https://en.wikipedia.org/wiki/1935_Labor_Day_hurricane


Weather Bureau surface weather map of the hurricane moving up the west coast of Florida

The 1935 Labor Day hurricane (formally known as Hurricane Three) was one of the most intense Atlantic hurricanes to make U.S. landfall on record in terms of pressure, and is estimated to be one of the the strongest landfalling Atlantic hurricanes in terms of maximum sustained winds, with winds of up to or exceeding 200 mph. This estimate is based on damage data recorded by NOAA, as official wind reports weren’t collected due to the fact the hurricane destroyed the anemometers at landfall. It was also the most intense Atlantic hurricane on record until Hurricane Gilbert in 1988. The fourth tropical cyclone, third tropical storm, second hurricane, and second major hurricane of the 1935 Atlantic hurricane season, the Labor Day hurricane was the first known Category 5 hurricane on record to strike the contiguous United States.

The hurricane intensified rapidly, passing near Long Key on the evening of Monday, September 2. The region was swept by a massive storm surge as the eye passed over the area. The waters quickly receded after carving new channels connecting the bay with the ocean; however, gale-force winds and high seas persisted into Tuesday, preventing rescue efforts. The storm continued northwestward along the Florida west coast, weakening before its second landfall near Cedar Key, Florida, on September 4.

The compact and intense hurricane caused catastrophic damage in the upper Florida Keys, as a storm surge of approximately 18 to 20 feet (5.5 to 6.1 m) swept over the low-lying islands. The hurricane's strong winds and the surge destroyed nearly all the structures between Tavernier and Marathon. The town of Islamorada was obliterated. Portions of the Key West Extension of the Florida East Coast Railway were severely damaged or destroyed. The hurricane also caused additional damage in northwest Florida, Georgia, and the Carolinas.

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Impact
Three ships ran afoul of the storm. "The Danish motorship Leise Maersk was carried over Alligator Reef and grounded nearly 4 miles beyond, after being totally disabled by the wind and sea, with engine room flooded." This was just offshore of Upper Matecumbe Key. No one died and the ship was salvaged on Sept. 20. "The American tanker Pueblo drifted helplessly in the storm from 2 to 10 pm of September 2; she went out of control near 24°40?N 80°25?W, and was carried completely around the storm center, finding herself in 8 hours about 25 miles northeastward of her original position, and just barely able to claw off Molasses Reef." However, the ship that made the headlines was the American steamship Dixie out of New Orleans, with a crew of 121 and 229 passengers. It ran aground on French Reef, near Key Largo, without loss of life. It was re-floated on September 19 and towed to New York.


Florida East Coast Railway Overseas Railroad relief train derailed near Islamorada, Florida, during the 1935 Labor Day hurricane.

On Upper Matecumbe Key, near Islamorada, an eleven-car evacuation train encountered a powerful storm surge topped by cresting waves. Eleven cars[28] were swept from the tracks, leaving only the locomotive and tender upright and still on the rails. Remarkably, everyone on the train survived.[29] The locomotive and tender were both barged back to Miami several months later.

The hurricane left a path of near-total destruction in the Upper Keys, centered on what is today the village of Islamorada. The eye of the storm passed a few miles to the southwest creating a calm of about 40 minutes duration over Lower Matecumbe and 55 minutes (9:20–10:15 PM) over Long Key. At Camp #3 on Lower Matecumbe the surge arrived near the end of the calm with the wind close behind. Nearly every structure was demolished, and some bridges and railway embankments were washed away. The links—rail, road, and ferry boats—that chained the islands together were broken. The main transportation route linking the Keys to mainland Florida had been a single railroad line, the Florida Overseas Railroad portion of the Florida East Coast Railway. The Islamorada area was devastated, although the hurricane's destructive path was narrower than most tropical cyclones. Its eye was eight miles (13 km.) across and the fiercest winds extended 15 miles (24 km.) off the center, less than 1992's Hurricane Andrew, which was also a relatively small and catastrophic Category 5 hurricane. Craig Key, Long Key, and Upper Matecumbe and Lower Matecumbe Keys suffered the worst. The storm caused wind and flood damage along the Florida panhandle and into Georgia, and significant damage to the Tampa Bay Area. After the third day of the storm corpses swelled and split open in the subtropical heat, according to rescue workers. Public health officials ordered plain wood coffins holding the dead to be stacked and burned in several locations. The National Weather Service estimated 408 deaths from the hurricane. Bodies were recovered as far away as Flamingo and Cape Sable on the southwest tip of the Florida mainland.

