In November 1947, the United Nations voted to partition what was then called “Palestine.” The plan called for a complete British withdrawal, separate Jewish and Palestinian states, and an international regime to control the ancient, holy city of Jerusalem. The partition plan was rejected by Arab nations in the region on the grounds that it violated the UN charter’s principles of self-determination. Before May 1948, the conflict consisted of separate Arab and Jewish fighting for supremacy and fighting to expel the British. On May 15, 1948, the Jewish people of the region declared independence as the state of Israel and the world hasn’t been the same since.
The Partition of Palestine passed in the UN General Assembly in November 1947. Immediately after the partition vote passed, the country descended into a civil war for control of the political and cultural hearts of the region. May 14th, 1948 was the day the British announced their intent to end their UN mandate. Shortly before midnight that day, Jewish political leader David Ben Gurion declared an independent Israel.
The Jewish people in Palestine didn’t just get independence handed to them. The conflict that started the day after the partition vote now exploded into a full-scale war, the day the British were to leave. The neighboring Arab states Egypt, Transjordan (now modern Jordan), Iraq, and Syria immediately invaded the territory declared to be Israel. Jewish paramilitary groups that were once considered terrorists under the British Mandate coalesced into the Israel Defence Forces. These groups were already engaged in conflict with Palestinian Arab units throughout the area, including the Arab Liberation Army and Holy War Army. The British were functionally gone anyway and the major cities of Tiberias, Jaffa, Haifa, and Acre had already fallen to the Israelis.
Syrian forces would invade from the North, linking up with Iraqi and Jordanians forces in Nazareth, then pushing West to take the coastal city of Haifa. The Egyptians were supposed to capture Tel Aviv from the South. The Jordanian King Abdullah I didn’t want to invade any area given to the Jewish state under the UN partition, and the plan was changed. The Egyptians, by far the largest of the invading armies, were still to invade from the South and capture Tel Aviv. Two weeks after the Israeli declaration of independence, Egyptians were knocking at the door, ready to move on Tel Aviv. The defense of the city fell to one man, Lou Lenart. Lenart would enter the history books as the man who devised and executed the IDF’s first aerial strike.
Lenart was a seasoned combat airman. He joined the Marine Corps in 1940 with the singular goal of killing Nazis. He would go to flight school later in his career, which saw him serve as air support for Marines on Okinawa and participate in bombing raids over Japan. After the war, he found out he lost 14 family members in the Holocaust. That loss galvanized his feelings on an independent Jewish state. By the time he arrived in Israel, he was an experienced combat pilot.
Lenart and three fellow pilots (Ezer Weizmann, Mudy Alon, and Eddie Cohen) flew four Czech Avia S-99 airplanes, cobbled together with the remains of Nazi Messerschmitt fighters. Armed with a machine gun and four 150-pound bombs, the four flew south to Ashdod where they’d heard the Egyptians were camped. They had no radar, no radios, and communicated with hand signals. Finding masses of Egyptian troops, trucks, and tanks, the Jewish pilots dropped low, dropped their bombs and shot up anything they could see.
“They didn’t even know Israel had an air force,” Lenart would say later. “The Arabs had everything, we had nothing. And we still won. When I’m asked how we did it, I say: ‘We just didn’t have a choice. That was our secret weapon.'”
They encountered what turned out to be an armored column of 10,000 Egyptian troops and 500 vehicles. Cohen was killed in the attack and Alon was shot down (he would be killed later in the war). The Egyptians were stunned and scattered. By the time they recovered, Egypt had lost the initiative.
This was the beginning of Operation Pleshet. Israeli forces would then harass the Egyptians and group for a counter attack. Though that counter was not successful, Egypt’s strategy turned from offensive to defensive and to this day, the bold Israeli airstrike is credited for saving Tel Aviv. The (first) war for Israel’s existence would drag on until March 1949 but Tel Aviv would never fall to an Arab army.
Lenart died in 2015 at the ripe old age of 94. His efforts in the 1948 war were never forgotten.
Crewman aboard a ship owned by A and T Recovery on Lake Michigan dropped cameras into the deep to confirm what sonar was telling them – there was a German U-boat resting on the bottom of the Great Lake. Luckily, the year was 1992, a full 73 years removed from the end of the Great War that saw German submarines force the United States to enter the war in Europe. How it got there has nothing to do with naval combat.
Unlike how we got into World War I in the first place.
In the days before a true visual mass medium, the American people were restricted to photos in newspapers to get a view of what the war looked like. World War I was the first real industrial war, marked for its brutality and large numbers of casualties, not to mention the advances in weapons technology that must have seemed like magic to the people who had never seen poison gas, automatic machine guns, and especially boats that moved underneath the waves, sinking giant battleships from the depths.
So after years of hearing about evil German U-boats mercilessly sinking tons and tons of Allied shipping and killing thousands of sailors while silently slipping beneath the waves, one of those ships began touring the coastal cities of the United States – and people understandably wanted to see it.
WWI-era submarines after being surrendered to the Allied powers.
The Nov. 11, 1918 Armistice demanded that the German navy turn over its ships to the British but instead of doing that, the Germans scuttled the bulk of their fleet near the British base at Scapa Flow. The submarines, however, survived. Seeing that there were so many U-boats and that German technology surrounding U-boats used some of the best technology at the time, the British offered them out to other nations, as long as the submarines were destroyed when their usefulness came to an end.
The United States accepted one, UC-97, and toured it around the country to raise money needed to pay off the enormous war debt incurred by the government of the United States. When they successfully raised that money, the Navy continued touring the ships as a way to recruit new sailors. The UC-97 was sailed up the St. Lawrence Seaway into Lake Ontario and then Lake Erie.
It was the first submarine ever sailed into the Great Lakes.
UC-97 sails into New York Harbor in April 1919.
Eventually, though, the novelty of the ship wore off, and after raising money, recruiting sailors, and giving all the tech she had on board, the boat just sat on the Chicago River. All the other subs taken by the U.S. were sunk according to the treaty’s stipulations. UC-97 couldn’t really move under her own power and was towed to the middle of Lake Michigan, where she was sunk for target practice by the USS Wilmette, forgotten by the Navy for decades after.
One of the most decorated soldiers in American history had his big day on Jan. 26, 1945. For three hours, he fought off dozens of advancing Nazi troops, coming at him from three sides. He did it with a field phone, an M2 Browning .50-cal, and his trusty M1 Carbine. General MacArthur called the M1 carbine, “One of the strongest contribution factors in our victory in the Pacific.”
