Military drop tanks are attached under fighters and bombers, giving them extra fuel to extend their range, but easily falling away if the plane gets in a fight and needs to prioritize agility and weight over range. The drop tanks are light, aerodynamic, empty shells when not filled with fuel, and that actually makes them a great starting point for hot rods.
And the hot rod community noticed these tanks during the Cold War, with some innovative spirits snapping them up to create tiny, fast cars. Now, these “lakesters” are quick racers that humans will cram themselves into to race across salt flats and other courses.
Getting ahold of a steel drop tank to convert was easy for a few decades after World War II, but enthusiasts now have to look harder for longer to find one of the few remaining, unconverted drop tanks.
A P-38 Lightning with its drop tanks during World War II.
And they aren’t likely to get much help from the military. Modern militaries have often opted for more exotic materials for new drop tanks, reducing their weight and, therefore, the fuel usage of the plane. A lighter drop tank costs less fuel, and so provides more range, but the composite materials aren’t always great for racers.
It will only get worse, too. Drop tanks have a massive drawback for modern planes: They increase the plane’s radar signature while reducing the number of weapons it can carry. So the military and the aviation industry are shifting away from drop tanks, opting instead for “conformal fuel tanks.”
These are auxiliary tanks made to fit like a new, larger skin on an existing plane. They’re a little harder to install, and they can’t be jettisoned in flight, but they extend range with less drag and a much lower radar penalty. And they can be packed tighter to the body of the jet, allowing the plane to keep more of its agility than it would have with heavy tanks hanging from its wings.
Sorry, racers. Keep looking for the World War II-classics.
Calling all singers, dancers, performers and musicians! If you’ve ever thought about auditioning for AGT, now’s the time! This year, America’s Got Talent auditions are going virtual. We know our military community has lots of talent and are ecstatic to offer an audition opportunity for WATM readers, veterans, military spouses, and active duty service members.
Not sure if you have what it takes? Check out this list of military community members who made it pretty far. Take a look at their auditions to help you prepare yours.
Daniel Jens is a native of Milwaukee. He joined the Army after 9/11 and deployed to Iraq in 2006 with the 1st Cavalry Division. He auditioned for Season 3 with Edwin McCain’s “I’ll Be,” while playing the guitar. Despite forgetting the song’s lyrics during the Vegas Round, Jens advanced to the Top 40 Quarterfinal, where he sang The Police’s “Every Breath You Take.” Jens was eliminated in Part 1 of the Semifinals after performing Lonestar’s “I’m Already There.”
American Military Wives Choir, previously known as Homefire, helped give military spouses a voice through music. Their first single, “The Promise,” was commissioned by famed Producer David Foster and written by Charlie Midnight (“Living In America”), Jay Landers (head of A&R for Universal Music) and Bernie Herms (writer and producer for Natalie Grant).
The group came together after rigorous and quick casting at the request of Foster, who had a performance scheduled at the Kennedy Center and wanted to include a choir of military wives. Foster contacted CAMMO (The Center For Military Music Opportunities), and they quickly answered the call with an exhaustive search. The day after they met – and with only one rehearsal – these spouses found themselves on the Kennedy Center stage with Jewel, Chaka Khan and Chris Botti as the finale to a star-studded show of David Foster and Friends.
In the Stairwell was formed in 2004 by a group of freshmen at the Air Force Academy. Because of their rigorous coursework and other duties, the group could only sing “in the stairwell” – which is how the group got their name. The a cappella group was featured on Season 12. Now an official club at the Air Force Academy, cadets have dedicated time to practice each week. In the Stairwell’s audition was One Direction’s “Drag Me Down.” The judge’s reactions to the audition were mixed, but ultimately the group got enough yes votes to move forward in the competition. The group was cut in Week 2 of the semifinals.
Voices of Service were a vocal group act from Season 14 of AGT. They finished the competition in 5th place overall and returned to AGT: The Champions 2, where they were unfortunately eliminated in the primaries. Voices of Service includes Master Sgt. Caleb Green, Staff Sgt. Ron Henry, Sgt. Maj. Christal Rheams, and Sergeant First Class Jason Hanna. Voices of Service represents the diversity and excellence within our military and veteran communities and is an inspiring example for the nation that they serve, have served and continue to service through music. They have performed at the Canadian Embassy, American Legion Convention, the Joining Forces event at Vice President Joe Biden’s home, and many more. Check out their audition video to get some ideas of what the judges might be looking for this season.
A special submissions portal has been created for all WATM readers and will go live November 10. Be sure to follow our Facebook page to see FAQs and get the live link! Casting producers will be reviewing these submissions to select the right person to appear in a live remote virtual audition and the chance to participate in Season 16 of this hit show.
The new trailer for Top Gun: Maverick has got that lovin’ feeling, if by lovin’ feeling you mean hot shot pilots, motorcycles, beach volleyball, a military funeral, and Harold Faltermeyer’s killer music.
Here’s the official synopsis:
“After more than thirty years of service as one of the Navy’s top aviators, Pete “Maverick” Mitchell (Tom Cruise) is where he belongs, pushing the envelope as a courageous test pilot and dodging the advancement in rank that would ground him. When he finds himself training a detachment of Top Gun graduates for a specialized mission the likes of which no living pilot has ever seen, Maverick encounters Lt. Bradley Bradshaw (Miles Teller), call sign: “Rooster,” the son of Maverick’s late friend and Radar Intercept Officer Lt. Nick Bradshaw, aka “Goose”.
