Paratroopers are a force to be reckoned with. They can slip far behind enemy lines and wreak havoc against an enemy’s support units, making life easier for those in the main assault and striking fear into those who assumed they were safely behind defenses. What’s worse (for the enemy), after the initial airborne assault, you’re left with the famous “little groups of paratroopers” — small pockets of young men brave enough to jump out of an airplane, all armed to the teeth, ready to defend themselves, and devoid of supervision.
But for as daring and lethal as paratroopers are, they’re still, essentially, light infantry once they hit the ground. Light infantry can do a lot of things, but when they’re tasked with hitting prepared positions or facing off against enemy tanks, they tend to take heavy casualties.
So, how do you reinforce troops that drop from the sky? You drop armor out of the sky, too.
The BMD-1 was the Soviets’ answer to the question of bringing armored support to their paratroopers.
In 1965, the Russians began designing an infantry fighting vehicle that could be air-dropped. Eventually, this came to be known as the BMD-1. BMD stands for Boyevaya Mashina Desanta or, in English, “airborne combat vehicle.”
The BMD-1 packs some impressive firepower: it uses the same turret as the BMP-1, packing a 73mm gun, a launcher for the AT-3 Sagger missile, a coaxial 7.62mm machine gun, and a bow-mounted 7.62mm machine gun. This vehicle has a crew of two and carries five infantry. It has a top speed of 40 miles per hour and can go a little over 370 miles on a tank of gas.
The BMD-1 was widely exported. Saddam Hussein’s regime was one of the purchasers.
(USMC photo by LCPL Andrew P. Roufs)
Unlike its American contemporary, the M551 Sheridan, a vehicle designed to support American paratroopers in similar ways, the BMD was exported to a number of Soviet clients. The BMD saw action in the Angolan Civil War, the Soviet invasion of Afghanistan, the Iran-Iraq War, Desert Storm, and fought in the Second Chechen War and the 2008 Russo-Georgian War.
Learn more about this 7.5-ton hunk of metal that’s designed to be dropped from the sky in the video below!
President-elect Donald Trump and Vice President-elect Mike Pence took part in a wreath-laying ceremony at Arlington National Cemetery Thursday afternoon.
The ceremony took just under 13 minutes, according to video of the event available at CSPAN.org. Neither the president-elect nor vice-president elect chose to speak at the event.
According to a report by Bloomberg, the ceremony is one of the first of the series of events that will culminate in Trump and Pence taking their oaths of office on the West Front of the Capitol Building on Jan. 20.
A 2013 report by EverythingLubbock.com notes that President Barack Obama and Vice President Joe Biden took part in a similar ceremony on Jan. 20, a day prior to their second public inauguration, and C-SPAN.org has video of Obama and Biden taking part in a 2009 ceremony prior to taking office on Jan. 18 of that year. The ceremony honors military personnel who have “served and sacrificed” according to EverythingLubbock.com.
The ceremony takes place at the Tomb of the Unknowns. According to the website of Arlington National Cemetery, the Tomb was first built to honor an unknown serviceman who fell during World War I. It was dedicated on Armistice Day, 1921 (Nov. 11, now Veterans Day).
In 1958, unknown soldiers from World War II and the Korean War were interred on May 30. On May 28, 1984, the Vietnam Unknown was interred. According to homeofheroes.com, all four Unknowns were awarded the Medal of Honor. An official Army website notes that unknown Belgian, British, French, Italian, and Rumanian soldiers from World War I were also awarded the Medal of Honor.
In 1998, the Vietnam Unknown was exhumed. DNA testing later identified him as Air Force 1st Lt. Michael Joseph Blassie. CNN reported that Blassie was returned to his family and buried at the Jefferson Barracks National Cemetery.
While picking up parts for his vehicle at a local hardware store in Fountain, a horizontal construction engineer with Alpha Company, 52nd Brigade Engineer Battalion, 2nd Infantry Brigade Combat Team, 4th Infantry Division, recently encountered a unique situation.
