This may come as a surprise to anyone who is not a Vermont native: Back during the Revolutionary War, Vermont was its own free country, similar to how Texas, California, and Hawaii once governed themselves before eventually joining the Union. During its fourteen-year tenure, Vermont and its militia, known as the Green Mountain Boys, served as a key ally in aiding against the British.
The Green Mountain Boys were led by one of the founders of Vermont, Ethan Allen. Allen’s legacy, as recorded in American history books, showcases his military prowess, his leadership in an independent Vermont, and an undying hatred for the man that is now synonymous with treason, Benedict Arnold — a hatred that started well before his infamous betrayal.
In spirit, the Green Mountain Boys still exist today as the Vermont National Guard
(U.S. Army National Guard photo by Spc. Avery Cunningham)
Once upon a time, control of the lands between Lake Champlain and the Connecticut River was fought over by New York and New Hampshire. Both sides had claims to the land, but both were highly disputed (though many sided with New Hampshire).
Allen had been traveling the northern portion of the lands when he heard of a small, pro-independence riot that ended with the British killing two colonists in Westminster. Allen and the Boys marched on Westminster to demand that the King remove the oppressors — but bigger problems were brewing.
The issue of who Vermont belonged to was put on hold when the 13 colonies declared their independence from Great Britain. In the meantime, the people of Vermont opted to rule and defend themselves. The only real military within their borders was Allen’s Green Mountain Boys.
Which means Benedict Arnold’s entire career is based off of a guy saying “Yeah, sure. Whatever.”
After the Battles of Lexington and Concord, an irregular Connecticut militia asked Allen and his boys to join them in taking Fort Ticonderoga. Allen realized joining the colonies was the right thing to do for Vermont and mustered his men to the assault himself.
On May 9th, the day before the assault, Allen first met Benedict Arnold. One of the very first things to come out of Arnold’s mouth was a demand that Allen relinquish control of his men to him. The Green Mountain Boys may not have been a standing army at the time, but they were excellent fighters and they were fiercely loyal to Allen.
They argued all throughout the night. Allen believed he should lead his men because, for the last seven years, they had trained, fought, and died together. Arnold believed he should lead because he received a commission from the Massachusetts Committee of Safety, which meant he was totally capable of leading troops into battle.
At that point, who can really say no?
The assembled men refused to acknowledge Arnold’s authority, but Allen agreed to allow Arnold to be in the front of the formation with him — a decision that meant Arnold could be seen as a leader on paper, but not be responsible for any of the heavy lifting.
The Green Mountain Boys moved on Fort Ticonderoga at 2 a.m. while the British were sleeping. They managed to sneak through the fort undetected (except for a lone sentry who was knocked out) and Allen pulled his cutlass on the Fort’s commander as he slept. Allen demanded complete surrender.
So, Fort Ticonderoga fell to the colonists without a single shot fired and only one concussion.
“Curse your sudden, but inevitable betrayal!”
Shortly afterwords, Allen and Arnold went on to take Fort Crown Point and Fort St. John. It was the success of the Green Mountain Boys that gave the colonists the foothold they needed to begin the Revolutionary War.
Allen and Arnold remained at odds with each other. Benedict Arnold kept asserting his authority over Fort Ticonderoga and Crown Point to the Continental Congress. Allen was willing to step down under the provision that his men would be paid the same as Continental Army soldiers, which they were. And so Benedict Arnold was given the credit for the work of the Vermonters.
Benedict Arnold would urge the Continental Congress to invade Quebec next. Both Allen and Arnold lead men into Quebec. There, Ethan Allen’s forces lost at the Battle of Longue-Pointe and were subsequently imprisoned. While Allen rotted in prison, Benedict Arnold’s name was heralded as a great military mind — that is, until he made his offer to surrender West Point for £20,000.
When I’m choosing what vacations we want to take for the summer, I like to take advantage of ALL the discounted (if not FREE) options available to our military family.
So since I’m a huntress for deals and cheap escapes, here are some ideas that we spouses can benefit from this summer.
1. Reunite with your favorite FRIEND/FAMILY!
I just thought recently about all my distant friends (due to PCS) that I miss. I crave their company and miss laughing with them and watching our kids play together. So here’s an idea for a vacay (on the cheaper side).
During the summer is the perfect time to pack up the kids and take a road trip. We’ll take some time to spend a few days crashing at our friends’ house. Depending on how we plan it, the cash costs will mostly be for gas and some food. Maybe an outing, but you can do activities that don’t cost much money. Just do the things that you commonly did when you were stationed together like letting the kids play at the park, walking through the mall, and even cooking together. We may even get a girls night and leave the kids with the hubbys!
2. Take advantage of Space-A with Armed Forces Vacation Club
Typically when we hear Space-A (space available) we think of the free flights that are offered from base to base. This space available with Armed Forces Vacation Club is for resorts that allow you a week’s stay at a fixed rate of $349 for the room. The rooms are priced per unit, not per person so you can have 6 people in your room and the price will be the same. They are currently running a sale for $299. You can choose to vacay in a variety of places like Texas, Florida, the Bahamas and more. Less than $50 per night, fixed price of $349 in early May 2018. That’s a SEVEN night stay for less than $300 bucks. Yes, rush and get that!
3. Check out lots of military travel deals for Hotels
If you are just looking to get out of town make sure you plan ahead so you can get ALL your savings!
You can check out sites like goseek.com that will give you a listing of hotels that offer military savings on their price per night. The savings range from $8-$445 a night depending on where you choose to stay.
4. Drive to another base!
Sometimes you just need a CHANGE of scenery. Here’s a way to STAYcation. For example, if you are stationed in a place like Jacksonville Florida, you have access to two bases…and those are NAS Jax and Mayport. Mayport’s lodging sits right on the beach. Rooms include 2 queens and a kitchenette, free wifi, free breakfast and pets are allowed. Ocean view rooms on the 2nd and 3rd floor are $85 per night and 1st floor beach access rooms are $77 per night.
No matter where you are in the country, you can probably plan something similar!
5. Theme Parkin’ it
Active duty military gets free entry into Seaworld, Busch Gardens and Sesame Place along with 3 dependents. But there are other theme parks you can explore and enjoy that offer military members (active and retired) admission at discounted prices. This list details over 30 locations that offer military deals with savings up to 45%.
There are plenty of ways you can plan your vacay! Whatever you choose, have fun, be safe, and SAVE a few bucks in the process!
This article originally appeared on Military Spouse. Follow @MilSpouseMag on Twitter.
The universe has been finding ways to mess with people long before Edward A. Murphy uttered his famed statement in the aftermath of Dr. John Paul Stapp strapping himself onto a rocket powered sled. One of the earliest instances of this “law” being stated explicitly happened in 1877 where Alfred Holt, in an address to the Institution of Civil Engineers, said, “It is found that anything that can go wrong at sea generally does go wrong sooner or later…”
By 1908, it had become a well-loved maxim among magicians as well, as explained by Nevil Maskelyne in The Magic Circular: “It is an experience common to all men to find that, on any special occasion . . . everything that can go wrong will go wrong…”
This was reiterated by Adam Hull Shirk in The Sphinx in 1928, “It is an established fact that in nine cases out of ten whatever can go wrong in a magical performance will do so.”
This all brings us to our unsung hero of the hour, Dr. John Paul Stapp — a man whose work has saved hundreds of thousands of lives since, and who Joseph Kittinger — who famously did a high altitude jump from 102,800 ft — called the “bravest man I’ve ever met… He knew the effects of what he was getting himself into… And he never hesitated.”
Dr. John Paul Stapp.
