Loamhedge

Loamhedge is a fantasy novel by Brian Jacques, published in 2003. It is the 16th book in the Redwall series.

Plot summary
One day while Abruc the otter and his son Stugg are out foraging for food, they find two badgers; an old one, dead, and a giant one who is barely clinging to life. The otters take the giant back to their colony, where he is revived and reveals himself to be called Lonna Bowstripe. He is told that his attacker was most likely the pirate Raga Bol, whose ship has been lost, and his crew of sea-rats, who are moving inland. Lonna vows to hunt down and kill the entire crew. Armed with his bow and arrows, he sets out to exact his revenge.

Meanwhile, at Redwall Abbey, there is a young hare maid named Martha Braebuck, who is totally incapable of walking, thus restricting her to a wheelchair. She is wheeled around by her very hyperactive brother Hortwill Braebuck (Horty) and his friends, Springald and Fenna. While napping in front of the tapestry of Martin the Warrior, Martin and Sister Amyl appear to Martha in a dream, and she is told that the secret to make her able to walk can be found within the ancient walls of Loamhedge Abbey and that two individuals are coming that can help her.

As it so happens, the two in question are Bragoon and Sarobando, two lifelong friends who ran away from the Abbey as Dibbuns. They survive by tricking small vermin bands and taking their food. This time, it's the gang of the weasel Burrad, whose numbers are at about 13. After Bragoon enters the camp (and Skrodd accidentally kills Burrad) they tell the gang that they must leave Mossflower Woods and never return. Skrodd has other plans, however, and convinces the gang to head to Redwall, where there is a rumour of a magical sword. One night, Skrodd is killed by the rat Dargle, who gets decapitated during Skrodd's death throes. The bodies are discovered by a young fox named Little Redd (Later named Badredd), who convinces the gang he was the one who had killed Dargle. They continue on to Redwall, though no one really takes the fox seriously.

Bragoon and Sarobando arrive at the Abbey during the Summer festival and are told Martha's sad story and where the cure can be found. They decide to set out to Loamhedge, but not before Horty's group asks if they can go too. When Abbot Carrul refuses, the trio create a distraction and escape the Abbey. Though they wind up being captured by Darrats, they are rescued by Bragoon and Saro, who are not too entirely pleased to see them. Since they are already fairly far from the Abbey and could risk recapture, however, they are allowed to join the quest.

Meanwhile, Badredd's group has arrived at Redwall and hold it under siege by slipping in through the east wall gate. Realizing he could do with some more troops, Badredd sends Flinky and Crinktail out to recruit some new vermin. The two stoats unwittingly run into Raga Bol and his crew, who take over management of besieging the Abbey.

Elsewhere, the group of questers scale the tall cliffs leading to Loamhedge and enter a cave to avoid the rain. There they find Lonna and exchange stories. Lonna encounters Martin the Warrior's spirit during the night, telling him the whereabouts of Raga Bol. Lonna sets out, and the gang from Redwall continue up the cliff face and keep walking to the ancient Abbey.

At Redwall, Raga Bol continues to try to break into the Abbey. After an escapade of using a ladder to scale one of the windows, one sea rat manages to enter the Abbey and is about to kill Carrul when Martha suddenly lunges out of her chair and pushes him away, realising she now has the ability to stand and all she needed was will power.

Badredd's group managed to escape the Abbey during the battle, and Bol sends a rat named Blowfly after them. Instead of finding the escapees, Blowfly encounters Lonna, who asks him where the Abbey is and then kills him. When Lonna arrives at Redwall, he manages to kill many sea rats, and due to the efforts of the now mobile Martha, gets inside of the main building and is able to snipe out the crew from there. In a last-ditch attempt to kill the badger, Raga Bol tricks Lonna into coming out to the open where a group of spear throwers wait to slay him. Things go wrong when Lonna seizes Bol and uses him as a living shield against the spears. Then he goes on a rampage and kills every last rat.

In the meantime, the five travellers find a stream but get ambushed by reptiles. Sarobando sneaks out and gets Log-a-log Briggy to help them get out of the ambush. They soon find themselves in another wasteland and get lost. When Horty finds a dormouse named Toobledum and his pet lizard Bubbub, Toobledum shows them the way to Loamhedge. The expedition to find Loamhedge has finally arrived at the dead Abbey, but all the things in Abbess Sylvaticus' grave have rotted away to nothing or turned into dust. Rather than return empty pawed, Bragoon and Saro tell the young ones to wait outside while they write their own cure, essentially saying that one just needs faith in oneself. On the way back, the group encounters the Abyss and are attacked by Kharanjul the Wearet and his army of painted rats. In an attempt to allow Horty, Fenna, and Springald to get to safety, Sarobando and Bragoon hold off the oncoming forces, eventually pushing the bridge over the edge of the abyss. Though they won the battle, the duo is badly injured, and they die shortly after.

