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User talk:Stuorguk

Welcome!

Hello, and welcome to Wikipedia. Thank you for your contributions. I hope you like the place and decide to stay. Here are a few good links for newcomers: I hope you enjoy editing here and being a Wikipedian! By the way, please be sure to sign your name on Talk and vote pages using four tildes (~~~~) to produce your name and the current date, or three tildes (~~~) for just your name. If you have any questions, see the help pages, add a question to the village pump or ask me on my Talk page. Again, welcome! Hyacinth 21:54, 12 July 2005 (UTC)
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TIA-568B and UTP splitters
I liked the work you did on UTP splitter/combiners, but I think it should be in a different article. Please review my comments on Talk:TIA/EIA-568-B. Let's discuss and find a way to present this valuable content in the best possible way! dpotter 00:35, 20 October 2006 (UTC)

Nathan Gill
I have added a "" template to the article Nathan Gill, suggesting that it be deleted according to the proposed deletion process. All contributions are appreciated, but I don't believe it satisfies Wikipedia's criteria for inclusion, and I've explained why in the deletion notice (see also "What Wikipedia is not" and Wikipedia's deletion policy). You may contest the proposed deletion by removing the  notice, but please explain why you disagree with the proposed deletion in your edit summary or on its talk page. Also, please consider improving the article to address the issues raised. Even though removing the deletion notice will prevent deletion through the proposed deletion process, the article may still be deleted if it matches any of the speedy deletion criteria or it can be sent to Articles for Deletion, where it may be deleted if consensus to delete is reached. EnsRedShirt 09:12, 4 March 2007 (UTC)

Tony Parsons (Nonduality)
I have added a "" template to the article Tony Parsons (Nonduality), suggesting that it be deleted according to the proposed deletion process. All contributions are appreciated, but I don't believe it satisfies Wikipedia's criteria for inclusion, and I've explained why in the deletion notice (see also "What Wikipedia is not" and Wikipedia's deletion policy). You may contest the proposed deletion by removing the  notice, but please explain why you disagree with the proposed deletion in your edit summary or on its talk page. Also, please consider improving the article to address the issues raised. Even though removing the deletion notice will prevent deletion through the proposed deletion process, the article may still be deleted if it matches any of the speedy deletion criteria or it can be sent to Articles for Deletion, where it may be deleted if consensus to delete is reached. EnsRedShirt 09:17, 4 March 2007 (UTC)

De'Longhi Maestro
A "" template has been added to the article De'Longhi Maestro, suggesting that it be deleted according to the proposed deletion process. All contributions are appreciated, but the article may not satisfy Wikipedia's criteria for inclusion, and the deletion notice explains why (see also "What Wikipedia is not" and Wikipedia's deletion policy). You may contest the proposed deletion by removing the  notice, but please explain why you disagree with the proposed deletion in your edit summary or on its talk page. Also, please consider improving the article to address the issues raised. Even though removing the deletion notice will prevent deletion through the proposed deletion process, the article may still be deleted if it matches any of the speedy deletion criteria or it can be sent to Articles for Deletion, where it may be deleted if consensus to delete is reached. 172.131.184.69 22:29, 15 June 2007 (UTC)

Zen film
A template has been added to the article Zen film, suggesting that it be deleted according to the proposed deletion process. All contributions are appreciated, but the article may not satisfy Wikipedia's criteria for inclusion, and the deletion notice explains why (see also "What Wikipedia is not" and Wikipedia's deletion policy). You may contest the proposed deletion by removing the  notice, but please explain why you disagree with the proposed deletion in your edit summary or on its talk page. Also, please consider improving the article to address the issues raised. Even though removing the deletion notice will prevent deletion through the proposed deletion process, the article may still be deleted if it matches any of the speedy deletion criteria or it can be sent to Articles for Deletion, where it may be deleted if consensus to delete is reached. -- Rbellin|Talk 15:45, 10 July 2007 (UTC)

Proposed deletion of Siemens tc45

The article Siemens tc45 has been proposed for deletion because of the following concern: "unsourced, orphaned and largely non-prose since creation in 2006 (tagged since 20013). no clear claim to notability and I couldn't find enough secondary discussion to meet WP:GNG or help me improve the article"

You may prevent the proposed deletion by removing the notice, but please explain why in your edit summary or on the article's talk page.

Please consider improving the page to address the issues raised. Removing will stop the proposed deletion process, but other deletion processes exist. In particular, articles for deletion allows discussion to reach consensus for deletion. › Mortee  talk 00:26, 7 August 2018 (UTC)

title: User talk:Stuorguk


text: Talk:Gunpowder River

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

title: Talk:Gunpowder River


text:
Fiat Panorama

The Fiat Panorama is a 3-door station wagon version of the Fiat 147, a subcompact car produced in South America by Italian automaker Fiat. The Panorama was built in Brazil and released in March 1980 as one of the first small station wagons to be produced there. The Panorama was phased out in 1986 to give its market to Elba/Duna Weekend.

Some current cars available in that market were the Volkswagen Brasilia, Volkswagen Variant, Ford Belina and Chevrolet Caravan. Some time later, there were Chevrolet Marajó (end of 1980) and Volkswagen Parati (1982).

The mechanicals of the 147 were adapted for a heavier weight. The appeal of Panorama was the economy of space and fuel. The length was the smaller of all Brazilian wagons (3924 mm/154 in) but the internal space was equivalent to the bigger ones. In order to create more room space, the spare tire was placed along with the engine, as in 147. The light weight allowed a small fuel consumption either of gasoline or alcohol.

It was sold in three engine options: a 1048 cc gasoline with a maximum output of 56 hp (42 kW) and a 1297 cc gasoline or alcohol with a maximum output of 60 hp (45 kW) and 61 hp (46 kW) respectively. The two trim levels were C and CL. The 1050 engine was available only with the C trim level.

title: Fiat Panorama


text:
Earl of York

In Anglo-Saxon England, the Earl of York or Ealdorman of York was the ruler of the southern half of Northumbria. The titles ealdorman and earl both come from Old English. The ealdormanry (earldom) seems to have been created in 966 following a period when the region was under the control of Oswulf, already high-reeve of Bamburgh in northern Northumbria, from about 954, when Norse rule at York came to an end.

After the Norman Conquest of England in 1066, the Earldom of York was re-created on two occasions. In 1385, the title Duke of York was granted to Edmund of Langley and it continues in use as a royal dukedom, often given to the monarch's second son: for example Prince Andrew, Duke of York, born in 1960.

Ealdormen

 * Oslac (966–975)
 * Thored (974x979–c. 994)
 * Ælfhelm (c. 994–1006)
 * Uhtred (1006–1016), ruled all Northumbria
 * Eric (1016–1023)
 * Siward (1023x1033–1055), ruled all Northumbria after 1041

Later earls

 * William le Gros, having already been charged with the defence of the city of York, was created earl by King Stephen in 1138. He was the king's administrator of all Yorkshire. In 1155 he was forced to relinquish the earldom to King Henry II.
 * Otto of Brunswick was created earl of York by King Richard I in 1190. Otto had difficulty in proving the authenticity of this grant to his vassals in Yorkshire. He probably visited Yorkshire only once in 1191, although he continued to claim the revenues of the earldom after being elected King of Germany in 1198.

title: Earl of York


text:
User:Plk

[http://en.wikipedia.org/w/index.php?title=User_talk:Plk&action=edit&section=new Click here and you can leave a message on the answering machine... in written form]

title: User:Plk


text:
Talk:Nazarenes (artists)

after creating this, I discovered there already is an article -- Nazarene movement -->>sparkit| TALK << 21:57, July 12, 2005 (UTC)

title: Talk:Nazarenes (artists)


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Lee Michaels

Lee Eugene Michaels (born Michael Olsen, November 24, 1945) is an American rock musician who sings and accompanies himself on organ, piano, or guitar. He is best known for his 1971 Top 10 US hit single, "Do You Know What I Mean". In 1988 he founded the Marina del Rey, California-based restaurant chain Killer Shrimp which he and his family continue to operate to this day.

Music
Born in Los Angeles, California, United States, Michaels began his career with The Sentinals, a San Luis Obispo, California-based surf group that included drummer Johny Barbata (later of The Turtles, Jefferson Airplane and Jefferson Starship). Michaels joined Barbata in the Joel Scott Hill Trio, a group led by guitarist Joel Scott Hill. Michaels later moved to San Francisco, where he joined an early version of The Family Tree, a band led by Bob Segarini. In 1967, he signed a contract with A&M Records, releasing his debut album, Carnival of Life, later that year with David Potter on drums. As a session musician, he played with Jimi Hendrix, among others.

Michaels' choice of the Hammond organ as his primary instrument was unusual for the time, as was his bare-bones stage and studio accompaniment: usually just a single drummer, most often a musician known as "Frosty," (real name Bartholomew Smith-Frost), who was a member of Sweathog, and whose barehanded technique was an inspiration for John Bonham, or with Joel Larson of The Grass Roots. This unorthodox approach attracted a following in San Francisco, and some critical notice. (Sounds Magazine, for one, reported of Michaels that he had been called "the ultimate power organist.") But Michaels did not achieve real commercial success until the release of his fifth album.

That album, titled 5th and released in 1971, produced a surprise US Top 10 hit (No. 6 in late 1971), "Do You Know What I Mean." It was an autobiographical homage to the loss of a girlfriend. Michaels's Top 40 follow-up, a cover version of the Motown standard, "Can I Get a Witness," peaked at No. 39 on Christmas Day 1971, eight years to the week after Marvin Gaye's version peaked at No. 22. Billboard ranked "Do You Know What I Mean" as the No. 19 song for 1971. Michaels recorded two more albums for A&M before signing a recording contract with Columbia Records in 1973. With his Columbia recordings failing to generate much interest, Michaels went into semi-retirement from the music industry by the end of the decade.

In 1991, Michaels obtained full rights to all of his A&M recordings in a settlement of disputes that had arisen from A&M granting licenses to Delicious Vinyl for the use of Michaels's recordings by means of digital sampling on several Young MC recordings. Once he had regained full ownership rights, Michaels granted licenses to Rhino Records and Shout Factory to release several "best of" albums over the years. Starting in November 2015, Manifesto Records has been re-releasing his entire catalog of A&M and Columbia recordings on compact disc and vinyl through to February 2016.

Restaurateur
Lee opened his family-owned restaurant Killer Shrimp which he founded in 1988 in Marina del Rey, California. He still operates the restaurant today.

Compilation CDs

 * The Lee Michaels Collection (Rhino, 1992)
 * The Best of Lee Michaels (One Way, 1997)
 * Hello: The Very Best of Lee Michaels (Shout Factory, 2004)
 * Heighty Hi: The Best of Lee Michaels (Manifesto, 2015)
 * The Complete A&M Albums Collection [7-CD set] (Manifesto, 2015)

title: Lee Michaels


text:
The Castells

The Castells were a male vocal quartet from Santa Rosa, California best remembered for their hits "Sacred" (No. 20 in 1961) and "So This Is Love" (No. 21 in 1962), both released on Era Records. Their sound blended light rock with elements of collegiate vocal harmony and jazz.

