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Since its national debut in 1987, Fresh Air with Terry Gross has been a highly acclaimed and much adored weekday magazine among public radio listeners. Each week, nearly 4.8 million people turn to Peabody Award-winning host Terry Gross for insightful conversations with the leading voices in contemporary arts and issues. The renowned program reaches a global audience, with over 620 public radio stations broadcasting Fresh Air, and 3 million podcast downloads each week. Fresh Air has broken the mold of 'talk show' by weaving together superior journalism and intimate storytelling from modern-day intellectuals, politicians and artists alike. Through probing questions and careful research, Gross's interviews are lauded for revealing a fresh perspective on cultural icons and trends. Her thorough conversations are often complemented by commentary from well-known contributors. Fresh Air is produced at WHYY-FM in Philadelphia and broadcast nationally by NPR., (1.) Writer T.J. NEWMAN. Her first novel Falling is now out in paperback. It's a thriller is about a cross country commercial airplane flight in which the pilot is told by a terrorist that he must crash the plane when instructed, or his wife and children will be murdered. T.J. NEWMAN spent ten years as a flight attendant on two commercial airlines.. (THIS INTERVIEW CONTINUES INTO THE SECOND HALF OF THE SHOW). (THIS INTERVIEW IS A REBROADCAST. IT ORIGINALLY AIRED ON JULY 6 , 2021). (2.) Movie critic JUSTIN CHANG reviews Elvis, the new film directed by Baz Luhrmann. The movie stars Austin Butler as Presley and Tom Hanks as his longtime manager, Colonel Tom Parker.

This work is divided into two chapters. The first one deals with a theoretical, documented and technical part about the development of one of the most symbolic flights from the aviation point of view: the first non-stop transatlantic flight between New York and Paris, achieved by Charles Augustus Lindbergh with his Ryan M-2, named as Spirit of St. Louis. It is theoretical and documented since events and decisions justifying the evolution of the history are included and, at the same time, it is technical and scientific, as details linked to aircraft manufacturing, engine performances and specifications, cartography and instrumental panel devices are deeply explained. The second chapter, which is more connected to graphic design, consists of shaping the Spirit of St. Louis, using SolidWorks software. Both chapters share the purpose of analyzing and contextualizing how the starting point of current aviation was born. To achieve this, the following book references, understood as key elements on which this work is based, have been used: The Spirit of St. Louis book, published 25 years after his milestone, in which he explains the transatlantic flight and Spirit of St. Louis, Ryan Monoplane (1927) book, which includes more technical and illustrated figures. Finally, regarding results, the created model shows a reasonable scale error so as to conclude that it is a faithful reproduction, taking into account the original proportions.

Afghanistan has been a rewarding, complex, and challenging mission for all nations involved, not least for Afghanistan itself. Few, if any, anticipated that the initial attacks on the Taliban regime in Afghanistan in fall 2001 would become the longest war in the history of NATO and the United States of America. Today, more than 12 years later, it is still too early to conclude the successes and failures of this campaign or predict how Afghanistan will evolve once the majority of international military forces leave the country in 2014. In the end, it will be up to the Afghans themselves to make their own decisions, destiny, and future. When I took office as the 11th secretary general of NATO in early 2004, the transatlantic wounds from the US invasion in Iraq in spring 2003 were still fresh. Many European nations rigorously opposed that war and felt the United States had manufactured the rational for the invasion. But the wounds healed sooner than I thought. In summer 2003, NATO assumed responsibility for the ISAF mission in Afghanistan, and I saw how NATO, through its commitments in Iraq and Afghanistan, gradually brought the allies together. Looking back at the Iraq war, I learned two important lessons: (1) whenever Europe presents itself as a counterweight for the United States, the result is a divided Europe, which saddens me as a European; and (2) a United States that thinks it can do it all alone is also doomed to fail. To a certain extent, these lessons guided my approach to Afghanistan in my numerous discussions and meetings with alliance members and representatives from the wider international community. Afghanistan was always going to be a team effort if we were to succeed.

