Li Ru (fl.180–192), courtesy name Wenyou, was an official serving under the warlord Dong Zhuo during the late Eastern Han dynasty of China.

Life

Li Ru was from Heyang County (郃陽縣), Zuopingyi (左馮翊), which is in present-day Heyang County, Shaanxi. He served as Prefect of the Gentlemen of the Palace of Hongnong Kingdom (弘農郎中令) when Dong Zhuo controlled the Han central government and the figurehead Emperor Xian between 189 and 192. In March 190, Dong Zhuo sent Li Ru to poison Liu Bian (the deposed Emperor Shao). After Dong Zhuo's death in May 192, he served under Li Jue, a former subordinate of Dong Zhuo. In the winter of 192, Li Jue recommended Li Ru to be a Palace Attendant (侍中), but Emperor Xian refused to endorse the recommendation and said: "(Li) Ru was formerly a Prefect of the Gentlemen of the Palace under the Prince of Hongnong (Liu Bian). He killed my elder brother and ought to be punished." In defence of Li Ru, Li Jue said, "It was not Li Ru's intention to follow Dong Zhuo's order. We should not punish the innocent."

In Romance of the Three Kingdoms

Li Ru has a greater role as a minor character in the 14th-century historical novel Romance of the Three Kingdoms, which romanticises the events before and during the Three Kingdoms period. In the novel, he is not just a trusted adviser of Dong Zhuo, but also a son-in-law of the warlord. As Dong Zhuo's advisor and henchman, he has a strong influence over many of the key decisions Dong Zhuo makes. For example, among other things, he advises Dong Zhuo to induce Lü Bu into defecting to his side from Ding Yuan, replace Emperor Shao with Emperor Xian, and relocate the imperial capital from Luoyang to Chang'an. When Dong Zhuo falls for the "beauty's trap" involving him, Lü Bu and Diaochan, Li Ru tries to warn Dong Zhuo about it but Dong Zhuo fails to heed his advice. After Dong Zhuo meets his end at the hands of Lü Bu in 192, Li Ru is arrested and executed for being an accomplice to Dong Zhuo's "crimes".

See also

• Lists of people of the Three Kingdoms

References

• Fan, Ye (5th century). Book of the Later Han (Houhanshu).
• Luo, Guanzhong (14th century). Romance of the Three Kingdoms (Sanguo Yanyi).
• Sima, Guang (1084). Zizhi Tongjian.

The Volvo FL is a series of trucks manufactured by Volvo Trucks. It was introduced in 1985 and has remained in production ever since, in a variety of different models of different weight ratings. It has been used in a variety of different roles aside from a truck, including as a fire engine.

First generation

"FL" stands for "Forward Control" and "Low-level Cab". The FL6 and the larger FL7 and FL10 appeared in the summer of 1985. In 1986 the smaller FL4 also appeared, with a 4-litre TD41 turbodiesel engine. The model originated after Volvo had lost much of its global market share in the medium weight segment by the 1970s, prompting the development of an entirely new model to replace the previous Volvo F series.

Beginning in 1995 some of the FL6 models were equipped with the D6A250 engine, which utilized a turbocharger as well as a supercharger. This allowed for an unusually high power-to-weight ratio and plentiful low-end torque. Volvo's larger D7A engine, as fitted to the FL7, could have been easily made to produce the same power but was considerably heavier as it was the same size as the larger ten-litre D10.

The FL4 and FL6 have a cabin 2.3 m (7.5 ft) wide, to allow for city use. The FL7 and FL10's cabins are 2.5 m (8.2 ft) wide. The heavier FL7 and FL10 was available in a variety of configurations, ranging from 4x2 to 8x6. In 1997 the Volvo FLC arrived, a lighter model rated for 7.5 tonnes (16,500 lb) rather than the 10 t (22,000 lb) of the regular FL. The FLC has Volvo's D4A 3989 cc turbodiesel with 135 PS (99 kW), a five-speed manual, and an air sprung rear axle.

FE6/7 (North America)

For North America, a version called the FE6 was introduced in 1986. There was also a heavier duty seven-litre version called the FE7 - this combines the narrow FL6 cabin with the engine of the FL7. Aside from Volvo's own engines, Caterpillar's 6.6 litre 3116 engine was also offered at a lower price. In 1990 the FE6/FE7 was gradually replaced by the FE42. This sturdy model used the Swedish-built FL/FE cab placed atop the chassis of the 1988 medium bonneted Volvo WG range. The name stood for "Forward control", "Economy", 4x2 configuration. Later the 6x4 FE64 was added to the lineup. In the mid-nineties sales of the FE42/64 series began shrinking as American truck buyers gradually changed back to conventional models. A tractor version was called the FE42T. The last model year for the American range was 1998.

FS7

For customers needing a compact truck with high maximum loads, the FS7 was presented in 1987. Very similar in execution to the US market FE7, it combined the FL6 cabin and chassis with the bigger 7-litre TD73 engine from the FL7. The FS7 was mainly intended for inner-city distribution roles and was manufactured until 1996, when the more powerful and even lighter FL6 Supercharged made the FS7 redundant.

Facelift

In 2000 the FL series received a facelift, which included a new front clip. The doors and cab structure remained mostly the same.

Engine (FL6)

The Volvo FL6 is powered by a Volvo D6B 180-250 hp, six-cylinder turbocharged and intercooled diesel engine. The control system had a major update, with Volvo's TEA electronics architecture to bring it to line with the rest of its bigger cousins. Inline fuel injection pump was replaced with the EDC rotary distributor pump from Bosch with the identical horsepower; despite the loss of supercharger from the previous D6A engine. The cruise control, automatic exhaust brake and accelerator now became the so-called fly by wire as standard. Full integration with the rest of the vehicle system such as Electronic Suspension Control and ABS made it much more efficient and user friendly.

Transmissions

The Volvo FL transmission is offered as a manual or as an automatic. The manual gearbox made by ZF Friedrichshafen AG for the Volvo FL has full synchromesh, 9-speed and a wide range of gear ratios. The manual gearbox also features an easy-changing gear selector that requires little pressure to operate.

The Automatic gearboxes made by Allison for the Volvo FL are available in several variants adapted to different engine models in 5-speed versions. Volvo FL gearboxes are fitted with a hydraulic torque converter to give superior starting traction and offer a high level of performance and excellent ergonomics.

Second generation (2006)

Engine (D7E)

The 2006 Volvo FL is powered by Deutz's newly developed D7E 6-cylinder turbocharged intercooled diesel engine with a displacement of 7.2 litres.

