The Nazi propaganda ministry assigned the term Wunderwaffe – German for “wonder-weapon” – to some of their most evil creations.
From sonic cannons that can rip a person apart from the inside out, to a gun that harnesses the power of the sun from space, these weapons were so outlandish in their design that most believe they could never exist beyond the realm of fantasy.
The following video by Strange Mysteries put it best: “The Nazis were a band of f–king insane evil geniuses developing s–t so crazy it’s like they had literally traveled in time 75 years into the future where they discovered games like Call Of Duty and Halo, which is where they got most of their ideas from.”
Today, Bell is a company known for its UH-1 Iroquois and AH-1 Cobra helicopters, but Bell was once much more than a helicopter company. The corporation built front-line fighters during World War II and was also responsible for making America’s first jet fighter.
The P-59 Airacomet was never much more than a flying testbed. It had an armament that consisted of three M2 .50-caliber machine guns and a single 37mm cannon — the latter being a common feature in Bell’s primary propeller-driven fighters, the P-39 Airacobra and the P-63 Kingcobra. The P-59 was also able to haul a fair load for air-to-ground ass-kicking, in the form of either two 1,000-pound bombs or eight 60-pound rockets.
The P-59, however, would make its greatest impact without ever firing a shot at the enemy.
By the early 1940s, both the Germans and the British were pursuing jet technology, having flown experimental jets before. According to aviation historian Joe Baugher, General Henry Arnold saw England’s E-28/39 jet in 1941 and asked if the Americans could use the then-groundbreaking technology. The British gladly handed it over, and General Electric was given the task of building the engine.
While Bell is known for its helicopters today, during World War II, they built fighters.
Bell, which was located next to GE’s jet engine plant, then got the contract to build the jet fighter around the new engine. The process was kept very secret — a “black project.” The project was dubbed XP-59, a designation recycled from an older Bell design for a propeller-driven fighter that had a “pusher” arrangement. That design was modified to carry two J31 turbojet engines.
In addition to the three .50-caliber machine guns and the 37mm cannon, the Airacomet carried eight 60-pound rockets or two 1,000-pound bombs.
The Airacomet never made it to the front lines. Despite being technologically advanced, it just didn’t have the performance needed to join the fight. The two jets were heavy and while it had a top speed of 413 miles per hour, its range was very short. On internal fuel alone, the P-59 only could go 240 miles. External tanks more than doubled its range (carrying it up to 520 miles), but a P-51 Mustang could go as far as 2,300 miles.
The pilots who flew the P-59 didn’t see combat, but did learn lessons that paid off for pilots of more advanced jets down the road.
The P-59, despite never seeing combat, was very valuable for the United States. It taught pilots how to fly jets — and this experience that would pay off big time when more practical aircraft emerged for the United States Navy, Marine Corps, and Air Force.
Learn more about this jet-powered pioneer the video below!
Jason Cabell finished his mainstream directorial debut with the film “Running with the Devil,” starring Nicolas Cage and Laurence Fishburne. The film is inspired by Cabell’s service with the Navy SEALs, dealing with the drug trade.
With completing “Running with the Devil,” Cabell becomes a rare breed in Hollywood and the military- a combat veteran Navy SEAL who wrote and directed his own feature film. The cast thoroughly enjoyed working with him; Laurence Fishburne shares details about his experience on RWTD.
Fishburne: [It was] one of the best experiences I have had in recent years, especially with a new director. Jason is incredibly well-organized and beyond enthusiastic. His script was so clever, fun and simplistic. The best things usually are simple and his simplicity brought an elegance to the story. Jason was just incredibly well prepared, which is one of the most important things a director can be. He has incredible leadership abilities because he knows how to follow. Overall, one of the best experiences I have had in recent years.
Cole Hauser, Jason Cabell, Barry Pepper and Laurence Fishburne on set of “Running with the Devil.” (Photo courtesy of: Jason Cabell)
Even with his career highlights in special operations and hard earned success as a filmmaker, he is a salt of the earth type of guy. Cabell comes from humble beginnings having been born in Chicago a couple of years after the 1968 Democratic Convention. The riots took place right across the street from where he lived. His father transferred to Colorado to get away from the inner city.
Cabell was born into a mixed family where he came to realize differences among his friends growing up. His father, an African American, was a World War II vet in the Navy as a 20mm gunner on an ammo ship. He served in the battle of Midway and Guadalcanal. After returning from WWII, he played football at Western Michigan University and tried out for the Chicago White Sox but wasn’t allowed in the clubhouse at the time due to his race. Cabell’s dad met his mom while she was working as a nurse.
Cabell’s mother was first generation from Norway. Her family fled Norway when the Nazis invaded. Cabell recalls her kindness and love throughout his childhood. “My mom always encouraged me and said I could be anything I wanted to if I worked hard enough. We always went to the movies together. That was our thing. She loved Dr. Zhivago and from an early age always took me to the Oscar contenders,” Cabell said.
Cabell’s grandfather was a carpenter and settled the family in Skokie, IL. His grandpa built houses in the Skokie area. When visiting Skokie with his family, Cabell would work for his grandfather and remembers noticing the tattoo on his tenants’ arms from concentration camps, as Skokie was a Jewish hub where many Jewish people had relocated from Europe post WWII.
