Fleet Admiral Ernest King was one of the greatest military minds of his generation, rising to command the entire Navy fleet after the attacks on Pearl Harbor and ensuring that every theater of the war had its needed material, manpower, and great thinkers throughout World War II.
Fleet Admiral Ernest J. King, U. S. Navy, arrives at his quarters and salutes a soldier during the Potsdam Conference in 1945.
(U.S. National Archives and Records Administration)
Let’s start with his buddyf*ckery that actually affected the war. As mentioned above, King had an issue with the intelligence genius behind the Navy’s Midway success.
The problem came during the buildup to the battle. King’s staff briefed him that the most likely Japanese course of action was an attack on the U.S. West Coast and the Aleutian Islands of Alaska. Admiral Chester Nimitz’s staff intercepted and decoded Japanese radio transmissions that indicated an attack near Midway Island.
Both intelligence sections were actually correct. The Japanese did attack the Aleutian Islands in June, 1942, and occupy a few of them, but it was a relatively small and inconsequential action next to the massive attack at Midway that same week.
Captain Joseph J. Rochefort led the team that cracked Japan’s naval code, then prioritized which messages to translate first, and then took the collected information to paint a clear picture of the coming attack at Midway in 1942. He was rewarded by being shipped off to pasture.
Nimitz pressured King into giving him the needed ships for a defense at Midway, staged one of the most decisive engagements of the war, crippled the Japanese Navy, and then put in the top intelligence officer for a Distinguished Service Medal.
Seems well-earned, right? Captain Joseph J. Rochefort had led the team that cracked the Japanese code, then used intelligence garnered from that break to prepare the fleet for a decisive engagement that led to a massive American victory.
King didn’t think so. He summarily denied the award and then transferred Rochefort out of Nimitz’s staff and into a lesser position even though Nimitz begged him not to.
The Japanese ship Mikuma slowly sinks during the Battle of Midway in 1942.
But King didn’t limit his Blue Falcon practices to the official realm. He also slept with the wives of his subordinates, and often sexually harassed them. Women knew not to sit next to him at official functions because he had a tendency to let his hands wander under the table.
One officer, Captain Paul Pihl, was friends with King. He and his wife, Charlotte Pihl, would regularly attend parties with him. King reportedly held his own parties with Charlotte, going to the Pihls’ farmhouse when Paul was away at sea. This happened so frequently that King’s wife, Mattie, knew to call the Pihl house if she couldn’t find her husband at the office.
But most subordinate officers were more familiar and resentful of King’s notoriety for enforcing the rules against his own subordinates while violating them himself. While there are plenty of examples of this from ship life and day-to-day operations, it’s perhaps most notable in King’s drinking.
King was in the service during Prohibition, and he encouraged officers around and beneath him to strictly follow the rules, except when he wanted to get drunk. He was known to carry a flask with him and doled out drinks with it when he wanted to party, even if he was pouring for people whom he would otherwise punish for drinking.
He even encouraged the commandant of his flight school to enforce prohibition against enlisted men and young officers while simultaneously joining an officers club known for its rancorous and alcohol-fueled parties.
All-in-all, not the best example or steadiest hand at the wheel.
Admiral Ernest King onboard the USS Augusta (CA-31) with Secretary of the Navy Frank Knox during a visit to Bermuda in September 1941.
That’s because, for his many flaws, he was also a brilliant tactician, strategist, and organizer. He predicted the rise of submarine warfare and naval aviation, attending and graduating both Navy schools, while the rest of his contemporaries were focused on battleships.
And he was known for doing what needed to be done, even if he was a jerk while doing so. When he was promoted to Chief of Naval operations over eight more senior admirals after Pearl Harbor. Legend has it that a reporter asked why he thought President Franklin D. Roosevelt had picked him, and King responded, “when the shooting starts, they have to send for the sons of bitches.”
As Roosevelt might have put it, “He’s a SOB, but he’s our SOB.”
John Paul Jones is “the father of the American Navy,” as a result of his decisive victories from 1776 to 1779 and how he laid the groundwork for the American Navy. But, he also served the governments of Britain and Russia.
John Paul was the son of a gardner, born in Scotland in 1747. In 1760, he was apprenticed to a captain of a British merchant ship. For the next 13 years, he served the Crown and private industry well, even though he may have abandoned a position as first mate on a ship after he became fed up with the slave trade.
In 1773, he was in command of the John, a trading brig, when he was attacked by by two sailors who wanted their wages early. Paul killed one of the men in the ensuing scuffle and ran to the American colonies out of the fear of facing an unfair prosecution.
There, he took the name John Paul Jones and sympathized with the rebellion that was taking root. When the war began in 1775, he joined the Continental Navy and was assigned to the Alfred as the first mate before being promoted to commander of the Providence.
As a commander, he was ordered to attack the British in European waters. He had a number of successful cruises, including one where he captured 16 British ships as prizes. After commanding the Providence, Ranger, and the Alfred, he got his own 40-gun ship, the Bonhomme Richard.
In 1779, Jones fought an epic battle against the British. From his flagship, he led three more American ships against the HMS Serapis and the HMS Countess of Scarborough.
Most of the action took place on the flagships after the Bonhomme Richard rammed the Serapis and they became locked together. Jones’ Marines fired on the British decks for hours, clearing them as cannon crews in both ships fired on each other from point blank range.
Jones fought as a rear admiral against the Turks in the 1787-1792 Russo-Turkish War. The Russians were ultimately victorious in the but Jones returned to France in 1790 while the two sides were still fighting.
It was there in Paris where he died in his bed two years later. He was buried in a Parisian graveyard where he remained until 1905 when he was transferred to the U.S. by four cruisers dispatched by President Theodore Roosevelt for that purpose. He was interred in the U.S. Naval Academy Chapel in 1913.
Ching Shih was born around 1775 in China and became a prostitute in Canton, a province in southwest China, before marrying a pirate leader, taking over his fleet, and growing it until it was able to destroy a combined fleet of Chinese, British, and Portuguese navy ships as well as Dutch mercenary vessels.
Then she accepted amnesty from the Chinese government and walked away with her ill-gotten fortune and a title as Chinese nobility.
Ching attracted the eye of Zheng Yi Sao — a pirate leader with a fleet of a few hundred ships — when she was 26 years old and working as a prostitute. Zheng became smitten with her and either proposed to her in the brothel or ordered her abducted in a raid. (Both stories have been passed forward in the years since the incident.)
Either way, Ching agreed to marriage with a couple of specific requirements, the most important one being that she gain some control over the fleet and a share of its profits.
For the next six years, Ching and Zheng managed the “Red Flag Fleet” together. But Zheng died in a tsunami, leaving Ching in the dangerous position of being a woman atop 600 ships and their crews of outlaws.
Ching focused on the business dealings of the fleet and Chang led the troops in combat. They employed shallow-bottomed boats that attacked coastal villages and conducted raids in rivers while larger junks, the premiere war-fighting and commerce ship in the area at the time, raided merchant shipping and fought the Chinese navy.
The really revolutionary part of their partnership was Ching’s economic foresight. She extorted protection payments on a larger scale than most others and she formed a network of farmers, fisherman, and spies to keep the fleet well supplied and informed. Eventually, Ching took over control of the entire Red Flag Fleet from Chang.
This massive force posed a serious threat to the Qing dynasty, which ordered a fleet constructed to destroy the pirates. Instead, Ching led the combined fleets out and easily dispatched the government forces.
Ching even captured about 63 of the Chinese ships, more than she lost of her own vessels, and pressed most of the crews into service with her own forces. She won the battle so hard, she came out of it with more forces than when she started.
Unsurprisingly, the emperor took his loss personally and ordered the Chinese navy to challenge her fleet. He enlisted the aid of the British and Portuguese navies in the effort and hired Dutch mercenaries to assist.
For the next two years, Ching’s fleets fought their way through the enemy forces, still gaining power and loot despite the ships arrayed against them.
But the writing was on the wall. The dangerous business would have to end sooner or later, and Ching wanted her and her pirates well set up for it. Some articles on Ching also point to a conflict between the Red and Black Fleets for what happened next.
The emperor offered an amnesty to draw away many of the pirates working in his territory, and Ching herself took him up on it. But, like when she married Zheng, she required a few additional incentives.
