During World War I, steel for building ships was in short supply.
While American President Woodrow Wilson was determined to keep the U.S. out of the war, he didn’t want America’s Merchant Marine to be left unbuilt. So he approved the construction of 24 ships made from concrete to the tune of $50 million ($11.4 billion adjusted for inflation) to help build American shipping capacity.
Concrete, while cheap and readily available, is expensive to build and operate when it comes to ships. They need thick hulls, which means less room for cargo. Only 12 were ever built and by the time they were ready, the Great War was over.
A website dedicated to this “experiment in ship building,” ConcreteShips.org, keeps track of what happened to these 12 innovations.
The Atlantus was a steamer that was sold as a ferry landing ship. Before she could ever be used for that, she broke free during a storm and grounded near Cape May, New Jersey, in 1926.
She’s been falling apart ever since but what’s left can still be seen from shore.
SS Cape Fear
A good example of the drawbacks of using concrete for shipbuilding, the Cape Fear ran into a cargo ship in Rhode Island, shattered, and then sank with 19 crewmen lost.
The Cuyamaca was stripped down in New Orleans after she was built. She was then converted into an oil barge. Like other concrete ships hauling oil in the Gulf of Mexico, not much is known about her final resting place.
Artificial structures sunk in coastal areas protect the coasts from negative effects due to weather and the spread of sediment. The Dinsmore is living on in this regard. She was sunk to be a breakwater in the Gulf of Mexico.
The Latham also became an oil barge, storing oil pumped in the Gulf of Mexico. While transporting oil pipes, she hit a jetty and nearly sank. She’s now floating around the Gulf somewhere, storing oil.
Moffitt is another oil barge off the coast of New Orleans.
SS Palo Alto
This ship was turned into a dance club and restaurant in California. It featured an arcade and a swimming pool before the company that ran the place collapsed in the Great Depression.
When a storm cracked her across the middle, the Palo Alto became a fishing pier.
Now in British Columbia, Canada, the Peralta spent time as a floating fish cannery and is now a floating breakwater. She’s the only one of the 12 still afloat.
The Peralta is also the largest concrete ship still afloat anywhere in the world. She protects the log storage pond of a Canadian paper company.
After hitting an underwater ledge, Polias shattered and sank off the coast of Maine. Fourteen crewmen died trying to abandon ship.
A 1924 hurricane further shattered her wreck. What remains is off the coast of Port Clyde, Maine.
SS San Pasqual
When the San Pasqual ran aground off Cuba, no one was inclined to dig her out. She stayed there and became a depot ship and then a prison. Now, she’s a 10 room hotel.
Originally sold for scrap, Sapona was converted into an offshore liquor warehouse during Prohibition. She was grounded off the coast of Bimini, an island of the Bahamas, during a hurricane. The stern broke off, destroying the rum running owner’s stock and leaving him penniless.
The Army Air Forces and Navy used Sapona for target practice during WWII.
Called the “Flagship of Texas,” the Selma was an oil tanker that hit a jetty off the coast of Tampico, Florida. The government sent Selma to Galveston for repairs, but the shipwrights had no experience with concrete. She was taken to Pelican Island, Texa in 1922, where she sits today.
The Texas Army named her its flagship 70 years later.
Preparing for the invasion of Normandy wasn’t just a matter of training troops to take the objectives, nor was it simply about moving all the necessary troops and supplies to England or fielding enough planes for support. All of those elements were important, but the Allies needed to plan for something else, too: evacuating the wounded.
Looking back on history, it’s easy to assume this was a given. If I were storming the beaches, I’d want to know that if I got hit, the brass had a plan to get me out of there safely as opposed to leaving me to explore Nazi Germany’s idea of hospitality. As it turns out, the Allies had a plan for retrieving the injured, but it was far from trivial.
The widespread use of helicopters to evacuate wounded troops wasn’t made practical until the Korean War.
On the battlefield, a medic (or corpsman) would move to aid a casualty as quickly as possible. He’d assess the condition and the troop would then be moved back, either on foot or by jeep, to the battalion aid station. From there, if needed, a troop would be moved further back from the front for more intensive care.
Now, in World War II, using helicopters for medical evacuations wasn’t possible. The first practical helicopters were flying, but they still didn’t have the lift capacity needed — even still, there were ways to get troops back reasonably quickly.
The Landing Ship Tank proved to be a key component of plans to evacuate wounded troops on and after D-Day.