Due to extensive cooperation on a wide range of issues, the relationship between the United States and Europe is often called the transatlantic partnership. In many areas, the two sides share common values and overlapping interests, and have grown increasingly interdependent in terms of security and prosperity. The majority of Europeans warmly welcomed President Barack Obama to office, and his popularity suggested opportunities for the United States and Europe to address the common set of global challenges they face. In dealing with this difficult agenda, however, observers note that the constructive tone of the relationship does not necessarily translate into tangible foreign policy results. Overall, transatlantic cooperation is strong on many key issues, but some concerns and points of tension also persist. As the United States and Europe deal with changing geopolitical realities, some new anxieties are surfacing about the future of the transatlantic partnership. The list of issues representing significant areas of shared interest is long. This report selects five major issues to illustrate the nature of the transatlantic relationship and cooperation: Despite the substantially increased commitment of troops and resources during 2009-2010, the likely outcome of the NATO-led mission in Afghanistan is a subject of debate. Afghanistan continues to pose a test of alliance cohesion, and Europe's commitment to maintaining its participation will be an important tone setter in transatlantic relations., CRS Report for Congress.

Overlapping values and shared interests give the United States and Europe what some observers consider to be the world's most complete partnership. In terms of security and prosperity, analysts assert that the two sides have grown increasingly interdependent. Transatlantic relations during the Bush Administration were marked by tensions over the invasion of Iraq and disagreements on a number of other issues, although the administration's second term featured a substantial improvement in the relationship compared to the first four years. The majority of Europeans warmly welcomed President Barack Obama to office, and his popularity may present opportunities for the United States and Europe to address the common set of global challenges they face. Prior to the 2008 election, European leaders outlined their priorities for U.S.-European cooperation as the Middle East peace process, civil-military cooperation in Afghanistan, relations with Russia, and multilateral diplomacy through the United Nations and other international organizations. Transatlantic cooperation is strong on many such key issues, but some divisions, tensions, and shortcomings also exist., CRS Report for Congress.

Most observers agree that moral considerations surrounding the Holocaust continue to compel German leaders to make support for Israel a policy priority. Since 1949, successive German governments have placed this support at the forefront of their Middle East policy and today, Germany, along with the United States, is widely considered one of Israel's closest allies. Germany ranks as Israel's second largest trading partner and long-standing defense and scientific cooperation, people-to people exchanges and cultural ties between the two countries continue to grow. On the other hand, public criticism of Israel in Germany, and particularly of its policies with regard to the Israeli-Palestinian conflict, appears to be on the rise. Since the mid-1990s, German policy toward Israel has become progressively influenced by Germany s commitment to a two-state solution to the Israeli- Palestinian conflict. Germany has been one of the single largest contributors to the Palestinian Authority (PA) and an increasingly vocal advocate for European Union (EU) engagement in the Middle East. Germany s September 2006 decision to send a naval contingent to the Lebanese coast as part of an expanded United Nations mission after Israel s July 2006 war with Hezbollah is considered to have significantly raised German interest in a resolution to the Israeli-Palestinian conflict and sparked widespread debate within Germany regarding the evolution of the German-Israeli relationship and Germany s role in the region. Stating that the Israeli- Palestinian conflict lies at the root of other challenges in the Middle East, German Chancellor Angela Merkel has announced her intention to revive international engagement in the peace process while Germany holds the EU s rotating presidency during the first half of 2007., The original document contains color images.

The United States and Europe share a long and intertwined history, replete with many ups and downs The modern transatlantic relationship was forged in the aftermath of World War II to deter the Soviet threat and to promote security and stability in Europe NATO and the European Union (EU), the latest stage in a process of European integration begun in the 1950s, are the two key pillars upon which the U.S.-European partnership still rests The U.S. Congress and successive U S administrations have supported both organizations as means to nourish democracy, foster reliable military allies, and create strong trading partners Despite the changed European security environment since the end of the Cold War and current transatlantic frictions, many observers stress that the security and prosperity of the United States and Europe remain inextricably linked. Both sides of the Atlantic continue to face a common set of challenges from countering terrorism and weapons proliferation to ensuring the stability of the global financial markets and have few other comparable partners. The United States and the EU also share the largest trade and investment relationship in the world; annual two-way flows of goods, services, and foreign direct investment exceed $1.1 trillion, while the total stock of two-way direct investment is over $1.6 trillion.