History
The Castells were formed at Santa Rosa High School around 1959. They were booked for a performance at a local teenage "canteen". They did not have a name and their pianist, Jeff Bush, suggested one. It had no meaning other than they thought that it sounded good, and the intent was to be more thoughtful and change it later.

Through a Santa Rosa KJAX disc jockey who went by the name of Dan Dillon, they got Hollywood contacts. Chuck Girard's mother financed a demo for a hundred dollars, which was recorded in a San Francisco studio. They took their demo and went door-to-door in Hollywood, first to Crystalette Records, which seemed to be defunct, Aladdin Records, and then Era Records. They were excited that Aladdin seemed interested, as they considered themselves to be R&B, but eventually it was Era who signed them.

Their first release "Little Sad Eyes", went to "Bubbling Under" on the Billboard chart, then came "Sacred", which reached the charts, peaking at #20 in the early summer of 1961. "Make Believe Wedding" went "Bubbling Under", then "So This Is Love" again charted, reaching #21 in the spring of 1962. They played shows for a few years, and shared the stage with Jackie Wilson, Jerry Lee Lewis, Bobby Vee, and Brenda Lee. They never charted again but did continue to record for a few years, first for Warner Bros. Records and then Decca Records. They disbanded around 1964. Chuck Girard later joined the surf rock group The Hondells and, in the 1970s, became a popular CCM artist.

Members

The band's original members were Chuck Girard, Tom Hicks, Warren Hays, Bob Ussery, and Jeff Bush. Bush did not sing, but played piano on all the gigs. Hays left when the group was signed by Era Records. The group planned to move from Santa Rosa to southern California. Hays, a minor, was not allowed to move with the boys, and his parents also objected on religious grounds. When Hays left, Joe Kelly replaced him. When the group signed with Era Records, label president Herb Newman insisted on session pianists, and Jeff Bush was edged out.

In 1963 Bob Ussery got married, left the group, and moved out of California. He was temporarily replaced by Greg Van Krugel, Chuck Girard's roommate and high school friend, because he knew the material from attending rehearsals. After a few live performances as a substitute, he was elected to permanent membership. By late 1964, The Castells were still recording and doing public appearances, but their popularity was waning. By 1965 the group members remained friends but went their separate ways.

Most often produced by Gary Usher, Chuck Girard and Joe Kelly went on to record as a duo under their real names, Chuck and Joe, recording blue-eyed soul covers of earlier popular songs like "Harlem Shuffle" and "Feel So Fine." They recorded a few edgy pop-folk singles as the Devons. They worked for Usher for several years and recorded a number of hot rod and surf albums under many different group identities.

Tom Hicks began a family with a new wife and went on to become a successful businessman in southern California.

Greg Van Krugel also married. He was drafted into the U.S. Army in 1966. In 1968, after active duty, he returned to his wife and daughter in southern California and made his career in the defense and aerospace electronics industry.

Other performers of note with whom the Castells shared the stage include Bobby Rydell, Dick and Dee Dee, Jan and Dean, The Beach Boys, The Righteous Brothers. The Rivingtons, Donnie Brooks, Dobie Gray, Gary Lewis & The Playboys, Ted Neely and Larry Verne.

Session musicians the Castells worked with later became known as The Wrecking Crew. They included Billy Strange (guitar), Barney Kessel (guitar), Ray Pohlman (bass and arranger of one of the group's sessions), Frankie Capp (percussion), Plas Johnson (saxophone), Glen Campbell (guitar), and Hal Blaine (drums).

In popular culture
The Castells version of "Some Enchanted Evening" from the musical South Pacific was used in Episode 1 of the Fallout TV series on Amazon Prime, during a slow-motion battle scene within Vault 33 between the Vault Dwellers and Raiders who had infiltrated the Vault whilst dressed as members of Vault 32.

title: The Castells


text:
Talk:Goodwick

Fishwick or Goodguard?
Don't you think its a bit rich calling Goodwick the port, when the rest of the world thinks its Fishguard?Frelke 21:57, 12 July 2005 (UTC)
 * That is because the port is in Goodwick and not in Fishguard - simple really. —Preceding unsigned comment added by 86.128.135.60 (talk • contribs)

Kelly
Usually a very dry tome, Kelly's Directory of Monmouthshire & S Wales, 1895 waxes quite lyrical about Goodwick: — RHaworth (Talk | contribs) 02:21, 6 August 2008 (UTC)
 * "The sands stretch for about a mile and the rocky hill above is prettily sprinkled with houses, the rocky gardens attached to which slope towards the sun; the climate is so genial, that the myrtle and other delicate plants may be found in full bloom during the depth of winter."

Stop-and-Call
"Stop-and-Call was originally the name of a public house situated at the point where the tough 1-in-10 climb out of Goodwick begins to level out. One can well imagine that many a weary pedestrian and horse would be delighted to take up the invitation contained in the pub's name." I would love to include that in the article but I have made it up out of my own imagination. How far am I from the truth? — RHaworth (Talk | contribs) 02:21, 6 August 2008 (UTC)

I forgot to give credit: this edit was derived from these edits. — RHaworth (Talk | contribs) 07:28, 6 August 2008 (UTC)

External links modified
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I have just modified one external link on Goodwick. Please take a moment to review my edit. If you have any questions, or need the bot to ignore the links, or the page altogether, please visit this simple FaQ for additional information. I made the following changes:
 * Added archive https://web.archive.org/web/20070610025409/http://www.rnli.org.uk/rnli_near_you/west/stations/FishguardPembrokeshire to http://www.rnli.org.uk/rnli_near_you/west/stations/FishguardPembrokeshire/

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 * Found correct link instead.  Tony Holkham   (Talk)  09:09, 21 October 2017 (UTC)

Place name
I can't find this book on Amazon - do you have a publication number or ISBN? "Wales Place Names: Pembrokeshire" edited by D C Robinson (Kindle edition). Thanks,  Tony Holkham   (Talk)  18:33, 24 October 2017 (UTC)

A Commons file used on this page has been nominated for deletion
The following Wikimedia Commons file used on this page has been nominated for deletion: Participate in the deletion discussion at the. —Community Tech bot (talk) 17:51, 29 June 2019 (UTC)
 * Fishguard and goodwick old Station.jpg

title: Talk:Goodwick


text:
John Armstrong (Australian politician)

John Ignatius Armstrong AC (10 July 1908 – 10 March 1977) was an Australian politician and diplomat. He served as a Senator for New South Wales from 1938 to 1962, representing the Labor Party, and was a minister in the Chifley government. Armstrong later served as Lord Mayor of Sydney from 1965 to 1967, and then as High Commissioner to the United Kingdom from 1973 to 1974.

Early life
Armstrong was born into a large Roman Catholic family in the Sydney suburb of Ultimo to William and Ellen (née Hannan) Armstrong, both emigrants from Ireland. He was educated at St Bede's School, Pyrmont, and at the Marist Brothers' High School, Darlinghurst. In 1934, he was elected as an alderman of Sydney Municipal Council, representing the Labor Party until 1948.

Political career
Armstrong was selected for Labor's slate of candidates for the Australian Senate for the 1937 election partly because his name would appear high on the alphabetic ballot and he was duly elected, effective from July 1938. He married Joan Therese Josephine Curran in October 1945.

During 1945, Prime Minister John Curtin's health greatly deteriorated but politicians and the media declined to publicly discuss Curtin's health for fear of concerning the Australian public during World War II. As a result, Armstrong gave a speech in the Senate on 13 June which included the first public reference to Curtin's health, and left the Australian public surprised.

He was appointed Minister for Munitions in Ben Chifley's November 1946 ministry. In April 1948, his portfolio was merged with the Supply functions of Bill Ashley's portfolio to create the portfolio of Supply and Development and he was attacked by the opposition for the breadth of his powers. Following Labor's defeat at the 1949 election, he became deputy-leader of the Opposition in the Senate. He was relegated to an unwinnable fourth position on Labor's ticket for the 1961 election and left parliament in July 1962.

Later life
Armstrong was elected Lord Mayor of Sydney in 1966, but the position was abolished by the Askin government in 1967. The Whitlam government appointed him Australian High Commissioner to the United Kingdom from 1973 to 1974. In 1977, he was made a Companion of the Order of Australia.

He died of a myocardial infarction in Batemans Bay, aged 68, survived by his wife, a son and four daughters.

title: John Armstrong (Australian politician)


text: File:Prince Around.jpg

title: File:Prince Around.jpg


text:
Silvio Pettirossi International Airport

Silvio Pettirossi International Airport is an international airport in Luque, Paraguay, which serves Paraguay's capital city, Asunción, and indirectly serves the nearby city of Clorinda, Formosa, in Argentina. The airport is named after Paraguayan aviator Silvio Pettirossi. Between 1980 and 1989, it was known as President Stroessner International Airport, after the former head of state, Alfredo Stroessner.

It is the main international hub for LATAM Paraguay and Paranair.

Some of its facilities are shared with the Ñu-Guazú Air Force Base of the Paraguayan Air Force.

History
The airport was inaugurated on 11 June 1938. The airport's runway was constructed in the 1960s, and was resurfaced in 1985.

Spanish airline Iberia provided direct flights to Asunción from Madrid from around 1968 until the mid-1990s. Lufthansa flew once a week from Frankfurt to Asunción from 1971 to 1980, with DC-10 service starting in 1974. For both airlines, the flights included multiple stops in destinations throughout South America. Also, between the early 1990s and 1996, Lineas Aereas Paraguayas flew nonstop to Frankfurt with its DC-10.

2000s
In November 2004, the director of Direccion Nacional de Aeronautica Civil (DINAC), Eustaquio Ocáriz, told ABC Color that the airport's runway, which had repair work started in 2001, but halted due to lack of funds, would be completed by the early months of 2005.

On 31 July 2007, at 05:10am, a group of five men stole US$1 million from a money exchange on the bottom floor of the airport. One of the robbers, Juan Pablo Ortigoza, was detained, along with others. Another robber was captured in Encarnación. It was later discovered that the robbery was planned in Asunción's Tacumbú prison. One of the arrested stated they received US$60 thousand for the robbery. The money was going to be sent on a flight to Uruguay.

In May 2008, a report concluded that Paraguay's aeronautic systems were in a critical state and needed to be replaced. In November 2009, new instrument landing systems began operating. The equipment was acquired at a cost of 967,400 EUR. The previous system that was replaced was installed in 1980. The implementation of the system made Paraguay up to date with the requirements of international security as a member of the OACI.

2010s
In January 2013, various improvements were made to the terminal. By 2015, some airlines had ceased operations at the airport, including American Airlines. On 17 December 2015, Air Europa began service between Pettirossi and Madrid, Spain, creating the first direct connection between Paraguay and Europe in 21 years.

In 2017, airport infrastructure specialist Carlos Achucarro estimated that the airport would require expansion before 2024. In January 2018, DINAC reported that the airport has seen a 15 percent rise in travellers from 2013 to 2017. The airport also saw an increase in flights, from 20 daily flights to about 60 flights by 2018.

