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1607th Air Transport Wing

From Wikipedia, the free encyclopedia

1607th Air Transport Wing
Douglas C-133A Cargomaster in flight.jpg
1607th ATW Douglas C-133A Cargomaster 56-2014
Active1953–1966
Country United States
Branch United States Air Force
RoleAirlift
Part ofMilitary Air Transport Service
Garrison/HQDover AFB, Delaware
Motto(s)Robustum Auxilium Latin Powerful Support
Insignia
1607th Air Transport Wing Emblem
436 Military Airlift Wg emblem.png

The 1607th Air Transport Wing is an inactive United States Air Force unit. Its last was assigned to the Eastern Transport Air Force, Military Air Transport Service, stationed at Dover Air Force Base, Delaware. It was inactivated on 8 January 1966.

With the disestablishment of MATS, the assets of the Wing were reassigned to the 436th Military Airlift Wing, Military Airlift Command.

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Transcription

CCUS 11 – War of 1812 Hi, I’m John Green. This is Crash Course U.S. history and today we’re gonna talk about what America’s best at: War. (Libertage.) Uh, Mr. Green, the United States has actually only declared war 5 times in the last 230 years. Oh, Me from the Past, you sniveling literalist. Well, today we’re gonna talk about America’s first declared war, the War of 1812, so called because historians are terrible at naming things. I mean, they could’ve called it the Revolutionary War Part Deux, or the Canadian Cataclysm, or the War to Facilitate Future Wars. But no. They just named it after the year it started. Intro I know this disappoints the military historians among you, but as usual we’re gonna spend more time talking about the causes and effects of the war than the actual, like, killing parts, because ultimately it’s the ambiguity of the War of 1812 that makes it so interesting. The reason most often given for the War of 1812 was the British impressment of American sailors, whereby American sailors would be kidnapped and basically forced into British servitude. This disrupted American shipping. It also seems like a reasonably obvious violation of American sovereignty, but it’s a little more complicated than that. First of all, there were many thousands of British sailors working aboard American ships, so many of the sailors that the British captured were in fact British —which gets to the larger point that citizenship at the time was a pretty slippery concept, especially on the high seas, like papers were often forged and many sailors identified their supposed American-ness through tattoos of, like, Eagles and Flags. And there were several reasons why a British sailor might want to become or pretend to be an American, including that the Brits at the time were fighting Napoleon in what historians, in their infinite creativity, called the Napoleonic Wars. And on that topic, Britain’s impressment policy allowed them both to disrupt American shipping to France and to get new British sailors to strengthen their war effort, which was annoying to the Americans on a couple levels, especially the French loving Republicans, which is a phrase that you don’t hear very often anymore. Another reason often given for the war was America’s crazy conspiratorial Anglophobia. There was even a widespread rumor that British agents were buying up Connecticut sheep in order to sabotage the textile industry! Lest you worry that America’s fascination with conspiracy theories is new. So those pushing for war were known as War Hawks, and the most famous among them was Kentucky’s Henry Clay. They took the impressment of sailors as an affront to American national honor, but they also complained that Britain’s actions were an affront to free trade, by which they meant America’s ability to trade with Europeans other than Great Britain. And, to be fair, the British WERE trying to regulate American trade. They even passed the Orders in Council, which required American ships to dock in Britain and pay tax before trading with other European nations. Britain, we were an independent nation! You can’t do that kind of stuff. We have a special relationship. It’s not that special. But the problem with saying this caused the war is that the Orders had been in effect for 5 years before the war started AND they were rescinded in 1812 before the U.S. declared war, although admittedly we didn’t know about it because it didn’t reach us until after we declared war...there was no Twitter. Another reason for the war was Canada. That’s right, Canada. Americans wanted you, Canada, and who can blame them, with your excellent health care and your hockey and your first-rate national anthem. Stan, this is fun, but enough with the #1812problems. According to Virginia Congressman John Randolph “Agrarian cupidity, not maritime rights urges the war. We have heard but one word … Canada!, Canada!, Canada!” I’m not here to criticize you, John Randolph, but that’s actually three words. Now, some historians disagree with this, but the relentless pursuit of new land certainly fits in with the Jeffersonian model of an agrarian republic. And there’s another factor that figured into America’s decision to go to war: expansion into territory controlled by Native Americans. Oh it’s time for the Mystery Document? The rules here are simple. I try to guess the author of the