Clifton was recorded in the Domesday book as Clistone, the name of the village denoting a 'hillside settlement' and referring to its position on a steep hill. Until 1898 Clifton St Andrew was a separate civil parish within the County Borough of Bristol.Various sub-districts of Clifton exist, including Whiteladies Road, an important shopping district to the east, and Clifton Village, a smaller shopping area near the Avon Gorge to the west.
Although the suburb has no formal boundaries, the name Clifton is generally applied to the high ground stretching from Whiteladies Road in the east to the rim of the Avon Gorge in the west, and from Clifton Down and Durdham Down in the north to Cornwallis Crescent in the south. This area corresponds roughly with the city wards of Clifton and Clifton East, although the former also includes the river side suburb of Hotwells.
Clifton is one of the oldest and most affluent areas of the city, much of it having been built with profits from tobacco and the slave trade. Situated to the west of Bristol's city centre, it was at one time a separate settlement but became attached to Bristol by continuous development during the Georgian era and was formally incorporated into the city in the 1830s. Grand houses that required many servants were built in the area. Although some were detached or semi-detached properties, the bulk were built as terraces, many with three or more floors. One famous terrace is the majestic Royal York Crescent, visible from the Avon Gorge below and looking across the Bristol docks. Berkeley Square which was built around 1790 is an example of Georgian architecture. Secluded squares include the triangular Canynge Square. The ABC Cinema on Whiteladies Road was closed and converted into offices and gymnasium in the 1990s, but there are now plans to reopen it as a cinema. Clifton Lido was built in 1850 but closed to the public in 1990, it was redeveloped and opened again to the public in November 2008.
Immediately north of Clifton is Durdham Down, a relatively flat and open area, used for recreation purposes. On the western edge of Clifton is Clifton Down, a less open/more wooded area, adjacent to the gorge. Clifton is home to many buildings of the University of Bristol (such as Goldney Hall, Victoria Rooms and the Wills Memorial Building); Isambard Kingdom Brunel's Clifton Suspension Bridge; the Roman Catholic Clifton Cathedral; Christ Church, Clifton Down; Clifton College; Clifton High School; the former Amberley House preparatory school; Queen Elizabeth's Hospital School, The Clifton Club; Bristol Zoo; The Royal West of England Academy; and BBC Bristol.
Clifton is served by Clifton Down railway station, located in Whiteladies Road on the local Severn Beach railway line, and by frequent bus services from central Bristol. It has road links to the city centre and outer western suburbs, and across the Clifton Suspension Bridge to Leigh Woods in North Somerset. Between 1893 and 1934, it was connected to Hotwells by the Clifton Rocks Railway. Royal York Crescent in Clifton is used as a location in the film Starter for 10.
Part of the background to Philippa Gregory's historical novel "A Respectable Trade" - dealing mainly with the slave trade in late 18th century Bristol - is the start of construction at Clifton, then a far area outside the city limits as they were at the time. In some passages characters debate whether Clifton could ever become viable and whether investment in real estate there would not be too risky - questions which were evidently quite relevant at the time though to the modern reader the answers are obvious.
The 1978 children's paranormal drama "The Clifton House Mystery" - produced by HTV; was set in the Clifton area. The plot revolved around a family moving into an old house; and subsequently finding a long-dead skeleton in a hidden room. After some unexplained incidents, they become convinced that a ghost connected in some way with the Bristol Riots of 1831 is haunting the house. The plot is based on the story of the real-life Thomas Brereton, a Dragoon commander who committed suicide after being court-martialled for his lenient approach to suppressing the rioters; although the ghost is named "George Bretherton" in the TV series.
The area featured in the late 70's/early 80's British TV series Shoestring which was set in Bristol. It starred Trevor Eve as a radio reporter and part time sleuth.
Clifton is home to the famous Clifton Suspension Bridge - you can read more about the bridge here.
The bridge was built by Isambard Kingdom Brunel. There's more about the engineer here.
It's also the location of Clifton College - more here.


Once upon a time, in ancient Athens, state policy was decided not by elected representatives, but by a great assembly of all eligible citizens. Five hundred of these citizens were also chosen by lot for the Bouletai, or council, which spent time deliberating the issues facing Athens and drawing up bills for the assembly's consideration.
In the modern world, a small-scale version of this selection by lot and the group deliberation that was such an important part of Athenian democracy is being resurrected by U.S. academics in the form of deliberative polls.
I attended the first meeting of the Popular Sovereignty Network yesterday at Queen Mary, University of London. The first talk, by Melissa Lane (politics, Princeton) was on Athenian democracy. Professor Lane took issue with the assumption that the Athenian franchise for office-holding was open to all male citizens over 30, drawing attention to the Solonic prohibition on the thetes holding office (as opposed to participating in the assembly and courts). The source for the Solonic prohibition is Aristotle's Politics, VII 3. Scholars like Hansen and Sinclair claim that by the 4th Century the prohibition had become a 'dead letter', but there is no real evidence for this.
Her talk then took an unusual turn when she shifted the focus to the election of (some) officeholders, on the basis of universal (by Athenian standards) suffrage. I questioned her on the number of elected offices and she claimed it was 100 (out of around 700); nevertheless she used this to argue that Athenian democracy was not so different from its modern Schumpeterian form, in which all citizens elect officeholders and then hold them to account.
This was all a little odd (why focus on the minority of elected officials?), and not particularly convincing, so perhaps she was just trying to stir things up. But I did find her contrast between office-holding and assembly/courts to be illuminating. She disputed Hansen's claim that 'ruling and being ruled in turn' referred to rotation in office, claiming that it referred more to the assembly and the courts. Jury service did involve very significant rotation and, with the 4th century innovation of the nomothetai, serious legislative power was involved. Membership of the council was a collegial office, so Aristotle's remark could have referred to this (Hansen claims that most eligible citizens would have served on the council at least once), but note her earlier comments on the Solonic prohibition.
Suffice to say, I have a better idea. It goes like this. Instead of filling a House of Colins with a bunch of biscuit-eating nonentities, who left to their own devices would struggle to wire a plug, we use the computer that's used to pick premium bond winners to select eight people at random each week from the electoral list. Of course, it would be a nuisance for them to take a week off work . . . but all that will be asked of them is that they have a quick look over the bills being discussed in the House of Commons . . .
Seriously. Who would you rather have doing the job: [hereditary peers] or your mate Jim from the builder's yard? Quite. We trust randomly selected juries on the important business of a person's liberty, so why wouldn't we trust a similar system to apply the checks and balances in government? . . . Certainly I'd rather have a government's ideas checked by a small, cheap group of ordinary people than by 450 expensive Colins.
Unfortunately the article itself is pay to view.


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It has been 2500 years since the Greek heavy infantry known as hoplites dominated the battlefield. Yet they still capture the imagination today, through a wave of successful action films, novels and documentaries. The mass-media popularity of these famed warriors has, however, helped spawn a number of misconceptions about them. Drawing on classical literature, archaeology and the latest data from physical, behavioral and medical science, this study of hoplite equipment, tactics and command seeks to separate modern myths from observable facts. The authors resolve some persistent controversies and advance new theories about the nature of ancient Greek warfare.
Paul M. Bardunias is the author of numerous articles on classical Greek warfare and crowd phenomena. A behavioral biologist and entomologist working with Harvard's Wyss Institute for Biologically Inspired Engineering, he lives in Hollywood, Florida.
Fred Eugene Ray, Jr., is the author of numerous books and articles on the subject of ancient Greek warfare. A retired geologist and oil industry executive, he lives in Bakersfield, California.
Paul M. Bardunias and Fred Eugene Ray, Jr.
"battle analyses are very impressive…a worthwhile read for anyone interested in ancient warfar, full of useful insights"—StrategyPage.


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The Airbus A340 is a long-range, wide-body passenger airliner that was developed and produced by Airbus.

In the mid-1970s, Airbus conceived several derivatives of the A300, its first airliner, and developed the A340 quadjet in parallel with the A330 twinjet. In June 1987, Airbus launched both designs with their first orders and the A340-300 took its maiden flight on 25 October 1991. It was certified along with the A340-200 on 22 December 1992 and both versions entered service in March 1993 with launch customers Lufthansa and Air France. The larger A340-500/600 were launched on 8 December 1997; the A340-600 flew for the first time on 23 April 2001 and entered service on 1 August 2002.

Keeping the eight-abreast economy cross-section of the A300, the early A340-200/300 has a similar airframe to the A330. Differences include four  CFM56s instead of two high-thrust turbofans to bypass ETOPS restrictions on trans-oceanic routes, and a three-leg main landing gear instead of two for a heavier  MTOW. Both airliners have fly-by-wire controls, which was first introduced on the A320, as well as a similar glass cockpit. The later A340-500/600 have a larger wing and are powered by  Rolls-Royce Trent 500 for a heavier  MTOW.

The shortest A340-200 measured 59.4 m (195 ft), and could cover 12,400 km / 6,700 nmi with 210–250 seats in 3-class.
The most common A340-300 reached 63.7 m (209 ft) to accommodate 250–290 passengers and had a 13,500 km / 7,300 nmi range.
The A340-500 was 67.9 m (223 ft) long to seat 270–310 over 16,670 km / 9,000 nmi, the longest-range airliner at the time.
The longest A340-600 was stretched to 75.4 m (247 ft), then the longest airliner, to accommodate 320–370 passengers over 14,450 km / 7,800 nmi.