2020s
Pettirossi Airport ceased operating commercial flights for 7 months due to the COVID-19 pandemic. In October 2020, DINAC announced a ceremony for the resumption of flights.

In November 2020, drugs were found by agents of the National Secretary of Antidrugs. They were disguised as parcels and were to be sent to various countries. In February 2021, plans for a second terminal were unveiled, to be started in 2022. In October 2021, a new route, operated by Paranair, was announced between Pettirossi and Santa Cruz de la Sierra, Bolivia.

Terminals
The original passenger terminal, located near threshold 02, is now instead used by Grupo Aerotáctico (GAT) of the Paraguayan Air Force. The current terminal began service on 20 March 1980.

The terminal building is split into two international concourses: the south concourse having gates 1 to 4, and the north concourse having gates 5 and 6. On May 26, 2023, renovation works of the north concourse were completed, greatly expanding the arrivals hall.

Statistics
Following is the number of passenger, aircraft and cargo movements at the airport, according to the Dirección Nacional de Aeronáutica Civil (DINAC) reports:

Accidents and incidents

 * 16 June 1955: a Panair do Brasil–owned Lockheed L-149 Constellation, with registration PP-PDJ, was operating flight 263 from São Paulo-Congonhas to Asunción. It hit a 12m tree while on its final approach to land at Asunción. Part of the wing broke off, the aircraft crashed and caught fire. Of the 24 passengers and crew aboard, 16 died.
 * 27 August 1959: an Aerolíneas Argentinas–owned de Havilland DH-106 Comet 4, with registration LV-AHP, was operating a flight from Buenos Aires to Asunción. While on approach to Asunción, bad weather caused a forced landing close to the airport. A crew member and a passenger died.
 * 29 August 1980: a Transporte Aéreo Militar–owned Douglas C-47B, with registration FAP2016, crashed on approach to Asunción. The aircraft was on a flight to Ayolas when an engine failed shortly after take-off and the decision was made to land back at Asunción. One person died.
 * 4 February 1996: a cargo LAC Colombia–owned Douglas DC-8-55F, with registration HK-3979X, was on an empty positioning flight around Asunción prior to a flight from Asunción to Campinas. At VR power was reduced on no. 1 engine and, after rotation, also on the no. 2 engine. With the gear still down and flaps at 15° the aircraft lost control and crashed on a playing field 2 km past the runway. The crew possibly used the positioning flight as an opportunity for crew training. All four occupants of the aircraft and 20 persons on the ground died.

Access
The airport, located within the municipality of Luque, is located 10 km from downtown Asunción. It may be reached via the Aviadores del Chaco Avenue, which runs adjacent to nearby Ñu Guasú Park. Bus line 30-A links Asunción's downtown with the airport terminal.

title: Silvio Pettirossi International Airport


text: User talk:207.88.78.2

title: User talk:207.88.78.2


text:
Eleventh Air Force

The Eleventh Air Force (11 AF) is a Numbered Air Force of the United States Air Force Pacific Air Forces (PACAF). It is headquartered at Joint Base Elmendorf–Richardson, Alaska.

11 AF plans, conducts, controls and coordinates air operations in accordance with the tasks assigned by the commander, Pacific Air Forces, and is the force provider for Alaskan Command, the Alaska North American Aerospace Defense Command Region and other unified commanders. The Commander, Eleventh Air Force, also serves as Commander, Alaskan Command, and as commander of the Alaskan North American Aerospace Defense Command Region. The NORAD mission is accomplished largely through the PACAF Regional Support Center (PRSC), the 611th Air and Space Operations Center, and units of the Alaska Air National Guard (AK ANG). Together, they carry out air surveillance, and command and control forces that provide tactical warning and attack assessment in defense of Alaska.

Established on 28 December 1941 as the Alaskan Air Force at Elmendorf Field, Alaska Territory. it was initially part of the United States Army Air Forces. It provided air defense of Alaska during World War II and fought in the Aleutian Islands Campaign. It was re-designated as the Alaskan Air Command in late 1945, and became responsible for the air defense of Alaska. With the collapse of the Soviet Union, it was transferred to the control of PACAF in 1990 and reduced to the status of a Numbered Air Force.

History
Military aircraft began flying in Alaska in 1920 when the Black Wolf Squadron, or The Alaska Flying Expedition, made The New York to Nome Flight. Capt. St. Clair Streett commanded 7 men in 4 DH-4s as they took off from Mitchel Field on 17 July 1920. Each plane had a black profile of a Wolf's head painted on their sides. The trip organizer, Billy Mitchell wanted to establish an airway to Alaska and Asia. The 9349 mile round trip route included flying west to North Dakota, then north through Saskatchewan, Alberta, British Columbia, the Yukon, and onwards to Fairbanks on 19 Aug. and finally Nome on the 23rd. They started their return trip on the 31st, landing Mitchel Field on 20 Oct. 1920 after 112 flying hours.

In 1924, the around the world flight by the Army using Douglas "World Cruiser"s also transited though Alaska. However, the first permanently based military aircraft began to deploy to Alaska during the last half of 1940 after the breakout of World War II in Europe and tensions began to deteriorate with Japan. To coordinate air activities there, the Alaskan Defense Command established the Air Field Forces, Alaskan Defense Command on 29 May 1941.

Origins
Early in 1940, the question of air defense of the Alaska Territory came into the limelight when President Roosevelt pointed out in his message to Congress requesting funds for fortification of Guam and Wake Islands and other strategic points in the Pacific that airfields were needed in Alaska. The original request for $12,000,000 to be appropriated for the construction of Alaskan defenses was cut to $600,000, but still was sufficient to begin the construction of an air base at Anchorage, Alaska. Thus was begun the construction of Elmendorf Field, primary fourth-echelon base for all future Eleventh Air Force operations. Construction of the airfield began on 8 June when 25 locally hired men began clearing brush, the Army intending it to be a permanent airfield.

The first "troops" of the Alaskan Air Force advance echelon to arrive in Alaska included a six-year-old Martin B-10 on 12 August 1940. On 12 December the Army designated the base Fort Richardson and flying field Elmendorf Field. The post was named for Brig Gen Wilds P. Richardson, former head of the Alaska Road Commission; the airfield and flying facilities were named Elmendorf Field in honor of Captain Hugh M. Elmendorf, killed in 1933 while flight testing an experimental fighter near Wright Field, Ohio.

The first Air Corps unit to be assigned to Alaska was the 18th Pursuit Squadron, which transferred to Elmendorf from Hamilton Army Airfield, California on 21 February 1941 with Curtiss P-40 Warhawks. The 23d Air Base Group was assigned shortly afterwards to provide base support. The 36th Bombardment Squadron arrived less than a month later from Lowry Field, Colorado, equipped with Douglas B-18 Bolo medium bombers.

A major problem was the training of personnel and the preparing of equipment for operation in the cold Alaskan climate. Mechanical things showed unusual behavior at 40 degrees below zero. Oil became almost solid, metal and rubber brittle and fractured easily. At the same time, Texas-trained pilots had to learn to fly in a country where sudden fogs could close out airports in less than 10 minutes and high-velocity "williwaws" could tear the wings off combat planes.

The first months activities of the new command were spent in reconnaissance for a rim of defense bases. The hub of this defense "wheel" was to be at Elmendorf Field near Anchorage. In the meantime, plans for the establishment of bases were moving slowly. Certain planned fields had to be constructed in summer, because the severe Alaskan frost in winter made construction impossible, but equipment for the construction of fields north of Nome and around Anchorage failed to arrive, and construction was postponed until the following summer. Construction had been completed, however, on two important coastal fields in southeastern Alaska, Annette Army Airfield at Annette Island and Yakutat Army Airfield at Yakutat, and the first direct all-weather air route to Alaska from Seattle was open.

An extremely fortunate accident took place in October 1941, which possibly changed the whole course of World War II in Alaska. Equipment for the construction of a CAA-DLA (Civil Aeronautics Authority-Defense Land Appropriation) airfield at McGrath, on the mainland, arrived too late to begin construction of the field, since the ground already had become frozen, and General Buckner requested and received permission to divert the equipment and men to Cold Bay on the Alaskan Peninsula and Otter Point on Umnak Island, to build two airfields for the defense of the Naval Base at Dutch Harbor. To conceal their purpose, both fields were organized as ostensible business enterprises concerned with fishing and canning. The two cover names were: "Blair Packing Company" and "Saxton & Company", whose peculiar canning equipment consisted of bulldozers, power shovels and similar construction equipment. The top holding-company for these enterprises was the "Consolidated Packing Company" of Anchorage, known in military circles as the Alaskan Defense Command. Security was complete. Japanese intelligence never learned of the existence of these airfields and the Japanese tactical decisions were based on the assumption that their attack on Dutch Harbor would not be opposed by land-based aircraft.

All through the winter of 1941–1942, men worked at the construction of these two air bases, and by spring, two 5,000-foot airstrips were completed, one at Cold Bay (Fort Randall Army Airfield), the other at Otter Point on Umnak (Fort Glenn Army Airfield). Another vital factor in the construction of the Umnak field was the use of perforated steel matting. No other medium could have been used to build that runway in the time required, since Umnak has no natural construction material. The matting was laid over a graded gash in the tundra and set the pattern for the construction of future Aleutian runways.

Administratively speaking, the Eleventh Air Force also was born in that winter of 1941–1942. First conceived as the Air Force, Alaskan Defense Command, it emerged as an integral unit as the Alaskan Air Force on 15 January 1942, and was redesignated the Eleventh Air Force on 5 February. In May 1942, a field headquarters was established at Fort Morrow Army Airfield, Port Heiden, Alaska, and planes of the 73d Bombardment Squadron were deployed at Fort Randall Army Airfield, Cold Bay and the 21st Bombardment Squadron at Fort Glenn Army Airfield, Umnak.

Ladd Field near Fairbanks became a secondary major air base in Alaska. It was named after Major Arthur K. Ladd, killed in a flying accident near Dale, South Carolina on 13 December 1935. Unlike Elmendorf, Ladd Field came the jurisdiction of Ferrying Command, which was a part of the Lend-Lease Program. Through Lend-Lease, the United States transferred nearly 8,000 aircraft to the Soviet Union though Ladd Field during the course of World War II. The aircraft were flown into Ladd from Great Falls Airfield, Montana by American civilian aircrews; Soviet crews then flew the planes west through Nome (Marks Field) and on to Siberia. The pilots leaving Great Falls flew along a route of small airfields that became known as the Northwest Staging Route. One of those airfields, Big Delta Army Airfield, southeast of Fairbanks, became Fort Greely.