Facing an uncertain future and confronting the ghosts of his past, Maverick is drawn into a confrontation with his own deepest fears, culminating in a mission that demands the ultimate sacrifice from those who will be chosen to fly it.”
Top Gun: Maverick (2020) – New Trailer – Paramount Pictures
Directed by Oblivion’s Joe Kosinski, the film also stars Jennifer Connelly, Jon Hamm, Ed Harris, Glen Powell, and Val Kilmer AKA “Iceman.”
The Top Gun pilots have upgraded their airframes (aviation has come a long way since 1986) from the F-14 Tomcat to the F/A-18 Super Hornet.
But that doesn’t meant the Tomcat doesn’t make an appearance…
Here’s a little visual recognition test for you.
If you look at the very last shot of the original trailer (the middle image above), you can see a solo jet flying over the snowy landscape. Based on the angle of the vertical tails (more parallel than V-shaped) and the distance between the exhaust nozzles, that’s no F/A-18.
One of the most oft-overlooked wars in American history, the War of 1812 is kind of like a bad sequel to a much more exciting movie. In this case, the original film is the American Revolution and the War of 1812 is really AmRev II: the Hubris. Since no one really won and the reasoning for the war was something that could have been avoided.
No one likes a stalemate.
When people refer to interesting things about the War of 1812, they usually mention the Star-Spangled Banner, Dolly Madison saving George Washington’s portrait from the torch, or the fact the Battle of New Orleans was the most New Orleans thing ever, and it happened after the war ended.
We’ll go a little deeper than that.
New England almost seceded from the Union.
Secession from the Union was a concept that had been hanging around long before the South used it to trigger the Civil War. In this case, the New England states were so against the war that they considered seceding from the United States and forming their own country. When President Madison called up the Massachusetts militia, Governor Caleb Strong refused to send the troops, so Madison sent no troops to defend New England. New England even tried to negotiate a separate peace with the British.
Europeans don’t think of it as its own war.
While Canada may revel in the ass-kicking it gave Washington, D.C., and various states around the U.S. may revel in their own victories over the hated British, the actual British don’t call the War of 1812 by its American name. To the Europeans, the War of 1812 is just an extension of the Napoleonic Wars, a new theater in the fight against Imperial France.
The 1812 Overture is not about the War of 1812.
On that note, every July 4th, you can hear Tchaikovsky’s 1812 Overture blaring to the explosions of fireworks across the United States as Americans celebrate their independence. It makes for a pretty great spectacle. The only problem is that the legendary musical piece has nothing to do with the U.S. 1812 was the same year Napoleon marched his Grand Armeé on Moscow, and the Russians responded to the impending fall of their capital by burning it before the French arrived. In the overture, you can even hear parts of the La Marseillaise, the French national anthem.
The British deployed a 1st rate Ship of the Line on the Great Lakes.
Imagine a massive ship with three gun decks and 112 guns, carrying some 700 British sailors just floating around the Great Lakes. That’s what the British Admiralty launched in 1814 in an attempt to wrest control of the lakes away from the Americans. The HMS St. Lawrence was built on Lake Ontario in just a few months. Her presence on the lake was enough to secure dominance on the lake for the British for the rest of the war.
It marked the first surrender of a British Naval squadron.
Despite the eventual British dominance on the Great Lakes, control of the massive bodies of water swung back and forth throughout the war, and was probably the theater where the Americans saw much of their success. Delivering blows to the vaunted Royal Navy was great for U.S. morale and terrible for British morale. American Commodore Oliver Hazard Perry constructed a fleet of ships just to challenge British dominance on the lakes. At the Battle of Lake Erie, he forced a British naval squadron to surrender for the first time in history.
His dispatch to Gen. William Henry Harrison contained the legendary line, “We have met the enemy and they are ours.”
We burned their capital first.
The British did manage to torch Washington, and the city was nearly abandoned after its destruction, but it wasn’t just a random idea the British had – Americans actually burned their center of government first. The capital of Upper Canada was at a place then-called York, but today is known as Toronto. Americans burned the provincial parliament and looted key sites, taking the mace of Canada’s parliament (which President Eisenhower later returned) and a British Imperial Lion (which the U.S. Naval Academy has not).
The U.S. was saved by a giant storm.
Everyone knows British troops marched on Washington and burned the major buildings of America’s young capital city, including the White House. What they may not know is that the fires that should have raged through the night were extinguished relatively quickly by a freak tornado – some thought it was a hurricane – that hit the area just hours after the British advance. The storm even forced a British withdrawal as the storm killed more British troops than the American defenders.
It was the first time Asian-Americans fought for the US.
Asian-Americans may have fought for the United States before the War of 1812, but the defense of New Orleans marked the first time any historian or chronicler mentioned Asians at arms during wartime. When the pirate Jean-Baptiste Lafitte famously came to the aid of Gen. Andrew Jackson and American troops in New Orleans, he enlisted several “Manilamen” – Filipinos – from nearby Saint Malo, Louisiana, the first Filipino community in the United States.
It saw the largest emancipation of slaves until the Civil War.
One of the weaknesses of American society at the time was the institution of slavery, a weakness the British would attempt to exploit at every opportunity. The British Admiralty declared that any resident of the United States who wished to settle in His Majesty’s colonies would be welcome to do so, all they had to do was appear before the British Army or Navy. American slaveholders believed it was an attempt to incite a slave revolt, which it may have been. Nonetheless, the British transported thousands of former slaves back to Africa, the Caribbean, and even Canadian Nova Scotia.