The United States Coast Guard and other federal and state agencies organized evacuation and relief efforts. Boats and airplanes carried injured survivors to Miami. The railroad was never rebuilt, but temporary bridges and ferry landings were under construction as soon as materials arrived. On March 29, 1938, the last gap in the Overseas Highway linking Key West to the mainland was completed. The new highway incorporated the roadbed and surviving bridges of the railway.

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https://en.wikipedia.org/wiki/Japanese_Instrument_of_Surrender


Representatives of the Empire of Japan stand aboard USS Missouri prior to signing of the Instrument of Surrender

The Japanese Instrument of Surrender was the written agreement that formalized the surrender of the Empire of Japan, marking the end of hostilities in World War II. It was signed by representatives from the Empire of Japan, the United States of America, the Republic of China, the United Kingdom of Great Britain and Northern Ireland, the Union of Soviet Socialist Republics, the Commonwealth of Australia, the Dominion of Canada, the Provisional Government of the French Republic, the Kingdom of the Netherlands, and the Dominion of New Zealand. The signing took place on the deck of USS Missouri in Tokyo Bay on September 2, 1945.

The date is sometimes known as Victory over Japan Day, although that designation more frequently refers to the date of Emperor Hirohito's Gyokuon-hōsō (Imperial Rescript of Surrender), the radio broadcast announcement of the acceptance of the terms of the Potsdam Declaration at noon Japan Standard Time on August 15.

Surrender ceremony


Japanese Foreign Minister Mamoru Shigemitsu signing the Instrument of Surrender on behalf of the Japanese Government, formally ending World War II


General of the Army Douglas MacArthur signing the Instrument of Surrender on behalf of the Allied Powers

The ceremony aboard the deck of the Missouri lasted 23 minutes and was broadcast throughout the world. The instrument was first signed by the Japanese foreign minister Mamoru Shigemitsu "By Command and on behalf of the Emperor of Japan and the Japanese Government" (9:04 am). General Yoshijirō Umezu, Chief of the Army General Staff, then signed the document "By Command and on behalf of the Japanese Imperial General Headquarters" (9:06 am). The Japanese representatives present for the signing were the following:

Foreign Minister Mamoru Shigemitsu
General Yoshijirō Umezu, Chief of the Army General Staff
Major General Yatsuji Nagai
Katsuo Okazaki (Foreign Ministry)
Rear Admiral Tadatoshi Tomioka
Toshikazu Kase (Foreign Ministry)
Lt. General Suichi Miyakazi
Rear Admiral Ichiro Yokoyama
Saburo Ota (Foreign Ministry)
Captain Katsuo Shiba (Navy)
Colonel Kaziyi Sugita

At 9:08 a.m., U.S. General of the Army Douglas MacArthur, the Commander in the Southwest Pacific and Supreme Commander for the Allied Powers, accepted the surrender on behalf of the Allied Powers and signed in his capacity as Supreme Commander.

After MacArthur's signature as Supreme Commander, the following representatives signed the instrument of surrender on behalf of each of the Allied Powers:

Fleet Admiral Chester Nimitz for the United States (9:12 a.m.)
General Hsu Yung-chang for China (9:13 a.m.)
Admiral Sir Bruce Fraser for the United Kingdom (9:14 a.m.)
Lieutenant General Kuzma Derevyanko for the Soviet Union (9:16 a.m.)
General Sir Thomas Blamey for Australia (9:17 a.m.)
Colonel Lawrence Moore Cosgrave for Canada (9:18 a.m.)
Général de Corps d'Armée Philippe Leclerc de Hauteclocque for France (9:20 a.m.)
Lieutenant Admiral C. E. L. Helfrich for the Netherlands (9:21 a.m.)
Air Vice-Marshal Leonard M. Isitt for New Zealand (9:22 a.m.)

The UK invited Dominion governments to send representatives to the ceremony as subordinates to its own. MacArthur supported the government of Australia's demand to attend and sign separately from the UK, although Australia objected to his recommendation that Canada, the Netherlands, and France also sign the document.