Transmission

The 2006 Volvo FL transmission is offered as a Manual made by ZF from its Eco Mid series or Automatic by Allison. The Volvo FL is available with two overdrive manual gearboxes, one with six gears and the other with nine. The gearboxes are servo-assisted and light in operation, with a short gear lever. The lever is vibration-free and has a short throw and a very well-defined shift pattern.

The automatic transmission with its six speeds is operated smoothly and conveniently with push-buttons on the instrument panel. The automatic transmission is easy on the truck since the engine always operates within its optimum rev. range. This also results in fuel savings. Thanks to a hydraulic torque converter, the transmission provides considerable pulling power when starting off.

Facelift (2013)

The latest version of the Volvo FL was launched in May 2013. It's available with either a 6-cylinder D8 engine or a compact 4-cylinder D5 engine. The engines meet the new Euro 6 environment requirements. This was a rather thorough facelift, with a new grille and much black plastic cladding up front. The corners are also new, as is the front bumper. The interior is also improved, with particular concern for entry and exit.

As a part of the Euro 6 renewal of the FL, a 12-tonne version was also launched. It is a lighter and lower truck compared to the 2006 Volvo FL. It uses a four-cylinder D4 with 240 horsepower.

Latin American derivative

A similar model made by Volvo's Brazilian branch, named Volvo VM, is similar in concept and appearance to the second generation of the Volvo FL. A major difference is the VM being only fitted with MWM-International/Maxxforce inline-6 engines, and with the option for either manual or automated-manual transmissions as standard equipment. Other variations besides the 4X2 and 6X4 include the 8X4 rigid and a 4X2 tractorhead. Cabin options are limited to daycab and sleeper, even though crew-cab third-party conversions are available in Brazil.

References

External links

• Volvo Trucks Official Page
  • Direct link to Volvo FL page at volvo.com/trucks
  • Direct link to New Volvo FL page at volvotrucks.com

Vehicle registration plates in Luxembourg bear a maximum of six characters. The standard series in use today uses a format of two letters followed by four digits (e.g., XY 3456). Before adoption of the current scheme, marks consisting only of digits (comprising four, and later, five digits) and two digits and three numbers letters, were issued. The digit-only plates may only now be issued as a custom plate.

The numbers are issued at a national level and give no indication of regional origin. Plates have black characters on a yellow background, with the standard blue EU stripe on the left. The current usage and format of plates was enacted by parliament in June 2003.

Standard plates

The two-letter/four-digit format follows a rather unusual scheme (see Sequence). The apparently random order of issue makes it difficult for the uninitiated to determine a car's age from its number plate. On standard plates, leading zeroes are permitted (example: XY 000n). Some letter combinations are reserved for Special Plates. The standard plate for small vehicles such as mopeds is a smaller size and comprises only two letters and two digits (example: XY nn).

Custom plates

Custom plates (where the mark is chosen by the owner) conform either to the standard format or consist of four or five digits. The scarcity of four-digit numbers means that there is a waiting list for them. Obtaining a custom plate costs €200. A custom plate can be issued only for new cars or upon a change of ownership. There is no market for trading numbers privately.

History

Plates originally comprised digits only. (Four- and five-digit numbers can still be issued on request, but lower numbers are withheld from private use once the car is taken off the road.)

More recently, combinations of one letter and four digits, then two letters and three digits, were introduced, but these are no longer issued and are therefore gradually disappearing. The rear number plate latterly featured a large EU flag without a country code.

A new registration number is allocated each time a car with a number in the old format changes ownership.

Plates used to have white numbers on a black background, but these have all but disappeared with the exception of classic cars, for which there is a special exemption.

Special plates

• Single digits are reserved for the Grand-Ducal family, two-digit numbers for the government car fleet.
• The Chamber of Deputies has its own series (P1-P99)
• CD numbers are issued to those with relevant diplomatic status (format: CD plus two sets of two digits separated by a hyphen)
• Numbers starting with AA are reserved for official purposes (e.g. police cars) and ZZ is also reserved for special purposes.
• Temporary plates had an expiration date on left side, then numbers and letters EXP.
• Military plates are white on black and four digits. On the left side is the national coat of arms.
• Dealer plates are in digits only and issued in white on red plate.

Sequence

The order followed by the standard series letters and digits is rather unusual - numbers below 4000 are reserved for custom plates: those from 4000 to 9999 are assigned in blocks of 1000 with a changing sequence of letters. The series set out by the legislation was BA4000-BA4999, CA5000-5999, DA6000-DA6999, etc. However, it would appear that the issuers of the numbers took a while to adopt this, as the CA series used 4000-4999 before DA followed with 5000 to 5999. The prescribed sequence of issue follows a pattern of ascending and descending alphabetical order of the two letters, as can be seen in the following list. When the first block of 1000 AZ numbers has been issued, we will presumably see the issue of BA5000. Note that certain letters (I and O) and combinations are excluded. The list should be read from top to bottom, left to right:

BA JJ TS XZ NR DH FA RJ YS PZ DR GH QB ZK QS
CA GJ RS YZ PR EH EB QK ZS QZ ER FH PB YK RT
DA FJ QT ZY QR FG DB PK ZT RY FQ EG NB XK ST
EA EK PT YY RQ GG CB NK YT SY GQ DG MB WK TT
FB DK NT XY SQ HG BB MK XT TY HQ CG LB VL UT
GB CK MT WY TQ JG AB LK WT UY JQ BG KC UL VT
HB BK LT VX UQ KG AC KL VU VY KQ AG JC TL WU
JB AK KU UX VQ LF BC JL UU WX LP AF HC SL XU
KB AL JU TX WP MF CC HL TU XX MP BF GC RL YU
LC BL HU SX XP NF DC GL SU YX NP CF FC QM ZU
MC CL GU RX YP PF EC FL RU ZX PP DF ED PM ZV
NC DL FU QW ZP QF FD EM QV ZW QP EF DD NM YV
PC EL EV PW ZN RE GD DM PV YW RN FE BD MM XV
QC FM DV NW YN SE HD CM NV XW SN GE AD LM WV
RD GM CV MW XN TE JD BM MV WW TN HE AE KN VW
SD HM BV LW WN UE KD AM LV VV UN JE BE JN UW
TD JM AV KV VM VE LE AN KW UV VN KE CE HN TW
UD KM AW JV UM WD ME BN JW TV WM LD DE GN SW
VD LN BW HV TM XD NE CN HW SV XM MD EE FN RW
WE MN CW GV SM YD PE DN GW RV YM ND FF EP QX
XE NN DW FV RM ZD QE EN FW QU ZM QD GF DP PX
YE PN EW EU QL ZC RF FP EX PU ZL RC HF CP NX
ZE QN FX DU PL YC SF GP DX NU YL SC JF BP MX
ZF RP GX CU NL XC TF HP CX MU XL TC KF AP LX
YF SP HX BU ML VB UF JP BX LU WL UC LG AQ KY
XF TP JX AU LL UB VF KP AX KT VK VC MG BQ JY
WF UP KX AT JK TB WG LQ AY JT UK WB NG CQ HY
VG VP LY BT HK SB XG MQ BY HT TK XB PG DQ GY
UG WQ MY CT GK RB YG NQ CY GT SK YB QG EQ FY
TG XQ NY DT FK QA ZG PQ DY FT RK ZB RH FR EZ
SG YQ PY ET EJ PA ZH QQ EY ES QJ ZA SH GR DZ
RG ZQ QY FS DJ NA YH RR FZ DS PJ YA TH HR CZ
QH ZR RZ GS CJ MA XH SR GZ CS NJ XA UH JR BZ
PH YR SZ HS BJ LA WH TR HZ BS MJ WA VH KR AZ
NH XR TZ JS AJ KA VJ UR JZ AS LJ VA WJ LS
MH WR UZ KS AH JA UJ VR LZ AR KH UA XJ MS
LH VS VZ LR BH HA TJ WS MZ BR JH TA YJ NS
KJ US WZ MR CH GA SJ XS NZ CR HH RA ZJ PS