The purpose of this research was to examine Air Mobility Command's (AMC) role in providing enroute maintenance support for deploying fighter squadrons through the Enroute Support Team Aircraft (ESTA). The ESTA mission hurts AMC's overall airlift flow because the mission durations are so unpredictable. This paper searches for alternatives to the traditional ESTA. Two main alternatives are explored: (1) using enroute stopover bases that house the same type of fighter as those deploying; and (2) using the KC-10 in a dual role, acting as both lead navigation tanker as well as the ESTA for the deploying squadron. The dual role KC-10 holds the most promise as a consistent way for AMC to lessen the burden that the ESTA places on it, but changes in the planning process as well as in AMC Instructions would have to be implemented to realize the potential benefit., The original document contains color images.

Starting in 1992 with the signing of the first of 15 Open Skies agreements between the United States and EU nations, both consumers and airlines have benefited from the removal of government restrictions on international aviation. With one notable exception, the United States has Open Skies agreements with the EU countries to which most transatlantic passenger traffic flows. The exception is the nation that is the single largest transatlantic market in terms of passengers and flights-the United Kingdom (UK). Under the U.S.-UK agreement, only two U.S. airlines have access to London's Heathrow airport, the major gateway to the United Kingdom and the largest EU airport for transatlantic passengers. Available research indicates that U.S. airlines profited from Open Skies agreements by establishing more integrated alliances with EU airlines. Consumers benefited from Open Skies agreements because they allowed airlines and alliances to provide on-line service to more locations at cheaper fares. Our analysis of scheduled service for May 2004 showed that the majority of possible U. S.-EU markets were served with no worse than two-stop flights. Moreover, travelers had a choice of competitors, with the majority of markets being served by three or more airlines (or alliances).

This paper is the second in a two-part series that introduces the concepts of two-way time transfer using commercial satellite modems. The first paper [l] presented the concept of time-based communication and detailed multiple implementations using satellite channels. This paper presents the results of a transatlantic proof-of-concept demonstration of the technology. A short review of time-based communications is presented, followed by a detailed description of the test. Results are presented and data examined for consistency over time and temperature., See also ADM001509. Presented at the Annual Precise Time and Time Interval "PTTI" Meeting (32th) Held 28-30 Nov 2000 in Reston, VA. Pub. in the Annual Precise Time and Time Interval (PTTI) Meeting, p211-219.

A review of European and transatlantic history since World War II suggests that the Cold War largely determined the foreign and security policies of Euro-Atlantic nations and of such international organizations as NATO. In the late 1960s, dramatic changes in Europe put an end to the Cold War deadlock and caused the transformation of NATO. NATO's origins reside in the era of 1919-1948. Formed in 1948/49 as a collective defense institution, NATO's purposes, procedures and capabilities were adjusted to deter the Warsaw Pact threat. Since 1990 the organization appears to be the sole one still capable of dealing with current and future risks and threats of the transition processes. The thesis analyses NATO's path from confrontation to cooperation in view of NATO's evolution, beginning with NATO from its Cold War strategies, through the revolutionary changes due to the Alliance's New Strategic Concept (Rome, 1991), and ending in the present with the outcome of the Alliance's Strategic Concept (Washington, 1999). The thesis assesses NATO's potential for further improvements and NATO's future role as an organization shaping in the security environment in the Euro-Atlantic area.

The collapse of the Warsaw Pact, the end of global confrontation and the subsequent disintegration of the Soviet Union brought about a real opportunity for European unification and transatlantic security. Thus there is a unique chance for the states of Central and Eastern Europe to build an improved security architecture in the whole Euro-Atlantic area after half a century of division. That is why Central and East European countries are seeking to join NATO and in that way provide increased stability, peace and security for all without creating new dividing lines. To join NATO all Central and East European countries need to accomplish democratic transformation especially in the system of civil-military relations. Democratic civilian control of the military is one of the main prerequisites for Central and East European states to qualify for inclusion in NATO. Thus, NATO enlargement can promote democratic transformations of the East European countries, especially in civil-military relation realm, and integration of the Central and East European countries into the North Atlantic Treaty Organization. By admitting new members NATO will make itself better able to address Europe's new security challenges. Such a broad concept of security embracing political, economic and defense factors can be the basis for the new security architecture which must be built through a process of integration and cooperation among the partners.