Aleutian Campaign 1942
In mid-1942 the Imperial Japanese Navy laid plans to attack Alaska in conjunction with an attack on Midway Island in the central Pacific. The Japanese Northern Area Fleet's attacks on Dutch Harbor and Adak Island resulted in the Aleutian Islands Campaign. But because United States Naval intelligence had broken the Japanese naval cypher code, Admiral Nimitz, Commander-in-Chief Pacific Ocean Areas in Hawaii, learned of Japanese plans by 21 May 1942. As of 1 June 1942, United States military strength in Alaska stood at 45,000 men. On that day the XI Intercepter Command, activated earlier, in March, was redesignated the XI Fighter Command. However, Eleventh Air Force operational strength was small. It consisted of 10 B-17 Flying Fortress heavy bombers and 34 B-18 Bolo medium bombers at Elmendorf Airfield, and 95 P-40 Warhawk fighters divided between Fort Randall AAF at Cold Bay and Fort Glenn AAF on Umnak.

When the first inklings of a possible Japanese attack on the Aleutian Islands were known, the Eleventh Air Force was ordered to send out reconnaissance aircraft to locate the Japanese fleet reported heading toward Dutch Harbor and attack it with bombers, concentrating on sinking Hosogaya's two aircraft carriers. Once the enemy planes were removed, Task Force 8/North Pacific Force of the Navy, under Rear-Admiral Robert A. Theobald, would engage the enemy fleet and destroy it. On the afternoon of 2 June a naval patrol plane spotted the approaching Japanese fleet, reporting its location as 800 miles southwest of Dutch Harbor. Eleventh Air Force was placed on full alert. Shortly thereafter bad weather set in, and no further sightings of the fleet were made that day.

Attack on Dutch Harbor
The first aerial bombing of the American continent during World War II took place on 3 and 4 June 1942, when two Japanese raids were made on the Dutch Harbor in the city of Unalaska, Alaska. While the first did little damage, the second destroyed the base's oil storage tanks, part of the hospital, and damaged a beached barracks ship. Although American pilots had finally located the Japanese carriers, attempts to destroy them proved fruitless. As bad weather again set in, all contact with the enemy fleet was lost.

In all, the Japanese raid claimed 43 U.S. lives, of which 33 were soldiers. Another 64 Americans were wounded. Eleven U.S. planes were downed, while the Japanese lost ten aircraft. During the two-day fight, Naval Task Force 8 had remained south of Kodiak Island, taking no part in the action. On 5 June, it received a report of enemy warships in the Bering Sea heading south toward Unalaska Island, which was interpreted to be a landing force intent upon seizing Dutch Harbor. While Task Force 8 entered the Bering Sea, Hosogaya's fleet moved south to join Yamamoto, who had just suffered the loss of his four large carriers at the Battle of Midway.

Possible attack at Nome
By mid-June the Joint Chiefs of Staff theorized that the attack on the Aleutian Islands and the occupation of its westernmost islands might be part of a holding action designed to screen a northward thrust by Japanese forces into Siberia's maritime provinces and the Kamchatka Peninsula. As a result of their concern about a possible Japanese attack upon the Soviet Union that might also include the occupation of St. Lawrence Island in the Bering Sea and of nearby Nome and its adjacent airfields on the Alaskan mainland.

Supporting the possibility of an invasion of the Alaskan mainland were reports of a Japanese fleet operating in the Bering Sea. Three separate sightings placed an enemy fleet somewhere between the Pribilof and St. Lawrence Islands, suggesting that either an enemy raid on or an outright invasion of the Alaskan mainland was imminent, with Nome the likely objective. As a result, within thirty-six hours, Eleventh Air Force using commandeered civilian aircraft flew nearly 2,300 troops to Nome, along with artillery and antiaircraft guns and several tons of other equipment and supplies. Consolidated B-24 Liberator bombers of the 404th Bombardment Squadron were sent to the Air Transport Command Marks Army Airfield with a mission to locate and attack the Japanese Fleet.

Not until late July when United States intelligence reported with some certainty the departure of Hosogaya's fleet from the Bering Sea did the threat of invasion of the Alaskan mainland decline, allowing for the redeployment of many of the troops hastily assembled at Nome.

United States response
On 30 August 1942, in the face of a howling gale, American Army troops went ashore on Adak Island, some 250 miles east of Kiska. Adak affords a good fleet anchorage, a sheltered harbor and as was revealed later, a superlative site for quick construction of an airfield. The 807th Army Aviation Engineering Battalion set to work constructing a dike and draining the tidal flat between Kuluk Bay and the Sweeper Cove areas to create an airfield. Only ten days later engineers built a runway, and on 10 September the first aircraft, a B-18, landed at "Longview Army Airfield". Three days later there were 15 B-24s, a B-17, 15 P-38s and 16 P-39s on the island. On 12 September, the first air attack from Adak, consisting of 12 B-24s, 14 P-38s and 14 P-39s, was launched under the command of Major John S. Chennault of the 343d Fighter Group. The attack was launched against Japanese positions on Kiska. The airfield on Adak was renamed "Davis Army Airfield" in honor of Colonel Everett S. Davis, the first Commander, Eleventh Air Force, killed in an aircraft accident on 28 November 1942.

Throughout the winter of 1942–1943, the Eleventh Air Force bombed Kiska and Attu whenever possible, although the flyers were extremely handicapped by the almost constant fog which covered the island. At the same time, the bases to the east of Adak were consolidated and built up. In October, the Field Headquarters of the Eleventh Air Force was closed at Kodiak and moved to Davis AAF.

On 11 January 1943, American Army troops went ashore on the unoccupied Amchitka Island, barely 75 statute miles from Kiska, and a month later, on 16 February, the first aircraft, a P-38 and a P-40, landed on Amchitka Army Airfield, a quickly-built airstrip. The first mission against Kiska was flown on 18 February.

By March, both medium and heavy bombers could make the short hop from Amchitka to Kiska and on good days, rare enough, crews flew as many as four and occasionally six sorties per day. It was said that the Japanese needed no air warning system on Kiska, because they could hear the Eleventh Air Force bombers warming up on Amchitka, and knew from the sound of the engines when the raids were taking off.

Throughout this period, the striking power of the Eleventh Air Force included only three squadrons of medium bombers, three squadrons of heavies and four squadrons of fighters. An additional squadron of P-39 Airacobras operated in the Aleutian theater for a short while, but their light landing gear was unsatisfactory for use on the rough fields and they were returned to the States.

Tactically, the Eleventh Air Force was operating under the jurisdiction of the Navy, since Alaska was still in the situation of a "fleet-opposed invasion". The air arm, designated Task Force "X", was commanded by General Butler, and included the Air Striking Group (Eleventh Air Force) and the Air Search Group (Naval Fleet Air Wing Four). Overall command was vested in Vice Admiral Thomas Kinkaid, Commander, North Pacific Force, abbreviated to ComNorPacFor or ComNorPac.

Recapture of Attu and Kiska
On 1 April, a plan to by-pass Kiska and capture Attu was presented to the Joint Chiefs of Staff, was approved, and on 11 May, American troops went ashore on Attu. In a short and fierce battle, the Japanese garrison was wiped out, and on 29 May, the island was declared secure. The first plane, a hospital C-47, landed on a newly completed runway at Alexai Point Army Airfield, Attu, on 7 June. The operation against Attu also included the occupation of the Semichi Islands, an archipelago of three tiny bits of land some 35 miles east of Attu. The flattest of these, Shemya, was to be the site of the most important American air base for future operations. Barely four miles long and only two miles wide, Shemya Army Airfield became, literally, a stationary aircraft carrier. These islands were taken without opposition, on 29 May.

With Kiska cut off by the occupation of Attu, the Japanese made plans to evacuate the Aleutian Islands. Numerous sorties were made by the Japanese Fifth Fleet, based at Paramushiru, but finally on 28 July, under cover of a thick fog, destroyers were able to enter Kiska Harbor and remove all occupation troops. When American troops went ashore on 15 August, the island was deserted, ending the Aleutian Campaign.

Six million pounds of bombs had been dropped on Kiska and Attu in Eleventh Air Force operations. The Japanese had been prevented from building an air field and from bringing in reinforcements. 'Rufe' seaplane fighters were shot out of the air as soon as they came up to give combat. Air Force fighters and bombers had played an instrumental part in driving Japanese out of the Aleutian Islands. Illustrative of the challenges omnipresent in Alaska, only 35 aircraft were lost in combat compared to 150 operational accidents. It was the highest American combat-to-accidental loss ratio for any theater in World War II. Weather was the prime culprit. The Eleventh Air Force accounted for approximately 60 Japanese aircraft, one destroyer, one submarine and seven transport ships destroyed by air operations.

With the Aleutian Campaign completed, the Eleventh Air Force had the following units reassigned to other combat areas between 20 August and 1 September: the 21st Bombardment Squadron (Heavy), 36th Bombardment Squadron (Heavy), 73d Bombardment Squadron (Medium), 406th Bombardment Squadron (Medium) and the 407th Bombardment Squadron (Dive Bomber).

Operations against Japan
More than a month before the unopposed landing on Kiska, the Eleventh Air Force began a new phase of operations against the Japanese. On 10 July 1943, six Eleventh Air Force B-25 Mitchells made the long flight to Paramushiru Island in the Kuriles and made the first direct attack on the Japanese home islands since the famous Doolittle raid in April 1942. From Alexai Point AAF on Attu, eight Mitchells of the 77th Bomb Squadron. (28th BG) struck Paramushiro bases principally. All returned safely.

A week later, B-24 Liberator heavy bombers from Attu bombed the Kuriles and secured pictures of the Japanese installations, the first pictures taken of northern Japan home-island defenses. The next Kurile raid, carried out on 11 August, was a diversionary raid prior to the landings on Kiska. On this mission, the first plane was lost over the Kuriles and Lieutenant James C. Pottenger and his crew made a forced landing in Russia.

These operations led to a joint mission on 11 September 1943, when Eleventh Air Force dispatched eight B-24 Liberators and 12 B-25s. However the Japanese were alert and reinforced their defenses. 74 crew members in three B-24s and seven B-25 failed to return. Twenty two men were killed in action, one taken prisoner and 51 interned in Kamchatka, Russia. It had proven that the Kurile Islands could be attacked, but new methods had to be devised as the raid lost Eleventh Air Force over half its offensive striking power. No more combat missions were flown in 1943.

Several changes took place following the occupation of Kiska. The Eleventh Air Force became a component of Task Force "Y", still under Navy jurisdiction. Vice Admiral Frank Jack Fletcher was named ComNorPac and Major General Davenport Johnson relieved General Butler as commander of the Eleventh Air Force. One of General Johnson's first acts was the establishment of the Eleventh Air Force Instrument flying school and the promotion of an intensive training program in navigation and instrument flying, as well as the accelerated development of radio and navigation aids in the Aleutian Islands. Because of the tremendous advances brought about by intensive instrument training and the increased aids to navigation and radio, planes that used to be grounded by weather, were now flying regular schedules. Troop Carrier Command and Air Transport Command planes were operating in the Aleutian Islands with airline regularity.

