It can be a bit disheartening to pop out your military ID and ask “you guys offer a military discount?” only to have the cashier shake their head no and then ask you a couple awkward questions about your service before giving you your Slim Jim and 6 pack. Thankfully, we’ve wrangled up 10 solid military discounts all in one place!
Avis better have a deep stock of blacked-out Dodge chargers and unnecessarily lifted Ford F150s on hand–because they offer up to 25% total discounts for all military members and their families. Boots can use that little bit of extra savings and get a model with heated seats for that Tinder date they’re going to propose to in 3 months. Toss in a sunroof too, so the Oakley sunglasses eternally perched on your baseball hat can finally block something from the sun.
Most military members don’t know this, but Jiffy Lube actually offers a 25% discount off most services. There are a couple of reasons why many troops don’t know this. For one thing, most folks in the military know how to change their own oil. For another—some might think that “Jiffy Lube” is just slang for finding 2 minutes of, ahem, private time in the barracks.
As of April 2019, Kohl’s recently instated a 15% military discount. There’s a catch with this one—you can’t use it in addition to a pre-existing discount, or with select brands such as Levi’s, Uggs, Columbia, or Timberland. But it works with gift cards, so you’ll really be able to stretch that unused birthday present your aunt gave you in 2014.
Ahh Home Depot—home to the mysteriously intoxicating scent of sawdust and mulch. Home Depot gives 10% discounts to all veterans and active duty servicemen. This applies to anything in store, so go ahead and load up on a whole bunch of parts for that project you are (never going to finish) working on.
Verify your military service through SheerID (which you should do anyway–tons of savings on there) and Foot Locker will give you 20% off all products in store. Walk around pensively holding a pair of Nike basketball kicks, knowing full well you’re just gonna buy another pair of grey Vans with those savings.
Sirius XM offers a very significant 25% off their subscription price for all military vets, reservists, and active duty servicemen. This gives you the opportunity to listen to Howard Stern on the 4-minute drive from the base to the bar.
Disneyland & Disney World
Disneyland offers a 3-day reservation for only 8 or 4 days for 8 for military members. That’s a pretty solid discount that gives you plenty of savings to spend on the sweetest treat west of the Mississippi— Disneyland churros.
Microsoft offers 30% off its office software for all military members and their families. Use the excel spreadsheets to track how much money you lost playing Spades on deployment this year. Or use the word processor to type up a couple college essays. Or use powerpoint to fall asleep.
This online sneaker juggernaut offers 20% off via SheerID. They’ve got a pretty slick selection of sneakers, and an even better selection of athletic gear and cleats. So you can finally look like a total badass while losing your co-ed intramural basketball game by 30 points.
NFL Shop offers a cool 15% discount to all military members, veterans, spouses, and immediate family members. The online store is very convenient, as it gives Bills fans a chance to google who their quarterback is on the day they purchase a jersey.
“Don’t come here, it’s too dangerous!” my sister texted my mother a few weeks ago. “If you were to become infected with coronavirus, I would never forgive myself.”
My parents live in Naples, southern Italy, where I was born and raised before becoming an American citizen in 2018. My sister is in graduate school to become an anesthesiologist and she works in one of the most affected hospitals in the Lombardy region of northern Italy, one of the first areas to be designated as a red zone in the country.
The Costagliola family on vacation at Disney World.
My parents, who are both over 65 years of age, were supposed to go visit my sister up north before coming to visit my family and I in New York, something they do at least once a year. We had it all planned out: they would join us in Syracuse — where we are currently stationed — and after a week, we were going to take a road trip all the way down to Florida, stopping at the most iconic landmarks on the East Coast, taking plenty of photos for my two children to look back on one day and reminisce on the precious moments they spent with their grandparents.
My 8-year-old son was counting down the days until the arrival of his Nanna and Babba, who had promised to bring an entire suitcase filled with presents for him and his 4-year-old sister — something they do every time they come visit. “Mamma, only 30 days left!” he shouted with excitement as he stepped off the school bus one afternoon. “Baby, I have to tell you something…” I said as I invited him to sit on the couch next to me. The words that came out of my mouth during that conversation sounded like something out of a script of an Apocalyptic science fiction movie.
Tiziana Costagliola at work at one of the most affected hospitals in the Lombardy region.
Only a few hours earlier, I had spoken to my parents via Skype and my mother, a primary care provider, told me with tears in her eyes, “I love you, and that’s why I won’t come visit you guys.”
I couldn’t believe it.
The coronavirus had started spreading in Italy, but it was mostly contained in the red zone. It wasn’t even in southern Italy yet. Borders were open, flights were departing as scheduled, cruise ships were taking excited passengers to the most exotic corners of the world, and theme parks were still selling way too much candy to children running toward their favorite ride.
Yet, my parents had decided to cancel their trips. They would not be going to visit my sister nor would they be coming to visit us in the United States of America. “It’s going to get much worse before it gets better, sweetheart.” My mother explained, “And I would never forgive myself if I unknowingly brought the virus to you all.”
It’s going to get much worse. That thought kept haunting my mind, day and night. It sounded like a prophecy.
“We were just told to choose which patients to save…” my sister wrote a few days later in a family group chat on WhatsApp. “We are to pick younger patients over older ones, as they have better chances of surviving the coronavirus.”
Meanwhile, life in the United States of America was proceeding as usual. Children off to school, grocery shopping done, and manuscripts edited. But the headlines in the news began mirroring what I was hearing from my mother and sister back home. Not enough hospital rooms. Virus spreads to southern Italy as well. Italy struggles to contain outbreak. Italian hospitals out of ICU beds. Airlines have canceled their flights to and from Italy.
It was a nightmare. What was happening to my home country? What was happening to my family and friends?
But then, Italy took a deep breath, looked in the mirror and reminded herself of who she is. The land of art, eternal love, good food, genuine smiles, warm sun and glittering Mediterranean waters. An entire red zone with 60 million people in quarantine, Italians stepped outside their balconies, playing instruments, singing, dancing and keeping each other company.
Coronavirus: quarantined Italians sing from balconies to lift spirits
At the end of their impromptu concerts and shows, they could be heard yelling, “Andrà tutto bene!”
Everything’s going to be alright.
And now that we are also facing the reality of the outbreak here in the United States of America, let’s remind ourselves that, if we all do our part, everything will be alright.
As for that vacation, we were planning on taking; it wasn’t canceled, just postponed to when we are allowed to finally hug each other again. And if my children have it their way, it’ll be even bigger and better than the one we had originally planned.
Well, we did and here are six reasons why we think the movie should have been about him.
6. We would have gotten the back story on how he got his epic scar. Just look at that thing and tell us you don’t want to know more about it. Is it from a hand grenade or did he knife fight someone or what?
5. Remember when he shot that woman? We’re not condoning executions, but seeing Sgt. Barnes interrogation methods a few more times could have been cool.
4. Besides the scene where Barnes threatens Chris with that cool looking blade, that knife doesn’t make another appearance. If that film were about him, we probably would have seen Barnes use in on the enemy troops once or twice in hand-to-hand combat.
You could slice and dice the enemy with this sharp and badass looking blade — no problem. (Source: Orion)
3. Pvt. Taylor (Charlie Sheen) would have just been a whiny boot replacement — which he was in the beginning — that no one cares about since the film would have been in Barnes’ perspective.
