Aviation Military Quotes

I took a joy ride once on an EC-121 over the DMZ into the North. This EWO said to me, ‘Wait till you get to the real Air Force.’ Hell! We were flying over North Vietnam at the time for crying out loud!

All Nazi champions insist again and again that Marxism and Bolshevism are the quintessence of the Jewish mind, and that it is the great historic mission of Nazism to root out this pest. It is true that this attitude did not prevent the German nationalists either from coöperating with the German communists in undermining the Weimar Republic, or from training their black guards in Russian artillery and aviation camps in the years 1923–1933, or— in the period from August, 1939, until June, 1941—from entering into a close political and military complicity with Soviet Russia. Nevertheless, public opinion supports the view that Nazism and Bolshevism are philosophies—Weltanschauungen—implacably opposed to each other.

This is our foxhole, and in foxholes, sometimes faith is all you've got.

It was the typical move of a stupid man who couldn’t control his hormones. This handicap is simple to explain. Man, unlike woman, has two primitive brains—the medulla oblongata and the baja oblongata.

Unfortunately, the technological fixes have frequently only enabled those who run the commercial airlines, the general aviation community, and the military to run greater risks in search of increased performance.

And because I had the latest advanced mathematical training, I was given the job of analyzing the retractable landing gear for Jimmy Doolittle’s Lockheed Orion 9-D, a modification of the basic Orion. That was my first contact with any of the famous early aviators who would frequent the Lockheed plant. Others included Amelia Earhart, Wiley Post, Sir Charles Kingsford-Smith, and Roscoe Turner. Doolittle, of course, was an early record-setting pilot, both military and civilian, with a master’s degree and doctorate in science from M.I.T. Then he was flying for Shell Oil Company, landing in out-of-the-way fields, cow pastures, and other unprepared strips.

45 Bistro Restaurant, East Broughton Street, Savannah, Georgia The Gulfstream Corporate Weekly Dinner was being held at 45 Bistro this week, and the usual gang from Customer Service and Marketing always hosted a splendid meal.  Aircrew from all over the world flew into Savannah, Georgia for semi-annual training, as did new owners, technicians, and anyone else affiliated with Gulfstream for the week.  It was their special night out, all expenses paid, to show their appreciation for the business they gave Gulfstream. 

America’s last step into the Vietnam quagmire came on November 22, 1963, when Lyndon Baines Johnson was sworn in as the thirty-sixth president of the United States. Unlike Kennedy, Johnson was no real veteran. During World War II he used his influence as a congressman to become a naval officer, and, despite an utter lack of military training, he arranged a direct commission as a lieutenant commander. Fully aware that “combat” exposure would make him more electable, the ambitious Johnson managed an appointment to an observation team that was traveling to the Pacific. Once there, he was able to get a seat on a B-26 combat mission near New Guinea. The bomber had to turn back due to mechanical problems and briefly came under attack from Japanese fighters. The pilot got the damaged plane safely back to its base and Johnson left the very next day. This nonevent, which LBJ had absolutely no active part of, turned into his war story. The engine had been “knocked out” by enemy fighters, not simply a routine malfunction; he, LBJ, had been part of a “suicide mission,” not just riding along as baggage. The fabrication grew over time, including, according to LBJ, the nickname of “Raider” Johnson given to him by the awestruck 22nd Bomber Group.

The youngsters today—Oh, the aviators have plenty of nerve. The physicists, these twenty-five-year-old Ph. D.'s that violate the inviolable atom, they're pioneers. But most of the wishy-washy young people today—Going seventy miles an hour but not going anywhere—not enough imagination to want to go anywhere! Getting their music by turning a dial. Getting their phrases from the comic strips instead of from Shakespeare and the Bible and Veblen and Old Bill Sumner. Pap-fed flabs! Like this smug pup Malcolm Tasbrough, hanging around Sissy! Aah! "Wouldn't it be hell if that stuffed shirt, Edgeways, and that political Mae West, Gimmitch, were right, and we need all these military monkeyshines and maybe a fool war (to conquer some sticky-hot country we don't want on a bet!) to put some starch and git into these marionettes we call our children? Aah!