In November 1943 a second airfield, Casco Cove Army Airfield was constructed on Attu for long-range bombing operations. Eleventh Air Force carried out another bombing mission against northern Kurils on 5 February 1944, when it attacked with six B-24s from the 404th Bomb Sqdn. (28th BG) and 16 P-38s from the 54th Fighter Sqdn. (343d FG). March 1944 saw Eleventh Air Force bombers over the Kuriles on daylight armed reconnaissance missions. Not many, but a sufficient number to convince the Japanese that there were aircraft in the Aleutian Islands and that the Kuriles were in constant danger of air attack. During the crucial period, while other United States forces were advancing in the South Pacific, the Japanese were forced to keep much-needed aircraft, in the Kuriles and Hokkaido as defense against possible attack from the North.

Operations against Northern Japan became the new mission of the Eleventh Air Force, and it was being successfully carried out. Except for July 1944, when the weather was especially bad, each month of 1944 showed a steady increase in operations against the Kuriles. Each month's record showed planes turned back short of their targets, weather again protecting the Japanese. Often, too, B-24 Liberator bomb loads were dropped through the undercast by aid of the newly installed radar bombing equipment, a far cry from the timed runs made on the Kiska main camp area using the Kiska volcano as an initial point when the target was closed in. The record month, June 1945, for the Eleventh Air Force showed a record number of tons of bombs dropped.

The B-25 Mitchell medium bombers, too, were playing their part in operations against the Kuriles. They had been kept on shipping alert since the abortive 11 September raid, but in May, two planes on a gasoline consumption test west of Attu, discovered and sank two armed Japanese trawlers. From that time on, the Mitchells, made sweeps against shipping when weather permitted, and by fall were bombing land targets in the Kuriles.

Air Transport Command operations
Although Eleventh Air Force was engaged in combat during the Aleutian Campaign, the command also supported the Lend-Lease transport of aircraft though Alaska to the Soviet Union by Air Transport Command beginning in September 1942. Lend-Lease aircraft were ferried from Great Falls Army Air Base, Montana to Ladd Field by the 7th Ferrying Group (Later Alaskan Wing), ATC. The United States manufactured aircraft were turned over to Red Air Force pilots at Ladd Field, and from there the Soviet pilots would fly to Marks Army Airfield, near Nome as a final refueling and maintenance stop on-route to Uel'kal', Siberia. From Siberia, the aircraft were flown westward across the Soviet Union (Uelkal-Krasnoyarsk route) to the combat areas in Russia for use against Nazi forces. Eleventh Air Force aircraft were also ferried up the NWSR, with the aircraft being flown to Elmendorf from RCAF Station Whitehorse. More than 8,000 airplanes were delivered over the route. Most were Bell Airacobras and Kingcobras, along with A-20s, B-25s and C-47s. ATC personnel were based at Edmonton as well as other Canadian bases.

A lesser-known part of the aircraft ferrying mission for ATC pilots was search and rescue for Ferrying Command pilots and crews who were forced down in the remote wilderness. The ATC Alaska Wing was equipped with a number of single-engine C-64 "Norseman" light transports, which were equipped alternatively with pontoons, skis and wheels, depending the season. The C-64s were used to resupply stations along the Canadian pipeline as well as for search and rescue work.

ATC also developed two transport routes to Alaska during the war to support Eleventh Air Force. The first was from McChord Field, near Seattle, Washington north along the British Columbia coastline to Annette Island, then to Yakutat and into Elmendorf AFB. The second was developed to support the Aleutian Campaign and was built as American forces moved westward along the island chain. It started in Anchorage and went through Nannek Airfield then to Point Heiden, Cold Bay and along the Aleutian Islands until reaching Shemya and Attu Islands in 1944. These transport routes ferried personnel, along with high-value equipment and supplies that could not be shipped by normal cargo sealift. This eventually extended to Hokkaido, Japan after the end of the war, the route becoming part of the Great Circle Route from Japan to the United States. Much of the transport along the routes were an airline responsibility, with Northwest Airlines and Western Airlines operating the routes under contract.

Drawdown and redesignation, 1944–1945
1944 also saw a drastic reduction in the personnel of the Eleventh Air Force. Fort Glenn AAF and Fort Randall AAF were reduced to the status of gasoline stations for the Aleutian air transport routes, and were manned by small housekeeping units; Annette Island Landing Field and Yakutat Landing Field assigned as sub bases to Elmendorf Field. The XI Bomber Command and XI Fighter Command disbanded per General Order 9, Headquarters, Eleventh Air Force, 25 February 1944.

It took these actions due to the fact that only two bomber squadrons remained in the Eleventh Air Force and the need to reduce the number of personnel. The 28th Bombardment Group on Shemya and the 343d Fighter Group at Alexai Point AAF, Attu, assumed the responsibilities of the two commands. The 404th Bombardment Squadron was responsible for conducting night reconnaissance missions over the Kuriles and flying a daily weather reconnaissance flights. The 77th Bombardment Squadron was held in readiness to repel a seaborne invasion and the fighter squadrons provided air defense. Air Corps supply and fourth echelon maintenance was carried on at the Alaska Air Depot at Elmendorf, and the normal paper-work, customarily handled by a Service command, devolved upon the Eleventh Air Force Headquarters.

Eleventh Air Force, sent between 24 August and 4 September 1945 two B-24 Liberators of the 28th BG flew reconnaissance overflights over the North Kuril Islands to take photos of the Soviet occupation in the area. Soviet fighters intercepted and forced them away a foretaste of the Cold war that lay ahead.

Americans planners had briefly contemplated an invasion of northern Japan from the Aleutian Islands during fall of 1943, but rejected that idea as too risky and impractical. They considered the use of Boeing B-29 Superfortresses, on Amchitka and Shemya Bases, but rejected that idea too. U.S. military maintained interest in these plans when they ordered the expansion of bases in the western Aleutian Islands, and major construction began on Shemya for a possible invasion of Japan via the Northern route in 1945.

The real nature of the Aleutian Islands the value of the Eleventh Air Force to America was known but not confirmed until 3 September 1945. On that day, a C-54 piloted by Major G. E. Cain, filed a flight plan at Atsugi Airdrome, near Tokyo, Honshū, Japan. Twelve hours later, he landed at Adak, refueled and took off for Seattle. He landed in Washington after 31 hours of flying time, with the first motion pictures of the Japanese surrender the previous day.

The Aleutian Islands, on the Great Circle route from North America to the Orient may not have fulfilled their hope of becoming the "Northern Highway to Victory," but they were established as an air transport route, vital during the early years of the Cold War before long-distance air transports were developed.

With the end of the war, many of the small air bases in the Aleutian Islands closed permanently, and postwar emphasis turned to training. Air Transport Command transferred Ladd Field to the Eleventh Air Force on 1 November. On 15 December 1945, The Army reorganized its organization in Alaska. Eleventh Air Force, which was under the jurisdiction of the Army Western Defense Command, headquartered at the Presidio of San Francisco since its establishment in 1941, was transferred to the jurisdiction of the United States Army Air Forces.

Under the USAAF, it was re-designated as Alaskan Air Command' on 18 December 1945, without any change in headquarters location. Alaskan Air Command was established at the same Major Command echelon as the other overseas combat commands, the United States Air Forces in Europe, Far East Air Forces and Caribbean Air Command, with its mission being the air defense of the Territory of Alaska.

Eleventh Air Force in Pennsylvania 1946–1948
Six months after Eleventh Air Force had been redesignated in Alaska, another headquarters, also named Eleventh Air Force, was established on 13 May 1946 and activated at Olmsted Field, Pennsylvania, on 13 June 1946. This new organization was assigned to Air Defense Command.

Major General Thomas J. Hanley, Jr. took command, and a cadre of enlisted personnel arrived at Olmsted on 19 June 1946. The headquarters was relocated to Harrisburg, Pennsylvania on 9 August 1946, base units were assigned and training commenced for reserve and National Guard units in Indiana, Ohio and Pennsylvania. Training continued until the unit was inactivated on 1 July 1948. This organization was to have been activated on 1 July 1962 at Travis Air Force Base under Military Air Transport Service, but that action was revoked three days before it became effective. This unit is not related to the current Eleventh Air Force.

Post-Cold War
With the activation of the Alaskan Command in 1989, the next logical step was to place its air component (AAC) under the Pacific Air Forces. By reorganizing AAC into a Numbered Air Force (NAF), the Air Force was able to reduce its administrative manpower requirements during a period of massive Air Force strength reductions. On 9 August 1990, the Alaskan Air Command was redesignated the 11th Air Force once again and assigned as a NAF under United States Pacific Air Forces. The new organization was allotted the lineage of the previous Eleventh Air Force that had served in Alaska.

The early 1990s was a period of mission changes and force modernization. The 11th Air Force was reorganized as an objective Numbered Air Force during 1992–1993 and its headquarters reduced to only 100 authorizations. Its major units also changed. At Elmendorf AFB the 21st Tactical Fighter Wing was inactivated and was replaced by the 3rd Wing transferred from Clark Air Base in December 1991 due to the destruction of Clark AB by the Mount Pinatubo eruption. The F-15E Strike Eagle-equipped 90th Fighter Squadron was added as were the 517th Airlift Squadron (C-130Hs and C-12Fs) and the 962d Airborne Air Control Squadron (E-3B).

There were also significant changes at Eielson AFB, when on 1 September 1992, Strategic Air Command inactivated the 6th Strategic Reconnaissance Wing, assigned there in 1967. The 343d Composite Wing became the host unit. The Fairchild Republic A-10 Thunderbolt II assigned to the 18th Fighter Squadron were replaced with General Dynamics F-16 Fighting Falcons in 1992 and an OA-10A squadron was activated. Eielson AFB became home of the Exercise Cope Thunder series, and the Alaskan range complex was greatly expanded and improved to accommodate not only Cope Thunder but other joint training requirements as well.

Finally, in keeping with Air Force Chief of Staff guidance to retain the most illustrious units, the 343rd Wing, a veteran of the Aleutian Campaign, was inactivated in August 1993. The 354th Fighter Wing was activated in its place.

Other changes during the period included upgrading the 11th Tactical Air Control Group to the 11th Air Control Wing (11 ACW) at Eareckson AS in January 1992. During yet another reorganization, the wing was inactivated 1 July 1994 with the closure of the station. It was replaced by "..two groups organized under the 11 AF, the 611th Air Operations Group and 611th Air Logistics Group, later changed to the 611th Air Support Group."

Eleventh Air Force also accomplished the daunting drawdown of the forward operating bases at Galena Airport, King Salmon Airport and Eareckson Air Force Station (Shemya Island), in a two-year period of time, 1993–1995, reflecting cost savings derived from the end of the Cold War. The stations remain in a standby status, their facilities being maintained by civilian contractors.

The mission of the Eleventh Air Force moved from statically defending Alaska against a bomber threat to committing its forces to worldwide deployment. The shift from a Major Command to an Objective Numbered Air Force was among the most drastic reorganizations undertaken anywhere in the Air Force.

Air Force personnel in Alaska were also fully integrated into the Air and Space Expeditionary Force deployment cycles, supporting operations as part of the Global War on Terrorism. In 2001–2002, the 18th Fighter Squadron deployed to Al Jaber, AB, Kuwait to take part in Operation Southern Watch, ENDURING FREEDOM, and ANACONDA; in 2004, The 355th Fighter Squadron deployed to Bagram AB, Afghanistan, as part of the War in Afghanistan.

