The most powerful missile in the United States nuclear arsenal is about to get a new warhead. A $65 million low-yield nuclear weapon design touted by the Trump Administration since 2018 just went into production in the home of American weapons: Texas.
New designs were tasked by the administration after the 2018 nuclear posture review found that the National Nuclear Security Agency could not update or maintain its stock of nuclear weapons with the budget it had. The $65 million design was appropriated from the Department of Energy, the parent agency of the National Nuclear Security Agency. It will be based on the current design of the Navy’s W76-1 warhead, which is currently on the Trident II D5 nuclear missile and is intended to be fired via submarine.
“NNSA is on track to complete the W76-2 Initial Operational Capability warhead quantity and deliver the units to the Navy by the end of Fiscal Year 2019,” an agency spokesman said.
Two factors allow for the warhead’s quick production time: first, it’s based on the current warhead for the Trident II D5 and second, the nuclear weapon is smaller than the ones dropped on Hiroshima and Nagasaki in 1945, which would be today considered a yield nuclear weapon. The two had a yield of 15 and 20 kilotons, respectively. By today’s standard, a low-yield nuke could be upwards of 50-100 kilotons.
The result of a “low-yield” nuclear weapon.
The U.S. military has roughly 1,000 low-yield nukes in its 4,400-plus nuclear arsenal. Activists worry that an increase in new, low-yield weapons will only increase the likelihood of one of them being used in a tactical move, as some consider the weapons a “less powerful nuclear option.”
A big issue with having two levels of nuclear force is that the target of the potentially low-yield nuclear strike doesn’t know if the attack is low-yield or high-yield until it’s too late – and will likely just respond in kind. Trident II D5 missiles are the most powerful in the nuclear triad and also the most reliable weapon system ever built. More than that, it can deliver multiple independently targetable reentry vehicles, which means any Trident launch will likely be seen as an all-out attack on multiple targets, prompting an all-out nuclear response.
Which your mom might be able to teach you to survive.
The Army has a new non-lethal weapon to help soldiers in Afghanistan “irritate and deter” potential adversaries with pepper-filled balls, Army Times reports.
The non-lethal launcher, known as the Variable Kinetic System (VKS), is made by PepperBall Technologies. It fires projectiles much like paintballs containing a hot pepper solution.
“We are truly honored the US Army has selected PepperBall’s VKS to use as its non-lethal protection in its mission to defending the United States,” Ron Johnson, CEO of United Tactical Systems, which owns PepperBall, said in a statement.
“Our VKS platform was the only non-lethal source that was capable of complying to the US Army’s standards,” Johnson added.
The projectiles have a range of around 50 yards and leave a “debilitating cloud,” impacting the eyes, nose and respiratory system. The irritant, which is 5% pelargonic acid vanillylamide (PAVA) and a synthetic version of pepper spray, is released when the projectile makes contact.
The weapon is built like a paintball gun and can carry up to 180 rounds when it’s in “hopper mode” and 10 or 15 rounds when it’s in “magazine mode.”
The Army awarded a $650,000 contract for the weapons, which reportedly have the same controls and ergonomics of the M4/M16 weapons system, which many soldiers already carry. In other words, it will not be tough for most soldiers to transition into using these non-lethal launchers.
In total, the Army reportedly purchased 267 of the weapons, which are currently being used in training.
Weapons like this can help soldiers in high-intensity, urban settings and especially during crowd control situations.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
There are 640 muscles in the human body. The primary functions of these critical, fibrous structures are to support movement and help circulate blood throughout our anatomy. Everyone has three different types of muscles: smooth (or visceral), cardiac, and skeletal.
Smooth muscles, like our esophagus and intestines, push the food we eat through our digestive system. Cardiac muscles, also known as myocardium (your heart), contract and relax to move through the body’s vessels. Skeletal muscles layer on top of our bones, connect to the osseous matter via tendons, and move our limbs around.
Although each type of muscle can be damaged in various ways, our skeletal muscles are most often damaged. The leading cause for most of our muscular lacerations — also known as “strains” or “muscle pulls” — is the moving an unprepared set of muscles.
We’re here today to learn what happens to your muscles when they’re pulled. It just might make you rethink how you warm up before your next exercise.
Picture your pre-workout muscles like a frozen rubber band. If you stretch it out fast and far enough, it’ll break. Once we strain a muscle, the neuroreceptors will send a message to our brains, letting it know something’s wrong. These muscular injuries usually feel like a shock and cause our bodies to immediate jerk back into its starting position — protecting the structure. Unfortunately, by the time you feel the pain and your body reacts, the damage might already be done.
The amount of damage the muscle structure sustains helps catalog these injuries into three different categories, based on severity. The lower end of injury is called a “pull,” which means around 5 percent of the muscle was torn. Treatment for these minor injuries typically consists of painkillers and rest.
