 2009. In many ways it was the project that shaped ARC. The main goal was to make ARC based on open community standards, and among the key results was creation of the standardized Hosting Environment for ARC services (HED).
Apart from its main aim of further developing ARC, it contributed to the development of standards, and increased Grid and ARC usage in medicine and bioinformatics.
In July 2009, KnowARC announced it contributed to the integration of Grid technologies into official Linux repositories by adding Globus Toolkit components into |
{"datasets_id": 326, "wiki_id": "Q20089046", "sp": 34, "sc": 838, "ep": 34, "ec": 870} | 326 | Q20089046 | 34 | 838 | 34 | 870 | Advanced Resource Connector | KnowARC project | Fedora and Debian repositories. |
{"datasets_id": 327, "wiki_id": "Q381295", "sp": 2, "sc": 0, "ep": 6, "ec": 565} | 327 | Q381295 | 2 | 0 | 6 | 565 | Aero International | History and profile | Aero International History and profile Aero International was founded 1993 50/50 by the Austrian painter and grafic designer Mario Arbesser and Dipl. Kwirt Dragan Jukic in the AJV Publishing House in Munich, Germany. It quickly became one of the leading German Aviation magazines. It was sold by Arbesser and Jukic in 1993 to Top Special, a company then owned by Axel Springer Verlags AG, Hamburg. It is now part of Jahr Top Special Verlag GmbH & Co. KG in Hamburg.
Aero International was established in 1993. Its headquarters is in Hamburg and its owner and publisher is Jahr Top Special Verlag. |
{"datasets_id": 327, "wiki_id": "Q381295", "sp": 6, "sc": 565, "ep": 6, "ec": 833} | 327 | Q381295 | 6 | 565 | 6 | 833 | Aero International | History and profile |
The editor in chief from 1997 to 2015 was Dietmar Plath. In that year, Thomas Borchert took over that role. The magazine focuses on business aviation, airlines, airports, airliners and helicopters. It annually publishes a list of the world’s safest airlines. |
{"datasets_id": 328, "wiki_id": "Q4688163", "sp": 2, "sc": 0, "ep": 6, "ec": 629} | 328 | Q4688163 | 2 | 0 | 6 | 629 | Aero Synergie Jodel D20 | Design and development | Aero Synergie Jodel D20 Design and development The aircraft complies with the Fédération Aéronautique Internationale microlight rules. It features a cantilever low wing, two seats in a side-by-side configuration enclosed cockpit, a choice of tricycle landing gear or conventional landing gear and a single engine in tractor configuration.
The aircraft has a wooden airframe covered in doped aircraft fabric. Like most Jodel designs its 7.5 m (24.6 ft) span wing employs dihedral in the outer half only. Standard engines used are the 100 hp (75 kW) Rotax 912ULS four-stroke and the 85 hp (63 kW) Jabiru 2200 powerplant. Other engines of similar power output can also be |
{"datasets_id": 328, "wiki_id": "Q4688163", "sp": 6, "sc": 629, "ep": 6, "ec": 765} | 328 | Q4688163 | 6 | 629 | 6 | 765 | Aero Synergie Jodel D20 | Design and development | used.
Reviewers Robby Bayerl et al. describe the aircraft as possessing "great performance and impeccable behaviour in flight". |
{"datasets_id": 329, "wiki_id": "Q381468", "sp": 2, "sc": 0, "ep": 6, "ec": 639} | 329 | Q381468 | 2 | 0 | 6 | 639 | Aeroflot Flight 821 | Accident | Aeroflot Flight 821 Accident The Boeing 737–505, registration VP-BKO, an aircraft belonging to the Aeroflot subsidiary Aeroflot-Nord but operating as Aeroflot flight SU821 from Moscow's Sheremetyevo International Airport to Perm (Russia) crashed into a railway line southwest of Perm 5:10 AM local time (or 13 September 2008, 23:10 UTC). The weather at the time of accident was rainy (unbroken clouds at 240 m, light rain).
According to an interview given by the air traffic controller shortly after the disaster, the crew did not respond correctly to ATC commands: after going around, it turned eastward instead of turning westward. However, the crew reported |
{"datasets_id": 329, "wiki_id": "Q381468", "sp": 6, "sc": 639, "ep": 6, "ec": 1262} | 329 | Q381468 | 6 | 639 | 6 | 1,262 | Aeroflot Flight 821 | Accident | no emergency onboard and confirmed all commands given by ATC. At 5:10 AM, radio contact with the plane was lost; minutes later it crashed in the outskirts of Perm.
Aeroflot-Nord officially stated that: "The Boeing-737 carried 82 passengers on board – including 7 children – and 6 crew... All passengers were killed. As the plane was coming in for landing, it lost communication at the height of 1,100 metres (3,600 ft) and air controllers lost its blip. The airplane was found within Perm's city limits completely destroyed and on fire." Investigator Vladimir Markin said that "there were 82 passengers plus a baby |
{"datasets_id": 329, "wiki_id": "Q381468", "sp": 6, "sc": 1262, "ep": 6, "ec": 1865} | 329 | Q381468 | 6 | 1,262 | 6 | 1,865 | Aeroflot Flight 821 | Accident | and 5 crew on board, and by preliminary information, they are all dead as the airplane fell into a ravine near the city limits." RIA Novosti however reported that "it was possible that 3 people who bought a ticket for the ill-fated flight 821 to Perm did not get on board."
Both flight recorders were found and successfully decoded. The airline stated "it pledged to pay compensation on obligatory accident insurance in full, which would make up to 2 million rubles per victim." The crash damaged and shut down a section of the Trans-Siberian Railway; rail traffic was temporarily re-routed via |
{"datasets_id": 329, "wiki_id": "Q381468", "sp": 6, "sc": 1865, "ep": 6, "ec": 2499} | 329 | Q381468 | 6 | 1,865 | 6 | 2,499 | Aeroflot Flight 821 | Accident | Chusovaya station, and was restored by the evening of 14 September. The aircraft was leased by Aeroflot-Nord from Dublin-based Pinewatch Limited from July 2008 to March 2013.
It was reported that its engines caught fire at an altitude of 1,000 metres (3,300 ft). Eyewitness reports stated that the plane was visibly on fire prior to crashing, and hit the ground at a 30–40-degree angle. However, the low clouds (at 240 m) must have prevented any witnesses from seeing the plane for more than a few seconds and the report was subsequently discounted by the accident enquiry (see below).
The final enquiry report stated |
{"datasets_id": 329, "wiki_id": "Q381468", "sp": 6, "sc": 2499, "ep": 10, "ec": 396} | 329 | Q381468 | 6 | 2,499 | 10 | 396 | Aeroflot Flight 821 | Accident & Aircraft | that "after the base turn, approaching the landing course at 600 m with both autopilot and autothrottle disengaged, the aircraft started climbing up to 1300 m, rolled 360° over the left wing and collided with the ground". Aircraft The aircraft involved in the crash was originally ordered by Braathens, but never operated by them and was quickly sold shortly after delivery to China Southwest Airlines, whose subsidiary Xiamen Airlines operated the airframe from September 1992 to March 1993. The 737 was then operated by China Southwest Airlines itself until the airline merged with Xiamen Airlines, who operated the aircraft |
{"datasets_id": 329, "wiki_id": "Q381468", "sp": 10, "sc": 396, "ep": 18, "ec": 180} | 329 | Q381468 | 10 | 396 | 18 | 180 | Aeroflot Flight 821 | Aircraft & Lawsuit & Crew | from 2003 until it was stored in March 2008 and was returned to Pinewatch Limited. Aeroflot-Nord then leased the aircraft and had operated the airframe from 29 May 2008 until its hull loss. Pinewatch was incorporated in 1995. Lawsuit On 1 October 2008, the mother of a 27-year-old female passenger who died in the accident sued Aeroflot and Moskva Insurance Company for 7.7 million rubles (approximately US$300,000) in punitive damages. Crew According to early claims of Aeroflot-Nord representatives, the crew was described as very experienced and one of the best in the company. Captain Rodion Medvedev (34) had a flight |
{"datasets_id": 329, "wiki_id": "Q381468", "sp": 18, "sc": 180, "ep": 22, "ec": 84} | 329 | Q381468 | 18 | 180 | 22 | 84 | Aeroflot Flight 821 | Crew & In popular culture | record of 3,689 hours while First Officer Rustam Allaberdin (43) had 8,713. Later it was revealed that Medvedev's flight record as a captain was 452 hours and that Allaberdin's experience of piloting Boeing 737s was just 219 hours. For the most part of their careers Medvedev and Allaberdin were piloting Tu-134 and An-2 respectively.
