title: USS Drayton (DD-366)

abstract: USS Drayton (DD-366) was a Mahan-class destroyer in the United States Navy before and during World War II. She was the second ship named for Captain Percival Drayton, a career naval officer who served during the American Civil War. Drayton was launched 26 March 1936 by the Bath Iron Works, Bath, Maine; sponsored by Miss B. E. Drayton, great-grandniece of Captain Drayton, and commissioned 1 September 1936.

text:
# USS Drayton (DD-366)

**USS *Drayton* (DD-366)** was a *Mahan*-class destroyer in the United States Navy before and during World War II. She was the second ship named for Captain Percival Drayton, a career naval officer who served during the American Civil War.

*Drayton* was launched 26 March 1936 by the Bath Iron Works, Bath, Maine; sponsored by Miss B. E. Drayton, great-grandniece of Captain Drayton, and commissioned 1 September 1936.

## Service history

After her shakedown cruise to Europe from 6 October to 5 December 1936, *Drayton* underwent final trials and acceptance. Then sailed from Norfolk, Virginia, 6 June 1937 to join the Scouting Force at San Diego, California, 19 June. On 4 July she got underway to take part in the fruitless search for the lost aviator Amelia Earhart, participating in maneuvers at Pearl Harbor before her return to San Diego 30 July. For the next two years, *Drayton* exercised along the west coast, in the Hawaiian Islands, and in the Caribbean.

*Drayton*'s homeport from 12 October 1939 was Pearl Harbor. With war raging in Europe and tension increasing in the pacific, *Drayton* joined in the constant exercises and tactical problems preparing the fleet for action.

### World War II

Underway as plane guard for *Lexington* in TF 12 when the Japanese attacked Pearl Harbor, *Drayton*, with the force returned to Pearl Harbor 13 December 1941 after searching for Japanese raiders. Between 24 December 1941 and 7 January 1942, she escorted a convoy to Christmas Island, making two attacks on submarines en route. Four days later she got underway in the screen of *Enterprise* for an air strike on Bougainville on 20 February, returning to Pearl Harbor on the 24th. After screening a tanker to Suva Harbor, Fiji Islands, *Drayton* sailed for the United States 25 March and arrived at San Pedro, Los Angeles, 5 April. She joined in training exercises and patrol duty on the west coast until 1 August 1942.

*Drayton* sailed from Pearl Harbor 17 November 1942 for action in the Solomon Islands. She sortied from Espiritu Santo 29 November with TF 67 to intercept a Japanese naval force guarding transports en route to reinforce Guadalcanal. That night, the American ships battled a determined Japanese force off Tassafaronga. When the action was over, *Drayton* picked up 128 survivors, including the commanding officer from *Northampton*, and returned to Espiritu Santo 2 December. *Drayton* continued to operate in the Solomons campaign, bombarding Munda, New Georgia, and protecting transports bound for the Russell Islands. She escorted the unladen transports to Wellington, New Zealand, then returned to Nouméa 7 March 1943 for exercises and patrol with TF 64.

*Drayton* sailed from Nouméa 13 May 1943 as escort for a transport convoy and arrived at Townsville, Australia 4 days later. Through the summer, she escorted Australian transports carrying troops from Townsville to Milne Bay for the lengthy fighting on vast New Guinea. *Drayton* patrolled and gave fire support during the invasion landings at Lae on 4 September and bombarded Finschhafen on 22 September.

After brief overhaul at Brisbane, Australia, *Drayton* returned to the New Guinea area, escorting transports to Arawe, New Britain, for the landings of 15 December, and covered the marine landings near -Cape Gloucester 26 December. She screened high-speed transports from Buna Roads to the invasion of Saidor 2 January, and aside from a brief voyage to Sydney to replenish, remained on patrol and escort duty for the occupation of the Bismarck Archipelago.

*Drayton* carried troops for the invasion of Los Negros Island in the Admiralty Islands. Here she joined in the bombardment 29 February 1944 and remained to provide fire support. She returned with reinforcement troops from Milne Bay 4 March and began operating as headquarters for the Landing Craft Control Officer for the Admiralties. *Drayton* bombarded Pityilu Island 12 March then sailed for Seeadler Harbor, Manus, escorting an LST convoy before returning to New Guinea.

The destroyer got underway from Milne Bay, New Guinea, 22 March 1944 and escorted transports to Canton Island on her way to the west coast. Following an overhaul at San Francisco, California, *Drayton* trained out of Pearl Harbor before arriving at Eniwetok 8 August. For the next 2 months she patrolled off Maloelap, Wotje, Jaluit, and Mille—bypassed Japanese-held atolls in the Marshall Islands.

*Drayton* reported to the 7th Fleet at Humboldt Bay, New Guinea, on 20 October 1944; 5 days later, she got underway for patrol and escort duty in newly invaded Leyte Gulf, where she arrived 29 October. Her service in this operation included a voyage to New Guinea to bring back transports laden with reinforcements. On 6 December while screening a convoy of LCMs and LCIs to San Pedro Bay, *Drayton* was attacked by a twin-engine bomber which scored a near miss, killing two and wounding seven of the destroyer's crew. The next day she repulsed a group of strafing planes before they could damage her charges, and later the same morning engaged 10 or 12 enemy fighters. One aircraft crashed into the No. One 5 inch gun mount, killing 6 and wounding 12 men. *Drayton* extinguished her fires and carried out her mission, convoying her charges safely to harbor and then sailing unassisted to Manus, New Guinea for repairs.

Her repairs completed, *Drayton* sailed from Manus 26 December 1944 for the invasion of Lingayen Gulf, Luzon, 9 January 1945. She gave fire support until the 13th, then sailed to San Pedro Bay to escort a support convoy to the beachhead. From 27 January to 18 February, she served on patrol and gave fire support, bombarding enemy troops in the foothills and destroying a strong point in a cave.

Continuing to operate in the Philippines, *Drayton* participated in the landings at Mangarin Bay, Puerto Princesa, Cebu, Ormoc Bay, and Masbate City.

On 23 April 1945, *Drayton* stood out of San Pedro Bay for the invasion of Borneo, screening the actions at Tarakan from 1 to 27 May and at Balikpapan from 1 to 21 July. Returning to Manila 29 July, she got underway 7 August, and arrived at New York 12 September.

*Drayton* was decommissioned 9 October 1945 and sold for scrap 20 December 1946.

## Awards

*Drayton* received 11 battle stars for World War II service.

## Legacy

The USS *Drayton* is depicted on the insignia of the Bath, Maine Fire Department.

## InfoBox

|  | |
| --- | --- |
| History | |
| United States | |
| Namesake | Percival Drayton |
| Builder | Bath Iron Works |
| Laid down | 20 March 1934 |
| Launched | 26 March 1936 |
| Commissioned | 1 September 1936 |
| Decommissioned | 9 October 1945 |
| Stricken | 24 October 1945 |
| Nickname(s) | "Blue Beetle" |
| Fate | Sold for scrap, 20 December 1946 |
| General characteristics | |
| Class and type | Mahan class destroyer |
| Displacement | 1,500 tons |
| Length | 341 ft 4 in (104.04 m) |
| Beam | 35 ft (10.67 m) |
| Draft | 9 ft 10 in (3 m) |
| Speed | 37 knots (69 km/h) |
| Complement | 158 officers and crew |
| Armament |  |


title: US5

abstract: US5 was a multinational pop boy band. The band originated in 2005 on the German RTL II television reality show Big in America and debuted in June of the same year on Lou Pearlman’s Transcontinental label. US5 became successful throughout central Europe with their first album Here We Go and with several hit records thereafter.

text:
# US5

**US5** was a multinational pop boy band. The band originated in 2005 on the German RTL II television reality show *Big in America* and debuted in June of the same year on Lou Pearlman’s Transcontinental label. US5 became successful throughout central Europe with their first album *Here We Go* and with several hit records thereafter.

## Career

US5 enjoyed success, gaining their first Gold Record in America from their first single called "Maria" released in 2005. The same song went straight in at number 1 in Germany and became a huge summer hit in several other European countries. On the back of the success of "Maria" their debut album titled *Here We Go* released in October 2005, became a huge success gaining them Gold and Platinum records in Germany and Austria.

In 2006, US5 did a string of school tours and various promotions up and down the UK. This coincided with the second season of *Big In America* airing on UK's MTV channel. They released 'Maria' and it entered the UK top 40 at number 38. US5 continued their success in central Europe in 2006 and 2007.

Original member Mikel Johnson left the band for a solo career. He was replaced by Vincent Tomas. In 2008, the remaining German member of the band, Chris Watrin, also decided to leave the band citing "lack of interest" as a major reason. US5 released their single "The Boys Are Back" from the successful film *High School Musical 3*. This was followed by a third studio album titled *Around the World*.

At the end of 2008, the group welcomed another new member, Cayce Clayton. With four of the five members now being American, the group decided to relocate to the USA. In 2009, Vincent Tomas decided to leave the band. Later in the year, US5 had a competition called Make US5 Again to replace Vincent Tomas. Jayson Pena ended up winning the competition. The last line-up of US5 was Richie Stringini, Izzy Gallegos, Cayce Clayton, Jayson Pena all from the United States, and Jay Khan from England.

## Band members

* 2005–2010: Christopher Richard "Richie" Stringini
* 2008-2010: Cayce Clayton
* 2005–2010: Izzy Gallegos
* 2005–2010: Tariq Jay Khan
* 2009–2010: Jayson Pena

### Former band members

* 2005–2007: Michael “Mikel” Johnson
* 2005–2008: Christoph “Chris” Watrin
* 2007-2009: Vincent “Vince” Tomas

## Discography

## Awards and nominations

2005 * Gold for - "Maria" (Germany)
* Gold for - "Maria" (USA)
* Gold for *Here We Go* (Germany)
* Platinum for *Here We Go* (Germany)
* Goldener Bravo Otto to "Superband Pop"
* Yam! Award "Superstar 2005" for Richie
* German Radio Award als "Best Newcomer Male"
* ADTV Music-Award for "Maria"

2006 * XPress-Award "Goldener Pinguin" to "Best Band"
* Gold for *Here We Go* (Austria)
* Gold for *US 5 - The History* (Germany)
* Jetix Kids Award "Best Band"
* Goldener Bravo Otto "Superband Pop"

2007 * Gold for *Here We Go* in Poland (10,000)
* Gold for *In Control* in Poland (10,000)
* Radio Regenbogen Award "Popgroup of the Year"
* Steiger Award "Nachwuchs"
* Goldene Kamera "Pop International Band"
* Goldener Otto "Super Band Pop"
* Vivalicious Style Award
* Viva Comet in Polen "Superband // Show of the Year"
* Nickelodeon Kid's Choice Awards "Favoriteband"
* Jetix Kids Award "Best Band"

2008 * Goldener Otto "Beste Band"
* Nickelodeon Kid's Choice Awards "Favoriteband"
* Jetix Kids Award "Best Band"

## InfoBox

| US5 | |
| --- | --- |
| US5, Berlin (2008) | |
| Background information | |
| Origin | United Kingdom
United States
Germany |
| Genres | Pop, dance-pop |
| Years active | 2005–2010 |
| Labels | Sony BMG/Transcontinental |
|  | |
| Members | * Christopher Richard Stringini * Izzy Gallegos * Cayce Clayton * Jay Khan * Jayson Pena |
|  | |
| Past members | * Mikel Johnson * Chris Watrin * Vincent Tomas |
|  | |
| Website | US5.com |


title: USA-100

abstract: USA-100, also known as GPS IIA-15, GPS II-24 and GPS SVN-36, is an American navigation satellite which forms part of the Global Positioning System. It was the fifteenth of nineteen Block IIA GPS satellites to be launched.

text:
# USA-100

**USA-100**, also known as **GPS IIA-15**, **GPS II-24** and **GPS SVN-36**, is an American navigation satellite which forms part of the Global Positioning System. It was the fifteenth of nineteen Block IIA GPS satellites to be launched.

