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Virton

Virton (Gaumais: Viertån; Vierton) is a city and municipality of Wallonia located in the province of Luxembourg, Belgium. It is also the administrative centre of the district (arrondissement) of the same name, as well as the principal town of the small region of Belgian Lorraine known as the Gaume, famous for its microclimate.

The municipality consists of the following districts: Bleid, Ethe, Latour, Ruette, Saint-Mard, and Virton. Other population centers include: Chenois, Gomery, Grandcourt, and Saint-Remy.

Antiquity and Middle Ages
Several archeological finds indicate that the area was already inhabited before the Romans built villas there and named the town Vertunum. In the early 5th century, the Romans had to flee the Germanic invasions. Their settlement was destroyed and rebuilt by the Franks somewhat north of its original site.

Virton was mentioned for the first time in Pope Lucius III's bull of 1183 as a fiefdom of the House of Chiny. As overlords of Virton, the Counts of Chiny could levy taxes (the tonlieu) on the various goods sold at the local market, which is attested as early as 1270. In 1441, the Duchy of Luxembourg was sold to Philip the Good, Duke of Burgundy. From that date, Virton, like many other Walloon cities, became embroiled in more than two centuries of wars between France, Spain, and the Netherlands, with all the fighting, famine, epidemics (including plague), and economic disasters that ensued. The city fared better under the rule of Maria Theresa of Austria in the 18th century, thanks in part to the development of Lorraine's steel industry.

Modern times
The French Revolution shattered those advances. Virton had to wait until the departure of Napoleon in 1815 to see prosperous times again. Virton enthusiastically participated in the Belgian Revolution and even in the French Revolution of 1848. On August 22, 1914, at the onset of World War I, hundreds of inhabitants were summarily executed by the invading German army, while mass deportations occurred during World War II. Virton is now the centre of commerce and tourism for the Gaume region.

The town became an icon in Israeli sports history after Maccabi Tel Aviv defeated CSKA Moscow 91:79 in a European Basketball Champions' Cup game on 17 February 1977, in the town's sports arena. CSKA hosted the game in Virton due to lack of diplomatic relations between the USSR and Israel at the time. The victory is widely considered as pivotal in Maccabi's history, thus making the town's name widely known among Israeli sports fans.

Sights

 * The small hilly streets and colourful houses.
 * The church of St Lawrence, built between 1825 and 1830 with a classical façade.
 * Remnants of the medieval defensive wall.
 * Les Musées gaumais

Folklore

 * The city's mascot is D'Jean d'Mady, a typical, joyful, and resourceful Gaume inhabitant who was allegedly born in one of the neighbouring villages in 1585.
 * Since 1935, Virton has owned two traditional giants who take part in the local festivities.

Canadian friendship
Virton, Florenville, and many other neighbouring villages were the homes of many Canadian families whose fathers/husbands were stationed nearby at RCAF Station No. 1 (F) Wing, in Marville, France. Prior to moving the base to Lahr, Germany, there were ceremonies in these towns and in Longuyon, France (Permanent Married Quarters), where the Canadians left three small 'thunderbird' totem poles. These totems are still there and were rededicated in September 2005 on the 50th anniversary of the opening of the base.

People born in Virton

 * Ludwig Anton, Count Baillet de Latour (1753–1836), Austrian general, younger brother of Maximilian
 * Maximilian Anton Karl, Count Baillet de Latour (1737–1806), Austrian general
 * Benoît Mariage, film director (born 1961)

title: Virton


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SEPECAT Jaguar

The SEPECAT Jaguar is an Anglo-French supersonic jet attack aircraft originally used by the British Royal Air Force and the French Air Force in the close air support and nuclear strike role. It is still in service with the Indian Air Force.

Originally conceived in the 1960s as a jet trainer with a light ground attack capability, the requirement for the aircraft soon changed to include supersonic performance, reconnaissance and tactical nuclear strike roles. A carrier-based variant was also planned for French Navy service, but this was cancelled in favour of the cheaper, fully French-built Dassault-Breguet Super Étendard. The aircraft were manufactured by SEPECAT (Société Européenne de Production de l'avion Ecole de Combat et d'Appui Tactique), a joint venture between Breguet and the British Aircraft Corporation, one of the first major joint Anglo-French military aircraft programmes.

The Jaguar was exported to India, Oman, Ecuador and Nigeria. The aircraft was used in numerous conflicts and military operations in Mauritania, Chad, Iraq, Bosnia, and Pakistan, as well as providing a ready nuclear delivery platform for the United Kingdom, France, and India throughout the latter half of the Cold War and beyond. In the Gulf War, the Jaguar was praised for its reliability and was a valuable coalition resource. The aircraft served with the French Air Force as the main strike/attack aircraft until 1 July 2005, and with the Royal Air Force until the end of April 2007. Its role was replaced by the Eurofighter Typhoon in the RAF and the Dassault Rafale in the French Air Force.

Background
The Jaguar programme began in the early 1960s, in response to a British requirement (Air Staff Target 362) for an advanced supersonic jet trainer to replace the Folland Gnat T1 and Hawker Hunter T7, and a French requirement (the École de Combat et d'Appui Tactique, ECAT "tactical combat support trainer") for a cheap, subsonic dual role trainer and light attack aircraft to replace the Fouga Magister, Lockheed T-33 and Dassault Mystère IV. In both countries several companies tendered designs: BAC, Hunting, Hawker Siddeley and Folland in Britain; Breguet, Potez, Sud-Aviation, Nord, and Dassault from France. A Memorandum of Understanding was signed in May 1965 for the two countries to develop two aircraft, a trainer based on the ECAT, and the larger AFVG (Anglo-French Variable Geometry).

Cross-channel negotiations led to the formation of SEPECAT (Société Européenne de Production de l'Avion d'École de Combat et d'Appui Tactique – the "European company for the production of a combat trainer and tactical support aircraft" ) in 1966 as a joint venture between Breguet and the British Aircraft Corporation to produce the airframe. Though based in part on the Breguet Br.121, using the same basic configuration and an innovative French-designed landing gear, the Jaguar was built incorporating major elements of design from BAC, notably the wing and high lift devices.

Production of components would be split between Breguet and BAC, and the aircraft themselves would be assembled on two production lines; one in the UK and one in France, To avoid any duplication of work, each aircraft component had only one source. The British light strike/tactical support versions were the most demanding design, requiring supersonic performance, superior avionics, a cutting edge nav/attack system of more accuracy and complexity than the French version, moving map display, laser range-finder and marked-target seeker (LRMTS). As a result, the initial Br.121 design needed a thinner wing, redesigned fuselage, a higher rear cockpit, and after-burning engines. While putting on smiling faces for the public, maintaining the illusion of a shared design, the British design departed from the French sub-sonic Breguet 121 to such a degree that it was effectively a new design.

A separate partnership was formed between Rolls-Royce and Turbomeca to develop the Adour afterburning turbofan engine. The Br.121 was proposed with Turbomeca's Tourmalet engine for ECAT but Breguet preferred the RR RB.172 and their joint venture would use elements of both. The new engine, which would be used for the AFVG as well, would be built in Derby and Tarnos.

Previous collaborative efforts between Britain and France had been complicated – the AFVG programme ended in cancellation, and controversy surrounded the development of the supersonic airliner Concorde. Whilst the technical collaboration between BAC and Breguet went well, when Dassault took over Breguet in 1971 it encouraged acceptance of its own designs, such as the Super Étendard naval attack aircraft and the Mirage F1, for which it would receive more profit, over the Anglo-French Jaguar.

The initial plan was for Britain to buy 150 Jaguar "B" trainers, with its strike requirements being met by the advanced BAC-Dassault AFVG aircraft, with France to buy 75 "E" trainers (école) and 75 "A" single-seat strike attack aircraft (appui). Dassault favoured its own Mirage G aircraft above the collaborative AFVG, and in June 1967, France cancelled the AFVG on cost grounds. This left a gap in the RAF's planned strike capabilities for the 1970s; at the same time as France's cancellation of the AFVG, Germany was expressing a serious interest in the Jaguar, and thus the design became more oriented towards the low-level strike role.

With the cancellation of both the BAC TSR-2 tactical strike aircraft and Hawker Siddeley P.1154 supersonic V/STOL fighter, the RAF were looking increasingly hard at their future light strike needs and realizing that they now needed more than just advanced trainers with some secondary counter insurgency capability. At this point, the RAF's proposed strike fleet was to be the American General Dynamics F-111s plus the AFVG for lighter strike purposes. There was concern that both F-111 and AFVG were high risk projects and with the French already planning on a strike role for the Jaguar, there was an opportunity to introduce a credible backup plan for the RAF's future strike needs – the Jaguar. As a result, by October 1970, the RAF's requirements had changed to 165 single-seat strike aircraft and 35 trainers.

