Ian Lloyd (politician)

Sir Ian Lloyd (30 May 1921 – 25 September 2006) was a British Conservative Party politician. Born in South Africa to wealthy English parents, he worked as a civil servant in the SA Board of Trade before moving permanently to England. He served as a backbench Member of Parliament for constituencies near Portsmouth nearly 30 years, from 1964 to 1992. He took an interest in African issues, shipping, and technology, and spoke about the dangers of global warming as early as 1989.
Early and private life.
Lloyd was born in Durban in South Africa, the son of Walter John Lloyd and his wife, Carmen Craig Stewart Murray. Ian Lloyd's great-grandfather, Capt. Walter Lloyd (1823–1878), had emigrated from his native Wales to the British colony of Natal, as it then was, in the middle of the nineteenth century; the Lloyd family's ancestral home, Coedmore, is situated in Cardiganshire.
Ian Lloyd was educated at St. John's Preparatory in Johannesburg, at Michaelhouse in Natal, and at the University of Witwatersrand. In the Second World War, he served in the South African Air Force as a Spitfire pilot and then flying instructor. After the War, he attended King's College, Cambridge. He was President of the Cambridge Union in 1947, served with the RAFVR, and sailed and skied for the university. He graduated with an MSc in 1952, and studied at the Administrative College at Henley-on-Thames.
He married Frances Addison in 1951, who survived him. They had three sons together.
He returned to South Africa, where he joined the Torch Commando protest group of World War II veterans, and the United Party. He became the economic adviser at the Central Mining and Investment Corporation, part of the South African Board of Trade and Industries. He resigned and permanently left South Africa in 1955, driven away by his disagreement with the policy of apartheid. Returning to the UK, he became a shipping executive, as Director of Research at British and Commonwealth Shipping Company from 1956 to 1964. He remained its economic adviser until 1983.
Political career.
He was selected for the safe seat of Portsmouth Langstone in 1962, and duly elected as Member of Parliament at the 1964 general election. However, he was not the first member of the Lloyd family to be elected to Parliament. His great-great-uncle, Thomas Edward Lloyd (1820-1909), served as the M.P. for Cardiganshire between 1874 and 1880 as a member of the Conservative government led by Benjamin Disraeli. Ian Lloyd remained an MP until his retirement at the 1992 election, having changed constituency twice after boundary changes, to Havant and Waterloo in 1974 and to Havant in 1983. He had to fight for re-selection from 1971 to 1973, after the constituency boundaries changed, after the selection committee of his constituency party voted to deselect him. He was re-endorsed, but then his re-endorsement was challenged by Janet Fookes.
He served on the Council of Europe, and on the parliamentary assembly of the Western European Union, from 1968 to 1972.
In Parliament, he took a close interest in African issues, shipping, and science. He spoke against sanctions against Rhodesia after UDI, and compared Kenneth Kaunda to Hitler. He remained a critic of the apartheid in South Africa; however, he later opposed economic sanctions and the sporting boycott, arguing that closer links would be more effective in stimulating reform. As a result, he became seen as an advocate for the South African government in Westminster, being attacked as "Botha's mouthpiece". Labour MP Dave Nellist accused Lloyd of taking money from the South African government; Lloyd later admitted accepting its hospitality.
He was a member of the Select committee on Technology for 10 years, and then chairman of the Select Committee on Energy for 10 years. He drove the establishment of the Parliamentary Information Technology Committee (Pitcom), and the Parliamentary Office of Science and Technology (POST). He argued for the appointment of a minister for information technology, and was one of the first to bring a microchip into the House of Commons. He supported nuclear power, and recognised the dangers of global warming as early as 1989, when he argued that "civilisation is clinging by our fingernails to the cliff". He was knighted in 1986.
Outside politics.
He wrote a series of books on the history of Rolls Royce, published in 1978. He was also a member of the Royal Yacht Squadron.
In retirement, he was a member of the council of Save British Science, and a member of the Science Policy Support Group. He died in Chichester, West Sussex and is buried at Priors Dean.


Dennis Mitchell (RAF officer)

Air Commodore Sir Arthur Dennis Mitchell (26 May 1918 – 25 December 2001) was a British military pilot and commander.
Dennis Mitchell was educated at Bloxham School and Pangbourne College before becoming an air cadet at RAF Cranwell ad commissioning into the Royal Air Force. He flew multiple missions during the Second World War in the Far East and Europe. During the post-war 1940s Mitchell served at No 2 Group headquarters, British Air Forces of Occupation, No 84 Group and the Air Ministry, before learning to fly the Gloster Meteor, the RAF's first jet fighter.
Following brief command of No. 26 Squadron RAF, a Hawker Tempest squadron in Germany, he was posted to Brussels in 1948 as a member of an RAF delegation responsible for determining the needs of the future Belgian Air Force. In this period Mitchell met and married Comtesse Mireill Cornet de Ways Ruart.
He was decorated on several occasions, most notably being awarded a DFC and Bar in 1944 for his courageous leadership of squadrons under his command in the north-west Europe Campaign. From 1956 to 1959 he was Deputy Captain of the Queen's Flight and Captain from 1962 to 1964. In 1958 Mitchell was appointed Aide-de-Camp to Elizabeth II; he had been extra equerry since 1962. Mitchell was appointed KBE in 1977 and CVO in 1961. He was awarded the AFC in 1943 and French Croix de Guerre in 1945.
Mitchell died in 2001.


Air Borealis


Mars RK

Mars RK, also known as MRK Airlines, was a Ukrainian charter airline based in the Kyiv International Airport (Zhuliany).
Fleet.
The Mars RK fleet included the following aircraft as of January 2013:
Mars RK had signed a deal to purchase three Chinese Xian MA60 in 2012.


Michael J. Novosel

Michael J. Novosel Sr. (September 3, 1922 – April 2, 2006) of Enterprise, Alabama served in the United States military during World War II, the Korean War, and the Vietnam War. He flew the B-29 Superfortress bomber in World War II. In order to serve in the Vietnam War, he gave up the rank of lieutenant colonel in the Air Force Reserve and became a chief warrant officer in the Army. He was awarded the Medal of Honor, the United States' highest military decoration, for his bravery in conducting a medical evacuation under fire in the Vietnam War.
Biography.
Novosel was born in Etna, Pennsylvania, the son of Croatian immigrants, and he grew up during the Great Depression. He joined the Army Air Corps at age 19, just ten months prior to Pearl Harbor, and he was a captain by 1945 flying B-29 Superfortress bombers in the war against Japan. He left the service for a brief time due to reductions in force after the war, and he settled in Fort Walton Beach, Florida to raise his family.
Novosel joined the Air Force Reserve and went back on active duty to serve his country during the Korean War. He left the service again in 1953 and was promoted to the rank of lieutenant colonel in the Air Force Reserve in 1955.
In 1963, Novosel was working as a commercial airline pilot when he decided to return to active military duty. By then, he was 41 and the Air Force did not have space for any more officers in the upper ranks. He made the decision to give up his rank of lieutenant colonel in the Air Force to join the Army and fly helicopters as a chief warrant officer (CW4) with the elite Special Forces Aviation Section. He served his first tour in Vietnam flying medevac helicopters (Dustoff) with the 283rd Medical Detachment. His second tour in Vietnam was with the 82nd Medical Detachment. During that war, Novosel flew 2,543 missions and extracted 5,589 wounded personnel, among them his own son Michael J. Novosel Jr. The following week, Michael Jr. returned the favor by extracting his father after he was shot down.
On the morning of October 2, 1969, Novosel set out to evacuate a group of South Vietnamese soldiers who were surrounded by several thousand North Vietnamese light infantry near the Cambodian border. Radio communication was lost and the soldiers had expended their ammunition. Without air cover or fire support, Novosel flew at low altitude under continuous enemy fire. He skimmed the ground with his helicopter while his medic and crew chief yanked the wounded men on board. He completed 15 hazardous extractions, was wounded in a barrage of enemy fire, and momentarily lost control of his helicopter, but when it was over, he had rescued 29 men. He completed his tour in March 1970.
Novosel retired as the senior warrant officer with the Warrant Officer Candidate Program in 1985. He had been a military aviator for 42 years and was the last World War II military aviator in the U.S. to remain on active flying duty. He accumulated 12,400 military flying hours, including 2,038 in combat. He remained active in the military community while residing in Enterprise, Alabama during his retirement, and he was frequently invited as an honored guest for military lectures and ceremonies throughout the nation. He co-piloted the liftoff of the "In the Shadow of the Blade" mission in 2002. His book "Dustoff – The Memoir of an Army Aviator" was published in 1999.
Novosel was diagnosed with a recurrent cancer in November 2005, and he underwent a series of highly successful treatments at Walter Reed Army Medical Center in Washington, D.C. The cancer tumor was greatly reduced in December 2005 and January 2006. In February, he concluded chemotherapy and other treatments and waited to regain strength in preparation for surgery on March 7. His prognosis appeared excellent, yet he never fully recovered from the shock of the surgery. He died on April 2, 2006 and was buried at Arlington National Cemetery, in Arlington, Virginia.
Honors.
In 1971, President Richard Nixon placed the Medal of Honor around Novosel's neck, the nation's highest award for valor in combat. Among his many other awards, he received the Distinguished Service Cross (which was later upgraded to the MOH), Distinguished Service Medal, Distinguished Flying Cross with two Oak Leaf Clusters, Bronze Star with Oak Leaf Cluster, and the Purple Heart. He was inducted into the Army Aviation Hall of Fame in 1975. Upon his retirement, he received a rare honor for a living hero when the main street at Fort Rucker, Alabama was renamed "Novosel Street." He also received the Distinguished Service Medal during his retiring ceremony.