His parents stressed traditional values: be polite, be courteous, always be present for Sunday dinner, have family values, obey the golden rule, be respectful to elders and others and give respect where respect is due. His parents wanted the children to take pride in their appearance and focus on details like not missing belt loops. Cabell recalled that as a military man, “My father wanted us to make our bed and be disciplined in all things.”
Cabell said his parents taught him to “Take the hard right over the easy wrong. Do what you say you will do. Be reliable. Don’t commit to anything that you can’t do. Be honest with yourself and other people. You have to deliver every time and be a man of your word.” Cabell was always close to his family. Both of his parents have passed but he continues to model their values with his own two children. Cabell pressed forward from his youth in Colorado to the next big adventure- the Navy SEALs.
Cabell had a call to adventure which led to him to the to the SEALs, where he wanted to explore the world. At the time he joined in the late ’80s, no one really knew about the SEALs. He was living in Arizona and saw an Air Show with the U.S. Navy Parachute Team- the Leapfrogs (a group of SEALs). After seeing the Leapfrogs he went to sign up for the Navy SEAL program without knowing how to swim. To learn, he worked with a coach before heading out to the Navy.
Cabell said, “In training you play with your life every day. Things are pretty dynamic, spending 320 days-a-year with your teammates. You constantly ask yourself, would I train and put my life on the line for these people? I got to see and experience the world with these guys.”
He went to well over 100 countries and got to experience places like Iwo Jima, Wake Island, and even stopped to see different atolls from WWII. One of his most memorable training events took place in Monashka Bay in Alaska. The team did a maritime training mission in the area where they experienced a really big weather front but still had to go through with the training mission. Cabell got frostbite from the mission and still has a scar from it.
His foray into the filmmaking business may surprise some people, but he believes he is on the right path. “I always seem to end up where I am supposed to be. If you listen to the universe and head in the right direction, then 1,000 hands will push you along,” Cabell said.
Nicolas Cage and Jason Cabell on set of “Running with the Devil” (Photo courtesy of: Jason Cabell)
There were not any barriers for him in transitioning from the SEALs to being a filmmaker despite having no film school education. Throughout his journey, Cabell has gained many fans and industry professionals that appreciate his work. One is Andrew Ruf, managing partner at Paradigm Talent Agency, who shares this on working with Cabell:
Ruf: Having exceptional rapport is a two-way street that requires constant collaboration to build a strong, positive relationship. When Jason and I first met, we bonded over shared personal experiences and a mutual passion for actors and storytelling. Jason is a down to earth guy who genuinely has great instincts for the work we do and has an incredibly focused drive. His work ethic is unparalleled.
Cabell led a 77-person combat assault force in Baghdad during the height of the war, which helped him tremendously in life and leadership. His leadership experiences prepared him for leading on set. On the set of “Running with the Devil” in Colombia, they had a 250-person crew, which beckons for a person that knows how to get things done.
He said, “You have to possess extreme discipline to be the best.” Cabell read over 1,000 scripts, studying both the good and bad examples, to get the beat pattern down. His experiences on a SEAL team taught him to learn quickly and taught military skills like, skydiving, flying an airplane, calling for fire, calculus and dive physics. Cabell thinks the military education system is the best education system in the world. Actor, writer, director Peter Facinelli worked with Jason on RWTD and shared his thoughts on the experience.
Facinelli: Jason’s military background was apparent; he is a commander on-set and you are part of his troop. I felt protected and that he would have my back, due to his confidence under stress. I never saw a lack of confidence at any point. Jason won’t let people see him sweat. He is efficient and keeps things moving like clockwork. He keeps the “troops” informed and lets the actors know what is expected from them- a well-run set. I have worked with a lot of directors and he has earned my respect.
Facinelli and Cabell on the set of “Running with the Devil.” (Photo courtesy of: Jason Cabell)
Cabell got his start on the creative side of the industry by writing scripts. He started small by directing an 0,000 movie, “Smoke Filled Lungs.” He produced a TV movie for MarVista titled “2020,” and just kept learning and moving.
He said, “My father always taught me you can do anything you want if you are willing to sacrifice and put the work in.” He made a lot of sacrifices to begin a new career where reinventing oneself is tough and becomes harder as age increases.
“One of the things nowadays is making excuses and being a victim,” said Cabell. “People fetishize being a victim in our culture as opposed to being a success. No one will give you anything. You have to work for it. You have to work beyond exhaustion and failure, or you will never succeed.”
He believes there are many people that are victims from societal pressures. He said, “To succeed you need to stay away from negative people that crap on your dreams. If you have the talent and are doing the right things, then keep doing it.” Cabell has never been the fastest or strongest but has found a way to grind it out.
Producer and executive Lauren Craig also experienced working on set with Cabell.
Craig: I worked with him from the beginning to the end of production. He was professional, open to ideas and it was easy to follow through on what he wanted because he was so direct with his vision. Jason found a way to separate who he is as a SEAL and who he is as a filmmaker, which greatly benefited the production. He focused on his vision and story and tried to make it as universal as possible… Jason was always trying to boost the morale of everyone on set. We were in the snow, desert, and urban areas. No matter the situation, he was always encouraging and trying to bring everyone up. Jason is the consummate professional; we were all on a team together even though he was the director. He made us feel like we were a part of something bigger.