## Background

Global Positioning System (GPS) was developed by the U.S. Department of Defense to provide all-weather round-the-clock navigation capabilities for military ground, sea, and air forces. Since its implementation, GPS has also become an integral asset in numerous civilian applications and industries around the globe, including recreational used (e.g., boating, aircraft, hiking), corporate vehicle fleet tracking, and surveying. GPS employs 24 spacecraft in 20,200 km circular orbits inclined at 55.0°. These vehicles are placed in 6 orbit planes with four operational satellites in each plane.

GPS Block 2 was the operational system, following the demonstration system composed of Block 1 (Navstar 1 - 11) spacecraft. These spacecraft were 3-axis stabilized, nadir pointing using reaction wheels. Dual solar arrays supplied 710 watts of power. They used S-band (SGLS) communications for control and telemetry and Ultra high frequency (UHF) cross-link between spacecraft. The payload consisted of two L-band navigation signals at 1575.42 MHz (L1) and 1227.60 MHz (L2). Each spacecraft carried 2 rubidium and 2 Cesium clocks and nuclear detonation detection sensors. Built by Rockwell Space Systems for the U.S. Air force, the spacecraft measured 5.3 m across with solar panels deployed and had a design life of 7.5 years.

## Launch

USA-100 was launched at 03:40:01 UTC on 10 March 1994, atop a Delta II launch vehicle, flight number D226, flying in the 7925-9.5 configuration. The launch took place from Launch Complex 17A (LC-17A) at the Cape Canaveral Air Force Station (CCAFS), and placed USA-100 into a transfer orbit. The satellite raised itself into medium Earth orbit using a Star-37XFP apogee motor.

## Mission

On 15 April 1994, USA-100 was in an orbit with a perigee of 19,986 km (12,419 mi), an apogee of 20,315 km (12,623 mi), a period of 716.69 minutes, and 54.9° of inclination to the equator. It broadcasts the PRN 06 signal, and operates in slot 1 of plane C of the GPS constellation. The satellite has a mass of 840 kg (1,850 lb). It had a design life of 7.5 years, but it remained in service until 21 February 2014, shortly after the launch of USA-248.

## InfoBox

USA-100
| Names | Navstar 2A-15
GPS IIA-15
GPS II-24
GPS SVN-36 |
| --- | --- |
|  | |
| Mission type | Navigation |
| Operator | U.S. Air Force |
| COSPAR ID | 1994-016A |
| SATCAT no. | 23027 |
| Mission duration | 7.5 years (planned)
20 years (achieved) |
|  | |
|  | |
| Spacecraft properties | |
| Spacecraft | GPS IIA |
| Spacecraft type | GPS Block IIA |
| Manufacturer | Rockwell International |
| Launch mass | 840 kg (1,850 lb) |
| Dimensions | 5.3 m (17 ft) of long |
| Power | 710 watts |
|  | |
|  | |
| Start of mission | |
| Launch date | 10 March 1994, 03:40:01 UTC |
| Rocket | Delta II 7925-9.5
(Delta D226) |
| Launch site | Cape Canaveral, LC-17A |
| Contractor | McDonnell Douglas |
| Entered service | 15 April 1994 |
|  | |
|  | |
| End of mission | |
| Disposal | Graveyard orbit |
| Deactivated | 21 February 2014 |
|  | |
|  | |
| Orbital parameters | |
| Reference system | Geocentric orbit |
| Regime | Medium Earth orbit
(Semi-synchronous) |
| Slot | C1 (slot 1 plane C) |
| Perigee altitude | 19,986 km (12,419 mi) |
| Apogee altitude | 20,315 km (12,623 mi) |
| Inclination | 54.9° |
| Period | 716.69 minutes |
|  | |
| Global Positioning System | |


title: USAir Flight 5050

abstract: USAir Flight 5050 was a passenger flight that crashed on takeoff from LaGuardia Airport in Queens, New York. As the plane took off from LaGuardia's runway 31, the plane drifted to the left. After hearing a loud bang, the pilots attempted to reject the takeoff, but were unable to stop the plane short of the end of the runway. The plane continued past the end of the runway and plunged into Bowery Bay. Two passengers were killed.

text:
# USAir Flight 5050

**USAir Flight 5050** was a passenger flight that crashed on takeoff from LaGuardia Airport in Queens, New York. As the plane took off from LaGuardia's runway 31, the plane drifted to the left. After hearing a loud bang, the pilots attempted to reject the takeoff, but were unable to stop the plane short of the end of the runway. The plane continued past the end of the runway and plunged into Bowery Bay. Two passengers were killed.

## Background

On September 20, 1989, Flight 5050 was an unscheduled flight operated by USAir to replace the regularly scheduled but cancelled Flight 1846, from LaGuardia Airport to Charlotte Douglas International Airport in North Carolina. The flight was operated using a Boeing 737-400 narrow-body jet airliner (registration number *N416US*). The aircraft was originally delivered to Piedmont Airlines on December 23, 1988, and was inherited by USAir when it acquired Piedmont in 1989. On the date of the accident, the aircraft had accrued 2,235 flight hours, and was painted in a Piedmont-USAir transition livery.

## Flight crew

Flight 5050's captain was Michael Martin, 36, who began his career as a C-130 pilot for the United States Air Force; Martin continued to hold the rank of Major in the Air Force Reserve at the time of the accident. Martin was hired by USAir subsidiary Piedmont Airlines in 1984 and worked as a Boeing 727 flight engineer for a year before transitioning to the Boeing 737. Martin's training as airline captain was interrupted twice, once due to a USAF Reserve deployment and once due to personal illness. Martin had accumulated a total of 2,625 flight hours in the Boeing 737, including 140 hours as a Boeing 737-400 captain.

Constantine Kleissas, 29, who served as Flight 5050's first officer, had been hired by Piedmont three months before the accident. Flight 5050 was his first takeoff in a 737 without supervision by a flight instructor.

Neither pilot had formal training in cockpit resource management. The captain did not discuss emergency procedures such as rejected takeoffs with the first officer before the departure, despite the presence of weather conditions that included darkness, low visibility, and a wet runway.

## Accident sequence

Flight 5050 was cleared for a departure from LaGuardia Airport's runway 31, a 7,000-foot (2,100 m) runway which ends with an elevated deck overhanging Bowery Bay.

As the first officer began the takeoff on runway 31, the airplane started to drift to the left. The captain attempted to correct that drift with the use of the nosewheel tiller. Moments later, they heard a "bang" and then a rumbling noise. The bang was most likely due to air escaping from the left nose tire as it was pulled off its wheel, damaged by the captain's improper use of the nosewheel steering tiller. The captain took over control from the first officer and aborted the takeoff, but he was unable to stop the plane before it ran off the end of the runway into Bowery Bay.

The airplane collided with a wooden approach lighting stanchion as it went off the end of the overrun. The fuselage broke into three sections, with the forward section resting on part of the elevated light stanchion and the aft section partially submerged. All of the fuselage fractures were due to overstress.

### Evacuation

All the exits except the L1 door and L2 door were used for evacuation. Senior flight attendant Wayne Reed could not open the L1 door. The L2 door was opened and then closed by Kelly Donovan when water entered the cabin. Flight attendant Susan Harelson deployed the evacuation slide at R1; the R2 slide was disarmed before the door was opened because flight attendant Jolynn Galmish believed that the slide would float upward and block the exit. All four of the overwing exits were used to evacuate successfully.

"About 20 passengers stood on the left wing, which was out of the water. Someone unstowed the fabric ditching line from above a left overwing exit and tied it to its wing fitting. These 20 passengers, including the woman with the 5 year old child and the 8-month old infant, held onto the line as they awaited rescue. The ditching line was unstowed from its right overwing exit opening but evacuees did not know it needed to be tied to the right wing fitting. The forward portion of the right wing was out of the water and passengers held onto the ditching line so they could stay out of the water."

"Passengers who egressed at the two floor-level exits entered the water and because of the one-knot current some persons drifted away from the airplane and under the runway deck. Crewmembers threw flotation seat cushions and crew life preservers, which were held by passengers and crewmembers, some of whom could not swim. Several persons complained that they could not hold onto the cushions or that the cushions did not keep them afloat. Some clung to pilings under the deck and floating debris. Some passengers also swallowed fuel that was on the water surface. Several complained that waves from boats and downwash from a rescue helicopter hampered staying afloat with their heads out of the water. One passenger said that she sustained a fractured right ankle and a lacerated hand when a rescue boat backed over her."

The last passengers, who were trapped in seats 21F and 22A, were extricated approximately 90 minutes after the accident.

Two of the 57 passengers were killed. Fifteen other passengers were injured, one critically.

## Accident analysis

The NTSB found numerous "crew coordination problems" during its investigation, which had a bearing on the ultimate outcome of Flight 5050:

* The captain's failure to provide an extended briefing, or an emergency briefing, before the takeoffs at BWI and LGA or at any time during the 9 hours the crewmembers spent together before the accident.
* The decision of the captain to execute the takeoff at LGA with autobrakes disengaged, on a wet and short runway, contrary to company and manufacturer recommendations.
* The failure of the crew to detect the improper rudder trim setting in response to the checklists.
* The failure of the crew to detect the improper rudder trim setting by means of rudder pedal displacement, information during taxiing and holding for takeoff.
* The failure of the aircraft to hold at taxiway GOLF GOLF during taxiing as directed by ATC (this error, although an obvious violation, had no effect on the accident sequence).
* The failure of the first officer to push the correct button to engage the autothrottles at the beginning of the takeoff roll. He then manually advanced the throttles; the resultant delay and the slightly low thrust set on the left engine lengthened the airplane's ground roll and added to the directional control problem.
* The failure of the captain, during the takeoff roll, to take control of the aircraft and transfer control back to the first officer in a smooth and professional manner, with the result of confusion as to who was in control. Because of poor communication between the pilots, both attempted to 'maintain directional control initially and neither was fully in control later in the takeoff, compounding directional control difficulties.
* The failure of the captain to make speed call outs and to consult airspeed before initiating an abort. Computed V1 speed was 125 knots (144 mph; 232 km/h) and action by the captain to reject the takeoff began at 130 knots (150 mph; 240 km/h).
* The failure of the captain to announce the abort decision in standard terminology, with the result of confusion by the first officer as to what action was being taken.
* The failure of the captain to execute the abort procedure in a rapid and aggressive manner. After initiating the RTO, the captain used differential braking to steer the airplane. This delayed the attainment of effective braking until 5½ seconds after the takeoff was rejected. Braking during the RTO was less than the maximum braking achievable on the wet runway; the airplane could have been stopped on the runway.

### Rudder trim issue

Analysis of the digital flight data recorder revealed that the rudder trim had moved to the far left limit, while the plane was parked at the gate. Since power to the DFDR was off, while parked at the gate, the NTSB could not determine what caused the rudder trim to move to that extreme limit. It was speculated that someone was sitting in the jumpseat (which is located directly behind the control pedestal) had rested their feet on it and inadvertently toggled the trim knob. This knob used to have a raised flat and straight portion protruding from it. Subsequent to this event, all 737s were retrofitted with a rounded rudder trim knob – and a higher ridge around the aft section of the pedestal in an effort to prevent a similar occurrence. That mistrim of the rudder should have been discovered when the Before Takeoff checklist was read, but the pilots failed to ensure the rudder was in the zero trim (neutral) position at that time. The captain also failed to detect that the rudder pedals were unequally displaced by 4.25 inches (108 mm) and the nosewheel steering was turned to 4 degrees left, during the taxi out from the gate to the takeoff position on the runway.

When the rudder trim is centered to zero degrees, as required for takeoff, the rudder pedals would be matched so that the captain's legs would be extended the same amount, for each pedal, and the plane's nosewheel steering would not keep trying to turn the plane to the left, during taxi operations (See graphic).

The NTSB could not understand why the captain failed to detect the mistrimmed rudder (as evidenced by the abnormal displacement of the rudder pedals and the tendency for the plane to keep trying to turn left), during the time that the plane was taxied to the takeoff position.