As improving engine reliability allowed ETOPS operations for almost all routes, more economical twinjets have replaced quadjets on many routes.
On 10 November 2011, Airbus announced that the production reached its end, after 380 orders had been placed and 377 delivered from Toulouse, France. The A350 is its successor;  the McDonnell Douglas MD-11 and the Boeing 777 were its main competitors. By the end of 2021, the global A340 fleet had completed more than 2.5 million flights over 20 million block hours and carried over 600 million passengers with no fatalities. , there were 203 A340 aircraft in service with 45 operators worldwide. Lufthansa is the largest A340 operator with 27 aircraft in its fleet.

Development

Background

When Airbus designed the Airbus A300 during the 1970s it envisioned a broad family of airliners to compete against Boeing and McDonnell Douglas, two established US aerospace manufacturers. From the moment of formation, Airbus had begun studies into derivatives of the Airbus A300B in support of this long-term goal. Prior to the service introduction of the first Airbus airliners, Airbus had identified nine possible variations of the A300 known as A300B1 to B9. A tenth variation, conceived in 1973, later the first to be constructed, was designated the A300B10. It was a smaller aircraft that would be developed into the long-range Airbus A310. Airbus then focused its efforts on the single-aisle market, which resulted in the Airbus A320 family, which was the first digital fly-by-wire commercial aircraft. The decision to work on the A320, instead of a four-engine aircraft proposed by the Germans, created divisions within Airbus. As the SA or "single aisle" studies (which later became the successful Airbus A320) underwent development to challenge the successful Boeing 737 and Douglas DC-9 in the single-aisle, narrow-body airliner market, Airbus turned its focus back to the wide-body aircraft market.

The A300B11, a derivative of the A310, was designed upon the availability of "ten ton" thrust engines. Using four engines, it would seat between 180 and 200 passengers, and have a range of . It was deemed a replacement for the less-efficient Boeing 707s and Douglas DC-8s still in service. The A300B11 was joined by another design, the A300B9, which was a larger derivative of the A300. The B9 was developed by Airbus from the early 1970s at a slow pace until the early 1980s. It was essentially a stretched A300 with the same wing, coupled with the most powerful turbofan engine available at the time. It was targeted at the growing demand for high-capacity, medium-range, transcontinental trunk routes. The B9 offered the same range and payload as the McDonnell Douglas DC-10, but it used between 25% to 38% less fuel. The B9 was therefore considered a replacement for the DC-10 and the Lockheed L-1011 Tristar.

To differentiate the programme from the SA studies, the B9 and B11 were redesignated the TA9 and TA11 (SA standing for "single aisle" and TA standing for "twin aisle"). In an effort to save development costs, it was decided that the two would share the same wing and airframe; the projected savings were estimated at US$500 million (about £490 million or €495 million). The adoption of a common wing structure also had one technical advantage: the TA11's outboard engines could counteract the weight of the longer-range model by providing bending relief. Another factor was the split preference of those within Airbus and, more importantly, prospective airliner customers. Airbus vice president for strategic planning, Adam Brown, recalled,
North American operators were clearly in favour of a twin[jet], while Asians wanted a quad[jet]. In Europe, opinion was split between the two. The majority of potential customers were in favour of a quad despite the fact, in certain conditions, it is more costly to operate than a twin. They liked that it could be ferried with one engine out, and could fly 'anywhere'— ETOPS (extend-range twin-engine operations) hadn't begun then.

Design effort
The first specifications of the TA9 and TA11 were released in 1982. While the TA9 had a range of , the TA11 range was up to . At the same time, Airbus also sketched the TA12, a twin-engine derivative of the TA11, which was optimised for flights of a  lesser range. By the time of the Paris Air Show in June 1985, more refinements had been made to the TA9 and TA11, including the adoption of the A320 flight deck, fly-by-wire (FBW) flight control system and side-stick control. Adopting a common cockpit across the new Airbus series allowed operators to make significant cost savings; flight crews would be able to transition from one to another after one week of training. The TA11 and TA12 would use the front and rear fuselage sections of the A310. Components were modular and also interchangeable with other Airbus aircraft where possible to reduce production, maintenance and operating costs.

Airbus briefly considered a variable camber wing; the concept was that the wing could change its profile to produce the optimum shape for a given phase of flight. Studies were carried out by British Aerospace (BAe) at Hatfield and Bristol. Airbus estimated this would yield a 2% improvement in aerodynamic efficiency. However, the plan was later abandoned on grounds of cost and difficulty of development.

Airbus had held discussions with McDonnell Douglas to jointly produce the aircraft, which would have been designated as the AM 300. This aeroplane would have combined the wing of the A330 with the fuselage of the McDonnell Douglas MD-11. However, talks were terminated as McDonnell Douglas insisted on the continuation of its trijet heritage. Although from the start it was intended that the A340 would be powered by four CFM56-5 turbofans, each capable of , Airbus had also considered developing the aircraft as a trijet due to the limited power of engines available at the time, namely the Rolls-Royce RB211-535 and Pratt & Whitney JT10D-232 (redesignated PW2000 in December 1980).

As refinements in the A340's design proceeded, a radical new engine option, the IAE SuperFan, was offered by International Aero Engines, a group comprising Rolls-Royce, Pratt & Whitney, Japanese Aero Engines Corporation, Fiat and MTU Aero Engines (MTU). The engine nacelles of the superfan engine consisted of provisions to allow a large fan near the rear of the engine. As a result of the superfan cancellation by IAE, the CFM56-5C4 was used as the sole engine choice instead of there being an alternate option as originally envisioned. The later, longer-range versions, namely the A340-500 and −600, are powered by Rolls-Royce Trent 500 engines.

On 27 January 1986, the Airbus Industrie Supervisory Board held a meeting in Munich, West Germany, after which board-chairman Franz Josef Strauß released a statement, "Airbus Industrie is now in a position to finalise the detailed technical definition of the TA9, which is now officially designated the A330, and the TA11, now called the A340, with potential launch customer airlines, and to discuss with them the terms and conditions for launch commitments". The designations were originally reversed and were switched so the quad-jet airliner would have a "4" in its name. On 12 May 1986, Airbus dispatched fresh sale proposals to five prospective airlines including Lufthansa and Swissair.

Production and testing
In preparations for production of the A330/A340, Airbus's partners invested heavily in new facilities. Filton was the site of BAe's £7 million investment in a three-storey technical centre with an extra  of floor area. BAe also spent £5 million expanding the Broughton wing production plant by  to accommodate a new production line. However, France saw the biggest changes with Aérospatiale starting construction of a new Fr.2.5 billion ($411 million) assembly plant, adjacent to Toulouse-Blagnac Airport, in Colomiers. By November 1988, the first  pillars were erected for the new Clément Ader assembly hall. The assembly process, meanwhile, would feature increased automation with holes for the wing-fuselage mating process drilled by eight robots. The use of automation for this particular process saved Airbus 20% on labour costs and 5% on time.

British Aerospace accepted £450 million funding from the UK government, short of the £750 million originally requested. Funds from the French and West German governments followed thereafter. Airbus also issued subcontracts to companies in Austria, Australia, Canada, China, Greece, Italy, India, Japan, South Korea, Portugal, the United States, and Yugoslavia. The A330 and A340 programmes were jointly launched on 5 June 1987, just prior to the Paris Air Show. The program cost was $3.5 billion with the A330, in 2001 dollars. The order book then stood at 130 aircraft from 10 customers, apart from the above-mentioned Lufthansa and International Lease Finance Corporation (ILFC). Eighty-nine of the total orders were A340 models. At McDonnell Douglas, ongoing tests of the MD-11 revealed a significant shortfall in the aircraft's performance. An important carrier, Singapore Airlines (SIA), required a fully laden aircraft that could fly from Singapore to Paris, against strong headwinds during mid-winter in the northern hemisphere. The MD-11, according to test results, would experience fuel starvation over the Balkans. Due to the less-than-expected performance figures, SIA cancelled its 20-aircraft MD-11 order on 2 August 1991, and ordered 20 A340-300s instead. A total of 200 MD-11s were sold, versus 380 A340s.

The first flight of the A340 occurred on 21 October 1991, marking the start of a 2,000-hour test flight programme involving six aircraft. From the start, engineers noticed that the wings were not stiff enough to carry the outboard engines at cruising speed without warping and fluttering. To alleviate this, an underwing bulge called a plastron was developed to correct airflow problems around the engine pylons and to add stiffness. European JAA certification was obtained on 22 December 1992; the FAA followed on 27 May 1993.
In 1992, unit cost of an A340-200 was US$105M and US$110M for an A340-300. (equivalent to $ million in  dollars).

Entry into service and demonstration
The first A340, a −200, was delivered to Lufthansa on 2 February 1993 and entered service on 15 March. The 228-seat airliner was named Nürnberg. The first A340-300, the 1000th Airbus, was delivered to Air France on 26 February, the first of nine it planned to operate by the end of the year. Air France replaced its Boeing 747s with A340s on its Paris–Washington D.C. route, flying four times weekly. Lufthansa intended to replace aging DC-10s with the A340s on Frankfurt–New York services.