Gennady Kurzenkov, head of the State Aviation Inspection Service, stated that the flight crew submitted falsified documents to the airline showing that they had passed preflight courses. In popular culture The accident was featured in the 19th season of the TV series Mayday. The episode is |
{"datasets_id": 329, "wiki_id": "Q381468", "sp": 22, "sc": 84, "ep": 22, "ec": 108} | 329 | Q381468 | 22 | 84 | 22 | 108 | Aeroflot Flight 821 | In popular culture | titled "Lethal Limits". |
{"datasets_id": 330, "wiki_id": "Q381779", "sp": 2, "sc": 0, "ep": 6, "ec": 596} | 330 | Q381779 | 2 | 0 | 6 | 596 | Aerosvit Airlines | Early years | Aerosvit Airlines Early years The airline was established on 25 March 1994, and started operations in April that year with flights from Kiev to Athens, Larnaca, Tel Aviv, Odesa and Thessaloniki in co-operation with Air Ukraine. In October the same year, the carrier started dry-leasing some Boeing 737-200s in connection with the addition of Moscow into the route network. In 1995, new scheduled flights from Kiev to Almaty, Ashgabad, and Riga were launched, laying the foundations for it to become a transit airline. In 1996, Yekaterinburg, Kharkiv, Lviv, and Simferopol were added to the airline's network. Also in 1996, the |
{"datasets_id": 330, "wiki_id": "Q381779", "sp": 6, "sc": 596, "ep": 10, "ec": 308} | 330 | Q381779 | 6 | 596 | 10 | 308 | Aerosvit Airlines | Early years & Post-millennium expansion and reorganisation | airline became a member of the International Air Transport Association (IATA). By 1997 Aerosvit Airlines became a member of IATA Clearing House and purchased its first Boeing 737-200 aircraft. By 1999 Aerosvit had acquired a third Boeing 737-200 aircraft and scheduled flights to Budapest, Sofia and Istanbul were launched. Post-millennium expansion and reorganisation In 2000, two more Boeing 737-300 aircraft joined Aerosvit Airlines’ fleet. Scheduled flights to Prague and Warsaw were launched, and Aerosvit Airlines carried more passengers than any other Ukrainian airline (over the calendar year). In 2002, a further three Boeing 737-500 aircraft joined the fleet, as also |
{"datasets_id": 330, "wiki_id": "Q381779", "sp": 10, "sc": 308, "ep": 10, "ec": 966} | 330 | Q381779 | 10 | 308 | 10 | 966 | Aerosvit Airlines | Post-millennium expansion and reorganisation | did the first Boeing 767-300ER —a 350-seater machine that previously belonged to SAS— on a long-term lease from Boeing Capital, aimed at starting operations to Bangkok. The airliner became the first Western-built wide-body one to be operated by a Ukrainian carrier. Also in 2002, Aerosvit took over the long-haul services previously operated by Air Ukraine.
The Kyiv–New York–Kyiv route was launched in 2003 with a twice weekly service. Later that year, flights to Toronto and Delhi began. In this year the airline also carried its second millionth passenger. Soon after JAR-145 certification for performing in house maintenance works in accordance |
{"datasets_id": 330, "wiki_id": "Q381779", "sp": 10, "sc": 966, "ep": 10, "ec": 1612} | 330 | Q381779 | 10 | 966 | 10 | 1,612 | Aerosvit Airlines | Post-millennium expansion and reorganisation | with the European Joint Aviation Authorities’ requirements was received. With the onset of 2004 Aerosvit increased the number of weekly flights it operated to Bangkok to three and an additional Boeing 737-300 was added to the fleet. Route expansion continued as before, and over the course of the year the number of Aerosvit-operated domestic flights across Ukraine expanded to eleven destinations. However, expansion did not just take place on the domestic market, as Aerosvit introduced new routes from its base in Kiev, to Beijing, Baku, Chisinau, Cairo, and St. Petersburg. Finally, in 2004, Aerosvit Airlines became the official air carrier |
{"datasets_id": 330, "wiki_id": "Q381779", "sp": 10, "sc": 1612, "ep": 10, "ec": 2264} | 330 | Q381779 | 10 | 1,612 | 10 | 2,264 | Aerosvit Airlines | Post-millennium expansion and reorganisation | of the National Olympic team of Ukraine for the XXVIII Olympic Summer Games held in 2004 in Athens.
Aerosvit's ninth Boeing 737 mid-haul aircraft started operating in 2005, with a tenth being added to the fleet soon after. In the same year e-ticketing was launched on the route New York-Kiev and Aerosvit Airlines and Azerbaijan Airlines started code-sharing on the Kiev-Baku route.
In 2006, the carrier became the 85th worldwide in passing the IATA Operational Safety Audit. In March that year, Naples was added to the route network, and in June the Kiev–Vilnius and Simferopol–Vilnius routes were launched in codeshare agreement with |
{"datasets_id": 330, "wiki_id": "Q381779", "sp": 10, "sc": 2264, "ep": 10, "ec": 2942} | 330 | Q381779 | 10 | 2,264 | 10 | 2,942 | Aerosvit Airlines | Post-millennium expansion and reorganisation | Lithuania's national carrier flyLAL. In September 2006, Aerosvit was the first airline to operate both inbound and outbound passenger flights at Bangkok Suvarnabhumi Airport. and in October, the airline celebrated the six-millionth passenger carried since it started operations.
In 2007, due to cooperation with Delta Air Lines, the number of destinations in the United States increased, allowing onward travel from New York to cities such as Los Angeles and Portland. It was in the same year that Aerosvit Airlines and Donbassaero began to build (at the initiative of their joint main shareholder Privat Group) the strategic alliance Ukrainian Aviation Group. Also, in |
{"datasets_id": 330, "wiki_id": "Q381779", "sp": 10, "sc": 2942, "ep": 10, "ec": 3564} | 330 | Q381779 | 10 | 2,942 | 10 | 3,564 | Aerosvit Airlines | Post-millennium expansion and reorganisation | this year, the fleet was supplemented with a third long haul aircraft Boeing 767 and eleventh and twelfth mid-range Boeing 737s, whilst the start of code share flights with Belavia on the Kiev-Minsk route took place. In August 2007, it was announced that a contract was signed with Boeing for the acquisition of seven Boeing 737-800s and purchase rights for another seven; in a deal valued at more than US$500 million, the operation marked the company's first direct purchase of aircraft since its foundation. These new aircraft would replace the airline's 13-strong Boeing 737 Classic fleet; the first of them was handed |
{"datasets_id": 330, "wiki_id": "Q381779", "sp": 10, "sc": 3564, "ep": 10, "ec": 4233} | 330 | Q381779 | 10 | 3,564 | 10 | 4,233 | Aerosvit Airlines | Post-millennium expansion and reorganisation | over by the manufacturer in March 2012. In December 2007, the airline began the commercialisation of e-tickets on its website.