Born in Brazil, the son of American missionaries there, Stapp eventually became an English major in college, but he changed career paths due to a traumatic incident that occurred during his Christmas break of 1928 when a 2 year old cousin of his was severely burned in a fireplace. Stapp helped to try to nurse the child back to health, but efforts failed and, 63 hours after getting burned, the toddler died. Said Stapp, “It was the first time I had ever seen anyone die. I decided right then I wanted to be a doctor.”
Unable to afford to go to medical school initially, after he earned a Master’s Degree in Zoology, he instead started teaching chemistry and zoology at Decatur College in Texas while he saved up money. Two years later, he attended the University of Texas where he got a PhD in Biophysics. Next up, he went to the University of Minnesota Medical School and got a Doctor of Medicine degree while working as a research assistant there.
Initially planning on becoming a pediatrician, Stapp changed career paths after joining the Army Medical Corps during WWII. While working as a flight surgeon, among other things, he was heavily involved in designing high altitude oxygen systems as well as studying the effects of high altitude/high speed flight on the human body. The end goal of all of this was to create better safety systems for pilots. During this time, he became puzzled at how some people would survive crashes, even extreme ones, while others in similar or lesser crashes would receive fatal injuries.
This all brings us around to Project MX-981 at the Edwards Air Force Base in 1945.
Up until this point, the prevailing theory was that a human body could not withstand more than 18Gs of force without suffering a fatal injury. The problem here was that airplanes of the age were flying faster and higher than ever. As such, the military wanted to know if their pilots could safely eject at these high velocities without being killed, as well as to try to design the safest possible system for doing so.
Testing towards this end was overseen by Dr. Stapp, using a rocket powered sled called the “Gee Whiz”. This was placed on rails on a 2000 foot track, at the end of which was an approximately 50 foot long section where a hydraulic braking system would stop the 1500 lb sled in its tracks.
Stapp rides the rocket sled at Edwards Air Force Base.
The passenger aboard the cart was to initially be a 185 lb dummy named Oscar Eightball and then later chimpanzees. Stapp, however, had other ideas. He wanted to see what an actual human could handle, stating of Oscar Eightball at the project’s onset, “You can throw this away. I’m going to be the test subject.”
David Hill, who was in charge of collecting the test data throughout the experiments and making sure all the telemetry gear stayed working, said of this, they all thought Dr. Stapp must be joking as “We had a lot of experts come out and look at our situation. And there was a person from M.I.T. who said, if anyone gets 18 Gs, they will break every bone in their body. That was kind of scary.”
Dr. Stapp, however, used his extensive knowledge of human physiology, as well as analyzing various crashes where people must have survived more than 18Gs of force, and determined the 18G limit was absurdly low if a proper restraint system was designed and used.
That said, Dr. Stapp wasn’t stupid, but rather an excellent and meticulous researcher, who would soon earn the nickname, “The Careful Daredevil”.
Thus, step one was first to design a proper restraint system and work out all the kinks in the testing apparatus. Towards this end, they conducted nearly three dozen trial runs using the dummy, which turned out to be for the best. For example, in test run number one, both the main and secondary braking systems didn’t work owing to the triggering teeth breaking off, and, instead of stopping, Gee Whiz and Oscar Eightball shot off the tracks into the desert. Funny enough, after the teeth were beefed up, the braking cams engaged, but themselves immediately broke…
In yet another catastrophic failure, the forces were so extreme that Oscar broke free from his restraints. The result of this was his rubber face literally being ripped off thanks to the windscreen in front of his head. As for the rest of his body, it went flying through the air well over 700 feet (over 200 meters) from where the Gee Whiz stopped.
This brings us to about two years into the project on December 10, 1947 when Dr. Stapp decided it was his turn to be the dummy.
Initially strapping himself in facing backwards — a much safer way to experience extreme G-forces — the first run with a human aboard was a rather quaint 10Gs during the braking period.
After this, they continued to improve the restraint system as Dr. Stapp slowly ramped up the Gs all the way to 35 within six months of that first run. He stated of this, “The men at the mahogany desks thought the human body would never take 18 Gs; here we’re taking twice that with no sweat!”
And by “no sweat”, of course, he no doubt meant that throughout the tests, he’d suffered a hemorrhaged retina, fractured rib, lost several fillings from his teeth, got a series of concussions, cracked his collarbone, developed an abdominal hernia, developed countless bloody blisters caused by sand hitting his skin at extreme velocities, severe bruising, shattering his wrists, and fracturing his coccyx. But, you know, “no sweat”.
While recovering, if further tests needed conducting in the interim, he did begin allowing other volunteers to do the job, but as soon as he was healthy enough again, Dr. Stapp was back in the seat instead. One of his coworkers on the project, George Nichols, stated that Stapp couldn’t bare the idea of someone being seriously injured or killed in experiments he was conducting, so whenever possible made himself the guinea pig instead.
Of course, in order for the research to be as useful as possible and for other scientists to believe what Dr. Stapp was managing to endure, extremely accurate sensors were needed, which is where one Captain Edward A. Murphy comes in.
For a little background on Murphy, beyond very briefly helping out on this project, the highlights of his career included working on the SR-71, XB-70 Valkyrie, X-15 rocket plane, and helping to design the life support system for the Apollo missions.
Going back to Dr. Stapp’s project, at the time Murphy was working on a separate project at Wright Field involving centrifuge, including designing some new sensor systems in the process. When Dr. Stapp heard about this, he asked if Murphy wouldn’t mind adapting the sensors for use in Project MX-981, to which Murphy happily complied. More specifically, Murphy’s sensor system would allow them to directly measure the G forces on the passenger, rather than relying on measuring the G forces on the sled body itself.
Now, before we go any further, we should point out that exact details of what occurred over the two days Murphy was directly involved in the project have been lost to history, despite many first hand accounts from several people. You might think it would make it easy to sort out given this, but human memory being what it is, the accounts from those who were there vary considerably.
This acrobatic airplane is pulling up in a +g maneuver; the pilot is experiencing several g’s of inertial acceleration in addition to the force of gravity.
Illustrating this point in the most poignant way possible we have a quote from Chuck Yeager, who was good friends with Dr. Stapp. In the quote, Yeager was responding to the widely reported idea that Yeager had sought out Dr. Stapp to clear him for his famous flight where he broke the sound barrier. As to why he chose Dr. Stapp, Yeager supposedly felt that no other doctor but Stapp would clear him on account of Yeager’s supposedly broken ribs.
Yeager’s response to this almost universally reported story is as follows: “That’s a bunch of crap!… That’s the way rumors get started, by these people…who weren’t even there…”
He goes on,
that’s the same kind of crap…you get out of guys who were not involved and came in many years after. It’s just like Tom Brokaw’s book if you’ll pardon the analogy here, about the best of the breed or something like that. Well, every guy who wrote his story about World War II did it fifty years after it happened. I’m a victim of the same damn thing. I tell it the way I remember it, and that’s not the way it happened. I go back and I read a report that I did 55 years ago and I say, hmm, I’d better tell that story a little bit different. Well, that’s human nature. You tell it the way you believe it and that’s not necessarily the way that it happened. There’s nothing more true than that.
During this impressive and extremely accurate rant about how difficult it is to get an accurate report of some historic event, even from those who were there, he notes of those writing about these things after, “Guys become, if you’ll pardon my expression, sexual intellectuals. You know what the phrase is for that? Sexual intellectuals. They’re fucking know-it-alls, that’s what.”
