It’s usually awesome when life imitates art – especially when that art form is an action movie. The good guys usually overcome big odds and the bad guys usually get put away. But cop life doesn’t work out like that sometimes. In the movies, when a cop is just days away from retirement, the audience knows he may not make it. But real life isn’t supposed to be like that.
Unfortunately for NYPD officer John William Perry, the morning he turned in his retirement papers was Sept. 11, 2001. And he wasn’t about to miss his calling that day.
John Perry was not your average New York cop. A graduate of NYU Law School, he had an immigration law practice before he ever went to the police academy. He was a linguist who spoke Spanish, Swedish, Russian, and Portuguese, among others. Not bad for anyone, let alone a kid who grew up in Brooklyn with a learning disability. He even joined the New York State Guard and worked as a social worker for troubled kids.
He was a jack of all trades, beloved by all. He even took a few roles as an extra in NY-based television and film.
He was appointed to the NYPD in 1993 and was assigned to the 40th Precinct, in the Bronx borough of New York. The morning of September 11, he was off-duty, filing his retirement papers at 1 Police Plaza. In his next career, he wanted to be a medical malpractice lawyer. That’s when someone told him about the first plane hitting the World Trade Center. Instead of leaving his badge, he picked it back up.
He dashed the few blocks to the scene and immediately began assisting other first responders with the rescue operation. Perry was last seen helping a woman out of the South Tower when it fell just before 10 a.m. that day.
“Apparently John was too slow carrying this woman,” said Arnold Wachtel, Perry’s close friend. “But knowing John, he would never leave that lady unattended. That was just like him to help people.”
Some 72 law enforcement officers and 343 FDNY firemen were killed in the 9/11 attacks that morning. John William Perry was the only off-duty NYPD officer who died in the attack. An estimated 25,000 people were saved by those who rushed to their aid, leaving only 2,800 civilians to die at the World Trade Center site. President George W. Bush awarded those killed in the attack the 9/11 Heroes Medal of Valor. Perry was also posthumously awarded the New York City Police Department’s Medal of Honor.
Most of what is lying around in the dusty expanse of the aircraft graveyards around Tucson, Arizona is readily identifiable and not entirely remarkable.
Ejection seats from old F-4 Phantoms. An old CH-53 helicopter hulk. An interesting find over there is a fuselage section of a Soviet-era MiG-23 Flogger. No idea how it got here. Other than that, it’s just long rows of old, broken, silent airplanes inside high fences surrounded by cactus, dust, sand and more sand. An errant aileron on a dead wing clunks quietly against the hot afternoon breeze as if willing itself back into the air. But like everything here, its days of flying are over.
But there… What is that strange, manta-ray shaped, dusty black thing lying at an angle just on the other side of that fence? It may be an old airfield wind vane or radar test model. But it also may be…
(U.S. Air Force photo)
I had only read about it and seen grainy photos of it. I know it’s impossible. The project was so secret not much information exists about the details even today. But I stand there gawking through the chain link fence as the ruins of the other planes bear silent witness. It’ like the corpses of the other airplanes are urging me to look closer. To not leave. Their silent dignity begs me to tell this story.
After nearly a minute of studying it through the fence I realize; I am right. It is right before my eyes. Ten feet away. Despite the 100-degree heat I get goosebumps. And I start running.
I quickly locate a spot where the entire fence line opens up. I skirt the fence and in a couple minutes running around the sandy airplane corpses I’m inside. There, sitting right in front of me on its decrepit transport cart and dusted with windblown sand, abandoned in the Sonoran Desert, is one of Kelly Johnson and Ben Rich’s most ambitious classified projects from the fabled Lockheed Skunk Works.
(Lockheed Martin photo)
I just found the CIA’s ultra-secret Mach 3.3+ D-21 long-range reconnaissance drone. The D-21 was so weird, so ambitious, so unlikely it remains one of the most improbable concepts in the history of the often-bizarre world of ultra-secret “black” aviation projects. And now it lies discarded in the desert. The story behind it is so bizarre it is difficult to believe, but it is true.
July 30, 1966: Flight Level 920 (92,000 ft.), Mach 3.25, Above Point Mugu Naval Air Missile Test Center, Off Oxnard, California.
Only an SR-71 Blackbird is fast enough and can fly high enough to photograph this, the most classified of national security tests. Traveling faster than a rifle bullet at 91,000 feet, near inner-space altitude, one of the most ambitious and bizarre contraptions in the history of mankind is about to be tested.
“Tagboard” is its codename. Because of the catastrophic May, 1960 shoot-down of Francis Gary Powers’ Lockheed U-2 high altitude spy plane over the Soviet Union the CIA and is in desperate need of another way to spy on the rising threat of communist nuclear tests. Even worse, the other “Red Menace”, the Chinese, are testing massive hydrogen bombs in a remote location of the Gobi Desert near the Mongolian/Chinese border. It would be easier to observe the tests if the Chinese did them on the moon.
The goal is simple, but the problem is titanic. Get photos of the top-secret Red Chinese hydrogen bomb tests near the Mongolian border deep inside Asia, then get them back, without being detected.
