The Ilyushin Il-76 is a multi-purpose four-engine turbofan strategic airlifter designed by the Soviet Union's Ilyushin design bureau. It was first planned as a commercial freighter in 1967, as a replacement for the Antonov An-12, it was designed to deliver heavy machinery to remote, poorly served areas. Military versions of the Il-76 have been used in Europe and Africa, including use as an aerial refueling tanker or command center; the Il-76 has seen extensive service as a commercial freighter for ramp-delivered cargo for outsized or heavy items unable to be otherwise carried. It has been used as an emergency response transport for civilian evacuations as well as for humanitarian aid and disaster relief around the world; because of its ability to operate from unpaved runways, it has been useful in undeveloped areas. Specialized models have been produced for aerial firefighting and zero-G training; the aircraft was first conceived by Ilyushin in 1967 to meet a requirement for a freighter able to carry a payload of 40 tons over a range of 5,000 km in less than six hours, able to operate from short and unprepared airstrips, capable of coping with the worst weather conditions to be experienced in Siberia and the Soviet Union's Arctic regions.
It was intended to replace the Antonov An-12. Another intended version was a double-decked 250-passenger airliner but that project was cancelled; the Il-76 first flew in March 1971. Production of Il-76s was allocated to the Tashkent Aviation Production Association in Tashkent, Uzbekistan a republic of the Soviet Union; some 860 of the basic transport variants were manufactured. In the 1990s, modernized variants equipped with Soloviev D-30 turbofan engines were developed, with a cargo compartment 20 m long by 3.4 m wide by 3.4 m tall. The prototype of the Il-76MF, conducted its first flight on 1 August 1995. From 2004 onwards, a number of aircraft in commercial service were modernized to the Il-76TD-90VD version. In 2005, the People's Republic of China placed an order for four Il-78 tankers. In June 2013, Russian military export agency Rosoboronexport announced an order by China for 12 Il-76MD aircraft; the Il-76 has been modified into an airborne refuelling tanker, designated the Il-78, around 50 aircraft having been produced.
A variant of the Il-76 serves as a firefighting waterbomber. Its airframe was used as a base for the Beriev A-50'Mainstay' AEW&C aircraft. Another application for the type was found in Antarctic support flights and for conducting simulated weightlessness training for cosmonauts. Beriev and NPO Almaz developed an airborne laser flying laboratory designated A-60, of which two were built, much of this project's details remaining classified, it was announced in 2010 that the production of the Il-76MD-90A, would begin. At that point, the construction of two Il-76MD-90A prototypes had begun at the Ulyanovsk facility; the 1st Il-76MD-90A was rolled out at Aviastar's Ulyanovsk plant on 16 June 2014. On 29 April 2015, it was reported that the Russian Air Force received the first Il-76MD-90A built at the Ulyanovsk plant "Aviastar-SP" from the 2012 contract for 39 aircraft; the Russian Ministry of Defence received its first serial production Ilyushin Il-76MD-90A airlifter on 2 April 2019. First aircraft were delivered to the Soviet Air Force in June 1974.
Next it became the main Soviet strategic transport aircraft. From 1976 it was operated by Aeroflot. Between 1979 and 1991, the Soviet Air Force Il-76s made 14,700 flights into Afghanistan, transporting 786,200 servicemen, 315,800 tons of freight; the Il-76 carried 89% of Soviet troops and 74% of the freight, airlifted. As Afghan rebels were unable to shoot down high-flying Il-76s, their tactics were to try and damage it on takeoff or landing. Il-76s were hit by shoulder-launched Stinger and Strela heat-seeking missiles and large-calibre machine gun fire, but because the strong airframes were able to take substantial damage and still remain operational, the aircraft had a remarkably low attrition rate during this period of conflict. Building on that experience, the bulk of the Canadian Forces equipment into Afghanistan was flown in using civilian Il-76s. In 2006, the Russian Air Force had about 200 Il-76s. Civilian users in Russia have 108. On August 3, 1995, a Il-76 piloted by a Russian crew was forced down by a Taliban fighter plane sparking the Airstan incident.
