davidanugraha/M4-RAG huggingface dataset:
Burro-ambulância

Os burros-ambulâncias são um meio de transporte rudimentar, mas eficaz, utilizado para transportar pacientes em regiões onde há falta de recursos ou barreiras geográficas significativas. Esse método, que tem sido utilizado há muitos séculos, continua a ser uma solução vital em áreas rurais e de difícil acesso, especialmente em países em desenvolvimento.
O uso de animais de carga para transporte de pacientes remonta a tempos antigos, quando cavalos, burros e mulas eram os principais meios de transporte terrestre. Nos tempos modernos, apesar do avanço tecnológico e da disponibilidade de veículos motorizados, os burros-ambulâncias ainda são amplamente utilizados em regiões onde a infraestrutura é inadequada ou inexistente.
Em Moçambique, diversas províncias enfrentam desafios significativos em termos de infraestrutura e acesso a serviços de saúde. Nas áreas rurais, onde as estradas são precárias ou inexistentes, os burros-ambulâncias têm se mostrado uma solução prática e eficiente. Em províncias como Zambézia, Nampula e Niassa, os burros são frequentemente utilizados para transportar pacientes de vilarejos remotos até os centros de saúde mais próximos. Essa prática tem sido crucial para salvar vidas, especialmente em emergências obstétricas e outras situações críticas.
Além de Moçambique, outros países também utilizam burros-ambulâncias como uma solução prática para o transporte de pacientes em áreas remotas. Na Etiópia, por exemplo, os burros-ambulâncias são comuns em regiões montanhosas onde veículos motorizados não conseguem trafegar. No Quênia, o uso de burros-ambulâncias tem sido promovido por diversas organizações não governamentais (ONGs) para melhorar o acesso a cuidados de saúde em comunidades isoladas.
Os burros-ambulâncias representam uma combinação de tradição e necessidade prática, proporcionando uma solução eficaz para problemas de transporte médico em regiões de difícil acesso. Embora simples, essa abordagem continua a desempenhar um papel vital em salvar vidas e garantir que cuidados médicos essenciais sejam acessíveis a todos, independentemente das barreiras geográficas e de infraestrutura.
A construção de burros-ambulâncias é um processo relativamente simples e pode ser adaptado às necessidades locais. Na web, é possível encontrar sites e manuais que fornecem instruções detalhadas sobre como montar um burro-ambulância. Esses recursos são valiosos para comunidades que necessitam de soluções imediatas e de baixo custo para problemas de transporte médico.
Cheirinho da loló

Cheirinho da loló ou loló é o nome popular de um entorpecente preparado clandestinamente baseado em clorofórmio e éter. Loló é um nome dado para variantes do lança-perfume.
Apesar de não existirem estudos conclusivos sobre dependência, sabe-se que o loló possui diversos efeitos colaterais. No Brasil, foi proibido pelos vários relatos de parada cardíaca pelo uso desta droga, que também está conectada a casos de depressão e de morte quando usada em excesso.
O loló é usado como inalante; coloca-se um pouco em uma peça de tecido pequena e inala-se pelo nariz ou pela boca. Também é usado diretamente, inalando-se de uma latinha ou garrafa pela boca ou narinas, com efeitos parecidos ao do gás butano.
As alucinações do loló implicam em desequilíbrio, uma lentidão nos movimentos e vozes ao redor, confusão auditiva e, em alguns casos, visual. O loló também deixa as pessoas mais animadas e avulsas para confusões, o usuário torna-se desinibido e suas pupilas dilatam. Relata-se que algumas pessoas têm como efeito auditivo escutar um som comparado ao de uma ambulância, como um sino.
Advanced Mobile Location

Advanced Mobile Location (AML) is a free-of-charge emergency location-based service (LBS) available on smartphones that, when a caller dials the local (in country) short dial emergency telephone number, sends the best available geolocation of the caller to a dedicated end-point, usually a Public Safety Answering Point, making the location of the caller available to emergency call takers in real-time. AML improves the time taken by emergency call takers to verify the location of callers and can improve the time taken to dispatch an emergency response.
AML is a protocol to transport data with SMS and/or HTTPS from the phone to the emergency call centre in all countries that have deployed AML; it is not an app and does not require any action from the caller. AML is supported in many countries, and by all smartphones running recent versions of Android or iOS, although it can be disabled in user settings.
AML was standardised by the European Telecommunications Standards Institute (ETSI) Emergency Telecommunications Subcommittee (EMTEL) in 2019 as Technical Specifications.
AML was developed in the United Kingdom in 2014 by British Telecom, EE Limited, and HTC as a solution to problematic caller location in emergencies. When a person in distress calls the emergency services with a smartphone where AML is enabled, the telephone automatically activates its location service to establish its position and sends this information to the emergency services via an SMS. The services use either a global navigation satellite system or WiFi depending on which one is better at the given moment. It was estimated that this technique is up to 4000 times more accurate than the previously used system.
Google announced in July 2016 that all Android phones running version 2.3.7, Gingerbread (released in December 2010) or later include AML. Google calls their implementation Emergency Location Service (ELS) or Android Emergency Location Service (AELS); this needs to be enabled in phone settings.
Apple devices, since March 2018, running iOS 11.3 or later also support AML.
From March 2022 all smartphones sold in the EU Single Market must be equipped with AML, following a delegated regulation supplementing the Radio Equipment Directive.
As of October 2024 AML was deployed in:
The European Electronic Communications Code mandates that all EU states were required to implement AML by December 2020.
AML also works when using emergency SMS service on Android phones in some countries.
AML automatically turns on Wi-Fi and location services on the handset, collects and computes location data, then sends an SMS to the emergency services containing the caller's location, before turning location services and Wi-Fi off again.
The service can also send the data via an HTTPS POST request to the specified endpoint. The country implementing AML decides whether to use an SMS endpoint or an HTTPS endpoint or both.
Integrating AML with emergency services' computer-aided dispatch (CAD) systems can be hard which has led to the development of other systems like What3Words.
Ambulance chasing