> The safety issues discussed in the report are the design and location of the rudder trim control on the Boeing 737-400, air crew coordination and communication during takeoffs, crew pairing, and crash survivability. Safety Recommendations addressing these issues were made to the Federal Aviation Administration and the Port Authority of New York and New Jersey.

## Testing of the pilots for drugs and alcohol

ALPA (the Air Line Pilots Association), which was the labor union representing the two pilots of flight 5050, sequestered the pilots and refused to reveal their whereabouts until such time that any testing for drugs and alcohol would be useless. This made the NTSB investigators so upset that a very unusual and strong statement was included in the official accident report:

> The Safety Board is extremely concerned that no federal investigators were allowed to speak to the pilots of flight 5050 until almost 40 hours after the accident. Specific requests to USAir and ALPA to interview the pilots and to have them provide toxicological samples were made about ten hours and again about 20 hours after the accident. USAir representatives stated they did not know where the pilots were sequestered. The Air Line Pilots Association representatives initially stated that they also did not know where the pilots were, then later stated that their location was being withheld so they could not be found by the media. This complicated the investigative process to a great degree. The sequestering of the pilots for such an extended period of time in many respects borders on interference with a federal investigation and is inexcusable.

The FAA was in the process of preparing subpoenas to compel the pilots to present themselves to NTSB accident investigators, when the pilots finally relented and appeared, some 44 hours after the accident. The FAA was processing an emergency suspension of their licenses for failing to present themselves to investigators promptly after the crash. An FAA official said the pilots are entitled to legal counsel, but it is a regulation that they have to talk to the FAA after an accident.

The pilots were requested to provide both blood and urine samples. Upon the advice of their ALPA attorney, they refused to provide any blood samples, but did give urine samples. ALPA officials refused to respond to questions submitted by media reporters. Local law-enforcement officials were attempting to track down rumors that the FO had told Port Authority police after the crash, that the captain had been "mumbling and acting irrationally just before takeoff." However, they were never able to find any witnesses to substantiate that rumor.

The FAA followed through with a suspension of their licenses, shortly after they finally appeared.

## NTSB probable cause

> The National Transportation Safety Board determines that the probable cause of this accident was the captain's failure to exercise his command authority in a timely manner to reject the takeoff or take sufficient control to continue the takeoff, which was initiated with a mistrimmed rudder. Also causal was the captain's failure to detect the mistrimmed rudder before the takeoff was attempted.

This article incorporates public domain material from websites or documents of the National Transportation Safety Board.

40°46′34″N 73°53′06″W / 40.776°N 73.885°W / 40.776; -73.885

## InfoBox

USAir Flight 5050
| Wreckage of Flight 5050 in the Bowery Bay | |
| --- | --- |
| Accident | |
| Date | September 20, 1989 (1989-09-20) |
| Summary | Pilot error, rejected takeoff |
| Site | Bowery Bay near LaGuardia Airport, New York, United States |
| Aircraft | |
| Aircraft type | Boeing 737-400 |
| Operator | USAir |
| IATA flight No. | US5050 |
| ICAO flight No. | USA5050 |
| Call sign | US AIR 5050 |
| Registration | N416US |
| Flight origin | LaGuardia Airport |
| Destination | Charlotte/Douglas International Airport |
| Occupants | 63 |
| Passengers | 57 |
| Crew | 6 |
| Fatalities | 2 |
| Injuries | 21 |
| Survivors | 61 |


title: USS Halsted

abstract:
USS Halsted, sometimes spelled Halstead, has been the name of more than one ship of the United States Navy, and may refer to:
  - USS Halstead (PF-76), a name briefly carried in 1943 by a patrol frigate under construction; she was transferred to the British Royal Navy upon completion as HMS Barbados (K504)
  - USS Halsted (DE-91), a name briefly carried in 1943 by a destroyer escort under construction; she was transferred to the British Royal Navy upon completion as HMS Halsted (K556)

text:
# USS Halsted

**USS *Halsted***, sometimes spelled ***Halstead***, has been the name of more than one ship of the United States Navy, and may refer to:

* USS *Halstead* (PF-76), a name briefly carried in 1943 by a patrol frigate under construction; she was transferred to the British Royal Navy upon completion as HMS *Barbados* (K504)
* USS *Halsted* (DE-91), a name briefly carried in 1943 by a destroyer escort under construction; she was transferred to the British Royal Navy upon completion as HMS *Halsted* (K556)


title: USS O-14

abstract: USS O-14 (SS-75) was one of 16 O-class submarines built for the United States Navy during World War I.

text:
# USS O-14

**USS *O-14* (SS-75)** was one of 16 O-class submarines built for the United States Navy during World War I.

## Description

The later O-boats (*O-11* through *O-16*) were designed by Lake Torpedo Boat Company to different specifications from the earlier ones designed by Electric Boat. They did not perform as well, and are sometimes considered a separate class. The submarines had a length of 175 feet 3 inches (53.4 m) overall, a beam of 16 feet 9 inches (5.1 m) and a mean draft of 13 feet 9 inches (4.2 m). They displaced 491 long tons (499 t) on the surface and 566 long tons (575 t) submerged. The O-class submarines had a crew of 29 officers and enlisted men. They had a diving depth of 200 feet (61.0 m).

For surface running, the boats were powered by two 440-brake-horsepower (328 kW) diesel engines, each driving one propeller shaft. When submerged each propeller was driven by a 370-horsepower (276 kW) electric motor. They could reach 14 knots (26 km/h; 16 mph) on the surface and 10.5 knots (19.4 km/h; 12.1 mph) underwater. On the surface, the O class had a range of 5,500 nautical miles (10,200 km; 6,300 mi) at 11.5 knots (21.3 km/h; 13.2 mph).

The boats were armed with four 18-inch (450 mm) torpedo tubes in the bow. They carried four reloads, for a total of eight torpedoes. The O-class submarines were also armed with a single 3"/50 caliber deck gun.

## Construction and career

*O-14* was laid down on 6 July 1916 at California Shipbuilding Company in Long Beach, California. The boat was launched on 6 May 1918 sponsored by Miss Eleanor N. Hatch, and commissioned on 1 October 1918. One of many  and O-class submarines building just prior to the U.S. entry into World War I, *O-14* commissioned too late for World War I combat service, but reported to Cape May, New Jersey, in 1919. In September, she was placed in commission, in reserve, at Cape May. In October she proceeded to Philadelphia, Pennsylvania, for fitting out.

In 1922, *O-14* was based at Coco Solo, Panama Canal Zone; on 26 January, she sailed to Guantanamo Bay, Cuba on a trial run. At Guantanamo Bay in February, she operated in formation in and around the Virgin Islands in March, before returning to Coco Solo. In May, *O-14*, with *O-15* and *O-16*, resumed diving operations, which continued into 1923 as SubDiv 10 conducted diving tactical operations. In November, *O-14* proceeded to Philadelphia.

Decommissioning on 17 June 1924 after just five and a half years of service, *O-14* was turned over to the Commandant, Navy Yard, Philadelphia. Struck from the Naval Vessel Register on 9 May 1930, the boat was scrapped in accordance with the London Naval Treaty on 30 July 1930.

* Friedman, Norman (1995). *U.S. Submarines Through 1945: An Illustrated Design History*. Annapolis, Maryland: Naval Institute Press. ISBN 1-55750-263-3.
* Gardiner, Robert & Gray, Randal, eds. (1985). *Conway's All the World's Fighting Ships 1906–1921*. Annapolis, Maryland: Naval Institute Press. ISBN 0-85177-245-5.
* *This article incorporates text from the public domain* Dictionary of American Naval Fighting Ships*. The entry can be found here.*

## InfoBox

| USS *O-14* off Mare Island Navy Yard, Vallejo, California, ca. 1924. | |
| --- | --- |
| History | |
| United States | |
| Name | USS *O-14* |
| Ordered | 3 March 1916 |
| Builder | California Shipbuilding Company, Long Beach, California |
| Laid down | 6 July 1916 |
| Launched | 6 May 1918 |
| Commissioned | 1 October 1918 |
| Decommissioned | 17 June 1924 |
| Stricken | 9 May 1930 |
| Fate | Sold for scrap, 30 July 1930 |
| General characteristics | |
| Class and type | O-class submarine |
| Displacement | * 491 long tons (499 t) surfaced * 566 long tons (575 t) submerged |
| Length | 175 ft 3 in (53.4 m) |
| Beam | 16 ft 9 in (5.1 m) |
| Draft | 13 ft 9 in (4.2 m) |
| Installed power | * 880 bhp (660 kW) (diesel) * 740 hp (550 kW) (electric) |
| Propulsion |  |
| Speed | * 14 knots (26 km/h; 16 mph) surfaced * 10.5 knots (19.4 km/h; 12.1 mph) submerged |
| Range | 5,500 nmi (10,200 km; 6,300 mi) at 11.5 knots (21.3 km/h; 13.2 mph) on the surface |
| Test depth | 200 feet (61.0 m) |
| Complement | 2 officers, 27 men |
| Armament |  |


title: USS O-1

abstract: USS O-1 (SS-62) was the lead ship of her class of submarines built for the United States Navy during World War I.

text:
# USS O-1

**USS *O-1* (SS-62)** was the lead ship of her class of submarines built for the United States Navy during World War I.

## Description

The O-class submarines were designed to meet a Navy requirement for coastal defense boats. The submarines had a length of 172 feet 3 inches (52.5 m) overall, a beam of 18 feet 1 inch (5.5 m) and a mean draft of 14 feet 5 inches (4.4 m). They displaced 521 long tons (529 t) on the surface and 629 long tons (639 t) submerged. The O-class submarines had a crew of 29 officers and enlisted men. They had a diving depth of 200 feet (61.0 m).

For surface running, the boats were powered by two 440-brake-horsepower (328 kW) diesel engines, each driving one propeller shaft. When submerged each propeller was driven by a 370-horsepower (276 kW) electric motor. They could reach 14 knots (26 km/h; 16 mph) on the surface and 10.5 knots (19.4 km/h; 12.1 mph) underwater. On the surface, the O class had a range of 5,500 nautical miles (10,200 km; 6,300 mi) at 11.5 knots (21.3 km/h; 13.2 mph).

The boats were armed with four 18 inch (450 mm) torpedo tubes in the bow. They carried four reloads, for a total of eight torpedoes. The O-class submarines were also armed with a single 3"/50 caliber deck gun.

## Construction and career

*O-1* was laid down on 26 March 1917 at the Portsmouth Navy Yard in Kittery, Maine. She was launched on 9 July 1918, and commissioned on 5 November 1918 with Lieutenant Commander Norman L. Kirk in command. Commissioned just before the Armistice with Germany, *O-1* operated in the Atlantic coastal waters from Cape Cod to Key West, Florida, after World War I. Reclassified a second-line submarine on 25 July 1924, and first-line on 6 June 1928, *O-1* was converted to an experimental vessel on 28 December 1930, and operated in this capacity out of the submarine base at New London, Connecticut, until decommissioning on 11 June 1931. She was stricken from the Naval Vessel Register on 18 May 1938 and sold for scrap.

* Friedman, Norman (1995). *U.S. Submarines Through 1945: An Illustrated Design History*. Annapolis, Maryland: Naval Institute Press. ISBN 1-55750-263-3.
* Gardiner, Robert & Gray, Randal, eds. (1985). *Conway's All the World's Fighting Ships 1906–1921*. Annapolis, Maryland: Naval Institute Press. ISBN 0-85177-245-5.

