Easton LaChappelle, a 19-year-old from Cortez, Colorado, has created the most technologically advanced prosthetic the world has ever seen.
LaChappelle began experimenting with robotics when he was 17, creating a moveable robotic arm out of legos and other equipment found in his bedroom. Since then, he and his friends have created Unlimited Tomorrows, a robotics company that specializes in 3D printed prosthetics.
LaChapelle’s prototype possesses a range of motion that is nearly identical to that of a human hand, all controlled by the user’s thoughts. With more than 1,500 military service members having had major limb amputations since 2001, this device may be a game-changer for wounded troops.
And the best part? While most prosthetic limbs cost around $60,000, Chapelle’s prototype was created for only $350. This kid is going places.
To see more of Chapelle and his prosthetic, watch the video below:
Terrence Popp is a 20+ year salty veteran who runs a website and YouTube channel called Redonkulas. As you would expect, he’s seen some screwed up stuff, which gives him a unique perspective on the world and life in general.
Officials reported details of July 15 strikes, noting that assessments of results are based on initial reports.
Strikes in Syria
In Syria, coalition military forces conducted 22 strikes consisting of 24 engagements against ISIS targets:
— Near Abu Kamal, three strikes engaged an ISIS tactical unit and destroyed three oil stills and a vehicle.
— Near Shadaddi, two strikes destroyed an ISIS staging area and an artillery system.
— Near Dayr Az Zawr, eight strikes destroyed 44 ISIS oil storage tanks, 22 oil stills, five cranes, a vehicle and a wellhead.
— Near Raqqa, nine strikes engaged five ISIS tactical units and destroyed 14 fighting positions, two anti-air artillery systems and a vehicle bomb.
Strikes in Iraq
USMC photo by Cpl. Andre Dakis
In Iraq, coalition military forces conducted seven strikes consisting of 22 engagements against ISIS targets:
— Near Qaim, a strike destroyed a vehicle.
— Near Beiji, a strike destroyed a vehicle bomb and a vehicle bomb-making facility.
— Near Mosul, two strikes engaged two ISIS tactical units and destroyed three fighting positions.
— Near Qayyarah, two strikes engaged an ISIS tactical unit and destroyed seven boats, an ISIS-held building and a fighting position.
— Near Rawah, a strike engaged an ISIS tactical unit.
July 13-14 Strikes
Additionally, 10 strikes were conducted in Syria and Iraq on July 13-14 that closed within the last 24 hours:
— On July 13 near Raqqa, Syria, two strikes damaged nine fighting positions and suppressed five mortar teams.
— On July 14 near Raqqa, Syria, five strikes engaged three ISIS tactical units, destroyed two fighting positions and two ISIS communications towers, and damaged four fighting positions.
— On July 14 near Kisik, Iraq, a strike damaged eight ISIS supply routes.
— On July 14 near Mosul, Iraq, a strike engaged an ISIS tactical unit and destroyed 11 tunnel entrances.
— On July 14 near Qayyarah, Iraq, a strike engaged an ISIS tactical unit and destroyed four boats, an ISIS-held building and a fighting position.
Part of Operation Inherent Resolve
These strikes were conducted as part of Operation Inherent Resolve, the operation to destroy ISIS in Iraq and Syria. The destruction of ISIS targets in Iraq and Syria also further limits the group’s ability to project terror and conduct external operations throughout the region and the rest of the world, task force officials said.
The list above contains all strikes conducted by fighter, attack, bomber, rotary-wing or remotely piloted aircraft; rocket-propelled artillery; and some ground-based tactical artillery when fired on planned targets, officials noted.
Ground-based artillery fired in counter-fire or in fire support to maneuver roles is not classified as a strike, they added. A strike, as defined by the coalition, refers to one or more kinetic engagements that occur in roughly the same geographic location to produce a single or cumulative effect.
For example, task force officials explained, a single aircraft delivering a single weapon against a lone ISIS vehicle is one strike, but so is multiple aircraft delivering dozens of weapons against a group of ISIS-held buildings and weapon systems in a compound, having the cumulative effect of making that facility harder or impossible to use. Strike assessments are based on initial reports and may be refined, officials said.