Some even joined the British Colonial Marines, a fighting force of ex-slaves deployed by the British against the Americans.
It also saw the largest slave uprising – against the invader.
While the British were rousing slaves to join the fight against their oppressors, other slaves were joining forces to fight the British for the Americans. One Muslim slave named Bilal Muhammed was the manager of a plantation of 500 slaves on Georgia’s Sapelo Island. When the British attempted to land on Sapelo, Muhammed and 80 other slaves fought them back into the sea.
Maine was almost given to Canada as “New Ireland.”
During the American Revolution, the area we know as Maine was a haven for colonists who wanted to remain loyal to the Crown. Their ambitions were, of course, supported by the British government in Canada, who sent a significant force to defend what was then New Ireland. The British gave up New Ireland after the American Revolution in order to cut the French Canadian provinces off from the coastal areas. By the time the War of 1812 rolled through, it was almost ceded again, but the Treaty of Ghent made no changes to the borders, and the British withdrew
The war brought about an unopposed political party.
Today we have Democrats and Republicans at each other’s throats, constantly fighting to some end. Back then, the parties were the Federalists and the Democratic-Republicans. Federalist opposition to the war, which ended with the view that America had won by not losing the second war for independence, pretty much ended the Federalist party, leaving just the Democratic-Republican Party as the sole party in a new “Era of Good Feelings.” After the election of 1824, that Era was over, and the party was split into two factions, depending on how much they liked Andrew Jackson’s policies.
The Military Assistance Command — Studies and Observations Group, now better known as SOG, was one of those true dark-arts units that hid dangerous men with dangerous jobs behind a boring name. The missions that these special operators, including a large number of U.S. Army green berets, undertook helped save the lives of infantrymen fighting across Vietnam.
Now, these warriors are telling their story.
Then-Sgt. Gary M. Rose, a member of Studies and Observations Group, is led away from a helicopter after heroic actions that would later net him a Medal of Honor.
Warriors In Their Own Words, a podcast that captures the authentic stories of America’s veterans as they tell them, spoke with two members of the unit. You can enjoy their riveting tales in the episode embedded above — but make sure you carve out time for it. The episode is just over an hour, but once you start listening, you won’t want to stop.
J.D. Bath and Bill Deacy describe their harrowing experiences serving in Vietnam with the SOG, and they both tell amazing stories.
J.D. Bath was an early member of SOG, recruited after his entire team was killed in a helicopter crash. He tells of how his SOG team bought pipes, tobacco, and bourbon for local tribes to enlist their help. Later, he and his team came under fire from a U.S. helicopter that had no idea that Americans were so far behind enemy lines. Luckily, another U.S. aircraft threatened to shoot down the helicopter if it didn’t stop immediately.
Bill Deacy, on the other hand, survived multiple firefights and endured a bad case of malaria before ending up on the wrong part of the Ho Chi Min Trail. The Special Forces soldiers planned an ambush against a small North Vietnamese force, and Deacy had no way of warning his men when he spotted a massive column of enemy soldiers approaching just as the ambush was being sprung.
These are incredible stories coming straight from the heroes who were there. We’ll be featuring a story each week, so keep your eyes peeled. If you can’t wait, Warriors In Their Own Words has a massive archive on their website.
Over the last five years, two professional athletes moved from Brazil to the United States, competed in an Ironman World Championship, married and graduated with honors from Navy boot camp.
Silvia Ribeiro, 40, and Rafael Ribeiro Goncalves, 39, were both born in Rio de Janeiro, Brazil, and they met while training for the same team. After years of triathlons and in sports, they said they felt it was time to offer their services to their new home, according to a recent Navy news release.
“I want to give back to the U.S. and what it represents,” Ribeiro Goncalves said in the release. “I spent my whole life competing or being part of projects that require really high performance, but it was always for myself.”
He added he realized later in life that what “really gets me going is when I’m part of something bigger than myself. Once I realized that, the military was the obvious choice.”
One year later, on Jan. 24, the couple graduated with honors from Recruit Training Command. Ribeiro earned the United Service Organization Shipmate Award for “exemplifying the spirit and intent of the word ‘shipmate'” while her husband was awarded the Navy Club of the United States Military Excellence Award for his enthusiasm, devotion to duty, military bearing and teamwork.
The couple moved to the U.S. in 2015 after their friendship blossomed into love as they spent long periods training on the bike, running and swimming.
“It was so hard in the beginning as we literally arrived with two boxes of belongings, our bikes, a couple of suitcases and only ,000-,000,” Ribeiro said in the release. “It was rough in the beginning but we went for it and competed professionally in triathlons.”
She proposed to Ribeiro Goncalves as he crossed the finish line at the 2015 Ironman World Championship in Kona, Hawaii. Their friends showed up with just a day’s notice to their wedding wearing swim parkas and cycling gear.
Several years later, Navy boot camp separated the couple for two months. They were assigned to separate divisions and recruit interaction directives keep them from talking to each other despite their barracks being less than 1,000 yards apart. To stay somewhat in touch, they used a mutual friend to relay updates on how each other was doing.
“The toughest part was to be away from him and not knowing how he was doing,” Ribeiro said. “We were training together and doing everything together, so it was very hard not having him by my side doing things together. He is everything for me.”