And, we’re not going to lie, we mostly just included that little anecdote because we’re pretty sure “Sexual Intellectuals (Fucking Know-It-Alls)” is the greatest description of the staff and subscribers of TodayIFoundOut we’ve ever come across, and we kind of wish we’d named the channel that (and are pretty sure we’re going to make a t-shirt out of it…)
In any event, that caveat about the inherent inaccuracy of reporting history out of the way, this finally brings us around to the story of how Murphy and his law became a thing.
The general story that everybody seems to agree on is that Murphy or another worker there installed Murphy’s sensors and then a chimpanzee was strapped into the sled to test them out. (Note here, that years later in an interview with People Magazine, Murphy would claim it was Dr. Stapp that was strapped in.) After the test run, however, they found the sensors hadn’t worked at all, meaning the whole expensive and dangerous test had been run for nothing.
As to exactly why the sensors hadn’t worked, there are a few versions of this tale. As for the aforementioned David Hill, he states that it was one of his own assistants, either Jerry Hollabaugh or Ralph DeMarco, he couldn’t remember which, who installed the sensors incorrectly. As Hill explained in an interview with Nick T. Spake, author of the book A History of Murphy’s Law, “If you take these two over here and add them together. You get the correct amount of G-forces. But if you take these two and mount them together, one cancels the other out and you get zero.”
Cover of “A History of Murphy’s Law.”
George Nichols, however, claimed Hill and DeMarco had both double checked the wiring before hand, but had missed that it had been wired up backwards. That said, Nichols stated it wasn’t DeMarco nor Hill’s fault, as the wiring had been done back at Wright Field by Murphy’s team.
Said Nichols, “When Murphy came out in the morning, and we told him what happened… he was unhappy…” Stating, “If that guy [his assistant] has any way of making a mistake… He will.”
Nichols, however, blamed Murphy as Murphy should have examined the sensor system before hand to ensure it had been wired correctly, as well as tested the sensors before they were ever installed in the sled, and on top of it all should have given them time to test everything themselves before a live run on the sled. However, as Murphy was only to be there for two days, he’d supposedly rushed them. Nichols stated this inspired the team to not repeat Murphy’s mistakes.
Said Nichols, “If it can happen, it will happen… So you’ve got to go through and ask yourself, if this part fails, does this system still work, does it still do the function it is supposed to do? What are the single points of failure? Murphy’s Law established the drive to put redundancy in. And that’s the heart of reliability engineering.”
Hill also claims this ultimately morphed into the mantra among the group, “if anything can go wrong, it will.”
As for Murphy himself, years later in an interview with People Magazine, he would state what he originally said was, “If there’s more than one way to do a job, and one of those ways will result in disaster, then somebody will do it that way.” He then claimed when Dr. Stapp heard this, directly after the failed sled run, he shortened it and called it “Murphy’s Law”, saying “from now on we’re going to have things done according to Murphy’s Law.”
In yet another interview, Murphy painted an entirely different picture than accounts from Hill and Nichols’, stating he’d sent the sensors ahead of time, and had only gone there to investigate when they’d malfunctioned. He stated when he looked into it, “they had put the strain gauges on the transducers ninety degrees off.”
Importantly here, contrary to what the other witnesses said of how Murphy had blamed his assistant, in the interview, Murphy said it was his own fault, “I had made very accurate drawings of the thing for them, and discussed it with the people who were going to make them… but I hadn’t covered everything. I didn’t tell them that they had positively to orient them in only one direction. So I guess about that time I said, ‘Well, I really have made a terrible mistake here, I didn’t cover every possibility.’ And about that time, Major Stapp says, ‘Well, that’s a good candidate for Murphy’s Law’. I thought he was going to court martial me. But that’s all he said.”
Murphy then went on to explain to the interviewer that he actually didn’t remember the exact words he said at the time, noting “I don’t remember. It happened thirty five years ago, you know.”
This might all have you wondering how exactly this statement that nobody seemed to be able to remember clearly came to be so prevalent in public consciousness?
John Paul Stapp Fastest man on Earth – rocket sled Pilot safety equipment 1954
It turns out, beyond being incredibly brave, brilliant, and hell-bent on saving lives, even if it cost him his own, Dr. Stapp was also hilarious from all accounts from people describing him. He even wrote a book with jokes and various witty sayings called For Your Moments of Inertia. For example, “I’m as lonely as a cricket with arthritis.” or “Better a masochist than never been kissed…”
Or how about this gem from an interview where he was asked about any lasting effects on him as a result of the experiments — Dr. Stapp wryly responded, the only residual negative effect was “all the lunches and dinners I have to go to now…”
Beyond all this, he was also a collector of “Laws”, even coming up with one of his own, Stapp’s Law — “The universal aptitude for ineptitude makes any human accomplishment an incredible miracle.”
When collecting these laws, he would name them after the person he heard them from, though often re-wording them to be more succinct, which, for whatever it’s worth, seems to align most closely to Murphy’s own account of how “his” law came about.
And as for this then becoming something the wider public found out about, during one of his interviews about the project, Dr. Stapp was asked, “How is it that no one has been severely injured — or worse — during your tests?”
It was here that Stapp stated, he wasn’t too worried about it because the entire team adhered to “Murphy’s Law”. He then explained that they always kept in mind that whatever could go wrong, would, and thus, extreme effort was made to think up everything that could go wrong and fix it before the test was actually conducted.
Going back to Project MX-981, having now reached 35 Gs after 26 runs by himself and several others by 11 volunteers, Dr. Stapp needed a faster sled. After all, at this point humans were flying at super sonic speeds and whether or not they could survive ejecting at those speeds needed to be known.
Enter the Sonic Wind at Holloman Air Force Base in New Mexico. This sled could use up to 12 rockets capable of producing a combined 50,000 pounds of thrust, resulting in speeds as high as 750 mph. The track was about 3,550 feet long, with the braking system using water scoops. The braking could then be varied by raising or lowering the water level slightly.
This now brings us to December 10, 1954, when Dr. Stapp would pull off his most daring and final experiment.
Previous to this run, Dr. Stapp stated, “I practiced dressing and undressing with the lights out so if I was blinded I wouldn’t be helpless”, as he assumed he would probably be blind afterwards, if he survived at all. He would also state when he was sitting there waiting for the rockets to be fired, “I said to myself, ‘Paul, it’s been a good life.'”
In order to stop his arms and legs from flapping involuntarily in the wind during the test, they were securely strapped down and a mouth guard was inserted to keep his teeth from breaking off.
All set, he then blasted off on his 29th and final sled run, using nine solid fuel rockets, capable of producing 40,000 pounds of thrust.
As an interesting aside here, beyond ground based cameras, none other than Joe Kittinger piloted a T-33 over head with a photographer in back filming it.
As for the sled, it accelerated from 0 up to 632 miles per hour (1,017 kilometers per hour) in a mere 5 seconds, resulting in about 20 Gs of force on the acceleration phase. Then, in the span of just 1.4 seconds, he came to a full stop, experiencing 46.2 G’s of force in the other direction, meaning his body weighed almost 7,000 pounds at the peak G force! In the process, he had also set the record for highest landspeed of any human.
Col. John Paul Stapp aboard the “Gee Whiz” rocket sled at Edwards Air Force Base.
(Air Force photo)
Said Kittinger of watching this, “He was going like a bullet… He went by me like I was standing still, and I was going 350 mph… I thought, that sled is going so damn fast the first bounce is going to be Albuquerque. I mean, there was no way on God’s earth that sled could stop at the end of the track. No way. He stopped in a fraction of a second. It was absolutely inconceivable that anybody could go that fast and then just stop, and survive.”
Nevertheless, when he was unstrapped from the chair, Dr. Stapp was alive, but as Nichols would observe, “His eyes had hemorrhaged and were completely filled with blood. It was horrible. Absolutely horrible.”