First, nearly all of her workers, from the pirates who engaged in combat to the farmers who supplied them, were to get off without punishment. Second, the government had to provide money to help the pirates transition to shore life.
Third, Ching was to receive a title in the Chinese nobility.
The government caved, and Ching got her list. At the young age of 35, only nine years after escaping a brothel in Canton, Ching was made a member of the nobility and sat on a massive fortune. She opened a gambling house and brothel in China and settled into a semi-quiet retirement.
There are all kinds of strange ways to light up a cigarette, from blowtorches to magnifying glasses. But few people on Earth have ever used as bizarre or overkill a method as devised by a Cold War physicist: the explosion of a nuclear bomb.
On Aug. 18, 2019, a thread from Reddit’s popular “r/TodayILearned” community mentioned the story of how the theoretical physicist Ted Taylor used the blinding flash of an atomic explosion to light a cigarette in 1952.
Records of “atomic cigarette lighter” events aren’t exactly robust, but it appears Taylor was the first to come up with the idea. That’s according to the author Richard L. Miller, whose 1986 book “Under the Cloud: The Decades of Nuclear Testing” chronicled the event in detail.
Taylor apparently lit his cigarette during Operation Tumbler-Snapper, which was a series of test blasts orchestrated by the US military at the Nevada Test Site. The operation happened in the throes of the Korean War — a conflict in which President Harry S. Truman considered dropping the bomb (again).
Government officials code-named the test explosion or shot in question “George” because it was the seventh in a series (and “G” is the seventh letter of the alphabet). Its purpose wasn’t to light up a smoke, of course: Military researchers placed a roughly 3,000-pound nuclear-bomb design, known as the Mark 5, atop a 300-foot-tall tower in part to try out a new blast-triggering technology, according to the Nuclear Weapons Archive.
The day before the test shot, Taylor apparently found a spare parabolic (cup-shaped) mirror, according to Miller’s book, and set it up in a control building ahead of time. Taylor knew exactly where to place the mirror so that it’d gather light from the test explosion, which would release gobs of thermal energy, and focus it on a particular spot.
Next, Taylor hung a Pall Mall cigarette on a wire so that its tip would float directly in front of the focused light beam. The arrangement wasn’t too different in principle from holding out a magnifying glass to concentrate sunlight on a piece of paper and light it on fire.
On June 1, 1952, Taylor and other weapons experts huddled into the bunkerlike control building near Area 3 of the Yucca Flats weapons test basin in Nevada. Then they set off the bomb.
“In a second or so the concentrated, focused light from the weapon ignited the tip of the cigarette. He had made the world’s first atomic cigarette lighter,” Miller wrote of Taylor’s setup.
‘It is a form of patting the bomb’
Taylor’s nuclear-age antics likely did not stop with him.
Martin Pfeiffer, an anthropologist who researches humanity’s relationship with nuclear weapons (and who frequently forces the release of documents related to the bomb), tweeted that a 1955 Department of Defense film appears to show the concept in action.
About 19 minutes into the half-hour movie, titled “Operation Teapot Military Effects Studies,” a narrator describes how parabolic mirrors were used to concentrate the light-based energy from nuclear explosions on samples of ceramics.
In the clip, a person’s hand holds the tip of a cigarette in a beam of focused light, causing it to smoke and ignite:
Although this looks like another cigarette being lit by a nuclear weapon, that’s unlikely.
There’s no blinding flash — a telltale effect of a nuclear explosion — and the length of time the light beam stays on-screen is far too long as well. The person being filmed probably just held out his cigarette for the videographer so as to demonstrate the concept of a parabolic mirror focusing would-be bomb energy.
Still, it’s not hard to imagine the story of Taylor’s feat spreading among his colleagues over many years and hundreds of above-ground US nuclear test shots. A few others probably tried it themselves.
In any case, Pfeiffer isn’t enamored by such stunts.
“Lighting a cigarette with a nuclear weapon … is at least in part an effort of domestication of nuclear weapons through a performance articulating it to a most quotidian act of cigarette lighting,” he tweeted. “It is a form of patting the bomb.”
That is to say: The act risks trivializing nuclear weapons, which can and have inflicted mass death and destruction. The 1945 US nuclear bombings of Hiroshima and Nagasaki in Japan, for example, led to approximately 150,000 casualties, and decades of suffering for many who survived the attacks.
Today, above-ground nuclear testing is mostly banned worldwide, since it can spread radioactive fallout, mess with electronics, be mistaken for an act of war, and more. But US-Russia relations have deteriorated to the point that each nation is racing to develop and test new nuclear armaments.
The Comprehensive Nuclear-Test-Ban Treaty, or CTBT, endeavors to ban nuclear explosions “by everyone, everywhere: on the Earth’s surface, in the atmosphere, underwater, and underground.” Russia has signed and ratified the treaty, but eight other nations have yet to complete both steps and bring it into effect.
The US signed on to the CTBT in 1996, but Congress has yet to ratify the nation’s participation in the agreement. There are also nearly15,000 nuclear weapons in existence today, which means the atomic-cigarette-lighter trick could, almost certainly for worse, be tried again.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
In the firearms community, people are either Glock haters or Glock lovers. Whichever camp you belong to, the popularity and reputation of the Glock platform cannot be denied. Since its adoption by the Austrian Army as the P80 in 1982, Glock pistols have been issued to the armed forces, security agencies and law enforcement organizations of over 48 countries, including the FBI and U.S. Navy SEALs. Today, you can now buy a reissue of the Glock that started it all: the P80.
An FBI Special Agent takes aim with a Glock 19M (FBI)
Since WWII, the Austrian Army’s standard-issue sidearm has been the Walther P38. Though it was an important pistol from an engineering standpoint, having introduced technical features that ended up in the Beretta 92/M9, antiquated features like its 8-round magazine led the Austrian Army to solicit a new pistol in 1980. Among the Army’s 17 criteria, they required that the new pistol be self-loading, chambered in 9x19mm Parabellum, secure from accidental discharge, and use magazines that did not require any means of assistance for loading.
Engineer and company founder, Gaston Glock, had extensive experience with advanced synthetic polymers, but no experience with firearm design or manufacturing. When he heard about the Army’s planned procurement in 1982, he assembled a team of leading handgun experts including military, police, and civilian shooters from around Europe to develop a revolutionary new handgun. Less than three months later, Glock had a working prototype. Incorporating Glock’s expertise in synthetic polymers, the new pistol made extensive use of synthetic materials and modern manufacturing processes that made it very cost-effective.
Austrian soldiers train with modern Glock pistols (Bundesheer)
Though the pistol held 17 rounds and conformed to the Army’s 17 criteria, it was called the Glock 17 because it was the 17th patent procured by the company. Several samples were submitted to the Austrian Army for testing. After an intense and abusive assessment, Glock was declared to be the winner of the competition, beating out pistols like the Heckler Koch P7, Sig Sauer P226, Beretta 92, and the FN Browning Hi-Power. The Glock 17 would be a new sidearm for both the Austrian military and police. It was designated as the P80 and an initial order of 25,000 pistols was placed.
Today, these initial Glock 17/P80 models are known as Gen 1 Glocks. They are most easily recognized by their pebble finish grips which wrap all the way around. The first Glock 17s were imported into the United States in 1986 and were shipped and sold in plastic boxes which are often referred to as “Tupperware” boxes.
The P80 reissue in the iconic “Tupperware” box (Lipsey’s Guns)
Original Gen 1 Glocks are few and far between on the used market and fetch top dollar; priced more like collectibles than shooter guns. In order to satisfy consumers, companies have released aftermarket P80 kits that allow shooters to build replicas of the original Glock that they can take to the range without fear of ruining their investment. Noticing this demand in the market, firearms distributor Lipsey’s Guns reached out to Glock to do a collaboration and bring the original P80 back to the market.
This reissue of the venerable P80 incorporates both original features and styling along with modern shooting luxuries to provide consumers with an authentic and shootable pistol. Like the original P80, the reissue utilizes a non-railed frame free of finger grooves. It also features the iconic pebble grain texturing that wraps all the way around the grip. Lipsey’s worked with Glock to recreate the Gen 1 single pin frame, smooth trigger, and original flat extractor. Though the reissue incorporates the original P80 markings in the same font from 1982, they were unable to acquire the licensing to apply the Austrian Army markings to the pistol. Also unlike the original P80, the reissue comes with a magazine that drops free from the gun, a feature that makes the reissue more shootable than the original. The pistol also comes in the classic “Tupperware” box which sits in a commemorative overbox along with a certificate of authenticity from Glock.