CFS Sydney

Canadian Forces Station Sydney, also known as CFS Sydney, is a former Canadian Forces Station located in the community of Lingan Road, Nova Scotia.
It was operational as a Pinetree Line radar station from April 1954 to January 1991.
For Information on the World War II, RCAF Aerodrome located near Sydney, Nova Scotia please see Sydney/J.A. Douglas McCurdy Airport
RCAF Station Sydney.
The Royal Canadian Air Force constructed RCAF Station Sydney in Lingan Road along the northwest municipal boundary of the City of Sydney, opening in April 1954 as part of the Pinetree Line network of radar stations. The location of the station on a low ridge along the eastern shore of Sydney Harbour provided coverage of a large portion of the Cabot Strait and the south coast of Newfoundland to complement USAF operated Pinetree Line stations at Stephenville, Gander and St. John's to the northeast. Sydney's coverage was backed up by RCAF Station Beaverbank and RCAF Station Barrington to the southwest and RCAF Station St. Margarets to the west.
Using the radio callsign "PEPPER", the Sydney station consisted of a radome housing the early warning and ground control intercept radars, as well as supporting buildings including residences for personnel. The primary lodger unit established at the station was No. 221 Aircraft Warning Squadron; this unit formed at Sydney on August 1, 1953, while the station was under construction. Search radars installed included models FPS-3, FPS-27, and FPS-508.
No. 221 Squadron was operationally controlled by Sector Commander 2 ADCC, RCAF Station Chatham. The RCAF air base at Chatham and the USAF's Ernest Harmon AFB in Stephenville were the nearest bases for interceptor aircraft that would respond to anything detected by the Sydney main radar.
Following the 1958 partnership between the USAF and RCAF to form the North American Aerospace Defence Command or NORAD, many Pinetree Line radar stations were upgraded for automation and consolidation of intercept data. Consequently, RCAF Station Sydney's radar equipment underwent an upgrade in the late 1950s and early 1960s with the operational implementation of the Semi-Automatic Ground Environment (SAGE) System on September 15, 1962. Under SAGE, the Sydney station collected, discriminated and transmitted its radar coverage data to the designated SAGE Control Centre in the Bangor NORAD section at Topsham AFS.
CFS Sydney.
On February 1, 1968, the RCAF merged with the Royal Canadian Navy (RCN) and the Canadian Army to form the Canadian Armed Forces. As part of the unification, RCAF Station Sydney was renamed to Canadian Forces Station Sydney, or CFS Sydney.
The end of the Cold War and obsolescence of the Pinetree Line radar stations saw CFS Sydney's radar cease operations on January 17, 1991.
The station was decommissioned by the Canadian Forces in 1992 whereby the Government of Canada transferred the property to the Government of Nova Scotia. It was subsequently transferred to the Municipality of the County of Cape Breton which established a non-profit development company named New Dawn Enterprises Ltd. to market the buildings and residences for civilian use. New Dawn Enterprises Ltd. saw limited success in seeing alternative uses for the facility, partly due to the economic decline of the Industrial Cape Breton region.
In 2004 it was discovered that an above-ground fuel storage tank at the former CFS Sydney site was leaking. A subsequent investigation by the Department of National Defence identified 35 other underground fuel storage tanks on the property, some of which were also leaking. These tanks had not been revealed at the time of the facility's transfer in 1992. DND has committed to cleaning up the site and remediating any resulting soil contamination.
Canadian Coastal Radar.
The main radar operations building of CFS Sydney was repurposed for one of three East Coast Canadian Coastal Radar (CCR) sites and still stands today.
The one remaining system is operating, an RCAF operated, minimally attended AN/FPS-117, and commits radar information to NORAD.
The rest of the site was torn down, and is currently being cleaned. A welding school, retirement home, Curling club, CBRM water storage and civilian homes still stand.


Japanese destroyer Oyashio

 was the fourth vessel to be commissioned in the 19-vessel destroyers built for the Imperial Japanese Navy in the late-1930s under the Circle Three Supplementary Naval Expansion Program ("Maru San Keikaku").
Background.
The "Kagerō"-class destroyers were outwardly almost identical to the preceding light cruiser-sized , with improvements made by Japanese naval architects to improve stability and to take advantage of Japan's lead in torpedo technology. They were designed to accompany the Japanese main striking force and in both day and night attacks against the United States Navy as it advanced across the Pacific Ocean, according to Japanese naval strategic projections. Despite being one of the most powerful classes of destroyers in the world at the time of their completion, only one survived the Pacific War.
" Oyashio", built at the Maizuru Naval Arsenal, was laid down on 29 March 1938, launched on 29 November 1938 and commissioned on 20 August 1940.
Operational history.
At the time of the attack on Pearl Harbor, "Oyashio", was assigned to Destroyer Division 15 (Desdiv 15), and a member of Destroyer Squadron 2 (Desron 2) of the IJN 2nd Fleet, and had deployed from Palau, as part of the escort for the aircraft carrier in the invasion of the southern Philippines and minelayer .
In early 1942, "Oyashio" participated in the invasion of the Netherlands East Indies, escorting the invasion forces for Menado, Kendari and Ambon in January, and the invasion forces for Makassar, Timor and Java in February. On 8 February, she rescued survivors from the destroyer and on 5 March assisted in sinking a Royal Navy minelayer. At the end of March, she returned with the aircraft carrier from Staring-baai in Sulawesi to Sasebo.
At the end of April, "Oyashio" deployed from Kure to assist in the occupation of the Cagayan Islands near Palawan in early May, and then returned with the damaged aircraft carrier from Manila to Kure on 17 May. In early June, "Oyashio" deployed from Saipan as part of the troopship escort for the Battle of Midway.
In mid-June, "Oyashio" was assigned as escort for cruisers in projected further Indian Ocean raids, but the operation was cancelled by the time she reached Mergui in Burma, and she was reassigned as escort for the cruisers and to Balikpapan and the Solomon Islands. During the Battle of the Eastern Solomons of 24 August she was part of Admiral Kondō's Advance Force, but was not in combat. During September, "Oyashio" was used for patrols between Truk and Guadalcanal, and in October began operations as a "Tokyo Express" high speed troop transport to Guadalcanal. These operations continued to early-February 1943. During the Battle of Santa Cruz on 26 October, she was assigned to Admiral Kurita's Support Force, returning after the battle with and to Shortland Island. During the Naval Battle of Guadalcanal on 13–15 November, "Oyashio", launched a torpedo attack against the American battleship . After the battle, she returned with the cruiser to Rabaul. On 21 November, she sortied from Rabaul to assist the destroyer . During the Battle of Tassafaronga on 30 November, "Oyashio" torpedoed the American cruiser .
On 9 February, "Oyashio" returned to Kure for repairs, together with the troopship "Hakozaki Maru". She returned on 10 April to Truk together with the aircraft carriers and . At the end of April, she was at Shortland Island, and reassigned to troop transport runs.
On the night of 7–8 May 1943, while on a troop transport run to Kolombangara, "Oyashio" struck mines when leaving Vila (Kolombangara). While dead in the water, she was hit by an air attack, during which strafing and a direct bomb hit took 91 lives. She sank at coordinates (). She was removed from the navy list on 20 June 1943.


Lac Saint-Jean Aviation


List of airlines of Egypt

This is a list of airlines currently operating in Egypt.


Frederick Brearey

Frederick William Brearey (1816–1896) was a British aeronautical inventor. He cofounded the Aeronautical Society of Great Britain and was its secretary for thirty years.
Brearey cofounded the Aeronautical Society of Great Britain with five others in 1866. Brearey was Honorary Secretary society from then until his death thirty years later.
Brearey made a "wave action" aeroplane model driven by a rubber band. It had rigid spars (elsewhere called "bowsprits") which beat up and down, trailing undulating wings of fabric behind them, whose action propelled the model forward with "limited success."
He filed for patents on this craft in Britain in 1879 and later in the U.S.
Brearey published more than 15 articles about aeronautical subjects from 1866 to 1883.
The 1880 and 1885 patents identify Brearey's location as Blackheath, Kent.


Naval Air Station Tongue Point

Naval Air Station Tongue Point is a former United States Navy air station which was located within the former U.S. Naval Station Tongue Point, Astoria, Oregon.
In 1919, the United States Congress approved the construction of a submarine and destroyer base on Tongue Point, a peninsula jutting into the Columbia River east of Astoria, Oregon. Construction was not started until 1921 and was completed in 1924. However, with the military downsizing following World War I, the base was never used. Prior to World War II, Tongue Point was designated as the site of a Naval Air Station (NAS). Ground breaking took place in 1939 but there were numerous delays until construction was finally completed in 1943. Hangars, an ordnance depot and fuel depot were constructed. PBY Catalina seaplanes then arrived and began coastal patrols. Tongue Point was also the location of the U.S. Naval Ship Yard Tongue Point for pre-commissioning and commissioning escort aircraft carriers built in shipyards in the Portland-Vancouver area. A naval communications intercept station was operational there during World War II.
After World War II the air station was deactivated and the base was expanded to include a naval mothball site for the National Defense Reserve Fleet (NRDF), which was operated by the predecessors of the United States Maritime Administration (MARAD)
In 1962, the Navy transferred the base to the General Services Administration (GSA). One of the first Job Corps centers in the nation was opened at the site in 1965. Clatsop Community College operates the Marine and Environmental Research and Training Station (MERTS) at Tongue Point.
U.S. Coast Guard operations.
In 1876 the Tongue Point Light became operational. In 1939 Tongue Point Coast Guard Station became a buoy tender port. On 14 August 1964 Coast Guard Air Station Astoria was established at Tongue Point Naval Air Station, with a crew of 10 officers and 22 enlisted men. Two Sikorsky HH-52A Seaguard helicopters were assigned to the station. The helicopters operated from that location, staging from the Port of Astoria Airport until the air station was moved to its present location at the Astoria Regional Airport in Warrenton, Oregon on 25 February 1966. The Coast Guard also operated a radio aids to navigation facility at Tongue Point. The U.S. Coast Guard continues to operate an Aids to Navigation (ATON) support and maintenance facility at Tongue Point.


Grace Garba

Grace Garba is the first female Senior Non-Commissioned Officer (SNCO) to be promoted to the highest rank in the Non-Commissioned Officers’ cadre since Nigerian Air Force was established on April 18, 1964.
Early life and education.
Grace Garba was born on February 14, 1966 in Garkida, Gombi Local Government Area of Adamawa State. She joined the Nigerian Air Force in 1986 as a member of Basic Military Training Course (BMTC) 10.
While in the service, she studied and earned four certificates namely a degree in nursing from the School of Nursing, Maiduguri, Borno State, Nigeria; a midwifery certificate from Ahmadu Bello University Teaching Hospital Zaria, Kaduna State, Nigeria; a certificate in Public Health from the School of Health Technology, Kaduna State, Nigeria and an Advanced Diploma in Public Administration certificate from the Federal University of Technology, Yola, Adamawa State, Nigeria.
Career.
Garba was posted as the Regimental Sergeant Major (RSM) at the Nigerian Air Force School of Medical Sciences and Aviation Medicine (NAFSMSAM) Kaduna State. She was serving in this position before her promotion to the post of Air Warrant Officer. AWO Grace Garba was decorated with her new rank on October 15, 2019 at the Nigerian Air Force Headquarters Abuja Nigeria. The Chief of Air Staff, Air Marshal Sadique Abubakar and the Minister of Women Affairs and Social Development, Dame Pauline Tallen decorated her with her new post. With her promotion, she became the first female Senior Non-Commissioned Officer (SNCO) to be promoted to the highest rank in the Non-Commissioned Officers’ cadre since Nigerian Air Force was established on April 18, 1964.


List of defunct airlines of Singapore

This is a list of defunct airlines of Singapore.