*This article incorporates text from the public domain* Dictionary of American Naval Fighting Ships*. The entry can be found here.*

## InfoBox

| USS *O-1* underway, probably in 1918. | |
| --- | --- |
| History | |
| United States | |
| Name | USS *O-1* |
| Ordered | 3 March 1916 |
| Builder | Portsmouth Navy Yard, Kittery, Maine |
| Laid down | 26 March 1917 |
| Launched | 9 July 1918 |
| Commissioned | 5 November 1918 |
| Decommissioned | 11 June 1931 |
| Stricken | 18 May 1938 |
| Fate | Sold for scrap |
| General characteristics | |
| Type | O-class submarine |
| Displacement | * 521 long tons (529 t) surfaced * 629 long tons (639 t) submerged |
| Length | 172 ft 3 in (52.5 m) |
| Beam | 18 ft 1 in (5.5 m) |
| Draft | 14 ft 5 in (4.4 m) |
| Installed power | * 880 bhp (660 kW) (diesel) * 740 hp (550 kW) (electric) |
| Propulsion |  |
| Speed | * 14 knots (26 km/h; 16 mph) surfaced * 10.5 knots (19.4 km/h; 12.1 mph) submerged |
| Range | 5,500 nmi (10,200 km; 6,300 mi) at 11.5 knots (21.3 km/h; 13.2 mph) on the surface |
| Test depth | 200 feet (61.0 m) |
| Complement | 2 officers, 27 enlisted |
| Armament |  |


title: USS LST-535

abstract: USS LST-535 was a LST-491-class tank landing ship in the United States Navy during World War II. She was transferred to the Republic of China Navy as ROCS Chung Wan (LST-229).

text:
# USS LST-535

**USS *LST-535*** was a *LST-491*-class tank landing ship in the United States Navy during World War II. She was transferred to the Republic of China Navy as **ROCS *Chung Wan* (LST-229)**.

## Construction and career

*LST-535* was laid down on 19 October 1943 at Missouri Valley Bridge and Iron Company, Evansville, Indiana. Launched on 21 December 1943 and commissioned on 4 February 1944.

### Service in the United States Navy

During World War II, *LST-535* was assigned to the Europe-Africa-Middle theater but later changed to Asiatic-Pacific theater. She then participated in the Invasion of Normandy from 6 to 25 June 1944.

She participated in the invasion of Okinawa and later took occupation there from 30 May to 10 June 1945. She assigned to Occupation service in the Far East from 10 to 28 September 1945 and 1 to 14 January 1946.

She was decommissioned on 14 January 1946 and came under the Commander Naval Forces Far East (COMNAVFE) Shipping Control Authority for Japan (SCAJAP), redesignated ***Q004***.

Transferred to the Military Sea Transportation Service (MSTS), 31 March 1952, and placed in service as **USNS *T-LST-535***.

*LST-535* was struck from the Navy Register on 1 October 1958 and transferred to the Republic of China.

### Service in the Republic of China Navy

She was commissioned into the Republic of China Navy on 16 September 1958 and renamed **ROCS *Chung Wan*** **(LST-229)** and was subordinate to the Deng Er Fleet Department (136 Fleet Department).

The Vietnam War in 1975 was about to end, and Vietnam's redification was a foregone conclusion. The Taiwan Navy carried out the Tongji exercise on March 28 of the same year and dispatched the Chung Jian (LST-205) and Chong Chie (LST-218), *Chung Wan* (LST-229) and Chung Bang (LST-230) went to Vietnam to evacuate overseas Chinese and refugees, and transport supplies.

On March 30, on the way to Vietnam, the detachment learned that Da Nang and Cam Ranh Bay had fallen, and the *Chung Wan* and Chung Bang ships turned into the Chao Phraya River and arrived in Saigon on April 3 to unload their supplies. To help the refugees, he sailed out of the Chao Phraya River to Phu Quoc Island to join Chung Jian and Chung Chie. On April 14, the Chung Wan ship landed and landed on the island first, and the three ships including Chung Jian also completed the beaching and landing on the island, carrying out the task of unloading materials and humanitarian rescue.

During the naval service period, the ship performed out-of-island transportation, supplementary training, and exercise training. It was able to display mutual assistance, cooperation, and the spirit of unity and struggle, and it was successfully completed.

Since the flight decks of the Chung Jian and *Chung Wan* have not been modified to take off and land the helicopter, they will return to Taiwan first after completing the loading of personnel and materials. Chung Chien and Chung Bang remained on standby in Phu Quoc Island, and then returned to Taiwan safely and smoothly.

Due to the gradual decrease in transportation and replenishment tasks, a simple seal was ordered on 16 December 1990.

## Awards

*LST-535* have earned the following awards:

## Citations

## Sources

## InfoBox

|  | |
| --- | --- |
| History | |
| United States | |
| Name | *LST-535* |
| Builder | Missouri Valley Bridge and Iron Co., Evansville |
| Laid down | 19 October 1943 |
| Launched | 21 December 1943 |
| Sponsored by | Mrs. John L. Mullins |
| Commissioned | 4 February 1944 |
| Decommissioned | 14 January 1946 |
| Reclassified | * *Q014*, 14 January 1946 * *T-LST-535*, 31 March 1952 |
| Stricken | 1 October 1958 |
| Identification |  |
| Honors and
awards | See *Awards* |
| Fate | Transferred to Republic of China, 1 October 1958 |
| Taiwan | |
| Name | * *Chung Wan* * (中萬) |
| Acquired | 1 October 1958 |
| Commissioned | 16 September 1958 |
| Decommissioned | 1 February 1993 |
| Identification | Hull number: LST-229 |
| General characteristics | |
| Class and type | *LST-491*-class tank landing ship |
| Displacement | * 1,625 long tons (1,651 ) (light) * 4,080 long tons (4,145 t) (full (seagoing draft with 1,675 short tons (1,520 ) load) * 2,366 long tons (2,404 t) (beaching) |
| Length | 328 ft (100 ) oa |
| Beam | 50 ft (15 m) |
| Draft | * Unloaded: 2 ft 4 in (0.71 m) forward; 7 ft 6 in (2.29 m) aft * Full load: 8 ft 3 in (2.51 m) forward; 14 ft 1 in (4.29 m) aft * Landing with 500 short tons (450 t) load: 3 ft 11 in (1.19 m) forward; 9 ft 10 in (3.00 m) aft |
| Installed power |  |
| Propulsion |  |
| Speed | 12 kn (22 km/h; 14 mph) |
| Range | 24,000 nmi (44,000 km; 28,000 mi) at 9 kn (17 km/h; 10 mph) while displacing 3,960 long tons (4,024 t) |
| Boats & landing
craft carried | 6 x LCVPs |
| Capacity | 1,600–1,900 short tons (3,200,000–3,800,000 lb; 1,500,000–1,700,000 kg) cargo depending on mission |
| Troops | 16 officers, 147 enlisted men |
| Complement | 13 officers, 104 enlisted men |
| Armament |  |


title: USS LST-18

abstract: USS LST-18 was a United States Navy LST-1-class tank landing ship used exclusively in the Asiatic-Pacific Theater during World War II and manned by a United States Coast Guard crew. Like many of her class, she was not named and is properly referred to by her hull designation.

text:
# USS LST-18

**USS *LST-18*** was a United States Navy *LST-1*-class tank landing ship used exclusively in the Asiatic-Pacific Theater during World War II and manned by a United States Coast Guard crew. Like many of her class, she was not named and is properly referred to by her hull designation.

## Construction

*LST-18* was laid down on 1 October 1942, at Pittsburgh, Pennsylvania by the Dravo Corporation; launched on 15 February 1943; sponsored by Miss Ruth Watt; placed in reduced commission for transportation to be fitted out; and fully commissioned on 26 April 1943.

## Service history

During the war *LST-18* served exclusively and extensively in the Asiatic-Pacific Theater from September 1943 until November 1945.

*LST-18* was then floated down the Ohio and Mississippi rivers from 19–25 April 1943, arriving at New Orleans on the latter date. When she entered commissioned service there were only 7 officers and 67 enlisted men in the original crew. After tests and maneuvers at St. Andrews, Florida, she returned to New Orleans on 14 May 1943, for post-shakedown availability. She was then assigned to LST Flotilla 7, Group 21, Division 41.

*LST-18* left Galveston, Texas, on 25 May 1943, with Convoy HK 186 headed for Key West, Florida, where she arrived on 29 May 1943.

On 1 June 1943, she got underway for the Canal Zone. Arriving at Coca Sola, Canal Zone, on 14 June 1943, Commander Clarence H. Peterson, USCG, with two officers and 13 enlisted men reported aboard for duty to the staff of Group 21, LST Flotilla 7 and *LST-18* was designated flagship for the group.

She then travelled to Australia, where she left Caloundra, Queensland, on 23 August 1943, en route to Townsville, Queensland, with Convoy QL 8, arriving on 26 August. From there she left two days later with Convoy TN 147 en route to Milne Bay, Territory of Papua, where she arrived on 31 August 1943.

She then proceeded to Milne Bay, New Guinea, arriving on 2 September 1943, for ten days of beaching operations and loading for the first trip in the forward areas.

### Eastern New Guinea operation

*LST-18* participated in the landing at Scarlet Beach, New Guinee during the Battle of Finschhafen from 22–24 September 1943.

### Bismarck Archipelago operation

*LST-18* participated in the Cape Gloucester landings, New Britain at the end of December 1943 and January 1944. She then assisted in the Admiralty Islands landings at the end of March until 1 April 1944.

### Hollandia and Western New Guinea operation

*LST-18* remained busy participating in the Hollandia operation at the end of April and the beginning of May 1944, the Toem-Wakde-Sarmi area in the middle of May 1944, the Biak Island invasion in the middle of June 1944, the Noemfoor Island invasion at the beginning to the middle of July 1944, the Cape Sansapor landings at the end of July and the beginning of August 1944, and the Morotai landings in mid-September 1944.

### Leyte operation

From the Western New Guinea area *LST-18* moved to the Philippines to participate in General Douglas MacArthur's promised liberation of the islands from the Japanese occupation starting with the Leyte landings from the middle of October until the end of November 1944.

*LST-18* ended her combat career participating in the Battle of Luzon Lingayen Gulf landings from the beginning to the middle of January 1945, the Palawan Island landings at the beginning of March 1945, and then the Visayan Islands landings at the end of March and the beginning of April 1945.

In carrying out these invasions, *LST-18* was under attack on eight different occasions by enemy planes, shore installations and torpedo. No casualties were suffered by the ship's crew, but one Army passenger was killed aboard, the result of an enemy aircraft strafing run. The ship carried approximately 19,000 st (270,000 lb; 120,000 kg) of equipment in all these trips and about 16,000 Army and Navy personnel. She also evacuated 617 ambulatory cases and 179 stretcher cases from the various beachheads. There were three deaths aboard; one Army enlisted who had been brought on board for treatment; one Army passenger who died of wounds during an air attack (mentioned earlier) and one prisoner of war who was brought on board for treatment. Up to the time of the ship's return to San Francisco on 16 December 1945, 291 enlisted men and 33 officers had served aboard at various intervals.

## Postwar career

After the cessation of hostilities on 14 August 1945, the LST made one support landing at Brunei Bay, Borneo, on 25 August 1945, and then completed her tour of duty by taking a load of occupation troops to Taku, China.

*LST-18* performed occupation duty in the Far East until early November 1945. She returned to the United States and was decommissioned on 3 April 1946. She was struck from the Navy list on 17 April 1946 and was sold to the Suwannee Fruit & Steamship Co., of Jacksonville, Florida, on 31 October 1946 for conversion to merchant service, before eventually being scrapped on 31 July 1959.

## Awards

## Bibliography

* "LST-18". *Dictionary of American Naval Fighting Ships*. Naval History and Heritage Command. 4 August 2015. Retrieved 16 August 2016. This article incorporates text from this source, which is in the public domain.
* "USS LST-18". NavSource Online. 28 April 2017. Retrieved 15 August 2017.
* "Convoy HK.186". Arnold Hague Convoy Database. Retrieved 19 August 2016.
* "Convoy QL.8". Arnold Hague Convoy Database. Retrieved 19 August 2016.
* "Convoy TN.147". Arnold Hague Convoy Database. Retrieved 19 August 2016.
* "USS LST-18" (PDF). United States Coast Guard. Retrieved 15 August 2017. This article incorporates text from this source, which is in the public domain.