Ten seasons after they return to the Abbey, we find that Springald has become Abbey Recorder, Fenna has become Abbess, Horty has joined the Long Patrol at Salamandastron, adding the nom de guerre 'Longblade' to his name, Lonna has become ruler of Salamandastron, and Martha sings and dances on the walls every season in memory of the two who left to try to find her a cure.

Book divisions (English)
Book 1: "They're Not as Big as I Thought They'd Be"
Book 2: "If Only They Were Back Here at Redwall"
Book 3: "We Lived One Summer Too Long"

(These titles are in quotation marks because they are spoken by various characters during the book.)

Translations
(French) Rougemuraille : Le Secret de Loumèges
(Russian) Меч Мартина

External links
 Plot summary

References

Category:2003 British novels
Category:Children's fantasy novels
Category:British children's novels
Category:British fantasy novels
Category:Redwall books
Category:2003 children's books
Category:2003 fantasy novels


1961 United States House of Representatives elections

There were seven special elections to the United States House of Representatives in 1961, during 87th United States Congress.

See also
 List of special elections to the United States House of Representatives


Thomas Abney (judge)

Sir Thomas Abney (1690 or 1691 – 1750) was an English barrister and later judge. He was the younger son of Sir Edward Abney (who in turn was the elder brother of Sir Thomas Abney, Lord Mayor of London), by his second wife, Judith, daughter and co-heir of Peter Barr, of London.

He became a King's Counsel in 1733, attorney-general for the duchy of Lancaster in 1733, steward of the Marshalsea Court in 1736, in November 1740 a Baron of the Exchequer, and in February 1743 a Justice of the Common Pleas. Abney fell a victim to the gaol distemper at the 'Black Sessions' at the Old Bailey in May 1750, when, "of the judges in the commission, only the chief justice, (Lee) and the recorder (Adams) escaped. Those who fell a sacrifice to the pestilence were Mr. Justice Abney, who died 19 May; Mr. Baron Clarke, who died on the 17th; Sir Samuel Pennant, lord mayor; and alderman Sir Daniel Lambert; besides several of the counsel and jurymen."

References

Attribution

Category:1690s births
Category:1750 deaths
Category:English judges
Category:English barristers
Category:Barons of the Exchequer
Category:Justices of the Common Pleas
Category:Queen's Counsel 1597–1800


Durrell, Newfoundland and Labrador

Durrell is a community on the southern island of Twillingate, Newfoundland and Labrador, Canada. The town is located off Route 340, named Durrell Street. It is a part of the Town of Twillingate.

A popular tourist destination in Durrell is the Durrell Museum, located on Museum Street. It features many different historical exhibits including a polar bear that once set foot on Twillingate island.

Durrell has one department store, which has groceries and hardware, other stores are found in the nearby main town of Twillingate. There are no educational institutions in the town either, instead residents travel to Twillingate for elementary, middle and high school.

Durrell is split into many different "divisions", which aren't marked today but still are known by past and current residents of the area including Upper Jenkins Cove (mainly Upper Jenkins Cove Road; Gillesport Road area), Lower Jenkins Cove (Durrell Street) and Gillesport (Farmers Arm Road - Howlett's Road). There are many other side streets around the town.

See also
Twillingate
Crow Head
Little Harbour
Purcell's Harbour
Bayview
Back Harbour

External links
J.M. Olds Collegiate - High School G7-G12
Twillingate Elementary - K-6

Category:Populated places in Newfoundland and Labrador


Operation Solomon

Operation Solomon (, Mivtza Shlomo) was a covert Israeli military operation to airlift Ethiopian Jews to Israel from May 24 to May 25, 1991. Non-stop flights of 35 Israeli aircraft, including Israeli Air Force C-130s and El Al Boeing 747s, transported 14,325 Ethiopian Jews to Israel in 36 hours.

History

Operation Solomon was the third Aliyah mission from Ethiopia to Israel. Before Operation Solomon, there was Operation Moses and Operation Joshua, which were two of the other ways that Ethiopian Jews could leave before they were forced to put an end to these type of programs. In between the time when these operations came to an end and Operation Solomon began, a very small number of Ethiopian Jews were able to leave and go to Israel.