That carbine was a weapon designed just for Army paratroopers in World War II. It had its shortcomings, but its reliability would ensure it would see action in three American wars — and was even a preferred weapon of the enemy. But not many people know the steadfast weapon was designed by a self-taught gunsmith, one-time moonshiner, and convicted felon.
David Williams started making moonshine in North Carolina’s backcountry in 1919. The only problem was the Cumberland County native was good at it — really good. Soon, word spread about the quality of the young man’s whiskey. With the rise of Prohibition in 1920, his elevated status soon became unwanted attention. The very next year, his still was raided by local law enforcement, and a shootout ensued. Williams shot and killed a deputy sheriff.
He was captured, convicted of second-degree murder, and sentenced to 30 years in state prison.
Audie Murphy with an M1 carbine in ‘To Hell And Back,’ the film about his Medal of Honor experience in World War II.
The man who would later earn the nickname “carbine” spent a lot of time in both the prison blacksmith shop, as well as solitary confinement. An inventive tinkerer with no formal training, he spent his time in the box thinking of new ways to improve existing machines — including firearms. He began to make spare parts from scrap metal and wood, which, in turn, earned him more time in the shop. The more time he spent in the shop, the more good he did for himself and society.
It turns out the uneducated tinkerer was exceptionally adept with machine parts. He invented the floating chamber, a mechanism that allowed a larger caliber rifle to fire smaller .22 ammo. While other prisoners were known for building homemade knives, Williams was able to construct rifles from scraps.
David Marshall “Carbine” Williams with his contribution to World War II.
He earned an early release in 1929 and returned to his farm, where he constructed a large workshop and began to refine his inventions. Eventually, he was employed by the Winchester Repeating Firearms Company. Just before World War II broke out for the United States, he was able to develop a carbine version of the M1 Garand Rifle.
A carbine is essentially a shorter version of an existing rifle. It’s often lighter in weight and uses a shorter barrel but doesn’t sacrifice much in the way of consistency or accuracy. The M1 carbine, however, was not just a carbine version of the M1 Garand. The two firearms used different ammunition, and the only features they shared were the buttplate and screw. But there was a need for lighter weapons among paratroopers and support crew.
M1 Carbines were present at the first Iwo Jima flag raising.
Williams self-designed and built a short-stroke gas piston while in prison and incorporated it into his design for a lighter-weight infantry rifle. In trials, “Carbine” WIlliams’ design proved much more effective and consistent than other gun manufacturers, especially in sandy conditions — an environment that would prove very important to the Marine Corps.
By the end of World War II, the U.S. Military produced more than six million M1 Carbine rifles to use against the Nazis and the Japanese, making it America’s most-produced small arm of the war, edging out the iconic M1 Garand by more than a million units.
Notice the combination there? Aviation, radio engineering, and technical problems? That’s because he was very interested in how radio waves reflected off of objects; how radar actually worked at the most detailed and precise levels. He didn’t know it, but his work would put him at the forefront of a new American industry: stealth engineering.
And certain shapes were unlikely to reflect much energy back to the radar, meaning you could make a large object appear very small if you just gave it the right shape.
Much of Ufimtsev’s work was quietly translated into English where a number of American scientists read it. A 1962 paper translated as Method of Edge Waves in the Physical Theory of Diffraction was of particular interest. Many U.S. scientists simply saw the paper and incorporated it into their own research, or they rebuffed it and went about their day. But there was one team of engineers who saw the paper and saw it as potentially groundbreaking.
Lockheed engineers working in the “Skunk Works” division, the same engineers who made America’s first jet fighter during World War II, saw the chance to create something entirely new and novel. What if they could create an entire plane with the shapes and materials that sent little energy back to a radar?
Such a plane could be large, like the size of a bomber or fighter, but would show up on radar as a little bit of electromagnetic noise. It would be invisible as long as no one knew to look for it, and it would still be challenging to detect even after its existence was disclosed.
(U.S. Air Force Senior Airman Thomas Barley)
Best of all, the growing number of homing missiles that American pilots would face would become essentially useless. Homing missiles needed a strong radar signal to get within range of an enemy target before switching to a seeker built into the missile. This process would almost certainly not work against a stealth aircraft, making the pilots much safer.
There were plenty of possible uses for such a plane, but Lockheed started by building a ground-attack plane, though they further camouflaged the program by labeling it a fighter, the F-117 Nighthawk dubbed the “Stealth Fighter.” The same lessons were later used in the B-2 bomber and are now present—in new forms—the F-22 and F-35. And some of Ufimtsev’s work will undoubtedly be recognizable in the B-21 Raider.
The Alaska-class cruisers are often seen as a waste of resources. At first glance, it is easy to see why. The United States only completed two out of the six planned vessels. One more was launched, but never finished. All three that managed to reach the water were quickly in reserve and then scrapped. But these ships were quite an achievement – a mini-battleship that gave good service during their brief careers.
Much of the issue was timing. According to data in Volume Fifteen of Samuel Eliot Morison’s History of United States Naval Operations in World War II, “Supplement and General Index,” the lead ship, USS Alaska (CB 1) was not commissioned until June 17, 1944, 11 days after the D-Day landings. The second ship, USS Guam (CB 2), was commissioned on Sept. 17, 1944. These ships didn’t have much left to fight by the time they got to the front lines.
Their primary purpose was to kill Japan’s heavy cruisers in a surface action. The Japanese had three classes of heavy cruiser intended for front-line service: The Myoko, Takao, and Mogami classes each packed ten eight-inch guns, and at least 12 610mm torpedo tubes for the Type 93 Long Lance torpedo.
The large cruiser USS Alaska (CB 1) fighting off a Japanese air attack.
(US Navy photo)
According to Fleets of World War II, the Alaska-class cruisers were armed with nine 12-inch guns and 12 five-inch dual-purpose guns. NavWeaps.com notes that these guns, the 12″/50 Mark 8, had a maximum range of 38,573 yards. By comparison, the Long Lance torpedo had a maximum range of 32,800 yards.
An Alaska-class large cruiser’s 12-inch guns could fire as many as three salvoes in a minute.
(US Navy photo)
That is a difference of three miles in favor of the Alaska-class cruisers. In essence, a Japanese heavy cruiser would be making a run of about three miles under fire before it could get within the maximum range of its torpedoes. In the roughly six minutes they would be making that run, an Alaska-class cruiser could get off anywhere from 15 to 18 salvoes.
The incomplete large cruiser USS Hawaii (CB 3) being towed to the scrapyard.
(US Navy photo)
The Alaska-class cruisers ended up helping to defend the fleet against Japanese planes. Both vessels helped escort the stricken USS Franklin (CV 13) after she suffered horrific damage during the invasion of Okinawa, and later took part in Operation Magic Carpet, the return of American troops home after World War II. These ships were sold for scrap in the early 1960s, never carrying out their primary mission of killing enemy heavy cruisers, but these mini-battleships still did their share during the war.