In 2004, a Chinese People's Liberation Army Air Force Il-76 carried out a flight mission in Afghanistan, in 2011, PLAAF Il-76s were sent to Libya to evacuate Chinese citizens. The two missions were the reported first steps of PLAAF developing long-range transportation capacity. On 23 March 2007, a Transaviaexport Il-76 was shot down by an anti-aircraft missile while taking off from Mogadishu, Somalia. Everybody on board, seven crew and four passengers, was killed. Syrian Air Force Il-76s, operating as civil Syrianair aircraft, have been used to ship weapons and other cargo from Russia and Iran to Syria, according to a defected Syrian milita
The Antonov An-24 is a 44-seat twin turboprop transport/passenger aircraft designed in 1957 in the Soviet Union by the Antonov Design Bureau and manufactured by Kiev and Ulan-Ude Aviation Factories. First flown in 1959, the An-24 was produced in some 1,000 units of various versions, it was designed to replace the veteran piston Ilyushin Il-14 transport on short to medium haul trips, optimised for operating from rough strips and unprepared airports in remote locations. The high-wing layout protects engines and blades from debris, the power-to-weight ratio is higher than that of many comparable aircraft and the machine is rugged, requiring minimal ground support equipment. Due to its rugged airframe and good performance, the An-24 was adapted to perform many secondary missions such as ice reconnaissance and engine/propeller test-bed, as well as further development to produce the An-26 tactical transport, An-30 photo-mapping/survey aircraft and An-32 tactical transport with more powerful engines.
Various projects were envisaged such as a four jet short/medium haul airliner and various iterations of powerplant. The main production line was at the Kiev-Svyatoshino aircraft production plant which built 985, with 180 built at Ulan Ude and a further 197 An-24T tactical transport/freighters at Irkutsk. Production in the USSR was shut down by 1978. Production continues at China's Xi'an Aircraft Industrial Corporation which makes licensed, reverse-engineered and redesigned aircraft as the Xian Y-7, its derivatives. Manufacture of the Y-7, in civil form, has now been supplanted by the MA60 derivative with western engines and avionics, to improve performance and economy, widen the export appeal. An-24 Original design and prototypes. Twin-engined 44-seat transport aircraft. An-24A Airliner project powered by Kuznetsov NK-4 turboprops, discontinued when the NK-4 was cancelled. An-24A Production 50-seat airliners built at Kiev with the APU exhaust moved to the tip of the starboard nacelle. An-24ALK Several An-24s were converted for navaids calibration tasks, with one An-24LR'Toros' re-designated An-24ALK after conversion.
This aircraft was fitted with a powerful light sources for the optical sensors. An-24AT A 1962 project for a Tactical transport with rear loading ramp and powered by Isotov TV2-117DS coupled turboprops. An-24AT-RD The An-24AT tactical transport project with two turbojet boosters pod-mounted under the outer wings and a wider loading ramp. An-24AT-U A projected Tactical transport from 1966 with three or five PRD-63 JATO bottles, wider cargo ramp and provision for up to three brake parachutes. An-24B The second 50-seat airliner version with one extra window each side, single-slotted flaps replacing the double-slotted flaps and extended chord of the centre-section to compensate for the lower performance flaps; some aircraft were delivered with four extra fuel bladders in the wing centre-section. An-24D A projected long-range airliner version of the An-24B with a single RU-19 booster jet engine in the starboard nacelle, stretched fuselage with seating for 60, strengthened structure and increased fuel capacity.
An-24LL The generic suffix LL can be applied to any test-bed, but in the An-24's case seems to refer to a single aircraft equipped for metrology, to be used for checking the airworthiness of production aircraft. An-24LP Three An-24RV aircraft converted into fire bombers/cloud seeders by installing a tank in the cabin, optical smoke and flame detectors, provision for a thermal imager, racks for carrying flare dispensers and the ability to carry firefighters for para-dropping. An-24LR'Toros' At least two An-24Bs converted to carry the'Toros' SLAR either side of the lower fuselage, for ice reconnaissance, guiding icebreakers and other shipping. An-24LR'Nit' One An-24B was converted to with'Nit' SLAR in large pods along the lower fuselage sides. An-24PRT The production search and rescue aircraft based on the An-24RT, eleven built. An-24PS A single An-24B aircraft converted for search and rescue duties, rejected after acceptance trials in favour of a derivative of the An-24RT. An-24RR Four aircraft converted as Nuclear and chemical warfare reconnaissance versions of the An-24B, carrying RR8311-100 air sampling pods low on the forward fuselage and a sensor pod on a pylon on the port fuselage side.