“As I got closer to the store, I noticed that the manager was standing in front of the doorway blocking the entrance,” said Pfc. Adrian Vetner, a native of Umtentweni, South Africa. “A man was trying to get past the manager and he had power tools in his hand. He was clearly trying to rob the store.”
The robber was somehow able to get past the manager and ran toward the exit, Vetner said.
“At that moment, without hesitation, I ran — grabbed him — threw him to the ground and held him until the manager took over,” Vetner said. “I didn’t hesitate or think about it twice because at that moment I knew it was the right thing to do.”
Vetner’s personal courage and eagerness to help those around him didn’t stop there.
Col. Dave Zinn, left, commander of the 2nd Infantry Brigade Combat Team, 4th Infantry Division, presents a coin to Pfc. Adrian Vetner, right, a horizontal construction engineer with Alpha Company, 52nd Brigade Engineer Battalion, 2nd IBCT, Jan. 9, 2019, at the brigade headquarters building on Fort Carson, for his recent actions in helping others.
(Photo by Capt. James Lockett)
Six days after stopping the robbery, Vetner was once again put in a situation where his assistance was needed, this time it involved a fellow soldier.
“I was on my way to work and it was snowing out, and I saw someone had broken down on the side of the road,” he said. “Their tire was laying down a couple feet behind him. I helped him get his new tire on by lending him my jack, made sure he was good to go and went on with my day.”
However, for Vetner, those actions were nothing out of the norm.
He credits his upbringing in a military family and his father, who is a retired colonel in the South African military, for his acts of courage and selflessness.
“I was raised to do the right thing at all times even when no one is watching,” he said. “Sometimes people get the wrong idea [about] military personnel, and if I can do little things here and there to change that mindset, I am happy to do so.”
Capt. Cory Plymel, who recently took command of Alpha Company, said hearing of Vetner’s actions made him feel proud to become part of the company.
“The fact that we have soldiers who live the Army values on a constant basis is very fulfilling,” Plymel said. “To see someone put those values into action and show what right looks like, especially in such a young Soldier, just shows how great our soldiers are.”
Plymel said he hopes that Vetner’s actions send a greater message, not only to junior soldiers but to all soldiers.
“I think it speaks volumes that someone who is not from the U.S. is serving this country and performing these acts of courage and kindness without thinking twice about it,” Plymel said. “It’s very humbling to see that and it speaks volumes about the soldiers we have in our Army regardless of where they are from.”
The F-35 Lightning II, designed to be a stealthy sensor platform that can fly and fight nearly anywhere in the world, can now feed its targeting data back to Navy ships, allowing the task force to engage dozens of targets without the F-35 having to fire its own weapons and break stealth.
A Marine Corps F-35B Lightning II takes off from the HMS Queen Elizabeth on October 9, 2018, with inert GBU-12 Paveway II laser-guided bombs.
The change comes thanks to an upgrade on the ship side, not on the Lightning II. Basically, the Navy has a communications system known as the Ship Self Defense System. SSDS is typically built into carrier strike groups and the larger amphibious ships, like Landing Helicopter Assault and Landing Helicopter Dock ships.
So, basically anything that an F-35 can take off from. But now, the SSDS on the USS Wasp can accept communications from the F-35’s Link 16 Digital Air Control. This allows the F-35 to directly feed its sensor data into the fleet’s communications.
The most important application of this capability is that commanders can now see what the Lightning II sees and order surface ships to engage targets with missiles, other aircraft, or even naval artillery if it’s in range.
The amphibious assault ship USS Wasp (LHD 1) steams through the Mediterranean Sea.
(U.S. Marine Corps photo by Cpl. Ryan G. Coleman)
This will be a huge boost for the F-35 in a war. F-35s and F-22 Raptors can’t carry many missiles and bombs while remaining stealthy, and firing their weapons can give away their positions.
