#Aviation training Canada

[talentconnected01]

Soaring High: Aviation Training Canada

Canada, renowned for its stunning landscapes and multicultural cities, is not only a top tourist destination but also a global hub for aviation training. Aspiring pilots, aviation engineers, and aviation management professionals from around the world flock to Canada to receive top-notch education and training in this dynamic and evolving industry. In this article, we will explore why Aviation Training Canada is the premier choice for individuals aspiring to take flight in their careers, offering exceptional opportunities and world-class education in the aviation industry.

1. World-Class Aviation Training Institutions

Canada is home to some of the world's leading aviation training institutions. Institutions such as Seneca College, the University of Waterloo, and the British Columbia Institute of Technology offer a wide range of aviation programs, including pilot training, aerospace engineering, and aviation management. These institutions are known for their high academic standards and state-of-the-art facilities, providing students with a solid foundation in aviation education.

2. Diverse Range of Aviation Programs

Whether you dream of becoming a commercial pilot, an aerospace engineer, or a manager in the aviation industry, Canada offers a diverse range of aviation programs to suit your career goals. From private pilot licenses to advanced degrees in aviation management, you can find the perfect program to match your aspirations.

3. Exceptional Flight Training

Canada's vast and varied geography provides an ideal backdrop for flight training. From the stunning coastlines of British Columbia to the vast prairies of Alberta and the picturesque landscapes of Quebec, students receive a well-rounded flight training experience. The country's four distinct seasons further enhance the training, preparing pilots for various weather conditions they may encounter in their careers.

4. High Safety Standards

Canada is renowned for its commitment to aviation safety. The country's aviation regulatory authority, Transport Canada, sets rigorous safety standards, ensuring that students receive comprehensive training in safety protocols and procedures. This commitment to safety contributes to Canada's excellent reputation in the aviation industry.

5. Multicultural Environment

Canada's multicultural environment fosters a welcoming atmosphere for international students. Studying alongside peers from diverse cultural backgrounds not only enhances the learning experience but also prepares future aviation professionals for a global industry where collaboration and cultural sensitivity are essential.

6. Thriving Aviation Industry

Canada's aviation industry is vibrant and rapidly growing. With numerous airlines, aerospace companies, and airports across the country, there are ample opportunities for internships, co-op programs, and career placements for aviation students. Many graduates find employment in Canada's robust aviation sector or choose to work for international airlines and organizations.

7. Natural Beauty and Adventure

Beyond the classroom and the flight deck, Canada offers students an unparalleled opportunity to explore its natural beauty and embark on adventures. Whether it's hiking in the Rocky Mountains, experiencing the Northern Lights in the Yukon, or enjoying the vibrant cultural scenes in Toronto and Vancouver, Canada provides a well-rounded and enriching experience for students.

8. Gateway to Canada PR 

International students undertaking aviation training in Canada have a unique advantage—a potential pathway to Canada Permanent Residency (PR). Canada's immigration programs for skilled workers and graduates make it feasible for aviation professionals to not only build their careers in the country but also to consider the prospect of securing Canada PR, adding an enticing dimension to their educational and career pursuits in this dynamic aviation environment.

Conclusion

Canada's recognition for its exceptional aviation training programs, coupled with its unwavering dedication to safety, a diverse range of aviation courses, and multicultural environment, solidifies Aviation Training Canada as the foremost destination for individuals fervently pursuing careers in the aviation industry. The country not only equips students with the skills and knowledge required for success but also offers a unique opportunity to explore its breathtaking landscapes and vibrant cities. For those dreaming of soaring high in the aviation industry, Canada is indeed a destination worth considering for their educational journey.

[jcmarchi]

Using JPEG Compression to Improve Neural Network Training

New Post has been published on https://thedigitalinsider.com/using-jpeg-compression-to-improve-neural-network-training/

Using JPEG Compression to Improve Neural Network Training

A new research paper from Canada has proposed a framework that deliberately introduces JPEG compression into the training scheme of a neural network, and manages to obtain better results – and better resistance to adversarial attacks.

This is a fairly radical idea, since the current general wisdom is that JPEG artifacts, which are optimized for human viewing, and not for machine learning, generally have a deleterious effect on neural networks trained on JPEG data.

An example of the difference in clarity between JPEG images compressed at different loss values (higher loss permits a smaller file size, at the expense of delineation and banding across color gradients, among other types of artifact). Source: https://forums.jetphotos.com/forum/aviation-photography-videography-forums/digital-photo-processing-forum/1131923-how-to-fix-jpg-compression-artefacts?p=1131937#post1131937

A 2022 report from the University of Maryland and Facebook AI asserted that JPEG compression ‘incurs a significant performance penalty’ in the training of neural networks, in spite of previous work that claimed neural networks are relatively resilient to image compression artefacts.

A year prior to this, a new strand of thought had emerged in the literature: that JPEG compression could actually be leveraged for improved results in model training.

However, though the authors of that paper were able to obtain improved results in the training of JPEG images of varying quality levels, the model they proposed was so complex and burdensome that it was not practicable. Additionally, the system’s use of default JPEG optimization settings (quantization) proved a barrier to training efficacy.

A later project (2023’s JPEG Compliant Compression for DNN Vision) experimented with a system that obtained slightly better results from JPEG-compressed training images with the use of a frozen deep neural network (DNN) model. However, freezing parts of a model during training tends to reduce the versatility of the model, as well as its broader resilience to novel data.

JPEG-DL

Instead, the new work, titled JPEG Inspired Deep Learning, offers a much simpler architecture, which can even be imposed upon existing models.

The researchers, from the University of Waterloo, state:

‘Results show that JPEG-DL significantly and consistently outperforms the standard DL across various DNN architectures, with a negligible increase in model complexity.

Specifically, JPEG-DL improves classification accuracy by up to 20.9% on some fine-grained classification dataset, while adding only 128 trainable parameters to the DL pipeline. Moreover, the superiority of JPEG-DL over the standard DL is further demonstrated by the enhanced adversarial robustness of the learned models and reduced file sizes of the input images.’

The authors contend that an optimal JPEG compression quality level can help a neural network distinguish the central subject/s of an image. In the example below, we see baseline results (left) blending the bird into the background when features are obtained by the neural network. In contrast, JPEG-DL (right) succeeds in distinguishing and delineating the subject of the photo.

Tests against baseline methods for JPEG-DL. Source: https://arxiv.org/pdf/2410.07081

‘This phenomenon,’ they explain, ‘termed “compression helps” in the [2021] paper, is justified by the fact that compression can remove noise and disturbing background features, thereby highlighting the main object in an image, which helps DNNs make better prediction.’

Method

JPEG-DL introduces a differentiable soft quantizer, which replaces the non-differentiable quantization operation in a standard JPEG optimization routine.

This allows for gradient-based optimization of the images. This is not possible in conventional JPEG encoding, which uses a uniform quantizer with a rounding operation that approximates the nearest coefficient.

The differentiability of JPEG-DL’s schema permits joint optimization of both the training model’s parameters and the JPEG quantization (compression level). Joint optimization means that both the model and the training data are accommodated to each other in the end-to-end process, and no freezing of layers is needed.

Essentially, the system customizes the JPEG compression of a (raw) dataset to fit the logic of the generalization process.

Conceptual schema for JPEG-DL.

One might assume that raw data would be the ideal fodder for training; after all, images are completely decompressed into an appropriate full-length color space when they are run in batches; so what difference does the original format make?

Well, since JPEG compression is optimized for human viewing, it throws areas of detail or color away in a manner concordant with this aim. Given a picture of a lake under a blue sky, increased levels of compression will be applied to the sky, because it contains no ‘essential’ detail.

On the other hand, a neural network lacks the eccentric filters which allow us to zero in on central subjects. Instead, it is likely to consider any banding artefacts in the sky as valid data to be assimilated into its latent space.

Though a human will dismiss the banding in the sky, in a heavily compressed image (left), a neural network has no idea that this content should be thrown away, and will need a higher-quality image (right). Source: https://lensvid.com/post-processing/fix-jpeg-artifacts-in-photoshop/

Therefore, one level of JPEG compression is unlikely to suit the entire contents of a training dataset, unless it represents a very specific domain. Pictures of crowds will require much less compression than a narrow-focus picture of a bird, for instance.

The authors observe that those unfamiliar with the challenges of quantization, but who are familiar with the basics of the transformers architecture, can consider these processes as an ‘attention operation’, broadly.

Data and Tests

JPEG-DL was evaluated against transformer-based architectures and convolutional neural networks (CNNs). Architectures used were EfficientFormer-L1; ResNet; VGG; MobileNet; and ShuffleNet.

The ResNet versions used were specific to the CIFAR dataset: ResNet32, ResNet56, and ResNet110. VGG8 and VGG13 were chosen for the VGG-based tests.

For CNN, the training methodology was derived from the 2020 work Contrastive Representation Distillation (CRD). For EfficientFormer-L1 (transformer-based), the training method from the 2023 outing Initializing Models with Larger Ones was used.

