Young Kansans unite!
9 hours ago
Thursday, March 11, 2010
B-29 "FiFi" Getting Ready For Flight
Imagine ... "FiFi" landing at Pratt Industrial Airport for the Grand Opening of the Prairie Bombers Museum ...
It could happen!
Wednesday, March 10, 2010
65 Years Ago Today - Firebomb Raid Of Japan
Courtesy of Jim Bowman about 500th Bomb Group:
On the night of 9-10 March 1945 the XXI Bomber Command carried out the first mass low-level fire raid against Japan.
Rumors had been swirling around the Command for some time about the crazy ideas their new commander, Maj Gen Curtis LeMay, seemed to have in his mind. So it was with a sense of foreboding that the crews filed into the briefing rooms on the morning of 9 March to get the scoop about their next mission. But even though they expected unpleasant news, they were still stunned by the successive hammerblows coming at them. The target was Tokyo, probably the best protected city in the country. They would bomb not only at low altitude, but very low altitude, as low as 5,000 feet for some units. There would be no formations -- every plane was on its own. And to top it off, no ammo would be carried! Most men left the briefing rooms that day convinced of two things: one, LeMay was indeed a maniac; and two, many of them would not live to see the next day. ...
But this plan was not the product of a deranged mind or the diktat of an egomaniac. Lemay was a methodical thinker who considered every possibility... and supposed impossibility. Everything had been carefully thought out over the past several weeks. Japanese AA had been determined to be least effective between 5,000 and 10,000 feet. It was known that the Japanese had few night fighters, and the ones they had were not very good. And in the darkness over Japan, any plane you might see -- and fire on -- was more likely to be another B-29 than a Jap plane, so going out unarmed was actually for the crews' own protection. Furthermore, every pound saved in weight of ammo, and by extension the then superfluous guns and gunners -- was another pound of bombs that could be carried.
But even if all this had been clinically explained to the crews, it probably wouldn't have made them feel any better. Abstract knowledge will not quell that bad feeling in your gut.
[A special request for those who were there. Obviously, not everyone reacted the same, but did I get the overall feelings of the crews right? Critical feedback, please. Thanks. - JEB]
The no ammo directive was perhaps most irking. Sure, your chances of meeting a Jap night fighter might be only one in fifty or a hundred, but if that one chance happens you want at least to be able to shoot back. So some crews made up their minds to "reinterpret" LeMay's orders. As Bill Royster, a tail gunner in the 499th Group, put it, "[We knew] all about LeMay's SUGGESTION that we fly without full crews and empty guns, but he wasn't going to go. We decided that it was optional." Royster's crew would take loaded guns along, and so would many others. Examination of numerous memoirs and reminiscences shows that reactions ran the gamut: some crews followed the orders and took no guns, some crews took only loaded tail guns, and others took all their guns, with ammo. Even LeMay's own after-action Report of Operations sent to Gen Arnold in Washington (inadvertently?) reveals that his orders re ammo were disobeyed: "No gunnery was employed against the enemy on this mission with the exception of approximately 500 rounds fired at some searchlights."
This mission was the first one for the 500th Bomb Group in which the planes, most of them anyway, took off without full crews. To take my father's crew (#224) of the 882nd Squadron as an example, they decided to take only two gunners, probably to serve as scanners at the side blisters. The other two gunners, including my father, stayed behind this time but switched with the first two gunners for the next mission, and so on for the next two fire missions after that. Records indicate many other crews followed the same procedure.
The 500th scheduled a record 42 aircraft for this mission, of which 41 were airborne. (The records do not show which plane was scratched.) Since there would be no formations, there were no designated squadron or group leaders, but three planes, Z-27 (LaMarche), Z-13 (Luman) and Z-42 (Moreland), were designated as lead aircraft. These three planes, loaded with 184 x M47A2 incendiary clusters (only 182 in the case of Z-13) with instantaneous nose fuses, would go in first to mark the target area for the remaining planes, each of which carried 40 x E28 incendiary clusters fused to open at 2,000 feet. Group CO, Lt Col John Dougherty, flew in the lead plane, Z-27, with Capt Austin W. LaMarche and crew.
The participating planes and (500th BG) crews were as follows:
Z-27 (LaMarche)
Z-13 (Luman)
Z-42 (Moreland), "Supine Sue"
Z-22 (D. Jackson), "Georgia Ann"
Z-19 (Althoff), "Sna Pe Fort"
Z-14 (Mather)
Z-12 (Curtis)
Z-11 (Calhoun)
Z-8 (Fitzgerald), "Mission to Albuquerque"
Z-6 (Booze), "Booze Hound"
Z-5 (Kappil), "There'll Always Be A Christmas"
Z-4 (Taylor), "Black Magic"
Z-2 (Lewis), "20th Century Limited"
Z-1 (Bricker)
Z-55 (Ryan), "Janice E."