Though his service in the military preceded the formation of the Navy SEALs by nearly twenty years, Navy Lt. j.g. Jack Taylor is thought to be the first U.S. commando to operate in the sea, air, and land. His exploits in World War II included boat operations off the coast of Greece, land operations in Central Albania, and a parachute drop into Austria. He also experienced life in the Mauthausen, Austria extermination camp and was a victim of war crimes there.
An orthodontist becomes a commando
Taylor was an orthodontist in Hollywood, Calif. when the U.S. joined World War II. He joined the Navy, originally expecting to teach boat handling skills to U.S. and Allied service members. But he certified on the Lambertsen Amphibious Respiratory Unit — a SCUBA device adopted by the Office of Strategic Services in 1942 — and was ordered to serve in the OSS.
In the Maritime Unit, Taylor personally commanded fourteen missions into the enemy-occupied Greek and Balkan coasts. He and his team delivered spies, weapons, explosives, and other supplies to friendly forces from Sep. 1943 to March, 1944.
For three months during this period, he commanded a team on land in Central Albania, reporting important information like enemy troop movements and the locations of enemy fortifications, supply dumps, and artillery positions. The team was nearly caught by enemy search parties at least three times, but Taylor and his men slipped the net each time. He was nominated for an Army Distinguished Service Cross by Maj. Gen. William J. Donovan for this service, but received the Navy Cross instead.
Parachuting into Austria
As Allied forces made their way through Europe in 1944, they were assisted by partisan groups in countries occupied by German forces. Allied planners realized they had no contact with partisan groups in Austria, and Taylor was chosen to lead a four-man team into Austria to find allies and collect intelligence ahead of the advance north from Italy.
Taylor parachuted into Austria with three Austrian corporals liberated from a POW camp. It was on this troubled jump that Taylor satisfied the “air” requirement of a sea, air, land commando and became the first U.S. service member to conduct commando missions in all three domains.
Unfortunately, the “Dupont Mission” ran into trouble early when the pilots were unable to drop the team’s radios and other equipment. Taylor was injured while the team retrieved what equipment did make it to the ground and one of the Austrians became very ill in the first days.
Taylor was warned by another prisoner with experience at Mauthausen and other camps that Mauthausen was one of the worst. The prisoners arrived at the camp by ferry on April 1, 1945. Though it was a violation of the Geneva Convention and his rights as a prisoner of war, Taylor was dressed and treated as a political prisoner. He was also beaten and witnessed the executions of fellow prisoners.
Scheduled execution and eventual liberation
Taylor was twice scheduled for execution. The first time, he was rescued when a friendly worker in the camp’s political office saw his papers in a stack of prisoners to be executed. The worker removed Taylor’s papers and burned them.
The Nazi guards eventually realized Taylor was supposed to have been executed and again ordered his death. Only a few days before the sentence was to be carried out, the 11th Armored Division liberated the camp. A few hours after the camp was liberated, an American film crew documenting the camps arrived at Mauthausen and recorded Taylor’s description of life in the camp.
Taylor would go on to testify at the Nuremberg Trials and other court proceedings against Nazi perpetrators of war crimes. His testimony is credited as being the most damning for the camp personnel at Mauthausen, leading to the convictions of all 61 defendants.
Kieran L. asks: Who started the conspiracy theory about the moon landing being fake?
Since the early 1970s conspiracy theorists have created ever more elaborate stories about how NASA faked the moon landings, much to the annoyance of the literal hundreds of thousands of people who worked in some capacity to make these missions a reality, and even more so to the men who were brave enough to sit in front of a massive controlled explosion, take a little jaunt through the soul crushing void of space in an extremely complex ship built by the lowest bidder, then get into another spacecraft whose ascent engine had never been test fired before they lit the candle, and all with the goal of exiting said ship with only a special suit between them and oblivion. And don’t even get the astronauts started on the paltry government salary they earned in doing all that and the hilarious lengths they had to go to to provide some semblance of a life insurance policy for their families should the worst happen during the missions. So who first got the idea that the moon landings were faked?
While it’s highly likely there were at least a few individuals here and there who doubted man could accomplish such a thing a little over a half century after the end of period in which humans were still hitching up covered wagons, the first to really get the moon landing hoax story going popularly was a writer named Bill Kaysing. How did he do it? Kaysing self-published a book in 1976 called We Never Went to the Moon: America’s Thirty Billion Dollar Swindle.
Released a few years after the Apollo 17 mission in 1972, Kaysing’s book popularly introduced some of the most well known talking points of moon landing deniers, such as that the astronauts should have been killed when they passed through the Van Allen radiation belts, noting the lack of stars in photographs, the missing blast crater below the lunar modules, etc. Beyond these, he also had some more, let’s say, “unusual” and occasionally offensive assertions which even the most ardent moon landing denier would probably rather distance themselves from.
Not exactly a best-seller, Kaysing’s book nonetheless laid the ground work for some of what would come after, with the idea further gaining steam in part thanks to the 1978 film Capricorn 1, which shows NASA faking a Mars landing and then going to any lengths to keep it a secret. As for the film, director Peter Hyams states he first got the idea for such a movie when musing over the Apollo 11 mission and thinking, “There was one event of really enormous importance that had almost no witnesses. And the only verification we have . . . came from a TV camera.”
Not an accurate statement in the slightest on the latter point, it nonetheless got the wheels turning and he ultimately developed a script based on this notion.
As to how Kaysing before him came to the conclusion that NASA faked the moon landings, the story, at least as Kaysing tells it, is that in the late 1950s he managed to view the results of a highly secretive internal study conducted by NASA on the feasibility of man successfully landing on the moon that concluded, in his own words: “That the chance of success was something like .0017 percent. In other words, it was hopeless.”
Kaysing doesn’t explain how NASA came up with such a precise figure given all the unknown variables at the time, nor why he put the qualifier “something like” followed by such an extremely exact number. He also did not name the report itself. And, in fact, as far as we can tell, NASA never conducted such an all encompassing study on the feasibility of a successful moon landing in the 1950s. Whether they did or not, we did find in our research looking for that report that NASA conducted a feasibility study on the proposed designs for several manned rockets immediately prior to Apollo program to decide which contractor to use. This, of course, has nothing to do with Kaysing, but we figured we’d mention it as we like to deal in facts and reading Kaysing’s various works has us feeling like we need to be cleansed a little by saying things that are actually true about NASA in this period.
Astronauts Buzz Aldrin and Neil Armstrong in NASA’s training mockup of the Moon and lander module.