You just murdered the star of our fictional version of the film — you better cry. (Source: Orion)
2. Sgt. Barnes is a pretty lethal killer, but we could’ve gotten a glimpse of what made him that way. Although we discussed his epic scar earlier, it would be cool to get a flashback or two focusing on some of this bloody missions he was on before Taylor showed up.
1. Barnes would have eventually snapped and put his non-alpha male platoon leader Lt. Wolfe in his place — and audiences would have loved to see that sh*t go down.
It’s about to go down — if the movie was about Barnes. (Source: Orion)
Natapixie asks: Has a non-pilot passenger ever managed to land an airplane?
A common Hollywood trope when dealing with commercial airline-centric plots is inevitably at some point the pilot or pilots will become incapacitated and the lead character, who may or may not have any piloting experience, will be forced to take over, lest they die a fiery death when gravity decides to establish dominance. But has this scenario ever actually played out in real life? And what is the likelihood a passenger with limited to no formal pilot training could actually land a commercial airliner safely if they were being talked through it as is often depicted in movies?
To begin with, as to the first question, when talking large commercial aircraft, yes, a passenger of sorts did once and only once, take over for the incapacitated pilots. This occurred aboard the Helios Airways Flight 522 in 2005. So how did both pilots become incapacitated and what happened after?
In a nutshell, the cabin pressurization switch was set to manual, instead of automatic, and the pilots, who had over 20,000 hours of flight experience combined, didn’t realize there was an issue despite this being something that they should have noticed if they’d done their checklists properly. Later the system alerted them to the pressurization issue as they climbed, but the warnings were misinterpreted. Next, the oxygen masks automatically deployed for passengers at around 18,000 ft, something the pilots were seemingly unaware of. This is curious as when the masks deployed the passengers and the rest of the crew would have put theirs on. When the crew observed the pilots still having the plane climb after this event instead of descending immediately (noteworthy here is the passenger oxygen supplies only last 15 minutes or so), they should have attempted to at the least bang on the locked security door, if the lead flight crew member who had the code to open it was incapacitated or otherwise unable to remember it to get in.
As to why they didn’t do this or if they did and the pilots were simply too out of it for any banging to register, this isn’t known. On that note, at one point the ground engineer who had switched the pressurization to manual during some maintanence before the flight asked the pilot when issues were reported if the pressurization setting was on Auto. The captain at this stage was already a little too far gone mentally from lack of oxygen, and ignored the question. Given his radio communication stopped shortly thereafter when he simply commented about trying to locate some circuit breakers in response, it is presumed he succumbed mere seconds after the question was asked. Had he registered the question an looked, then simply turned the little knob, all would have fixed itself in short order.
Ultimately one of the flight attendants, Andreas Prodromou, did take over flying the plane. There was a problem though. It would seem from the investigation that he had difficulty getting access to the cabin, seemingly only doing so after a couple hours of the plane flying itself and a plane full of passed out people, which we imagine must have been incredibly terrifying for Prodromou on many levels.
So how did it turn out?
Tragically, this ended with the plane crashing and all 121 people aboard killed. Prodromou was actually a pilot himself, though as far as we could tell without any professional experience and certainly not in a Boeing 737. As to why he wasn’t able to bring the plane back down, he wasn’t really given a fair chance in this case. It seems as if moments after he finally got into the cabin, one of the engines ran out of fuel, and then not long after the other died too. Even an extremely experienced pilot in that plane would have had low odds in this case unless in glide range of a suitable airport.
And that’s it. In the over a century old history of commercial aviation, that is the only time we could find that a passenger has had to take over completely in a large commercial airliner. That said, moving on to much smaller planes, it turns out while rare, this sort of thing has actually occurred many times, even in some commercial scenarios.
Perhaps the most notable case of this was when none other than Mr. Bean (aka Rowan Atkinson) chartered a flight for he, his wife, and two children in Kenya in 2001. The aircraft was a little six seat Cessna. Unfortunately for the Atkinson family, at a certain point the pilot lost consciousness. Doing his best not to mimic his clumsy alter ego, Atkinson took over flying the plane. Thankfully for him and his family, they were eventually able to revive the pilot, reportedly after Atkinson slapped him several times. Said pilot then landed the plane without incident.
Moving on from there, perhaps our personal favorite case of a chartered flight resulting in a passenger having to take over is the case of one Doug White, who is a bit of a legend.
In this case, White had chartered the plane to transport himself, his wife, and two daughters. He did have his private pilot’s license, but flying a small Cessna 172 many years before. He didn’t fly much after up until the weeks leading up to the event itself, when he decided to take the hobby back up. Unfortunately for him, in this case rather than finding himself having to fly a nice little trainer plane like the Cessna 172, he was sitting in a twin engine, turbo prop Beachcraft Super King-Air, which seats up to 10, cruises at near 300 mph, and otherwise makes the Cessna 172 look like a child’s toy.
So what happened? During the takeoff phase of the flight, the pilot, Joe Cabuk, randomly slumped over dead, as White describe, “I looked over and his chin was on his chest… He made a loud, guttural sound, kind of a groan, and his eyes rolled back, and his hands never left his lap. It was quick, it was sudden, and it was final.”
Luckily for the four other souls aboard Cabuk did engage the autopilot directly before his own soul left his body so there was time for assessment of the situation.
Knowing how to use the radio, White contacted Air Traffic Control (ATC) and declared an emergency- the go-to thing to do in this scenario. In a nutshell, this basically means from that point on you can do more or less whatever you want in your attempt to get safely back on the ground and ATC is at your beck and call to help out in any way they can, diverting any other planes as needed, providing you any information they can, getting ground emergency personnel nearby where you’re going to attempt to land, and otherwise organizing help in any way possible. Though it is noteworthy here that most ATC personnel are not pilots themselves, and so there is sometimes a delay getting anyone who actually knows how to fly a plane on the line.
On that note, while the initial ATC contact White found himself talking to wasn’t terribly helpful, they eventually got an ATC employee, Lisa Grimm, who was a pilot herself and would go on to be an absolute superstar during the event, helping White to get the aircraft under control and otherwise helping keep him calm.
Later they were able to track down a King Air pilot, Kari Sorenson, to help with the specifics on how to land the thing. During the whole ordeal, beyond having to figure out how to fly and land the plane, White also had a bit of a worry of the dead pilot potentially slumping over the controls at an inopportune moment. But efforts by he and his wife to remove said body from the pilot seat were unsuccessful, so they simply cinched the seatbelt as tight as they could and hoped that would be good enough.
We’ll spare you most of the details, as they are best just gone and listened to, other than to mention our favorite part in which ATC asked Doug “Are you using AutoPilot or are you flying the plane?” and he responded with a thick country drawl, “Me an’ the good lord are hand flying this…” Classic Doug.
Another great line during the final moment before touchdown ATC told White, “Looks good from here, good job.” To which White calmly responded in his best impression of John Wayne, “It ain’t over til’ it’s over friend…”
Remarkably, with a lot of help from his angels on the ground, White was able to land the plane not only safely, but in pilot speak he “greased the landing”, meaning it was a rather gentle and uneventful touchdown and pretty much right on center-line to boot.