For fine-grained tasks featured in the tests, four datasets were used: Stanford Dogs; the University of Oxford’s Flowers; CUB-200-2011 (CalTech Birds); and Pets (‘Cats and Dogs’, a collaboration between the University of Oxford and Hyderabad in India).

For fine-grained tasks on CNNs, the authors used PreAct ResNet-18 and DenseNet-BC. For EfficientFormer-L1, the methodology outlined in the aforementioned Initializing Models With Larger Ones was used.

Across the CIFAR-100 and fine-grained tasks, the varying magnitudes of Discrete Cosine Transform (DCT) frequencies in the JPEG compression approach was handled with the Adam optimizer, in order to adapt the learning rate for the JPEG layer across the models that were tested.

In tests on ImageNet-1K, across all experiments, the authors used PyTorch, with SqueezeNet, ResNet-18 and ResNet-34 as the core models.

For the JPEG-layer optimization evaluation, the researchers used Stochastic Gradient Descent (SGD) instead of Adam, for more stable performance. However, for the ImageNet-1K tests, the method from the 2019 paper Learned Step Size Quantization was employed.

Above the top-1 validation accuracy for the baseline vs. JPEG-DL on CIFAR-100, with standard and mean deviations averaged over three runs. Below, the top-1 validation accuracy on diverse fine-grained image classification tasks, across various model architectures, again, averaged from three passes.

Commenting on the initial round of results illustrated above, the authors state:

‘Across all seven tested models for CIFAR-100, JPEG-DL consistently provides improvements, with gains of up to 1.53% in top-1 accuracy. In the fine-grained tasks, JPEG-DL offers a substantial performance increase, with improvements of up to 20.90% across all datasets using two different models.’

Results for the ImageNet-1K tests are shown below:

Top-1 validation accuracy results on ImageNet across diverse frameworks.

Here the paper states:

‘With a trivial increase in complexity (adding 128 parameters), JPEG-DL achieves a gain of 0.31% in top-1 accuracy for SqueezeNetV1.1 compared to the baseline using a single round of [quantization] operation.

‘By increasing the number of quantization rounds to five, we observe an additional improvement of 0.20%, leading to a total gain of 0.51% over the baseline.’

The researchers also tested the system using data compromised by the adversarial attack approaches Fast Gradient Signed Method (FGSM) and Projected Gradient Descent (PGD).

The attacks were conducted on CIFAR-100 across two of the models:

Testing results for JPEG-DL, against two standard adversarial attack frameworks.

The authors state:

‘[The] JPEG-DL models significantly improve the adversarial robustness compared to the standard DNN models, with improvements of up to 15% for FGSM and 6% for PGD.’

Additionally, as illustrated earlier in the article, the authors conducted a comparison of extracted feature maps using GradCAM++ – a framework that can highlight extracted features in a visual manner.

A GradCAM++ illustration for baseline and JPEG-DL image classification, with extracted features highlighted.

The paper notes that JPEG-DL produces an improved result, and that in one instance it was even able to classify an image that the baseline failed to identify. Regarding the earlier-illustrated image featuring birds, the authors state:

‘[It] is evident that the feature maps from the JPEG-DL model show significantly better contrast between the foreground information (the bird) and the background compared to the feature maps generated by the baseline model.

‘Specifically, the foreground object in the JPEG-DL feature maps is enclosed within a well-defined contour, making it visually distinguishable from the background.

‘In contrast, the baseline model’s feature maps show a more blended structure, where the foreground contains higher energy in low frequencies, causing it to blend more smoothly with the background.’

Conclusion

JPEG-DL is intended for use in situations where raw data is available – but it would be most interesting to see if some of the principles featured in this project could be applied to conventional dataset training, wherein the content may be of lower quality (as frequently occurs with hyperscale datasets scraped from the internet).

As it stands, that largely remains an annotation problem, though it has been addressed in traffic-based image recognition, and elsewhere.

First published Thursday, October 10, 2024

[if-you-fan-a-fire]

"MEN FOUND SUPERIOR TO WOMEN 'ON CURVES'," Toronto Star. April 16, 1934. Page 16. --- Deplores Lack of Interest in Government Toward Aviation ---- Women aviation students are not as good as men, "on the curves," when piloting an aeroplane, Hubert R. Howie, of York township "school of the air" at Mount Dennis told The Star to-day. "They are probably more timid than men," he commented, "and they are inclined to react to a turn as they would to a mouse."

"Most people to-day are air-minded, but it is surprising what an intelligent interest is being displayed by township school children in aviation. The technical knowledge of some of the boys is amazing. I know there is one school in the township where they have a regular club and make working models, but there is room for many more. Flying is only in its infancy and development of the air sense is a necessary preliminary to its full expansion.

"During the summer many enthusiastic boys and girls persuade their parents to give them the thrill of air travel. Boys walk long distances sometimes to catch a glimpse of the aeroplanes at close quarters. There are, perhaps, quite a few Lindberghs and Amy Johnsons of the future among them," he continued. "Young children and grandmothers over 75 years of age are among those who have enjoyed flights from this airport. Last year I took more than 2,000 people for short trips to the clouds.

Mr. Howie deplored the government's lack of interest in Canada's flying future. "In a vast country like Canada," he said, "there should be a proper network of airports to link up the life and business of the Dominion. To-day it costs no more to run a private aeroplane than a motorboat."

[ganeshdigital]

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[transit-fag]

As someone who works in Aviation you may believe me to be the natural enemy of trains, understand though, I think Trains are much cooler than Planes, in fact I advocate for High Speed Rail as an alternative as the Aviation sector in Canada is overburdened since many places are extremely reliant on flying to for all logistical things. Planes will always have their place in the world, but for many of their applications Rail would just be better

I am glad to hear that other people agree that there are too many short haul flights in the US and Canada

[bekolxeram]

7x03 analysis part 1 — Everything Air Ops

I promised helicopters, so now we get helicopters. I want to look into how Air Operations work in the 9-1-1 universe, in comparison to its real life counterpart in this first part. Then, I will try to figure out the location and intensity of "hurricane Ethel" during the clandestine operation in the second part. And finally, I will prove how risky it is to fly a helicopter into a storm and why Tommy deserves every bit of his Medal of Valor.

Location

Real!LAFD Air Ops operate (Station 114) out of Van Nuys Airport (VNY/KVNY). It's not only one the busiest general aviation airports in the world, it's also smack dab in between major green areas of the city of LA itself.

This location makes perfect sense in real life. Air Ops might get the occasional highway car wreck or urban structural fire calls, but most of their missions still consist of wildfire suppression and rural search and rescue. Being based at Van Nuys makes sure they can respond to emergency in a timely fashion.

in the 9-1-1 universe, the LAFD Air Ops are based at "Harbor Station", or Station 217. (Harbor and 217 are the same station, Chimney especially asked if Tommy was still at the 217 in 2x14 when requesting air support, unless the 911-verse LAFD has 2 different air operation units, which I highly doubt.) Obviously it has to be at an airport, because that's where the hangers and helipads are, and going by "harbor" I can only speculate that it's in the Harbor Region of LA.

The only non-military airport in the LA Harbor Region is Long Beach Airport (LGB/KLGB), but it's quite a busy commercial airport, probably not a good one to run emergency services from. There's also the Zamperini Field (TOA/KTOA) nearby in Torrance, although not exactly inside the Harbor Region, it's coastal and close enough to the 2 LA ports I guess? Feel free to create a whole new airport using your imagination though, as you know 9-1-1 is set in an alternate universe where geography and physics work differently.

Helicopters

The LAFD Air Ops have 5 medium (FIRE 1-5) and 2 light duty (FIRE 6/7) helicopters, you've heard Tommy in 7x04. Everything applies to the real world counterpart, but the medium type that real!Air Ops operate is AgustaWestland AW139, the Italian-made medium sized twin-engine helicopter with a 5-blade main rotor primed for emergency response and off-shore oil rig transportation.

It has auto-pilot, an anti-icing system for harsh weather and even auto-hover suitable for hoist rescue missions. In a passenger transport configuration, it can carry up to 15 passengers in a 3 row seating plan. In an SAR (search and rescue) configuration though, the middle row can be removed for gurney space. It's big and powerful enough to transport multiple patients, but at the same time, light and agile enough to get into difficult terrain.

The AW139 is designed to be flown by 2 pilots, flying solo is also possible, but only under VFR (Visual Flight Rules), with an additional certification, which LAFD pilots can and do. To fly it under IFR (Instrument Flight Rules), it always requires 2 pilots according to the FAA last time I checked.

The light helicopter type real!LAFD flies is the Bell 505 Jet Ranger X, a single engine twin-blade made in Canada. It's an relatively new airframe, set to replace the aging Bell 206, which the LAFD used to operate. It's quite a bit smaller than the AW139, it can only fit 1 pilot and 4 passengers.