The commemorative overbox that holds the “Tupperware” box (Lipsey’s Guns)
“I have always wanted to do a retro Glock pistol,” said Lipsey’s Project Development Manager Jason Cloessner. “Glock took painstaking measures to recreate the original frames and packaging to make this P80 edition as close to the original as we could get. Not only is this edition a great shooter, but it also helps tell the amazing story of how Glock came to be.” The P80 reissue carries an MSRP of 9. Compared to the MSRP of 9 for a modern Glock 17 Gen 5, the reissue allows shooters to own a P80 at the cost of a regular Glock. Though production of the first wave of P80 reissues is limited, Lipsey’s has announced that the P80 itself will not be a limited edition and that more waves of stock will follow in the future.
We greet superior officers, pay homage to the American flag, and show respect to fallen comrades by rendering the powerful, non-verbal gesture known as the hand salute.
Though there’s no real written record of how or where the worldwide tradition started, saluting dates back in history to a time when troops would raise their right hand (their weapon hand) as a signal of friendship.
Today, recruits learn how to properly hand salute in boot camp and demonstrate the act countless times before heading out to active service. After a while, muscle memory kicks in and the gesture becomes second nature. But many civilians use the salute as a form of celebration — and they get it so, so wrong.
Natapixie asks: Has a non-pilot passenger ever managed to land an airplane?
A common Hollywood trope when dealing with commercial airline-centric plots is inevitably at some point the pilot or pilots will become incapacitated and the lead character, who may or may not have any piloting experience, will be forced to take over, lest they die a fiery death when gravity decides to establish dominance. But has this scenario ever actually played out in real life? And what is the likelihood a passenger with limited to no formal pilot training could actually land a commercial airliner safely if they were being talked through it as is often depicted in movies?
To begin with, as to the first question, when talking large commercial aircraft, yes, a passenger of sorts did once and only once, take over for the incapacitated pilots. This occurred aboard the Helios Airways Flight 522 in 2005. So how did both pilots become incapacitated and what happened after?
In a nutshell, the cabin pressurization switch was set to manual, instead of automatic, and the pilots, who had over 20,000 hours of flight experience combined, didn’t realize there was an issue despite this being something that they should have noticed if they’d done their checklists properly. Later the system alerted them to the pressurization issue as they climbed, but the warnings were misinterpreted. Next, the oxygen masks automatically deployed for passengers at around 18,000 ft, something the pilots were seemingly unaware of. This is curious as when the masks deployed the passengers and the rest of the crew would have put theirs on. When the crew observed the pilots still having the plane climb after this event instead of descending immediately (noteworthy here is the passenger oxygen supplies only last 15 minutes or so), they should have attempted to at the least bang on the locked security door, if the lead flight crew member who had the code to open it was incapacitated or otherwise unable to remember it to get in.
As to why they didn’t do this or if they did and the pilots were simply too out of it for any banging to register, this isn’t known. On that note, at one point the ground engineer who had switched the pressurization to manual during some maintanence before the flight asked the pilot when issues were reported if the pressurization setting was on Auto. The captain at this stage was already a little too far gone mentally from lack of oxygen, and ignored the question. Given his radio communication stopped shortly thereafter when he simply commented about trying to locate some circuit breakers in response, it is presumed he succumbed mere seconds after the question was asked. Had he registered the question an looked, then simply turned the little knob, all would have fixed itself in short order.
Ultimately one of the flight attendants, Andreas Prodromou, did take over flying the plane. There was a problem though. It would seem from the investigation that he had difficulty getting access to the cabin, seemingly only doing so after a couple hours of the plane flying itself and a plane full of passed out people, which we imagine must have been incredibly terrifying for Prodromou on many levels.
So how did it turn out?
Tragically, this ended with the plane crashing and all 121 people aboard killed. Prodromou was actually a pilot himself, though as far as we could tell without any professional experience and certainly not in a Boeing 737. As to why he wasn’t able to bring the plane back down, he wasn’t really given a fair chance in this case. It seems as if moments after he finally got into the cabin, one of the engines ran out of fuel, and then not long after the other died too. Even an extremely experienced pilot in that plane would have had low odds in this case unless in glide range of a suitable airport.
And that’s it. In the over a century old history of commercial aviation, that is the only time we could find that a passenger has had to take over completely in a large commercial airliner. That said, moving on to much smaller planes, it turns out while rare, this sort of thing has actually occurred many times, even in some commercial scenarios.
Perhaps the most notable case of this was when none other than Mr. Bean (aka Rowan Atkinson) chartered a flight for he, his wife, and two children in Kenya in 2001. The aircraft was a little six seat Cessna. Unfortunately for the Atkinson family, at a certain point the pilot lost consciousness. Doing his best not to mimic his clumsy alter ego, Atkinson took over flying the plane. Thankfully for him and his family, they were eventually able to revive the pilot, reportedly after Atkinson slapped him several times. Said pilot then landed the plane without incident.
Moving on from there, perhaps our personal favorite case of a chartered flight resulting in a passenger having to take over is the case of one Doug White, who is a bit of a legend.
In this case, White had chartered the plane to transport himself, his wife, and two daughters. He did have his private pilot’s license, but flying a small Cessna 172 many years before. He didn’t fly much after up until the weeks leading up to the event itself, when he decided to take the hobby back up. Unfortunately for him, in this case rather than finding himself having to fly a nice little trainer plane like the Cessna 172, he was sitting in a twin engine, turbo prop Beachcraft Super King-Air, which seats up to 10, cruises at near 300 mph, and otherwise makes the Cessna 172 look like a child’s toy.
So what happened? During the takeoff phase of the flight, the pilot, Joe Cabuk, randomly slumped over dead, as White describe, “I looked over and his chin was on his chest… He made a loud, guttural sound, kind of a groan, and his eyes rolled back, and his hands never left his lap. It was quick, it was sudden, and it was final.”
Luckily for the four other souls aboard Cabuk did engage the autopilot directly before his own soul left his body so there was time for assessment of the situation.
Knowing how to use the radio, White contacted Air Traffic Control (ATC) and declared an emergency- the go-to thing to do in this scenario. In a nutshell, this basically means from that point on you can do more or less whatever you want in your attempt to get safely back on the ground and ATC is at your beck and call to help out in any way they can, diverting any other planes as needed, providing you any information they can, getting ground emergency personnel nearby where you’re going to attempt to land, and otherwise organizing help in any way possible. Though it is noteworthy here that most ATC personnel are not pilots themselves, and so there is sometimes a delay getting anyone who actually knows how to fly a plane on the line.
On that note, while the initial ATC contact White found himself talking to wasn’t terribly helpful, they eventually got an ATC employee, Lisa Grimm, who was a pilot herself and would go on to be an absolute superstar during the event, helping White to get the aircraft under control and otherwise helping keep him calm.
Later they were able to track down a King Air pilot, Kari Sorenson, to help with the specifics on how to land the thing. During the whole ordeal, beyond having to figure out how to fly and land the plane, White also had a bit of a worry of the dead pilot potentially slumping over the controls at an inopportune moment. But efforts by he and his wife to remove said body from the pilot seat were unsuccessful, so they simply cinched the seatbelt as tight as they could and hoped that would be good enough.
We’ll spare you most of the details, as they are best just gone and listened to, other than to mention our favorite part in which ATC asked Doug “Are you using AutoPilot or are you flying the plane?” and he responded with a thick country drawl, “Me an’ the good lord are hand flying this…” Classic Doug.
Another great line during the final moment before touchdown ATC told White, “Looks good from here, good job.” To which White calmly responded in his best impression of John Wayne, “It ain’t over til’ it’s over friend…”
Remarkably, with a lot of help from his angels on the ground, White was able to land the plane not only safely, but in pilot speak he “greased the landing”, meaning it was a rather gentle and uneventful touchdown and pretty much right on center-line to boot.
Said the aforementioned Sorenson who was in the background telling ATC what to tell White, “I don’t think you could have made the plane more complex or the pilot less experienced and have had a successful landing.”