Said the aforementioned Sorenson who was in the background telling ATC what to tell White, “I don’t think you could have made the plane more complex or the pilot less experienced and have had a successful landing.”
When all was said and done and he was later interviewed about how he kept so calm through the ordeal, White simply said in his thick drawl, “There were buzzers, amber lights, horns: It was like a circus. The only thing I was concentrating on was keeping the airspeed up and the wings level. You know, just fly the plane… You just focus your fear and go into a zone… There’s no time to chit-chat, or lock up. Just ‘git er done.’… If you’re gonna die, at least die trying not to…”
We’re pretty sure that last line needs to go on a t-shirt pronto.
Moving on from there to some people with zero flight experience who successfully “got ‘er done”, we have one Henry George Anhalt who was aboard a small Piper Cherokee 6 (as you might expect from that, a six seat plane) with his wife and three sons when the 36 year old pilot, Kristopher Pearce, died. The plane at the time was low on fuel, but thankfully only about ten minutes from their destination of Winter Haven airport in Florida. Shortly after the pilot slumped over, Anhalt keyed the radio and asked for help.
Said Anhalt after taking the controls, “I kept my mind on flying the plane on a course for Winter Haven. I started calling, ‘Mayday!’ over and over and kept praying for Kris to revive. We made it to the airport, but we still hadn’t heard from anybody. I started circling. Becky was hollering that I was going too steep, so I made wider circles. Then I noticed that the fuel was low in the tank we were on. I tried switching to the full tank, but the engine would sputter, and I’d put it back to the nearly empty tank. Finally, somebody gets on the frequency and says, ‘Are you the Mayday?’ ‘Yes, my pilot passed out,’ I said. ‘We’re over the Winter Haven airport.’ Then another pilot came on and said, ‘We’re close by. We’ll be over to help.'”
The person who answered the call was flight instructor Dan McCullough who was giving a flight lesson at the time. After calming Anhalt down, he gave him his first flight lesson and being a bit of a gentlemen, didn’t even charge him.
Said McCullough later, “We flew down closer and got him lined up on a real good glide path to the runway. You can get anybody over the numbers on the ground, but it’s that last five feet that’s tricky. I asked him to fly around the airport a bit to get more used to the aircraft. … The only real disadvantage I had over any other time I’ve done it is I couldn’t actually been in the airplane with him… I just gave him directions how to get it over the runway and then to cut the engine. I had to keep him level. If he came in too steep, he’d dive into the ground. If he came in too far back, he’d stall.”
In the end, Anhalt was able to get it down, stating, “I had the flaps—or whatever they’re called—up, and I idled the speed down. After that, it happened real quick.”
His wife added, “We bumped twice on the ground and veered a few feet into the grass.”
And if you’re wondering, as this is often asked in these situations, at least in this case, yes- the flight instructor Dan McCullough was happy to endorse the flight and landing as Anhalt’s first solo in a logbook, if Anhalt wanted to get one.
Moving on from there we have one of the more notable cases of a person with zero pilot experience flying in one of the aforementioned Cessna 172s in 2013. The passenger, a then 77 year old John Wildey, had been a member of the Royal Air Force for 24 years, but not as a pilot.
In short, he and his friend, who went unnamed in the reports, were up flying around as they frequently did, when his friend turned to him and, to quote Wildey, “He said he was sick and asked me to take care of the aircraft controls… He set the controls and put me on the right path. Then he was unwell again, completely unresponsive. I called his name but he didn’t answer.”
As flying such a plane, in terms of keeping it straight and level, isn’t actually that terribly difficult, in fact, if the plane is properly trimmed as it apparently was, it should mostly fly itself straight and level without touching the controls at all, there was no real immediate danger.
Thus, he simply held things steady and, being familiar with at least how to queue the radio, did so. And if you’re curious about this, we have more on how to do that in the Bonus Facts later.
What Wildey also had going for him was that a plane like the Cessna 172 is built as a trainer plane and thus is extremely forgiving of bad landings and relatively easy to fly. But you do have to be able to get it over the runway pretty close to the ground before powering back the engine, and then as the plane sinks hold the nose off as best you can to land on the two rear wheels, while trying to time it so you’re extremely close to the ground when you reach stall speed- aka the speed at which the plane will stop flying and more or less fall with style.
In this case, an RAF helicopter was sent to guide Wildey to the airport, and then in the meantime he was being talked through the whole thing by one Roy Murray, chief flight instructor at Frank Morgan Flying School. Wildey ended up making 3 attempts to land the plane and each time failed in a good approach and was instructed to go to full power, climb back up, and try again. Remarkably, he executed reasonably good go-arounds each time without crashing.
On the fourth attempt, he committed and while it wasn’t what anyone would call a pretty landing, it was one in which not only he, but the plane walked away mostly unscathed save apparently some sparks at one point on touch down. Wildey would later describe:
I know you bring back the controls but I didn’t bring them back hard enough. So really I was sort of nose down rather than anything else… Then we touched and there was a right bump – two or three bumps. I suppose it was a controlled crash really. But I just couldn’t get the brakes because I couldn’t reach them. I managed to get them in the end. But then we sort of went off the runway and all I could see was this runway indicator wall coming towards me and I thought: “I am not going to do it”. But we managed to stop in the end. I’m a lucky bloke…
Sadly, his friend was later pronounced dead at the hospital.
In yet another case of someone with no experience, a student pilot from Australia, Max Sylvester, up on his first lesson in August of 2019 in a small two seat Cessna 152 was about an hour into it when his instructor, Robert Mollard, passed out and slumped over on to him in the cramped aircraft. Ultimately while being talked through it, he successfully executed his first ever landing without incident and actually from his cockpit footage almost dead on center-line and reasonable gentle touch down all things considered. His instructor, as far as we could find, later recovered from whatever happened to him.
Trainee pilot lands aircraft with instructor passed out on his shoulder | ABC News
Moving on from the sighted among us, we have the case of a legally blind person managing to successfully land a plane…
It helped that he, Charles Law, was a former pilot. Law’s flying days had long since been over as he at this point in his life had 20-200 vision in one eye and 20-400 in the other. He was tasked with one more landing when his pilot friend, an 80 year old Harry Stiteler, passed out on approach to the runway.
Said Law as he came in for the landing, all I could see were “the airport thresholds (white markings)… I just aimed for that… We bounced a little hard and it was a little squirrely, and I guess I was a little crooked. But I thought it was a very good landing.”
Unfortunately, despite landing the plane almost immediately after Stiteler passed out, medical personnel were never able to revive him.
On the other end of things, there are many incidents where the passenger was unable to land the plane and all aboard were killed, but we are choosing to go ahead and omit any specific examples as nobody wants to hear about that. We mentioned it, however, just so you don’t get the false impression that this is somehow super easy to do.
Moving back to the big boy planes, one of the reasons, outside of one exception, this just isn’t a thing is because in many regions of the world, it’s usually required that there be two trained pilots aboard in such airliners. Further, in most countries, said pilots are subjected to extremely rigorous and regular medical checkups, far more so than the already reasonably strict requirements for non-commercial pilots.
