The military has very talented photographers in the ranks, and they constantly attempt to capture what life as a service member is like during training and at war. Here are the best military photos of the week:
When the check engine light comes on… U.S. Air Force Senior Airman Jeremiah Davidson with the 153rd Maintenance Group, Wyoming Air National Guard replaces a turbine overheat detector on a C-130H Hercules aircraft, Sep. 26, 2016 in Cheyenne, Wyoming.
Expeditionary Aircraft Maintenance Squadron conduct a post-flight systems check on an E-8C Joint Surveillance Target Attack Radar System Oct. 20, 2016, following a mission supporting Operation Inherent Resolve. JSTARS uses its communications and radar systems to support ground attack units and direct air support throughout the area of responsibility.
1st Brigade, 1st Armored Division Soldiers buddy-carry a simulated casualty to a casualty collection point during training at the National Training Center at Fort Irwin, Calif., Nov. 11, 2016.
4th Brigade Combat Team (Airborne), 25th Infantry Division paratroopers evacuate a simulated casualty during training conducted by U.S. Army Alaska at Joint Base Elmendorf-Richardson, Alaska, Nov. 8, 2016.
CORONADO, Calif. (Nov. 14, 2016) The brightest moon in almost 69 years sets behind the aircraft carrier USS Theodore Roosevelt (CVN 71). The ship is moored and homeported in San Diego. It is undergoing a scheduled Planned Maintenance Availability.
ARABIAN GULF (Nov. 14, 2016) An F/A-18F Super Hornet assigned to the Fighting Swordsmen of Strike Fighter Squadron (VFA) 32 launches from the flight deck of the aircraft carrier USS Dwight D. Eisenhower (CVN 69). The ship and its Carrier Strike Group are deployed in support of Operation Inherent Resolve, maritime security operations and theater security cooperation efforts in the U.S. 5th Fleet area of operations.
An AV-8B Harrier assigned to Marine Attack Squadron (VMA) 223 conducting an aerial refuel near Marine Corps Air Station Cherry Point, North Carolina, Nov. 15, 2016.
Dr. Ernest James Harris, Jr., a Montford Point Marine, received the Congressional Gold Medal on November 12.
“Anyone who knows a Marine, knows they are a Marine regardless of race, religion or creed and nowhere this is truer than in war.”
—U.S. Sen. Brian Schatz
Here is a portrait of one of our many courageous shipmates from Air Station Miami.
The High mobility multipurpose wheeled vehicle (HMMWV), better known as the Humvee is the military’s modern Jeep. It’s used to carry troops, evacuate the wounded and even launch surface-to-air missiles. The light, four-wheel drive trucks saw extensive use during Operation Desert Storm and immediately gained a reputation for their off-road capability. Shortly thereafter, due to high demand, the Humvee was released to the civilian market.
The military Humvee was produced by AM General, a heavy vehicle manufacturer in Indiana. When they opened the truck up to civilian sales in 1992, its name was changed to Hummer. Built in the same factory as its military counterpart, the Hummer shared many components with the Humvee. These included brakes, axles, body panels and the frame. Hummers and Humvees even came off the same assembly line and only diverged for painting and finishing.
The Hummer saw widespread popularity in the civilian market. It was advertised with an enthusiastic campaign from Arnold Schwarzenegger. Beyond this, the Hummer was a capable off-roader in its own right. Whether a buyer opted for a gasoline or diesel engine, the Hummer had plenty of power and torque to tackle off-road trails. Of course, this came at the cost of fuel economy (not that that mattered too much in the late ’90s). The Hummer had 16 inches of ground clearance, approach/departure angles of 72/37.5 degrees, could ford 30 inches of water, and climb a 22-inch step. Most Hummers also had a Central Tire Inflation System to inflate or deflate the tires as needed from the cabin with a push of a button.
In 1999, AM General struck a deal with General Motors. GM purchased the marketing rights to the Hummer name and marketed it as the Hummer H1 in anticipation of a newer version. In the meantime, AM General continued to produce their true military-derived Hummers for sale by GM.
Although the Hummer H1 remained in production until 2006, GM introduced the Hummer H2 in 2002. While the H2 was built by AM General under contract at their Indiana facility, the truck was not based on the military Humvee like the H1 was. Instead, the H2 was built on a modified GMT820 platform. Other vehicles built on the platform were the Cadillac Escalade, Chevrolet Tahoe and GMC Yukon.
Whereas the H1 retained the recovery points in the hood and/or bumpers that allow the Humvee to be recovered and air-lifted, the H2’s recovery points were purely decorative and did not connect to the vehicle’s frame. Additionally, the CITS on the H1’s wheels was shielded by a protective cover. Although the H2 didn’t have a CITS, its chrome wheels were shaped to imitate a CITS cover. Although the H2 was still a capable off-roader, it had drifted from its military origins and was marketed more as a lifestyle off-roader and status symbol.