An-24RT Similar to the AN-24T, fitted with an auxiliary turbojet engine. An-24RT A few An-24T and An-24RT aircraft converted to Communications relay aircraft. Sometimes referred to as An-24Rt to differentiate from the An-24RT. An-24RV Turbojet boosted export version, similar to the An-24V but fitted with a 1,985-lb thrust auxiliary turbojet engine in the starboard nacelle. An-24ShT A tactical Airborne Command Post for use by commanders capable of forming ground-based communications and HQ. An-24T Tactical transport version, re
Boeing 737 Classic
The Boeing 737 Classic refers to the -300/-400/-500 series of the Boeing 737. It is the second-generation derivative of the 737, following the original -100/-200 models that began production in 1966, they are short - to narrow-body jet airliners. Produced by Boeing Commercial Airplanes from 1984 to 2000, the 737 Classic includes three variants and can seat between 145 and 188 passengers. Improvements over the previous generation of 737 aircraft included CFM International CFM56 high-bypass-ratio turbofan engines, upgraded avionics, increased passenger capacity; the first model of the Classic series, the 737–300, entered service in 1984. It was followed by a stretched model, the 737-400, which entered service in 1988, followed by the shortened 737-500, the smallest variant in the classic series, in 1990. In total, 1,988 aircraft were delivered; the Classic series was introduced as the new generation of the 737, but following the introduction of the 737 Next Generation in the mid-1990s, was designated as the 737 Classic series.
Following the success of the Boeing 737-200 Advanced, Boeing wanted to increase capacity and range, incorporating improvements to upgrade the plane to modern specifications, while retaining commonality with previous 737 variants. Development began in 1979, in 1980, preliminary aircraft specifications were released at the Farnborough Airshow; the new series featured CFM56 turbofan engines, yielding significant gains in fuel economy and a reduction in noise, but posing an engineering challenge given the low ground clearance of the 737 - a trait of its 707-derived fuselage. Boeing and engine supplier CFM International solved the problem by placing the engine ahead of the wing, by moving engine accessories to the sides of the engine pod, giving the 737 a distinctive noncircular air intake; the wing incorporated a number of changes for improved aerodynamics. The wing tip was extended 9 inches; the leading-edge slats and trailing-edge flaps were adjusted. The flight deck was improved with the optional electronic flight instrumentation system, the passenger cabin incorporated improvements similar to those on the Boeing 757.
In March 1981, USAir and Southwest Airlines each ordered 10 aircraft of the 737-300 series, with an option for 20 more. That aircraft, the initial model of the 737 Classic series, first flew in February 1984 and entered service in December of that year with Southwest Airlines. A further stretched model, the 737-400, was launched with an order for 25 aircraft with 30 options from Piedmont Airlines in June 1986; that aircraft first flew in February 1988 and entered service that year with Piedmont Airlines. The final model of the series, the 737-500, was launched with an order for 30 aircraft from Southwest Airlines in May 1987; that aircraft, designed as a replacement for the 737-200 and had similar passenger capacity and dimensions, as well as the longest range of any member of the 737 Classic family, first flew in June 1989 and entered service with Southwest Airlines in 1990. Boeing selected the CFM56-3 to power the 737-300 variant; the 737 wings were closer to the ground than previous applications for the CFM56, necessitating several modifications to the engine.
The fan diameter was reduced, which reduced the bypass ratio, the engine accessory gearbox was moved from the bottom of the engine to the 9 o'clock position, giving the engine nacelle its distinctive flat-bottomed shape, nicknamed the "hamster pouch". The overall thrust was reduced, from 24,000 to 20,000 lbf due to the reduction in bypass ratio. Throughout the 1980s, the 737 Classic series attracted large orders from airlines in the United States and Europe, with its order totals exceeding those of preceding 737 models. By far, the most successful model was the 737-300, with deliveries totaling 1,113 aircraft. Major operators included US carriers, small national airlines, charter carriers. By the 1990s, when regular Boeing customer United Airlines bought the Airbus A320, this prompted Boeing to update the slower, shorter-range 737 Classic -400 into the rewinged, more efficient, longer 737NG-800. Production of the 737 Classic continued alongside that of the Next Generation for a period of time.