While it's perfectly capable of carrying a Bambi bucket to assist with aerial firefighting missions, it's mainly used as a training aircraft for new pilots and HLCO (Helicopter Coordinator) when there is a major catastrophe that requires on-the-site air traffic coordination.

These are all brand new and sophisticated aircrafts that a mere TV channel can't get their hands on without a government budget. So for 911!LAFD Air Ops, ABC went to their usual helicopter service company for prop aircrafts.

Helinet Aviation provides all sorts of helicopter services from aerial journalism, medevac, delivery to regular chartering. All the 911!Air Ops scenes in 7x03 and 7x04 are naturally filmed in the Helinet hanger, for convenience's sake, at VNY, just a runway across from real!Air Ops.

911!Air Ops

Helinet hangar Street View

I believe I've identified all the helicopters shown in 7x03 and 7x04, but let's get the 2 in the background which probably do not belong to 911!Air Ops out of the way:

N72EH, a Sikorsky S76C++, still in its Boston MedFlight livery. Sold to Helinet in 2022, possible used as a medevac vehicle currently? Unlikely to have anything to do with 911!Air Ops, probably just happened to be in the background to make it seem like there were many helicopters.

The one Tommy flies Eddit to Vegas in is N67TV, an Eurocopter AS350B2 Écureuil (aka squirrel). No fire department would ever let employees take their expensive equipment out for a joy ride so it's likely that in universe, Tommy rented it from somewhere outside of the station. IRL though, according to this forum post, it's used as a backup helicopter for all its customer news stations, but also any TV or film production purposes outside of journalism.

Now, for the one seen in the hangar, therefore explicitly belonging to 911!LAFD:

N29HD, also an AS350B2, also a news helicopter. According to this reddit comment, it used to be shared between CBS and FOX, but now it seems to be configured as a dedicated aircraft for ABC7.

The one the who cares gang stole to rescue Bobby and Athena though has a fake registration number on it:

You just have to look up Helinet's fleet, and you will see this is obviously a DHL livery, and it's quite easy to find out that this is actually:

N211FN, an AS350B1 (so an even older variant than the previous two), operated on behalf of DHL for package delivery service.

Don't get me wrong, the AStar (how the AS350 is called in the US) is a versatile and reliable aircraft. It the 4th most produced rotorcraft in the world, someone even managed to land one on top of Mount Everest. But it's kind of small? It can seat only up to 5 passengers with 1 pilot, and there is hardly room left for any gear. There is also no space for stretcher, so anyone they rescue would have to sit upright. It's just not very realistic.

I have no idea what medium duty helicopters 911!Air Ops operate, we're unlikely to see them in the future. There is this Bell 205 in 4x12 Treasure Hunt, but it clearly says L.A County Rescue on the tail.

Pilots

Real!Air Ops pilots wear beige flight suits, it's the aeromedics who wear blue, and helitac crews wear orange. I'm not complaining too much though, Tommy looks good in blue. (I think the chief pilot wears dark blue, but I'm not sure.)

Helicopter pilots in general usually wear helmets, in case a particularly strong pocket of turbulence slams you against the body of the aircraft, or a bird decide to fly through the windshield into your face, but I get that it gets in the way of the camera, so I'm just gonna enjoy Tommy's beautiful face.

Real!Air Ops pilots work on a 24/48 shift schedule just like any platoon firefighters. Due to the danger of pilot fatigue on aviation safety, they do try to limit their continuous flight time to 6 hours before taking a prolong break.

There are 5 levels of pilots: pilot I (trainee), pilot II (probational), pilot III (full pilot), pilot IV (lead pilot) and pilot V (chief pilot). The chief pilot oversees the entire Air Ops and work on a 10 hour per day, 4 days a week schedule. The rest of the pilots are put into 3 shifts, each shift with a pilot IV, 2 pilot IIIs and 2 trainees/probies, together with 4 aeromedics. (Can't find the most updated version, the lastest one I can get my hands on is from 2022, so good enough?) Therefore Tommy's Bobby would not be a captain, it would be a lead pilot.

I've already explained in detail the timeline of Tommy's career as a firefighting pilot, but here is the short version of it: Once accepted into the LAFD pilot training program, he would have to train with the LAPD for 180 hours then back to the LAFD for 200 hours, that takes around 2 years, and by then he would be a probie. After that, he would have to slowly build up flight hours then train and certify for all types of missions on the medium duty helicopter, that would take another 2-3 years, and after that he would be promoted to a pilot III, which is probably the rank he holds now.

We can see from the form Hen submitted in 7x03 that she initially asked for Lucy as their pilot, as she's forgotten that Tommy also worked there. Fortunately Chimney called Tommy, as Lucy most likely would've still been a probie if not just a trainee.

Melton

I have no idea who he is.

I can sort of see his badge says "firefighter"? At real!Air Ops, everyone wears a flight suit as uniform, so that they can hop into a chopper in an emergency. I don't know what a dude in a regular uniform with the regular LAFD patch on his arm doing there.

Tommy's arm has the Air Ops helicopter patch on it.

Real!Station 114 though do have a crash unit staffed with regular firefighters, maybe Melton is with them? But then, why is he doing with Hen's helicopter requisition?

[mesetacadre]

The Yugoslav volunteers in the International Brigades

Translated from this article, my own comments in [italicized brackets]

The total number of Yugoslavs in Spain differs according to researchers. The French historian, Hervé Lemesle, states that the total exceeds 1900, with the main contingent being Croatian, followed by Slovenes and Serbs. A majority were workers from many sectors and peasants. There were also doctors, engineers, teachers, journalists, and students. Most traveled from Yugoslavia, although there were groups of exileds or migrants from many European countries, as well as the US, Canada or Argentina.

The number of deaths (including MIA) in Spain is close to 800, a very high percentage (40%), although other studies estimate 32%. At any rate, it’s higher than the average losses for the International Brigades (27%). The most notorious victim was Blagoje Parović [Šmit, nom de guerre], part of the Communist Party of Yugoslavia’s Central Committee and political commissar of the XIII International Brigade, who died the first day in the Battle of Brunete. His remains were buried in the Fuencarral cemetery.

There were 16 Yugoslav women in the Health Services. The oldest was 43, while the youngest were only 22 years old. Most of the female volunteers arrived in Spain in 1937, from the Kingdom of Yugoslavia or countries such as Algeria, Belgium, Czechoslovakia, France, and Uruguay. Some of those women had been active agents of the worker movement or even members of the CPY before leaving for Spain. Those who lacked medical training attended a preparation course beforehand. They worked in the hospitals of Murcia, Albacete, Benicasim, Denia, Madrigeras, Vic, and other cities. Avgust Lesnik writes: “There were 16 women: doctors Adela Bohunicki, Nada Dimitrijević-Nešković, and Dobrila Mezić-Šiljak, [as well as the nurses] Ana-Marija Basch (Baš), Olga Dragić-Belović (Milić Milica), Elizabeta-Liza Gavrić, Marija-Peči Glavaš, Marija Habulin, Lea Kraus, Tereza Kučera, Lujza Pihler (Demić Borka), Ottilia Reschitz-Zanoni, Ana Seles-Brozović, Kornelija Sende-Popović, Eugenia Simonetti, and Marija Šneeman”.

Borka Demic (right) in the Pasionaria Hospital of Murcia (colored by Tina Paterson)

If I were to be born again, I’d continue fighting for the ideals of my youth. Then, nothing was difficult and I don’t regret anything (Borka Demic)

The Yugoslav volunteers in the various units and arms

After the formation of the International Brigades, the Yugoslav volunteers were distributed throughout different units. For instance, the Edgar André battalion had 36, the Thälmann had 93, Garibaldi had 40, and Chapaiev had 78. The main body of Yugoslavs, however, were first integrated into the Balkan company of the Dombrowski battalion (120), and immediately after, into the Dimitrov battalion. By early 1938 a good portion of the Yugoslavs were integrated into two of the 129th Brigade’s battalions: Dimitrov (191) and Djaković (150). They were also a part of the 45th International Division (108)

There was Yugoslav presence in various arms and services: 4 in aviation; 12 in transport units, 1 in the navy, 33 in the International Brigades’ health service, and 26 in the guerrilla groups (one of the most experienced of which was Ljubomir Ilič). More important than this was their presence (131 members) in the artillery arm, of which there were 21 in the heavy artillery Slav Group, 22 in the 2nd heavy artillery Škoda Group’s Liebknecht Battery, 18 in the 3rd heavy artillery Group, 38 in the 4th anti-tank Group’s Stjepan Radić battery, 6 in the 35 Division’s Ana Pauker artillery Group, 5 in the 45 Division’s Rosa Luxembourg artillery Group, and 21 in the Gottwald battery. Furthermore, 65 Yugoslavs fought in the Spanish units of the Republican Army. (Avgust Lesnik)

They fought in almost every front in Spain, from the defense of Madrid to the very last battles of the retreat into France (Januray-February 1939) being an example of fearlessness and courage, because of which a good part of them received war medals from the Spanish Republican Government.