The Jaguar was to replace the McDonnell Douglas Phantom FGR2 in the close air support, tactical reconnaissance and tactical strike roles, freeing the Phantom to be used for air defence. Both the French and British trainer requirements had developed significantly, and were eventually fulfilled instead by the Alpha Jet and Hawker Siddeley Hawk respectively. The French, meanwhile, had chosen the Jaguar to replace the Aeronavale's Dassault Étendard IV, and increased their order to include an initial 40 of a carrier-capable maritime version of the Jaguar, the Jaguar M. From these apparently disparate aims would come a single and entirely different aircraft: relatively high-tech, supersonic, and optimised for ground-attack in a high-threat environment.

Prototypes
The first of eight prototypes flew on 8 September 1968, a two-seat design fitted with the first production model Adour engine. This aircraft went supersonic on its third flight but was lost on landing on 26 March 1970 following an engine fire. The second prototype flew in February 1969; a total of three prototypes flew at the Paris Air Show that year. The first French "A" prototype flew in March 1969. In October a British "S" conducted its first flight.

A Jaguar M prototype flew in November 1969. This had a strengthened airframe, an arrestor hook and different undercarriage: twin nosewheel and single mainwheels. After testing in France it went to RAE at Thurleigh for carrier landing trials from their land based catapult, after which, in July 1970, it underwent a series of shipboard trials from the French carrier Clemenceau. From these trials there were doubts about the throttle response in case of an aborted landing. The shipboard testing also revealed problems with the aircraft's handling when flying on one engine, although planned engine improvements were to have rectified these problems. The "M" was considered a suitable replacement for the Etendard IV but the Aeronavale would only be able to afford 60 instead of 100 aircraft.

In 1971, Dassault proposed the Super Étendard, claiming that it was a simpler and cheaper development of the existing Étendard IV, and in 1973, the French Navy ordered it instead of the Jaguar. However, rising costs meant that only 71 of the planned 100 Super Étendards were purchased. The M was cancelled by the French government in 1973.

Overview
The Jaguar is an orthodox single-seat, swept-wing, twin-engine monoplane design, with tall tricycle-type retractable landing gear. In its original configuration, it had a maximum take-off weight in the 15 tonne class; with a combat radius on internal fuel of 850 km, giving the Jaguar a greater operational range than competitor aircraft such as the Mikoyan MiG-27. The aircraft had hardpoints fitted for an external weapons load of up to 10,000 lb (4,500 kg). Typical weapons fitted included the Matra LR.F2 rocket pod, BAP 100-mm bombs, Martel AS.37 anti-radar missiles, AIM-9 Sidewinder missiles, and Rockeye cluster bombs. The RAF's Jaguars gained several new weapons during the Gulf War, including CRV7 high-velocity rockets and American CBU-87 cluster bombs. Finally, the Jaguar was equipped with either a pair of 30 mm autocannon - the French DEFA cannon, or British ADEN cannon.

The Jaguar International had the unusual option of overwing pylons, used for short-range air-to-air missiles, such as the Matra R550 Magic or the Sidewinder. This option freed up the under-wing pylons for other weapons and stores. RAF Jaguars gained overwing pylons in the buildup to Operation Granby in 1990, but French Jaguars were not modified.

Engine
The SEPECAT Jaguar is powered by the Rolls-Royce Turbomeca Adour turbofan engine, which was developed in parallel with, and primarily for the Jaguar. A separate partnership was formed between Rolls-Royce and Turbomeca to develop the Adour, a two-shaft turbofan engine with afterburner. Twin engines were selected for survivability. Ease of maintenance was major consideration, an engine change being possible within 30 minutes. For the Jaguars it needed a low bypass capable of high thrust for take off, supersonic flight and low level "dashes".

When the first prototype Jaguar flew on 8 September 1968, it was also the first flight for the engine. In its initial development the Adour engine had complications with the stability of the afterburner system, and shipboard testing showed slow throttle response times, problematic in the situation of an aborted landing; engine improvements rectified these problems prior to the Jaguar coming into service. In French service, the Jaguars were introduced using the original Mk.101 engine. RAF Jaguars entered service using the Mk.102 engine, mainly featuring better afterburner-throttle control over the Mk.101. The RAF later had its Jaguars re-engined around 1981 with the improved Adour Mk.104, and again in 1999 with the Mk.106, each providing greater performance.

The Adour was developed into both afterburning and non-afterburning models; the Hawk, which had beaten the Jaguar to fulfill the Air Staff Target 362 trainer requirement, also used the non-afterburning Adour engine. Other applications include the McDonnell Douglas T-45 Goshawk, the Mitsubishi T-2, and derived Mitsubishi F-1.

Avionics
From the outset the Jaguar was equipped with a navigation and attack system. While A versions had a reliable double gyroscopic system and a Doppler radar derived from the Mirage IIIE, the GR1s had a totally new digital system with an inertial navigation system and a heads-up display, plus a Laser Ranging and Marked Targeting System (LRMTS) in the nose. These systems were a step above the current technology of the time, but reliability was quite low.

There were many more systems added with the time, like the Atlis II in the French aircraft, and, in 1994–95, some GR1s had laser-designator systems fitted. Missiles like AS-30 and the anti-ship Sea Eagle were added. Some IAF aircraft had the Agave radar system, purposely for maritime strike. India later developed the DARIN system in its Jaguar fleet, with a modern 1553 databus.

Although in operational theatres such as the Gulf War the Jaguar proved to be mechanically more reliable than the Panavia Tornado, the aircraft's avionics were a hindrance to conducting missions. Owing to the Jaguar A's shortcomings in navigation and target acquisition, French Jaguars had to be escorted by Mirage F1CR reconnaissance aircraft to act as guides. The Jaguar provided a valuable component of the campaign, the RAF detachment of 12 Jaguars flew 612 combat sorties, with no aircraft lost.

Significant changes were made both during and shortly after the war. Owing to obsolete navigational systems being unable to provide the accuracy required, both French and British Jaguars were quickly modified with Global Positioning System (GPS) receivers, a recent technology at the time. Prior to Operation Deliberate Force, the 1995 NATO bombing campaign in Bosnia and Herzegovina, a dozen Jaguars were upgraded with the capability to carry the TIALD laser designator pod and redesignated Jaguar GR1B or T2B respectively. Shortly afterwards, the RAF upgraded its Jaguar fleet to a common standard, incorporating TIALD and the ability to use new reconnaissance pods. The interim GR3 (Jaguar 96) upgrade added a new HUD, a new hand controller and stick top, integrated GPS and TERPROM Terrain Referenced Navigation. The further upgraded Jaguar GR3A introduced the new EO GP1 (JRP) digital reconnaissance pod, a helmet-mounted sight, improved cockpit displays, a datalink, and improved night vision goggles compatibility.

A single Jaguar was converted into the Jaguar Active Control Technology (ACT) with fly-by-wire controls and aerodynamic alterations to the airframe; the aerodynamic instability improved manoeuvrability and the test data was used in the development of the Eurofighter.

France
The French Air Force took delivery of the first production Jaguar in 1973, one of an eventual 160 single-seat Jaguar As. For type conversion training, France also took 40 of the two-seat Jaguar E. While the Jaguar was capable of carrying a single AN-52 nuclear bomb, the French government did not assign any Jaguars for use in the Force de frappe, France's strategic nuclear deterrent. Nuclear armed Jaguars were instead assigned the "Pre-Strategic" role, to clear a path for the Strategic strike force. The AN-52 nuclear bomb was retired from service in September 1991, when the formerly nuclear-armed squadrons of Escadre de Chasse 7 then concentrated on conventional attack. French Jaguars also performed in the role of electronic counter measures (ECM) aircraft, bearing the Martel anti-radiation missile, capable of staying airborne to suppress enemy defences for long periods of time through mid air refuelling.

In French service, the Jaguar was frequently deployed in defence of national interests in Africa during the 1970s, a policy sometimes referred to as "Jaguar diplomacy" (la diplomatie du Jaguar). Jaguars made their combat debut against Polisario Front forces in Mauritania in December 1977, as part of Opération Lamantin. In August 1978 a conventionally armed rapid reaction squadron was established, intended to deploy in support of French forces and interests anywhere in the world.

France had been involved in the conflict in Chad for many years, and 2,000 men of the Force d'Intervention along with helicopters and Jaguars were deployed to defend central Chad in 1978; further forces arrived later as part of Opération Tacaud. The Jaguars were engaged in May and June 1978, contributing significantly in halting an offensive by Goukouni Oueddei's FROLINAT forces, who were routed. One aircraft was shot down, but the pilot was recovered by helicopter.

In support of the further military action in the region, known as Operation Manta, Jaguars were deployed to Bangui, Central African Republic, in 1983, before being rebased inside Chad at N'Djamena International Airport. On 25 January 1984, Jaguars attacked a rebel column that was withdrawing after raiding the town of Zigey. One aircraft was shot down and the pilot, Captain Michel Croci, was killed. The "Manta" forces were withdrawn in 1984, as part of a de-escalation agreement, whereby both Libyan and French forces were to be withdrawn from Chad. The Libyans did not respect the agreement, and Jaguars returned to Chad in 1986, as part of Operation Epervier, this time with a more forceful role. On 16 February 1986, 11 Jaguars, escorted by Mirage F1 fighters and supported by Boeing C-135F tankers and Breguet Atlantic aircraft, launched a raid on the airfield at Wadi Doum, which the Libyans had constructed in Northern Chad, using BAP-100 anti-runway bombs. In response to Libyan incursions, another strike was carried out on 7 January 1987, when a Jaguar destroyed a Libyan radar with a Martel missile. The Jaguars stationed at Ndjamena were a target for Libyan sabotage owing to their effectiveness against enemy forces, but the attempts were unsuccessful.