In any event, Kaysing would later assert that he determined from this report that there’s no way NASA could have improved these 0.0017% odds in the time between the results of this supposed study and the moon landings about a decade later.
Now, if Kaysing was just some random guy shouting in the wind, it’s unlikely anyone would have listened to him. Every conspiracy theory origin story needs at least some shred of credibility from the person starting it to get the fire going. For Kaysing’s assertions about the moon landings, this comes in the form of the fact that for a brief period he worked for Rocketdyne, a company that made rockets for the Apollo program. Not an engineer or having any similar technical expertise whatsoever, Kaysing’s background was primarily in writing, earning an English degree from the University of Redlands, after which he naturally got a job making furniture.
As for the writing gig he landed with Rocketdyne, his job was initially as a technical writer starting in 1956 and he eventually worked his way up to head of technical publications. He finally quit in 1963, deciding he’d had enough of working for the man.
After quitting, to quote him, “the rat race”, in 1963 Kaysing traveled the country in a trailer with his family, earning his living writing books on a variety of topics from motorcycles to farming.
This brings us to 1969 when he, like most everyone else in the world with access to a TV watched the moon landing. While watching, Kaysing recalled the supposed NASA study he’d seen all those years ago, as well as that engineers he’d worked with at the time in the late 1950s claimed that while the technology existed to get the astronauts to the moon, getting them back was not yet possible. He later stated he further thought,
As late as 1967 three astronauts died in a horrendous fire on the launch pad. But as of ’69, we could suddenly perform manned flight upon manned flight? With complete success? It’s just against all statistical odds.
Despite often describing himself as “the fastest pen in the west”, it would take Kaysing several years to write the book that introduced one of the most enduring conspiracy theories to the world.
As for why NASA would bother with the charade, he claimed NASA worked in tandem with the Defence Intelligence Agency to fake the moon landings to one up those pesky Russians. While certainly good for the country if they could get away with it, the benefit to NASA itself was, of course, funding. Said Kaysing, “They — both NASA and Rocketdyne — wanted the money to keep pouring in.” As to how he knew this, he goes on “I’ve worked in aerospace long enough to know that’s their goal.”
Model of Soviet Lunokhod automatic moon rover.
So how did NASA do it? He claimed that the footage of the moon landing was actually filmed on a soundstage. When later asked where this soundstage was located, Kaysing confidently stated that it was located in Area 51. As he doesn’t seem to have ever given clear evidence as to how he knew this, we can only assume because it’s not a proper space related conspiracy theory if Area 51 isn’t mentioned.
Kaysing also claimed that the F-1 engines used were too unreliable so NASA instead put several B-1 rockets inside each of the F-1 engines. Of course, in truth these wouldn’t have been powerful enough to get the Saturn V into orbit even if its tanks were mostly empty. (And given the frost and ice clearly visible covering certain relevant parts of the Saturn V here, it’s apparent the tanks could not have been mostly empty). There’s also the little problem that the clusters of B-1s he described couldn’t have fit in the F-1 engine bells and you can see footage of the F-1 engines working as advertised, with no clusters of engines anywhere in sight. Nevertheless, despite these problems with his story, he did purport that the Saturn V was launched to space as shown (though at other times has claimed that in fact as soon as the rocket was out of sight it was simply ditched in the ocean and never made it to space). Stick with us here people, he changed his story a lot over the years.
Whatever the case, in all initial cases, he claims the astronauts were not aboard.
(And if you’re now wondering how the U.S. fooled the Soviets and other nations tracking the rockets during these missions, he claims a way to fake signals was devised, allowing for tracking stations on Earth to think the craft was headed for the moon and, critically, successfully fooling the Soviets who were indeed closely tracking the missions to the moon and back.)
So what did Neil Armstrong, Buzz Aldrin and Michael Collins do during the mission if they weren’t zipping around in space? In the first edition of his book, Kaysing claims that they flew to Las Vegas where they mostly hung out at strip clubs when they weren’t in their rooms on the 24th floor of the Sands Hotel.
We can’t make this stuff up, but apparently Kaysing can.
Kaysing goes on that at one point one of the trio got into a fistfight with someone in broad daylight over a stripper. Sadly Kaysing doesn’t reveal which of the men did this, nor how he knew about it, so we’re forced to assume it was Buzz Aldrin who is the only member of the three we definitely know actually has gotten in a fist fight.
The Apollo 11 lunar landing mission crew, pictured from left to right, Neil A. Armstrong, commander; Michael Collins, command module pilot; and Edwin E. Aldrin Jr., lunar module pilot.
In this case, in 2002, a 72 year old Buzz Aldrin punched Bart Sibrel who is a “we never landed on the moon” conspiracy theorist, “documentary” maker, and cab driver. Sibrel invited Aldrin to a hotel with Sibrel telling him he was making a children’s TV show on space. Once Aldrin arrived at the hotel, Sibrel pulled out a Bible and tried to get Aldrin to put his hand on it and swear that he had walked on the moon. Needless to say, Aldrin was pretty irritated at this point. Things got worse when Sibrel called Aldrin a “liar” and a “coward”, at which point Aldrin punched him.
As for his defense, Sibrel states, “When someone has gotten away with a crime, in my opinion, they deserve to be ambushed. I’m a journalist trying to get at the truth.” Unwilling to sway on what that truth is, however, Sibrel states, “I do know the moon landings were faked. I’d bet my life on it.” Not all is lost, however, because he states, “I know personally that Trump knows the moon landings are fake and he’s biding his time to reveal it at the end of this term, or at the end of his second term if he’s re-elected.” So, rest easy everyone, the truth will come out soon enough apparently.
In any event, going back to Kaysing’s book, he states that shortly before the astronauts were supposed to begin broadcasting from the moon, all three men arrived on a soundstage deep within the confines of Area 51 and ate cheese sandwiches. He also states that along with cheese sandwiches, NASA provided the men with buxom showgirls while at Area 51. Presumably this was the only way to pry the astronauts away from the strip clubs.
After eating the no doubt delicious sandwiches, Aldrin and Armstrong put on some space suits and pretended to walk across a fake moon set while reading out some, to quote Kaysing, “well-rehearsed lines” in a performance he called “not great” but “good enough”.
A description we personally feel is a little unfair considering it has apparently fooled seemingly every scientist on Earth then to now, including ones working for the nation directly competing with the US to land on the moon who would have relished any opportunity to even allege the whole thing was faked in a credible way, let alone prove it and embarrass the U.S. utterly in front of the whole world. But, unfortunately, as you might imagine, the Soviets at the time were monitoring the whole thing quite closely with their newfangled technology and so never got the opportunity to disprove the landings.