Lockheed Skunkworks boss Kelly Johnson and an elite, ultra-classified small team of aerospace engineers have built an aircraft so far ahead of its time that even a vivid imagination has difficulty envisioning it.
Flat, triangular, black, featureless except for its odd plan form as viewed from above, like a demon’s cloak, it has a sharply pointed nose recessed into a forward-facing orifice. That’s it. No canopy, no cockpit, no weapons. Nothing attached to the outside. Even more so than a rifle bullet its shape is smooth and simple. This is the ultra-secret D-21 drone.
(U.S. Air Force photo)
The D-21 is truly a “drone”, not a remotely piloted aircraft (RPA). Its flight plan is programmed into a guidance system. It is launched from a mothership launch aircraft at speed and altitude. It flies a predetermined spy mission from 17 miles above the ground and flashes over at three times the speed of sound. It photographs massive swaths of land with incredible detail and resolution. And because of its remarkably stealthy shape, no one will ever know it was there.
Today the D-21 rides on the back of a Lockheed M-21, a specialized variant of the SR-71 Blackbird, the famous Mach 3+ high altitude spy plane. The M-21 version of the SR-71 carries the D-21 drone on its back up to launch speed and altitude. The it ignites the D-21’s unique RJ43-MA20S-4 ramjet engine and releases it on its pre-programmed flight.
Chasing the M-21 and D-21 combination today is a Lockheed SR-71, the only thing that can keep up with this combination of aircraft. It is the SR-71’s job to photograph and film the test launch of the D-21 drone from the M-21 launch aircraft.
There have been three successful launch separations of the D-21 from the M-21 launch aircraft so far. In each of these flights, even though the launch was successful, the D-21 drone fell victim to some minor mechanical failure that destroyed the drone, because, at over Mach 3 and 90,000 feet, there really are no “minor” failures.
Today Bill Park and Ray Torick are the flight crew on board the M-21 launch aircraft. They sit inside the M-21 launch aircraft dressed in pressurized high altitude flight suits that resemble space suits.
Once at predetermined launch speed and altitude the M-21/D-21 combination flies next to the SR-71 camera plane. Keith Beswick is filming the launch test from the SR-71 camera plane. Ray Torick, the drone launch controller sitting in the back seat of the tandem M-21, launches the D-21 from its position on top of the M-21’s fuselage between the massive engines.
Something goes wrong.
The D-21 drone separates and rolls slightly to its left side. It strikes the left vertical stabilizer of the M-21 mother ship. Then it caroms back into the M-21’s upper fuselage, exerting massive triple supersonic forces downward on the M-21 aircraft. The M-21 begins to pitch up and physics takes over as Bill Park and Ray Torick make the split-second transition from test pilots to helpless passengers to crash victims.
The triple supersonic forces rip both aircraft apart in the thin, freezing air. Shards of titanium and shrapnel from engine parts trail smoke and frozen vapor as they disintegrate in the upper atmosphere. There is no such thing as a minor accident at Mach 3+ and 92,000 feet.
Miraculously, both Bill Park and Ray Torick eject from the shattered M-21 mother ship. Even more remarkably, they actually survive the ejection. The pair splash down in the Pacific 150 miles off the California coast. Bill Park successfully deploys the small life raft attached to his ejection seat. Ray Torick lands in the ocean but opens the visor on his spacesuit-like helmet attached to his pressurized flight suit. The suit floods through the face opening in his helmet. Torick drowns before he can be rescued. Keith Beswick, the pilot filming the accident from the SR-71 chase plane, has to go to the mortuary to cut Ray Torick’s body out of the pressurized high-altitude flight suit before he can be buried.
The ultra-secret test program to launch a D-21 drone from the top of an M-21 launch aircraft at over Mach 3 and 90,000 feet, is cancelled.
The D-21 program does move forward on its own. Now the drone is dropped from a lumbering B-52 mothership. The D-21 is then boosted to high altitude and Mach 3+ with a rocket booster. Once at speed and altitude the booster unit drops off and the D-21 drone begins its spy mission.
After more than a year of test launches from the B-52 mothership the D-21 drone was ready for its first operational missions over Red China. President Nixon approved the first reconnaissance flight for November 9, 1969. The mission was launched from Beale AFB in California.
Despite a successful launch the D-21 drone was lost. In the middle of 1972, after four attempts at overflying Red China with the D-21 drone and four mission failures, the program was cancelled. It was imaginative. It was innovative. It was ingenious. But it was impossible.
So ended one of the most ambitious and outrageous espionage projects in history.
1604 Hrs. December 20, 2009. In the Back Storage Yard of the Pima Air Space Museum Outside Tucson, Arizona.
I pet airplanes when I can. I’m not exactly sure why, maybe to be able to say I did. Maybe to try to gain some tactile sense of their history. Maybe to absorb something from them, if such a thing is possible. Maybe so that, when I am old and dying, I can reflect back on what it felt like to stand next to them and touch them. I don’t know why I touch them and stroke them, but I do.
The fully restored Lockheed D-21 drone at the Pima Air Space Museum outside Tucson, Arizona.