One of the best assets for doing this was the Landing Ship Tank, or LST. These vessels were designed to get tanks and vehicles ashore, usually by making a run onto the beach and dropping a bow ramp, allowing vehicles to roll onto land. That ramp, of course, worked two ways. You could easily roll vehicles, like jeeps and trucks, back on.
The LSTs were designed to be a combination of both a floating ambulance and an emergency room. On board, Army doctors could perform emergency surgery on wounds that required immediate attention. Troops could then be evacuated (usually via C-47 Dakota) as necessary from Normandy to England. In England, a network of holding hospitals, transit hospitals, and general hospitals awaited the wounded.
Like the C-17 today, the C-47 Dakota was used for medical evacuation.
(U.S. Air Force photo by Tech. Sgt. Shane A. Cuomo)
The result was that many wounded troops — who would have likely died from those same wounds in past wars — were able to survive and, in some cases, even return to the battlefield.
Learn more about the way combat casualties were evacuated from Normandy in the video below.
Music from a fife and drums rang in the ears of a father and son as they sat around the campfire. Brian E. Withrow and his 14-year-old son, Josh, talked with fellow re-enactors, also clad in Union blue, the night before their first re-enactment at the Battle of Cedar Creek in Virginia’s Shenandoah Valley.
Now and then, the discussion turned to times on the battlefield when the re-enactor could almost feel as if he was actually walking in the boots of a Civil War Soldier.
Fifteen years later, the Withrow duo are back in camp at the same Virginia battlefield, except the son is now a 29-year-old re-enactment veteran, and the father plays a commanding general’s assistant chief of staff . What hasn’t changed is their shared love of history, and the one thing that has kept them returning to re-enactment battlefields is the search for those special times when they feel almost transported back in time. They call those times “Civil War moments.”
“An example was at the 145th anniversary of the Battle of Antietam, and we were doing the battle through the cornfield,” said Brian, a retired lieutenant colonel and munitions officer. “It was early morning, still dark, with just the glimpses of light coming up. There was a mist over the field. The artillery was firing, and I could see the blasts from their muzzles.
“In front of me, the very first wave of federal soldiers was given the command to go into the cornfield. For that brief moment, there were no telephone poles, no vehicles. There was just the cannon fire and musketry fire with one of the just-right conditions and glimpses that give you that moment of, ‘Wow! That must have been what it was like.'”
An interest in U.S. history from his youth led Brian to consider the re-enactment hobby when he was stationed at the Pentagon in 1997, with the numerous Civil War battlefields in Maryland and Virginia. Josh shared the love of history, so the two attended re-enactments together as spectators until his father asked him if he would like to try the hobby with him. They watched the 136th anniversary re-enactment of the Battle of Chancellorsville in Virginia in 1999, and after talking to re-enactors in the 3rd U.S. Infantry, Company B, they decided to join the unit.
Josh was still two years away from his 16th birthday, so he wasn’t able to carry a weapon at their first re-enactment at Cedar Creek and Belle Grove National Historical Park later that year, but as it turned out, he was right where the action was. In the Battle of Cedar Creek in the fall of 1864, forces led by Gen. Jubal Early over-ran federal forces, although Union Maj. Gen. Philip Sheridan later made his famous ride to lead a rout of the Confederates, which helped the Union crush the resistance in the Shenandoah.
“I was too young to carry a gun, and I didn’t have any shoes that would fit me, so I had to stay in the tent while my dad went to take the field,” Josh said. “But, of course, the battle came to me. I was sitting there inside the tent, while there were two rows of infantry firing at each other around me, and it’s lighting up with the gunpowder. It was so dark outside, and all you could see were the flashes of the muzzles of the guns. It was just one of the coolest things I’d ever seen, and we were thinking, ‘We are going to keep on doing this.'”
Brian’s interest in re-enacting began with a question about his ancestors’ role in the Civil War. Through his research and participation in re-enactments, he was able to correct what the family believed about an ancestor who fought and died in the war. For years, the family’s oral history showed that George Dugan, a private in the 10th Illinois Infantry, died in a Confederate prison in Andersonville, Georgia. By the time he’d participated in the 150th anniversary re-enactment of the Battle of Bentonville, North Carolina, Brian had learned he actually died in action there, a fact he didn’t know when he attended the same battle as a private 10 years earlier.
“I now have a personal connection,” Brian said. “Not only had he died there, but fortunately for my family line, he had a son who ended up being my great great-grandfather.”