A “sprain” is the next tier up. Here, a significant percentage of the muscle fibers, greater than 5 percent, are damaged. This type of injury usually requires several weeks of recovery before the person is back to fully functioning.
The diagnosis that no one wants to hear is a “rupture.” This means every fiber in the muscle group has been torn. These injuries are severe and typically require immediate surgery. For many athletes, hamstrings, groin, and quadriceps are the muscle groups most at risk.
Let the long road to recovery begin…
To avoid becoming a victim of a nasty muscle pull, be sure to warm up properly before exercising and stretch afterward.
For more information about the muscles in your body and the injuries they can sustain, check out Tech Insider’s video below.
While other senior citizens were enjoying a quiet life in retirement, 71-year-old Billy Waugh was hunting for Osama bin Laden in Afghanistan and blowing Taliban fighters to smithereens.
As a member of a CIA team sent in shortly after the 9/11 attacks, Waugh battled militants at Tora Bora and helped bring about the collapse of the Taliban. It seemed a pretty good ending to a career that featured combat in Korea and Vietnam, surveilling Libya’s military, tracking international terrorists, and God-only-knows-what-else for the CIA.
Waugh was born in 1929 in Texas and enlisted in the U.S. Army in 1948. After completing airborne school he was assigned to the 82nd Airborne at Fort Bragg, North Carolina. But he was eager to get into combat, and he reenlisted in 1951 so he could get to the 187th Airborne Regimental Combat Team in Korea. Then the Korean war ended, and his career veered off into “black ops” territory once he joined the Special Forces in 1954.
His life after that reads like the most badass resume we’ve ever seen: Five tours with Special Forces “A” teams in Vietnam and Laos where he was wounded multiple times, working for the CIA’s Special Activities Division in Libya, preventing the Russians from stealing classified missile secrets on the Kwajalein Atoll, and helping to hunt down the infamous terrorist Carlos “The Jackal,” which he later detailed in a book.
In that same book, “Hunting The Jackal,” Waugh also writes of the time he survived a major North Vietnamese Army attack in Vietnam, where he was shot in the head.
“I took another bullet, this time across the right side of my forehead. I don’t know for sure, but I believe the bullet ricocheted off the bamboo before striking me. It sliced in and out of a two-inch section of my forehead, and it immediately started to bleed like an open faucet,” Waugh wrote. “It sounds like the punch line to a bad joke, but you know it’s a bad day when the best thing about it is getting shot in the head.”
The bullet had knocked him unconscious, and the NVA soldiers who later inspected his body thought he was dead. Though the enemy soldiers had taken his gear, clothing, and Rolex watch, he was left alone where he was hit, and his comrades later landed on a helicopter and saved his life.
“If you were going up there, you were either going to die or get shot all to hell,” Waugh told The Miami New-Times of his team’s work in Vietnam. “Everyone in the outfit was wounded once, twice, three times.”
He officially retired from the Army at the rank of Sergeant Major in 1972, though he had been working for the CIA since 1961 and would continue to work for the agency over the years as an operative or contractor. His military awards include the Silver Star, four Bronze Stars, four Army Commendation medals, and eight Purple Hearts for wounds in combat.
Waugh has often lived in the shadows at the forefront of America’s wars. Long before Osama bin Laden would be known as U.S. public enemy number one, he was tracking the terror mastermind’s every move in Sudan and put forth several plans to take him out.
“I was within 30 meters of him,” Waugh told Air Force journalist Nick Stubbs in 2011. “I could have killed him with a rock.”
In between his time in uniform and paramilitary garb, Waugh earned a Bachelor’s and Masters Degree, and he still lectures young soldiers on the art of surveillance, according to Dangerous Magazine. But it’s apparently not all PowerPoint and boredom for the now-85-year-old.
Waugh, who now lives in northwest Florida, still lists himself as a “contractor for my present outfit” on his website. So the next time something bad happens to America’s enemies, he may be part of the reason why.
“If the mind is good and the body is able, you keep on going if you enjoy it,” Waugh told Stubbs. “Once you get used to that [life of adventure], you’re not about to quit. How could you want to do anything else?”
The British Army has had many iconic recruitment ad campaigns over the years. From Lord Kitchener’s, “Your Country Needs You” that became the basis of nearly every other recruitment poster to WWI’s famous, “Your chums are fighting. Why aren’t you?”
Today, the Armed Forces of the United Kingdom are at some of the lowest numbers in centuries. Now, they’re trying out a new recruitment strategy:
On the surface, it might seem belittling to potential recruits and, to be fair, that’s how most people are interpreting it. But if you take a step back and read the full poster and evaluated the entire campaign as a whole, it’s actually brilliant.
The poster above is a part of the British Army’s “This is Belonging” campaign, which also includes TV ads that showcases young people who feel undervalued in their jobs. Other posters also call for “me me me millennials” and their self-belief, “binge gamers” and their drive, “selfie addicts” and their confidence, “class clowns” and their spirit, and “phone zombies” and their focus.