(Pima Air Space Museum photo)
The D-21 is dusty and warm in the late afternoon Arizona sun. Its titanium skin is hard, not slightly forgiving like an aluminum airplane. It gives away nothing. Silent. Brooding. After I touch it my hand came away with some of the dust from it. I don’t wipe it off.
Sometime later in the coming years, the D-21B drone, number 90-0533, is brought inside the vast restoration facility at the Pima Air Space Museum and beautifully restored. Now it lies in state, on display inside the museum.
But when I first found it sitting abandoned in the storage yard, dusty and baking in the Sonoran Desert sun, it felt like its warm titanium skin still had some secret life left in it.
This article originally appeared on The Aviationist. Follow @theaviationist on Twitter.
Just as with civilian flights, ashtrays on an aircraft make little sense. According to both civilian and military guidelines, smoking is forbidden while the aircraft is in flight. The no-smoking signs are a constant sting to every smoker with the urge to light up.
And yet…there are ashtrays on aircraft.
In 1990, the U.S. banned smoking on all flights. In 2000, international airlines followed suit. But before then, smoking was allowed on planes. Even in the military, older Blackhawks were outfitted with ashtrays that required cleaning before each and every flight. John F. Kennedy’s Marine One had been made with several “smoking pits.”
Federal Aviation Administration (FAA) guidelines were changed after the crashes of Varig Flight 820 and Air Canada Flight 797 were believed to have each been caused by smoking passengers — killing 123 and 23 people respectively.
New rules were enforced, but aircraft models were still required to have ashtrays installed…just not used.
However, if someone does light up, risking a $100k fine and the lives of everyone on-board, the flight attendants need a place to dispose of the cigarette butt. The trash bins are filled mostly with paper waste, so that’d be a terrible (read: flammable) idea.
The FAA doesn’t have much jurisdiction over the U.S. military. Military operations are exempt from FAA guidelines but as a show of good faith while flying in U.S. National Airspace they follow them willingly.
Even down to the size of the UH-60 Blackhawk, an ashtray is still installed to adhere to FAA guidelines. Military helicopters still treat the cigarette butt as foreign object debris and that needs to be disposed of properly so as not to damage the aircraft.
When you think of a meteor, your mind likely points to the object that wiped out the dinosaurs some 65 million years ago. Well, if we’re being technical, that was actually a meteorite, but the details aren’t important. The fact is, that giant, extinction-bringing boulder came from seemingly nowhere and took out the dinosaurs — who had no idea what hit them.
The British have developed a new, beyond-visual-range, radar-guided, air-to-air missile, appropriately named Meteor. It, too, is a bolt that comes from out of the blue to wipe something out of existence. It may be much smaller than the meteor that wiped out the dinosaurs, but for the aircraft it targets, well, it’s just as final.
The Meteor is actually the latest in a long line of British missiles designed for air-to-air combat.
The United Kingdom developed an improved Sparrow called Sky Flash.
Believe it or not, Britain’s use of the American-made AIM-9 Sidewinder in the Falklands was a rare event. The Brits had actually developed a number of air-to-air missiles on their own. For example, the Red Top and Firestreak missiles were used on fighters, like the de Havilland Sea Vixen and the English Electric Lightning. The British also made an improved version of the AIM-7 Sparrow, called the Sky Flash.
The British also developed the AIM-132 Advanced Short-Range Air-to-Air Missile (ASRAAM), which the United States had planned on buying until the end of the Cold War. The British acquired the AIM-120 Advanced Medium-Range Air-to-Air Missile (AMRAAM) from the United States, but soon realized that they needed more range. So, they added a ramjet engine to the AMRAAM and the Meteor was born.
The Meteor and Spear combine to give the F-35 long-range punch with an itty-bitty radar cross section.
The new Meteor makes for a perfect complement to the MBDA Spear, allowing British F-35s to hit targets dozens of miles away while maintaining a very small radar cross section. An official handout showed that F-35s can carry eight Spear missiles, two Meteors, and two ASRAAMs.
The Meteor has entered service with the Swedish Air Force, and will also operate on the Rafale and the Eurofigther Typhoon. Japan is reportedly teaming up with the UK for to create a new version of this system.
And so the British tradition of developing lethal missiles continues!
The French military doesn’t get a lot of love these days; their crushing defeat and capitulation in 1940 still colors the way the world sees the armed forces of France. It’s a completely undeserved reputation, however. The French are much better at fighting wars than you might think.
One part of this is the French Foreign Legion and its cadre of criminals, strongmen, war junkies, and other badasses who decided to get a clean slate by joining the Legion. In World War II, the Legion was just a capable as it is today — and they capitulated to no one. In 1942, they were joined by a group of Jewish soldiers who decided they had enough of the anti-Semitism in Europe.
At a small oasis in Libya, guarding an old Turkish fort, the Free French Foreign Legion begin to reinforce their position. The fort, called Bir Hakeim, was a sort of last stand for the Allies. If Field Marshal Erwin Rommel could punch his army through the French position, he could take the vital port city of Tobruk. Near the end of the Legionnaires’ lines was a place called Bir-el Hamat.
This is where the Jewish fighters of WWII would make their presence felt.