On September 6, Colonel Bernard Theilen took the document and an imperial rescript to Washington, D.C., and presented them to President Harry S. Truman in a formal White House ceremony the following day. The documents were then exhibited at the National Archives.

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Plaque in the deck of the Missouri marking the location of the signing

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https://en.wikipedia.org/wiki/Emma_Nutt



Emma Nutt (July 1860 – 1915) became the world's first female telephone operator on September 1, 1878, when she started working for the Edwin Holmes Telephone Despatch [sic] Company (or the Boston Telephone Dispatch Company) in Boston, Massachusetts, U.S.

Life and career
In January 1878, the Boston Telephone Dispatch Company had started hiring boys as telephone operators, starting with George Willard Croy. Boys (reportedly including Nutt's husband) had been very successful as telegraphy operators, but their attitude (lack of patience) and behavior (pranks and cursing) were unacceptable for live phone contact, so the company began hiring women operators instead. Thus, on September 1, 1878, Nutt was hired, starting a career that lasted between 33 and 37 years, ending with her retirement sometime between 1911 and 1915. A few hours after Nutt started working, her sister Stella became the world's second female telephone operator, also making the pair the first two sister telephone operators in history. Unlike her sister, Stella only remained on the job for a few years.

The customer response to her soothing, cultured voice and patience was overwhelmingly positive, so boys were soon replaced by women. In 1879 these included Bessie Snow Balance, Emma Landon, Carrie Boldt, and Minnie Schumann, the first female operators in Michigan.

Nutt was hired by Alexander Graham Bell, who is credited with inventing the first practical telephone; apparently she changed jobs from a local telegraph office. She was paid a salary of $10 per month for a 54-hour week. Reportedly, she could remember every number in the telephone directory of the New England Telephone Company.

To be an operator, a woman had to be unmarried and between the ages of seventeen and twenty-six. She had to look prim and proper, and have arms long enough to reach the top of the tall telephone switchboard. Like many other American businesses at the turn of the century, telephone companies discriminated against people from certain ethnic groups and races. For instance, African-American and Jewish women were not allowed to become operators.

Commemoration


This scene from "Bold Experiment – the Telephone Story", depicts the first women operators, Emma and Stella Nutt, working alongside boy operators at the Edwin Holmes Telephone Despatch Co. Boston, Massachusetts in 1878.

"EMMA", a synthesized speech attendant system created by Preferred Voice and Philips Electronics is named in her honor.

1 September is unofficially commemorated as Emma M. Nutt Day.

https://en.wikipedia.org/wiki/Korean_Air_Lines_Flight_007


HL7442, the aircraft that was shot down, at Honolulu in 1981. The aircraft in front of it crashed as Centurion Air Cargo Flight 164 25 years later

Korean Air Lines Flight 007 (also known as KAL007 and KE007) was a scheduled Korean Air Lines flight from New York City to Seoul via Anchorage, Alaska. On 1 September 1983, the South Korean airliner servicing the flight was shot down by a Soviet Su-15 interceptor. The Boeing 747 airliner was en route from Anchorage to Seoul, but deviated from its original planned route and flew through Soviet prohibited airspace about the time of a U.S. aerial reconnaissance mission. The Soviet Air Forces treated the unidentified aircraft as an intruding U.S. spy plane, and proceeded to destroy it with air-to-air missiles, after firing warning shots which were likely not seen by the KAL pilots. The Korean airliner eventually crashed in the sea near Moneron Island west of Sakhalin in the Sea of Japan. All 269 passengers and crew aboard were killed, including Larry McDonald, a United States Representative from Georgia. The Soviets found the wreckage under the sea on September 15, and found the flight recorders in October, but this information was kept secret until 1993.

The Soviet Union initially denied knowledge of the incident, but later admitted shooting down the aircraft, claiming that it was on a MASINT spy mission. The Politburo of the Communist Party of the Soviet Union said it was a deliberate provocation by the United States to probe the Soviet Union's military preparedness, or even to provoke a war. The White House accused the Soviet Union of obstructing search and rescue operations. The Soviet Armed Forces suppressed evidence sought by the International Civil Aviation Organization (ICAO) investigation, such as the flight recorders, which were released ten years later, after the dissolution of the Soviet Union.

The incident was one of the most tense moments of the Cold War and resulted in an escalation of anti-Soviet sentiment, particularly in the United States.