In 1991, the sitting Ethiopian government of Mengistu Haile Mariam was close to being toppled with the military successes of Eritrean and Tigrean rebels, threatening Ethiopia with dangerous political destabilization.  World Jewish organizations, such as the American Association for Ethiopian Jews (AAEJ), and Israel were concerned about the well-being of the Ethiopian Jews, known as Beta Israel, residing in Ethiopia. The majority of them were living in the Gondar region of the Ethiopian Highlands and were mostly farmers and artisans. Also, the Mengistu regime had made mass emigration difficult for Beta Israel, and the regime's dwindling power presented an opportunity for those wanting to emigrate to Israel. In 1990, the Israeli government and Israeli Defense Forces, aware of Ethiopia’s worsening political situation, made covert plans to airlift the Jews to Israel. America became involved in the planning of Operation Solomon after it was brought to the US government's attention from American Jewish leaders from the American Association for Ethiopian Jews that the Ethiopian Jews were living in danger.

The American government was also involved in the organization of the airlift. The decision of the Ethiopian government to allow all the Falshas to leave the country at once was largely motivated by a letter from President George H. W. Bush, who had some involvement with Operations Joshua and Moses.  Previous to this, Mengistu intended to allow emigration only in exchange for weaponry.

Also involved in the Israeli and Ethiopian governments' attempts to facilitate the operation was a group of American diplomats led by Senator Rudy Boschwitz, including Irvin Hicks, a Deputy Assistant Secretary of State for African Affairs; Robert Frasure, the Director of the African Affairs at the White House National Security Council; and Robert Houdek the Chargé d'Affaires of the United States Embassy in Addis Ababa. Boschwitz had been sent as a special emissary of President Bush, and he and his team met with the government of Ethiopia to aid Israel in the arranging of the airlift. In addition, Assistant Secretary of State for African Affairs Herman Cohen also played an important role, as he was the international mediator of the civil war in Ethiopia. Cohen struck a deal with Mengistu that as long as Ethiopians would have an understanding with the rebels, change their human rights and emigration policy and change their communist economic practice. In response to the efforts of the diplomats, acting President of Ethiopia Tesfaye Gebre-Kidan made the ultimate decision to allow the airlift. The negotiations surrounding the operation led to the eventual London roundtable discussions, which established a joint declaration by the Ethiopian combatants who then agreed to organize a conference to select a transitional government. $35 million was raised by the Jewish community to give to the government in Ethiopia so that the Jews could come over to Israel. The money went to the airport expenses in Addis Ababa.

Lead-up: Internal Debate within the Jewish community
In the decade leading up to the operation, there was a heated division within the Israeli community over whether to accept the Ethiopians. The reasoning against bringing in Ethiopians proved to be very diverse. Some Jews within Israel feared a "shanda fur di goyim" (embarrassment in front of the non-Jews), and thus aimed to avoid the issue of stirring up controversy by ignoring the pleas of the Ethiopian Jews. Others advocated for the operation, but avoided public demonstrations that might lead to arrests and further public controversy. Taking a completely different approach, others within the Israeli community claimed that there was a cultural divide which would make the integration process untenable; these included Director General of the Jewish Agency's Department of Immigration and Absorption Yehuda Dominitz, who likened this displacement to "taking a fish out of water". Still others elaborated on this vague notion with more provocative claims, such as World Zionist Organization writer Malkah Raymist, who argued that the Ethiopians' "mental outlook is that of children... It would take several years before they could be educated towards a minimum of progressive thinking." However, ultimately, these counter arguments were in vain, as the Israeli government went ahead and conducted the airlift anyway, and the jubilant Ethiopians were greeted as they exited the planes by thousands of joyous Israelis.

Operation

The operation was overseen by the Prime Minister at the time, Yitzhak Shamir. It was kept secret by military censorship. Operation Solomon was sped up with tremendous help from the AAEJ. In 1989, the AAEJ accelerated the process of the Aliyah because Ethiopian-Israeli relations were in the right place. Susan Pollack, who was the director of the AAEJ in Addis Ababa, fought for Operation Solomon to happen sooner rather than later. Israel, who had a gradual plan for this operation, and the US were given a graphic report from Pollack that informed both countries of the terrible conditions that the Ethiopian Jews were living in. The organization went right ahead and got transportation like buses and trucks to have the people of Gondar quickly come to Addis Ababa. To get the Jews in Addis Ababa, many of the Jews that came from Gondar had to venture hundreds of miles by car, horses, and by foot. Some had things taken by thieves on the way, and some were even killed. By December 1989, around 2,000 Ethiopian Jews made their way by foot from their village in the Gondar highlands to the capital and many more came to join them by 1991.