They were a small group of 400 minelayers sent by the British and led by Maj. Félix Liebmann to reinforce the French position. They had no heavy weapons and were generally poorly armed and equipped. Rommel’s men targeted the Jewish position as the weakest point and sent a truce flag over to demand the Jewish surrender. When they refused, the Nazis hit the Jewish defenders with everything they had.
Unable to radio the French a few miles up the road, the Jewish fighters held their position using molotov cocktails on the tanks that didn’t get destroyed in the minefield. For eight days — low on water, ammunition, and supplies — the Jewish troops withstood relentless, constant bombardment and fought the Afrika Korps to a standstill.
On the last day, the French and Jewish forces got the word to retreat. They held off the Nazis long enough for the British 8th Army to retreat — and they did, in the middle of the night. Three-fourths of the unit were killed or wounded at Bir-el Hamat and they marched 60 some miles all the way to Gasr el-Abid.
When they arrived, they folded up their flag, a gold Star of David on a blue and white striped background — a precursor to the modern-day state of Israel’s flag. Observing the men folding their colors, French Foreign Legion commander General Marie-Pierre Koenig demanded why they stopped flying their flag. Under the British, Maj. Liebmann explained, they were not allowed to fly their own colors.
Koenig had the flag attached to his jeep, next to the Free French flag, at equal stature.
The British 8th Army was able to to defeat the Afrika Korps at el-Alamein the very next month, in a pivotal battle that kept the Axis from advancing into Egypt and capturing the Suez Canal. By 1944, the Jewish Brigade (as they came to be called) was formed to take the fight to the Nazis in Italy.
Terrence Popp is a 20+ year salty veteran who runs a website and YouTube channel called Redonkulas. As you would expect, he’s seen some screwed up stuff, which gives him a unique perspective on the world and life in general.
On November 12, former Navy SEAL Kaj Larsen was part of an impromptu mission to land on the beaches of Malibu and recover people hemmed in by California wildfires. Thanks to the Navy SEAL, his friends, and a private yacht, medical personnel were able to reach stranded survivors and several residents could finally make it past the fire line to safety.
The adventure started when the president of a music management company, Jeff Jampol, learned that a friend’s house was made inaccessible by the quick progress of the Woolsey Fire around Malibu, California.
This is distinct from the Camp Fire burning in northern California, but together, the two fires have killed at least 50 people. A third fire, the Hill Fire, is burning in Ventura County but is largely contained.
Jampol offered the use of his private yacht to help the friend check on his home, but quickly realized that other people attempting to survive the fires might need assistance as well. The Woolsey Fire has forced the closure of many roads and some airspace in the area nearby. This has limited the flow of necessary supplies, like water, food, and medical equipment. It also stranded some pets behind the closed logistics lines, leaving some owners eager to attempt a rescue.
So, Jampol asked friends Kaj Larsen and Mace Camhe to help plan the mission and ferry supplies. The men quickly agreed and a call was put out on social media for people who needed to get into Malibu and people who needed to get out. They called emergency coordinators before departing to ensure that their mission wouldn’t cause headaches for the already over-tasked first responders.
The video below comes from Kaj Larsen and shows the small boat leaving the yacht en route to the beach:
“[Jampol] called me up and said he was going to take his yacht up to Malibu to assist people, he needed me to help,” Larsen told WATM. “Last thing I wanted to do was head up in the dark to the smoke and fires and get in the ocean as the winds were kicking up, but as you know, everyone wants to be a frogman on a sunny day. It’s moments like this that you earn your trident.”
“We headed up through the smoke to multiple points along the Malibu coast where we could insert folks close to their homes, before extracting them for safety,” Larsen said. “Because the roads are still closed, going over the beach was the only way people could check on their homes and lives. The anxiety among the group was palpable because the potential loss was great.”
Jampol told Variety that they were able to land 12 people who needed to get in, including a doctor and his assistants, as well as pull out 10 people who needed to evacuate. They also landed necessary supplies before retrieving all 12 people they had landed on the shore. Larsen, as one of the most experienced with coastal operations, spent most of his time going back and forth with the small boat and inflatable paddle boards.
These were necessary because the yacht could not come in past the surf line without risking running aground.
“I made about 30 trips over the beach through the surf line and back, double paddling people and supplies onto the beach,” he said. “I wore a mask because the air quality was so sh*tty, which made paddling people in and out through the surf intense. It was like a supercharged workout. One of the doctors had about 150 pounds of O2 that I swam in over the beach to get the supplies to first responders.”
One of the property owners who was able to grab valuables from his home and give it a quick coat of water, Ron Stoliar, sent WATM a quick statement of gratitude for the men who organized the mission (lightly edited for clarity):
“No words can describe my gratitude to Jeff for allowing me the privilege of being part of the adventure and his kindness of supporting our efforts, what a ship. To both Mace and Kaj for their professionalism, knowledge, toughness, dedication to the mission, and, most importantly, brotherhood. You gentlemen are the epitome of warriors. You brought me back 20 years to my days of service and reminded me of relationships built by men of tremendous respect and kinship, and can mostly be described by ‘I’d take a bullet for you brothers.'”