A glance at the uniforms in a closet in the family home in Stafford, Virginia, shows the variety of ranks Brian portrays in his hobby. He plays the role of Union Soldiers, as well as those from the Revolutionary War, from the ranks of private all the way up to the commanding general of the Union Army. After he retired from the Air Force, Brian let his beard grow, which coupled with the cigar he often has in his mouth in camp, gives him a resemblance to a U.S. history legend, Gen. (and former President) Ulysses S. Grant.
While on the board of directors that created the Stafford Civil War Park, Brian portrayed a colonel in the 55th Ohio Infantry at the grand opening in 2013, and spectators saw the beard and cigar and mistook him for Grant. The mistaken identity kept happening at subsequent reenactments and historical events, even to the point where Confederate re-enactment forces “captured” him, thinking they’d caught the overall Union commander. He was eventually asked to portray Grant for the 150th anniversary re-enactments in 2011 and 2012. Brian impersonates the famous general for the Civil War Impressionists Association in annual events at the National Mall in Washington and at numerous Civil War historic sites.
“I’m still a private in Company K of the 3rd U.S. Infantry, so I still go out and do events as an infantry private,” Brian said. “Then again, I can put on three stars, and I can be the commanding general. I can play a private or the general-in-chief with equal enthusiasm.”
When he began the hobby, Brian had no interest in portraying an officer. He was still on active duty, and he wanted to experience a taste of a Union private’s daily life. However, after his Air Force retirement six years ago, he had an opportunity to join the Army of the Potomac headquarters staff as a guidon bearer for the command officer, which was appealing to him because of his love for horses, and in the past year he’s served as the commander’s assistant chief of staff.
The night before the re-enactment at Cedar Creek, Brian was also promoted to brigadier general and will transition into the role of the staff’s commanding officer.
Serving as an officer in a Civil War re-enactment unit is obviously completely different from an active-duty career. For example, there is no Uniform Code of Military Justice to keep them bound to the unit or to commander’s orders. Still, Brian has found common ground between the two. Safety, self-aid and buddy care, and survival training, as well as his logistics knowledge from a career in munitions, have all come into play at different times in the field. Also, Soldiers in the 19th century operated on a code that wasn’t too different from the Air Force Core Values.
“From my research, I can’t say that they had what they called core values,” he said. “But clearly, in particular, the Soldiers who had been trained formally through the military academies during that time period, had a value system based on personal honor and morality. I think those attributes defined what it meant ideally to be a good Soldier then, and those traditions from our early American military experience are what evolved into what we call our core values now.”
For just a few days, re-enactors like the Withrows not only try to help re-create historic battles, but also get a taste of the living experiences Soldiers on both sides endured in the Civil War. Along with the bonding experiences when they swap war stories and glimpses of their lives with fellow re-enactors, they also sometimes experience some harsh conditions. They faced below freezing weather at the Battle of Sailor’s Creek in April, and there was the other extreme, where they faced temperatures above 100 degrees with elevated humidity at the 150th Battle of First Manassas in July 2011.
“We got just a little taste of some of the environmental conditions these Soldiers went through,” Brian said. “The difference was we came out and may experience some of those conditions for a weekend. That gives you an appreciation for the fact that these guys did this week on end, month on end, on forced marches of 10 to 15 miles, summertime and wintertime. Again, we get this little glimpse, just a little taste of what they may have experienced.”
These days, it is difficult for both father and son to make every battle as they were able to do when Josh was younger. He’s not able to attend most re-enactments because of his schedule as a legislative affairs manager for Freedom Works in Washington. Since his father retired, his schedule as a government employee at Fort Belvoir also keeps him busy. But their love of the hobby remains as strong as it was around that campfire 15 years ago. Hearing the fife and drums still sounds sweet to their ears.
All Coast Guard National Security Cutters should have ScanEagle drones aboard and available for launch to boost high seas surveillance and aid in drug interdictions and arrests, according to Commandant Adm. Karl Schultz.
Commanders who have used the ScanEagle Unmanned Aerial System, or UAS, have told him, ” ‘I don’t ever want to sail without ScanEagle again,’ ” Schultz said Dec. 7, 2018, at the National Press Club. “I’d like to see every national security cutter have one on the back.”
For the past 17 years, the Coast Guard Research and Development Center has experimented with various types of UAS, including a helicopter drone and MQ-1 Predator, for cutters but found them unsuited for the Coast Guard‘s dual mission of national security and law enforcement.