Astronaut Buzz Aldrin poses for a photograph beside the deployed United States flag during an Apollo 11 Extravehicular Activity on the lunar surface.
Amazingly Kaysing also claimed in his book that the fake moon landing footage was filmed live and that there was only “a seven second delay” between Armstrong and Aldrin’s performance and the broadcast the world was watching. Thus, had even a fly buzzed across the set, NASA would have only seconds to notice and cut the feed, lest such a mistake or inconsistency be noticed in the footage people would be watching for the rest of human history.
As for the splash down and recovery, he claims the astronauts were eventually put on a military cargo plane (a Lockheed C-5 Galaxy) and simply dropped from it in the capsule. As for how he knew this, he did provide a source for once, claiming that an airline pilot he talked to had seen the Apollo 15 module drop from a cargo plane. Who this pilot was, what airline he worked for, if he offered any evidence to support his claim, such as a flight log showing him piloting a plane in the area during the time of the splash down of Apollo 15, or even when he talked to said pilot, however, he fails to mention.
As for the moon rocks brought back, these were apparently meteorites found in Antarctica as well as some that were cleverly made in a NASA geology lab.
As to how NASA was able to keep the lid on things, despite nearly a half a million people working on the Apollo Program in some capacity, not just for NASA but countless independent organizations, he claims NASA simply only let those who needed to know the whole thing was a hoax know.
So following this reasoning that means all these scientists, engineers, etc. working on all the components and various facets of the mission were genuinely trying to make the moon landing happen, including knowing the requirements to make it happen and testing everything they made until it met those requirements… Meaning what was built and planned should have been capable of doing what the mission required…
That said, Kaysing admits a handful of people here and there would have had to know the whole thing was a sham, and thus NASA simply paid off those who could be paid off, promoted those who preferred that reward, threatened those who still wouldn’t go along, and murdered those who still resisted, which we’ll get into shortly.
The ridiculousness of many of these claims and how easily they crumple under the slightest bit of scrutiny is likely why in the 2002 re-release of his book Kaysing changed his story in various ways, including claiming that the engines on the Saturn V actually did work and that Collins, Aldrin, and Armstrong did go to space after all, instead of going to hang out with strippers in Vegas. He then states that all three men orbited the planet while pre-recorded, not live, footage was shown on Earth.
The swing arms move away and a plume of flame signals the liftoff of the Apollo 11 Saturn V space vehicle.
Despite, to put it mildly, straining credibility on pretty much everything he said from start to finish and him providing absurdly specific details, generally without bothering to provide any evidence whatsoever backing up these claims and changing those specific details frequently over time, Kaysing’s book and subsequent work nonetheless helped spawn the still thriving moon landing hoax conspiracy theory.
As for Kaysing, he didn’t stop there. He continued to sporadically come up with new allegations against NASA, including that the agency murdered the astronauts and teacher aboard the Challenger explosion. Why would they do this when the whole Christa McAuliffe thing was supposed to be a publicity stunt to get the public more interested in space travel, science, and what NASA was doing? According to Kaysing, “Christa McAuliffe, the only civilian and only woman aboard, refused to go along with the lie that you couldn’t see stars in space. So they blew her up, along with six other people, to keep that lie under wraps…”
Speaking of things that Kaysing said that are ridiculously easy to debunk with even a modicum of effort, we feel obligated to point out that Christa McAuliffe was not the only woman on board. NASA astronaut Judith Resnik was also killed in that tragedy.
Not stopping there, Kaysing also claimed the deaths of the Apollo 1 astronauts were intentional as one or more of the astronauts aboard was about to blow the whistle on the upcoming hoax plan. We feel obligated to point out here that, as previously mentioned, he also used this fire as evidence of NASA lacking expertise to get a man to the moon… Meaning according to Kaysing this fire was somehow both intentional to murder a few astronauts and also accidental owing to NASA’s incompetence.
Moving swiftly on, NASA officials also apparently had others killed, including safety inspector at North American Aviation Thomas Baron who wrote a report on NASA safety protocol violations after that tragic Apollo 1 fire.
It’s at this point, we should probably note that in the 1990s Kaysing decided to sue Jim Lovell. You see, in 1996 Lovell publicly stated “The guy is wacky. His position makes me feel angry. We spent a lot of time getting ready to go to the moon. We spent a lot of money, we took great risks, and it’s something everybody in this country should be proud of.”
Lovell also wrote to Kaysing asking him to “Tear up your manuscript and pursue a project that has some meaning. Leave a legacy you can be proud of, not some trash whose readers will doubt your sanity.”
Unwilling to stand for his good name being publicly besmirched, Kaysing naturally sued Lovell for defamation, though the case was eventually dismissed and nothing ever came of it.
Kaysing continued to assert that the moon landings were a hoax right up until his death in 2005, in between writing books on cookery, motorcycle safety, farming, taxes, survival, how to subsist on very little money, and travel guides, as well as making occasional appearances on such shows as Oprah expounding on his conspiracy theory work.
A 1963 conceptual model of the Apollo Lunar Excursion Module.
On the side he also promoted micro-housing as a solution for homeless people and ran a cat sanctuary called “FLOCK”, standing for “For the Love of Cats and Kittens”. So, yes, Kaysing was a man whose passions included micro housing, cats, survival, travel, living off almost nothing, and rapidly coming up with conspiracy theories. If only he’d been born later or the interwebs invented sooner, this man could have been an internet superstar.
Whatever the case, Kaysing’s death understandably garnered a mixed reaction from the scientific community, with few finding the ability to muster much sympathy for a man who accused NASA of murdering people.
Gone but not forgotten, Kaysing’s ideas have actually gained in popularity in recent years, particularly among younger generations according to various polls, such as one done by space consultant Mary Dittmar in 2005 showing that 25% of people 18-25 doubted man had ever walked on the moon.
This is all despite the fact that it’s never been easier to definitively debunk Kaysing’s various assertions. Not just via reading the countless explanations by scientists definitively addressing point by point every idea ever put forth by moon landing conspiracy theorists, there’s also the fact that there are literally pictures taken in the last decade showing clear evidence of some of the equipment sitting on the moon, including for the Apollo 11, 14, 15, 16, and 17 landing sites. Even in some cases showing the tracks left by the astronauts and the shadows from the flags planted themselves.
Naturally, moon landing deniers simply claim these photos too were faked, although why China, India, and Japan should cater to NASA on this one when they independently took pictures of their own verifying the moon landings is anybody’s guess.
We’ll have much, much more on all this in an upcoming article on How Do We Know Man Really Walked on the Moon?