Additionally, the fleet has many more missiles than the planes can carry — and that can be key during a complex fight. If Marines are landing ashore, they don’t want to hear that their air support is running low on missiles. They want to hear that there’s an endless rain of effects coming their way, and that all of them are going to be digitally targeted against the most dangerous threats.
While the digital communications upgrade is currently only placed on the USS Wasp, the rest of the carrier and LHA/LHD groups will receive it in the near future.
U.S. Marine Corps Maj. Michael Lippert, test pilot with the F-35 Pax River Integrated Test Force, continues First of Class Flight Trials (Fixed Wing) developmental test flights aboard HMS Queen Elizabeth on Sept. 30, 2018.
(U.S. Navy photo by Dane Wiedmann)
In addition to passing targeting data, the F-35 sends back its status information, like fuel and weapon inventories, while receiving information from the mission commander, like assignment information.
ISIS terrorists recruited from western countries like the US and UK always kept their distance from each other because of the threat of drone strikes, according to a captured member of the terror group.
Parvez left the UK to join ISIS in 2014 but was captured in Baghuz, the final ISIS bastion in Syria, according to the BBC. The government has stripped him of citizenship.
In an interview from prison he described the extreme fear among western members about being killed by drones.
An MQ-1 Predator drone over southern Afghanistan.
“So, people wouldn’t want to be associated with one another just in case.”
“Because we didn’t actually have the list of who’s on the drone list or not. So we’d really be scared of, OK, this guy might be, and this guy might be.”
“So it’s better I just keep to myself,” he said.
A number of key ISIS figures have been killed in drone strikes.
They include media director Abu Anas al-Faransi in March 2019, British ISIS fighter Mohammed Emwazi, known as “Jihadi John,” in December 2015, and British defector Sally Jones in October 2017.
Parvez also told BBC reporter Quentin Sommerville that he regrets joining, wants to come home, and never knew the “realities” of being part of ISIS.
“I didn’t know there was something waiting for me like that so most of the foreign fighters, when you do talk to them, the first thing they say to you is that we would never ever have come if we had known the realities of ISIS,” he said.
“There was many times where I thought ‘time to pack up and leave,’ and there’s many times I did try to pack up and leave but the reality was that it wasn’t as easy as it sounds.”
General Mazloum Kobani, the commander-in-chief of the Kurdish-led Syrian Democratic Forces, said that his forces liberated the last ISIS stronghold in the village of Baghuz, ending the terror cell’s presence in Syria.
ISIS is still active in Iraq, and parts of Africa.
Two U.S. Air Force jet fighters scrambled to escort a pair of Russia Tu-95 strategic bombers that were conducting a flight over the Arctic Ocean, the Bering Sea, and the Sea of Okhotsk on Sept. 6, 2018.
The Russian Defense Ministry on Sept. 7, 2018, confirmed the incident, saying the bombers were performing “scheduled flights over neutral waters” when they were escorted by the U.S. F-22 warplanes.
Earlier, a spokesman for the U.S. Northern Command and North American Aerospace Defense (NORAD), Michael Kucharek, told journalists that the Russian bombers were flying “in the Alaskan Air Defense Identification Zone, south of the Aleutian Islands.”
Two F-22s during flight testing.
(U. S. Air Force Photo)
“At no time did the Russian bombers enter Canadian or United States sovereign airspace,” he said.
The 3rd Infantry Division, then known simply as the 3rd Division, was activated in November 1917 for service in World War I. They were fighting the Germans by April 1918. The green troops of the 3rd Division were thrown into the line in the midst of a strong German attack along the Marne River.
The Marne had been the site of a significant battle that had turned back the German onslaught into France in 1914. It would be remembered once again in 1918.
After the Germans’ Spring Offensives had ground to a halt, they still sought a breakthrough of the Allied lines. Hoping to draw forces away from Flanders, where the Germans hoped to eventually drive through to Paris, they launched a large scale offensive to the south in the vicinity of Reims.
In the early morning darkness of July 15, 1918 the Germans began crossing the Marne River in assault boats.