Six former Southwest 737-300s are modified and operated for aerial firefighting by British Columbia-based Coulson Group, supported by a C$3.4 million loan from the Canadian government. The converted 737 FireLiner can carry 4,000 US gal with a flow rate of 3,000 US gal /s, retains 66 seats; the first was deployed to Australia. The prototype of the -300 rolled out of the Renton plant on January 17, 1984, first flew on February 24, 1984. After it received its flight certification on November 14, 1984, USAir received the first aircraft on November 28. A popular aircraft, Boeing received 252 orders for it in 1985, over 1,000 throughout its production; the 300 series remained in production until 1999 when the last aircraft was delivered to Air New Zealand on December 17, 1999, registration ZK-NGJ. By 1,113 Boeing 737-300s were produced in a span of more than 15 years. In December 2008, Southwest Airlines selected Boeing to retrofit the 737-300 with a new set of instruments and software, to improve commonality with the 737-700, as well as to support the Required Navigation Performance initiative, but that order was cancelled and the retrofits never took place.
The 737-300 can be retrofitted with Aviation Partners
Hughes Airwest was an airline in the western United States, backed by the Summa Corporation of Howard Hughes. The original name for the airline was Air West. Hughes Airwest flew routes in the western U. S. and to several destinations in Canada. Its headquarters were on the grounds of San Francisco International Airport in unincorporated San Mateo County, California. On April 17, 1968, three "local service" airlines in the western U. S. merged to form Air West: Pacific Air Lines, which operated as Southwest Airways when it was founded in 1941, was based in San Francisco and flew along the coast and California's Central Valley, linking cities from Medford, Oregon, to Southern California. Pacific operated Boeing 727-100s and Fairchild F-27s in 1968. Bonanza Air Lines routes reached west from its Phoenix base to Southern California and north to Las Vegas and Salt Lake City. Bonanza flew Douglas DC-9-10s and Fairchild F-27s in 1968, with a McDonnell Douglas DC-9-30 on order, delivered after the merger.
West Coast Airlines, based at Boeing Field in Seattle, served the Pacific Northwest, Utah and northern California. West Coast operated Douglas DC-9-10s, Fairchild F-27s and Piper Navajos in 1968; the initial Air West fleet included Boeing 727-100s, Douglas DC-9s, Fairchild F-27s, Piper Navajos. The first new addition to the Air West fleet was a McDonnell Douglas DC-9-30, ordered by Bonanza Air Lines. Hungry for another adventure in the airline industry, TWA's former owner Howard Hughes sought the airline in 1968, the deal was finalized in 1970; the airline was renamed Hughes Air West and its call sign became "Hughes Air." It expanded to several cities in the western United States and Mexico. With the new yellow paint scheme, unveiled 28 September 1971, the airline began calling itself Hughes Airwest, two words instead of the initial three word name; the airline participated in some movies in the 1970s, notably The Gauntlet with Clint Eastwood and Sondra Locke in 1977. Eastwood's character arrives in Las Vegas from Phoenix on the airline and when he phones the airport for flight departure times, Locke's character sarcastically called the airline, "Air Worst."
In 1977, the airline was operating service from both Burbank and Orange County to Denver via an interchange flight agreement with the original Frontier Airlines. Hughes Airwest would subsequently introduce its own jet service to Denver from a number of cities in the western U. S. Like other local service airlines in the 1970s, Hughes Airwest eliminated many stops and opened longer routes. Service expanded to resorts in Mexico. Hughes Airwest became an all-jet airline with Boeing 727-200s, Douglas DC-9-10s and McDonnell Douglas DC-9-30s when it ended Fairchild F-27 turboprop flights in 1979. In September 1979 the airline was grounded for two months by a walkout by their ticket agents, reservations handlers, office employees, without a contract for over a year. During 1979 several airlines showed interest in buying Hughes Airwest, including Alaska and Allegheny, with the latter soon becoming USAir; the strike was resolved in late October and flights resumed in November. Four months they were the target of a buyout by Republic Airlines, finalized on October 1, 1980, for $38.5 million.
Republic had been formed in July 1979 via the merger of North Central Airlines and Southern Airways, the first under airline deregulation. Republic was acquired by Northwest Airlines in 1986, which in turn was merged into Delta Air Lines in 2010; the original headquarters were in two buildings in downtown San Mateo, California, on the San Francisco peninsula. Its new headquarters were located in San Mateo; the airline scheduled the move to a new headquarters from Thursday August 25, 1973, to August 28, 1973. The complex was on a hill overlooking San Francisco Bay; the airline relocated two departments from the offices at San Francisco International Airport: flight control and reservations. Hughes Airwest's planes were recognizable by their banana-yellow tail colors, their airplanes were dubbed "flying bananas" and the airline launched an advertising campaign with the catchphrase "Top Banana in the West." Most nicknames given to Hughes Airwest airplanes in aviation books and magazines have to do with bananas.