Mystery Document, usually I’m wrong and I get shocked. Alright, let’s see what we’ve got here. “You want, by your distinctions of Indian tribes, in allotting to each a particular tract of land, to make them to war with each other. You never see an Indian come and endeavor to make the white people do so.” It’s Tecumseh. DROP THE MIC. Is something that I would do except that the mic is actually attached to my shirt, so...there’s no drama in this. It’s clearly a Native American criticism of white people. And I happen to know that that particular one comes from Tecumseh. And I don’t get shocked today! So, it shouldn’t come as a surprise that Americans were continuing to push westward into territory where Indians were living. I mean, this was a big reason for the Louisiana Purchase, after all. By the beginning of the war, more than 400,000 settlers had moved into territories west of the original 13 colonies, and they outnumbered American Indians by a significant margin. Some Native groups responded with a measure of assimilation. Cherokees like John Ross wanted to become more “civilized,” that is more white and farmer-y, and some of them did even adopt such civilized practices as written languages, and slavery. The most civilized practice of all. People are always like, “Why aren’t you more celebratory of American history?” Well, why isn’t there more to celebrate? But, other Indians wanted to resist. The best known of these were the aforementioned Tecumseh and his brother Tenskwatawa – Stan, can you just put it on the screen? Yes, let’s just enjoy looking at that. Right, that’s just for all you visual learners. So he was also known as the Prophet because of his religious teachings (and also because of the pronunciation issues). The Prophet encouraged Indians, especially those living in and around the settlement of Prophetstown, to abandon the ways of the whites, primarily in the form of alcohol and manufactured consumer goods. So stop drinking alcohol and eating refined sugars. This guy sounds like my doctor. Tecumseh was more militant, attempting to revive Neolin’s idea of pan-Indianism and actively resisting white settlement. As he put it. “Sell a country, Why not sell the air, the great sea, as well as the earth? Did not the Great Spirit make them all for the use of his children?” The Americans responded to this reasonable criticism in the traditional manner: with guns. William Henry Harrison destroyed the natives’ settlement at Prophetstown in what would become known as the Battle of Tippecanoe. And he would later ride that fame all the way to the presidency in 1840 and then spoiler alert he would give the longest inauguration address ever, catch a cold, and die 40 days later. Let that be a lesson to you, American politicians. Long speeches: fatal. So, I’ve just painted a pretty negative picture of the Americans’ treatment of the Indians, because it was awful, but I haven’t mentioned how this relates to the War of 1812. The Americans were receiving reports that the British were encouraging Tecumseh, which they probably were. And the important thing to remember here is that the War of 1812, like the 7 Years War and the American Revolution, was also a war against Indians, and as in those other two wars, the Indians were the biggest losers. And not in the cool way of the Biggest Loser where, like, Trainer Bob helps you lose weight, but in the really sad way where your entire civilization gets John C. Calhoun-ed. So, the War of 1812 was the first time that the United States declared war on anybody. It was also the smallest margin of a declaration of war vote, 79-49 in the House and 19-13 in the Senate. Northern states which relied on trade a lot didn’t want to go to war while Southern and Western states, which were more agrarian and wanted expansion to get land for farming – and slavery – did. The closeness of the vote reflects a profound ambivalence about the war. As Henry Adams wrote: “Many nations have gone to war in pure gaiety of the heart, but perhaps the United States were the first to force themselves into a war they dreaded, in the hope that the war itself might create the spirit they lacked.” Don’t worry, Henry Adams, in the future, we’re gonna get pretty gaiety-of-heart-ish about war. Anyway as an actual war, the War of 1812 was something of a farce. Let’s go to the Thought Bubble. The U.S. army numbered 10 to 12 thousand and its officers were “sunk into either sloth, ignorance, or habits of intemperate drinking.” The U.S. Navy had 17 ships; Great Britain had 1000. Also, America had very little money; Britain collected 40 times more tax revenue than the U.S But Britain was busy fighting Napoleon, which is why they didn’t really start kicking America’s butt until 1814 after Napoleon was defeated. Napoleon’s defeat was also the end of the practice of impressment since Britain didn’t need so many sailors anymore. Initially, much of the war consisted of America’s attempts to take Canada, which any map will show you went smashingly. Americans were confident that the Canadians would rush to join the U.S.; when marching from Detroit, General William Hull informed the Canadians that “You will be emancipated from Tyranny and oppression and restored to the dignified station of free men.” And the Canadians were like, “Yeah, we’re okay actually,” and so the