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As well, they used their B-52 bombers to drop thousands of tons of bombs which included napalm and cluster bombs. In a particularly vile attack, they used poisonous chemicals on our base regions of Xuyen Moc, the Minh Dam and the Nui Thi Vai mountains. They sprayed their defoliants over jungle, and productive farmland alike. They even bull-dozed bare, both sides along the communication routes and more than a kilometre into the jungle adjacent to our base areas. This caused the Ba Ria-Long Khanh Province Unit to send out a directive to D445 and D440 Battalions that as of 01/November/1969, the rations of both battalions would be set at 27 litres of rice per man per month when on operations. And 25 litres when in base or training. So it was that as the American forces withdrew, their arms and lavish base facilities were transferred across to the RVN. The the forces of the South Vietnamese Government were with thereby more resources but this also created any severe maintenance, logistic and training problems. The Australian Army felt that a complete Australian withdrawal was desirable with the departure of the Task Force (1ATF), but the conservative government of Australia thought that there were political advantages in keeping a small force in south Vietnam. Before his election, in 1964, Johnston used a line which promised peace, but also had a policy of war. The very same tactic was used by Nixon. Nixon had as early as 1950 called for direction intervention by American Forces which were to be on the side of the French colonialists. The defoliants were sprayed upon several millions of hectares, and it can best be described as virtual biocide. According to the figure from the Americans themselves, between the years of 1965 to 1973, ten million Vietnamese people were forced to leave their villages ad move to cities because of what the Americans and their allies had done. The Americans intensified the bombing of whole regions of Laos which were controlled by Lao patriotic forces. They used up to six hundred sorties per day with many types of aircraft including B52s. On 07/January/1979, the Vietnamese Army using Russian built T-54 and T-59 tanks, assisted by some Cambodian patriots liberated Phnom Penh while the Pol Pot Government and its agencies fled into the jungle. A new government under Hun Sen was installed and the Khmer Rouge’s navy was sunk nine days later in a battle with the Vietnamese Navy which resulted in twenty-two Kampuchean ships being sunk.

In reality, electrons move in “probability clouds.” So what do you tell a sixth grader? Do you talk about the motion of planets, which is easy to understand and nudges you closer to the truth? Or do you talk about “probability clouds,” which are impossible to understand but accurate? The choice may seem to be a difficult one: (1) accuracy first, at the expense of accessibility; or (2) accessibility first, at the expense of accuracy. But in many circumstances this is a false choice for one compelling reason: If a message can’t be used to make predictions or decisions, it is without value, no matter how accurate or comprehensive it is. Herb Kelleher could tell a flight attendant that her goal is to “maximize shareholder value.” In some sense, this statement is more accurate and complete than that the goal is to be “THE low-fare airline.” After all, the proverb “THE low-fare airline” is clearly incomplete—Southwest could offer lower fares by eliminating aircraft maintenance, or by asking passengers to share napkins. Clearly, there are additional values (customer comfort, safety ratings) that refine Southwest’s core value of economy. The problem with “maximize shareholder value,” despite its accuracy, is that it doesn’t help the flight attendant decide whether to serve chicken salad. An accurate but useless idea is still useless.

It was perhaps, then, not surprising that it was Colonel Beppo Schmid, not General Martini, who on 16 July submitted to Göring the principal intelligence appreciation of the RAF, which became the basis for the Luftwaffe General Staff’s plans. He underestimated the strength of squadrons, claiming they were eighteen aircraft strong, when in fact they had between twenty-two and twenty-four aircraft. He also stated that only a limited number of airfields could be considered operational with modern maintenance and supply installations, which was nonsense. He badly underestimated current aircraft production figures to the tune of about 50 per cent and claimed there was ‘little strategic flexibility’, when, in fact, Dowding’s air defence system provided exactly the opposite. The Me110, he claimed, was a superior fighter to the Hurricane. Even more glaring were the omissions. The Luftwaffe had no concept of how the air defence system worked, no concept of there being three different commands – Fighter, Coastal and Bomber – and no understanding of how repairs were organized. ‘The Luftwaffe is clearly superior to the RAF,’ he concluded, ‘as regards strength, equipment, training, command and location of bases.’7 He was correct in terms of strength only. The rest of his claims were utter twaddle. On the eve of Adlertag, Schmid further reassured the Luftwaffe General Staff that some 350 British fighters had been destroyed since the beginning of July and that they were already being shot down faster than they could be produced. In fact, up to 12 August, 181 had been destroyed and more than 700 new fighter aircraft built.8 The gulf between fact and fiction was quite startling.

MidAmerica Jet is a private jet hire service that makes air travel a comfortable and luxurious experience. Offering private jet rental, aircraft sales, aircraft management, aircraft maintenance, and an exclusive travel membership. Since 1980 we have been serving our clients with the utmost care and support. We aim to satisfy you in each step of your needs. Our staff is trained to the highest standards in their respective field and trained in the highest standards of safety. We guarantee safety and customer care in everything we do.