This means that these combinations are excluded:

AA EI IB IL IV KZ OD ON OX SA WC
AI EO IC IM IW LI OE OO OY SI WI
AO FI ID IN IX LO OF OP OZ SO WO
BI FO IE IO IY MI OG OQ PD SS XI
BO GI IF IP IZ MO OH OR PI TI XO
CD GO IG IQ JI NI OI OS PO TO YI
CI HI IH IR JO NO OJ OT QI UI YO
CO HJ II IS KI OA OK OU QO UO ZI
DI HO IJ IT KK OB OL OV RI VI ZO
DO IA IK IU KO OC OM OW RO VO ZZ

Apart of I and O the following combinations are excluded:

• AA - Reserved for official purposes (e.g. police cars)
• CD - Used for diplomatic vehicles (Corps Diplomatique)
• HJ - Hitler-Jugend (Hitler Youth)
• KK - Kacke, the German abbreviation for "shit"
• KZ - Konzentrationslager, the German term for Nazi concentration camps (1933–1945)
• PD - Pédéraste, the French abbreviation for pederast
• SA - Sturmabteilung
• SS - Schutzstaffel
• WC - Water closet or flush toilet
• ZZ - Reserved for special purposes

References

External links

Media related to License plates of Luxembourg at Wikimedia Commons

Hong Ru (閎孺) (also Hong Yu, Hong Jiru) (fl. c. 190 BCE) was the favorite companion of the Chinese Emperor Hui of Han. He and the emperor were also reputed to possibly be lovers. Hong Ru had much influence with the emperor, and his dress and cosmetics were imitated by other courtiers in an attempt to impress the emperor. These noblemen began wearing feathers in their hats, powdering their faces, and dangling sea shells from their clothes. Hong Yu was documented by China's Grand Historian Sima Qian.

Sources

• Homosexuality and Civilization by Louis Crompton

References

The Beechcraft King Air is a line of American utility aircraft produced by Beechcraft. The King Air line comprises a number of twin-turboprop models that have been divided into two families. The Model 90 and 100 series developed in the 1960s are known as King Airs, while the later T-tail Model 200 and 300 series were originally marketed as Super King Airs, with the name "Super" being dropped by Beechcraft in 1996 (although it is still often used to differentiate the 200 and 300 series King Airs from their smaller stablemates).

The King Air was the first aircraft in its class and was produced continuously from 1964 to 2021. It outsold all of its turboprop competitors combined. It has recently faced competition from jet aircraft such as the Embraer Phenom 100, Honda HA-420 HondaJet and Cessna Citation Mustang; as well as from newer turboprop aircraft including the Piaggio P180 Avanti, and single-engine Piper Malibu Meridian, Pilatus PC-12, and Socata TBM.

Development

Model 90 series

The Model 90 King Air was conceived as the Model 120 in 1961. On May 15, 1963, Beechcraft began test flights of the proof-of-concept Model 87, a modified Queen Air with Pratt & Whitney Canada PT6A-6 engines. On July 14, Beech announced a new type, and a month later began accepting orders for the "King Air", with deliveries to commence in Autumn 1964. On January 24, 1964, the first definitive prototype, by now designated Model 65-90 and also fitted with PT6A-6 engines, flew for the first time. After 10 months of test flying, in 1964 the Model 87 was delivered to the United States Army as the NU-8F. The first production aircraft was delivered on October 8, and by the end of the month, 152 aircraft had been ordered; by year's end, seven had been built.

In 1966, after 112 65-90s were completed, production switched to the Model 65-A90 with PT6A-20 engines. As a measure of the type's popularity, 206 65-A90s were built in less than two years when production switched to the Model B90, the first of these rolling off the production line in 1968. Military versions built during these years included the 65-A90-1, 65-A90-2, 65-A90-3, and 65-A90-4, all being unpressurised models based on the Model 87. These were produced for the US Army which designated them U-21s of various sub-models; many were fitted out for electronic battlefield surveillance. A total of 162 of these were built between 1967 and 1971.

A total of 184 B90 models were produced before the Model C90 was introduced in 1971, with wingspan increased over earlier models by 4 ft 11 in (1.50 m) to 50 ft 3 in (15.32 m), Maximum Take-Off Weight (MTOW) increased by 350 lb (160 kg) to 9,650 lb (4,378 kg), and PT6A-20A engines. The broadly similar Model E90 was introduced the following year, with PT6A-28 engines; the two were produced in parallel. Further refinement of the 90 series resulted in the Model F90 and follow-on Model F90-1. The F-models featured the T-tail of the Model 200 King Air mated to the fuselage and wings of the E90, with PT6A-135 engines of 750 shp (560 kW) driving four-bladed propellers. The F90 prototype flew on January 16, 1978, and 203 production versions followed between 1979 and 1983, when the F90 was superseded by the F90-1. The F90 prototype was re-engined with Garrett AiResearch TPE-331 engines to test the feasibility of a Model G90, but this model was not put into production.

