Ships hunting subs faced a sort of odd challenge when it came to confirming their number of kills. After all, their target was often underwater, there weren’t always a lot of other ships around to confirm the kill, and the destroyed target would sink additional hundreds of feet under the ocean.
“Are you sure you killed the enemy sub?” “Umm, I filled the ocean with explosives. Does that count?” “No, but that sounds awesome.”
But sub hunters came up with a solution. See, most of a sub sinks when it’s destroyed underwater, but some items float. These items include oil, clothes and the personal belongings of submariners, the occasional packet of documents, and, disturbingly enough, human remains.
It’s definitely kind of nasty, but it’s also good for ship commanders who need to prove they actually sank an enemy sub or five. Commanders would take samples of the water or collect pieces of oily debris.
In Britain, it was traditional by World War II to dip a bucket into the water, scoop up the soup of oil, seawater, and debris, and then keep it on the ship, often in the freezer or refrigerator if they had one.
“We took this photo as we dropped bombs on the sub. Good enough?” “I mean, the sub still looks super intact in this photo. Not good enough.”
(U.S. Navy Reserve)
When they returned to port, intelligence officers would take the buckets to confirm the kills and collect what other info they could.
Obviously, a pile of documents or sub gear was preferred, but the bucket would do when necessary.
This physical evidence of the kill was important, and some ship and boat commanders failed to get credit for claimed kills because they brought no evidence.
“This time, we filled the ocean with explosives, and then took a photo of the second, larger explosion that followed.” “Eh, guess that’ll work.”
There were other ways to get kills confirmed. If multiple ships had hydrophone and sonar operators who heard the sub suffer catastrophic danger before losing contact with the sub, their crews could confirm the kill. Or intercepted intelligence where enemy commanders discussed lost subs could be matched up with claimed kills. Photos were great for subs that were sunk near the surface.
But the preferred method was always physical evidence.
It became so well known, however, that some sub commanders would pack a torpedo tube with random debris and then shoot it into the ocean when under attack. The bubbles from air exiting the tube combined with the trash floating to the surface could fool attackers on the surface, giving the sub a chance to escape after the surface ship left.
The Japanese I-26 submarine, a legendary sub presumed sunk in October, 1944.
Eventually, this caused commanders on the surface to prefer the collection of human remains that floated to the surface. Since it was very rare for submarines to carry dead bodies, that was usually a safe proof.
All of this makes it sound like confirming submarine kills was an imprecise science — and that’s because it was. After the war, governments exchanged documents and historians and navy officers tried to piece together which ships killed which other ships and when. Most ship crews saw an increase in their total kill count, since previously suspected kills could now be confirmed.
But some who had previously gotten credit for kills later found out that they were duped by decoy debris — or that they had gotten a confirmed kill for a sub that actually survived and limped home.
A U.S. Air Force Operational F-35A may soon attack ISIS over Iraq and Syria, fly to the Baltics as a deterrent against Russian aggression or deploy to the Pacific theater as part of a key force posture build-up, service leaders said.
“We have a global force management process. The F-35 move into the Middle East is scheduled further down the road. If a combatant commander needed it sooner they would ask for it,” Gen. Herbert J. “Hawk” Carlisle, Commander of Air Combat Command, told reporters last year.
While actual combat deployment could be imminent orseveral years away, declaring the new stealth multi-role fighter operational means Combatant Commanders around the globe do now have the ability to request the F-35A when mission demands require its abilities, he explained.
This means that the operational aircraft is now ready for combat and could soon be called upon to meet mission requirements in the ongoing air campaign against ISIS. Although the US-led coalition already enjoys air superiority over Iraq and Syria, the F-35 could be useful firing laser-guided air-to-ground weapons or drop GPS-guided bombs on identified ISIS targets.
This would involve the additional combat deployment of Joint Direct Attack Munitions, or JDAMs. Precision and laser-guided air-to-ground weapons such as the Paveway II, a dumb munition converted into a precision-guided missile which made up more than one-half of the air-ground precision weapons fired during Operation Iraqi Freedom. The weapon has already been sucessfully test fired from an F-35.
Alongside the Middle East and Europe, Carlisle also addressed the prospect of moving F-35s to the Pacific Theater, explaining that groups of F-35s could go to the region as part of what the Air Force calls “Theater Security Packages.”
“These small deployments of about four ships are dispatched rapidly to global hotspots when needed. It’s kind of like providing the Combat Air Forces on tap. It’s possible that the F-35A’s first combat deployment will be in one of these TSPs,” Benjamin Newell, spokesman for Air Combat Command, told Scout Warrior.
Carlisle explained the potential deployment of F-35s to Europe and other strategic locations in terms of a prior move to deploy the F-22 to Europe as a deterrent against Russian aggression.
“When you send F-22s to the European theater last fall, it was great messaging that goes along with that.
Sending an F-35 would reassure friends and allies. It is a deterrent to potential adversaries. I don’t think it is provocative at all,” Carlisle said.
He went on to describe the stealth F-22 Raptor as the best air-to-air platform in the world and the F-35 as the best air-to-ground fighter in the world.
In addition to functioning as a deterrent in key global locations, the F-35 could readily be called upon to perform the widest possible range of missions, Carlisle added.
“When you have airplanes you have pre-planned strike missions, interdiction offensive counter air, defensive counter air and air superiority. Many of these are missions I could use it for. It would depend upon the threat environment,” he said.
For instance, should the F-35 attack ISIS, it would be in a position to use both high-altitude precision-guided air-dropped bombs and also use its 25mm gun and other weapons to perform close-air support missions.
The Air Force is now preparing to increase its number of operational F-35s in order to better refine tactics, techniques and procedures, or TTPs.
“The F-35A is fully combat capable now, and can perform missions as requested by combatant commanders. Our next hurdles are to ramp up the forces to provide an adequate number of aircraft to create a working fleet, on which we build TTPs, test new weapons and most importantly, train adequate numbers of Airmen who are the experts in their assigned platform,” Newell explained.
In order to make this happen, the service would need 2 full fighter wings consisting of 144 aircraft and 6 squadrons.