On 16 June 1993, an A340-200 dubbed the World Ranger flew from the Paris Air Show to Auckland, New Zealand in 21 hours 32 minutes and back in 21 hours 46 minutes after a five-hour stop; this was the first non-stop flight between Europe and New Zealand and the longest non-stop flight by an airliner at the time. The  flight from Paris to Auckland broke six world records with 22 persons and five center tanks. Taking off at 11:58 local time, it arrived back in Paris 48 hours and 22 minutes later, at 12:20. This record held until 1997 when a Boeing 777-200ER flew  from Seattle to Kuala Lumpur.

Stretch: -500/-600 variants

Formulated in 1991, the A340-400X concept was a simple 12-frame,  stretch of the −300 from 295 to 335 passengers with the MTOW increased to  and the range decreased by .
CFM International was then set to develop a new engine for $1–1.5 billion that generated a thrust rating between the 150 kN (34,000 lbf) CFM56 and the 315–400 kN (70–90,000 lbf) GE90.
In 1994, Airbus was studying a heavier A340 Advanced with a reinforced wing and a selection of 178 kN (40,000 lbf) engines; these included the Pratt & Whitney advanced ducted propulsor, CFM International CFMXX or Rolls-Royce RB411, to a −300 stretch for 50 more passengers over the same range, a −300 with the −200 range and a −200 with more range. These models were slated to be introduced in 1996.
In 1995, the A340-400 was slated for introduction in the year 2000, seating 380 passengers with a  take-off weight.

In April 1996, GE Aviation obtained an exclusivity for the  375-passenger −600 stretch with  engines, above the  limit of the CFM International engines made in partnership with SNECMA and dropping the  CFMXX.
The −600 would be stretched by 20–22 frames to , unit thrust was raised from  to  and maximum takeoff weight would be increased to .
The wing area would increase by  to  through a larger chord needing a three-frame centre fuselage insert and retaining the existing front and rear spars, and a span increased by , alongside a 25% increase in wing fuel capacity and four wheels replacing the centre twin-wheel bogie.
A −500 with the larger wing and engines and three extra frames for 310 passengers would cover  to replace the smaller  range A340-200.
At least $1 billion would be needed to develop the airframe, excluding the $2 billion required for engine development supported by the engine manufacturer.
A 12 frame −400 simple stretch would cover  with 340 passengers in a three-class configuration.

It was enlarged by 40% to compete with the then in-development 777-300ER/200LR: the wing would be expanded with a tapered wing box insert along the span extension, it would have enlarged horizontal stabilizers and the larger A330-200 fin and it would need 222–267 kN (50–60,000 lbf) of unit thrust.
The ultra-long-haul  -500 stretch would seat 316 passengers, a little more than the −300, over , while the  -600 stretch would offer a 25% larger cabin for 372 passengers over a range of .
MTOW was increased to .

Unwilling to commit to a $1 billion development without good return on investment prospects and a second application, in 1997 GE Aviation stopped exclusivity talks for GE90 scaled down to 245–290 kN (55–65,000 lbf), leaving Rolls-Royce proposing a more cost-effective Rolls-Royce Trent variant needing less development and Pratt & Whitney suggesting a PW2000 advanced ducted propulsor, a PW4000 derivative or a new geared turbofan.
In June 1997, the 250 kN (56,000 lbf) Rolls-Royce Trent 500 was selected, with growth potential to , derived from the A330 Rolls-Royce Trent 700 and the B777 Rolls-Royce Trent 800 with a reduced fan diameter and a new LP turbine, for a 7.7% lower TSFC than the 700.
Airbus claims 10% lower operating costs per seat than the −300, 3% below those of what Boeing was then advertising for the 777-300X.
The $2.9 billion program was launched in December 1997 with 100 commitments from seven customers worth $3 billion, aiming to fly the first −600 in January 2001 and deliver it from early 2002 to capture at least half of the 1,500 sales forecast in the category through 2010.

In 1998, the −600 stretch was stabilised at 20 frames for , the MTOW rose to  and the unit thrust to , keeping the Trent 700  fan diameter with its scaled  and  compressors and the high-speed, low-loading HP and IP turbines of the Trent 800.

Despite the −500/600 introduction, sales slowed in the 2000s as the Boeing 777-200LR/-300ER dominated the long-range 300–400 seat market.
The A340-500IGW/600HGW high gross weight variants did not arouse much sales interest.
In January 2006, Airbus confirmed it had studied an A340-600E (Enhanced) that was more fuel-efficient than earlier A340s, reducing the per-seat fuel consumption by 8–9% compared to the −600. This model would become more competitive with the Boeing 777-300ER by utilizing new Trent 1500 engines and technologies from the A350 initial design.

At 380 passengers, the advertised three-class seating of the −600 was well above the real world average of 323 seats, while the B777-300ER is advertised for 365 and offers 332, impacting seat costs.
By 2018, a 2006 -600 was worth $18M and a 2003 one $10M, projected to fall to $7M in 2021 with a $200,000/month lease rate falling to $180,000 in 2021; its D check cost $4.5M and its engine overhaul $3–6M.

End of production

In 2005, 155 B777s were ordered against 15 A340s: twin engine ETOPS restrictions were overcome by lower operating costs compared to quad jets and the relaxation of ETOPS requirements for the A330, 777, and other twinjets.
In 2007, Airbus predicted that another 127 A340 aircraft would likely be produced through 2016, the projected end of production.

In 2011, the unit cost of an A340-300 was US$238.0M ($M today), US$261.8M for an A340-500 ($M today) and US$275.4M for an A340-600 ($M today).
On 10 November 2011, Airbus announced the end of the A340 program. At that time, the company indicated that all firm orders had been delivered. The decision to terminate the program came as A340-500/600 orders came to a halt, with analyst Nick Cunningham pointing out that the A340 "was too heavy and there was a big fuel burn gap between the A340 and Boeing's 777". Bertrand Grabowski, managing director of aircraft financier DVB Bank SE, noted "in an environment where the fuel price is high, the A340 has had no chance to compete against similar twin engines, and the current lease rates and values of this aircraft reflect the deep resistance of any airlines to continue operating it".

As a sales incentive amid low customer demand during the Great Recession, Airbus had offered buy-back guarantees to airlines that chose to procure the A340. By 2013, the resale value of an A340 declined by 30% over ten years, and both Airbus and Rolls-Royce were incurring related charges amounting to hundreds of millions of euros. Some analysts have expected the price of a flight-worthy, CFM56-powered A340 to drop below $10 million by 2023.

Airbus could offer used A340s to airlines wishing to retire older aircraft such as the Boeing 747400, claiming that the cost of purchasing and maintaining a second-hand A340 with increased seating and improved engine performance reportedly compared favourably to the procurement costs of a new Boeing 777.

In 2013, as ultra-long range is a niche, the A340 was less attractive with best usage on long, thin routes, from hot-and-high airports or as interim air charter.
A 10-year-old A340-300 had a base value of $35m and a market value of $24m, leading to $320,000/mo ($240,000–$350,000) lease rate, while a −500 is $425,000 and a −600 is leased $450,000 to $500,000 per month, versus $1.3m for a 777-300ER.
The lighter A340-300 consumes 5% less fuel per trip with 300 passengers than the 312 passengers 777-200ER while the heavier A340-600 uses 12% more fuel than a 777-300ER.

As an effort to support the A340's resale value, Airbus has proposed reconfiguring the aircraft's interior for a single class of 475 seats. As the Trent 500 engines are half the maintenance cost of the A340, Rolls-Royce proposed a cost-reducing maintenance plan similar to the company's existing program that reduced the cost of maintaining the RB211 engine powering Iberia's Boeing 757 freighters. Key to these programs is the salvaging, repair and reuse of serviceable parts from retired older engines.

Airbus has positioned the larger versions of the A350, specifically the A350-900 and A350-1000, as the successors to the A340-500 and A340-600.

The ACJ340 is listed on the Airbus Corporate Jets website, as Airbus can convert retired A340 airliners to VIP transport configuration.

Design

The Airbus A340 is a twin-aisle passenger airliner that was the first long-range Airbus, powered by four turbofan jet engines. It was developed with technology from earlier Airbus aircraft and their features like the A320 glass cockpit; it shares many components with the A330, notably identical fly-by-wire control systems and similar wings. Its features and improvements were usually shared with the A330. The four engines configuration avoided the ETOPS constraints such as more frequent inspections.

The A340 has a low cantilever wing; the A340-200/300 wing is virtually identical to that of the A330, with both engine pylons used while only the inboard one is used on the A330. The two engines for each wing provide a more distributed weight; and a more outboard engine weight for a lower wing root bending moment at equal , allowing a higher wing limited MTOW for more range. The wings were designed and manufactured by BAe, which developed a long slender wing with a high aspect ratio for a higher aerodynamic efficiency.

The wing is swept back at 30 degrees, allowing a maximum operating Mach number of 0.86. To reach a long span and high aspect ratio without a large weight penalty, the wing has relatively high thickness-to-chord ratio of 11.8% or 12.8%. Jet airliners have thickness-to-chord ratios ranging from 9.4% (MD-11 or Boeing 747) to 13% (Avro RJ or 737 Classic). Each wing also has a  tall winglet instead of the wingtip fences found on earlier Airbus aircraft. The failure of the ultra-high-bypass IAE SuperFan, promising around 15% better fuel burn, led to wing upgrades to compensate. Originally designed with a  span, the wing was later extended to  and finally to . This wingspan is similar to that of the larger Boeing 747-200, but with 35% less wing area.