British in Canada, with their Indian allies, went ahead and captured Detroit and then forced Hull’s surrender. America’s lack of success in Canada was primarily attributable to terrible strategy. They might have succeeded if they had taken Montreal, but they didn’t want to march through Northern New York because it was full of Federalists who were opposed to the war. Instead they concentrated on the west, that is, the area around Detroit, where fighting went back and forth. The British found much more success, even seizing Washington DC and burning the White House. In the course of the battle, British Admiral George Cockburn, overseeing the destruction of a newspaper printing house, told the forces that took the city: “Be sure that all the Cs are destroyed, so that the rascals cannot any longer abuse my name.” It ’s hard out there for a Cockburn. Thanks Thought Bubble. Given these problems, it’s amazing there were any American successes, but there were. The battleship U.S.S. Constitution broke the myth of British naval invincibility when cannonballs bounced off it and earned it the nickname “Old Ironsides.” Oliver Hazard Perry defeated a British fleet in, of all places, Lake Erie. At the Battle of the Thames, William Henry Harrison defeated Tecumseh. And the battle of Horseshoe Bend showed one of the reasons why Indians were defeated when Andrew Jackson played one group of Creeks against another group of Creeks and Cherokees. 800 Indians were killed in that battle. And speaking of Jackson, the most notable American victory of the war was the Battle of New Orleans, which catapulted him to prominence. He lost only 71 men while inflicting 2036 British casualties. Of course, the most memorable thing about the battle was that it took place two weeks after the peace treaty ending the war had been signed, but hey, that’s not Jackson’s fault. Again, no twitter. #1815problems The Treaty of Ghent, which ended the war proved just how necessary the war had been. (Not at all.) No territory changed hands –when negotiations started in August 1814 the British asked for northern Maine, demilitarization of the Great Lakes, and some territory to create an independent nation for the Indians in the Northwest. But none of that happened, not because the U.S. was in a particularly good negotiating position, but because it would’ve been awkward for Great Britain to carve out pieces of the U.S. and then tell Russia and Prussia that they couldn’t take pieces of Europe for themselves to celebrate their victory in the Napoleonic Wars. There were no provisions in the treaty about impressment or free trade, and basically the treaty returned everything to the status quo. So neither the U.S. nor Britain actually won, but the Indians, who suffered significant casualties and gave up even more territory, definitely lost. So with a treaty like that, the war must have had negligible impact on American history, right? Except no. The War of 1812 confirmed that the U.S. would exist. Britain would never invade America again. Until 1961. I mean, the U.S. were good customers and Great Britain was happy to let them trade as long as that trade wasn’t helping a French dictator. The war launched Andrew Jackson’s career, and solidified the settlement and conquest of land east of the Mississippi River, and our lack of success in Canada reinforced Canadian nationalism while also ensuring that instead of becoming one great nation, we would forever be Canada’s pants. The war also spelled the end of the Federalist Party, which tried in 1815 with the Hartford Convention to change the Constitution. In retrospect the Hartford Convention proposals actually look pretty reasonable: They wanted to eliminate the clause wherein black people were counted as three fifths of a human, and require a 2/3rds congressional majority to declare war. But because they had their convention right before Jackson’s victory at New Orleans, they only came off looking unpatriotic and out-of-touch, as the elite so often do. It’s hard to argue that Americans really won the War of 1812, but we FELT like we won, and nothing unleashes national pride like war-winning. The nationalistic fervor that emerged in the early 19th century was, like most things, good news for some and bad news for others, but what’s important to remember, regardless of whether you’re an American, is that after 1812, the United States saw itself not just as an independent nation, but as a big player on the world stage. For better and for worse, that’s a gig we’ve held onto. And no matter how you feel about America’s international intervention, you need to remember, it didn’t begin in Afghanistan or even Europe; it started with freaking Canada. Thanks for watching. I’ll see you next week. Crash Course is produced and directed by Stan Muller. The script supervisor is Meredith Danko. Our show is written by my high school history teacher, Raoul Meyer, and myself. Our associate producer is Danica Johnson. And our graphics team is Thought Cafe. If you have questions about today’s video, you can ask them in comments where they will be answered by our team of historians. We also accept suggestions for the libertage captions. Thanks for watching Crash Course, and as we say in my hometown, don’t forget to be awesome. Goodbye. Don’t forget to subscribe. CCUS11 War of 1812 -