As for Dr. Stapp, he would state, it felt “like being assaulted in the rear by a fast freight train.” And that on the deceleration phase, “I felt a sensation in the eyes…somewhat like the extraction of a molar without anesthetic.”
He had also cracked some ribs, broken his wrists, and had some internal injuries to his respiratory and circulatory systems.
And on the note of his eyes, he was initially blind after, with it assumed that his retinas had detached. However, upon investigation, it was determined they had not, and within a few hours his sight mostly came back, with minor residual effects on his vision that lasted the rest of his life.
Apparently not knowing when to quit, once he had healed up, he planned yet another experiment to really see the limits of human endurance via strapping himself to that same sled and attempting to reach 1,000 mph this time…
When asked why, he stated, “I took my risks for information that will always be of benefit. Risks like those are worthwhile.”
To lead up to this, he conducted further experiments, going all the way up to 80Gs with a test dummy, at which point the Sonic Wind itself ripped off the tracks and was damaged.
It is probably for the best that it was here that his superiors stepped in. As you might imagine given his end goal was seemingly to figure out the extreme upper limit of G forces a human could survive with a perfected restraint system, and to use himself as the guinea pig until he found that limit, Dr. Stapp had previously run into the problem of his superiors ordering him to stop and instead to use chimpanzees exclusively. But while he did occasionally use chimpanzees, he went ahead and ignored the direct order completely. After all, he needed to be able to feel it for himself or be able to talk to the person experiencing the effects of the extreme Gs to get the best possible data. And, of course, no better way to find out what a human could take than use a human.
Rather than getting in trouble, he ultimately got a promotion thanks to the extreme benefits of his work. However, after his 46.2G run, they decided to shut down the experiment altogether as a way to get him to listen. After all, he had already achieved the intended goal of helping to develop better restraint and ejection systems, and proved definitively that a human could survive ejecting at the fastest speeds aircraft of the day could travel.
Now, at this point you might be thinking that’s all quite impressive, but that’s not Dr. Stapp helping to save “hundreds of thousands” of lives as we stated before. So how did he do that?
Well, during the experiments, Dr. Stapp became acutely aware that with a proper restraint system, most car accidents should be survivable, yet most cars of the age not only didn’t have any restraint systems whatsoever, they also were generally designed in ways to maximize injury in a crash with unforgiving surfaces, strong frames and bodies that would not crumple on impact, doors that would pop open in crashes, flinging occupants out, etc.
In fact, Dr. Stapp frequently pointed out to his superiors that they lost about as many pilots each year to car accidents as they did in the air. So while developing great safety systems in the planes was all well and good, they’d save a lot of lives simply by installing a restraint system into the cars of all their pilots and requiring they use them.
The military didn’t take this advice, but Dr. Stapp wasn’t about to give up. After all, tens of thousands of people each year in the U.S. alone were dying in car accidents when he felt many shouldn’t have. Thus, in nearly every interview he gave about his famous experiments almost from the very beginning of the project, he would inevitably guide the conversation around to the benefits of what they were doing if adopted in automobiles.
Not stopping there, he went on a life-long public campaign talking to everyone from car manufacturers to politicians, trying to get it required that car manufacturers include seat belts in their vehicles, as well as sharing his team’s data and restraint system designs.
Beyond that, he used his clout within the Air Force to convince them to allow him to conduct a series of experiments into auto safety, test crashing cars in a variety of ways using crash test dummies and, in certain carefully planned tests, volunteer humans, to observe the effects. This was one of the first times anyone had tried such a scientifically rigorous, broad look into commercial automobile safety. He also tested various restraint systems, in some tests subjecting the humans to as high as a measured 28 Gs. Results in hand, in May of 1955 he held a conference to bring together automobile engineers, scientists, safety council members and others to come observe the tests and learn of the results of his team’s research.
He then repeated this for a few years until Stapp was reassigned by the Air Force, at which point he requested Professor James Ryan of the University of Minnesota host the 4th annual such event, which Ryan then named the “Stapp Car-Crash and Field Demonstration Conference”, which is still held today.
Besides this and other ways he championed improvement in automobile safety, he also served as a medical advisor for the National Highway Traffic Safety Administration and National Advisory Committee on Aeronautics, in both heavily pushing for better safety systems.
It is no coincidence that not long after Dr. Stapp started these campaigns, car manufacturers started installing seatbelts as a matter of course, as well as started to put much more serious thought into making cars safer in crashes.
In the end, while Dr. Stapp got little public credit for helping to convince car manufacturers to prioritize automobile safety, and provided much of the initial data to help them design such systems, he was at least invited to be present when President Johnson signed the bill that made seat belts required in cars in 1966.
Besides ignoring direct orders to stop using himself as a guinea pig, other ways Dr. Stapp apparently used to frequently flout the rules was to, on his own time, freely treat dependents of people who worked at Edwards’ who were nonetheless not eligible for medical care. He would typically do this via doing house calls to airmen’s homes to keep the whole thing secret, including apparently attending to Chuck Yeager’s sons in this way according to Yeager.
It turns out Murphy was also good friends with none other than Lawrence Peter, remembered today for the Peter Principal — people inevitably get promoted until they reach their level of incompetence. According Murphy’s son, Robert, at one point Peter and Murphy tried to get together with Cyril Northcote Parkinson of Parkinson’s Law — “Work expands to meet the time and money that is available.” However, Robert claims that fateful meeting ended up getting canceled when other matters came up to prevent the get together.
One other strong safety recommendation Dr. Stapp pushed for, particularly in aviation, was to turn passenger seats around to face backwards, as this is drastically safer in crashes. And, at least in aviation would be simple to do on any commercial airline, requiring no modification other than to turn the seat around in its track. As Stapp and subsequent research by NASA shows, humans can take the most G-forces and receive fewer injuries overall with “eyes back” force, where the G-forces are pushing you back into your seat, with the seat cushions themselves also lending a hand in overall safety. This also insures tall people won’t smack their heads and bodies against anything in front of them in a crash. Despite the massive safety benefits here for people of all ages, outside of car seats for babies and toddlers, nobody anywhere seems interested in leveraging the extreme benefits of rear facing passengers to increase general safety.
If you’re wondering about the safest place on a plane to sit, funny enough, that’s the rear. In fact, you’re approximately 40% more likely to survive a plane crash if you sit in the back of the plane, rather than the front. The other advantage to the rear is that most passengers choose not to sit in the back. So unless the plane is full, you might get a row of seats to yourself. (Of course, a bathroom is also often in the rear on planes, soooo.) Another factor to consider is where the closest exit is. As a general rule, studies examining accidents have shown you’ll want to be within six rows of an emergency exit to maximize your survival chances. So if the plane doesn’t have a rear exit, that’s something to be factored in.
During Joe Kittinger’s then record leap from about 102,800 feet on August 16, 1960, the following happened during the ascent:
At 43,000 feet, I find out [what can go wrong]. My right hand does not feel normal. I examine the pressure glove; its air bladder is not inflating. The prospect of exposing the hand to the near-vacuum of peak altitude causes me some concern. From my previous experiences, I know that the hand will swell, lose most of its circulation, and cause extreme pain…. I decide to continue the ascent, without notifying ground control of my difficulty… Circulation has almost stopped in my unpressurized right hand, which feels stiff and painful… [Upon landing] Dick looks at the swollen hand with concern. Three hours later the swelling disappeared with no ill effect.