The U.S. has a legitimate claim as one of the more honorable warfighting nations on Earth. Sure, we get involved in a lot more wars than some others, but we also follow lots of rules about how to fight them and have even pushed for greater regulation of war and prevention of conflict from the League of Nations to the U.N. and dozens of treaties besides. But, oddly enough, we still use a few weapons that other nations have banned, like these four:
Cluster munitions are weapons with a lot more weapons inside of them, usually bombs, rockets, or artillery shells filled with bomblets. They’re super effective, allowing a single bomb drop to disperse hundreds of what are essentially grenades. Each one releases shrapnel and shreds light vehicles, aircraft, and personnel.
But many of those grenades fail to detonate when dropped, meaning that dozens or even hundreds of pieces of unexploded ordnance can be left behind. These have an unfortunate tendency to explode when civilians stumble across them, so most countries banned them by ratifying the 2008 Convention on Cluster Munitions. America has not ratified that treaty and, in 2017, relaxed rules that limited the ability of the Department of Defense to buy cluster munitions.
Yeah, it may sound crazy, but Germany tried to argue in World War I that shotguns were an illegal weapon. Don’t worry; you’re not a war criminal. Everyone else in the world agreed that Germany, who had rolled out chemical weapons during the same war, was full of crap.
Yeah, this one is actually illegal. Like, right now, it’s illegal to take pepper spray into combat and use it. America, of course, has plenty of pepper spray and other non-lethal weapons, but the military and police can only use it on their own citizens.
These weapons are illegal under Article I.5 of the Chemical Weapons Convention. Rifle fire is fine. Pepper spray is not. Yeah, it’s a weird rule.
Like cluster munitions, landmines are one of the weapons that were declared illegal for good reason (unlike shotguns and pepper spray because, I mean, come on). The Mine Ban Treaty of 1997 has 164 countries as members, over 80 percent of the world. But the U.S. is not a signatory.
But the U.S. does enforce its own limitations on mine use. While Claymore mines are used around the world, most of America’s mine stockpiles are restricted. America has actually banned the use of most mines everywhere except the Korean Peninsula, the place where the U.S. and its ally hold a 150-mile barrier against an angry communist regime with artillery and infantry positioned just 20 miles from Seoul, South Korea’s capital.
Weird that the U.S. wants to keep all of its options on the table for that fight. Weird.
Buying a car in today’s world is a necessity. Even the troops who grew up in a city where they never needed anything more than a subway pass will find themselves needing a set of wheels to call their own. Military installations are way too big and timetables are way too tight for a young private to make it around comfortably on foot.
So, be prepared to fork over a bit of your enlistment bonus just to adhere to a standard. Meanwhile, it’s kind of ingrained into military culture to belittle and mock the unfortunate lower enlisted who thinks they’re getting a good deal on a sports car and ends up paying a 28% interest rate over five years.
Instead, shouldn’t we actually, you know, help the poor soul?
(U.S. Army photos by Cpl. Han, Jae Ho and Dean Herrera)
You can’t throw a rock outside of a military installation’s main gate without hitting a sketchy used-car lot that boasts that “E-1 and above” are automatically approved for a loan. Because so many young troops are told they must get a car and have no idea how to do so intelligently, they’ll usually shop at the first stop — often coming away with a car without even taking it for a test drive.
Yes, a young private has few bills to pay — they’re given a barracks room rent-free and their meal card deductions hit their LES instead of their bank account — but too many troops are crippling their credit report right out the gate. A simple bad decision will follow them for life.
This is where their first line supervisor or their non-commissioned officer can step in and spend a Saturday afternoon making sure their troops are taken care of.
“A new set of wheels and this baby will be good as new! But for you, my special friend, I’ll see if I can sweet talk one of the guys to throw in a few air-freshening trees for the rear view.”
(Department of Defense)
Leaders have been around for a while and generally have a good sense of the installation and its surrounding area. Given that an NCO likely has a vehicle, they could talk the rideless private past all of those sketchy spots and take them to a reputable dealership. Depending on your location, this might be an hour-long drive, but it’s still better letting someone fall prey to months of ridiculously high payments.
Next comes the choice of car. The young troop, fresh out of mama’s basement, might see all those numbers in their bank account and fail to piece together that 00 isn’t really all that much to grown adults. Feeling like Mr. Moneybags, the young troop may casually stroll up to the car of their dreams — and it’s kind of up to the NCO to be the reality check.
Hell, NCOs could even pop out a PMCS checklist right then and there. It’ll establish dominance over any crooked salesmen and show you mean business.
(U.S. Army photo by Spc. Wilmarys Roman Rivera)
That new muscle car seems nice, but it’s not the best fit for for someone who gets paid half of federal minimum wage. So, you’ll want to pinch pennies. You might think that used cars are the best option then, but that opens another can of worms if the NCO isn’t careful.
So, here’s a little trick for you: insist that both the troop and the NCO must take the car for a test drive. The troop should be busy deciding if the car is comfortable for them, while the NCO should be looking out for deficiencies. If the car lot is reputable, they’ll always allow you both to ride. If not, you found a solid reason to move on to the next place.
Nipping this in the butt early can also help prevent even more paperwork if that troop has to go through financial aid.
(U.S. Army photo by Sgt. John L. Carkeet IV, 143d ESC)
Finally, we arrive at haggling. A young, dumb idiot willing to throw cash around is a used car salesman’s wet dream. If the troop doesn’t know the actual cost of a car but is willing to sign the papers because “they threw in a free tank of gas,” then they’re about to get screwed. It’s up to the NCO to be the middleman. A well-placed knife hand and serious demeanor could mean the difference of hundreds — if not thousands — of dollars.
Once the troop has found a vehicle that is within their price range, from a dealership that isn’t trying to ripoff service-members, runs excellently, and makes the troop happy, you move on to the paperwork. Read every single line before the troop signs anything. Make sure they never take the “zero-down” offer and advise them to put at least id=”listicle-2607400034″,500 down — regardless of the vehicle. Just that bit can change a horrific 28% interest rate to a reasonable 8% for someone without an established line of credit.
However, what you cannot do is co-sign the lease with them. It doesn’t matter if you trust them to pay the lease of on time or you’re willing to take the hit for your guy. It’s strictly forbidden by the UCMJ to enter a financial agreement of any kind with a direct subordinate.
What you can do is cattle prod your troop into making the payment every month. Yeah, it won’t be pleasant for them to be reminded every month to do it, but their financial security is at stake. They’ll thank you once they realize that you helped them out immensely.
As China’s naval power grows, the US military is stepping up its ability to sink enemy ships, firing missiles from land and at sea.