At the beginning of 2008 flights from Kiev to Tbilisi and Almaty were launched by Aerosvit, E-ticketing was introduced on all Aerosvit scheduled flights, and Aerosvit Airlines again became the official air carrier of the Ukrainian National Olympic team for the XXIX Olympic Games held in Beijing. In March 2009, Aerosvit acquired a 70-seater Antonov An-148, which was deployed on domestic routes in June; the first international revenue flight for the type with the airline took place in December that year, covering the Odesa–Moscow |
{"datasets_id": 330, "wiki_id": "Q381779", "sp": 10, "sc": 4233, "ep": 14, "ec": 619} | 330 | Q381779 | 10 | 4,233 | 14 | 619 | Aerosvit Airlines | Post-millennium expansion and reorganisation & The Ukrainian Aviation Group and modern era | route. Also in April 2009, the carrier launched scheduled flights to Astana and Riga. The Ukrainian Aviation Group and modern era In 2010 Aerosvit added a second Antonov 148 aircraft to its fleet and new routes including Odesa-Kaliningrad, Simferopol-Kaliningrad, Donetsk-Saint Petersburg, Odesa-Riga, and Dnipropetrovsk-Berlin were opened (largely with the cooperation of its sister companies Dniproavia and Donbassaero) by the carrier. An Odesa-Milan code-share route was launched. Dniproavia, having come into the Privat Group's business portfolio, joined the Ukrainian Aviation Group.
During 2010, the airline opened 21 new international routes, including Bucharest and Yerevan, and signed a codeshare agreement with Hainan Airlines that |
{"datasets_id": 330, "wiki_id": "Q381779", "sp": 14, "sc": 619, "ep": 14, "ec": 1247} | 330 | Q381779 | 14 | 619 | 14 | 1,247 | Aerosvit Airlines | The Ukrainian Aviation Group and modern era | covered operations on the Kiev–Beijing route. Ho Chi Minh City was added to the route network in December 2011, becoming the first direct air link between Ukraine and Vietnam. Aerosvit took delivery of its first Boeing 737-800 in March 2012.
Additionally, Aerosvit signed a contract with Boeing for delivery of 4 Boeing 737-900ER in 2013-2014, and a fourth Boeing 767 was added to the fleet. In the first quarter of 2012 the airline received the first of its ordered Embraer 190 aircraft, with deliveries continuing into 2013 or 2014.
As of 25 March 2012, as a result of the Anti-monopoly committee of Ukraine's |
{"datasets_id": 330, "wiki_id": "Q381779", "sp": 14, "sc": 1247, "ep": 18, "ec": 344} | 330 | Q381779 | 14 | 1,247 | 18 | 344 | Aerosvit Airlines | The Ukrainian Aviation Group and modern era & Domestic flights | decision to allow the consolidation of the Ukrainian Aviation Group's physical and operational assets, Donbassaero and Dniproavia no longer operate flights with their own codes, but rather on behalf of their parent company Aerosvit.
By June 2012 the airline introduced their first Embraer 190. All Embraer 190 are ordered and operated by the partner-airline Dniproavia. Domestic flights Since 2002, AeroSvit Airlines executed the social priority program of domestic, intra-Ukrainian air carriage, operating scheduled flights that connect Dnipropetrovs’k, Odesa, and Simferopol’ with the capital of Ukraine. In 2003-2004, AeroSvit Airlines’ domestic network expanded to Donetsk, Kharkiv, Lviv, and Ivano-Frankivsk. With the domestic |
{"datasets_id": 330, "wiki_id": "Q381779", "sp": 18, "sc": 344, "ep": 22, "ec": 120} | 330 | Q381779 | 18 | 344 | 22 | 120 | Aerosvit Airlines | Domestic flights & Non-scheduled (charter) flights | flights program, flight safety, high regularity of flights, and a high level of service all became priority areas. Special standards of domestic flights were developed, such as making special menus available on all flights. In 2004 establishment of close cooperation with other Ukrainian airlines supplemented AeroSvit Airlines’ own route network with such destinations as Uzhgorod, Chernivtsi, Luhansk, and Zaporizhzhia.
AeroSvit and its Ukrainian Aviation Group partners flew to the Ukrainian cities of Donetsk, Odesa, Simferopol, Dnipropetrovsk, Kharkiv, Ivano-Frankivsk, Uzhgorod, Chernivtsi, Luhansk, and Sevastopol. Non-scheduled (charter) flights Another area of focus for AeroSvit Airlines was non-scheduled or charter, air carriage.
From 1994-2004, AeroSvit |
{"datasets_id": 330, "wiki_id": "Q381779", "sp": 22, "sc": 120, "ep": 22, "ec": 835} | 330 | Q381779 | 22 | 120 | 22 | 835 | Aerosvit Airlines | Non-scheduled (charter) flights | Airlines organized charter programs and performed single ad hoc flights for various customers.
Aerosvit's charter activities began with summer-only flights to the Greek island of Crete. Since 1998, AeroSvit Airlines had increased its charter flights offerings. In 1998, the first flights to Antalya (Turkey) began. In early 1999, AeroSvit Airlines opened a new charter route to Hurghada (Egypt). Since 1999, new charter flights to Bulgaria, Turkey, Egypt, Greece, Tunis, and other countries had been added.
AeroSvit Airlines increased its volume of charter air carriage considerably. In addition to flights to traditional summer resorts, AeroSvit Airlines flew to winter skiing resorts in |
{"datasets_id": 330, "wiki_id": "Q381779", "sp": 22, "sc": 835, "ep": 26, "ec": 138} | 330 | Q381779 | 22 | 835 | 26 | 138 | Aerosvit Airlines | Non-scheduled (charter) flights & Incidents and accidents | Austria, France, Finland, Turkey, and Slovakia.
After AeroSvit Airlines added Boeing 767-300ER’s to its fleet, charter flights to the Maldives, Tenerife, the Dominican Republic, Indonesia and other locales were added. Incidents and accidents On 17 December 1997, Aerosvit Flight 241, a Yakovlev Yak-42, crashed near Thessaloniki, Greece; all 62 passengers and 8 crew members died. |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 2, "sc": 0, "ep": 6, "ec": 650} | 331 | Q1814147 | 2 | 0 | 6 | 650 | Afghan Air Force | 21st century | Afghan Air Force 21st century For the first time in over two decades Afghanistan has begun training new pilots. In January 2008, President Hamid Karzai said that his country's Air Force had been reborn after inaugurating its new headquarters at Kabul International Airport freshly equipped with new aircraft. The military had received 26 new and refurbished aircraft, including Czech-donated Mi-35 Hind helicopter gunships. With United States funding the Afghan government had also acquired transport helicopters and a number of Ukrainian military planes. Under a partnering relationship between the US-led, international NATO Air Training Command (NATC-A) and the AAF, Afghan air |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 6, "sc": 650, "ep": 6, "ec": 1398} | 331 | Q1814147 | 6 | 650 | 6 | 1,398 | Afghan Air Force | 21st century | power is being rebuilt on several fronts:
The recently opened North Kabul International Airport cantonment area includes the new headquarters for the Afghan Air Force and 201st Kabul Air Wing. The wing's three operational squadrons, one fixed-wing, one rotary-wing, and the Presidential Airlift Squadron, are housed there. The cantonment area includes state-of-the-art hangars as well as operations, logistics, billeting, dining, and recreational facilities. Additionally, extensive AAF facilities are in-progress at Kandahar International Airport.
A number of Afghan pilots and pilot-candidates traveled to the United States beginning in May 2009 for English language training, to be followed by instrument training for the pilots |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 6, "sc": 1398, "ep": 6, "ec": 2073} | 331 | Q1814147 | 6 | 1,398 | 6 | 2,073 | Afghan Air Force | 21st century | and undergraduate pilot training for the pilot-candidates. This was the start of an initiative that within the next several years should produce a small cadre of seasoned, instrument-rated Afghan Air Force pilots as well as a larger number of younger, well-trained pilots who will serve as the backbone of the Afghan Air Force for the next generation. Other NATC-A-led programs include English language and technical courses for AAF personnel in various specialties including aircraft maintenance, logistics, communications, and engineering. As of June 2009, the Air Force numbered about 2,400 airmen, with a planned strength of 7,400 airmen within several years.