Ambulance chasing, also known as barratry, is an American term which refers to a lawyer soliciting for clients at a disaster site. The term "ambulance chasing" comes from the stereotype of lawyers who follow ambulances to the emergency room to find clients. "Ambulance chaser" is used as a derogatory term for a personal injury lawyer.
In 1881, Edward Watkin of the South Eastern Railway (England) complained about attorneys who solicited business from passengers after accidents:
"Now, there is a very admirable body called the 'Law Association'", Watkin added. "Why does not the Law Association take hold of cases of that kind?"
Ambulance chasing is prohibited in the United States by state rules that follow Rule 7.3 of the American Bar Association Model Rules of Professional Conduct. Some bar associations strongly enforce rules against ambulance chasing. For example, the State Bar of California dispatches investigators to large-scale disaster scenes to discourage ambulance chasers, and to catch any who attempt to solicit business from disaster victims at the scene.
In the UK, Indicative Behaviour (IB) 8.5 of the Solicitors Regulation Authority Code of Conduct 2011 specifies that "approaching people in the street, at ports of entry, in hospital or at the scene of an accident" is to be taken as an indication of non-compliance with the SRA Principles.
The term has also been used to refer to disreputable motorsport journalists who cover racing crashes in a tabloid journalism-style with little respect for those who may have been injured or killed.
In scientific literature, the term "ambulance chasing" refers to a socio-scientific phenomenon that manifests as a surge in the number of preprint papers on a particular topic. In particular, it refers to interpretive papers published quickly after a new anomalous measurement has been produced.
Aeropuerto Departamental de Vichadero

El Aeropuerto Departamental de Vichadero (IATA: VCH, OACI: SUVO) es un aeropuerto público que sirve a la ciudad de Vichadero, en Uruguay, situado a 11 km al noreste de la ciudad.
Actualmente opera solamente vuelos domésticos no regulares, exclusivamente bajo reglas de vuelo visual.​
El aeródromo cuenta con una única pista de aterrizaje, la 05/23, de césped y con 981 metros de largo y 19 de ancho.​
En 2020 no se realizaron vuelos de taxis aéreos.​
El acceso al aeropuerto se encuentra entre los kilómetros 395 y 396 de la ruta 6. Se accede a Vichadero recorriendo 9 km por caminería rural hasta la ruta 6, y por ésta al sudoeste. La ciudad cuenta con servicios de taxis.
Aeropuerto Departamental Ricardo Detomasi

El Aeropuerto Departamental de Mercedes "Ricardo Detomasi" (OACI: SUME) es un aeropuerto público que sirve a la ciudad de Mercedes, en Uruguay, situado a 5 km al oeste de la ciudad. Lleva el nombre del aviador civil uruguayo Ricardo Detomasi.
Actualmente opera solamente vuelos domésticos no regulares, exclusivamente bajo reglas de vuelo visual.​
El aeródromo cuenta con dos pistas de aterrizaje. La pista 16/34 es de césped y tiene una longitud de 1235 metros de largo y 30 de ancho. La pista 08/26 es de césped y tiene una longitud de 1120 metros de largo y 30 de ancho.​
En 2020 no se realizaron vuelos de taxis aéreos.​
El aeropuerto se encuentra sobre el camino Luis Tuya, próximo a su extremo noreste. Se accede a Mercedes por este camino al noreste y la avenida Aparicio Saravia al sudeste. La ciudad cuenta con servicio de ómnibus y taxis.
Aeropuerto Departamental de Tacuarembó

El Aeropuerto Departamental de Tacuarembó (IATA: TAW, OACI: SUTB) es un aeropuerto público que sirve a la ciudad de Tacuarembó, en Uruguay, situado a 8 km al sudeste de la ciudad.
Actualmente opera solamente vuelos domésticos no regulares, tanto bajo reglas de vuelo instrumental como bajo reglas de vuelo visual, y su categoría OACI es 2B.​​
El aeródromo cuenta con una única pista de aterrizaje, la 10/28, de tratamiento bituminoso y con 1160 metros de largo y 23 de ancho.​
En 2020 Tacuarembó fue el tercer aeropuerto uruguayo con mayor tránsito de vuelos nacionales. Se realizaron 647 vuelos nacionales de taxis aéreos, y transitaron un total de 641 pasajeros.​
El acceso al aeropuerto se encuentra sobre la avenida José Batlle y Ordóñez, próximo a su extremo sudeste. Se accede a la ciudad de Tacuarembó por esta avenida al noroeste. La ciudad cuenta con servicio de taxis a requerimiento.
ARCO Aerolíneas Colonia S. A.