The Army and the Marines are both looking at striking ships from shore batteries at extended ranges, while the Navy is arming its submarines with ship-killer missiles for the first time in many years.
Determined to deploy these capabilities quickly, the Marines have launched a rapid program to develop long-range anti-ship missiles from mobile shore-based launchers.
“The Marine Corps has been looking for a shore-based capability to meet [US Indo-Pacific Command’s] demands,” a Lockheed Martin representative told Breaking Defense at the Surface Navy Association conference in Washington, DC.
“The Army is looking at this too but probably on a different timeline,” he added. “The Marine Corps wants to get after this pretty quickly.” He further commented that the Marines are looking at developing mobile launchers “that can shoot and move very rapidly.”
The Marines experimented with strikes against land targets using ship-based High Mobility Artillery Rocket Systems (HIMARS) aboard the US Navy amphibious assault ship USS Essex in October 2017. At that time, military leaders were discussing bringing this capability to bear against enemy combatants at sea.
The Wasp-class amphibious assault ship USS Essex (LHD 2) transits the Pacific Ocean.
During the Rim of the Pacific (RIMPAC) exercises in 2018, Army soldiers fired multiple rockets from the rocket artillery platform at the ex-USS Racine during a combined arms sinking exercise.
The Army is reportedly preparing to carry out another missile test, one in which MGM-140 Army Tactical Missile System missiles will be fired from HIMARS launchers on Okinawa. The Chinese navy regularly sails ships, including its flagship aircraft carrier, through nearby waters.
During the sinking exercise in summer 2018, Gen. Robert Brown, the commander of US Army Pacific at Fort Shafter in Hawaii, suggested that ground forces could use these capabilities to establish “unsinkable aircraft carriers” to facilitate US Navy and Air Force operations.
China uses threatening, long-range missiles to keep US forces at arms length. Were a conflict to break out, the US would likely use long-range weapons like these at its military outposts along the first island chain — a defensive line that runs south from Japan to Taiwan and then the Philippines — to limit Chinese mobility.
The Navy is reportedly arming its attack submarines with upgraded versions of the Harpoon anti-ship missile, according to Breaking Defense.
The focus on anti-ship capabilities at sea and ashore advances a strategic concept outlined by the head of INDOPACOM.
“As naval forces drive our enemies into the littorals, army forces can strike them. Conversely, when the army drives our enemies out to sea, naval firepower can do the same,” Adm. Phil Davidson said after 2018’s sinking exercise.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
As far as modern conventional warfare is concerned, the bullet or small explosive device are the standard, go-to weapon. And even today, many units around the world still adapt a bayonet into the unit crest.
But no weapon turns more heads while cracking the most skulls quite like the shovel.
To the uninformed, the shovel seems casual enough. It’s even played up for comic effect in cartoons, usually with a wacky sound effect. There’s even a video game called Shovel Knight that treats the titular character’s weapon as a joke.
Young privates don’t believe the shovel’s history as a weapon because they don’t know military history and only heard it used as a weapon from an salty old Sergeant First Class who has a story about his buddy “getting an e-tool kill.”
This isn’t like those stories about a guy killing three men in a bar with a pencil. The spade had many uses back in the day, especially during the trench warfare of WWI and WWII. It wasn’t the most effective melee combat weapon, but damn was it handy.
But the bayonet has practically lost its importance. It is usually the fashion now to charge with bombs and spades only. The sharpened spade is a more handy and many-sided weapon; not only can it be used for jabbing a man under the chin, but it is much better for striking with because of its greater weight; and if one hits between the neck and shoulder it easily cleaves as far down as the chest. All Quiet on the Western Front by Erich Maria Remarque
Much of the fighting was done between opposing trenches and occasionally the unfortunate bastards who found themselves in no-man’s land. But to even take an inch from the enemy, you had to over take their trench.
Raiding parties generally cleared portions of the trenches with hand grenades and shotguns. When it came time to fight the stragglers, the longer rifle and bayonet combo just wasn’t effective in narrow and often swamped trenches. Even the beauty of the trench knife – which included a knife for stabbing, brass knuckles for punching, and a spiked pummel for puncturing the enemy’s head– just didn’t have the range or power needed.
Troops being raided quickly adapted the tool they used to dig those trenches into a deadly weapon to defend those trenches. The sharp edge, originally purposed to cut through roots, found it’s way into the necks of their enemy. The additional weight behind it meant it could also break bones where the bayonet just pierced.
If the bayonet became the successor to a spear with a firearm, the spade was a mix of a battle ax with a club. Of course, troops would carry both into battle. But if one were to get lodged too deep in the enemy, which would make more sense to leave on the battlefield?
Stories about troops using a shovel as a weapon continue well through the Vietnam War. Even the modern E-Tool is designed as a call back to the glory days of it being an unexpectedly deadly weapon.
For more information on and the inspiration for this article, watch the video below.
Chaplains are some of the most misunderstood troops in the formation. While they’re exempt from the minor stresses of the military, like going to the range or pointless details, they’re not above doing the one thing every troop is expected to do: deploy.
This puts them in a unique position. Sure, they have an assistant that’s kind of like a mix between an altar boy and an armed bodyguard, but they themselves are not allowed to pick up a weapon of any kind to remain in accordance with the Geneva Convention.
But that minor detail has never held any chaplains back from serving God and country on the front lines.
It doesn’t matter which religion is on your dog tag, everyone gets the same respect.
Their main objective is to facilitate the religious and emotional needs of all troops within their “flock.” Even if a chaplain was, say, a Roman Catholic priest back in the States, they accept anyone from any faith into their makeshift place of worship down range. They remain faithful to their personal denomination and preach in accordance with their own faith, but they must also learn enough about every religious belief in the formation to properly accommodate each and every troop.
This is because there is no alternative for deployed troops. Chaplains are few and far between in a given area of operation. When the worst happens and a soldier falls in combat, that Catholic chaplain needs a complete understanding of how to perform funeral rites in accordance with that troop’s faith, no matter what that faith may be.
“Oh father, who art in Heaven, have mercy on this F-16’s enemies, for it shall not.”
(U.S. Air Force photo by Tech. Sgt. Eugene Crist)
Given that there are so few chaplains deployed, and even fewer of any single denomination, they will travel the battlefield — sometimes an entire region command will be under the care of a single chaplain.