Pratt & Whitney, the aerospace manufacturer, now can predict with 97% accuracy when an aircraft engine will need to have maintenance, conceivably helping it run its operations much more efficiently, says Anjul Bhambhri, VP of Big Data at IBM.

After January 1, 1959, the Castro Revolution changed the way business was done in Cuba. Abruptly, supplies for Cubana were no longer available, most routes were altered or suspended, and many of the pilots deserted their jobs or were exiled. In May of 1960, the new Castro administration merged all of the existing Cuban airlines and nationalized them under a drastically restructured Cubana management. At the time, many of Cubana’s experienced personnel took advantage of their foreign connections, and left for employment with other airlines. During the Bay of Pigs Invasion in April of 1961, two of the remaining Cubana DC-3’s were destroyed in the selective bombing of Cuba’s airports. Actually the only civil aviation airport that was proven to be bombed was the Antonio Maceo Airport in Santiago de Cuba. During the following years, the number of hijackings increased and some aircraft were abandoned at American airports, as the flight crews sought asylum in the United States. This corporate instability, as well as political unrest, resulted in a drastic reduction of passengers willing to fly with Cubana. Of course, this resulted in a severe reduction in revenue, making the airline less competitive. The Castro régime reacted by blaming the CIA for many of Cubana’s problems. However, slowly, except to the United States, most of the scheduled flights were restored. Not being able to replace their aging fleet with American manufactured aircraft, they turned to the Soviet Union. Currently Cubana’s fleet includes Ukrainian designed and built Antonov An-148’s and An-158’s. The Cubana fleet also has Soviet designed and built Illyushin II-96’s and Tupolev TU-204’s built in Kazan, Russia. Despite daunting difficulties, primarily due to the United States’ imposed embargo and the lack of sufficient assistance from Canada, efforts to expand and improve operations during the 1990’s proved successful. “AeroCaribbean” originally named “Empresa Aero” was established in 1982 to serve as Cuba’s domestic airline. It also supported Cubana’s operations and undertook its maintenance. Today Cubana’s scheduled service includes many Caribbean, European, South and Central American destinations. In North America, the airline flies to Mexico and Canada. With Cuban tourism increasing, Cubana has positioned itself to be relatively competitive. However much depends on Cuba’s future relations with the United States. The embargo imposed in February of 1962 continues and is the longest on record. However, Cubana has continued to expand, helping to make Cuba one of the most important tourist destinations in Latin America. A little known fact is that although Cubana, as expected, is wholly owned by the Cuban government, the other Cuban airlines are technically not. Instead, they are held, operated and maintained by the Cuban military, having been created by Raúl Castro during his tenure as the Minister of the Revolutionary Armed Forces.

In his outstanding book Why the Allies Won (1995), the British historian Richard Overy analyses the outcomes of the Second World War, which were not, he claims, a given. One explanation he offers is the German army’s attempt to optimise use of its military munitions at the expense of tactical combat efficiency. At one point in the war, the Germans had no fewer than 425 different kinds of aircraft, 151 kinds of trucks, and 150 kinds of motorcycles. The price they paid for the technical superiority of German-made munitions was difficulty in mass-production, which was ultimately more important from a strategic point of view. In the decisive battles fought in Russia, one German force had to carry approximately one million spare parts for hundreds of types of armed carriers, trucks and motorcycles. The Russians, in contrast, used only two types of tanks, making for much simpler munitions maintenance during war. It was ‘good enough’ for them.

Once a country is included on the “counterinsurgency” list, or any other such category, a move is made to develop a CIA echelon, usually within the structure of whatever U.S. military organization exists there at the time. Then the CIA operation begins Phase I by proposing the introduction of some rather conventional aircraft. No developing country can resist such an offer, and this serves to create a base of operations, usually in a remote and potentially hostile area. While the aircraft program is getting started the Agency will set up a high frequency radio network, using radios positioned in villages throughout the host country. The local inhabitants are told that these radios will provide a warning of guerrilla activity. Phase II of such a project calls for the introduction of medium transport type aircraft that meet anti-guerrilla warfare support requirements. The crew training program continues, and every effort is made to develop an in-house maintenance capability. As the level of this activity increases, more and more Americans are brought in, ostensibly as instructors and advisers; at this phase many of the Americans are Army Special Forces personnel who begin civic action programs. The country is sold the idea that it is the Army in most developing nations that is the usual stabilizing influence and that it is the Army that can be trusted. This is the American doctrine; promoting the same idea, but in other words, it is a near paraphrase of the words of Chairman Mao. In the final phase of this effort, light transports and liaison type aircraft are introduced to be used for border surveillance, landing in remote areas, and for resupplying small groups of anti-guerrilla warfare troops who are operating away from fixed bases. These small specialized aircraft are usually augmented by helicopters. When the plan has developed this far, efforts are made to spread the program throughout the frontier area of the country. Villagers are encouraged to clear off small runways or helicopter landing pads, and more warning network radios are brought into remote areas. While this work is continuing, the government is told that these activities will develop their own military capability and that there will be a bonus economic benefit from such development, each complementing the other. It also makes the central government able to contact areas in which it may never have been able to operate before, and it will serve as a tripwire warning system for any real guerrilla activities that may arise in the area. There is no question that this whole political economic social program sounds very nice, and most host governments have taken the bait eagerly. What they do not realize, and in many cases what most of the U.S. Government does not realize, is that this is a CIA program, and it exists to develop intelligence. If it stopped there, it might be acceptable but intelligence serves as its own propellant, and before long the agents working on this type of project see, or perhaps are a factor in creating, internal dissension.