In order to accommodate as many people as possible, airplanes were stripped of their seats, and up to 1,122 passengers were boarded on a single plane. May 24, 1991, also happened to be a Friday which falls on Shabbat for Jews. On Shabbat, the Jewish Sabbath, transportation is not used. This made it easier to complete the operation. The Jewish Religious Law mentions that one can break the Sabbath traditions if it is for saving lives.

Many of the immigrants came with nothing except their clothes and cooking instruments, and were met by ambulances, with 140 frail passengers receiving medical care on the tarmac. Several pregnant women gave birth on the plane, and they and their babies were rushed to the hospital. Before Operation Solomon took place, many of the Jews there were at a high risk of infection from diseases, especially HIV. The Jews that were left behind had an even higher risk at the infection because the rate of it kept increasing. After a few months, around 20,000 Jews had made their way over. While they were there, they were struggling for basic resources like food and warmth. They thought they would see their families right away.

Upon arrival, the passengers cheered and rejoiced. Twenty-nine-year-old Mukat Abag said, "We didn't bring any of our clothes, we didn't bring any of our things, but we are very glad to be here."

Operation Solomon airlifted almost twice as many Ethiopian Jews to Israel as Operation Moses. The operation set a world record for single-flight passenger load on May 24, 1991, when an El Al 747 carried 1,122 passengers to Israel (1,087 passengers were registered, but dozens of children hid in their mothers' robes). "Planners expected to fill the aircraft with 760 passengers. Because the passengers were so light, many more were squeezed in." Five babies were born aboard the planes.

Between 1990 and 1999, over 39,000 Ethiopian Jews entered Israel.

Aftermath: Socio-economic strife
Since being transported to Israel, the vast majority of these Beta Israel transfers have struggled to find work within the region. Recent estimates suggest that up to 80 percent of adult immigrants from Ethiopia are unemployed and forced to live off national welfare payments. This struggle can be explained by a number of potential factors. Firstly, the transition from the rural, largely illiterate lands of Ethiopia to a highly urban workforce in Israel has proved difficult, especially when considering the fact that most Ethiopian Jews do not speak Hebrew and are in competition with other, more highly skilled immigrant workers. Nevertheless, the fact that the younger generations of Ethiopian Israelites, who have grown up and been educated in Israel and possess graduate degrees and more forms of formal training, still have a disproportionate amount of trouble finding work suggests that other factors may be at play, including potential racial or even religious bias, given that there has been debate over whether or not Ethiopian Jews should be considered Jewish in the first place.

In popular culture
Fig Tree (2018), directed by Alamork Marsha about her own experience with Operation Solomon.

See also
 Operation Joshua
 Operation Moses
 Operation Yachin
 Jewish Agency for Israel

References

Further reading
Naomi Samuel (1999). The Moon is Bread. Gefen Publishing House.
Shmuel Yilma (1996). From Falasha to Freedom: An Ethiopian Jew's Journey to Jerusalem. Gefen Publishing House.
Alisa Poskanzer (2000). Ethiopian Exodus. Gefen Publishing House.
Baruch Meiri (2001). The Dream Behind Bars: The Story of the Prisoners of Zion from Ethiopia. Gefen Publishing House.
Stephen Spector (2005). Operation Solomon: The Daring Rescue of the Ethiopian Jews. Oxford University Press. ; reviewed by George Jochnowitz in the September/October 2005 issue of Midstream
Ricki Rosen (2006). Transformations: From Ethiopia to Israel.
Gad Shimron (2007). Mossad Exodus: The Daring Undercover Rescue of the Lost Jewish Tribe . Gefen Publishing House.
Asher Naim (2003). "Saving the Lost Tribe: The Rescue and Redemption of the Ethiopian Jews" Ballantine Publishing Group.

External links
 Jewish Agency for Israel The Jewish Agency has been responsible for the aliyah from around the world since 1948

Category:1991 in Ethiopia
Category:1991 in Israel
Category:1991 in international relations
Category:Aliyah operations
Category:Beta Israel
Category:Ethiopian Jews
Category:Jewish Agency for Israel
Category:Jews and Judaism in Ethiopia
Solomon
Category:Aerial operations and battles involving Israel
Category:Jewish Ethiopian history
Category:History of the Jews in Africa
Category:Airlifts


Kyaw Shein

Kyaw Shein (born 8 March 1938) is a Burmese former sports shooter. He competed in the 50 metre rifle, prone event at the 1964 Summer Olympics. He also competed at the 1962, 1966 and 1970 Asian Games.