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
When the B-52 was originally conceived, its express purpose was the delivery of nuclear weapons against the Soviet Union. However, America’s Cold War interventions had other plans for the venerable aircraft.
As America’s role expanded in Vietnam, so too did the B-52’s.
This came in the form of Operation Arc Light — the initial deployment of B-52’s from the United States to Guam to support missions in Vietnam. These bombers, in the B-52’s combat debut, first struck North Vietnamese targets in June 1965 using standard 750 and 1,000 pound bombs.
The B-52’s expanded role led the Air Force to modify numerous existing B-52D models under a program called Big Belly. This modification turned the B-52 into an absolutely devastating conventional bomber.
The improvements allowed the B-52 to carry 84 500-pound bombs internally as well as another 24 750-pound bombs mounted on wing pylons. This gave the bomber a total of 108 bombs or 60,000 pounds of bombs to drop on the enemy.
By comparison, the B-17G, America’s bombing workhorse of WWII, could only carry about 9,600 pounds of bombs on missions.
When flown in a pair of cells — or a group of three B-52s in formation — the bombers could leave behind a swath of destruction a mile long and a half mile wide.
In addition to the B-52’s massive bomb load, it was especially effective for another reason: ground-directed bombing.
Air Force technology had come a long way since the days of carpet-bombing the Third Reich and Imperial Japan. This meant that the destruction the B-52s could be brought to bear was much more accurate than ever before.
This was accomplished using Combat Sky Spot, an interlinked system of radar sites, utilizing the MSQ-77 radar/computer system, to accurately direct bombing missions.
These sites were manned by airmen of the Combat Evaluation Group. With numerous sites located throughout the region, they provided guidance across the entire battlefield.
The MSQ-77, or Miscue 77 as it was often referred to, was revolutionary because it used an algorithm to determine exact bomb impact points, rather than specific release points for aircraft as earlier versions had done.
This meant that bombers and fighter-bombers operating at night, in bad weather, or near friendly troops could be directed to where their bombs would land.
The B-52s also helped the 1st Cavalry Division troopers fighting in the Ia Drang.
By 1966, B-52 bombers flew over 5,000 missions against targets in Vietnam, accounting for more than 8,000 tons of bombs per month. Besides just supporting ground troops the bombers also flew interdiction missions against North Vietnamese convoys on the Ho Chi Minh Trail.
By 1967, the number of Arc Light missions had nearly doubled with most missions being in direct support of troops in contact.
In 1968, Arc Light B-52s flew numerous close air support missions in support of the Marines under siege at Khe Sanh. Flying high above the monsoon rains that had grounded the fighters, and aided by the MSQ-77, the B-52s put 60,000 tons of the proverbial warheads on foreheads.
This round-the-clock punishment helped to break the siege.
Because the B-52s flew so high as to remain unseen and unheard by the enemy, they had to find other ways to counter. This meant the men of the Combat Evaluation Group at the Combat Sky Spot sites were the most likely target.
The North Vietnamese realized if they could take out the radar sites then they could impair American bombing efforts. This led to the largest loss of airmen on the ground when the North Vietnamese overran Lima Site 85 and took out its Combat Sky Spot.
Despite the dangers to all involved, the Arc Light missions were a great success and continued through the end of the war.
Some military vehicles are given names that accurately reflect what they do and how well they do it. Others, however, are not so fortunate — they’re given military monikers that simply don’t fit.
The following tools of war were either given names so lofty that it makes a mockery of their actual performance or a name so low-class that it’s a disgrace to the weapon.
At Midway, the Devastator got devastated by Mitsubishi A6M “Zeke” fighters.
Douglas TBD Devastator
This plane’s name would have you thinking it’s something that can deliver a huge amount of firepower, sufficient enough to destroy whatever ship lays in its path. Unfortunately, this was far from the reality of the Douglas TBD Devastator.
At the Battle of Midway, a total of 41 Devastators attacked the Japanese carriers. Torpedo Squadron Eight, based on the aircraft carrier USS Hornet (CV 8) and accounted for 15 of those Devastators — all of which were wiped out. In total, only six Devastators survived. ‘Devastated’ is a much more fitting title.
The KC-97 Stratofreighter was really an aerial refueling tanker, as seen in action with these A-7 Corsairs.
Boeing KC-97 Stratofreighter
This plane found quite a bit of success in its lifetime: 811 were built by the United States and it saw plenty of peacetime work. It was introduced in 1951 and stuck around until 1978 with the Air National Guard. So, what makes ‘Stratofreighter’ such a poor name choice?
This plane wasn’t a transport — it was a tanker. This plane refueled the bombers and fighters who took the fight to the enemy. Really, this plane should have been called the ‘Stratotanker’ (a name later used by the KC-135) because there’s no ‘freighter’ involved.
The only things mauled by the MIM-46 Mauler were the reputations of those who thought it was a good idea.
This missile was intended, as the name implies, to maul enemy planes that approached on close-air support missions. Well, as it turns out, the only mauling the missile did was in theory. In reality, it suffered from all sorts of problems, ranging from failing launch canisters to malfunctioning guidance systems.
Ultimately, the Army instead turned to the MIM-72 Chaparral and Navy went with the RIM-7 Sea Sparrow. The MIM-46 was test fired in 1961 and, by 1965, the Mauler mauled no more.
This was what the M247 Sergeant York was supposed to be. Reality was very different.
M247 Sergeant York
Sergeant Alvin York was known for his marksmanship, earning the Medal of Honor for heroic acts performed during World War I. The M247 Sergeant York, conversely, was anything but a marksman. When it came time to test this vehicle, which was equipped with a pair of 40mm cannon and the radar of the F-16, it couldn’t even hit a hovering drone. The radar simply couldn’t track anything.
Surely, Sergeant York rolled in his grave over sharing a name with this lemon.
What weapons do you think have unfortunate names? Let us know in the comments!
Over the years, many researchers and scientists have scoured government documents at the National Archives in search of proof that life exists beyond Earth.
The National Archives and Records Administration is actually home to several collections of documents pertaining to unidentified flying objects (UFOs) or “flying disks.” And over the decades, those resources have been thoroughly probed and scrutinized for even a hint of more information and proof of alien existence.
One set of documents, known as Project Blue Book, includes retired, declassified records from the United States Air Force (USAF), currently in the custody of the National Archives. It relates to the USAF investigations of UFOs from 1947 to 1969.
According to a US Air Force Fact Sheet, a total of 12,618 sightings were reported to Project Blue Book during this time period. Of those, 701 remained “unidentified.” The project — once headquartered at Wright-Patterson Air Force Base, Ohio — officially ended in 1969.