Z-53 (Clinkscales), "The Ancient Mariner"
Z-52 (Irby), "20th Century Sweetheart"
Z-51 (Schmidt), "Tail Wind"
Z-50 (Braden), "Fancy Detail"
Z-49 (Gregg), "Three Feathers"
Z-48 (Black)
Z-47 (Adams), "Adam's Eve"
Z-41 (Barron), "The Baroness"
Z-30 (Reeves), "Sting Shift"
Z-35 (Gray), "Pacific Queen"
Z-34 (Farrell), "Frisco Nannie"
Z-33 (Hughes), "Slick Dick"
Z-32 (Parsons), "Fever from the South"
Z-28 (Haas), "Old Ironsides"
Z-24 (Sasser), "Pride of the Yankees"
Z-23 (Hays), "Ramblin Roscoe"
Z-29 (Shorey), "Gravel Gertie"
Z-3 (H. Jackson), "Ann Dee"
Z-10 (Thompson), "Punchin' Judy"
Z-9 (Conn), "Nina Ross"
Z-21 (Hanft), "Devils' Delight"
Z-43 (Setterich?)
Z-31 (Arbon?), "Homing De-Vice"
Z-26 (Sewell?)
Z-45 (McClanahan?), "Mustn't Touch"
Z-54 (Standen?)
[Crew assignments for these last five aircraft, all aborts, are uncertain. Any help appreciated. - JEB]
Take-off was from 1818 to 1853. The 500th Group was second in the Wing take-off order and was assigned altitudes of 3000-3500 feet to fly en route to the target.
Five aircraft aborted before reaching Japan. Z-43's #1 prop stuck at 2900 RPM immediately after take-off. Z-31 was only a short distance out when her #1 prop ran away and could not be feathered. Z-26 and Z-45 were likewise not far out when they ran into problems. The former had a back-firing #2 engine and excessive cylinder head temperature, while the latter could not fully close the front bomb bay doors and the #3 nacelle wheel well door. Finally, Z-54 was about two hours out when she lost her #2 engine. All five of these planes made it safely back to base.
Most of the remaining aircraft reached Japan as planned in the vicinity of the city of Katsuura, but a few had navigation and radar problems. Z-29, Z-10 and Z-9 had inoperative radars and were confused by some fires started by earlier errant bombings on Choshi Point, so they mistakenly dropped their bombs there. Another plane with a malfunctioning radar and poor navigation, Z-3, bombed Tateyama Hojo, well northeast of Tokyo, as a target of opportunity. Finally, Z-21, also with radar not working, became very lost and ended up bombing Sendai, nearly 200 miles northeast of Tokyo.
This left a total of 31 planes to reach the IP, which was a small peninsula southeast of Tokyo. The course to the target from here was 308 degrees, but there was really no need to look at the compass, as the glow from fires already started could be seen from many miles away.
On the way across Tokyo Bay, Z-13 was hit by flak at 7000 feet. Flak was much heavier over Tokyo, where Z-13 was struck again, along with eight more bombers -- Z-4, Z-14, Z-30, Z-41, Z-42, Z-50, Z-52 and Z-55. Fortunately, most of the damage was light and none was fatal. The Japanese used searchlights in an attempt to illuminate the B-29's for their anti-aircraft guns and night fighters, but the searchlights seemed erratic and were only able to catch a few planes in their beams, and generally for only a short time. As for night fighters, only nine attacks were reported, and none caused any damage.
Bomb drops were made individually from 0134 to 0251 and from between 6900 and 7800 feet. Ten aircraft suffered partial rack malfunctions and were unable to release all their bombs -- Z-13 (5), Z-27 (1), Z-42(1), Z-2 (6), Z-4 (5), Z-19 (1), Z-23 (15), Z-24 (6), Z-28 (1) and Z-51 (1) -- but the vast majority, over 500 M47 and over 1,000 E28 incendiaries, fell down to add to the inferno below.
Returning crews reported a huge conflagration over Tokyo. They also reported something they had not experienced before -- severe turbulence due to thermal updrafts, making it very difficult to maintain altitude and hold steady on the bomb run. Some planes had been pushed up to above 9000 feet. But all made it through safely.
Exit was to the right after bombs away, to the coast north of Choshi Point and then home. All planes returned safely on Saipan, landing between 0839 and 1137 on 10 March.
Post-strike photos showed the heart of Tokyo burned out, nearly 16 square miles. An estimated 83,000 Japanese died in the fires, more than would die in the atomic blast at Hiroshima. For the XXI Bomber Command this was the most successful attack to date, and LeMay already had plans to duplicate the results in other cities.
Jim Bowman
Courtesy of Hap Halloran of the 499th Bomb Group:
Feedback for JEB per his request re fireraid on Tokyo March 10.
I was not on the mission however as I was already a POW (since downed Jan 27th over Tokyo) in Kempei Tai adjacent Central
Tokyo. I was tied up in my solitary cage. As the flames were apparently moving in a Western direction my area of confinement was soon in the fire zone. I never thought I would survive that night. I was frightened and prayed thru the raid. It was the most frightening time of my Life.