The Secretary of Defense released the proposed 2005 Base Realignment And Closure recommendations and Eielson AFB was on the list. The original recommendations called for Eielson to be drawn down to a warm status...nearly to the point of closure. However, the final decision came later in the year and it called for the departure of all the A-10s. Shortly thereafter, the 18 FS learned that they would be converting to F-16 Aggressors over the next few years. In 2007, the last three A-10 aircraft departed Eielson

Alaskan NORAD Region

 * see 611th Air Support Group for a list of the AN/FPS-117 radar sites.
 * see North Warning System for the former DEW Line sites in Alaska

The responsibilities for aerospace warning and aerospace control for North America are assigned to NORAD through the binational NORAD agreement. The Alaskan NORAD Region (ANR) is one of three NORAD regions responsible for the execution of the aerospace warning and aerospace control missions. ANR conducts these missions 24 hours a day, seven days a week.

Eleventh Air Force is the United States Air Force component of ANR. Coordinating with the Canadian Forces Air Command, Both 11th AF and the Canadian Forces provide active duty forces to the 611th Air and Space Operations Center. The 176th Air Control Squadron, an Alaska Air National Guard unit, provides manning for the Alaskan Air Defense Sector to maintain continuous surveillance of Alaskan airspace with Alaskan Radar System long and short-range radars.

The appearance of a strategic cruise missile threat once again prompted a buildup of air defense capabilities. The Alaska NORAD Region Air Operations Center (AK RAOC), operated by U.S. and Canadian personnel, became operational in 1983 at Elmendorf AFB. It receives and analyses surveillance radar data from the sites in the Alaska Radar System (ARS) to determine range, direction altitude speed and whether or not the objects are friendly or hostile.

The Alaska RAOC enjoins state-of-the-art air defense systems and cutting-edge computer technology to significantly increase surveillance and identification capabilities, and better protect the nation's airways from intrusion and attack. It is fully integrated with the Boeing E-3 Sentry Airborne early warning and control (AEW&C) system. The Battle Control System-Fixed (BCS-F) fuses data from airborne, ground and naval elements and civil air traffic sensors into an integrated air defence and sovereignty picture. This allows commanders to monitor the airspace above, beyond and within U.S. and Canadian borders, providing a major component for homeland defense. It also incorporates a newly developed situational awareness system that gives ANR unprecedented tools and technology to assist state and local responders in dealing with natural disasters.

The ARS consists of minimally attended AN/FPS-117 radar sites which were established between 1984 and 1985 at the former manned surveillance and Ground Control Intercept sites of Alaskan Air Command, first activated in the 1950s. Elements of the 1985 North American Air Defense Modernization program followed. Flexible and graduated alert concepts were introduced in the 1990s.

The ANR provides an ongoing capability to detect, validate, and warn of any aircraft and/or cruise missile threat in its area of operations that could threaten North American security. By maintaining surveillance of Northwest Canadian and U.S. airspace, ANR is able to determine what goes on in and near North American airspace 24 hours a day, seven days a week. Aerospace control requires capabilities to intercept, shadow, escort, divert, direct landings, and if necessary, use force utilizing interceptors and other means up to and including the destruction of airborne objects.

Lineage

 * Established as Air Force, Alaska Defense Command, 17 October 1941
 * General Order 51: HQ, Alaska Defense Command

 * Established as Alaskan Air Force* on 28 December 1941
 * War Department Letter: Activation of Air Corps Unit, AG 320.2
 * Activated on 15 January 1942
 * General Order 3, HQ Alaskan Defense Command
 * Redesignated 11th Air Force on 5 February 1942
 * Redesignated Eleventh Air Force on 18 September 1942
 * Redesignated Alaskan Air Command on 18 December 1945
 * Assumed Major Command Status 18 December 1945
 * Redesignated Eleventh Air Force on 9 August 1990
 * Headquarters Pacific Air Forces Special Order GA-44, 1 August 1990
 * Became subordinate organization to Pacific Air Forces, 9 August 1990

 * Under authority from Western Defense Command, the Alaska Defense Command replaced the Air Field Forces, Alaskan Defense Command, with the Air Force, Alaskan Defense Command, on 17 October 1941. Neither the Air Field Forces nor the Air Force, Alaskan Defense Command, were legitimate War Department establishments and must be classified in the same category as provisional units, although the term "provisional" was never used in connection with them.

The United States Department of War activated the Alaskan Air Force to manage the buildup of the Army Air Forces in Alaska and replacing the Air Force, Alaskan Defense Command.

Assignments

 * Alaska Defense Command, 17 October 1941
 * Western Defense Command, 15 December 1941 – 18 December 1945
 * Pacific Air Forces, 9 August 1990 – present

Airbases
The formation's headquarters was located at Elmendorf Airfield, from 15 January 1942; then Davis Army Airfield, August 1943 – 18 December 1945, and, after being reformed as Eleventh Air Force, at Elmendorf Air Force Base from 9 August 1990 onwards.

Combat airfields

 * Davis Army Airfield, 51.87778°N, -176.6425°W
 * Adak Island, Aleutian Islands, 1942–1945
 * Transferred to Alaskan Air Command; Became Davis Air Force Base; Transferred to Department of the Navy, 1949 as Naval Air Station Adak

 * Amchitka Army Airfield, 51.37694°N, 179.25639°W
 * Amchitka Island, Aleutian Islands, 1943–1945
 * Transferred to Alaskan Air Command; Became Amchitka Air Force Base; Closed 1948, now abandoned

 * Alexai Point Army Airfield, 52.81417°N, 173.2975°W
 * Attu Island, Aleutian Islands, 1943–1945, Closed 1945, now abandoned

 * Elmendorf Field, 61.25°N, -149.8°W
 * Anchorage, Alaska Territory, 1940–1945
 * Transferred to Alaskan Air Command, Became Elmendorf Air Force Base.

 * Fort Glenn Army Airfield, 53.3775°N, -167.89194°W
 * Umnak Island, Aleutian Islands, Opened 1 May 1942, closed 1945. Now abandoned

 * Fort Morrow Army Airfield, 56.95667°N, -158.63833°W
 * Kodiak Island, Alaska Territory, 1941–1945, Closed 1945, now Port Heiden Airport

 * Fort Randall Army Airfield, 55.19889°N, -162.72083°W
 * Cold Bay, Alaska Territory, Opened 1 April 1945
 * Transferred to Alaskan Air Command, 1945. Became Thornbrough Air Force Base, Closed 1950

 * Shemya Army Airfield, 52.71222°N, 174.11194°W
 * Shemya Island, Aleutian Islands, 1943–1945
 * Transferred to Alaskan Air Command, Became Shemya Air Force Base.

Support/Transferred airfields

 * Annette Island Army Airfield, 55.03694°N, -131.5725°W
 * Annette Island, Alexander Archipelago
 * Built 1941, opened 1 March 1942. AAF/Civil joint-use airport used as refueling/servicing of transport aircraft between Washington State and Elmendorf. Closed 1945 and turned over to War Assets Administration for disposition, 1946.  Jurisdiction transferred to private ownership in 1947 and now Annette Island Airport.

 * Todd Army Airfield, 60.77472°N, -161.72333°W
 * Bethel, Alaska Territory
 * Construction began 21 September 1941, activated 4 July 1942; a.k.a. Bethel Air Base; Used by Air Transport Command as auxiliary airfield for Lend-Lease aircraft being flown to Siberia; Transferred to Eleventh Air Force, then to Alaskan Air Command, 1945; became joint-use Bethel Airport, used for construction of AC&W Bethel Air Force Station in the mid-1950s. Full jurisdiction turned over to Alaska Government 1958, now a civil airport.

 * Big Delta Army Airfield, 63.995°N, -145.72°W
 * Fairbanks, Alaska Territory
 * Built 1942 for Air Transport Command; Host unit was 1465th AAFBU. Alaskan Division, ATC. Was used on Northwest Staging Route ferrying Lend-Lease aircraft; Also used by Eleventh Air Force for staging and emergency use.  Transferred to Eleventh Air Force, then to Alaskan Air Command, 1945; transferred to United States Army 1948, now Fort Greely

 * Cordova Airport, 60.49194°N, -145.47556°W
 * Cordova, Alaska Territory
 * Construction began 22 June 1941, activated 1 April 1941. Became AAF/Civil joint-use airport used as refueling/servicing of transport aircraft between Washington State and Elmendorf. Closed 1945 and turned over to War Assets Administration for disposition, 1946.  Jurisdiction transferred to private ownership in 1949 and now Cordova Municipal Airport.

 * Gakona Landing Strip, 62.30167°N, -145.29139°W
 * Gakona, Alaska Territory
 * Emergency 3,000 ft rolled gravel landing strip bulldozed in 1943, located adjacent to Gakona, Alaska, aligned 03/21. Abandoned after the war, now the right-of-way is a part of Alaska Highway 1.

 * Galena Airport, 64.73611°N, -156.93444°W
 * Galena, Alaska Territory
 * Constructed 1942 by Air Transport Command, Host unit was 1468th AAFBU. Alaskan Division, ATC. Was used as refueling/servicing airfield for transfer of Lend-Lease aircraft to Siberia; Also used by Eleventh Air Force for staging and emergency use. Transferred to Eleventh Air Force, then to Alaskan Air Command, 1945

 * Gambell Army Airfield, 63.76778°N, -171.73306°W
 * Gambell, St. Lawrence Island
 * Constructed 1943 by Air Transport Command, used as refueling/servicing airfield for transfer of Lend-Lease aircraft to Siberia; Transferred to Eleventh Air Force, then to Alaskan Air Command, 1945 and closed, turned over to War Assets Administration for disposition, 1946. Jurisdiction transferred to private ownership in 1950 and now Gambell Airport.

 * Juneau Airport, 58.35556°N, -134.57472°W
 * Juneau, Alaska Territory
 * Opened on 1 July 1941 as a civil airport. Used as a military refueling/servicing stop for transport aircraft between Washington State and Elmendorf.

 * Kiska Army Airfield, 51.97194°N, -177.52°W
 * Kiska Island, Aleutian Islands
 * Captured Japanese airfield under construction at time of liberation, 1943. Completed by AAF Engineers and used as auxiliary transport airfield in Aleutian Islands.  Closed 1945 and abandoned.

 * Ladd Army Airfield, 64.8375°N, -147.61417°W
 * Fairbanks, Alaska Territory
 * Constructed 1939, prewar mission was cold weather testing of aircraft and equipment; became Air Transport Command airfield in 1942, Host unit was 1466th AAFBU. Alaskan Division, ATC. Was main transfer point for Northwest Staging Route Lend-Lease aircraft from United States ATC pilots to Soviet Red Air Force pilots; aircraft then flown to Siberia after transfer.  Transferred to Eleventh Air Force, then to Alaskan Air Command, 1945

 * McGrath Army Airbase, 62.95278°N, -155.605°W
 * Constructed 1941 by CAA a civil airport. Used as a sub-base of Ladd Army Airbase . Used by Air Transport Command as auxiliary airfield for Lend-Lease aircraft being flown to Siberia; Transferred to Eleventh Air Force, then to Alaskan Air Command, 1945; Full jurisdiction turned over to Alaska Government 1947, now a civil airport. Used as a staging facility for construction of AC&W Tatalina Air Force Station in the mid-1950s.

