Editor’s Note: This is part two of George Hand’s story about his Special Forces team operating in Alaska. Read part one here.
I admit I got some pretty decent shuteye in that Patrol Base (PB). I ate cold food because I just don’t care, plus heating food is such a hassle in the field. I did heat up a canteen cup of coffee, and of course we had plenty of water thanks to the run to the babbling brook.
I took my shift on security which was sitting in a Listening Post/Observation Post (LPOP) a few hundred meters to the rear of our PB for a few hours being quiet, listening, and — you guessed it — observing. It was the usually tearful boredom save for the herd of Caribou that went meandering some 700 meters out. I had binos hanging around my neck tucked just inside my jacket which made for a closer pleasing eyeful of the herd.
When I was relived, I headed back to the PB and helped build the explosive cutting charges to take down the RF tower. We didn’t want to build those forward in the hide sight because it’s bad policy to plan on doing any work in a hide site other than shutting-up, being still, and freezing.
To cut the cylindrical steel at the base of the tower we built Diamond charges — shaped like an elongated diamond and duel-primed on both ends of the short axis with blasting caps:
(Diamond High-Explosive Steel Cutting Charge [photo courtesy of the author])
C-4, in simple block form, made up the two other charges that were to cut the support cables. Our plan was to tie all three charges in together so they would detonate as near simultaneous as possible. I caught a slight whiff of burning time fuse. Another team was calculating the burn time of the fuse. They cut a length of fuse, burned it, and timed the burn so they would know how long of time fuse they needed to give us three minutes to get away from the tower once the fuse was ignited.
Gosh, a breeze picked up and as God is my witness I saw a piece of paper blow by that looked like a page out of cryptography One-Time Pad (OTP)… and it was! I lunged to grab it. Our Commo Sergeant must have been in the process of encrypting his next message transmission to our Forward Operating Base (FOB) in Anchorage.
I moved to his location and sure enough he was shacking up a message:
“Hey, dick… think you’ll need this?”
“Wha… woah — where did you get that??”
“Oh… it just kinda came blowing by.”
“Bullshit! Gimme that!!”
He snatched it up, struck up a lighter under it, and burned it — a thing he was supposed to do before he ever laid it down.
“Here, sign this, dick!”
He passed his his burn log for my signature as a witness to the burning of the crypto page. He was the best commo man I ever knew, just had some housekeeping issues. He set to constructing his quarter-wave doublet antenna; in those days we used the High-Frequency bandwidth (3-30 MHz) and bounced our radio signal off of the ionosphere. He needed to cut his antenna length to match the frequency he was going to transmit on.
(An example of a crypto One-Time Pad [OTP] page [photo from the author])
I find it interesting that the Army has not used the HF band for such a long time, depending on satellites and Internet for most of its communication. Now days, satellites are being targeted for disruption, and the military is actually going back to the dependable HF band for backup communications. It was used during the Russian mercenary Wagner Group attack on U.S. troops in Syria; that battle ended in some 250 dead Russians.
Departing our patrol base, we slipped along tundra quietly to our hide sight. When we got close, we could occasionally spy the RF tower target through openings in the bush. Team Daddy halted us and laid us down while he moved forward with an Engineer Sergeant to have a reconnaissance of the terminal hide area.
He was gone long enough for us to get to freezing again. He lead us into the area where we laid down and established our hides: we stretched camouflage nets out low to the ground. We spread foliage on the top and sides were also covered up. Once inside, there was only enough room for two men to lay prone.
To our front was an open field of some 100 meters by 75 meters. We were just back off of the edge of the field where the men on watch could see the tower and the support corollary building. It was concrete with a pickup truck parked near the door — someone, likely a technician or maintenance person, was in there.
It was time to be cold for the next 24 hours. I went out with our commo man to help him construct an antenna and make his commo shot. He couldn’t do it from our hide site; we had to push back to the rear a thousand meters and sneak that transmission back to the FOB. It was great to be up out of the hide and moving around.
Twenty-four hours later we tore down our hides and packed up our rucks. Leaving the rucks behind, we took six pipe-hitters — half of our Green Beret detachment — and crept through the field ahead toward the tower. The other six pipe-hitters surrounded the target tactically establishing security for the demolitions teams. One of the security teams was blocking the access road incase the pickup returned, upon which they were to pull him out of the vehicle and detain him until the target was destroyed.
