CIA Air Operations in Laos, 1955
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Air America in South Vietnam I – from the Days of CAT to 1969
Air America in South Vietnam I From the days of CAT to 1969 by Dr. Joe F. Leeker First published on 11 August 2008, last updated on 24 August 2015 I) At the times of CAT Since early 1951, a CAT C-47, mostly flown by James B. McGovern, was permanently based at Saigon1 to transport supplies within Vietnam for the US Special Technical and Economic Mission, and during the early fifties, American military and economic assistance to Indochina even increased. “In the fall of 1951, CAT did obtain a contract to fly in support of the Economic Aid Mission in FIC [= French Indochina]. McGovern was assigned to this duty from September 1951 to April 1953. He flew a C-47 (B-813 in the beginning) throughout FIC: Saigon, Hanoi, Phnom Penh, Vientiane, Nhatrang, Haiphong, etc., averaging about 75 hours a month. This was almost entirely overt flying.”2 CAT’s next operations in Vietnam were Squaw I and Squaw II, the missions flown out of Hanoi in support of the French garrison at Dien Bien Phu in 1953/4, using USAF C-119s painted in the colors of the French Air Force; but they are described in the file “Working in Remote Countries: CAT in New Zealand, Thailand-Burma, French Indochina, Guatemala, and Indonesia”. Between mid-May and mid-August 54, the CAT C-119s continued dropping supplies to isolated French outposts and landed loads throughout Vietnam. When the Communists incited riots throughout the country, CAT flew ammunition and other supplies from Hanoi to Saigon, and brought in tear gas from Okinawa in August.3 Between 12 and 14 June 54, CAT captain -
INTERNATIONAL CONFERENCE on AIR LAW (Montréal, 20 April to 2
DCCD Doc No. 28 28/4/09 (English only) INTERNATIONAL CONFERENCE ON AIR LAW (Montréal, 20 April to 2 May 2009) CONVENTION ON COMPENSATION FOR DAMAGE CAUSED BY AIRCRAFT TO THIRD PARTIES AND CONVENTION ON COMPENSATION FOR DAMAGE TO THIRD PARTIES, RESULTING FROM ACTS OF UNLAWFUL INTERFERENCE INVOLVING AIRCRAFT (Presented by the Air Crash Victims Families Group) 1. INTRODUCTION – SUPPLEMENTAL AND OTHER COMPENSATIONS 1.1 The apocalyptic terrorist attack by the means of four hi-jacked planes committed against the World Trade Center in New York, NY , the Pentagon in Arlington, VA and the aborted flight ending in a crash in the rural area in Shankville, PA ON September 11th, 2001 is the only real time example that triggered this proposed Convention on Compensation for Damage to Third Parties from Acts of Unlawful Interference Involving Aircraft. 1.2 It is therefore important to look towards the post incident resolution of this tragedy in order to adequately and pro actively complete ONE new General Risk Convention (including compensation for ALL catastrophic damages) for the twenty first century. 2. DISCUSSION 2.1 Immediately after September 11th, 2001 – the Government and Congress met with all affected and interested parties resulting in the “Air Transportation Safety and System Stabilization Act” (Public Law 107-42-Sept. 22,2001). 2.2 This Law provided the basis for Rules and Regulations for: a) Airline Stabilization; b) Aviation Insurance; c) Tax Provisions; d) Victims Compensation; and e) Air Transportation Safety. DCCD Doc No. 28 - 2 - 2.3 The Airline Stabilization Act created the legislative vehicle needed to reimburse the air transport industry for their losses of income as a result of the flight interruption due to the 911 attack. -
TED STEVENS ANCHORAGE INTERNATIONAL AIRPORT Anchorage, Alaska