It’s a call to action to a younger generation that may not believe they’re right for anywhere. The TV ad for the binge gamer shows the person being scolded for playing too many games, but he keeps pushing himself after every “Game Over.” Next, the commercial cuts to this same gamer as a soldier, and he’s pushing himself further and further. At its core, that’s what this campaign is really about.
I don’t want to be the guy to point it out, but… the oldest millennials are now 37 and the youngest are 25. Let’s not get them confused with Gen-Z, the 17 to 24 year olds that are more commonly associated with these stereotypes. Just sayin’…
British Army recruiters have long labelled service as a means to better one’s self. Sure, it’s patronizing to call a potential recruit a “me me me millennial,” but it’s also breaking conventional by attributing a positive quality, “self-belief,” to that same person — a quality desired by the military.
The reception has been, let’s say, highly polarizing. One side is complaining that it’s demeaning and desperate while the other is complaining that the British Army doesn’t need snowflakes. The bigger picture is that it’s a marketing strategy geared towards getting the attention of disenfranchised youth who just happen to be the perfect age for military service.
Since it was just released, only time will tell whether it’s effective in bringing in young Brits. But it has certainly gone viral and everyone is talking about it, which was definitely the objective.
The Air Force has begun a formal study to analyze the sleep habits of airmen in an effort to prevent mistakes and mishaps caused by exhaustion.
The service said its 711th Human Performance Wing at Wright-Patterson Air Force Base, Ohio, will examine sleep, fatigue and overall performance by tracking sleep habits “while also evaluating sleep-monitoring technology to ensure its accuracy and ability to work in an operational setting,” officials said in a recent release.
“It’s a multi-pronged approach to studying sleep and fatigue,” said Dr. Glenn Gunzelmann, 711th HPW Airman Systems Directorate training core technical competency lead, in the release.
“Providing airmen with information on their sleep patterns and history helps airmen understand how sleep affects their operational effectiveness,” Gunzelmann added. “Giving leadership this data also helps inform policy and how to account for sleep needs in their planning.”
Tech. Sgt. Ray Decker, 320th Special Tactics Squadron special operations weather team, takes a nap on an MC-130P Combat Shadow bound for Sendai Airport.
(U.S. Air Force photo by Staff Sgt. Samuel Morse)
The service said it will develop ideas to reduce exhaustion, with some already being workshopped in a NATO aircrew fatigue management working group. The group also includes Army and Navy researchers, according to the release.
The working group is constructing a “sleep toolbox,” which officials say will “have educational resources on fatigue risk assessment with ways for mitigation.”
“It will also have information on insomnia, including cognitive behavioral therapy for insomnia and other sleep disorders,” the release states.
“Our current operations cross over multiple time zones, resulting in circadian rhythm issues, sleep deprivation or insufficient sleep,” Lt. Col. Dara Regn, U.S. Air Force School of Aerospace Medicine internal medicine branch chief, said in the release. Both Regn and Gunzelmann participate in the group.
“As partner nations, we all deal with similar challenges, like increased mission tempo, long-range missions and pilot shortages. We are working together to optimize our pilots and bring back the importance of sleep,” Regn said.
A patient falls asleep during overnight sleep study.
(U.S. Air Force photo by Airman 1st Class Christopher R. Morales)
The pooled resources will be made available through an open-source NATO website as well as a “secure offline application,” the officials said.
The overall goal is to reduce detrimental sleep habits that lead to fatigue or exhaustion, especially in the pilot community.
“About 80% of aviation accidents are due to human error, and pilot fatigue accounts for about 15 to 20%of that,” Regn said.
It’s not the first time the Air Force has looked for better sleep habit solutions.
For the last few years, Air Force Maj. Alexander Criss has researched ways to get more rest for pilots and crew heading out for operations across the globe.
Through his study, Criss, who has flown as a C-21, KC-10 and C-5 pilot, found that more than half of mobility pilots — 53% — were flying “during this window when their body thinks they should be sleeping,” he said during a recent interview with Military.com.
Criss, now assigned to U.S. Transportation Command in Illinois, said his research helped with the development of a smartwatch app and system that aims to help pilots and crew understand their bodies’ rhythms and when they’re most drowsy.
The project, known as the Better Effectiveness Through Tracking Yourself, or BETTY, “helps fill a gap in our current fatigue risk management system,” Criss said.
While BETTY is a multi-pronged process, the data-gathering system includes a wristwatch that measures a pilot’s circadian rhythm, the internal clock that regulates a person’s sleep-wake cycle.
“Circadian rhythm disruption … is when our bodies are out of sync with our sleep and wake cycles,” Criss said. After flying, many people feel jet lag because the body and mind interpret differently when they should be asleep or awake, he explained.
A proposed software app would monitor data from the watch, in addition to comparing and contrasting it through some of the sleep models that are already out there, he said.