Persian Gulf War

France committed military assets to the Gulf War coalition; in October 1990, eight Jaguar A aircraft along with several Mirage F1CR reconnaissance aircraft were sent to the Middle East. The Mirages, which had more advanced avionics, acted as guides for the Jaguars. Owing to obsolete navigational systems being unable to provide the accuracy required, both French and British Jaguars were quickly modified with GPS receivers, RAF Tornados also required adaption to a lesser extent. The French Jaguar force in Saudi Arabia built up to a maximum of 28 aircraft, which carried out 615 combat sorties, with one Jaguar damaged by an Iraqi surface-to-air missile. Typical targets were Iraqi armoured units, Scud missile sites, and naval vessels.

On 17 January 1991, 12 French Jaguars bombed Ahmad al-Jaber Air Base, Kuwait; three were damaged in the attack but all returned to base. On 26 January, RAF Jaguars and Tornados raided several Silkworm missile batteries in Kuwait to encourage the perception of an imminent amphibious invasion to liberate the country. On the 30th, two RAF Jaguars destroyed a Polnochny-class landing ship with rockets and cannon. The Iraqi Republican Guard, entrenched on the Kuwait-Saudi border, were subjected to a continuous intensive bombing campaign for weeks to demoralise them, allied Jaguars forming a portion of the delivering aircraft. The Jaguars also performed valuable reconnaissance of the combat area for Coalition forces. Both nations' Jaguars were withdrawn from the region in March 1991, at the end of Desert Storm.

Subsequent operations
In Operation Deliberate Force in 1995, six Jaguars based in Italy conducted 63 strike missions. The last Jaguars in French service were retired in 2005, being replaced in the ground attack roles by the Dassault Rafale.

United Kingdom

The RAF accepted delivery of the first of 165 single seat Jaguar GR1s (the service designation of the Jaguar S) with No 54 (F) squadron in 1974. These were supplemented by 35 two seat trainers, the Jaguar T2 (previously Jaguar B). The Jaguar S and B had a more comprehensive nav/attack system than the A and E models used by the French Air Force, consisting of a Ferranti/Marconi Navigation and Weapon Aiming Sub System (NAVWASS) and a Plessey 10 Way Weapon Control System. RAF Jaguars were used for rapid deployment and regional reinforcement, and others flew in the tactical nuclear strike role, carrying the WE.177 bomb.

Beginning in 1975 with 6 Squadron, followed by 54 Squadron based at RAF Coltishall, and a 'Shadow squadron', 226 OCU based at RAF Lossiemouth, Jaguar squadrons were declared operational to SACEUR with the WE.177. 14 Squadron and 17 Squadron based at RAF Bruggen followed by 1977. 20 Squadron and 31 Squadron also based at RAF Bruggen brought the RAF Jaguar force to its peak strength of six squadrons plus the OCU, each of twelve aircraft equipped with eight WE.177s. Two further squadrons, 2 Squadron and 41 Squadron based at RAF Laarbruch and RAF Coltishall respectively, were primarily tasked with tactical reconnaissance. From 1975 the OCU's wartime role was as an operational squadron in the front line assigned to SACEUR with 12 Jaguar aircraft, eight WE.177 nuclear bombs, and a variety of conventional weapons.

In April 1975, a single Jaguar was used to test the aircraft's rough airstrip capacity, by landing and taking off multiple times from the M55 motorway, the final test flight was conducted with a full weapons load; the ability was never used in service but was considered useful as improvised runways might be the only runways left available in a large scale European conflict. In a high intensity European war, the role of the Jaguar was to support land forces on the continent in resisting a Soviet assault on Western Europe, striking targets beyond the forward edge of the battlefield should a conflict escalate. The apparent mismatch between aircraft numbers and nuclear bombs was a consequence of RAF staff planners concluding that there would be one third attrition of Jaguars in an early conventional phase, leaving the survivors numerically strong enough to deliver the allocated stockpile of 56 nuclear bombs. From December 1983, 75 Jaguar GR1s and 14 T2s were updated to the GR1A and T2A standards with FIN1064 navigation and attack systems replacing the original NAVWASS. At about the same time, most were also re-engined with Adour 104 engines and were fitted with the ability to carry Sidewinder air to air missiles or AN-ALQ-101(V)-10 electronic countermeasures pods under the wings.

The RAF Jaguar force was altered in late 1984, when 17 Squadron, 20 Squadron and 31 Squadron exchanged their Jaguars for Tornado GR1s, although their assignment to SACEUR and their wartime role remained unchanged. The two other RAF Germany units, 14 Squadron and 2 Squadron, followed suit in 1985 and 1989 respectively, which left the operational Jaguar force concentrated in 6, 41 and 54 Squadrons at RAF Coltishall.

1990 Gulf War

Following the Iraqi invasion of Kuwait, on 9 August 1990 the British government assigned an initial 12 Jaguar GR1A and 12 Tornado F3 aircraft to the Middle East in Operation Granby, these aircraft operated from bases in Oman and Bahrain. On 23 August 1990, a squadron of Tornado GR1 interdictors were dispatched to the region as well, but the Tornado GR1 was difficult to keep operational in the high temperatures. Blackburn Buccaneers were dispatched in January 1991 to act as laser designators for the ground strike aircraft. The RAF's Jaguars gained several new weapons during the Persian Gulf War, including CRV7 high-velocity rockets and American CBU-87 cluster bombs which were used because the RAF's existing BL755 bombs were designed for low-level release, and therefore unsuitable for higher-altitude operations common over the Persian Gulf. The RAF's detachment of 12 Jaguars flew 612 combat sorties, with no aircraft being lost. XZ364 "Sadman" flew 47 missions; the highest number of missions of any aircraft.

Subsequent upgrades
In 1994, in order to meet an urgent need to increase the number of aircraft able to designate targets for laser-guided bombs, 10 GR1As and two T2As were upgraded with the capability to carry the TIALD laser designator pod and redesignated as Jaguar GR1B and T2B respectively. TIALD equipped Jaguar GR1Bs were deployed to Italy in August to take part in Operation Deliberate Force against Bosnian Serb forces, being used to designate targets for RAF Harriers. During the Bosnian operations, a Jaguar of 41 Squadron carried out the first RAF bombing raid in Europe since the end of the Second World War fifty years before.

Following the success of the GR1B/T2B upgrade, the RAF launched a plan to upgrade its Jaguar fleet to a common standard, incorporating improvements introduced to some aircraft during the Gulf War, together with adding the ability to use TIALD and new reconnaissance pods. The upgrade came in two parts; the interim GR3 (Jaguar 96) upgrade added a new HUD, a new hand controller and stick top, integrated GPS and TERPROM Terrain Referenced Navigation. It was delivered in two standards, for recce and TIALD. The further upgraded Jaguar GR3A (also known as Jaguar 97) introduced fleet-wide compatibility with TIALD and the new EO GP1 (JRP) digital reconnaissance pod, a helmet mounted sight, improved cockpit displays, a datalink, and improved night vision goggles compatibility. All GR3As were subsequently re-engined with the new Adour 106 turbofan. The RAF's Jaguar 97s were intended to be wired for the carriage of ASRAAMs on the overwing launchers, but clearance of this weapon was never completed because of funding cuts.

The Jaguars did not see service in the 2003 Iraq War; they had been planned to operate from bases in Turkey, to the north of Iraq, but Turkey refused access to its airbases and the northern attack was cancelled.

Demands by the UK Treasury to cut the defence budget led to Defence Secretary Geoff Hoon detailing plans on 21 July 2004 to withdraw the Jaguar by 2007. An expected out of service date of October 2007 was brought forward at just five days notice to 30 April 2007. On 20 December 2007, a Jaguar operated by QinetiQ undertook the last British military Jaguar flight.

Following their retirement from flying service, many Jaguars continue to serve as ground instructional airframes, most notably at RAF Cosford, used in the training of RAF fitters.

India
India had been approached as a possible customer for the Jaguar as early as 1968, but had declined, partly on the grounds that it was not yet clear if the French and British would themselves accept the aircraft into service. India had already its Marut fighter-bomber, and tried to upgrade it with new engines, until the new project collapsed. A decade later IAF became the largest single export customer, with a $1 billion order for the aircraft in 1978, the Jaguar being chosen ahead of the Dassault Mirage F1 and the Saab Viggen after a long and difficult evaluation process. The order involved 40 Jaguars built in Europe at Warton, and 120 licence-built aircraft from Hindustan Aeronautics Limited (HAL) under the local name Shamsher ("Sword of Justice").