 * Marks Army Airfield, 64.51222°N, -165.44528°W
 * Nome, Alaska Territory
 * Constructed 1942, opened 1 July. Used by Air Transport Command as refueling/servicing airfield for Lend-Lease aircraft being flown to Siberia by Soviet Red Air Force pilots.  Host unit was 1469th AAFBU. Alaskan Division, ATC.  Renamed Marks Army Airfield, 1942.  Transferred to Eleventh Air Force, then to Alaskan Air Command, 1945

 * Mile 26 Field, 64.66528°N, -147.10056°W
 * Moose Creek, Alaska Territory
 * Constructed 1943 by Air Transport Command; activated on 20 September as Station No. 4, Alaskan Wing, was auxiliary to Ladd Army Airfield for Northwest Staging Route Lend-Lease aircraft. Transferred to Eleventh Air Force, then to Alaskan Air Command, 1945.

 * Moses Point Airstrip, 64.69806°N, -162.05722°W
 * Elim, Alaska Territory.
 * Constructed 1943 as auxiliary landing strip for Marks AAF; Used as servicing airfield for Lend-Lease aircraft being flown to Siberia by Soviet Red Air Force pilots. Transferred to Eleventh Air Force, then to Alaskan Air Command, 1945 and closed, turned over to War Assets Administration for disposition, 1946. Jurisdiction transferred to private ownership in 1947 and now civil airport.

 * Naknek Army Airfield, 58.67667°N, -156.64917°W
 * King Salmon, Alaska Territory
 * Activated 1 July 1942 by Air Transport Command. Was transport and maintenance airfield for ATC aircraft servicing Alaska airfields; also provided maintenance for transient aircraft in Alaska. Transferred to Eleventh Air Force, then to Alaskan Air Command in 1945.  Became King Salmon Air Force Base.

 * Northway Army Airfield, 62.96111°N, -141.93056°W
 * Northway, Alaska Territory.
 * Constructed 1943 by Air Transport Command; Host unit was 1463d AAFBU. Alaskan Division, ATC. Mission was servicing Northwest Staging Route Lend-Lease aircraft from United States.  Also used by Eleventh Air Force for staging and emergency use.  Transferred to Eleventh Air Force, then to Alaskan Air Command, 1945 and closed, turned over to War Assets Administration for disposition, 1946.  Jurisdiction transferred to private ownership in 1947 and now Northway Airport.

 * Ogliuga Island Army Airfield, 51.60611°N, -178.65639°W
 * Was forward airfield constructed on Ogliuga Island. Operational between 1943 and 1945, used during Aleutian Campaign between Kiska and Adak. The site included an emergency landing field, parking area, and living quarters. Additional facilities were established at this site, including aircraft warning, airway radio communication, and a weather reporting station.  No permanent units assigned, abandoned.  Reported hazardous munitions still remaining on island.

 * Tanacross Air Base, 63.37361°N, -143.33333°W
 * Tanacross, Alaska Territory
 * Constructed 1943, activated 20 September by Air Transport Command as Station No. 16, Alaskan Wing, later 1464th AAFBU. Alaskan Division, ATC. Was auxiliary to Ladd Army Airfield for Northwest Staging Route Lend-Lease aircraft.  Designated Tanacross Air Base, July 1944.  Mission was servicing Northwest Staging Route Lend-Lease aircraft from United States.  Transferred to Eleventh Air Force, then to Alaskan Air Command, 1945 and closed, turned over to War Assets Administration for disposition, 1946.  Jurisdiction transferred to private ownership in 1947 and now Tanacross Airport.

 * Yakutat Army Airfield, 59.50861°N, -139.65972°W
 * Yakutat City and Borough, Alaska Territory
 * Constructed 1941 as landing field for transport aircraft between Washington State and Elmendorf; activated on 1 March 1942; closed 1945, turned over to War Assets Administration for disposition, 1946. Jurisdiction transferred to private ownership in 1949 and now Yakutat Airport.

Commands

 * XI Bomber Command
 * Constituted 4 March 1943
 * Activated on 19 March 1943
 * Inactivated on 31 March 1944
 * Longview Army Airfield, Adak, 19 March 1941
 * Amchitka Army Airfield, 24 June 1943
 * Davis Army Airfield, Adak, 4 September 1943
 * Shemya Army Airfield, 3–31 March 1944

 * XI Fighter Command
 * Constituted as XI Interceptor Command, 8 March 1942
 * Activated on 15 March 1942
 * Re-designated as XI Fighter Command, 1 May 1942
 * Inactivated on 31 March 1944
 * Elmendorf Army Airfield, 15 March 1942
 * Davis Army Airfield, Adak, 12 September 1943 – 31 March 1944

 * XI Air Force Service Command: 11 August 1942 – 25 October 1944.

Groups

 * 28th Composite (later Bombardment) Group
 * Elmendorf Army Airfield, 13 February 1941
 * Davis Army Airfield, Adak, 14 March 1943
 * Shemya Army Airfield, 26 February 1944 – 20 October 1945

 * 343d Fighter Group
 * Elmendorf Army Airfield, 11 September 1942
 * Fort Glenn Army Airfield, 1 September 1942
 * Elmendorf Army Airfield, 3 December 1942
 * Davis Army Airfield, Adak, 1 March 1943
 * Alexai Point Army Airfield, Attu, 22 January 1944
 * Shemya Army Airfield, 5 October 1945 – 15 August 1946

Squadrons

 * 36th Bombardment Squadron (Medium, later Heavy) (B-18, B-17E)
 * 28th Composite Group, 1 February 1940 – 19 October 1943
 * Elmendorf Army Airfield, 31 March 1941
 * Big Delta Army Airfield (ATC), Fort Greeley, 9 February 1942 – 28 May 1943
 * Operated from: Fort Glenn, Fort Morrow, Adak, Amchitka AAF, 4 June 1942 – 1 May 1943
 * Amchitka Army Airfield, 4 May 13 September 1943
 * Operated from: Davis Army Airfield, Adak, 1 June – 4 August 1943

 * 404th Bombardment Squadron (Heavy) (B-24)
 * 28th Composite Group
 * Air echelon attached, 12 July 1942
 * Squadron assigned 21 September 1942
 * Eleventh Air Force, 20 October 1945 – 5 January 1947
 * Barksdale Field, Louisiana
 * Deployed to: Ladd Army Airfield (ATC), Fairbanks, 12 July 1942
 * Deployed to: Marks Army Airfield (ATC), Nome, 18–25 July 1942
 * Will Rogers Field, Oklahoma
 * Deployed to: Fort Glenn Army Airfield, Umnak, 24 August 1942
 * Fort Lewis, Washington, 30 August – 10 September 1942
 * Deployed to: Davis Army Airfield, Adak, 13 September 1942
 * Elmendorf Army Airfield, 21 September 1942
 * Davis Army Airfield, Adak, 22 May 1943
 * Operated from: Amchitka Army Airfield, 4 June 1943
 * Shemya Army Airfield, 26 February 1944 – 5 July 1947

 * 73d Bombardment Squadron (Medium) (B-18, B-26, B-25)
 * 28th Composite Group, 3 May 1941 – 6 October 1943
 * Elmendorf Army Airfield, 14 March 1941
 * Detachment operated from Fort Randall, Fort Glenn, Adak and Amchitka AAF, 1942, 1943
 * Fort Glenn Army Airfield, Umnak, April 1943
 * Amchitka Army Airfield, 1 June – 30 August 1943

 * 77th Bombardment Squadron (Medium) (B-18, B-26, B-25)
 * 28th Composite Group, 2 January 1942
 * Eleventh Air Force, 20 October – 5 November 1945
 * Elmendorf Army Airfield, 29 December 1942
 * Operated from: Fort Glenn Army Airfield, Umnak, 30 May 1942
 * Operated from: Davis Army Airfield, Adak, 20 May 1942
 * Davis Army Airfield, Adak, 12 December 1942
 * Operated from Alexai Point Army Airfield, Attu, 22 July 1943
 * Amchitka Army Airfield, 11 September 1943
 * Alexai Point Army Airfield, Attu, 11 February 1944 – 19 October 1945

 * 406th Bombardment Squadron (Medium) (B-18, B-26, B-25)
 * 41st Bombardment Group
 * Attached to 28th Composite Group, 1 June 1942 – 31 October 1943
 * Operated from: Elmendorf, Yakutat, Naknek, Fort Morrow AAF, June–November 1942
 * Elmendorf Army Airfield, November 1942 – October 1943
 * Operated from: Davis Army Airfield, Adak, 25 July – 13 August 1943

 * 635th Bombardment Squadron (Dive) (A-24)
 * 407th Bombardment Group
 * Drew Field, Florida
 * Operated from: Amchitka Army Airfield, 19 July – 15 August 1943

 * 11th Fighter Squadron (P-40, P-38)
 * Provisional Interceptor Command, 2 January 1942
 * 28th Composite Group, 2 February 1942
 * XI Fighter Command, 7 June 1942
 * 343d Fighter Group, 11 September 1942 – 15 August 1946
 * Elmendorf Army Airfield, 29 December 1941
 * Detachment at: Amchitka Army Airfield, 27 March – 17 May 1943
 * Detachment at: Shemya Army Airfield, 11 August 1945 – 15 August 1946

 * 18th Fighter Squadron (P-40, P-38)
 * 28th Composite Group, 24 February 1941
 * XI Fighter Command, 7 June 1942
 * 343d Fighter Group 11 September 1942 – 15 August 1946
 * Elmendorf Army Airfield, 21 February 1941
 * Big Delta Army Airfield, Fort Greeley, 18 April – 3 November 1942
 * Davis Army Airfield, Adak, 6 December 1942
 * Amchitka Army Airfield, 15 February 1943
 * Casco Cove Army Airfield, Attu, 28 March 1944
 * Elmendorf Army Airfield, 6 November 1945

 * 344th Fighter Squadron (P-40, P-38)
 * 343d Fighter Group, 10 October 1942 – 15 August 1946
 * Elmendorf Army Airfield, 10 October 1942
 * Detachment at: Fort Randall Army Airfield, 12 November 1942
 * Fort Randall Army Airfield, 25 December 1942
 * Fort Glenn Army Airfield, Umnak, 8 March 23 May 1943
 * Detachment at Amchitka Army Airfield, May–July 1943
 * Detachment at Alexai Point Army Airfield, Attu, 12 June – December 1943
 * Shemya Army Airfield, 25 June 1943 – 15 August 1946