The Dimitrov battalion until December 1937

As has been explained in another article, the Dimitrov battalion was formed in January 1937 in the instructional base in Mahora. They entered battle the 12th of February in the Jarama battle, which finished the 27th of that same month. Then, until mid June, it stayed covering that from with the other battalions of the XV International Brigade.

After a two week rest in Ambite (Tajuña valley), the XV Brigade travelled to Madrid’s north to take part of the first great republican offensive in Brunete. Combat started during the night of the 5 to the 6th of July. The XV International Brigade was a part of, along the XIII and 16 BM, the XV Division under general Gal’s command [János Gálicz, a Soviet-Hungarian officer who also led the Lincoln Battalion]. The mission was to take the heights of Romanillos (XIII IB) and Mosquito (XV IB). It wasn’t possible because operations were slow and the brigades could not take the important francoist positions. The Dimitrov went as far as taking the Miraval Olive Grove, but in the 18th of July, when the first francoist counter-offensive commences, they lost it. Since that point, the republican positions began to retreat until the 22nd, when they were forced to cross back through the Guadarrama river. The XV IB was relieved the 26th of July and went back to where they began the offensive.

In late July, the Dimitrov returned to Ambite (Tajuña valley) and was able to reorganize: the battalion, that had arrived with 143 combatants, reached 563. In this way, in the 24th of August, it threw itself with renewed force against the Aragonian village of Quinto, which fell 26th. During the taking of the village and the Purburell hill, which defended them to the east, the Dimitrov battalion’s courage stood out. The same was true in the fierce week-long combat to subdue Belchite.

After this battle, the Dimitrov was detached from the XV Brigade and, during the few following months, was a part of, along with the Djuro Djakovic battalion, the 45th International Division’s Reserve Group. It was a period that they dedicated to military education and to the surveillance of the Huesca Front from the second line. In January 1938 they received the order to transfer to the Southern Front. Close to Almadén, in Chillón, the last International Brigade was formed, the 129th; composed of these two battalions plus the newly created Masaryk battalion.

The Djuro Djakovic Battalion

Composed primarily of Yugoslav volunteers, plus a few Czechoslovaks and Bulgarians, adopted their name in memory of that Croat revolutionary and member of the CPY, tortured and executed in 1929 by order of the king and dictator Alexander the First.

It was formed in April 1937 from the Balkan Company of the Dombrowski battalion. This Company had participated, with the Dombrowski, in the Defense of Madrid and in the battles of Boadilla, Jarama, and Guadalajara. Its excellent conduct pushed general Lukács [Béla Frankl, or Máté Zalka, nom de guerre Pál Lukács, a Hungarian veteran of the Russian Civil War, where he fought alongside the Bolsheviks, he died 2 months later in Huesca], leader of the XII IB, to convert the Company into the core from which the new Djure Djakovic battalion would arise. Its first combat happened in April 1937 in Santa Quiteria, in the Aragon Front, along the Rakosi battalion and the Karl Marx Division.

It returned to Carabaña (Madrid) to reorganize under the command of Bulgarian captain Jristov, and marched to Roquetes in June (close to Tortosa) to join the 150th IB (Dombrowski Brigade), formed in May from the Dombrowski, Rakosi, and André Marty battalions. This brigade plus the XII IB formed the 45th division, under the command of General Kléber [Manfred Stern, nom de guerre Emilio Kléber, a Ukranian Jew member of Soviet military intelligence], was sent to Madrid in early July to take part in the Brunete offensive as a reserve unit to the XVIII Army Corps.

The Djakovic battalion did not have any special role in Brunete, but it did in the following offensive towards Zaragoza (24th of August - 7th of September), as was expressed in Wladimir Stopczyk’s final report as Commissar of the XIII IB: “It has been told to me how, when they had been encircled and cut off there was no panic whatsoever, nor any case of disobeying an order. They conducted themselves with an equal parts spirit of sacrifice and discipline, as they continue to do so, as well as the soldiers of our Brigade’s other battalions. I have to specially remark the Djakovic battalion’s attitude who, despite the heavy losses suffered in the last scuttles, with intense fire from fascist artillery and aviation, maintained a dignified and heroic attitude”.

Both in this instance as in the October attack against Fuentes de Ebro, this battalion suffered many losses. Afterwards, the Dimitrov and Djakovic battalions were designated as the 45th Division’s Reserve Group. This division, from October 1937 to January 1938, remained in the Litera region as reinforcement of the first line at the Huesca front.

The 129th International Brigade

In February 1938, these two battalions, with the predominantly Czechoslovak Masaryk battalion, formed the 129th IB, in Chillón, close to Almadén. It was led by the Polish Wacław Komar [born Mendel Kossoj, known in Spain as Wacek Komar, a Jewish survivor of the Holocaust and member of the Polish Communist Party until his retirement in 1967]. In addition to these battalions, the 129th IB had at its disposal an anti-tank battery made up of Yugoslavs, a mortar company and a cavalry squadron. In late March 1938. the 129th IB was transferred to the area around Morella, where it suffered heavy losses. The fascist troops led by general Aranda and the Italian Divisions advanced with numerous human and material resources, and the three battalions suffered severe losses. To this, the errors of the Republican command must be added, despite which the volunteers fought with high valor. Finally, in the 4th of April, the 129th evacuated the fort of Morella and retreated to rebuild its forces in Benassal, northeast of Castellón.

Yugoslav volunteers of the Djakovic battalion during the strategic retreat in Teruel

Once rebuilt and rearmed (the brigade once surpassed 2000 members), it initiated a series of defensive combats in the 17th of April in the province of Teruel in the context of the battle of the Levant. The scarcely-known feat began in Ejulve, in the province of Teruel’s north. For three months, these volunteers had the leading role in a strategic retreat of 225km [139.8 miles], through the mountains of Teruel, which brought them up to the Javalambre front, passing through Mora de Rubielos. In this last front, the 129th IB kept the defense and carried out a few attacks, highlighting the 18th of September attack to take the road from Teruel to Sagunto, the last swan song of a brigade that covered itself in glory during its short 7 month lifespan.

The Yugoslav volunteers at the end of the war in Spain

The international volunteers were disbanded in the 24th of September. In the center-south area it was done 2 weeks after, in early October. Those who remained in the Catalan region were concentrated in Campdevanol, north of Ripoll. A good part of the Yugoslavs, presents in the 129th IB and the artillery units, were concentrated in the Admiral’s headquarters in Valencia. In December, they were transported to Almusafes until they were able to travel to Barcelona by boat the 20th of January.

Days later, before Barcelona’s fall and the coming republican collapse, most of the Yugoslavs offered themselves as volunteers to help in the task of preventing the fascist advance, which they did from the 26th of January until February 6th. This is how Svetsilav Dorevic told it: “The end of our fight has come, the internationals’ last compromise was to help the Spanish fellows to contain the enemy at least a little bit, so the evacuation that had to be done could be done without panic and in order, so it did not fall prey to the enemy, as well as to prevent the capture of people at risk of death”.

After, came the concentration camps in Argeles sur Mer, Saint Cyprien, Collioure, Gurs, and others. Many managed to escape, others were transferred to the French work camps, others to the French resistance, as well as the resistance in other European countries. The metallurgical worker Koturović (“Cot”), of Belgrade, was a legendary hero of the French Resistance Movement, in which Ljubomir Ilič, Vlajko Begović, and Lazar Latinović also played a marked role.

Almost 350 were able to return to Yugoslavia, of which 250 joined the partisan fight beared by Tito [Another international volunteer] and the CPY. Around 150 perished in the national liberation war from 1942 to 1945. Many of those organized insurrections, led guerrilla detachments, or were unit chiefs. Because of their merits in the fight against the fascist invaders, the Popular Hero of Yugoslavia medal was awarded to more than 50 ex-combatants of the International Brigades, amongst which were Franc Rozman, Koča Popović, Kosta Nadj, Vladimir Popović, Peko Dapčević, Iván Rukavina, Danilo Lekić, Dušan Kveder, Veljko Kovačević, Srećko Manola, Vlado Cetković, Vojo Todorović, Otmar Kreačić, and Vicko Antić. All the rest were awarded with high medals.

[wingsofhistory]

Introduction: Lewis "Fundy" Callum

Flight Lieutenant Lewis Callum is the main character of Wings of History. From the forested heights of New Brunswick, Canada, Callum is a very successful pilot of the Royal Canadian Air Force.

Born in 1915, Callum belonged to a family of foresters who lived just south of Riverview Heights, in the emerging Greater Moncton area. Eager to learn about beyond the skies, Callum started his aviation career at the young age of 16, after becoming a member at the Moncton Flying Club (today, the Moncton Flight College). One of his earliest memories in the sky includes him getting lost on a flight over the Bay of Fundy, to which he earned his callsign. Boring.