The two have a strong history of athleticism that came in handy with their time at boot camp.
Ribeiro Goncalves was on the Brazilian national swim team for 10 years, winning the Federation Internationale de Natation (FINA) 400-meter individual medley World Cup medals in 1998 and 2000. Ribeiro was a professional volleyball player who later became a professional triathlete.
“The main thing they teach us in boot camp is how to work under stress,” Ribeiro said. “I had no problems dealing with this because being professional athletes, we’re always under stress and we’re always tired. There was no single day where we were both not moaning about how tired we were when we used to train for the triathlons, so that helped us a lot.”
The two ran into each other once during their training, before they were supposed to go to a Navy Recruit Training Command board for evaluation for awards.
“They told me my uniform would be inspected too,” Ribeiro said after completing a 3-mile pride run with her division, “so when I turned the corner into the hallway, I was busy looking over my uniform and when I looked up — he was in front of me. I almost had a heart attack.”
She said they exchanged looks, and then they both winked at each other.
“We talked with our eyes: ‘I’m so proud of you. I love you so much.’ It was so hard not to cry,” she said.
Their success was not surprising to their friends.
Sailors Graduate From Recruit Training Command
“For them, it’s go hard or go home,” said Jim Garfield, who was Ribeiro’s sports agent. “It’s 110 percent for them and they are also so appreciative of the opportunity to be here, to be citizens, and to be together.”
They advised future couples going through Navy boot camp to remember it’s only temporary, which is “nothing compared to your whole life.”
“A strong relationship makes everything better,” Ribeiro Goncalves said. “I was looking forward to the day I would see her again.”
Ribeiro Goncalves will stay at Great Lakes Naval Station, Illinois attending his “A” School as a damage controlman, and Ribeiro is going to San Antonio, Texas to begin her “A” School training as a Reserve hospital corpsman. Once they’re done with their training, they plan to reunite at Ribeiro Goncalves’ first duty station once their training is complete.
The Memphis Belle has received a lot of attention over the years. In 1944, this Boeing B-17 Flying Fortress bomber was the subject of a documentary, entitled Memphis Belle: A Story of a Flying Fortress, that followed an aircrew as they completed their 25th and final mission. Today, we now know that the Memphis Belle was actually the second choice for that documentary — the first was shot down in battle.
Nonetheless, the Memphis Belle was thrust into notoriety and had a place in the public eye. Then, in 1990, that documentary was dramatized and turned into a film, titled Memphis Belle, starring Harry Connick Jr.
Now, you can see the famous bomber itself at the National Museum of the United States Air Force at Wright-Patterson Air Force Base near Dayton, Ohio. The bomber’s display was formally opened on May 17, 2018, which marked the 75th anniversary of the plane’s 25th mission. But this B-17 bomber endured a long journey before finally arriving at the museum.
The Memphis Belle being restored at the National Museum of the United States Air Force. In the background is Swoose, another historic B-17.
Still, 55,000 hours is a long restoration period — what took so long? Well, the experts weren’t interested in plastering on a pretty paint job and calling it done. Instead, they wanted this iconic plane to look exactly as it did when she flew that famous 25th mission. That was no easy task. One of the hardest parts was finding authentic parts for the plane, or at least period-accurate parts.
The Memphis Belle as she appeared during World War II.
The Memphis Belle, a Boeing B-17F Flying Fortress, was able to carry as many as 17,600 pounds’ worth of bombs and was equipped with as many as 13 M2 .50-caliber machine guns as well as a single .30-caliber machine gun. It had a crew of ten, a top speed of 325 miles per hour, and a maximum range of 4,420 miles.
Of the over 3,400 B-17Fs built, only three survive today — the Memphis Belle is one of those.
“You can’t spell ‘lost’ without ‘Lt'” is such an old joke in the military that Lieutenant George Washington probably had to halfheartedly chuckle at it to get his salty platoon sergeant off his ass. Yet, no matter how many times it’s repeated, we have to admit, it’s still kind of funny.
It stems from the idea that all lieutenants are inept at land navigation and, when the platoon goes off rucking in the woods, the platoon leader is going to get everyone lost — so they should follow the platoon sergeant instead. It doesn’t matter if the lieutenant actually knows their way around a land nav course, the stigma is still there.
Like all sweeping generalizations, it’s not entirely true. Maybe the lieutenant was prior enlisted and has retained that particular skill. Maybe they were in the Scouts as a teen and picked up a few things. Kudos to you, resourceful lieutenant! Prove that stereotype wrong for the betterment of your peers.
But as it stands, there are a few systemic reasons why lieutenants get lost, perpetuating the joke.
Knowing what the book says about crossing tricky terrain is much different than the NCO approach finding a way across.
(U.S. Army photo by Master Sgt. Michel Sauret)
The difference between lieutenants and sergeants is basically the same as the difference between intelligence and wisdom. Now, we’re not saying that sergeants aren’t smart or that lieutenants aren’t wise, but they’re groomed with different emphases.
Lieutenants are trained to value institutional knowledge. Ask any officer a question and they’ll recite the book answer, verbatim — intelligence. Sergeants, on the other hand, are born from street smarts. They probably couldn’t tell you the exact, obscure regulation about God-knows-what, but they can tell you if it’s right or not based on context clues — wisdom.