The A340 uses a modified A320 glass cockpit, with side-stick controls instead of a conventional yoke. The main instrument panel is dominated by six displays, cathode ray tube monitors initially then liquid crystal displays. Flight information is directed via the Electronic Flight Instrument System (EFIS) and systems information through the Electronic Centralised Aircraft Monitor (ECAM).

The aircraft monitors various sensors and automatically alerts the crew to any parameters outside of their normal range; pilots can also inspect individual systems. Electronic manuals are used instead of paper ones, with optional web-based updates. Maintenance difficulty and cost were reduced to half of that of the earlier and smaller Airbus A310. Improved engine control and monitoring improved time on wing. The centralised maintenance computer can transmit real-time information to ground facilities via the onboard satellite-based ACARS datalink. Heavy maintenance like structural changes remained unchanged, while cabin sophistications, like the in-flight entertainment, were increased over preceding airliners.

Operational history

The first variant of the A340 to be introduced, the A340-200, entered service with the launch customer, Lufthansa, in 1993. It was followed shortly thereafter by the A340-300 with its operator, Air France. Lufthansa's first A340, which had been dubbed Nürnberg (D-AIBA), began revenue service on 15 March 1993. Air Lanka (later renamed Sri Lankan Airlines) became the Asian launch customer of the Airbus A340; the airline received its first A340-300, registered (4R-ADA), in September 1994. British airline Virgin Atlantic was an early adopter of the A340; in addition to operating several A340-300 aircraft, Virgin Atlantic announced in August 1997 that it was to be the worldwide launch customer for the new A340-600. The first commercial flight of the A340-600 was performed by Virgin in July 2002.

Singapore Airlines ordered 17 A340-300s and operated them until October 2003. The A340-300s were purchased by Boeing as part of an order for Boeing 777s in 1999. The airline then purchased five long-range A340-500s, which joined the fleet in December 2003. In February 2004, the airline's A340-500 performed the longest non-stop commercial air service in the world, conducting a non-stop flight between Singapore and Los Angeles. In 2004, Singapore Airlines launched an even longer non-stop route using the A340-500 between Newark and Singapore, SQ 21, a  journey that was the longest scheduled non-stop commercial flight in the world. The airline continued to operate this route regularly until the airline decided to retire the type in favour of new A380 and A350 aircraft; its last A340 flight was performed in late 2013.

The A340 was typically used by airlines as a medium-sized long-haul aircraft, and was often a replacement for older Boeing 747s as it was more likely to be profitable compared to the larger and less efficient 747. Airbus produced a number of A340s as large private jets for VIP customers, often to replace aging Boeing 747s in this same role. In 2008, Airbus launched a dedicated corporate jetliner version of the A340-200: one key selling point of this aircraft was a range of up to . Airbus had built up to nine different customized versions of the A340 to private customer's specific demands prior to 2008.

The A340 has frequently been operated as a dedicated transport for heads of state. A pair of A340-300s were acquired from Lufthansa by the Flugbereitschaft of the German Air Force; they serve as VIP transports for the German Chancellor and other key members of the German government. The A340 is also operated by the air transport division of the French Air and Space Force, where it is used as a strategic transport for troop deployments and supply missions, as well as to transport government officials. A one-of-a-kind aircraft, the A340-8000, was originally built for Prince Jefri Bolkiah, brother of the Sultan of Brunei Hassanal Bolkiah. The aircraft was unused and stored in Hamburg until it was procured by Prince Al-Waleed bin Talal of the House of Saud, and later sold to Colonel Muammar Gaddafi, then-President of Libya; the aircraft was operated by Afriqiyah Airways and was often referred to as Afriqiyah One.

In 2008, jet fuel prices doubled compared to the year before; consequently, the A340's fuel consumption led airlines to reduce flight stages exceeding 15 hours. Thai Airways International cancelled its 17-hour, nonstop Bangkok–New York/JFK route on 1 July 2008, and placed its four A340-500s for sale. While short flights stress aircraft more than long flights and result in more frequent fuel-thirsty take-offs and landings, ultra-long flights require completely full fuel tanks. The higher weights in turn require a greater proportion of an aircraft's fuel fraction just to take off and to stay airborne. In 2008, Air France-KLM SA's chief executive Pierre-Henri Gourgeon disparagingly referred to the A340 as a "flying tanker with a few people on board". While Thai Airways consistently filled 80% of the seats on its New York City–Bangkok flights, it estimated that, at 2008 fuel prices, it would need an impossible 120% of seats filled just to break even. Other airlines also re-examined long-haul flights. In August 2008 Cathay Pacific stated that rising fuel costs were hurting its trans-Pacific long-haul routes disproportionately, and that it would cut the number of such flights and redeploy its aircraft to shorter routes such as between Hong Kong and Australia. "We will ... reshap[e] our network where necessary to ensure we fly aircraft to where we can cover our costs and also make some money." Aviation Week noted that rapid performance increases of twin-engine aircraft has led to the detriment of four-engine types of comparable capacity such as the A340 and 747; at this point most 747s had accumulated significant flying hours before retirement in contrast to A340s which were relatively young when grounded.

By 2014, Singapore Airlines had phased out the type, discontinuing SQ21 and SQ22, which had been the longest non-stop scheduled flights in the world. Emirates Airlines decided to accelerate the retirement of its A340 fleet, writing down the value of the A340-500 type to zero despite the oldest −500 only being 10 years old, with president Tim Clark saying they were "designed in the late 1990s with fuel at $25–30. They fell over at $60 and at $120 they haven't got a hope in hell".

International Airlines Group, the parent of Iberia Airlines (which is also the operator of the last production A340 built), is overhauling its A340-600s for continued service for the foreseeable future, while it is retiring its A340-300s. The IAG overhaul featured improved conditions and furnishings in the business and economy classes; the business-class capacity was raised slightly while not changing the type's overall operating cost. Lufthansa, which operates both Airbus A340-300s and −600s, concluded that, while it is not possible to make the A340 more fuel efficient, it can respond to increased interest in business-class services by replacing first-class seats with more business-class seats to increase revenue.

In 2013, Snecma announced that they planned to use the A340 as a flying testbed for the development of a new open rotor engine. This test aircraft is forecast to conduct its first flight in 2019. Open rotor engines are typically more fuel-efficient but noisier than conventional turbofan engines; introducing such an engine commercially has been reported as requiring significant legislative changes within engine approval authorities due to its differences from contemporary jet engines. The engine, partly based on the Snecma M88 turbofan engine used on the Dassault Rafale, is being developed under the European Clean Sky research initiative.

In January 2021, Lufthansa, which was the largest remaining operator by then, announced that their entire Airbus A340-600 fleet will be retired with immediate effect and not return to service in the wake of the COVID-19 pandemic. Ultimately, Lufthansa reactivated their A340-600s in late 2021, while remaining committed to operating the smaller Airbus A340-300. Later in 2021, a Portuguese charter carrier landed an A340 in Antarctica for the first time in history.

As of December 2021, the global A340 fleet had carried over 600 million passengers and completed more than 2.5 million flights over 20 million block hours since its entry into service with 99 percent operational reliability.

Variants

There are four variants of the A340. The A340-200 and A340-300 were launched in 1987 with introduction into service in March 1993 for the −200. The A340-500 and A340-600 were launched in 1997 with introduction into service in 2002. All variants were available in a corporate version.

A340-200

The −200 is one of two initial versions of the A340; it has seating for 261 passengers in a three-class cabin layout with a range of  or seating for 240 passengers also in a three-class cabin layout for a range of . This is the shortest version of the family and the only version with a wingspan measuring greater than its fuselage length. It is powered by four CFMI CFM56-5C4 engines and uses the Honeywell 331–350[A] auxiliary power unit (APU). It initially entered service with Air France in May 1993. Due to its large wingspan, four engines, low capacity and general inferiority to the larger and more improved A340-300, the −200 proved very unpopular with mainstream airlines. Only 28 A340-200s were produced. The closest Boeing competitor is the Boeing 767-400ER.

One version of this type (referred to by Airbus as the A340-8000) was ordered by the prince Jefri Bolkiah, with the request for a non-stop range of . This A340-8000, in the Royal Brunei Airlines livery had an increased fuel capacity, an MTOW of , similar to the A340-300, and minor reinforcements to the undercarriage. It is powered by the  thrust CFM56-5C4s similar to the −300E. Only one A340-8000 was produced. Besides the −8000, some A340-200s are used for VIP or military use; these include Royal Brunei Airlines, Qatar Amiri Flight, Arab Republic of Egypt Government, Royal Saudi Air Force, Jordan and the French Air and Space Force. Following the −8000, other A340-200s were later given performance improvement packages (PIPs) that helped them achieve similar gains in capability as to the A340-8000. Those aircraft are labeled A340-213X. The range for this version is .

As of October 2022, all active remaining A340-200s still flying were VIP or government planes. Conviasa operated the world's last commercial A340-200. The aircraft's last flight was documented in March 2022 before being scrapped.

A340-300

The A340-300 flies 295 passengers in a typical three-class cabin layout over . This is the initial version, having flown on 25 October 1991, and it entered service with Lufthansa and Air France in March 1993. It is powered by four CFMI CFM56-5C engines and uses the Honeywell 331–350[A] APU, similar to the version used on the −200. The A340-300 was superseded by the A350-900. Its closest competitor was the Boeing 777-200ER. A total of 218 -300s were delivered.