The H2 remained in production until 2009. However, four years prior, GM introduced the Hummer H3. This time, AM General had nothing to do with the truck. The H3 was based on a modified GMT355 platform that was also used for the Chevrolet Colorado and GMC Canyon trucks. It was also built in the same GM facilities as the compact pickups. Still, the H3 was modified to have better off-road capability than Colorado/Canyon. It retained the H2’s ability to ford 27 inches of water and had good ground clearance, approach, and departure angles. However, a struggling economy and demand for better fuel economy eventually killed off the H3 and the Hummer brand as a whole in 2010.
In 2020, however, GM announced the revival of the Hummer brand. With the GMC Hummer EV, GM aims to resurrect the Hummer as an electric pickup truck and SUV. The company invested $2.2 billion into its Detroit/Hamtramck Assembly plant for the production of the new vehicle. While GM has advertised the Hummer EV’s off-road features like crab walk, adaptive air suspension, and steel underbody armor, the electric vehicle is a far cry from the Humvees that spawned the H1 and still fill military motor pools.
Patrick Gavin Tadina served in the Army for 30 years. He spent a full five of those years fighting in Vietnam. If that wasn’t unique enough, Tadina, who would retire as a command sergeant major, would often do it dressed as the enemy.
Tadina was a trim 5’5” native Hawaiian, a look that would allow him to conduct and lead long range reconnaissance patrols deep into Vietnam’s central highlands. He would sometimes join an enemy patrol dressed in their distinct black pajamas, sandals, and carrying an AK-47.
Patrick Tadina joined the Army in 1962. By 1965, he was in Vietnam with the famed 173rd Airborne Brigade Long Range Reconnaissance Patrol. He also served in the 74th Infantry Detachment Long Range Patrol and Company N (Ranger), 75th Infantry. He was in the country for a full five years, until 1970.
With a trim figure and uniquely nonwhite American looks, he used his appearance to get the jump on enemy forces laying in wait for him in the jungle. He led American patrols dressed as the enemy so they wouldn’t have a chance to ambush his Rangers. When escaping from an enemy patrol, he could lead his pursuers into a friendly ambush.
When spotted by Viet Cong fighters or North Vietnamese regulars, the enemy often had to take a moment to figure out who Tadina was and what he was doing in the jungles of Vietnam. On one occasion, this pause allowed him to warn his fellow soldiers of an ambush, but resulted in Tadina taking two bullets to the legs.
Laying on the jungle floor in that firefight, he refused to give an inch to the enemy. He received a Silver Star for his actions that day.
In five years of fighting in Vietnam, Tadina was shot three times but never lost a man who served under him. It’s estimated that 200 soldiers served with Tadina without a casualty. The legendary Ranger himself was awarded two Silver Stars, 10 Bronze Stars (seven with valor), three Vietnamese Crosses of Gallantry, four Army Commendation Medals (two for valor), and three Purple Hearts.
The stories about Tadina abound on the internet. After his death, friends and fellow soldiers wrote their tributes and memories about the five years Tadina spent in Vietnam:
“Tad infiltrated an enemy hospital to free a POW,” wrote one Ranger. “He killed a guard with a silenced .22 but found the hospital deserted. Talk about balls and trade craft.”
After the Vietnam War, Tadina stayed in the Army. He would take part in the most significant combat actions in the post-Vietnam world. He served with the 82nd Airborne Division in Operation Urgent Fury in 1983 and with the 1st Infantry Division during Operation Desert Storm in 1991. He retired from the Army in 1992.
In 1995, Patrick Tadina was inducted into the Ranger Hall of Fame in Fort Benning, Georgia. Although he continued to work in the combat arms field in some of the post-9/11 world’s hotspots, he struggled with mental issues in his later years.
He died in 2020 at age 77, still one of the Vietnam War’s most decorated enlisted soldiers and an unforgotten icon among the U.S. Army’s Rangers, past and present. Although Tadina has passed, his legend will never die.
If North Vietnamese bombers were coming to strike a remote CIA radar station and helicopter landing zone filled with Air Force volunteers, there are certain weapon platforms that would be expected to respond. Maybe some fighters or some air defenders on the ground.
But probably no one would expect a couple of CIA operatives in a helicopter to chase down the bombers and shoot one down using an AK-47.
So, guess what happened on Jan. 12, 1968?
The North Vietnamese sent four AN-2 Colt biplanes to bomb Site 85, a radar station in the mountains of Laos used partially as a staging base for rescue and special operations helicopters. The station’s primary role was to guide bombers headed into missions against Hanoi, Vietnam.
On Jan. 12, Ted Moore was flying a UH-1D Huey helicopter owned by “Air America,” a CIA front company, to Site 85. When he and his crewman arrived at the site, he saw two of the biplanes circling the station as the other two conducted bombing runs.