Thus, it’s just not terribly likely that something would happen to take out both pilots and leave some passengers still able to do anything. In fact, even when talking just one pilot, according to a study done by the Australian Transport Safety Board, incidents of a pilot on commercial aircraft becoming unable to continue with their duties only occurred in about 1 in every 34,000 flights. While that might seem high to you, in most of these cases, there was nothing seriously wrong with the pilot in question. For example, a full half of these incidents were, to put it bluntly, diarrhea related. We’re guessing if there wasn’t a backup pilot, said pilots in these incidents would choose to poop their pants rather than let the plane crash.
So what happens when one pilot is taken out more seriously in these scenarios? While you and your 1000 hours of flight training on Microsoft Flight Simulator might now be thinking “This is what we’ve trained for…”, waiting for that momentous announcement over the intercom requesting anyone with flight experience to come help out, this is not actually what would likely occur. In many cases, the remaining pilot will simply request one of the crew aboard to come sit in the unoccupied seat, perhaps reading through a checklist for them, or if they have some experience doing a little more. This is something we found a handful of otherwise uneventful cases in our searching, with the passengers rarely ever informed there was an issue.
That said, as stated by a former pilot at US Airways, “There are thousands of commercial certified pilots who do not fly for the airlines. So having a commercial pilot on board would not be that uncommon… They can handle the radios, they understand the terminology, they can help prepare the airplane for landing, offloading [responsibilities from] the pilot…”
On that note, we did find one instance during a United Airlines flight when Air Force Captain Mike Gongol was requested to come help out when the captain of that flight had a heart attack. In this case, the flight attendants first requested that any doctor aboard please make themselves known. They later asked if any pilots aboard would push their call button to make themselves known- a sequence of requests not exactly geared towards keeping passengers worry free.
As for Gongol, while he had never flown that particular aircraft, a Boeing 737, his extensive flight experience, including mainly flying a B-1B Lancer Bomber at the time, made him an ideal candidate to come help take a little of the workload off the first officer who was tasked with actually flying the plane in this instance. He later stated she mostly just had him take over the radio communication, which he was well skilled at. We’re guessing had she become incapacitated too, Gongol probably had a high probability of being the first ever passenger to successfully land a commercial airliner. But of course, said first officer had little trouble getting the plane down safely, being herself extremely well trained and all.
But this all does make you wonder, outside of our sample-size of one where the circumstances were stacked against him, in the more general case, how likely is it that a random passenger could land a large commercial airplane if they were being talked through it?
First, if literally zero experience flying a plane or using a really good flight simulator, basically no chance. The problem here is that you do need to actually know how to call someone for help on the radio. And with the myriad of buttons and switches all over, it’s unlikely a random person could figure that out, unless they keep reading to our Bonus Facts section.
That said, pro-tip, if you’re under about 10K ft and in a reasonably populated area, your cell phone will probably work just fine as a way to call for help that could then eventually potentially end up telling you how to operate the plane’s radio. Of course, most commercial airliners don’t spend much time under 10K feet, so odds are you’ll be much higher than that, and if lower, probably in a critical phase of flight meaning there’s no way you’re getting up to the cockpit to help out in time anyway unless they’ve set the autopilot pretty quickly after takeoff. And even then, a noteworthy thing, as tragically the aforementioned Andreas Prodromou demonstrated, is getting into the cockpit in today’s large commercial aircraft in flight is easier said than done if the pilots are both incapacitated and a crew member who knows the code isn’t available. So good luck with that.
But in this increasingly unlikely scenario, if the autopilot was engaged giving you time to work with, and you could get into the cockpit, and then figure out how to use the radio, from there, you might have a chance. But not because you could actually land the plane. The odds of that are basically zero if you have no flight experience and pretty slim even if you do unless you have some training in that or a similar aircraft. The reason you might actually have a fighting chance if you can establish communication with someone on the ground is that most large commercial planes are perfectly capable of landing themselves if you know how to setup the system and then help the system along appropriately.
On that note, if you’d like to see a commercial pilot with a rather excellent YouTube channel walk you through how to do this in a professional level simulator, do go check out MentourPilot’s crash course in the topic titled “How You Can Land a Passenger Airplane- 12 Steps” And, hey, you could always use the airplane WiFi to watch it in-flight…
Finally, if you’re now wondering if any small aircraft have a similar auto-land system, turns out yes some do, the best of which, which is actually superior to the large plane auto-land systems in some ways, is Garmin’s recently launched Autonomi system which is soon rolling out in the approximately million Cirrus Vision Jet under the name Cirrus’ Safe Return system, and will likewise soon be found in the million Piper M600 SLS.
This system is idiot proof and requires only about one sentence of training, which even a three year old could execute. And, truthfully, you’d probably want to tell a 3 year old NOT to do it in most cases, as left to their own devices they’re sure to activate the system on their own randomly. That sentence of training is simply, “Push this big red button.” That’s it.
From there, the system will take over flying, analyze the weather, your fuel, state of the plane, potential terrain in your path, etc, as well as declare an emergency with ATC, and continually update ATC on what it’s doing and its intentions. It will at the same time inform the passengers audibly and on the screen what they should be doing- strap in, enjoy the ride, and don’t touch anything. It will also politely inform the passengers where it’s taking them and when it will be landing.
From there the plane will fly to the destination airport, which will be picked among the safest options within range of your fuel supply. It will then land itself, which in the demos we’ve watched, does a shockingly good job at it, with the worst that can be said is that in one random Piper M600 demo, it was slightly off center line, but otherwise well on the runway and a very gentle landing.
Once down, the system will shut down the engines and inform the passengers when it is safe to exit. Presumably in the coming decade or two this system will rapidly find its way into most smaller aircraft making the stories of passengers taking over for a pilot markedly less dramatic. “I pushed the big red button,” doesn’t have quite the same newsworthy appeal as “Me an’ the good lord are hand flying this…”
If you’re wondering, reportedly approximately 1% of commercial airliner landings are done with auto-land, though in most cases pilots prefer to do it themselves as, among other reasons, auto-land isn’t awesome when there is much wind, particularly if it’s of the gusty variety. The cases where it might be the preferred option for the pros is in scenarios like virtually no wind where visibility is extremely poor, such as in thick fog. In this case, the pilot may deem it safer to allow the auto-land to do its thing while they closely monitor it.
Going back to how to queue up the radio in an aircraft, whether big or small, you can usually do this via putting the headphones on and then pressing a button on the yoke (looks a bit like a steering wheel) or stick. Noteworthy is that in some cases there might be other buttons to do with trim, engaging or disengaging autopilot and the like on that control as well, so not always good to just go pushing buttons without looking close to see if there’s a label. But if there is just one button, that’s going to be what that is for. And if multiple buttons, it’s probably the one positioned for your index finger wrapped around the stick or yolk or a prominent button for your thumb, often red. In large commercial airliners, it also might not be a button, but rather a toggle switch with an up and down position, for example one for transmitting on the radio (probably labeled MIC) and one for the flight interphone (probably labeled INT). You want the MIC position.
Assuming you push the correct button, whatever radio frequency the pilot had queued up already, which is usually the local one you’re flying over, whether a nearby tower or local traffic, or might be a large area ATC frequency, you’ll be talking to someone who can give you more information when you do. Press to talk; release to listen; just like a walkie-talkie.