ARCO Aerolíneas Colonia S.A. fue una aerolínea uruguaya fundada en 1957 por la compañía de autobuses ONDA. Operó la línea Colonia del Sacramento-Buenos Aires entre 1964 y 1986.
ARCO Aerolíneas Colonia S.A. fue fundada en 1957. Su principal accionista fue la compañía de autobuses ONDA. Comenzó sus operaciones comerciales en 1964 después de adquirir de la Compañía Aeronáutica Uruguaya S.A. cuatro aviones Curtiss C-46 Commando.
La aerolínea se fijó como objetivo establecer una ruta entre el Aeropuerto Laguna de los Patos de Colonia del Sacramento y el Aeroparque Jorge Newbery de Buenos Aires. Esta ruta es de solamente unos 56 km cruzando el Río de la Plata en uno de sus sectores más estrechos, lo que permitiría muchos servicios diarios y gran rentabilidad comercial. El aeropuerto de Colonia, ubicado a unos 17 km de la ciudad en la ruta 1, estaba conectado con las oficinas principales de ONDA en Montevideo en la Plaza de Cagancha por un servicio de autobuses regulares. ARCO ofrecía de esa forma un servicio aéreo mucho más económico que los de Pluna, Austral o Aerolíneas Argentinas, que ofrecían vuelos directos desde Montevideo. De hecho esta fue la única ruta comercial de pasajeros operada por ARCO en sus treinta años de existencia.
ARCO también realizó el transporte de diarios argentinos desde Buenos Aires a Montevideo y desde Punta del Este a Laguna del Sauce. Por corto tiempo también sirvió la ruta Buenos Aires-Colonia-Salto-Colonia-Buenos Aires.​
A comienzos de los años 70 se adquirieron tres Convair 240 con la finalidad de sustituir a los viejos Curtiss. Estos aviones recibieron las matriculaciones uruguayas CX-BHC,CX-BHS y CX-BHT.
El CX-BHS fue retirado de servicio después del accidente en aterrizaje en Colonia que sufriera el 17 de junio de 1973. El avión demasiado bajo en su aproximación tocó tierra corto, unos doce metros, antes del comienzo de la pista 29. Su tren de aterrizaje izquierdo colapsó después de golpear unas luces de aproximación en la entrada de la pista.
Los Convair CV-240 fueron remplazados por dos Convair CV-600 recibidos en 1976 y 1981. Al poco tiempo la compañía entró en dificultades financieras que la llevaron a cesar definitivamente sus operaciones en diciembre de 1986. En la primavera de 1987 se declaró en quiebra. Por su parte, el accionista ONDA, también comenzó a tener problemas económicos y, en junio de 1991, cesó todas sus operaciones. La ruta aérea Colonia-Buenos Aires fue posteriormente retomada por Aero Uruguay, que operó hasta el año 2000.​
Janet (aerolínea)

Janet (acrónimo que significa Just Another Non-Existent Terminal, en español: "Sólo otra terminal no existente") es el nombre en clave que se utiliza para una pequeña flota de aviones de pasajeros operada por la Fuerza Aérea de Estados Unidos. Sus aviones transportan a trabajadores militares y contratistas, al día de hoy prestan servicio al Campo de Pruebas de Nevada (particularmente al Área 51) desde su base en el Aeropuerto Internacional Harry Reid, en Las Vegas. El origen de la palabra “Janet” es poco conocida, se utiliza como código de llamada en las transmisiones de radio.
Los primeros vuelos desde Las Vegas hasta el Área 51 se llevaron a cabo en 1972 por el avión Douglas DC-6 operado por EG&G. Un segundo Douglas DC-6 fue introducido en 1976, y este se mantuvo operativo hasta 1981.
Actualmente, la flotilla de aviones Janet está compuesta por seis Boeing 737-600 pintados de blanco con una prominente raya roja en el medio. También hay cinco pequeños aviones turbohélices ejecutivos, dos Beechcraft 1900 y tres Beechcraft 200C pintados de blanco con franjas azules menos prominentes. La flotilla de aviones está registrada a nombre del Departamento de la Fuerza Aérea, mientras que algunos de los aviones más recientes se registraron a varias empresas de arrendamiento de aviones civiles. Antes de la llegada de los 737-600, Janet operaba Boeing 737-200, algunos de los cuales fueron modificados a partir de la variante militar T-43A. Uno de los Boeing 737-200 con el registro N5177C en la década de 1980 estuvo asentado brevemente en el Aeropuerto Internacional de Frankfurt en Alemania (que fue sede de una base de la Fuerza Aérea de Estados Unidos, la Base Aérea Rhein-Main), y fue operado por Keyway Air Transport, que también parece haber sido una operación del Gobierno de Estados Unidos con Keyway Air Transport, siendo meramente una empresa fantasma.
Los actuales aviones 737 son ex Air China, con excepción del N273RH y el N365SR anteriormente operados por la ahora desaparecida China Southwest Airlines, antes de ser adquiridas para las operaciones de la Fuerza Aérea de Estados Unidos puestas en marcha en el 2008. La mayoría de los aviones Beechcraft se vendieron directamente a la Fuerza Aérea, a excepción de dos, que al principio tenía propietarios civiles.
Un avión Beechcraft 1900 se estrelló el 16 de marzo de 2004 muy cerca del Aeropuerto del Campo de Pruebas de Tonopah después de que el piloto sufriera una muerte súbita cardíaca. Cinco personas, incluido el piloto fallecieron en el accidente.
Los siguientes aeropuertos parecen ser algunos de los principales destinos de los aviones Janet:
Carlos Bouzas