The Model C90-1 entered production in 1982 after 507 C90s and 347 E90s had been built, and featured PT6A-21 engines and improvements to the pressurization system. 54 were built. The following year the F90-1 was put into production with redesigned engine cowlings, upgraded PT6A-135A engines, hydraulic landing gear, and triple-fed electrical bus; only 33 were built by the time production terminated in 1985. The C90-1 was soon followed by the Model C90A, which featured the redesigned engine cowlings of the F90-1. The C90A received an increase in MTOW in 1987, being certified to 10,100 lb (4,580 kg). The C90A model was in production until 1992, by which time 235 had been built, all but 74 with the increased MTOW.

Only two C90As were built in 1992, the Model C90B followed that year with airframe improvements, four-bladed propellers, and propeller synchrophasing, all in an effort to reduce cabin noise. This model also had PT6A-21s; the first production C90B was fitted with the 10,000th PT6 engine delivered to Beechcraft. In 1994 a cheaper version was introduced as the C90SE (Special Edition), with three-bladed propellers, standardised interior and mechanical instruments instead of the Electronic Flight Instrument System (EFIS) fitted to the C90B. A total of 456 C90Bs and C90SEs were delivered by the time production of these models ended in late 2005.

In July 2005, during the Oshkosh Airshow, Beechcraft introduced the C90GT. The C90GT was fitted with 750 shp (560 kW) PT6A-135As, flat rated to the same 550 shp (410 kW) as the earlier King Airs. This engine change increased performance due to lower operating temperatures, improving both cruise speed and climb rate. With a 275 kt (509 km/h, 316 mph) cruise speed, the C90GT was highly competitive with the new generation of Very Light Jets over short to medium distances, while providing a larger and more luxurious cabin. C90GT deliveries commenced at the beginning of 2006. On May 21, 2007, during the 7th Annual European Business Aviation Convention & Exhibition in Geneva, Beechcraft announced the Model C90GTi updated version of the C90GT, featuring the Rockwell Collins Proline 21 avionics package previously only offered for the B200 and B300 King Airs. Deliveries commenced in 2008 after 97 C90GTs were delivered to customers over the previous two years. In 2015, the C90GTx was introduced with additional upgrades. In 2019, the C90 unit cost was US$2.75M, and the $4.2M (~$4.94 million in 2023) for the C90GTi.

In March 2021, Beechcraft discontinued the C90GTx, thus ending the Model 90 production run. Textron, Beechcraft's parent company, stated that it intends to support the existing 90 series fleet indefinitely given the large number of aircraft being actively operated.

Model 100 series

The Model 100 is a stretched derivative of the Model 90 featuring five cabin windows instead of the Model 90's three; MTOW increased by 1,300 lb (590 kg) over the 90, to 10,600 lb (4,810 kg). The 100 used the wings, tail, and engines (two PT6A-28 engines, although rated at 680 shp) from the Model 99 airliner, itself a development of the Queen Air (as was the Model 90).

The Model 100 was flown for the first time on March 17, 1969, and unveiled to the public in May. A total of 89 Model 100s were built before it was superseded by the Model A100 in 1972, with a further increase in MTOW to 11,500 lb (5,220 kg), fuel capacity increased by 94 US gallons (360 L), and four-bladed propellers. A total of 157 A100s were built by the time production of this model ceased in 1979. The next in the series was the B100, which featured 715 shp (533 kW) Garrett AiResearch TPE-331 engines as an alternative to the Pratt & Whitneys offered on other King Airs, and another increase in MTOW to 11,800 lb (5,350 kg). The B100 was introduced in 1976 and was produced concurrently with the A100 for several years; manufacture ceased in 1983 after 137 were built. The Model 200 Super King Air was developed from the Model 100, with the same fuselage design being used for both models (with some differences, mainly associated with the different tails). The Model 200 had different wings and a T-tail and entered service in 1974.

Military King Air versions

Japan

The Japan Maritime Self-Defense Force (JMSDF) has operated a total of 40 C90 and C90A King Airs, with deliveries beginning in 1973. These have been given various designations by the JMSDF and consist of 34 TC-90 trainers, five LC-90 transports and a single UC-90 which is configured for photographic aerial survey. The TC-90s and the UC-90 are operated by the 202nd Naval Air Training Squadron (JMSDF) based at Tokushima Air Base, while the LC-90s are attached to various Lockheed P-3 Kokutai (Squadrons) and Air Transport Squadron 61 as liaison aircraft. In late 2005 the JMSDF marked 500,000 accident-free flying hours of the TC-90 trainer fleet. Philippine maintenance staff will also be trained.

The JMSDF made plans to lease at least five TC-90 aircraft to the Philippines to conduct maritime patrols. Two aircraft were transferred free of charge in March 2017. From November 2016 to November 2017 six Philippine Navy pilots were trained to fly the aircraft at Tokushima Airport. Maintenance staff are also being trained. There are plans to transfer three more aircraft.

United States

The U.S. military has used King Air 90s in various roles, primarily VIP and liaison transport, with designations including the VC-6A, the T-44 Pegasus, and the U-21 Ute. The U-21 Ute used by the US Army was the most common version.

Most U-21s were unpressurized Model 87 derivatives, but there were also five U-21Fs based on the A100 King Air; and three U-21Js, which Beechcraft designated Model A100-1, but were actually the first three production Model 200 Super King Airs (C/Ns BB-3, BB-4 and BB-5, after prototypes C/N BB-1 and BB-2 had been built). The majority of U-21s were delivered as U-21As (102 65-A90-1s), but there were also four RU-21As (65-A90-1s), three RU-21Bs (65-A90-2s), two RU-21Cs (65-A90-3s), 18 RU-21Ds (65-A90-1s), 16 RU-21Es (65-A90-4s), and 17 RU-21Gs (65-A90-1s). The RU-21Es (except one written off) were later converted to U-21Hs and RU-21Hs, with two U-21Hs and an RU-21H being further converted to JU-21Hs. In 1993, the three surviving RU-21As that remained in military service were retired and sent to JW Duff Aircraft Salvage in Denver Colorado. On November 14, 2015, one of aircraft, (67-18113) was donated by Dynamic Aviation to the 138th Aviation Company Memorial to restore the aircraft to be displayed at Orlando International Airport. The majority of the U-21 series were retired in the second half of the 1990s and most are now owned by Dynamic Aviation of Bridgewater, Virginia. Some have been modified as spraying aircraft and are used on insect control work.

The T-44A Pegasus is a trainer version, designated the Model H90 by Beechcraft, used to train United States Navy, Marine Corps, Coast Guard, and Air Force pilots to fly multi-engine aircraft. A total of 61 were delivered to the US Navy between 1977 and 1980. In August 2006, the Navy announced that after 29 years of operation, the T-44A fleet would be upgraded with modernized avionics systems, and redesignated T-44Cs.