And if you really want to sound like a pro before your almost certain death when fuel runs out or probably much sooner, structure your talk- Who you are talking to, who you are (as in the plane type and call-sign which will probably be printed somewhere on the instrument panel in front of you), where you are, what you want or are going to do, who you are talking to.
For example- “Deer Park traffic, Archer 7967C, mayday, mayday, mayday, just departed Deer Park and the pilot just died. Me and Jesus are now flying this plane. One soul aboard. Requesting immediate assistance. Deer Park.”
Or, you know, just press the button and freak out. You’re declaring an emergency after all and you don’t know what you’re doing. Nobody is going to care you don’t know how to talk on the radio properly. But just remember this, if you’re in the U.S., odds are strong your radio communication and situation is going to be viewed by hundreds of thousands of people, probably even your friends and family, on various YouTube channels that cover this sort of thing… So keep your cool if you want to sound awesome later if you happen to survive.
Also, even for pilots, an almost universal truth you’ll find if you listen to many of these is you can almost always predict which ones are going to end well or not based on, not the exact circumstances of the emergency or experience of the pilot, but how panicky the person flying the plane is. The only exception we’ve personally ever heard is that time a guy was on a whole lot of drugs when he was declaring his engine-out emergency. He might as well have been sipping a beer on a beach as far as his tone was concerned, literally right to the point he crashed and died… So do yourself a favor and try to keep your head. If you’ve got someone talking you through it, flying and landing a lot of types of small planes where at least you can walk away isn’t actually super difficult if you can get over a runway. Landing so the plane itself can be flown again without repairs… well that generally takes some training. But that’s the insurance company’s problem, not yours.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
For many years, U.S. troops have hunted our nation’s enemies under the blanket of complete darkness, scoring some impressive kills due, in part, to our outstanding ability to see at night — just ask Osama bin Laden.
Oh, wait. You can’t.
Today, you can head to a tactical store and pick up a relatively inexpensive set of NVGs for a few hundred bucks. Although many models seem to have issues with depth-of-field, cheaper night optics can still get you from A to B on a somewhat clear night.
Although this impressive piece of tech can be used by anybody, not many people look into how this technology works or how it came to be. Let’s fix that.
Despite the fact that we defeated the Germans in WWII, they can still claim credit over many important technological advancements. For example, they manufactured the first nighttime image enhancer. The concept was worked on as early as 1935 but wasn’t put in the hands of German soldiers until 1939.
However, only the most highly trained soldiers were issued this new technology to employ in night attacks. By the end of the war, Hitler’s army had also equipped nearly 50 Panther tanks with this tech. These tanks saw combat on both the Western and Eastern Fronts.
When you look into a set of NVGs, you’ll immediately notice the green display. This isn’t some arbitrary color choice on the part of the manufacturer — your eyes are more sensitive to that particular color.
When we say “sensitive,” we’re not referring to your current emotional status. It means our eyes detect this color naturally, making it easier to pick out shapes in the otherwise dark. In short, it’s easy on the eyes.
How NVGs work
The device detects low levels of light and amplifies them. You want a little more of a breakdown? Okay, let’s get scientific.
When dim light enters the NVGs, it hits an internal layer, called the “photocathode,” which releases electrons. These electrons then hit a second layer called a “micro-channel plate,” where they get multiplied before hitting the third layer, called the phosphor screen.
After passing through that layer, the electrons are converted back into light. The more electrons the device produces, the higher the image quality. Check out the video below for a full breakdown.
You can build your own set at home
Although high-quality NVGs require some real ingenuity and tech to produce, Superhero Armory built a rudimentary set using a pair of LCD sunglasses, a small night-vision camera, and some LED lights.
The United States Military is full of bizarre rules that, at some point, probably served some obscure purpose before being ingrained in tradition. For example, you’re not allowed to keep your hands in your pockets. It all began because, apparently, putting your hands in your pockets “detracts from military smartness.” I don’t know about you, but in my lifetime, I’ve never equated pocketed hands with being aloof — but the rules are rules. Quit asking questions.
But if you’re looking for an antiquated rule that’s really nonsensical, look no further than the (now) unwritten rule that states officers of the United States Army cannot carry an umbrella. It might not be an official regulation anymore, but all Army officers generally adhere to the rule regardless, for tradition’s sake.
Soldiers on the other hand? Nah. We enjoy the rain.
(U.S. Army photo)
This was once a hard-standing regulation, put into effect under Army Regulation 670-1: Wear and Appearance of Army Uniforms and Insignia, Chapter 20-27: Umbrellas. The regulated stated,
“Females may carry and use an umbrella, only during inclement weather, when wearing the service (class A and B), dress, and mess uniforms. Umbrellas are not authorized in formations or when wearing field or utility uniforms.”
This rule forbade the use of umbrellas by male officers entirely, from the fresh-out-of-OCS second lieutenant all the way up to the Chief of Staff of the United States Army. As you can see, it didn’t stop female officers from carrying or using an umbrella, nor was it implemented for any other branch or applied to the Army’s enlisted. It affected male Army officers exclusively. The regulation wasn’t amended to allow for umbrellas until 2013.
It’s worth noting that the U.S. Air Force kept this regulation when it split from the Army in 1947, but in just 32 short years, they realized it was pointless and authorized their officers to carry and use umbrellas in 1979.
I’ll give you a little hint. It has everything to do with this photograph here and who the back of that head belongs to.
(Imperial War Museum)
So, why was the rule put in place to begin with? It certainly wasn’t for appearances’ sake. In the rain, ribbons would sometimes start to bleed ink, which would potentially stain and ruin an officer’s otherwise pristine uniform. These stains were surely more unsightly than an officer holding an umbrella.
Furthermore, the regulation didn’t outright forbid officers from standing under an umbrella or having an enlisted soldier carry one for them – though most junior officers likely wouldn’t dare ask a salty NCO to shield them from the big, scary rain drops for fear of eternal mockery.
The regulation clearly says not to carry an umbrella, whether it was in use or not. In fact, holding a closed umbrella is what started all of this to begin with.
Leave it to one spineless politician to forever make umbrellas uncool.
To those who don’t recognize the men in the photo above, that’s disgraced British Prime Minister Neville Chamberlain shaking hands with Adolf Hitler, infamously appeasing him just before his 1938 occupation of the Sudetenland, a region of today’s Czech Republic, despite his government’s clear promise to do everything in its power to protect Poland.
Chamberlain went behind his peoples’ and parliament’s backs in a deal that gave the Nazis the power they needed to arm a full-scale invasion of Poland, thus, in a way, kicking off World War II. When it turned out that the Nazis didn’t give a sh*t about peace treaties, Chamberlain again tried to appease Hitler in 1939. The invasion of Poland followed soon after.
Though Chamberlain’s actions may have been done with the best intentions for the UK, he will forever be seen as weak and enabling for them.
To this day, umbrellas are highly discouraged, but that may just be a “we’re too cool for umbrellas” kind of mentality.
(U.S. Army photo by 1st Lt. Henry Chan, 16th Sustainment Brigade Public Affairs, 21st Theater Sustainment Command)
All things Neville Chamberlain have been tainted by his appeasement policy – including his signature style of always carrying a black umbrella and his hat in his hand. Just as Churchill was synonymous with his cigar and Lincoln with his stove pipe hat, Chamberlain was almost always seen with his umbrella.