Carlos Bouzas (Montevideo, 1937-28 de septiembre de 2019)​ fue un sindicalista de Uruguay. Fue presidente de la empresa aeronáutica estatal PLUNA de 2005 a 2010.
En 1966 participa, junto con Doreen Javier Ibarra, en la fundación del Movimiento Popular Unitario, y se integraron al Frente Izquierda de Liberación. Posteriormente, en 1971, se integran al recién fundado Frente Amplio.
Fue dirigente sindical bancario desde 1967 a 1976 y desde 1985 a 1992. Dirigente de la CNT desde 1971 hasta 1976, siendo uno de los responsables de la huelga general que enfrentó el golpe de Estado del 27 de junio de 1973; y del PIT-CNT, desde 1985 hasta 1992.
Tras el golpe de Estado del 27 de junio de 1973, fue miembro del Coordinador de la CNT en el exilio, en períodos de dictadura en Uruguay. Bouzas, desde España, fue uno de los responsables de hacer llegar a Uruguay la ayuda para familiares de presos políticos y de desaparecidos.
En las elecciones de 1989 acompañó a Germán Araújo con la Corriente de Unidad Frenteamplista en la plancha senatorial de la Lista 1001, y es electo senador suplente; cuando fallece Araújo, Bouzas asume la banca.
Fue designado por el gobierno del Frente Amplio en el 2005 como Presidente de PLUNA, cargo que ocupó hasta 2010.​
Murió el 28 de septiembre de 2019.​
De sus experiencias de actividad ha hecho reflexiones en la prensa y en libros. Se destacan:
Gustavo Cola Cancela

Gustavo Eduardo Cola Cancela (Montevideo, Uruguay, 15 de octubre de 1951 - 29 de octubre de 2019) fue un economista, contador y político uruguayo, quien se desempeñó como subsecretario del entonces Ministerio de Industria y Energía en 1986-1988 y como presidente de PLUNA entre 1988 y 1990.
Nació en Montevideo el 15 de octubre de 1951.​
Cursó estudios en la Facultad de Ciencias Económicas de la Universidad de la República, donde se graduó como economista y contador público.
A partir de 1978 fue docente de Economía Internacional en dicha facultad.​
Trabajó en el entonces Ministerio de Agricultura y Pesca como coordinador de asistencia técnica institucional del proyecto de desarrollo citrícola en la Comisión Honoraria Nacional del Plan Citrícola.​
Entre 1981 y 1984 fue periodista del semanario Búsqueda sobre temas económicos.​​
El 25 de abril de 1986, el presidente Julio María Sanguinetti y su nuevo ministro de Industria y Energía Jorge Presno designaron a Cola Cancela como nuevo subsecretario de dicha cartera,​sucediendo a Fernando Crispo Capurro.
Permaneció en dicho cargo durante casi dos años y medio, siendo sucedido por Oscar López de la Fuente.​
El 22 de setiembre de 1988 fue designado por el gobierno de Sanguinetti como presidente del directorio de Primeras Líneas Uruguayas de Navegación Aérea (PLUNA),​sucediendo en el cargo a Emilio Conforte.
Ocupó el puesto durante un año y medio, renunciando al asumir el nuevo gobierno de Luis Alberto Lacalle. Fue sustituido entonces provisoriamente por Luis Alberto Menéndez,​ y luego por Washington Neme.​
En años posteriores se dedicó a la actividad privada, actuando como síndico y asesor económico de empresas.
En 1991 fue cofundador de la publicación periódica Análisis económico.​
Entre 1995 y 1997 se desempeñó como presidente de PLUNA SA,​​nueva empresa de capital mixto de cuyo capital accionario poseía un porcentaje el ente autónomo PLUNA.
En 2003 fue nombrado integrante del Directorio del Nuevo Banco Comercial.​
En 2018 fue electo miembro de la junta directiva de la mutualista Casa de Galicia.​​
Afiliado al Partido Colorado, participó en distintas actividades vinculadas al mismo.​​
En 2018 integraba la directiva de las agrupaciones nacionales Renovación Colorada y Batllista y Unión Colorada y Batllista.​​
Era hijo de Carlos Ulises Cola Campodónico (25 de enero de 1917-8 de junio de 2019​)y de Olga Elida Cancela Cammi (19 de enero de 1921-28 de julio de 2018​)​quienes se casaron en 1943 y permanecieron unidos en matrimonio durante 75 años.​
Contrajo matrimonio en 1992 con Inés Cibils Antuña​ (30 de junio de 1955-10 de julio de 2020​), con quien tuvo un hijo, Guillermo Cola Cibils.​
Gustavo Cola Cancela falleció en Montevideo el 29 de octubre de 2019, a los 68 años de edad.​
List of Boeing customer codes

Unique, fixed customer codes were used by Boeing Commercial Airplanes to denote the original customer for airframes produced as part of Boeing's 377 Stratocruiser and later 7x7 families of commercial aircraft until 2016.
Boeing first used customer codes for the 377-10 Stratocruiser.
In 2016, Boeing announced that they would no longer apply customer codes to any aircraft produced after a certain point, which would lead to their designators being the "generic" type for the model. The codes were removed from the type certificates for each model with effect from the production line number shown below:
Furthermore, customer codes have never been used for Boeing airplane models launched after the termination of customer codes, namely the 787, 737 MAX and 777X.
The codes are in the form of two letters and/or digits which are appended to the aircraft's model designator, as seen in the following examples:
The codes do not change if the aircraft is subsequently sold, such as if a passenger aircraft is owned and operated by another airline or converted into a freighter. Several examples are several 777-300s originally built for Emirates with customer code 1H and subsequently sold to Cathay Pacific are still designated at 777-31H, and a Boeing Dreamlifter that was originally built as a 747-400 passenger aircraft for China Airlines with customer code 09 subsequently sold to will be designated as 747-409(LCF) (instead of the original 747-409).
Exceptions existed, such as in some cases if an airline cancelled or sold their order before Boeing had commenced building the airframe, the customer code would be changed to that of the new purchaser. One such example is the order for sixteen 737-800s taken over by Qantas from American Airlines after the September 11 attacks in 2001 - these aircraft were delivered with Qantas' 38 code rather than 23 for American. Also, 2 747-200Bs purchased by British Airways were sold while under construction, to Malaysian Airline System and remained 747-236Bs. Another case is a situation where Boeing sells experimental aircraft to an airline, one example being the first two 777-300ERs built initially as experimental aircraft for Boeing which were subsequently sold to Japan Airlines had their codes changed from 777-300(ER) to 777-346(ER).
Customer codes used for the 377 Stratocruiser did not carry over into the 7x7 series.
Boeing generally allocated new codes in sequence, with the exception of 00 to 19 being issued after 21 to 99. Code number 20 itself came to be reserved for Boeing's own use, though this was only ever formally the case for the 707.
Airlines in italics are defunct.
Please note that the list of aircraft types for each airline is only those produced with that of the airline's code, and is not intended to reflect their complete operational history.
Transportes Aéreos Nacionales