When all was said and done and he was later interviewed about how he kept so calm through the ordeal, White simply said in his thick drawl, “There were buzzers, amber lights, horns: It was like a circus. The only thing I was concentrating on was keeping the airspeed up and the wings level. You know, just fly the plane… You just focus your fear and go into a zone… There’s no time to chit-chat, or lock up. Just ‘git er done.’… If you’re gonna die, at least die trying not to…”
We’re pretty sure that last line needs to go on a t-shirt pronto.
Moving on from there to some people with zero flight experience who successfully “got ‘er done”, we have one Henry George Anhalt who was aboard a small Piper Cherokee 6 (as you might expect from that, a six seat plane) with his wife and three sons when the 36 year old pilot, Kristopher Pearce, died. The plane at the time was low on fuel, but thankfully only about ten minutes from their destination of Winter Haven airport in Florida. Shortly after the pilot slumped over, Anhalt keyed the radio and asked for help.
Said Anhalt after taking the controls, “I kept my mind on flying the plane on a course for Winter Haven. I started calling, ‘Mayday!’ over and over and kept praying for Kris to revive. We made it to the airport, but we still hadn’t heard from anybody. I started circling. Becky was hollering that I was going too steep, so I made wider circles. Then I noticed that the fuel was low in the tank we were on. I tried switching to the full tank, but the engine would sputter, and I’d put it back to the nearly empty tank. Finally, somebody gets on the frequency and says, ‘Are you the Mayday?’ ‘Yes, my pilot passed out,’ I said. ‘We’re over the Winter Haven airport.’ Then another pilot came on and said, ‘We’re close by. We’ll be over to help.'”
The person who answered the call was flight instructor Dan McCullough who was giving a flight lesson at the time. After calming Anhalt down, he gave him his first flight lesson and being a bit of a gentlemen, didn’t even charge him.
Said McCullough later, “We flew down closer and got him lined up on a real good glide path to the runway. You can get anybody over the numbers on the ground, but it’s that last five feet that’s tricky. I asked him to fly around the airport a bit to get more used to the aircraft. … The only real disadvantage I had over any other time I’ve done it is I couldn’t actually been in the airplane with him… I just gave him directions how to get it over the runway and then to cut the engine. I had to keep him level. If he came in too steep, he’d dive into the ground. If he came in too far back, he’d stall.”
In the end, Anhalt was able to get it down, stating, “I had the flaps—or whatever they’re called—up, and I idled the speed down. After that, it happened real quick.”
His wife added, “We bumped twice on the ground and veered a few feet into the grass.”
And if you’re wondering, as this is often asked in these situations, at least in this case, yes- the flight instructor Dan McCullough was happy to endorse the flight and landing as Anhalt’s first solo in a logbook, if Anhalt wanted to get one.
Moving on from there we have one of the more notable cases of a person with zero pilot experience flying in one of the aforementioned Cessna 172s in 2013. The passenger, a then 77 year old John Wildey, had been a member of the Royal Air Force for 24 years, but not as a pilot.
In short, he and his friend, who went unnamed in the reports, were up flying around as they frequently did, when his friend turned to him and, to quote Wildey, “He said he was sick and asked me to take care of the aircraft controls… He set the controls and put me on the right path. Then he was unwell again, completely unresponsive. I called his name but he didn’t answer.”
As flying such a plane, in terms of keeping it straight and level, isn’t actually that terribly difficult, in fact, if the plane is properly trimmed as it apparently was, it should mostly fly itself straight and level without touching the controls at all, there was no real immediate danger.
Thus, he simply held things steady and, being familiar with at least how to queue the radio, did so. And if you’re curious about this, we have more on how to do that in the Bonus Facts later.
What Wildey also had going for him was that a plane like the Cessna 172 is built as a trainer plane and thus is extremely forgiving of bad landings and relatively easy to fly. But you do have to be able to get it over the runway pretty close to the ground before powering back the engine, and then as the plane sinks hold the nose off as best you can to land on the two rear wheels, while trying to time it so you’re extremely close to the ground when you reach stall speed- aka the speed at which the plane will stop flying and more or less fall with style.
In this case, an RAF helicopter was sent to guide Wildey to the airport, and then in the meantime he was being talked through the whole thing by one Roy Murray, chief flight instructor at Frank Morgan Flying School. Wildey ended up making 3 attempts to land the plane and each time failed in a good approach and was instructed to go to full power, climb back up, and try again. Remarkably, he executed reasonably good go-arounds each time without crashing.
On the fourth attempt, he committed and while it wasn’t what anyone would call a pretty landing, it was one in which not only he, but the plane walked away mostly unscathed save apparently some sparks at one point on touch down. Wildey would later describe:
I know you bring back the controls but I didn’t bring them back hard enough. So really I was sort of nose down rather than anything else… Then we touched and there was a right bump – two or three bumps. I suppose it was a controlled crash really. But I just couldn’t get the brakes because I couldn’t reach them. I managed to get them in the end. But then we sort of went off the runway and all I could see was this runway indicator wall coming towards me and I thought: “I am not going to do it”. But we managed to stop in the end. I’m a lucky bloke…
Sadly, his friend was later pronounced dead at the hospital.
In yet another case of someone with no experience, a student pilot from Australia, Max Sylvester, up on his first lesson in August of 2019 in a small two seat Cessna 152 was about an hour into it when his instructor, Robert Mollard, passed out and slumped over on to him in the cramped aircraft. Ultimately while being talked through it, he successfully executed his first ever landing without incident and actually from his cockpit footage almost dead on center-line and reasonable gentle touch down all things considered. His instructor, as far as we could find, later recovered from whatever happened to him.
Trainee pilot lands aircraft with instructor passed out on his shoulder | ABC News
Moving on from the sighted among us, we have the case of a legally blind person managing to successfully land a plane…
It helped that he, Charles Law, was a former pilot. Law’s flying days had long since been over as he at this point in his life had 20-200 vision in one eye and 20-400 in the other. He was tasked with one more landing when his pilot friend, an 80 year old Harry Stiteler, passed out on approach to the runway.
Said Law as he came in for the landing, all I could see were “the airport thresholds (white markings)… I just aimed for that… We bounced a little hard and it was a little squirrely, and I guess I was a little crooked. But I thought it was a very good landing.”
Unfortunately, despite landing the plane almost immediately after Stiteler passed out, medical personnel were never able to revive him.
On the other end of things, there are many incidents where the passenger was unable to land the plane and all aboard were killed, but we are choosing to go ahead and omit any specific examples as nobody wants to hear about that. We mentioned it, however, just so you don’t get the false impression that this is somehow super easy to do.
Moving back to the big boy planes, one of the reasons, outside of one exception, this just isn’t a thing is because in many regions of the world, it’s usually required that there be two trained pilots aboard in such airliners. Further, in most countries, said pilots are subjected to extremely rigorous and regular medical checkups, far more so than the already reasonably strict requirements for non-commercial pilots.
Thus, it’s just not terribly likely that something would happen to take out both pilots and leave some passengers still able to do anything. In fact, even when talking just one pilot, according to a study done by the Australian Transport Safety Board, incidents of a pilot on commercial aircraft becoming unable to continue with their duties only occurred in about 1 in every 34,000 flights. While that might seem high to you, in most of these cases, there was nothing seriously wrong with the pilot in question. For example, a full half of these incidents were, to put it bluntly, diarrhea related. We’re guessing if there wasn’t a backup pilot, said pilots in these incidents would choose to poop their pants rather than let the plane crash.
So what happens when one pilot is taken out more seriously in these scenarios? While you and your 1000 hours of flight training on Microsoft Flight Simulator might now be thinking “This is what we’ve trained for…”, waiting for that momentous announcement over the intercom requesting anyone with flight experience to come help out, this is not actually what would likely occur. In many cases, the remaining pilot will simply request one of the crew aboard to come sit in the unoccupied seat, perhaps reading through a checklist for them, or if they have some experience doing a little more. This is something we found a handful of otherwise uneventful cases in our searching, with the passengers rarely ever informed there was an issue.