## InfoBox

| USS *LST-18*, ready to retract from a beach with the help of several bulldozers, date and location unknown. | |
| --- | --- |
| History | |
| United States | |
| Name | *LST-18* |
| Builder | Dravo Corporation, Pittsburgh, Pennsylvania |
| Laid down | 1 October 1942 |
| Launched | 15 February 1943 |
| Sponsored by | Miss Ruth Watt |
| Commissioned | * 19 April 1943, reduced commission * 26 April 1943, full commission |
| Decommissioned | 3 April 1946 |
| Stricken | 17 April 1946 |
| Identification |  |
| Honors and
awards | 7 × battle stars |
| Fate | Sold for conversion to commercial service, 31 October 1946, scrapped 31 July 1959 |
| General characteristics | |
| Type | *LST-1*-class tank landing ship |
| Displacement | * 4,080 long tons (4,145 t) full load * 2,160 long tons (2,190 t) landing |
| Length | 328 ft (100 ) oa |
| Beam | 50 ft (15 m) |
| Draft | * Full load: 8 ft 2 in (2.49 m) forward; 14 ft 1 in (4.29 m) aft * Landing at 2,160 t: 3 ft 11 in (1.19 m) forward; 9 ft 10 in (3.00 m) aft |
| Installed power |  |
| Propulsion |  |
| Speed | 12 kn (22 km/h; 14 mph) |
| Range | 24,000 nmi (44,000 km; 28,000 mi) at 9 kn (17 km/h; 10 mph) while displacing 3,960 long tons (4,024 t) |
| Boats & landing
craft carried | 2 or 6 x LCVPs |
| Capacity | * 2,100 tons oceangoing maximum * 350 tons main deckload |
| Troops | 16 officers, 147 enlisted men |
| Complement | 13 officers, 104 enlisted men |
| Armament |  |
| Service record | |
| Part of: | **LST Flotilla 7** |
| Operations: |  |
| Awards: |  |


title: Tuen Mun FC

abstract: Tuen Mun Football Club is a Hong Kong football club which currently competes in the Hong Kong Third Division.

text:
# Tuen Mun FC

**Tuen Mun Football Club** (Chinese: 屯門足球會) is a Hong Kong football club which currently competes in the Hong Kong Third Division.

## History

Founded in 2001, the team had been representing Tuen Mun District to compete in the Hong Kong Third 'District' Division League, having won the Hong Kong Third 'District' Division League in the 2004–05 season. However, they became independent from the Tuen Mun District and joined the Hong Kong Third 'A' Division League.

In the 2006–07 season, they became the champions of the Hong Kong Third 'A' Division League, but eventually lost in the Hong Kong Third Division League final round and failed to gain promotion.

In the 2011–12 season, they became the runner-up of the Hong Kong Third 'A' Division League. Then in the Hong Kong Third Division League final round, they successfully gained promotion to the Hong Kong Second Division League next season.

In the 2016–17 season, TMFC finished bottom of the league and were relegated back to the Third Division, having lost 15 games and only winning 2 out of the 22 games in the season.

In the 2017–18 season, TMFC finished second bottom in the Third Division and were eliminated from the Hong Kong football league system.

After the expansion of the Third Division to 20 teams, TMFC re-entered the pyramid during the 2021–22 season.

## Honours

### League

**Champions (1)**: 2006–07 **Runners-up (1)**: 2011–12 **Champions (1)**: 2004–05

## InfoBox

Tuen Mun FC
|  | |
| --- | --- |
| Full name | Tuen Mun Football Club |
| Nickname(s) | TMFC |
| Founded | 2001 |
| President | Leung Chi Lap |
| Head coach | Chung Pak Man |
| League | Hong Kong Third Division |
| 2023–24 | Third Division, 14th of 15 |
|  | |
|  | |
|  | |


title: WKKF

abstract: WKKF - branded as Kiss 102-3 - is a top 40 (CHR) station licensed to Ballston Spa, New York and serving the Capital District and Adirondacks. The station is owned by iHeartMedia and broadcasts at 4,100 watts ERP from a transmitter in Clifton Park, New York on a tower shared with WMHH and WTMM-FM.

text:
# WKKF

**WKKF** (102.3 FM) - branded as **Kiss 102-3** \- is a top 40 (CHR) station licensed to Ballston Spa, New York and serving the Capital District and Adirondacks. The station is owned by iHeartMedia and broadcasts at 4,100 watts ERP from a transmitter in Clifton Park, New York on a tower shared with WMHH and WTMM-FM.

## Programming

WKKF currently programs a Premium Choice rhythmic CHR format, including hip-hop, R&B, and dance music, however, the station has been through several iterations of CHR formats since 2000, including adult CHR and Mainstream CHR. Its primary competitors include Mainstream CHR WFLY and Urban/Rhythmic CHR WAJZ.

Programming currently featured on WKKF is primarily under iHeartMedia's *Premium Choice* banner, and includes *Elvis Duran and the Morning Show*, and local jocks Terry O'Donnel, and D. Scott. Additionally, WKKF features American Top 40 hosted by Ryan Seacrest.

## History

### Saratoga Springs history

The 102.3 frequency originally began in Saratoga Springs, New York in 1968 as WKAJ-FM, sister to WKAJ running an easy listening format. In 1979, WKAJ-FM changed its calls to WASM keeping the easy listening format though by the mid-1980s the station evolved to an Adult contemporary approach. In June 1987, WASM flipped to Top 40 WQQY *(102 Double Q)* and began to make a minor wave in the Albany ratings by giving WFLY and WGFM a run for its money in Saratoga County. Among the air talent at WQQY was Rob Dawes early in his career before moving back to the frequency.

### Move to Ballston Spa

With the decline of Top 40 in the early 1990s, its limited 3000 watt signal, WQQY began to look to the south for a better alternative. Having a construction permit to move the station down to the Albany area, WQQY moved its transmitter 12 miles south to Clifton Park (licensed to nearby Ballston Spa), upgraded to 6000 watts, and relaunched in September 1991 as WZRQ, becoming Albany's affiliate of ABC's *Z-Rock* satellite hard rock format. WZRQ remained as an affiliate of Z-Rock until the network's end in late 1996. Needing a new format, then-owner Radio Enterprises (a joint venture of Clear Channel Communications (now iHeartMedia) and local investors) decided to go after heritage rock station WPYX with a Classic Rock format as *Classic Rock 102.3 FM* with the WXCR calls. Though former WPYX morning team "Mason and Sheehan" were hired several months later, they were fired a year later, in 1998.

### 102.3 KISS FM

After Clear Channel acquired WPYX in 2000, 102.3 returned to Top 40 (CHR) as Clear Channel's trademarked *KISS FM* brand was adopted on May 26, 2000 after a day of stunting, with the WKKF calls following soon after. WXCR personality Steve Scott was the only one to make the transition from classic rock to CHR as Jeff Mrozek adopted the afternoon drive spot at former sister station WQBK-FM earlier that year. Since its launch, WKKF has been a largely successful station going after heritage CHR WFLY with a more rhythmic, younger-leaning format. This approach has allowed it to hold its own against WFLY, a station which had not seen competition for a decade prior to WKKF's launch, and WAJZ, a Rhythmic (since 2005) who happens to be WFLY's sister station.

Much of WKKF's early airstaff were transplants from other stations in the market: former Program Director/midday jock Rob Dawes previously held the same position at WFLY, former midday jock Ally Reid handled middays at WFLY as well as sister station WFLZ in Tampa, Florida, and former WFLY jock "Joey Kidd" (formerly in morning drive, also known as Joe Rosati on WDTW-FM in Detroit, Michigan). Mike Corts, former WFLY jock began board operating Mornings until Valentine in the Morning was syndicated. Corts was hired to host nights on Kiss and also hosted the popular and #1 rated Saturday night "Remix". Afternoon drive jock DJ Thomas, the last original staff member from WKKF's launch, former night jock Mick Lee now Program Director at WLIT, Chicago, as well as former evening jock Corey Kincaid, left WKKF in 2009. In addition, the syndicated *Elvis Duran and the Morning Show* (originating at WHTZ in New York City) was added in morning drive on the station that year.

After the demise of sister alternative rock station WHRL in September 2010, WKKF added more pop rock and alternative artists to its playlist that it would not play as much before, including The Script, Lady Antebellum, and Paramore; in addition, the station added more 1990s and early 2000s gold to its playlist. After the start of 2012, the station has reverted to a Rhythmic Contemporary direction, although still reporting as a Mainstream Top 40 by Mediabase and Nielsen BDS. Regarding WKKF's direction shift, they continue to be a mainstream top 40 because of most markets having two Top 40 (CHR) stations.

### KISS 102.3

By early 2013, the station has made a slight change in branding to *Kiss 102.3* and reverted to a more mainstream CHR approach including more pop-rock artists.

## HD Radio operations

In 2005, WKKF upgraded to IBOC digital radio alongside the rest of Clear Channel's Albany stations. On August 17, 2006, WKKF began airing an HD2 channel with a pop and new music-heavy CHR format known as the *Hot Spot* (later rebranded as the *Verizon New Music Channel*) which is heard on several other Kiss stations across the United States. The HD2 channel flipped formats in 2011 to a 1980s and 1990s hip hop and R&B channel; a few years later, the format was dropped in favor of NickRadio, eventually On Air with Ryan Seacrest Replay Channel and now iHeart2010s.

## InfoBox

WKKF
|  | |
| --- | --- |
|  | |
| Broadcast area | Albany, New York |
| Frequency | 102.3 MHz (HD Radio) |
| Branding | Kiss 102-3 |
| Programming | |
| Format | Top 40 (CHR) |
| Subchannels | HD2: 2010s hits "iHeart2010s Radio" |
| Affiliations | Premiere Networks |
| Ownership | |
| Owner |  |
| Sister stations | WGY, WGY-FM, WRVE, WPYX, WTRY-FM, WOFX |
| History | |
| First air date | 1968 (as WKAJ-FM Saratoga Springs) |
| Former call signs | WKAJ-FM (1968–1979)
WASM (1979–1987)
WQQY (1987–1991)
WZRQ (1991–1996)
WXCR (1997–2000) |
| Call sign meaning | Kapitol\[sic\] Kiss FM |
| Technical information | |
| Facility ID | 17030 |
| Class | A |
| ERP | 4,100 watts |
| HAAT | 118 meters (387 ft) |
| Transmitter coordinates | 42°52′44″N 73°51′47″W / 42.879°N 73.863°W / 42.879; -73.863 |
| Links | |
| Webcast | Listen Live
Listen Live (HD2) |
| Website | kiss1023.iheart.com |


title: Thomas Mark

abstract: Thomas Mark was the fourth Public Service Commissioner in New Zealand. He was a conservative in favour of a non-political public service. In 1936 the Labour government would have preferred John H. Boyes to Thomas Mark, who was the logical appointment as Public Service Commissioner. So Boyes and Mark were appointed as co-equal Joint Commissioners, and there was an awkward two years before Boyes was appointed to establish the new Social Security Department. Mark died in his Minister's office. He ‘courageously defied a minister over the issue of inspecting a sub-department and compelling the resignation of its head’ before dying of heart failure in the minister's office in the middle of the confrontation according to the State Services Commission website. But the obituaries in the two Wellington newspapers say he was on his way to the office of the Minister of Justice and Education, Mr Mason, and was in the passageway outside the minister's office when he collapsed. He was 54 years old, and was born in Waitahuna. He was survived by his wife Daisy, 5 sons and 2 daughters.

text:
# Thomas Mark

**Thomas Mark** (11 July 1887 - 9 June 1941) was the fourth Public Service Commissioner in New Zealand. He was a conservative in favour of a non-political public service. In 1936 the Labour government would have preferred John H. Boyes to Thomas Mark, who was the logical appointment as Public Service Commissioner. So Boyes and Mark were appointed as co-equal Joint Commissioners, and there was an awkward two years before Boyes was appointed to establish the new Social Security Department.

Mark died in his Minister's office. He ‘courageously defied a minister over the issue of inspecting a sub-department and compelling the resignation of its head’ before dying of heart failure in the minister's office in the middle of the confrontation according to the State Services Commission website. But the obituaries in the two Wellington newspapers say he was on his way to the office of the Minister of Justice and Education, Mr Mason, and was in the passageway outside the minister's office when he collapsed. He was 54 years old, and was born in Waitahuna.