Jason Cabell on set in the Sandia Mountains (NM) with Nicolas Cage, Laurence Fishburne and AP Lauren Craig. (Photo courtesy of: Jason Cabell)
Fishburne had positive insights into Cabell’s directing abilities.
Fishburne: A little bit of Eastwood comes through in Jason’s directing. His enthusiasm is similar to John Singleton’s enthusiasm. John was a first-time director when I worked with him. Jason’s experience as a veteran plays into his abilities as a director. He has a young man’s spirit with an older man’s wisdom. Jason is the kind of guy that will tell you he was afraid of something and he is also wise enough not to show it. Showing fear will not get you through it; moving through your fear is what truly helps you.
Fishburne provides a final thought on Cabell’s trajectory within the next 5 years. He said, “I will see Jason on set working somewhere and calling “Action,” saying “Very good, Mr. Fishburne, can we do another one?”
With the success of the film that has such a high level cast, the continued work ethic of Cabell and the agency behind him, Ruf is highly positive on Cabell’s upward trajectory.
Ruf: Jason is a very promising artist in Hollywood. I can see him being one of the highly sought after directors/writers in this industry in both film and television and running his own production company. His adaptability and leadership abilities will allow him to reach new heights in whichever field he decides to pursue but his passion for entertainment is certain and this is where I see him scoring. He is incredibly talented and knowledgeable when it comes to what the audience wants to see on screen, and we, here at Paradigm, look forward to what he has in store next.
The Syrian Air Force is getting ten new Su-24M2 “Fencer D” all-weather strike aircraft, courtesy of Vladimir Putin. The regime of Bashir al-Assad received two right away, with the other eight coming soon. As a result, the Syrians gain a very capable weapon for use against ISIS or moderate rebels supported by the United States.
The Su-24M2 is the latest version of a plane that first took flight in 1967 – and it has been in service since 1974. The Fencer, comparable to the General Dynamics F-111, was designed to deliver over 17,600 pounds of bombs on target any time of day – or night – and in good weather, bad weather, or any in between. Su-24s are fast (a top speed of just over 1,000 miles per hour) and can reach deep into enemy territory (a combat radius of about 400 miles). The plane has seen action in the Soviet invasion and occupation of Afghanistan, the Iran-Iraq War, over Lebanon, Desert Storm, civil wars in Tajikistan, Libya, and Afghanistan, the South Ossetia war, and the conflict in eastern Ukraine.
The Su-24M2, which first flew in 2001, adds the capability to fire the AS-17 Krypton anti-radar missile, the AA-11 Archer, and the KAB-500Kr television-guided bombs. The plane also received a more advanced “glass cockpit” with new multi-function displays (MFD), GLONASS (Russia’s knockoff of the Global Positioning System), a new heads-up display (HUD), and a helmet-mounted sight, allowing it to use the Archer to its maximum effectiveness.
The Soviet Union built over 1,400 Su-24s from 1967 to 1993. That 26-year production run alone is quite impressive. So was its wide exportation to a number of countries in the Middle East and North Africa, including such responsible regimes like Saddam Hussein’s Iraq, Muammar Qaddafi’s Libya, Hafez al-Assad’s Syria, and the Sudan. Yes, all of them state sponsors of terrorism. A bunch of Iraq’s Su-24s made their way to Iran during Desert Storm. (Iraqi pilots preferring the Ayatollah Khameni’s hospitality to getting blown out of the sky by the allied coalition.)
The transfer comes as part of Russia’s military assistance to Assad’s regime. Syria had 22 Su-24s prior to this deal, 21 of which were bombers, one a reconnaissance plane. The Syrians had been upgrading some of their planes to the Su-24M2 standard. Now, they will be getting another ten very advanced deep-penetration bombers.
(Photo by Mass Communication Specialist Seaman Jesse L. Gonzalez/U.S. Navy).
“Something I’d like to see in the future is an article talking about the performance of the Hornet versus the Super Hornet. I often times see people comment that the legacy Hornet is more maneuverable than the Super, but I’d like to see an article by someone who has stick time in both who knows what they are talking about. Perhaps G.M. would be interested in this topic since he has flown both?”
Awesome question! This is a question I used to ask a lot while going through flight school. I am truly fortunate to have experience flying both jets. They are both awesome machines with tremendous capability, but you’ll see why I prefer the F/A-18E/F Super Hornet by the time you finish reading.
Keep in mind that these thoughts are just my opinions and dozens of others have had the chance to fly both jets (although I’d say that most of those people would agree with most of these points).
It is hard to believe that the Rhino has been flying for 20 years. The Super Hornet is a bit paradoxical to describe in relation to the Hornet because while it is evolutionary and looks similar (both inside and out), it is largely a new aircraft. When Boeing pitched the Super Hornet to Congress they said the jet would keep the same F/A-18 designation and use numerous common parts with the Legacy Hornet.
This economical argument helped Boeing win the contract. I am glad they did, because the Super Hornet is a much improved aircraft over its predecessor. Among the aircraft’s general improvements include: more powerful engines controlled by FADEC, much larger internal and external fuel capacity, 2 more weapons stations, numerous avionics improvements, and some radar cross-section (RCS) reduction measures.
Besides the obvious larger size, you can distinguish the Rhino from the Legacy with some key design features; mainly the enlarged Leading Edge Extension (LEX), “sawtooth” outer wing, and larger rectangular intakes. All of those design features not only make the jet look badass, but enhance the jets’ capabilities too. We’ll talk about all of that in a bit.