TED STEVENS ANCHORAGE INTERNATIONAL AIRPORT Anchorage, Alaska PFC Quarterly Report - Receipts Collected For the Quarter Ended March 31,2009 (Application No. 1 ) Application #99-01-C-00-ANC & 99-01-C-01-ANC $22,000,000.00 0.00 Total Collection Authority $22,000,000.00 PFC Revenue Received Air Carriers Current Quarter Previous Quarters Cumulative Aces Airlines 32.12 32.12 Aer Lingus 317.44 317.44 Aerovias De Mexico 122.58 122.58 Aero Mexico 98.53 98.53 Air Canada 136,476.21 136,476.21 Air France 1,764.99 1,764.99 Air New Zealand 2,094.33 2,094.33 Air Pacific 8.67 8.67 Airlines Services Corporation 37.96 37.96 Air Wisconsin Airlines 46.54 46.54 Alaska Airlines 11,024,874.06 11,024,874.06 Alitalia Airlines 1,051.51 1,051.51 All Nippon Airways Co 1,905.64 1,905.64 Aloha Airlines 7,152.82 7,152.82 America Central Corp 23.36 23.36 America West Airlines 228,474.04 228,474.04 American Airlines 509,508.22 509,508.22 American Trans Air 6,513.14 6,513.14 Asiana Airlines 2,125.95 2,125.95 Atlantic Coast Airline 96.36 96.36 Avianca 8.76 8.76 Big Sky Airlines 87.36 87.36 British Airways 12,272.36 12,272.36 Canada 3000 10,999.72 10,999.72 Cathay Pacific Airways 271.27 271.27 China Airlines 78,473.09 78,473.09 Condor Flugdienst, GMBH 63,889.95 63,889.95 Continental Airlines 1,380,859.31 1,380,859.31 Czech Airlines 348.36 348.36 Delta Airlines 1,673,182.33 1,673,182.33 Elal Israel Airlines 110.74 110.74 Emirates 14.57 14.57 Era Aviation, Inc. -
Actions Needed to Improve Airline Customer Service and Minimize Long, On-Board Delays
Before the Committee on Transportation and Infrastructure Subcommittee on Aviation United States House of Representatives For Release on Delivery Expected at 2:00 p.m. EDT Actions Needed To Wednesday September 26, 2007 Improve Airline CC-2007-099 Customer Service and Minimize Long, On-Board Delays Statement of The Honorable Calvin L. Scovel III Inspector General U.S. Department of Transportation Mr. Chairman and Members of the Subcommittee: We are pleased to be here today to discuss airline customer service issues and the actions needed from the Department of Transportation (DOT), Federal Aviation Administration (FAA), airlines, and airports to minimize long, on-board delays. This hearing is both timely and important given the record-breaking flight delays, cancellations, diversions, and on-board tarmac delays that air travelers have already experienced this year. Based on the first 7 months of the year: • Nearly 28 percent of flights were delayed, cancelled, or diverted—with airlines’ on-time performance at the lowest percentage (72 percent) recorded in the last 10 years. • Not only are there more delays, but also longer delay periods. Of those flights arriving late, passengers experienced a record-breaking average flight arrival delay of 57 minutes, up nearly 3 minutes from 2006. • More than 54,000 flights affecting nearly 3.7 million passengers experienced taxi-in and taxi-out times of 1 to 5 hours or more. This is an increase of nearly 42 percent as compared to the same period in 2006. As you know, Secretary Peters has expressed serious concerns about the airlines’ treatment of passengers during extended ground delays. -
Air America in South Vietnam III the Collapse by Dr
Air America in South Vietnam III The Collapse by Dr. Joe F. Leeker First published on 11 August 2008, last updated on 24 August 2015 Bell 205 N47004 picking up evacuees on top of the Pittman Building on 29 April 1975 (with kind permission from Philippe Buffon, the photographer, whose website located at http://philippe.buffon.free.fr/images/vietnamexpo/heloco/index.htm has a total of 17 photos depicting the same historic moment) 1) The last weeks: the evacuation of South Vietnamese cities While the second part of the file Air America in South Vietnam ended with a China Airlines C-123K shot down by the Communists in January 75, this third part begins with a photo that shows a very famous scene – an Air America helicopter evacuating people from the rooftop of the Pittman Building at Saigon on 29 April 75 –, taken however from a different angle by French photographer Philippe Buffon. Both moments illustrate the situation that characterized South Vietnam in 1975. As nobody wanted to see the warnings given by all 1 those aircraft downed and shot at,1 the only way left at the end was evacuation. For with so many aircraft of Air America, China Airlines and even ICCS Air Services shot down by Communists after the Cease-fire-agreement of January 1973, with so much fighting in the South that occurred in 1973 and 1974 in spite of the Cease-fire-agreement, nobody should have been surprised when North Vietnam overran the South in March and April 75. Indeed, people who knew the situation in South Vietnam like Major General John E. -