Apart from their all-yellow scheme, the airplanes featured a blue logo on the vertical stabilizer that resembled three diamonds connected. The name Hughes Airwest, in stylized lettering, was featured unconventionally below the front passenger windows; this livery was devised by the southern California design firm of Mario Armond Zamparelli, following the crash of Flight 706 in June 1971, caused by a mid-air collision with a U. S. Marine Corps F-4B jet fighter near Duarte, California. In late 1971, the company launched a new marketing campaign which included new colors and repainted planes; the cabin windows had a metallized PET film coating but this proved too costly to maintain. Zamparelli designed the uniforms of the flight attendants in the new colors in Sundance Yellow trimmed with Universe Blue. After the sale in October 1980 the all-yellow paint scheme was replaced by Republic's white with blue and green trim, the mallard "Herman the Duck." Douglas DC-9-14/15/31/32 - 49 (includes 17 Douglas DC-9-10s and 32 McDonnell Douglas DC-9-30s.
Bonanza Air Lines and West Coast Airlines both operated DC-9-10s when they merge
Marsland Aviation was an airline based in Khartoum, Sudan. It suspended operations in November 2013; as of December 2012, Marsland Aviations operated scheduled passenger flights to the following destinations: Egypt Cairo Kenya Nairobi South Sudan Juba hub Malakal Rumbek Sudan Al-Fashir El-Obeid Khartoum base Nyala The Marsland Aviation fleet consisted of the following aircraft Marsland Aviation official website Marsland Aviation Fleet
The Antonov An-28 is a twin-engined light turboprop transport aircraft, developed from the Antonov An-14M. It was the winner of a competition against the Beriev Be-30, for use by Aeroflot as a short-range airliner, it first flew in 1969. A total of 191 were built and 16 remain in airline service as at August 2015. After a short pre-production series built by Antonov, it was licence-built in Poland by PZL-Mielec. In 1993, PZL-Mielec developed the PZL M28 Skytruck; the An-28 is similar to the An-14 in many aspects, including its wing structure and twin rudders, but features an expanded fuselage and turboprop engines, in place of the An-14's piston engines. The An-28 first flew as a modified An-14 in 1969; the next preproduction model did not fly until 1975. In passenger carrying configuration, accommodation was provided for up to 15 people, in addition to the two-man crew. Production was transferred to PZL-Mielec in 1978; the first Polish-built aircraft did not fly until 1984. The An-28 received its Soviet type certificate in 1986.
An-14A The original Antonov designation for an enlarged, twin-turboprop version of the An-14. An-14M Prototype. An-28 Twin-engined short-range utility transport aircraft, three built. An-28RM Bryza 1RM Search and rescue, air ambulance aircraft. An-28TD Bryza 1TD Transport version. An-28PT Variant with Pratt & Whitney engines first flown 22 July 1993. Major operators of the 16 Antonov An-28 aircraft remaining in airline service include: ArmeniaSkiva Air RussiaVostok Airlines TajikistanTajik Air KazakhstanAvluga-Trans KyrgyzstanKyrgyzstan Airlines MoldovaTepavia Trans SurinameBlue Wing Airlines GeorgiaGeorgian Air Force – two as of December 2016. TanzaniaTanzania Air Force Command – one as of December 2016. DjiboutiDjibouti Air Force one retired. PeruPeruvian Army two in storage EstoniaAir Livonia Enimex Soviet UnionAeroflot Soviet Air Force 23 November 2001: ELK Airways flight 1007, An-28 ES-NOV operated by Enimex, crashed into trees about 1.5 km from the airport while attempting to land in bad weather at Kärdla Airport, Estonia.
Of the 14 passengers and 3 crew on board, 2 passengers were killed. 25 May 2005: A chartered Maniema Union Antonov An-28 aircraft, owned by Victoria Air, crashed into a mountain near Walungu in the Democratic Republic of the Congo, about 30 minutes after takeoff. All of the 22 passengers and five crew members were killed. 3 April 2008: An Antonov An-28 operated by Blue Wing Airlines crashed upon landing near Benzdorp in Suriname. All 19 on board were killed. On 15 October 2009, an Antonov An-28 of Blue Wing Airlines departed the runway on landing at Kwamelasemoetoe Airstrip and hit an obstacle; the aircraft was damaged and four people were injured, one seriously. 15 May 2010: An Antonov An-28 operated by Blue Wing Airlines crashed over the upper-marowijne district three miles north-east of Poketi, Suriname. The two pilots and six passengers died. On 30 January 2012, A TRACEP-Congo Aviation An-28 crashed while on a domestic cargo flight from Bukavu-Kamenbe Airport to Namoya Airstrip, Democratic Republic of the Congo, killing three of the five crew.