Our diamond charge went on smoothly and I paid out lengths of explosive det cord to the cable teams. All went together without a blunder. We collapsed back to our hide site leaving one man to tie in and fire the charges. Security remained in place. Team Daddy was glancing at his watch often, then finally lifted his hand-held radio:
“Bergie, this is Tango Lima, over…”
“Tango Lima, this is Bergie, ready to fire, over…”
“Bergie, stand by to fire in fife, fo-war, tree, two, one — fire!”
Even from our distance we heard the faint *pop* of the two M-60 fuse igniters fire. After about a nervous minute we witnessed brother Bergie, the trigger man, approaching quietly. He had stayed a little while to make sure he had a good fuse burn. I admired his dedication in that instance. He went to his ruck and laid to wait with the rest of us.
Team Daddy in typical fashion was observing his watch and called over his hand-held to the security teams:
“Standby for detonation in fife, fo-war, tree, two, one…”
And there came an ear-splitting *CCCRRRRAAAACCCCCKKKKK* of high-order C-4 expanding at 24,000 feet per second followed seconds later by a ground-shaking cacophony of steel slamming onto the ground with sheiks and groans of twisting steel.
“Security, collapse to hide site,” Team Daddy called out, followed seconds later by the panting pipe-hitters from the security perimeter. We threw on our rucks and stepped out smartly some 90 degrees from our original target approach azimuth.
(Destroyed tower [photo courtesy of the author])
Approximately 20-minutes into the walk, our Senior Medic pulled Team Daddy aside for some bad news; he had left his hand-held radio back at the hide — major blunder. How could we possibly return to the target so soon after destruction? We simply had to, that was is just the way it was.
Team Daddy had the men form a PB while he, the medic, and I went back for the radio. The sun had been steadily dropping lower to the horizon. Dark would be to our advantage as we swung around to make our approach to the hide site from the bush rather than the open field.
Doc found his radio immediately once we got there. There were a number of first responder vehicles scattered around the ruined target site with men milling around. We scampered like rabbits back in the direction of the patrol base. With Team Daddy up front and me walking in back, Doc from the middle kept turning around looking with awe on his face.
“What’s the deal, Doc?” I finally had to ask him.
“It’s going back up! The sun is… it’s going back up! It dropped low but it never went below the horizon and I swear to you its going back up now!!”
“Well, yee-haw, Daktari… so you saw it too, yeah? You saw the sun not set — was that cool or what??”
(“It dropped low but it never went below the horizon and I swear to you its going back up now!!”
In northern Iraq, fleeing ISIS militants adopted a “scorched earth” policy in many of the areas they once occupied, making it virtually impossible for civilians to return to their communities safely. In countless neighborhoods, ISIS either destroyed critical infrastructure such as power plants, water treatment facilities, hospitals, and schools, or emplaced explosive hazards to target returning Iraqis and prevent them from rebuilding. In the city of Mosul, after six months of hard work funded by the U.S. Department of State, al-Dawassa Water Treatment Facility has been cleared of deadly improvised explosive devices (IEDs) deliberately left behind by ISIS, as well as unexploded ordnance (UXO) from the battle to liberate the city from ISIS’s three-year occupation.
Unexploded ordnance and improvised explosive devices removal is a crucial precursor in stabilizing post-conflict areas because explosive remnants of war impede humanitarian assistance and stabilization efforts. The presence of these hidden hazards coupled with an explosive incident that killed three people prevented repair crews from approaching al-Dawassa facility, leaving families without access to clean water and people without jobs. With support from the Department of State and U.S. Embassy Baghdad, our implementing partner, Janus Global Operations, undertook the methodical and dangerous work of carefully surveying the site and removing explosives hazards. In all, teams safely cleared a total of 168 explosive hazards from the site, allowing maintenance teams to get the plant back on line.
(Janus Global Operations photo)
Al Dawassa consists of three main units: the pumping station which takes water from the nearby Tigris River, the treatment plant which purifies and distributes the water, and on-site employee housing. The facility suffered only light damage during the fight for Mosul, but three years of ISIS’s occupation reduced the facility to an inoperable state, requiring a significant amount of repairs. When fully operational, the facility can process approximately 750 cubic meters (26486 cubic feet) of water per day; however, after years of ISIS occupation, the facility’s production capacity declined to 300 cubic meters (10594 cubic feet) per day, well below half of its original capability.