The subject of UFOs has long fascinated National Archives staff members as well. In a July 15, 2017, National Archives The Text Message blog post, “See Something, Say Something”: UFO Reporting Requirements, Office of Military Government for Bavaria, Germany, May 1948 archivists Greg Bradsher and Sylvia Naylor share a brief history of Project Blue Book, the project’s alternative names over the course of its existence, and some information on the infamous Roswell, New Mexico, UFO incident.
All of Project Blue Book documentation is available on 94 rolls of microfilm (T1206) with the case files and the administrative records. These records are available for examination in the National Archives Microfilm Reading Room at the National Archives in College Park, Maryland. Motion picture film, sound recordings, and some still pictures are maintained by the Motion Picture Sound Video Branch and the Still Picture Branch. There is even a Project Blue Book webpage so researchers can access online more than 50,000 official U.S. Government documents relating to the UFO phenomenon.
Richard Peuser, chief of textual reference operations at the National Archives at College Park, Maryland, said the agency has seen a steady amount of interest in files dealing with UFOs, responding to “a few hundred or so requests” over the years.
“Sometimes the same person would write multiple times hoping for a different answer,” Peuser continued. “Many felt that the records were too benign and that the Government [must be] ‘hiding’ the real stuff. Often there were allegations of coverup, of deliberately hiding or destroying the documents.”
Peuser said, “The National Archives still gets a fair amount of inquiries relating to UFO’s and folks have come in looking for other records in accessioned US Air Force records in particular. So, Roswell, Area 51, Majestic-12, Projects Mogul, Sign, Grudge, and Twinkle continue to fascinate and draw researchers to examine our holdings for aliens.”
The National Archives catalog yielded 37 catalog descriptions, organized under flying saucers, saucers, flying UFO phenomena, UFOlogy, or UFOs.
Over the years, as records have been processed and cataloged at the National Archives, other documents have come to light.
Just a few years ago, as archives technician Michael Rhodes was processing hundreds of boxes of Air Force records, he came across a drawing in the corner of a test flight report document that caught his eye.
The drawing — Rhodes said in the July 8, 2013 National Archives Pieces of History blog post, Flying Saucers, Popular Mechanics, and the National Archives — caught his attention because of its striking resemblance to the flying saucers in popular science fiction films made during that era. Researchers can look through the entire series in person or read the Project 1794 Final Development Summary Report of 1956 online.
The National Archives online catalog includes a series of records from the Federal Aviation Administration that document the sighting of a UFO by the crew of Japan Airlines Flight 1628 while in Alaskan airspace. National Archives records include simulated radar imagery and an article that appeared in The Philadelphia Inquirer Magazine on May 24, 1987, about the incident.
Records in this collection also include notes from interviews with the three crew members who spotted the UFO and are available in the online catalog. The records were discovered as part of the Alaskan digitization project, according to Marie Brindo-Vas, a metadata technician at the National Archives in Seattle, Washington.
Another interesting record from National Aeronautics and Space Administration files includes the Air-to-Ground transcripts from Gemini VII. Found in the National Archives online catalog, the records include the transcript of a conversation between Houston control and astronauts who “have a bogey at 10 o’clock high.” Bogey was often the term used to refer to UFOs. The conversation goes on to explain that the astronauts are seeing in a polar orbit “hundreds of little particles going by from the left out about 3 or 4 miles.”
The National Archives also has audiovisual records pertaining to UFOs such as the video of Maj. Gen. John A. Samford’s Statement on “Flying Saucers” from the Pentagon, Washington, DC, on July 31, 1952, in which the military leader discusses the Army’s investigation of flying disks. Another video issued by the Department of Defense highlights USAF Lt. Col. Lawrence J. Tacker and Maj. Hector Quintanilla, Jr., discussing Project Blue Book and the identification of UFOs.
The Gerald R. Ford Presidential Library and Museum possesses a document relating to UFOs composed by Ford when he was House Minority Leader and Congressman from Michigan. The original document is located in Box D9, folder “Ford Press Releases – UFO, 1966” of the Ford Congressional Papers: Press Secretary and Speech File at the Ford Library.
In this memorandum, then-Congressman Ford proposed that “Congress investigate the rash of reported sightings of unidentified flying objects in Southern Michigan and other parts of the country.” An attached news release to that memorandum goes on to say “Ford is not satisfied with the Air Force explanation of the recent sightings in Michigan and describes the “swamp gas” version given by astrophysicist J. Allen Hynek as flippant.”
In October 1969, the then-Governor of Georgia, Jimmy Carter, saw a UFO over the skies of Leary, Georgia. The Jimmy Carter Presidential Museum and Library in Atlanta, Georgia, has the full report that he submitted into the International UFO Bureau.
As more documents are searched, processed, and declassified, what evidence might be found of alien and UFO existence at the National Archives? That remains to be seen, but based on past history, it’s clear that researchers and UFO enthusiasts will continue to dig for more information. The widespread fascination with the possibility of the existence of alien life forms and UFOs continues to arouse great passion and controversy all over Earth.
By the time of his death, Col. Charles Young boasted an incredible military career. He was one of just three African-American officers to graduate from West Point. He led troops on the western frontier, became one of the first-ever U.S. military attachés overseas, and commanded troops in the Philippines and Mexico. Teddy Roosevelt even wanted him to lead a volunteer regiment in World War I.
There was just one problem: Colonel Young was black.
For the talented Young to lead troops in World War I meant that he would have to be promoted to Brigadier General. Young was a West Pointer who was so good at leading his troops in combat, he became the first black man to make the rank of colonel and even commanded Fort Huachuca, Ariz. Young literally wrote the book on why racial integration in a democratic society is good for its armed forces.
By the time the United States was ready to enter World War I, Young was the highest-ranking African-American officer in service. When the U.S. entered, he would likely earn a promotion to a general’s rank, which did not sit well with his inferior, white officers. These officers wrote the civilian members of the war department, complaining about the situation and then demanding a solution.
That solution was to get Col. Charles Young fired from the Army. The reason, the Army said, was that Col. Young suffered from high blood pressure. This wasn’t true, of course, it was just the best way to go about unfairly firing a skilled officer for racial reasons. Young couldn’t just complain about the fix to newspapers – he loved the Army, and he wanted that promotion. So, he did the next best thing.
In June, 1918, Young took to his horse and rode the 450-plus miles from Wilberforce, Ohio, to the nation’s capital at Washington, D.C. to prove that not only was he fit to perform his duties, but he was also fit to take on any hardship World War I might have to offer.
He rode directly to the War Department and met with then-Secretary of War Newton Baker, who asked if he wanted to see combatant duty. When Young said that he did, Newton ordered a new physical assessment. It was done, albeit not as quickly as Young would have liked. He was sent to Illinois, awaiting the results. When the good news came, the war was conveniently nearly over.