In the end, the men were able to, over a six-hour window, land hundreds of pounds of supplies and get 10 stranded people out. During the final movement from the shore back to the ship, Larsen was forced to jump into the water and be towed behind as his vessel began taking on water.
Jampol and Larsen have both made it clear that the best part of it for them was seeing how people came together in the face of the deadly fires.
“There are only so many multi-million dollar yachts in Marina Del Rey,” Larsen said, “…it was an honor to do our small part and an honor to be of service with those two guys. As sad as I am about the fires devastating the state, if there is a silver lining, it’s in all the amazing members of the community who have rallied to donate and volunteer and help. This is the definition of Charlie Mike. Continuing the Mission.”
They weren’t the only ones out there over the past few days, either. The Malibu Chamber of Commerce sent out a message to those still in the city that seven boats were at Paradise Cove with fuel and supplies around the same time as Larsen’s mission. Howard Leight, a billionaire possibly best known for his winery, piloted his yacht near the city on Tuesday as well.
U.S. President Donald Trump says Saudi Arabia’s King Salman has told him Riyadh will ramp up oil production in response to turmoil in Iran and Venezuela.
The Saudi government confirmed the two leaders had spoken about global oil markets, but made no mention of any agreement for Riyadh to increase production.
The June 30, 2018 conversation comes as oil prices have ticked upward following Trump administration pressure on allies to stop buying oil from Iran.
In a post to Twitter, Trump said Salman had agreed to an increase, but did not indicate a time frame for the possible 2 million barrels.
“Just spoke to King Salman of Saudi Arabia and explained to him that, because of the turmoil and disfunction in Iran and Venezuela, I am asking that Saudi Arabia increase oil production, maybe up to 2,000,000 barrels, to make up the difference,” Trump said in a June 30, 2018 tweet.
Army instructors at Fort Benning, Georgia recently opened a new drone training school to teach young soldiers to become as familiar with these tiny flying devices as they are handling M4 carbines.
The 3rd Squadron, 16th Cavalry Regiment, 316th Cavalry Brigade opened its new small unmanned aerial system, or SUAS, course facility June 11, 2018, and recently began giving classes to basic trainees “so they can become familiar with drones before they show up to their units,” Sgt. 1st Class Hilario Dominguez, the lead instructor for the class, said in a recent Defense Department news release.
Students at the SUAS course showed basic trainees how the drones fly and how to describe them if they see one flying over their formation.
Capt. Sean Minton, commander of D Company, 2nd Battalion, 58th Infantry Regiment, said his recruits learn how to fill out a seven-line report when they spot a drone and send the information to higher headquarters by radio.
(U.S. Navy photo by John F. Williams)
Trainees also learn how to hide from an enemy drone and disperse to avoid heavy casualties from drone-directed field artillery.
“Our enemies have drones now,” Minton said. “And we don’t always own the air.”
Instructors teach Raven and Puma fixed-wing remote-controlled drones and a variety of helicopters, including the tiny InstantEye copter, which flies as quietly as a humming bird, according to the release.
The students who attend the SUAS course are typically infantry soldiers and cavalry scouts who go back to their units to be brigade or battalion-level master trainers, Dominguez said.
Having trained and certified experts from the course builds trust among company and troop-level commanders so they worry less about losing drones because they distrust their drone pilots’ skills, Dominguez said.
Staff Sgt. Arturo Saucedo teaches precision flying at the course. He tells his students to think of the small helicopters as a way to chase down armed enemy soldiers.
“Instead of chasing him through a booby hole, you just track him,” he said. “Now you have a grid of his location, and you can do what you need to do.”
The new drone schoolhouse was created inside a former convenience store.
“This building represents an incredible new opportunity to the small unmanned aerial system course,” said Lt. Col. Jeffrey Barta, 3-16 commander, during the SUAS building opening event.
“For several years now it was operating in small, cramped classrooms insufficient to meet program instruction requirements. Thanks to the work many on the squadron staff, the 316th Brigade S4 shop, and the garrison Directorate of Public Works and Network Enterprise Center, we were able to turn the vacant structure into a vibrant classroom, training leaders to make the Army better.”
This article originally appeared on Military.com. Follow @military.com on Twitter.
In the military, sometimes things just get lost in transit. Gear goes adrift, paperwork gets filed wrong, and soldiers with no training in parachuting from a perfectly good airplane end up getting thrown out of a perfectly good airplane. It was bound to happen, and frankly, we should be a little surprised it took so long.
On Feb. 22, 2000, U.S. Army Spc. Jeff Lewis made his first ever parachute jump from a C-130 aircraft at Fort Bragg, N.C. The only problem was that no one had ever trained Specialist Lewis on how to jump from an airplane with the Army. Lewis was with the 82nd Airborne, so his unit was correct, it just turns out he wasn’t a paratrooper. He was a supply clerk. The then-23-year-old never mentioned anything to the jumpmaster because he wanted to do what the Army expected him to do.
“The Army said I was airborne-qualified,” Lewis said. “I wasn’t going to question it. I had a job to do, and I had to believe in what I was doing.”
A Jumpmaster can be held responsible for any training accident.