Hap Halloran 499th - 73 rd saipan based.
Note: Many more Bomb Groups were in this raid including those who were trained at
Pratt Army Air Field.
On the night of 9-10 March 1945 the XXI Bomber Command carried out the first mass low-level fire raid against Japan.
Rumors had been swirling around the Command for some time about the crazy ideas their new commander, Maj Gen Curtis LeMay, seemed to have in his mind. So it was with a sense of foreboding that the crews filed into the briefing rooms on the morning of 9 March to get the scoop about their next mission. But even though they expected unpleasant news, they were still stunned by the successive hammerblows coming at them. The target was Tokyo, probably the best protected city in the country. They would bomb not only at low altitude, but very low altitude, as low as 5,000 feet for some units. There would be no formations -- every plane was on its own. And to top it off, no ammo would be carried! Most men left the briefing rooms that day convinced of two things: one, LeMay was indeed a maniac; and two, many of them would not live to see the next day. ...
But this plan was not the product of a deranged mind or the diktat of an egomaniac. Lemay was a methodical thinker who considered every possibility... and supposed impossibility. Everything had been carefully thought out over the past several weeks. Japanese AA had been determined to be least effective between 5,000 and 10,000 feet. It was known that the Japanese had few night fighters, and the ones they had were not very good. And in the darkness over Japan, any plane you might see -- and fire on -- was more likely to be another B-29 than a Jap plane, so going out unarmed was actually for the crews' own protection. Furthermore, every pound saved in weight of ammo, and by extension the then superfluous guns and gunners -- was another pound of bombs that could be carried.
But even if all this had been clinically explained to the crews, it probably wouldn't have made them feel any better. Abstract knowledge will not quell that bad feeling in your gut.
[A special request for those who were there. Obviously, not everyone reacted the same, but did I get the overall feelings of the crews right? Critical feedback, please. Thanks. - JEB]
The no ammo directive was perhaps most irking. Sure, your chances of meeting a Jap night fighter might be only one in fifty or a hundred, but if that one chance happens you want at least to be able to shoot back. So some crews made up their minds to "reinterpret" LeMay's orders. As Bill Royster, a tail gunner in the 499th Group, put it, "[We knew] all about LeMay's SUGGESTION that we fly without full crews and empty guns, but he wasn't going to go. We decided that it was optional." Royster's crew would take loaded guns along, and so would many others. Examination of numerous memoirs and reminiscences shows that reactions ran the gamut: some crews followed the orders and took no guns, some crews took only loaded tail guns, and others took all their guns, with ammo. Even LeMay's own after-action Report of Operations sent to Gen Arnold in Washington (inadvertently?) reveals that his orders re ammo were disobeyed: "No gunnery was employed against the enemy on this mission with the exception of approximately 500 rounds fired at some searchlights."
This mission was the first one for the 500th Bomb Group in which the planes, most of them anyway, took off without full crews. To take my father's crew (#224) of the 882nd Squadron as an example, they decided to take only two gunners, probably to serve as scanners at the side blisters. The other two gunners, including my father, stayed behind this time but switched with the first two gunners for the next mission, and so on for the next two fire missions after that. Records indicate many other crews followed the same procedure.
The 500th scheduled a record 42 aircraft for this mission, of which 41 were airborne. (The records do not show which plane was scratched.) Since there would be no formations, there were no designated squadron or group leaders, but three planes, Z-27 (LaMarche), Z-13 (Luman) and Z-42 (Moreland), were designated as lead aircraft. These three planes, loaded with 184 x M47A2 incendiary clusters (only 182 in the case of Z-13) with instantaneous nose fuses, would go in first to mark the target area for the remaining planes, each of which carried 40 x E28 incendiary clusters fused to open at 2,000 feet. Group CO, Lt Col John Dougherty, flew in the lead plane, Z-27, with Capt Austin W. LaMarche and crew.
The participating planes and (500th BG) crews were as follows:
Z-27 (LaMarche)
Z-13 (Luman)
Z-42 (Moreland), "Supine Sue"
Z-22 (D. Jackson), "Georgia Ann"
Z-19 (Althoff), "Sna Pe Fort"
Z-14 (Mather)
Z-12 (Curtis)
Z-11 (Calhoun)
Z-8 (Fitzgerald), "Mission to Albuquerque"
Z-6 (Booze), "Booze Hound"
Z-5 (Kappil), "There'll Always Be A Christmas"
Z-4 (Taylor), "Black Magic"
Z-2 (Lewis), "20th Century Limited"
Z-1 (Bricker)
Z-55 (Ryan), "Janice E."