In September 1999, the Department of Justice succeeded in denaturalizing 63 participants in Nazi acts of persecution; and in removing 52 such individuals from this country. This appears to be but a small portion of those who actually were brought here by our own government. A 1999 report to the Senate and the House said "that between 1945 and 1955, 765 scientists, engineers, and technicians were brought to the United States under Overcast, Paperclip, and similar programs. It has been estimated that at least half, and perhaps as many as 80 percent of all the imported specialists were former Nazi Party members." A number of these scientists were recruited to work for the Air Force's School of Aviation Medicine (SAM) at Brooks Air Force Base in Texas, where dozens of human radiation experiments were conducted during the Cold War. Among them were flash-blindness studies in connection with atomic weapons tests and data gathering for total-body irradiation studies conducted in Houston. The experiments for which Nazi investigators were tried included many related to aviation research. Hubertus Strughold, called "the father of space medicine," had a long career at the SAM, including the recruitment of other Paperclip scientists in Germany. On September 24, 1995 the Jewish Telegraphic Agency reported that as head of Nazi Germany's Air Force Institute for Aviation Medicine, Strughold particpated in a 1942 conference that discussed "experiments" on human beings. The experiments included subjecting Dachau concentration camp inmates to torture and death. The Edgewood Arsenal of the Army's Chemical Corps as well as other military research sites recruited these scientists with backgrounds in aeromedicine, radiobiology, and opthamology. Edgewood Arsenal, Maryland ended up conducting experiments on more than seven thousand American soldiers. Using Auschwitz experiments as a guide, they conducted the same type of poison gas experiments that had been done in the secret I.G. Farben laboratories.

Ellen Kwame Corkrum is a U.S. military Black Hawk assault helicopter pilot, who previously served as an officer in the United States Army and as a commercial pilot.

Anna sat down and studied her brothers. Both were nearly six feet tall. The older, Addison, was muscular with a darker shade of brown hair compared to the younger, blue-eyed Purl, who was leaner and lighter complexioned. Anna noticed that Purl’s wrists showed below his shirt and coat jacket, hand-me-downs from the uncles. All eight children had trouble adjusting after their parents’ death, but Purl’s situation was the most regrettable—three foster homes since he was fifteen. The moves had been hard on him emotionally. Anna suffered too. She’d felt helpless that she was too young to take him herself, and had watched him slowly lose his youthful vigor.

Emily immediately saw a woman’s purse on the table, then saw the bed was messed up and slept in, as well. Her emotions were now off the charts, and the ground on which she was standing on fell out. No, Ford, no, she thought to herself. They both opened the bathroom door. “Aw, man! Dude! Call 911!” Mark said loudly, as Emily gasped.

Zeke, having plenty of wisdom and seeing just about everything through the years, was pretty crusty among the junior pilots. His legendary tough attitude in the face of rules made the young guys laugh. Hard. Often seen in the hangar on the catwalk checking out the mechanics turning wrenches, he’d have a cigarette in his mouth in an area full of fuel. Zeke knew the flashpoint was so high that he’d never start a fire, so he routinely ignored the “No Smoking” signs.

Zero percent? Zero percent?” Chen said loudly to himself, rapidly sober. “Who are these two bastards then? Where are the real pilots, and where is my aircraft?” Chen slammed his hand down on the metal desk, and the booming sound reverberated throughout the hangar. Maintainers looked in the office direction once again but kept repairing Black Scorpion’s left wing.

thought. Wonder who

Frequently the CIA was blamed, and perhaps justifiably so, for what partisan individuals did as part of the anti-Castro movement. The bombing of Cuban Airlines Flight 455 is certainly an example of this. On October 6, 1976, a Cuban DC-8-40 was brought down by two bombs made using C-4 military-type explosives with a preset timer. The flight was just leaving Barbados for Jamaica. All 73 passengers, which included 24 members of the Cuban fencing team, plus the 5 crew members on the aircraft, were killed.

WE CANNOT CHOOSE OUR EXTERNAL CIRCUMSTANCES, BUT WE CAN ALWAYS CHOOSE HOW WE RESPOND TO THEM.” -EPICTETUS, AD 50 – 135 Lawrence A. Colby, The Black Scorpion Pilot, Release: December 1, 2018