Hoping to become a land surveyor, Callum's world took a turn as he took an opportunity to join the Royal Canadian Air Force in 1933. Upon finishing the training program in 1937, he was posted with No. 1 Squadron out of Trenton, ON. He simultaneously gained a degree in mathematics during these years.

In 1939, Canada declared war on Germany after the Invasion of Poland. In the steps of the United Kingdom, it became clear that Callum was soon to be involved in this conflict. No. 1 Squadron was moved to the United Kingdom in order to support the RAF in their air war. His talents in aviation would soon come to light as the Battle of Britain came to play, successfully gaining his first 11 kills. In one incident, he marked himself in history as an ace in a day after claiming 3 Heinkel HE-111s and 2 109s in one go, successfully landing him a nomination for a Distinguished Flying Cross. He was promoted in 1942 to his current position.

Callum was almost put on the chopping block in 1943, as his eyesight started to deteriorate. His DFC gave just enough reasoning for them to keep him on the board. Whew! In his free time, Callum writes poetry, and keeps a journal (which seems to keep getting stolen).

Leading up to 1944, Callum would participate in a few hundred sorties, racking up some 300-400 hours of combat flight time. HIs total came up to 19 shot down, just before March of 1944. To this day, he continues to soar above the surly bonds of earth, and dance on laughter silvered wings.

[cosmogyros]

Billy Come Home

Songwriting is so wild. I woke up this morning thinking about the Animals’ cover of “House of the Rising Sun” and how they did such a damn good job of turning a traditional folk song into a nice heavy rock ballad. And then I thought, hey, it could be fun to write my own “old folk tune with the potential to be covered as a rock song”. What a delightful challenge!

While I was making breakfast, the chorus spontaneously came to me: “Billy, come home / Don’t you stay away so long / Billy, come home / Don’t you leave me no more.” I quickly sat down and recorded that bit so I wouldn’t forget it.

My musical concept for this song was clear right away: I wanted to write something in the tradition of the Scottish folk ballads, a genre that greatly influenced me in my youth. That meant it should have a solid sing-along chorus and be comparatively “plain”, lyrically speaking.

Now it was time to write the verses… but that required some thought.

I decided that, despite the lyrics of the chorus, the song overall would be from the point of view of a man going away, and the chorus is the part that’s sung from the point of view of his girlfriend back at home. What do men go away for? Traditionally, war. So I decided this would be a song sung by a soldier missing his lady at home.

Next question: where is he going away from? I have a soft spot for Canada, so this would be a song about a Canadian soldier. I wrote the classic line with which to start this type of song – “I had a girl back in [blank]” – and then sat there wondering what “blank” should be. I looked up various historically significant Canadian port cities, but none of their names felt quite right.

I wanted it to sound kind of generic. I wanted it to be a song that Canadians would instantly recognize as being about Canada, but people of other nationalities might easily mistake for a song about their own country instead. One of those conveniently vague lyrics that all different kinds of people can relate to.

From researching Canadian cities of historical import, I somehow shifted to reading about Canadian participation in the World Wars. Since I wanted this to be an old song, obviously World War I was the way to go. I read about some famous Canadians who’d fought in the Great War. Scrolling through black-and-white photos of young men in their military attire and mustaches, I was stopped in my tracks by this dashing fellow and the caption: “Billy Bishop is one of Canada’s most famous aviators, claiming 72 victories across the First World War.”

Boom. Serendipity. There was my Billy. I’d never known before this moment that he even existed, but now it was clear what my song was about.

From that point, it was easy. I opened up Billy Bishop’s Wikipedia article and eagerly read about his entire life. He was quite a dandy in his youth: well-dressed, spoke with a lisp, attended dancing classes with the girls, and didn’t care for team sports, preferring solitary activities such as riding and shooting. Naturally this made him a target of teasing by the other boys, but Billy was quite a scrapper and had no qualms about getting into fights to defend himself. He was also very good-looking and popular with the ladies, but unfortunately both a slacker and a cheater in his schoolwork. And aspired to fly from a young age…

From Wikipedia: “In 1910, at the age of 16, after reading a newspaper article, Bishop built a glider out of cardboard, wooden crates, bedsheets, and twine, and made an attempt to fly off the roof of his three-story house. He was dug, unharmed, out of the wreckage by his sister Louise. After she helped him hide the wreckage, she insisted he owed her a favor, and insisted he date her girlfriend Margaret Burden.”

It was love at first sight for Billy and Margaret, but he had to leave her behind when he enlisted on his 17th birthday. He was then transferred from Kingston to London, Ontario for cavalry training before boarding the ship Caledonia and starting off across the ocean (but not without first slipping away to propose to Margaret and give her his military academy ring, to hold her over until he could charm her parents enough to be allowed to offer her a real one).

The Canada-to-England journey was hellish – everyone was terrifically seasick, man and beast alike. Many of the horses on board died during the crossing and their corpses had to be thrown overboard. Additionally, the ship was attacked by a German submarine near the end of its voyage, resulting in 300 Canadian casualties.

Billy Bishop survived, however, and was rewarded with more horrific conditions: undergoing further training in an absolute swamp of mud and horse manure in England. Eventually he got so sick and tired of being on the disgusting, dirty ground that he applied to the Royal Flying Corps instead – after having observed to a friend one day, while watching an airplane land: "You don't get any mud or horseshit on you up there. If you died, it would be a clean death."

It may have been cleaner, but it wasn’t necessarily more enjoyable. He crashed, was shot down, and suffered various injuries (including, on one long flight, frostbite so severe that it split his cheek open). But during all this time, he started familiarizing himself with the concept of planes that could shoot at the enemy from the air – brand new technology back then.

On medical leave, he finally convinced Margaret Burden’s parents that he was a suitable match for their daughter, and gave her a proper engagement ring at last. Then it was back to Europe a few months later, where, stationed in France, he began shooting down German planes with so much success that the Germans nicknamed him “Hell’s Handmaiden”. In his blue-nosed plane, Bishop was a fearless flyer – after one flight he landed with 210 bullet holes in his fuselage. Some say he exaggerated his successes, but whether it was all based in truth or not, he was considered the top flying ace for the Allies.

And eventually, in 1917, he got another opportunity to return home to Canada, welcomed as a hero – and finally married his beloved Margaret, after a years-long engagement.

I learned all of this and completed the majority of the song in about 45 minutes. Most of the verses practically wrote themselves. One minute, I’d been idly singing the words “Billy, come home” to myself, with no context or connotation and no idea who “Billy” might be; an hour later, I knew all this history and had all-but-finished a song about his life.

One line was still missing, so I texted some friends about it, asking for creative assistance. One informed me that fighter planes were sometimes referred to as “kites” back then, and that gave me the inspiration I needed to finish up the song.

(I intentionally took a few mild creative liberties with the historical facts, but hey, that’s something else that old folk songs traditionally do. Despite that, most of the lyric is still true!)

Anyway, if you want to hear the tune, I made a rough demo of it:

[usafphantom2]

Finland acquires JDAM and SDB I weapon systems for its F-35 fighters

Fernando Valduga By Fernando Valduga 03/01/2024 - 13:00 in Military

The Patria and the Finnish Defense Forces signed a service agreement to develop the capabilities of Finland's F-35 program, specifically purchases of JDAM and SDB I ammunition.

Major General Jari Mikkonen, Head of the Logistics Command of the Finnish Defense Forces (FDFLOGCOM) signed the contract for the acquisition of JDAM and SDB I ammunition for the F-35 multifunctional fighters on February 29, 2024. The Finnish Minister of Defense authorized the Logistics of the Defence Forces Command to conduct the acquisition.

The object of the acquisition is the JDAM and SDB I systems with related equipment and services in the years 2024–2030. The acquisition is referred to as the Total Package Approach (TPA), which means that, in addition to the JDAM and SDB I pumps, the acquisition includes transport sets of BRU-61 ammunition, training material, manuals, spare parts, accessories, transport services and manufacturer instructions, as well as training services and supplier support. Contains spare parts and support services for manufacturers and suppliers by 2030.

The acquisition contract is in dollars and its indexed maximum price is US$ 96.1 million. Purchase payments will take place during the years 2024-2030.

The acquisition will be carried out in accordance with the Foreign Military Sales (FMS) procedure between the authorities of the USA and Finland, in which the Defense Forces Logistics Command will conclude the acquisition contract with the United States administration.

The JDAM (Joint Direct Attack Munition) is a modular guidance kit for 500, 1,000 or 2,000 pound bombs of the Mark 80 series. In addition to a guidance kit, a fuse or sensor is installed in the pump, depending on the intended use. A bomb equipped with JDAM can perform precision attacks on fixed or mobile targets at short range.

The SDB I (Small Diameter Bomb I) is a glider pump capable of accurately hitting medium-range targets. Thanks to the relatively small size of the pump, a fighter is able to carry a larger number of SDB I bombs at a time.