The A340-300E, often mislabelled as A340-300X, has an increased MTOW of up to  and is powered by the more powerful  thrust CFMI CFM56-5C4 engines. Typical range with 295 passengers is between . The largest operator of this type is Lufthansa, who has operated a fleet of 30 aircraft. The A340-300 Enhanced is the latest version of this model and was first delivered to South African Airways in 2003, with Air Mauritius receiving the A340-300 Enhanced into its fleet in 2006. It received newer CFM56-5C4/P engines and improved avionics and fly-by-wire systems developed for the A340-500 and −600.

As of July 2018, there were 96 Airbus A340-300s in airline service.

A340-500

When the A340-500 was introduced, it was the world's longest-range commercial airliner. It first flew on 11 February 2002 and was certified on 3 December 2002. Air Canada was supposed to be the launch customer, but filed for bankruptcy in January 2003, delaying delivery to March. This allowed early deliveries to the new launch customer, Emirates, allowing the carrier to launch nonstop service from Dubai to New York—its first route in the Americas. The A340-500 can fly 313 passengers in a three-class cabin layout over 16020 km (8650 nm). Compared with the A340-300, the −500 features a  fuselage stretch, an enlarged wing, a significant increase in fuel capacity (around 50% larger than the −300), slightly higher cruising speed, a larger horizontal stabilizer and a larger vertical tailplane. The centerline main landing gear was changed to a four-wheel bogie to support the additional weight. The A340-500 is powered by four  thrust Rolls-Royce Trent 553 turbofans and uses the Honeywell 331–600[A] APU.

Designed for ultra long-haul routes, the −500 has a range of 9,000 nautical miles. Due to its range, the −500 is capable of travelling non-stop from London to Perth, Western Australia, though a return flight requires a fuel stop due to headwinds. Singapore Airlines used this model (initially in a two-class 181-passenger layout, later in a 100-passenger business-only layout) between early 2004 and late 2013 for its Newark–Singapore and Singapore–Newark nonstop routes SQ21 and SQ22. The former was an 18-hour, 45-minute 'westbound' (actually a polar route northbound to 130 km (70 nm) abeam the North Pole, then south across Russia, Mongolia and the People's Republic of China) and the latter was an 18-hour, 30-minute eastbound,  journey. At the time, the flight was the longest scheduled non-stop commercial flight in the world. Singapore Airlines even added a special compartment to the aircraft to store a corpse if a passenger were to die during the flight, though it was reported that its use had not been necessary. Singapore Airlines suspended operating the flight from 2013 onwards partly due to high fuel prices at that time and returned its aircraft to Airbus in exchange for ordering new Airbus A350 aircraft. The SQ21/SQ22 route was eventually resumed, flown by A350-900ULR aircraft.

The A340-500IGW (Increased Gross Weight) version has a range of  and a MTOW of  and first flew on 13 October 2006. It uses the strengthened structure and enlarged fuel capacity of the A340-600. The certification aircraft, a de-rated A340-541 model, became the first delivery, to Thai Airways International, on 11 April 2007. Nigerian airline Arik Air received a pair of A340-542s in November 2008, using the type to immediately launch two new routes, Lagos–London Heathrow and Lagos–Johannesburg; a non-stop Lagos–New York route began in January 2010. The A340-500IGW is powered by four  thrust Rolls-Royce Trent 556 turbofans.

Like the A340-200, a shortened derivative of the −300, the −500 was unpopular. The −500 series was considered "very inefficient for how few seats they have because they still carry most of the guts of the larger airplanes [the A340-600] from which they were shrunk". Also the ultra long-haul market was a niche that was difficult to profit from, due to the amount of fuel that had to be carried.

As of August 2022, there are no longer any commercial A340-500 routes. However, Azerbaijan Airlines later put both of its aircraft back in service  later in 2022, but removed them from service as of January 2023.

A340-600

Designed to replace early-generation Boeing 747-200/300 airliners, the A340-600 is capable of carrying 379 passengers in a three-class cabin layout for . It provides similar passenger capacity to a 747 but with 25 percent more cargo volume and with lower trip and seat costs. The first flight of the A340-600 was made on 23 April 2001. Virgin Atlantic began commercial services in August 2002. The variant's main competitor is the 777-300ER. The A340-600 was replaced by the A350-1000.

The A340-600 is  longer than a −300, more than  longer than the Boeing 747-400 and  longer than the A380, and has two emergency exit doors added over the wings. It held the record for the world's longest commercial aircraft until the first flight of the Boeing 747-8 in February 2010. The A340-600 is powered by four  thrust Rolls-Royce Trent 556 turbofans and uses the Honeywell 331–600[A] APU. As with the −500, it has a four-wheel undercarriage bogie on the fuselage centre-line to cope with the increased MTOW along with the enlarged wing and rear empennage. Upper deck main cabin space can be optionally increased by locating facilities such as crew rest areas, galleys, and lavatories upon the aircraft's lower deck. In early 2007, Airbus reportedly advised carriers to reduce cargo in the forward section by  to compensate for overweight first and business class sections; the additional weight caused the aircraft's centre of gravity to move forward thus reducing cruise efficiency. Affected airlines considered filing compensation claims with Airbus.

The A340-600HGW (High Gross Weight) version first flew on 18 November 2005 and was certified on 14 April 2006. It has an MTOW of  and a range of up to , made possible by strengthened structure, increased fuel capacity, more powerful engines and new manufacturing techniques like laser beam welding. The A340-600HGW is powered by four  thrust Rolls-Royce Trent 560 turbofans. Emirates became the launch customer for the −600HGW when it ordered 18 at the 2003 Paris Air Show; but postponed its order indefinitely and later cancelled it. Rival Qatar Airways, which placed its order at the same airshow, took delivery of only four aircraft with the first aircraft on 11 September 2006. The airline has since let its purchase options expire in favour of orders for the Boeing 777-300ER.

As of July 2018, there were 60 A340-600s in service with six airlines worldwide.

Operators

Over the duration of the programme, a total of 377 A340 family aircraft were delivered, of which 203 were in service . The largest scheduled airline operators were Lufthansa (34), Mahan Air (12), South African Airways (7), Swiss International Air Lines (5), and amongst other airlines, governments, charter and private operators with fewer aircraft of the type.

Deliveries

'Note: The total number of deliveries corresponds to the Airbus O&D file, while the details are given in the ABCD list..''

Accidents and incidents
The A340 has never been involved in a fatal accident, although there have been six hull losses:

Accidents

 Landing phase
 5 November 1997 – a Virgin Atlantic Airbus A340-311 conducted an emergency landing on Runway 27L at London Heathrow Airport with the aircraft's left-main landing gear partially extended. The aircraft was repaired and returned to service.
 29 August 1998 – a Sabena A340-200 (OO-SCW) was severely damaged while landing on Runway 25L at Brussels Airport. The right main gear collapsed; the right engines and wingtip hit the runway and slid to the right in soft ground. The 248 passengers and 11 crew were safely evacuated. The cause of the gear failure was found to be a fatigue crack. Although severely damaged, the aircraft was repaired and returned to service for 16 years until it was stored.
 2 August 2005 – Air France Flight 358 was destroyed by a crash and subsequent fire after it overran runway 24L at Toronto Pearson International Airport while landing in a thunderstorm. The aircraft slid into Etobicoke Creek and caught fire. All 297 passengers and 12 crew survived; 43 people were injured, 12 seriously.
 9 November 2007 – Iberia Airlines Flight 6463, an A340-600, was badly damaged after sliding off the runway at Ecuador's Mariscal Sucre International Airport. The landing gear collapsed and two engines broke off. All 345 passengers and 14 crew members were evacuated by inflatable slides, and there were no serious injuries. The aircraft was scrapped.

 Take-off phase
 20 March 2009 – Emirates Flight 407 was an Emirates flight flying from Melbourne to Dubai-International using an A340-500. The flight failed to take off properly from Melbourne Airport, hitting several structures at the end of the runway before eventually climbing enough to return to the airport for a safe landing. The occurrence was severe enough to be classified an accident by the Australian Transport Safety Bureau. The plane was subsequently repaired, and returned to service for five years before it was scrapped.

Incidents

 Fire related
 20 January 1994 – an Air France A340-200 registered F-GNIA was destroyed by fire during servicing at Paris Charles de Gaulle Airport. This marks the first hull-loss of an A340.
11 June 2018 – A Lufthansa A340-300, registration D-AIFA, was being towed with maintenance staff on board to the departure gate at Frankfurt's terminal when the tow truck caught fire. The flames substantially damaged the aircraft front section, and 10 people on the ground received minor injuries. The damage was assessed to be beyond economical repair and the aircraft was written off.

 Test related
 15 November 2007 – an A340-600, A6-EHG, was damaged beyond repair during ground testing at Airbus' facilities at Toulouse Blagnac International Airport. During a pre-delivery engine test, some safety checks had been disabled, leading to the unchocked aircraft accelerating to  and colliding with a concrete blast deflection wall. The right wing, tail, and left engines made contact with the ground or wall, leaving the forward section elevated several metres and the cockpit broken off; nine people on board were injured, four of them seriously. The aircraft was written off and was later used at Virgin Atlantic's cabin crew training facility in Crawley, England. It had been due to be delivered to Etihad Airways.