A ScanEagle unmanned aerial vehicle from ScanEagle Guardian Eight Site sits ready for launch.
(U.S. Navy photo by Lt. Kristine Volk, Resolute Support Public Affairs)
In 2017, the Coast Guard tested a ScanEagle aboard the cutter Stratton on a six-week deployment to the Eastern Pacific. By the end of the deployment, the drone had flown 39 sorties for a total of 279 hours and assisted the crew in seizing 1,676 kilograms of contraband, valued at million. It also aided in the arrests of 10 alleged drug traffickers, according to the service.
The ScanEagle, made by Insitu, a Boeing subsidiary, was developed from a commercial version designed to collect weather data and scan the ocean for schools of fish. The Coast Guard version is about 8 feet long, with a wingspan of 16 feet. The drone is sent aloft by a pneumatic launcher and recovered using a hook and arresting wire.
In June 2018, Insitu announced the signing of a 7 million contract with the Coast Guard for the installation of ScanEagles aboard cutters. In a statement, Don Williamson, vice president and general manager of Insitu Defense, said when ScanEagle initially deployed with the Stratton, “We recognized what an incredible opportunity we had to partner with the U.S. Coast Guard to bring dynamic improvements to mission effectiveness and change aviation history.”
ScanEagle unmanned aerial vehicle conducts flight operation over the USNS Spearhead.
The contract was “an incredibly important first step in realizing the Coast Guard’s vision of fleet-wide UAS implementation,” said Cmdr. Daniel Broadhurst, who has served as unmanned aircraft systems division chief in the Coast Guard’s Office of Aviation Forces.
The fate of the UAS plan and other Coast Guard projects largely will depend on the outcome of the upcoming budget battles in the new Congress, Schultz said Dec. 7, 2018.
Currently, “we’re faced with more demands for Coast Guard services than fiscal resources,” he said.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
Defense officials at the Pentagon say they need up to $500 million more to finish the development phase for the F-35, the troubled fifth-generation fighter that’s already gone 50% over its original budget.
Its overall lifetime budget has ballooned to more than $1.5 trillion, making it the most expensive weapons system ever built by the US.
Sen. John McCain (R-Ariz.), the chairman of the Senate Armed Services Committee, has in the past called those cost overruns a “disgrace.”
“It has been both a scandal and a tragedy with respect to cost, schedule, and performance,” he said in April.
Rising costs haven’t been the only problem of note for the F-35. The jet has had plenty of incidents while being built, such as electrical problems, major issues with its software, and problems related to its advanced helmet system.
Just four months ago, the Pentagon’s chief weapons tester wrote in a memo the F-35 program was “not on a path toward success but instead on a path toward failing to deliver.”
Still, the Air Force and Marines have both declared the fighter “combat ready” and have begun integrating it into their squadrons. The military has only taken delivery of about 180 of the aircraft from Lockheed Martin so far, though it plans to buy more than 2,400.
The fighter, which features stealth and advanced electronic attack and communications systems, is a project with roots going back to the late 1990s. Lockheed won the contract for the fighter in 2001.
“Strong national security is an expensive endeavor but the existing concerns with the F-35 make calls for even more money harder to green light,” said Joe Kaspar, chief of staff for Rep. Duncan Hunter (R-Calif.), a member of the House Armed Services Committee.
“And the Pentagon never seems to be able to help its case on the F-35. Technical superiority is not cheap, but whether or not costs can be driven down is something Congress must look at it before throwing more money in the Pentagon’s direction.”
The real James Bond is finally revealed: A few years ago Larry Loftis decided to stop publishing legal articles and work full-time on researching and writing the story of Dusko Popov, the daring World War II double agent who worked tirelessly to keep the Nazis off guard about the upcoming D-Day invasions.
1. Popov was captured by the Nazis before he became a spy.
Dusko Popov was a student in Germany as the Nazis took power and began to persecute the German Jews. No fan of the Nazis, Popov thumbed his nose at the thugs who came to intimidate patrons of Jewish businesses. He was quickly visited by the Gestapo, who imprisoned him and tortured him for information.
He was able to escape Germany because of his family’s connections. Hermann Göering ordered his release to Yugoslavia.
Johann-Nielsen “Johnny” Jebsen
2. He was recruited by his best friend.
Johann-Nielsen Jebsen – known as “Johnny” – went to school with Popov. But Jebsen is from a very wealthy European family with German roots. They met each other at the university of Freiburg but where Popov was expelled from Germany, Jebsen, as a German citizen, was forced to join the Nazi war effort. He joins the Abwehr (German military intelligence) as a spy recruiter.