Moore began chasing one of the bombers that was actively taking part in the attack. His crewman, Glenn Woods, grabbed an AK-47 and began firing it at the cockpit of the fleeing bomber.
All four of the bombers bugged out, and Moore and Woods kept chasing and firing on the bombers.
After about 20 minutes of chase, the first bomber crashed just inside of the North Vietnam border and a second one crashed into a ridge just a few minutes later. The other two bombers escaped without incident. A CIA ground team later searched the wrecks and found bullet holes in both.
The two Americans were credited with the only plane kill by a helicopter in the war. An artist named Keith Woodcock later painted the scene in “Lima Site 85.”
The remote radar station operated for another two months before a ground assault by North Vietnamese commandos was able to force its way to the summit. The site was overrun in the greatest single ground loss of U.S. airmen in the war.
Imagine, as a fighter pilot, being able to see your enemy without them knowing you’re even in the area. Sounds like some newfangled stealth capability you’d expect to come stock on a fifth generation fighter, like the F-22 Raptor or the F-35 Lightning II, right?
But what if I were to tell you that the US Air Force possessed such a capability as far back as the early 1970s, far before the F-22 and concepts of its ilk were even on the minds of engineers who’d eventually design them? Heck, more than half of those engineers and designers were probably still finishing off college or hadn’t yet completed grade school.
Called the APX-80, but more popularly known by its codename, “Combat Tree”, this top secret technology was first equipped on McDonnell Douglas F-4D Phantom IIs, the US Air Force’s primary fighter-bomber aircraft. Today, we call the system involved “Non-Cooperative Target Recognition”, after having developed it for years. Back then, Combat Tree was a next-generation game-changer which would only be equipped on a select number of F-4Ds, which would fly in hunter/killer packs with other F-4Es (Phantoms built with internal rotary cannons). The precise details of how Combat Tree worked are still classified to this very day, but we do know, to an extent, how Phantom aircrews used it.
Instead of activating the powerful radar scanner in the nose of the Phantom, weapon systems officers (WSOs) in the rear cockpit of the fighter would use Combat Tree to look around the sky for specialized transponders built into enemy aircraft flown by the Vietnamese People’s Air Force (VPAF; North Vietnam’s military aerial element). These transponders were actually designed to prevent friendly-fire incidents, where North Vietnamese ground-controlled interception (GCI) stations and surface-to-air missile (SAM) emplacements would accidentally target and hit friendly fighters in a bid to shoot down enemy American aircraft. Referred to as “IFF” transponders or (Identification Friend or Foe), these beacons would relay a code to scanners built into SAM and GCI search radar computers, allowing their crews to distinguish between their own fighters and marauding jets of the USAF, US Navy and Marine Corps.
Combat Tree would “challenge” or “interrogate” each transponder it came across, asking in return whether or not the aircraft mated to the transponder was allied or otherwise. As soon as Combat Tree ascertained the allegiance of the aircraft after receiving the automatic response from the VPAF MiG-21’s transponder (completely unbeknownst to the MiG’s pilot, mind you), it would accurately plot its quarry’s location on a display in the rear cockpit of the F-4, and open up the hunt for the pilot flying in the front seat of the Phantom. Conversely, using the Phantom’s radar would have likely tipped off enemy fighters that they were being “painted” or tracked by other aircraft in the sky, thus losing any edge of surprise that the American fighters would have previously owned. Not only did this make MiG interceptions by Phantoms “stealthier”, it also allowed F-4 pilots to engage VPAF MiG-21s at greater distances, beyond visual range (BVR).
Prior to the existence and fielding of Combat Tree, all US military fighter pilots operating in Vietnamese skies were forced to get closer to VPAF MiG fighters to gain a positive identification on enemy aircraft before attacking them. Since radar only determines whether or not there are other aircraft in the sky ahead of your own, a visual identification is required to figure out whose aircraft those are. While American F-4 Phantom IIs were much more technologically advanced, they were still less maneuverable within the parameters of a close-in dogfight than a MiG-21 or the older MiG-19, also flown by the VPAF. This led to frustratingly high loss rates for American fighters. Combat Tree exponentially enhanced the margin of safety for American pilots by allowing them to gain positive identifications without pushing them into envelopes which greatly favored North Vietnamese MiG drivers.
The North Vietnamese eventually wised up to the presence of such a technology, though, they didn’t quite know what it was or how it functioned. The VPAF’s ranking officers began noticing a sharp increase in attrition rates with their fighter forces, especially those that found themselves tangling with US Air Force fighter jets. Cells of MiG-21s were reportedly being engaged at distances never before seen during the war, and with deadly accuracy. Radio transmissions between pilots, intercepted by picket stations, were able to pinpoint the reason for the suddenly high MiG-loss rate the North Vietnamese were sustaining – their aircraft’s IFF transponders. The VPAF’s pilots were instructed, there on out, to only turn them on when absolutely necessary, but to otherwise fly without any IFF protection, making them vulnerable to their own surface-to-air missiles in addition to the threat posed by American fighters in the area of operations.