It’d be far too costly to send each and every troop around theater each week for a single religious service, so chaplains will come to them. It’s not uncommon for a chaplain to travel to a remote location to give a sermon to just three or four troops. And since there’s only one chaplain performing the ceremonies across the theater, this often means that Easter Mass won’t be given exactly on Easter Sunday, but sometime around then.
Being named as a Servant of God by the Pope means he’s on the first step to sainthood. If the church canonizes the miracles done in his name or designates him as a martyr, he could become the Patron Saint of the Soldier.
(Father Emil Kapaun celebrating Mass using the hood of a Jeep as his altar, Oct 7, 1950, Col. Raymond Skeehan)
A chaplain and their escort never go out looking for trouble, but trouble often finds them. They’re constantly on the move and, as a result, many chaplains have been tragically wounded or killed in action over the years. To date, 419 American chaplains have lost their lives while on active duty.
Captain Emil Kapaun, an Army chaplain, was said to be one of the few Catholic chaplains in his area during the Korean War. He personally drove around the countryside to administer last rites to the dead and dying, performed baptisms, heard confessions, offered Holy Communion, and conducted Mass — all from an altar that rested on the hood of his jeep. He’d often dodge bullet fire and artillery just to make it to a dying soldier in time to give them their final rites.
He was captured and taken prisoner by the Chinese during the Battle of Unsan in November, 1950. While prisoner, he often defied orders from his captors to lift the fighting spirits of the troops in the prison with him. Even while captive, he’d perform ceremonies — but was also said to have swiped coffee, tea, and life-saving medicines from guards to give to his wounded and sickly troops.
Father Emil would die in that prison, but not before giving one last Easter sunrise service in 1951. For his actions that saved the lives of countless troops in captivity, he was posthumously awarded the Congressional Medal of Honor. He became the ninth military chaplain to be bestowed the Medal of Honor, along with being named a Servant of God by Pope John Paul II.
For more in the dangerous, righteous life of an Army chaplain, be sure to catch Indivisible when it hits theaters on October 26, 2018.
Every game in the middle of the second inning, Baltimore Orioles’ fans redirect their cheering from the players on the field to the veterans in the stands. Similar ceremonies are projected on Jumbotrons across the country as a small way to publicly recognize those who voluntarily put themselves into harm’s way to protect our nation.
Cynics — including some of my former brothers and sisters in arms — argue that the phrase “thank you for your service” is too casually thrown around by civilians toward the one percent who fought for their country. However, the America I’ve experienced is earnest in its thanks but needs help in directing it in a meaningful way.
That’s why, four years ago, the veterans empowerment organization Got Your 6 and the leading retailer Macy’s began challenging Americans to back up their words with actions at the cash register. As part of the annual “American Icons” campaign before Memorial Day, Macy’s invites its customers to support our veterans by donating $3 at the point-of-sale.
Through those small but meaningful tokens of “thanks,” Macy’s has channeled America’s support of its veterans to the tune of $7.4 million.
Got Your 6 — a name drawn from military slang for “I’ve got your back” — works to empower veterans to lead in their communities. Though the support of partners like Macy’s and their customers, we are helping create real change in towns and cities across America.
Over the past four years, Got Your 6 has provided 37 grants to nonprofit coalition partners such as Baltimore’s The 6th Branch, a veteran-run nonprofit that utilizes the leadership and operational skills of military veterans to accomplish community service initiatives. Last year, Got Your 6 provided The 6th Branch a $93,000 grant, which supports a year’s worth of service to transform abandoned lots in Baltimore into urban farms and safe spaces for youth recreation. This past April, The 6th Branch organized a community service event at the Oliver Community Farm in Baltimore, a veteran-created community resource designed to provide fresh produce in response to a lack of healthy food options in the area.
The good news is that charitable giving for community building organizations at the cash register is thriving. According to a recent report by the nonprofit consulting firm Catalist, within the last two months 66 percent of consumers donated to charity at retail when asked at point-of-sale. Additional studies reveal that consumers are actually grateful when a retailer has offered them the ability to donate to causes in their community in a quick and simple way.
“Thank you for your service” might just be words, but when mobilized they can turn into meaningful results. That’s why we’re once again partnering with Macy’s during its 11th annual Shop For A Cause campaign, which runs today, Friday, Aug. 26 through Sunday, Aug. 28. Visit Got Your 6’s online store to purchase a $5 savings pass to receive 25 percent off in-store Macy’s purchases Aug. 26-18. All of the proceeds of the savings pass will go directly to empowering veterans.
Veterans are leaders, team builders, and problem solvers who have the unique potential to lead a resurgence of community across the nation. Through our continued partnership with Macy’s, Got Your 6 is able to reach millions of Americans, shifting public perceptions so that veterans’ leadership and skills are recognized and utilized at home, just as they were on the battlefield.
We’ve got our veterans’ six. Thanks to all those Macy’s shoppers who also have ours.
Bill Rausch is an Iraq War veteran and the executive director of Got Your 6.
As the United States shifts its posture away from ongoing counter-terror operations and back toward great power competition with nations like China, the U.S. is being forced to reassess it’s aircraft carrier force projection strategy. If U.S. carriers find themselves on the sideline for such a conflict, it may be worth revisiting the idea of a different kind of aircraft carrier: the flying kind.
China’s arsenal of hypersonic anti-ship missiles have created an area denial bubble that would prevent American carriers from sailing close enough to Chinese shores to launch sorties, effectively neutering America’s ability to conduct offensive operations against the Chinese mainland. Without the ability to leverage the U.S. Navy’s attack aircraft, combat operations in the Pacific would be extremely difficult. It is, however, possible (though potentially impractical) to develop and deploy flying aircraft carriers for such a conflict–the United States has even experimented with the concept a number of times in the past, and is continuing to pursue the idea today.
Gremlins air vehicle during a flight test at Dugway Proving Ground, Utah, November 2019 (DARPA)
DARPA’s Gremlins Program
The most recent iteration of a flying aircraft carrier comes from the Defense Advanced Research Projects Agency, or DARPA, and has seen testing successes as recently as January of this year.