The U.S. Air Force Air Mobility Command (AMC) is responsible for movement of supplies and personnel, air refueling operations and air evacuation operations throughout the world in support of the United States' national interest. Continued peacekeeping and humanitarian missions require a robust 'air-bridge' for deployment and resupply of US and multinational forces world-wide. AMC cargo aircrews flying missions departing from US bases for transatlantic destinations frequently endure long duty days. Take-offs from the home base often disrupt normal sleep patterns and landings at the destination may occur during the circadian nadir. AMC aircrews differ from ordinary shift-workers in that they fly irregular hours without time to adapt to a routine overnight schedule. To this disruption in normal sleep patterns transatlantic missions add the additional factor of a 5-6 hour phase shift in the normal circadian cycle. As noted by Luce, those workers not placed on stable shifts 'suffer' significantly more than regular shift workers. They experience greater disruption in body rhythms and the associated physiologic and psychologic effects. Aircrew sleep cycles have generally not been considered when scheduling these 'routine' missions. The recently released 'Scientific Review of Air Mobility Command Crew Rest Policy and Fatigue Issues' demonstrates the importance of reevaluation of current policies and the need for continued studies.

Eight laboratories are participating in an international TWSTFT experiment. Regular time and frequency transfers have been performed over a period of almost two years, including both European and transatlantic time transfers. The performance of the regular TWSTFT sessions over an extended period has demonstrated conclusively the usefulness of the TWSTFT method for routine international time and frequency comparisons. Regular measurements are performed three times per week resulting in a regular but unevenly spaced data set. A method is presented that allows an estimate of the values of a sigma(chi)(Tau) to be formed from these data. In order to maximize efficient use of paid satellite time an investigation to determine the optimal length of a single TWSTFT session is presented. The optimal experiment length is determined by evaluating how long white PM instabilities are the dominant noise source during the typical 300-second sampling times currently used. A detailed investigation of the frequency transfers realized via the transatlantic TWSTFT links UTC(USNO)-UTC(NPL), UTC(USNO)-UTC(PTB), and UTC(PTB)-UTC(NPL) is presented. The investigation focuses on the frequency instabilities realized, a three-cornered-hat resolution of the sigma(chi)(Tau) values, and a comparison of the transatlantic and inter-European determination of UTC(PTB)-UTC(NPL). Future directions of this TWSTFT experiment are outlined., Presented at the Annual Precise Time and Time Interval Applications and Planning Meeting (27th), held in San Diego, CA on 29 November-1 December 1995. Published in the Proceedings of the Annual Precise Time and Time Interval Applications and Planning Meeting (27th), p335-346, 1995.

The international transatlantic time and frequency transfer experiment was designed by participating laboratories and has been implemented during 1994 to test the international communications path involving a large number of transmitting stations. This paper will present empirically determined clock and time scale differences, time and frequency domain instabilities, and a representative power spectral density analysis. The experiments by the method of co-location which will allow absolute calibration of the participating laboratories have been performed. Absolute time differences and accuracy levels of this experiment will be assessed in the near future., Presented at the Annual Precise Time and Time Interval (PTTI) Applications and Planning Meeting (26th) held in Reston, VA on 6-8 December 1994. Published in the Proceedings of the Annual Precise Time and Time Interval (PTTI) Applications and Planning Meeting (26th), p39-50, December 1994.