Combat Tree’s effectiveness as a device that allowed American pilots to own the first look/first shot/first kill advantage wasn’t completely diminished by this discovery, however. By the end of American involvement in Vietnam in 1975, Combat Tree had earned assists in a number of US Air Force kills against North Vietnamese aircraft. In fact, Combat Tree was was responsible for helping Air Force legends Richard “Steve” Ritchie and Charles “Chuck” DeBellevue reach ace status (achieving five confirmed kills) between May to September, 1972. Since the early 1970s, the APX-80, or at least the lessons learned from Combat tree, has likely been redeveloped and extensively modernized for use with America’s current fighter fleet. Combat Tree, in a way, can be considered the forerunner of the modern sensors you’d find today on an F-35 or the F-22, which allow the aircraft to “see” the enemy before they even enter the playing field.
Originally published on The Tactical Air Network in January 2017.
I awake with a start. John isn’t in bed beside me. Throughout his military career, I never could grow used to an empty bed. Unlike before, I hear him breathing. He is in his recliner on the other side of the room. Either insomnia, a migraine or back spasms have pulled him away from me tonight. I ask if he is ok before realizing he is sound asleep. The rhythmic sound of his breath lolls me back to sleep as well.
There was a time, early in our marriage, where we both craved one another’s attention. We never wanted to leave each other’s side. Twenty years later, three kids, two deployments and many many nights apart, we’ve become more accustomed to absence then togetherness.
We are relearning what it looks like to be together, always.
Quarantine and Retirement
I’ve been hearing from friends whose spouses are either recently retired or working from home currently with no end in sight. The struggles are similar. Our routine at home is now chaotic. It’s similar to the disruption of reintegration but for a much lengthier stretch.
It is extremely difficult to continue forward with the routine when there is a new person in your space. Knowing that your spouse is just one room away while you are trying to get your to-do list complete is frustrating. It would be much more fun to join in watching that movie or whatever else is happening. I mean after all isn’t more time together what you craved during that last deployment?
Look, it’s ok not to want to be together 24/7 even if that’s all you were craving in the normality of 2019. For many of us, 2020 has brought more together time then we could have imagined. It’s ok not to spend every second together. It’s also equally ok to not finish that crazy to-do list and just enjoy some extra time with your soldier.
Drop the guilt. Everyone right now understands the need to focus on mental health. Plus, there’s no need to worry about unexpected guests dropping by, so yes, the dishes and laundry can wait.
2. Find time to be alone, even if you have to hide in a closet
I am an introvert. I used to wake at 0500 to see John off to PT and soak up the quiet early morning with a book and a cup of coffee before the kids woke up. Our new normal means that this house is never empty. The kids are doing e-learning and even the hobbies that once took John out of the house after retirement have ceased. There is much togetherness going on.
Don’t get me wrong. I love the extra time with one another, but sometimes it can be too much. In those moments, I need a timeout. I need to recharge by being alone.
What does this look like when the whole world is shut down?
Here are a few ways I’ve figured out how to get my alone time.
Long drives through backroads with the radio cranked all the way up
Walks through the neighborhood
Adult coloring books while listening to an audiobook
Noise-canceling headphones while writing
Sitting in the closet with the lights off enjoying the silence
3. Open communication makes all the difference
Communication while in the military had its challenges. We spent ten years learning how to communicate long distance, how to keep the dialogue going across oceans, and then how to understand one another after surviving vastly different challenges. My world of toddlers was not the same as his of war. It took effort to hear what the other was saying and the perspective we each brought to the conversation. The same is true now.
One of the things we’ve learned since retirement is that just because we’ve been married twenty years doesn’t mean we actually know the other person well. We may have been married but we inhabited very different spaces during that time.
All of this togetherness now is giving us the opportunity to get to know one another for who we are today. We are learning how to ask questions and how to listen in new ways. It’s a little like dating, the excitement and frustration are there. The only difference being the commitment to keep doing this, to keep trying, to keep growing together, and to maybe come out of this year closer then we were when it began.
The most important lesson I’ve learned during this time of increased togetherness and struggling to get everything done in the weirdness of 2020 is to be kind to myself. It’s time to drop the guilt because it isn’t mine to carry.
Most Americans know the Vietnam Veterans Memorial wall in Washington, D.C, displays the names of every servicemember who died in the war or remain missing in action. But what many may not know is that the last names on the wall were killed in an operation launched two years after the conflict officially ended.
In a hastily thrown together mission to save civilians captured in Cambodia, three Marines were left behind to die at the hands of a Khmer Rouge executioner. And though the mission occurred well after American combat forces withdrew from Vietnam, the names of those Marines were still given their place on the Vietnam Memorial wall.