Before the appeasement with Hitler, the umbrella was seen by the Britons as a symbol of endurance, as it allowed people to carry on despite the crummy weather the British Isles are known for. After the deal, it became a symbol of treachery.
Immediately, most of the British Military was discouraged from using umbrellas. They never implemented it as official policy for practical reasons – it’s the British Isles, after all. But the U.S. Army made their anti-Chamberlain stance into an actual regulation.
Guess that’s what happens when you stand by and give Hitler time to start a world war.
The first trailer for Avengers 4 is finally here. We’ve got a real-deal title, too: Avengers: Endgame. Captain America has shaved his beard, Tony Stark is lonely, Hawkeye is back, and it looks like Ant-Man is going to be the key to it all, just as we predicted!
Be warned this trailer is super-emotional and we’re already crying. Watch the trailer a few times, and then take a breath. Okay, you good? Let’s dig into this a little bit.
First of all, even though “Endgame” is a really boring and generic subtitle, the trailer itself is excellent, possibly more thrilling than any other Marvel trailer ever. Unlike the Captain Marvel trailers (which are fine by the way) this trailer really gives the audience what they want without actually spoiling the movie. Though if you somehow missed Infinity War, this trailer weirdly makes watching that movie slightly unnecessary because Black Widow sums up the plot of the previous installment with one line “Thanos did exactly what he said he was going to do: he wiped-out 50 percent of all living creatures.” (Side question: does this include cockroaches, rats, and pigeons? Is there a vermin-version of the Avengers who are grieving right now, too? I mean we all cried for Spider-Man, what about actual spiders?)
Anyway, where was I? Oh yeah, this trailer is really great. Chris Evans is clearly going to give the performance of his life in this movie and its rad to see him clean-shaven, like pretty much saying to the audience that yeah, he’s back and he’s going to do whatever it takes to fix all of this stuff. The return of Hawkeye is super-dope, too, and that coda with Ant-Man pulling up in his van is great and totally teases the idea that the post-credits scene of Ant-Man and the Waspwill be the key to saving all the Avengers.
Seems like May 3, 2019, can’t get here fast enough.
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.
The flat hats were made from dark blue wool and commonly featured an embroidered headband of the ship name the sailor belonged to on the front of the brim. Reportedly, that feature ended in January 1941 to make it harder for adversaries to learn the what U.S. ships were in port. The ship’s names were replaced with a U.S. Navy embroidery instead.
In 1866, a white sennet straw hat was authorized to be worn during the summer months to help shield the hardworking sailors from the bright sunlight.
But it wasn’t until 1886 where a high-domed, low rolled brim made of wedge-shaped pieces of canvas was written into uniform regulation.
Eventually, the canvas material was replaced by a cheaper, more comfortable cotton. This option became popular with the sailors who wore them as they could bend the cover to reflect their individual personality — and still be within regs.
It’s unclear exactly when the term “dixie cup” was coined, but since the popular paper product made its public debut in the early 1900s, it’s likely that’s when the term was coined.
Secretary of Defense Jim Mattis called on America’s allies to combat Chinese efforts to dominate the contested South China Sea during a trilateral meeting in Singapore Oct. 19, 2018.
“I think that all of us joining hands together, ASEAN allies and partners, and we affirm as we do so that no single nation can rewrite the international rule to the road and expect all nations large and small to respect those rules,” Mattis said during a meeting with his Japanese and South Korean counterparts, according to The Hill.
“The United States, alongside our allies and partners, will continue to fly, sail, and operate wherever international law allows and our national interests demand. We will not be intimidated, and we will not stand down, for we cannot accept the PRC’s militarization of the South China Sea or any coercion in this region,” he added.
“China wants nothing less than to push the United States of America from the Western Pacific and attempt to prevent us from coming to the aid of our allies,” Pence explained. He called attention to the recent showdown in the South China Sea as evidence of “China’s aggression.”
An EA-18G Growler assigned to Electronic Attack Squadron (VFA) 141 lands on the flight deck of the Navy’s forward deployed aircraft carrier, USS Ronald Reagan.
(U.S. Navy photo by Mass Communication Specialist 2nd Class Kenneth Abbate)
“A Chinese naval vessel came within 45 yards of the USS Decatur as it conducted freedom-of-navigation operations in the South China Sea, forcing our ship to quickly maneuver to avoid collision,” he said, describing a dangerous encounter that the US military characterized as “unsafe” and “unprofessional.”
The Trump administration has taken a hard-line stance against China, targeting Beijing for perceived violations of the rules-based international order. In the South China Sea, tensions have been running high as the US challenges China through freedom-of-navigation operations, bomber overflights, and joint drills with regional partners — all aimed to counter China’s expansive but discredited territorial claims.
A pair of B-52H Stratofortress bombers flew through the disputed South China Sea Oct. 16, 2018, in support of US Indo-Pacific Command’s Continuous Bomber Presence mission, which is notably intended to send a deterrence message to potential adversaries.
Mattis met with his Chinese counterpart Gen. Wei Fenghe Oct. 18, 2018, for an hour and a half on the sidelines of a security forum in Singapore. The talks, described as “straightforward and candid,” focused heavily on the South China Sea, but it is unclear if the two sides made any real progress on the issue.
“That’s an area where we will continue to have differences,” Assistant Secretary of Defense for Asian and Pacific Security Affairs Randall Schriver said after the meeting concluded.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The inaugural Airman Podcast for the At Altitude channel features a conversation with Dr. Will Roper, the assistant secretary of the Air Force for Acquisition, Technology and Logistics.
As the Air Force’s Service Acquisition Executive, Dr. Roper is responsible for and oversees Air Force research, development and acquisition activities totaling an annual budget in excess of $40 billion for more than 465 acquisition programs.
In this position, Dr. Roper serves as the principal advisor to the secretary and chief of staff of the Air Force for research and development, test, production and modernization efforts within the Air Force.
In the interview from early in 2019, Dr. Roper discusses how reforming the acquisition process is foundation to building the Air Force we need to maintain dominance in the battlespace today and tomorrow.
Master Sergeant George Hand US Army (ret) was a member of the 1st Special Forces Operational Detachment-Delta, The Delta Force. He is a now a master photographer, cartoonist and storyteller.
It was 1994 when my Delta Troop and I were training in the desert in preparation to deploy to the Mid-Eastern theater where there was much misbehaving going on. We spent a particular day primarily calling in anti-armor attacks from MH-60 Blackhawk (Hawkers) helicopters toting the venerable and extraordinarily deadly Hellfire missile.
We rotated ourselves onto a hilltop as Forward Observers choosing targets and directing the helo strikes. We used a Vietnam-era LASER designator called the MULE. The MULE “painted” the target with a LASER that the helo-mounted Hellfire could track all the way to the target.
ANPAQ-3 Modular Universal Laser Equipment (MULE)
Some men laughed at the MULE, but theirs was a shallow laugh as none of us could find fault with the noble seeker, and “if it ain’t broke don’t fix it.” I intentionally picked armor targets as far away as possible, some 8,000 meters and beyond, to challenge the Hellfire capabilities. The challenge was always accepted, and the missiles never missed.