That said, as stated by a former pilot at US Airways, “There are thousands of commercial certified pilots who do not fly for the airlines. So having a commercial pilot on board would not be that uncommon… They can handle the radios, they understand the terminology, they can help prepare the airplane for landing, offloading [responsibilities from] the pilot…”
On that note, we did find one instance during a United Airlines flight when Air Force Captain Mike Gongol was requested to come help out when the captain of that flight had a heart attack. In this case, the flight attendants first requested that any doctor aboard please make themselves known. They later asked if any pilots aboard would push their call button to make themselves known- a sequence of requests not exactly geared towards keeping passengers worry free.
As for Gongol, while he had never flown that particular aircraft, a Boeing 737, his extensive flight experience, including mainly flying a B-1B Lancer Bomber at the time, made him an ideal candidate to come help take a little of the workload off the first officer who was tasked with actually flying the plane in this instance. He later stated she mostly just had him take over the radio communication, which he was well skilled at. We’re guessing had she become incapacitated too, Gongol probably had a high probability of being the first ever passenger to successfully land a commercial airliner. But of course, said first officer had little trouble getting the plane down safely, being herself extremely well trained and all.
But this all does make you wonder, outside of our sample-size of one where the circumstances were stacked against him, in the more general case, how likely is it that a random passenger could land a large commercial airplane if they were being talked through it?
First, if literally zero experience flying a plane or using a really good flight simulator, basically no chance. The problem here is that you do need to actually know how to call someone for help on the radio. And with the myriad of buttons and switches all over, it’s unlikely a random person could figure that out, unless they keep reading to our Bonus Facts section.
That said, pro-tip, if you’re under about 10K ft and in a reasonably populated area, your cell phone will probably work just fine as a way to call for help that could then eventually potentially end up telling you how to operate the plane’s radio. Of course, most commercial airliners don’t spend much time under 10K feet, so odds are you’ll be much higher than that, and if lower, probably in a critical phase of flight meaning there’s no way you’re getting up to the cockpit to help out in time anyway unless they’ve set the autopilot pretty quickly after takeoff. And even then, a noteworthy thing, as tragically the aforementioned Andreas Prodromou demonstrated, is getting into the cockpit in today’s large commercial aircraft in flight is easier said than done if the pilots are both incapacitated and a crew member who knows the code isn’t available. So good luck with that.
But in this increasingly unlikely scenario, if the autopilot was engaged giving you time to work with, and you could get into the cockpit, and then figure out how to use the radio, from there, you might have a chance. But not because you could actually land the plane. The odds of that are basically zero if you have no flight experience and pretty slim even if you do unless you have some training in that or a similar aircraft. The reason you might actually have a fighting chance if you can establish communication with someone on the ground is that most large commercial planes are perfectly capable of landing themselves if you know how to setup the system and then help the system along appropriately.
On that note, if you’d like to see a commercial pilot with a rather excellent YouTube channel walk you through how to do this in a professional level simulator, do go check out MentourPilot’s crash course in the topic titled “How You Can Land a Passenger Airplane- 12 Steps” And, hey, you could always use the airplane WiFi to watch it in-flight…
Finally, if you’re now wondering if any small aircraft have a similar auto-land system, turns out yes some do, the best of which, which is actually superior to the large plane auto-land systems in some ways, is Garmin’s recently launched Autonomi system which is soon rolling out in the approximately million Cirrus Vision Jet under the name Cirrus’ Safe Return system, and will likewise soon be found in the million Piper M600 SLS.
This system is idiot proof and requires only about one sentence of training, which even a three year old could execute. And, truthfully, you’d probably want to tell a 3 year old NOT to do it in most cases, as left to their own devices they’re sure to activate the system on their own randomly. That sentence of training is simply, “Push this big red button.” That’s it.
From there, the system will take over flying, analyze the weather, your fuel, state of the plane, potential terrain in your path, etc, as well as declare an emergency with ATC, and continually update ATC on what it’s doing and its intentions. It will at the same time inform the passengers audibly and on the screen what they should be doing- strap in, enjoy the ride, and don’t touch anything. It will also politely inform the passengers where it’s taking them and when it will be landing.
From there the plane will fly to the destination airport, which will be picked among the safest options within range of your fuel supply. It will then land itself, which in the demos we’ve watched, does a shockingly good job at it, with the worst that can be said is that in one random Piper M600 demo, it was slightly off center line, but otherwise well on the runway and a very gentle landing.
Once down, the system will shut down the engines and inform the passengers when it is safe to exit. Presumably in the coming decade or two this system will rapidly find its way into most smaller aircraft making the stories of passengers taking over for a pilot markedly less dramatic. “I pushed the big red button,” doesn’t have quite the same newsworthy appeal as “Me an’ the good lord are hand flying this…”
If you’re wondering, reportedly approximately 1% of commercial airliner landings are done with auto-land, though in most cases pilots prefer to do it themselves as, among other reasons, auto-land isn’t awesome when there is much wind, particularly if it’s of the gusty variety. The cases where it might be the preferred option for the pros is in scenarios like virtually no wind where visibility is extremely poor, such as in thick fog. In this case, the pilot may deem it safer to allow the auto-land to do its thing while they closely monitor it.
Going back to how to queue up the radio in an aircraft, whether big or small, you can usually do this via putting the headphones on and then pressing a button on the yoke (looks a bit like a steering wheel) or stick. Noteworthy is that in some cases there might be other buttons to do with trim, engaging or disengaging autopilot and the like on that control as well, so not always good to just go pushing buttons without looking close to see if there’s a label. But if there is just one button, that’s going to be what that is for. And if multiple buttons, it’s probably the one positioned for your index finger wrapped around the stick or yolk or a prominent button for your thumb, often red. In large commercial airliners, it also might not be a button, but rather a toggle switch with an up and down position, for example one for transmitting on the radio (probably labeled MIC) and one for the flight interphone (probably labeled INT). You want the MIC position.
Assuming you push the correct button, whatever radio frequency the pilot had queued up already, which is usually the local one you’re flying over, whether a nearby tower or local traffic, or might be a large area ATC frequency, you’ll be talking to someone who can give you more information when you do. Press to talk; release to listen; just like a walkie-talkie.
And if you really want to sound like a pro before your almost certain death when fuel runs out or probably much sooner, structure your talk- Who you are talking to, who you are (as in the plane type and call-sign which will probably be printed somewhere on the instrument panel in front of you), where you are, what you want or are going to do, who you are talking to.
For example- “Deer Park traffic, Archer 7967C, mayday, mayday, mayday, just departed Deer Park and the pilot just died. Me and Jesus are now flying this plane. One soul aboard. Requesting immediate assistance. Deer Park.”
Or, you know, just press the button and freak out. You’re declaring an emergency after all and you don’t know what you’re doing. Nobody is going to care you don’t know how to talk on the radio properly. But just remember this, if you’re in the U.S., odds are strong your radio communication and situation is going to be viewed by hundreds of thousands of people, probably even your friends and family, on various YouTube channels that cover this sort of thing… So keep your cool if you want to sound awesome later if you happen to survive.
Also, even for pilots, an almost universal truth you’ll find if you listen to many of these is you can almost always predict which ones are going to end well or not based on, not the exact circumstances of the emergency or experience of the pilot, but how panicky the person flying the plane is. The only exception we’ve personally ever heard is that time a guy was on a whole lot of drugs when he was declaring his engine-out emergency. He might as well have been sipping a beer on a beach as far as his tone was concerned, literally right to the point he crashed and died… So do yourself a favor and try to keep your head. If you’ve got someone talking you through it, flying and landing a lot of types of small planes where at least you can walk away isn’t actually super difficult if you can get over a runway. Landing so the plane itself can be flown again without repairs… well that generally takes some training. But that’s the insurance company’s problem, not yours.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
Project Blue Book is a mystery series about U.S. Air Force-sponsored investigations into UFOs from the early 1950s to the late 1960s. Dr. Allen Hynek teams up with Captain Michael Quinn to gather evidence to explain a plethora of phenomenons happening across the United States. I had the opportunity to sit down with the Creator of the series, David O’Leary, for an interview.
UFOs have been a lifelong passion for me, to be honest. I grew up in New York City and I remember going to E.C.E.T. as a little kid and leaving Reese’s Pieces on my window sill. When I was nine years old, I dragged my father to see this famous UFO encounter movie called Communion, [which is] a book that they turned into a movie starring Christopher Walken. I dragged my father to this scary, real-life abduction movie when the it came out in 1989.