His first recruit is Dusko Popov and the two both became double agents for the British.
3. He warned the U.S. about the attack on Pearl Harbor
Popov warned the FBI on Aug. 18, 1941, that the Japanese were about to attack Pearl Harbor. Popov and his MI6 supervisor met FBI officials at the Commodore Hotel and for three hours laid out the entire plan. Popov was in the country to set up a spy ring in New York and recon the defenses at Pearl Harbor.
The attack was supposed to be a repeat of the British attack on the Italian fleet at the defended port of Taranto in 1940. The Japanese wanted to know how they could be as successful as they enter the war against the Americans. The reason President Roosevelt never saw the information will enrage you.
Check out the book (or finish this podcast) to find out!
4. He was critical to the success of D-Day.
The British determined that the best way to keep the Germans off guard on D-Day was to convince them that the invasion would come at Pas-de-Calais, not Normandy. At the risk of his life, with interrogators who were convinced that Popov was compromised by the British, Popov returned to Germany.
He gave the Nazis the false information the British wanted them to believe during multiple, marathon interrogation sessions that lasted for hours at a time over a series of days. Popov was the only spy who was interrogated by the Nazis about D-Day.
Simone Simon in 1942’s “Cat People.”
5. His real-world girlfriend was a movie star.
Just like his silver screen counterpart, James Bond, Popov had a slew of women he used for various reasons as a undercover agent for two opposing countries. But his heart belonged to just one – and she was as glamorous as the rest of his World War II life: Hollywood movie star Simone Simon.
Larry’s next book will be The Courier: The True Story of World War II’s Most Highly Decorated Woman, about the World War II spy heroine Odette Sansom and Captain Peter Churchill. Learn more about Larry, The Courier, and Into the Lion’s Mouthat Larry Loftis’ website. You can also follow Larry Loftis on Twitter and Facebook.
But you know what no other known living thing can do? Use their minds to create machinery to do an otherwise extremely arduous and dangerous task in about a half an hour, all while kicking back in a very comfy chair. And that’s exactly what French fighter pilot Didier Delsalle did when he conquered Everest in a product of human ingenuity — the Eurocopter Ecureuil AS350 B3 helicopter. Humans: 1, Animal Kingdom: 0.
Although Delsalle is the first and so far only person in history to land a helicopter on the summit of the world’s highest peak, likeminded daredevils and pilots have been trying to do exactly that since at least the early 1970s. One of the most notable of these individuals is Jean Boulet who still holds the record for highest altitude reached by a helicopter at 40,820 ft (12,442 meters), at which point his engine died, though he did manage to land safely. (Yes, contrary to popular belief, helicopters don’t just drop like a rock when the engine dies, and they are relatively safe in this condition. In fact, you have a better chance of surviving in a helicopter when the engine fails than you do in an airplane where the same happens.)
Like Boulet before him, Delsalle broached the subject of landing a helicopter on Everest with the company he flew helicopters for (in this case Eurocopter) and was similarly stonewalled by killjoy executives who didn’t want to deal with the negative PR if he crashed.
Delsalle didn’t let the subject drop and repeatedly badgered higher ups within the company, using the better-than-expected results from the test of a new engine in 2004 to convince Eurocopter that landing their Ecureuil AS350 B3 helicopter on Everest was entirely possible. The company executives finally relented and gave Delsalle some time (and a helicopter) to test his hypothesis. After all, while a failed attempt would create a lot of negative press, a successful one would be a fantastic marketing move, with their helicopter doing something no other had ever done.
Or as Delsalle himself would state,
The idea was to prove to our customers all the margins they have while they’re using the helicopter in the normal certified envelope, compared to what the helicopter is capable of during the flight test.
Delsalle then took the helicopter and flew it to 29,500 feet, about 6,500 feet above the helicopter’s listed maximum operating altitude and around 500 feet higher than the peak of Everest.
After a number of additional tests proved that the helicopter would in theory have no trouble landing on Everest’s peak, Delsalle and his trusty helicopter headed to Nepal.