Z-53 (Clinkscales), "The Ancient Mariner"
Z-52 (Irby), "20th Century Sweetheart"
Z-51 (Schmidt), "Tail Wind"
Z-50 (Braden), "Fancy Detail"
Z-49 (Gregg), "Three Feathers"
Z-48 (Black)
Z-47 (Adams), "Adam's Eve"
Z-41 (Barron), "The Baroness"
Z-30 (Reeves), "Sting Shift"
Z-35 (Gray), "Pacific Queen"
Z-34 (Farrell), "Frisco Nannie"
Z-33 (Hughes), "Slick Dick"
Z-32 (Parsons), "Fever from the South"
Z-28 (Haas), "Old Ironsides"
Z-24 (Sasser), "Pride of the Yankees"
Z-23 (Hays), "Ramblin Roscoe"
Z-29 (Shorey), "Gravel Gertie"
Z-3 (H. Jackson), "Ann Dee"
Z-10 (Thompson), "Punchin' Judy"
Z-9 (Conn), "Nina Ross"
Z-21 (Hanft), "Devils' Delight"
Z-43 (Setterich?)
Z-31 (Arbon?), "Homing De-Vice"
Z-26 (Sewell?)
Z-45 (McClanahan?), "Mustn't Touch"
Z-54 (Standen?)
[Crew assignments for these last five aircraft, all aborts, are uncertain. Any help appreciated. - JEB]
Take-off was from 1818 to 1853. The 500th Group was second in the Wing take-off order and was assigned altitudes of 3000-3500 feet to fly en route to the target.
Five aircraft aborted before reaching Japan. Z-43's #1 prop stuck at 2900 RPM immediately after take-off. Z-31 was only a short distance out when her #1 prop ran away and could not be feathered. Z-26 and Z-45 were likewise not far out when they ran into problems. The former had a back-firing #2 engine and excessive cylinder head temperature, while the latter could not fully close the front bomb bay doors and the #3 nacelle wheel well door. Finally, Z-54 was about two hours out when she lost her #2 engine. All five of these planes made it safely back to base.
Most of the remaining aircraft reached Japan as planned in the vicinity of the city of Katsuura, but a few had navigation and radar problems. Z-29, Z-10 and Z-9 had inoperative radars and were confused by some fires started by earlier errant bombings on Choshi Point, so they mistakenly dropped their bombs there. Another plane with a malfunctioning radar and poor navigation, Z-3, bombed Tateyama Hojo, well northeast of Tokyo, as a target of opportunity. Finally, Z-21, also with radar not working, became very lost and ended up bombing Sendai, nearly 200 miles northeast of Tokyo.
This left a total of 31 planes to reach the IP, which was a small peninsula southeast of Tokyo. The course to the target from here was 308 degrees, but there was really no need to look at the compass, as the glow from fires already started could be seen from many miles away.
On the way across Tokyo Bay, Z-13 was hit by flak at 7000 feet. Flak was much heavier over Tokyo, where Z-13 was struck again, along with eight more bombers -- Z-4, Z-14, Z-30, Z-41, Z-42, Z-50, Z-52 and Z-55. Fortunately, most of the damage was light and none was fatal. The Japanese used searchlights in an attempt to illuminate the B-29's for their anti-aircraft guns and night fighters, but the searchlights seemed erratic and were only able to catch a few planes in their beams, and generally for only a short time. As for night fighters, only nine attacks were reported, and none caused any damage.
Bomb drops were made individually from 0134 to 0251 and from between 6900 and 7800 feet. Ten aircraft suffered partial rack malfunctions and were unable to release all their bombs -- Z-13 (5), Z-27 (1), Z-42(1), Z-2 (6), Z-4 (5), Z-19 (1), Z-23 (15), Z-24 (6), Z-28 (1) and Z-51 (1) -- but the vast majority, over 500 M47 and over 1,000 E28 incendiaries, fell down to add to the inferno below.
Returning crews reported a huge conflagration over Tokyo. They also reported something they had not experienced before -- severe turbulence due to thermal updrafts, making it very difficult to maintain altitude and hold steady on the bomb run. Some planes had been pushed up to above 9000 feet. But all made it through safely.
Exit was to the right after bombs away, to the coast north of Choshi Point and then home. All planes returned safely on Saipan, landing between 0839 and 1137 on 10 March.
Post-strike photos showed the heart of Tokyo burned out, nearly 16 square miles. An estimated 83,000 Japanese died in the fires, more than would die in the atomic blast at Hiroshima. For the XXI Bomber Command this was the most successful attack to date, and LeMay already had plans to duplicate the results in other cities.
Jim Bowman
Courtesy of Hap Halloran of the 499th Bomb Group:
Feedback for JEB per his request re fireraid on Tokyo March 10.
I was not on the mission however as I was already a POW (since downed Jan 27th over Tokyo) in Kempei Tai adjacent Central
Tokyo. I was tied up in my solitary cage. As the flames were apparently moving in a Western direction my area of confinement was soon in the fire zone. I never thought I would survive that night. I was frightened and prayed thru the raid. It was the most frightening time of my Life.
Hap Halloran 499th - 73 rd saipan based.
Note: Many more Bomb Groups were in this raid including those who were trained at
Pratt Army Air Field.