Guided bombs and glider bombs are part of the weapons acquisition package that allows the Finnish Air Force to have the ability to support other Forces in combat activities. The weapons of the F-35 fighters from Finland will be acquired in stages until the year 2035. The phased implementation of the acquisition of weapons will make it possible to optimize the composition of weapons as the Finnish F-35 program progresses.

"Some of the types of weapons to be purchased can also be used with our current fleet of F/A-18 Hornet. Therefore, when we make the transition to the F-35, we will be able to profit from the skills and experience in systems acquired so far," said the Director of the F-35 Program, Colonel (retired), Henrik Elo.

Tags: Military AviationF-35 Lightning IIIlmavoimat/Finnland Air Force

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Fernando Valduga

Fernando Valduga

Aviation photographer and pilot since 1992, he has participated in several events and air operations, such as Cruzex, AirVenture, Dayton Airshow and FIDAE. He has works published in specialized aviation magazines in Brazil and abroad. He uses Canon equipment during his photographic work in the world of aviation.

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O

[talentconnected01]

Exploring Aviation Training in Canada

Canada, with its vast and diverse landscapes, is not only a beautiful country to explore from the ground but also from the sky. For those who dream of soaring among the clouds, aviation training in Canada offers a gateway to fulfilling that dream. In this article, we will take you on a journey through the world of aviation training in Canada, exploring the opportunities, challenges, and the sheer thrill of taking flight in this breathtaking country.

The Canadian Aviation Landscape

Canada boasts one of the world's most extensive and robust aviation industries. With a landmass covering nearly 10 million square kilometers, it relies heavily on aviation to connect its cities, towns, and remote communities. This dependency on aviation has driven the demand for skilled pilots, aircraft maintenance engineers, air traffic controllers, and other aviation professionals.

Becoming a Pilot in Canada

One of the most common dreams in the aviation world is to become a pilot. Canada offers a variety of pilot training programs, from private pilot licenses (PPL) to commercial pilot licenses (CPL) and beyond. These programs provide students with the necessary knowledge and flight hours required to pursue a career in aviation.

Notable flight schools and institutions across the country, such as Seneca College, Sault College, and the British Columbia Institute of Technology (BCIT), offer comprehensive training programs that include ground school, flight simulator training, and real flight experience. Students can choose between fixed-wing and rotary-wing (helicopter) training, depending on their preferences and career goals.

Challenges and Opportunities

While aviation training in Canada offers exciting prospects, it's not without its challenges. Weather conditions can be demanding, especially in northern regions, requiring pilots to develop superior skills in navigation and weather analysis. Additionally, the cost of training can be substantial, making financial planning and scholarships essential considerations for aspiring aviators.

On the positive side, Canada's well-developed aviation industry opens up various career opportunities upon graduation. Whether you aspire to become a commercial airline pilot, a bush pilot in the north, or a search and rescue pilot, the options are diverse and rewarding.

Maintenance and Support

Pilots are just one piece of the aviation puzzle. Aircraft maintenance engineers (AMEs) play a critical role in keeping Canada's aircraft safe and operational. Aviation maintenance programs across the country, such as those offered by Centennial College and Canadore College, provide the training needed to become a certified AME.

Air Traffic Control and Beyond

Air traffic controllers are the unseen heroes of aviation, ensuring the safe movement of aircraft through Canada's skies. Institutions like the Nav Canada Training Institute provide comprehensive training for air traffic controllers and offer a unique perspective on the aviation industry.

Conclusion

Exploring aviation training in Canada is not just about acquiring the skills to fly—it's about embarking on a journey of a lifetime. Whether you're drawn to the thrill of piloting an aircraft, the precision of aircraft maintenance, or the responsibility of air traffic control, Canada offers a wide range of opportunities to realize your aviation dreams. Moreover, for international students who complete their aviation training in Canada, there's an added benefit: the possibility of pursuing a Canada PR. 

With its breathtaking landscapes and challenging weather conditions, aviation training in Canada prepares individuals for a career that's both rewarding and essential to the nation's connectivity. So, if you've ever looked to the skies and dreamed of flying, Canada might just be the place where those dreams take flight.

[mariacallous]

From wildfires in Canada to flooding in India, people across the world are dealing with the realities of climate change. The world recorded its highest temperatures ever this summer and the climate models for 2100 make sobering reading.

To tackle climate change we need a data-driven approach, using technology to help decarbonize the sectors that contribute to it. The transportation sector is the largest contributor to climate change in the US and Europe. Simply put, travel is in need of a long-overdue update. The good news is that, in 2024, we will kickstart that much needed moment for green mobility.

The International Energy Agency estimates 55 percent of the reductions needed to cut all greenhouse gas emissions by 2050 are linked to everyday consumer choices, particularly driving.

Over two-thirds of consumers cite the lack of electric charging stations as the biggest barrier to buying electric vehicles (EVs). However, new legislation, such as the European Green Deal and universal EV charging standards in the US, will help to put new chargers on the road.

The infrastructure is growing, but the information is still catching up. That’s why, to empower drivers with the information they need, Google has updated its Search experience to make it easier to research the costs and incentives associated with EVs. Google Maps also shows nearby EV chargers and offers eco-friendly routing—providing directions optimized for fuel or battery efficiency. In 2024, drivers will not only be able to more easily purchase an electric vehicle, they will be able to more easily charge them. The theory is simple: When billions of people have the tools to make more informed decisions, meaningful change is possible.

The impact of individuals grows exponentially when coupled with systemic investments by government officials and business leaders. We all know the feeling of impatience when waiting for the light to turn green. It’s not just an inconvenience, it’s bad for the environment—US Department of Energy data suggests that eliminating idling vehicles is equivalent to taking 5 million cars off American roads. In partnership with local governments, Google (where I am the chief sustainability officer) recently expanded Project Green Light—which leverages AI to improve traffic light efficiency—to 12 cities around the world. Early results show there’s potential to reduce the number of vehicle stops by up to 30 percent, lowering emissions for up to 30 million car trips monthly. Yet, we cannot focus exclusively on cars—providing sustainable public transport is also vital. Nowhere is the value clearer than in Japan, a leader in high-speed rail. One passenger traveling between Tokyo and Osaka emits 4.2 kilograms of carbon dioxide—one-twelfth the emissions of a passenger on a Tokyo-Osaka flight. That's why it's so important for people to have information on alternative, climate-friendly modes of transport at their fingertips—including comparable train routes, biking, and walking suggestions. This also illustrates the potential impact of projects like the Brightline train, designed to connect Los Angeles and Las Vegas by electric, high-speed rail.

Along with opportunities on roads and rails, in 2024 we will make progress on our skies. Aviation is responsible for 3.5 percent of global warming—35 percent of which is non-emissions related. The culprit? Contrails—the feathery white trails created by airplanes. They may look harmless, but they trap heat inside the Earth’s atmosphere. Using AI-based technology, Google partnered with American Airlines and Breakthrough Energy to reduce contrails by 54 percent—achieving the first proof point of verifiable and cost-effective contrail avoidance. Delta Airlines, Massachusetts Institute of Technology, and others are also working to tackle the issue. In 2024, clean mobility will move closer to the norm across transportation, not the exception.

[brookston]

Holidays 9.19

Holidays

Aortic Disease Awareness Day

Armed Forces Day (Chile)

Arms Designer Day (Russia)

Bestselling Books Day

Biosphere Day (Australia)

Blessed Rainy Day (Bhutan)

Celebration of Labour (French Republic)

Children’s Day (Elder Scrolls)

Civil Aviation Day (Moldova)

Cosmetic Bridge Day

Day of the First Appearance of the Slovak National Council

Eleven Days of Global Unity, Day 9: Freedom

Fawlty Towers Day

Festival of Convictions (French Republic)

Frank Zappa Day (Baltimore) [also 8.9]

Hermione Granger Day

Holy Batman Day

Indra Jatra (Kathmandu Valley, Nepal)

International Aortic Dissection Awareness Day

International Athletic Training & Therapy Day

International Hop Like a Kangaroo Day

International Snakebite Awareness Day

International Talk Like A Pirate Day [  website ]

International Women's Commerce Day

Iota Phi Theta Day

Kenny Chesney Day (Tennessee)

Meow Like a Pirate Day

Mid-Autumn Festival Holiday (China)

Miners Memorial Day (Australia)

Moscow Day (Russia)

National Day of Chamame (Argentina)

National Cat DNA Day

National Ear Health Day

National Food Not Phones Day

National Jude Day

National Orthotics & Prosthetics Day (Canada)

National Meow Like a Pirate Day

National Service Day (Belize)

National Stillbirth Prevention Day

National Theater Day (Brazil)

National Woman Road Warrior Day

North Texas Giving Day (Texas)

919 Day (North Carolina)

919 mm Day

Smiley Face Emoticon Day

Thai Museum Day

Trollface Day

Visit a Sick Friend Today Day

What the Fork Day

Women’s Suffrage Day (New Zealand)