As an interim measure, 18 RAF Jaguars were loaned to the IAF with the first two loaned aircraft operational with Western Air Command on 27 July 1979. The second batch of aircraft for the IAF were 40 Jaguar Internationals built at Warton, the first aircraft being delivered in March 1981. Batch Three was the assembly of another 45 aircraft by HAL of kits shipped from the United Kingdom, the first kit being shipped to India in May 1981. In the following phases more aircraft were built in India with less European content. A total of 80 aircraft were built by HAL.

Indian Jaguars were quite different from the RAF ones. The Adour Mk 811 engines were soon adopted in the HAL production line (the previous Jaguars made in UK had the earlier Mk 804), giving 8,400 lbf each. There were R-550 Magic 1 or 2 in rails over the wings. But more importantly, the NAWASS, even if very modern in conception, was replaced because it was found quite unreliable. The RAF was already upgrading the system with the modern Ferranti Type 1024 INS, but India was offered the 1024E export, less powerful version. So IAF instead pursued the development of new nav-attack system, called DARIN, that combined several technologies from France, UK and other sources. This system was more reliable and more precise than the older NAWASS and all the IAF Jaguars had it as standard. The Jaguar was found to be a long-range, fast, stable and effective strike aircraft in IAF service. Another important upgrade was the Maritime Strike version, fitted with a radar (the French Agave) and powerful British anti-ship missiles, produced in a very limited number (12). The only real issue with Jaguar is the lack of power at altitude, especially with heavy ordnance on board.

Indian Jaguars were used to carry out reconnaissance missions in support of the Indian Peace Keeping Force in Sri Lanka between 1987 and 1990. They later played an active role in the 1999 Kargil War with Pakistan, dropping both unguided and laser-guided bombs, the IAF defining its role as a "deep penetrating strike aircraft". The Jaguar is also used in small numbers for the anti-ship role, equipped with the Sea Eagle missile. The Jaguar remains an important element of the Indian military as, along with the Mirage 2000, the Jaguar has been described as one of the few aircraft capable of performing the nuclear strike role with reasonable chances of success. It has been alleged that the Indian military decided against developing the Jaguar into an active nuclear platform because of its lack of ground clearance for deploying India's gravity-dropped nuclear bombs.

As the aircraft aged, the avionics were viewed as lacking suitable components for the ground attack mission, such as terrain-following radar, GPS navigation or modern night-flight systems; consequently, several upgrades were carried out in the mid-1990s, including the addition of the Litening targeting pod. India placed an order for 17 additional upgraded Jaguar aircraft from Hindustan Aeronautics in 1999 and a further 20 in 2001–2002. The IAF plans to upgrade up to 125 Jaguars starting in 2013 by upgrading the avionics (including multi mode radar, auto-pilot and other changes) as part of the DARIN III programme and is considering fitting more powerful engines, Honeywell F125IN, to improve performance, particularly at medium altitudes. The latest upgrade program DARIN III (Display Attack Ranging Inertial Navigation) has also been approved. In addition to new avionics and equipment installed as part of DARIN II upgrade, DARIN III featured modified avionics architecture, new cockpit with dual SMD, solid state flight data recorder and solid state video recording system, auto pilot system, integration of new multi-mode radar on Jaguar IS (currently only Jaguar IM are fitted with radars). Major structural modification was carried out on the air frame to accommodate the radar. Initial Jaguars delivered to the IAF were powered by two Adour 804E; further deliveries were powered by Adour Mk811. All the current IAF Jaguars are powered by Adour Mk811. DARIN III upgrade will cause additional weight problems due to addition of new avionics and radar, resulting in it becoming underpowered. Later IAF took decisions not to upgrade the engines due to budget problems. As part of technology transfer agreement with Israeli Aerospace Industries (IAI) for 54 EL/M-2052 AESA radar to be manufactured by HAL Avionics Division, the first production version will be ready by March 2021 to be fitted on Jaguar IS as part of DARIN III UPG standard.

In 2018, India cannibalised 31 airframes purchased from France, 2 airframes from UK and Oman each, few engines and several hundred types of critically needed spares for optimum squadron serviceability.

Other operators
In 1969, while still in the prototype stage of development, formal approaches had been made to Switzerland, India, Japan, Australia, the Netherlands, Belgium, and Germany, promoting the aircraft for sale. Japan began negotiations towards licensed production of the Jaguar, but these plans failed in part because of the high royalty payments sought by SEPECAT. A proposal for Turkey to construct Jaguars under licence also did not come to fruition. Kuwait initially ordered 50 Jaguars and 16 Mirage 5s, but instead chose F1s. Pakistan approached SEPECAT after the US refused to sell their aircraft of choice, the LTV A-7 Corsair II, due to an arms embargo; Pakistan eventually opted for Mirage 5s.

Jaguars were successfully sold to a number of overseas countries, India being the largest operator. The Jaguar International was an export version which was sold to Ecuador, Nigeria and Oman. The Ecuadorian Air Force, the only Latin American export customer, purchased 10 single- and 2 two-seat variants, officially designated Jaguars ES and EB, respectively. The first of twelve aircraft arrived in January 1977. They were used mainly for ground attack roles and occasionally for air superiority duties during the Cenepa War with Peru in 1995, but the main part of the fleet was held in reserve in case of a wider conflict with the Peruvians. Nigeria ordered 13 single-seat SN and 5 two-seat BN variants; SEPECAT delivered the first of these in May 1984. A subsequent order for an 18-aircraft second batch was cancelled. Some of those in service were withdrawn from operations on the grounds of economy, with the remaining aircraft put up for re-sale. The Royal Air Force of Oman ordered 10 single-seat and 2 two-seat variants, designated Jaguars OS and OB, respectively; the first was delivered in March 1977. A second identical 12-aircraft order was placed in the mid-1980s; these were joined by two secondhand Indian and RAF examples. The last of the Omani aircraft were retired on 6 August 2014.

Variants

 * Jaguar A
 * Single-seat all-weather tactical strike, ground-attack fighter version for the French Air Force, two prototypes and 160 production aircraft built.

 * Jaguar B/Jaguar T2
 * Two-seat training version for the Royal Air Force, one prototype and 38 production aircraft built. Capable of secondary role of strike and ground attack. Two flown by Empire Test Pilots School (ETPS) and one by Institute of Aviation Medicine. Equipped for inflight refuelling and with a single Aden cannon.

 * Jaguar T2A
 * Jaguar T2 upgrade similar to GR1A, 14 conversions from T2.

 * Jaguar T2B
 * two Jaguar T2A aircraft given TIALD capability. An "unofficial" designation.

 * Jaguar T4
 * Jaguar T2A upgraded to Jaguar 96 standard.

 * Jaguar E
 * Two-seat training version for the French Air Force, two prototypes and 40 production aircraft built.

 * Jaguar S / Jaguar GR1
 * Single-seat all-weather tactical strike, ground-attack fighter version for the Royal Air Force, 165 built. Equipped with NAVigation And Weapon Aiming Sub-System (NAVWASS) for attacking without use of radar. Ferranti "laser ranger and marked target seeker" added to nose during production Engines replaced by Adour Mk 104 from 1978.
 * Jaguar GR1A
 * Jaguar GR1 with navigation (NAVWASS II), chaff/flare, ECM and Sidewinder capability upgrades, 75 conversions from GR1.

 * Jaguar GR1B
 * Ten GR1 aircraft modified to carry TIALD pods.
 * Jaguar GR3
 * Jaguar 96 avionics upgrade to GR1A.
 * Jaguar GR3A
 * Jaguar 97 avionics upgrade to GR1B/GR3.

 * Jaguar M
 * Single-seat naval strike prototype for the French Navy, one built.

 * Jaguar Active Control Technology
 * One Jaguar converted into a research aircraft.

 * Jaguar MAX
 * Hindustan Aeronautics Limited-developed upgrade for the Indian Air Force S, M and B variant fleet. The upgrade suite was unveiled in February 2019 and includes new avionics, a reworked cockpit and integration of modern armaments.

 * Jaguar International

 * Export versions based on either the Jaguar S or Jaguar B.
 * Jaguar ES
 * Export version of the Jaguar S for the Ecuadorian Air Force, 10 built.
 * Jaguar EB
 * Export version of the Jaguar B for the Ecuadorian Air Force, two built.
 * Jaguar S(O)
 * Export version of the Jaguar S for the Royal Air Force of Oman, 20 built.
 * Jaguar B(O)
 * Export version of the Jaguar B for the Royal Air Force of Oman, four built.
 * Jaguar IS
 * Single-seat all-weather tactical strike, ground-attack fighter for the Indian Air Force, 35 built by BAe and 89 built by HAL (Shamser).
 * Jaguar IB
 * Two-seat training version for the Indian Air Force, five built by BAe and 27 built by HAL.
 * Jaguar IM
 * Single-seat maritime strike aircraft for the Indian Air Force. Fitted with Agave radar and capable of carrying Sea Eagle anti-ship missile, 12 built by HAL. Upgraded with EL/M-2052.
 * Jaguar SN
 * Export version of the Jaguar S for the Nigerian Air Force, 13 built.
 * Jaguar BN
 * Export version of the Jaguar B for the Nigerian Air Force, five built.