Monday, March 08, 2010
Read Any Good Books Lately?
"A Kansas Year" by local Pratt author Mike Blair could brighten up your day!
From the inside cover:
Ask most folks to depict a year, and they’ll show you a calendar. Ask veteran naturalist Mike Blair, and he’ll show you the wonders to be found in Kansas, season by season.
Mike Blair has spent a lifetime outdoors, venturing beyond fences to closely observe “natural things” while recording his observations in both words and images. In this sumptuous book he presents some of those observations as the cycle of a year, beginning with a hike through January’s deep snowdrifts that “gets you down to business” only to later encounter the white driftings of summer as cottonwood seeds take to the air.
A Kansas Year is a breathtaking journey through the seasons. In dazzling color photographs, Blair illuminates the magic of Kansas through 120 journal entries—ten per month—that capture the beauty of the Sunflower State’s wild places. Through his lens, we watch the land “green from the bottom up” in Spring, then later witness colors glowing in Autumn’s soft and muted light. And through his contemplations, we learn much about the natural world and our connections to it.
In text that is both personal and inspiring, Blair shares his knowledge of plants and insects, wildlife behavior and weather. From the tomato hornworms found in most gardens to the seldom-noticed migration of monarch butterflies, he shows us things we may overlook every day—and what we might hope to see if we only look a little harder. His entries on cedar rust and bark beetles will inform the curious, just as his images of fox kits and birds of prey will enthrall anyone who treasures such sightings.
Covering the breadth of the state, Blair’s captivating book appeals equally to the emotions and intellect, to the seasoned naturalist as well as the casual observer. It opens our eyes to genuine joy and allows us to see time in a new way. It is a book to be savored throughout the year—and one sure to lure readers out of doors to discover and rediscover these wild places and wildlife on their own.
“Through stunning photographs and evocative prose, Blair celebrates the plants, animals, and weather of Kansas. From winter on the High Plains prairie to fall colors in the eastern Kansas hardwood forest, he captures the cycle of the Kansas seasons. Read this, and Kansas will never look the same.”—Rex Buchanan, coauthor of Roadside Kansas
“Blair’s remarkable photography skills, coupled with his biologist’s knowledge and thoughtful reflections, have created this unique review of Kansas through the year. Sit back and enjoy!”—Bob Gress, coauthor of Faces of the Great Plains: Prairie Wildlife
“Takes a reader through the wild seasons of Kansas in a way that few have experienced.”—Joseph T. Collins, coauthor of Kansas Wildlife
“A Kansas Year will surprise and delight.”—Kelly Kindscher, author of Edible Wild Plants of the Prairie
Writer/photographer MIKE BLAIR lives in Pratt and is an associate editor, photographer, and videographer for the Kansas Department of Wildlife and Parks.
By the way, Mike also produces videos about Kansas such as:
Saturday, March 06, 2010
A "Win-Win" State Government Program
Source: KDWP
To reduce fees at Kansas community lakes, KDWP leases fishing rights to 233 of these lakes statewide. This removes fishing fees for anglers on 12,630 acres of water.
The Kansas Department of Wildlife and Parks (KDWP) is one of five state fish and wildlife agencies recently honored by the American Fisheries Society (AFS). KDWP received the AFS 2009 Outstanding Sport Fish Restoration Program Projects of the Year award, along with agencies in Alaska, Florida, Michigan, and North Carolina.
Our own Pratt County Lake is one of these "CFAP" lakes.
View this video about the Community Fisheries Assistance Program:
To reduce fees at Kansas community lakes, KDWP leases fishing rights to 233 of these lakes statewide. This removes fishing fees for anglers on 12,630 acres of water.
The Kansas Department of Wildlife and Parks (KDWP) is one of five state fish and wildlife agencies recently honored by the American Fisheries Society (AFS). KDWP received the AFS 2009 Outstanding Sport Fish Restoration Program Projects of the Year award, along with agencies in Alaska, Florida, Michigan, and North Carolina.
Our own Pratt County Lake is one of these "CFAP" lakes.
View this video about the Community Fisheries Assistance Program:
Thursday, March 04, 2010
Wednesday, February 24, 2010
How To Spend Your Next "Stimulus" Payment
"Sometime this year, we taxpayers will again receive another 'Economic Stimulus' payment.
This is indeed a very exciting program, and I'll explain it by
Using a Q & A format:
Q. What is an 'Economic Stimulus’ payment?
A. It is money that the federal government will send to taxpayers.
Q. Where will the government get this money?
A. From taxpayers.
Q. So the government is giving me back my own money?
A. Only a smidgen of it.
Q. What is the purpose of this payment?
A. The plan is for you to use the money to purchase a High-definition TV, thus stimulating the economy.
Q. But isn't that stimulating the economy of China?
A. Shut up.
Below is some helpful advice on how to best help the U.S. Economy by spending your stimulus check wisely:
If you spend the stimulus money at Wal-Mart, the money will go to China or Sri Lanka.