AIR AMERICA: DOUGLAS C-54S by Dr
AIR AMERICA: DOUGLAS C-54s by Dr. Joe F. Leeker First published on 15 August 2003, last updated on 15 March 2021 An Air America C-54 at Tachikawa in 1968 (Air America Log, vol. II, no. 5, 1968, p.5) The types of missions flown by Air America’s C-54s: From the times of Civil Air Transport, Air America had inherited 3 C-54s or DC-4s: Two of them were assigned to the Booklift contract to transport the Stars and Stripes from Japan to Korea and one of them seems to have been used by Civil Air Transport or other carriers like Air Vietnam (on lease) or VIAT or Vietnamese Air Transport,1 that is Bureau 45B – Northern Service (Biet Kích So Bac; see: http://ngothelinh.tripod.com/Tribute.htm), the front used by the CIA and the South Vietnamese Government for commando raids into North Vietnam between 1961 and 1964. In 1965 two of Air America’s C-54s were converted to FAA standards and given US registry as had been requested for service under the new Booklift contract. At the same time two more C-54s were acquired for use out of Taipei under a new contract with the USAF’s Logistical Support Group. Another C-54 (B-1016) was acquired in late 66 for use as a cargo aircraft first by Civil Air Transport and later by Air America who used it to carry Company properties between the main airports, as needed. And this role allowed it to become the last C-54 to remain with Air America. -
The Types of Missions Flown by Air America's Boeing 727S
AIR AMERICA: BOEING 727s by Dr. Joe F. Leeker First published on 15 August 2003, last updated on 24 August 2015 The types of missions flown by Air America’s Boeing 727s: Although three Boeing 727s had been ordered by Air Asia, none of them was ever operated by Air America, but all of them were used by Southern Air Transport on an MAC contract. Connie Seigrist, one of the pilots who flew the 727s, recalls: “February 1967 – I left Intermountain Aviation of Marana, Arizona to rejoin the CAT Complex of the Agency to fly B-727’s of Southern Air Transport. All of my flying was in support of the Agency’s requirements in the area. Part of the flying was for the Korean troops, transportation to and from Korea to Vietnam. The flying was routine: Military personnel and cargo transportation. Enemy ground fire was always a threat on final when landing at Saigon or take-off at night from Da Nang. 3 January 1968 – My last flight into Da Nang flying a B-727 was slightly more than routine. I had arrived at night from Kadena. I went to Operations to file clearance and the Ops Officer said for us to move fast that the airfield would be under attack within an hour. I rushed the crew and asked the Officer to call traffic to have the aircraft off-loaded and loaded for departure immediately. We rushed to the aircraft for departure. […] As we turned for take-off, I saw the other end of the runway looking like a dozen fourth of July celebrations in one. -
Aviation Activity Forecasts
2 Aviation Activity Forecasts INTRODUCTION The Charles M. Schulz–Sonoma County Airport (STS) is one of six public use airports in Sonoma County. It is the only commercial service airport1 between the San Francisco Bay Area to the south, Sacramento to the east and Arcata-Eureka to the north. The Airport’s primary service area has a population of over 1 million people2 and includes Sonoma, Lake, and Mendocino counties, and parts of Marin and Napa counties. Airport Role The Sonoma County Airport, as the region’s principal Airport, serves many roles, including providing facilities for scheduled commuter and air carrier airline services. The California Aviation System Plan (CASP) designates the Airport as a Primary Commercial Service Non-Hub Airport. There are no Primary Commercial Service Hub airports in the region. The closest Primary Commercial Service Hub airports are the San Francisco, Oakland, and San Jose International Airports. The Sacramento International Airport is slightly more distant, but at times it can be more convenient for highway travel. The Sonoma County