Arizona Airways Express


Yoshikazu Nagahama

 was a fighter ace in the Imperial Japanese Navy (IJN) during World War II. He became ace in a day during the Attack on Darwin, where he first destroyed one US Navy PBY Catalina flying boat and then single-handedly engaged five, and shot down four, US Army Air Force P-40 Warhawk fighters.
Early career.
Yoshikazu Nagahama enrolled in the navy enlisted pilot training in 1938 and graduated from it at the end of 1939. He was eventually promoted to Petty Officer and assigned to the fighter squadron on carrier "Kaga".
Pacific War.
In December 1941, Petty Officer First Class Nagahama participated in the Attack on Pearl Harbor, flying a Mitsubishi A6M Zero fighter in the second wave. On 19 February 1942, he participated in the Attack on Darwin and provided escort for the bombers. On the way to the target, near Bathurst Island, he encountered a single US Navy PBY Catalina flying boat, which he attacked and shot down. While doing so, he got separated from the main formation, as well as his own flight. He proceeded directly towards Darwin alone while the strike force made a turn in order to attack the port from the south. He arrived over the city ahead of the strike force and five US Army Air Force P-40 Warhawk fighters led by Lieutenant Robert Oestreicher intercepted him. In the ensuing air combat, he single-handedly shot down four of them (Lieutenant Oestreicher being the only survivor), before strafing two more flying boats moored in the port.
In April, Petty Officer Nagahama participated in the Indian Ocean Raid. On 4 June, he was involved in the Battle of Midway, where he was first part of an escort for the strike force against Midway Island in the morning. Upon his return, he was sent back in air to defend IJN carriers a mere half an hour after he landed. The Japanese combat air patrol (CAP), which he was part of, completely annihilated US Navy Douglas TBD Devastator torpedo bombers from carrier "Hornet". Nevertheless, his own carrier "Kaga" was sunk by Douglas SBD Dauntless dive bombers soon afterwards.
After the Battle of Midway, Petty Officer Nagahama was transferred to carrier "Zuikaku". In August 1942, he moved to Solomons area and participated in the Battle of the Eastern Solomons, were he shared a credit for destroying an enemy flying boat over Zuikaku during CAP. In late October, he participated in the Battle of the Santa Cruz Islands, where he was part of the fighter escort led by Lieutenant Ayao Shirane, which covered the strike force against US carriers. In the air combat over the US fleet, he shared a claim to several Grumman F4F Wildcat fighters destroyed. It is very likely that he shot down the one flown by Lieutenant Paul Landry.
Afterwards, Petty Officer Nagahama was transferred to Japan and assigned to Tsuiki Air Group. He was killed in a flying accident on 6 September 1943. His final score was ten or 13 aircraft shot down, depending on the sources.


Taoyuan International Airport Corporation

Taoyuan International Airport Corporation (TIAC; ) is a government-owned corporation responsible for the management of Taiwan Taoyuan International Airport. It is a company based in Taoyuan, Taiwan, Republic of China, established on November 1, 2010.


Bombing of North Korea

Air forces of the United Nations Command carried out an extensive bombing campaign against North Korea from 1950 to 1953 during the Korean War. It was the first major bombing campaign for the United States Air Force (USAF) since its inception in 1947 from the United States Army Air Forces (USAAF). During the campaign, conventional weapons such as explosives, incendiary bombs, and napalm destroyed nearly all of the country's cities and towns, including an estimated 85 percent of its buildings.
Background to Bombing Campaign: Seesaw War from June 1950 to July 1951; Stalemate July 1951 to July 1953.
During the first several months of the Korean War, from June to September 1950, the North Korean Korean People's Army (KPA) succeeded in occupying most of the Korean Peninsula, rapidly routing U.S. and South Korean forces. On 15 September 1950, UN forces reversed the situation by landing behind North Korean lines at Incheon and forcing the KPA to retreat to the north. The situation reversed again when Chinese troops entered the conflict on 19 October, triggering a retreat by UN troops until early-1951.
June–October 1950: "Precision Bombing" But High Casualties.
During this period, USAF Far East Air Force (FEAF) B-29 bombers carried out massive aerial attacks on transport centers and industrial hubs in North Korea. Having soon established air supremacy by the destruction of the North Korean air force in the air and on the ground, FEAF bombers encountered no resistance and "the sky over North Korea was their safe front yard."
The first bombing attack on North Korea was approved on the fourth day of the war, 29 June 1950, by General Douglas MacArthur immediately upon request by FEAF's commanding general, George E. Stratemeyer. MacArthur's order preceded the receipt of an order of President Harry Truman to expand air operations into North Korean areas, also issued on 29 June but not received in Tokyo until 30 June.
During this period, the official U.S. policy was to pursue precision bombing aimed at communication centers (railroad stations, marshalling yards, main yards, and railways) and industrial facilities deemed vital to war-making capacity. The policy was the result of debates after World War II, in which U.S. policy rejected the mass civilian bombings that had been conducted in the later stages of the war as unproductive and immoral.
In early July, General Emmett O'Donnell requested permission to incinerate five North Korean cities. He proposed that MacArthur announce that UN forces would employ the firebombing methods that "brought Japan to its knees" during the Pacific campaign of World War II. The announcement would warn the leaders of North Korea "to get women and children and other noncombatants the hell out." According to O'Donnell, MacArthur responded, "No... I'm not prepared to go that far yet. My instructions are very explicit; however, I want you to know that I have no compunction whatever to your bombing bona fide military objectives, with high explosives, in those five industrial centers. If you miss your target and kill people or destroy other parts of the city, I accept that as a part of war."
Fraught with a rapidly evolving frontline, conflicting information, and green troops as UN forces retreated, FEAF's rearguard actions in July would also see the bombing of South Korean targets in Seoul and Andong, resulting in significant civilian deaths such as those at Yongsan.
In September 1950, MacArthur said in his public report the United Nations, "The problem of avoiding the killing of innocent civilians and damages to the civilian economy is continually present and given my personal attention."
In October 1950, FEAF commander General Stratemeyer requested permission to attack the city of Sinuiju, a provincial capital with an estimated population of 60,000, "over the widest area of the city, without warning, by burning and high explosive." MacArthur's headquarters responded the following day: "The general policy enunciated from Washington negates such an attack unless the military situation clearly requires it. Under present circumstances this is not the case."
Despite the official precision bombing policy, North Korea reported extensive civilian casualties. According to military analyst Taewoo Kim, the apparent contradiction between a policy of precision bombing and reports of high civilian casualties is explained by the very low accuracy of bombing. According to a FEAF analysis, 209 bombs needed to be dropped in order to reach an 80 percent likelihood of hitting a by target. For such a target, 99.3 percent of bombs dropped did not hit the target. Since many targets of the "precision" campaign were located in populated areas, high numbers of civilians were killed despite the policy of limited targeting.
November 1950 - July 1953: Incendiary Attacks on Cities, Towns, and Villages.
On 3 November 1950, General Stratemeyer forwarded to MacArthur the request of Fifth Air Force commander General Earle E. Partridge for clearance to "burn Sinuiju." As he had done previously in July and October, MacArthur again denied the request, explaining that he planned to use the town's facilities after seizing it. However, at the same meeting, MacArthur agreed for the first time to a firebombing campaign, agreeing to Stratemeyer's request to burn the city of Kanggye and several other towns: "Burn it if you so desire. Not only that, Strat, but burn and destroy as a lesson any other of those towns that you consider of military value to the enemy." The same evening, MacArthur's chief of staff told Stratemeyer that the firebombing of Sinuiju had also been approved. In his diary, Stratemeyer summarized the instructions as follows: "Every installation, facility, and village in North Korea now becomes a military and tactical target." Stratemeyer sent orders to the Fifth Air Force and Bomber Command to "destroy every means of communications and every installation, factory, city, and village."
On 5 November 1950, General Stratemeyer gave the following order to the commanding general of the Fifth Air Force: "Aircraft under Fifth Air Force control will destroy all other targets including all buildings capable of affording shelter." The same day, twenty-two B-29s attacked Kanggye, destroying 75% of the city.
In the wake of the Kanggye attack, FEAF began an intensive firebombing campaign that quickly incinerated multiple Korean cities. Three weeks after the attacks began, the air force assessed the damage as follows:
On 17 November 1950, General MacArthur told U.S. Ambassador to Korea John J. Muccio, "Unfortunately, this area will be left a desert." By "this area" MacArthur meant the entire area between "our present positions and the border."
In May 1951, an international fact finding team from East Germany, West Germany, China, and the Netherlands stated, "The members, in the whole course of their journey, did not see one town that had not been destroyed, and there were very few undamaged villages."
On 25 June 1951, General O'Donnell, commander of the Far Eastern Air Force Bomber Command, testified in answer to a question from Senator John C. Stennis ("...North Korea has been virtually destroyed, hasn't it?): "Oh, yes; ... I would say that the entire, almost the entire Korean Peninsula is just a terrible mess. Everything is destroyed. There is nothing standing worthy of the name ... Just before the Chinese came in we were grounded. There were no more targets in Korea."
In June 1952, as part of a strategy to maintain "air pressure" during armistice negotiations, FEAF's Fifth Air Force selected seventy-eight villages for destruction by B-26 light bombers.
In August 1951, war correspondent Tibor Meráy stated that he had witnessed "a complete devastation between the Yalu River and the capital." He said that there were "no more cities in North Korea." He added, "My impression was that I am traveling on the moon because there was only devastation—every city was a collection of chimneys."
Napalm was widely used. In John Ford's 1951 documentary, "This is Korea", footage of napalm deployment is accompanied by a voice-over by John Wayne saying, "Burn 'em out, cook 'em, fry 'em"; the "New York Herald Tribune" hailed "Napalm, the No. 1 Weapon in Korea". Winston Churchill, among others, criticized American use of napalm, calling it "very cruel", as the US/UN forces, he said, were "splashing it all over the civilian population", "tortur[ing] great masses of people". The American official who took this statement declined to publicize it.
At the conclusion of the war, the Air Force assessed the destruction of twenty-two major cities as follows:
The bombing campaign destroyed almost every substantial building in North Korea. The war's highest-ranking U.S. POW, U.S. Major General William F. Dean, reported that the majority of North Korean cities and villages he saw were either rubble or snow-covered wasteland. North Korean factories, schools, hospitals, and government offices were forced to move underground. In November 1950, the North Korean leadership instructed the population to build dugouts and mud huts and to dig tunnels, in order to solve the acute housing problem.
USAF General Curtis LeMay commented, "We went over there and fought the war and eventually burned down every town in North Korea anyway, some way or another, and some in South Korea, too." Pyongyang, which saw 75 percent of its area destroyed, was so devastated that bombing was halted as there were no longer any worthy targets. By the end of the campaign, US bombers had difficulty in finding targets and were reduced to bombing footbridges or jettisoning their bombs into the sea.
Public statements by the U.N. command obfuscated the extent of the destruction of North Korean communities with euphemisms, for example by listing the destruction of thousands of individual "buildings" rather than towns or villages as such, or reporting attacks on North Korean supply centers located in a city with language suggesting that the entire city constituted a "supply center."
May 1953: Attacks on Major Dams.
After running low on urban targets, U.S. bombers destroyed hydroelectric and irrigation dams in the later stages of the war, flooding farmland and destroying crops.
On 13 May 1953, 20 F-84s of the 58th Fighter Bomber Wing attacked the Toksan Dam, producing a flood that destroyed seven hundred buildings in Pyongyang and thousands of acres of rice. On 15–16 May, two groups of F-84s attacked the Chasan Dam. The flood from the destruction of the Toksan dam "scooped clean" of river valley. The attacks were followed by the bombing of the Kuwonga Dam, the Namsi Dam and the Taechon Dam. The bombing of these five dams and ensuing floods threatened several million North Koreans with starvation; according to Charles K. Armstrong, "only emergency assistance from China, the USSR, and other socialist countries prevented widespread famine."
Tonnage Dropped: Korea vs. World War II and Vietnam War.
The U.S. dropped a total of 635,000 tons of bombs, including 32,557 tons of napalm, on Korea. By comparison, the U.S. dropped 1.6 million tons in the European theater and 500,000 tons in the Pacific theater during all of World War II (including 160,000 on Japan). North Korea ranks alongside Cambodia (500,000 tons), Laos (2 million tons), and South Vietnam (4 million tons) as among the most heavily-bombed countries in history, with Laos suffering the most extensive bombardment relative to its size and population.
Death Toll.
The Republic of Korea Ministry of Defense estimated total South Korean civilian casualties for the entire Korean War at 990,968, of which 373,599 (37.7%) were deaths. For North Korea, the Ministry estimated 1,500,000 total civilian casualties, including deaths, injuries, and missing, but did not separately report the number of deaths. The Ministry made no specific estimates for deaths from U.S. bombing.
Armstrong estimated that 12–15 percent of the North Korean population ( 10 million) was killed in the war, or approximately 1.2 million to 1.5 million people. Armstrong did not separately determine how many of these deaths were among civilians or caused by U.S. bombing. Estimates of North Korean military deaths range from a U.S. Department of Defense estimate of 214,899 to a Correlates of War estimate of 316,579, according to the Peace Research Institute Oslo (PRIO) Battle Deaths Dataset.
China border exclusion.
For the entire duration of the war, areas on the border between Korea and China were excluded from bombing due to U.S. State Department concerns.
Legacy.
Armstrong states that the bombing had a profound, long-lasting impact on North Korea's subsequent development and the attitudes of the North Korean people, which "cannot be overestimated":
Russian accusations of indiscriminate attacks on civilian targets did not register with the Americans at all. But for the North Koreans, living in fear of B-29 attacks for nearly three years, including the possibility of atomic bombs, the American air war left a deep and lasting impression. The DPRK government never forgot the lesson of North Korea's vulnerability to American air attack, and for half a century after the Armistice continued to strengthen anti-aircraft defenses, build underground installations, and eventually develop nuclear weapons to ensure that North Korea would not find itself in such a position again. ... The war against the United States, more than any other single factor, gave North Koreans a collective sense of anxiety and fear of outside threats that would continue long after the war's end.
In the eyes of North Koreans as well as some observers, the U.S.' deliberate targeting of civilian infrastructure which resulted in the destruction of cities and high civilian death count, was a war crime.
References.
"This page includes content from the SourceWatch page Bombing of North Korea 1950-1953 under the terms of the Attribution-NonCommercial-ShareAlike license."