If you’ve seen the blockbuster movies The Longest Day (currently on Netflix) or Saving Private Ryan, a big part of the story is how infantry fought through the obstacles on Omaha Beach (the wisdom of sending two divisions into that meat-grinder can be debated at another time).
But the lack of tank support wasn’t part of the plan. In fact, it was one hell of an instance where that notorious and unwelcome Murphy’s Law put in an appearance, costing the infantry some much-needed support. It would have been their secret weapon: the Dual-Drive, or DD, tank.
The DD tank was a modified M4 Sherman that had a large canvas screen and propellers to enable it to swim in to shore from a distance. Tanks-Encyclopedia.com notes that the M4 had some good firepower for busting up fortifications — a 75mm gun with 90 rounds. At close range, that gun would more than do against the Nazi fortifications.
This is how the DD tank was supposed to work. Note the calm seas. On D-Day, they seas were rough. (YouTube screenshot)
There’s just one problem: the DD tanks weren’t tested in rough seas. Almost all of them ended up sinking when eight-foot-tall waves swamped them. And a tank on the bottom of the channel can’t provide support for the grunts. In short, the grunts had to do the hard by themselves.
So, take a look at this History Channel video, and a piece of D-Day history some folks would like to forget.
US airmen assigned to the 354th Fighter Wing tested a new arctic survival kit for the F-35A Lightning II in downtown Fairbanks, Alaska, Nov. 5, 2019.
A team of airmen from the 356th Fighter Squadron, F-35 Program Integration Office, 354th Operation Support Squadron Aircrew Flight Equipment and 66th Training Squadron, Detachment 1, used a subzero chamber to replicate the extreme temperatures of interior Alaska.
The test was performed because the current arctic survival kit won’t fit in the allotted space under the seat of an F-35A. The 354th FW is expecting to receive its first F-35A in April of 2019.
“We are testing the kit that Tech. Sgt. John Williams, Tech. Sgt. Benjamin Ferguson and myself have developed over the last year in preparation for the integration of the F-35,” said Tech. Sgt. Garret Wright, 66th TS, Det. 1 Arctic Survival School noncommissioned officer in charge of operations.
US Air Force Staff Sgt. Zachary Rumke tests an F-35A Lightning II survival gear kit in Fairbanks, Alaska, Nov. 5, 2019.
Four members of the team, to include Lt. Col. James Christensen, commander of the reactivated 356th Fighter Squadron, stepped into two separate chambers, one at minus-20 and the other at minus-40, wearing standard cold-weather gear issued to pilots. Once inside the chambers, the test observers timed how long it took them to don the specialized winter gear from their survival kit.
After the gear was on, the Icemen lived up to their name and stayed in the chamber for six hours. Wright recorded their condition every 30 minutes to ensure the safety and accuracy of the test.
Approximately five hours into the test, Wright noticed the temperature on the digital thermometer didn’t seem accurate in one of the chambers. He found a mercury-based thermometer and discovered the temperature one of the chambers was at minus-65 and the other was minus-51.
“After realizing that the ambient room temperature was at minus-65 at the five-hour mark, I knew that we had accomplished far more than we originally set out to,” Wright said. “Wing leaders wanted a product that would keep pilots alive at minus-40 and although unplanned, the findings were clear that the sleep system could far surpass this goal.”
Wright holds a thermometer beside Rumke during an F-35A Lightning II survival kit test in Fairbanks, Alaska, Nov. 5, 2019.
(US Air Force photo by Senior Airman Beaux Hebert)
After six cold hours, the Icemen stepped out of the subzero chamber and spoke with the survival, evasion, reconnaissance, and escape specialists and the AFE team to address discrepancies and better ways to utilize the equipment.
“The gear was great. There were a couple of minor tweaks that I think we could make to it to improve it but overall it was solid,” said Staff Sgt. Zachary Rumke, 66th TS, Det. 1, Artic Survival School instructor.
After the debrief, the four Icemen agreed the equipment is more than capable of withstanding the harsh temperatures of the Alaskan landscape and said they would feel safe knowing they had this gear to help them survive in one of the world’s most extreme environments.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
B-1B functional check flight pilot Maj. Michael Griffin, with the 10th Flight Test Squadron, Tinker Air Force Base, Okla., evaluates critical aircraft systems, such as upgraded navigation procedures, radar systems and aircraft terrain, Dec. 15, 2015. (U.S. Air Force/Kelly White)
The Air Force just wound up a major upgrade on its B-1B Lancer fleet that took eight years to complete.
The service announced that it finished the Integrated Battle Station, or IBS, modification earlier this month on 60 of the 62 long-range bombers in its inventory. Two aircraft are routinely reserved for testing operations.
To keep the Lancer viable in the future battlespace, the Air Force initiated IBS, likely the largest and most complicated modification the bomber will see in the near term — in 2012. The B-1 fleet is expected to be fully retired by 2036.