In |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 6, "sc": 2073, "ep": 6, "ec": 2696} | 331 | Q1814147 | 6 | 2,073 | 6 | 2,696 | Afghan Air Force | 21st century | late 2009, the AAF began receiving refurbished former Italian Air Force C-27A tactical transports and Mi-17V5 Hip transport helicopters. In June 2010 the Afghan National Army Air Corps became a separate and independent service and was renamed the Afghan Air Force by order of Afghan President Hamid Karzai. Also in the same year, a number of female trainers completed their courses and were commissioned as lieutenants. Many more are being trained as the number of the AAF increases.
As of March 2011, the Afghan Air Force (AAF) had 44 rotary-wing and 13 fixed-wing aircraft in serviceable condition. By the end of |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 6, "sc": 2696, "ep": 6, "ec": 3312} | 331 | Q1814147 | 6 | 2,696 | 6 | 3,312 | Afghan Air Force | 21st century | 2011, the AAF had 16 C-27As (on loan from the U.S government) and 35 of the new Mi-8 Hips while continuing to operate the older Mi-17s and retiring the An-32 fleet. Further growth of the AAF may depend on decisions yet to be made regarding the size of the Afghan National Army which, in turn, will determine AAF requirements. In a country of rugged terrain possessing limited ground transportation options, the Afghan Armed Forces depends heavily upon AAF fixed- and rotary-wing aircraft for airlift of soldiers and supplies between corps operating locations, medical and casualty evacuation, and transport of human |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 6, "sc": 3312, "ep": 10, "ec": 276} | 331 | Q1814147 | 6 | 3,312 | 10 | 276 | Afghan Air Force | 21st century & Organization | remains. The Afghan government also relied on the AAF for transportation of election materials during the 2009 presidential election. It was announced in October 2011 that the Afghan Air Force would be provided with 145 multi-type aircraft and 21 helicopters. By the end of 2011, the Afghan Air Force had a total of 4,900 airmen and personnel. Organization As of November 2017, the Afghan Air Force has about 217 aircraft and approximately 6,800 personnel. There are four Afghan Air Force wings, one each in Kabul (1st Wing), Kandahar (2nd Wing), Shindand (3rd Wing), and Mazar-i-Sharif (4th Wing).
Abdul Raziq Sherzai serves |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 10, "sc": 276, "ep": 14, "ec": 526} | 331 | Q1814147 | 10 | 276 | 14 | 526 | Afghan Air Force | Organization & Future | as a major general and commander of the Kandahar Air Wing. Future In 2017 the decision was made to transition from Russian to US helicopters due to issues with sourcing parts and maintenance because of ongoing diplomatic issues between the US, the AAF main source of funds, and Russia. Consequently, it has been decided to transition the AAF Mi-17s to refurbished UH-60 Black Hawk helicopters. The US Department of Defense (DoD) have requested $814.5M for 2017 for the first year of our plan to re-equip the Afghan Air Force and to provide funding to procure 53 UH-60s, with refurbishment and |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 14, "sc": 526, "ep": 14, "ec": 1107} | 331 | Q1814147 | 14 | 526 | 14 | 1,107 | Afghan Air Force | Future | modification of the first 18. Long term the US plan to provide 159 UH-60 Black Hawks with funding for the first 53 already being secured in the 2017 budget. The DoD will have to request additional funds each year to procure the rest of the proposed aircraft. Deliveries are expected to start in 2019 with 30 helicopters expected to be delivered each year. The UH-60s are also to be fitted with rocket pods to increase their offensive capability and the first four UH-60s slated for training are expected to arrive in Afghanistan in autumn 2017. The refurbished helicopters will be |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 14, "sc": 1107, "ep": 14, "ec": 1719} | 331 | Q1814147 | 14 | 1,107 | 14 | 1,719 | Afghan Air Force | Future | 1980s UH-60As with new engines with the most likely choice being the General Electric T-700-GE-701C, which is found on the U.S. Army's newer UH-60Ls and Ms, as well as the up-coming UH-60V model.
The DoD also want to procure 30 additional armed MD-530F helicopters and 6 additional A-29 attack aircraft to replace the Mil Mi-35 in service with the AAF. They have also asked for funds to add an additional five AC-208s to the fleet. The requested FY2017 Afghan Security Forces Fund (ASFF) budget, including the 23 additional funds for the first year of this proposed aviation initiative, went to Congress |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 14, "sc": 1719, "ep": 14, "ec": 2375} | 331 | Q1814147 | 14 | 1,719 | 14 | 2,375 | Afghan Air Force | Future | on 10 November 2016.
By 2016 the Afghan Air Force is to expand to 8,000 airmen and will operate 145 aircraft. To that end there has been continuing expansion in infrastructure, training and maintenance facilities. The US has also been purchasing modern equipment and aircraft including Russian Mi-17 helicopters. Significant investment has also gone into purchasing modern training aircraft such as MD 500 helicopters and fixed-wing Cessna 182 and 208 planes.
In 2013 Afghanistan sent India a large wish-list of equipment which included one An-32 and two Squadrons of Mi-17 and Mi-35 helicopters. This deal was initially put on hold due to |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 14, "sc": 2375, "ep": 18, "ec": 13} | 331 | Q1814147 | 14 | 2,375 | 18 | 13 | Afghan Air Force | Future & Fixed-wing attack/trainer | fears of antagonizing India's regional rival Pakistan, but in 2014 India reached a compromise where instead of directly supplying the equipment it would instead pay Russia to deliver them instead. This deal includes arms, ammo and the refurbishment of weapon systems and aircraft left behind by the Soviets.
India further agreed to help refurbish older Soviet-era aircraft in Afghan Air Force. As a part of this two Indian Air Force teams visited Afghanistan and identified around 50 aircraft which can be serviced and brought back to active service in Afghanistan. This included Mi-25/35, Mi-8 and An-32s aircraft. Fixed-wing attack/trainer Currently the |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 18, "sc": 13, "ep": 18, "ec": 605} | 331 | Q1814147 | 18 | 13 | 18 | 605 | Afghan Air Force | Fixed-wing attack/trainer | US is looking to finalize the re-tendering process for 20 attack aircraft that can also be used for training and to provide the Army with close air support. The two contenders were the Embraer A-29 Super Tucano and the Beechcraft AT-6. Embraer won the previous contract but the tendering process was cancelled after it was discovered that proper procedures were not followed. A winner for the new contract was expected in June 2013 with first deliveries expected to begin in the third quarter of 2014, about 15 months after originally planned. The Super Tucano was declared the winner of the |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 18, "sc": 605, "ep": 18, "ec": 1230} | 331 | Q1814147 | 18 | 605 | 18 | 1,230 | Afghan Air Force | Fixed-wing attack/trainer | contract again in 2013. The contract will be completed by Sierra Nevada Corp. for 20 A-29 Super Tucanos with an expected delivery date of between December 2015 and 2018.
According to the Wall Street Journal, the first 10 will be stationed at Shindand Air Base, in western Afghanistan. The other 10 are to go to Kandahar Airfield.
On 18 December, the first A-29 Super Tucano pilots of the 81st Fighter Squadron graduated at Moody Air Force Base, Georgia, USAF Col. John Nichols, the 14th Flying Training Wing Commander said of the pilots, "The extraordinary dedication of these pilots and the sacrifices these |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 18, "sc": 1230, "ep": 18, "ec": 1851} | 331 | Q1814147 | 18 | 1,230 | 18 | 1,851 | Afghan Air Force | Fixed-wing attack/trainer | graduates have made will help establish a secure, stable and unified country,". "They are enabling the future of Afghanistan, a future that will be decided by the Afghans themselves." The pilot graduates and the remaining 22 student pilots will receive further, advisory support in Afghanistan.