Transportes Aéreos Nacionales SA, also known as TAN Airlines, was a Honduran airline, headquartered at the Edificio TAN in Tegucigalpa. The carrier was set up in 1947 and merged into SAHSA, another Honduran airline, in November 1991 (1991-11).
The airline was formed in 1947 by private investors to operate cargo flights by contract. In 1950, the company started scheduled passenger and cargo services. At March 1960 (1960-3), the fleet consisted of three C-46s serving a route network that was 1,180 miles (1,900 km) long. In 1967, TAN and LANICA agreed to operate LANICA's single BAC One-Eleven 400 jet on a joint basis; the joint operation of the aircraft started on 19 October 1967 (1967-10-19).
The airline acquired a Douglas DC-6A freighter aircraft in March 1973 and operated it until its sale in September 1979, using it particularly on their route to Miami.
In February 1970 (1970-2), TAN acquired Pan Am's 38% holding in SAHSA. According to the Official Airline Guide (OAG), TAN was operating a Convair 880 jet in 1972 on flights to Miami. An ex-Pluna Boeing 737-200 jet was incorporated into the fleet in May 1974 (1974-5). The aircraft was part of the fleet by March 1975 (1975-3), along with one DC-6B and two Lockheed L-188 Electra turboprops; at this time, the airline had 400 employees. According to the OAG, in 1980 TAN was serving Miami nonstop from Belize City and San Pedro Sula as well as operating direct flights to Miami from La Ceiba and Tegucigalpa primarily with the Boeing 737-200 with some passenger flights being operated with the Lockheed L-188 Electra.
In October 1989 (1989-10), the company experienced its worst accident when a Boeing 727-200 crashed on approach to Toncontín Airport, killing 131 occupants on board.
On 1 November 1991, TAN Airlines merged with SAHSA, adopting the latter name.
Transportes Aéreos Nacionales served the following destinations all through its history:
As of March 2012, Aviation Safety Network recorded six accidents or incidents for Transportes Aéreos Nacionales, totalling at least 138 fatalities. The worst accident in the airline's history occurred in October 1989 (1989-10), when a Boeing 727 crashed on approach to Toncontín Airport in Tegucigalpa, killing 131 of 146 occupants of the aircraft. As of September 2013, the accident remains the deadliest one to occur on Honduran soil. Following is a list of accidents/incidents experienced by the carrier; the list includes events in which there were fatalities, the aircraft involved resulted damaged beyond repair, or both.
1975 in aviation

This is a list of aviation-related events from 1975.
The deadliest crash of this year was the Agadir air disaster, the crash of an Alia Boeing 707 which crashed in mountainous terrain on approach to Agadir, Morocco on 3 August, killing all 188 people on board. The deadliest military aircraft crash of this year was 1975 Tân Sơn Nhứt C-5 accident in Saigon, South Vietnam on 4 April, killing 138 people of the 314 on board
Air Class Líneas Aéreas

Air Class Líneas Aéreas is a cargo airline based in Montevideo, Uruguay. It operates freight and scheduled/charter passenger services. Its main base is Carrasco International Airport in Montevideo.
The airline was established as an air taxi service in 1996 and began operating in 1997 between Montevideo and Buenos Aires, with further destinations added later.
As of March 2007, Air Class operates passenger and freight services between Montevideo and Buenos Aires, as well as charter flights to Brazil, Paraguay and Chile. Additionally, the company had a contract with DHL and some of their aircraft carried the DHL logo on the side.
Air Class operates flights on behalf of other airlines:
As of August 2024, Air Class Líneas Aéreas consists of the following aircraft.
The carrier also operated the following aircraft types throughout its history:
Aero VIP (Argentina)

Aerovip was an airline based in Buenos Aires, Argentina (not to be confused with Aero VIP of Uruguay). It operates regional passenger services. Its main base is Ezeiza International Airport, Buenos Aires.
Operations were suspended in November 2004, with the airline in debt, but restarted operations in 2009. However, the airline ceased operations again in November 2010.
The airline was established on 15 March 1999 and started operations on 23 June 1999. It operated for a time as LAPA VIP and as ARG Express until sold back to its original owner. The airline was owned by Sebastian Agote. Operations were suspended in November 2004.
Teba, which held the concession for the Buenos Aires bus station, acquired a controlling stake in Aerovip in December 2004, buying shares representing 80% of the outstanding equity that belonged to Sebastian Agote. The other 20% will remain in hands of Eduardo Eurnekian, head of airport concessionaire Aeropuertos Argentina 2000. Aerovip has not been flying since October 3, 2004 and has debts of over US$9 million. In a meeting with the Aeronautic Union (APA), the new owners committed to resume flights by December 20, 2004, and maintain the current payroll.
In 2005 it was announced that LAN Airlines would absorb LAFSA and Aero VIP into LAN Argentina. Pilots, stewards and maintenance personnel of LAN Argentina went on strike in November 2005 to protest at management's failure to hire 150 former workers of Aero VIP.
In 2009 the Leadgate group, owner 75% of the shares of the Uruguayan airline Pluna, buys Aerovip. The Argentine airline will restart operations in 2010 a former Pluna Bombardier CRJ-900. In November of the same year, Aerovip was absorbed by PLUNA.
Aerovip operated the following services (at January 2005):
The Aerovip fleet included the following aircraft (as of 18 February 2010) [1]:
The aircraft was delivered in 2009, but deposed in 2010
Recursive acronym