Lewis did eventually go to jump school, becoming airborne qualified just a few weeks after jumping out the airplane door for the first time. He was also promoted in that timeframe. But Lewis didn’t go out the door entirely unprepared. He took the 82nd’s one-day refresher course for those soldiers who are already airborne-qualified, and it might have saved his life. After stepping out of the airplane on the wrong foot, his equipment apparently got tangled. He was able to open the canopy by kicking with his feet, as instructed in the class.
Even though the troopers were doing a static line jump, the jump was only half the instruction necessary. The other half is, of course, the landing. Paratroopers are trained to land safely using certain techniques that redistribute the energy from the force of their fall. Even with the chutes, they can hit the ground as fast as 15 miles per hour. The untrained or new paratroopers can snap their legs when landing incorrectly and taking the brunt of the fall.
This could have been his first jump.
There’s a reason paratroopers train for weeks to learn to properly stick the landing. The chutes used by the Army aren’t like civilian chutes. They’re designed to get the trooper to the ground faster. While the Army could definitely afford safer, easier-to-use parachutes, the entire point of paratroopers is to get them on the ground and fighting as fast as possible. The more time they spend suspended in mid-air, the more opportunity enemy troops have to light them up.
A solar power plant with energy-storage capability that went online in 2018 at Redstone Arsenal, Alabama, and a biofuel power plant at Schofield Barracks, Hawaii, were among projects that helped the Army gain recognition in 2018 with an award from the Federal Energy Management Program.
“This was recognition for a tremendous amount of teamwork,” said Michael McGhee, executive director of the Army Office of Energy Initiatives. His office oversees and facilitates privately-funded, large-scale energy projects on Army land.
OEI has facilitated 7 million in such projects on 17 Army installations over the past five years. Many of the projects allow utility companies to use Army land in exchange for developing electricity projects more affordably. Some of these projects will save the Army money over the long-term, states the Department of Energy award, but more importantly, they also improve energy security and resilience.
Energy resilience is a top priority for the Army, said Jack Surash, acting deputy assistant secretary of the Army for energy and sustainability.
“Uninterrupted access to energy is essential to sustaining critical Army missions,” Surash testified at a House energy subcommittee hearing Dec. 12, 2018. He went on to say such uninterrupted power is becoming more challenging “as potential vulnerabilities emerge in the nation’s utility-distribution infrastructure.”
This 1-megawatt utility battery that stores energy from Redstone Arsenal’s solar array in Alabama is the first of its kind for the Army.
(US Army photo)
Threats to the grid include more sophisticated cyberattacks and more frequent severe storms, earthquakes and tsunamis, McGhee said. In consideration of these threats, current Army policy requires critical mission activities to be provided with a minimum of 14 days of energy, which McGhee emphasized is focused on the mission-critical infrastructure that must anticipate the potential for long-term power outages. He added a couple of Army installations currently also have the ability to keep the whole base operating for more than three or four days if the grid goes down.
One of them is Schofield Barracks with its biofuel plant that became operational in May.
The Oahu project exemplifies a partnership with a utility company that helps maximize the value for another party’s investment while also serving the needs of the Army, McGhee said.
Hawaiian Electric needed to build a new power plant. The older ones were typically built along the coastline because most of the people lived there and that’s where the fuel shipments came in.
“Unfortunately, that’s also where the strongest effects of a storm surge would be felt in a tsunami or other extreme-weather event,” McGhee said. So the company was looking to place its new plant on higher ground with more security and less risk.
Behind the secure perimeter of Schofield Barracks was an obvious choice, McGhee said.
The biofuel plant provides power to Oahu during peak-demand periods. It has the capability to be decoupled from the grid in case of a grid emergency, McGhee said, and Schofield Barracks has the first right to power from the plant in such an emergency.
The 50-megawatt power plant can provide 100 percent of the power needed to keep Schofield Barracks, Wheeler Army Airfield and Field Station Kunia running during a grid power emergency, according to OEI.
Several days of biofuel are stored on site at the plant and 30 days are available on the island, McGhee said. The plant also uses regular fuel oil and could even be operated on liquefied natural gas, providing what he termed as even more resilience.
For emergency power design, a reliable source of fuel and the ability to use more than one type of fuel is the key to long-term sustainability of operations, he said. In the case of severe weather, resupply of fuel for back-up power often becomes a problem, he added, so having the ability to resupply from multiple sources with multiple types of fuel is desired.
“We need something more than just your standard backup of diesel generators, in order to have a more resilient solution,” McGhee said.
One of the problems with energy resilience from renewable-power sources, such as solar or wind power, has been the lack of ability to store the power for use when the wind stops or the sun goes down.
Until recently, storage options have not been affordable.
“It’s not so much the technology has gotten cheaper as it is that the manufacturing has gotten to be more extensive, lowering the unit cost,” McGhee said of large-scale battery storage units.
“It’s very exciting for us, because we’ve been looking forward to this moment to couple large-scale, utility-size batteries with our existing large-scale, energy-generation projects that we helped develop,” he said.
The Redstone Arsenal project was OEI’s first foray into large-scale utility batteries, McGhee said, but added several more “are in the works” and could be part of projects in the coming year.