The first four aircraft arrived in Afghanistan in January 2016, with a further four due before the end of 2016. Combat ready Afghan A-29 pilots graduated from training at Moody Air Force Base returned to Afghanistan to represent the first of a total of 30 pilots trained by the 81st Fighter Squadron at Moody. A total |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 18, "sc": 1851, "ep": 22, "ec": 26} | 331 | Q1814147 | 18 | 1,851 | 22 | 26 | Afghan Air Force | Fixed-wing attack/trainer & Air mobility | of 20 A-29's will be in place by 2018, according to a senior U.S. defense official. The Pentagon purchased the Super Tucanos in a $427 million contract with Sierra Nevada Corp. and Embraer, with the aircraft produced at Embraer's facility in Jacksonville, Florida. Pilot training is undertaken by the U.S. Air Force's 81st Fighter Squadron at Moody Air Force Base, Georgia. The Afghan Air Force's new fixed-wing Embraer/Sierra Nevada A-29 Super Tucano could soon make its combat debut after the first four aircraft arrived at Hamid Karzai International Airport on 15 January 2016. Air mobility The U.S. Navy equipped the |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 22, "sc": 26, "ep": 22, "ec": 624} | 331 | Q1814147 | 22 | 26 | 22 | 624 | Afghan Air Force | Air mobility | Afghan Air Force with refurbished An-32 transport aircraft during initial reconstruction efforts. These aircraft augmented an existing fleet of An-32 and AN-26 aircraft. The An-32 was retired on 17 June 2011 in a push to move operations over to the C27 program but like the L-39, it is still kept in ready status by the Afghan Air Force.
The United States purchased the C-27A, to move away from Soviet era aircraft. A total of 20 former Italian military C-27As were purchased with the intent of providing the Afghan Air Force a fleet that would last 10 years. However, the prime contractor |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 22, "sc": 624, "ep": 22, "ec": 1247} | 331 | Q1814147 | 22 | 624 | 22 | 1,247 | Afghan Air Force | Air mobility | in the refurbishment and supply of the planes, Alenia Aermacchi North America, a unit of Italian defense conglomerate Finmeccanica S.p.A., was unable to provide adequate maintenance support for the aircraft. As a result, the majority of the fleet at any time was grounded for safety of flight issues (including a period where the entire fleet was grounded for over 6 months). The US military worked over the course of three years with Alenia North America to get the fleet fully operational.
Part of the issues with supplying the C-27As came about from ownership. The C-27A program included an initial parts supply |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 22, "sc": 1247, "ep": 22, "ec": 1855} | 331 | Q1814147 | 22 | 1,247 | 22 | 1,855 | Afghan Air Force | Air mobility | and training contract for the Afghan Air Force. Upon arrival of the first two aircraft in November 2009, Brig. Gen. Michael R. Boera, commanding general, Combined Air Power Transition Force and commander of the 438th Air Expeditionary Wing announced that the aircraft were part of the Afghan National Army Air Corps in a ceremony at Kabul International Airport. The contract for the aircraft, a 14-month effort, had the U.S. government as the end user of the aircraft due to an Italian arms embargo with Afghanistan. The U.S. declaration that the C-27A was now an Afghan Air Force asset effectively violated |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 22, "sc": 1855, "ep": 22, "ec": 2482} | 331 | Q1814147 | 22 | 1,855 | 22 | 2,482 | Afghan Air Force | Air mobility | international law and the Italian government enforced the embargo and stopped shipment of contracted supplies to Afghanistan. This put the U.S. government in a dilemma since the $290 million contract was funded through the Afghanistan Security Forces Fund (ASFF) which required, by U.S. law, that all military materials purchased be turned over to the Afghan government.
The C-27A was eventually determined to be a U.S. owned asset utilized by the Afghan Air Force with intent to turn over the asset in the future (assuming the Italian embargo would at some point be lifted or that enough supplies could be stock piled |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 22, "sc": 2482, "ep": 22, "ec": 3148} | 331 | Q1814147 | 22 | 2,482 | 22 | 3,148 | Afghan Air Force | Air mobility | to take the aircraft through its expected 10-year service life), but this determination was not immediate. This caused a delay of contracted goods beyond the time frame of the initial contract through no fault of the contractor, and made it necessary for the U.S. government to enter into a second more costly maintenance contract with Alenia North America to get aircraft operational. Since the C-27A aircraft purchased still had Italian military air worthiness certificates controlled by the company, Alenia North America effectively monopolized the entire supply chain making fair competition non-existent. This second contract inflated the total program cost to |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 22, "sc": 3148, "ep": 22, "ec": 3791} | 331 | Q1814147 | 22 | 3,148 | 22 | 3,791 | Afghan Air Force | Air mobility | over $600 million, and it would have cost over $1.2 billion had the U.S. opted to extend the contract up to 10 years.
The C-27A contract with Alenia North America was eventually terminated, citing that the contractor failed to meet their legal obligations and announced that the Afghan Air Force would be receiving four C-130 transport aircraft (expected in 2013). The G-222 program legacy to the C-130 is that the cockpit and cargo compartment configurations of the C-27A are similar to that of a C-130H. The C-27A simulator program, contracted to Fidelity Technologies Corporation, produced three C-27A simulators: one Fuselage Load |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 22, "sc": 3791, "ep": 26, "ec": 199} | 331 | Q1814147 | 22 | 3,791 | 26 | 199 | Afghan Air Force | Air mobility & Helicopters | Trainer (cargo compartment), one Flight Training Device (cockpit), and one Basic Aircraft Training Device (cockpit). These training devices were built to FAA standards from two derelict U.S. Air Force C-27A aircraft and allowed the Afghan Air Force to continue to train while the C-27A fleet was effectively out of service for over a year, making transition to the C-130 a feasible alternative. Helicopters The total number of Mi-17 helicopters currently in service with the Afghan Air Force is unclear. The US has purchased a number of new Mi-17s for the AAF from Russia and from other nations such as the |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 26, "sc": 199, "ep": 26, "ec": 798} | 331 | Q1814147 | 26 | 199 | 26 | 798 | Afghan Air Force | Helicopters | Czech Republic and Slovakia. There were also some existing Mi-17s in the country before the invasion and subsequent formation of the Air Force. It has also been reported that at least 2 Mi-17s have crashed.
The most recent acquisition of Mi-17s is for 21 airframes, spare parts and training. These all include western avionics. Eighteen of these have been delivered in 2012. As part of the contract, there was also an option for another twelve Mi-17s, raising the contract to 33. They were modified in the UAE after being delivered to the US Army to fit Afghan Air Force requirements better |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 26, "sc": 798, "ep": 30, "ec": 279} | 331 | Q1814147 | 26 | 798 | 30 | 279 | Afghan Air Force | Helicopters & Training | before being sent to Afghanistan.
The Afghan Air Force has two Mi-17v5 Flight Training Devices, one Mi-17v5 Basic Aircraft Training Device, and one Mi-17 Cockpit Procedure Trainer built by Fidelity Technologies Corporation.
The Air Force was expected be in possession of 46 Mi-17 helicopters by June 2012, with an additional 10 to be delivered by 2016. Training Training is undertaken at the Shindand Air Wing at Shindand Air Base in western Afghanistan. The base which has been refurbished and expanded by NATO which tripled its size. The seven candidates are all graduates of the National Military Academy of Afghanistan or Initial Officer |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 30, "sc": 279, "ep": 30, "ec": 890} | 331 | Q1814147 | 30 | 279 | 30 | 890 | Afghan Air Force | Training | Training held in the United Kingdom and have also undertaken English language training in the Kabul English Language Training Center. Students will be trained in both fixed-wing aircraft, namely the Cessna 182T and 208B and in rotary wing aircraft, the MD 530F. About 6 MD 530F helicopters were delivered to Shindand in late 2011. The initial 6 helicopters have completed acceptance flights and can now be used to begin training Afghan Pilots, although one was destroyed in 2013 by an IED. The four-year contract could see as many as 54 other helicopters being supplied to the AAF.