In January, DARPA successfully launched a Dynetics’ X-61A Gremlin UAV from the bay of a Lockheed Martin C-130A cargo aircraft. The program is aiming to demonstrate the efficacy of low-cost combat-capable drones that can be both deployed and recovered from cargo planes. DARPA envisions using cargo planes like the C-130 to deploy these drones while still outside of enemy air defenses; allowing the drones to go on and engage targets before returning to the airspace around the “mother ship” to be recaptured and carried home for service or repairs.
The test showed that a drone could be deployed by the C-130, but the drone itself was ultimately destroyed when its parachute failed to open after the completion of an hour-and-a-half flight. A subsequent test that would include drone capture was slated for the spring of this year, but has likely been delayed to due to the outbreak of COVID-19.
Between the success of this test and other drone wingman programs like Skyborg, the concept of a flying aircraft carrier has seen a resurgence in recent years, and may potentially finally become a common facet of America’s air power.
The plan to turn a Boeing 747 into a flying aircraft carrier
The Boeing 747 has already secured its place in the pantheon of great aircraft, from its immense success as a passenger plane to its varied governmental uses like being a taxi for the Space Shuttle or as a cargo aircraft. The 747 has proven itself to be an extremely capable aircraft for a wide variety of applications, so it seemed logical when, in the 1970s, the U.S. Air Force began experimenting with the idea of converting one of these large aircraft into a flying aircraft carrier full of “parasite” fighters that could be deployed, and even recovered, in mid-air.
Boeing AAC design sketch
Initial plans called for using the massive cargo aircraft Lockeed C-5 Galaxy, but as Boeing pointed out at the time, the 747 actually offered superior range and endurance when flying with a full payload. According to Boeing’s proposal, the 747 could be properly equipped to carry as much as 883,000 pounds.
Sketch of a micro fighter inside a 747 fuselage.
The idea behind the Boeing 747 AAC (Airborne Aircraft Carrier) was simple in theory, but incredibly complex in practice. Boeing would specially design and build fighter aircraft that were small enough to be housed within the 747, along with an apparatus that would allow the large plane to carry the fighters a long distance, drop them where they were needed to fight, and then recover them once again.
This graphic from Boeing’s proposal shows different potential flying aircraft carrier platforms and their respective ranges. (Boeing)
Boeing’s 60-page proposal discusses the ways such a program could be executed, but lagging questions remained regarding the fuel range of a 747 carrying such a heavy payload and about how the fighters would fare in a combat environment. Previous flying aircraft carrier concepts showed that the immense turbulence from large aircraft (and their jet engines) made it extremely difficult to manage the fighters they would drop, especially as they attempted to return to the aircraft after a mission.
Potential “micro-fighter” design (Boeing)
Further concerns revolved around how well these miniature “parasite” fighters would fare against the top-of-the-line Soviet fighters they would conceivable be squaring off with.
Ultimately, the proposal never made it off the page — but it did establish one important point for further discussion on this topic. According to the report, Boeing found the concept of a flying aircraft carrier to be “technically feasible” using early 1970’s technology. Technically feasible, it’s important to note, however, is not the same as financially feasible.
The insane Lockheed CL-1201: A massive, nuclear-powered flying aircraft carrier
The Skunkworks at Lockheed Martin have been responsible for some of the most incredible aircraft ever to take flight, from the high-flying U-2 Spy Plane to the fastest military jet ever, the SR-71. But even those incredible aircraft seem downright plain in comparison to Lockheed’s proposal to build an absolutely massive, nuclear powered, flying aircraft carrier–the CL-1201.
The proposal called for an aircraft that weighed 5,265 tons. In order to get that much weight aloft, the design included a 1,120 foot wingspan, with a fuselage that would measure 560 feet (or about two and a half times that of a 747). It would have been 153 feet high, making it stand as tall as a 14-story building. According to Lockheed, they could put this massive bird in the sky using just four huge turbofan engines which would be powered by regular jet fuel under 16,000 feet, where it would then switch to nuclear power courtesy of its on-board reactor. The flying aircraft carrier could then stay aloft without refueling for as long as 41 days, even while maintaining a high subsonic cruising speed of Mach 0.8 at around 30,000 feet.
The giant aircraft would carry a crew of 845 and would be able to deploy 22 multirole fighters from docking pylons installed on the wings. It also would maintain a small internal hangar bay for repairs and aircraft service while flying. Unsurprisingly, this design didn’t make it past the proposal stage, but the concept itself stands as a historical anomaly that continues to inspire renewed attention to this day.
Convair GRB-36F in flight with Republic YRF-84F (S/N 49-2430). (U.S. Air Force photo)
The B-36 Peacemaker
This massive bomber weighed in at an astonishing 410,000 pounds when fully loaded with fuel and ordnance (thanks to its large fuel reserves and 86,000 weapon capacity). Development of the B-36 began in 1941, thanks to a call for an aircraft that was capable of taking off from the U.S., bombing Berlin with conventional or atomic ordnance, and returning without having to refuel. By the time the B-36 made it into the air, however, World War II had already been over for more than a year.
The B-36 had a massive wingspan. At 230 feet, the wings of the Peacemaker dwarf even the B-52’s 185-foot wingspan. In its day, it was one of the largest aircraft ever to take to the sky. Despite it’s incredible capabilities, the B-36 never once flew an operational mission, but the massive size and range of the platform prompted the Air Force to consider its use as a flying aircraft carrier, using Republic YRF-84F Ficon “parasitic” fighters as the bomber’s payload.
The idea was similar to that of the later proposal from Boeing, carrying the fighters internally to extend their operational range and then deploying them via a lowering boom, where they could serve as protection for the bomber, reconnaissance assets, or even execute offensive operations of their own before returning to the B-36 for recovery.
View of the YRF-84F from inside the B-36 — the pilot could enter and exit the cockpit from within the bomber. (U.S. Air Force photo)
The U.S. Air Force ultimately did away with the concept thanks to the advent of mid-air refueling, which dramatically increased the operational range of all varieties of aircraft and made a flying aircraft carrier concept a less cost effective solution.
Using rigid airships as flying aircraft carriers
Although we very rarely see rigid inflatable airships in service to national militaries today, things were much different in the early 20th century. Count Ferdinand von Zeppelin’s airships (dubbed “Zeppelins”) were proving themselves to be a useful military platform thanks to their fuel efficiency, range, and heavy payload capabilities. These massive airships were not only cost-effective, their gargantuan size also offered an added military benefit: their vast looming presence could be extremely intimidating to the enemy.