In September 1999, the Department of Justice succeeded in denaturalizing 63 participants in Nazi acts of persecution; and in removing 52 such individuals from this country. This appears to be but a small portion of those who actually were brought here by our own government. A 1999 report to the Senate and the House said "that between 1945 and 1955, 765 scientists, engineers, and technicians were brought to the United States under Overcast, Paperclip, and similar programs. It has been estimated that at least half, and perhaps as many as 80 percent of all the imported specialists were former Nazi Party members." A number of these scientist were recruited to work for the Air Force's School of Aviation Medicine (SAM) at Brooks Air Force Base in Texas, where dozens of human radiation experiments were conducted during the Cold War. Among them were flash-blindness studies in connection with atomic weapons tests and data gathering for total-body irradiation studies conducted in Houston. The experiments for which Nazi investigators were tried included many related to aviation research. Hubertus Strughold, called "the father of space medicine," had a long career at the SAM, including the recruitment of other Paperclip scientists in Germany. On September 24, 1995 the Jewish Telegraphic Agency reported that as head of Nazi Germany's Air Force Institute for Aviation Medicine, Strughold particpated in a 1942 conference that discussed "experiments" on human beings. The experiments included subjecting Dachau concentration camp inmates to torture and death. The Edgewood Arsenal of the Army's Chemical Corps as well as other military research sites recruited these scientists with backgrounds in aeromedicine, radiobiology, and opthamology. Edgewood Arsenal, Maryland ended up conducting experiments on more than seven thousand American soldiers. Using Auschwitz experiments as a guide, they conducted the same type of poison gas experiments that had been done in the secret I.G. Farben laboratories.

The military doesn't like things going too well for too long.

During World War II the top secret “Norden XV” or “Blue Ox” otherwise known the Army Airforce’s “Norden M Series Bombsights,” were used up to and including the Vietnam War by all American military aircraft with bomb carrying capabilities. This bombsight was considered a “Canonical Tachometric Design” meaning that it had the ability to measure the aircraft's direction and ground speed. In time the Norden improved its original design by using a computer that constantly calculated the aircraft’s flight characteristic and external wind forces to determine the bomb's impact point. When the B-17 Flying Fortress was designed, it came equipped with a Sperry A-3 Autopilot that only corrected angular deviations in the aircraft’s straight and level course. In time most bombsights were replaced by video displays on the instrument panel. Dumb or gravity bombs were mostly replaced with in-flight guidance bombs, such as laser-guided bombs or those using a GPS system. The last combat use of the Norden bombsight was by the US Navy during the covert “Operation Igloo White” mission when OP-2E Neptune aircraft dropped electronic sensors to detect enemy activity along the Ho Chi Minh Trail. Project CHECO Southeast Asia Report was declassified on May 5, 2013.

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.

Between 1931 and 1946, Pan American Airways had 28 flying boats known as “Clippers,” These four radial engine aircraft were S-40’s and 42’s built in 1934, later replaced by Boeing 314 Clippers, that became the familiar symbol of the company. Following the war, Pan American Airways flew land based airliners such as the Boeing 377 Stratocruiser, developed from the C-97, Stratofreighter, and a military derivative of the B-29 Superfortress, used as a troop transport, and the DC-4 series, converted from the blueprints of the C-54 Skymaster. Both of these airliners were originally developed for the United States Army Air Corps, during World War II. On January 1950 Pan American Airways Corporation adopted the name it had been unofficially called since 1943, and formally became “Pan American World Airways, Inc.” That September Pan American bought out American Airlines’ overseas division and simultaneously placed an order for 45 DC-6Bs, replacing their DC-4’s. Throughout Pan-American was known simply as Pan-Am. The Douglas DC-6 is a four engine “Double Wasp” radial piston-powered airliner manufactured for long flights. It was built by the Douglas Aircraft Company from 1946 until 1958. More than 700 were built between those years and some are still flying today. The rugged, reliable DC-6B, was regarded as the ultimate piston-engine airliner, from the perspective of having excellent handling qualities and relatively economical operations.

Under the leadership of General Lucius D. Clay, the military governor of the American zone; the commander of the USAF, General Curtis LeMay; and William H. Turner, the head of the Anglo-American Airfleet, the United States and her allies responded with a three-hundred-day airlift, the biggest in aviation history. Flying