Tanglefoot Seaplane Base

Tanglefoot Seaplane Base is a privately owned, public-use seaplane base in Bonner County, Idaho, United States. It is located at Priest Lake, on west shore of Cavanaugh Bay.
Facilities and aircraft.
Tanglefoot Seaplane Base covers an area of at an elevation of 2,438 feet (743 m) above mean sea level. It has one landing area (15/33) measuring 10,000 x 2,000 feet (3,048 x 610 m). For the 12-month period ending May 21, 2007, the airport had 175 general aviation aircraft operations.


Hugh Reilley

Hugh William Reilley (29 May 1918 – 17 October 1940) was a Canadian fighter pilot who flew for the RAF during the Battle of Britain.
Early life.
Born in London, Ontario, Canada. Reilley was educated at London South Collegiate from 1933-1938.
Second World War.
In May 1939 Reilley joined the Royal Air Force. He flew with No. 64 Squadron and No. 66 Squadron in Spitfires during the Battle of Britain. He was shot down in his Spitfire I (R6800) on 17 October 1940 by a Bf 109 of JG 51 flown by Oberstleutnant Werner Mölders over Westerham Kent at 15:25hrs. His Spitfire crashed and burned out at Crockham Hill, Sevenoaks.
Reilley was 22 years old. He is buried in Gravesend Cemetery, Kent.


Air aide-de-camp

An air aide-de-camp is a senior honorary aide-de-camp appointment for air officers in the Royal Air Force, the Royal Australian Air Force and the Indian Air Force. Normally the recipient is appointed as an air aide-de-camp to the head of state. The British Army's equivalent appointment is aide-de-camp general.
Royal Air Force.
Recent appointments have included successive Chiefs of the Air Staff, as well as successive Commanders-in-chief, Strike Command (latterly Air Command), prior to the posts being merged in 2012:


List of defunct airlines of Pakistan

This is a list of defunct airlines of Pakistan.


List of SAS Braathens destinations

This is a list of the airports served by SAS Braathens, the Norwegian branch of Scandinavian Airlines System (SAS), as of May 31, 2007, the day before the company became an integrated part of Scandinavian Airlines. Flights between Norway and Denmark were served by the Danish branch of SAS. For the list of the other SAS destinations, see Scandinavian Airlines System destinations..


Nick Smith (American politician)

Nicholas H. Smith (born November 5, 1934) is an American politician from the U.S. state of Michigan, who served as a Republican member of the United States House of Representatives from 1993 until 2005, representing from the 7th District of Michigan.
Life and career.
Smith was born in Addison, Michigan, where he still lives. He earned a B.A. from Michigan State University in East Lansing, Michigan, in 1957 and an M.S. in Economics from the University of Delaware in 1959. Smith served in the United States Air Force from 1959 to 1961. He was Squadron Commander in the Civil Air Patrol and later an Intelligence Officer. He operates a dairy farm in Addison.
Smith served on the Somerset Township board of trustees, 1962 to 1968. He was township supervisor and on the Hillsdale County board of supervisors from 1966 to 1968. He then served as assistant deputy administrator and director of energy in the United States Department of Agriculture between 1972 and 1974.
Smith served as a member of the Michigan State House of Representatives from the 41st District from 1979 to 1983. He then served as a member of Michigan Senate from the 19th District from 1983 to 1993. While in the Michigan Senate, he was appointed President Pro Tempore from 1983 to 1990.
Smith ran for Congress in the 7th District in 1992, winning the Republican primary by seven points. His nearest opponent was fellow state senator Joe Schwarz, a considerably more moderate Republican. Smith was the major candidate from the eastern portion of the district, while Schwarz and the others were all from the western portion. The candidates from the western portion split the vote, allowing Smith to win despite getting only 37 percent of the vote. No Democrat even filed for the general election, handing the seat to Smith. He was reelected five times.
Smith was a relatively low-profile congressman for most of his career, compiling a reliably conservative voting record despite representing a fairly marginal district. However, Smith gained national attention in 2004 in the controversy over the Medicare Modernization Act. Smith had announced earlier he was not running for reelection later that year, having promised during his initial run to only serve six terms (12 years) in the House. However, he'd endorsed his son, Brad, as his successor. Smith stated that members of the House Republican leadership told him that if he voted for the Medicare bill, business interests would give $100,000 to his son's campaign. When Nick Smith refused to vote for the bill, he was told that his son would never get into Congress. Ultimately, Brad Smith was defeated in the Republican primary by Schwarz, who was elected in November.
In March 2004, the House Ethics Committee admonished fellow Representative from Michigan Candice Miller and House Majority Leader Tom DeLay for their involvement in the affair.


Colin McMullen

Air Commodore Colin Campbell McMullen, (27 August 1908 – 17 February 1954), commonly referred to as C.C. McMullen, was an Australian-born Royal Air Force (RAF) officer. McMullen was educated in Sydney, and commissioned as an officer in the RAF after moving to the United Kingdom in 1931. During World War II he commanded two flying squadrons, as well as an air station. He continued to serve after the war and was appointed to command a group shortly before his death in 1954.
Early life.
McMullen was born in Summer Hill, New South Wales, on 27 August 1908, the son of Frank and Blanche MacMullen, and was educated at Fort Street High School before completing a degree in veterinary studies at the University of Sydney. A well-known rugby union player, he was a member of the University and Drummoyne teams. He was also a member of an air cadet unit located at Royal Australian Air Force Station Richmond.
RAF career.
McMullen moved from Australia to the United Kingdom in 1931 to continue flight training, and received a temporary commission as an officer in the Royal Air Force (RAF) shortly afterwards. This commission was later made permanent. He placed first in a flying course conducted at RAF Station Grantham in early 1932, and was later trained to operate combat aircraft at RAF Tangmere. On 1 March 1933 a fighter aircraft he was piloting collided with another RAF plane. McMullen escaped with only minor injuries after successfully making an emergency landing, but the pilot of the other aircraft was killed.
In January 1939 McMullen was appointed commander of a fighter unit, No. 79 Squadron, and led it following the outbreak of World War II until February 1940. In July 1940 he was mentioned in despatches for "meritorious service with the RAF". In December 1941 McMullen assumed command of No. 109 Squadron, a unit responsible for the development of new technologies. McMullen was responsible for encouraging Don Bennett to try the de Havilland Mosquito, which proved crucial for the effective use of the Oboe target finding device.
McMullen was promoted acting wing commander on 11 March 1943, and awarded an Air Force Cross in the 1943 New Year Honours. McMullen was raised to temporary group captain on 21 January 1944. As the commanding officer of RAF Bardney he led the deployment of two squadrons of Avro Lancaster bombers to the Soviet Union in September that year during Operation Paravane, an attack on the German battleship "Tirpitz" in northern Norway. He also led the deployment of these squadrons to Scotland during the two subsequent attacks on the "Tirpitz", Operation Obviate in October and Operation Catechism in November. McMullen was mentioned in despatches again on 1 January 1945. On 1 January 1946 he was appointed a Commander of the Order of the British Empire (CBE).
McMullen was permanently promoted to the rank of group captain on 22 July 1947. He was raised to air commodore in January 1954, and appointed the commanding officer of No. 81 Group. On 17 February that year he collapsed at Hungerford while driving and subsequently died.