As a result of the incident, the United States altered tracking procedures for aircraft departing from Alaska. The interface of the autopilot used on airliners was redesigned to make it more ergonomic. In addition, the incident was one of the most important events that prompted the Reagan administration to allow worldwide access to the United States Global Positioning System (GPS).

Details of the flight
The aircraft flying as Korean Air Lines Flight 007 was a Boeing 747-230B registered HL7442. The aircraft departed Gate 15 of John F. Kennedy International Airport, New York City on August 31, 1983, at 00:25 EDT (04:25 UTC), bound for Gimpo International Airport in Gangseo District, Seoul, 35 minutes behind its scheduled departure time of 23:50 EDT, August 30 (03:50 UTC, August 31). The flight was carrying 246 passengers and 23 crew members. After refueling at Anchorage International Airport in Anchorage, Alaska, the aircraft, piloted on this leg of the journey by captain Chun Byung-in, first officer Son Dong-hui and Flight Engineer Kim Eui-dong, departed for Seoul at 04:00 AHDT (13:00 UTC) on August 31, 1983.

The aircrew had an unusually high ratio of crew to passengers, as six deadheading crew were on board. Twelve passengers occupied the upper deck first class, while in business class almost all of the 24 seats were taken; in economy class, approximately 80 seats were empty. There were 22 children under the age of 12 years aboard. 130 passengers planned to connect to other destinations such as Tokyo, Hong Kong, and Taipei.


Congressman Larry McDonald

United States Congressman Larry McDonald from Georgia, who at the time was also the second president of the conservative John Birch Society, was on the flight. Senator Jesse Helms of North Carolina, Senator Steve Symms of Idaho, and Representative Carroll Hubbard of Kentucky (who cancelled his reservations for the trip at the last moment) were aboard sister flight KAL 015, which flew 15 minutes behind KAL 007; they were headed, along with McDonald on KAL 007, to Seoul, South Korea, in order to attend the ceremonies for the thirtieth anniversary of the U.S.–South Korea Mutual Defense Treaty.[18] The Soviets contended former U.S. president Richard Nixon was to have been seated next to Larry McDonald on KAL 007 but that the CIA warned him not to go, according to the New York Post and Telegraph Agency of the Soviet Union (TASS); this was denied by Nixon.

Flight deviation from assigned route
After taking off from Anchorage, the flight was instructed by air traffic control (ATC) to turn to a heading of 220 degrees. Approximately 90 seconds later, ATC directed the flight to "proceed direct Bethel when able". Upon arriving over Bethel, Alaska, KAL 007 entered the northernmost of five 50-mile (80 km) wide airways, known as the NOPAC (North Pacific) routes, that bridge the Alaskan and Japanese coasts. KAL 007's particular airway, R-20 (Romeo Two Zero), passes just 17.5 miles (28.2 km) from what was then Soviet airspace off the coast of the Kamchatka Peninsula.

The autopilot system used at the time had four basic control modes: HEADING, VOR/LOC, ILS, and INS. The HEADING mode maintained a constant magnetic course selected by the pilot. The VOR/LOC mode maintained the plane on a specific course, transmitted from a VOR (VHF omnidirectional range, a type of short-range radio signal transmitted from ground beacons) or Localizer (LOC) beacon selected by the pilot. The ILS (instrument landing system) mode caused the plane to track both vertical and lateral course beacons, which led to a specific runway selected by the pilot. The INS (inertial navigation system) mode maintained the plane on lateral course lines between selected flight plan waypoints programmed into the INS computer.

When the INS navigation systems were properly programmed with the filed flight plan waypoints, the pilot could turn the autopilot mode selector switch to the INS position and the plane would then automatically track the programmed INS course line, provided the plane was headed in the proper direction and within 7.5 miles (12.1 km) of that course line. If, however, the plane was more than 7.5 miles (12.1 km) from the flight-planned course line when the pilot turned the autopilot mode selector from HEADING to INS, the plane would continue to track the heading selected in HEADING mode as long as the actual position of the plane was more than 7.5 miles (12.1 km) from the programmed INS course line. The autopilot computer software commanded the INS mode to remain in the "armed" condition until the plane had moved to a position less than 7.5 miles (12.1 km) from the desired course line. Once that happened, the INS mode would change from "armed" to "capture" and the plane would track the flight-planned course from then on.