Al-Dawassa is critical to the daily functioning of Mosul. The treatment facility not only provides families with clean drinking water, but also supports local businesses and agriculture. With these critical functions restored, families can return to their homes.
(Janus Global Operations photo)
With smart investments in the work of partners like Janus to support stabilization, the United States demonstrates its enduring commitment to bolstering the safety of the Iraqi people. These efforts are not only making a difference in the lives of ordinary Iraqis, but they are also removing the insidious legacy that ISIS left behind, a key priority of the United States and the entire 75-member Global Coalition to Defeat ISIS.
The United States is the world’s single largest financial supporter of efforts to clear explosive remnants of war. Since 1993, the United States has contributed more than $2.9 billion to more than 100 countries around the world to reduce the harmful worldwide effects of at-risk, illicitly proliferated, and conventional weapons of war. To learn more about the United States’ global conventional weapons destruction efforts, check out our annual report, To Walk the Earth in Safety, and follow us on Twitter @StateDept.
The United States has confirmed to RFE/RL its delivery of American-made, Javelin antitank missile systems to Ukraine in a move that is welcome in Kyiv but will almost certainly enrage Moscow amid a four-year conflict that pits Russia-backed separatists against Ukrainian national troops.
“They have already been delivered,” a U.S. State Department official confirmed on April 30, 2018, in response to an RFE/RL query on the handover of Javelins.
In a statement posted on Facebook, Ukrainian President Petro Poroshenko also confirmed the delivery and said his country continues “to strengthen our defense potential in order to repel Russian aggression.”
“I am sincerely grateful for the fair decision of [U.S. President] Donald Trump in support of Ukraine, in defense of freedom and democracy,” Poroshenko wrote. “Washington not only fulfilled our joint agreement, it demonstrated leadership and an important example.”
A shipment of lethal aid would appear to deepen U.S. involvement in the simmering conflict and mark at least a symbolic victory for Ukraine in its effort to maintain Western backing in the ongoing conflict.
After months of heated debate in Washington and, reportedly, much reluctance on the part of U.S. President Donald Trump, the White House was said to have approved the Javelin sale in December 2017.
That announcement sparked a sharp rebuke from Moscow, with Russian Deputy Foreign Minister Sergei Ryabkov accusing the United States of “fomenting a war.”
Two sources who wished to remain anonymous as they were not authorized to speak publicly about it — one in Ukraine and the other in the United States — confirmed the Javelin deliveries to RFE/RL ahead of the State Department announcement.
Neither disclosed when the missile systems arrived in Ukraine, whether all the promised missiles and launchers had been sent or where they were being stored; or whether Ukraine’s military had begun training on Javelins. But one of the sources added that the Javelins were delivered “on time.”
The State Department provided no details beyond the confirmation of the delivery.
Ukrainian President Petro Poroshenko has lobbied hard to Western officials for more weapons, in addition to limited supplies of nonlethal aid from Washington and European allies so far and U.S. approval of commercial weapons sales.
A $47 million U.S. military-aid package approved in 2017, and confirmed in March 2018, specified 210 Javelin antitank missiles and 37 Javelin launchers, two of them spares, for Kyiv.
State Department spokeswoman Heather Nauert said in December 2017, that U.S. military assistance to Ukraine was intended to bolster that country’s ability to “defend its sovereignty and territorial integrity, and to deter further aggression.”
Kyiv and Western governments say Moscow has armed and coordinated Ukrainian separatists as well as provided Russian fighters to help wrest control of swaths of territory that border Russia since Moscow seized Crimea from Ukraine in March 2014.
The Javelins’ delivery is likely to spur a response from Moscow, which rejects accusations of involvement despite mounting evidence that includes weapons movements and cross-border artillery barrages, captured Russian troops, and intercepted communications.
Responding to the approved delivery of the missiles to Kyiv in December 2017, Russian Foreign Ministry spokeswoman Maria Zakharova said arming Ukraine would further inflame tensions between Moscow and Washington and push Ukraine “toward reckless new military decisions.”
Since 2015, the U.S. has provided Ukraine with $750 million in nonlethal aid, including Humvees, night-vision equipment, and short-range radar systems.