The 1973 Paris Peace Accords ended U.S. involvement in Vietnam, and two months later the last U.S. combat troops left along with prisoners of war held by the Vietnamese.
But in May, 1975, Communist Khmer Rouge troops from Democratic Kampuchea (modern-day Cambodia), captured an American-flagged merchant ship, the SS Mayaguez, off its coast. And though America was trying to distance itself from the war, President Gerald Ford vowed a response, and historians acknowledge the attempted rescue by U.S. troops as the last official battle of the Vietnam war.
Aerial surveillance showing two Khmer Rough gunboats during the initial seizing of the SS Mayaguez. (U.S. Air Force photo)
Ford ordered the aircraft carrier USS Coral Sea, the destroyer Harold E. Holt, and the guided missile destroyer Henry B. Wilson into the area. He also put the Seventh Air Force and contingents of Marines in the region on alert.
P-3 Orion aircraft dropped flares on the Mayaguez’ last known position, which drew small arms fire from the attackers. The Air Force continued to harass the captured ship. So the Khmer troops took the crew prisoner on fishing boats close to the nearby island of Koh Tang.
The Air Force then loaded 75 Security Forces airmen onto five HH-53 Super Jolly Green Giant helicopters and seven Sikorsky CH-53 Sea Stallions to retake the Mayaguez. This plan was aborted when one of the helos, call sign Knife 13, crashed on its way to Thailand, killing all 18 airmen and its five-man crew.
These 23 airmen died en route to the Mayaguez when their HH-53C helicopter crashed due to a mechanical malfunction. (U.S. Air Force photo)
The next plan called for the Air Force to stop all ships between Koh Tang and the Cambodian mainland.
Meanwhile, Marines staged for a simultaneous assault on the Mayaguez and Koh Tang Island. Delta Company of the 1st Battalion, 4th Marines moved to capture the ship, while 600 troops from 2nd Battalion, 9th Marines rescued the crew from the island. The plan called for two helicopters to make a diversionary attack on the eastern beach while the rest of the Marines landed via helicopter on the western side.
Unfortunately, the ship’s crew wasn’t on Koh Tang; they were on nearby Rong Sang Lem. Koh Tang had 100 defenders who were dug in and armed to the teeth, prepared for an attack from Vietnam, not the United States. And they had enough firepower to give the Marines a real fight.
At the same time, eight helicopters began the assault on Koh Tang and immediately came under heavy automatic weapons and rocket-propelled grenade fire. One of the CH-53s was hit and ignited, killing six Marines, the pilot, and two Navy corpsmen. Three more Marines died from the defending machine guns. The landing troops had to calling in an AC-130 Spectre Gunship to break out of the beachhead.
Just a few minutes before the attack began, the Khmer Rouge Propaganda Minister issued a radio broadcast announcing the release of the Mayaguez crew. The Wilson intercepted the boat carrying the crew and brought them aboard. In the morning in the U.S., President Ford announced the release of the Mayaguez crew to the American public, but not that the Khmer government had released them.
The Marines were still fighting on Koh Tang when the order from stateside came to break off and withdraw. The fighting lasted 14 hours.
Two hours after the evacuation, a Marine Corps company commander discovered three of his men missing — a machine gun team who protected a helicopter evacuation from the island. The abandoned Marines included Lance Cpl. Joseph N. Hargrove, Pvt. 1st Class Gary L. Hall, and Pvt. Danny G. Marshall.
Rear Adm. R.T. Coogan would only green light a rescue if the Marines were still alive. The Navy signaled the island in English, French, and Khmer that they wanted to search the island with Cambodian permission if they received a signal.
No signal came.
A picture from an OV-10 over two helicopters shot down on the East Beach of Koh Tang Island (U.S. Air Force photo)
Ten years later, an eyewitness report told the story of Cambodian troops on patrol under fire from an M-16 the very next day. They encircled and captured an American in the incident and were ordered not to discuss the event. That American was Lance Cpl. Hargrove. He was captured and subsequently executed.
One week later, Cambodian troops noticed their food stores were raided at night with strange boot prints left in the mud. They left a trap which captured Hall and Marshall. The two were taken to the mainland and beaten to death with a B-40 rocket launcher, their remains never conclusively found.
A total of 15 men were killed during the Mayaguez rescue mission, with another three missing and presumed dead. That’s on top of the 23 airmen lost in the helicopter crash preceding the assault on Koh Tang.
The names of the dead and missing at Koh Tang were the last names to be included on the national Vietnam Veterans Memorial, the wall bearing the names of all Americans killed or missing in the war.
An F-16 pilot flying over ISIS-held territory in 2015 suffered a malfunction of his fuel system and would have been forced to bail out if it weren’t for a KC-135 Stratotanker crew that offered to escort the jet home, the Air Force said in a press release.