The HEADING mode of the autopilot would normally be engaged sometime after takeoff to comply with vectors from ATC, and then after receiving appropriate ATC clearance, to guide the plane to intercept the desired INS course line.

The Anchorage VOR beacon was not operational because of maintenance. The crew received a NOTAM (Notice to Airmen) of this fact, which was not seen as a problem, as the captain could still check his position at the next VORTAC beacon at Bethel, 346 miles (557 km) away. The aircraft was required to maintain the assigned heading of 220 degrees, until it could receive the signals from Bethel, then it could fly direct to Bethel, as instructed by ATC, by centering the VOR "to" course deviation indicator (CDI) and then engaging the auto pilot in the VOR/LOC mode. Then, when over the Bethel beacon, the flight could start using INS mode to follow the waypoints that make up route Romeo-20 around the coast of the U.S.S.R. to Seoul. The INS mode was necessary for this route, since after Bethel the plane would be mostly out of range from VOR stations.


A simplified CIA map showing divergence of planned and actual flight paths

At about 10 minutes after take-off, KAL 007, flying on a heading of 245 degrees, began to deviate to the right (north) of its assigned route to Bethel, and continued to fly on this constant heading for the next five and a half hours.

International Civil Aviation Organization (ICAO) simulation and analysis of the flight data recorder determined that this deviation was probably caused by the aircraft's autopilot system operating in HEADING mode, after the point that it should have been switched to the INS mode. According to the ICAO, the autopilot was not operating in the INS mode either because the crew did not switch the autopilot to the INS mode (shortly after Cairn Mountain), or they did select the INS mode, but the computer did not transition from INERTIAL NAVIGATION ARMED to INS mode because the aircraft had already deviated off track by more than the 7.5 miles (12.1 km) tolerance permitted by the inertial navigation computer. Whatever the reason, the autopilot remained in the HEADING mode, and the problem was not detected by the crew.

At 28 minutes after takeoff, civilian radar at Kenai Peninsula on the eastern shore of Cook Inlet and with radar coverage 175 miles (282 km) west of Anchorage, tracked KAL 007 5.6 miles (9.0 km) north of where it should have been.

When KAL 007 did not reach Bethel at 50 minutes after takeoff, a military radar at King Salmon, Alaska, tracked KAL 007 at 12.6 nautical miles (23.3 km) north of where it should have been. There is no evidence to indicate that civil air traffic controllers or military radar personnel at Elmendorf Air Force Base (who were in a position to receive the King Salmon radar output) were aware of KAL 007's deviation in real-time, and therefore able to warn the aircraft. It had exceeded its expected maximum deviation sixfold, 2 nautical miles (3.7 km) of error being the maximum expected drift from course if the inertial navigation system was activated.

KAL 007's divergence prevented the aircraft from transmitting its position via shorter range very high frequency radio (VHF). It therefore requested KAL 015, also en route to Seoul, to relay reports to air traffic control on its behalf. KAL 007 requested KAL 015 to relay its position three times. At 14:43 UTC, KAL 007 directly transmitted a change of estimated time of arrival for its next waypoint, NEEVA, to the international flight service station at Anchorage, but it did so over the longer range high frequency radio (HF) rather than VHF. HF transmissions are able to carry a longer distance than VHF, but are vulnerable to electromagnetic interference and static; VHF is clearer with less interference, and preferred by flight crews. The inability to establish direct radio communications to be able to transmit their position directly did not alert the pilots of KAL 007 of their ever-increasing divergence[26] and was not considered unusual by air traffic controllers. Halfway between Bethel and waypoint NABIE, KAL 007 passed through the southern portion of the North American Aerospace Defense Command buffer zone. This zone is north of Romeo 20 and off-limits to civilian aircraft.

Some time after leaving American territorial waters, KAL Flight 007 crossed the International Date Line, where the local date shifted from August 31, 1983, to September 1, 1983.

KAL 007 continued its journey, ever increasing its deviation—60 nautical miles (110 km) off course at waypoint NABIE, 100 nautical miles (190 km) off course at waypoint NUKKS, and 160 nautical miles (300 km) off course at waypoint NEEVA—until it reached the Kamchatka Peninsula.