His total ascent took 1 hour and 31 minutes, he stayed at the peak altitude for 12 minutes, and his total decent took 13 minutes and 45 seconds, so his hand was exposed to a near vacuum for quite some time without long term ill effects. Incidentally, during his fall, he achieved a peak speed of 614 mph, nearly as fast as Dr. Stapp had managed in his little rocket sled. His experience, however, was very different than Dr. Stapp’s. Said Kittinger,
There’s no way you can visualize the speed. There’s nothing you can see to see how fast you’re going. You have no depth perception. If you’re in a car driving down the road and you close your eyes, you have no idea what your speed is. It’s the same thing if you’re free falling from space. There are no signposts. You know you are going very fast, but you don’t feel it. You don’t have a 614-mph wind blowing on you. I could only hear myself breathing in the helmet.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
Veterans in the cannabis industry have been denied home loans from the Department of Veterans Affairs, prompting a response from Congress.
When one veteran was denied his home loan benefit, he reached out to Rep. Katherine Clark (D-Massachusetts), who joined with 20 members of Congress in writing to VA Secretary Robert Wilkie.
The lawmakers wanted to know why their constituents were denied loans after citing their income sources as state-legalized cannabis activities.
“Denying veterans the benefits they’ve earned…is contrary to the intent Congress separately demonstrated in its creation of VA benefit programs,” Clark wrote in her May 23, 2019 letter.
Read the letter:
In the letter, shared with Roll Call, Clark stated, “A substantial number of veterans earn their livelihoods in this industry and, in coming years, that number is likely to further rise. The VA must acknowledge this reality and ensure veterans who work in this sector are able to clearly understand and can equitably access the benefits they’ve earned.”
She also acknowledged that “the ambiguity under which the cannabis industry operates is unique, and we fully understand the VA’s resulting aversion to legal and financial risk. [However]…in recent years, the Department of Justice has substantially narrowed its prosecutorial priorities in this area, and Congress has taken action to prevent federal interference with the implementation of state cannabis laws.”
Though Marijuana remains a Schedule 1 drug, illegal under federal law, Military.com points out that “thirty-four states, the District of Columbia, Guam, Puerto Rico and the U.S. Virgin Islands now have some variation of medical marijuana programs, while a dozen other states allow cannabidiol that is low in tetrahydrocannabinol — or THC, the psychoactive component of pot that makes a user high — for medicinal purposes.”
U.S. Marine Corps veteran Dan Anglin, CEO of CannAmerica, was also denied a VA home loan due to his work in the cannabis industry — and he’s not afraid to speak out about it.
Veteran Dan Anglin Denied Home Loans Due to Owning a Cannabis Company
Vigilance Elite just released footage from a training session with Reeves for John Wick: Chapter 3 – Parabellum, and you can see that he’s training like an operator, not just an actor. In the video below, trainer and former Navy SEAL Shawn Ryan walks Reeves through room clearing with a rifle — in particular, negotiating the “fatal funnel.”
This kind of dedicated training is just one reason why Reeves is highly respected and his films are so fun. Check out the video for a bit of Reeves-worship…but stay for the refresher in case you ever get into a sh*t sandwich.
Keanu Reeves Tactical Training for John Wick 3 with Vigilance Elite .MP4
“My character’s always in shit sandwiches,” jokes Reeves.
Reeves maintains a professional, respectful demeanor throughout the process, which is exactly the kind of attitude that bridges the divide between military and civilian audiences. Reeves is believable as an assassin because he puts in the work to understand weapons and tactics; military audiences can spot a phony a mile away and it ruins the cinematic experience.
The US Air Force is taking specific steps to expedite a measured, steady developmental plan for its new, next-generation Intercontinental Ballistic Missile in order to align with the more aggressive US nuclear weapons strategy outlined in the administration’s Nuclear Posture Review.
The service is already making initial technological progress on design work and “systems engineering” for a new arsenal of ICBMs to serve well into the 2070s — called Ground Based Strategic Deterrent (GBSD).
The most recent Nuclear Posture Review, released in 2018, calls for an increase in nuclear weapons applications as part of a broader deterrence strategy. The NPR calls for new low-yield, nuclear armed submarine launched ballistic missiles, among other things.
“We are taking the NPR of 2010 and turning it on its head….it included no new mission. This new NPR changes that context and calls for deploying more weapons. Let’s get things done, execute on time,” Gen. Timothy Ray, Commander of Air Force Global Strike Command, told reporters at the Air Force Association Convention.
The Air Force plans to fire off new prototype ICBMs in the early 2020s as part of a long-range plan to engineer and deploy next-generation nuclear armed intercontinental ballistic missiles by the late 2020s – by building weapons with improved range, durability, targeting technology, and overall lethality, service officials said
“The sum total of what we are doing is a very significant broad enterprise, which reflects the renewed interest,” Ray said.
(Northrop Grumman photo)
Northrop Grumman and Boeing teams were awarded Technology Maturation and Risk Reduction deals from the Air Force in 2017 as part of a longer-term developmental trajectory aimed at developing, testing, firing, and ultimately deploying new ICBMs.
Following an initial 3-year developmental phase, the Air Force plans an Engineering and Manufacturing Development phase and eventual deployment of the new weapons.
The Air Force plans to award the single EMD contract in late fiscal year 2020.
Overall, the Air Force plans to build as many as 400 new GBSD weapons to modernize the arsenal and replace the 1970s-era Boeing-built Minuteman IIIs.
The new weapons will be engineered with improved guidance technology, boosters, flight systems, and command and control systems, compared to the existing Minuteman III missiles. The weapon will also have upgraded circuitry and be built with a mind to long-term maintenance and sustainability, developers said.
“What is new and different is that we are thinking about all the needed support and sustainment,” Ray said.
Initial subsystem prototypes are included within the scope of the current Boeing and Northrop deals, service developers said.
Senior nuclear weapons developers have told Warrior that upgraded guidance packages, durability, and new targeting technology are all among areas of current developmental emphasis for the GBSD.
The new ICBMs will be deployed roughly within the same geographical expanse in which the current weapons are stationed. In total, dispersed areas across three different sites span 33,600 miles, including missiles in Cheyenne, Wyoming, Minot, North Dakota, and Great Falls, Montana.
“We are taking a near, mid and far term assessment to make sure we do not put all the risk into the same bucket,” Ray said.
This article originally appeared on Warrior Maven. Follow @warriormaven1 on Twitter.
Working from home can be both more comfortable and more stressful at the same time, so I’ve compiled a short list of work from home tips that can make your transition a smooth one.
As governments around the world encourage both employers and employees to embrace the concept of working remotely as a measure to prevent the spread of Covid-19, many find themselves buckling in for a long day’s work on their couches, in home offices, and even from bed.
Working from home can be a really rewarding experience, and there’s nothing wrong with giving yourself a few days to figure out what works best for you. I started working from home around five years ago, and I can comfortably say that working from home for the long term isn’t for everyone–but since it needs to be for the next few weeks, here are a few work from home tips that just might make your remote time even more productive than your time in the office.
Make sure you know how to secure your data.
If you’re a service member that works on an official computer, you likely have a CAC card reader to connect to your laptop or home desktop to help you gain access to important data. Dependents working from home may have similar security measures in place to protect customer data while working remotely.
Make sure you discuss the security measures you’ll need to adhere to with your employer before making the switch to working from home. If there’s any special hardware (like a card reader) you’ll need for work, your employer may be able to provide it to you or help you secure one through commercial channels.
Knowing what you need before hand will really reduce the stress of setting up some office space in your home. Nothing’s worse than settling in for your first day working remote, only to find you can’t get into any of the software you need.
Give people the benefit of the doubt in written correspondence.
We all know that tone can be lost via text, but that becomes especially important to consider when working from home. I interact with dozens of people on a daily basis through written communications like Facebook messenger, Slack, Discord, and over e-mail. When you do that much talking-by-text, there are bound to be some mishaps in your delivery.