Acting Assistant Secretary of the Army for Installations, Energy and Environment Jordan Gillis stands in the center of those who helped the Army earn recognition with a 2018 Federal Energy and Water Management Award, including to his left, Michael McGhee, director, Office of Energy Initiatives. Jack Surash, acting deputy assistant secretary of the Army for energy and sustainability, is to the right of Gillis.
(US Army photo)
“It’s happening very quickly,” he said, “Companies are better understanding the technology, but they’re also better understanding the value proposition.” More developers are now actively seeking partners for battery-storage projects, he said.
“That technology at an affordable price enables so many other technologies and so many design options that weren’t available before.
“Large-scale affordable battery storage … provides the most compelling new option paths available that are intriguing to improving resilience on Army installations,” he added.
The 1-megawatt battery that became operational on Redstone in February can provide power for 2 megawatt hours, McGhee said, and added that future battery projects are likely to be much larger
Additional components must be added to the Redstone project to enable long-term backup power, he said. But planning is underway for a potential microgrid that could provide sustainable power at the arsenal for a long-term emergency.
Large-scale batteries are being evaluated to possibly be added to existing projects at other installations, McGhee said.
For instance, 30-megawatt alternating-current solar photovoltaic power plants have been operating for a couple of years now on Forts Gordon, Benning and Stewart in Georgia.
Fort Rucker and Anniston Army Depot in Alabama have 10-megawatt solar projects that are part of microgrids providing energy to the installations.
Fort Detrick, Maryland, has a 15-megawatt solar project with 59,994 panels that have been providing electricity to the post since 2016.
Fort Hood, Texas has both a 15-megawatt solar array on-post and a 50-megawatt wind turbine farm off-post that have been providing electricity to Fort Hood since 2017. All of these projects could potentially benefit from large-scale battery storage, according to McGhee.
“The batteries we are looking at have a relatively small footprint and require little maintenance,” he said, adding, “they’re a very low-touch kind of technology that has tremendous benefit.”
Natural Gas may be a trend for the coming year, McGhee said. The cost of natural gas has come down, he explained, making it more economical to build smaller utility electrical plants fueled by gas.
A utility company in Lawton, Oklahoma, is looking at investing in a natural gas plant along with a solar array on Fort Sill, he said. His office is working with the utility on a design and they are beginning environmental reviews. If approved, the project would utilize an “enhanced-use lease authority” where the utility company would be allowed to use the land for siting the natural gas and solar plants in return for providing a backup power capability to the installation.
This biofuel power plant at Schofield Barracks, Hawaii, became operational in May 2018 and in the case of an emergency can provide all the electricity needed to operate the installation.
Most of the OEI projects have used either the enhanced-use lease authority or power purchase agreements to provide energy sustainability, but McGhee said he looking at other options to enhance microgrids. Controls that enable energy from plants to be more efficiently applied to installation facilities could merit direct Army funding he said.
Energy Savings Performance Contracts are another option. ESPCs involve privately-financed design and installation of equipment that provides energy savings over time and those savings then enable the government to pay back the private investment.
Utility Energy ServiceContracts, or UESCs, can also provide services to improve installation power equipment reliability, or McGhee said with more creative thinking, create microgrids.
“We’re weaving together a collection of authorities that very often are not considered in concert,” McGhee said. OEI helps garrisons that that may not have the experience or resources to be working with all the different types of authorities.
“Our office tries to bring a more integrated solution,” he said.
Teamwork for readiness
OEI actually received the FEMP Federal Energy and Water Management Award on Oct. 23 from the Department of Energy. McGhee said he accepted the award on behalf of the many commands and garrisons that helped coordinate the 11 projects above. The Army Corps of Engineers Headquarters and Districts and Centers of Expertise, Installation Management Command, Mission and Installation Contracting Command and Army Materiel Command, along with the Defense Logistics Agency, were among organizations that McGhee said deserve credit for the team award.
The award states the projects generate a total of 350 megawatts of distributed energy that help stabilize and reduce the Army’s costs while improving its security, resilience and reliability.
“Supporting Army readiness is the No. 1 priority,” McGhee said. “Our systems are being designed to improve the Army’s installation readiness.
“In addition we are helping to modernize the Army’s energy infrastructure, adding new technologies, and adding new protections that help us be ready for the needs of tomorrow, to include things like cyber intrusion.”
Say what you want about President Nixon, the man knew what the greatest asset in the U.S. military was – the people who served. As a veteran himself, he could appreciate what it was like to be in the military during wartime. What Nixon couldn’t know as a vet was what it was like to be captured and tortured by the enemy. As Commander-In-Chief during the Vietnam War, he knew exactly how many Americans were held captive.
When they came home, he showed his appreciation in style.
President Richard Nixon and Pat Nixon on stage at the White House Dinner for the American Prisoners of War (POW) who were returned by the North Vietnamese government. On stage with President Nixon and Mrs. Nixon are singer Vic Damone, comedian-actor Bob Hope, “God Bless America” songwriter Irving Berlin, and singer-actor-dancer Sammy Davis, Jr.