Shootdown


A Soviet Sukhoi Su-15 interceptor

In 1983, Cold War tensions between the United States and Soviet Union had escalated to a level not seen since the Cuban Missile Crisis because of several factors. These included the United States' Strategic Defense Initiative, its planned deployment of the Pershing II weapon system in Europe in March and April, and FleetEx '83-1, the largest naval exercise held to date in the North Pacific.[30] The military hierarchy of the Soviet Union (particularly the old guard led by Soviet General Secretary Yuri Andropov and Minister of Defence Dmitry Ustinov) viewed these actions as bellicose and destabilizing; they were deeply suspicious of U.S. President Ronald Reagan's intentions and openly fearful he was planning a pre-emptive nuclear strike against the Soviet Union. These fears culminated in RYAN, the code name for a secret intelligence-gathering program initiated by Andropov to detect a potential nuclear sneak attack which he believed Reagan was plotting.

Aircraft from USS Midway and USS Enterprise repeatedly overflew Soviet military installations in the Kuril Islands during FleetEx '83, resulting in the dismissal or reprimanding of Soviet military officials who had been unable to shoot them down. On the Soviet side, RYAN was expanded. Lastly, there was a heightened alert around the Kamchatka Peninsula at the time KAL 007 was in the vicinity, because of a Soviet missile test at the Kura Missile Test Range that was scheduled for the same day. A United States Air Force Boeing RC-135 reconnaissance aircraft flying in the area was monitoring the missile test off the peninsula.

At 15:51 UTC, according to Soviet sources, KAL 007 entered the restricted airspace of the Kamchatka Peninsula. The buffer zone extended 200 kilometres (120 mi) from Kamchatka's coast and is known as a flight information region (FIR). The 100-kilometre (62 mi) radius of the buffer zone nearest to Soviet territory had the additional designation of prohibited airspace. When KAL 007 was about 130 kilometres (81 mi) from the Kamchatka coast, four MiG-23 fighters were scrambled to intercept the Boeing 747.

Significant command and control problems were experienced trying to vector the fast military jets onto the Boeing before they ran out of fuel. In addition, pursuit was made more difficult, according to Soviet Air Force Captain Aleksandr Zuyev, who defected to the West in 1989, because ten days before Arctic gales had knocked out the key warning radar on the Kamchatka Peninsula. Furthermore he stated that local officials responsible for repairing the radar lied to Moscow, falsely reporting that they had successfully fixed the radar. Had this radar been operational, it would have enabled an intercept of the stray airliner roughly two hours earlier with plenty of time for proper identification as a civilian aircraft. But instead, the unidentified jetliner crossed over the Kamchatka Peninsula back into international airspace over the Sea of Okhotsk without being intercepted. In his explanation to 60 Minutes, Zuyev stated:

Some people lied to Moscow, trying to save their ass.

The Commander of the Soviet Far East District Air Defense Forces, General Valery Kamensky, was adamant that KAL 007 was to be destroyed even over neutral waters but only after positive identification showed it not to be a passenger plane. His subordinate, General Anatoly Kornukov, commander of Sokol Air Base and later to become commander of the Russian Air Force, insisted that there was no need to make positive identification as "the intruder" had already flown over the Kamchatka Peninsula.

General Kornukov (to Military District Headquarters-Gen. Kamensky): (5:47) "...simply destroy [it] even if it is over neutral waters? Are the orders to destroy it over neutral waters? Oh, well."
Kamensky: "We must find out, maybe it is some civilian craft or God knows who."
Kornukov: "What civilian? [It] has flown over Kamchatka! It [came] from the ocean without identification. I am giving the order to attack if it crosses the State border."

Units of the Soviet Air Defence Forces that had been tracking the South Korean aircraft for more than an hour while it entered and left Soviet airspace now classified the aircraft as a military target when it reentered their airspace over Sakhalin. After the protracted ground-controlled interception, the three Su-15 fighters (from nearby Dolinsk-Sokol airbase) and the MiG-23 (from Smirnykh Air Base) managed to make visual contact with the Boeing. The pilot of the lead Su-15 fighter fired warning shots, but recalled later in 1991, "I fired four bursts, more than 200 rounds. For all the good it did. After all, I was loaded with armor piercing shells, not incendiary shells. It's doubtful whether anyone could see them."