You can take a newly qualified Legacy Hornet pilot, put him into the cockpit of the Rhino, and he will be able to start-up, takeoff, and land. It is that similar from a basic airplane standpoint. There are some very subtle changes to some of the switches and procedures, but outside of that, the ground ops are very similar. Folding the wings is easier in the Rhino (not that it was that hard before), and the only thing that may trip up a transition pilot will be the use of the Up Front Control Display (UFCD).
The UFCD replaces the old physical keypad in the cockpit for entering data. It takes a little bit of getting used to, but once you do, you’ll find it to be a huge upgrade. Think of it like going from a flip phone with a physical keyboard and screen, to an iPhone where the screen can show you anything you want. Another nice feature in the cockpit is the Engine Fuel Display (EFD), and Reference Standby Display (RSD) on the new Super Hornets.
You would also notice the full color cockpit displays instead of the monochrome displays of the Hornet. These all add a nice touch of technology to the cockpit that is not only ergonomic, but also adds to the cool factor. Once you’ve entered your data and have the motors fired up, the high performance Nose Wheel Steering works exactly the same as it did before as you head towards the runway.
You’ll get your first taste of the Rhino’s improved performance when you push the throttles past the MIL detent and into afterburner. A fully functioning FADEC always provides the pilot with the requested thrust and the much larger intakes can feed a much higher amount of air into the compressors. When you combine those factors with the larger wings you get fantastic takeoff performance (I know, Mover–still not the same kick in the pants as the Viper).
The Super Hornet gets airborne in nearly 1,000 feet less distance and nearly 20 knots slower than the Hornet. On the ship, the procedures are nearly the same as they were in the legacy Hornet, except now the catapult launch is in full flaps and there is no selection of afterburner mid-catstroke. There can still be afterburner shots for certain weights and configurations, but some of those procedures have slightly changed.
The sensation of catapult stroke is the same as before (i.e awesome). The jet tends to leap off the flight deck easier than the old Legacy, too. I haven’t flown a tanker configured jet from the ship yet, but I hear that the cat shot for that is as intense as they come.
One of my favorite improvements in the Rhino is the gas. There’s a lot more gas. SO MUCH MORE GAS! Most Cessna drivers take it for granted the endurance they have in their aircraft. They have endurance that a Legacy hornet couldn’t hope to achieve without aerial refueling. With about 4,000 more pounds of internal fuel and larger external tanks, I feel comfortable flying the Super Hornet without gluing one eye to my fuel quantity.
Gas was precious when flying the Charlie (worse in the Delta during my initial training). This was especially true around the boat when you had to wait for a specific time to land unlike at an airfield. This gas is huge for tactical training, cross-countries, and combat missions.
Although, there is still no capability to fly a civilian ILS in the Super Hornet, RNAV capability was recently added to the Rhino fleet. Also, while the Legacy Hornet could only hold a few dozen preplanned waypoints, the Rhino can hold hundreds.
Flight characteristics when flying from Point A to Point B are the same as in the Legacy. All of the same autopilot modes exist, and all of the displays including the HUD have virtually identical symbology. There is also no physical speedbrake on the Super Hornet. When the speedbrake switch is activated, the flight control computers deflect the flight controls to maximize drag while minimizing any pitching moments.
There’s really not much to talk about here. The two jets are very similar when it comes to the administrative phases of flight.
There are some small subtle differences with landing the Rhino at the field. The autothrottles, should you choose them, are mechanized a little bit differently. In short, it judges the magnitude of the rate of stick movement, vice the magnitude of distance of stick movement. In short, both jets’ autothrottles are awesome, but I think the Legacy takes the cake on that one. The Rhino lands about ten knots slower than the Hornet, thanks to the large LEXs and wings. Unlike the Hornet, the Rhino has a nice ability to aerobrake if you hold the nose off the ground after touchdown. The jet’s beefy brakes get you to a quick stop as well, should you need them.
At the ship, the Rhino wins the landing competition easily. With the slower approach speed, large wings, and more powerful engines, glideslope corrections are faster and easier. Not only that, but thanks to a new symbol in the HUD called the power carat, the pilot is much more easily able to fine tune his ball-flying technique. To me, the boat landing feels slightly less like a car crash than it did in the Hornet, but by no means is it a glassy smooth event. I always used to go to full afterburner on touchdown in the Hornet, but that is strictly verboten in the Rhino. If you see one do that on YouTube, he’s wrong.
Finally, a huge improvement for the Rhino is the “bringback” capability. Its robust design and large gas tanks allow the pilot to land with more weapons unreleased. In a Hornet loaded up with bombs, it may only have enough gas for a couple of tries to land on the ship before having to tank airborne or divert. The Rhino is able to land with much more fuel, allowing for both more heavy loadouts at launch and for more landing attempts at recovery.
Now to FINALLY answer the questions that the reader probably intended to ask! How well does the jet do what it was built to do: fight in combat. In nearly every metric, I would argue that the Super Hornet beats its predecessor in air-to-air combat. I write the word “nearly” intentionally, but we’ll get to that later.