One way to get up-to-date travel information while driving in the South is to install a citizens band, or CB, radio into your car. …truckers devised their own radio dialect based on jargon filtered down from military, aviation and law enforcement radio protocols. A basic understanding of on-air etiquette and terminology is essential for those wishing to join in the conversations…might include an exchange like this (with translations): Break one-nine. (Please, gentlemen, might I break in on this conversation? [on channel 19]) Go ahead, breaker. (Oh, by all means.) Hey J.B., you got your ears on? (You, sir, driving the J.B. Hunt truck, are you listening to your CB radio?) Ten-four. (Yes.). “Can I get a bear report?” (Are there any police behind you?) “Yeah, that town up ahead of you is crawling with local yokels.” (The town I just left has a number of municipal police looking for speeders.) …For an average motorist, tuning a CB radio to channel 19 for the first time is like being cured of life-long deafness – provided there are truckers nearby. The big rigs that loomed large and soulless suddenly have personalities emanating from them. Truckers with similar destinations will keep each other awake for hundreds of miles at a stretch, chatting about politics, religion, sex, sports, and working conditions. This provides hours of entertainment for those listeners who can penetrate the jargon and rich accents.

Some has been written about the reaction of our forces to the bombing of the “highway to death.” The criticism revolves around the lack of apparent remorse or guilt, and perhaps even bloodlust, at bombing the relatively easy targets. Everybody reacts to the stress of war and life and death decisions differently, and to narrow the image one would construct of an individual to his reaction immediately following the events of any battle is superficial and simplistic. Naval aviators are a strange mix of people—utterly homogeneous in certain respects, particularly to the casual observer, and radically different in their core and substance. Very few naval aviators show honest emotion easily; they’re not supposed to fracture the military bearing that has been instilled in them through years of training and detached experience under the stress of carrier aviation. Anger is the easiest emotion to display because it is the natural, instinctual outlet for stress and fear. But even expressions of anger might be as diverse in their reaction to a common event as physical violence or the mere raising of a voice. Most emotion comes out at the officers’ club, or on liberty in a foreign port, where the beer either softens or heightens aviators’ feelings to the edges of their flexibility, which often is not very far. Virtually all naval aviators are college graduates—some from state colleges, some from the Naval Academy, even a few Ivy Leaguers. This is their greatest obvious commonality—a college degree and mutual survival of the weeding-out process to get where they are in the navy. Many are religious, many are not, and the greatest of the values shared by the men is a trust in their comrades, a dedication to their country, and an absolute focus on their mission. It is exceedingly difficult most times for an outsider to register where a naval aviator is “coming from.” The uniform, the haircut, and the navy-speak contribute enormously to the building of a stereotype. So do the mannerisms of each individual; some express the control of emotion in reserved stoicism, others in an outburst of emotional release through inappropriate laughter or anger. Still others never express emotion at all. But the emotion is there, it has to be; despite years of training and desensitizing to hide the race of the heart and the sickening chill in the stomach, anyone who has landed on an aircraft carrier, never mind fought in a war, knows what fear and exhilarating intensity are.

Hush.  I just read a report from the 82nd Reconnaissance Squadron from Kadena.  A RIVET JOINT crew that was doing collection on China a few hours ago, flying off North Korea over the water.  They intercepted a Chinese flight crew putting down their gear.”      “So what?” exclaimed Robert.

Santiago de Cuba has the Antonio Maceo Airport (MUCU/SCU), which was home to the Cuban Revolutionary Armed Forces. Shown in the photo is a Cuban Mig 21 inside the VT-45 hanger. Santiago de Cuba had 12 of these Russian built fighters situated at the San Antonio de los Baños Airfield in Cuba. Now the airport is essentially a turboprop hub, however it can also accommodate mid-sized jet aircraft. There are about twenty international flights each week, but most arrivals are by domestic airlines. The eastern location and the international status of MUCU/SCU has spurred the interest of foreign airlines as a promising future destination. All in all, Cuba now has ten international airports, capable of serving long-range commercial flights. Follow the daily blogs by Captain Hank Bracker posted exclusively on Facebook, Goodreads & Captain Hank Bracker’s Webpage. He also has frequent Tweets and weekend commentaries headed “From the Bridge.” His dual award winning book “The Exciting Story of Cuba” is available from Amazon.com and other leading book vendors. Soon to come are his books “Seawater One” & “Surpressed I Rise (Revised Edition).

One German scientist specializing in medical aviation, Dr. Konrad Schäfer, was brought to a military base in Texas even after Nuremberg prosecutors had linked him to Nazi medical atrocities. He was soon sent back to Germany—not because of his Nazi ties, but because he “displayed very little scientific acumen.” The military could tolerate evidence of Dr. Schäfer’s possible war crimes, but not his technical incompetence.