There has been a recent uptick in fighting between Ukrainian soldiers and Russian-backed separatist forces, according to reports from the Ukrainian Defense Ministry and the Organization for Security and Cooperation in Europe’s Special Monitoring Mission (OSCE SMM).
A 3-year-old cease-fire deal known as Minsk II has helped to reduce the intensity of the fighting, but it has not ended the war.
The Defense Security Cooperation Agency said in March 2018, that while the Javelin sale would “contribute to the foreign policy and national security of the United States by improving the security of Ukraine” and “help Ukraine build its long-term defense capacity to defend its sovereignty and territorial integrity,” it “will not alter the basic military balance in the region.”
Clinicians who are, or becoming, experts in Point of Care Ultrasonography (POCUS) are in awe of a new ultra-portable ultrasound device, the Butterfly IQ.
The Butterfly’s first use in the United States was at VA NY Harbor Healthcare System and at NYU Langone. It is a very lightweight probe that looks like a sleek black electric razor. It plugs into an iPhone.
The user prompts the probe into action and gives it directions with a finger-flick of an app and a tap on individual links that are pre-programmed for screening of the heart, lungs, veins of the legs and other parts of the body.
Squeezing some gel onto the head of the probe, the physician then places the device on a patient’s body in the specific area of concern. For example, it might be placed on the side of the patient’s chest corresponding to the location of the lungs. The interior structure and movement of the lungs then is visualized in real time on the physician’s cell phone screen.
“Most of the time, you can figure out why a patient is having trouble breathing immediately at the bedside without sending the patient for any additional test,” said Dr. Harald Sauthoff.
Dr. Sauthoff considers the Medical Intensive Care Unit (MICU) as his “home”, but he also sees patients on the general medicine wards, where he was using the Butterfly to examine LoRusso, a veteran with lung cancer. Fluid had been drawn and removed the previous day with a needle guided by ultrasound.
Dr. Sauthoff said, “I can still see a lot of fluid around the lung.” The patient was most concerned about not having another tissue biopsy that had been performed some weeks before. Dr. Sauthoff explained that use of the sonogram, unfortunately, might not eliminate the need for another biopsy.
He told the Korean War veteran that taking and testing more fluid might provide enough information to identify and then target the specific type of cancer cells that caused his disease.
Point-of-care ultrasonography (POCUS) is revolutionizing the way physicians examine their patients. Rather than just feeling and listening, physicians can now look into their patients’ bodies often supporting an immediate bedside diagnosis without delay and potentially harmful radiation.
Lightweight, portable, and simple to use, the Butterfly IQ is an enormously attractive clinical tool because it produces precise, high-quality results. The low cost will make it possible for more clinicians to examine their patients using ultrasound at the bedside, carrying an ultrasound probe in their coat next to the stethoscope.
The remaining hurdle for the widespread utilization of POCUS is lack of physician training in this powerful technology. Because most attending physicians are not trained in the use of POCUS, the traditional method of teaching students and residents is ineffective.
For this reason, Dr. Sauthoff has recently created a POCUS teaching course for hospitalist attending physicians across NYU, including VA NY Harbor Healthcare System’s Manhattan Campus. Carrying a Butterfly during their rounds, they are rapidly learning to use this powerful tool, and they will soon help to teach students and residents and change the culture of bedside diagnosis across VA and NYU.
Dr. Sauthoff using the Butterfly was recorded by BBC TV for an online program about innovation called The Disruptors.
Jalil Zandi’s Air Force legend almost never made it off the ground. He joined the Iranian Air Force when it was still the Imperial Iranian Air Force, under Shah Reza Pahlavi. After the 1979 Islamic Revolution, Zandi stayed blue – a risky move at a time when Iranian military officers were being executed for doing their duty to one’s country.
But fighter pilots need to be bold and take risks. Zandi did spend some time in a prison cell, sentenced to 10 years for… whatever. Does it matter? In September 1980 – less than a year after the revolution in Iran – Saddam Hussein’s Iraqi troops invaded Iran whose military was woefully undermanned.
So, Zandi was back in the pilot’s seat within six months.
Zandi survived the brutal eight-year-long war, and according to the U.S. Air Force’s intelligence assessments, he took down 11 Iraqi aircraft – four MiG-23s, two Su-22s, two MiG-21s, and three Mirage F-1s. His last engagement of the war saw him go up against eight enemy Mirage F1s over Iraq in 1988. He scored two unconfirmed kills but was badly shot up in the dogfight and had to break off. He was able to fly back to his base in Iran and the war ended that very same year.