However, as you may have already guessed, it was that vast presence that also created the rigid airship’s massive weakness: it was susceptible to being shot down by even the simplest of enemy aircraft. England was the first nation to try to offset this weakness by building an apparatus that could carry and deploy three Sopwith Camel biplanes beneath the ship’s hull. They ultimately built four of these 23-class Vickers rigid airships, but all were decommissioned by the 1920s. The U. S. Navy’s Bureau of Aeronautics took notice of the concept, however, and set about construction on its own inflatable airships, with both the USS Akron (ZRS-4) and USS Macon (ZRS-5) serving as flying aircraft carriers.
The airships were built with an apparatus that could not only deploy F9C-2 Curtiss Sparrowhawk biplanes, they could also recover them once again mid-flight. The airships and aircraft fell under the Navy’s banner, and the intent was to use the attached bi-planes for both reconnaissance (ship spotting) and defense, but not necessarily for offensive operations.
USS Akron (ZRS-4) Launches a Consolidated N2Y-1 training plane (Bureau # A8604) during flight tests near Naval Air Station Lakehurst, New Jersey, 4 May 1932. (U.S. Navy)
The biplanes were stored in hangars on the airship that measured approximately 75′ long x 60′ wide x 16′ high — or big enough to service 5 biplanes internally.
Sparrowhawk scout/fighter aircraft on its exterior rigging (U.S. Navy)
After lackluster performance in a series of Naval exercises, the Akron would crash on April 4, 1933, killing all 76 people on board. Just weeks later, on April 21, its sister ship, the USS Macon, would take its first flight. Two years later, it too would crash, though only two of its 83 crew members would die.
Space is a crucial domain that the United States must continue to exploit and lead in, said Vice President Mike Pence at the fourth meeting of the National Space Council at Fort Lesley J. McNair on Oct. 24, 2018.
“Space is a warfighting domain, just like the land, air and sea,” Pence said. “And America will be as dominant there as we are, here on Earth.”
This is the basis for President Donald J. Trump’s creation of the United States Space Force, which would be the sixth branch of the military, the vice president said.
Deputy Defense Secretary Patrick Shanahan called this “the next and natural evolution” of America’s military. The new service “is absolutely necessary to ensure American supremacy in space,” he said. “The U.S. military is the best in the world in space, but our adversaries have taken note and are actively developing and fielding capabilities to potentially deny our usage of space in crisis or war.”
Also pushing this is the growth in capacity and capabilities of the commercial space industry, which has moved forward in ways never imagined, Shanahan said. “President Trump has directed that a response to the threats from adversaries and the opportunities of commercial space be combined to generate a solution — the Space Force,” he said.
Deputy Defense Secretary Patrick M. Shanahan.
The department will submit a legislative proposal in the coming weeks, and the deputy secretary called that “a significant lift.”
“The legislative proposal will embody our guiding principles, speed and effectiveness,” he said. “Speed in leveraging commercial space technology and resources. Speed in escaping red tape. Speed in fielding capabilities sooner. It will reflect our drive to be more effective — effective in maximizing how we are more integrated technically to unlock our ability to be united in our space operations. Effective in creating a solution, and then together — not singularly — leveraging the solutions across the enterprise. Effective in how we structure the Space Force.”
DOD is considering the cost of the venture.
Space Development Agency
The department is also working on the Space Development Agency. The agency will leverage technology, standards, and architecture to enable unparalleled integration, he said. “The effort now is on reconciling capabilities prioritized by the National Defense Strategy with the readiness of technology, anchored by our assumptions on how quickly we can scale,” Shanahan said.
Air Force Gen. Paul Selva, the vice chairman of the Joint Chiefs of Staff, told the council that all members of the Joint Chiefs support the stand up of a combatant command for space. The command will focus DOD activities and the department’s development of doctrine, tactics, techniques and procedures in the domain. The command will also focus discussions on “the authorities, responsibilities, and rules of engagement for conduct in space, for the conduct of defensive and offensive operations to protect our constellation, to fight our constellation, and to support our war fighters in all domains, and across all domains, as we protect our ability to deploy civil, commercial, and military space, to the benefit of the nation,” Selva said.
Seeking strategic advantage
This is needed, said Sue Gordon, the deputy director of national intelligence. “The intelligence community applauds the redoubled emphasis on ensuring and protecting our strategic advantage in this domain that is so necessary to our national interests,” she said. “But it’s a strategic advantage that our adversaries and competitors would seek to diminish.
Intelligence analysts believe Russia and China continue to focus on establishing operational forces designed to attack U.S. space systems. “Space is a priority warfighting domain for them, as demonstrated by the creation of dedicated space organizations over the past several years,” she said. “Russian and Chinese destructive antisatellite weapons will probably reach initial operating capability in the next few years. And both these countries are advancing directed energy weapons technologies for the purpose of fielding anti-satellite weapons that could blind or damage our sensitive space-based optical sensors, such as those used for remote sensing or missile defense.”
Russia and China also continue to launch experimental satellites to advance counter-space capabilities. “If a future conflict were to occur involving Russia or China, either country would probably justify attacks against U.S. and allied satellites as necessary to offset any perceived U.S. military advantage derived from military, civil or commercial space systems,” she said.
Most veterans look forward to that beautiful DD-214, the discharge form from active duty. Whether you’re a long-timer looking forward to retirement, a one-termer just waiting to get out and go to college or back to the civilian workforce, or a reservist or National Guardsman looking to end an active duty stint, the 214 is your ticket out.
But it’s not just a ticket, it’s also the primary record of everything you did while on active duty. It’s the document you use to prove where you served, what awards you earned, and more. But there are a couple potential problems.
First, what if your DD-214 isn’t perfect? What if things are missing? After all, the DD-214 is usually the last piece of paper an active duty service members needs to get their ticket home or back to their reserve component. If a couple missing pieces of text on the DD-214 are all that’s standing between the dude getting out and his trip to Florida for college and drinks, he may ignore the discrepancy and get on the road.
But if a DD-214 is incomplete or gets lost (oh, yeah, you’ve never lost a piece of paper. Congratulations), there’s a way to replace them, and it’s probably not the office you would expect.
The U.S. National Archives, the place that maintains a bunch of photos of the D-Day landings and the Declaration of Independence, also receives copies of most service records. If your admin shop processed it and it should go in your OMPF—the official military personnel file, there’s a decent chance the National Archives has a copy of it.