With the delivery of |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 30, "sc": 890, "ep": 34, "ec": 389} | 331 | Q1814147 | 30 | 890 | 34 | 389 | Afghan Air Force | Training & Insignia | 20 Advanced fixed-wing light support aircraft, the A-29 Super Tucano Afghan pilots will have to undergo further training. This will significantly increase the level of knowledge and experience in the air force. Insignia During its first incarnation, Afghan aircraft carried simple black and white depictions of the Arms of Afghanistan, with the inscription 'God is great' on the underside of the wings. The Afghan flag was possibly used as well. Afghanistan adopted a black, red, and green flag after the 1929 revolt, and when the Air Force was given aircraft again in 1937, it placed this flag on the rudder, |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 34, "sc": 389, "ep": 34, "ec": 988} | 331 | Q1814147 | 34 | 389 | 34 | 988 | Afghan Air Force | Insignia | and adopted wing and fuselage roundels based on the three colors.
The Royal Afghan Air Force retained the roundels until adopting a new style in 1967, with a unique insignia consisting of a tri-color triangle using the national colors upon a white disc, on which was inscribed with Arabic lettering forming various phrases. This roundel was placed on the rudder in place of the flag. This remained in use after the overthrow of the monarchy until the Russian invasion in 1979, when a new insignia of a red disc with yellow inscriptions was adopted. This was short-lived however, as in 1983, |
{"datasets_id": 331, "wiki_id": "Q1814147", "sp": 34, "sc": 988, "ep": 34, "ec": 1355} | 331 | Q1814147 | 34 | 988 | 34 | 1,355 | Afghan Air Force | Insignia | a more Soviet-standard red star on a white disc ringed in black, red, and green was adopted. These were maintained until after the Soviet departure.
Upon the departure of Soviet forces from Afghanistan, and the fall of the communist government, a return to the triangle insignia was noted, although markings varied depending on the ownership of the aircraft. |
{"datasets_id": 332, "wiki_id": "Q4689468", "sp": 2, "sc": 0, "ep": 6, "ec": 599} | 332 | Q4689468 | 2 | 0 | 6 | 599 | Africa.com | History | Africa.com History Africa.com was launched in February 2010, by Teresa Clarke after resigning from her position as a managing director in the investment banking division of Goldman Sachs & Co. Clarke is also co-founder of the Student Sponsorship Programme in South Africa.
Clarke lived in South Africa from 1995 to 2000 and acquired the domain name around 2001. "Over most of the last decade, I worked at Goldman Sachs. During my free time, I imagined what I would do with the domain name and I looked at other African websites."
In a Wall Street Journal article from May 2010, Africa.com was mentioned |
{"datasets_id": 332, "wiki_id": "Q4689468", "sp": 6, "sc": 599, "ep": 10, "ec": 207} | 332 | Q4689468 | 6 | 599 | 10 | 207 | Africa.com | History & Partnerships | because of its potential relevance with the impending 2010 FIFA World Cup in South Africa that same year. "The site is small—with about 50,000 monthly unique users—but Ms. Clarke said she sees potential in the growth of African investment and a middle class in several African countries." Since then, Africa.com has expanded to add information about each of the continent's 54 countries, with over 30,000 daily visitors according to Alexa.com. Partnerships Recently Africa.com has partnered with a number of well-known content providers including The Council on Foreign Relations, Foreign Affairs and HAND/EYE Magazines, McKinsey and Company, Freedom House and the |
{"datasets_id": 332, "wiki_id": "Q4689468", "sp": 10, "sc": 207, "ep": 10, "ec": 894} | 332 | Q4689468 | 10 | 207 | 10 | 894 | Africa.com | Partnerships | Mo Ibrahim Foundation. It has also developed its own original content including blogs from the likes of a former president of Nigeria and several U.S. ambassadors to various African countries. Also it has published the first and only online museum guide providing detailed information about museums in every African country. Thus becoming a heavily visited site and destination for users from different continents interested in Africa.
The site aims to provide travel information, financial, political and cultural news, maps, information about international events and non-profit organizations related to Africa, as well as views from a varied array of opinion-leaders. It also |
{"datasets_id": 332, "wiki_id": "Q4689468", "sp": 10, "sc": 894, "ep": 10, "ec": 1571} | 332 | Q4689468 | 10 | 894 | 10 | 1,571 | Africa.com | Partnerships | provides encyclopedic information about each of the 54 countries on the African continent, with specially written travel information about 54 countries and 27 cities as well as 200 curated videos. Designed in collaboration with Brightcove Inc., Africa.com offers the same flexible, multi-language, on-line video platform used by The New York Times.
On January 2011, Africa.com received over three million page views from almost one million users, the majority from the United States and Europe.
On a March 2011 interview to Memeburn.com, Teresa Clarke said, "For me, ownership of the Africa.com domain name is about more than a business opportunity. I see this |
{"datasets_id": 332, "wiki_id": "Q4689468", "sp": 10, "sc": 1571, "ep": 10, "ec": 2193} | 332 | Q4689468 | 10 | 1,571 | 10 | 2,193 | Africa.com | Partnerships | as a tremendous privilege and a great responsibility. Whoever owns this domain name has a monumental opportunity to shape how the internet world views Africa. Africa has been very good to me throughout my life and my career, and I wanted to step up to the challenge of ensuring that this great vehicle for change is used responsibly and effectively."
On Thursday April 28, 2011, the President of the Federal Republic of Nigeria, Dr. Goodluck Ebele Jonathan pledged government support and collaboration with the Tony Elumelu Foundation (TEF) when he hosted founder Tony Elumelu and the TEF Advisory Board in Abuja, |
{"datasets_id": 332, "wiki_id": "Q4689468", "sp": 10, "sc": 2193, "ep": 14, "ec": 218} | 332 | Q4689468 | 10 | 2,193 | 14 | 218 | Africa.com | Partnerships & Country profiles | stating that relevant government institutions will be asked to work with the foundation. The Advisory Board members who accompanied Elumelu when he paid a courtesy call on the President included Teresa Clarke, founder and CEO of Africa.com and H. E. Shaukat Aziz, former Prime Minister of Pakistan.
Clarke said Africa.com is working on a platform that would allow people to check stock-market prices and make transactions on their cellphones. Country profiles Africa.com offers an encyclopedia, nicknamed “Afripedia”, that aims to provide information about each of the 54 sovereign states, including Madagascar and various island groups. Every country profile offers an overview |
{"datasets_id": 332, "wiki_id": "Q4689468", "sp": 14, "sc": 218, "ep": 18, "ec": 321} | 332 | Q4689468 | 14 | 218 | 18 | 321 | Africa.com | Country profiles & Rights and Liberties Report | of said country, as well as historic, geographic, economic and social data. The section also includes a fact and figures entry, information about the leaders of the country, and a "Rights and Liberties Report".
The site also offers interaction with Twitter and Facebook, travel and music videos, and short films and documentaries. Rights and Liberties Report In partnership with Freedom House, Africa.com brings information on the human rights and civil liberties of every African country. Basic freedoms, political rights, freedom of religion, the right to free speech, free elections, political freedom, Africa human rights.
The "Rights and Liberties Report" is a scored |
{"datasets_id": 332, "wiki_id": "Q4689468", "sp": 18, "sc": 321, "ep": 18, "ec": 958} | 332 | Q4689468 | 18 | 321 | 18 | 958 | Africa.com | Rights and Liberties Report | provided by Freedom House, an advocacy organization that monitors and supports the expansion of freedom around the world. The organization has developed a survey to measure and rate worldwide political rights and civil liberties. A rating of 1 indicates the highest degree of freedom and 7 the least amount of freedom. The political rights and civil liberties ratings for each country or territory are combined and averaged to determine an overall "freedom status".