A recursive acronym is an acronym that refers to itself, and appears most frequently in computer programming. The term was first used in print in 1979 in Douglas Hofstadter's book Gödel, Escher, Bach: An Eternal Golden Braid, in which Hofstadter invents the acronym GOD, meaning "GOD Over Djinn", to help explain infinite series, and describes it as a recursive acronym. Other references followed, however the concept was used as early as 1968 in John Brunner's science fiction novel Stand on Zanzibar. In the story, the acronym EPT (Education for a Particular Task) later morphed into "Eptification for Particular Task".
Recursive acronyms typically form backwardly: either an existing ordinary acronym is given a new explanation of what the letters stand for, or a name is turned into an acronym by giving the letters an explanation of what they stand for, in each case with the first letter standing recursively for the whole acronym.
In computing, an early tradition in the hacker community, especially at MIT, was to choose acronyms and abbreviations that referred humorously to themselves or to other abbreviations. Perhaps the earliest example in this context is the backronym "Mash Until No Good", which was created in 1960 to describe Mung, and revised to "Mung Until No Good". It lived on as a recursive command in the editing language TECO. In 1977 programmer Ted Anderson coined TINT ("TINT Is Not TECO"), an editor for MagicSix. This inspired the two MIT Lisp Machine editors called EINE ("EINE Is Not Emacs", German for one) and ZWEI ("ZWEI Was EINE Initially", German for two), in turn inspiring Anderson's retort SINE ("SINE is not EINE"). Richard Stallman followed with GNU (GNU's Not Unix).
Recursive acronym examples often include negatives, such as denials that the thing defined is or resembles something else (which the thing defined does in fact resemble or is even derived from), to indicate that, despite the similarities, it was distinct from the program on which it was based.
An earlier example appears in a 1976 textbook on data structures, in which the pseudo-language SPARKS is used to define the algorithms discussed in the text. "SPARKS" is claimed to be a non-acronymic name, but "several cute ideas have been suggested" as expansions of the name. One of the suggestions is the tail recursive "Smart Programmers Are Required to Know SPARKS".
Other examples are the YAML language, which stands for "YAML ain't markup language" and PHP language meaning "PHP: Hypertext Preprocessor".
Chorus Aviation

Chorus Aviation is a Canadian holding company which owns regional airlines Jazz Aviation LP and Voyageur Airways as well as lessor Chorus Aviation Capital.
It was founded in 2006 as Jazz Air Income Fund, when then parent company ACE Aviation Holdings divested part of its interests in their regional airline business in an IPO. In 2008, ACE Aviation Holdings sold its remaining participation in the company. In 2011, it became a public corporation and changed its name to Chorus aviation, due to a change in Canadian tax laws which removed tax advantages for income funds, such changes prompting other income funds to restructure similarly.
In February 2011, Chorus reported that revenues had improved and that it had invested in the Uruguayan airline Pluna. After excessive losses, Pluna was shut down by the Uruguayan government on 5 July 2012, and Pluna's entire fleet was auctioned off on 1 October 2012.
Chorus aviation also acquired air charter company Voyageur Airways in 2015. Voyageur Airways provides chartered aircraft to the United Nations in support of various programmes in Africa.
On February 8, 2019, Chorus Aviation agreed to purchase nine CRJ900 regional jets from Bombardier in a deal valued at US$437 million. The aircraft will be operated by Chorus subsidiary, Jazz Aviation, with delivery expected in 2020.
In May 2022, it was announced Chorus has acquired the UK-based company, Falko Regional Aircraft Limited.
Roz

Roz a c'hall bezañ meur a dra e brezhoneg
Ar roz zo plant, ha diwar an anv-se :
Hag ivez :
Roz zo ul liv, gwelout roz (liv), ul liv a gaver en anvioù-se :
Hal al loened-mañ :
Ur roz zo un dachenn war-naou, un anv hag a gaver el lec'hanvadurezh, kar d'ar ger Rhos e kembraeg.
Setu un darn eus an anvioù-lec'h-se, kumunioù :
Hag ivez :
Hag ivez Piz Roz pe Piz Rots, ur menez war harzoù Suis-Aostria, en Alpoù.
Berranv saoznek Rosa, Rosalyn ha Rosalind eo.
Roll an droourien vrezhonek hag al levrioù troet ganto

Setu amañ ur roll eus an droourien vrezhonek hag an oberennoù troet ganto hag a zo bet embannet evel levrioù. Ne vo ket meneget an oberennoù embannet e kelaouennoù ma n'int ket bet embannet evel levrioù distag ivez.
Hag ivez:
(Lod eus an oberennoù zo bet embannet a-raok 2001)
Kontadennoù troet gantañ zo bet embannet el Liamm ivez.
Kontadennoù ha barzhonegoù troet gantañ zo bet embannet en Aber ha Nidiad ivez.
French Provincial architecture