Roughly 120 maintainers working in shifts executed 1,050,000 hours of planned work at the Oklahoma City Air Logistics Complex at Tinker Air Force Base to give “the flight deck a whole new look,” according to a service news release.
“This upgrade drastically improves aircrew situational awareness with color displays, and enhanced navigation and communication systems are projected to significantly enhance B-1B mission readiness,” Lt. Col. James Couch, 10th Flight Test Squadron commander, said in the release.
“All aircraft outfitted with the Integrated Battle Station modification enhancements provide the four members of the aircraft with much greater ‘battlefield’ awareness of surrounding threats, whether those threats are air-to-air or ground-to-air, and provides a much faster capability to execute both defensive and offensive maneuvers needed in any conflict,” Rodney Shepard, 567th Aircraft Maintenance Squadron director, added in the release.
In 2017, the upgrade was more than half done, with 33 planes converted to the new system.
The modifications targeted three developmental programs for the bomber: the central integrated test system, a fully integrated data link, and the vertical situation display upgrade, according to officials who spoke with Military.com at the time.
The central integrated test system, or CITS, works as a diagnostic and recording system to give crew more information in flight, as well as diagnostic information for maintainers on the ground, Master Sgt. Brian Hudson, a B-1 avionics manager at Air Force Global Strike Command, explained during an interview in 2017.
The plane is already outfitted with the Joint Range Extension Applications Protocol, known as JREAP, which extends tactical data link communications over long-distance networks. But the Fully Integrated Data Link, or FIDL, gives “the addition of Link 16, so really what FIDL [does] is to add Link 16 and integrate with beyond-line-of-site JREAP, and merge those two together and push that information onto the displays inside a cockpit,” added Maj. Jeremy Stover, B-1 program element monitor and instructor weapons systems officer, in 2017.
Link 16 supports digital exchange of imagery and data in near-real time with aircraft, ships and some ground vehicles.
The total program cost for the IBS upgrade is estimated at id=”listicle-2647851209″.1 billion, officials said.
“Big thanks to the team at Tinker for doing a remarkable job retooling the B-1 and getting it back in the fight,” Gen. Tim Ray, the AFGSC commander, said in the release following the completion of the program. “The work the B-1 and our Airmen are doing is a great example of how we’re making a huge impact on Dynamic Force Employment to support the National Defense Strategy. These modifications have revitalized the B-1 for the high-end fight, allowing our precision strike force to remain strategically predictable but operationally unpredictable.”
During the Air Force Association’s virtual Air, Space and Cyber conference earlier this month, Ray said the readiness of the bomber fleet is improving, and its recovery and maintenance are well ahead of schedule, thanks to concentrated resources dedicated to bringing the workhorse airframe out of its previous abysmal state.
“[The Lancer is] probably six or seven months ahead of where we thought it would be,” he said Sept. 16.
“On any given day, I probably can fly well over 20 of the B-1s,” Ray said, referencing the fleet’s mission-capable rate, or the ability to fly at a moment’s notice to conduct operations.
Within the last year, the airframe has endured frequent inspections and time compliance technical orders, or TCTOs, which often mandate modifications, comprehensive equipment inspections or installation of new equipment.
The additional maintenance was necessary after the service overcommitted its only supersonic heavy payload bomber to operations in the Middle East over the last decade; the repeated deployments caused the aircraft to deteriorate more quickly than expected, Ray said last year.
In 1940, William P. Bonelli, 19, had no desire to join the military. The nation was not yet at war, but Bonelli, who followed the war news in Europe and Asia, said he knew deep inside that war was coming, and probably soon.
Rather than wait for the war to start and get a draft notice, Bonelli decided to enlist in the Army to select a job he thought he’d like: aviation.
Although he wanted to be a fighter pilot, Bonelli said that instead, the Army Air Corps made him an aviation mechanic.
William P. Bonelli visits airmen at the Pentagon, Dec. 18, 2019.
(Photo by Wayne Clark, Air Force)
After basic training, he was assigned to Hickam Air Force Base, Hawaii, where he arrived by boat in September 1940.
On Dec. 6, 1941, Bonelli and a buddy went to a recreational camping area on the west side of Oahu. That evening, he recalled seeing a black vehicle parked on the beach with four Japanese men inside. The vehicle had two long whip antennas mounted to the rear bumper. Bonelli said he thought it odd at the time. Later, he added, he felt certain that they were there to guide enemy planes to targets.
An undated photo of William P. Bonelli in Hawaii with his girlfriend.
(Courtesy of William P. Bonelli)
Early Sunday morning, Dec. 7, Bonelli and his buddy drove back to the base. After passing Wheeler Army Airfield, which is next to Honolulu, they saw three small, single-engine aircraft flying very low.