Today we say goodbye to a proud warrior. As we leave, each of us will take our members of [USS} Midway with us...you guys were the 'Magic.' It was a privilege to sail with you.

Welcome to my Goodreads author page! Thank you for stopping by. My new thriller, THE DEVIL DRAGON PILOT is now available. If you are new to where aviation meets espionage, this is an excellent place to begin. I have also created a website, complete with a Group Readers Guide and Photos at ColbyAviationThrillers and hope you will stop in. While visiting, you can sign up for my newsletter and receive a special Devil Dragon gift. Thank you for all of your support!

The doctor and nurse met in the hallway before going to the nurse’s station to verify some of the results on the computer screen.  The doctor wanted to see the results of the blood work and CAT scan to see what they had.  His gut was telling him the diagnosis, nearly screaming what it was, but he needed to verify and line up the facts first.       “Let me see his blood work,” the doctor told the nurse. 

Sometimes, just to see what was happening, my father would drive to the airport…. Before my birth, during the “Roaring 20’s” Newark Airport was the first major airport to serve the greater New York area. It was opened for traffic on October 1, 1928, on 68 acres of reclaimed marshland adjacent to the Passaic River. The Port Authority of New York and New Jersey later took it over from the Army Air Corps and in 1948 started a major expansion and improvement program. Driving by and seeing activity from the road, we drove to where Eastern Airlines had a shiny new DC-3 on display, and as luck would have it, it was open to the public. It was an exciting moment when I boarded this aircraft and discovered that it was first constructed in 1934, the same year I was born. An example of modern technology, it was the first modern airliner and the forerunner of commercial aviation. The DC-3 was used during World War II, when the military version was identified as the C-47. After the war it continued as the primary carrier keeping Berlin open during the Berlin Airlift. On June 24, 1948 the Soviets prevented access to Berlin to the Western Allies’. Two days after the Soviet (Russians) announcement of the blockade, the United States Air Force airlifted the first cargo into Berlin. The American nicknamed the effort, "Operation Vittles," while British pilots dubbed the operation "Plain Fare." In July 1948, the operation was renamed the Combined Airlift Taskforce. Normal daily food requirements for Berlin were 2,000 tons with coal, for heating homes, being the number one commodity and two -thirds of all the tonnage flown in. The airlift ended on May 12, 1949 when the Soviets realized that the blockade wasn’t effective against the “Allied Resolve” and reopened the roads into Berlin.

Hidden in my desire to become a naval aviator was something more complex: a personal engagement with the problem of violence that expressed itself at first in military fantasies and then, over a period of many years, resolved itself in the pacifism I aspire to today.

It was to be the longest flight I had ever made in my young life and one of the most interesting. Having always been interested in the magic of aviation I knew that the DC-6B, I boarded was an approximately 75 seat, trans-ocean, Pan Am Clipper. It would also be the last long distance propeller driven commercial airliner. The only difference between it and the DC-6A was that it didn’t have a large cargo door in its side, and it was also approximately 5 feet longer than the DC-6A. 1955 was a good year and people felt relatively safe with Dwight D. Eisenhower in the White House. “I like Ike” had been his political motto since before he assumed office on January 20, 1953, even many Democrats held him in high esteem for his military service and winning the war in Europe. Eisenhower obtained a truce in Korea and worked diligently trying to ease the tensions of the Cold War. He did however fail to win over Georgy Malenkov, or Nikolai Bulganin who succeeded him, as Premier of the Soviet Union in February of 1955. As a moderate Conservative he left America, as the strongest and most productive nation in the world, but unfortunately because of his lack of diplomacy and love of golf, failed to prevent Cuba from slipping into the communist camp. WFLA inaugurated its broadcasting in the Tampa Bay area on February 14, 1955. The most popular music was referred to as good music, and although big bands were at their zenith in 1942, by 1947 and music critics will tell you that their time had passed. However, Benny Goodman was only 46 in 1955, Tommy Dorsey was 49 and Count Basie was 51. So, in many sheltered quarters they were still in vogue and perhaps always will be. I for one had my Hi-Fidelity 33 1/3 rpm multi stacked record player and a stash of vinyl long play recordings shipped to Africa. For me time stood still as I listened and entertained my friends. Some years later I met Harry James at the Crystal Ballroom in Disneyland. Those were the days…. Big on the scene was “Rhythm in Blues,” an offshoot of widespread African-American music, that had its beginnings in the ‘40s. It would soon become the window that Rock and Roll would come crashing through.