Once there, while conducting recon on the mountain, Delsalle cemented his reputation as an all round awesome guy by taking the time to rescue two stranded Japanese climbers. When he wasn’t saving lives, he could be found jogging around the hanger in an attempt to drop every gram possible from his body weight. Likewise, he lightened the helicopter slightly be removing the passenger seats- the point of all this was to be able to extend flight time slightly. However, as part of the purpose of this publicity stunt was to show off what the Ecureuil AS350 B3 could do, other than this marginal lightening of its load, no other modifications were made.
And so it was that on the morning of May 14, 2005, Delsalle slipped on two pairs of thermal underwear under his flight suit and took off. As for his choice of under attire, this was needed as he flew the entire distance with his window open… He did this rather than keep things more climate controlled as he was concerned his windows would have iced up in the -31 F (-35 C) temperatures had he not kept the temperatures equalized on both sides of the glass.
As for the ascent, this was not quite as easy as simply rising to the necessary altitude — Delsalle had to deal with some pretty remarkable up and down drafts, which is one of the reasons even today helicopter rescues at extreme altitudes on Everest are a rarity. As he stated,
On one side of the mountain, on the updraft side, I wasn’t able to approach the mountain because even taking out all of the power of the aircraft, I was still climbing. But of course on the other side you had the downdraft side, and on this side even with maybe 60 knots on the airspeed indicator I was going backward . . . and the helicopter at full power was not powerful enough to counteract that.
“Landing”, or more aptly touching down, also wasn’t an easy task.
When you reach the summit you reach the updraft point, and of course the updraft winds have enough force to throw you away as soon as you put the collective down. I had to stick my skids on the summit and push into the mountain to stay on the summit. Another big problem there is that you have no visual of the summit, and you have no specific cues, because you are on the highest point. You are in free air in fact, and you have to try to find where is the summit exactly.
After keeping the skids pressed against the tiny area of land that is the summit for 3 minutes and 50 seconds, Delsalle decided it was time to go, which turned out to be quite simple thanks to the strong updraft: “I had just to pull a little bit on the collective and I went to flying very easily.”
Amusingly, nobody climbing the mountain that day had any idea that Delsalle was planning on doing this and reports later flooded in to Nepalese authorities about a random helicopter seen flying around the summit.
But when Delsalle landed and went to check the recordings documenting his amazing accomplishment, the computer showed zero files where the recordings should have been. Yes, he had no hard evidence he had actually done this, invalidating his record attempt.
Rather than waiting to see if the data could be recovered (and presumably not wanting to endure doubters for any longer than absolutely necessary), Delsalle instead opted to just do it all over again the very next day, this time making sure the recording equipment was functioning. (It should also be noted here that some of the urgency was because no one was summiting on the day in question, but were after. For safety reasons, he could not attempt the touch down if anyone was climbing around the summit.)
If at this point you’re now doubting his story actually happened, we should probably mention that they were later able to recover the first day’s logs and video, proving he had done what he said.
Of course, doubters will persist no matter if you slap them in the face with video evidence, data logs, several Everest climber accounts of spotting the helicopter flying around the summit, his helicopter skid marks that for a time existed in the snow at that hallowed peak, etc. But as for the Federation Aeronautique Internationale and a few other such official bodies, as his evidence of the two touch downs on the summit was incontrovertible, they officially ratified his remarkable achievement, much to the chagrin of many an Everest climber, who almost universally lamented the accomplishment owing to the supposed ease at which summiting the mountain was achieved.
But here again, we feel compelled to point out that humans compiling the knowledge and expertise needed to design/construct a machine that was then extremely skillfully landed on this hallowed, tiny patch of snow covered land isn’t actually easy at all when you think about it. (And don’t even get us started on what it took to compile the knowledge and expertise to make the tools that made the parts for the machine in question… or the tools that made the parts for the more advanced tools, such as mind boggling complex computers used along the whole process…)
One might even posit that summiting Everest in the more traditional way is orders of magnitude easier than the way Delsalle did it, when looking at the big picture.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
North Korea’s military escapades were back in the headlines in December, after state media in the secretive country reported news of two large-scale military drills involving rocket launchers and fighter jets.
In either case, the country’s missile development and huge artillery stocks pose a significant danger to South Korea and the rest of the world.
It is one of the world’s most secretive countries, so the information largely comes from other sources, but the state’s propaganda efforts mean there are plenty of pictures of the country’s colossal military capacity. Take a look.
*Mike Bird contributed reporting to an earlier version of this article.
As NASA scientists aim to cooperate on research with their Chinese counterparts, more communication between the agencies may not be such a bad idea — a partnership that might even bolster space agreements, officials say.