If you spend it on gasoline, your money will go to the Arabs.
If you purchase a computer, it will go to India, Taiwan or China.
If you purchase fruit and vegetables, it will go to Mexico, Honduras and Guatemala.
If you buy an efficient car, it will go to Japan or Korea.
If you purchase useless stuff, it will go to Taiwan.
If you pay your credit cards off, or buy stock, it will go to management bonuses and they will hide it offshore.
Instead, keep the money in America by:
1) Spending it at yard sales, or
2) Going to ball games, or
3) Spending it on prostitutes, or
4) Beer or
5) Tattoos.
(These are the only American businesses still operating in the U.S.)
Conclusion:
Go to a ball game with a tattooed prostitute that you met at a yard Sale and drink beer all day!
No need to thank me, I’m just glad I could be of help."
Courtesy of:
A Concerned Citizen
Somewhere, USA
This is indeed a very exciting program, and I'll explain it by
Using a Q & A format:
Q. What is an 'Economic Stimulus’ payment?
A. It is money that the federal government will send to taxpayers.
Q. Where will the government get this money?
A. From taxpayers.
Q. So the government is giving me back my own money?
A. Only a smidgen of it.
Q. What is the purpose of this payment?
A. The plan is for you to use the money to purchase a High-definition TV, thus stimulating the economy.
Q. But isn't that stimulating the economy of China?
A. Shut up.
Below is some helpful advice on how to best help the U.S. Economy by spending your stimulus check wisely:
If you spend the stimulus money at Wal-Mart, the money will go to China or Sri Lanka.
If you spend it on gasoline, your money will go to the Arabs.
If you purchase a computer, it will go to India, Taiwan or China.
If you purchase fruit and vegetables, it will go to Mexico, Honduras and Guatemala.
If you buy an efficient car, it will go to Japan or Korea.
If you purchase useless stuff, it will go to Taiwan.
If you pay your credit cards off, or buy stock, it will go to management bonuses and they will hide it offshore.
Instead, keep the money in America by:
1) Spending it at yard sales, or
2) Going to ball games, or
3) Spending it on prostitutes, or
4) Beer or
5) Tattoos.
(These are the only American businesses still operating in the U.S.)
Conclusion:
Go to a ball game with a tattooed prostitute that you met at a yard Sale and drink beer all day!
No need to thank me, I’m just glad I could be of help."
Courtesy of:
A Concerned Citizen
Somewhere, USA
Thursday, February 18, 2010
Famed Eden Prairie Aviator Micky Axton Remembered
Source: Eden Prairie News
By John Molene
Micky Axton’s life was so action packed that her winning the Congressional Gold Medal was something of an afterthought for her daughter.
Mildred “Micky” Axton, 91, a pioneering aviator, died Feb. 6 in Eden Prairie following a short illness. A memorial service was held Feb. 10 in Eden Prairie. Her ashes will be buried beside her husband, in Wichita, Kan., in July.
Axton was to be awarded the Congressional Gold Medal on March 10. The award, bestowed by the U.S. Congress and is, along with the Presidential Medal of Freedom, the highest civilian award in the United States. The decoration is awarded to an individual who performs an outstanding deed or act of service to the security, prosperity and national interest of the United States.
In her absence, her family will receive the award.
President Obama signed a bill on July granting the Congressional Gold Medal to members of the Women Airforce Service Pilots, or WASPs. They were the first women to fly military aircraft. During World War II, Axton and other women volunteered for noncombat duty as test pilots and trainers starting in 1942, thereby freeing their male counterparts to go to Europe and fight in the war.
While the WASPs wore uniforms, flew military planes of all kinds and worked on bases, they were not considered official members of the military. The WASPs have been recognized only in the last few years for their contributions during the war.
Among other accomplishments, Axton was the first woman to fly a B-29.
Axton was already an experienced 24-year-old pilot when she became the first woman to pilot the big B-29. She was 14 years into her flying days when the historic flight in May of 1944 occurred. The Boeing B-29 Superfortress, a broad-shouldered, four-engine propeller-powered heavy bomber, was flown by the U.S. military in World War II and Korea. It was one of the largest aircraft of its time and one of most advanced bombers of World War II.
Asked to come up and take the controls while on a test flight, Axton did not hesitate.
“My instructor said, Micky, why don’t you come up and fly this thing for a while,” Axton said in an October 2009 interview with the Eden Prairie News. “I was in hog heaven. I felt like the luckiest gal in the whole world.”
That was unusual duty, however. The WASP pilots usually served as test pilots for planes that had been damaged and repaired, to see if they were flight-worthy.
Born in Coffeyville, Kan., in 1919, where her grandfather was the chief of police, Axton graduated from Coffeyville Senior High School in 1936, took classes in math, science and physics at Coffeyville Community College and went on to major in chemistry and math at Kansas State University, where she graduated in 1940 with a teaching certificate.