Peter Thorne (RAF officer)

Air Commodore Peter Donald Thorne, (3 June 1923 – 5 April 2014) was a fighter pilot and test pilot in the Royal Air Force (RAF), who held diplomatic posts in Tehran and Moscow during the 1970s.
Early years.
Thorne was born on 3 June 1923 in Eastbourne, East Sussex, and educated at Culford School in Bury St Edmunds.
Service.
In 1941, Thorne enlisted in the RAF for service in the Second World War, and began flight training while still only 17 years old. He was promoted to flying officer in 1943, with seniority from 3 January.


Naval Air Station New York


Naval air station

A naval air station is a military air base, and consists of a permanent land-based operations locations for the military aviation division of the relevant branch of a navy (Naval aviation). These bases are typically populated by squadrons, groups or wings, their various support commands, and other tenant commands.
The term "Naval Air Station" is used by many countries' navies, such as the United States Navy, the Royal Australian Navy, the Royal Navy, and the Indian Navy.
In the case of the U.S. Navy, similar facilities in the U.S. Marine Corps are known as Marine Corps Air Stations and facilities in the U.S. Coast Guard are known as Coast Guard Air Stations.
Argentinean Navy.
The Argentine Naval Aviation operates four "Base Aeronaval" (BAN): from BAN Punta Indio (BAPI) in Buenos Aires Province through BAN Comandante Espora (BACE) and BAN Almirante Zar (BAAZ) in Patagonia to BAN Almirante Quijada (BARD) at Tierra del Fuego. Runways also serve domestic airlines at almost all Argentine military air bases. The Navy operates "Estacion Aeronaval" (EAN) (stations) which have smaller crews and are not normally assigned aircraft. These include Ezeiza, Rio Gallegos and Ushuaia.
The Argentine Naval Prefecture, serving as the Coast Guard, also operates air stations at Posadas, Buenos Aires, Mar del Plata, and Comodoro Rivadavia. Aircraft operating out of these bases are heavily involved in air/sea rescues.
Royal Australian Navy.
In Australia, there is one Naval Air Station, "NAS Nowra", HMAS "Albatross", and the formal Naval Aircraft Repair Yard and apprentice training establishment at HMAS "Nirimba" in Schofields, Sydney.
French Navy.
In 2017, the French Naval Aviation has four naval air stations (BAN), all located in metropolitan territory.
Location.
The BAN Tontouta was reassigned the French Air Force ; the BAN Nîmes-Garons (and not Nimes-Garron, as indicated by error on the map) is now assigned primarily to the civil aviation (air transport) and on a secondary basis to the Ministry of Interior for Civil Security.
Royal Navy.
The United Kingdom has two active Royal Naval Air Stations (RNAS), RNAS Yeovilton (HMS "Heron") and RNAS Culdrose (HMS "Seahawk").
Until 2006, the former served as the main operating base for the Royal Navy's Sea Harriers, which were based upon the three s. However, upon the withdrawal of the BAe Sea Harrier in that year, no strike aircraft have operated from there. It is believed that all of their successors will be based at RAF Lossiemouth. The site also contains the Fleet Air Arm Museum, that showcases a variety of aircraft from the Royal Naval Air Service (1914–1918) until the present day. RNAS Yeovilton also has RNAS Merryfield as its training and satellite station.
RNAS Culdrose serves a variety of helicopter and fixed-wing squadrons, such as the Sea King and the Jetstream respectively. Among the features at RNAS Culdrose is the "Dummy deck" which is used to train pilots to land on ships, the Merlin training facility, and the Fleet Requirements Air Direction Unit. Its satellite airfield is RNAS Predannack.
Italian Navy.
The Italy has three Marina Militare NAS: MARISTAELI Catania, MARISTAELI La Spezia Luni and MARISTAER Grottaglie.
United States Navy.
In the United States, a "Naval Air Station" (NAS) is an air base of the United States Navy. When located in foreign countries, they are more specifically named "US Naval Air Stations" (USNAS), to avoid confusion with naval air stations used by the navies of the host countries.
A slightly lower level of air base in the U.S. Navy is the Naval Air Facility. These facilities normally support smaller numbers of naval aircraft. Permanently based naval aircraft are usually minimal, with the principal focus being on supporting naval aircraft deployed from other installations. Examples are NAF Atsugi, Japan; NAF Diego Garcia, British Indian Ocean Territory; NAF El Centro, California; NAF Washington at Andrews AFB, Maryland; NAF Souda Bay, Crete; NAF Misawa at the U.S. Air Force's Misawa AB in Japan; and NAF Mildenhall at the U.S. Air Force's RAF Mildenhall installation in the United Kingdom. Base Realignment and Closure (BRAC) actions have resulted in closure of Naval Air Facilities such as NAF Detroit at Selfridge ANGB, Michigan; NAF Lajes at the U.S. Air Force's Lajes AB facility in the Azores; NAF Kadena at the U.S. Air Force's Kadena AB, Japan; NAF Adak, Alaska; and NAF Midway northwest of Hawaii.
There are also a number of former Naval Air Stations that have been realigned as part of larger Naval Stations (NAVSTA) or redesignated to other functions in the Navy. This includes the former NAS Norfolk, Virginia (now part of NAVSTA Norfolk), the former NAF Mayport, Florida (now part of NAVSTA Mayport), the former NAS Guantanamo Bay, Cuba (now part of Guantanamo Bay Naval Base); and the former NAS Lakehurst, New Jersey (redesignated as Naval Air Engineering Station Lakehurst). In the case of NAS Memphis, Tennessee (redesignated as Naval Support Activity Mid-South), the airfield and flight line was turned over to local civilian authorities, while the Navy retained the remainder of the installation.
There are also larger facilities that are similar to Naval Air Stations and possess large airfield facilities, but were actually constructed as part of much larger facilities or were dedicated to research and development activities. This includes NAVSTA Rota, Spain; the recently closed NAVSTA Roosevelt Roads, Puerto Rico; the still active Naval Air Weapons Station (NAWS) China Lake, California; and the recently closed Naval Air Warfare Center Warminster, Pennsylvania.
The Navy also operates a number of austere unmanned or minimally manned airfields known as Naval Auxiliary Landing Fields (NALF), Naval Outlying Landing Fields (NOLF), or more simply Outlying Fields (OLF).
United States Marine Corps.
In the United States, a "Marine Corps Air Station" is an air base of the United States Marine Corps. When located in foreign countries, they are often identified as "US Marine Corps Air Stations" (USMCAS), following their US Navy counterparts (the Marine Corps falling as a service under the Department of the Navy) as that term is used by the navies of other countries.
As part of Naval Aviation, Marine Corps Air Stations and Marine Corps Air Facilities fill a similar role as Naval Air Stations and Naval Air Facilities for the United States Marine Corps. Marine aviation units are also assigned on occasion as permanently based units to Naval Air Stations, Naval Air Facilities and, in rare cases, to Air Force Bases and Air National Guard Bases as well.
Like the Navy, the Marine Corps also operates a number of austere unmanned or minimally manned airfields known as Marine Corps Auxiliary Landing Fields (MCALF), Marine Corps Outlying Landing Fields (MCOLF), or more simply Outlying Fields (OLF). Since the Marines' flight training is combined with the Navy and the Coast Guard, those fields dedicated to training of student aviators in the southeastern United States remain under Navy control. As a result, the Marine Corps' auxiliary fields support operational Fleet Marine Force (FMF) units for readiness purposes, such as field carrier landing practice (FCLP) for fixed-wing and rotary-wing aircraft embarking on aircraft carriers or amphibious assault ships.
United States Coast Guard.
The United States Coast Guard is also part of U.S. Naval Aviation and operates its own Coast Guard Air Stations and Coast Guard Air Facilities, either as stand alone installations on joint civil-military airports or Coast Guard-controlled facilities, or collocated at Naval Air Stations, Air Force Bases, Air National Guard Bases and Army Air Fields. Since the Coast Guard has no aviation facilities located in foreign countries, the service tends not use the term "U.S. Coast Guard Air Station" (USCGAS), but will use the term Coast Guard Air Station (CGAS) or more simply, "AIRSTA." The Coast Guard also operates a number of smaller Coast Guard Air Facilities, most of which are limited to rotary-wing operations only and support a limited number of aircraft and personnel.


Bob Harris Flying Service


Kake Seaplane Base

Kake Seaplane Base is a public-use seaplane base located in Kake, a city in the Petersburg Borough of the U.S. state of Alaska. Scheduled airline passenger service is subsidized by the U.S. Department of Transportation via the Essential Air Service program.
This airport is included in the National Plan of Integrated Airport Systems for 2015–2019, which categorized it as a "general aviation airport" based on 1,598 enplanements in 2012 (the "commercial service" category requires at least 2,500 enplanements per year). As per Federal Aviation Administration records, it had 1,564 passenger boardings (enplanements) in calendar year 2008, 1,255 enplanements in 2009, and 1,440 in 2010.
Airlines and destinations.
The following airline offers scheduled passenger service:


Air Force Cost Analysis Agency

The Air Force Cost Analysis Agency (AFCAA) performs independent component cost analyses for major Air Force system programs as required by public law and Department of Defense policy, or those of special interest. It is responsible for cost estimating and for enhancing the state-of-the-art in cost analysis. It provides guidance, analytical support, and quantitative risk analyses to 11 major commands and the Air Force corporate staff on development of cost per flying-hour factors and resource requirements. AFCAA performs special studies supporting long-range planning, force structure, Analysis of Alternatives, and life-cycle cost analyses.


Metal Improvement Company

Metal Improvement Company (MIC) is a company specializing in metal surface treatments. Metal Improvement Company LLC is a business unit of the Surface Technologies Division of Curtiss-Wright Corporation (NYSE: CW).
MIC provides multiple technical services for the metal treatment industry, including Thermal Spray, Solid Film Lubricant and Parylene Coatings, and Materials Testing Services; but is best known for its legacy Shot Peening technology, which can enhance the performance of metal components, preventing premature fatigue and corrosion failures.
History.
This company was founded in 1945 in southern California by engineer Henry Fuchs. Fuchs had been working with John Almen on new applications for shot peening of automobiles and military equipment companies produced before and during World War II. Fuchs and Almen worked at the Research Laboratory of General Motors Corporation before the start of MIC. The Almen strip or Almen system, a tool for duplicating the shot peening process, was named after John Almen.
Fuchs started in his garage accompanied by his son-in-law, Fred Landecker, with the idea of working in railways car suspensions and assemblies. Nevertheless, the shot peening industry was beginning and the automotive sector was not showing much interest. So it was the aircraft industry which first began to use the beneficial processes.
The company worked, for example, in the early 1950s with the famous Douglas DC-3 aircraft. In the mid-1950s, the company worked on the wing skins of Lockheed Super Constellation aircraft.
In 1968 the company was acquired by Curtiss-Wright which had begun an expansion program at its Buffalo extrusion facility, adding new forging and machining equipment for building aircraft and aerospace components.
In the 1970s, the idea of metal peening with light was explored in the company and in the metal treatment industry. Lawrence Livermore Laboratories at the end of the 1990s, working under a government contract for a laser to illuminate passing satellites, developed a process of peening with light with enough power to use it also for commercial purposes. Metal Improvement Company, under a CRADA agreement with Lawrence Livermore Laboratories, began to develop this technology for commercial customers and in 2003 the company introduced the laser peening to the market.
Henry Fuchs died in 1989. He was a Professor Emeritus of Stanford University. The Society of Automotive Engineers named an award "Henry O. Fuchs" in his honor.
In 2006 NASA worked with the company, and they together presented a study called: "Effects of Laser Peening, and Shot Peening on Friction Stir Welding".
Today, MIC is one of the business units of the Curtiss-Wright Surface Technologies Division. With 70 facilities in North America, Europe and Asia, they provide job shop surface treatments including shot peening, laser peening, thermal spray coatings, solid film lubricant and material testing services.