In a beyond-visual-range (BVR) fight, it’s not even close, especially when the Rhino is equipped with the APG-79 radar. This AESA radar is truly phenomenal. With the ability to see at farther ranges and track more targets at once, it truly presents a clear picture of exactly what is in front of the pilot. Not only that, but the radar can be run simultaneously in air-to-air and air-to-ground modes.
With additional weapons stations under the wings, even more AIM-120 AMRAAMs can be brought into the fight, and with the extra gas, can fight for longer. Survivability is also drastically better thanks in part to an advanced countermeasures suite and reduced RCS. The jet can carry more chaff and flares, has a powerful ALQ-214 jammer, an upgraded radar warning receiver, as well as options for towed decoys.
All of the Link 16 capabilities of the Hornet have been carried over and all of these features combined make the Rhino very formidable. However, there is something negative that can be said. The Super Hornet’s pylons are canted outboard very slightly, significantly increasing drag at high speeds. Also, for you nerds out there, the Rhino’s design doesn’t incorporate the Area Rule as well as the Hornet, meaning that the Super Hornet will have lower transonic acceleration performance and lower top speed.
In the within-visual-range (WVR) arena, we finally arrive at the original question: which is more maneuverable? In my opinion, I’d say the edge goes to the Hornet….slightly. Both jets have excellent handling characteristics, and to be honest, they feel very similar. If both aircraft have no external wing stores attached, the Hornet will have a noticeably crisper roll rate, but not by much. It is recommended for both aircraft that to get the best roll performance, they roll unloaded.
That is to say, roll while minimizing positive G. It is just a little bit tougher to get there in the Rhino than the Legacy; the Rhino requires a much more deliberate push forward of the stick to unload than the Hornet. However, both aircraft have excellent high angle-of-attack/slow-speed maneuvering, and both jets have excellent flight control logics, such as the “Pirouette.”
An additional logic was built in for the Rhino called Turbo Nose Down. As funny as that sounds, it is an important logic that allows the jet to recover from a slow-speed, nose-high attitude much easier by flaring the rudders and raising the spoilers. At lower altitudes, the Rhino’s engines produce much more thrust than the Hornet’s. This allows for improved energy addition and sustained turn rate. Maintaining airspeed while pulling high G is much easier than it was before. At higher altitudes, however, both aircraft have a little bit of a hard time with energy addition.
In summary, if I had to choose which aircraft to dogfight in, I’d pick a “big motor” legacy Hornet, with it’s crisper maneuverability and enhanced thrust. However, both aircraft utilize the AIM-9X Sidewinder and Joint Helmet Mounted Cueing System (JHMCS), so as I usually say, it comes down to the “man in the box.”
In the air-to-surface environment, there are not too many differences between the jets. Both aircraft use the JHMCS and ATFLIR. However, the Rhino’s APG-79 allows for synthetic aperture radar mapping, or SARMAP. When I first saw this I couldn’t believe it; the radar was painting the ground and displayed an image as good as the ATFLIR.
The same inventory of smart weapons are available to both aircraft. Just like in air-to-air, the Rhino can carry more thanks to more weapons stations.
As far as the “dumb” weapons are concerned, the Rhino actually carries a few less rounds in the M61 20mm cannon than the Legacy. The Rhino also can’t carry unguided rockets, as I have previously mentioned. When it comes to delivering general purpose bombs, such as the MK 82 series, the roll-ins are a little more sluggish in the Super Hornet. This is all in the same vein of what we discussed in air-to-air: the Legacy is a little crisper.
In an interdiction or strike mission, all of the Rhino’s survivability that I mentioned earlier makes it by far the aircraft of choice in a non-permissive environment. Going against a robust IADS, the reduced RCS and advanced countermeasures, coupled with my Growler buddies from the Ready Room next door help take a little bit of the edge off. Link 16 technology is the same in both aircraft and is still awesome technology.
I’d take the Rhino in all air-to-surface missions, in both permissive and non-permissive environments.
Something the Rhino can do that the Hornet can’t is be an aerial tanker. I personally have not flown one in that configuration, but I hear that the jet performs as a pig. That is no surprise with all of that drag and 30,000 pounds of gas. As an LSO, I can tell you a “5-wet” tanker is much more prone to settle below glideslope behind the ship and requires a bit more reaction time to get back above glideslope. The mission is important, however, and has provided me both mission gas and recovery gas during an emergency at the ship.
Aerial refueling is pretty much the same as in the Hornet, except it takes longer to top off.
Overall, the Hornet was my first love. I’ll always look back fondly on flying the F/A-18C and often times I miss it. However, there is no doubt the Rhino is the jet I want to fly off the boat into combat. Great question, keep them coming!
Mexico’s Veracruz state may be one of the most dangerous places in the entire country. The extortion and kidnapping of civil servants and journalists are rampant, dismembered bodies are a common occurrence, and the city is on the front lines of Mexico’s ongoing drug war.
The Fuerza Civil – the Civil Forces of the Mexican state – is an elite security force designed to protect trade routes, migrants, agricultural areas, fisheries, and forests as well as assist with municipal authorities in preventing organized crime. They need all the help they can get.
Enter the Gurkha armored vehicle.
The Fuerza Civil equipped with next-generation weapons, armor, and vehicles to support that mission. One of those advanced armor vehicles comes from Canada’s Terradyne Armored, Inc. and is dubbed the Gurkha after Nepal’s feared elite warriors.