Two VC-6A aircraft were operated by the US military. One was a Model 65-A90 operated by the US Army and serialled 66-15361, the other a B90, designated as a VC-6A (66-7943), was operated by the United States Air Force and used by President Johnson. (See below.)

Air Force One

During the administration of President Lyndon Johnson, the United States Air Force acquired a Model B90 King Air "off-the-shelf". With the military designation VC-6A, the aircraft, serialled 66-7943, was used to transport President Johnson between Bergstrom Air Force Base (near Austin, Texas) and the Johnson family ranch near Johnson City, Texas. When Johnson was aboard, the aircraft used the callsign Air Force One. After Johnson left office, the aircraft continued to serve in the 89th Military Airlift Wing as a VIP transport until its retirement in 1985. This aircraft is now on display, with other presidential aircraft, at the National Museum of the United States Air Force at Wright Patterson Air Force Base near Dayton, Ohio.

Modification and upgrade programs

A number of aftermarket modifications and upgrades are available for 90 and 100 Series King Airs. An engine upgrade involves earlier-build 90 Series aircraft being re-engined with the PT6A-135A engines of the C90GT. A more radical re-engining program involves the replacement of the PT6s in C90 and E90 King Airs with TPE-331s.

Among the numerous airframe modifications available: a cargo conversion for the 90 model, the CargoLiner, which replaces the rear door with a large pallet accessible cargo door, a heavy duty floor structure and cabin cargo liner, also a crew hatch for cockpit access for the crew in the 90, 100, and 200; a Wing Front Spar Reinforcement Kit for both 90 and 100 Series aircraft, a modification for the entire King Air line that entails reworking and extending the nose to house a baggage compartment as well as the avionics normally found in the noses of King Air aircraft. Modifications available for the King Air 100 include a belly cargo pod similar to those fitted to the Beech 99 and the Model 1300 version of the King Air 200 series.

Operators

In addition to its use by military and government users, the King Air is also used by many non-governmental organizations, as well as by corporate and private users. This includes commercial use by air-taxi and air charter companies.

The Royal Flying Doctor Service of Australia previously operated a large number of 90 Series King Airs, but retired the last example in 2006, standardizing on the King Air 200 Series and the Pilatus PC-12 for its fleet requirements.

Accidents and incidents

• On November 19, 1996, a Beechcraft King Air collided on a runway with a United Express 1900C at Quincy Regional Airport in Illinois, killing all 14 people on board both aircraft.
• On October 25, 2002, a Beechcraft A100 King Air crashed in Minnesota, killing U.S. Senator Paul Wellstone and 7 others.
• On January 19, 2017, a Beechcraft C90GT King Air crashed in Paraty, Rio de Janeiro, Brazil, killing Teori Zavascki, the Minister of the Supreme Court of Brazil and 4 other people.
• On June 28, 2018, a Beechcraft King Air C90 crashed in a suburb of Mumbai, India, killing all four aboard and one on the ground; three people sustained injuries.
• On November 5, 2021, a Beechcraft C90A King Air crashed in Caratinga, Minas Gerais, Brazil, killing 3 passengers and 2 crew members, including Brazilian singer Marília Mendonça.
• On October 18, 2022, a Beechcraft E90 King Air crashed on approach to Mid-Ohio Valley Regional Airport in the parking lot of a car dealership in Marietta, Ohio, killing 2 crew members on board.
• On March 21, 2024, a Beechcraft C90 King Air crashed on route to Olaya Herrera Airport in the mountains between Yarumal and Santa Rosa de Osos, killing 2 crew members and 2 passengers on board.

Variants

A total of more than 3,100 King Air 90 and 100 series aircraft have been delivered as of August 2008:

Beechcraft designations

Model 87

"Proof-of-concept" test aircraft based on the Model A80 with PT6A-6 turboprops; one built.

Model 65-90

Based on the Model 88 with two PT6A-6 turboprops and a 9000lb Take Off Gross Weight (TOGW); 112 built.

Model 65-A90

Model 90 with TOGW increased to 9300lb, two 550shp PT6A-20 engines, redesigned flightdeck and a new engine de-ice system, 206 built.

Model 65-A90-1

Based on the Model 87, unpressurised with square windows and 550shp PT6A-20 engines, 141 built and delivered to the US Army with the designation U-21A.

Model 65-A90-2

Specialised electronic warfare variant of the A90-1 with five seats, three built as U-21Bs (later RU-21B).

Model 65-A90-3

Variant of the A90-2 with improved electronic equipment, two-built for the US Army with the designation RU-21C.

Model 65-A90-4

Project Guardrail variant of the A90-2, strengthened airframes and higher gross weight, 16 built for the US Army.

Model B90

based on the A90 with a 9650 TOGW, improved ailerons and increased wing span, improved instrumentation and pressurization and an extra side window, 184 built.

Model C90

Based on the B90 but using the Model 100 cabin environment and pressurization system, 550shp PT6A-21 engines, 507 built.

Model C90-1

Improved C90 with an E90 tailplane and improved power output, increased maximum cabin pressure differential, 54 built in 1982 and 1983.

Model C90A

Improved C90-1 improved landing gear retraction, improved electrical system and using F90-1 pressurization and heating system, 235 built between 1984 and 1992. Two Pratt & Whitney PT6A-21 reverse-flow, free-turbine turboprop engines; 550 shp each.

C90B and C90SE

Marketing names for updated versions of C90A produced between 1992 and 2005, 456 built B-model has Maximum Take-off Weight of 10 100 lb (4585 kg), quieter Hartzell four-blade, constant-speed, full-reversing 90-in diameter propellers and dynamic (passively resonating) vibration absorber (DVA) system. The King Air C90SE is the 'poor man’s' version of the Beech C90B with three-bladed props and “mechanical” instruments.

Model C90GT

Version with PT6A-135A engines, 750 shp flat rated to 550 shp, for better climb and cruise performance, 97 built.

Model C90GTi

Variant of C90GT with "glass cockpit" Collins Proline 21 avionics suite; at least 90 built

Model C90GTx

Marketing name for version of C90GTi introduced in 2010 with winglets added as factory-standard, Maximum Take-off Weight increased to 10 485 lb (4756 kg) for better full-fuel payload flexibility.

Model D90

Not built, one prototype abandoned.

Model E90

C90 with 680shp PT6A-28 engines and 10100lb TOGW, first flown in 1972, 347 built.

Model F90

C90 with T-tail and Model 200 wings, two 750shp PT6A-135 engines with four-bladed propellers, 196 built.