The CNES project of a European Complement to GPS [CE-GPS] is conceived to fullfill the needs of Civil Aviation for a non-precise approach phase with GPS as sole navigation means. This generates two missions: a monitoring mission - alarm of failure -, and a navigation mission - generating a GPS-like signal on board the geostationary satellites. The host satellites will be the Inmarsat constellation. The CE-GPS missions lead to some time requirements, mainly the accuracy of GPS time restitution and of monitoring clock synchronization. To demonstrate that the requirements of the CE-GPS could be achieved, including the time aspects, an experiment has been scheduled over the last two years, using a part of the Inmarsat II F-2 payload and specially designed ground stations based on 10 channels GPS receivers. This paper presents a review of the results obtained during the continental phase of the CE-GPS experiment with two stations in France, along with some experimental results obtained during the transatlantic phase (three stations in France, French Guyana, and South Africa). It describes the synchronization of the monitoring clocks using the GPS Common-view or the C- to L-Band transponder of the Inmarsat satellite, with an estimated accuracy better than 10 ns (1 sigma)., Presented at the Annual Precise Time and Time Interval (PTTI) Applications and Planning Meeting (26th) held in Reston, VA on 6-8 December 1994. Published in the Proceedings of the Annual Precise Time and Time Interval (PTTI) Applications and Planning Meeting (26th), p153-165, December 1994.

European affairs continue their rapid evolution in the new post-cold war era. Currently, many of our Western European allies are pressing toward greater economic, political and military integration as they attempt to create a unified Europe. Without any doubt, at the heart of this drive to achieve greater integration is the Franco-German bilateral relationship, upon which the eventual success in achieving a unified Europe is widely recognized as being dependent. The author argues that current difficulties in the relationship, albeit potentially serious, are not terminal. A healthy Paris-Bonn relationship is in U.S. interests, he argues, and provides policy recommendations to U.S. officials to encourage its repair.

Three different but interrelated forces present today in Western Europe have not only created unprecedented opportunity nut also to a large degree dictate change in the European security system. The events in Eastern Europe have dramatically altered the threat perception on both sides of the Atlantic and have set the stage for sweeping arms control agreements. As the military threat subsides the European nations will focus on accelerating the pace of European integration with Western Europe increasingly asserting its independence of the United States. As this transatlantic relationship continues to evolve, Western Europe should be expected to assume greater responsibility for its defense. The appropriate sharing of risks, roles and responsibilities will add to other pressures behind a new security order for Western Europe. The future security order could be formed along traditional national lines, or evolve via national task/role specialization or be totally transformed through a collective forces approach. This study will examine the forces behind the inevitable change, discuss force structuring options, recommend the adoption of commonly-funded forces and then outline an area where the transformation could begin.

Founded in 1954, the Western European Union (WEU) soon lapsed into obscurity in the shadow of NATO. In 1984 it was reactivated. The WEU is the only Western European organization mandated to treat security problems outside NATO. This study uses the US Command and General Staff College's Strategic Analysis Model. However, it supplements it in three ways; a historical overview of NATO and Europe between 1945 and 1988; an analysis of the tensions within Nato; and a study of possible strategies of reform of the transatlantic relationship. Among the conclusions drawn from this investigation are: the tensions within NATO result from both American impatience about burden sharing and European frustration about 'power sharing'; since 1984 the members of the WEU demonstrated a clear will to develop a real forum of security matters; potentially the members of the WEU can create a powerful basis for a European Pillar within NATO; and integration of Western Europe will not be complete until it has drawn up a common defense policy. The thesis concludes that the WEU is fulfilling its role at present. However, it emphasizes that once all members of the EEC join the organization, the WEU will have outlived its utility as an independent institution.

In July 1977, the Commander in Chief of US Army Europe requested information on whether and, if so, to what extent, the effects of rapid transatlantic deployment would impair the health and operational effectiveness of troops. Information could be provided only on mental and cognitive functions which have been studied in commercial travelers and aircrew personnel. However, since no data were available on physical work performance capacities, the assistance of the Army Surgeon General requested to define the scope and determine possible remedies for this critical combat readiness problem. This paper discusses a survey which was conducted to study the effects of translocation (jet-lag) on the ability of infantry soldiers to perform heavy physical work.

A flight surgeon accompanied the first Army transatlantic helicopter flight to provide medical support and assess aircrew workload, stress and fatigue. Direct observation, interviews and questionnaires were used to gather data. Respiratory infections were experienced by approximately 50% of the mission crew during the 14 day journey. These were attributed to wide climate variations and inadequate crew rest during the first half of the mission. Daily pre-flight questionnaires showed highest levels of stress occurred at the start of the mission and decreased to a constant level once the mission was underway. Daily post-flight data demonstrated that cockpit workload increased appreciably with deterioration of weather during the latter part of the mission. Time at the flight controls and mission conditions during flight were found to be the greatest contributors to pilot fatigue; whereas, crew chiefs reported frequent time zone changes and poor facilities at stopover points to be their greatest causes of fatigue.