The KC-135 was tasked with refueling a flight of A-10s supporting ground pounders when an F-16 came for gas and declared an emergency.
“We were in the area of responsibility and were already mated with some A-10 Thunderbolt IIs that were tasked with observing and providing close-air-support for our allies on the ground,” said Capt. Nathanial Beer, 384th Air Refueling Squadron pilot. “The lead F-16 came up first and then had a pressure disconnect after about 500 pounds of fuel. We were expecting to offload about 2,500 pounds.”
After the pilot completed his checklist, it became apparent that 80 percent of his fuel supply was trapped in the tanks and couldn’t get to the engine. The pilots would have to bail out over ISIS territory or try to make it back to allied airspace.
500 pounds of fuel is very little in an F-16, so the KC-135 flew home with the fighter and topped off its gas every 15 minutes.
“The first thought I had from reading the note from the deployed location was extreme pride for the crew in how they handled the emergency,” said Lt. Col. Eric Hallberg, 384th Air Refueling Squadron commander.
“Knowing the risks to their own safety, they put the life of the F-16 pilot first and made what could’ve been an international tragedy, a feel-good news story. I’m sure they think it was not a big deal, however, that’s because they never want the glory or fame.”
The KC-135 crew returned to their planned operation once the F-16 was safely home and were able to complete all of their scheduled missions despite the detour.
For months leading up to this week’s Star Wars: The Force Awakens premiere, the universe created by George Lucas, purchased by Disney, and boosted by Sci-Fi mastermind JJ Abrams has been central in our cultural consciousness. But remember that other franchise Abrams revived from the mothballs film and television history, the one whose crew boldly goes where no one has gone before?
A trailer for the third installment of the rebooted Star Trek franchise, Star Trek Beyond, just popped up without warning, to what appears to be mixed applause from the trekkie-trekker community. Why, you might ask? The trailer clearly shows a significant reduction in lens flare over the previous two installments. No, the people either love or hate the choice of music for the trailer. Judge for yourselves.
There’s not much discussion about what’s new or even what the plot is, except that the cast of the previous two films have returned, with the notable addition of Idris Elba joining them as this guy. I think. Maybe not.
Who knows. They’ve been pretty hush-hush about this ever since production began.
This time it seems, things will be different. Where Abrams’ 2009 Star Trek immediately turned the canon of Star Trek on its head, director Justin Lin’s vision for the franchise is more to the heart of the “wild west in space” spirit of the original series (also, Lin probably watched more than just the Wrath of Khan for background research). And of course, Captain Kirk somehow gets on a motorcycle because Lin’s previous credits include three Fast Furious movies.
But he is responsible for the epic “Modern Warfare” episode of Community… so there’s hope.
The US Coast Guard rescued a Navy pilot whose jet crashed in the Atlantic Ocean off the Florida Keys.
Lt. Russ Chilcoat said in a news release the pilot ejected and was rescued in early August with no apparent injuries. The crash happened some 20 miles (32 kilometers) southeast of Key West. The pilot, whose name wasn’t released, was the only person on board.
A US Navy Northrop F-5N Tiger II assigned to Fighter Squadron Composite 111 “Sun Downers” launches from Boca Chica Field of Naval Air Station Key West, Florida. (US Navy photo)
Chilcoat says parts of the F-5N were recovered but the rest is under about 3,000 feet (900 meters) of water. He says the Navy has no immediate plans to recover the aircraft.
The pilot is attached to Fighter Composite Squadron 111, the “Sun Downers,” based at Naval Air Station Key West. Officials say the jet was conducting training operations and the cause of the crash wasn’t immediately known.
We would’ve loved to have been a fly on the wall when someone walked into a room and said, “You know what the world needs more of? Motorcycles with miniguns on them!”
Did the people blessed with this kind of wisdom previously work as Sonny Barger’s life coach? It certainly seems like every 1-percenter’s wet dream. Were they perhaps former department of corrections employees who were fired over suggesting that electric chairs be replaced with electric bleachers?
Perhaps they once pitched an ad-campaign slogan to Honda along the lines of, “You meet the nicest people on a motorcycle with a cannon.”
Wherever the idea came from, it apparently didn’t fall on deaf ears.
What was once only possible in movies has finally been brought to life, and RECOIL was privileged to see it in action. Lane splitting just took on a whole new meaning.
Brainstorming sessions between Dillon Aero and Tailgunner Exhaust led to something that looks like the bastard son of Blue Thunder. The Tailgunner Dillon Aero M134X Interceptor, as it’s called, found its way to our email inbox — so we sent our editor, Iain Knievel, out to investigate the situation further. We were all curious to see if this thing was intended for anything other than a potential reboot of Street Hawk (congrats if you even remember that show).
Our research revealed that the M134X was truly an engineering masterpiece. That’s because the brains behind it really know their craft.