He received the Order of Fath 2nd Class for his time in the skies over enemy territory. The Fath Medal is one of the highest awards an Iranian military member can receive and is personally presented by the Supreme Leader. Jalil Zandi’s 11 kills in the F-14 make him the highest-scoring Tomcat pilot ever. Zandi died in a car accident near Tehran in 2001, having reached the rank of Brigadier General.
The F-14 was retired from the U.S. military arsenal in 2006 but is still in use in Iran.
In a little-known operation during the opening days of the Iranian Islamic revolution, a Texas billionaire — who would later run for president twice as an Independent — put together a daring rescue mission for two employees imprisoned by revolutionaries.
Through cunning, guile, persistence — and a little luck — the Americans were secreted out of the country in the midst of a violent revolution that would see 52 other Americans held for 444 days and a failed rescue attempt that ended in the deaths of eight U.S. troops and a deeply wounded presidency.
A full year before the American embassy in Iran was seized by revolutionaries, militants resisting supreme leader Shah Mohammad Reza Pahlavi captured two employees of a Texas computer company who were in the country helping put together information systems for the government. Their boss, a Texas billionaire H. Ross Perot, was determined to get them out — by skill or by force.
Perot founded IT equipment company Electronic Data Systems in 1962. Within six years, Perot became what Forbes called “the fastest, richest Texan.” He would sell EDS to General Motors for $2.4 billion in 1984 — but in 1978, he was still the man in charge. He made a deal with the Shah to install EDS social security computer systems in Iran and sent Paul J. Chiapparone and William Gaylord to fulfill the contract.
In December 1978, Chiapparone and Gaylord were denied their passports to leave the country. When the two Americans went to negotiate their exit from Iran, they were thrown in jail by Islamic revolutionaries.
With bail set at $12.7 million, it was a good thing Ross Perot was their boss.
Perot was appointed by Secretary of the Navy John Warner to report on the conditions of Americans in Vietnamese and Laotian POW camps for four years until the prisoners were released in 1972 at the end of the Vietnam War.
The very next month the Shah abdicated his throne and fled the country, leaving a power vacuum that would eventually be filled by Islamic revolutionaries led by the cleric Grand Ayatollah Ruhollah Khomeini.
Americans all over Iran would be persecuted and some held prisoner, including 52 U.S. embassy personnel held for 444 days. But Perot refused to let his men suffer the same fate. And though he was willing to pay the ransom, there was concern that the captors might not receive the funds.
The original plan called for Simons’ team of former Green Berets to storm the Ministry of Justice building and walk out with the two employees. But the rescuers later learned Chiapparone and Gaylord were moved to Qasr Prison just outside Tehran.
Perot snuck into Iran on January 13 via a series of courier jets that moved news footage in and out of the country to try a negotiated release of his men. Coming up empty on a peaceful resolution, Perot lost patience.
Simons and his team picked up the prisoners and moved them to Tehran, where they began the 500-mile journey to an EDS rescue team waiting in Turkey. Despite being arrested in almost every town they fled through, Rashid kept them from the executioner and guided their escape from Iran.
On February 17 — after 46 days in Iran — all of Perot’s EDS employees and every member of his rescue team — including Rashid — arrived at his hotel room in Istanbul, and the next day were home safe in the United States.
Perot’s men made it out of Iran in two Land Rovers in two days. By November 1979, almost a full year after the EDS employees were captured, 52 American Embassy workers would be held hostage while the world’s most powerful military held its breath.
The Marines are trading in their old Light Armored Vehicle for a new model – and it’s about time. In an age of stealth tanks and lasers, the Marines are still driving around in the 1983 model. But you’d never know it. The Corps’ LAV-25 has seen action from Panama to Afghanistan and everywhere in between, and few would complain about her performance.
But times are changing, and even the Marines are going to change with them. Within the next decade, for sure.
Staff Sgt. Heighnbaugh, a platoon sgt. with the 3rd Light Armored Reconnaissance Platoon (reinforced), Battalion Landing Team, 2nd Battalion, 5th Marine Regiment, fires a M240G medium machinegun on a light armored vehicle at the Su Song Ri Range, South Korea.