They make a fine team together. It’s what keeps the military functioning. It’s that special balance of yin and yang in the unit. But land navigation is almost entirely based on wisdom, not intelligence. It’s a skill you learn over time and develop a gut feeling about.
The secret to land nav is to not think about it too hard.
(U.S. Army photo by Armando R. Limon)
Knowing the book answer (and only the book answer) to land navigation is where lieutenants shoot themselves in the foot. As odd as it sounds to enlisted, officers do conduct land nav training while at the academy, OCS, or ROTC. They probably tell you what the book says about putting a compass to your cheek to shoot a proper azimuth, they probably tell you about each topographical feature on a map, but that doesn’t always translate to the real world.
In practice, memorizing what the book says about land nav actually hurts you. Leading a platoon through the field requires you to juggle a few things — where you’re coming from, where you’re going, the direction in which to travel, and about how far between those points you should be at a given time.
All of the jokes can easily be avoided if the lieutenant keeps their pride in check and trusts in their NCOs.
(U.S. Army photo by Staff Sgt. William Jones)
An NCO could look at the map and say, “I’m currently in this valley and I need to be at the second hill to the west. Seems to be about a quarter of a kilometer away. Compass says west is that way… Cool” and be on their way.
Officers would likely over-analyze the situation. They’ll stare at the compass until it reads precisely the right direction according to their starting point (and not readjust it as they move). They’ll measure the distance they’ve traveled based on step count, knowing that each stride is roughly one meter (and not account for terrain). They’ll follow what the book says to perfection — and it’ll put them way off course.
Land nav is not something you can learn in a book. Every location is different. Sure, mastering land nav requires a good dosage of the book stuff — but you also need to know when to toss it to the side in favor of following your wise, experienced gut.
Growing evidence suggests that poor sleep habits harm our health, our relationships, and even our jobs. So if you’re having trouble sleeping, then it’s time to get back to the basics — military style.
Special operators, who are sent on the US military’s most dangerous assignments, must sleep when they can and often face extreme sleep deprivation to complete their missions. Whether you’re a new parent, have a stressful job, or are dealing with a difficult situation, there’s a lot you can learn from these elite operators.
To get a sense of how to sleep like a champ in the worst situations, we pored over sleep techniques for special operators and interviewed a former Navy SEAL who trains pro athletes, firefighters, and police tactical teams on how they maximize their performance.
“There’s not a harder job out there than being a mom or dad, working or stay at home,” said Adam La Reau, who spent 12 years as a Navy SEAL and is a cofounder of O2X Human Performance, a company that trains and advises groups from the Chicago Blackhawks to the Boston Fire Department. “There’s definitely a sleep debt that could occur over time.”
Small tweaks to your routine — what La Reau called “1% changes” in a March 19, 2019 phone interview — will make a huge difference to your sleep.
These are the basics of sleep boot camp. Know these before you nod off.
An airman catches some zzz’s on a C-17 Globemaster flight.
(US Air Force photo by Staff Sgt. Jordan Castelan)
Have a presleep game plan.
“It’s like a warm-up routine you do for a work out,” La Reau said. He then ticked off a list of do-nots: eat within two hours before bed, stare at bright lights, or start playing “Fortnite.”
During this time, La Reau suggests activities that will calm your nerves, maybe reading, meditation, listening to music, or dimming the lights.
Definitely: turn off your electronics.
TV watchers, e-tablet readers, “Fortnight” gamers — “They’re getting crushed with light,” La Reau, whose O2X team includes a half-dozen sleep scientists. “And that’s just going to disrupt their circadian rhythm, it’s going to trick your body into thinking it’s day and your body should be up.”
La Reau recommends writing a daily list to help you mentally prepare for the next day.
(US Navy photo by Petty Officer 1st Class Abe McNatt)
Put together a list or a reminder of what you need to do the next day.
We all have a lot going on, especially new parents. La Reau says you need to tackle that head-on.
In the hours before bed, put together a list or reminder of what you need to do the next day.
“Every time I go home, I have a list of what I need to do the next day … I feel like I’m prepared when I wake up in the morning,” La Reau said. “I know exactly what I’m going to do, and I sleep better at night for it.”
Aerobic exercise boosts the amount of rejuvenating deep sleep you receive, according to researchers at the John Hopkins Center for Sleep.
(US Navy photo by Petty Officer 1st Class Abe McNatt)
Exercise is important, but do it well before bedtime.
Obviously. These are Navy SEALs.
The Navy SEALs’ Basic Underwater Demolition/SEAL training is notoriously exhausting.
(US Navy photo by Petty Officer 1st Class Abe McNatt)
Sleep when you can.
One military sleep manual advises special operators to use the lulls in combat to nap. “Uninterrupted sleep for as little as 10 minutes may partially recover alertness,” the Naval Health Research Center report said.
A nap can boost your energy but don’t zonk out too close to your bedtime, La Reau said.
“Naps are really helpful, and any sleep is better than no sleep at all,” La Reau said. “When the baby takes a nap, that could be a good time for you to take a nap.”
Just think of it as a lull in combat.
Set yourself up for nighttime right.
(US Army photo by Scott T. Sturkol)
Get a high-quality mattress, black-out shades, and a white-noise machine.
“The bedroom should be a sanctuary for sleeping and relaxation and recovery, it’s not to be used as an accessory or a work station,” La Reau said.
He suggests black-out shades, a white-noise machine, and a quality mattress.