 * 54th Fighter Squadron (P-40, P-43, F-5, P-38)
 * 55th Fighter Group
 * Attached to XI Fighter Command, 31 May – 11 September 1941
 * 343d Fighter Group, 11 September 1942 – 21 March 1946
 * Elmendorf Army Airfield, 31 May – 24 August 1942
 * Detachment at: Fort Randall Army Airfield, 6 June – 31 July 1942
 * Detachment at: Fort Glenn Army Airfield, 6 June – 19 September 1942
 * Davis Army Airfield, Adak, 31 August 1942
 * Amchitka Army Airfield, 12 March 1943
 * Shemya Army Airfield, 18 October 1943
 * Casco Cove Army Airfield, Attu, 20 November 1943 – 8 March 1946

 * 42d Fighter Squadron (P-39E)
 * Deployed from 54th Fighter Group
 * Fort Morrow Army Airfield, Kodiak, 12 June 1942
 * Davis Army Airfield, Adak, 10 September – 12 December 1942

 * 56th Fighter Squadron (P-39)
 * Deployed from 54th Fighter Group, 20 June – 21 December 1942
 * Marks Army Airfield (ATC), Nome, 20 June – 20 October 1942
 * Elmendorf Army Airfield, 23 October – 21 December 1942

 * 57th Fighter Squadron (P-39)
 * Deployed from 54th Fighter Group, 20 June – 1 December 1942
 * Elmendorf Army Airfield, 20 June – 30 September 1942
 * Fort Morrow Army Airfield, Kodiak, 30 September – 1 December 1942

 * 42d Troop Carrier Squadron (C-47)
 * Eleventh Air Force, 2 May 1942
 * Attached to: IX Air Force Service Command (Provisional), 21 June – 8 August 1942
 * IX Air Force Service Command, 8 August 1942
 * Attached to: Troop Carrier Group (Provisional), 1 July 1943 – 6 March 1944
 * Elmendorf Army Airfield, 2 May 1942 – 18 February 1944

 * 54th Troop Carrier Squadron (C-47)
 * XI Air Force Service Command, 15 November 1942
 * Eleventh Air Force, 10 October 1944 – 5 March 1949
 * Elmendorf Army Airfield, 15 November 1942 – 5 March 1949

Twenty-first century
The 3rd Wing is stationed at Joint Base Elmendorf–Richardson, Anchorage, Alaska. Its mission is to support and defend U.S. interests in the Asia-Pacific region and around the world by providing units that are ready for worldwide air power projection and a base that is capable of meeting PACOM's theater staging and throughput requirements. The 354th Fighter Wing is stationed at Eielson Air Force Base, Alaska. The wing's mission is to train and provide General Dynamics F-16 Fighting Falcon fighters and support forces to combatant commanders anytime, anyplace, in support of U.S. national security objectives. The wing also hosts Air Education and Training Command's Arctic Survival School. Located at Andersen Air Force Base, Guam. The 36th Wing has three major missions: Operate Andersen AFB via its subordinate 36th Mission Support and 36th Medical Groups; Provide power projection through an attached, rotational bomber force via its subordinate 36th Operations and 36th Maintenance Groups; and provide rapid air base opening and initial air base operation ability via its subordinate 36th Contingency Response Group. Located at Joint Base Elmendorf–Richardson, the center consists of five squadrons and two numbered flights that develop plans, procedures and directives for the employment of Alaskan combat and support forces assigned to the 11th Air Force, PACAF and NORAD. The 611th Air Support Group at Joint Base Elmendorf–Richardson consists of two squadrons that provides surveillance radars, Arctic infrastructure including airfields, communications and worldwide ready EAF warriors for homeland defense, decisive force projection, and aerospace command and control in Alaska. Serves as the focal point for all issues related to Ground-based Midcourse Defense in Alaska, in support of Alaska Command, Alaska NORAD Region, and 11 AF. Provides a core group of logisticians to support Air Force and NORAD air operations throughout the theater, including manning the ANR Battlestaff and establishing logistics readiness centers when necessary.
 * 3rd Wing
 * 354th Fighter Wing
 * 36th Wing
 * 611th Air and Space Operations Center
 * 611th Air Support Group
 * Missile Defense Flight or Command Representative for Missile Defense
 * 11th Air Force/Alaska NORAD Region (ANR) Logistics Flight

Alaska Air National Guard
If activated for federal service, the 11th Air Force gains two wings of the Alaska Air National Guard. The 168th Air Refueling Wing is stationed at Eielson Air Force Base, Alaska, and flies the Boeing KC-135R Stratotanker. The 168th also has taken over the missile defense mission at Clear Air Force Station with their 213th Space Warning Squadron. The 176th Wing operates from Joint Base Elmendorf–Richardson. The 176th is a multifaceted organization consisting of an airlift squadron, a complete pararescue package, as well as the 176th Air Control Squadron, which supports the Alaska NORAD Region with continuous operations and maintenance.
 * 168th Air Refueling Wing
 * 176th Wing

title: Eleventh Air Force


text:
Mother Goose and Grimm (TV series)

Mother Goose and Grimm, also known as Grimmy for the second season, is an American animated television series that premiered September 14, 1991, on CBS. The show is an adaptation of Mike Peters's comic strip of the same name. The Saturday morning cartoon was produced by Bob Curtis, and written by Mark Evanier.

Cast

 * Charlie Brill – Grimmy
 * Greg Burson – Attila
 * Eddie Deezen – Ham, Sam, Cam, Pam
 * Mitzi McCall – Mother Goose
 * Gregg Berger
 * Jack Burns
 * Frank Welker
 * Hal Rayle
 * Rob Paulsen
 * Tress MacNeille
 * Howard Morris
 * Pat Harrington Jr.
 * Pat Musick
 * Stan Freberg
 * Danny Mann
 * June Foray
 * Steve DeVorkin
 * Pete Barbutti

Reception
Charles Solomon of the Los Angeles Times praised the series for "preserving the look" of the comic strip, and for "[having] a good sense of the characters' personalities", but was disappointed with the "flat timing and pedestrian direction" of the program.

title: Mother Goose and Grimm (TV series)


text:
Talk:Bubble Yum

Does this belong here?
Its current mascot is Floyd D. Duck, a punk-style anthropomorphic duck. maybe a statement regarding the overwhelming popularity of the product when first introduced? —Preceding unsigned comment added by 72.201.39.154 (talk) 04:34, 12 October 2010 (UTC)

Bubble Yum Soda
In 2006, Elizabeth Beverage Company, LLC released two flavors of official Bubble Yum Soda ("Bubble Yum Original", and "Bubble Yum Sour Cherry"). Should this get incorporated into the article. Antmusic 20:25, 25 June 2007 (UTC)

Time Discrepancy
An urban legend started in 1977 warranted a full-page rebuttal in 1975. This poorly-sourced, minor part of Bubble Yum history (it didn't affect its success in any measurable way) is placed near the front of the article, prior to significant information about its commercial popularity. — Preceding unsigned comment added by Horwendil (talk • contribs) 15:32, 3 April 2012 (UTC)

Introduced 1973 or 1975
The article states that Bubble Yum was introduced in 1975. However, according to the HersheyLand website, it was actually introduced in 1973. https://www.hersheyland.com/bubbleyum Rjshelton (talk) 18:30, 5 March 2023 (UTC)

title: Talk:Bubble Yum


text:
Thunder Horse Oil Field

Thunder Horse oil field is a large offshore deepwater oil field in the Gulf of Mexico, around 150 mi southeast of New Orleans, Louisiana. Large new oil discoveries within it were announced in early 2019.

Description
The field is being developed by BP plc and 25% partner ExxonMobil It is the largest offshore production platform in the Gulf, with a processing capacity of 250 koilbbl/d of oil and 200 Mcuft/d of natural gas, and the field is believed to hold in excess of 1 Goilbbl of oil. Actual production approached capacity in March 2009, but started to decline soon after that.

In January 2019, BP announced a new billion barrels of oil have been found within the field.

Discovery and development
The Thunder Horse discovery well was drilled in 1999 on Mississippi Canyon block 778. It was drilled to a depth of 25770 ft from the drillship Discoverer 534, hitting three intervals of oil.

A second well was drilled in block 822, 1.5 mi southeast of the initial discovery, reaching a depth of 29000 ft in November 2000 and also encountered three primary intervals of oil.

In February 2001 a new field known as Thunder Horse North was drilled in block 776, approximately 5 miles northwest of the original field. This well reached 26000 ft and again met three intervals of oil.

Actually developing the field was a major technological challenge due to the depth of the find. Not only are the distances large, but at such depths the formations holding the hydrocarbons create pressures over 1200 bar and temperatures of 135 C. Prior to Thunder Horse, no field had ever been developed at such a depth.

Following lengthy delays caused by the need to repair and replace components in the subsea system (following a failure during pre-commissioning checks), "First oil" came on June 14, 2008. Since then, Thunder Horse has steadily ramped up its production by bringing on new wells. In March 2009, Thunder Horse produced close to 250000 oilbbl/d oil equivalent in oil and natural gas from seven wells. Plans were in place to add two additional wells in 2009 to further develop the north end of the field. By January 2010 the MMS data indicated that total daily production during 2009 had declined from near 250000 to 175000 oilbbl/d. The Washington Post noted in May 2010 that "There could be less off-shore oil than the [Obama] administration assumes" quoting an analysis in The Oil Drum by Glenn Morton, a consultant for oil exploration projects who stated that "Thunder Horse hasn't reached anywhere near its expected potential," in oil or natural gas a fact which "underscore[s] the point that deepwater oil drilling is a tricky process, and not always as easy or predictable as thought" By January 2022, Thunder Horse was again producing 200,000 barrels of oil equivalent per day.

Thunder Horse platform
Thunder Horse PDQ is the largest moored semi-submersible production oil platform in the world, located in 1920 m of water in the Mississippi Canyon Block 778/822, about 150 mi southeast of New Orleans.

The hull section was constructed by DSME in South Korea and delivered in to Kiewit Offshore Services in Ingleside, Texas on 23 September 2004 aboard MV Blue Marlin for completion. Thunder Horse was completed at Kiewit Offshore Services in nearby Ingleside, Texas.

Thunder Horse PDQ was evacuated with the approach of Hurricane Dennis in July 2005. After the hurricane passed, the platform was listing badly. The platform was designed for a 100-year event, and inspection teams found no hull damage, and no water was taken on from a leak through its hull. Rather, an incorrectly plumbed, 6-inch length of pipe allowed water to flow freely among several ballast tanks that set forth a chain of events causing the platform to tip into the water. The platform was fully righted about a week after Dennis, delaying commercial production initially scheduled for late 2005. During repairs, it was discovered that the underwater manifold was severely cracked due to poorly welded pipes. The rig's design engineer, Gordon Aaker, said that the cracked manifold could have caused a catastrophic oil spill.

The platform took a near-direct hit six weeks later by Hurricane Katrina, but was undamaged.

Naming dispute
Originally called Crazy Horse, BP changed the name out of respect to descendants of the Native American warrior of the same name. The company said that it acted after the family of the Lakota warrior and spiritual leader told them that use of his name outside of a spiritual context is sacrilegious.

title: Thunder Horse Oil Field