 War related
 24 July 2001 – a SriLankan Airlines A340-300 registered 4R-ADD was destroyed on the ground at Bandaranaike International Airport; being one of 26 aircraft which were damaged or destroyed during a major attack upon the airport by Liberation Tigers of Tamil Eelam militants.

Specifications

Line drawings

Engines

See also

References
Notes

References

Bibliography

External links

 Official Airbus A330 and A340 airliners web page
 Airbus A340-200/300 page on airliners.net
 Airbus A340 production list

A340
1990s international airliners
Quadjets
Low-wing aircraft

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Green Earth Science Discovery Library: Endangered!
Schreiben Sie den ersten Kommentar zu "Green Earth Science Discovery Library: Endangered!".
Young Readers Examine How Plants And Animals Are Impacted By Human Activity, Why It Matters, And What Can Be Done To Help.
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WE have a limited number of V.I.P. passes available for the GTFC Legends game on the 28th February. This is your chance to meet some of the stars of yesteryear - including Wayne Burnett, Paul Groves, Dave Smith, John McDermott, Gary Childs, Paul Wilkinson, as well as Paul Hurst, Chris Doig and some of the current Town squad.
Tickets are now on sale from the GTFC Ticket Office or you can book at ticket by clicking here.
General tickets for this game (pay on the day) are £3 and £1 for Concessions. The Upper Findus and the Lower Findus stands will be open.
Remember this game? Wayne Burnett?


Any visitor to Las Vegas is aware of the tuff competition in the "private entertainer" business. From cab signs to billboards to magazines on the street, the idea is to use the most eye-catching visuals to capture your attention. This cab sign is one of the current eye-catchers.


text:
61 Days of Halloween, Review
61 Days of Halloween- Children of the Corn III: Urban Harvest
Most holidays worth their while encompass entire seasons, such as Christmas, for example. However, as you may have noticed there is a corporate push every year for us to think about the next holiday even sooner. While this has many negative side effects I figure I may as well embrace it.
Since Labor Day is really only good for college football and movie marathons cinematically it is as significant as Arbor Day, which means the next big day on the calendar is Halloween and we can start looking toward it starting now.
Daily I will be viewing films in the horror genre between now and then and sharing the wealth. Many, as is usually the case, will not be worth it so for every disappointment so I will try and suggest something worth while as well.
Children of the Corn III: Urban Harvest
Daniel Cerny in Children of the Corn III: Urban Harvest (Dimension)
After having watched Children of the Corn II:The Final Sacrifice I was considering devising a system wherein I gauged the painfulness of these films by which body part I'd rather punch repeatedly for 90 minutes than having sat through that film. Thankfully, I never got around to hatching those plans because along came Children of the Corn 3: Urban Harvest.
One thing I will say right off the bat is that this film unquestionably wins the award for the worst subtitle of any of the Children of the Corn sequels, while it is accurate it is also terrible and makes you think this film will be a lot worse than it is.
The fact of the matter is I love this film. I might even go so far as to use the annoying variant "lurve" if I could distinguish the difference in usage. Anyway, that is not to say that this one is perfect or better than the first but there's a spark of creativity here, a flair and embracing of the concept in this one you don't get in other films in the series. It's also a little out there and in that way it is to an extent the Halloween 3: Season of the Witch (Yes, that review will be re-posted here) equivalent in this series.
The connection to the original film is really a chronological one, a narrative one. This film uses the same scenario as two; orphaned children in need of care and handles it so much better than the previous film it's not even funny. Here you get a focused situation: Eli (Daniel Cerny) and his brother Joshua (Ron Melendez) come to the big city from Gatlin. The religion and the cult are on the road in a big city and are about to get a big foothold.
What also sets this sequel apart is that it features its antagonist prominently makes him someone you can understand when you hear him preach and speak but also makes him vile enough that you aren't upset if he's defeated. Stories from the Bible and quoting of scripture is used very effectively in the film through Eli making the cult seem like something that makes sense. If the children seem justified in their ritual of killing adults and sacrificing themselves it makes them that much more frightening. Understanding a killer's mind can be a terrifying thing. If a horror film makes you understand that it's a winner.
The conveyor of the message in this tale, that is more religious than most, is equally important. Daniel Cerny may not have had the longest or most prolific career as a child actor but he did find two roles he was very well suited for that are quite memorable: Eli and the Demon in Demonic Toys (Which I also want to write about). There's something intangible about his performance. He's just scary. He doesn't have the widest range or convey them all emotions equally well, however, at least he can handle dialogue and he can get angry and headstrong. It's the kind of performance that might best be labeled as great yet inconsistent.
Kills are not something you'll hear me discuss too much in this series. The Children of the Corn series as a whole isn't filled with creative deaths it doesn't really fit the slasher mold. Not only does this film have some jaw-droppingly effective and creative kills but quite a few of them. Which leads to another element of a successful horror film: no one seems safe.
The tone is set early on in the teaser scene. It reveals how they were orphaned and Eli's true nature and we know it all along and his brother doesn't. The film carries that secret for a while but then it also is keeping from us, which it spills later on.
Another way in which this film kind of reminded me of the 3rd Halloween film is in the handling of the corn itself. Now the subplot of the corn being somewhat supernatural and malevolent. It seemingly selectively can take down the infidels. The visuals of those deaths paired with the tag at the end make it very similar but it's also the best handling of this development in the story. After the next film this notion vanishes entirely.
In short, this is the one direct sequel (as opposed to the remake), that as soon as I was done watching it I could see myself gladly viewing again. It also proves how bad a place to watch a film basic cable is because I've seen parts of many of these films and the Halloweeen films there before getting the DVDs and they make the experience so much worse. This sequel truly is one worthy of its predecessor and is a blast to watch.
Bible Children of the Corn Corn Creativity Franchise Horror Killer Kills Religion Series
61 Days of Halloween: Children of the Corn II- The Final Sacrifice
Review- Don't Be Afraid of the Dark
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The Compass was restyled in 2011. With the exterior now resembling the Jeep Grand Cherokee, the Compass enjoyed an intriguing look, along with man off-road improvements as well. A Special Edition Compass was released in 2011 to mark the brand's 70th birthday. The Compass came with many upgrades throughout, including new color options. Three exclusive colors, Bronze Star, Black, and Bright Silver, were added. On the inside of the Compass, drivers now received a new steering wheel with integrated controls, a backlit control panel, and upgraded upholstery.
In 2016, the second generation of the Compass was revealed with slight changes to the appearance. The Compass is also well-known for offering a variety of packages for drivers. This brings off-road capability and more to the table. Over the years, the Compass has seen many changes, but remains a popular SUV among drivers.
At Hillview Motors, we pride ourselves on our extraordinary customer service. When you choose us, we want you to be satisfied with your service, comfortable behind the wheel of your new vehicle, and happy with our countless deals and specials. There's only one catch – the special offers you see on our site today could be gone tomorrow. Our deals won't be around forever, so take advantage of them while you can. You don't want one of our amazing specials to slip through your fingers! Come see us!
You'll find our dealership conveniently located at 5309 US 30 E, Greensburg, PA 15601, which means residents of Monessen, Mt. Lebanon, and Delmont are just a short drive away. During your visit, our trusted team of experts will gladly show you around, answer your questions, and fill you in on our deals. We'll also let you take a test drive or two. Get behind the wheel of a Jeep Compass today. After all, it's the best way to get acquainted with your dream vehicle. We look forward to seeing you soon!


Select Vistasource → Info → Monitor Watch List to display the RTW Monitor Watch List dialog box. This dialog shows the records and fields you are currently subscribing to.
Select the name of the engine from the pull-down.
The number of live records is displayed.
The list of records appears in the list box.
The list of the active fields and their field ID.


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Long road to Rio: Kiwi eventer Clarke Johnstone prepares for Olympic debut
June 29, 2016 June 29, 2016 Contributor 12775 Views 0 Comments Olympics 2016
Clarke Johnstone and Balmoral Sensation on the cross-country at New Zealand's National Eventing Championships at Arran Station, Takapau, last year. © Barbara Thomson Photography
It has been a long haul for Kiwi eventer Clarke Johnstone, but the sole home-based rider to be selected for New Zealand's Rio 2016 team is thrilled to be a step closer to the Olympic Games.
Johnstone said he was "so excited" after missing selection for London following injury to his horse, Orient Express, on whom he was a member of the bronze medal winning team at the 2010 World Equestrian Games in Kentucky. It has been a four-year dream to produce another world-class horse worthy of selection.
Clarke Johnstone, winners of the FEI World Cup Eventing 2011 title, and Orient Express. © PSV J. Morel
That horse is the stunning grey Balmoral Sensation, who went from Arran Station to his first 4* event, the Australian International CCI4* Three-day Event at Adelaide, where they were third behind Australian Olympian Shane Rose, who quinellaed the event. This qualified Johnstone and "Richie" for selection to the NZ team for Rio.
"To go to Rio and try to win a medal for New Zealand has been my number one focus for the last four years, so to be one step closer again is really, really exciting. I can't wait," Johnstone said.
Johnstone's selection is a real boost to the sport in New Zealand, largely ignored by the mainstream media as nearly all of the country's High Performance squad is British based. Johnstone will return home after the Games, and can be expected to compete at the National Eventing Championships at Arran Station again, although Richie will be resting.
The combination also won last year's National Eventing Championships at Arran Station, Takapau.
After a brief break back in the Waikato, where the Outram boy has been based since graduating from Otago University with a finance degree, they won the Eventer of the Year title at the Farmlands Horse of the Year Show, then flew to England to join the British based NZ High Performance squad.
The Badminton Horse Trials was their first major challenge, and fifth place there, sandwiched between Mark Todd and Jock Paget, gave his fans high hopes that he would in fact be selected.
Johnstone joins London team mates Todd, with either Leonidas II or NZB Campino, Jonelle Price with either Faerie Dianamo or Classic Moet, and Jock Paget with Clifton Lush. Price's husband Tim, a member of the NZ team at the 2014 World Equestrian Games in France on Wesko, currently out due to injury, has been named as travelling reserve with Ringwood Sky Boy.
So it is a team of experienced performers, who all gel well togther, and have a great support team behind them. They will meet top competition from Germany, as well as other strong European eventing nations, including Britain and France, not to mention the old foe across the ditch, who will also have a very strong team.
It just remains for the selected horses and riders to maintain fitness, travel well, cope with the climate in Brazil, and have a little bit of luck on the big day. They could not be better prepared than they are to face the challenges of the world stage – bring it on!
← Hester's hopes realised as Uthopia back in the fold
Thoroughbreds evacuated as barn fire takes hold in Pennsylvania →