References

Category:1938 births
Category:Living people
Category:Burmese male sport shooters
Category:Olympic shooters of Myanmar
Category:Shooters at the 1964 Summer Olympics
Category:Place of birth missing (living people)
Category:Asian Games medalists in shooting
Category:Shooters at the 1962 Asian Games
Category:Shooters at the 1966 Asian Games
Category:Shooters at the 1970 Asian Games
Category:Asian Games bronze medalists for Myanmar
Category:Medalists at the 1966 Asian Games
Category:Medalists at the 1970 Asian Games


Lisunov Li-2

The Lisunov Li-2, originally designated PS-84, was a license-built Soviet-version of the Douglas DC-3. It was produced by Factory #84 in Moscow-Khimki and, after evacuation in 1941, at TAPO in Tashkent. The project was directed by aeronautical engineer Boris Pavlovich Lisunov.

Design and development

The Soviet Union received its first DC-2 in 1935. Although a total of 18 DC-3s had been ordered on 11 April 1936, the government of the USSR purchased 21 DC-3s for operation by Aeroflot before World War II. A production license was awarded to the government of the USSR on 15 July 1936. Lisunov spent two years at the Douglas Aircraft Company, between November 1936 and April 1939 translating the design. One of the engineers who accompanied him to Douglas was Vladimir Mikhailovich Myasishchev. Design work and production were undertaken at State Aviation Factory 84 in Khimki (now a suburb of Moscow). The Soviet version was given the designation PS-84 – Passazhirskiy Samolyot 84, passenger airplane 84 (i.e. made in GAZ/State Plant No. 84).

Despite the original intention to incorporate as few changes as necessary to the basic design, the GAZ-84 works had to make some 1,293 engineering change orders to the original Douglas drawings, involving part design, dimensions, materials and processes, most as a part of metrication of the design from U.S. customary units to suit Soviet standards, no small task for Vladimir Myasishchev to accomplish. The well-established Shvetsov OKB-19 design bureau, responsible for the great bulk of the Soviets' air-cooled radial aviation powerplant designs of the 1930-40s, used their Shvetsov ASh-62IR radial engines, a Soviet development of the nine-cylinder Wright R-1820 Cyclone 9, to power the PS-84. The same Wright Aeronautical Cyclone 9 radial also powered the earliest Douglas DST "Sleeper Transport" versions, and initial 21-passenger versions, of the original American DC-3 airliner.

The Soviet standard design practice usually mandated fully shuttered engines in order to cope with temperature extremes. A slightly shorter span was incorporated, but many of the other alterations were less evident. The passenger door was moved to the right or starboard side of the fuselage, with a top-opening cargo door on the left or port side in place of the original passenger door. The structural reinforcement included slightly heavier skins, because the metric skin gauges were not exact equivalents of the American alloy sheet metal. Standard Soviet metric hardware was different and the various steel substructures such as engine mounts and landing gear, wheels, and tires were also quite different from the original design. Later modifications allowed the provision of ski landing gear in order to operate in remote and Arctic regions. The first PS-84s had begun to emerge from the GAZ-84 production line by 1939.

By the time Germany invaded the USSR on 22 June 1941, 237 PS-84s had been built at GAZ-84, all in civil passenger configuration. In response to the invasion, the Kremlin set in motion a plan to relocate much of the industrial capability of the Soviet Union to the East, with production of the Li-2 ending up at GAZ-33 in Tashkent, now the capital of Uzbekistan. After a monumental struggle, the factory was producing PS-84s again by January 1942.

GAZ-124 at Kazan also built ten aircraft before the start of World War II, and 353 Li-2Ts were built by GAZ-126 at Komsomolsk-on-Amur between 1946 and 1950, before that plant switched to MiG-15 production.

Some military versions of the Li-2 also had bomb racks and a dorsal turret, unlike the military C-47 development of the DC-3.

Operational history

The PS-84 had flown with Aeroflot primarily as a passenger transport before World War II. When Germany attacked the Soviet Union in 1941 many of the PS-84s were taken into military use and redesignated the Lisunov Li-2 in 1942. The military models were equipped with a 7.62 mm (.30 in) ShKAS machine gun, and later with a 12.7 mm (.50 in) UBK heavy machine gun. The aircraft were used for transport, partisan supply, bombing, and as ambulance aircraft. A version designated Li-2VV (Vojenny Variant = military variant) had a redesigned nose for extra defensive armament and could carry up to four 250 kg (551 lb) bombs under the wings. Smaller bombs could be carried inside the fuselage and thrown out of the freight hatch by the crew.