Contents

History

Following World War II, Dover Air Force Base was reactivated on 1 February 1951 and assigned under the jurisdiction of the Air Defense Command (ADC). At this time the 148th Fighter Interceptor Squadron (FIS) of the Pennsylvania Air National Guard (ANG) was recalled to active duty from Reading Air Force Base and assigned to Dover. On 1 February 1952, the 80th Air Base Squadron was activated at Dover to provide housekeeping duties for the four tenant units that had arrived on the base by that date. They were the 148th Fighter Interceptor Squadron, the 1737th Ferrying Squadron, Detachment 1909-6 Airways and Communications Services and Detachment 4, 9th Weather Group.

On 1 April 1952, the Military Air Transport Service (MATS) assumed command jurisdiction of the base. Concurrent with this action, the 80th Air Base Squadron was relieved of assignment to ADC and assigned to MATS, with further assignment to the Atlantic Division (MATS), headquartered at Westover AFB, Massachusetts; which in 1958, was re-designated as the Eastern Transport Air Force (EASTAF) and moved to McGuire Air Force Base, New Jersey. In addition, Congress appropriated $25 million to expand and transform Dover Air Force Base into a supplemental east coast port of embarkation for MATS and as a Foreign Clearing Base for ferrying flights headed to Europe, the Caribbean, and to the countries of the north.

On 1 August 1953, the 80th Air Base Squadron was inactivated and reverted to the control of the Department of the Air Force. Concurrent with this action, four units of the Atlantic Division were organized at Dover, the 1607th Air Base Group (ABG), the 1607th Air Base Squadron, the 1607th Maintenance and Supply Squadron and the 1607th Medical Squadron.

On 18 November 1953, the first two transport squadrons, the 1st Air Transport Squadron (ATS) and the 21st Air Transport Squadron (ATS), “Medium”, which flew the Douglas C-54G, were reconstituted, re-designated and assigned to the 1607th Air Base Group. This would be the nucleus of the 1607th Air Transport Wing (ATW). On 22 December 1953, the Secretary of the Air Force designated Dover Air Force Base as a permanent military installation.

On 1 January 1954, the 1607th Air Transport Wing was designated, assigned to Atlantic Division MATS, and organized at Dover Air Force Base. By the same orders the 1607th Air Transport Group (ATG) was designated and organized in preparation for the start of transport mission operations from the base.

On 15 February 1954, the 39th, and the 45th Air Transport Squadrons, were reconstituted and assigned to the 1607th Air Transport Group. The 39th Air Transport Squadron was subsequently designated “Medium” and the 45th Air Transport Squadron was designated as a “Heavy” squadron, indicating the type of aircraft that was and would be assigned to these units. The initial transport mission of the newly activated Air Transport Group was accomplished when a C-54 operated by the 1st Air Transport Squadron (Medium) delivered a 9,000 pound radio mast to Harmon Field, Newfoundland. On 8 March 1954, the 40th Air Transport Squadron (Heavy) was reconstituted and assigned to the Wing. On 1 May 1954, the first Douglas C-124 Globemaster II arrived at Dover and on 12 June the 45th Air Transport Squadron flew the first C-124 “heavy” transport mission, airlifting five engines to Harmon Field, Newfoundland and a 12,000 pound spool of cable to Torbay Air Base, Newfoundland.

On 8 September 1954, the 1st and 21st Air Transport Squadrons were re-designated from “Medium” to “Heavy” transport units, respectively as the C-54s assigned to these units were replaced with the C-124. On 20 September 1954, the 1607th Air Transport Wing and its headquarters were re-designated the 1607th Air Transport Wing (Heavy). The same order added “Heavy” to the designation of the 1607th Air Transport Group.

Headquarters 1607th Air Transport Wing, about 1960
Headquarters 1607th Air Transport Wing, about 1960
1607th Air Transport Wing Operations Center, about 1960
1607th Air Transport Wing Operations Center, about 1960
C-133 Cargomaster aircraft in hangars for maintenance, about 1960
C-133 Cargomaster aircraft in hangars for maintenance, about 1960
C-124 Globemaster II engine maintenance
C-124 Globemaster II engine maintenance

Throughout the years there were many changes to the organizations under the 1607th Air Transport Wing. In 1955, C-124 units such as the 15th, the 20th and the 31st Air Transport Squadrons were relocated from Westover Air Force Base, Massachusetts when MATS closed its facilities there. Along with the relocation of these units both the 21st and 45th Air Transport Squadrons were inactivated. The 40th was inactivated in December 1960 and its personnel were absorbed into the other units. With the arrival of the Douglas C-133 Cargomaster in 1957, the 39th Air Transport Squadron was re-designated a C-133 unit with the 1st Air Transport Squadron to follow in 1960.