“Sleeping on a high-quality mattress is the best investment you’ll ever make,” he said.
Light from devices such as your phone can delay the release of the hormone melatonin, which regulates when you’re tired.
(Photo illustration by Senior Airman Destinee Sweeney)
Put away that phone. Seriously.
It’s not just because of that blue light, either. It’s about stress. You want to use the two hours before bed to relax and unwind — not get yourself worried.
“If you’re going to check your email and you realize you have 10 emails — that doesn’t help you be very settled at night,” La Reau said.
Recognize when you’re exhausted and ask others to help you.
(US Navy photo by Petty Officer 1st Class Abe McNatt)
Sleep can be a team sport.
An exhausted parent needs to recognize it and call in reinforcements: friends, family, or their partner.
“I think there’s opportunities to have those open and honest conversations,” La Reau said. “Be like, ‘You know, I’ve got a huge meeting tomorrow, I’m on a long period of travel, I’ve got a lot going on,’ or someone’s just completely exhausted.”
“‘Let me take care of all issues that come up with the kids tonight.'”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
As the United States shifts its posture away from ongoing counter-terror operations and back toward great power competition with nations like China, the U.S. is being forced to reassess it’s aircraft carrier force projection strategy. If U.S. carriers find themselves on the sideline for such a conflict, it may be worth revisiting the idea of a different kind of aircraft carrier: the flying kind.
China’s arsenal of hypersonic anti-ship missiles have created an area denial bubble that would prevent American carriers from sailing close enough to Chinese shores to launch sorties, effectively neutering America’s ability to conduct offensive operations against the Chinese mainland. Without the ability to leverage the U.S. Navy’s attack aircraft, combat operations in the Pacific would be extremely difficult. It is, however, possible (though potentially impractical) to develop and deploy flying aircraft carriers for such a conflict–the United States has even experimented with the concept a number of times in the past, and is continuing to pursue the idea today.
DARPA’s Gremlins Program
The most recent iteration of a flying aircraft carrier comes from the Defense Advanced Research Projects Agency, or DARPA, and has seen testing successes as recently as January of this year.
In January, DARPA successfully launched a Dynetics’ X-61A Gremlin UAV from the bay of a Lockheed Martin C-130A cargo aircraft. The program is aiming to demonstrate the efficacy of low-cost combat-capable drones that can be both deployed and recovered from cargo planes. DARPA envisions using cargo planes like the C-130 to deploy these drones while still outside of enemy air defenses; allowing the drones to go on and engage targets before returning to the airspace around the “mother ship” to be recaptured and carried home for service or repairs.
The test showed that a drone could be deployed by the C-130, but the drone itself was ultimately destroyed when its parachute failed to open after the completion of an hour-and-a-half flight. A subsequent test that would include drone capture was slated for the spring of this year, but has likely been delayed to due to the outbreak of COVID-19.
Between the success of this test and other drone wingman programs like Skyborg, the concept of a flying aircraft carrier has seen a resurgence in recent years, and may potentially finally become a common facet of America’s air power.
The plan to turn a Boeing 747 into a flying aircraft carrier
The Boeing 747 has already secured its place in the pantheon of great aircraft, from its immense success as a passenger plane to its varied governmental uses like being a taxi for the Space Shuttle or as a cargo aircraft. The 747 has proven itself to be an extremely capable aircraft for a wide variety of applications, so it seemed logical when, in the 1970s, the U.S. Air Force began experimenting with the idea of converting one of these large aircraft into a flying aircraft carrier full of “parasite” fighters that could be deployed, and even recovered, in mid-air.
Initial plans called for using the massive cargo aircraft Lockeed C-5 Galaxy, but as Boeing pointed out at the time, the 747 actually offered superior range and endurance when flying with a full payload. According to Boeing’s proposal, the 747 could be properly equipped to carry as much as 883,000 pounds.
The idea behind the Boeing 747 AAC (Airborne Aircraft Carrier) was simple in theory, but incredibly complex in practice. Boeing would specially design and build fighter aircraft that were small enough to be housed within the 747, along with an apparatus that would allow the large plane to carry the fighters a long distance, drop them where they were needed to fight, and then recover them once again.
Boeing’s 60-page proposal discusses the ways such a program could be executed, but lagging questions remained regarding the fuel range of a 747 carrying such a heavy payload and about how the fighters would fare in a combat environment. Previous flying aircraft carrier concepts showed that the immense turbulence from large aircraft (and their jet engines) made it extremely difficult to manage the fighters they would drop, especially as they attempted to return to the aircraft after a mission.
Further concerns revolved around how well these miniature “parasite” fighters would fare against the top-of-the-line Soviet fighters they would conceivable be squaring off with.
Ultimately, the proposal never made it off the page — but it did establish one important point for further discussion on this topic. According to the report, Boeing found the concept of a flying aircraft carrier to be “technically feasible” using early 1970’s technology. Technically feasible, it’s important to note, however, is not the same as financially feasible.
The insane Lockheed CL-1201: A massive, nuclear-powered flying aircraft carrier
The Skunkworks at Lockheed Martin have been responsible for some of the most incredible aircraft ever to take flight, from the high-flying U-2 Spy Plane to the fastest military jet ever, the SR-71. But even those incredible aircraft seem downright plain in comparison to Lockheed’s proposal to build an absolutely massive, nuclear powered, flying aircraft carrier–the CL-1201.