Model F90-1

F90 with PT6A-135A engines, 32 built.

Model G90

F90 prototype re-engined with Garrett TPE-331s in place of the Pratt & Whitney PT6s originally fitted.

Model H90

C90 modified for as a pilot trainer for the United States Navy with 750shp PT6A-34B engines, 61 built.

Model 100

B90 with a 50-inch fuselage stretch, larger vertical tail, two 680shp PT6A-28 engines, first flown in 1969, 89 built.

Model A100

Model 100 with additional fuel capacity, four-bladed propellers and two extra side windows, 157 built.

Model A100-1

Designation for procurement reasons of three Model 200 battlefield surveillance variants for the United States Army as the RU-21J.

Model A100A

A100 with PT6A-28A engines and 11800lb TOGW.

Model A100C

A100A with 750shp PT6A-36 engines.

Model B100

A100A with two 715shp Garrett TPE-331 engines instead of Pratt & Whitney PT6s fitted to previous models; 137 built.

Model C100

B100 with 750shp PT6A-135 engines.

Nextant G90XT

remanufactured by Nextant Aerospace with GE H75 engines, Garmin G1000 cockpit and a new cabin.

Military designations

YU-21

Modification of L-23 Seminole with PT6A-6 turboprops. One converted.

U-21A Ute

Utility aircraft for US Army, with fuselage of Queen Air 65-80 and wings of King Air 65-90, powered by 550 hp (410 kW) PT6A-20s. Beechcraft Model 65-A90-1. 141 built.

EU-21A

Conversion of at least five U-21As as radio relay aircraft for use over Vietnam. Later re-converted to U-21A standard.

JU-21A

Conversion of three U-21As with Left Jab Signals intelligence (SIGINT) system. One of the system aircraft, (67-18065) with callsign "Vanguard 216" was shot down by a Surface to Air Missile near the DMZ on March 4, 1971. All 5 crew members were declared KIA Bodies Not Recovered. Two later re-converted to U-21A standard.

RU-21A

Conversion of four U-21As to carry Direction finding equipment as part of Cefirm Leader program, to work with RU-21B and RU-21C aircraft.

RU-21B

Signals intercept aircraft as part of Cefirm Leader program. Powered by 620 hp (462 kW) PT6A-29s and with modified undercarriage. Beechcraft Model 65-A90-2. Three built.

RU-21C

Similar to RU-21B, but carrying jamming equipment as part of Cefirm Leader. Beechcraft model 65-A90-3. Two built.

RU-21D

SIGINT aircraft system known as "Laffing Eagle" "V-Scan", deployed to Vietnam, after the war many were converted to Guardrail RU-21H models, and others having their electronic equipment removed to become U-21D utility aircraft. Beechcraft Model 65-A90-1. 18 built.

RU-21E

ELINT version with Guardrail II, IIA or IV systems. Beechcraft Model 65-A90-4. 16 built.

U-21F

Five King Air A100s used by US Army as transport/utility aircraft.

U-21G Ute

U-21A with modified cockpit, mainly used as utility aircraft, 17 conversions.

RU-21G

Three U-21Gs fitted with Guardrail I ELINT system.

RU-21H

Conversion of 21 RU-21D, E and F aircraft to carry Guardrail V ELINT system. Higher gross weight.

U-21H Ute

Modification of 23 RU-21E and G aircraft replaced in the ELINT role by later aircraft to utility aircraft.

JU-21H

Two former RU-21Es converted as test aircraft.

VC-6A

Two B90 King Airs, powered by 550 shp (410 kW) PT6A-20s. One used as transport by US Army, and one by USAF as VIP transport for President Lyndon B. Johnson.

T-44A Pegasus

Model H90 as a Multi-engine training aircraft for US Navy, 61 built.

T-44C Pegasus

T-44A upgraded with the Rockwell Collins Pro Line 21 series avionics suite. 25 upgraded.

Other information

The ICAO designator, such as might be used in a PIREP or a flight plan, for the various King Airs are BE9T (F90 and F90-1), BE9L (all other model 90s), and BE10 (model 100). With the exception of the F90 and F90-1, all 90 Series King Airs have been produced under the same Type Certificate (Number 3A20) used for Queen Air production. All 100 Series King Airs were produced under the same Type Certificate (Number A14CE) used for Model 99 production.

Specifications

See also

Related development

• Beechcraft Queen Air
• Beechcraft Super King Air
• Beechcraft Model 99

Aircraft of comparable role, configuration, and era

• Cessna 425
• Cessna 441
• Mitsubishi MU-2
• Piaggio P.180 Avanti
• Piper PA-31T Cheyenne
• Embraer EMB 121 Xingu
• Swearingen Merlin

References

Notes

Bibliography

External links

• King Air C90GTx
• Beech VC-6A – National Museum of the United States Air Force
• Beech King Air timeline from Wings of Kansas

FL Technics is a global provider of aircraft maintenance, repair and overhaul (MRO) services, headquartered in Vilnius, Lithuania. The company has Base Maintenance facilities in Lithuania and Indonesia and provides Line Maintenance support across Europe, Africa and Asia-Pacific.

An EASA Part-145, Part-M, Part-147, Part-21, FAA-145 (Indonesia) certified company, FL Technics serves a wide range of Boeing, Airbus, ATR, Embraer, and other types of aircraft.

FL Technics is a part of Avia Solutions Group, which is led by Jonas Janukenas, CEO, and Gediminas Ziemelis, Chairman of the Board. Zilvinas Lapinskas is the CEO of FL Technics.

Overview

The company specializes in base and line maintenance, spare parts and component support, engine, APU & LG management, full aircraft engineering, technical training services, design and production, wheels and brakes, as well as logistics.

FL Technics is part of Avia Solutions Group, one of the world's largest ACMI (aircraft, crew, maintenance, and insurance) providers with more than 192 aircraft fleet, and a parent company of SmartLynx, Avion Express, BBN Airlines, KlasJet, Magma Aviation. The Group also provides various aviation services such as MRO (maintenance, repair, and overhaul), pilots and crew training, ground handling and other interconnected services. Avia Solutions Group has 11,500 employees worldwide. FL Technics is a FAA-145 approved, as well as certified EASA Part-145, Part-CAMO, Part-147, Part-21 and GCAA certified company with hangars in Lithuania, Indonesia, and the United Kingdom, along with 100+ line stations around the world.

History

2005

The company was founded in Lithuania and opened its first hangar at the Vilnius International Airport.