The most significant reorganization occurred on 18 January 1963, when the wing was reorganized under the MATS dual deputy concept of operations. This reorganization resulted in the discontinuance of the 1607th Air Transport Group (Heavy) and the 1607th Maintenance Group, transferring their responsibilities to a Deputy Commander for Operations (DCO), a Deputy Commander for Material (DCM) and the 1607th Air Base Group (ABG). In November 1964, the Secretary of Defense announced that eighty Department of Defense activities within the United States would be reduced or discontinued and that a troop carrier squadron would be transferred to Dover Air Force Base. Thus, in January 1965, the 15th Air Transport Squadron would inactivate along with the activation of the 9th Troop Carrier Squadron. Both the 20th and the 31st Air Transport Squadrons followed suit and were re-designated as troop carrier squadrons. This designation would be temporary for the 20th, as it would revert to its previous designation as a transport squadron. On 1 February 1965, MATS announced that Dover was selected as one of four bases where the Lockheed C-141 Starlifter would be tested under a program called “Lead the Force”. The first C-141 arrived at Dover Air Force Base on 18 August 1965 and was assigned to the 20th Air Transport Squadron.

The initial mission of the 1607th Air Transport Wing (Heavy) was “to command, operate, administer and maintain Dover Air Force Base and such organizations, installations and facilities as may be assigned by proper authority for the purpose of transporting by air, personnel, material, mail, strategic materials and other cargoes for all agencies of the Department of Defense (DOD) and as authorized for other government agencies of the United States, subject to priorities and policies established by higher headquarters.”

The mission responsibilities of the Wing were later expanded considerably. In the following years, the 1607th Air Transport Wing assumed the additional responsibility for logistical airlift operations including unit deployment, airdrop supply, air landed supply, scheduled and nonscheduled airlift, as well as joint airborne operations and training to include the capability for airdrop of personnel and cargo.

As a unit of the Military Air Transport Service, the 1607th Air Transport Wing had its share of responsibilities in major joint mobility exercises and global operations conducted during the “Cold War.” Examples include: Big Slam/Puerto Pine, March 1960, was an exercise that deployed 22,000 combat Army troops and 12,000 tons of gear from stateside bases to Ramey AFB and Roosevelt Roads Naval Air Station, Puerto Rico; Check Mate II, September 1961, involved the deployment of the 101st Airborne Division from Fort Campbell, Kentucky to bases in Europe; Southern Express, October 1962, a NATO exercise which involved airlifting troops from central Europe to northern Greece; Big Lift, October 1963, the deployment of a full Army division from Texas to West Germany; The Cuban Missile Crisis, October 1962. In support of President John F. Kennedy’s decision to blockade Cuba, Dover Air Force Base was called upon to support the build-up of forces in the southeastern United States. The Wing and its aircrews worked at peak capacity airlifting troops and supplies from bases throughout the country to Florida and Guantanamo Bay. History shows that we were within 36 hours of a nuclear confrontation with the Soviet Union; the Congo Airlift, also known as Operation “New Tape,” was, at the time, history's longest lasting operational airlift, lasting 3 1/2 years, from 1960 to 1964; Operation Good Hope, September 1957, the airlift of arms support to Jordan. Forty vehicles equipped with 109 mm weapons were carried in five C-124s that flew in formation from Dhahran, Saudi Arabia to Amman, Jordan; Project ICE CUBE, May 1955, supported the construction of the Distant Early Warning Line in northern Canada; Polar Strike, January 1965, was conducted to evaluate U.S. STRICOM's ability to reinforce the Alaskan Command.