The Gurkha is a 4×4 light armored patrol vehicle, currently produced in three tactical configurations – each of which uses the Ford F550 chassis. They also run with Ford’s in-house built 6.7L Power Stroke V8 diesel engine and six-speed automatic transmission.
The power and armor make a huge difference in Veracruz. Civilians and police are regularly targeted or in the crossfire of ongoing violence between the Zetas, Sinaloa, and Gulf Cartels. Things got so bad the Mexican government had to deploy military forces to quell the fighting.
Sure, the Academy Awards have categories like “Best Actor” and “Best Adapted Screenplay,’ and, yes, military movies like “American Sniper” and “The Imitation Game” are in the mix this year. But all of that falls somewhat short of capturing the true military cinematic essence that this year’s crop of films produced. Here are nine categories that the Oscars forgot and the winners in each:
1. Best Misuse Of Government Property By A Leading Man: Bradley Cooper, “American Sniper”
Because Bradley Cooper’s Chris Kyle was a super badass sniper, he had a phone so that generals and even the president could call him to tell him who he should put the crosshairs on next. What did Cooper’s Kyle use the phone for? To call his wife, usually right before a firefight was about to break out. And once it did he wouldn’t hang up (in order not to alarm her or anything).
2. Best Use of Kristen Stewart’s Bitch Face By An Actress In A Leading Role: Kristen Stewart, “Camp X-Ray”
Kristen Stewart plays a U.S. Army guard at Gitmo who develops a sympathetic relationship – through a prison door – with one of the detainees. But her sympathy is buried under the same expression she’s used in every movie she’s ever been in, that signature bitchy pouty girl face, so it’s hard to tell when she’s sympathetic and when she’s bored or pissed off. But, hey, like B.B. King said, “You can play just one note if it’s the right one.” We say bravo, Ms. Stewart.
3. Best Supporting Actor In A Role About The Fact All Vets Are Doomed: Brad Hawkins, “Boyhood”
Brilliantly filmed over a 12-year period, director Richard Linklater’s gem focuses on the life of a sometimes single mom and her two kids. The mom’s third love interest is a returning vet who’s just back from Iraq. He seems like a nice, well-adjusted guy, but after a while he’s holding down a job as a prison guard and sitting on the front porch guzzling beer and yelling at the son about being a good-for-nothing, which is to say they got it exactly right because that’s what always happens to returning vets.
4. Best Portrayal Of The Perils Of Having Sex In Combat: “Fury”
Brad Pitt’s Sherman tank crew stumble across the home of a war-weary German family with a hot daughter, and they enjoy a bit of normalcy. One of the crew hooks up with the daughter, and once they’re done the crew leaves and minutes later the family’s house gets blown to smithereens by an air strike.
5. Best WTFO? Moment: “300 – Rise of Empires”
In the middle of a kick ass war-at-sea between ancient sailing ships, General Themistocles suddenly produces a horse that he rides all over the deck while slashing and stabbing his foe. But it really gets good when the horse – without any hesitation – gallops through flaming wreckage, leaps into the water, and then jumps onto an enemy ship where Themistocles continues his savaging of the enemy – truly the year’s best WTFO? military movie moment.
6. Most Dramatic Flame-out Of A Military Movie Franchise: “Jarhead 2”
Three words: Straight. To. DVD.
7. Best Actress In A Role About The Joys Of Being A Military Mom: Michelle Monaghan “Ft. Bliss”
Michelle Monaghan plays a single mom soldier who returns home after 15 months in Iraq only to find that her 6-year-old son has forgotten who she is. (What, did the rest of family hide all the pictures of her? And no Skype?) About the point her son starts to warm to her she’s sent back to Iraq because that’s how the Army rolls. If the military wanted you to have a kid they would have issued you one.
8. Most Groundbreaking Guerrilla Warfare Sequence: “Dawn of the Planet of the Apes”
One of the conniving chimps uses cute chimp moves to mollify two humans just long enough to get one of their automatic weapons and blow them away with it.
9. Best Actor In A Role About The Tortured Souls Of Those In The Intelligence Community: Benedict Cumberbatch, “The Imitation Game”
Cumberbatch plays Alan Turing, the intel genius who knows a thing or two about code breaking. Cumberbatch’s Turing is at odds with his sexual orientation and anti-social and basically pained by everything in his life – in other words, he’s a lot like most of those in the intel community.
NASA’s Dawn spacecraft has gone silent, ending a historic mission that studied time capsules from the solar system’s earliest chapter.
Dawn missed scheduled communications sessions with NASA’s Deep Space Network on Oct. 31, 2018, and Nov. 1, 2018. After the flight team eliminated other possible causes for the missed communications, mission managers concluded that the spacecraft finally ran out of hydrazine, the fuel that enables the spacecraft to control its pointing. Dawn can no longer keep its antennas trained on Earth to communicate with mission control or turn its solar panels to the Sun to recharge.
The Dawn spacecraft launched 11 years ago to visit the two largest objects in the main asteroid belt. Currently, it’s in orbit around the dwarf planet Ceres, where it will remain for decades.
“Today, we celebrate the end of our Dawn mission – its incredible technical achievements, the vital science it gave us, and the entire team who enabled the spacecraft to make these discoveries,” said Thomas Zurbuchen, associate administrator of NASA’s Science Mission Directorate in Washington. “The astounding images and data that Dawn collected from Vesta and Ceres are critical to understanding the history and evolution of our solar system.”