On 12 September 2012, an An-28 operated by Petropavlovsk-Kamchatsky Air Enterprise as Flight 251 crashed while on a domestic flight from Petropavlovsk-Kamchatsky to Palana Airport, killing ten of 14 people. Data from Airliners.netGeneral characteristics Crew: one–two Capacity: 18 passengers Length: 12.98 m Wingspan: 22.00 m Height: 4.6 m Wing area: 39.7 m² Empty weight: 3,900 kg Loaded weight: 5,800 kg Max. Takeoff weight: 6,100 kg Powerplant: 2 × Glushenkov TVD-10B or Pratt & Whitney Canada PT6A-65B turboprops, 960 shp eachPerformance Maximum speed: 355 km/h Range: 510 km Service ceiling: 6000 m Rate of climb: 12.0 m/s Wing loading: 146 kg/m² Power/mass: 250 W/kg Related development Antonov An-14 Antonov An-38 PZL M-28 SkytruckAircraft of comparable role and era CASA C-212 Aviocar De Havilland Canada DHC-6 Twin Otter Dornier 228 GAF Nomad Harbin Y-12 IAI Arava LET L-410 Turbolet Shorts SC.7 Skyvan Related lists List of civil aircraft Hoyle, Craig. "World Air Forces Directory". Flight International.
Vol. 190 no. 5566. Pp. 22–53. ISSN 0015-3710. List of all PZL M28 aircraft used by Polish Air Force An-28/M28/M28B production list
Rumbek is the capital of Lakes State, central South Sudan, the former capital of the country. Rumbek is 377 kilometres by road northwest of Juba, the capital and largest city in the country, its coordinates are 6.81°N 29.68°E / 6.81. Rumbek is the headquarters of Rumbek Central County and is the capital of Western Lakes State, one of the twenty eight states of South Sudan. Following the peace agreement ending the Second Sudanese Civil War, the Sudanese People's Liberation Movement chose Rumbek to serve as the temporary administrative center of the Government of Southern Sudan. Juba was selected to become the permanent capital. Like most South Sudanese towns, Rumbek suffered significant infrastructural damage during the civil war, in which an estimated 2 million people perished. In 2004, the United Nations estimated the population of "Rumbek County" at about 82,500. At that time, the Dinka Agar constituted about 60% of the population, 30% were Dinka Gok, 6% were Bongo and 4% were Jur-Bel. In 2011, the population of the town of Rumbek is estimated at about 32,100.
The town of Rumbek is situated on the main road from Juba to the southeast to Wau to the northwest. There are two smaller roads out of town. Since 2005, some of the roads have undergone repairs. Rumbek is served by Rumbek Airport; the main construction contractor in Rumbek, working on both the roads and the airport is Civicon Limited. The following points of interest are found in or near Rumbek: The offices of Rumbek Town Council The headquarters of Rumbek Central County The headquarters of Lakes State Administration Rumbek Holy Family Cathedral Rumbec Freedom Square - An outdoor venue in the middle of town for public and civic gatherings A branch of Kenya Commercial Bank A branch of Nile Commercial Bank Salva Kiir Women International Hospital Lakes State Hospital - A public hospital administered by the Lakes State Government Rumbek Airport - A small airport with regular scheduled airline service and private air-charter providers Rumbek University - One of four public universities in South Sudan Samuel Aru Bol, politician Gordon Muortat Mayen, politician Manyang Mayom.
Human Right Journalist. In August 2010 Mayom was awarded the Hellman/Hammett grant from Human Rights Watch award. On 6 May 2013 Mayom was given an awarded by the South Sudan Red Cross for his coverage of the humanitarian situation in Jonglei state. Mayom was the first journalist to write direct to South Sudanese president Salva Kiir over youth being mistreated in military cell across South Sudan. Rumbek Airport Lakes Bahr el Ghazal Location of Rumbek At GoogleMaps Thousands Celebrate Independence Day In Rumbek Freedom Square The Task of Rebuilding South Sudan