2007

The company added a second hangar at the Vilnius International Airport. Since then FL Technics occupies 2 aircraft maintenance hangars, a warehouse, and backshop facilities at the Vilnius International Airport – 13 742 sq. meters in total. The hangars consist of five airframe maintenance bays.

2009

In May, the company signed a contract with the Slovak airline Seagle Air for periodic maintenance of Boeing 737 aircraft.

In July, the company signed a strategic partnership agreement with a Costa Rican aircraft maintenance company to provide FL Technics services on their technical basis for the overhaul of Boeing 757-200 long-haul aircraft.

In October, the company signed contracts with Air Italy and Air Slovakia for the maintenance of the Boeing 737-300 aircraft base.

At the end of the year, the company was renamed FL Technics.

2010

In February, FL Technics acquired the Boeing 737-300 glider from GE Capital Aviation Services (GECAS).

In June, FL Technics expanded its PART-145 maintenance capabilities with basic Boeing 737-600/700/800/900 maintenance services.

In August, the company expanded its maintenance training capabilities with ATR 42-200/300 and ATR 72-100/200 theoretical training services. In the same month, FL Technics purchased a second Boeing 737-300 fuselage for disassembly.

In December, FL Technics added the Airbus A318 / A319 / A320 / A321 to its PART-M feature list.

By the end of the year, FL Technics began operating nine line stations — three in Kazakhstan, two in Tajikistan, and the remaining four located in UK, Italy, Russia, and Vilnius.

2011

In February, FL Technics serviced the first Airbus A320 aircraft. The Airbus A320 family of aircraft has been supplemented by FL Technics' EASA Part-145 certificate. The certification was conducted by the Lithuanian Civil Aviation Authority.

In June, FLT Technics received Part-M certification to support the airworthiness of the Embraer EMB-135/145 family of aircraft.

In July, FL Technics began providing comprehensive fixed-line line technical support to Wizz Air combined with additional support services. In the same month, FL Technics purchased 7 Boeing 737-300 aircraft from AirAsia for disassembly into parts and components. The plane was disassembled in Malaysia. This acquisition allowed FL Technics to increase its level of service while maintaining a wider range of spare parts and components.

In August, FL Technics received a certificate for engineering services for the Bombardier CL600-2B19. In the same month, FL Technics launched cabin modification and reconfiguration services on two new Boeing 737-800 long-haul aircraft and cabin repair services on the Boeing 737-300 for Transaero.

In September, FL Technics acquired the UK-based Storm Aviation Limited. The acquired company allowed FL Technics to begin performing Line Maintenance services for narrow body and wide body aircraft in a network of 24 Line Stations across Europe and the CIS and expanded FL Technics aircraft capabilities into Airbus A330, Airbus A340, Airbus A380, Boeing 747, Boeing 767, Boeing 777 and other types of aircraft. In September, FL Technics also expanded its partnership with Europe Airpost to provide 3 aircraft maintenance services. Boeing 737 Cl.

2012

In May, FL Technics became a sales representative for the UK parts distributor Aero Inventory in Eastern Europe and the Commonwealth of Independent States (CIS).

2022

In February, FL Technics received two extensions within current Part-145 approval for providing line maintenance services for Boeing B787 aircraft, and for borescope inspections of Pratt & Whitney PW1100G-JM series engines.

In April, the company opened an aircraft wheel and brake maintenance shop at Hanover International Airport, Germany.

In August, FL Technics signed a partnership agreement with Saudia.

In September, the company launched a line maintenance operations in Abu Dhabi.

In October, FL Technics unified its acquired companies and continued operation under a single brand.

In November, FL Technics Engine Services was approved by US Federal Aviation Administration (FAA) to provide aircraft engine repair and maintenance services in Kaunas, Lithuania.

2023

In January, FL Technics received certification update with extended CAMO (Continuing Airworthiness Management Organisation) capabilities to service Airbus A220, Boeing B737-MAX and B787 aircraft, followed by certification to provide Airbus A350 type training in February.

In August FL Technics started establishing a new maintenance, repair, and overhaul (MRO) infrastructure at Punta Cana International Airport (PUJ) in the Caribbean.

At the same month FL Technics Indonesia, a subsidiary of FL Technics, and PT Angkasa Pura Properti, together with PT Angkasa Pura I, started the development of 17,000 sq. m. aircraft MRO hub at I Gusti Ngurah Rai International Airport (DPS) in Bali.

Also in August 2023, the company secured certification by the UK Civil Aviation Authority (CAA) to extend its Part-145 maintenance capabilities to the CFM56 family of engines.

In November 2023, FL Technics became the first independent Aircraft Maintenance Organization (AMO) service provider at Abu Dhabi's airport (Terminal A).

Facilities

Base maintenance facilities

• Vilnius (Lithuania): 4 narrow-body a/c, over 13 742 sq.m. hangar and workshop space
• Kaunas (Lithuania): 5 narrow-body a/c, 8000 sq.m. hangar and workshop space
• Jakarta (Indonesia): 3 narrow-body a/c, over 20 000 sq.m. hangar and workshop space
• London Stansted (United Kingdom) through subsidiary company Storm Aviation: 4 narrow-body a/c, over 8700 sq.m. hangar space
• Prestwick (United Kingdom) through subsidiary Chevron Technical Services: 3 wide-body a/c, 6000 sq.m. hangar space

Facilities under development

• I Gusti Ngurah Rai International Airport (DPS), Bali, Indonesia
• Punta Cana International Airport (PUJ), Dominican Republic

Other facilities

• FL Technics Engine Repair Shop in Kaunas, Lithuania
• FL Technics Wheels & Brakes shop in Hanover, Germany
• FL Technics Wheels & Brakes shop in Budapest, Hungary (not yet announced, TBC – November 2023)

Acquisitions

• Flash Line Maintenance S.r.l., Italy
• Storm Aviation, London, United Kingdom
• Wright International, Canada
• Chevron Technical Services, United Kingdom

Awards

In 2013, FL Technics was named one of the most valuable companies for Lithuania and its citizens.

In 2019, FL Technics received The Asian MRO of the year award.

In 2019, FL Technics ranked No. 4 in the top 10 energy/industry companies in Lithuania.

References

External links

• Official website

Tris(bipyridine)ruthenium(II) chloride is the chloride salt coordination complex with the formula [Ru(bpy)₃]Cl₂. This polypyridine complex is a red crystalline salt obtained as the hexahydrate, although all of the properties of interest are in the cation [Ru(bpy)₃]²⁺, which has received much attention because of its distinctive optical properties. The chlorides can be replaced with other anions, such as PF₆⁻.