Countries and territories with a combined average rating of 1.0 to 2.5 are considered "Free"; 3.0 to 5.0, "Partly Free"; and 5.5 to 7.0 "Not Free". On Africa.com, |
{"datasets_id": 332, "wiki_id": "Q4689468", "sp": 18, "sc": 958, "ep": 26, "ec": 110} | 332 | Q4689468 | 18 | 958 | 26 | 110 | Africa.com | Rights and Liberties Report & Ibrahim Index & Safari Wizard | upward or downward trend arrows are assigned to countries and territories. Trend arrows indicate general positive or negative trends since the previous survey that are not necessarily reflected in the raw points and does not warrant a ratings change. Ibrahim Index Being an aggregator of information regarding the African continent, Africa.com features the Ibrahim Index of African Governance funded and led by the Mo Ibrahim Foundation. It is an attempt to statistically monitor African governance levels throughout all the countries of Africa. Safari Wizard Recently Africa.com partnered with Rhino Africa, a South African safari operator, to develop the Safari Wizard |
{"datasets_id": 332, "wiki_id": "Q4689468", "sp": 26, "sc": 110, "ep": 26, "ec": 826} | 332 | Q4689468 | 26 | 110 | 26 | 826 | Africa.com | Safari Wizard | guide. This tool aims to help users design a custom safari among the main safari destinations in Africa: South Africa, Tanzania, Kenya, Botswana, Zimbabwe and Namibia. It offers a filter with which users can select different criteria, including location, children facilities, means of transportation, activities, cost, facilities, lodging amenities and animal sightings.
It also offers a Safari Advisor guide that aims to suit different safari customers based on their travel habits, destination of choice, activities they are looking for and additional requirements (e.g. vaccines for yellow fever, malaria, visa requirements, packing tips and safety concerns).
Aside from a traveling blog, it also |
{"datasets_id": 332, "wiki_id": "Q4689468", "sp": 26, "sc": 826, "ep": 26, "ec": 1497} | 332 | Q4689468 | 26 | 826 | 26 | 1,497 | Africa.com | Safari Wizard | offers maps and travel information as well as a museum guide for each country, that provides information of when to go, how to get there, what to do, safety and security tips and local advice. The Travel Health section holds information for tourists about vaccinations, medications, and other health advice for travel in Africa.
It also Africa.com offers direct links with other travel website like Tripadvisor.com, Bookingbuddy.com and STA Travel for booking flights, hotels, get deals and organizing trips.
The site offers business and financial information to its visitors, aside from that provided by the finance blog posts, based on information from |
{"datasets_id": 332, "wiki_id": "Q4689468", "sp": 26, "sc": 1497, "ep": 26, "ec": 2217} | 332 | Q4689468 | 26 | 1,497 | 26 | 2,217 | Africa.com | Safari Wizard | the Council on Foreign Relations, Reuters Africa and Foreign Affairs magazine. It also offers articles, videos and interviews from McKinsey Quarterly.
Recently Africa.com began to offer the Africa-related articles of HAND/EYE Magazine, a New York-based print and online publication focused on global arts, crafts, design, and culture. HAND/EYE aims to highlight creative projects and ventures originating in Africa.
Africa.com devotes a feature to Africa First, the short film program is sponsored by Focus Features. The Africa First Short Film Program aims to support films that aspire to artistic excellence and accomplished storytelling, and substantially contribute to the development of local film |
{"datasets_id": 332, "wiki_id": "Q4689468", "sp": 26, "sc": 2217, "ep": 30, "ec": 259} | 332 | Q4689468 | 26 | 2,217 | 30 | 259 | Africa.com | Safari Wizard & Audience | industries. Award recipients of the 2010 Focus Features Africa First Short Film Program can use award money received from Africa First to complete initial production and to pay for post-production costs such as laboratory fees, sound mixing, and editing.
Partnering with SARFM Radio, founded by Zimbabwean Chaka, radio.Africa.com provides with African music in all possible genres from the continent. Audience The site's primary audience is American, aims to shape the opinion of Americans on Africa using African sources, rather than the Western media.
Based on a recent study more than 90 percent of Africa.com users have some college or are college graduates |
{"datasets_id": 332, "wiki_id": "Q4689468", "sp": 30, "sc": 259, "ep": 30, "ec": 902} | 332 | Q4689468 | 30 | 259 | 30 | 902 | Africa.com | Audience | and about 22 percent have at least one graduate degree. Their top three areas of interest are travel, business/investment and arts and culture.
Approximately 60 percent of Africa.com users are white or Asian, 23 percent are African and 17 percent are African-American. Approximately 52 percent are male and 48 percent female. More than 50 percent come from the United States; 20 percent from Europe, 20 percent from Asia and the balance from South America, India and South Africa.
More than 70 percent of users connect to Africa.com via broadband. On May 26, 2011 the Facebook page of Africa.com surpassed the 2,500 followers. |
{"datasets_id": 332, "wiki_id": "Q4689468", "sp": 30, "sc": 902, "ep": 30, "ec": 1313} | 332 | Q4689468 | 30 | 902 | 30 | 1,313 | Africa.com | Audience | And as of June 2011 their Twitter account had little over 900 followers.
According to an Alexa Internet report, by June 2011, Africa.com's three-month global Alexa traffic rank is 113,943. The site's visitors view 3.8 unique pages each day on average. While roughly 54% of visitors to the site come from the US, where it is ranked #34,025, it is also popular in South Africa, where it is ranked #6,275. |
{"datasets_id": 333, "wiki_id": "Q4689550", "sp": 2, "sc": 0, "ep": 18, "ec": 31} | 333 | Q4689550 | 2 | 0 | 18 | 31 | Africa Cup of Nations records and statistics | Oldest goal scorer & Youngest goal scorer & Top goal scorer of single tournament & Top goal scorer of single match | Africa Cup of Nations records and statistics This is a list of records and statistics of clubs and players who have taken part in the Africa Cup of Nations football tournament. Oldest goal scorer Hossam Hassan of Egypt in 2006 February 3, 39 years and 174 days old; against DR Congo in a 4-1 win. Youngest goal scorer Shiva N'Zigou of Gabon in 2000 January 23, 16 years and 93 days old; against South Africa in a 3 - 1 defeat. Top goal scorer of single tournament 9, Ndaye Mulamba of Zaire in 1974 Top goal scorer of single match |
{"datasets_id": 333, "wiki_id": "Q4689550", "sp": 20, "sc": 0, "ep": 40, "ec": 21} | 333 | Q4689550 | 20 | 0 | 40 | 21 | Africa Cup of Nations records and statistics | Top goal scorer of single match & Player scored in most tournaments & Oldest player & Youngest player & Number of foreign coaches to win tournament & Most number foreign coaches to win tournament by country | 5, Laurent Pokou of Ivory Coast against Ethiopia in1970 in 6–1 victory. Player scored in most tournaments Asamoah Gyan, ; Samuel Eto'o, and Kalusha Bwalya, have scored in most occasions, with 6 tournaments each. Oldest player 44 years, 21 days, Essam El Hadary, Egypt vs Cameroon 5 February 2017 Final Youngest player 16 years, 93 days, Shiva N'Zigou, Gabon vs South Africa 23 January 2000 Number of foreign coaches to win tournament 16 Foreign coaches won tournament Most number foreign coaches to win tournament by country France with 6 coaches |
{"datasets_id": 334, "wiki_id": "Q33670660", "sp": 2, "sc": 0, "ep": 10, "ec": 54} | 334 | Q33670660 | 2 | 0 | 10 | 54 | African French | Pronunciation & Vocabulary | African French Pronunciation Pronunciation in the many varieties of African French can be quite varied. There are nonetheless some trends among African French speakers; for instance, the letter R tends to be pronounced as the historic alveolar trill of pre-20th Century French instead of the now standard uvular trill or 'guttural R.' The voiced uvular fricative, the sound represented by ⟨غ⟩ in the Arabic word مغرب Maghrib, is another common alternative. Pronunciation of the letters [d], [t], [l] and [n] may also vary, and intonation may differ from standard French. Vocabulary In terms of vocabulary, there exist three phenomena in |
{"datasets_id": 334, "wiki_id": "Q33670660", "sp": 10, "sc": 54, "ep": 10, "ec": 667} | 334 | Q33670660 | 10 | 54 | 10 | 667 | African French | Vocabulary | African French. First, the presence of words which do not exist in standard French. These words were either coined locally or borrowed from local African languages. As a consequence, each regional variety of African French has its own local words that are not the same as in other varieties of African French, although this local vocabulary only constitutes a small part of the overall vocabulary which for the most part is identical to standard French. When talking to people from other regions or countries, African French speakers often switch to a more standard form of French avoiding this local vocabulary. |
{"datasets_id": 334, "wiki_id": "Q33670660", "sp": 10, "sc": 667, "ep": 10, "ec": 1299} | 334 | Q33670660 | 10 | 667 | 10 | 1,299 | African French | Vocabulary | However, there also exist some African French words that are found across many African countries (see for example chicotter in the Abidjan French vocabulary section below).