At this point, KAL 007 contacted Tokyo Area Control Center, requesting clearance to ascend to a higher flight level for reasons of fuel economy; the request was granted, so the Boeing started to climb, gradually slowing as it exchanged speed for altitude. The decrease in speed caused the pursuing fighter to overshoot the Boeing and was interpreted by the Soviet pilot as an evasive maneuver. The order to shoot KAL 007 down was given as it was about to leave Soviet airspace for the second time. At around 18:26 UTC, under pressure from General Kornukov, and ground controllers not to let the aircraft escape into international airspace, the lead fighter was able to move back into a position where it could fire two K-8 (NATO reporting name: AA-3 "Anab" ) air-to-air missiles at the plane.

Soviet pilot's recollection of shootdown
In a 1991 interview with Izvestia, Major Genadi Osipovich, pilot of the Su-15 interceptor that shot the 747 down, spoke about his recollections of the events leading up to the shootdown. Contrary to official Soviet statements at the time, he recalled telling ground controllers that there were "blinking lights". He continued, saying that "I saw two rows of windows and knew that this was a Boeing. I knew this was a civilian plane. But for me this meant nothing. It is easy to turn a civilian type of plane into one for military use." He furthermore did not provide a detailed description of the aircraft to the ground controllers: "I did not tell the ground that it was a Boeing-type plane; they did not ask me."

Commenting on the moment that KAL 007 slowed as it ascended from flight level 330 to flight level 350, and then on his maneuvering for missile launch, Osipovich said:

They [KAL 007] quickly lowered their speed. They were flying at 400 km/h (249 mph). My speed was more than 400. I was simply unable to fly slower. In my opinion, the intruder's intentions were plain. If I did not want to go into a stall, I would be forced to overshoot them. That's exactly what happened. We had already flown over the island [Sakhalin]. It is narrow at that point, the target was about to get away... Then the ground [controller] gave the command: "Destroy the target...!" That was easy to say. But how? With shells? I had already expended 243 rounds. Ram it? I had always thought of that as poor taste. Ramming is the last resort. Just in case, I had already completed my turn and was coming down on top of him. Then, I had an idea. I dropped below him about two thousand metres (6,600 ft)... afterburners. Switched on the missiles and brought the nose up sharply. Success! I have a lock on.

We shot down the plane legally... Later we began to lie about small details: the plane was supposedly flying without running lights or strobe light, that tracer bullets were fired, or that I had radio contact with them on the emergency frequency of 121.5 megahertz.

Post-attack flight
At the time of the attack, the plane had been cruising at an altitude of about 35,000 feet (11,000 m). Tapes recovered from the airliner's cockpit voice recorder indicate that the crew were unaware that they were off course and violating Soviet airspace. Immediately after missile detonation, the airliner began a 113-second arc upward because of a damaged crossover cable between the left inboard and right outboard elevators.

At 18:26:46 UTC (03:26 Japan Time; 06:26 Sakhalin time), at the apex of the arc at altitude 38,250 feet (11,660 m), the autopilot disengaged (this was either done by the pilots, or it disengaged automatically). Now being controlled manually, the plane began to descend to 35,000 feet (11,000 m). From 18:27:01 until 18:27:09, the flight crew reported to Tokyo Area Control Center informing that KAL 007 to "descend to 10,000" [feet; 3,000 m]. At 18:27:20, ICAO graphing of Digital Flight Data Recorder tapes showed that after a descent phase and a 10 second "nose-up", KAL 007 was leveled out at pre-missile detonation altitude of 35,000 ft (11,000 m), forward acceleration was back to pre-missile detonation rate of zero acceleration, and air speed had returned to pre-detonation velocity.

Yaw (oscillations), begun at the time of missile detonation, continued decreasingly until the end of the 1 minute 44 second section of the tape. The Boeing did not break up, explode or plummet immediately after the attack; it continued its gradual descent for four minutes, then leveled off at 16,424 feet (5,006 m) (18:30–18:31 UTC), rather than continuing to descend to 10,000 (3,000 m) as previously reported to Tokyo Area Control Center. It continued at this altitude for almost five more minutes (18:35 UTC).