Dawn launched in 2007 on a journey that put about 4.3 billion miles (6.9 billion kilometers) on its odometer. Propelled by ion engines, the spacecraft achieved many firsts along the way. In 2011, when Dawn arrived at Vesta, the second largest world in the main asteroid belt, the spacecraft became the first to orbit a body in the region between Mars and Jupiter. In 2015, when Dawn went into orbit around Ceres, a dwarf planet that is also the largest world in the asteroid belt, the mission became the first to visit a dwarf planet and go into orbit around two destinations beyond Earth.
“The fact that my car’s license plate frame proclaims, ‘My other vehicle is in the main asteroid belt,’ shows how much pride I take in Dawn,” said Mission Director and Chief Engineer Marc Rayman at NASA’s Jet Propulsion Laboratory (JPL). “The demands we put on Dawn were tremendous, but it met the challenge every time. It’s hard to say goodbye to this amazing spaceship, but it’s time.”
The data Dawn beamed back to Earth from its four science experiments enabled scientists to compare two planet-like worlds that evolved very differently. Among its accomplishments, Dawn showed how important location was to the way objects in the early solar system formed and evolved. Dawn also reinforced the idea that dwarf planets could have hosted oceans over a significant part of their history – and potentially still do.
“In many ways, Dawn’s legacy is just beginning,” said Principal Investigator Carol Raymond at JPL. “Dawn’s data sets will be deeply mined by scientists working on how planets grow and differentiate, and when and where life could have formed in our solar system. Ceres and Vesta are important to the study of distant planetary systems, too, as they provide a glimpse of the conditions that may exist around young stars.”
This photo of Ceres and one of its key landmarks, Ahuna Mons, was one of the last views Dawn transmitted before it completed its mission. This view, which faces south, was captured on Sept. 1, 2018, at an altitude of 2220 miles (3570 kilometers) as the spacecraft was ascending in its elliptical orbit.
Because Ceres has conditions of interest to scientists who study chemistry that leads to the development of life, NASA follows strict planetary protection protocols for the disposal of the Dawn spacecraft. Dawn will remain in orbit for at least 20 years, and engineers have more than 99 percent confidence the orbit will last for at least 50 years.
So, while the mission plan doesn’t provide the closure of a final, fiery plunge — the way NASA’s Cassini spacecraft ended in 2017, for example — at least this is certain: Dawn spent every last drop of hydrazine making science observations of Ceres and radioing them back so we could learn more about the solar system we call home.
The Dawn mission is managed by JPL for NASA’s Science Mission Directorate in Washington. Dawn is a project of the directorate’s Discovery Program, managed by NASA’s Marshall Space Flight Center in Huntsville, Alabama. JPL is responsible for overall Dawn mission science. Northrop Grumman in Dulles, Virginia, designed and built the spacecraft. The German Aerospace Center, Max Planck Institute for Solar System Research, Italian Space Agency and Italian National Astrophysical Institute are international partners on the mission team.
Check out the Dawn media toolkit, with a mission timeline, images, video and quick facts, at:
The military is like an organized play. Everyone who assumes a position is supposed to follow the script to their role. However, some take it too far and continue even after the play has ended. These folks are always in character and they expect the same out of everyone around them.
In the field it’s understandable but if one of these “motards” pulls rank on you during liberty, you may be inclined to react the same way this Marine does.
The 388th Fighter Wing set a speed record for bringing online a newly-delivered aircraft, flying a local sortie less than five hours after accepting delivery of its 68th F-35A Lightning II.
Aircraft 5261 left Lockheed Martin’s Fort Worth, Texas, production facility a little after 8 a.m. Aug. 1, 2019, landed at Hill AFB at 10 a.m., and by 3 p.m. had taken off on its first combat training mission.
“The F-35A program’s production and delivery plan was designed to allow rapid aircraft induction and quick use by the customers,” said Col. Michael Miles, 388th Maintenance Group commander. “We’ve shown the enterprise it’s possible.”
This isn’t just a “gee-whiz” record. In theory, it means that F-35As could be deployed directly from the factory into combat if a large-scale conflict ever drives that need, Miles said.
Crew chiefs with the 421st Aircraft Maintenance Unit work on an F35A Lightning II at Hill Air Force Base in Utah, July 31, 2019.
(US Air Force photo by R. Nial Bradshaw)
When a new F-35A comes off the line at the production facility, it undergoes several contract and government check flights before the Air Force accepts final delivery. These flights generate data points that are collected in the Autonomic Logistics Information System and then passed on to the gaining unit, in this case the 388th FW.
The previous timeline for inducting new aircraft was measured in days and weeks, but process and system improvements in the data collection and transfer process bodes well for the future, said Chief Master Sgt. Trey Munn, 388th Maintenance Group chief enlisted manager.
A US Air Force F-35A Lightning II of the 388th Fighter Wing at Hill Air Force Base in Utah after receiving fuel from a KC-135 Stratotanker over Germany, July 23, 2019.
(US Air Force photo by Tech. Sgt. Emerson Nuñez)
“We’ve been working toward this goal as the program has matured and this is great step, and a testament to the work of the folks at Lockheed Martin, the Joint Program Office, and the airmen in the 388th and 419th Fighter Wings,” Munn said.