Bryce Poe II

Bryce Poe II (October 10, 1924 – November 20, 2000) was a United States Air Force four-star general who served as Commander, Air Force Logistics Command (COMAFLC) from 1978 to 1981.
Military career.
Poe was born in 1924, in Wichita, Kansas. He attended the Colorado School of Mines, the University of Kansas, and graduated from the United States Military Academy in 1946. He completed Army Air Forces pilot training prior to graduation from the academy. He received a Master of Arts degree in history from the University of Omaha in 1964 and a Master of Science degree in international affairs from The George Washington University, in 1965. He is a graduate of the Armed Forces Staff College in Norfolk, Virginia and the National War College at Fort Lesley J. McNair.
From November 1946 to September 1948, Poe was a member of one of the first jet-equipped units in the U.S. Air Force and flew in more than 80 air shows demonstrating the new aircraft. He then transferred to Japan and was assigned to the 8th Tactical Reconnaissance Squadron, which was equipped with RF-80As.
At the beginning of the Korean War, he transferred to South Korea and flew 90 combat missions including the first U.S. Air Force jet reconnaissance sortie. He returned to the United States and, from January to April 1951, was assigned to a Strategic Air Command fighter escort squadron at Bergstrom Air Force Base, Texas. He then transferred to Shaw Air Force Base, South Carolina, as commander of a reconnaissance replacement training unit.
Poe was assigned to Allied Forces Northern Europe, Oslo, Norway, in August 1952 as a fighter operations officer flying de Havilland Vampires, Gloster Meteors, F-84 Thunderjets and F-86 Sabres with the Royal Norwegian and Royal Danish air forces. He returned to the United States in July 1956 and served as aide and then executive officer to General Bernard Adolph Schriever, commander, Air Force Western Development Division in Inglewood, California.
In August 1959 he entered the Armed Forces Staff College. After graduation in January 1960, he went to Offutt Air Force Base, Nebraska, as operations officer of an Atlas D squadron. In October 1961 he transferred to SAC headquarters as a missile plans officer and later as chief, Missile Plans Section, Operations and Training Division. In August 1964 Poe entered the National War College. Following his graduation in July 1965, he served as chief, Plans Group, Office of Legislative Liaison, Office of the Secretary of the Air Force, Washington, D.C. He transferred to Bergstrom Air Force Base in July 1967 as vice commander of the 75th Tactical Reconnaissance Wing.
He went to Southeast Asia in July 1968 as vice commander, 460th Tactical Reconnaissance Wing, Tan Son Nhut Air Base, Republic of Vietnam. During this tour of duty, he flew 213 combat missions, 200 in RF-4s.
From July 1969 to July 1970, Poe was commander of the 26th Tactical Reconnaissance Wing, Ramstein Air Base, Germany. In July 1970 he assumed duties as deputy chief of staff, logistics, U.S. Air Forces in Europe, Wiesbaden, Germany.
Poe became commander of the Ogden Air Materiel Area (now Ogden Air Logistics Center) at Hill Air Force Base, Utah, in February 1973. In June 1974 he returned to Germany as vice commander in chief of the U.S. Air Forces in Europe at Ramstein Air Base.
He was assigned to Wright-Patterson Air Force Base in July 1976 as commander of the Air Force Acquisition Logistics Division and assumed commander of AFLC in February 1978.
He retired from the Air Force on July 31, 1981 and died of a stroke on November 20, 2000.


William Edmund Scripps

William Edmund Scripps (May 6, 1882 – June 12, 1952) was a pioneer aviator and the publisher of "The Detroit News". He was also an original founder of the WWJ radio station.
Biography.
He was born on May 6, 1882 to James E. Scripps, the founder of Detroit’s "Evening News". His uncle (father's half-brother) Edward W. Scripps, founded the E.W. Scripps Company; and his aunt (father's half-sister), Ellen Browning Scripps, was a noted philanthropist. He was a great uncle to Samuel H. Scripps. His brother-in-law, George Gough Booth, worked alongside him in the newspaper and radio industry. His nephew (George's son) was James Scripps Booth, an artist and automotive engineer.
Scripps married Nina Amenda Downey and had four children. A one-room schoolhouse on the family property was named for his wife. When his son James Edmund II died of appendicitis in 1925 at 22, an oil painting was donated to the Detroit Art Museum in his memory by his wife in 1954. The painting is "The Nut Gatherers" by William Adolphe Bourguereau.
He died on June 12, 1952, from a respiratory illness.
Estate.
In 1916, he began purchasing large tracts of farmland in Lake Orion, Michigan with an ambition to raise livestock and show animals, including Angus cattle, swine, cows, and poultry. The estate, called Wildwood Farms, grew in size to .
In the mid-1920s Scripps hired his brother-in-law, architect Clarence E. Day, to build a new home for his family on the northwest quadrant of the property. Scripps Mansion, a magnificent Norman and Tudor style dwelling, was completed in 1927. It has served as a guest house and retreat center for the Catholic church since the 1950s and is not open to the public, except on scheduled guided tours showcasing the interior design and garden.
Many of the European paintings from the estate were later donated to the Detroit Institute of Arts. William was an active contributor to the DIA, and his father James was an original founder of the permanent collection building.
After his death in 1952, the farm livestock and equipment was auctioned off, and the land was sold or donated for parkland to Orion Township, Oakland County, and the state of Michigan (Bald Mountain Recreation Area). The farm buildings and employee housing were later developed in the Canterbury Village shopping center.
In 2007 the estate was added to the National Register of Historic Places.
Aviation and boating.
Scripps was an avid aviator and promoted aviation through his father's newspaper, "The Detroit News", which he helped run from 1929–1952. In 1913, Scripps flew a Curtis Model F flying boat underneath the original Belle Isle Bridge.
Scripps invited Amelia Earhart to Lake Orion in 1929, where she successfully tested an experimental glider.
In 1904, Scripps helped found the Gold Cup boat racing series on the Detroit River.
Media.
William had a role with the "News" after his father's death, although the paper was primarily run by George Gough Booth; William's brother in law.
William and his brother John Scripps were original founders of WWJ (AM) radio in 1920. Worried that radio might interfere with newspaper sales, the Scripps family invested in the new medium. Housed in The Detroit News Building, it began limited broadcasts that same year. During the 1940s, William established the first radio broadcasting of Alcoholics Anonymous. The station remained under "News" ownership until 1987, when U.S. Federal Communications Commission (FCC) regulations mandated a sale to prevent cross ownership. WWJ is currently broadcasting as a popular all-news format.
In 1947 the "News" also founded a television station, WWJ TV. That station remains on the air, however it is now known as WDIV-TV. A new and separate station known as WWJ-TV began operations in 1978.


Airwolf (helicopter)

Airwolf is the helicopter from the 1980s American television series of the same name. Its fictional features included stratospheric ceiling, stealth noise signature, a wide range of weapons and even supersonic speed. The "Airwolf" helicopter was a conventional Bell 222 helicopter modified by attaching some film props.
Bell 222 example.
The flying "Airwolf" was derived from a Bell 222, a twin-turboshaft helicopter produced for the civilian market and typically employed for corporate, emergency medical or utility transport missions, with seating for up to 10, including the pilot.
The airframe used for "Airwolf" was serial number 47085 (registration number N3176S), of the initial production version, sometimes unofficially called a Bell 222A. During filming of the series the helicopter was owned by JetCopters Inc. in Van Nuys, California.
After the show was canceled, the modifications were removed from the aircraft and are now owned by a private collector. The helicopter was repainted and eventually sold to the German helicopter charter company, Hubschrauber-Sonder-Dienst (aka HSD Luftrettung and Blue Helicopter Alliance), and given the registration number D-HHSD. While operating as an air ambulance, the helicopter crashed into a mountain in fog on June 6, 1992, killing all three occupants onboard.
A new, full-size replica of the "Airwolf" helicopter was created by Steven W. Stull for display in the short-lived Helicopter Headquarters museum in Pigeon Forge, Tennessee that opened in August 2006, using a non-flying Bell 222 with molds taken directly from the originals used in the show. The museum was unsuccessful, and offered the replica for sale through eBay. The replica was housed between 2007 and 2015 in the Tennessee Museum of Aviation in Sevierville, Tennessee. It has since been sold to a private collector in California, having been modified at West Coast Customs during late 2015. The replica is now on top of an expensive mansion in Bel Air, California.
The "Airwolf" helicopter.
"Airwolf" was painted "Phantom Gray Metallic" (DuPont Imron 5031X) on top, and a custom pearl-gray (almost white) on the bottom, in a countershaded pattern. The craft was also fitted with various prop modifications, such as "turbojet" engines and intakes, an in-air refueling nozzle and blister cowling on the nose, retractable machine guns at the wingtips, and a retractable rocket launcher, known as the "ADF Pod" (ADF standing for All Directional Firing, as the pod could rotate 180 degrees to fire at targets at the sides — 90 degrees to the left, forward, or 90 degrees to the right) on its belly.
The look of the modifications was designed by Andrew Probert, and they were first applied to the non-flying mock-up (built from the body of the very first Bell 222, serial number 47001). From this mock-up molds were made so that parts could be made to FAA specifications before they were added to the flying helicopter. After the maiden flight with the modifications, primary pilot David Jones told the producer that "It flies better now than before!"
The machine guns mounted on the side of the landing gear sponsons were mock-ups that used spark plugs and fuel to simulate gun firing. Other modifications were implied with Foley and sets; the interior sets were of a fantastical high-tech nature, and there were implied "stealth" noise-reducing capabilities with creative use of sound effects. On the show, the deployment of the weapons systems were usually shown via close-ups of the action; in reality, these close-ups were produced on props off-site, while the non-moving prop components were attached to the aircraft by a technician in the field or at the JetCopters hangar.
The concept behind "Airwolf" was a super-fast and armed helicopter that could "blend in" by appearing to be civilian and non-military in origin, a "wolf in sheep's clothing". "Airwolf's" insignia patch (also designed by Probert) as worn by the flight-crew was a snarling wolf's head with gossamer wings that appears to be wearing a sheepskin complete with the head of a lamb over the wolf's forehead. "Airwolf" is sometimes referred to in-show as "The Lady" by Santini and Hawke.
In the show, "Airwolf" was an armored, stealthy aircraft. It could perform impossible maneuvers and stunts, including traveling at mach speeds (the theoretical maximum speed of a helicopter is significantly below Mach 0.5, or half the speed of sound), and flying into the stratosphere. Some of these impossible capabilities are explained in the show by such features as auxiliary jet engines (visible at the roots of the landing gear sponsons), rotor blades that can be disengaged for supersonic flight and a lifting body fuselage.
Sound effects were also associated with many of the aircraft's abilities. When "Airwolf" bolted across the sky in "turbo boost" mode, one would hear it "howl like a wolf" as it made a glass-shattering sound effect. When sitting idle, the aircraft made a mechanical trilling sound, and while hovering the rotor blades made a ghostly wind drone.
The weapons were state-of-the-art, with machine guns that could rip apart tanks and bunkers. The belly missile pod could fire a variety of rockets, including air-to-surface Mavericks, Hellfires, and heat-seeking air-to-air Sidewinders. When fired, these rockets usually glowed like a laser bolt or "photon torpedo" from "Star Trek". "Airwolf" was also equipped with an advanced computer system which could identify and track aircraft and ground vehicles. It could display 3D wireframe models and schematics of its targets. The communications system could eavesdrop on radio and telephone conversations, tap into and foul up computer systems, jam enemy transmission frequencies and disrupt ground-based electrical systems. The stealth systems were capable of rendering "Airwolf" invisible to radar, as well as producing multiple radar returns. The weapons system could be tied in with the communications system to lock the missiles onto any monitored electronic system. In the first episode, a Bullpup missile was launched from "Airwolf" against an American destroyer while the helicopter was being used by its in-story inventor, Doctor Charles Henry Moffet.
In one episode ("Airwolf II"), "Airwolf" had a twin, "Airwolf II", also known as "Redwolf". "Redwolf" was secretly built by The Firm to replace "Airwolf", but was subsequently stolen and flown by Harlan Jenkins, its egotistical creator and test-pilot rival of Stringfellow Hawke. "Redwolf" differed from "Airwolf" in that its underbelly was painted red (where "Airwolf" was painted pearl-grey). It was also equipped with a powerful laser weapon coupled with a quick-firing, single-tube rocket pod (although in reality it had no external modifications to the Bell 222). Season 4 also featured a similar copter to "Redwolf", known as the "Scorpion", though the footage of the dogfighting was recycled from the "Airwolf II" episode.
Models.
Over the years a number of licensed "Airwolf" models have been available.