Current

 * Indian Air Force
 * No. 5 Squadron "Tuskers", IAF Ambala with Direct Supply (i.e. UK built) Jaguar IS and IB from August 1981.
 * No. 6 Squadron "Dragons", IAF Jamnagar with Jaguar IM, IS, IB from 1987.
 * No. 14 Squadron "Bulls", IAF Ambala. Operational from September 1980 with loaned RAF Jaguar GR1s and T2s, and re-equipped with Direct Supply Jaguar IS and IBs from March 1981.
 * No. 16 Squadron "Cobras", IAF Gorakhpur. Equipped with Indian-built Jaguar IS and IB from October 1986.
 * No. 27 Squadron "Flaming Arrows", IAF Gorakhpur. Equipped with Indian-built Jaguar IS and IB from June 1985.
 * No.224 Squadron "Warlords", IAF Jamnagar. Reequipped with Indian-built Jaguars from March 2008.

Former operators

 * Ecuadorian Air Force – ordered 10 single-seat EBs and 2 two-seat ESs in 1974, with the aircraft being delivered in 1977. It purchased 3 ex-RAF Jaguar GR.1s as attrition replacements in 1991.
 * Escuadron de Combate 2111 "Águilas" (Eagles)
 * Escuadron de Combate 2111 "Águilas" (Eagles)

 * French Air Force – all retired
 * Escadron de Chasse 3/3 "Ardennes" at Nancy (1977–1987)
 * Escadron de Chasse 1/7 "Provence" at St Dizier. Re-equipped with Jaguars in May 1973 and declared operational September 1974. It discarded the Jaguar in July 2005, the last French squadron to operate the Jaguar.
 * Escadron de Chasse 2/7 "Argonne" at St Dizier. French Jaguar OCU. Formed October 1974. It was disbanded in June 2001.
 * Escadron de Chasse 3/7 "Languedoc" at St Dizier. Received first Jaguars in March 1974 and operational in July 1975. Disbanded July 1997.
 * Escadron de Chasse 4/7 "Limousin". Formed April 1980 at St Dizier, but soon moved to Istres. Disbanded July 1989.
 * Escadron de Chasse 1/11 "Roussillon" at Toul. Operational March 1976. Disbanded June 1994.
 * Escadron de Chasse 2/11 "Vosges" at Toul. Operational June 1977. Disbanded July 1996.
 * Escadron de Chasse 3/11 "Corse" at Toul. Received Jaguars February 1975. Disbanded July 1997.
 * Escadron de Chasse 4/11 "Jura" at Bordeaux-Mérignac. Formed August 1978, disbanded June 1992.
 * Escadron de Chasse 4/11 "Jura" at Bordeaux-Mérignac. Formed August 1978, disbanded June 1992.

 * Nigerian Air Force ordered 13 Jaguar SNs & 5 Jaguar BNs in 1983, with delivery from 1984, being operated by a squadron at Makurdi. Withdrawn from use in 1991 as an economy measure. 14 examples were offered as a bulk lot purchase by Inter Avia Group on behalf of the Nigerian Air Force. (x11 single-seat variant and 3 trainers)
 * Nigerian Air Force ordered 13 Jaguar SNs & 5 Jaguar BNs in 1983, with delivery from 1984, being operated by a squadron at Makurdi. Withdrawn from use in 1991 as an economy measure. 14 examples were offered as a bulk lot purchase by Inter Avia Group on behalf of the Nigerian Air Force. (x11 single-seat variant and 3 trainers)

 * Royal Air Force of Oman purchased 10 Jaguar OSs and two Jaguar OBs in 1974, with an identical order following in 1980, supplementing these aircraft by an ex-RAF Jaguar T2 and GR1 in 1982 and 1986 respectively. Oman's Jaguars were brought to full GR3A standards during the 1990s. Oman's last four operational Jaguars were retired on 6 August 2014.
 * No. 8 Squadron RAFO at RAFO Thumrait.
 * No. 20 Squadron RAFO at RAFO Thumrait.

 * Royal Air Force – all retired
 * No. 2 Squadron. Jaguar GR.1/s replaced 2 Squadron's Phantoms at RAF Laarbruch, Germany in 1976, with a main role of tactical reconnaissance. It re-equipped with Tornado GR1As in 1988.
 * No. 6 Squadron Jaguar GR.1A/GR.3/GR.3As formed at RAF Lossiemouth in October 1974, moving to RAF Coltishall in November 1974, serving in the attack role. It moved to RAF Coningsby in April 2006, disbanding in May 2007.
 * No. 14 Squadron Jaguar GR.1/GR.1As replaced its Phantoms with Jaguars in 1974, based at RAF Bruggen. Its Jaguars were replaced by Tornados in 1985.
 * No. 16 (Reserve) Squadron, JaguarGR.1/GR.1A/GR.3/T.4s the OCU was formed at RAF Lossiemouth by renumbering 226 OCU, later moving Coltishall and finally disbanding in March 2005.
 * No. 17 Squadron at RAF Bruggen replaced its Phantoms in the strike role with JaguarGR.1s from 1975 to 1976, and re-equipped with Tornados in 1984–85.
 * No. 20 Squadron Jaguar GR.1s formed at RAF Bruggen in February 1977 in the strike role, disbanding in June 1984.
 * No. 31 Squadron Jaguar GR.1/GR.1As based at RAF Bruggen replaced its Phantoms in 1976 in the strike role. Its Jaguars were replaced by Tornados in 1984.
 * No. 41 Squadron Jaguar GR.1/GR.1A/GR.3/GR.3As formed at RAF Coltishall in 1976 in the reconnaissance role. It disbanded in April 2006.
 * No. 54 Squadron Jaguar GR.1/GR.1A/GR.3/GR.3As formed at RAF Lossiemouth in March 1974 in the attack role, moving to RAF Coltishall in August 1974. It disbanded in March 2005.
 * No. 226 OCU (Operational Conversion Unit) GR.1/GR.1A/T.2/T.2A/T.4s, formed at RAF Lossiemouth in October 1974 and was redesignated No. 16 (Reserve) Squadron in September 1991.
 * Jaguar Conversion Team at RAF Lossiemouth (initial OCU).
 * Empire Test Pilots' School.
 * Empire Test Pilots' School.

France

 * On display
 * A91 Jaguar A, Gulf-War veteran with damage from an Iraqi SAM at Musée de l'air et de l'espace

Germany
On display

 * XX985 is displayed at Flugausstellung Hermeskeil.

United Kingdom

 * On display
 * XX108 Jaguar GR1B is displayed in AirSpace at the Imperial War Museum Duxford
 * XX109 Jaguar GR1 at the City of Norwich Aviation Museum in Horsham St Faith, Norfolk.
 * XZ119 Jaguar GR1A at the National Museum of Flight, East Fortune Airfield, East Lothian.
 * XX146 Jaguar T.4 at the Solway Aviation Museum, Carlisle Airport, Cumbria.
 * XX734 Jaguar GR1 at BDAC Old Sarum Airfield Museum, Old Sarum, Wiltshire
 * XX741 Jaguar GR1A is in taxiable condition at the Bentwaters Airfield, Suffolk.

United States

 * On display
 * XZ396 Jaguar GR3A at the Pima Air and Space Museum in Tucson, Arizona.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: SEPECAT Jaguar


text:
Farrah (band)

Farrah are a British indie rock band. They have released four studio albums since 2001 and toured internationally since their formation.

History
After releasing their debut single "Terry" on the indie Noisebox Records label in the UK they were signed to The Police manager Miles Copeland III's Ark 21 Records for the release of their debut album, Moustache. The album was released in the UK, US, Europe and Japan and saw the band tour the world extensively to support it. When Ark21 shut down operation in the UK, their second album Me Too, was released on various independent labels throughout the world.

Farrah have maintained their independent status ever since. Recording at their own South London recording studio, producing their own videos and managing their online presence.

In late 2006, Farrah completed their third album, Cut Out and Keep. It was released in 2007 in the UK, Spain and Japan and accompanied by a world tour.

In early 2007, Farrah began working with the Japanese pop rock artist Kaela Kimura. They composed two songs for her, and she covered their song, "No Reason Why". One of Japan's leading rock bands, Asian Kung-Fu Generation invited Farrah to appear at the Nano-Mugen Festival on two occasions.

In 2009, they released their self-titled fourth album in Japan with former Cotton Mather drummer Dana Myzer in its lineup. The album, with a slightly different track listing, was released in the rest of the world in May 2010.

Farrah's cover of Europe's "The Final Countdown" was included on Engine Room Recordings 2011 compilation album, Guilt by Association Vol. 3.

Farrah co-founder Andrew Campbell also owns and runs the indie record label Lojinx.

Jez Ashurst
The lead singer of Farrah, Jez Ashurst, is also a producer and songwriter. In 2015 he worked with Shane Filan from Irish pop band Westlife for two tracks on the Right Here album, where it charted No. 1 in Irish Albums Chart.