Rather than teach, however, it was off to the tarmac and the classroom for Axton. She was selected into the Civilian Pilot Training (CPT) program at Coffeyville Community College – the only woman accepted in her class. She taught classes in math, chemistry and aviation ground school and coached the debate team while earning her pilot’s license in the program.
Axton then received a letter from aviation pioneer Jacqueline Cochran, inviting her to join the WASPs. Cochran had convinced General “Hap” Arnold to allow women pilots to serve as ferry aircraft pilots, thus freeing male pilots for combat duty. Axton leapt at the offer and began flight training with the WASPs in June 1943 in Sweetwater, Texas.
“She knew if she could get women pilots trained, men could be released for combat,” Axton said.
Axton underwent the same training as male pilots. She flew a PT-19 in the primary phase of her training, learning to do rolls, loops and spins. She also earned her instrument rating and learned Morse Code. Axton graduated from flight training in November 1943 and was assigned to Pecos, Texas, as an engineering test pilot.
When she joined the WASPs in 1943, Axton already had a college degree, a pilot’s license, a husband and a daughter. During the war, her husband worked at an aircraft factory, while her mother and father helped take care of the couple’s daughter.
In 1944, Axton left the WASPs and returned to Wichita to work as a flight test engineer for Boeing Aircraft. She flew B-29s to ensure systems were operating as required. When the war ended, Axton returned to Wichita and tried her hand at teaching. Some time after, her family bought a small cottage in Two Harbors, which began her Minnesota connection.
Axton remained very active in regional and area air shows since World War II, and relished the opportunities to speak at schools, churches and clubs. When her husband died 10 years ago, she moved to Minnesota to be closer to her daughter.
She was a member of the Commemorative Air Force (CAF) for more than 40 years. The CAF Jayhawk Wing in Wichita restored a P&-19 primary trainer and named it “Miss Micky” in her honor. To her knowledge, she was the only WASP to be so honored.
While Axton reveled as one of the WASP test pilots, those years were merely a brief stopover in a love affair with flying that started when she was just 11.
Actually, there were few adventures that Axton wasn’t game for.
“She liked to do everything,” said her daughter, Carol Moody of Eden Prairie. “She liked to be the center of attention. She went on a rattlesnake hunt once. She was pretty fearless.”
Axton’s fearlessness started early. Her first airplane flight was in a neighbor’s World War I vintage Curtiss Jenny biplane in 1929 when she was just 10 years old. The neighbor would take kids up for $1 rides, and Axton was an eager volunteer.
“We just loved it, my brother and me,” she said. “Every time I saw a plane in the sky I wanted to be up there.”
“She loved to eat out, movies, she liked to do everything,” daughter Moody said. “She was in the St. Paul winter carnival her first year here and rode in the cockpit of a plane. She loved being in the CFA events.”
Her husband Wayne in 1998, her grandson Kevin Axton, of Lubbock, in 2002, and her brother Ralph “Tut” Tuttle of Enumclaw, Wash., preceded Axton in death. Daughter Carol Moody and son Gary Axton of Lubbock, Texas, survive her. She is also survived by grandchildren, Anette McCullough, Jannel McCullough and David McCullough of Minnesota, Kipp (Melinda) Axton of San Antonio, Texas, and Cory (Jill) Axton, Christy (Daniel) Martin and Leah Tyson, all of Lubbock. Her great-grandchildren are Aja McCullough of Minnesota, Lauren, Ryan, Marnee and Zack of San Antonio and Jacob, Indy, Sydney and Justin of Lubbock. Nieces, nephews and cousins in Washington, Kansas and California also survive her.
Memorials can be made to Wings Across America, International Commemorative Air Force, or the Jayhawk Wing of CAF in Wichita, Kan.
Caption: Micky Axton In WW II
Read more about Micky Axton here and also here.
View this video about "Miss Micky":
By John Molene
Micky Axton’s life was so action packed that her winning the Congressional Gold Medal was something of an afterthought for her daughter.
Mildred “Micky” Axton, 91, a pioneering aviator, died Feb. 6 in Eden Prairie following a short illness. A memorial service was held Feb. 10 in Eden Prairie. Her ashes will be buried beside her husband, in Wichita, Kan., in July.
Axton was to be awarded the Congressional Gold Medal on March 10. The award, bestowed by the U.S. Congress and is, along with the Presidential Medal of Freedom, the highest civilian award in the United States. The decoration is awarded to an individual who performs an outstanding deed or act of service to the security, prosperity and national interest of the United States.
In her absence, her family will receive the award.
President Obama signed a bill on July granting the Congressional Gold Medal to members of the Women Airforce Service Pilots, or WASPs. They were the first women to fly military aircraft. During World War II, Axton and other women volunteered for noncombat duty as test pilots and trainers starting in 1942, thereby freeing their male counterparts to go to Europe and fight in the war.
While the WASPs wore uniforms, flew military planes of all kinds and worked on bases, they were not considered official members of the military. The WASPs have been recognized only in the last few years for their contributions during the war.