Crumb is delicious - there is more than enough to make the cake interesting.
Did not have enough to "swirl" as it instructs but it still came out great.
I would recommend making the crumb and then putting it in the fridge to harden up while you make the cake.


Retirement Age Women in China remained unchanged at 50 in 2018 from 50 in 2017.
Retirement Age Women in China is expected to be 50.00 by the end of this quarter, according to Trading Economics global macro models and analysts expectations. In the long-term, the China Retirement Age - Women is projected to trend around 50.00 in 2020, according to our econometric models.
This page provides - China Retirement Age Women - actual values, historical data, forecast, chart, statistics, economic calendar and news. China Retirement Age - Women - actual data, historical chart and calendar of releases - was last updated on April of 2019.


I'm sure we're all a little tired of white smoke and Latin right now, but bear with me for a few ruminations on things Popish that transcend a bunch of old men in long black dresses getting together in a prettily painted clubhouse and selecting a new chief.
The fellow who gets to wear the smart red pumps of the Fisherman (they're the descendants of the shoes of Peter, the first "Fisherman," and they're probably made by Ferragamo these days) is now known – among things – as the Pontiff. This derives from his role as Pontifex, the builder of the bridge between God and man. I like the idea of bridge-building as one's spiritual duty – the notion of creating connection points that span gaps and permitting movement between two places. We certainly need more bridge-building.
As a Tarot type of girl, the Papal folderol – or Popepourri, as I was calling it for awhile (makes me giggle every time) – put me in mind of the Hierophant card. In the oldest decks this card was called The Pope, and the figure was depicted in Popish regalia (there's another card that used to be called the Papessa – the Female Pope – and SHE was all tricked out in Papal splendour too, but that's another essay. Or three). Among other things, the card represented how spiritual power was wielded in the earthly realm, which was as much of a complication during the Renaissance – when the Tarot developed – as it is now.
These days the card is now more commonly known as the Hierophant, the High Priest, although the figure still wears Papal drag, and therein lies a problem. The Hierophant was the Conductor of the Mysteries of Elysium, which is most definitely a bridge between the spiritual and material realms. Both the Pope and the High Priest are supposed to serve this calling. However, the Catholic Church has made such a muddle of its duties that many people when confronted by the image of the Hierophant are so put off by the drag that they cannot accept the messages the card brings, which include linking the spiritual and temporal realms, accessing the inner depths through the outer forms of ritual and spiritual discipline. In other words, bridge-building.
As we turn towards the Vernal Equinox, and Spring begins seductively wafting our way, thoughts of cleansing and renewal trickle into our consciousness along with the lure of chocolate bunnies and marshmallow peeps. Perhaps we should take this opportunity to do a little spiritual housekeeping along with the Spring cleaning. It might not be a bad time to look at where bridges need to be built – or refurbished. Where do you need to reach out, make a connection, span a gap?
No white smoke required or red skullcaps required.
Excellent point. Bridge building…more than a man yet less than a God. I like it!


text:
Featured Playlists

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redpajama_set_name: RedPajamaGithub


text:
title: wwPDB (Worldwide Protein Data Bank)
name: wwpdb-worldwide-protein-data-bank
website: http://www.wwpdb.org/
description: >-

Protein Data Bank archive (PDB) is the single worldwide archival repository
    of information about the 3D structures of proteins, nucleic acids, and complex
    assemblies. The Worldwide PDB (wwPDB) organization manages the PDB archive and
    ensures that the PDB is freely and publicly available to the global community.

subjects:
 - life-sciences
 - physical-sciences-and-mathematics
disciplines:
  # From HESA JACS Codes: http://www.hesa.ac.uk/content/view/1776/649/
 - biology
 - chemistry
 - physics
 - molecular-biology
 - crystallography
 - biotechnology
 - bioinformatics
standards:
  # name of related standard
  - pdbx-mmcif
# The following are constants: do not modify
type: use_case
layout: use_case
---


text:
Jared Spurgeon, Wild top Capitals to win third straight
Credit: Geoff Burke-USA TODAY Sports
Jared Spurgeon scored two goals, Connor Dewar had two assists and Filip Gustavsson made 34 saves as the Minnesota Wild recorded a 4-2 road win over the Washington Capitals on Tuesday.
Jonas Brodin and Joel Eriksson Ek also scored for the Wild, who have won three consecutive games.
Spurgeon's sixth and seventh goals of the season marked the veteran blue-liner's seventh multi-goal game of his 13-year NHL career.
Martin Fehervary had a goal and an assist for the Capitals. Dylan Strome also scored and Alex Ovechkin had two assists.
Washington is 2-4-0 in its last six games, a slump marked by a lack of offense. The Capitals have only 13 goals in those six games and are 0-for-13 on power-play chances.
The Capitals outshot the Wild by a 36-22 margin, as Minnesota tied its fourth-lowest shots total of the season. However, Gustavsson carried his team and earned his 11th win of the season.
Washington outshot Minnesota 13-3 in the first period, with Fehervary opening the scoring at the 18:57 mark. The defenseman combined with Ovechkin on a tremendous give-and-go play that resulted in Fehervary's fourth goal of the season.
Another nice passing play set up Strome's tally 5:05 into the second period. However, that wasn't enough for the Capitals to hold off the Wild, as Minnesota scored on three longer-range shots during the second frame.
At both the 0:50 and 18:15 marks of the period, Spurgeon launched shots from just inside the blue line that beat a screened Charlie Lindgren. Brodin also benefited from traffic in front of the net on his shot from the circle 13:12 into the second frame.
Though the Capitals had another lopsided shots advantage (14-5) in the third period, Gustavsson continued to deny Washington's efforts. The goalie had a highlight-reel stop on Marcus Johansson late in the period, as Johansson's shot through the crease was barely kicked away by Gustavsson's skate blade.
Lindgren stopped 18 of 21 shots.


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Pediatric Pulmonologist Dr. Jane Gross Joins National Jewish Health for Kids
DENVER — Jane Gross, M.D., Ph.D., has joined the nationally recognized pediatric pulmonary faculty at National Jewish Health for Kids. Over the last 14 years, Dr. Gross served as an active duty Army physician, reaching the rank of Lieutenant Colonel and working in a variety of roles as a physician in the U.S. Army. She previously worked at Tripler Army Medical Center, Evans Army Community Hospital, and has deployed in support of Operation Enduring Freedom-Philippines and Operation Iraqi Freedom. She comes to National Jewish Health from the Madigan Army Medical Center where she served as Chief of the Pediatric Pulmonology and Director of the Affiliate Pediatric Cystic Fibrosis Center. She will see patients at the National Jewish Health main campus.
Dr. Gross is looking forward to caring for pediatric patients with lung disease in the pulmonary medicine clinic. In addition, she is developing a Young Adult Cystic Fibrosis Clinic for patients with cystic fibrosis transitioning from pediatric to adult care. Furthermore, Dr. Gross will be developing research in an original epidemiological nontuberculous mycobacteria investigation tool called Healthcare Associated Links in Transmission of Nontuberculous Mycobacteria in Patients with Cystic Fibrosis (HALT NTM). The HALT NTM study will serve to provide a stepwise process for epidemiological investigation of health care associated transmission of nontuberculous mycobacteria among patients with cystic fibrosis identified with highly similar strains of bacteria. This research will compliment ongoing work through the Colorado Cystic Fibrosis Research and Development Program.
Dr. Gross completed her doctor of philosophy in Oral Biology at the University of North Carolina at Chapel Hill. She received her medical degree at the Wake Forest University School of Medicine in Winston-Salem, NC, and Pediatric Residency training at Tripler Army Medical Center. She completed her fellowship in Pediatric Pulmonology at Boston Children's Hospital.
National Jewish Health is the leading respiratory hospital in the nation. Founded 118 years ago as a nonprofit hospital, National Jewish Health today is the only facility in the world dedicated exclusively to groundbreaking medical research and treatment of patients with respiratory, cardiac, immune and related disorders. Patients and families come to National Jewish Health from around the world to receive cutting-edge, comprehensive, coordinated care. To learn more, visit the media resources page.