(U.S. Marine Corps photo by Lance Cpl. Kamran Sadaghiani)
The modern Armored Reconnaissance Vehicle will likely show up “in the next decade,” according to the Marine Corps. It will be highly mobile, networked, transportable, protected and lethal while the new technology allows it to take on the roles normally used by more heavily armored vehicles.
“The ARV will be an advanced combat vehicle system, capable of fighting for information that balances competing capability demands to sense, shoot, move, communicate and remain transportable as part of the naval expeditionary force,” said John “Steve” Myers, program manager for MCSC’s LAV portfolio.
A LAV-25 patrolling the area near the Panama Canal during Operation Just Cause.
The Marine Corps didn’t list any specific roles or technologies they would look at integrating into the new modern Armored Reconnaissance Vehicle but the Office of Naval Research “has begun researching advanced technologies to inform requirements, technology readiness assessments, and competitive prototyping efforts for the next-generation ARV.”
“The Marine Corps is examining different threats,” said Kimberly Bowen, deputy program manager of Light Armored Vehicles. “The ARV helps the Corps maintain an overmatched peer-to-peer capability.”
The Corps wants the new vehicle to equip the Light Armored Reconnaissance Battalions inside Marine divisions with a solution for combined arms, all-weather, sustained reconnaissance, and security missions by the mid-2020s.
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.
The U.S. military hasn’t executed a prisoner since the 1961 hanging of Pvt. John Bennett at Fort Leavenworth. Prior to 1959, prisoners sent to the gallows by the U.S. military were afforded certain last rights demanded by regulations that included an escort, a chaplain, a last meal, unlimited letters to loved ones, and a military band.
Listeners might be familiar with aa few bars of legendary Polish composer Frederic Chopin’s Funeral March, either through military film or television – or through the WWE’s Undertaker entrance music. The Army’s regulations called for every execution (or series of executions) have a military band accompany the prisoner(s) to the gallows playing the classical tune.
The updated guidance for military executions as of 1959 did not call for the band, but still included the meal, letters, and religious paraphernalia. Only ten military members have been executed for crimes outside of wartime, and only two of those were executed after Apr. 7, 1959, and they did not walk to the gallows to the “Dead March.” Private Bennett and John E. Day, both convicted killers, were hanged in the boiler room of the U.S. Disciplinary Barracks at Fort Leavenworth to no fanfare.
How Chopin’s “Funeral March” became the official U.S. military death march is another story. The song comes from the composer’s Sonata No. 2 in B Flat Minor. Chopin was celebrated for his piano miniatures, and the Funeral March (the sonata’s third movement) was written much earlier than any of his sonatas. Chopin is said to have penned the work commemorating the 1830-1831 November Uprising, where ethnic Poles attempted to shake off the yoke of the Russian Empire.
The hopeful uprising was soon put down by the Russian Army, and the Tsar tightened Russia’s grip on Poland. Chopin’s original manuscript featured the date of the uprising’s start, Nov. 28, 1830. The piece’s dark tone and minor keys immediately associated it with death and it was played at the composer’s funeral – as well as those of John F. Kennedy, Winston Churchill, and even Soviet Premier Leonid Brezhnev.
The song would come to ingratiate itself in pop culture around the world as a song (rightly) associated with death and dying, from Saturday morning cartoons to Deadmau5.
The U.S. military’s (and many other armed forces around the world) bands, drums, and buglers all played an important battlefield communications function for centuries. Troops, unable to hear the orders of their officers over the din of fighting, would hear and could respond to general orders as played through songs.
In the years following Chopin’s Sonata No. 2, it became increasingly popular. The Funeral March was the most popular part of an already-popular musical hit. Soon after, the song’s popularity took on a life of its own and the song came full-circle from one of seriousness and piety toward the dead to one of parody. The music that called to mind death and the fragility of life was now being used to make fun of the same concepts.
The piece hasn’t always been just for executions. It accompanied the American Unknown Soldier from World War I as he made his way aboard ship to cross the Atlantic Ocean one night in Le Havre, France. It has been used for many a prominent U.S. official as they lie in state in the Capitol Rotunda.
No matter how parodied it was or why it was used, the Funeral March would endure as a powerful piece of music, not just for the U.S. military, but for the world at large. Even to this day, it evokes the foreboding we associate with death and dying.