Among other accomplishments, Axton was the first woman to fly a B-29.
Axton was already an experienced 24-year-old pilot when she became the first woman to pilot the big B-29. She was 14 years into her flying days when the historic flight in May of 1944 occurred. The Boeing B-29 Superfortress, a broad-shouldered, four-engine propeller-powered heavy bomber, was flown by the U.S. military in World War II and Korea. It was one of the largest aircraft of its time and one of most advanced bombers of World War II.
Asked to come up and take the controls while on a test flight, Axton did not hesitate.
“My instructor said, Micky, why don’t you come up and fly this thing for a while,” Axton said in an October 2009 interview with the Eden Prairie News. “I was in hog heaven. I felt like the luckiest gal in the whole world.”
That was unusual duty, however. The WASP pilots usually served as test pilots for planes that had been damaged and repaired, to see if they were flight-worthy.
Born in Coffeyville, Kan., in 1919, where her grandfather was the chief of police, Axton graduated from Coffeyville Senior High School in 1936, took classes in math, science and physics at Coffeyville Community College and went on to major in chemistry and math at Kansas State University, where she graduated in 1940 with a teaching certificate.
Rather than teach, however, it was off to the tarmac and the classroom for Axton. She was selected into the Civilian Pilot Training (CPT) program at Coffeyville Community College – the only woman accepted in her class. She taught classes in math, chemistry and aviation ground school and coached the debate team while earning her pilot’s license in the program.
Axton then received a letter from aviation pioneer Jacqueline Cochran, inviting her to join the WASPs. Cochran had convinced General “Hap” Arnold to allow women pilots to serve as ferry aircraft pilots, thus freeing male pilots for combat duty. Axton leapt at the offer and began flight training with the WASPs in June 1943 in Sweetwater, Texas.
“She knew if she could get women pilots trained, men could be released for combat,” Axton said.
Axton underwent the same training as male pilots. She flew a PT-19 in the primary phase of her training, learning to do rolls, loops and spins. She also earned her instrument rating and learned Morse Code. Axton graduated from flight training in November 1943 and was assigned to Pecos, Texas, as an engineering test pilot.
When she joined the WASPs in 1943, Axton already had a college degree, a pilot’s license, a husband and a daughter. During the war, her husband worked at an aircraft factory, while her mother and father helped take care of the couple’s daughter.
In 1944, Axton left the WASPs and returned to Wichita to work as a flight test engineer for Boeing Aircraft. She flew B-29s to ensure systems were operating as required. When the war ended, Axton returned to Wichita and tried her hand at teaching. Some time after, her family bought a small cottage in Two Harbors, which began her Minnesota connection.
Axton remained very active in regional and area air shows since World War II, and relished the opportunities to speak at schools, churches and clubs. When her husband died 10 years ago, she moved to Minnesota to be closer to her daughter.
She was a member of the Commemorative Air Force (CAF) for more than 40 years. The CAF Jayhawk Wing in Wichita restored a P&-19 primary trainer and named it “Miss Micky” in her honor. To her knowledge, she was the only WASP to be so honored.
While Axton reveled as one of the WASP test pilots, those years were merely a brief stopover in a love affair with flying that started when she was just 11.
Actually, there were few adventures that Axton wasn’t game for.
“She liked to do everything,” said her daughter, Carol Moody of Eden Prairie. “She liked to be the center of attention. She went on a rattlesnake hunt once. She was pretty fearless.”
Axton’s fearlessness started early. Her first airplane flight was in a neighbor’s World War I vintage Curtiss Jenny biplane in 1929 when she was just 10 years old. The neighbor would take kids up for $1 rides, and Axton was an eager volunteer.
“We just loved it, my brother and me,” she said. “Every time I saw a plane in the sky I wanted to be up there.”
“She loved to eat out, movies, she liked to do everything,” daughter Moody said. “She was in the St. Paul winter carnival her first year here and rode in the cockpit of a plane. She loved being in the CFA events.”
Her husband Wayne in 1998, her grandson Kevin Axton, of Lubbock, in 2002, and her brother Ralph “Tut” Tuttle of Enumclaw, Wash., preceded Axton in death. Daughter Carol Moody and son Gary Axton of Lubbock, Texas, survive her. She is also survived by grandchildren, Anette McCullough, Jannel McCullough and David McCullough of Minnesota, Kipp (Melinda) Axton of San Antonio, Texas, and Cory (Jill) Axton, Christy (Daniel) Martin and Leah Tyson, all of Lubbock. Her great-grandchildren are Aja McCullough of Minnesota, Lauren, Ryan, Marnee and Zack of San Antonio and Jacob, Indy, Sydney and Justin of Lubbock. Nieces, nephews and cousins in Washington, Kansas and California also survive her.
Memorials can be made to Wings Across America, International Commemorative Air Force, or the Jayhawk Wing of CAF in Wichita, Kan.
Caption: Micky Axton In WW II
Read more about Micky Axton here and also here.
View this video about "Miss Micky":
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