Food & Drink Celebrations

National Butterscotch Pudding Day

Popcorn Day

World Day of the Apertif

Independence & Related Days

Constitution Day (Nepal)

Hosamia (Declared; 2016) [unrecognized]

Meytallia (Declared; 2013) [unrecognized]

Saint Kitts and Nevis (from UK, 1983)

3rd Thursday in September

Ask An Atheist Day [3rd Thursday]

Free Queso Day [3rd Thursday]

International Day of Listening [3rd Thursday]

National Donor Recruitment Professionals Day [3rd Thursday]

National Family Business Day (UK) [3rd Thursday]

National PawPaw Day [3rd Thursday]

National Sour Beer Da [3rd Thursday] (also 9.20)y

National Teach Ag Day [3rd Thursday]

RAINN Day [3rd Thursday]

Responsible Dog Ownership Day (AKC) [3rd Thursday]

Theater Thursday [3rd Thursday of Each Month]

Thirsty Thursday [Every Thursday]

Three for Thursday [Every Thursday]

Thrift Store Thursday [Every Thursday]

Throwback Thursday [Every Thursday]

Transit Safety Thursday [3rd Thursday]

Turkey Thursday [3rd Thursday of Each Month]

Weekly Holidays beginning September 19 (3rd Full Week of September)

Sour Beer Week (thru 9.25) [Begins 3rd Thursday]

Festivals Beginning September 19, 2024

Adirondack Balloon Festival (Glens Falls, New York) [thru 9.22]

AppleJack Festival (Nebraska City, Nebraska) [thru 9.29]

Bourbon & Beyond (Louisville, Kentucky) [thru 9.22]

Clarkson Honeyfest (Clarkson, Kentucky) [thru 9.21]

Clay County Golden Delicious Festival (Clay, West Virginia) [thru 9.22]

Draft Horse Classic and Harvest Fair (Grass Valley, California) [thru 9.22]

Dwight Harvest Days (Dwight, Illinois) [thru 9.22]

Euphoria (Greenville, South Carolina) [thru 9.22]

Fantastic Fest (Austin, Texas) [thru 9.26]

The Frankenmuth Oktoberfest (Frankenmuth, Michigan) [thru 9.22]

Greek Festival (Columbia, South Carolina) [thru 9.22]

Harvest Moon Celebration (Farmington, Michigan) [thru 9.21]

Mid-South Fair (Southaven, Mississippi) [thru 9.29]

Montana Brewers Conference (Missoula, Montana) [thru 9.20]

Nappanee Apple Festival (Nappanee, Indiana) [thru 9.22]

Nez Perce County Fair (Lewiston, Idaho) [thru 9.22]

North Georgia State Fair (Marietta, Georgia) [thru 9.29]

Oktoberfest Zinzinnati (Cincinnati, Ohio) [thru 9.22]

OPA!HOMA (Tulsa, Oklahoma) [thru 9.21]

Plano Balloon Festival (Plano, Texas) [thru 9.22]

Pygmalion Festival (Urbana, Illinois) [thru 9.21]

Ravenna Balloon A-Fair (Ravenna, Ohio) [thru 9.22]

Sugar Creek Music Festival (Benton, Illinois) [thru 9.21]

Walnut Festival (Walnut Creek, California) [thru 9.22]

Wenatchee River Salmon Festival (Wenatchee, Washington) [thru 9.21]

Feast Days

Alonso de Orozco Mena (Christian; Saint)

Arthur Rackham (Artology)

Augustin Pajou (Artology)

Emilie de Rodat (Christian; Saint)

Eustochius, Bishop of Tours (Christian; Saint)

Feast of Gula (Ancient Babylonia; Goddess of Birth; Everyday Wicca)

Feast of Mato (The Bear Spirit; Lakota & Oglala Sioux)

Feast of Our Lady of La Salette (Roman Catholic; France)

Feast of San Gennaro (Christian; Saint)

Feast of Thoth (Egyptian God of Wisdom & Magic)

Feralia (Day of Purification; Pagan)

Frederick Ruple (Artology)

Ganesh Chaturthi (Indian Elephant God Festival)

Goeric of Metz (Christian; Saint)

Grape Pear Crisp Day (Starza Pagan Book of Days)

Ingrid Jonker (Writerism)

International Forgiveness Day (Jainism)

International Talk Like a Pirate Day (Pastafarian)

Januarius (Western Christianity)

Jubilee of the Moth Moons (Shamanism)

Laurie R. King (Writerism)

Lucy (Christian; Saint)

March of the Reanimated Corpses Day (Church of the SubGenius)

Nine Ages of the Faery Kind (Celtic Book of Days)

Our Lady of La Salette (Christian; Saint)

Pablita Velarde (Artology)

Peleus, Pa-Termuthes, and companions (Christian; Martyrs)

Racine (Positivist; Saint)

Sequanus (a.k.a. Seine; Christian; Saint)

Slimey Ole Tom (Muppetism)

Theodore of Tarsus (Anglican Communion, Roman Catholic Church, Eastern Orthodox Church)

Trophimus, Sabbatius, and Dorymedon (Christian; Saints)

William Golding (Writerism)

Lucky & Unlucky Days

Shakku (赤口 Japan) [Bad luck all day, except at noon.]

Umu Limnu (Evil Day; Babylonian Calendar; 43 of 60)

Premieres

Amadeus (Film; 1984)

The Amazing Adventures of Kavalier & Clay, by Michael Chabon (Novel; 2000)

Away From the World, by The Dave Matthews Band (Album; 2012)

Best in Show (Film; 2000)

Block Party or The Happy Hedsman (Rocky & Bullwinkle Cartoon, S3, Ep. 110; 1961)

Blue Velvet (Film; 1986)

Boardwalk Empire (TV Series; 2010)

The Book of Merlyn, by T.H. White (Novel; 1977)

Bosko Shipwrecked! (WB LT Cartoon; 1931)

Doogie Howser, M.D. (TV Series; 1989)

East of Eden, by John Steinbeck (Novel; 1952)

The Egyptian, by Mika Waltari (Novel; 1945)

ER (TV Series; 1994)

Fawlty Towers (UK TV Series; 1975)

Fine Feathered Friend (Noveltoons Cartoon; 1960)

Fishing by the Sea (Heckle & Jeckle Cartoon; 1946)

Fly, by The Dixie Chicks (Album; 1999)

Funny Girl (Film; 1968)

Goodfellas (Film; 1990)

The Good Place (TV Series; 2016)

Gossip Girl (TV Series; 2007)

Gramps to the Rescue (Noveltoons Cartoon; 1963)

Grendel, by John Gardner (Novel; 1971)

Hector and the Search for Happiness (Film; 2014)

Hobo’s Holiday (Noveltoons Cartoon; 1963)

How I Met Your Mother (TV Series; 2005)

Igor (Animated Film; 2008)

I’ll Never Crow Again (Fleischer Popeye Cartoon; 1941)

L.A. Confidential (Film; 1997)

Lady and His Lamp (Noveltoons Cartoon; 1964)

The Mary Tyler Moore Show (TV Series; 1970)

The Maze Runner (Film; 2014)

Moneyball (Film; 2011)

Monkey Business (Film; 1931)

Oh Teacher (Ub Iwerks Oswald the Lucky Rabbit Disney Cartoon; 1927)

Pedagogy of the Oppressed, by Paulo Freire (Philosophical Book; 1968)

Pluto’s Party (Disney Cartoon; 1952)

Rhythm Nation 1814, by Janet Jackson (Album; 1989)

Scooby-Doo! Pirates Ahoy! (WB Animated Film; 2006)

Secondhand Lions (Film; 2003)

Spice, by the Spice Girls (Album; 1996)

Squirrel in the Scope of Ring Around the Rocky (Rocky & Bullwinkle Cartoon, S3, Ep. 109; 1961)

A Thousand Acres (Film; 1997)

Toy Town Hall (WB MM Cartoon; 1936)

2 Broke Girls (TV Series; 2011)

Uncle Joey Comes to Town (Terrytoons Cartoon; 1941)

Underworld (Film; 2003)

The Virginian (TV Series; 1962)

Yanks (Film; 1979)

Zipping Along (WB MM Cartoon; 1953)

Today’s Name Days

Arnulf, Igor, Jnuarius, Wilma (Austria)

Emilija, Januarije, Suzana, Teodor, Željko (Croatia)

Zita (Czech Republic)

Constantia (Denmark)

Erna, Marna (Estonia)

Reija (Finland)

Émilie (France)

Januarius, Thorsten, Wilhelmine (Germany)

Savatios (Greece)

Vilhelmina (Hungary)

Gennaro (Italy)

Muntis, Varnesis, Verners (Latvia)

Girvinas, Vilhelmina, Vytė (Lithuania)

Connie, Konstanse (Norway)

Alfons, Alfonsyna, January, Konstancja, Sydonia, Teodor, Więcemir (Poland)

Konštantín (Slovakia)

Genaro, Jenaro (Spain)

Fredrika (Sweden)

Monroe, Morgan, Morgann, Morganna, Morganne, Precious, Sawyer (USA)

Today is Also…

Day of Year: Day 263 of 2024; 103 days remaining in the year

ISO: Day 4 of Week 38 of 2024

Celtic Tree Calendar: Muin (Vine) [Day 19 of 28]

Chinese: Month 8 (Guy-You), Day 17 (Bing-Xu)

Chinese Year of the: Dragon 4722 (until January 29, 2025) [Wu-Chen]

Hebrew: 16 Elul 5784

Islamic: 15 Rabi I 1446

J Cal: 23 Gold; Twosday [23 of 30]

Julian: 6 September 2024

Moon: 96%: Waning Gibbous

Positivist: 11 Shakespeare (10th Month) [Voltaire]

Runic Half Month: Ken (Illumination) [Day 13 of 15]

Season: Summer (Day 92 of 94)

Week: 3rd Full Week of September

Zodiac: Virgo (Day 29 of 32)

[liauditore]

Cub and Pearl would both be competitive trainers 100%

Gem and Stress would be contest coordinators and have the cutest sparkliest pokemon in the world. (Your stress line up is on point)

False would be champion of the elite four but I’m not sure what type. False fans would need to help me out on that one-feels lazy to say fighting or steel type.