Jez Ashurst has also written songs recorded by Gabrielle Aplin, Boyzone, Will Young, the Click Five, Natalie Bassingthwaighte, Brian McFadden, Hanson, Little Mix and Cliff Richard. He has also written with Maisie Peters and Tom Walker

Studio albums

 * 2001 – Moustache
 * 2004 – Me Too
 * 2005 – Stopgap Product (Japan only mini-album)
 * 2007 – Cut Out and Keep
 * 2009 – Farrah (Japanese version)
 * 2010 – Farrah
 * 2012 – Bees & Honey (demos, live & rarities compilation)

Singles

 * 1999 – "Terry" (UK)
 * 2000 – "Living For The Weekend" (UK)
 * 2001 – "I Wanna Be Your Boyfriend" (UK)
 * 2001 – "Tired Of Apologising" (UK)
 * 2004 – "Daytime TV" (France)
 * 2005 – "Tongue Tied" (UK)
 * 2005 – "Christmas Is Cancelled" (free download)
 * 2007 – "No Reason Why" (Japan)
 * 2008 – "Can't Kick The Habit" (Japan)
 * 2010 – "Swings & Roundabouts" (UK)
 * 2011 - "Scarborough" (UK)

Compilations

 * 2001 – Zipped Up And Down Under
 * 2001 – The Cornerstone Player 024
 * 2004 – Bob Harris Presents - Volume 5
 * 2004 – Autumn Almanac 2004
 * 2005 – Asian Kung-Fu Generation presents Nano-Mugen Compilation
 * 2007 – International Pop Overthrow - Volume 10
 * 2007 – Sweet Relief
 * 2008 – Christmas Present
 * 2009 – Asian Kung-Fu Generation presents Nano-Mugen Compilation 2009
 * 2011 – "The Final Countdown" (Europe cover) from Guilt by Association Vol. 3
 * 2013 – "Long Way Down" on Lojinx State of the Union label compilation sampler

title: Farrah (band)


text:
User talk:Phoenix~enwiki

My Free atmosphere site

Request for Usurpation
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Your account will be renamed
Hello,

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Renamed
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title: User talk:Phoenix~enwiki


text:
Claude Pouillet

Claude Servais Mathias Pouillet (16 February 1790 – 14 June 1868) was a French physicist and a professor of physics at the Sorbonne and member of the French Academy of Sciences (elected 1837).

Biography
He studied sciences at the École normale supérieure (Paris), and from 1829 to 1849 was associated with the Conservatoire national des arts et métiers, first as a professor, and beginning in 1832, an administrator. After the death of Pierre Louis Dulong in 1838, he attained the chair of physics at the Faculty of Sciences. For a brief period of time, he was chair of physics at the École Polytechnique (1831), where he was succeeded by César Despretz in 1831 and Gabriel Lamé in 1832.

In 1852, he was compulsorily retired from the Faculty of Sciences because he refused to swear an oath of allegiance to the imperial government that took power in late 1851.

Scientific research
The Pouillet effect was named after the phenomenon that he published in 1822 on the heat produced by the wetting of dry sand.

He developed a pyrheliometer and made, between 1837 and 1838, the first quantitative measurements of the solar constant. His estimate was 1228 W/m2, very close to the current estimate of 1367 W/m2. Using the Dulong-Petit law inappropriately, he estimated the temperature of the Sun's surface to be around 1800 °C. This value was corrected in 1879 to 5430 °C by Jožef Stefan (1835–1893).

He published works on optics, electricity, magnetism, meteorology, photography and photometry. In the field of optics he conducted investigations of diffraction phenomena. In his studies of electricity, he designed sine and tangent galvanometers. Pouillet developed and corrected Joseph Fourier's work on the surface temperature of the earth, developing the first real mathematical treatment of the greenhouse effect. He speculated that water vapour and carbon dioxide might trap infrared radiation in the atmosphere, warming the earth enough to support plant and animal life.

His acclaimed textbook on physics and meteorology, Éléments de physique expérimentale et de météorologie, was published in four parts. Also, it was translated into German by Johann Heinrich Jakob Müller, and published with the title, Lehrbuch der Physik und Meteorologie.

Svante Arrhenius (1896) cited a great deal of Pouillet's work.

title: Claude Pouillet


text:
Neal Boortz

Neal A Boortz Jr. (born April 6, 1945) is an American author, former attorney, and former libertarian radio host. His nationally syndicated talk show, The Neal Boortz Show, which ended in 2013, was carried throughout the United States. The content of the show included politics, current events, social issues, and topics of interest, which Boortz discussed with callers, correspondents, and guests. Boortz touched on many controversial topics.

Boortz's first involvement with radio was in the 1960s, while he was a student at Texas A&M University, working as a local on-air personality at WTAW. After moving to Georgia, he became an avid listener of Atlanta's first talk radio station. Boortz became a regular caller to the morning talk show. When the show's host died, it created a job opening, which Boortz actively pursued. He was initially hired on a two-week "trial run", and later offered the permanent position. Boortz attended law school, earning a law degree in 1977. For some years he worked as both an attorney and as a talk show host. He eventually closed his law practice after 17 years to concentrate on his work in radio.

Boortz has received many industry accolades. He was named as one of the "25 Most Important Radio Talk Show Hosts in America" by Talkers magazine, and one of "Georgia's 100 Most Influential People" by Georgia Trend. In 2009, Boortz was inducted into the Radio Hall of Fame.

Boortz's first book was The Commencement Speech You Need To Hear in 1997, followed by The Terrible Truth About Liberals, in 1998. In 2005, he co-wrote The FairTax Book with Congressman John Linder, proposing to implement a variant of a national retail sales tax in lieu of other federal taxes. Boortz's involvement with the FairTax is covered in the documentary film An Inconvenient Tax.

Early life and education
Boortz was born in Bryn Mawr, Pennsylvania, his mother's home. His father was a Marine Corps pilot, who served in World War II, the Korean War and Vietnam War. Describing himself as a "military brat", Boortz lived in many locations throughout the country (including the small community of Thrall, Texas). He spent his first two years of high school at Tustin Union High School in Tustin, California. The family then moved to Florida. Boortz graduated from Pensacola High School, in 1963. He attended Texas A&M University, but did not graduate. Boortz later attended John Marshall Law School, in Atlanta, Georgia, graduating in 1977 and passing the Georgia bar.

Law school and radio
Boortz began his radio career in College Station, Texas in the 1960s at WTAW, under the name of Randy Neal, while attending Texas A&M University. In 1967, after leaving Texas, Boortz moved to Atlanta and landed a sales job. For two years he worked at Rich's Department Store, where he sold jewelry and carpeting. During that time, Boortz was an avid listener of AM 680 WRNG (now WCNN). The station called itself "Ring Radio," as in the ring of a telephone. It was Atlanta's first talk radio station. Boortz listened to morning talk show host, Herb Elfman, and soon became a devotee. "Boortz bombarded Elfman with calls, reading him little scripts he'd scribbled."

While watching the news one evening, he heard that Elfman had committed suicide. The next morning, Boortz showed up at the front door of WRNG and announced that he was ready to take Elfman's place. Even though the management told him that "they were going to search for a 'qualified' host to take his place," Boortz was offered the role of temporary two-week replacement. In the interim, the evening host was moved to mornings and Boortz hosted the evening time slot. Two weeks later, Boortz was moved to the morning show, embarking on an Atlanta talk radio career that spanned more than forty years. Boortz honed his skills at the tiny 1,000-watt station, and even wrote a few speeches for then Georgia Governor Lester Maddox. He continued working at the station until 1974, when WRNG "dumped him." He was offered a job at radio station WGY in Schenectady, New York, but turned the offer down to return to Atlanta and enroll in law school. In 1974, Boortz enrolled in then-unaccredited John Marshall Law School (Atlanta) going to class in his spare time, while he and his wife Donna worked full-time loading mail trucks. Boortz credits his wife with providing "the money to keep me in law school." After graduating from law school in 1977, Boortz practiced law in a solo law firm from 1977 through 1993. During that period, he divided his time between his law practice and work in radio. One of Boortz's clients was boxer Evander Holyfield. Holyfield later sued Boortz and other members of his management team in the aftermath of a failed Subaru car dealership investment. Boortz told Atlanta Magazine "It had nothing to do with representing him as a boxer. It was settled and disappeared." Some time later, in a heated on-air exchange between Atlanta mayor Bill Campbell and Boortz, Campbell remarked on the Holyfield relationship: ''Campbell (sarcastically): By the way, Neal, Evander Holyfield sends his regards ... We talked a little about how good he's doing now and the fact he's getting ready to open up his 57,000 square-foot, $20 million home. How he's fighting for $35 million a fight. I was sorta thinking about when you were representing him. He was living in an apartment over on Lenox Road. He was fighting for about $20,000 a fight. It's sort of interesting how your great legal skills have transferred into financial well-being for Evander. ... '' Boortz responded by calling mayor Campbell an "unethical son of a bitch." Boortz later remarked "It's the only time I've ever been on the air that I lost control." In 1993, Boortz closed his law practice and devoted his full-time to his radio career.