Airport also serves a growing population of general aviation (GA) activities including corporate and business flying. For this reason, the Federal Aviation Administration’s (FAA) National Plan of Integrated Airport Systems (NPIAS) currently classifies the Airport as a General Aviation facility, but in the future the Airport is expected to be reclassified as a Commercial Service Non-Primary Airport. A strong potential exists for additional scheduled airline and commuter air carrier service, particularly in the form of new, quiet technology jet aircraft with up to 135 passenger seats.3 The Airport also serves as a base of operations for local pilots, a place to conduct business, and a point of emergency access for the region. -
Banyan Air Services Rises from Modest Roots Teterboro, New Jersey Shoreline Aviation by Paul Seidenman and David J
2nd Quarter 2009 BBanyananyan AirAir ServicesServices RisesRises ffromrom ModestModest RRootsoots PRESORT Standard U.S. Postage PAID Silver Spring, MD Permit No. 1400 Also Inside • WWanted:anted: A PPlanlan ttoo SSaveave AviationAviation • RRestructuringestructuring HHR,R, RReemphasizingeemphasizing ServiceService • SSafetyafety ToolsTools YouYou CanCan UseUse Protecting your future every moment® A Specialized Aviation & Aerospace Insurance Management Corporation “Without AIR-SUR, INC. Hurricane Charley could have truly damaged our business.” – Kim Showalter President, Showalter Flying Service In 2004, Hurricane Charley caused $2.5 million in damages for Showalter Flying Service, however they NEVER stopped operating. “With Air-Sur, Inc. managing our insurance recovery we were able to focus on serving our clients. We had the most positive results of anyone I spoke with. Air-Sur, Inc. is one of the best business decisions we made 20 years ago.” To learn more about how Air-Sur, Inc. can make a difference in your business call the Air-Sur team today at 800.342.3896. 141 Sage Brush Trail • Suite A • Ormond Beach, FL 32174 • www.air-sur.com AVFUEL SUPPLIES FUEL AND SERVICES TO FBOs, FLIGHT DEPARTMENTS AND PILOTS &UEL1UALITY!SSURANCEs#ONTRACT&UEL 0ILOT)NCENTIVE0ROGRAMSs2EFUELING%QUIPMENT !VIATION)NSURANCEs&UEL3TORAGE3YSTEMS 0ROVIDING&UELAND3ERVICESTOTHE'LOBAL!VIATION)NDUSTRY sWWWAVFUELCOM ExxonMobil Aviation’s goal is to exceed yours. At ExxonMobil Aviation we are dedicated to giving our FBOs the tools and services they need to succeed. We offer line crew training, a credit card program, refueling trucks, quality products, and brand recognition. We’re proud of that, but what sets us apart is our long-term commitment to you. We go further to help partnered FBOs build their businesses. -
Forecast Highlights 2008-2025
FAA Aerospace Forecast Fiscal Years 2008–2025 FORECAST HIGHLIGHTS 2008-2025 The 2008 forecast for commercial aviation calls for significant continued growth over time. System capacity in available seat miles (ASMs) – the overall yardstick for how busy aviation is both domestically and internationally – will increase 2.7 percent this year, following last year’s increase of 2.6 percent. In domestic markets, capacity increases only 0.6 percent, with mainline carrier capacity up just 0.3 per- cent as low-cost carrier1 growth slows and network carrier2 capacity discipline continues. Regional car- rier capacity, which depends in large part on feed from the network carriers, is forecast to increase 2.5 percent. Commercial carrier revenue passenger miles (RPMs) and enplanements are forecast to increase 0.6 and 1.0 percent, respectively. The average size of domestic aircraft is expected to decline by 0.1 seats in FY 2008 to 120.3 seats. Mainline carrier average seats per aircraft is projected to fall by 0.7 seats as network carriers continue to reconfigure their domestic fleets and low-cost carriers with relatively smaller aircraft sizes are reigning in their growth. While demand for 70-90 seat aircraft continues to increase, we expect the number of 50 seat regional jets in service will fall, increasing the average regional aircraft size in 2008 by 0.9 seats to 50.5 seats per mile. Largely because of the impacts of capacity realignment, passenger trip length in domestic markets will decrease this year by 3.2 miles. High fuel prices and concerns about the economy are dampening the near-term prospects for the gen- eral aviation industry, but the long-term outlook remains favorable. -