A LIVE Webinar by CARE Fertility. Funding the cost of your IVF.
Our LIVE webinar is now available to view. Watch our video file below to find out how you can help fund the cost of your fertility treatment. Hosted by Rob Smith from CARE London and guest Ash Carroll Miller from Access Fertility.
We know that funding your treatment is probably one of the most important considerations you may have when considering fertility treatment.
In this webinar CARE's Rob Smith from our London clinic shares with you his experience and knowledge on how to make this all important decision. How to interpret success rates, and what they actually mean in terms of the cost of your fertility treatment is just one of the topics covered in this informative patient focused event.
Joining him is guest Ash Carroll-Miller from Access Fertility. Access Fertility provide CARE Fertility patients with a variety of options to help fund their fertility treatment from 'guaranteed performance or your money back' plans, through to discounts on multiple treatment cycles and more.


The Resolution condemns this murderous attack, honors the memory of its victims, offers heartfelt condolences to those directly impacted, applauds the bravery of first responders, condemns intolerance, and calls for continued vigilance against violence.
The Growing American Shipping Act strengthens the U.S. maritime industry. The Subcommittee's Chairman, Congressman Duncan Hunter (R-CA-50), joined the legislation as an original cosponsor.
"This legislation is long overdue. The VA's excessive wait times and reports of fraudulent appointment practices for medical care are a national disgrace, and this bill is Congress' most substantive action yet to immediately solve this problem," Congressman Garamendi said.
"If we are going to reduce reliance on the Delta, a conveyance facility is not the first place we should start in developing a reliable water system; it is the last," Garamendi argued.
With Agriculture Threatened, Members of Congress Release GAO Report & Urge FEMA to Produce More Flexible Guidelines for Building Agricultural Structures in Floodplains.
The transportation grants will provide for important upgrades for Yuba and Sutter airport facilities, making them safer, more convenient, and more efficient. The economic development grants will help the Yuba-Sutter Economic Development Corporation will help the agency develop a comprehensive strategy to bring private capital and jobs to the region. They will also help Glenn, Butte, and Tehama counties bring together the public and private sectors in the creation of an economic development roadmap that will diversify and strengthen the regional economy.
"I commend the efforts of Chief John Shalowitz and the Sutter County Fire Department in securing this grant to increase preparedness for disasters such as the Monticello Fire," Congressman Garamendi said.
"This bipartisan legislation will keep our transportation system running, our businesses open, and American workers on the job. It earned my support because it defuses an immediate crisis of a transportation shutdown and gives us time to work on a needed multiyear transportation bill."
Congressman John Garamendi (D-CA) urges Congress to increase funding for Alzheimer's prevention and treatment. April 12, 2016.


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Coastal Carolina B and B For Sale
Harborlight Guest House is a six guest room coastal Carolina B and B for sale located in Cape Carteret, NC. The inn of over 7,000 square feet on 1.24 acres sits on Bogue Sound immediately across from Hunting Island with views of Emerald Isle, the barrier island.
Harborlight Guest House on the Carolina Coast!
Harborlight Guest House is a six guest room coastal Carolina B and B for sale located in Cape Carteret, NC. The inn of over 7,000 square feet on 1.24 acres is wrapped by 510 feet of Bogue Sound waterfront immediately across the Intracoastal Waterway from Emerald Isle, NC. Once the site of a ferry landing, the former restaurant converted to bed & breakfast underwent a complete transformation from the former to the latter in 1993 and has been updated since then.
Today, there are six extremely spacious guest suites, all with outside entrances and deck access. Four have fireplaces, four have double whirlpools, and all have magnificent views of the water! Wow!
The property has spacious, flat waterfront grounds ideal for weddings, a market niche that could be developed. Guests are primarily seeking a relaxing getaway where they can enjoy the beach, fishing, water recreational sports and just relax in celebration of special occasions or getaways.
The owner's quarters at Harborlight Guest House are exceptional, with a huge master suite, and two baths plus spacious kitchen, office, sitting room, and a small private enclosed porch. It would be possible to take one bedroom and add it as a 7th unit to the rental pool (it used to be that way) and still retain adequate owner's quarters. Additionally, there is a "spare" bedroom available for overnight inn sitters, family, or house guests!
The light and bright living room boasts a wet bar with guest amenities, a half bath, and a walk-out terrace leading to the lawn and the inn's own dock! There is also a catering kitchen on this level that could be fully equipped, ideal for weddings.
Cape Carteret is a quiet town providing essentials, and across the bay at the beach front community of Emerald Isle (6-7 minutes by car) there are many great restaurants and shops. The area from Beaufort to Swansboro is known as North Carolina's "Crystal Coast." Camp Lejeune is about 25 minutes from the inn, making this coastal Carolina B and B for sale a popular getaway destination for military personnel on leave and their visiting relatives. The inn is less than 3 hours from Raleigh and only 90 minutes from Wilmington. Charlotte is 5 hours, and Norfolk, VA is 3.5 hours.
With tremendous opportunity to really grow a profitable business, Harborlight Guest House was offered exclusively by The B&B Team, Inc. for $925,000. Harborlight Guest House has been SOLD. The B&B Team, Inc. represented the sellers and the buyers. For details, email Peter Scherman or call 434-286-4600.
Feasible
$500,000 to $1 Million
6 - 10 Rooms
Gallery, click for larger images
Asking Price: $
Property Type: Bed & Breakfast
Business Type: Feasible
Region: Southeast
Features: Water View, Waterfront, Weddings/Events
Contact: Peter Scherman
Email: scherman@bbteam.com
Printer Friendly Flyer


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Q: Как связать несколько кнопок, чтобы при нажатии одной нажимались все? Вот моя программа, здесь при нажатии кнопки Группа 1, только кнопки вертикально от H до Fr должны быть доступны, а остальные кнопки в таблице должны быть заблокированы)

A: При инициализации формы нужно куда-нибудь поместить эту огромную кучу кнопок.
Самый простой вариант - в массивы со списками (предполагаю что батоны переделывать вам пока рано):
List<Button>[] HimGroups = new List<Button>[18]; //массив химических групп
Button h_He = new Button() { Text = "He" }; //предположим что это кнопка гелия
Button h_H = new Button() { Text = "H" }; //кнопка водорода
Button h_Li = new Button() { Text = "Li" }; //кнопка лития
//... итд...
//Далее заполняем списки:
HimGroups[0] = new List<Button>() { h_H, h_Li }; //добавляем H и Li в группу 1
HimGroups[17] = new List<Button>() { h_He }; //добавляем He группу 18
//итд... для остальных элементов
void selectHimGroup(int group) //пишем функцию выбора группы (-1 если нужно сбросить выбор)
{
    group--; //сдвиг, первая группа = 0й элемент массива
    if (group < 0 || group >= HimGroups.Length) //если группа не выбрана
    {
        for(int i = 0; i < HimGroups.Length; i++) //то проходим по всем кнопкам
        {
            HimGroups[i]?.ForEach(a => a.Enabled = true); //и активируем их
        }
    }
    else //если группа выбрана
    {
        for (int i = 0; i < HimGroups.Length; i++) //то проходим по всем кнопкам
        {
            HimGroups[i]?.ForEach(a => a.Enabled = (i == group)); //и активируем/деактивируем их по условию равенства
        }
    }
}
//далее эту функцию нужно вызывать из каждого нажатия на каждую группу:
private void ButtonGroup1_Click(object sender, EventArgs e)
{
    selectHimGroup(1);
}
private void ButtonGroup2_Click(object sender, EventArgs e)
{
    selectHimGroup(2);
}
//итд...

Слишком много вручную проделывать? Тогда для начала вам нужно разобраться как генерить кнопки или делать свои кнопки через наследование. Но это уже вопрос не по теме.

redpajama_set_name: RedPajamaStackExchange


Hoodlums in the Grammar School area of Ikorodu have reportedly killed the treasurer of the National Union of Road Transport Workers, Jibowu-Yaba Branch, Alowonle Asekun.
Asekun was said to be on his way out of the Ajasa-Lamberu Street in the Grammar School area when he was accosted by the hoodlums, who shot him to death in front of the First Atlantic School on Friday, February 8, 2019.
Eyewitnesses, who spoke to PUNCH Metro at the scene of incident, said the hoodlums trailed Asekun to the area, adding that the news of his death had caused panic in the Jibowu and Fadeyi areas of the state.
One of the eyewitnesses, Akeem Adepoju, a taxi driver, said Asekun was shot three times and died on the spot.
"Immediately they killed him, they took his wristwatch, phone and emptied his pocket. Later on, the patrol vehicle of the Onyabo Vigilante Group came to carry his remains," he said.
Another eyewitness, who simply identified herself as Titilayo, said one of Asekun's killers walked out of the street without fear of being arrested, while the others fled on their motorcycles.
A member of the NURTW, Shehu Kazeem in the Jibowu-Yaba branch, said one of the suspected killers called him with a hidden number to inform him that Asekun had been murdered.
The Chairman of the NURTW in the branch, Femi Akinboyeku, lamented the death of the treasurer and charged the police to investigate the case and arrest the killers.
The state Police Public Relations Officer, CSP Chike Oti, who confirmed the incident, said two people had been arrested in connection with the crime.
"However, the Commissioner of Police, Lagos State, Zubairu Mu'azu, has directed that the case be transferred to the homicide section, SCIID, Panti, for further investigation," he said.