And that could be why it didn’t endure in military execution regulations. At this point, it just seems overly macabre and slightly cruel.
Lawmakers in the House Appropriations Committee recently released a draft of the fiscal 2021 defense spending bill that would set aside $1 million for the Army to fund the renaming of major installations named after Confederate leaders.
Calls for renaming Army posts such as Fort Bragg, North Carolina; Fort Hood, Texas; and Fort Benning, Georgia, have gained momentum after a surge of protests against racism broke out across the country following the death of George Floyd, a Black man who died after being taken into custody by Minneapolis police in late May.
Secretary Ryan McCarthy said in early June that he was open to consider renaming these installations but backed off the effort days later when President Donald Trump said his administration would not consider such a move.
McCarthy told reporters at the Pentagon in late June that Defense Secretary Mark Esper has directed the services to look at Confederate symbols and other challenging issues involving race and “have deliberate conversations so we can make the best recommendations possible.”
Lawmakers in both the House and Senate, however, have taken steps to support removing symbols of systematic racism on military bases.
The House Appropriations Committee’s version of the fiscal 2021 defense spending bill would provide id=”listicle-2646370462″ million to the Army for the “renaming of installations, facilities, roads and streets that bear the name of Confederate leaders and officers since the Army has the preponderance of the entities to change.”
The Senate version of the National Defense Authorization Act for 2021 includes a provision that would require the secretary of defense to “establish a commission relating to assigning, modifying, or removing of names, symbols, displays, monuments, and paraphernalia to assets of the Department of Defense that commemorate the Confederate States of America.”
The eight-member commission would include service members, as well as members of both the House and Senate Armed Services Committees.
The provision authorizes million to be appropriated for the effort. If approved, the committee would have until October 2022 to brief Congress on a plan to include “collecting and incorporating local sensitivities associated with naming or renaming of assets of the Department of Defense,” according to the language.
The first trailer for “Top Gun: Maverick” dropped July 18, 2019, at Comic-Con in San Diego and in case there was ever any doubt, Tom Cruise proves that even at 57, he is still one of the most badass action stars on the planet.
We learn little about the actual plot but the trailer is able to give viewers a clear idea of the tone of the sequel, as the titular fighter pilot appears to be as talented, fearless, and reckless as he was when we last saw him over 33 years ago. As one of his superior officers — played by Ed Harris — lists off Maverick’s career accomplishments, we see Maverick has not lost his need for speed, as he flies through a desert at full-throttle before ascending up to the sky at nearly a 90-degree angle.
However, it is also made clear that Maverick’s loose canon persona has likely cost him in his career, as Harris’ character notes “you can’t get a promotion, won’t retire, and, despite your best efforts, you refuse to die.” Perhaps Maverick’s love for the sky has kept him from creating a successful five-year plan? Or maybe he just isn’t interested in getting a fancy title if it means giving up his seat in the cockpit. Only time will tell.
Top Gun: Maverick – Official Trailer (2020) – Paramount Pictures
The rest of the trailer is a lays on the nostalgia pretty thick while giving us brief glimpses of new characters. We see Maverick donning his signature aviators and leather jacket and he even hops on his motorcycle to ride alongside a couple of fighter planes. While Harris is the only new cast member featured prominently in the trailer, we do get to see a few new faces, including Jon Hamm, Monica Barbaro, and Glen Powell as one of the new hotshot pilots playing some shirtless volleyball. The cast also features Val Kilmer returning to reprise his role as Ice Man, Maverick’s frenemy, and Miles Teller, who will be playing the son of Maverick’s deceased co-pilot Goose.
The sequel reportedly focuses on Maverick returning to Top Gun as an instructor, where he trains a group of young pilots, including Goose’s son. But, thankfully, the debut trailer lets viewers know that the film will still feature plenty of Cruise in the sky, which should not come as a surprise to anyone who has followed his career over the past three decades. We can’t wait to see Maverick back in action.
“Top Gun: Maverick” come to theaters on June 26, 2020.
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.
You let us tag along on your convoy. You let us raid a house in the stack. You watched our ass while our head was in a camera viewfinder. You even let us eat your food. So when you ask us for some of the footage of the unit in action we’re happy to oblige.