Others have that same problem–and that’s why it’s important that you adopt a mindset of giving others the benefit of the doubt when they seem aggravated, short, or disinterested in your written conversation. Chances are good that they have the same worries about you!
Remind yourself that this is challenging for everyone, and that most people mean well even when under stress, and you won’t have nearly as many high tempers around your digital workspace.
Establish some office space for yourself.
Everybody that switches to working from the office to working from home starts out with a laptop on their coffee table, and while that may seem like a comfortable choice (after all, what’s better than working from the couch?) it can actually have a few negative side effects. The first and perhaps most troublesome issue with working from the couch is what it does to your back. Even if you aren’t an old washed up Marine like me, spending eight hours haunched over your coffee table will leave you feeling stiff and uncomfortable by the end of the day.
The other big problem with working from your couch is that it can negatively effect your ability to “wind up” for work or to “wind down” after. If you’re used to having a commute to and from the office, you’re also accustomed to your work day having a distinct beginning and end. When working from home, those distinctions start to blur, and if you spend you working hours and your leisure hours on the same couch, it can be harder to get into the right mindset to work–or worse, you may start to feel like you’re at work anytime you hang out on the couch.
It’s important to have a break from work that feels like a break from work. So set aside some space for work, and save your couch for your off time.
Set a schedule and stick to it.
One of the most important work from home tips I have to share is the importance of scheduling and creating good schedule related habits. For a lot of people, working from home means you can sleep in some more, but don’t let the lack of commute sell you on the idea of sleeping right until it’s time to start your day.
A lot of people recommend showering and getting dressed before work, even when working from home–but I don’t necessarily buy into that approach. One thing I love about working from home is the ability to make my schedule fit my life–and I prefer showering after I work out at lunch. I also like being comfortable, so even when I’m wearing a shirt and tie from the waste up for video meetings, I’m often still wearing pajamas from the waist down. My best advice to those who like to work in your PJ pants is to be mindful of knee placement when you cross your legs. If you’re not careful, your Spongebob pajama pants will be visible despite your Brooks Brothers top half of a suit.
Establish a schedule for the start and end of your day that you stick to religiously. It will make it easier to get into the swing of things in the morning, and easier to unwind in the evenings.
Take a lunch break.
When working from home, you might be inclined to munch your way through the day, and as a result, taking a lunch break may not seem all that necessary. After all, if you’re quarantined in the house, it’s not like you’ll be hitting up the local restaurants for a quick mid-day meal.
But taking a lunch break has value beyond just keeping you fed–it’s also a great opportunity to destress a bit mid-way through your day. Taking a mental break can help you come back to your workspace refreshed and with new energy, whereas working straight through can often leave you feeling burned out midway through the afternoon.
Give yourself a chance to get up and walk around, go for a jog around the block (avoiding any crowds) to give your brain a chance to reset. Because you’ve cut a lot of the walking out of your day that you would have done heading into and out of your office, this bit of exercise can also help stave off some unintentional work from home weight gain.
Your location changed, not the job.
No matter how many work from home tips you may come across, what’s most important is that you already know how to do your job, you just need to find a way to keep your work output up while doing it from a new place. You’ll find some things are easier (fewer social interruptions throughout your day will help get things done) and others are harder (you don’t always know what’s going on in other departments because you’ve lost those social interruptions). Remember though that while your location has changed, the job hasn’t, and no one is better prepared to figure out how best to do your job from home than you.
Trust yourself and listen to your body. If your back hurts, switch chairs. If you’re having trouble getting yourself to work in the morning, start your day with a short walk to get the blood pumping again. Keep experimenting with things until you have an approach to working from home that you’re comfortable with and that you can sustain.
Who knows, you might even become a working from home convert like me!
In 1961, the United States military was ordered to try to make a single airframe serve the needs of the Air Force, Navy, Marine Corps, and Army. That project was called the Tactical Fighter Experimental (TFX) project. It later became the General Dynamics F-111, known affectionately as the Aardvark.
As just about any military aviation buff can tell you, the results were not what the then-Secretary of Defense had been hoping for. The F-111 made an excellent all-weather attack plane, capable of delivering 31,500 pounds of ordnance onto a target. If anything, had there been another round of modernization in the early-to-mid 1990s, allowing the Vark to use GPS-guided Joint Direct Attack Munitions or Joint Stand-Off Weapons or the AGM-158 Joint Air-to-Surface Standoff Missile, it might still be carrying out that mission today.
The efforts to fill the needs of the other services didn’t go so well. The close-air support versions for the Marines and Army never happened. The Navy’s F-111B, intended as a fleet air-defense plane, just didn’t work, prompting Vice Admiral Thomas Connolly to tell a Senator, “There isn’t enough power in all Christendom to make that airplane what we want!” The results of Connolly’s career-ending honesty included the Navy developing the F-14 Tomcat, which proved to be very effective as an interceptor and air superiority fighter.
But the Air Force, Navy, and Marines all ended up using a common airframe from the 1960s to the 1980s. It just wasn’t the airframe many would have picked to be a joint strike fighter before there was ever a thought of having a Joint Strike Fighter.
The iconic McDonnell-Douglas F-4 Phantom started out as an all-weather interceptor for the Navy. Equipped with four AIM-7 Sparrows and four AIM-9 Sidewinders, this Mach 2 plane had a combat radius of almost 370 miles, and was also capable of carrying almost 19,000 pounds of bombs. The Marines also bought the plane as well.
The Air Force, looking for a new fighter-bomber, tried out the F-4. Very quickly, the Air Force realized that the Phantom was working out very well, and soon they, too were buying hundreds of F-4s. The Air Force was even able to add an internal M61 cannon to the plane – something the Navy never really got around to.
The Phantom saw service in the Vietnam War – and it was the plane flown by America’s aces in that conflict: Randy Cunningham, Willie Driscoll, Steve Richie, Charles DeBellevue, and Jeffrey Feinstein. The Phantom shot down 147 enemy planes in the Vietnam War. It also saw service with numerous American allies: including Japan, Australia, the United Kingdom, Israel, Germany, Iran, Egypt, South Korea, Spain, Turkey, and Greece. It still remains in service, now as a fighter-bomber.
The F-35 seems to have taken a few pages out of the F-111’s playbook; notably, the three versions have similar missions – even though one is intended for use from normal air bases, the other is V/STOL, and the third is carrier-capable. But the F-35 program is now pushing 15 years since Lockheed won the Joint Strike Fighter competition) — twice as long as the F-111’s.
The F-35 also shares something in common with the F-4: The Air Force version is the only one with an internal cannon. The Navy and Marine Corps versions (as well as the one used by the RAF) don’t. And whether the F-35 can become a classic like the Phantom is something that only time will tell.
Today marks 230 years that the Coast Guard has been serving the United States. The Coast Guard supplies a unique and valuable service to our country and is the only military organization within the Department of Homeland Security. To help celebrate its 230 birthday, let’s take a look at some fun facts about the Coast Guard that you might not know.
1. Writers, take heart.
Alex Haley, who wrote the Pulitzer Prize-winning novel, Roots, was the Coast Guard’s first journalist. After graduating high school at age 15, Haley enlisted in the Coast Guard in 1939 at the age of just 18 as a Mess Attendant Third Class, one of the only two ratings available to Black service members at the time. During his long patrols, Haley started writing letters to his friends and family – sometimes as many as 40 a week!