That NATO Medal you got in Afghanistan but lost the 638 while re-deploying home? The orders sending you to and from Korea? And, most importantly, the DD-214 from when you got out? Yup, there’s a solid chance the National Archives has a copy of it even though you lost it in literally your first barracks move after you got your copy.
And they’re happy to send you those records whether it’s for nostalgia or for proving a medical claim at the VA or just to back up your bar claims.
But you most likely don’t live near the National Archives, so how do you get your hands on it? Well, you can write them a letter including your complete name from your service records (so, whatever your legal name was while in the military), branch of service, social security number, service numbers, date of bi—
Uh, a lot. They want you to put a lot in the letter. But there’s also an online service where you just fill out a web form with all the info that would be in the letter. Since you’re reading this article on the internet, we’re going to assume that would be easier for you. (If the letter is easier for you, the required information is available here.)
Everyone who prefers to submit their request online can access eVetRecs, an online tool that looks like it was coded in 1994 but seems to work fine. Just fill out the online form and wait for the sweet military records to show up at your house.
But you will, likely, be waiting a little while. The National Personnel Records Center says it receives about 4,000-5,000 requests per day. When everything you’re looking for is in one spot and easy to get to, they can typically respond within 10 days. This is especially true if you just need a DD-214 that already exists.
But if your records were hit by the 1973 Fire, are older records, or just got spread to the winds by some crazy, rare error, then it could take six months or more to get your documents to you.
There is a carve-out for emergencies. Their examples are surgeries, funerals, and following natural disasters when the veteran or their next of kin needs end of service documents to get certain benefits. Those requests have to be made by phone or fax.
As the towers fell and the nation reeled on Sept. 11, 2001, a team of New York Air National Guardsmen at the Northeast Air Defense Sector (NADS) in rural Rome, New York were tasked with searching for missing plans and scrambling fighters in response to the attacks.
Since renamed the Eastern Air Defense Sector, Air Guardsmen there were at the center of the military’s air response on that day. On duty for a NORAD training exercise, Vigilant Guardian, they now have a unique view on the events of Sept. 11, 2001, thanks to their roles in the response.
New York Air National Guard Maj. Jeremy Powell was a 31-year-old tech sergeant taking part in Exercise Vigilant Guardian when 9/11 occurred. He was the first military person to learn about the hijackings after taking the initial call from the Federal Aviation Administration’s Boston center. Master Sgt. Stacia Rountree was a 23-year-old senior airman working as an identification technician. Vigilant Guardian was her first major NORAD exercise.
Like every other American, Powell and Rountree remember that day vividly. Here are eight things they recall about the day that you might not know.
After Sept. 11, 2001, this is what the NEADS operation floor looked like. Above the Q-93 (the large green radar scope) is the NORAD contingency suite that was installed immediately after 9/11 to provide radar data of the entire country.
(Master Sgt. Stacia Rountree, Eastern Air Defense Sector)
It was not a drill
It took some time for NEADS to realize 9/11 was a real-world scenario and not part of the exercise. Once they did, there was even more confusion trying to find the missing planes, which always seemed to be a step ahead of them.
“We were treating all the information we got as real-time, not understanding that it was coming to us late,” said Rountree, who basically became a liaison between the FAA and the military for the rest of that day.
“We were trying to figure out departure destination, how many people were on board, how big the aircraft actually was, and factoring all of that stuff in. That way the [F-15 and F-16] fighters, when they got airborne, would know that they had the right plane in sight,” she said.
“I stayed on the phone for 12-14 hours, just calling all the bases and asking how quick the fighters could get armed, get airborne, and if they could go to a certain location,” Powell said.
There was little time between FAA call and the first crash
Just 10 minutes elapsed between the time Powell took the first call to NEADS about the hijackings to when the first plane, American Airlines Flight 11, hit the North Tower — not enough time to get fighters into the air.
According to the 9/11 Commission’s report, the call from the FAA’s Boston center came into NEADS at 8:37 a.m.
“8:46 is when I scrambled the first fighters [from Otis Air National Guard Base, Massachusetts], and then 8:53 they were airborne,” Powell said.
But it was too late to help American 11, which hit the World Trade Center’s North Tower at 8:47 a.m.
There were several more reports of hijackings over the day
By the time the day was over, Rountree said there were probably 19 or 20 planes that she and the other ID techs had investigating as possible hijackings. Only the initial four — American 11, United Airlines Flight 175, American Airlines Flight 77 and United Airlines Flight 93 — were the real deal.
At one point, there were reports that American 11 was still airborne. Air traffic controllers likely confused it with American 77, which was somewhere over Washington, D.C. air-space.
Rountree said she tried to contact the FAA’s Washington Center to get a position on it, while Langley Air Force Base fighters were trying to get to the capital.
New York Air National Guard Maj. Jeremy Powell, a tech sergeant on 9/11, was asked to play himself in the Paul Greengrass film “United 93” about the passengers who kept the fourth hijacked plane from reaching its destination in Washington, D.C. Powell, pictured here in a screen grab from the film, said he believed the movie was as spot-on as you could get, as far as what happened at NEADS was concerned.
“It was probably only a couple of minutes, but to me, it seemed like a lifetime. Then we got the reports that the plane hit the Pentagon,” Rountree remembered. “I was actively trying to find that plane, and I felt that we may have had some time. We didn’t.”
Fighter pilots were ready to make the ultimate sacrifice
The fighters were meant only to shadow potentially hijacked planes, but Rountree said there was discussion of those pilots making the ultimate sacrifice.
“In case their weapons were out, and if we would have had to use force, they were discussing whether or not those guys would have to go kamikaze,” she said, meaning some pilots were considering risking their own lives by using their planes to stop hijacked jetliners. “It was scary, when you thought about the possibility of them having to do that.”
There was a moment of hope for Flight 93
While all of the crashes were shocking, Rountree said that, for her, United 93 was the saddest. They had been trying to find the plane on radar and had called the FAA to get an updated position.
“They said, ‘It’s down,’ and we were thinking it landed,” Rountree remembered. But when they asked for landing confirmation, the info was clarified — it crashed. “For us, you had that glimmer of hope, and then… .”
NEADS was evacuated September 12
The day after 9/11, NEADS was evacuated because there was an unknown plane up at the time, and no one was supposed to be airborne.