Given the fact that, in many cases, people are embarrassed or reluctant to talk about [their experiences,] I very quickly came to assess, these are not attention-seekers looking a weird form of fame, but they genuinely encountered something strange and they’re trying to make sense of it.
My focus, initially, was sort of present day, what was happening with UFOs in the 80s and 90s — that’s when I really started to educate myself. America has this sort of strange and mysterious history in regards to this phenomenon. You can’t look at that without looking at the premier official investigation into UFOs, which was of course, Project Blue Book.
It baffled me that, for 17 years, between 1952 and 1969, the U.S. Air Force was officially looking into these matters and going out there and investigating cases. What baffled me even more was the fact that the chief scientific adviser of Project Blue Book, a civilian astrophysicist who is a complete UFO skeptic with a trained eye, tries explain what people are seeing in the sky and emerges on the other side as a believer. Not only in the notion that UFOs represent an intelligence in our skies that we have yet to understand, but also in the fact that Project Blue Book was, in part, a disinformation campaign.
He spent the rest of his life going out there and investigating cases and wrote several books on the subject.
I thought, what if we did a television show rooted in fact, where every week we looked into these different cases that happened and examine them just like Hynek examined them in Project Blue Book?
The cast includes many high-ranking officers who deny Hynek’s findings. How true-to-life are these responses from the military?
Very accurate. One of the people I was able to meet was the last living director of Project Blue Book, his name is Lt. Colonel Robert Frend. He was a Tuskegee Airman in World War II and he’s 98 years old. He worked with Hynek and Project Blue Book. He was instrumental in the information on a day-to-day basis — what did Project Blue Book look like? How did it function? How did they get reports? How did it work when they went to examine cases? How did cases come in?
He spoke to high-ranking men who could come and go as they please that would take their files, examine their files, and change their files. [On one hand,] there was the public face of Project Blue Book and then there were the generals who controlled Project Blue Book with their own agenda. Our main characters are the men stuck in the middle.
These sightings began at the start of the Cold War. Did our deadlock between the Soviet Union influence the decisions to keep the investigations classified?
Oh yeah, majorly. UFOs, even during World War II — they would call them “foo fighters” then — both sides of the conflict were seeing things in the sky. Each side was convinced that the other side had some sort of technology that would emerge once the war was over. The war ended and nobody claimed responsibility for what they were seeing. Certainly, as we move into the 50s, five or six years after World War II, most historians believe that that’s when the modern UFO era began — Roswell, Kenneth Arnold, “flying saucers” was coined, all that. It became again this notion of: Is what we’re seeing in our sky some sort of weaponry? Aircraft? Intelligence-gathering device that the other side has that we’ve miscategorized?
A lot of sightings would occur over military bases and weapons tests and that was a genuine fear. “Oh my gosh, the Russians have a technology that is surveying our bases!” UFO sightings were also happening in Russia, but they were not as well known. The U.S. Government was the only one that launched an official investigation into these matters, at least at first.
It became this idea that flying saucers might be man-made technology that we couldn’t fathom yet, and that they were built by our enemies. That was just as scary as anything. On the show, we tried to remain true to that aspect of it. Are we dealing with the Russians or not?
US Fighter Jets Encounter Unknown Flying Object [UFO] – With Pilots Audio
I’ve worked for the government before and it is incredibly hard for them to admit to investigations, even if they’re declassified. Were there any barriers in your way when you were gathering research for this project?
Fortunately, through the Freedom of Information Act, the Project Blue Book files are now in the National Archives and are searchable online. Although this was not always the case. It used to be, for many many years, the only way to access these files was to literally go to Washington D.C. and ask for them, one at a time.
Another barrier that I think is sort of interesting is that the official [statement] from our government is Project Blue Book. The official answer today is, “Listen, we’ve looked into this matter for 17 years, from 1952 to 1969, until Project Blue Book was closed after it was deemed that UFOs do not pose a threat to National Security.” The Truth is, that’s not when the government stopped investigating UFOs. The New York Times did this incredible piece on the -million-per-year program where they were researching UFOs. It became clear that the seriousness with which the military takes UFOs has never gone away, it’s just been removed from the public sphere all together.
Now they claim that that program is closed as well, but what can you believe if they said this matter was put to rest in 1969 and then you find out as recently as a couple of years ago, there’s another program looking into the matter, too. They were willing to spend million of taxpayer money researching this — and that’s just what we know about. I’m sure there are many others.
(Wright-Patterson Air Force Base)
There’s a good probability some of our audience may have had grandparents stationed on bases that appear during the show’s timeline. What locations can we expect to see in the arc of the show?
We go to Fargo, North Dakota, to look into a famous case that happened near a military base there. We to go to Texas, West Virginia… I don’t want to give them all away because I want people to be surprised by the cases we examined. Even if we give some of them away in the trailer, we still travel the country. We wanted to showcase the totality of this phenomenon across the country, and we go to Washington D.C. itself at one point.
What I think is nice about each episode is that they end up having a particular flavor to it. If we’re going into the South, you feel it. If we’re in the Pacific North West, you feel it. If we’re in the middle of the country or a big city like D.C., each episode has a different vibe.
Of course, Wright-Patterson Air Force Base, plays a huge role [because] that’s where Project Blue Book was based in Dayton, Ohio.
Do you personally believe that we are not alone in the universe?
I do, I 100% believe we are not alone in the universe. I think the fact that we’re one planet, orbiting in one solar system, amongst many solar systems, in one galaxy amongst many galaxies says enough. There is a line on the show that I wrote,
“The probability of us being alone in the universe is zero.”
That is something I certainly believe.
[However,] in regards to what UFO themselves are, I keep an open mind. I’m in the Dr. J. Allen Hynek camp of thought. I really do believe that UFOs are real and that they do represent an intelligence in our skies that we have yet to understand. I’m as open to [the idea] as he was, but he never explicitly said “aliens.”
He expresses an extraterrestrial hypothesis among others, such as inter-dimensional phenomenon, time travel, suggesting that UFOs are a life form that evolved on the planet that we are yet to understand, or extraterrestrial artificial intelligence. He lays out all these different theories.
Is there anything you’d like to say to our service members and veterans?
I’m so happy and feel so fortunate that we can talk to you guys as a military representation in film and media. There’s so much show content written [in that area], and I know our actors did a ton of research, especially Michael Malarkey, who plays the young Air Force Captain. He really wanted to understand what it was like being in the Air Force back then — he actually grew up in Ohio and had a friend stationed at Wright-Patterson Air Force Base. He asked if he could hop into a plane because he needed to know how it feels to really fly and be one of those guys.
I’ve gotten close with Michael Harney, who plays one of our generals on the show. His character was originally inspired by a few different generals and General Hoyt Vandenberg. He went down the rabbit hole: Who are these men? What is it like to be that high-ranking of an official? What kind of weight of the world do they hold?
To the viewers and the readers of We Are The Mighty, we really do make the effort to get the military aspects of the show correct. I’m sure there’s going to be something we failed at, but we did have military advisers.
There are plenty of skeptics, believers, and people in between. The show walks that fine line. Even if people say we went deep into X-Files territory or something like that from the trailer, they will be pleasantly surprised to see not everything is as it seems. There are always two answers to every story because the truth is, simply, we don’t know. The show tries to keep an open mind while rooted in real-life findings.
The third episode of the hit series, Project Blue Book, premieres on HISTORY on January 22 at 10PM PST, 9 central. Be sure to catch new episodes each week as they’re released!
For some people, there’s nothing like the taste of a loaded bagel and the caffeinated buzz of an extra-large coffee after a night of drinking. Others would rather stick to gulping down bottles of water and popping ibuprofen as soon as they wake up to ward off symptoms of a hangover.
But here’s the thing: While there are a handful of quick-fix “tricks” said to sober you up fast after a night of drinking, most of the so-called “tried and true” methods don’t actually work. The only true way to sober up after a cocktail or five, is to, unfortunately, wait it out.
Ergo, if you thought these things would sober you up in a hurry, they won’t.
1. Greasy meals won’t rebalance your blood sugar levels
If your go-to breakfast after a night of drinking is bacon, egg, and cheese on a bagel, or order of french fries dipped in a chocolate shake, here’s some bad news.