When you want us to make a music video of it, no problem, even though we know using copyrighted music is illegal. We want you to keep letting us roll with you…and for you to keep saving our asses.
But then one of your officers tells us to use one of these eight songs and it makes us die inside.
1. Drowning Pool — “Bodies”
This is by far the most overused song ever paired with combat camera footage (with “Soldiers” a close second). And it’s not just commanders asking combat camera to do this. Civilians do this ad nauseam.
That video has more than a million views. A MILLION. I don’t understand the enduring popularity of this song, but if there’s a better or more obvious song about killing a lot of people, I haven’t heard it.
2. Saliva — “Click Click Boom”
A full 20 percent of YouTube is probably the same video footage of the military with this Saliva song — this Saliva song about how great the lead singer’s childhood was and how totally awesome it is that he’s on the radio now.
I wish Beavis and Butthead were around to rip on this band. Still, it does make it pretty easy to edit a video fast, even if I feel like a complete hack afterward.
The only lyric the casual listener probably understands for most of the song is “Bombs Over Baghdad,” so when you send it to your mom, she gets the point of the video, and can’t really hear about the struggles of Andre 3000 and Big Boi’s pre-stardom struggle.
4. Chad Kroeger ft. Josey Scott — “Hero”
The singers from Nickelback AND Saliva. Enough said. Good lord this song was so big in 2002-2003. You’ll be just as proud of a video featuring you clearing houses to this song as you are your trucker hat collection and your flip phone.
This song was supposed to be an uplifting anthem for the first Spider-Man movie but it’s the most depressing song I’ve ever been asked to use in any video ever. I bet if you asked Kirsten Dunst what the low point of her career was, it would be that she didn’t have the choice to be excluded from this music video.
5. P.O.D. — “Boom”
Another band who sings about how they’re a band now. If you haven’t noticed the trend, guitar riffs and shouting “boom” were super popular in the early 2000s.
P.O.D. is the MySpace of metal. They’re still around but no one knows why.
6. Toby Keith — “Courtesy of the Red, White and Blue”
This song is so cheesy, I’m actually surprised Chad Kroeger didn’t write it, but maybe there are some things even Pop Rock Jesus won’t do. Some of you might think this song is awesome but I doubt you’d play it at a party in front of all your friends.
Also Toby Keith got more awards and plaques from military units just for singing this song than some people got for actually enlisting after 9/11.
7. Godsmack — “I Stand Alone”
Forget for a moment that the frontman sounds like Adam Sandler’s impression of Eddie Vedder. This song’s lyrics read like they were translated from Nepali by Google Translate. Also, unless your unit is the 300 Spartans at Thermopylae (it isn’t), you definitely don’t stand alone.
8. AC/DC — “Thunderstruck”
Ok, this isn’t an awful song. I mean, I get why you might want six minutes of your squadron or platoon blowing things up to AC/DC. But, aside from the opening minute and a half or so, this is could be any AC/DC song. All AC/DC songs sound like this. That’s why we love them.
Nazareth — Hair of the Dog
To be honest, this request only happened once, but do you really think any young Marine is going to love watching themselves on a dismounted patrol to this song?
Why not just have me choose something from Chicago’s greatest hits? If I gave any grunt a music video of themselves with this song, they’d beat my Air Force ass so hard.
When the US Navy fields a new ship, they don’t just take the engineer’s word for it that it can withstand nearby bombs — they test it out.
The USS Jackson, an Independence-class Littoral Combat Ship (LCS) meant for patrols in shallow water, just passed the first of three scheduled “shock trials.” The shock trials are composed of the ship sailing along as the Navy carefully detonates 10,000 pound bombs on either side of it. The results are then measured.
“The shock trials are designed to demonstrate the ship’s ability to withstand the effects of nearby underwater explosion and retain required capability,” according to a Navy statement.
“This is no kidding, things moving, stuff falling off of bulkheads … Some things are going to break. We have models that predict how electronics are going to move and cabinets are going to move, but some things are going to happen, and we’re going to learn a lot from this test,” US Navy Rear Adm. Brian Antonio told USNI News.
So far, the Jackson has passed the trials handsomely.
The Independence class, along with the Freedom class LCSs, represent the Navy’s vision of the future of surface warfare. Though both classes have suffered significant engineering difficulties, their modular design promises to revolutionize the way US Navy ships equip, train for, and deploy capabilities.