“There were fighters coming back from air patrol over NYC … so our commander had them go supersonic over to where we were so they could figure out what it was. They thought it was heading toward us,” Rountree said.
It turned out to be a harmless floatplane, and it was forced to land.
9/11 changed the role of the air defense sectors
“Back then, the primary focus was that we were looking out at people coming to attack us from the outside,” Powell said. “We weren’t really focused on the inside.”
“Nobody thought that somebody would go ahead and utilize planes that were in the U.S. to do something, so our radar coverage was indicative of that,” Rountree explained. “Now, our coverage has definitely increased. It’s night and day versus then.”
The sector now has new and evolving technology.
“Our computer systems are bigger and better. … You should see all of the radars that are now hooked up. Everything the FAA sees, we see. We are much more actively involved in the identification of all aircraft in the United States,” Powell said.
Before 9/11, Rountree said they couldn’t always get in touch with critical personnel at the FAA centers. Now they can.
“We really didn’t have to talk to the various Air Traffic Control Center supervisors. Now, we have instant lines with everybody,” she said.
The military has been monitoring the skies over the U.S. ever since.
“A lot of people didn’t even realize that we were probably there, or what we even do, which could be a good thing,” Powell said. “It reinforces the idea that somebody’s always watching you, especially in the sky. The FAA’s there — that is their airspace — but the military is, too.”
In August 1942, the Allies and Japanese would meet in the pivotal battle for Guadalcanal.
With the Americans precariously holding Henderson Field, the Japanese desperately sought to reinforce the island and to drive the Americans back into the sea.
To accomplish this, the Japanese would run warships with troops and supplies down “the Slot” (New Georgia Sound) at night to avoid the Cactus Air Force operating out of Henderson Field.
The quick, nocturnal nature of the trip led the Japanese to call it Rat Transportation. To the Americans, it was the Tokyo Express.
The New Georgia Sound ended at Savo Sound, just off Guadalcanal where the American fleet was stationed to protect the Marines on Guadalcanal.
After a number of brutal, pitched naval battles, this place would earn a new name: Ironbottom Sound.
The first night, after the landings on Guadalcanal, a small Japanese naval force of seven cruisers and a destroyer surprised a larger American force and decisively defeated them at the Battle of Savo Island.
The Allied contingent, eight cruisers and fifteen destroyers, paid dearly. The Americans lost three heavy cruisers while the Australians were forced to scuttle another.
The USS Chicago left its bow on the bottom as well.
The American and Japanese navies would meet again in October 1942, in what became known as the Battle of Cape Esperance. This time the Americans had a surprise of their own for the Japanese thanks to a bad radio call between American commanders.
Despite the confusion, Rear Adm. Norman Scott deftly commanded his ships in a ferocious night time engagement.
The American ships hit the unsuspecting Japanese with everything they had. In a quick, violent action at close range the American ships sent a Japanese cruiser and destroyer to the bottom, heavily damaged another cruiser, and killed the Japanese commander.
The engagement cost the Americans one of their destroyers with damage to two other ships.
Undeterred, the Tokyo Express continued down the Slot and into the carnage of Ironbottom Sound.
A month after the action at Cape Esperance, the Japanese and Americans would square off once again. Often called the Naval Battle of Guadalcanal, the incident was actually two separate battles on back-to-back nights.
The first night of the battle, November 13, 1942, saw an inferior American force intercept a larger Japanese force intent on shelling Henderson Field.
Leading the American force was Rear Adm. Daniel Callaghan. His second-in-command was Rear Adm. Scott who, a month earlier, had turned back the Japanese at the Battle of Cape Esperance.
In the confusion of the night, the two forces nearly ran right into each other. When Callaghan realized he was surrounded by the enemy, he gave a simple order to his column: “Odd ships fire to starboard, even ships fire to port!”
Despite being outgunned and mismatched, the American ships unleashed a maelstrom of fire on the Japanese.
The situation quickly deteriorated and turned into the naval equivalent of knife-fight in an alleyway at night. Ships fired on one another with virtually flat trajectories. The battleship Hiei blew two American destroyers out of the water before being incapacitated herself.
After 40 minutes of intense fighting, the two sides broke contact. The engagement had cost the Japanese one battleship and one destroyer, along with damage to nearly every other ship. The Americans had once again paid dearly.
Two cruisers and four destroyers joined their sisters at the bottom of the sound. Both Admirals Callaghan and Scott had also been killed. Both were posthumously awarded the Medal of Honor, along with three other sailors in the battle.
The Japanese weren’t done though and on the night of Nov. 14 once again sent a force to attack Henderson Field. They sent a battleship, four cruisers, and nine destroyers and this time were accompanied by troop transports intent on landing men and materiel on the island to retake the airfield.
Running low on serviceable ships, Adm. Halsey dispatched two battleships and four destroyers from his carrier’s escort. Most of the ships had never operated together as a unit. Their saving grace was their commander, Rear Adm. Willis Lee, an adept seaman and master of radar.
As the Americans intercepted the Japanese, the four destroyers were badly mauled. The battleship South Dakota was quickly pounced on as well and endured a terrific shelling. However, Lee, aboard the battleship Washington, had managed to maneuver around the Japanese undetected.
Though the Japanese landed their transports, they were quickly destroyed by American aircraft sinking desperately needed supplies.
With the situation on Guadalcanal becoming dire, on Nov. 30 the Japanese made plans to reinvigorate the Tokyo Express in a last ditch effort to hold onto the island.
Alerted to the plan by intelligence, a superior American force moved in to intercept. American destroyers spotted the Japanese first and, after a command order delay, fired a spread of torpedoes that all missed their mark — the Battle of Tassafaronga was on.
The Japanese destroyers were prepared for American interference and, according to plan, unleashed a torrent of torpedoes of their own at the American ships.
As the American cruisers pounded one of the destroyers, the torpedoes found their marks.
The cruiser Minneapolis had her bow collapsed in front of the number one turret. New Orleans took a torpedo strike in her forward magazine and lost a full 125 feet of hull, including the forward turret, but remained afloat.
The cruisers Pensacola and Northampton also took torpedo hits, sending Northampton down.
Though the Americans had paid a high price, their efforts began to convince the Japanese to abandon Guadalcanal.
By the time the fight for Guadalcanal was over, Ironbottom Sound had become the final resting place to some 50 ships and thousands of sailors from both sides.