The 388th and 419th are the Air Force first combat-capable F-35 units. The first operational F-35As arrived at Hill in October 2015. The active duty 388th FW and Air Force Reserve 419th FW fly and maintain the jet in a Total Force partnership, which capitalizes on the strength of both components. By the end of this year, Hill AFB will be home to 78 F-35s.
The Vietnam War’s icon was arguably the UH-1 helicopter. Officially designated the Iroquois (‘Huey’ is more of a term of endearment), this helicopter has been the most-produced in history, first flying in 1956 — that means it has just over six decades of service with the United States military!
Over 7,000 Hueys were used in Vietnam, and 2,500 were lost during the war.
According to the Naval Institute Guide to World Military Aviation, the UH-1D had the ability to carry up to 16 passengers and crew.
The chopper could also carry just under 3,900 pounds of equipment in the cabin or 5,000 pounds in an external sling. It also could serve as a potent gunship, firing 70mm rockets, M60 machine guns in 7.62mm NATO, and M134 miniguns.
The secret to the Huey’s success was a gas turbine engine that not only was able to perform at higher temperatures and in less-dense air than previous helicopters, but it was also much lighter than previous helicopter engines.
This allowed the Huey to be smaller (48-foot rotor diameter, 57 foot length) and lighter — making it fast (a top speed of 135 miles per hour) and maneuverable. It had a range of 315 miles, giving American troops the ability to strike hard and fast at a distance.
The chopper’s mobility meant that in a one-year tour, the average infantry soldier saw 240 days of combat. For some perspective, in the Pacific Theater during WWII, the average grunt saw 40 days over the nearly four years that conflict lasted.
Today, versions of the UH-1 are still in service with the Marine Corps (the UH-1Y Venom), the Air Force (UH-1N), and Navy (UH-1N). The Army’s last Huey mission was flown on Dec. 15, 2016. According to an Army release, the helicopter was handed off to the Louisiana State Police a week later.
Aviadarts is an yearly Russian all-Army competition attended by units of the Aerospace Forces, four military districts and the Northern Fleet (and invited foreign air arms, such as China’s People’s Liberation Army Air Force – PLAAF, that took part in the previous editions). During the games, the best aircrews compete on different military specialties and conduct live firing exercises “to reinforce international military and technical military cooperation of the Contest participants; to raise the prestige of military service; to raise the level of training of the Contest participants; to demonstrate combat capabilities (military performance) of modern models of equipment, of weapons and military equipment.”
Physical training: with main and backup crews involved in physical exercises, pull-ups, freestyle swimming etc.
Visual aerial reconnaissance, that also includes formation flying
Combat employment against ground targets: during which combat planes and helicopter engage ground targets while military transport aircraft conduct cargo airdrops.
The All-Army Stage of the Aviadarts 2019 Competition is currently underway in Crimea. From May 24 to June 9, 2019, Aviation crews of the Aerospace Forces, 60 crews flying MiG-29SMT, Su-27SM3, Su-30SM, Su-35, Su-34, Su-24M, Su-25, Tu-22M3, Il-76MD and Mi-24, Mi-35 as well as Ka-52 and Mi-8 helicopters will take part in the drills.
A Russian Air Force MiG-29SMT.
Dealing with the helicopters, crews of Ka-52 Alligator, Mi-8 AMTSH Terminator, Mi-35 and Mi-28N Night Hunter helicopters perform ground attacks using 80-mm unguided missiles and firing 30-mm cannons at more than 70 targets (divided into 12 types for various types of weapons) at the Chaud range in Crimea.
The following video, released by the Russian MoD, shows some of the Russian gunships in action during Aviadarts 2019. The gunner seat view is particularly interesting.
Боевое применение авиации на всеармейском этапе конкурса «Авиадартс-2019»
When you mention the term “Growler,” most people will think of the Boeing EA-18G, the electronic-warfare version of the F/A-18F Super Hornet that replaced the Grumman EA-6B Prowler on the Navy’s carrier decks and in Marine Corps service. But there is another Growler, this one from Russia, that hunts the planes that the American Growler is intended to protect.
The Russians actually call this system the S-400 Triumf. NATO, though, calls it the SA-21 Growler. This system is evolved from the SA-10 Grumble, a surface-to-air system comparable to the MIM-104 Patriot. The SA-10, known as the S-300, was known as one of Russia’s best systems in the 1990s and was the keystone of their tactical/operational area defense units.
The problem was, thanks to America developing stealth technology, it was easily neutralized.
The SA-10/S-300 entered service with the Soviet Union in 1978. A combination of the fall of the Berlin Wall, Operation Desert Storm, and the NATO interventions in the Balkans soon indicated that the SA-10 wasn’t nearly good enough for Russia’s air defense needs. So development of the SA-21/S-400 began.
The system entered service in 2007, and Russia is using it to supplement the SA-10s in operational service. MilitaryFactory.com notes that there are three possible missiles that the SA-21 can fire. The first is the 9M96, with a range of just under 75 miles. The second is the 48N6 with a range of 155 miles. The third is the 40N6, with a range of just under 250 miles.
In the 1990s, Russia had no problem exporting the SA-10 to just about anyone with hard currency. The end of history came with one of the most…well, let’s just say loads of firepower was available for dirt-cheap prices – the ultimate yard sale.