Under a massive artillery barrage, the German Seventh Army smashed into the French Sixth Army. Under the brutal bombardment and onslaught of German stormtroopers, the French fell back in disarray. All along the line the Germans were quickly gaining ground – except for one spot on their right flank.
This was the position held by the 3rd Division. Particularly stubborn resistance came from the 38th Infantry Regiment under the command of Col. Ulysses McAlexander. It was dug in along the riverbank with a secondary line holding a raised railroad embankment. As the Germans crossed the river they were met with murderous fire from the Americans.
As they landed, the Germans quickly found themselves engaged in brutal hand-to-hand combat.
Unfortunately for the Americans, there were simply too many Germans and slowly but surely the advanced platoons on the riverbank were wiped out. The Germans were then met at the railroad embankment, where according to Capt. Jesse Woolridge, they gave a thousand times more than they took, but even those positions became untenable. Reinforcements were quickly rushed in and smashed the beleaguered German troops.
This effort finally broke up the attack.
In Woolridge’s account, he states “it’s God’s truth that one Company of American soldiers beat and routed a full regiment of picked shock troops of the German Army.”
While the rest of the 3rd Division was pushed back, the 38th Infantry was giving the Germans hell. Refusing to relinquish his position despite his exposed flanks, Col. McAlexander pulled his two battalions on the flanks back to form a horseshoe shape. The shape of his defense and the stubbornness with which he held it earned McAlexander and the rest of the regiment an enduring nickname – the Rock of the Marne.
The nickname eventually came to encompass the entire division for their stellar defense of their sector during the massive German attack. The Division would later adopt the special designation The Marne Division as well for their part in the battle.
At the Second Battle of the Marne, the 3rd Division also received its official motto. As French troops retreated, 3rd Division soldiers rushed to the scene to hold the line. The division commander, Maj. Gen. Joseph Dickman, gave his famous orders, in French so their allies would understand, “Nous resterons la!” – We shall remain here!
The battle was significant. Not just to the 3rd Division but to the entire American war effort. The Americans were relatively untested at the time and their success in holding back the Germans at the Marne garnered great respect from their European counterparts.
Stopping the German offensive also opened the way for the immediate counterattacks of the Aisne-Marne Offensive and finally the Hundred Days offensive that would eventually lead to Germany’s capitulation. The division’s stand was called “one of the most brilliant pages in the annals of military history” by the commander of the American Expeditionary Forces, Gen. John Pershing.
During its spectacular march against the Axis, some 35 members of the division were awarded the Medal of Honor for their action in combat including their most famous member, Audie Murphy.
The Marne Division later fought in the Korean War before spending the Cold War guarding Germany against possible Russian aggression. Since 2003, the division has been actively involved in the Global War on Terror and led the US Army’s invasion of Iraq.
The battle to justify the need for a Space Corps rages on in Washington, but the war may soon be upon us, according to the Air Force Chief of Staff, Gen. David Goldfein. The waiting list to sign up as a Space Shuttle door gunner, sadly, isn’t yet available, as the actual battle will be satellite defense primarily.
Space isn’t just a vast nothingness outside of our planet. The placement of satellites in orbit has played a key, strategic role in combat. Historically, satellites in orbit were fairly hard to reach, so the need to defend them hasn’t been a concern. That was until an increasing number of nations gained the ability to knock them out.
The Air Force has kept their eyes on fighting in Space since before 1963. Following the Air Force’s lead, the Department of Defense has made many advancements to America’s space program, such as the Space and Missile Systems Center and free access to GPS satellites. In 2007, China took steps toward being able to shoot down satellites and, in 2008, America proved it could. Recently, Russia claimed to have a plane-mounted laser that can take out satellites.
Gen. Goldfein told the press we need “to embrace space superiority with the same passion and sense of ownership as we apply to air superiority today.” To do this, the United States needs missile-detection satellites in place to watch over our orbiting assets.