Young was ultimately sent to West Africa – a strange posting for someone allegedly too chronically ill to go to Europe for war. He posted as a military attaché in Liberia. He helped create stability and security for the country, fighting tribesmen in the wild areas away from the coast.
Unfortunately, this post is where he also met his demise. He contracted a form of kidney disease in Lagos, Nigeria, in 1922. He fell ill and died there. He was buried with full military honors in Nigeria, but his body was soon exhumed and repatriated to the U.S. Now Charles Young rests in Arlington National Cemetery.
His remains were welcomed in New York like the return of a conquering hero.
Long before the outbreak of what would be known as World War II, Italian dictator Benito Mussolini was set on reviving the old Roman Empire. To do that, he needed complete control of the Mediterranean Sea to be able to resupply Italian and Axis forces fighting in North Africa.
Unfortunately for him, the only power standing in his way as World War II fully erupted in Europe was the mighty British Navy, whose reputation as a sea power was bolstered by the efficient use of any aircraft at its disposal. In the end, even a modern, powerful Navy like Fascist Italy’s was no match for British air power – even if the planes they used were 20 years old.
Like any major power who wanted to stay relevant with changing times, the British Royal Navy began planning to fight any adversary who might challenge its dominance during wartime. For the British, this meant planning to fight Italy’s Regia Marina right after World War I, when Italy was still an ally.
By 1935, when Italy’s expansionist plans became apparent, the Royal Navy increased their effort tenfold. It was a good plan. When Italy began operations in North Africa, the Mediterranean became its primary supply line, and an important battlefield for giving Axis forces the boot from North Africa.
The British had another good reason for taking control of the middle sea. It needed to supply its own forces fighting in North Africa as well as resupplying its troops based in the Middle East and elsewhere. But the Italians weren’t planning on giving the Royal navy the decisive seaborne engagement they needed to make the Regia Marina irrelevant.
The Italian Navy’s policy was to keep its ships in port, rather than risk them on the open seas. They figured if they weren’t out in the open like sitting ducks, they would be protected by coastal defenses. But ducks can sit anywhere, as they soon found out at Taranto in 1940.
After the fall of France and the destruction of the French Fleet, the only two forces left standing in the Mediterranean were the Italian and British Navies. The consequences for success and failure began to rise at a rapid pace.
The fleet stationed at the port of Taranto was a considerable target, and a powerful enemy to face. The British soon planned Operation Judgement, a nighttime assault on the fleet using the only naval forces they could spare: four destroyers, three heavy cruisers and four squadrons of Fairey Swordfish biplane torpedo bombers from the carrier HMS Illustrious.
Plans for the attack were so secret that no written records of Judgement were ever kept. In the end, half of the Swordfish planes were equipped with torpedoes and the other half were equipped with aerial bombs. They were going up against a well-defended harbor, complete with anti-aircraft guns, barrage balloons, and torpedo nets, all designed to keep the British from doing what they were about to do.
On Nov. 11, 1940, after confirming the Italian fleet was at Taranto, the British launched Operation Judgement at just before 9pm local time. When they arrived, the Italians were totally unprepared to defend the fleet. Only a quarter of the barrage balloons were in place and only a third of torpedo nets were in place. They were sitting ducks.
Two waves of Swordfish bombers, totaling 20, hit the fleet at Taranto. In just a few hours, the Italian Navy lost half of its capital ships and moved the rest to a port far from British sea lanes. The Italian Navy wasn’t completely destroyed, but it was seriously wounded and its ability to hamper British efforts in the Mediterranean was seriously limited.
With the loss of just two aircraft, and four airmen killed or captured, the British Royal Navy victory at Taranto ensured the British could support its troops in North Africa, and Hitler began to rethink his reliance on Mussolini to control the Mediterranean.
Britain’s Challenger-1 tank was originally designed to be sold to the Shah of Iran, but with the Iranian Revolution in 1979, that sale was cancelled. Britain developed the tank for its own use instead, and it’s a good thing it did. The Challenger 1 became one of the most effective tanks in the history of armored warfare.
The British didn’t even realize what a powerful weapon system they built until it was battle-proven in combat fighting Saddam Hussein’s Iraq in desert combat. The Challenger was about to make combat history.
In 1991, the United Kingdom deployed 221 of its Challenger tanks to Saudi Arabia as part of the Gulf War. The Challengers were its contribution to the Coalition to oust Iraq from nearby Kuwait, Operation Granby. During Desert Shield, the UK’s 1st Armoured Division was the easternmost unit of the famed “left hook” that outflanked the Iraqis in Kuwait while protecting the invasion force’s main flank.
The chief concern of British commanders were the Iraqi’s Soviet-built T-72 tanks. The British made special modifications to their tanks that would increase its survivability in desert combat. They even flew out engineers from Vickers, the company that manufactured the Challenger tanks, to make the modifications.
On the morning of Feb. 24, 1991, the ground campaign of Operation Desert Storm was launched and the British 1st Armoured Division rolled along with it. Over the course of the next two days, British Challenger tanks knocked out an estimated 300 Iraqi tanks. Their fears over the T-72 were overblown. The Iraqi Republican Guard wasn’t even present, having been withdrawn before the battle.
According to some historians, Iraq’s main battle tank was no match for the Challenger. With improved reactive armor and some carrying powerful depleted uranium shells, the Challenger easily cut through its enemies. Moreover, the Iraqis were totally unprepared for a tank of its ability, with one Iraqi commander claiming he’d never seen a Challenger until it was rolling up to his doorstep that February morning.
To top off its offensive and defensive capabilities, the Challengers also featured an advanced global positioning system and a Thermal Observation and Gunnery System that allowed it to see at night, through smokescreens and in the poor visibility of the battlefield caused by massive oil fires, lit by retreating Iraqi troops.
The Challenger 1’s most significant tank kill came at this time, and has been (mostly) well-documented. A Challenger with the callsign 11B fired at an Iraqi main battle tank from a distance of more than 5,100 meters – just above three miles – with an armor-piercing fin-stabilized discarding-sabot round, the longest tank-on-tank kill ever.
Although the 5,100 meter distance is what is often recorded in history books, at least one British tanker who was in the battle says the kill came at only 4,700 meters, just shy of three miles. If he’s right, It would still be the longest tank-on-tank kill and would be no less impressive, considering the tank’s operation range is 1,200 meters, more than a third of that distance.
Saddam Hussein’s Iraqi Army failed to take out a single Challenger 1 tank and the only ones that didn’t make it through the entire battle did so because of technical issues, not due to enemy action.