Synthesis and structure

This salt is prepared by treating an aqueous solution of ruthenium trichloride with 2,2'-bipyridine. In this conversion, Ru(III) is reduced to Ru(II), and hypophosphorous acid is typically added as a reducing agent. [Ru(bpy)₃]²⁺ is octahedral, containing a central low spin d⁶ Ru(II) ion and three bidentate bpy ligands. The Ru-N distances are 2.053(2), shorter than the Ru-N distances for [Ru(bpy)₃]³⁺. The complex is chiral, with D₃ symmetry. It has been resolved into its enantiomers. In its lowest lying triplet excited state the molecule is thought to attain lower C₂ symmetry, as the excited electron is localized primarily on a single bipyridyl ligand.

Photochemistry of [Ru(bpy)₃]²⁺

[Ru(bpy)₃]²⁺ absorbs ultraviolet and visible light. Aqueous solutions of [Ru(bpy)₃]Cl₂ are orange due to a strong MLCT absorption at 452 ± 3 nm (extinction coefficient of 14,600 M⁻¹cm⁻¹). Further absorption bands are found at 285 nm corresponding to ligand centered π^*← π transitions and a weak transition around 350 nm (d-d transition). Light absorption results in formation of an excited state have a relatively long lifetime of 890 ns in acetonitrile and 650 ns in water. The excited state relaxes to the ground state by emission of a photon or non-radiative relaxation. The quantum yield is 2.8% in air-saturated water at 298 K and the emission maximum wavelength is 620 nm. The long lifetime of the excited state is attributed to the fact that it is triplet, whereas the ground state is a singlet state and in part due to the fact that the structure of the molecule allows for charge separation. Singlet-triplet transitions are forbidden and therefore often slow.

Like all molecular excited states, the triplet excited state of [Ru(bpy)₃]²⁺ has both stronger oxidizing and reducing properties than its ground state. This situation arises because the excited state can be described as an Ru³⁺ complex containing a bpy^•− radical anion as a ligand. Thus, the photochemical properties of [Ru(bpy)₃]²⁺ are reminiscent of the photosynthetic assembly, which also involves separation of an electron and a hole.

[Ru(bpy)₃]²⁺ has been examined as a photosensitizer for both the oxidation and reduction of water. Upon absorbing a photon, [Ru(bpy)₃]²⁺ converts to the aforementioned triplet state, denoted [Ru(bpy)₃]²⁺*. This species transfers an electron, located on one bpy ligand, to a sacrificial oxidant such as peroxodisulfate (S₂O₈²⁻). The resulting [Ru(bpy)₃]³⁺ is a powerful oxidant and oxidizes water into O₂ and protons via a catalyst. Alternatively, the reducing power of [Ru(bpy)₃]²⁺* can be harnessed to reduce methylviologen, a recyclable carrier of electrons, which in turn reduces protons at a platinum catalyst. For this process to be catalytic, a sacrificial reductant, such as EDTA⁴⁻ or triethanolamine is provided to return the Ru(III) back to Ru(II).

Derivatives of [Ru(bpy)₃]²⁺ are numerous. Such complexes are widely discussed for applications in biodiagnostics, photovoltaics and organic light-emitting diode, but no derivative has been commercialized. Application of [Ru(bpy)₃]²⁺ and its derivatives to fabrication of optical chemical sensors is arguably one of the most successful areas so far.

[Ru(bpy)₃]²⁺ and photoredox catalysis

Photoredox catalysis exploits [Ru(bpy)₃]²⁺ as a sensitizer as a strategy for organic synthesis. Many analogues of [Ru(bpy)₃]²⁺ are employed as well. These transformations exploit the redox properties of [Ru(bpy)₃]²⁺* and its reductively quenched derivative [Ru(bpy)₃]⁺.

Safety

Metal bipyridine as well as related phenanthroline complexes are generally bioactive, as they can act as intercalating agents.

See also

• Primogenic Effect
• Tris(bipyridine)iron(II) chloride

References

Artemon or Artamon is a given name of Greek origin (Greek: Ἀρτέμων). Notable people with the name include:

• Artemon of Magnesia, writer of unknown time
• Artemon (fl. c. 230 AD), prominent Christian teacher in Rome
• Artemon of Cassandreia, ancient Macedonian grammarian
• Artemon (painter) (fl. c. 300 BC), Ancient Greek painter
• Artemon (royal double) (2nd century BC), stand in for Antiochus the Great
• Artemon of Clazomenae, a writer of unknown age
• Artemon (engineer) (5th century BC), Ancient Greek engineer, constructor of siege machines
• Artemon Melopoios, Greek writer of the 1st century
• Artemon of Pergamon, Greek writer of a history on Sicily, of unknown date
• Artemon of Miletus (1st century AD), Greek author, wrote several books on prophetic dreams and apparitions
• Artemon (rhetorician), rhetorician of probably around the 1st century BCE
• Artemon (sculptor) (1st century BC), Ancient Greek sculptor, known for Greek terracotta figurines
• Artemon (physician), ancient Roman physician of the 1st century CE
• Artemon Apostu-Efremov (born 1979), Romanian tennis player
• Artamon Matveyev (1625–1682), Russian statesman, diplomat and reformer
• Artamon Muravyov, Russian noble, participant of the Decembrist Revolt
• Artamon Putilov (1759–1804), Russian general
• Artémon Simbananiye (born 1935), Burundian retired politician

Fictional characters

• Artemon, a poodle in The Golden Key, or The Adventures of Buratino

Hilduin (or Hildwin, Hilduinus, etc.) may refer to:

• Hilduin (bishop of Verdun) (died 847)
• Hilduin (archbishop of Cologne) (died 849)
• Hilduin of Saint-Denis (died 855/9), abbot, archchaplain and bishop
• Hilduin of Saint-Martin (died 860), abbot
• Hilduin of Saint-Germain-des-Prés (fl. 854–867), abbot, archchaplain and bishop
• Hilduin (bishop of Évreux) (died 870)
• Hilduin of Saint-Bertin (died 877), abbot
• Hilduin (archbishop of Milan) (died 936), also bishop of Liège and Verona
• Hilduin I, Count of Montdidier (died before 956)
• Hilduin II, Count of Arcis-sur-Aube (died after 993)
• Hilduin (bishop of Limoges) (r. 990–1012)
• Hilduin III, Count of Montdidier (died after 1032)
• Hilduin of Joinville (died 1055), lord of Nully
• Hilduin IV, Count of Montdidier (died 1063)
• Hilduin of Vendeuvre (died 1203), bishop of Langres

See also

• Alduin (disambiguation)
• Gilduin (disambiguation)