Full-time radio career
While in law school, Boortz returned to work at WRNG. In 1983 he moved to the larger news-talk radio station WGST. He later recounted how he would often go into work at his law office at 5 a.m., work there for several hours, then go to WGST, and finally back to the law office until 11:00 p.m. In 1992, Boortz asked WGST for a raise; a salary equal to his combined income as an attorney and a radio host. When WGST refused, Boortz left. He got his raise when he signed an exclusive contract with AM 750 WSB to host a weekday radio show. Shortly after that, he closed his law office. In 1995, Talkers Magazine named Boortz one of the "25 Most Important Radio Talk Show Hosts in America". That same year, Georgia Trend magazine added Boortz to its list of the "100 Most Powerful & Influential People in Georgia"

In 1999, his show became nationally syndicated through WSB's owner Cox Radio. The show continued to be based in Atlanta. The Neal Boortz Show featured Boortz, producers Belinda Skelton and Royal Marshall, interviews, and callers. On the air and on his website, Boortz admonished his listeners to take no heed nor place any credence in anything he said, presenting himself as merely an "entertainer." As an entertainer, Boortz was a 2002 NAB Marconi Radio Awards finalist and Radio & Records NewsTalk Personality of the Year for 2002.

In 2007, Boortz and his radio show were awarded "Best Radio On-Air Personality" and "Best Radio Program, Any Type" by The Georgia Association of Broadcasters. He was also a recipient of the Georgia Radio Hall of Fame 2007 Career Achievement Award. The Neal Boortz Show originated from the nation's ninth largest radio market and was ranked the sixth overall most listened to radio program in the country. In 2008, Boortz was a finalist for the National Association of Broadcasters "Marconi Award" as the nation's best syndicated radio personality. (The award went to Glenn Beck).

Boortz was inducted in the National Radio Hall of Fame in 2009.

Boortz retired from full-time radio work in 2013.

Author
Boortz's first foray into authorship was in 1997 with The Commencement Speech You Need To Hear, in which he delivers his opinions on various topics in the form of a commencement speech he would give to new college graduates, if ever invited to do so. His second book, entitled The Terrible Truth About Liberals, was published in 1998, and contains reprinted material from his first book, along with a significant amount of new material.

His third book (co-authored by Georgia Congressman John Linder) entitled The FairTax Book, explains the proposal to implement a national retail sales tax in lieu of the federal income taxes, payroll taxes, estate tax, etc. The hardcover version held the #1 non-fiction spot on the New York Times bestseller list for the last two weeks of August 2005 and remained in the top ten for seven weeks. The paperback released in May 2006 contains additional information, an afterword and several revisions of misstatements made in the hardcover edition. It also spent several weeks on the New York Times bestseller list. Boortz claims to have donated 100% of his royalties from the FairTax book to charity and has commented on his radio show that he has not made one cent from the book. As of July 2006, Boortz claims his charitable donations from book proceeds exceed one hundred thousand US dollars. The book is one of his most frequent topics of discussion.

His fourth book entitled Somebody's Gotta Say It was released on February 20, 2007, and debuted at #2 spot on the New York Times bestseller list, second only to Barack Obama's Audacity of Hope. He occasionally writes columns on the Internet news/commentary site Townhall.com and other online magazines.

His 2008 book is titled FairTax: The Truth. This book attempts to answer the critics of the Fair Tax proposal and claims to correct some of its myths and misrepresentations. It achieved #4 on the New York Times Best Seller list for the week of March 2, 2008 for paperback nonfiction.

After Boortz retired from talk radio in January 21, 2013, Maybe I Should Just Shut Up and Go Away! (ISBN 978-0988940345) was published in hardcover by Carpenter's Son Publishing in Franklin Tennessee.

Retirement
After Boortz retired from full-time radio work in 2013, he hosted commentaries for WSB for six more years, until they were discontinued by station.

In January 2022, Boortz returned to radio part-time on WFOM (1230 AM, "Xtra 106.3" FM) in Atlanta, Georgia. Boortz pre-records "The Boortz Report", a commentary that is aired several times each weekday, and appears on the station at least once a week for live segments with the local morning hosts.

Political beliefs

Boortz is a self-described libertarian. He advocates a complete overhaul of the U.S. tax system and the release of all non-violent drug offenders who are currently in prison. He has supported Republican candidates and Republican tax policy, though he occasionally clashes with Republicans on social issues. Others describe his political views as being more in line with "republitarian" philosophy that embraces incrementalism domestically, and a generally interventionist foreign policy based on self-interest, national defense and the expansion of freedom. Boortz disagrees with the Libertarian Party platform on several key issues including his firm support of the war in Iraq, incremental tax reform, and his opposition to the unrestricted immigration policy advocated by the Libertarian Party.

Boortz criticizes the major parties saying "I believe that the principal difference between the Democrats and the Republicans is that the Democrats just want to grow our Imperial Federal Government a bit faster than the Republicans do." He sides with liberals on some social issues such as abortion, same-sex marriage, and civil liberties. He agrees with fiscal conservatives in advocating less government spending and decreasing corporate regulation. He is an advocate for freedom of speech. In line with the traditional views of the Libertarian Party, Boortz supports eliminating the War on Drugs, and emphasizing personal responsibility. He has repeatedly stated his belief that global climate change is not man-made. His stances on many of these issues make him popular among conservative Republicans, who, due to their larger numbers in comparison to Libertarians, make up the majority of his listeners and callers.

Boortz's post-9/11 platforms include support for the US-led War on Terror, a more aggressive foreign policy, and the USA Patriot Act. He is also strongly in favor of a crackdown on illegal immigration, including harsh penalties for businesses who employ persons here illegally. These views occasionally put him in conflict with the Libertarian Party. Justin Raimondo of Antiwar.com has called Boortz a "statist, not a libertarian" and a "liberventionist" and has urged the Libertarian Party to "Boot Boortz".

Prior to the 2006 midterm elections, Boortz opined that perhaps it would be a good thing to have the Republicans lose power in Congress, forcing them to wake up and stop taking their base for granted. Boortz told one disgruntled caller: "I am happy about it [the defeat]. It's the only way to get these Republicans to wake themselves up and say, 'You have abandoned what you were put in office for.'"

Boortz creates controversy among conservatives for his support of abortion rights (on which Boortz does not allow calls), for his refusal to condemn homosexuality or gay marriage, and for his negative comments regarding Baptists and the biblical story of creation. Although he calls himself a Christian, he keeps his religious views private. He has also caused a stir among some Southerners, by coining the term "Flaggots" during his frequent jabs at them and at Confederate issues (such as governmental support of the Confederate flag).

The Neal Boortz Show
The Neal Boortz Show was a nationally syndicated talk show, which ended in January 2013. It aired live from 8:30am to noon, weekdays.

Boortz marketed his talk radio show as "insensitivity training", creating controversy which increased ratings. His stated "beliefs" included a claim that ADD and ADHD are "medical frauds" and a scam that teachers, parents, and drug companies use. His attempts at controversy included referring to homeless people as "urban outdoorsmen" on air,  and called public education "taxpayer-funded child abuse". Specific targets of criticism included Christian conservatives, Hillary Clinton, Ted Kennedy, Max Cleland, and Cynthia McKinney. He also expressed a negative opinion about the lack of Muslim outrage for the actions of Muslim terrorists and the riots that erupted in response to the Jyllands-Posten Muhammad cartoons controversy. Islamic extremism was a favorite topic.

Some of his remarks caused controversy. After the Virginia Tech shootings, Boortz criticized the media, saying, "When the history of this event is written, we will have 25 students standing meekly waiting for this guy to execute them." When public outrage resulted from his comments, members of the Virginia Legislature tried to have Boortz's show removed from local radio stations. In March 2008, Boortz attracted controversy by playing an audiotape of a nine-year-old where he repeatedly ridiculed the child's speech, leading to an unsuccessful FCC petition to deny Boortz's employer the right to purchase five local radio stations.

On June 4, 2012, Boortz announced that he would retire from radio by the end of the year. His last live show aired on January 18, 2013. Boortz's regular fill-in host, Herman Cain, replaced him on January 21, 2013, in what amounted to a swap of seats, as Boortz became Cain's fill-in host. Boortz hosted commentaries for WSB for six more years, until they were discontinued by station.

title: Neal Boortz


text:
Talk:MV Tampa

Small comment on my change to the article today.
A Norwegian book published in 2002 gives the captains view of what happened. It is clear that it was RCC Australia that picked up the distress call and asked ships in the region to respond. The MS Tampa and a japanese ship responded.

What happened on the bridge when the captain was threatened to go to Australia is a bit more unclear.

Gustavf Wed Jan 29 12:19:58 CET 2003

Move article from MS Tampa to MV Tampa
The name given most often for the Norwegian ship is MV Tampa.

Google has "about 878" hits for "MS Tampa". The first seven are mirrors of this page, and other ones are about beauty contests in Tampa, Florida. On the other hand it has "about 2,710" for "MV Tampa", falling to 1500 for "MV Tampa"+refugees.