Speaking at a DefenseOne Space, Satellite and Communications briefing Tuesday near Washington, D.C., Brian Weeden, technical adviser to the Secure World Foundation, said the scope of how the U.S. works with China needs to expand.
While space wasn’t a dominant topic in this year’s election, Weeden said both Trump and Clinton campaign surrogates publicized “fairly favorably some sort of cooperation engagement with China.”
Weeden said it’s unknown whether those favorable views toward China in the space realm will translate into hard policy under President-Elect Donald Trump. “But I think there is … a growing sense that having the only interaction with China [be] in a national security, military context — I think is a problem,” he said during a discussion.
Weeden said there needs to be “commercial or civil engagement” to help deal with additional challenges, such as managing space traffic and debris control.
Since 2011, Congress has banned NASA from joint research and technology programs or data sharing with China even though the U.S. and Russia have had a robust association, even in times of conflict.
However, NASA Administrator Charles Bolden has been trying to build bridges with China on a space program. In August, he visited China and met with the Chinese Aeronautical Establishment and the Civil Aviation Administration. The next month, NASA announced it had signed a memorandum of understanding with those agencies to analyze data from Chinese airports “to identify potential efficiencies in air traffic management.”
“It’s not going to happen during my tenure as NASA administrator,” Bolden said in May while addressing spaceflight and technological agreements with China. “But I think we will evolve to something reasonable.”
The DefenseOne panel also featured Winston Beauchamp, director of the principal Department of Defense Space Adviser Staff and Air Force deputy under secretary for Space; Chirag Parikh, director of source strategies, National Geospatial-Intelligence Agency; and Robert Tarleton, director of the MILSATCOM Systems Directorate, Space and Missile Systems Center at Los Angeles Air Force Base.
The Type 45 frigate HMS Duncan is in transit to the region, as the UK announced it would also deploy Type 23 frigate HMS Kent and support ship RFA Wave Knight. The moves were reported first by Times of London reporter Lucy Fisher and confirmed by MoD.
British frigate HMS Montrose successfully stopped Iranian gunboats from seizing a tanker on July 10, 2019.
The MoD issued a release confirming that the ships would be deployed as part of Operation KIPION, its “commitment to promoting peace and stability as well as ensuring the safe flow of trade, and countering narcotics and piracy.”
“RFA WAVE KNIGHT’s role is to deliver food, fuel, water and other essential supplies to [Royal Navy] and Combined Maritime Forces (CMF) ships,” according to the release. The MoD states that the HMS Kent will take over for the HMS Duncan, a warship currently deploying to the Gulf to “maintain a continuous maritime security presence” in the region.
The news caps off over a month of high tensions between Iran, the US and its allies.
The 190-foot, Panama-flagged Riah oil tanker entered Iranian waters and stopped transmitting location data more than two days ago, according to the AP. Capt. Rajnith Raja from data firm Refinitiv told the AP that losing the signal from the Riah was “a red flag.”
The Riah was last heard from in Iranian waters, near Qeshm Island, the AP reported, citing a US defense official. The Islamic Revolutionary Guard Corps (IRGC), which the US designated as a terrorist organization earlier this year, has a base on the island.
Escalating tensions: Iran calls on United Kingdom to release oil tanker
Britain has agreed to release the Iranian tanker under the condition that it will not transit to Syria.
In June 2019, Japanese and Norweigian tankers were attacked in the Gulf of Oman; the US blamed Iran for the attacks, but Iran has denied responsibility.
The US has proposed a plan for a coalition of allies to patrol Iranian and Yemeni waters as incidents in the Gulf increase.
“We’re engaging now with a number of countries to see if we can put together a coalition that would ensure freedom of navigation both in the Straits of Hormuz and the Bab al-Mandab,” Marine Gen. Joseph Dunford, chairman of the Joint Chiefs of Staff, said July 2019.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The M113 armored personnel carrier is one of the most versatile — and long-lasting — armored vehicles in the American inventory. The Army has just now, after 50 years of service, begun the process of replacing the M113 with the Armored Multi-Purpose Vehicle. Even then, the M113 will stick around in some capacity — over 80,000 have been produced.
One particularly notable variant of this APC is the M163. This is an M113 refitted with a turret-mounted M61 Vulcan 20mm Gatling gun. In one sense, this was a simple approach – the Army took the M61 Vulcan that has been a mainstay on fighters like the F-105 Thunderchief, F-104 Starfighter, and the F-4 Phantom and simply attached it to the M113. This gun proved to be quite a MiG-killer in air-to-air combat, and the assumption was it would be effective from the ground, too.