“I had never seen these aircraft before, so I said, jokingly to my friend, ‘Those aren’t our aircraft. I wonder whose they are? You know, we might be at war,'” he remembered.
A few minutes later as they were approaching Hickam, the bombing started. Since they were on an elevation, Bonelli said, they could see the planes bombing the military bases as well as Ford Island, where Navy ships were in flames, exploding and sinking.
Bonelli and his buddy went to the supply room at Hickam to get rifles and ammunition.
“I got in line,” he said. “The line was slow-moving because the supply sergeant wanted rank, name and serial number. All the time, we were being strafed with concentrated bursts.
“Several men were hit but there were no fatalities,” he continued. The sergeant dispensed with signing and said, ‘Come and get ’em.'”
An undated photo of William P. Bonelli in Hawaii.
(Courtesy of William P. Bonelli)
By 8:30 a.m., Bonelli had acquired a rifle, two belts of bullets and a handgun with several clips. He distinctly remembered firing at four Japanese Zero aircraft with his rifle and pistol, but there was no indication of a hit.
Bodies were everywhere, and a bulldozer was digging a trench close to the base hospital for the burial of body parts, he said.
All of the hangars with aircraft inside were bombed, while the empty ones weren’t, he said. “There is no doubt in my mind that the Japanese pilots had radio contact from the ground,” he added.
In 1942, Bonelli’s squadron was relocated to Nadi, Fiji. There, he worked on B-17 Flying Fortress heavy bombers as a qualified engineer, crew chief and gunner.
In 1943, Bonelli resubmitted his papers for flight school and was accepted, traveling back to the United States for training in Hobbs, New Mexico.
He got orders to Foggia, Italy, in 1944 and became a squadron lead pilot in the 77rd Bomb Squadron, 463rd Bomb Group. They flew the B-17s.
Bonelli led his squadron in 30 sorties over Austria, Italy, Germany, Hungary and Czechoslovakia until April 1945, just before the war ended.
An undated photo of William P. Bonelli in Italy.
(Courtesy of William P. Bonelli)
The second sortie over Pilsen, Czechoslovakia, on Oct. 23, 1944, was the one he recalled as being the worst, with much of the cockpit blown apart and the rest of the aircraft shot up badly.
For the next few days, Bonelli said, he felt shaken. The Germans on the ground were very proficient with the 88 mm anti-aircraft weapons, and they could easily pick off the U.S. bombers flying at 30,000 feet, he said.
Normally, the squadrons would fly in a straight line for the bombing runs. Bonelli said he devised a strategy to deviate about 400 feet from the straight-line trajectory on the next sortie, Nov. 4 over Regensburg, Germany.
The tactic worked, he said, and the squadron sustained lighter damage. So he used that tactic on subsequent missions, and he said many lives of his squadron were undoubtedly saved because of it.
An undated photo of William P. Bonelli in Italy with his flight crew. Back row, left to right: Army Staff Sgt. Harry Murray, later killed in action; Army Staff Sgt. Freeman Quinn; Army Staff Sgt. James Oakley; Army Staff Sgt. Karl Main; Army Tech. Sgt. John Raney; and, Army Tech. Sgt. Howard Morreau. Front row, left to right: Army 1st Lt. Charles Cranford, navigator; 1st Lt. Steve Conway, co-pilot; Capt. Fred Anderson, bombardier; and Bonelli, the pilot.
(Courtesy of William P. Bonelli)
When the war ended, Bonelli had a change of heart and decided to stay in the Army Air Corps, which became the Air Force in 1947. He said he developed a love for flying and aviation mechanic work. He stayed in and retired after having served 20 years.
He also realized his dream to become a fighter pilot, flying the F-84F Thunderstreak, a fighter-bomber, which, he said, was capable of carrying a small nuclear weapon.
After retiring, Bonelli got a career with the Federal Aviation Administration, working in a variety of aviation specialties.
Looking back over his military and civilian careers, he said he was blessed with doing jobs he loves, although there were, of course, some moments of anxiety when bullets were flying.
He offered that a stint or career in the military can be a rewarding experience for ambitious young people.
With the growing tensions and the many threats that North Korea poses, it’s a safe bet that there is a desire to keep an eye on North Korean dictator Kim Jong Un.
Of course, the DPRK strongman isn’t going to be obliging and tell us what he is up to. According to FoxNews.com, the Air Force is keeping an eye on him – and one of the planes that help do this is quite an old design, even if it has a lot of new wrinkles.
Osan Air Base is best known as the home base of the 51st Fighter Wing, which has a squadron of F-16C/D Fighting Falcons and a squadron of A-10 Thunderbolts. But Osan also is home to a permanent detachment from the 9th Reconnaissance Wing, the 5th Reconnaissance Squadron, which operates the Lockheed U-2S, known as the Dragon Lady.
Yeah, you heard that right. Even in an era where we have Predators, Reapers, and the RQ-170 Sentinels, among other planes, the 1950s-vintage U-2 is still a crucial asset for the United States Air Force.