A total of 4,937 aircraft were produced of all Li-2 variants between 1940 and 1954 and it saw extensive use in Eastern Europe until the 1960s. The last survivors in use were noted in China and Vietnam during the 1980s. There were many versions, including airliner, cargo, military transport, reconnaissance, aerial photography, parachute drop, bomber and high altitude variants. In Poland they were fitted for cropdusting against forest pests. The Li-2 also saw extensive service in the Chinese Air Force in the 1940s and 1950s.

Several airlines operated Lisunov Li-2s, among others Aeroflot, CAAK, CSA, LOT, MALÉV, Polar Aviation, TABSO and Tarom.

Only one Li-2 restored to airworthy condition exists in Europe. The Hungarian registered HA-LIX was built in 1949 in Airframe Factory Nr.84 (GAZ-84) of Tashkent, as serial number 18433209 and was operated by MALÉV till 1964. It was withdrawn to a museum in 1974 as an airforce parachute trainer airplane. After a complete reconstruction finished in 2001 it flies sightseeing tours and regularly participates at air shows. The North Korean Air Force is known to still use a number of Li-2s for transport, although they may have been decommissioned despite their continued presence on certain airbases.

Accidents and incidents

Variants

PS-84 Original passenger airliner, equipped with 14-28 seats. Somewhat smaller span and higher empty weight, it was also equipped with lower-powered engines compared to the DC-3. The cargo door was also transposed to the right side of the fuselage.
PS-84I Medevac version.
Li-2 Redesignation of PS-84s impressed into military use.
Li-2D Paratroop transport version (1942), with reinforced floor and tie-downs, plus cargo doors (slightly smaller than the C-47 doors) on the left.
Li-2F Aerial photography version.
Li-2K Military transport aircraft with defensive armament (designation started from 17 September 1942).
Li-2P Basic civil passenger model (1945).
Li-2PG Civil "combi" passenger-cargo version.
Li-2PR Glass nose version.
Li-2R "Reconnaissance" version, with bulged windows fitted behind the cockpit.
Li-2T Transport version (1945).
LI-2T Polish bomber trainer version.
Li-2V High-altitude weather surveillance version of the Li-2, equipped with turbocharged engines.
Li-2VV Transport/bomber version (1942)
Li-3 Yugoslavian version equipped with American Pratt & Whitney R-1830 engines (similar to the DC-3)

Operators

Military
 Bulgarian Air Force
 Czechoslovak Air Force
 People's Liberation Army Air Force
Total of 41 Li-2 aircraft were imported for military and civil usage; the last Li-2 retired in 1986.

 Hungarian Air Force

 Royal Lao Air Force
 Pathet Lao guerrilla forces (1962-1975)

 Mongolian People's Army Aviation
 Korean People's Air Force
 Democratic Republic of Vietnam Vietnam People's Air Force
 Air Force of the Polish Army (after 1947 Polish Air Force)
 Romanian Air Force
 Soviet Air Force
12th Aviation Division Long-Range, from 1943
other units
 Syrian Air Force
 SFR Yugoslav Air Force
1st Transport Aviation Regiment (1945–1948)
119th Transport Aviation Regiment (1948–1959, Li-3 1970)

Civil
 CAAC

 CSA
 Government of Czechoslovakia

 Maszovlet
 Malév Hungarian Airlines
 CAAK
 LOT Polish Airlines operated up to 40 Li-2s as passenger airliners until 1960s.
 TAROM
 Aeroflot
 Vietnam Airlines

Specifications (Li-2P)

See also

References

Further reading

External links

 Lisunov Li-2 (NATO: Cab) by Maarten Brouwer
 Lisunov Li-2: the Soviet DC-3, reviewed by Scott Van Aken
 Gold Timer Foundation Restorers of the only remaining Li-2 still in flying condition. (Hungarian)
 Hungarian/Lisunov Li-2T

Category:1930s Soviet airliners
Category:1940s Soviet military transport aircraft
Category:Low-wing aircraft
Category:World War II Soviet transport aircraft
Category:Soviet Union–United States relations
Category:Douglas DC-3
Category:Aircraft manufactured in the Soviet Union
Category:Twin piston-engined tractor aircraft