with a circular window between his feet. He points the twin .50s down and away from any fellow bombers and puts his hands on the grips, thumbs on the buttons that trigger the machine guns. Two cans

They served at nine hundred different shore stations across the United States not simply in clerical roles but as aviation machinists, control tower operators, statisticians, cryptographers, and weather forecasters. Predictably Congress was initially opposed to the idea of women serving in the navy, but thanks to the efforts of First Lady of the United States, Eleanor Roosevelt, a bill establishing a women’s reserve as a branch of the Naval Reserve was enacted in 1942. As indoctrination into navy life, Odette and other candidates took courses while stationed at Smith in naval history and organization, ships and aircraft, and law and communications. An hour and a half was spent each day either in military drill or in the gymnasium. Women who were not up to standards were quickly billeted out. Subsequent to graduation in February of 1943, Odette was sent to US Naval Training

7. Our task, as the Minister of Supply rightly reminds us, is indeed formidable when the gigantic scale of German military and aviation equipment is considered. This war is not however a war of masses of men hurling masses of shells at each other. It is by devising new weapons, and above all by scientific leadership, that we shall best cope with the enemy’s superior strength.

Social capital, or “networks of trust,” are rooted in relationships based on a common set of norms and values that bind a group of individuals together and enable them to collaborate more effectively. Networks of trust are critical in complex systems that demand high performance under fast-paced, ambiguous, and evolving conditions. Successful outcomes in military special forces, modern aviation, championship sports, and hyper-growth startups all require teamwork that is grounded in trust and a shared sense of purpose.

Tahmouress Sadeghi has also worked for many different aviation companies, including Boeing Military and Commercial, MacDonald-Douglas, Northrop-Grumman, ARINC, and Allied Signals

What passes for patriotism is now largely measured by the flag pins in our lapels and the mouthing of pride and faith in our soldiers, sailors, and aviators. Having long since lost track of the precepts of American democracy, we've devolved into a cult of military, with its own blind faith and liturgy...

Milos Zeman is the President of the Czech Republic. He is pro-Russian, is friends with Marine Le Pen and Nigel Farage, endorsed Donald Trump for President, and has ties to Hungary’s Jobbik movement. Zeman has justified the civil war in Ukraine and has denied that Russia has a military presence there. He stated, “I take seriously the statement of foreign minister, Sergei Lavrov, that there are no Russian troops [in Ukraine].” Zeman had been consistently verbal in his support for the lifting of Western sanctions on Russia and was against EU sanctions on Russia. He was re-elected President in January 2018 with 51.4% of the vote. He won the majority of the rural vote by exhorting a populist anti-immigrant slogan: “Stop Migrants and [opponent] Drahos. This is our land! Vote Zeman!” Zeman’s chief economic advisor is Martin Nejedlÿ, a former executive of the Russian oil company, Lukoil Aviation Czech. Lukoil was once the second largest oil company in Russia following Gazprom. Martin Nejedlÿ of Prague was also owner of Fincentrum, a financial advisory firm with “more than 2,500 financial advisors” on its website with offices in Prague and Bratislava. The firm has a history of alliances with the Kremlin. The Prime Minister of the Republic’s coalition government is 63-year-old Andrej Babiš. He is a media and agribusiness mogul and the second-richest man in the Czech Republic. ANO is the Action of Dissatisfied Citizens Party that was founded by Babiš that holds a center-right populist platform like many European and American conservative right-

Americans knew plenty about the glistening marvels of aviation produced at the camp: the gravity-defying V-2 missiles launched across Europe by Hitler and then imported to America. But they knew virtually nothing about how and where the Nazis had built those missiles, even as books in Europe, like the one in Rosenbaum’s hands, were being written on the place. The anonymity of Dora was no accident. General Patton and the military had eagerly publicized America’s liberation of Dachau and other concentration camps, but they wanted no such publicity surrounding the secrets of Dora, as America claimed the mountain factory’s scientists and its rockets for itself. It was as if the place had never existed.

Hubertus Strughold, a buttoned-up, bow-tied doctor of aviation medicine, was indeed a star scientist—first for the Nazis, then for the Americans. He was one of the U.S. military’s most prized catches in Project Paperclip,