(U.S. Coast Guard Photo)
2. Swimmers, brush up on your freestyle.
Becoming a Coast Guard rescue swimmer is exceptionally difficult. In fact, more than half the people who try out for this assignment fail. Fitness standards for rescue swimmers include being able to function for thirty minutes in heavy seas. Swimmers must be able to think, perform challenging tasks, and react, all while either being submerged, holding their breath, or being tossed around by high waves.
3. Flags for all occasions.
The Coast Guard has two official flags – the CG Standard and the CG Ensign. The Ensign is flown by cutters and shore units, while the Standard flag is used at ceremonies. The Standard is used to represent the Coast Guard, but the Ensign flag is something altogether different. Since law enforcement is one of the Coast Guard’s core missions, the ensign flag is the visible symbol of law enforcement authority and is recognized globally.
4. Coast Guard deploys. No, really.
Service members of the Coast Guard have served valiantly in 17 wars and conflicts in US history. The CG was America’s first afloat armed force. It predates the Navy by several years and is older than most other federal government organizations. The Coast Guard’s motto, Semper Paratus (Always Ready), is proven time and again in its readiness to deploy.
5. Protecting the US is just a small part
In addition to protecting the United States coastlines, Coast Guard service members serve all over the world. You can find CG ships as far north as the Arctic, as far south as Antarctica and everywhere in between.
6. The Coast Guard isn’t very big
With roughly 40,000 Active Duty service members, the Coast Guard is just a little larger than the NYPD. Compared with over 554,000 in the Army and roughly 200,000 in the Marine Corps, the Coast Guard is definitely much smaller. But what the branch doesn’t have in personnel, it makes up for in might. Since its service members have acting law enforcement authority, their mission goes a long way to keeping America’s coastlines safe.
7. Coast Guard families don’t have the same resources
Resources available to other military families like Military One Source and MyCAA are inaccessible to CG families. In most situations, these DoD resources aren’t inclusive to members of the Coast Guard. Instead, CG personnel and families receive support through the Coast Guard Office of Work-Life, as well as the CG SUPRT organization.
8. It’s not easy to join
The Coast Guard is one of the most difficult branches of the military to get into because it accepts such few recruits. In addition to having to undergo a credit check and a security clearance, you should probably also have a college degree in hand. The branch requires a minimum of 54 points on the ASVAB, and if you have a shellfish allergy, you’re eliminated from applying. Basic training takes place at just one location, Coast Guard Training Center Cape May, in Cape May, New Jersey. It’s a good idea to know how to swim before joining, and if you’re selected, you should be comfortable jumping off a five-foot platform into a pool, swim for 100 meters, and then tread water for five minutes.
So there you have it! It turns out that the Coast Guard is one of the most elite branches of our military. As part of DHS, its service members help keep America’s 95,000 miles of shoreline safe. Maybe in time, DoD resources will open up to these valuable service personnel and their families. Until then, happy birthday, Coast Guard!
Gov. Steve Sisolak of Nevada railed against the Department of Energy for what he described as “unacceptable deception,” after the agency transported a half-ton of weapons-grade plutonium to Nevada, allegedly without the state’s consent.
“I am beyond outraged by this completely unacceptable deception from [The Department of Energy],” Sisolak said in a statement. “The Department led the State of Nevada to believe that they were engaging in good-faith negotiations with us regarding a potential shipment of weapons-grade plutonium, only to reveal that those negotiations were a sham all along.”
“They lied to the State of Nevada, misled a federal court, and jeopardized the safety of Nevada’s families and environment,” Sisolak said.
During a press conference on Jan. 30, 2019, Sisolak said he did not know how the plutonium was transported or the route the Energy Department took to get to Nevada. “They provided us with no information in that regard,” he said.
Gov. Steve Sisolak of Nevada.
Sisolak said he would look into several options for the plutonium, which had been taken to the Nevada National Security Site.
“To put the health and the well-being of millions of people at risk … without giving us the opportunity to prepare in case there would have been a mishap along the way, was irresponsible and reckless on behalf of the department,” Sisolak said.
In a court filing, the Energy Department reportedly revealed it had completed the shipment of plutonium, but declined to provide specifics due to security reasons. It noted that the transfer was completed before November 2018, prior to an injunction the state had filed during negotiations.
The plutonium was shipped from the Savannah River Site in South Carolina in order to comply with a federal court order in the state, according to a National Nuclear Security Administration official cited in a Las Vegas Review-Journal report.
The National Nuclear Security Administration, the federal agency responsible for nuclear applications in the US military, claimed the plutonium would only be temporarily stored in Nevada before being moved to another facility in New Mexico or elsewhere, The Review-Journal reported.
Lawmakers from Nevada sought an injunction and raised questions about the safety of transporting the nuclear material, including the impact it could have on the environment. The state also claimed the Energy Department failed to conduct a federally mandated study to assess the risks in transportation, and neglected to study alternative sites for depositing the plutonium, according to The Review-Journal.
United States Department of Energy headquarters.
Sisolak said the state filed a temporary restraining order on Wednesday to prevent future shipments, and that he was seeking retribution from the Energy Department.
Throughout 2018, state and the federal officials were in preliminary negotiations for the transportation of plutonium, Nevada Attorney General Aaron Ford said in the press conference.
In previous group emails, Nevada officials questioned the procedure and said their analysis indicated it was “insufficient … to commence this transaction,” according to Ford.
On Oct. 30, 2018, Nevada officials met with Energy Department officials in Washington, DC, to “express the concerns regarding this proposal,” Ford said. In November 2018, the state also sent a request to the Energy Department for specific commitments and timelines.
“Now, this is all the while … they had already shipped some plutonium,” Ford said. “We’re having good-faith discussions and negotiations … but they had already shipped this plutonium.”
The Energy Department did not immediately respond to a request for comment Jan. 30, 2019.
The transportation of nuclear waste is traditionally kept under close guard due to safety concerns. The Office of Secure Transportation within the Energy Department reportedly contracts hundreds of couriers to transport radioactive material using truck convoys.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
A trailer dropped today for a Sonic the Hedgehog film and honestly I don’t know how to feel about it.
The Lego film proved that anything is on the table with regards to nostalgia and storytelling. There’s no reason not to make a Sonic the Hedgehog film — 9/10 90’s kids agree that game was radical — and yet…I just don’t know if these guys can pull this one off.
Check out the trailer — and then let’s discuss.
Sonic The Hedgehog (2019) – Official Trailer – Paramount Pictures
Now, the best thing they did was use Coolio’s Gangsta’s Paradise in this trailer. Coolio was both a firefighter and a crack addict and this song evokes that exact combination. It always has. It always will. When Gangsta’s Paradise plays, sh** is about to go down (which reminds me: who else was today old when they learned that there’s an entire Sonic fetish subculture? Don’t look into it at work).
The film is a live-action adventure comedy about Sonic and his new human friend Tom Wachowski (played by Cyclops James Marsden, the hero gets Jody’d in every film he’s in) as they take on Jim Carrey’s Dr. Robotnik.
In the trailer, our fast friend captures the attention of the U.S. military when he causes an energy surge that knocks out power across the entire Pacific Northwest. They team up with Dr. Robotnik to track down the little fella, presumably unaware that Robotnik is one of the most notorious 90s villains out there.
When I was a kid we used to blow on Nintendo games if they didn’t work and I’ve always wondered if this actually did anything?
Once upon a time a seemingly universally known trick to get a Nintendo game cartridge to work was to simply pull it out, blow on it, then re-insert. If this didn’t give the desired result, this process was generally repeated until the magic happened. For the truly desperate among us, blowing inside the console opening itself was common practice in hopes that this would finally get the game to work. The general rational for why this worked was that it gave a better connection via blowing dust off the many pins. This all brings us to the question of the hour — did blowing your cartridge actually do anything?