Samurra Air Battle

Operation Samurra was an operation by the Iraqi Air Force during the Gulf War to decisively engage USAF F-15Cs using MiG-25 jets, and break the "wall" of F-15s that the Coalition had established along Iraq's border with Iran. It demonstrated the last true offensive operation of the Iraqi Air Force before grounding their air assets in an attempt to preserve them for future use. Through careful planning and coordination, two MiG-25 jets successfully caught two American F-15 fighters off guard and engaged them in a dogfight. After several minutes of aerial maneuvering, and several fired missiles, the Iraqi jets returned to Tammuz Air Force Base undamaged, and the F-15s returned to Saudi Arabia, albeit with one damaged.
Prelude.
By 19 January it had become apparent to Iraqi leadership that they could not engage the coalition air forces openly. Saddam Hussein had ordered most of his air assets to be conserved inside of bunkers in an attempt to save them for future use against the coalition. Consequently, Coalition sorties began targeting aircraft hangars and shelters to destroy the Iraqi Air Force on the ground. Between 17 and 27 January, 117 Iraqi aircraft were destroyed on the ground. Saddam ordered his air force to evacuate their aircraft to Iran temporarily, to be used in future sorties (Iran instead interned the aircraft).
Flying in flights of four, Iraqi military aircraft retreated east across the country routed through Baghdad airspace due to its heavy air defenses. To counter this, the US Air Force established a "wall" of F-15s along the Iranian border to shoot down any aircraft attempting to flee. In order to facilitate the retreat of its air force, Iraq sought to shoot down these patrolling F-15s.
Plan.
Planning for Operation Samurra had begun as early as 18 January, when the Iraqi Air Force was bolstered by a successful operation the night before whereupon they intercepted several EF-111 "Ravens" that were jamming Iraqi radars. Subsequently, Iraqi anti-aircraft gunners were able to wreak havoc on a now unprotected sortie of F-15E bombers.
The plan involved having two MiG-25 aircraft from different directions vectored onto an isolated group of F-15s. If the F-15s tried to attack one of the MiGs, the other would be in a flanking position which would enable it to down the F-15s more easily. Iraq didn't evacuate their MiG-25 "Foxbats" in order to retain them for this mission. Monitoring Coalition AWACS and F-15 frequencies, Iraqi forces waited for the proper situation to begin the operation.
Battle.
Finally on January 30, an Iraqi intelligence unit intercepted communications that one of the patrols, "Xerex 31" was approaching "bingo fuel" which necessitated an hour and a half round trip to an aerial tanker. This left just two F-15 jets, "Xerex 33" piloted by USAF Capt. Thomas Dietz, and another by 1st Lt. Robert Hehemann, in the area. Recognizing the opportunity, two MiG-25s were scrambled from two separate air bases. Capt. Mahmoud Awad took off from Qadessiya Air Base, while Capt. Mohammed Jassi as-Sammarai took off from Tammuz Air Base. After engaging a false target, both pilots were directed to Dietz and Hehemann by Iraqi air traffic control.
The two flights immediately engaged one another, with Hehemann firing two missiles, one of which was a dud. At the same time, as-Sammarai achieved radar lock-on on Hehemann and fired an R-40 missile, which went ballistic after as-Sammarai was forced into evasive maneuvers to avoid Hehemann's missile. As-Sammarai's missile damaged Hehemann's left engine, but his F-15 remained flyable. Meanwhile, Dietz engaged Awad, attempting to fire several missiles at him. After Dietz's missiles failed to fire three times, Awad managed to get radar lock-on Dietz's F-15, putting him onto the defensive. Dietz attempted to disengage, heading east. Hehemann, still engaged with as-Sammarai, fired another missile, and then found himself under lock-on by the now unoccupied Awad. Hehemann avoided Awad's missile with the use of chaff and flares. As-Sammarai and Awad then disengaged to the west in full afterburner, back towards Tammuz Air Base.
At the same time, "Xerex 31" was returning from the aerial tanker and had been monitoring the air battle. Pilots Lt. Col. Randy Bigum and 1st Lt. Lynn Broome decided to direct their F-15s in an attempt to intercept the two MiG-25s. However, a high altitude crosswind forced them over Baghdad, which was the most heavily defended airspace in Iraq. The two were subsequently locked-on by Iraqi gunners. Bigum would later admit he didn't notice the drift because he and his wing-man were determined to score a MiG kill. Despite this, they still managed to achieve radar lock up on both as-Sammarai and Awad, and each fired a missile at them. Both missed. Bigum fired a second missile at Awad, but Awad landed his aircraft before the missile arrived. Bigum fired again at as-Sammarai as he was on his final landing approach, but Bigum lost the radar lock as as-Sammarai landed and the missile impacted the ground about from as-Sammarai's left wingtip. Bigum and Broome egressed the area before they could be shot down by SAMs, which were still targeting them.
Result.
The Iraqi Air Force first credited as-Sammarai with a "possible" victory which was later upgraded to "confirmed" after a Bedouin smuggler discovered wreckage of an F-15 just inside Saudi Arabia, very close to where Iraqi radars had allegedly lost track of a falling F-15 on January 30. Later Iraqi government documents claim two F-15s recorded as being shot down in this engagement. However, the USAF states that there is no record of an F-15 being shot down on January 30 in the area west of Baghdad. Nonetheless, this is probably the closest an F-15 has ever come to being shot down in air-to-air combat.
Operation Samurra was the last offensive operation of the Iraqi Air Force during the Gulf War. By mid-February all Iraqi Air Force activity had effectively ceased as the Coalition completed their dominance over the skies, and not a single offensive sortie was even attempted during the ground phase of the war. Most of the MiG-25's in Iraq's arsenal survived the war, and went on to serve until the 2003 Invasion of Iraq when they were buried, by which time they remained in various states of airworthiness.
Dietz and Hehemann would go on to be the highest scoring fighter pilots of the Gulf War, with three air-air kills apiece by the war's end. Bigum and Broome finished the war with no air-air kills, with the Samurra becoming the closest they would get.
See also.
Air engagements of the Gulf War<br>
List of Gulf War pilots by victories


Steven A. Boylan

Steven Arthur Boylan (born September 30, 1965), formerly a U.S. military spokesman in Baghdad for General David Petraeus in the prosecution of the Iraq War troop surge of 2007 from February, 2007 to September, 2008. After leaving Iraq, he became the public affairs officer and the senior public affairs observer/trainer for the Battle Command Training Program (BCTP) at Fort Leavenworth, Kansas according to U.S. News & World Report.
Personal.
Boylan is the son of Louis and Barbara Boylan.
Boylan is a 1980 graduate of Pompano Beach High School in Pompano Beach, Florida. The Broward County school is the "Home of the Golden Tornadoes."
Boylan is a graduate of Mercer University in Macon, Georgia. He received a BA in communication, with a minors in journalism and broadcast and film, and an MA in management from Webster University.
Boylan's residence is in Kansas. His second wife is named Michelle. In September, 2007, Michelle Boylan wrote a letter to the editor of the "Kansas City Star" demanding that Congress apologize to General Petraeus for the treatment he received during testimony. Michelle Boylan and the three Boylan children attended an event in Wisconsin by the Vice President in the 2004 presidential race. They were interviewed as to why they were there, and Michelle responded that she felt it was important for her children to see the importance of the political process.
Career.
Army.
Boylan was commissioned as a 2nd lieutenant, (Branched Aviation) in the army from Army ROTC at Mercer University, June, 1984.
Completed Infantry Officer Basic Course, Ft. Benning, GA, and the Initial Entry Rotary Wing Course, Ft. Rucker, AL.
Boylan retired as a colonel in the United States Army.
Currently, Boylan works as an assistant instructor in Fort Leavenworth.
"Colonel Boylan is a top 80% officer by today's military standards," -General David Petraeus, 2009.
Decorations and badges.
Non-U.S. service medals and ribbons.
 ( Multinational Force and Observers Medal ribbon) (with award numeral "2")
Foreign badges.
 ( Honduran Parachutist Badge)
2002 stabbing.
Boylan was attacked on the night of December 15, 2002 outside Seoul, South Korea's Yongsan Garrison, the headquarters of the United States Forces Korea. According to his statement to police, he was attacked by three Korean men in their twenties, who cursed at him in English, pushed him from behind, and stabbed him with a 5-inch blade. He received a cut on his left side, below the ribcage, for which he was treated at a base hospital; he did not require stitches. Boylan had come to public attention in South Korea for his role as the army spokesman regarding the June 13, 2002 roadside accident in which a U.S. Army armored vehicle struck and killed two South Korean girls.
Greenwald emails.
In late October 2007, Boylan became embroiled in a dispute with Glenn Greenwald of Salon Magazine over articles by Greenwald related to the prosecution of the Iraq War by the George W. Bush presidency and a series of emails. Boylan has stated that he did not send the email in question, claiming that it was sent by an imposter. Prior to the incident, evidence had surfaced of Boylan being impersonated via email.