In fact, according to GlobalSecurity.org, one variant of the U-2, the TR-1, was in production in the 1980s. The TR-1s and U-2Rs were re-manufactured into the U-2S in the 1990s. The TR-1 was notable in that it swapped out cameras for side-looking radar, and it was eventually called a U-2 in the 1990s.
An Air Force fact sheet notes that the U-2S is capable of reaching altitudes in excess of 70,000 feet and it has a range of over 6,090 nautical miles. In short, this plane is one high-altitude all-seeing eye. The planes are reportedly capable of mid-air refueling, but having a single seat means that pilot endurance is often a bigger factor than a lack of fuel.
The Air Force fast sheet notes that the U-2 can carry infrared cameras, optical cameras, a radar, a signals intelligence package, and even a communications package.
The U-2 has proven that it is a very versatile plane. The Air Force is considering a replacement, but that may prove to be a tricky task. While plans calls for the plane to be retired in 2019, a 2014 Lockheed release makes a compelling case for the U-2 to stick around, noting it has as much as 35 years of life left on its airframes.
That’s a long time to get any proposed replacement right.
Roland Emmerich is the writer and director behind some of the most badass military military movies of our time. He loves to combine state of the art computer graphics with amazing battle sequences. You can thank him for the dogfights in Independence Day and for the famous “Aim Small, Miss Small” quote from ThePatriot (I still whisper this line every time I snap in at the rifle range). But now, Emmerich is taking on the most pivotal moment in the U.S. Navy’s 244 year history: the Battle of Midway.
We Are The Mighty joined the director for a sneak peak into the film’s key scenes and to discuss how he had to convince the Navy that he was the right man to direct a film about their greatest comeback — a film that he’s been trying to make for over 19 years.
Roland Emmerich speaking with us at his edit bay in Hollywood
“You can’t tell the story of Midway without Pearl Harbor,” Emmerich explains before we watch the opening sequence. He’s right. That infamous day, December 7, 1941, was arguably the U.S. Navy’s greatest defeat, but it was also the first key moment that led the American Navy towards their victory at Midway. The film’s depiction of the surprise Japanese attack is incredibly accurate — especially the scenes on battleship row, as well as the salvage operations afterwards. The U.S. carriers were away from Pearl Harbor that day and this stroke of luck would come back to haunt the Japanese fleet.
“The Navy is a family and I wanted to show that,” Emmerich tells us. Many of the Naval Aviators who would be pivotal during the Battle of Midway returned to Pearl Harbor as the fires still raged and oil slicks covered the water. In the following hours and days, the sailors of the carriers USS Enterprise and USS Hornet would learn that their friends from basic training, prior deployments, and even the Naval Academy had been killed in the attack. Midway depicts the personal toll that the attack took on these sailors and we watch the seeds of revenge being planted.
Woody Harrelson stars as ‘Admiral Chester Nimitz’
In the aftermath of Pearl Harbor, the U.S. Navy and the entire military struggled to determine a response. With only a few carriers and support ships left to fight against the massive Japanese Navy, there could be no room for mistakes. The U.S. needed to make a comeback and fast. “It’s important for the audience to understand how bad the situation really was for Nimitz… morale was low,” Emmerich describes. He goes on to explain how Admiral Nimitz, played by Woody Harrelson, took command of the Pacific Fleet facing not only a daunting enemy but also a shortage of experienced sailors to strike back. The coming battle would depend upon a series of unknown heroes.
Patrick Wilson stars as ‘Lieutenant Commander Edwin Layton’
However, Nimitz did have one advantage: the intelligence unit under command of Lieutenant Commander Edwin T. Layton, played by Patrick Wilson, had broken the Japanese code and were ciphering through thousands of messages in an underground bunker nicknamed the “Dungeon.” Even members of the Navy Band were pulled in to help with the effort. However, the codebreakers could only guess as to the location of the Japanese fleet and the leaders in Washington decided it was time to hit the Japenese homeland instead.
Despite their desire for revenge on the Japanese fleet, the crews of the carriers Enterprise and Hornet were assigned to escort duty, and to make matters worse they would be escorting Army Bomber pilots. The mission known as the “Doolittle Raid” is a key moment both in history and in the film. As the massive waves of the North Pacific rage over the carrier decks, we are transported into the ready room where dive bomber pilot Lieutenant Dick Best, played by Ed Skrein, is frustrated that the Army pilots are given the chance to strike the Japanese first.
Aarron Eckhart stars as ‘Lieutenant Colonel James Doolittle’
When the fleet is detected before the scheduled departure point, the bomber pilots under Lieutenant Colonel James Doolittle, played by Aarron Eckhart, make the pivotal decision to launch despite the weather and the risk of running out of fuel. Emmerich reinforces the tension in this scene on the flight deck where Navy pilots take bets that the massive B-25 bombers won’t even make it into the air. The entire scene is incredibly powerful and only reinforces Emmerich’s reputation for blockbuster filmmaking. While this is a scene we can watch over and over again, it was a moment the carrier crews would never forget. They wanted their own piece of history and it would soon come with a gamble from a gutsy Admiral Nimitz.