MV Tampa redirects here, but it just looks wrong to me with MS Tampa at the top of the page.

Does anyone have any objections to me moving it? --xoddam 02:45, 24 Sep 2004 (UTC)

What about the habeas corpus litigation?
One aspect of this entry that is missing, and which was a very prominent aspect of the story in Australia at the time, is the fact that there was an attempt in the Federal Court of Australia to obtain orders to force the Commonwealth Government to produce the asylum seekers and justify their detention at law.

At first instance, Justice North ordered that the asylum seekers be produced before the Court. This order was overturned by the appeal court.

Ruddock v Vadarlis [2001] FCA 1329 (18 September 2001) http://www.austlii.edu.au/au/cases/cth/federal_ct/2001/1329.html

I can have a stab at this section if there's any interest, but I won't get to it for a while.

Small attempt at updating page
In order to show the present status of the detainees, I have added an external link.

I don't have the facilities to update the article in its entirety; perhaps someone nearer to the action can do that? Too Old 03:13, 2005 Jun 26 (UTC)

"Bitterly Divided"
Is this really the term we are looking for? I know it is trying to highlight the chasm between support and opposition to the government's actions, but using it here makes it sound like the community is polarised with roughly equal numbers supporting each view.

Perhaps something better would be to explain while the policy (apparently) recieved widespread support from the community, the government had been condemned by refugee groups etc.

The use of "Bitterly divided" paits a false impression of public opinion in this case. —Preceding unsigned comment added by 203.59.65.203 (talk • contribs)

 * No, I think it describes quite adequately the situation. Many people, myself included, were horrified with the way these people were treated. Don't try to rewrite history or justify your position by claiming everyone agreed with the actions of our government. Because we don't. I'd say that qualifies for being "bitterly divided". Imroy 18:56, 9 February 2006 (UTC)

 * No, the OP is correct. Imroy, you and others may have been different in your view, but it would be you that is being revisionist if you believe the public (at large) was "bitterly divided" over this issue, because it wasn't. Taking "bitterly divided" out didn't make it seem like "everyone supported one view" because that clearly isn't true - Leaving it in made it seem like the public was split in opinion. It would be like saying "Australians are bitterly divided between voting for major parties and minor parties". I mean it is patently obvious that some Greens or One Nation supporters are/were fairly passionate, but to say the electorate is divided over the minor/major party issue would be ludicrous, as it was to use the term in this situation. 70.189.213.149 11:18, 7 May 2007 (UTC)

It does not describe the situation adequately. Although not everyone agreed with Howard, he was given a mandate by being reelected. 'Bitterly divided' is an emotive term, unless you quote newspolls to represent this, or quote a higher authority making this claim I will ensure this term does not appear. Gullivers travels

Tampagate?
This became refered to as 'Tampagate' in the Australian media. I'm new at Wikipedia and can't be bothered finding out how to do this at this time but could someone make it so that a search for Tampagate will bring up this page?

Dark Side of the Spoon

 * I can do it, but am less certain if I should do it. The Australian media has a habit of appending "gate" as a suffix to anything controversial that relates to government. I'm not old enough to remember what happened at a certain hotel and office building on the other side of the world with a name like that, but it always seems irrelevent to Australia. The Tampa article does not currently contain the "word" Tampagate, so it seems to me to be inappropriate to add a redirect for it at this stage. --Scott Davis Talk 23:35, 13 November 2005 (UTC)

 * It appears that despite the contrary wishes of the general public across the planet, the Australian media does in fact continue to use “tampagate�? to refer to this issue. Rather than debate merit of the name, would it not make more sense to acknowledge the obvious and link “tampagate�? to this page? Cletus J. "Bubba" Huckabee Jr. 15:52, 20 January 2006 (UTC)

Probably most of this article should be moved to a new name, "Tampagate" or "Tampa dispute/crisis/whatever", since it's almost entirely about the political dispute. In contrast to nearly all of our other ship articles, this doesn't include basic facts about the Tampa, like who built it, when it was launched, or even its physical dimensions. Stan 18:07, 20 January 2006 (UTC)

 * Please add relevent info on the ship if you know where to find it. Tampa crisis might be a suitable name if you wish to split the article. --Scott Davis Talk 10:04, 14 February 2006 (UTC)

Just to weigh in here, but I have never heard the term "tampagate" in the media. And frankly, it sounds stupid. Google only turns up two pages of results for "tampagate", and only a few of them appear to be on-topic. The top result is this page! I see no reason to mention this silly name. Imroy 18:56, 9 February 2006 (UTC)

 * Well, no offence Imroy, but if you haven't heard this incident and its consequences refered to as Tampagate then you must have had your head under a rock! The google results don't really suprise me, as the phrase would very rarely have been used in print, but was commonly used on TV and radio and by members of the opposition. DarkSideOfTheSpoon 02:24, 25 March 2006 (UTC)

 * Just to clarify, I never said that I had never heard of the MV Tampa or the incident(s) just prior to the 2001 Federal elections. I do not have my head under a rock. I was just commenting that I'd never heard or read the term "tampagate" before, perhaps because I steer clear of the commercial news services. Pretty much ABC news (including Triple J) and SBS news for me. I could imagine channels 9 or 7 wanting to give it some simple label. See List of scandals with "-gate" suffix for more of thise silliness. Imroy 03:11, 25 March 2006 (UTC)

 * Fair enough. I also dislike the name and think it is derivative and stupid. Indeed it would have been the commercial channels that used this term, but that is no reason not to include it, if only for it to redirect to this page. I don't see what the big deal is. I would do it if I could be bothered finding out how lol. DarkSideOfTheSpoon 10:26, 26 March 2006 (UTC)

can some one add this in?
'The herd' wrote a song about this incident refering to John howard and the (song name) "77%" of Australians who support the governments moves. Im not sure if this would be considered advertising the band, but the band is on this site already and the song is relevent -thats why i even searched to this page. so put a link up if you agree.

the herd - 77% is the song name.

thanks anyways, ciao

Name change
I agree with Stan. Given that nearly all of the article relates to the incident in August 2001 and that the fate of the asylum seekers is discussed at length, along with the political ramifications, I think the article should be renamed to 'The Tampa Affair' or something of that ilk. 210.9.230.81 22:08, 6 November 2007 (UTC)

Children Overboard
I find it odd that the Children Overboard affair has been relegated to nothing more than a "See Also", when in reality it played a huge part in the government's PR efforts to manifest support in the Australian (and indeed international) public with their efforts to refuse entry to the asylum seekers. Unless there's a good reason for this absence, I will add it in.Achromatic (talk) 08:31, 31 January 2008 (UTC)
 * I think one part of your perception of oddness (and it might be shared by others) arises from the difference between what most of us generally associate with this ship's name (the refugee controversy and the 2001 election), and what the article is actually about - its subject is the ship the MV Tampa. There have been some other comments on this talk page about whether there should be an article about the "Tampa crisis" or somesuch, to separate these things out. Anyway, leaving that aside, I think we should not add significant material about the Children Overboard affair, because that affair related to SIEV-4 (primarily) and not to the vessel from which the Tampa rescued people. They are two separate incidents that have become one in many of our minds because of the broader politics of the issue (as you correctly identify). I think these are adequately dealt with in Children Overboard Affair, as well as (extremely briefly) in Australian federal election, 2001, and (also briefly) in John Howard. I think if one wants to expand on the topic, I would lean toward doing it in one of those locations. Cheers hamiltonstone (talk) 10:34, 31 January 2008 (UTC)

Potholes
Who Potholed the entire Mythbusters section for no real reason? I have removed the large mass of links, keeping only relevent ones. 86.9.214.80 (talk) 19:44, 2 September 2008 (UTC)

Tamper with Tampa?
THis article is largely about the "tampa affair" rather than the ship itself. Thus I suggest one of two things - either a rename of the article "Tampa Affair/Controversy" (or similar) and change wording as appropriate, or split the article into one on the "affair" and one on the "ship". The latter would depend on the notability of the ship had there not been the 2001 controversy. If we chose the latter, there would be of course some overlap in each to explain context. What say ye?--Merbabu (talk) 05:04, 17 January 2009 (UTC)
 * I agree entirely. the article, as it stands isn't about the ship, MV Tampa.  It's about the Tampa Affair.  I actually looked up the article to get the dimensions of the ship, which aren't there! Wikipeterproject (talk) 21:06, 19 February 2009 (UTC)

OK, I think we should make the split now. No-one seems to be against it. Two questions: Thoughts? --Merbabu (talk) 04:57, 26 April 2009 (UTC)
 * Let's do it - but first...
 * What should the new article be called? "The Tampa Affair"?
 * By what mechanism? I thought about creating a new page and pasting the vast majority of this article's text there, but then we lose the history and talk page discussions.
 * Given the apparent support throughout this page, and no stated opposition, I made the move. See Merbabu (talk) 05:00, 31 May 2009 (UTC)

External links modified
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title: Talk:MV Tampa