Randolph Field


RAF Woodbridge

Royal Air Force Woodbridge or RAF Woodbridge, is a former Royal Air Force station located east of Woodbridge in the county of Suffolk, England.
Constructed in 1943 as a Royal Air Force (RAF) military airfield during the Second World War to assist damaged aircraft to land on their return from raids over Germany it was later used by the United States Air Force during the Cold War, being the primary home for the 79th Tactical Fighter Squadron and the 78th Tactical Fighter Squadron and squadrons of the 81st Fighter Wing under various designations until 1993. For many years, the 81st Fighter Wing also operated from nearby RAF Bentwaters, with Bentwaters and Woodbridge being known as the "Twin Bases".
Since 2006, it has been known as MOD Woodbridge, incorporating Woodbridge Airfield and Rock Barracks. Woodbridge Airfield is used by Army Air Corps aircraft for training and Rock Barracks are home to the newly formed 23 Engineer Regiment (Air Assault) of the Royal Engineers.
History.
Second World War.
In 1943, Woodbridge was constructed in the south-east as one of three airfields set up to accept distressed aircraft returning from raids over Germany, and was therefore fitted with extra-long, heavy-duty runways (the other two being at RAF Manston in Kent and RAF Carnaby in Yorkshire).
These airfields were intended for use by returning bombers suffering from low-fuel and suspected damage to their pneumatic (wheel brake) and/or hydraulic (undercarriage lowering) systems. All three airfields were equipped with a single runway, 9,000 ft (2,700 m) long and 750 ft (230 m) wide. (5 times the normal width) There was a further clear area of 1,500 ft (460 m) at each end of the runway. At each of the three airfields, the runway was divided into three 250 ft (76 m) lanes. The northern and central lanes were allocated by flying control, while the southern lane was the emergency lane on which any aircraft could land without first making contact with the airfield.
It was initially called RAF Sutton Heath.
The site at Woodbridge was chosen as it was 'nearly fog-free and had no obstructions for miles', although more than a million trees had to be cleared from Rendlesham Forest to take the new base. Its first use, however was in July 1943, when it was used by an American Boeing B-17 Flying Fortress bomber.
In the spring of 1944, Woodbridge was considered to be the operational base for Operation Aphrodite, a secret plan for drone B-17's (designated as BQ-7s), to be used against German V-1 flying bomb sites, submarine pens, or deep fortifications that had resisted conventional bombing. In early July, several B-17s, modified into BQ-7 drones, from the 562d Bomb Squadron of the 388th Bomb Group arrived at Woodbridge. The aircraft were stripped of all interior equipment and armament and packed with explosives. The plane would be flown by a human pilot, then handed over to radio control via a primitive television system, at which point the pilot parachuted out just before the English Channel came in sight. Another B-17 would act as a 'mother' ship, guiding the drone across the channel to its target.
No Aphrodite mission was ever flown from Woodbridge because, after one aborted attempt, the unit moved up to RAF Fersfield, near Diss, Norfolk.
On 13 July 1944, a Luftwaffe Ju 88 G-1 night fighter of 7 "Staffel"/NJG 2, bearing aircraft code 4R+UR, on North Sea night patrol landed at Woodbridge. This aircraft carried recent versions of the FuG 220 Lichtenstein SN-2 radar, Naxos-Z and FuG 227 Flensburg homer which were being successfully used to intercept RAF bombers. The German crew had only just completed 100 hours of flight training, and had flown by compass heading, but had proceeded in exactly the wrong direction and thought they were over their own airfield. Within days, the Royal Aircraft Establishment (RAE) had analysed the radar equipment and devised countermeasures.
About 30% of the emergency landings were caused by bad weather, especially fog which could be dispersed by Fog Investigation and Dispersal Operation (FIDO) where up to of petrol per hour was pumped through a system of pipes along the side of the runway and burnt to produce a wall of flames which would lift the fog. Fuel was transported to Melton railway station before being piped to the airfield.
By the end of the Second World War 4,200 aircraft had made emergency landings at RAF Woodbridge. After the war the airfield was used for some experimental work by the RAF with Avro Lancasters being based there, dropping Grand Slam bombs on Orford Ness, and the Blind Landing Experimental Unit (BLEU) was located at Woodbridge. Eventually it was closed on 14 March 1948 and put into 'care and maintenance' status.
Cold War.
79th Fighter Squadron.
As a result of the Cold War United States Air Force (USAF) buildup in Europe, Woodbridge was made available to the Americans by the Air Ministry in early 1952. Expansion of the facility to bring it up to NATO standards commenced on 16 April 1952, with the establishment of the 3928th Air Base Squadron.
The first operational USAF unit to reside at Woodbridge was the 79th Fighter-Bomber Squadron which arrived on 1 October 1952. The 79th TFS was a component of the 20th Fighter-Bomber Wing based at RAF Wethersfield. Restricted space at Wethersfield compelled the 79th Squadron to move initially to RAF Bentwaters on 6 June, then to Woodbridge, three miles southwest of Bentwaters, on 1 October.
The 79th FBS flew the Republic F-84G "Thunderjet". Markings for the F-84s at Woodbridge consisted of yellow lightning flashes on the fuselage and on the external wing tip tanks.
The mission of the 79th was to provide escort for Strategic Air Command (SAC) Boeing B-47 "Stratojet" rotational deployments from RAF Sturgate. These deployments generally involved about 45 aircraft, together with about 20 Boeing KC-97 Stratofreighters, which were maintained at English bases for 90 days. At the end of the Temporary Duty (TDY), they were relieved by another SAC wing that was generally stationed at a different airfield. These missions continued until 1964.
In 1955, the 79th was upgraded to the swept-wing F-84F "Thunderstreak", with the older "G" models being transferred to other NATO countries or to the Middle East. Lightning flashes were not painted on the "F" models, but the yellow squadron colour band around the extreme rear of the fuselage remained a squadron marking. The 79th flew the F-84F only until 1958, when the 20th was redesignated a tactical fighter wing, and the squadron was re-equipped with the North American F-100 "Super Sabre". The 79th TFS was transferred to RAF Upper Heyford during January 1970 when Wethersfield was closed and the 20th TFW was reassigned.
It has been reported that the US stored nuclear missiles at this site without the UK public knowing and that it was also the scene of a UFO sighting in 1980.
Twin Base with RAF Bentwaters.
Beginning on 8 July 1958, Woodbridge was operated as "twin base" (twin airfield) with RAF Bentwaters, and as a single unit with Bentwaters under the 81st Tactical Fighter Wing. Along with the 79th from the 20th TFW, the 78th Fighter-Interceptor Squadron operated from the station, being transferred from RAF Shepherds Grove when the USAF turned Shepherds Grove over to the Air Ministry.
Initially flying F-84F Thunderstreaks, in December they were replaced by the McDonnell F-101A/C "Voodoo", and redesignated as a Tactical Fighter Squadron. Markings of the 78th TFS were a red tail with silver star pattern design on the vertical stabilizer.
In November 1965, the 78th TFS received McDonnell F-4C "Phantom II"s to replace the Voodoos, with red fin caps as their squadron marking. In October 1969 the F-4C aircraft were replaced with the F-4D. In February 1970, the 81st adapted tail codes, with "WR" being used by the 78th.
In 1972, construction began on Woodbridge American High School and classes began in 1973.
With the arrival of the Fairchild Republic A-10 Thunderbolt II in USAFE in 1979, the 81st TFW was expanded to six squadrons. Three of these were stationed at Woodbridge.
It was decided to expand the 81st with six A-10 squadrons distributed over both Woodbridge and Bentwaters as follows:
All the A-10 squadrons were tail-coded "WR".
The 91st was transferred to Woodbridge from Bentwaters on 1 February 1980. The 509th was reactivated as an A-10 squadron, previously being an F-102 unit at Clark Air Base, Philippines.
At Woodbridge, USAFE activated the 509th Tactical Fighter Squadron. The 509th was previously an F-102 squadron at and the 91st was moved to Woodbridge from Bentwaters. On 1 June 1988, the 509th was transferred to RAF Alconbury when the 10th transitioned from a Tactical Reconnaissance to a Tactical Fighter Squadron.
67th Air Rescue and Recovery Squadron.
The 67th Air Rescue and Recovery Squadron (ARRS) moved to RAF Woodbridge from Morón Air Base, Spain, on 15 January 1970. The 67th ARRS operated Lockheed HC-130H/N/P Hercules fixed wing aircraft, and heavy duty HH-53 Jolly Green Giant helicopters, and was assigned an air rescue and special operations mission. The 67th ARRS participated in the rescue efforts of the capsized Townsend Thoresen ferry Herald of Free Enterprise outside of Zeebrugge Harbour on 6 March 1987. On 1 June 1988, they were redesignated the 39th Special Operations Wing. On 1 April 1992 they moved to RAF Alconbury as part of the closure of RAF Woodbridge.
Deactivation – 1990s.
With the end of the Cold War, the USAF presence at Woodbridge was gradually phased down. It was announced that the airfield would be closed, and the 81st TFW would be inactivated. Woodbridge-based squadrons were phased-down as follows:
The last A-10 aircraft departed Woodbridge on 14 August 1993, and the airfield was closed as a US military facility. The 81st Tactical Fighter Wing was inactivated on 1 July 1993. With the inactivation, the USAF returned control of Woodbridge to the UK Ministry of Defence (The 81st was reactivated as the 81st Training Wing at Keesler Air Force Base, Mississippi on 1 July 1993).
Current use.
On 1 September 2006, RAF Woodbridge became Ministry of Defence (MOD) Woodbridge. The site is operated by the British Army and incorporates both Rock Barracks and Woodbridge Airfield.
The airfield is used by Army Air Corps aircraft for training and Rock Barracks are home to the newly formed 23 Engineer Regiment (Air Assault) of the Royal Engineers. The airfield is also regularly used to host track days, managed by companies such as Javelin Track Days.
During August 2016 the runway was used for testing the Airbus A400M Atlas
In November 2016 the Ministry of Defence announced that the site would close by 2027.
On 28 February 2019, defence minister Tobias Ellwood announces that MOD Woodbridge (Rock Barracks) would remain open, altering previous closure plans.