If you’re going to treat yourself to a slice of pizza or to-go burrito, the right time to do so is actually prior to drinking, Alexis Halpern, MD, emergency medicine physician at New York-Presbyterian/Weill Cornell Medical Center told Refinery 29. Heavier meals make it so that the body has to spend more time and energy breaking up the food, Halpern explained, meaning the alcohol you drink after the fact will take longer to settle into your bloodstream.
However just because junk food is definitely heartier than, say, a salad, that doesn’t necessarily mean before a night of drinking you shouldn’t at least try to work in some nutritious options.
“If you give your body back the things that it needs and the things that it loses when you drink, you’re going to feel better no matter what,” Halpern said, so foods that are high in protein, zinc, vitamin B, potassium, and even foods that have a high water content are great options.
But if you’re not the type of person who enjoys drinking a ton of water, and is willing to spend a little extra cash, Robert Glatter, M.D., an assistant professor of emergency medicine at Lenox Hill Hospital, Northwell Health, told INSIDER that Pedialyte helps “replenish lost electrolytes including sodium, potassium as well as keep your blood sugar level up, since heavy alcohol consumption could lead to low blood sugar, known as hypoglycemia.”
3. Painkillers can cause an upset stomach when mixed with lingering alcohol in the body
Oftentimes people will pop a pill after a night of drinking to nurse a hangover headache, but according to the NIH, many pain relievers can cause “stomach upset, bleeding and ulcers, liver damage (acetaminophen), and/or rapid heartbeat.”
Before mixing alcohol with any medicine (or taking them right after drinking), it’s important to do your research and speak with a medical professional.
How your body responds to caffeine after a night of drinking will ultimately depend on how much you regularly drink it sober.
If you’re a routine coffee drinker, Grace Derocha, a registered dietitian, certified diabetes educator and certified health coach at Blue Cross Blue Shield of Michigan, told INSIDER drinking about 24 oz of coffee can help avoid withdrawal symptoms.
However, if you’re not a routine coffee drinker, downing a large cup or two of the stuff could worse or cause headache, and may also lead to increased dehydration as coffee is a mild diuretic.
In the Channel 4 program Food Unwrapped, Tony Moss, a professor of addictive behavior science at London South Bank University, reiterated this point and said that coffee will not help you sober up.
“We know from wider research that coffee isn’t an antidote to alcohol,” he said. “Taking coffee is a stimulant that will reverse that feeling of being slightly tired as your blood alcohol is coming down. The only thing that’s going to sober you up in that respect is a bit of time.”
If you only eat foods high in protein, without including any complex carbohydrates, Derocha said this will “negatively affects an already low blood sugar level,” leading to “a headache or make an existing headache worse.”
Rather than clinging to one food group to sober you up, Derocha told INSIDER it’s important to eat well-balanced, healthy meals after consuming alcohol, as your body needs a slew of nutrients that work together to help it recover.
Cold showers might wake you up, but they won’t sober you up. Think of it this way: In order to sober up, your body needs to relax. Dousing yourself in cold water accomplishes the exact opposite.
Dr. Niket Sonpal, a New York-based internist, gastroenterologist, and an adjunct professor at Touro College told INSIDER cold showers “raise your awareness and alertness by shocking your body with ice-cold water sending signals to your brain to wake up.” When this happens, he explained, your brain and body become stressed, making you feel worse.
“Instead, take a shower with warm water and relax,” he said. “Your body will need to run its process to process all the alcohol in your bloodstream.”
This article originally appeared on Insider. Follow @thisisinsider on Twitter.
The Navy’s first newly built Ship-to-Shore Connector maritime warfare craft launched on the water in early 2018, paving the way for stepped up production and introducing a new era in modern amphibious warfare for the Marines.
Naval Sea Systems Command recently awarded a deal to Ship-to-Shore connector-maker Textron to acquire long-lead early procurement materials for the new fleet of watercraft. The new SSC mobile amphibious connectors are able to transport larger armored vehicles, such as an Abrams tank, from amphibious assault ships to combat ashore.
The new SSCs are designed to replace the existing fleet of Landing Craft Air Cushions (LCAC) able to move Marines, weapons and supplies from ship to shore for amphibious operations. The connectors will integrate emerging computer technology able to reduce the needed crew size and perform more functions independently.
The upgraded amphibious ship-to-shore craft includes lighter weight composite materials, Increased payload capacity, modernized engines, and computer automated flight controls, Textron Systems Vice President of Marine Systems Scott Allen told Warrior Maven in an interview in early 2018.
The SSC’s new Rolls Royce engines will have more horsepower and specialized aluminum to help prevent corrosion. The lighter weight be enable a better lift capacity, allowing the craft to transport up to 74-tons — enough to transport heavy armored vehicles from ship to shore for an amphibious assault, Allen said.
Textron Ship-to-Shore Connector.
The Navy’s 72 existing LCACs, in service since the 80s, can only transport up to 60-tons, reach speeds of 36-knots and travel ranges up to 200 nautical miles from amphibious vehicles, Navy officials explained.
Textron engineers also say the SSC is built with digital flight controls and computer automation to replace the traditional yoke and pedals used by current connectors. As a result, on-board computers will quickly calculate relevant details such as wind speed and navigational information, they explained.
The new SSC’s have also moved to a lower frequency for ship electronics, moving from 400 Hertz down to 60 Hertz in order to better synchronize ship systems with Navy common standards, Textron developers explained. Along with these properties, the new craft reduces the number of gear boxes from eight to two.
With some of the existing fleet of LCACs approaching 30-years of service, the Navy needs to begin replacing them with new ones, service officials have told Warrior Maven.
The new Rolls Royce engine is the same one currently used in an MV-22 Osprey tilt-rotor aircraft, Textron developers said. The new SSCs also increases the strength of the deck and improve the propellers when compared with existing LCACs.
An amphibious assault vehicle assigned to 3rd Battalion, 3rd Marine Regiment, embarks the well deck of the amphibious transport dock ship USS Green Bay (LPD 20).
(U.S. Navy photo by Mass Communication Specialist 1st Class Chris Williamson)
LCACs can access over 70-percent of the shoreline across the world, something the new SSCs will be able to do as well, service officials said.
Designed with over-the-horizon high-speed and maneuverability, LCACs are able to travel long distances and land on rocky terrain — even driving right up onto the shore.
In order to bridge the gap from existing LCACs to the new SSCs, the Navy implemented a special service life extension program for the LCACs — many of which are now approaching three decades of service.
The LCACs were re-engined with new engines, given new rotating machinery, new command and control systems, new skirts and fixes to corrosion issues. The effort is designed to put another 10 years of life back into the LCAC, Navy officials described.
The idea with the service life extension is to bridge the time-lapse or gap until the new SSCs are ready to enter the force in larger numbers, senior Navy officials explained.
Some of the enhancements being engineered into the SSCs are designed to address the changing threat landscape in a modern environment, a scenario that is expected to change how amphibious operations will be conducted in the future.
Since potential adversaries now have longer-range weapons, better sensors and targeting technologies and computers with faster processing speeds, amphibious forces approaching the shore may need to disperse in order to make it harder for enemy forces to target them. This phenomenon, wherein potential adversaries have advanced weaponry designed to make it harder for U.S. forces to operate in certain areas such as closer to the shore, is described by Pentagon analysts as “anti-access/area-denial.”
This article originally appeared on Warrior Maven. Follow @warriormaven1 on Twitter.
The last place anyone would expect to watch the Blue fight the Gray in Civil War combat is the fields of Western Europe. After all, they have centuries full of historical battles of their own to re-enact for the delight of families, students, and amateur historians alike. Yet, Civil War re-enactors bring those historical battles to life again and again.
Hundreds of re-enactors come from Poland, Italy, France, and Canada to take part in the spectacle. Like any good re-enactor in the United States, the actors are sure to keep all of their clothing, gear, and weapons in good shape – and to make sure they’re historically authentic (as authentic as they can be, fighting the American Civil War in Europe). After all, no one wants to be known as a “Farb” around these dedicated troopers.
After all, re-enactors are a dedicated group. The more historically accurate they are in movement, fighting, and dress, the more enjoyment everyone gets from the actor recreating the event. Onlookers learn more about history as well.
Union troops advance on a Confederate position.