Etho would be the trainer for the first gym and have ghost type/dark type mons that look the coolest and most “ninja-like” (kill him) plus one really silly looking one. He’d get the shedinja after the post game level up.

Iskall would have a really fucking irritating set of normal type mons to battle and be the trainer for the eighth gym. His higher level team would be all slakoths fuck you man

Keralis would have like three of the Pokémon that evolve into sexy furrybait

Xb would just have three magikarps

(also your skizz lineup is so real. The lillipup made me chuckle)

LOVE THESE.

For my AU I purposefully made it so that none of them are "serious" trainers (because pokemon in day to day living was more in line with what I wanted to explore) but yeah in a context where that was an option, Pearl and Cub would absolutely reach for the sky. I think Jevin would too but eventually chill and settle down into being a gym leader instead.

Gem as a coordinator is so real but I also do think she would start vibrating violently on the spot if she was bested in a battle. Her uber-competitive nature won't let her rest!! I can see her having contests as her main thing but don't be fooled those pokemon have tighter training regimes than navy seals and she will DESTROY YOU no matter what you're challenging her in.

Since Gem and Pearl have been on my mind and I have a tendency to main characterify Pearl in a lot of these I love the idea of like. Pearl being mainly a trainer and Gem being mainly a coordinator but because Pearl really likes to learn new things and Gem is the world's sweatiest sweat they end up rubbing off on eachother and Pearl learns to be a coordinator on the side cus of Gem and Gem's passion for battle only becoming stronger from the fact that she can never seem to defeat Pearl.

Anyway Stress as a coordinator is so true I can see her being someone very well-respected as a veteran in the contest scene, probably gets invited as a judge just as much as she competes.

For False I can see her either being flying for her aviator theme or dragon because of my personal cynthia-inspired design bias. Alternatively the thought of False in Lusamine's outfit just crossed my mind and I would love to see her with a Bewear.

THE ETHO AND TEAM CANADA THING IS SO CUTE I LOVE THAT SO MUCH. My personal headcanon for my Etho in this AU is that he's an ex gym leader/e4/champion and has now gone into retirement so the thought of Beef and Pause witnessing essentially his entire career is so. augh I might steal that idea.

I love the Iskall section LMAO that one I might yoink as well or just some other really annoying team. I also like the idea of him having gulpin idk why it just makes sense to me and I think it'd be his little buddy and he'd take it on adventures and talk to it like his kid. Also like the idea of him having mons adjacent to Stress, like she has a smoochum and he has an elekid/magby or something (or alternatively, a wailord for the skitty)

The Keralis team is so funny cus I have him down as just having like. a pack of whismur that follow him around everything. and now I'm just imagining a mass of whismur + one lopunny like when farmers get an alpaca to look after sheep.

Xb being that one trainer in every game with 6 magikarp 😭😭 I'd like to think one of them has evolved and he either somehow hasn't noticed or just doesn't care that much and still treats it like a little guy. and everyone who comes over is terrified because holyyy fuckwhen did that thing get big.and he's just like what that's just fish 3

[if-you-fan-a-fire]

"How did the Canadian government see the war after the first, German conquests in  Western Europe? On April 30, 1940, O.D. Skelton wrote a document called The Present Outlook. Skelton was [Prime Minister Mackenzie] King’s under-secretary of Foreign Affairs, thus King’s deputy  minister, his most trusted advisor, one of the leading public servants in Ottawa. Skelton’s document was remarkable for its lack of foresight. For example, it suggested that Japan represented no danger to the allies. It also linked as one force the two, bitter enemies, communism and fascism, as rival forms of totalitarianism, which now united. Skelton  described the horrifying possibility of a victory of the associated Germans, Italians, and  Soviets as if Canada were in an undeclared war with the Soviet Union, now allied with the Nazis. Writing about U.S. neutrality, Skelton wrote that, in the recent past, probable victory for England and France against Germany meant that the American people rightly saw no need to fight against totalitarianism. With the possibility of a victory of a German-Italian-Russian coalition, American public opinion would now change. All this nonsense from one of the most powerful men in Ottawa, a man who had the ear and respect of King about Canada’s war policy. In actual fact, Skelton probably believed the government’s own propaganda about the nature of the war as being a war upon totalitarianism and, therefore, an undeclared war against the U.S.S.R. The nature of anti-Soviet manipulations in Europe during the phoney war was clarified eventually when Swedish diplomatic archives revealed that a week before the German blitzkrieg was launched upon the French, the French government and military had been preparing to  send 50,000 troops to wage war against the U.S.S.R. in Finland, rather than preparing to  defend France against Germany.

After France and the Low Countries fell to the Germans in the Spring of 1940, the character of the war changed for Canada. A general panic among the public ensued. Canada was now the most important ally of the British, isolated and beleaguered in Europe. Canadians rushed to volunteer for the military. The King government insisted upon the voluntary aspect of Canada’s contribution in military manpower. In October, 1939, Duplessis had sought re-election in Quebec by using the threat of conscription, against which Duplessis was to be the bulwark. Federal Liberals, led by Justice minister Ernest Lapointe, promised there would be no conscription, and pledged their seats in Quebec towards this commitment. Duplessis was defeated when Quebeckers voted for the provincial Liberals, led by Adélard Godbout.

What then was to be Canada’s contribution to the defence of Britain? King prepared Canada for a war of limited liability in terms of its contribution to the war effort. The priorities were to be economic aid, which would help Canadian capitalists make profits, re-launch the economy, and create jobs; national unity, especially the unity of King’s Liberal Party, powerful in Quebec; and defending Canada’s borders and infrastructure but even more importantly, Canada’s internal social order. In the immediate flush of pro-British enthusiasm after the start of proceedings, King had sent an army division of 20,000 troops to Britain. He soon regretted this decision when negotiations were held between Britain and Canada to train aviators in Canada as part of the British Commonwealth Air Training Plan. During the acrimonious negotiations with Britain, King fought and scrapped about the costs of the plan, $600 million per year, of which  Canada was to assume $350 million, in order to train 20,000 airmen per year for use by Britain, Australia, New Zealand, and Canada. King insisted that Canada’s contribution to the plan would be its most effective contribution to the war effort. Emphasis on the plan also permitted King to envisage a reduced loss of military lives, which might also ease pressure for conscription.

Many English-Canadians felt that King’s proposed contribution to the war was too calculated, too timid. They wanted Canada to do more than help Britain financially, guard borders and infrastructure, and train aviators. They wanted Canadians to fight alongside Britain, this in spite of the Phoney War early in WWII that precluded immediate, actual combat. In Ontario, the provincial Liberal government of Mitchell Hepburn said so in a resolution, adopted on January 18, 1940, which criticized King’s lack of vigorous execution of the war. King used this occasion to call elections, which were coming due as King was now in the fifth year of government. King manoeuvred the leader of the Tories, Robert Manion, into approving the no-conscription pledge to Quebeckers. On March 26, King won an overwhelming majority, 181 seats out of 245 in the House of Commons. The Liberals were now free to conduct a war of limited liability according to their priorities. King’s priorities for this war of limited liability illuminate the real reason why Canada went to war. Writes Jack Granatstein: “Canada went to war in September, 1939 because Britain had gone to war, and for no other reason. It was not a war for Poland; it was not a war against anti-semitism; it was not even a war against Naziism,” even though the horrible atrocity of the Nazi genocides against Jews, Gypsies, Slavs, and  political opponents did provide post facto moral justification for World War II and  Canada’s participation therein."

- Michael Martin, The Red Patch: Political imprisonment in Hull, Quebec during World War 2. Self-published, 2007. p. 59-62