To begin with, it is true that the root of the problem in question was almost always a bad connection between the internal connector and the pins on the game cartridge’s internal board. This was a notorious issue on the NES particularly which used a so called “zero insertion force” (ZIF) 72 pin connector. The particular insertion design for the NES was inspired by VCR’s — the idea being to differentiate the NES from top loading consoles of the day, give kids a loading method they were already familiar with, and potentially reduce the chances of kids breaking something when over forcing things as occasionally happened with top loader designs.
The ZIF connector here used pins made of nickel, bent slightly to give a spring effect. When the cartridge was inserted they’d bend slightly, and then spring back when the cartridge was removed. There are a few problems with this mechanism. To begin with, given very frequent insertions in an application like the NES, these pins were prone to losing their spring effect relatively quickly. Further, to achieve close to the stated claim of “zero insertion force” the pins on the ZIF connector weren’t that strongly springy to begin with.
On top of this, the pins on the cartridges were usually made of copper, making them already prone to eventually developing a nice layer of patina (think the green on the Statue of Liberty) whether you blew them or not, further making a good connection less reliable over time.
Moving on to the seemingly universally known trick of blowing on the pins both inside the case and in the cartridges themselves, this would impart moisture onto the metal, significantly increasing the development of forms of corrosion as well as potentially resulted in dust and other particles sticking to the pins. This can also very quickly result in the growth of things on the pins, like some sort of gamer inspired Petri dish.
On this note, while you might not think the moisture from your breath would make things that much worse, gaming guru and host of TheDPPodcast Frankie Viturello gave a good example of just the effect this could have. Viturello took two copies of the game Gyromite, one to be blown, the other to sit around on a shelf in the same room as the other. He then blew on the one copy ten times in quick succession each day, essentially in the same basic way gamers the world over do when trying to fix the game so it works.
Certainly a much bigger sample size and much more detailed data would be needed for more definitive results. (For example, it would be interesting to track the number of failures after insertion of a game, along with the number of blows, the humidity levels over time, etc. compared to a control group of games and consoles and then with a sample of years and many games and consoles tabulate all that and write a fascinating paper on the subject.) However, this much more basic experiment did very clearly demonstrate the significant effect blowing on the pins has, with the blown on pins developing a clearly visible layer of something over the course of the month and the 300 blows. Viturello’s conclusion here was nicely summed up, “Could this… be cleaned up post test and returned to 100% working condition? Sure. Probably. But right now it’s fucking gross.”
It should also be noted here while the pins on the games could have been relatively easily cleaned, the pins on the ZIF connector inside the console are note quite as easily restored to their former shiny selves without taking the console apart, making blowing inside the console itself an even worse idea. Although, thankfully these days a replacement ZIF connector is both cheap (around ) and easy to install if one does have to resort to taking the console apart anyway.
It is perhaps no surprise from all of this that when this blowing method of “fixing” cartridges that weren’t working in a given instance became popular, Nintendo themselves started explicitly stating in their NES Game Pak Troubleshooting: “Do not blow into your Game Paks or systems. The moisture in your breath can corrode and contaminate the pin connectors.”
A Nintendo Entertainment System video game console with controller attached.
And while bad connections did become less of a problem with the release of future consoles like the Super Nintendo and the N64, occasional blowing before insertion was still a thing, resulting in Nintendo actually putting a message on the back of every N64 game cartridge again saying not to blow on the pins.
In the end, unless there was a significant and very visible layer of dust or other debris on the pins, blowing on them wouldn’t have accomplished anything useful outside of a bit of moisture from your breath maybe helping get a slightly higher probability of a good connection on insertion. But even this potential extremely minor, if any, benefit would be significantly outweighed by the long term downsides of blowing on the pins. The real benefit of this blowing method was seemingly just that you were removing the cartridge and putting it back in, thus, re-seating it and giving the potential for a proper connection.
Finally, funny enough, while the blowing method was seemingly universally known despite it not really doing anything other than making the problem worse long term, there was one other drastically lesser known trick for fixing the issue that actually did work in some cases. This was wedging something (like another game pak) in the console between the game and the top of the slot. This put added pressure on the loaded cartridge which could, if done right, add pressure between the ZIF connector pins and the pins on the game board, thus making a better connection.
Ever wonder how the gun in the original Duck Hunt game knew if you actually hit something on the screen? Well, wonder no more. The Duck Hunt gun primarily just consists of a button (the trigger) and a photodiode (light sensor). When you pull the trigger, this causes the game to make the TV screen go completely black for one frame. At this point, the game uses the light sensor to sample the black color it’s reading from your TV to give it a reference point for the given ambient light at the time. In the next frame, the game causes the target area to turn white, with the rest remaining black. If the game detects a shift from black to white from the gun’s photodiode in that split second, it knows you were aiming correctly at the target and so doesn’t specifically need to know anything about where on the screen the target is. For games with multiple targets at any given time, the same type of method is used except multiple target frames are shown. So the game will flash the black reference screen; then will flash one of the targets, leaving the rest of the screen black; then flashes the next target, again leaving the rest of the screen black; and so on. The game knows which target is hit, if any, by which frame is currently being shown when a light shift is detected.
Interestingly, if you read over the patent for the NES Zapper Gun, one of the main features they point out which separates their gun from previously patented light detecting guns is that in the “preferred embodiment” of their system, it has the ability to distinguish between multiple targets in one frame. However, that’s not actually what they did in the NES system as noted.
In contrast, in a “one frame” system, it uses a signal from the TV itself. This signal is in the form of pulses which signify the start of the horizontal and vertical retracing. The computer hooked up to the TV can use these pulses to more or less tell what area is currently being traced on the TV; it can then time this with a shift in light detected by the photodiode. Thus, with precise enough timing, it is able to detect which target is being hit in just one frame.
With this method, the flash can happen fast enough that it’s nearly imperceptible to most people, unlike in the actual NES system where when multiple targets are shown, most people can perceive the flash. The NES system did use the vertical retrace signal to be able to detect the start of each frame though, but didn’t use it to detect anything about the position of the target as in the “preferred embodiment” described in the patent.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
A recent decision by the Secretary of the Army, Mark Esper, has been met with universal praise: No more stupid, mandatory training programs!
In fairness to the now-defunct online classes, yes, Soldiers should be aware of the risks inherent in traveling, the dangers of misusing social media, and that human trafficking is still a concern in 2018. But did the process of taking a four-day pass really need to include a mandatory class about why seat belts are important? Probably not.
(Photo by Airman 1st Class Joshua Magbanua)
In his April 13th, 2018, memo, Secretary Mark Esper wrote,
“Mandatory training will not have a prescribed duration for conducting the training. All mandatory training must have alternative methods of delivery which do not require the use of an automated system or project system.”
To be clear, his decision is not cancelling all military training — that’d be ridiculous. It’s just stopping the online classes that are, essentially, glorified PowerPoint presentations. These are the classes that need to get done just so a box is checked, regardless of whether a troop actually learned the lesson or not.
(Photo by Sgt. Ashland Ferguson)
So, let’s break this down to a boots-on-ground level for a regular private first class trying to see his or her family over leave. According to older standards, the Soldier would have to log on the website, click “Next” repeatedly until they reach the end, and hope they can get at least a 60% on the final quiz.
Now, the responsibility is back in the hands of the NCOs. If a sergeant feels the need to break down, Barney-style, why a wearing a seat belt reduces crash-related injuries and deaths by about half, then it’s on them. If they don’t feel the need to re-explain obvious traffic laws, they can instead spend the two hours that would otherwise been used on clicking “Next” for, you know, actual military training.