Of huge benefit to the USAF’s Space Program is the advancement of civilian space programs, such as SpaceX, and their ongoing innovations, such as the reusable super heavy-lift launch vehicle, Falcon Heavy. The USAF and SpaceX have worked hand-in-hand on all things space. SpaceX helps research and foot part of the bill while the USAF helps by providing equipment and certifications. Combined, they’re about to launch the Deep Space Atomic Clock. While this might not sound as impressive as an all-out war in space, it will help give an absolute measurement of time in Space — which, because of time dilation, is a pain in the ass to keep accurate.
Needless to say, the final frontier is going to get much more interesting in the next few years.
Marine Wing Support Detachment 31 conducted an aircraft recovery convoy exercise during a Marine Corps Combat Readiness Evaluation aboard Marine Corps Air Station Beaufort Aug. 2, 2018.
The exercise prepared the Marines for an aircraft mishap and ensured they were properly trained to recover personnel and equipment if called on.
“We used our own vehicles to conduct the convoy and assisted with the recovery process,” said Staff Sgt. Joel Contreras, the motor transportation operations chief with MWSD-31. “There were multiple training evolutions that pertained to different parts of the convoy.”
During the course of the exercise, MWSD-31 conducted convoy and sweeping operations by planning a route to the downed aircraft and back while simultaneously sweeping the area with combat mine detectors for explosive threats. Aircraft Rescue and Firefighting Marines from Headquarters and Headquarters Squadron also aided in the training by salvaging the aircraft while also defueling the fuselage of the simulated aircraft to prevent fires and fuel leaks.
“I’m just one piece of the puzzle when we’re doing these kinds of events,” said Lance Cpl. Brandon Moody, a combat engineer with MWSD-31. “Once we get to a site, everyone has a job to do. We could be sweeping up and looking for ordnance while AARF Marines are defueling a gas tank. This exercise really painted a picture on how important teamwork is to mission accomplishment.”
Cpl. Danny L. Clark and Sgt. Jose R. Trujillovargas help to guide a downed F/A-18 Hornet into a secure position during a Marine Corps Combat Readiness Evaluation aboard Marine Corps Air Station Beaufort.
(Photo by Lance Cpl. Erin Ramsay)
MCAS Beaufourt is unique because it has the ability for Marines to conduct this type of training on base as opposed to having to go to another Marine Corps base in the fleet.
“Some of the Marines here only have the ability to do exercises like this during Integrated Training Exercise at Twentynine Palms, California and other places,” Contreras said. “If they don’t have the ability to do it there, we can do it here. We were fortunate that one of the squadrons gave us a retired aircraft to allow us to conduct this training.”
ITX is a month-long joint exercise that trains Marines so they can merge more easily into a Marine Air Ground Task Force, as well as, to maintain familiarity with basic military requirements.
Cpl. Tristin L. Hoffmaster inspects a simulated downed F/A-18 Hornet to ensure it’s secured properly during a Marine Corps Combat Readiness Evaluation aboard Marine Corps Air Station Beaufort.
(Photo by Lance Cpl. Erin Ramsay)
The mission of MWSD-31 is to provide all essential aviation ground support to designated fixed-wing component of a Marine Aviation Combat Element and all supporting or attached elements of the Marine Air Control Group. They offer support with airfield communications, weather services, refueling, and explosive ordinance disposal.
“I’m not sure if most Marines are familiar with what we do,” Moody said. “We’re here to support the wing units when stuff like this actually goes down. At the end of the day, if MCAS Beaufort needs something done, they can always rely on us.”
With the assistance of allied hackers, Russia has developed a cyberweapon capable of destroying an electricity grid, US researchers report that such a weapon could be used to upset the American electric system.
The reports say that the devise was used to disrupt energy system in Ukraine December in 2015.
According to the Washington Post, the cyberweapon has the potential to be the most disruptive yet against electric systems that Americans depend on for daily life.
The malware, which researchers have dubbed CrashOverride, is known to have disrupted only one energy system — in Ukraine in December, 2015.