The proposal called for an aircraft that weighed 5,265 tons. In order to get that much weight aloft, the design included a 1,120 foot wingspan, with a fuselage that would measure 560 feet (or about two and a half times that of a 747). It would have been 153 feet high, making it stand as tall as a 14-story building. According to Lockheed, they could put this massive bird in the sky using just four huge turbofan engines which would be powered by regular jet fuel under 16,000 feet, where it would then switch to nuclear power courtesy of its on-board reactor. The flying aircraft carrier could then stay aloft without refueling for as long as 41 days, even while maintaining a high subsonic cruising speed of Mach 0.8 at around 30,000 feet.
The giant aircraft would carry a crew of 845 and would be able to deploy 22 multirole fighters from docking pylons installed on the wings. It also would maintain a small internal hangar bay for repairs and aircraft service while flying. Unsurprisingly, this design didn’t make it past the proposal stage, but the concept itself stands as a historical anomaly that continues to inspire renewed attention to this day.
The B-36 Peacemaker
This massive bomber weighed in at an astonishing 410,000 pounds when fully loaded with fuel and ordnance (thanks to its large fuel reserves and 86,000 weapon capacity). Development of the B-36 began in 1941, thanks to a call for an aircraft that was capable of taking off from the U.S., bombing Berlin with conventional or atomic ordnance, and returning without having to refuel. By the time the B-36 made it into the air, however, World War II had already been over for more than a year.
The B-36 had a massive wingspan. At 230 feet, the wings of the Peacemaker dwarf even the B-52’s 185-foot wingspan. In its day, it was one of the largest aircraft ever to take to the sky. Despite it’s incredible capabilities, the B-36 never once flew an operational mission, but the massive size and range of the platform prompted the Air Force to consider its use as a flying aircraft carrier, using Republic YRF-84F Ficon “parasitic” fighters as the bomber’s payload.
The idea was similar to that of the later proposal from Boeing, carrying the fighters internally to extend their operational range and then deploying them via a lowering boom, where they could serve as protection for the bomber, reconnaissance assets, or even execute offensive operations of their own before returning to the B-36 for recovery.
The U.S. Air Force ultimately did away with the concept thanks to the advent of mid-air refueling, which dramatically increased the operational range of all varieties of aircraft and made a flying aircraft carrier concept a less cost effective solution.
Using rigid airships as flying aircraft carriers
Although we very rarely see rigid inflatable airships in service to national militaries today, things were much different in the early 20th century. Count Ferdinand von Zeppelin’s airships (dubbed “Zeppelins”) were proving themselves to be a useful military platform thanks to their fuel efficiency, range, and heavy payload capabilities. These massive airships were not only cost-effective, their gargantuan size also offered an added military benefit: their vast looming presence could be extremely intimidating to the enemy.
However, as you may have already guessed, it was that vast presence that also created the rigid airship’s massive weakness: it was susceptible to being shot down by even the simplest of enemy aircraft. England was the first nation to try to offset this weakness by building an apparatus that could carry and deploy three Sopwith Camel biplanes beneath the ship’s hull. They ultimately built four of these 23-class Vickers rigid airships, but all were decommissioned by the 1920s. The U. S. Navy’s Bureau of Aeronautics took notice of the concept, however, and set about construction on its own inflatable airships, with both the USS Akron (ZRS-4) and USS Macon (ZRS-5) serving as flying aircraft carriers.
The airships were built with an apparatus that could not only deploy F9C-2 Curtiss Sparrowhawk biplanes, they could also recover them once again mid-flight. The airships and aircraft fell under the Navy’s banner, and the intent was to use the attached bi-planes for both reconnaissance (ship spotting) and defense, but not necessarily for offensive operations.
The biplanes were stored in hangars on the airship that measured approximately 75′ long x 60′ wide x 16′ high — or big enough to service 5 biplanes internally.
After lackluster performance in a series of Naval exercises, the Akron would crash on April 4, 1933, killing all 76 people on board. Just weeks later, on April 21, its sister ship, the USS Macon, would take its first flight. Two years later, it too would crash, though only two of its 83 crew members would die.
A U.S. military plane carrying a second batch of ventilators to Russia landed in Moscow on June 4, as part of a $5.6 million humanitarian donation to help the country cope with the COVID-19 pandemic. The U.S. ambassador to Russia, John Sullivan, said the shipment contained 150 ventilators made in the United States.
When author Robert B. Baer asked his boss at the CIA for the definition of assassination his boss replied, “It’s a bullet with a man’s name on it.” Baer wasn’t sure what that meant so he started to research the topic beyond what he already had experienced around it in his role at the CIA. The end of that process became his insightful and provocative new book, The Perfect Kill, in which he outlines 21 laws for assassins. Here are 11 of them:
Law #1: THE BASTARD HAS TO DESERVE IT
“The victim must be a dire threat to your existence, in effect giving you license to murder him. The act can never be about revenge, personal grievance, ownership, or status.”
Law #2: MAKE IT COUNT
“Power is the usurpation of power, and assassination its ultimate usurpation. The act is designed to alter the calculus of power in your favor. If it won’t, don’t do it.”
Law #5: ALWAYS HAVE A BACKUP FOR EVERYTHING
“Count on the most important pieces of a plan failing at exactly the wrong moment. Double up on everything — two set of eyes, two squeezes of the trigger, double-prime charges, two traitors in the enemy’s camp.”