He was survived by his wife Daisy, 5 sons and 2 daughters.

* *Obituary* in Dominion of 10 June 1941 & Evening Post of 9 June 1941
* Henderson, Alan (19 September 1990). *The Quest for Efficiency:The Origins of the State Services Commission*. State Services Commission. ISBN 0-477-05538-9.

## InfoBox

| Thomas Mark | |
| --- | --- |
|  | |
| Public Service Commissioner | |
| **In office**<br>1936–1941 | |
| Prime Minister | Michael Joseph Savage, Peter Fraser |
| Preceded by | Paul N.D. Verschaffelt CMG |
| Succeeded by | John H. Boyes CMG |
|  | |
| Personal details | |
| Born | Waiatahuna |
| Died | 9 June 1941 |
|  | |


title: Terry Barr

abstract: Terry Albert Barr was an American football player. He played professional football for nine seasons in the National Football League (NFL) for the Detroit Lions from 1957 to 1965. He began his NFL career as a defensive back and return specialist and later became one of the best pass receivers in the NFL. He played in the Pro Bowl in both 1963 and 1964, led the NFL with 13 touchdown receptions in 1963, and was among the NFL leaders with 1,086 receiving yards in 1963 and 1,030 receiving yards in 1964. Over his nine-year NFL career, Barr appeared in 102 games and caught 227 passes for 3,810 yards and 35 touchdowns. Barr also played college football as a halfback for the University of Michigan from 1954 to 1956. He was selected as the Most Valuable Player on the 1955 Michigan Wolverines football team and was inducted into the University of Michigan Athletic Hall of Honor in 1994.

text:
# Terry Barr

**Terry Albert Barr** (August 8, 1935 – May 28, 2009) was an American football player. He played professional football for nine seasons in the National Football League (NFL) for the Detroit Lions from 1957 to 1965. He began his NFL career as a defensive back and return specialist and later became one of the best pass receivers in the NFL. He played in the Pro Bowl in both 1963 and 1964, led the NFL with 13 touchdown receptions in 1963, and was among the NFL leaders with 1,086 receiving yards in 1963 and 1,030 receiving yards in 1964. Over his nine-year NFL career, Barr appeared in 102 games and caught 227 passes for 3,810 yards and 35 touchdowns.

Barr also played college football as a halfback for the University of Michigan from 1954 to 1956. He was selected as the Most Valuable Player on the 1955 Michigan Wolverines football team and was inducted into the University of Michigan Athletic Hall of Honor in 1994.

## Early years

Barr was born in 1935 in Grand Rapids, Michigan. He grew up on the east side of Grand Rapids in a family of ten children. He attended Central High School in Grand Rapids. He played football and basketball and ran track at Central High School and was the Michigan state champion in the 440-yard dash in both 1952 and 1953.

## University of Michigan

Barr enrolled at the University of Michigan in 1953 and played at the halfback position for Bennie Oosterbaan's Michigan Wolverines football teams from 1954 to 1956. Barr first gained acclaim after leading Michigan to a victory over Army early in the 1955 season; he rushed for a touchdown in the first quarter and then returned a punt 82 yards for a touchdown in the second quarter. At the end of the season, Barr was selected as the Most Valuable Player on the 1955 Michigan Wolverines football team that compiled a 7–2 record and was ranked #12 and #13 in the final AP and UPI polls.

On the 1956 Michigan Wolverines football team Barr was selected as a first-team All-Big Ten player by United Press (UP).

During his junior and senior years from 1955 to 1956, Barr contributed over 1,600 yards to the Wolverines, including 611 rushing yards, 466 punt and kickoff return yards, 306 passing yards, and 140 receiving yards. He was inducted into the University of Michigan Athletic Hall of Honor in 1994.

Barr was a member of the Sigma Chi Fraternity and lived with several teammates including Ron Kramer and Tom Maentz at U of M's Theta Theta Chapter.

While at Michigan and during the start of his NFL career, Barr was an officer in the US Army ROTC, trained at the US Armory School at Ft Knox, KY and achieved the rank of Captain as a company tank commander in the US Army Reserves.

## Professional football

Barr was selected by the Detroit Lions in the third round (36th overall pick) of the 1957 NFL draft. In his rookie season, he played in the NFL Championship Game. In Detroit's 59–14 win over Cleveland, Barr intercepted a pass and returned it 19 yards for a score. Barr spent nine seasons with the Lions from 1957 to 1965. In his first three seasons, he was used principally as a defensive back and return specialist. He returned 26 kickoffs for 655 yards and 50 punts for 262 yards from 1957 to 1960.

The Lions began using him increasingly on offense in 1960, but he missed a portion of the 1962 season with a knee injury that required surgery.

Barr became one of the best pass receivers in the NFL from 1963 to 1964. In 1963, he led the NFL with 13 touchdown receptions and was invited to play in his first Pro Bowl. He also ranked among the NFL's leaders in 1963 with 13 touchdowns (2nd), 66 receptions (3rd), 1,086 receiving yards (4th), 77.6 receiving yards per game (5th), 78 points scored (7th), and 1,095 yards from scrimmage (7th). In 1964, Barr was again selected to play in the Pro Bowl and again ranked among the NFL leaders with 1,030 receiving yards (2nd), 73.6 receiving yards per game (3rd), 9 receiving touchdowns (4th), 18.1 yards per reception (5th), 57 receptions (7th), and 1,061 yards from scrimmage (7th).

Barr's career ended after the 1965 season due to a knee injury. Over his nine-year NFL career, Barr appeared in 102 games and caught 227 passes for 3,810 yards and 35 touchdowns.

## Later years and family

After retiring from football, Barr was involved in several businesses in suburban Detroit. He operated an insurance agency in partnership with Joe Schmidt and Nick Pietrosante for several years. In 1971, he bought a Southfield, Michigan-based company that became Terry Barr Sales L.L.C., which provided sales, marketing, engineering and other services to the automotive industry. He was also the chairman of Libralter Plastics, an automotive industry supplier. His business interests also included a restaurant, several manufacturing operations, commercial real estate and a boys summer camp in northern Michigan. Barr was a past president of the Bloomfield Hills Country Club.

Barr was married, and he and his wife, Shelley, had three sons, Brian, Alan and Terrence. He was inducted into the University of Michigan Athletic Hall of Honor and the Michigan Sports Hall of Fame.

Barr was an avid golfer, fisherman, and duck hunter. He maintained homes in Bloomfield Hills MI, Charlevoix MI, and Boca Grande FL.

In 2005 The Sigma Chi Fraternity honored Barr with the Significant Sig Award.

Barr died in 2009 at age 73 after a long battle with Alzheimer's disease.

## NFL career statistics

| Legend | |
| --- | --- |
|  | Won the NFL championship |
|  | Led the league |
| **Bold** | Career high |

### Regular season

| Year | Team | Games | | Receiving | | | | |
| --- | --- | --- | --- | --- | --- | --- | --- | --- |
| | | GP | GS | Rec | Yds | Avg | Lng | TD |
| 1957 | DET | 12 | 0 | *Did not play offense* | | | | |
| 1958 | DET | 12 | 12 | *Did not play offense* | | | | |
| 1959 | DET | 11 | 9 | 10 | 180 | 18.0 | 45 | 0 |
| 1960 | DET | 12 | 4 | 5 | 26 | 5.2 | 11 | 1 |
| 1961 | DET | **14** | **14** | 40 | 630 | 15.8 | 61 | 6 |
| 1962 | DET | 6 | 6 | 25 | 425 | 17.0 | **80** | 3 |
| 1963 | DET | **14** | **14** | **66** | **1,086** | 16.5 | 75 | **13** |
| 1964 | DET | **14** | **14** | 57 | 1,030 | **18.1** | 58 | 9 |
| 1965 | DET | 7 | 7 | 24 | 433 | 18.0 | 61 | 3 |
| Career | | 102 | 80 | 227 | 3,810 | 16.8 | 80 | 35 |

## InfoBox

Terry Barr
| Barr in 1955 | |
| --- | --- |
| No. 41 | |
| Position: | Halfback, defensive back, flanker |
| Personal information | |
| Born: | (1935-08-10)August 10, 1935
Grand Rapids, Michigan, U.S. |
| Died: | May 28, 2009(2009-05-28) (aged 73)
Bloomfield Hills, Michigan, U.S. |
| Height: | 6 ft 0 in (1.83 m) |
| Weight: | 189 lb (86 kg) |
| Career information | |
| High school: | Central
(Grand Rapids, Michigan) |
| College: | Michigan |
| NFL draft: | 1957 / round: 3 / pick: 36 |
| Career history | |
|  | |
|  | |
| Career highlights and awards | |
|  | |
|  | |
| Career NFL statistics | |
| Receptions: 227  Receiving yards: 3,810  Touchdowns: 35 | |
|  | |
| Player stats at **PFR** | |
|  | |


title: Shaheed-E-Azam

abstract: Shaahed-E-Azam is a 2002 Indian Hindi-language biographical film directed by Sukumar Nair. The film was released on 31 May 2002. The film, based upon the life of Shaheed Bhagat Singh, caused some controversy as the Punjab and Haryana High Court issued a notice to the producers calling for a ban of the movie. In the same year, two other movies on Singh were also released, named 23rd March 1931: Shaheed and The Legend of Bhagat Singh. Bulleh Shah's song, "Tere Ishq Nachaya", is included in the film's soundtrack.

text:
# Shaheed-E-Azam

**Shaahed-E-Azam** is a 2002 Indian Hindi-language biographical film directed by Sukumar Nair. The film was released on 31 May 2002. The film, based upon the life of Shaheed Bhagat Singh, caused some controversy as the Punjab and Haryana High Court issued a notice to the producers calling for a ban of the movie. In the same year, two other movies on Singh were also released, named *23rd March 1931: Shaheed* and *The Legend of Bhagat Singh*.

Bulleh Shah's song, "Tere Ishq Nachaya", is included in the film's soundtrack.

## Plot

## Cast

## InfoBox

| Shaheed-E-Azam | |
| --- | --- |
| Directed by | Sukumar Nair |
| Based on | Life of Sardar Bhagat Singh |
| Starring | Sonu Sood
Raj Zutshi
Manav Vij |
| Release date | * 31 May 2002 (2002-05-31) |
| Country | India |
| Language | Hindi |


title: Shaheding station

abstract: Shaheding Station is a station of Guangzhou Metro Line 6. It is located underground in Tianhe District. It started operation on 28 December 2013.

text:
# Shaheding station

**Shaheding Station** (Chinese: 沙河顶站) is a station of Guangzhou Metro Line 6. It is located underground in Tianhe District. It started operation on 28 December 2013.

## Station layout

| **G** | - | Exits |
| --- | --- | --- |
| **L1
Concourse** | Lobby | Customer Service, Shop, Vending machines, ATMs |
| **L2
Platforms** | Platform 2 | towards Xunfenggang (Huanghuagang) |
| | Island platform, doors will open on the left | |
| | Platform 1 | towards Xiangxue (Tianpingjia) |

## Exits

| Exit number | | Exit location |
| --- | --- | --- |
| Exit A | | Xianlie Donglu |
| Exit B | | Xianlie Donglu |

23°08′50″N 113°18′25″E / 23.147276°N 113.306967°E / 23.147276; 113.306967

## InfoBox

| Shaheding
沙河顶 | |
| --- | --- |
|  | |
|  | |
| Chinese name | |
| Simplified Chinese | 沙河顶站 |
| Traditional Chinese | 沙河頂站 |
| Transcriptions  Standard Mandarin  Hanyu Pinyin Shāhédǐng Zhàn  Yue: Cantonese  Jyutping saa1ho4ding2 zaam6 | |
|  | |
| General information | |
| Location | East Xianlie Road (先烈东路) and Shuiyin Road (水荫路)
Tianhe District, Guangzhou, Guangdong
China |
| Operated by | Guangzhou Metro Co. Ltd. |
| Line(s) | Line 6 |
| Platforms | 2 (1 island platform) |
| Construction | |
| Structure type | Underground |
| History | |
| Opened | 28 December 2013 |
|  | |
| Services | |
| Preceding station  Guangzhou Metro Following station  Huanghuagangtowards Xunfenggang  Line 6  Tianpingjiatowards Xiangxue | |
|  | |
|  | |
|  | |


title: Shap Pat Heung North (constituency)

abstract: Shap Pat Heung North is one of the 39 constituencies in the Yuen Long District. Created for the 2019 District Council elections, the constituency returns one district councillor to the Yuen Long District Council, with an election every four years. Shap Pat Heung North loosely covers northern part of Shap Pat Heung in Yuen Long. It has projected population of 14,251.

text:
# Shap Pat Heung North (constituency)

**Shap Pat Heung North** (Chinese: 十八鄉北) is one of the 39 constituencies in the Yuen Long District.

Created for the 2019 District Council elections, the constituency returns one district councillor to the Yuen Long District Council, with an election every four years.