In that incident, the hackers briefly shut down one-fifth of the electric power generated in Kiev.
But with modifications, it could be deployed against US electric transmission and distribution systems to devastating effect, said Sergio Caltagirone, director of threat intelligence for Dragos, a cybersecurity firm that studied the malware and issued a report on June 12th.
And Russian government hackers have shown their interest in targeting US energy and other utility systems, researchers said.
“It’s the culmination of over a decade of theory and attack scenarios,” Caltagirone warned. “It’s a game changer.”
The revelation comes as the US government is investigating a wide-ranging, ambitious effort by the Russian government last year to disrupt the US presidential election and influence its outcome.
Dragos has named the group that created the new malware Electrum, and it has determined with high confidence that Electrum used the same computer systems as the hackers who attacked the Ukraine electric grid in 2015.
That attack, which left 225,000 customers without power, was carried out by Russian government hackers, other US researchers concluded.
US government officials have not officially attributed that attack to the Russian government, but some privately say they concur with the private-sector analysis.
“The same Russian group that targeted US [industrial control] systems in 2014 turned out the lights in Ukraine in 2015,” said John Hultquist, who analyzed both incidents while at iSight Partners, a cyber-intelligence firm now owned by FireEye, where he is director of intelligence analysis. Hultquist’s team had dubbed the group Sandworm.
“We believe that Sandworm is tied in some way to the Russian government — whether they’re contractors or actual government officials, we’re not sure,” he said. “We believe they are linked to the security services.”
Sandworm and Electrum may be the same group or two separate groups working within the same organization, but the forensic evidence shows they are related, said Robert M. Lee, chief executive of Dragos.
The Department of Homeland Security, which works with the owners of the nation’s critical infrastructure systems, did not respond to a request for comment.
But you know what no other known living thing can do? Use their minds to create machinery to do an otherwise extremely arduous and dangerous task in about a half an hour, all while kicking back in a very comfy chair. And that’s exactly what French fighter pilot Didier Delsalle did when he conquered Everest in a product of human ingenuity — the Eurocopter Ecureuil AS350 B3 helicopter. Humans: 1, Animal Kingdom: 0.
Although Delsalle is the first and so far only person in history to land a helicopter on the summit of the world’s highest peak, likeminded daredevils and pilots have been trying to do exactly that since at least the early 1970s. One of the most notable of these individuals is Jean Boulet who still holds the record for highest altitude reached by a helicopter at 40,820 ft (12,442 meters), at which point his engine died, though he did manage to land safely. (Yes, contrary to popular belief, helicopters don’t just drop like a rock when the engine dies, and they are relatively safe in this condition. In fact, you have a better chance of surviving in a helicopter when the engine fails than you do in an airplane where the same happens.)
Like Boulet before him, Delsalle broached the subject of landing a helicopter on Everest with the company he flew helicopters for (in this case Eurocopter) and was similarly stonewalled by killjoy executives who didn’t want to deal with the negative PR if he crashed.
Delsalle didn’t let the subject drop and repeatedly badgered higher ups within the company, using the better-than-expected results from the test of a new engine in 2004 to convince Eurocopter that landing their Ecureuil AS350 B3 helicopter on Everest was entirely possible. The company executives finally relented and gave Delsalle some time (and a helicopter) to test his hypothesis. After all, while a failed attempt would create a lot of negative press, a successful one would be a fantastic marketing move, with their helicopter doing something no other had ever done.
Or as Delsalle himself would state,
The idea was to prove to our customers all the margins they have while they’re using the helicopter in the normal certified envelope, compared to what the helicopter is capable of during the flight test.
Delsalle then took the helicopter and flew it to 29,500 feet, about 6,500 feet above the helicopter’s listed maximum operating altitude and around 500 feet higher than the peak of Everest.
After a number of additional tests proved that the helicopter would in theory have no trouble landing on Everest’s peak, Delsalle and his trusty helicopter headed to Nepal.