Law # 7: RENT THE GUN, BUY THE BULLET
“Just as there are animals that let other animals do their killing for them — vultures and hyenas — employ a trusted proxy when one’s available.”
Law #8: VET YOUR PROXIES IN BLOOD
“Assassination is the most sophisticated and delicate form of warfare, only to be entrusted to the battle-hardened and those who’ve already made your enemy bleed.”
Law #9: DON’T SHOOT EVERYONE IN THE ROOM
“Exercise violence with vigilant precision and care. Grievances are incarnated in a man rather than in a tribe, nation, or civilization. Blindly and stupidly lashing out is the quickest way to forfeit power.”
Law #15: DON’T MISS
“It’s better not to try rather than to try and miss. A failed attempt gives the victim an aura of invincibility, augmenting his power while diminishing yours. Like any business, reputation is everything.”
Law #16: IF YOU CAN’T CONTROL THE KILL, CONTROL THE AFTERMATH
“A good, thorough cleanup is what really scares the shit out of people.”
Law #17: HE WHO LAUGHS LAST SHOOTS FIRST
“You’re the enemy within, which mean there’s never a moment they’re not trying to hunt you down to exterminate you. Hit before it’s too late.”
Law # 19: ALWAYS HAVE AN ENCORE IN YOUR POCKET
“Power is the ability to hurt something over and over again. One-offs get you nothing or less than nothing.”
Law #21: GET TO IT QUICKLY
“Don’t wait until the enemy is too deeply ensconced in power or too inured to violence before acting. He’ll easily shrug off the act and then come after you with a meat cleaver.”
For the rest of Robert B. Baer’s 21 laws for assassins, buy his amazing book here.
The leaders of the US Senate Foreign Relations and Armed Services Committees warned Turkey on April 9, 2019, that it risked tough sanctions if it pursued plans to purchase Russian S-400 missile defense systems, and they threatened further legislative action.
“By the end of the year, Turkey will have either F-35 advanced fighter aircraft on its soil or a Russian S-400 surface-to-air missile defense system. It will not have both,” Republican Sens. Jim Risch and Jim Inhofe and Democratic Sens. Bob Menendez and Jack Reed said in a New York Times opinion column.
Risch is chairman of Foreign Relations and Menendez is ranking Democrat. Inhofe chairs Armed Services, where Reed is ranking Democrat.
President Donald Trump with Turkish President Recep Tayyip Erdogan at the UN General Assembly in New York, Sept. 21, 2017.
(Official White House Photo by Shealah Craighead)
As committee leaders, the senators have powers such as placing “holds” on major foreign weapons sales and major roles in writing legislation, which could include punishing Turkey if it goes ahead with the S-400 deal.
The senators said Turkey would be sanctioned, as required under US law, if it goes ahead with the S-400 purchase.
“Sanctions will hit Turkey’s economy hard — rattling international markets, scaring away foreign direct investment and crippling Turkey’s aerospace and defense industry,” they said.
Turkey is a member of the F-35 development program and produces between 6% and 7% of the jet’s components, including parts of the fuselage and cockpit displays. Turkey had planned to buy 100 of the advanced fighters; it has already received two of them.
The US and fellow NATO member Turkey have been at loggerheads over Ankara’s decision to purchase the S-400s, which are not compatible with NATO systems. Washington also says Turkey’s purchase of the S-400s would compromise the security of F-35 fighter jets, which are built by Lockheed Martin and use stealth technology.
A US Air force F-35 on display at Eglin Air Force Base in Florida.
(U.S. Air Force photo by Samuel King Jr.)
At the end of March 2019, a bipartisan group of senators introduced legislation that would block the transfer of F-35 technology to Turkey “until [the US] certifies that Turkey will not accept deliver of Russia’s S-400 air-defense system.”
Maryland Democratic Sen. Chris Van Hollen, one of that bill’s cosponsors, questioned Secretary of State Mike Pompeo about the issue on April 9, 2019.
“The clear and resolute position of the administration is if Turkey gets delivery of the S-400s, it will not get delivery of the F-35s. Is that correct?” Van Hollen asked Pompeo during a Senate Appropriations Committee hearing.
“I have communicated that to them privately, and I will do so again publicly right here,” Pompeo replied.
Van Hollen then asked if the .5 billion purchase of the S-400 would trigger action under the “significant transactions” clause of the Countering America’s Adversaries Through Sanctions Act, or CAATSA.
Pompeo said he would not make a legal conclusion but acknowledged such a purchase would be “a very significant transaction.”
However the bill includes a waiver that could be applied to some countries. India, which the US has worked more closely with in recent years, has thus far avoided sanctions for its planned purchase of the S-400 system.
Turkish officials have responded to the controversy by doubling down on their plans to buy the S-400.
Foreign Minister Mevlut Cavusoglu said on April 9, 2019, that Ankara may consider buying more units of the Russian-made air-defense system if it can buy the US’s Patriot missile system, which the US has previously offered to sell Turkey.
Cavusoglu also said that if the F-35s weren’t delivered, then he “would be placed in a position to buy the planes I need elsewhere.”
Turkish President Recep Tayyip Erdogan reportedly said that Ankara could acquire the S-400s earlier than planned.
“The delivery of the S-400 missile-defense system was to be in July. Maybe it can be brought forward,” Turkish media quoted him as saying on April 10, 2019, after a trip to Russia.
Reporting for Reuters by Patricia Zengerle; editing by David Gregorio
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.