Re-Regulation and Airline Passengers' Rights Timothy M
Journal of Air Law and Commerce Volume 67 | Issue 3 Article 7 2002 Re-Regulation and Airline Passengers' Rights Timothy M. Ravich Follow this and additional works at: https://scholar.smu.edu/jalc Recommended Citation Timothy M. Ravich, Re-Regulation and Airline Passengers' Rights, 67 J. Air L. & Com. 935 (2002) https://scholar.smu.edu/jalc/vol67/iss3/7 This Article is brought to you for free and open access by the Law Journals at SMU Scholar. It has been accepted for inclusion in Journal of Air Law and Commerce by an authorized administrator of SMU Scholar. For more information, please visit http://digitalrepository.smu.edu. RE-REGULATION AND AIRLINE PASSENGERS' RIGHTS TIMOTHY M. RAViCH* TABLE OF CONTENTS I. INTRODUCTION .................................. 935 II. PASSENGERS' BILL OF RIGHTS .................. 939 A. THE IMPETUS AND HISTORICAL AT'TEMPTS ....... 939 1. The Origin of Passengers' Rights Proposals .... 940 2. Service, Competition, and Preemption.......... 945 B. THE INITIAL EFFORT (1999-2000) ............... 947 C. THE AIRLINES' RESPONSE AND COMMITMENT .... 952 D. THE FINAL DOT REPORT AND 2001 ............. 956 III. DISCU SSIO N ...................................... 958 A. WHITHER DEREGULATION? ...................... 958 B. CULTURAL DEVOLUTION ......................... 964 C. CONTRACT As PANACEA ......................... 970 D. DEMAND MANAGEMENT ......................... 976 1. (Over)Scheduling and Infrastructure .......... 977 2. Industry Consolidation and Market Entry ..... 986 E. SEPTEMBER 11, 2001: A NEW ROLE FOR AIRLINE PASSENGERS ..................................... 992 IV. CONCLUSION ..................................... 996 I. INTRODUCTION Airline passengers increasingly expect basic airline service as a matter of law and entitlement rather than as a function of busi- * Attorney, Hunton & Williams. J.D., cum laude, University of Miami School of Law. The author presented aspects of this Article at the "Fourth International Travel and Tourism: Policy, Law and Management Conference," Newcastle upon Tyne, United Kingdom, May, 2002. -
AIR AMERICA - COOPERATION with OTHER AIRLINES by Dr
AIR AMERICA - COOPERATION WITH OTHER AIRLINES by Dr. Joe F. Leeker First published on 23 August 2010, last updated on 24 August 2015 1) Within the family: The Pacific Corporation and its parts In a file called “Air America - cooperation with other airlines”, one might first think of Civil Air Transport Co Ltd or Air Asia Co Ltd. These were not really other airlines, however, but part of the family that had been created in 1955, when the old CAT Inc. had received a new corporate structure. On 28 February 55, CAT Inc transferred the Chinese airline services to Civil Air Transport Company Limited (CATCL), which had been formed on 20 January 55, and on 1 March 55, CAT Inc officially transferred the ownership of all but 3 of the Chinese registered aircraft to Asiatic Aeronautical Company Limited, selling them to Asiatic Aeronautical (AACL) for one US Dollar per aircraft.1 The 3 aircraft not transferred to AACL were to be owned by and registered to CATCL – one of the conditions under which the Government of the Republic of China had approved the two-company structure.2 So, from March 1955 onwards, we have 2 official owners of the fleet: Most aircraft were officially owned by Asiatic Aeronautical Co Ltd, which changed its name to Air Asia Co Ltd on 1 April 59, but three aircraft – mostly 3 C-46s – were always owned by Civil Air Transport Co Ltd. US registered aircraft of the family like C-54 N2168 were officially owned by the holding company – the Airdale Corporation, which changed its name to The Pacific Corporation on 7 October 57 – or by CAT Inc., which changed its name to Air America on 3 31 March 59, as the organizational chart of the Pacific Corporation given below shows.