During the years what seemed impossible to many was considered routine day-to-day operations to the aircrews of the 1607th Air Transport Wing. In December 1958, a Dover AFB C-133 airlifted the heaviest load in the history of aviation when it carried 118,000 pounds of cargo to an altitude of 10,000 feet, breaking the former world record held by a Soviet Tupolev Tu-104 “Camel”; on 7 February 1960, a Dover C-124 with a 15th Air Transport Squadron aircrew flew a record breaking non-stop flight from Hickam AFB, Hawaii to Dover AFB in eighteen hours and forty minutes; a C-124 of the 1st Air Transport Squadron was assigned temporary duty to the 54th Air Rescue Squadron at Goose Bay, Labrador to aid in the rescue of 26 passengers and 8 crew members of a Norwegian vessel ice bound off the coast of Greenland; in March 1956, 22,000 pounds of emergency polio equipment and supplies were airlifted to Buenos Aires to help combat a polio outbreak; the AMIGO Airlift, mercy missions to Santiago, Chile in May 1960, when an earthquake literally re-made parts of that country; in 1962, the four month round the world tour of John Glenn’s space capsule Friendship 7 ; many re-supply missions from Thule Air Base, Greenland to the northern most weather outposts at Nord, Greenland and Alert, both within just some 500 miles of the North Pole; the delivery of a telespectrograph to Ascension Island in support of the space project FIRE. It was the first time such an instrument was airlifted as a complete unit; the airlift of supplies and emergency equipment to Alaska after an earthquake struck that state in March 1964; the presidential support mission of John F. Kennedy, in July 1963, when he spoke the famous words “Ich Bin Ein Berliner,” at the Berlin Wall. These are but a few of the approximate 75 significant events added to the normal day to day global airlift operations, of which the 1607th Air Transport Wing was involved. During its twelve-year history at Dover, the 1607th ATW accumulated 1,076,483 transport flying hours or an approximate equivalent distance of 235 million nautical miles.

The 1607th Air Transport Wing (Heavy) was assigned to the Military Air Transport Service (MATS) throughout its history and, on 8 January 1966, the 1607th was discontinued and the 436th Military Airlift Wing was activated when the Military Air Transport Service (MATS) was replaced by the Military Airlift Command (MAC). The 1st, 20th, and 39th Air Transport Squadrons “Heavy” and the 9th and 31st Troop Carrier Squadrons “Heavy” were all re-designated as Military Airlift Squadrons.

There were 70 heavy transport aircraft assigned, on 8 January 1966, with over 8,000 military and civilian personnel. Its C-124 Globemasters, C-133 Cargomasters and the newly acquired C-141 Starlifters maintained a D-Day state of readiness to airlift men and material for the United States and allied military forces whenever and wherever needed. In addition, the Wing's mercy airlifts to nations suffering natural disasters, and its United Nations airlift effort in the Democratic Republic of the Congo and other areas of the world, bolstered US national policy in the Cold War.

Lineage

  • Designated as the 1607th Air Transport Wing (Heavy) and activated on 1 February 1952
Organized on 1 Jaanuary 1954[1]
Discontinued on 8 January 1966[1]

Components

Groups

  • 1607th Air Transport Group, 1 January 1954 – 18 January 1963

Squadrons

Stations

Aircraft

Commanders

  • Col Paul A. Zartman, 1 Jan 1954-22 June 1954
  • Col Alfred H. Dehle, 23 June 1954–27 Jul 1954
  • Brig Gen Francis C. Gideon, 28 Jul 1954–25 Aug 1958
  • Col Andrew B. Cannon, 26 Aug 1958–31 Aug 1958
  • Brig Gen Robert J. Goewey, 1 Sep 1958–29 Aug 1960
  • Col Whiteford C. Mauldin, 30 Aug 1960–30 Jun 1964
  • Col David E. Daniel, 1 Jul 1964–6 Apr 1965
  • Brig Gen John B. Wallace, 7 Apr 1965–8 Jan 1966

References

Notes

  1. ^ a b See Mueller, p. 114 (dates at Dover AFB).
  2. ^ Mueller, p. 114

Bibliography

 This article incorporates public domain material from the Air Force Historical Research Agency website http://www.afhra.af.mil/.

  • Mueller, Robert (1989). Air Force Bases, Vol. I, Active Air Force Bases Within the United States of America on 17 September 1982 (PDF). Washington, DC: Office of Air Force History. ISBN 0-912799-53-6.
  • Hist (U), 1607 OIS/HO, “January 1954 – December 1964, Compilation History, 1607th Air Transport Wing Heavy, Volume I,” ca. 1965.
  • Hist (U), 1607 OIS/HO, “January – June 1965, Semi-Annual Periodic History, 1607th Air Transport Wing Heavy, Volume I,” ca. 1965.
  • Hist (U), 1607 OIS/HO, “July – December 1965, Semi-Annual Periodic History, 1607th Air Transport Wing Heavy, Volume I,” ca. 1966.
  • Paper (U), USAF AETC AFHRA/RSO, “Lineage and Honors of the 1607th Air Transport Wing,” 12 Jul 2000.
  • Archives, Air Mobility Command Museum.
  • USAFHRA search 1607th Air Transport
This page was last edited on 8 July 2019, at 12:23
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