Shap Pat Heung North loosely covers northern part of Shap Pat Heung in Yuen Long. It has projected population of 14,251.

## Councillors represented

| Election | | Member | Party |
| --- | --- | --- | --- |
|  | 2019 | Shum Ho-kit | Nonpartisan |
|

## Election results

### 2010s

Yuen Long District Council Election, 2019: Shap Pat Heung North
| Party | | Candidate | Votes | % | ±% |
| --- | --- | --- | --- | --- | --- |
|  | Nonpartisan | Shum Ho-kit | 1,896 | 54.20 |  |
|  | Action 18 | Adrian Lau Chun-yu | 1,602 | 45.80 |  |
| Majority | | | 294 | 8.40 |  |
| Turnout | | | 3,499 | 70.62 |  |
|  | Nonpartisan **win** (new seat) | | | | |

## InfoBox

| Shap Pat Heung North | |
| --- | --- |
| 十八鄉北 | |
| Elected constituency<br>for the Yuen Long District Council | |
| Boundary of Shap Pat Heung Northin Yuen Long District | |
| District | Yuen Long |
| Legislative Council constituency | New Territories North West |
| Population | 14,251 (2019) |
| Electorate | 4,960 (2019) |
| Current constituency | |
| Created | 2019 |
| Number of members | One |
| Member(s) | Shum Ho-kit (Nonpartisan) |
| Created from | Shap Pat Heung East |


title: Sharon Shore

abstract: Sharon Shore is a dancer in ballet, musical comedy theater, opera, and television. She has been photographed as a model.

text:
# Sharon Shore

**Sharon Shore** is a dancer in ballet, musical comedy theater, opera, and television. She has been photographed as a model.

## Ballet

In March 1950 Shore was one of five dancers from Oakland to perform with the San Francisco Ballet in the Hayes Street (High School of Commerce) auditorium. She appeared in *Romeo and Juliet* and *Vivaldi Concerto*. In May 1953 she was in a troupe of players who danced in a ballet entitled *Ballentine*. She played the part of a queen in *The Creatures of Prometheus* in October 1953 presented by the Los Angeles Opera. Choreographed by Willam Christensen, Shore was among the court of Apollo, a role performed by John Mallozzi. Beverly Sills was in the cast.

## Theater

*Bloomer Girl* came to San Francisco in 1951 with Dick Haymes as its star. Shore was one of the dancers. She was in a production of the musical comedy *The Thousand and Second Night* in December 1955. The show was produced by Jack Yellen and featured actors Jack Cassidy and Eddie Lawrence. It was performed at the Versailles night club, 151 East 50th Street, New York City. Shore was successful in subbing for Neile Adams who was ill at one point. She also appeared at the Copacabana. She was a dancer in the original run of *Li'l Abner*. It appeared from November 15, 1956 to July 12, 1958 at the St. James Theatre on Broadway. There were 693 performances.

## Other

Shore was a member of the June Taylor Dancers on the *Jackie Gleason Show* in the 1950s. She appeared as *Betti* in a (1965) screen comedy called *The Art of Love*. Directed by Norman Jewison, the film was released by Cherokee Productions.

## Personal life

Shore was married to producer Sam Denoff; they had two children, Melissa Denoff and Matthew Denoff. She has two step-children from his first marriage, Leslie Denoff and producer Douglas Denoff.

* "Ohioan On Broadway; Earl Wilson". Lima News. March 2, 1956. p. 26.
* "Tonight's Opera Program". *Los Angeles Times*. October 20, 1953. p. B2.
* "The Thousand and Second Night". *New York Times*. December 13, 1955. p. 56.
* "Oaklanders In Leading Ballet Guild Roles". Oakland Tribune. March 26, 1950. p. 67.
* "No Frost Is On The Orange Blossoms". Oakland Tribune. November 3, 1957. p. 28.
* "Stage and Screen". Oakland Tribune. January 26, 1957. p. 5E.
* "Dreamer's Holiday". Picture Week. May 22, 1956. p. 37.
* "Ballet Star Arrives Here". Reno Evening Gazette. May 13, 1953. p. 9.
* "Along Broadway". Zanesville Signal. May 18, 1957. p. 4.

## InfoBox

| Sharon Shore | |
| --- | --- |
| Nationality | American |
| Occupation(s) | Dancer<br>Model |
| Spouse | Sam Denoff |
| Family | Douglas Denoff (stepson) |


title: Sheikh Omar Faye

abstract: Sheikh Omar Faye is the Gambian ambassador to Mauritania. Prior to this position, he was Gambian Minister of Defence, as well as a former diplomat who served as the Gambian Ambassador to the United States from 2015 to 2016, and an athlete who represented the Gambia in the 1984 Olympic games.

text:
# Sheikh Omar Faye

**Sheikh Omar Faye** (born 10 January 1960) is the Gambian ambassador to Mauritania. Prior to this position, he was Gambian Minister of Defence, as well as a former diplomat who served as the Gambian Ambassador to the United States from 2015 to 2016, and an athlete who represented the Gambia in the 1984 Olympic games.

## Early life and education

Faye was born on 10 January 1960 in Banjul, the Gambia, to Ajaratou Ramatoulie Tambedou and Alhagi Tijan Faye. His grandfather, also named Sheikh Omar Faye, was an Islamic scholar who was involved in Gambian politics in the early days of the country. The younger Faye attended Windley primary school in Half-Die, and Crab Island Junior Secondary School. He then attended St Augustine's High School on a sports scholarship, graduating in 1979. At St Augustine's, he competed in football, basketball, volleyball, rugby, and track.

## Career

### Athlete

Faye began his career as an athlete and held the Gambian records in the 100m and 200m sprint for some time. He represented the Gambia internationally, including at the 1984 Olympic Games where he was the team captain. At the Games, he competed in the 100m and 200m races, as well as the 4 × 100 metres relay. He also played rugby for the Gambian national team at this time. Concurrently, from 1981 to 1983, he worked as a tutor at the Muslim High School in Banjul.

### Military service

Faye joined the Gambian National Army in 1983 and became an officer cadet that year. In 1984, he was sent to Royal Military Academy Sandhurst to train for two years. Later in his army career, he also trained at the United States Army Command and General Staff College. Part of his service was spent as part of a peacekeeping force in Liberia. He left the army in 1994, and was in Atlanta, Georgia, at the time of Yahya Jammeh's coup. He worked as a security supervisor and utility line locator in the United States until 2005, when he returned to the Gambia.

### Politics and diplomacy

Upon returning to the Gambia, Faye was appointed as Director of Information in the office of President Jammeh. He was appointed as Minister of Youth, Sports and Religious Affairs in 2006, and remained in that post until 2007 when he was sent to Mauritania as the deputy chief of mission at the Gambian embassy there. He remained in Mauritania until 2014, when he was sent to the Gambian embassy in Washington, D.C. He formally became the chargé d'affaires on 1 April 2014, and officially became the ambassador after presenting his credentials to President Barack Obama on 3 August 2015. On 19 December, he was recalled to the Gambia. This came after calling for Jammeh to step down following Adama Barrow's victory in the 2016 presidential election.

Faye was later appointed by the Barrow administration as the Deputy Head of Mission at the Gambian Embassy in Dubai, and most recently as the Consul General of the Gambian Consulate in Jeddah, Saudi Arabia, the primary consulate in charge of serving Muslim citizens of The Gambia on pilgrimage to Mecca for the Hajj.

### Minister of Defence

While Faye was serving as Consul General in Jeddah, Saudi Arabia, President Barrow appointed Faye as the Gambia's first Minister of Defence under his administration. The appointment was made as part of a broader cabinet reshuffling announced via press release from the Office of the President on August 22, 2019.

## International competitions

Representing the  Gambia
| Year | Competition | Venue | Position | Event | Result | Wind (m/s) | Notes |
| --- | --- | --- | --- | --- | --- | --- | --- |
| 1983 | World Championships | Helsinki, Finland | 5th (q) | 100 m | 10.76 | +1.8 | heat 2 |

## InfoBox

| Sheikh Omar Faye | |
| --- | --- |
| Sheikh Omar Faye | |
|  | |
| Minister of Defence | |
| **Incumbent** | |
| **Assumed office**
22 August 2019 | |
| President | Adama Barrow |
| Preceded by | Position established |
| Gambian Ambassador to the United States | |
| **In office**
3 August 2015  19 December 2016 | |
| President | Yahya Jammeh |
| Preceded by | Neneh Macdouall-Gaye |
| Succeeded by | Ebraima Manneh |
| Minister of Youth, Sports and Religious Affairs | |
| **In office**
June 2006  September 2007 | |
| President | Yahya Jammeh |
| Preceded by | Musa Mohammed |
|  | |
| Personal details | |
| Born | (1960-01-10) 10 January 1960
Banjul, the Gambia |
| Military service | |
| Allegiance | The Gambia |
| Branch/service | Gambian National Army |
| Years of service | 1983–1994 |
| Rank | Major |
|  | |


title: Shaniel Thomas

abstract: Shaniel Thomas is a Jamaican footballer who plays as a forward for Cavalier Football Club and the Jamaica national football team.

text:
# Shaniel Thomas

**Shaniel Thomas** (born 14 September 2001) is a Jamaican footballer who plays as a forward for Cavalier Football Club and the Jamaica national football team.

## Career

### Schoolboy career

Thomas attended traditional all-boys high school Jamaica College where he began his footballing journey playing at the schoolboy level in the Manning Cup. Thomas helped the school to their fifth consecutive Manning Cup title in 2017, scoring a goal in the finals.

### Club career

Thomas is a one club man, making his Jamaica Premier League debut with Cavalier in the 2018–19 season. He won the league with the club in 2021 season.

Thomas bagged the first hat-trick of his career and the first in CONCACAF Caribbean Cup history in Cavalier's 3–0 win over Moca of the Dominican Republic, in the group stage of the 2023 CONCACAF Caribbean Cup. Thomas scored a hat-trick again in the following fixture versus Golden Lion of Martinique, setting another historic milestone as the first and only player to have ever scored back-to-back hat-tricks in the competition. Thomas ended the tournament as top goal scorer with 8 goals. Thomas was praised by head coach, Rudolph Speid, for his performance in the competition.

### International career

As a reward of for his impressive form at the 2023 CONCACAF Caribbean Cup, Thomas earned his first call-up to the Jamaica national team to face Guatemala in an international friendly at the Red Bull Arena in New Jersey. Thomas came on as a substitute replacing Tyreek Magee in the 83rd minute.