Once there, while conducting recon on the mountain, Delsalle cemented his reputation as an all round awesome guy by taking the time to rescue two stranded Japanese climbers. When he wasn’t saving lives, he could be found jogging around the hanger in an attempt to drop every gram possible from his body weight. Likewise, he lightened the helicopter slightly be removing the passenger seats- the point of all this was to be able to extend flight time slightly. However, as part of the purpose of this publicity stunt was to show off what the Ecureuil AS350 B3 could do, other than this marginal lightening of its load, no other modifications were made.
And so it was that on the morning of May 14, 2005, Delsalle slipped on two pairs of thermal underwear under his flight suit and took off. As for his choice of under attire, this was needed as he flew the entire distance with his window open… He did this rather than keep things more climate controlled as he was concerned his windows would have iced up in the -31 F (-35 C) temperatures had he not kept the temperatures equalized on both sides of the glass.
As for the ascent, this was not quite as easy as simply rising to the necessary altitude — Delsalle had to deal with some pretty remarkable up and down drafts, which is one of the reasons even today helicopter rescues at extreme altitudes on Everest are a rarity. As he stated,
On one side of the mountain, on the updraft side, I wasn’t able to approach the mountain because even taking out all of the power of the aircraft, I was still climbing. But of course on the other side you had the downdraft side, and on this side even with maybe 60 knots on the airspeed indicator I was going backward . . . and the helicopter at full power was not powerful enough to counteract that.
“Landing”, or more aptly touching down, also wasn’t an easy task.
When you reach the summit you reach the updraft point, and of course the updraft winds have enough force to throw you away as soon as you put the collective down. I had to stick my skids on the summit and push into the mountain to stay on the summit. Another big problem there is that you have no visual of the summit, and you have no specific cues, because you are on the highest point. You are in free air in fact, and you have to try to find where is the summit exactly.
After keeping the skids pressed against the tiny area of land that is the summit for 3 minutes and 50 seconds, Delsalle decided it was time to go, which turned out to be quite simple thanks to the strong updraft: “I had just to pull a little bit on the collective and I went to flying very easily.”
Amusingly, nobody climbing the mountain that day had any idea that Delsalle was planning on doing this and reports later flooded in to Nepalese authorities about a random helicopter seen flying around the summit.
But when Delsalle landed and went to check the recordings documenting his amazing accomplishment, the computer showed zero files where the recordings should have been. Yes, he had no hard evidence he had actually done this, invalidating his record attempt.
Rather than waiting to see if the data could be recovered (and presumably not wanting to endure doubters for any longer than absolutely necessary), Delsalle instead opted to just do it all over again the very next day, this time making sure the recording equipment was functioning. (It should also be noted here that some of the urgency was because no one was summiting on the day in question, but were after. For safety reasons, he could not attempt the touch down if anyone was climbing around the summit.)
If at this point you’re now doubting his story actually happened, we should probably mention that they were later able to recover the first day’s logs and video, proving he had done what he said.
Of course, doubters will persist no matter if you slap them in the face with video evidence, data logs, several Everest climber accounts of spotting the helicopter flying around the summit, his helicopter skid marks that for a time existed in the snow at that hallowed peak, etc. But as for the Federation Aeronautique Internationale and a few other such official bodies, as his evidence of the two touch downs on the summit was incontrovertible, they officially ratified his remarkable achievement, much to the chagrin of many an Everest climber, who almost universally lamented the accomplishment owing to the supposed ease at which summiting the mountain was achieved.
But here again, we feel compelled to point out that humans compiling the knowledge and expertise needed to design/construct a machine that was then extremely skillfully landed on this hallowed, tiny patch of snow covered land isn’t actually easy at all when you think about it. (And don’t even get us started on what it took to compile the knowledge and expertise to make the tools that made the parts for the machine in question… or the tools that made the parts for the more advanced tools, such as mind boggling complex computers used along the whole process…)
One might even posit that summiting Everest in the more traditional way is orders of magnitude easier than the way Delsalle did it, when looking at the big picture.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
In the 1980s, the Soviet Union had a few problems. For starters, their anti-ship missiles couldn’t quite cut it. Now, it’s not that the Russians built bad missiles — the SS-N-2 Styx had sunk an Israeli destroyer in 1967, shortly after the Six-Day War. The problem was that American (and NATO) surface-to-air missiles had more than caught up, meaning the Soviets were effectively outranged.