You may have seen the work of brothers Cal and Charlie Giordano, proprietors of Tailgunner Exhaust, not only in their Gatling gun-inspired exhaust systems, but creations such as a handmade submarine that have appeared in episodes of Modern Marvels. They decided to approach the minigun gurus at Dillon Aero about creating a promotional conceptual bike.
Unlike many concept vehicles that are all show and no go, this one was engineered to be fully functional and designed for the average rider to operate.
To our knowledge, mounting a functioning minigun to a motorcycle chassis was never attempted until now.
The 300 pounds of recoil generated by the 7.62 NATO-caliber M134 was enough to make people believe that such a feat defied the laws of physics and begged too many unanswerable questions. Even if it could be fired while riding, how long would it take before the frame began to tear? Could it be aimed with any degree of accuracy? Was the driver guaranteed a Darwin Award?
The bike was built not only to defy the naysayers of minigun versatility, but also as a way to deploy the weapon system to the field quickly or to catch a fast-moving vehicle. In order to create a bike that drove and handled well enough to do all this, they chose the proven Yamaha R1 Superbike chassis as the platform. Its aluminum frame and high power-to-weight ratio enables the package to be light on its feet.
To disperse the load, Tailgunner created an aluminum cantilever mount for the gun that attaches where the custom extended swingarm connects. The linear actuator enables the gun to be moved up and down by a switch located where the turn signal formerly resided. The custom fuel tanks were moved to the rear of the bike for better balance. Heavy-duty billet aluminum steering yokes were also specially made for the project. Body panels are all fabricated from aircraft-grade aluminum and covered in MultiCam wrap by Crye Precision. Believe it or not, the whole bike only weighs about 500 pounds.
An air intake was built into the mount and two external air filters were mounted up high to allow for better filtration and easy maintenance. The bike is powered by a Yamaha 1,000cc inline-four with a twin nitrous oxide system. It’s all mated to the six-speed Yamaha transmission. The electronics are powered by a 12-volt battery that runs the motorcycle, with a separate 24-volt battery mounted inside the swingarm to operate the gun. A large Samsung smartphone in front of the driver serves as instrumentation to keep it simple.
The motorcycle doesn’t have to be running to fire. The gun can be armed with a switch on the console in front of the driver. The trigger is very appropriately located where the horn button was. Aiming is accomplished by moving the cantilever up or down and steering the bike right or left. Although that’s really dead reckoning in terms of accuracy, a laser sight and gun-mounted camera may be added in the future, with reticles appearing on the smartphone.
After two years of trial and error, a finished bike finally met the standards of all parties involved. The M134X will be put up for sale when its promotional duties are completed, and it is, in fact, street legal (without the gun, of course, unless you have the proper permits). Tailgunner could even create a replica if the money’s there. Civilian and law enforcement versions are already in the works.
Not only have the minds involved disproven the notion that mounting a minigun on a motorcycle was impossible, but they showed that it could be done in a practical way. Who knows, maybe we’ll see M134Xs roaming the battlefield one day with additions such as smoke screens, oil slicks, or caltrops. It seems the fellas at Tailgunner figured out a way to channel the spirits of Richard Gatling and Burt Munro. Nice to know guys who can come up with things like this are on our side. Check out the full videos on RECOILtv to see the M134X in action.
Don’t think the fun stops there. Cal made this super shorty Timemachinist AR-M134X to complement the Tailgunner Dillon Aero M134X project. It’s an all-billet build based on a Sharps lower and a custom-made Timemachinist/Tailgunner Gatling-style upper.
Since the motorcycle itself and miniguns are nearly unobtainable to the public, you might be seeing AR Gatling Gun-inspired full-float tubes for sale in the future if the interest is there. The barrels don’t spin, but this pistol version has a Noveske 7.5 Diplomat barrel inside it.
While the AR-M134X was designed to look like a minigun barrel assembly, it was engineered to function as a high-performance handguard. Check out more of Cal’s work, such as his custom watches, at www.timemachinistwatches.com.
This article by former Army Ranger and professional fitness athlete Leo Jenkins first appeared in The Havok Journal on 26 March 2014.
How do you define yourself?
This question does a great deal to provide insight to our mental well being. If you are a powerful attorney but you suck at golf you likely don’t identify yourself as a golfer. If you are an animal in the gym but have a job where you are the lower ranking member, taking shit from everyone and their spouse then chances are you define your self by your one-rep dead lift. We all do it, it is one of the things that separates us from other primates, that and the inability to throw feces without the fear of incarceration.
So what happens when we we sustain an injury that alters our ability to maintain our self internalization? It can be devastating to ones psyche. This is applicable beyond the scope of a sports injury. If you are the VP of a big company and get fired, your entire reality just caved in on it’s self. If you are a professional athlete and you are told that you can not train or compete for several weeks or months it is a serious shock to who you are.