The last cockpit voice recorder entry occurred at 18:27:46 while in this phase of the descent. At 18:28 UTC, the aircraft was reported turning to the north. ICAO analysis concluded that the flight crew "retained limited control" of the aircraft. However, this only lasted for five minutes. The crew then lost all control. The aircraft began to descend rapidly in spirals over Moneron Island for 2.6 miles (4.2 km). The aircraft then broke apart in mid-air and crashed into the ocean, just off the West coast of the Sakhalin Island. All 269 people on board were killed instantly from blunt trauma.[note 4] The aircraft was last seen visually by Osipovich, "somehow descending slowly" over Moneron Island. The aircraft disappeared off long range military radar at Wakkanai, Japan at a height of 1,000 feet (300 m).

KAL 007 was probably attacked in international airspace, with a 1993 Russian report listing the location of the missile firing outside its territory at 46°46?27?N 141°32?48?E, although the intercepting pilot stated otherwise in a subsequent interview. Initial reports that the airliner had been forced to land on Sakhalin were soon proven false. One of these reports conveyed via phone by Orville Brockman, the Washington office spokesman of the Federal Aviation Administration, to the press secretary of Larry McDonald, was that the FAA in Tokyo had been informed by the Japanese Civil Aviation Bureau that "Japanese self-defense force radar confirms that the Hokkaido radar followed Air Korea to a landing in Soviet territory on the island of Sakhalinska and it is confirmed by the manifest that Congressman McDonald is on board".

A Japanese fisherman aboard 58th Chidori Maru later reported to the Japanese Maritime Safety Agency (this report was cited by ICAO analysis) that he had heard a plane at low altitude, but had not seen it. Then he heard "a loud sound followed by a bright flash of light on the horizon, then another dull sound and a less intense flash of light on the horizon" and smelled aviation fuel.

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https://en.wikipedia.org/wiki/Invasion_of_Poland


From left to right: Luftwaffe bombers over Poland, Schleswig-Holstein attacking the Westerplatte, Wehrmacht soldiers destroying the Polish-German border post, German tank and armored car formation, German and Soviet troops shaking hands following the invasion, Bombing of Warsaw.

The invasion of Poland, known in Poland as the September campaign (Kampania wrześniowa) or the 1939 defensive war (Wojna obronna 1939 roku), and in Germany as the Poland campaign (Polenfeldzug), was an invasion of Poland by Germany that marked the beginning of World War II. The German invasion began on 1 September 1939, one week after the signing of the Molotov–Ribbentrop Pact between Germany and the Soviet Union. The Soviets invaded Poland on 17 September. The campaign ended on 6 October with Germany and the Soviet Union dividing and annexing the whole of Poland under the terms of the German–Soviet Frontier Treaty.

German forces invaded Poland from the north, south, and west the morning after the Gleiwitz incident. Slovak military forces advanced alongside the Germans in northern Slovakia. As the Wehrmacht advanced, Polish forces withdrew from their forward bases of operation close to the Polish–German border to more established defense lines to the east. After the mid-September Polish defeat in the Battle of the Bzura, the Germans gained an undisputed advantage. Polish forces then withdrew to the southeast where they prepared for a long defence of the Romanian Bridgehead and awaited expected support and relief from France and the United Kingdom.[14] While those two countries had pacts with Poland and had declared war on Germany on 3 September, in the end their aid to Poland was very limited.

On 17 September, the Soviet Red Army invaded Eastern Poland, the territory that fell into the Soviet "sphere of influence" according to the secret protocol of the Molotov–Ribbentrop Pact; this rendered the Polish plan of defence obsolete.[15] Facing a second front, the Polish government concluded the defence of the Romanian Bridgehead was no longer feasible and ordered an emergency evacuation of all troops to neutral Romania.[16] On 6 October, following the Polish defeat at the Battle of Kock, German and Soviet forces gained full control over Poland. The success of the invasion marked the end of the Second Polish Republic, though Poland never formally surrendered.

On 8 October, after an initial period of military administration, Germany directly annexed western Poland and the former Free City of Danzig and placed the remaining block of territory under the administration of the newly established General Government. The Soviet Union incorporated its newly acquired areas into its constituent Belarusian and Ukrainian republics, and immediately started a campaign of Sovietization. In the aftermath of the invasion, a collective of underground resistance organizations formed the Polish Underground State within the territory of the former Polish state. Many of the military exiles that managed to escape Poland subsequently joined the Polish Armed Forces in the West, an armed force loyal to the Polish government-in-exile.

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