The M163 saw some combat trials during the Vietnam War, but the radar systems weren’t quite ready to take on targets in the sky. Like the M45 “Meat Chopper,” however, the M163 proved that ground targets were no problem for this anti-aircraft vehicle, especially when it carried over 2,000 rounds of ammo for the gun. The M163 soon found itself exported to South Korea, Thailand, Israel, and a number of other countries.
The M163 eventually received upgrades, giving it a better radar and making things simpler for the gunner. It also got more powerful rounds for the M61 gun. Yet, in American service, the M163 would be more known for its use as a ground-support asset. However, the Israelis did score three kills with the vehicle, one of them a MiG-21, during the 1982 Lebanon War.
After Desert Storm, the Army retired the M163, replacing it and the M72 Chaparral with the 1-2 combination of the M1097 Avenger and the M6 Bradley Linebacker air-defense vehicle.
Learn more about this adapted M113 in the video below.
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:
An A-10 Thunderbolt II departs after receiving fuel from a 340th Expeditionary Air Refueling Squadron KC-135 Stratotanker during a flight in support of Operation Inherent Resolve April 19, 2017. The 340th EARS, part of U.S. Air Forces Central Command, is responsible for delivering fuel for U.S. and coalition forces, enabling a persistent 24/7 presence in the area of responsibility.
The U.S. Air Force Thunderbirds and Patrouille de France fly together over Death Valley, Calif., April 17, 2017. The Thunderbirds and Patrouille de France are two of the oldest aerial demonstration teams in the world.
U.S. Soldiers with the 20th CBRNE Command conduct a 7.5 mile ruck march for their German Armed Forces Proficiency Badge (GAFPB) at the Yakima Training Center, Wash., April 22, 2017. The ruck march is one of five events in the Military training portion of the GAFPB that requires participants to wear a 35-pound ruck and complete it in one to two hours or less depending on the distance.
U.S. Vice President Michael R. Pence shakes hands with South Korean Gen. Leem Ho-Young, deputy commanding general of Combined Forces Command, near the demilitarized zone in South Korea, April 17, 2017. Pence is making his first trip to South Korea in order to receive a strategic overview of the peninsula.
NORFOLK (April 27, 2017) Quartermaster 1st Class Jose Triana, assigned to the Pre-Commissioning Unit aircraft carrier Gerald R. Ford (CVN 78), attaches signal flags to a line. Ford’s “over the top” lines are being weight tested by the ship’s navigation department.
PHILIPPINE SEA (April 28, 2017) The Japan Maritime Self-Defense Force destroyer JS Ashigara (DDG 178), foreground, the Arleigh Burke-class guided-missile destroyer USS Wayne E. Meyer (DDG 108) and the Ticonderoga-class guided-missile cruiser USS Lake Champlain (CG 57) transit the Philippine Sea. The U.S. Navy has patrolled the Indo-Asia-Pacific routinely for more than 70 years promoting regional peace and security.
U.S. Marines with the 2nd Battalion, 6th Marine Regiment are transported by a CH-53E Super Stallion helicopter assigned to Marine Heavy Helicopter Squadron (HMH) 466 during an exercise as part of Weapons and Tactics Instructors course (WTI) 2-17 near Yuma, Ariz., April 20, 2017. WTI is held biannually at Marine Corps Air Station (MCAS) Yuma, Ariz., to provide students with detailed training on the various ranges in Arizona and California.
U.S. Marines with Bravo Battery, 1st Battalion, 10th Marine Regiment, 2nd Marine Division provide security during a CH-53 day battle drill in support of Weapons and Tactics Instructors course (WTI) 2-17 at Fire Base Burt. Calif., April 8, 2017.
The U.S. Coast Guard Cutter Rollin Fritch Sector North Carolina comes alongside the 43-foot sailboat Tuesday, April 26, 2017, 13 miles south of Hatteras, North Carolina. Several Coast Guard assets came together to tow the Nanette through storms to moor up in Morehead City, North Carolina.
An aircrew member from Air Station San Diego is being hoisted up to a Coast Guard MH60 Jayhawk helicopter at Point Vicente Lighthouse in Rancho Palos Verdes, Calif. April 26, 2017. Consistently training helps the aircrews stay adept for situations where they will have to perform an actual cliff side rescue.