So what do you do? Just end it now, bro! It’s not worth living anymore. Okay, that is poor advice. Unless….. no, that’s ALWAYS poor advice, don’t ever do that.
Step 1: Create a multi-dimensional self worth.
Before the injury ever occurs it is important to understand that your role in your community and life in general is not one dimensional. You hold a great deal of value outside of the place where you identify yourself. I know several professional athletes that also own and run their own business. Having the ability to quickly shift your self perception from athlete to boss man business owner immediately following your injury is paramount. It is very easy to fall into a state of despair when we continue to identify ourselves as athletes after an injury. Don’t let that, “well fuck, now that I am broken I am useless” mentality get a chance to creep in.
Step 2: Seek professional diagnosis.
You can not begin correcting the problem until you know what the problem is. As much as your coach at your gym wants to have an answer for you he is not a doctor. If he was he would be coaching in a white lab coat with a stethoscope around his neck. That would be creepy and weird. If your coach does that…. Step 2.1 find a new gym. You can’t create a plan until you know exactly what is wrong.
Step 3: Create a plan
Creating a plan immediately after your injury is really important. I am very guilty of mopping around, drowning my sorrows in chocolate ice cream and Jameson after an injury. That isn’t good, don’t do that. If the Doc says it is going to be 2-3 months plan for some ups and downs in that time. When you start hitting a low point have an activity that takes your mind from the negative to the positive. Look at this time as an opportunity to get better at something that you have been deficient in. If you can’t train 6 hours a day invest that time into becoming a better version of yourself.
When I was in Iraq I tore some of my abdomen. I took a great deal of pride in being one of the stronger guys in my company boasting a 600+ pound dead lift and 480lb squat. I knew I wasn’t going to be able to lift anything over 15lbs for several months. The doctor (see step 2) told me that swimming and easy cycling would be okay. So that is what I did. Everyday. By the time that I was cleared to start lifting again I had become decent at swimming and cycling and since running was a staple of Ranger PT, I decided why not do a triathlon. Before I knew it I had a closet full of spandex and a garage full of bicycles. I hadn’t done a heavy dead lift in years but had a shelf full of trophies from various races. Redefining yourself in the face of adversity is a crucial part of survival. We have to be able to adapt and overcome. Plus, check out how good I look in a speedo….
Step 5: Enjoy the process, it’s all circular.
After several years of racing triathlon I was hit by a car on a training ride, shattering my collar bone and breaking my hip. I wasn’t able to do anything. Three weeks to the day after my surgery, totally against the Doctors orders, I was back on my bike. I was terrified but I rode straight to the place where I had been hit. I had to overcome that hurdle before I could move forward. I did a couple of races after that but through the course of my recovery I began to lift again and remembered how much I enjoyed it. Here it is almost two years since my last race and I spend more time in the gym than any human should.
Just a few hours ago I was told that I have a tear in one of the muscles in my shoulder and that I probably shouldn’t lift anything overhead for a while. Hearing that was great. I have been mopping around for two weeks, defeating myself mentally. (Again, not a good idea) Now that I know exactly what is wrong I can move on. I am about to get really good at running and cycling again. Watch out tri geeks the world over, this new injury may be the start of my comeback!
Moving forward requires looking forward, beyond your injury and beyond your own self defeating attitude. Now if you will excuse me, I have to go inflate my bike tires and find my helmet.
USS Louisiana (SSBN 743) is going to be spending some time in the yards after a collision with USNS Eagleview (T AGSE 3) off the coast of Washington state. The two ships returned to their respective bases under their own power.
According to a report by the USNI blog, the Navy is assessing the damage to the Louisiana at her home port of Naval Base Bangor-Kitsap, while the Eagleview is being assessed at Port Angeles, also in Washington state. No injuries were reported in the collision, which took place on the evening of 18 August.
USS Louisiana is the last of 18 Ohio-class submarines, having been commissioned in 1997. She displaces 18,450 tons when submerged. She carries 24 UGM-133A Trident II missiles, capable of delivering up to 14 W88 warheads with a 475-kiloton yield. The Trident II has a range of about 7,500 miles. The submarine also has four torpedo tubes capable of firing Mk 48 torpedoes.
The Eagleview is one of a class of four offshore support vessels purchased by the Military Sealift Command in 2015 from Hornbeck Offshore Services. Eagleview weighs about 2400 tons, is almost 250 feet long, and 52 feet six inches wide.
The Louisiana’s incident is not the first time this has happened. In 2013, USS Jacksonville (SSN 699) lost a periscope in a collision with an unidentified vessel. USS Montpelier (SSN 765) collided with USS San Jacinto (CG 56) in 2012, wrecking the cruiser’s sonar dome. USS Hartford (SSN 768) and USS New Orleans (LPD 18) had a fender-bender in the Strait of Hormuz in 2009. Senior officers on the submarines received varying punishments, most involving relief from command and letters of reprimand.