In addition to calling in fire from aircraft, we also launched Hellfires from our six-wheel drive Austrian-made assault vehicles using an improvised launch pedestal welded by our mechanics. Success was enjoyed as well with that highly mobile platform.
Vehicle-mounted Hellfire launch; we often joked that we got sleepy waiting for the Hellfire to reach its distant targets
Toward late afternoon our troop leadership introduced us to an Air Force lieutenant colonel who heard there was a group of Delta men training nearby and just had to come show off his latest Research and Development endeavor — a remote control pilotless aircraft. None of us really cared about him, or his drone but rank still had its privileges so ok…
He stood proudly amongst us and beamed as he bragged on his miniature airplane. He held his Ground Control Unit in his hands explaining that his drone was at the moment several kilometers to our southwest and that it had a ,000 instrument payload that included a pilot’s Situational Awareness (SA) camera focused ahead of the aircraft.
It was a gasoline-powered, propeller-driven drone with a wingspan of about 12′. Just as interest waned, he brought the drone in tight and had it scream a few feet over our heads. That was actually pretty cool, and questions started coming out for the colonel: how fast, how high, what duration, how many pounds payload… all measure of questions about the drone’s capabilities.
This tragic friendly fire incident destroyed this Abrams tank with a Hellfire
“Sir, what’s the learning curve like on piloting that craft?” came my question.
“I’ll tell you what,” the colonel began as he stepped toward me. “I’ll let you see for yourself; give her a spin!” and he reached the ground control unit with its long whip antenna toward me. I immediately recoiled, not wanting to fool with all this expensive enigma.
“Fly it, a$hole!” the brothers started in on me.
“Yeah, get you some-o-that, chicken $hit!”
“Fly the damn plane, jacka$!”
And so it went, with the colonel thrusting the unit in my hands. All flight controls were there; all health inputs for the drone were displayed: speed, altitude, heading, fuel level, and others that I didn’t recognize. In the center of the unit was a screen displaying the done’s SA camera video feed.
It was very basic. All that was readily recognizable was black for the ground, and white for the sky. The black was toward the bottom of the screen with the majority of the screen white. There was a crosshair that cut across the screen representing an artificial horizon. I had seen similar instruments in the cockpit of an airplane, but as for flying these drones, I was fresh out of any experience whatsoever!
The true horizon on the screen was, of course, the line where the black (ground) met with the white (sky). The true horizon then should be under the aircraft’s artificial horizon for safe, unobstructed flight. To keep level flight like the colonel told me, all I had to do was keep the two horizon lines parallel… and not breathe.
A representative artificial horizon from an aircraft cockpit. Here, brown represents ground and blue represents sky; where the two meet is the true horizon. The yellow horizontal line represents the aircraft’s artificial horizon as it appears with the aircraft parked on the ground.
“Just keep that baby flat and stable; just hold with what you got,” directed the colonel who then stepped back, turned and addressed the men in regard to how any plain-ol’ idiot could fly the thing, just not in those exact words. He really was proud of and loved his job so.
As he babbled to the boys, I imagined somehow that the amount of black seemed to be expanding into the white somewhat… and then I was sure that the black was indeed encroaching more on the white, headed up toward that artificial horizon line… “Hey, Sir…”
“Just keep her flat and stable,” the colonel yawned as he yapped to the yokels. Now the black rose up above the drone’s artificial horizon on the screen. It was time to hit the ejection lever!
“Sir I think you better see this!” I insisted as I stepped up and thrust the control unit in his face.
“Juuuust keep’r flaaaaa… DOH!!”
With that, the colonel snatched the unit from my hands and yanked back on the joystick with Ren and Stimpy bulging eyes. When the colonel had passed off the controls to me, there was flat terrain below. Unfortunately, while he was delivering his dissertation, the drone approached a hill mass that was taller than the drone was high. The video screen blipped out.
“OH MY GOD YOU’VE… YOU’VE… FLOWN IT INTO A MOUNTAIN!”
You see, that right there… that is why I did NOT want any part of the colonel’s toy. That thing was not such a piece of cake to operate as the man would have us believe. Let’s face it, all I was doing was standing with a box in my hand — I was not operating it at all!
A typical modern control unit for a drone; note the SA video feed screen and joy sticks
I was fire-spittin’ mad thinking about that ,000.00 waste. The boys were howling like banshees now which salted the wound. I knew as well as the next man you can’t bleed in the presence of sharks. Visions of myself in the squadron cartoon book filled my head. This event had certainly been most fitting fodder… ah, but as it is with photography, so it is with being the cartoonist: the photographer never has to be in the pictures.
The colonel could see I was mad as hell as he quickly called out:
“Ok, ok… it was absolutely not his fault, not his fault at all… he was just doing exactly what I told him to. It was entirely my fault!” That was true and gracious of him, but I was mad. I was mad at him, at myself, at that stupid airplane… and especially at that Goddamned mountain!
It was two days later my troop leader pulled up in a jeep and approached me carrying… a stick? He reached it out toward me and said:
“Hey, that drone colonel made it out to the crash site and wanted you to have this.”
I held in my hand a two-bladed wooden propeller about 18-inches long. I’m pretty sure that Colonel meant no dig or sarcasm by the gesture, but now I was mad at the world again, and didn’t like his little gift, not one little bit. I walked up to a trash dumpster near our tents. With a swoop of my arm, I cracked that propeller in two on the corner of the dumpster and flung the halves inside.
So twenty-six years ago we scoffed at the colonel’s drone. What was it good for? What was the application? He was some boyish dude out playing with his toy. Little did we know at the time what an impact that research would have on the world, eh? Today the likes of drones are all but taking over in their application in our everyday lives.
Just yesterday my 13-year-old son and I went out to a nearby field to fly a remote Radio Controlled (RC) hobby airplane. After many successful laps my son reached the control my way and asked:
Fighter aces—those pilots responsible for taking down at least five other aircrafts—are almost as old as aviation itself. Since World War I, young men have been willing to risk death to earn glory and become “knights of the air” or the “cavalry of the clouds”. There have been thousands of pilots who achieved ace status, and many who have racked up far more than five downings. None, however, have ever managed the singular feat of becoming a fighter ace on both sides in the same war.
That is, none except one…
Pierre Le Gloan was from Brittany, born in the Breton town of Kergrist-Moelou on June 1, 1913. He joined the French Armee de l’Air in 1931 as soon as he was old enough to enlist. Before his death in 1943, he achieved ace status in both the French Air Force and under the collaborationist Vichy regime after the fall of France in 1940. With 18 kills to his name and France’s fourth-highest-scoring ace of World War II, he remains the only pilot in history to become an ace on both sides of the same conflict.
When war came he was flying a Morane-Saulnier MS.406. On November 23, 1939 he claimed his first kill, a Dornier DO.17 reconnaissance aircraft. Another DO.17 fell to his guns on March 2, 1940.
All pilots in Le Gloan’s squadron were then re-equipped with the newer and better Dewoitine D.520. Le Gloan lost no time in taking full advantage of the use of a better fighter. During the Battle of France in the summer of 1940 he had a hot streak. In June he shot down four German and Italian bombers: two Heinkel 111 planes and two Fiat BR.20 bombers.