In addition, the arrival of the French Exocet, West German Komoran, and the American Harpoon changed the game. These missiles didn’t quite have the range or warhead of the AS-4 or AS-6, designed specifically to kill American carriers, but there were a lot of them. Worse, they were being back-fitted on just about every NATO ship or plane, giving them a lot more assets. Plus, they flew very low, skimming over the surface of the ocean.
The Soviets realized they were getting left behind in the anti-ship missile department, and that put them at a huge disadvantage.
So, Russia began work on their own version of the Harpoon in the 1980s. However, after the Soviet Union fell, the missile’s introduction was delayed until 1997. Russia eventually got its “Harpoonski” and soon, older Krivak-class frigates and newly-build Gepard- and Neustrashimyy-class frigates were being equipped with this missile, known as the SS-N-25 Switchblade.
Quickly, many countries found that a quad-pack of SS-N-25s could replace a single SS-N-2 launcher. Algeria made such a swap on their Nanuchka-class corvettes. Russia also began to export corvettes, like the Tarantul-class, that could carry 16 of these missiles.
The Russians also came up with an air-launched version, the AS-20 Kayak. This gave Su-33 Flankers operating from the Kuznetsov a capable anti-ship weapon. Su-24 Fencers and MiG-29 Fulcrums transferred to Russian Naval Aviation also got this weapon. It also saw export sales to India, Vietnam, and other countries.
The Switchblade also became a coastal-defense system. The SSC-6 Sennight can be mounted on trucks and used to attack ships 75 miles away. Russia has also developed an extended-range version that can go up to 180 miles.
But that’s what happened to Sigurd the Mighty, a man born as a commoner who went on to be a great military leader under Olaf the White, a Viking sea king.
It all started when Sigurd’s older brother, Earl Rognvald of Moeri, lost a son while serving King Harald in the invasion of islands of Shetland, Orkney, and Hebrides. Harald expanded Rognvald’s holdings by granting him the Orkney and Shetland islands, but Rognvald wasn’t interested in ruling those islands. So he returned to Norway and passed the title and lands of the Earl of Orkney to his brother, Sigurd, in 875.
Sigurd was pretty lucky to get an earldom all to himself, and he appears to have taken the responsibility seriously. He led troops during multiple campaigns and became known as Earl Sigurd the Powerful.
(Peter Nicolai Arbo, Public domain)
But he had trouble controlling the lands he had captured for the king. He built a stronghold in the Moray area of Scotland to project power, but the Norse were not popular that deep into Scottish land. So a local leader, Maelbrigd, became a thorn in Sigurd’s side.
Sigurd sought to end his struggles with Maelbrigd once and for all. The men agreed to meet in honorable combat with 40 men each. But Sigurd didn’t trust Maelbrigd to fight honorably, so he did that classic thing where he cheated first. He brought 40 horses, but he put two men on each horse. Maelbrigd, on the other hand, did fight honorably.
The 80 men of Sigurd’s force won. Big surprise. And Sigurd told them to strap the heads of their enemies to the horses to celebrate. Sigurd, of course, strapped Maelbrigd’s head to his own horse.
But Sigurd had a sore on his leg. And Maelbrigd’s teeth rubbed against that sore and infected it. In one of the most unlikely kills in history, Maelbrigd killed his foe from beyond the grave with a mouth full of bacteria.
Sucks to be Sigurd.
By the way, you can learn more about the struggle between the Norse and Scottish for Orkney and the surrounding lands in The Orkeyinga Sagaavailable here.