## Honors

### Club

Cavalier

### Individual

## InfoBox

Shaniel Thomas
| Personal information | | | |
| --- | --- | --- | --- |
| Full name | Shaniel Malik Michel Thomas | | |
| Date of birth | (2001-09-14) September 14, 2001 | | |
| Place of birth | Jamaica | | |
| Position(s) | Forward | | |
| Team information | | | |
| Current team | Cavalier | | |
| Number | 17 | | |
| Youth career | | | |
|  | Jamaica College | | |
| Senior career\* | | | |
| Years | **Team** | **Apps** | **(Gls)** |
| 2018– | Cavalier | 59 | (15) |
| International career | | | |
| 2023– | Jamaica | 2 | (0) |
| \*Club domestic league appearances and goals, correct as of 22 March 2024<br>‡ National team caps and goals, correct as of 22 March 2024 | | | |


title: Shavers Fork

abstract: Shavers Fork of the Cheat River is situated in the Allegheny Mountains of eastern West Virginia, USA. It is 88.5 mi (142.4 km) long and forms the Cheat at its confluence with Black Fork at Parsons. It was traditionally considered one of the five Forks of Cheat and its upper reaches constitute the highest river in the eastern United States.

text:
# Shavers Fork

**Shavers Fork of the Cheat River** is situated in the Allegheny Mountains of eastern West Virginia, USA. It is 88.5 mi (142.4 km) long and forms the Cheat at its confluence with Black Fork at Parsons. It was traditionally considered one of the five **Forks of Cheat** and its upper reaches constitute the highest river in the eastern United States.

## Geography

Shavers Fork, via the Cheat, Monongahela and Ohio Rivers, is part of the watershed of the Mississippi River, draining an area of 214 sq mi (550 km2). It flows for much of its length through the Monongahela National Forest, and drains mostly rural and forested areas. 97% of the river's basin is forested, and two-thirds of it is public land.

Shavers Fork rises in north-central Pocahontas County at Thorny Flat, highest peak of Cheat Mountain (4,848 ft; 1,478 m) and the site of Snowshoe Mountain ski resort. Its headwaters flow through the ghost town of Spruce. The river then flows generally north-northeastwardly through Randolph and Tucker Counties, where its valley is the trough between Cheat Mountain (to the west) and Shavers Mountain (to the east). Settlements along its course include Cheat Bridge, Bemis, Bowden, and Porterwood. The "High Falls of Cheat" (15 feet \[4.6 m\] high) is a few miles upstream of Bemis. Shavers Fork ultimately joins the Black Fork at Parsons to form the Cheat at an elevation of 1,621 ft (494 m).

## Names

The creek was named after the local Shaver family. According to the Geographic Names Information System, Shavers Fork has also been known historically as:

* Chavers Fork
* Main Cheat River
* Shafers Fork
* Shaffers Fork of Cheat River
* Shaver's Fork
* Shavers Fork River
* Shavers Fork of Cheat River

## Recreation

### Fishing

Multiple West Virginia stage record fish were caught along the Shavers Fork.

## InfoBox

| Shavers Fork | |
| --- | --- |
| Shavers Fork at Stuart Recreation Area in the Monongahela National Forest | |
| Map of the Monongahela River basin, with Shavers Fork highlighted. | |
| Location | |
| Country | United States |
| State | West Virginia |
| Counties | Tucker, Randolph, Pocahontas |
| Physical characteristics | |
|  | |
| Source | Thorny Flat, Cheat Mountain |
| location | Pocahontas County, West Virginia |
| coordinates | 38°23′44″N 79°59′02″W / 38.39556°N 79.98389°W / 38.39556; -79.98389 |
| elevation | 4,553 ft (1,388 m) |
|  | |
| Mouth | Cheat River |
| location | Parsons, West Virginia |
| coordinates | 39°06′39″N 79°40′43″W / 39.11083°N 79.67861°W / 39.11083; -79.67861 |
| elevation | 1,621 ft (494 m) |
| Length | 89 mi (143 km) |
| Basin size | 214 sq mi (550 km2) |
|  | |
| Discharge |  |
| location | Bowden, West Virginia |
| average | 445 cu ft/s (12.6 m3/s) |
| minimum | 99 cu ft/s (2.8 m3/s)(1976) |
| maximum | 27,600 cu ft/s (780 m3/s)(2010) |
|  | |
|  | |
| Discharge |  |
| location | Cheat Bridge, WV |
| average | 188 cu ft/s (5.3 m3/s) |
|  | |


title: Shawna Russell

abstract: Shawna Gayle Russell is an American country music singer, songwriter and musician from Okemah, Oklahoma. Russell’s musical style combines country, rock and Americana influences. To date, Russell has released three albums.

text:
# Shawna Russell

**Shawna Gayle Russell** (born August 14, 1978) is an American country music singer, songwriter and musician from Okemah, Oklahoma. Russell’s musical style combines country, rock and Americana influences. To date, Russell has released three albums.

## Early life

Russell was born to Keith and Teresa Russell in Holdenville, Oklahoma. Russell married Brandon Burnett on Oct. 5, 1998.

## Musical career

Russell first sang in public at age seven. When she was thirteen, she and her father Keith Russell formed a country band that played clubs and Elks Club lodges on weekends. At age 17, she joined her uncle Tim Russell's band and toured the club circuit across the Southwestern United States. Russell honed her vocals and developed her talent on acoustic rhythm, electric slide and lead guitar. The band toured clubs and other venues across the country, including the Grizzly Rose in Denver, Billy Bob's Texas in Fort Worth, and the Wildhorse Saloon in Nashville. Russell then spent three years doing vocals and playing guitar in Ty England’s band, including a 2005 USO Tour of South Korea. In 2007, Russell started her solo career.

Russell released her debut album, *Goddess*, on March 4, 2008. Recorded in Oklahoma City and produced by Tim Russell and Ted Curtis, the album featured drummer Russ Kunkel and bassist David Santos. The recording engineer was Julian King. *Goddess* was mixed by Grammy-winner Nathaniel Kunkel. Russell co-wrote 12 of the 13 songs on the album. *Goddess* received positive reviews from *Country Weekly* *The Oklahoman,* and a CMA *Close Up* magazine “New Artist Spotlight” feature where her voice was compared to Martina McBride, Stevie Nicks and Bonnie Raitt. The album produced three singles; “Goddess,” “Should’ve Been Born With Wheels” and “Fire In The Desert.”

Russell’s second album, *Shawna Russell* was released on June 7, 2011. Recorded in Nashville, the album reunited Russell with King (this time as producer) and with Clif Doyal and Tim Russell as co-producers. Russell wrote or co-wrote the 10 songs on the album, which included remixes of three songs from *Goddess*. Working with Russell on *Shawna Russell* were guitarists Bryan Sutton and Jon Conley, keyboardists Charles Judge and Jim “Moose” Brown, drummers Shannon Forrest and Billy Thomas and bassist Mike Brignardello.

More country-leaning in its sound than *Goddess*, *Shawna Russell* received good reviews from Roughstock, Music News Nashville, the *Oklahoma Gazette*, *Billboard*, and others. The album produced two U.S. singles, “Get Right Or Get Left” and “Waitin’ On Sunrise,” the latter charting in the Top 30 on the national MusicRow CountryBreakout Chart in May 2012. It also produce two European singles, “Sounds Like A Party” and “Everybody’s Got A Story (Remix).” The 11th Annual Independent Music Awards nominated *Shawna Russell* for best "Country Album" in 2012. Russell released two music videos that received playtime at CMT, GAC, The Country Network, and other video outlets.

In 2016, Russell became the host of The Country Network (TCN) show "Our Land The Music Highway". The show features Americana, Texas and Red Dirt music artists, interviews and music from Russell and her band.

In June 2017, Russell released *Back Around* on the Our Land label she created with Tim Russell and Jerry Putnam. The EP was recorded with Russell's touring band, the Ranch Hands, at Tim's "Runnin R Ranch" studios.


title: Sheridan Japanese School

abstract: Sheridan Japanese School was a public charter school in Sheridan, Oregon, United States. The school has been accredited by the Northwest Association of Accredited Schools since 2000. It was a Japanese-language school. The school closed down permanently in June 2022, due to finance problems and the lack of students signing up for the school next year.

text:
# Sheridan Japanese School

**Sheridan Japanese School** was a public charter school in Sheridan, Oregon, United States. The school has been accredited by the Northwest Association of Accredited Schools since 2000. It was a Japanese-language school. The school closed down permanently in June 2022, due to finance problems and the lack of students signing up for the school next year.

## Academics

In 2008, 100% of the school's seniors received their high school diploma; 4 graduated and 0 dropped out.

## InfoBox

| Sheridan Japanese School | |
| --- | --- |
|  | |
| Address | |
|  | |
| 430 SW Monroe Street
Sheridan, Yamhill County, Oregon 97378
United States | |
| Coordinates | 45°05′51″N 123°23′58″W / 45.097558°N 123.399537°W / 45.097558; -123.399537 |
| Information | |
| Type | Public |
| Opened | 1994 |
| Closed | June 2022 |
| School district | Sheridan School District |
| Director | Jennifer Schulze |
| Teaching staff | 6.00 (FTE) |
| Grades | 4-12 |
| Number of students | 88 (2017–18) |
| Student to teacher ratio | 14.67 |
| Color(s) | black and red |
| Mascot | Koi |
| Accreditation | NAAS |


title: Sheppton Mine disaster and rescue

abstract: The Sheppton Mine disaster and rescue in Sheppton, Pennsylvania, United States, was one of the first rescues of trapped miners accomplished by raising them through holes bored through solid rock, an event that gripped the world's attention during August 1963. The roof of the Sheppton anthracite coal mine collapsed on August 13 and three miners were trapped 300 feet below ground. A small borehole was drilled from the surface in an attempt to contact the miners. After several days a borehole successfully reached a mine, and revealed that two of the miners, Henry Throne and David Fellin, had survived in a small, narrow chamber. Rescuers dropped provisions to the miners and subsequent larger boreholes were made, including the final large hole bored with the assistance of billionaire Howard Hughes, and the two surviving miners were successfully raised to the surface on August 27. Attempts to contact the third miner, Louis Bova, were unsuccessful. In 1971, The Buoys recorded a hit single "Timothy", about three miners trapped underground due to a cave-in, with only two of them surviving and a strong implication they survived by cannibalizing the third. This led many to assume the song was inspired by the Sheppton disaster, but songwriter Rupert Holmes insisted he had never heard of the incident and would not have written the song if he had. Lead singer Bill Kelly backed up this account. In 2015, a Pennsylvania state historical marker was installed near the site where a third miner remains entombed.(subscription required) That same year, the book Sheppton: The Myth, Miracle & Music, explored themes of the miraculous and supernatural at the Sheppton disaster site. After they were rescued, Throne and Fellin related similar stories of having seen human-like figures, crosses, stairs, and other religious imagery. While the shared visions were similar, they varied enough in the details to suggest the miners had experienced folie à deux.

text:
# Sheppton Mine disaster and rescue

The **Sheppton Mine disaster and rescue** in Sheppton, Pennsylvania, United States, was one of the first rescues of trapped miners accomplished by raising them through holes bored through solid rock, an event that gripped the world's attention during August 1963.

The roof of the Sheppton anthracite coal mine collapsed on August 13 and three miners were trapped 300 feet below ground. A small borehole was drilled from the surface in an attempt to contact the miners. After several days a borehole successfully reached a mine, and revealed that two of the miners, Henry Throne and David Fellin, had survived in a small, narrow chamber. Rescuers dropped provisions to the miners and subsequent larger boreholes were made, including the final large hole bored with the assistance of billionaire Howard Hughes, and the two surviving miners were successfully raised to the surface on August 27. Attempts to contact the third miner, Louis Bova, were unsuccessful.

In 1971, The Buoys recorded a hit single "Timothy", about three miners trapped underground due to a cave-in, with only two of them surviving and a strong implication they survived by cannibalizing the third. This led many to assume the song was inspired by the Sheppton disaster, but songwriter Rupert Holmes insisted he had never heard of the incident and would not have written the song if he had. Lead singer Bill Kelly backed up this account.

In 2015, a Pennsylvania state historical marker was installed near the site where a third miner remains entombed.(subscription required)

That same year, the book *Sheppton: The Myth, Miracle & Music*, explored themes of the miraculous and supernatural at the Sheppton disaster site. After they were rescued, Throne and Fellin related similar stories of having seen human-like figures (including the recently deceased Pope John XXIII), crosses, stairs, and other religious imagery. While the shared visions were similar, they varied enough in the details to suggest the miners had experienced folie à deux.

40°41′15″N 76°11′53″W / 40.68758°N 76.19819°W / 40.68758; -76.19819