It was three months after the repatriation of American POWs from North Vietnam that a huge tent was erected on the back lawn of the White House. The President and the First Lady were about to throw the largest White House dinner in the history of the American Republic. The guests of honor were every single Vietnam POW who just came home, more than 590, 34 of which couldn’t make it due to continued treatment. Along with them came a star-studded guest list that included John Wayne, Bob Hope, and Jimmy Stewart.
“President Nixon made us feel like we were the stars,” said retired Air Force Col. Robert Certain. “President Nixon is one of our heroes.” Nixon also took the time to meet every single of the POWs.”
“He was a hero to us. He will always be revered by us as a group because he got us home,” said retired Marine Corps Capt. Orson Swindle, who spent more than six years in a Hanoi prison camp.
Some 40 years later, the same POWs re-gathered for a reunion at the Richard Nixon Memorial Library in Yorba Linda, Calif. They brought their families along to celebrate the anniversary of their release as well as the unforgettable dinner the President threw for them, taking them from eating with their hands in a cell to eating on White House china and shaking hands with the stars.
As of the 2013 reunion, the 1973 dinner was still the largest dinner ever held at the White House.
First Lady Pat Nixon greets touring POW families during the evening events.
The POWs were also given unfettered access to areas of the White House normally off-limits to the public. They were able to tour the historic mansion without guides or maps. One pair of veterans even told ABC news they accidentally walked into President Nixon’s private study, with the man himself seated at its desk. He told them it was alright and he would be out to greet them in a minute.
But the President could not stay up all night with the troops and retired before the evening was over, ordering the staff to let everyone stay until they wanted to go. But before leaving he told the POWs:
“I have spoken to many distinguished audiences. I can say to you today that this is the most distinguished group I have ever addressed, and I have never been prouder than I am at this moment to address this group.”
Once trick or treating is over and your kids are safely tucked into bed, you’ll probably want to engage in the time-honored tradition of “borrowing” some candy from her bucket of treats. And after a long night roaming the neighborhood, you’ll have more than earned a delicious beer. But which pairs best with the candy buffet you’re about to explore? For that, we asked some beer experts to see what brews they would drink alongside some of the most popular Halloween candies around. Here’s what they said.
Best with: A Hefeweizen like Funky Buddha’s Floridian Hefeweizen, Star Hill’s The Love Wheat Beer, Sierra Nevada Brewing Co.’s Kellerweis.
Why? Matthew Stock, beer specialist for The Brass Tap, says that notes of banana and clove in wheat beers like Hefeweizens pair nicely with the caramel and shortbread flavors in Twix bars.
(Photo by Ravi Shah)
Best with: A peanut butter porter (which seems obvious in retrospect) like Horny Goat Brewing Co.’s Chocolate Peanut Butter Porter.
Why? Jessica Salrin of Growler USA recommends doubling down on the peanut butter goodness of Twix with a porter that is itself made with peanut butter.
Best with: A lambic like Lindemann’s Framboise.
Why? Dave Selden, owner of 33 Books, a company that makes beer tasting journals, rightly points that Homer Simpson may have been to pair Skittles and beer with Skittlebrau. But instead of Duff, he recommends a tart Lambic because “the acidity is a nice contrast to the sweetness.
Best with: A saison like Wild Florida Saison, Goose Island Beer Co.’s Sofie, The Lost Abbey Carnevale, Stone Brewery Saison.
Why? Stock calls SweeTARTS a “lively and often intense candy” that is balanced out with a “slightly tart, semi-dry, and earthy beer like a saison.”
5. Three Musketeers
Best with: An American porter like Samuel Adams Holiday Porter, Yuengling Black and Tan, Leinenkugel’s Snowdrift Vanilla Porter.
Why? Stock says that the light sweetness of this old standby has flavors that will be intensified when paired with a rich American porter.
Best with: A brown ale like Rogue’s Hazelnut Brown Nectar or a stout like Guinness.
Why? Our experts differed on this Halloween classic. Salrin says that the nutty, caramel base of a brown ale pairs nicely with the peanuts and caramel in a Snickers bar. Selden says that the combination of salty and sweet that makes Snickers the “balanced meal” of candy bars means that it pairs well with stouts, known as the “meal in a glass” of the beer world. The dryness of a stout goes well with the sweetness of the candy.
7. Candy Corn
Best with: A Vienna lager like Green Room Brewing Vienna Lager, Dos Equis Amber Lager, or Great Lakes Brewing Co.’s Eliot Ness or a vintage old ale like North Coast Brewing’s Old Stock Ale.
Why? In our second split decision, Stock recommends a light, refreshing Vienna lager to wash down the intense sweetness of candy corn while Selden said that vintage old ales have the subtle malt sweetness that brings out the vanilla flavor of candy corn.
8. Caramel Apple Pops
Best with: A cider like Original Sin Hard Cider Black Widow.
Why? We’re fudging our own rules with a non-beer pick here, but drinking an apple beverage with an apple candy seems like a no-brainer. Salrin says that this lollipop pairs well with many cider options, but that the spooky name of the Black Widow from Original Sin makes it an extra-festive choice.
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.