French Provincial architecture also known as French Eclectic architecture is a revivalist architectural style based on Manor houses or chateaux homes which were built by French aristocrats beginning in the 1600s. The homes are characterized by arched doorways and symmetrically placed elements. They are usually two stories tall with steep hipped roofs. The design came to the United States after American servicemen returned from fighting in France during World War I.
The houses which inspired French Provincial architecture were found in rural France from the 1600s. The architecture was inspired by the stylings of Versailles during the reign of King Louis XIV. Homes found in Normandy, France are examples of the style. The first homes to be designed in the style were manor houses. French nobles built chateaus or manor houses with steep hipped roofs and an overall formal appearance. Architectural journals also refer to the style as French Eclectic architecture.
In the United States following World War I the style became popular. American soldiers admired the architecture of rural France and when they returned from the war they built homes in the style. In the United States the style remained popular though the 1920s. By 1932 nearly one in three homes which appeared in the annual country house issue of the American magazine Architectural Record had French Provincial design elements. The style fell out of favor in the 1930s, but had a resurgence in the 1960s.
In the United States architect Frank J. Forster promoted the style. He was recognized by his peers as a master of French Provincial architecture in 1927, 1928, and 1929.
Elements of French Provincial architecture include narrow tall windows with shutters, slate roof, copper gutters and symmetrically placed chimneys. The homes usually feature a rectangular floor plan. Exterior is usually brick or stucco with symmetrically placed exterior components. The design of doors is rectangular with an arched opening. The French provincial homes are two stories tall. The original modest designs ranged from modest farmhouses to wealthy aristocrat country estates.
Roofing slates

Roofing slates are roofing tiles made out of slate. The rock is split into thin sheets which are cut to the requires size before shipment. This contrasts to slabs which are milled to produce larger structural components. They are the primary product of the slate industry.
.
The Romans were the first to mine and install standard-sized slate on roofs.
In his writings, Pliny the Elder mentions the existence of slate in Liguria, near Genoa.
The world's biggest consumer of slate is France, followed by the UK, USA and Germany.
In 2012, Spain produced more than 580,000 tonnes (570,000 long tons; 640,000 short tons) of slate worth about $380 million. This made it the largest slate producer in the world, followed by China and Brazil.
Cantax House

Cantax House is a grade II* listed house in Cantax Hill, Lacock, Wiltshire, England. It dates from around 1700 and is of red brick with ashlar dressings and a hipped stone slate roof. It was used as the Lacock vicarage until 1866. Part of the garden wall is also listed.
In 2007, scenes for the film Harry Potter and the Half-Blood Prince were shot outside the house.
51°24′59″N 2°07′26″W﻿ / ﻿51.4163°N 2.1238°W﻿ / 51.4163; -2.1238
Kirkbymoorside Quaker Meeting House

Kirkbymoorside Quaker Meeting House is a historic building in Kirkbymoorside, a town in North Yorkshire, in England.
Quakers began meeting in Kirkbymoorside in 1689, and built a meeting house the following year. It is now hidden from the street behind a row of cottages. From 1789 to 1790, it was largely rebuilt, heightening the walls, replacing the thatch roof with slate, and refitting the interior. A west porch was added in about 1810. The meeting was grouped variously with those of Pickering and Malton, and it was only held once a month until about 1930, when more frequent meetings resumed. The building was grade II listed in 1985.
The meeting house is built of sandstone, with a porch in orange brick and a hipped slate roof. It has a rectangular plan, with two cells and a west porch. The brick porch has a round-arched entrance, flanked by sash windows; the window in the right return is tripartite, and there are two further sash windows in the rear wall. On the north side is a modern stone extension containing toilets. Inside, the space is divided into two, the larger southern room with a gallery, accessed by a stair from the porch. It has wooden panelling and six wooden benches, which probably date from 1789. The smaller southern room was originally for women but now has kitchen facilities, and it retains some panelling.
54°16′06″N 0°56′07″W﻿ / ﻿54.26843°N 0.93528°W﻿ / 54.26843; -0.93528
Haint blue

Haint blue is a collection of pale shades of blue-green that are traditionally used to paint porch ceilings in the Southern United States. Hex #D1EAEB is a popular shade of haint blue.
The tradition originated with the Gullah in Georgia and South Carolina. The ceiling of the slave quarters at the Owens–Thomas House in Savannah, Georgia, built in the early 19th century, was painted haint blue. The pigment was derived from crushed indigo plants. Indigo was a common source for haint blue prior to the American Revolution, when indigo was a common crop for plantations in the American South, but the tradition survived well after the decline in indigo dye cultivation.
The word haint is an alternative spelling of haunt, which was historically used in African-American vernacular to refer to a ghost or, in the Hoodoo belief, a witch-like creature seeking to chase victims to their death by exhaustion.
Originally, haint blue was thought by the Gullah to ward haints, or ghosts, away from the home. The tactic was intended either to mimic the appearance of the sky, tricking the ghost into passing through, or to mimic the appearance of water, which ghosts traditionally could not cross. The Gullah would paint not only the porch, but also doors, window frames, and shutters. Blue glass bottles were also hung in trees to trap haints and boo hags.
As Gullah culture was forcibly mingled with white southern culture, the custom became more widely practiced.
Additionally, not all Gullah identify with the belief that haint blue can ward off evil spirits, but the historical significance of indigo crops still applies. Many enslaved Africans of the Lowcountry and their descendants believed in the protective power of haint blue, but the cultivation of indigo as a cash crop in colonial South Carolina to produce the dye also significantly depended on labor from the 18th-century transatlantic slave trade. Indigo production declined in the Lowcountry after the US Revolutionary War and loss of exports to the British market, and indigo nearly completely disappeared after the advent of synthetic blue dye in the mid-19th century. However, producing and using indigo dye in art and artisanal crafts has been reclaimed in a Gullah movement with the intent to strengthen the Gullah community's connection to their ancestors' African culture, such as through educational workshops hosted by the Gullah-Geechee Cultural Heritage Corridor.
The blue color is appreciated from an aesthetic standpoint for mimicking the color of the sky.
The use of haint blue has lost some of its superstitious significance, but modern proponents also cite the color as a spider and wasp-deterrent. It is also believed to be a bird nest deterrent. Erwin and colleagues at the Smithsonian Institution’s O. Orkin Insect Zoo were not able to find scientific research on the subject, but said that it would be a good research study for a student to pursue. The associated repellent effect may stem from the use of milk paint containing lye, which does act as an insect repellent. There is also a psychological component as a bug or bird will not nest on the ceiling if it thinks the area is the sky.
Ivory Tower Building