A second phenomenon is the use of some words with a meaning different from standard French. For example, the word présentement (which means "at the moment" in standard French) is used a lot in sub-Saharan Africa (but not in the Maghreb) with the meaning of "as a matter of fact", "as it were" and not "at the moment".
A third phenomenon is hypercorrection, which is found especially among the educated and upper classes of sub-Saharan Africa. |
{"datasets_id": 334, "wiki_id": "Q33670660", "sp": 10, "sc": 1299, "ep": 10, "ec": 1792} | 334 | Q33670660 | 10 | 1,299 | 10 | 1,792 | African French | Vocabulary | Educated people there tend to speak a very formal sort of French which may sound a bit old-fashioned and conservative to European and North American French speakers.
The local African French vocabulary not found in standard French ranges from slang frowned upon by educated people, to colloquial usage, to words that have entered the formal usage (such as chicotter). The French spoken in Abidjan, the largest city of Ivory Coast, offers a good example of these contrasting registers. |
{"datasets_id": 335, "wiki_id": "Q24883352", "sp": 2, "sc": 0, "ep": 4, "ec": 640} | 335 | Q24883352 | 2 | 0 | 4 | 640 | African Society for Cultural Relations with Independent Africa | African Society for Cultural Relations with Independent Africa African Society for Cultural Relations with Independent Africa (abbr. ASCRIA) was an Afro-Guyanese grassroots organization in Guyana, to emerge soon after the country's independence from British rule. Dedicated to the revitalization of African culture in the Caribbean country, the organization was a significant political and economic factor in the early 1970s, the Pan-Africanist organization was founded in the 1960s by Eusi Kwayana as a successor organization of Black separatist African Society for Racial Equality (ASRE). During the 1960s and until 1971, ASCRIA was an influential force in Guyana's post-independence politics, as both |
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{"datasets_id": 335, "wiki_id": "Q24883352", "sp": 4, "sc": 640, "ep": 8, "ec": 453} | 335 | Q24883352 | 4 | 640 | 8 | 453 | African Society for Cultural Relations with Independent Africa | History | a competitor and an ally of Forbes Burnham's governing People's National Congress (PNC). After breaking with the PNC and altogether with Black Nationalism, in 1974 it merged into the Working People's Alliance. History The organization's predecessor, Black separatist ASRE had previously sought for partitioning Guyana into three sectors: one for Africans, one for East Indians, and one for a voluntarily mixed population, an approach that however failed to sufficiently gain traction. ASCRIA drew in additional supporters from the League of Coloured Peoples. Requiring members to attend a six-month course in African studies based in the capital Georgetown, to attain the |
{"datasets_id": 335, "wiki_id": "Q24883352", "sp": 8, "sc": 453, "ep": 8, "ec": 1135} | 335 | Q24883352 | 8 | 453 | 8 | 1,135 | African Society for Cultural Relations with Independent Africa | History | proper black awareness, active membership was estimated to exceed 2,000 in 1970. By 1971, the organization dominated African bauxite workers in the Mackenzie township. In this period, Kwayana served as a close advisor to Prime Minister Forbes Burnham, to the point that ASCRIA was considered the cultural and economic arm of the People's National Congress government.
The organization however broke ties with the PNC in 1971, mainly because on the issue of government corruption, forcing the PNC to adopt a stauncher Black Nationalist course, while also igniting an oppositional, working-class movement across the ethnic lines. ASCRIA itself initiated joint activities with |
{"datasets_id": 335, "wiki_id": "Q24883352", "sp": 8, "sc": 1135, "ep": 8, "ec": 1487} | 335 | Q24883352 | 8 | 1,135 | 8 | 1,487 | African Society for Cultural Relations with Independent Africa | History | Moses Bhagwan's pan-Indian Indian People's Revolutionary Associates (IPRA). The two groups came out to form the core of the nascent multiethnic pro-democracy movement. In 1974 ASCRIA and IPRA joined forces with the Maoist Working People's Vanguard Party and students groups Ratoon and Movement Against Oppression to form the Working People's Alliance. |
{"datasets_id": 336, "wiki_id": "Q162037", "sp": 2, "sc": 0, "ep": 10, "ec": 33} | 336 | Q162037 | 2 | 0 | 10 | 33 | Afterwards | Premise & Production | Afterwards Premise As a child, Nathan Del Amico (Duris) 'dies' in an accident, but comes 'back'. Years later, now a career-driven New York plaintiff's lawyer obsessed with work, he meets Joseph Kay (Malkovich), a doctor who claims that he can foresee other people's deaths, and that he is a "messenger" sent to help Nathan put his life's priorities in order.
Nathan and his wife (Lilly) had recently lost their son to SIDS, leading to their divorce. Once Nathan is convinced about the doctor's ability, he visits his ex-wife and daughter in New Mexico. Production Gilles Bourdos and Michel Spinosa |
{"datasets_id": 336, "wiki_id": "Q162037", "sp": 10, "sc": 33, "ep": 10, "ec": 655} | 336 | Q162037 | 10 | 33 | 10 | 655 | Afterwards | Production | wrote Afterwards as a film adaptation of Guillaume Musso's French novel Et après.... The film, a C$10 million co-production between Canada's Christal Films Productions and France's Fidélité Films, was filmed over six weeks in New York, Quebec and New Mexico. Filming in Manhattan commenced on June 4, 2007. Production moved to New Mexico from June 15–19, where scenes were shot at various locations in Albuquerque, Alamogordo, Jemez Springs and Tularosa. Filming resumed in Montreal on July 7 and lasted for approximately 25 days; the city was chosen as a filming location for its tax deduction incentives and the ease in |
{"datasets_id": 336, "wiki_id": "Q162037", "sp": 10, "sc": 655, "ep": 14, "ec": 422} | 336 | Q162037 | 10 | 655 | 14 | 422 | Afterwards | Production & Release | making "Montreal look like anywhere in the world". Though writer/director Bourdos is French, as is Musso's adapted novel and co-financier Christal Films Productions, Afterwards was shot almost entirely in English. Release The film had its world premiere on September 7, 2008 at the 2008 Toronto International Film Festival, looking for a U.S. distribution buyer. It was theatrically released by Mars Distribution on January 14, 2009 in France and Belgium, earning US$159,500 from 250 screens on its opening weekend in France. It went on to gross $1.1 million in its first week and ranked fifth in the Paris area.
Seville Pictures bought |
{"datasets_id": 336, "wiki_id": "Q162037", "sp": 14, "sc": 422, "ep": 14, "ec": 549} | 336 | Q162037 | 14 | 422 | 14 | 549 | Afterwards | Release | the rights to the film's Canadian distribution from Christal Films, which also produced the film and provided 30% of finances. |
Subsets and Splits