With only one chance left for a strike on the Japanese fleet, Nimitz relied on Layton’s codebreakers to determine the exact location of the next battle so that the U.S. could surprise the enemy just as they had surprised the U.S. months before. Layton and his team were not able to directly read the Japanese code, but they could make predictions based on bits of information. All signs pointed to Midway as the target, and even with the risk of failure, Nimitz ordered the two carriers into battle. In addition, Nimitz knew that his Naval Aviators, especially Lt. Dick Best, were prepared for the gloves to come off.
Dick Best (Ed Skrein, left) and Clarence Dickinson (Luke Kleintank, right)
“The World War II generation was special and I wanted to ensure their heroism was not forgotten,” Emmerich explains, as we prepare to watch the final battle of Midway. We are in the cockpit of an American Douglas SBD Dauntless dive bomber above the same Japanese fleet that struck Pearl Harbor. With enemy aircraft swarming overhead and massive fires from anti-aircraft guns below, Emmerich’s Midway shows the insane odds these pilots faced as they thrust their aircraft into nosedive attacks. In a matter of minutes, a series of bombs strikes the Japanese fleet. The explosions and smoke remind us of the first few moments of the movie, when the Americans are left bruised, but not broken. As the lights come on, it’s obvious that Emmerich has indeed created a film that honors the U.S. Navy’s greatest comeback.
However, as we discuss the challenges of making a movie of such epic portions and detail, Emmirch recounts how the production was a series of endless problems. “None of the carriers from that time still exist, and it’s hard to even find aircraft… I knew we would need the Navy’s help,” Emmerich explains. But the Navy had to make sure Emmerich was the right man for the job.
The Battle of Midway is such a pivotal moment in U.S. Navy history that it had to be told right. When Emmerich met with the U.S. Navy Admiral he’d have to convince, he explained that this is “a movie about Dick Best and the other unknown heroes of the Enterprise and Hornet.” That’s what the Admiral needed to hear, and the Navy agreed to support the production and even provided current Naval Aviators to ensure every scene was as accurate as possible. In some cases, Emmerich had to start from scratch to rebuild 1942-era planes and carrier decks.
Director Roland Emmerich (right) behind the scenes on the set of Midway
From first look, Midway is poised to not only to be an iconic depiction of the Navy’s greatest comeback but also a film that depicts the human variables that are so crucial in determining the fate of battles. Roland Emmerich’s film Midway releases on November 8th, 2019, and will be an amazing way to honor the sacrifices of all servicemembers this Veteran’s Day.
One thing is glaringly obvious about the Coast Guard’s medium endurance cutters: they are old. Real old. According to the Sixteenth Edition of the Naval Institute Guide to Combat Fleets of the World, 15 of the Coast Guard’s 28 medium endurance cutters are over 45 years old, and only three of them were commissioned after music superstar Taylor Swift was born. You could say they are due to be replaced.
Fortunately, the Coast Guard has been working on a replacement. They call it the Heritage-class Offshore Patrol Cutter, and according to a handout WATM obtained at the 2018 SeaAirSpace expo in National Harbor, Maryland, it will be replacing all 28 of the medium-endurance cutters currently in service.
A Reliance-class medium endurance cutter. Most of these ships are over 50 years old.
These cutters, the first of which will be named USCGC Argus, will pack a 57mm gun (like the National Security Cutter and Littoral Combat Ship), as well as be able to operate a helicopter. Globalsecurity.org notes that the cutters will displace 3,200 tons and will have a top speed of at least 22 knots.
The Coast Guard currently operates 14 Reliance-class cutters, from a class of 17 built in the 1960s. Three of the vessels were decommissioned and transferred to allied navies. These vessels displace about 879 tons and have a top speed of 18 knots. Their primary armament is a 25mm Bushmaster chain gun, like that used on the M2 Bradley.
A Famous-class medium endurance cutter. These vessels can be equipped with Harpoon anti-ship missiles and a Phalanx close-in weapon system.
The other major medium endurance cutter is the Famous-class cutter. This cutter comes in at 1,200 tons, and has a 76mm OTO Melara gun as its primary armament. It has a top speed of just under 20 knots, and is also capable of carrying two quad Mk 141 launchers for Harpoon anti-ship missiles and a Mk 15 Phalanx Close-In Weapon System (CIWS).
Finally, there is the Alex Haley, an Edenton-class salvage tug acquired by the Coast Guard after the United States Navy retired the three-ship class. Two sisters were transferred to South Korea. It does remain to be seen how 25 Offshore Patrol Cutters can replace 28 older hulls, though.