It didn’t end there. The highlight of Le Gloan’s career was to come on June 15. His squadron met a squadron of Italian CR.42 fighters. Attacking with enthusiasm, he shot down no less than three of them. Encountering another CR.42 and a BR.20 on his way back to base, Le Gloan attacked and shot down both of them.
Taking down five aircraft in one day has seldom been achieved by even the highest-scoring fighter ace, and Le Gloan was justly rewarded. His five-kill streak brought him up to 11 kills, well above the five required for ace status. He was also promoted to 2nd Lieutenant to acknowledge his remarkable feat.
On June 20, his squadron was transferred to Algeria, then a French colony. With the fall of France and the installation of Marshal Petain’s Vichy puppet government, the French forces in North Africa were under Vichy command. To Le Gloan it made no difference. He’d flown, fought and killed for France. Now, he would do the same for Vichy.
His second fighting streak came in June and July of 1941. Fighting for Vichy and taking on Britain’s Royal Air Force, Le Gloan shot down five of the RAF’s Hurricane fighters, a Gloster Gladiator and another aircraft that remains unidentified. He’d taken down 11 for France and had added another seven for Vichy. At the war’s end only Jean Demozay (21 kills), Marcel Albert (23 and two probables) and Pierre Clostermann (33 kills) ranked higher among French aces. Le Gloan’s career would not, however, last much longer.
Neither would his life.
The Allies launched Operation Torch in November 1942. With Allied forces liberating North Africa and Field-Marhsal Montgomery’s famous ‘Desert Rats’ pushing westward after the victory at El Alamein, the Vichy regime’s days were numbered. So were Pierre Le Gloan’s.
Soon all former Vichy forces were siding with the Allies including Le Gloan’s fighter squadron. Reequipped in May 1943 with the American P-39 Airacobra, a new fighter might have given the newly promoted Capitaine Le Gloan another winning streak. Might have, if not for a design feature on the Airacobra that wasn’t on the Morane-Saulnier or the Dewoitine: an external fuel tank mounted under the belly meant to be jettisoned when empty or if about to enter a dogfight.
Le Gloan had never flown a fighter with a drop tank. Over the sea on a routine patrol on September 11, 1943 he began to experience mechanical problems. As the Airacobra was not the finest fighter ever built, this wasn’t unusual for pilots who had to fly them. Comparing the Airacobra to the legendary Supermarine Spitfire or P-51 Mustang was like comparing a rent-a-wreck with a Ferrari. With smoke streaming from his aircraft, Le Gloan decided to return to base and land, forgetting to jettison the drop tank. It was a fatal mistake.
Le Gloan, in severe mechanical difficulties, might have been safer bailing out than trying to land, even if he had remembered to jettison the extra tank. As it was, he attempted to land. It would have been a difficult landing at the best of times in a malfunctioning aircraft and, his mind on other things, Le Gloan forgot to drop the tank. As he touched the ground the undercarriage collapsed.
The drop tank, still full, ruptured instantly. As the Airacobra screeched along the runway, the mixture of aviation fuel and sparks caused the plane to erupt into a fireball. Pierre Le Gloan, 18-kill ace, only pilot ever to become an ace on both sides in the same war, was burned alive.
Today, his name is largely forgotten except to history buffs, aviation enthusiasts and the townsfolk of Kergrist-Moelou. Deciding to either forget or gloss over his having flown, fought, and killed in the service of Vichy, the residents of Le Gloan’s hometown named a street after him. Even so, as time passes, fewer people who use it remember either the man or his remarkable place in military history.
Jack Murphy is no stranger to controversy. In fact, you might even say that the former Army Ranger-turned-Green Beret-turned-journalist has sought it out, or at least had a laissez-faire attitude toward it over the course of his tenure as an investigative journalist. With the release of his memoir, he has given both fans and haters alike an inside look at how he sees the world — whether they like it or not.
Murphy has penned multiple fiction novels in the past, as well as a New York Times best-selling nonfiction report on the Benghazi consulate attack. But he’s gained the most notoriety as editor-in-chief of NEWSREP.com, formerly SOFREP.com. He’s established himself as a serious journalist by breaking stories that have made international news, but has also faced accusations of operational security violations and betraying the special operations community. Most recently, the release of helmet-cam footage from U.S. Army Special Forces operators killed during an ambush in Niger stoked the heated controversy swirling around the publication.
“Murphy’s Law” was released on April 23.
(Photo courtesy of Jack Murphy)
Despite that, Simon and Schuster’s conservative nonfiction imprint, Threshold Editions, published “Murphy’s Law” on April 23. The memoir contains a brief background of Murphy’s upbringing in New York before diving into his military career and, later, the reporting exploits that took him around the world — often to arguably more dangerous corners than he faced while in uniform.
Writing a memoir wasn’t something he was interested in, despite the onslaught of special operations veterans who were publishing books around him. It wasn’t for lack of opportunity though; Murphy had made a habit of avoiding editors trying to convince him to pen his life story. At a book signing for “13 Hours: The Inside Account of What Really Happened in Benghazi,” Kris Paranto’s editor approached him, and he once again politely declined.
Murphy in Iraq as a Special Forces NCO training Iraqi SWAT forces.
(Photo courtesy of Jack Murphy)
But the offer stuck with him, and he brought it up to his friend and mentor, Special Forces veteran Jim West. “I told him that I’ve written all these articles, in-depth pieces — that I’ve basically told everyone’s story but my own,” Murphy said in a phone interview. “He told me that I’m avoiding my past. That was the moment I said, ‘F*ck it, maybe I should confront some of these things.'”
And so he did. The book doesn’t paint a picture of the stereotypical war hero, nor does it show him as a PTSD-riddled veteran who struggles to cope with life after combat. His self-examination is as brutally honest as he aims to be in his reporting, often taking shots at himself in one paragraph before dispelling rumors in the next.
Murphy preparing for an aerial overwatch mission as a Ranger sniper in Afghanistan.
(Photo courtesy of Jack Murphy)
He doesn’t expect that the context this book provides will help quiet his detractors though. “I don’t really give a sh*t at the end of the day,” Murphy said, noting that he hopes the book tells the truth while cutting through rumors. “I said what I had to say, and I think the criticism and anger is part and parcel with the job, and if you can’t handle it, you need to find a different profession. I don’t think anyone is going to change their mind after reading this book.”
Indeed, the last chapter of the book is titled “Controversy and Upsets” and directly addresses many of the accusations that have been leveled in his direction. It comes after 100-some pages detailing years of doing a job that many misunderstand or flat-out disdain. For that reason alone, the book is worth the read: more Americans need to understand the great lengths and risk many journalists put themselves through in order to report the news.
Murphy in Kurdistan while working as an embedded journalist with Peshmerga forces during an offensive.
(Photo courtesy of Jack Murphy)
And that’s what Murphy will continue to do, which will likely continue ruffling feathers in the process. “Unfortunately, the military sexual trauma story has been something I’ve continued to work on,” Murphy said, before noting that he also plans to finish his fifth novel, which was pushed aside while writing his memoir. “I have a passion for writing, and I don’t think that’s something I’m ever going to stop doing.”