The Ivory Tower Building was also called the Ivory Tower or the Makerere University Ivory Tower is the main administrative building at Makerere University in Kampala, Uganda. It is among the oldest buildings of the university
The Ivory Tower construction started in 1930s and ended in 1941 under the leadership of George C. Turner who served as the Principal of Makerere College from 1939 to 1946. The construction of the Ivory Tower building was funded by Colonial Development bourse.
In early 1938, Duke of Gloucester represented His Majesty King George IV to cut the first sod for the construction of the Ivory Tower on 1938 -November.
The Ivory Tower is a tall building with distinct white walls and blue-shuttered windows.
The Ivory Tower was constructed using British Architectural style of the 20th century with a T-shape with a bare stone on the extreme top, a large bell housed in four arches and have a large gents of Leicester clock on the entrance. It's a replica of University of London.
The Ivory Tower houses the Finance and records/registry department which have the students records and the basement has full archive files spanning the whole historical journey of Makerere University.
The Ivory Tower building is the icon for Makerere University and also considered a national pride and heritage. It's among the UNESCO Heritage sites found in Uganda. It is a tourist attraction motivating people to visit the University.
On 20 September 2020 overnight, fire gutted the Ivory Tower leaving huge cracks on the outer walls, completely burnt off the roof and most windows. Short circuit due to faulty electrical system caused the fire outbreak according to the Criminal Investigation Department and Ministry of Works report.
Fire started from the roof and spread to down floors which had the offices for finance and records department.
The Ivory Tower was knocked down after 19 months since the fire outbreak incident as a way to allow the reconstruction after carrying out a detailed, conservatory study and documentation. After the demolition, Makerere University reconstructed the iconic Ivory Tower. The reconstruction used modern building methods with reinforced concrete frame unlike the previous block work structure. However, it maintains its outward appearance.
The government of Uganda funded the reconstruction of Ivory Tower with 21 billion UGX, and Excel Company Limited was contracted to do the reconstruction.
Mastercard Foundation contributed $1 million Uganda shillings to the reconstruction of the Ivory Tower.
8 Makerere University Library
0°20′01″N 32°34′03″E﻿ / ﻿0.3335°N 32.5675°E﻿ / 0.3335; 32.5675
Hôtel de Ville, La Seyne-sur-Mer

The Hôtel de Ville (French pronunciation: [otɛl də vil], City Hall) is a municipal building in La Seyne-sur-Mer, Var, in southern France, standing on Quai Saturnin Fabre.
The first municipal building in La Seyne-sur-Mer was a private house located on Rue du Palais (now Rue Berby). It was commissioned by the seigneur of Ramatuelle, Michel Tortel, and completed in the late 16th century. It then served as the Maison Commune until local officials relocated to No. 2 Rue de l'Hôtel de Ville (now Rue Carvin) in the 18th century. In November 1844, the town council led by the mayor, Boniface Picon, decided to move to the port district. The site they selected, at the north end of the Rue du Grand Môle (now Quai Saturnin Fabre), was owned by a local iron merchant, Blaise Pelegrin.
The new building was designed in the neoclassical style, built in ashlar stone and was officially opened by the new mayor, Jean-Louis Martinenq, in 1847. The design involved a symmetrical main frontage of five bays facing onto Rue du Grand Môle. The centre bay featured a round-head opening with voussoirs and a keystone on the ground floor, a French door with a segmental pediment on the first floor and a casement window with shutters on the second floor. The other bays were fenestrated by casement windows with iron grills on the ground floor, by French doors with triangular pediments on the first floor and by casement windows with shutters on the second floor. There was an iron balcony across all five bays on the first floor and, at roof level, there was a large pediment above the central three bays, with a clock in the tympanum. Internally, there was a grand staircase leading to the Salle du Conseil (council chamber) and Salle des Mariages (wedding room) on the first floor.
In October 1893, the mayor, Saturnin Fabre, welcomed the president of France, Sadi Carnot, to the wharf outside the town hall. Carnot was on a visit to launch the French battleship Jauréguiberry at a shipyard owned by Société Nouvelle des Forges et Chantiers de la Méditerranée in the town. The old town hall, along with the rest of the port area and much of the shipyard area, was destroyed by allied bombing on 17 August 1944 during Operation Dragoon, part of the Second World War.
After the war, the town council led by the mayor, Toussaint Merle, decided to clear the ruins of the old town hall and to erect a new town hall on the same site. The new building was designed by Jean de Mailly in the modern style, built in concrete and glass and was completed in January 1959. The design involved an asymmetrical main frontage of ten bays facing onto Quai Saturnin Fabre. The left hand-bay was clad in black tiles, while the other bays were clad in plate glass. There was a high-rise office block encased in grey and blue cladding behind, accommodating the municipal offices. The north wall featured a mural by Victor Vasarely depicting a series of coloured cubes presented in op art-style which was completed in 1988.