Biden reminded Blinken that six years ago, in 2015, when Biden was vice president, they were in the Situation Room debating whether to extend the U.S. troop commitment. Military leaders had made the case they needed to extend for another year. They said the last remaining piece to make the Afghanistan military self-sufficient and stand on its own feet was putting in place their ability to build supply lines and conduct aircraft maintenance. And that was supposed to take one year more. “That was six years ago,” Biden reminded Blinken and it still had not happened. “Six years ago!

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The CO had held his briefing, the pilots were manning the aircraft and we had senior officers from the Wing and Group staff prowling around in maintenance control looking at our paperwork, it was in reality a pop inspection.     I thought the CO would be horrified but instead he thought it was funny and gave them all the big wide grin as he was heading out to his aircraft, almost as if to say, “Watch this shit you assholes.

However, on 23 July, the day after the Japanese southward move in Indochina, Roosvelt and top military officials such as Admirals Hart and Turner put their signatures to Document JB 355 (Serial 691), titled Aircraft Requirements of the Chinese government. Among other things, this authorized the use of 66 Lockheed Hudson and Douglas DB-7 bombers (other plans to be made available later) for the following clearly stated purpose: Destruction of Japanese factories in order to cripple production of munitions and essential articles for maintenance of economic structure of Japan.

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Does Air Canada Cancel Flights Often and Why? Wondering if Air Canada cancels flights often? The short answer: not very often. Most cancellations occur due to weather, safety, or scheduling issues, not poor reliability. If your flight was canceled or delayed, you can confirm your options directly with Air Canada by calling (☎️ 877-764-3622). 1. How Often Air Canada Cancels Flights Air Canada maintains a low cancellation rate (1%–3%), based on Transport Canada data. Most flights operate as planned, especially on domestic and transatlantic routes. Cancellations usually increase in winter months due to storms, icy runways, or connecting hub delays. 2. Why Air Canada Cancels Flights • Weather & Safety: Snow, fog, and severe storms are the biggest causes. Flights are delayed or canceled when safety is at risk. • Aircraft Maintenance: Air Canada cancels if a jet fails a safety check — prioritizing safety over schedule. • Crew or Scheduling Issues: Crew rest or shift limits can trigger same-day cancellations on regional routes. • Air Traffic or Airport Limits: Busy hubs like Toronto Pearson sometimes face slot delays that force flight merges or cancellations. • Operational Adjustments: If passenger loads are low, flights may be consolidated onto larger aircraft for efficiency. 3. What Happens When Air Canada Cancels Your Flight If your flight is canceled, Air Canada automatically offers: Free rebooking on the next available flight, Full refund to your original payment method, or Travel credit (no expiry). If the cancellation was within Air Canada’s control, you may also qualify for compensation up to $1,000 CAD under Canada’s Air Passenger Protection Regulations (APPR). Check or manage your options online at AirCanada.com → My Bookings, or call (☎️ 877-764-3622) for instant rebooking. 4. How Air Canada Prevents Cancellations Air Canada has improved reliability with: Backup aircraft and crew availability. Real-time weather forecasting tools. Automatic passenger notifications through text and app. Priority rebooking with Star Alliance partners. These steps have reduced avoidable cancellations and improved on-time performance. 5. Traveler Tips to Avoid Disruption Book morning flights — earlier flights are least likely to cancel. Download the Air Canada app for instant alerts. Allow at least 90 minutes for layovers in major airports. Check weather conditions before departure. FAQs Q1. Does Air Canada cancel flights often? No — cancellation rates are low, typically under 3%. Q2. What if my flight is canceled? You can rebook or request a full refund at no cost. Q3. Can I get compensation? Yes, if the cancellation was within the airline’s control. Q4. Who can I call for help? Reach Air Canada’s team at (☎️ 877-764-3622) for rebooking or refunds. Conclusion No, Air Canada doesn’t cancel flights often — most cancellations are weather or safety-related. The airline focuses on safety and offers quick rebooking or refunds if your flight is affected. For immediate help or to check your flight’s status, contact (☎️ 877-764-3622). A quick call can confirm rebooking options, travel credits, or compensation eligibility.

Does United notify passengers of schedule change?

Does United notify passengers of schedule change?

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