The Europeans who are enthusiastic about the battles are no less dedicated than any American re-enactor. They’ve been to the U.S., they’ve visited the battle sites, they’ve seen the uniforms up close. Many of these soldiers have every detail accurate, right down to the last button.
In the recreation in the video above, the 1864 Battle of Bethesda Church, the Europeans are recreating a real European battalion, recruited from immigrants to the United States. But the battle they’re recreating isn’t the only one they do year after year. Every year they come to recreate a different battle, often from a different year of the war. The battles last for days, and the field commanders often determine the outcomes.
Unlike in the actual Civil War, however, these days end with beer and sausages shared between the two groups.
Here in the modern world, many of us are more aware than ever of how the media can shape our perceptions of reality. While most debate about “perception management” these days is relegated to the arena of political mudslinging, the truth is, there has always been a concerted media effort to shape how we see the world in the form of advertising. And as many national governments learned early on, the same media infrastructure built to sell us products can also be used to sell us on ideas.
If you’re looking for a good example of how government initiatives can shape our idea of reality, you need to look no further than the air campaigns of World War II — because if you’re one of the millions of people that think eating carrots can help improve your vision, you’ve been duped by half-century-old wartime propaganda.
Not the wartime propaganda posters you were expecting?
(World Carrot Museum)
British (and eventually American) pilots defending the U.K. from Nazi bombers were among the first aviators in history ever to be tasked with night-time combat operations. Less than four decades after the Wright Brothers first took to the sky, Allied pilots were fighting for their lives in pitch darkness over the European theater.
At the time, aviators had to rely on their senses, rather than on the suite of technological gadgets we use for intercepts in modern combat aircraft, but it wasn’t long before the advent of onboard Airborne Interception radar (AI) gave the Brits the edge they needed over inbound Nazi bombers. The British also knew that announcing their new technological advantage would put the Nazi’s to work on finding ways to counter it, so instead, they chose a very different track.
As Allied fighters started closing with and destroying Nazi bombers in increasing numbers despite the difficult to manage night sky, the English Ministry of Information launched a propaganda campaign aimed at convincing the world that their pilots had impeccable Nazi-hunting night vision thanks to a steady diet of — you guessed it — carrots.
Technically speaking, they’re not wrong. A serious Vitamin A deficiency could make you go blind.
(US National Archive)
Like any good misinformation campaign, they needed to find a basis in fact to use as the bedrock for their campaign, and carrots are known to be a good source of Vitamin A. Technically speaking, eating more vitamin A won’t do anything for an otherwise healthy person’s vision, but not getting enough of it can cause vision problems. Because of this, it was easy for the Brits to twist the story away from eating carrots to avoid a Vitamin A deficiency, and instead toward the idea that eating enough carrots could actually make you see better at night.
The decision to use carrots was also informed by the nation’s sugar rations limiting snack options for the U.K. populace. Carrots were a great snack for school kids to munch on and the nation had plenty of them to spare — so selling the public on the idea that eating more carrots could turn your kid into a hawk-eyed fighter pilot benefited the war effort in ways beyond German perceptions.
It wasn’t long before the idea of carrots improving one’s night vision simply became carrots improving vision altogether. Soon, no one remembered where they first heard about carrots being so important to eye health and just started accepting it as the truth.
Amazing what a few posters can do.
(Bryan Ledgard on WikiMedia Commons)
Even today, mothers and fathers all over the world continue to tell their kids to eat their carrots because they’re good for their eyes. This isn’t because there’s a great deal of Vitamin A deficiencies in the modern world, but rather, because we’re still operating off of the familiar wisdom we gleaned from propaganda posters printed while Hitler was touring Paris.
Propaganda, it pays to remember, is little more than advertising paid for by governments, rather than corporations. We all know and accept the idea that advertising works (to the tune of 3 billion in the United States last year alone). Whether we like it or not, it seems that propaganda does too.
As the United States continues to take preventative steps to slow the spread of the coronavirus known as Covid-19, the Pentagon has issued number of statements pertaining to the coronavirus and PCS orders, as well as official and non-official travel, in the coming months.
If you have a family member or loved one currently attending recruit training, make sure to check our regularly updated article explaining audience attendance restrictions at graduation ceremonies across the force here.
It’s important to remember that most service members and even their families are not at high risk even if they are exposed to Covid-19. These precautionary measures should be seen as responsible steps aimed at preventing the spread of the infection, but not as cause for significant worry. This story will be updated as more changes manifest.
You can follow these links to jump directly to sections explaining different changes pertaining to military snd civilian travel, the coronavirus and PCS orders.
On Wednesday, the Department of Defense announced new travel restrictions that will go into affect on Friday, March 13. The restrictions include a 60-day ban on travel to any nation designated by the Center for Disease Control (CDC) as a “Level 3 Location.” This ban includes all TDY and PCS related travel.
“This restriction includes all forms of travel, including Permanent Change of Station, Temporary Duty, and government funded leave,” the Defense Department announcement states. “The Level 3 countries are set by the CDC and may change. The DoD guidance will follow those changes. Service secretaries and commanders may issue waivers to this policy as they determine necessary to ensure mission readiness and address specific cases”
The Pentagon also advises that service members that are traveling to unrestricted nations take specific care to ensure their travel arrangements do not involve stops or layovers in areas designation by the CDC as “Level 3.”
“Authorized Departures are delayed until appropriate transportation and reception procedures are in place for their intended route of travel as prescribed in this memorandum,” the memo states.
Military Families and Civilian Personnel Travel
Military families and civilian personnel are also barred from traveling to “Level 2” locations for 60 days. Some “level 2” designation nations include the UK, Japan, Singapore, and Bahrain — where the U.S. Navy’s Central Command is currently located.
“The Department of Defense’s top priority remains the protection and welfare of our people,” Secretary of Defense Mark Esper said in a released statement. “While directing this prudent action, I continue to delegate all necessary authority to commanders to make further decisions based on their assessments to protect their people and ensure mission readiness. While we deal with this fluid and evolving situation, I remain confident in our ability to protect our service members, civilians and families.”
PCS and Transfer Changes
The Department of Defense’ Customer Movement Portal has updated its page to include brief answers to many of the most frequently asked questions among service members and their families pertaining to coronavirus PCS order changes.
Here are the Defense Department’s answers to the questions you have about the Coronavirus and your PCS orders, sourced directly from the Pentagon’s FAQ:
Q: My PCS is rapidly approaching–how do I know if my planned move is covered by this order?
A: Contact your chain of command immediately!
Q: I’ve confirmed that my PCS is impacted by a stop movement order, but I have already submitted my movement request to the Personal Property Office. What will they do with my shipment?
A: It depends.
– If your shipment has not yet been awarded to a moving company, it will be put in a hold status pending further guidance (e.g. either the stop movement order is rescinded or you receive approval from your chain of command to continue with your move).
– If your shipment has been awarded to a moving company, but has not yet been serviced (e.g. packing has not begun), please contact your servicing Shipping Office. They will work with you to change your pickup dates to a future date in coordination with your mover and in line with DOD guidance.
Q: My shipment has already been picked up by the moving company. What will happen to it now?
A: Contact your Shipping Office to determine your shipment’s status. Depending when it was picked up, it may be in storage in the local area, en route to your planned destination, or in storage near your destination.
Q: What about my POV? I have an upcoming appointment to drop my car off at the Vehicle Processing Center (VPC). What should I do?
A: If you are unsure if the stop movement order applies to you, contact your chain of command. If the stop movement order does not apply to your PCS—or your chain of command has approved an exception to the order—proceed to the VPC as planned.
Q: I’ve already dropped my POV off, but my PCS has been delayed. Can I get my car back?
A: If you’re interested in retrieving your vehicle, contact the VPC immediately. VPCs are postured to assist customers with changing appointments, vehicle retrieval, and answering any other POV-related questions you have.
The DoD also advises that service members contact their local Personal Property Office for answers to their specific questions, or you may be able to find more answers on their customer service page.
You can also contact USTRANSCOM’s 24-hour hotline Toll Free at (833) MIL-MOVE, (833) 645-6683.
CDC Designated Level 3 Travel Health Notice Nations
The Center for Disease Control currently designates these nations as “Level 3,” barring any travel to these countries for service members for at least the coming 60 days, starting Friday, March 13.