This report is concerned with the transatlantic Air Traffic Control (ATC) data links in the high frequency (HF) band. The report tries to broaden the appropriate communication system concepts by fortifying them with general parametric objectives. While such a broad approach cannot escape practical constraints and reductions, especially in eventual design and implementation stages, it is nevertheless a useful tool here. It leads one to characterize the HF propagation medium more fully. This in turn enables one to conceive data communications outlines with more advanced structures and with emphasis on exploiting the latest technology, both hardware and software. A full study should be beyond this initial effort and incorporate several system alternatives, plus their tradeoffs in terms of objective gains versus system costs. This brief report concludes with a parametric summary of ATC HF channel issues, operational factors, and the importance of performance specification. Pertinent unresolved issues are also listed at the end. (Author)

This publication contains papers presented at the Ninth AFGL Scientific Balloon Symposium, 20 October to 22 October 1976, held at Wentworth By-The-Sea, Portsmouth, New Hampshire. (Author)

'Current Aviation Statistics' is prepared periodically to provide a summary of current aviation statistical information. This report is prepared in the Office of Management Systems, Information and Statistics Division, Information Operations Branch. (Author)

This issue of The Coast Artillery Journal contains the following articles: The Power Industry in Defense Plans; Changes Contemplated in Coast Artillery Memorandum No. 7 for 1928; Training of Coast Artillery; Coast Artillery in Coast Defense; Changing Zones with Mortars; General Officers of the Regular Army. The remainder of the issue contains editorials on coast defense, disarmament, Army in peacetime, America in the World War, transatlantic flight; professional notes on the Sixtieth Coast Artillery, statistics on antiaircraft fire, the 'Grand Misere' of the French Army, citizen's military training camps, news items from the foreign press, changes in road building, safety; Coast Artillery Board notes and book reviews., Published in The Coast Artillery Journal, v67 n2 p97-192, August 1927.

Reprint from glass negative. Label on print verso identifies photographer Kenneth Rogers: "Col. Charles A. Lindbergh is greeted at Candler Field by local dignitaries on his first visit to Atlanta since flying solo across the Atlantic. Atlanta celebrated 'Lindbergh Day,' printed from glass plate. Photo property of Atlanta Journal/Constitution."

Reprint from glass negative. Label on print verso identifies photographer Kenneth Rogers: "Col. Charles A. Lindbergh is greeted at Candler Field by local dignitaries on his first visit to Atlanta since flying solo across the Atlantic. Atlanta celebrated 'Lindbergh Day,' printed from glass plate. Photo property of Atlanta Journal/Constitution."

Reprint from glass negative. Label on print verso identifies photographer Kenneth Rogers: "Col. Charles A. Lindbergh is greeted at Candler Field by local dignitaries on his first visit to Atlanta since flying solo across the Atlantic. Atlanta celebrated 'Lindbergh Day,' printed from glass plate. Photo property of Atlanta Journal/Constitution."

Reprint from glass negative. Label on print verso identifies photographer Kenneth Rogers: "Col. Charles A. Lindbergh is greeted at Candler Field by local dignitaries on his first visit to Atlanta since flying solo across the Atlantic. Atlanta celebrated 'Lindbergh Day,' printed from glass plate. Photo property of Atlanta Journal/Constitution."

Captain Wolfgang Von Gronan, German transatlantic pilot, and his crew are pictured after a safe landing of their flying boat on the waters of Lake Minnetonka in Wayzata bay. L to R: Governor Olson, unidentified, Von Gronan, Albrecht is the radio operator and unidentified.

Captain Wolfgang Von Gronan (right), German transatlantic pilot is met by Governor Olson during a recent stop in Minnesota.

Captain Wolfgang Von Gronan, German transatlantic pilot, and his crew are pictured after a safe landing on the waters of Lake Minnetonka. L to R: Albrecht is the radio operator, Hack is the mechanic, von Roth is the co-pilot and Von Gronan.