The task force does not report the number or type of aircraft employed in a strike, the number of munitions dropped in each strike, or the number of individual munition impact points against a target.
Chinese military personnel departed a naval base in Zhanjiang on July 18, destined for Beijing’s new base in the East African country of Djibouti.
China started construction on the base, which it officially calls a “logistics facility,” in February 2016, and it has not said when the base might formally start operations.
The Chinese navy has been assisting anti-piracy efforts in the Gulf of Aden and peacekeeping missions in Africa for some time, but the base in Djibouti will be Beijing’s first such facility overseas.
“The base will ensure China’s performance of missions, such as escorting, peacekeeping, and humanitarian aid in Africa and west Asia,” state news agency Xinhua said. “The base will also be conducive to overseas tasks including military cooperation, joint exercises, evacuating and protecting overseas Chinese, and emergency rescue, as well as jointly maintaining security of international strategic seaways.”
Djibouti, home to about 800,000 people, also has French and Japanese troops, is strategically located in the Horn of Africa, sitting on the Bab el-Mandeb Strait, a gateway to Egypt’s Suez Canal and one of the world’s busiest shipping corridors.
And the new Chinese base is just a few miles from Camp Lemonnier, a major US special-operations outpost.
“We’ve never had a base of, let’s just say a peer competitor, as close as this one happens to be,” US Africom Command chief Marine Gen. Thomas Waldhauser said in March.
Camp Lemonnier, a US military base in Djibouti, is strategically located between the Horn of Africa and the Arabian Peninsula. (Google Maps)
“Yes, there are some very significant operational security concerns, and I think that our base there is significant to US because it’s not only AFRICOM that utilizes” it, Waldhauser said at the time. US Central Command, which operates in the Middle East, Joint Special Operations Command, and European Command are active there as well.
A Chinese Foreign Ministry spokesman said July 12 that the Djibouti base was “primarily used for the better fulfillment of international obligations,” and that, “China’s defense policy is defensive in nature. This has not changed.”
State-run media outlet the Global Times was less reserved, saying in an editorial on July 12, “It is certainly the PLA’s first foreign naval base … It is not a supply point for commercial use.”
The base in Djibouti is just one project China has undertaken in the East African country.
Chinese banks have funded at least 14 infrastructure projects in the country, including a railway connecting Djibouti and Ethiopia, valued at $14.4 billion. Beijing has made similar investments throughout the continent.
US officials, as well as countries in the region, have expressed concern about the capabilities the new base gives Beijing and what it may augur about Chinese ambitions abroad.
The US Defense Department said in a June report that the Djibouti base, “along with regular naval vessel visits to foreign ports, both reflects and amplifies China’s growing influence, extending the reach of its armed forces.”
“China most likely will seek to establish additional military bases in countries with which it has a longstanding friendly relationship and similar strategic interests, such as Pakistan, and in which there is a precedent for hosting foreign militaries,” the report said.
Other countries in South Asia — India in particular — are concerned about Chinese activity in the region and see the Djibouti base as another part of Beijing’s “string of pearls,” which refers to Chinese facilities and alliances among Indian Ocean countries, including Bangladesh, Myanmar, and Sri Lanka.
China is already heavily involved in the Pakistan port of Gwadar and is building a network of roads and power plants under a project known as China-Pakistan Economic Corridor. Civilian ports that Beijing has helped build in places like Pakistan and Sri Lanka can also receive naval vessels, fueling suspicions that China aims to deepen its strategic capacities in the region.
India sees the Djibouti base as a potential hub for Chinese surveillance operations and has objected to China’s planned shipping network with Pakistan, saying it cuts through disputed parts of Kashmir.
Analysts have also said New Delhi is worried by Chinese submarines, warships, and tankers present in the Indian Ocean. India has tracked Chinese submarines entering the Indian Ocean since 2013, and a 2015 US Defense Department report also confirmed that Chinese attack and missile submarines were operating in the Indian Ocean.
“The pretext is anti-piracy patrols in the Gulf of Aden,” a Indian defense source told The Times of India in May. “But what role can submarines play against pirates and their dhows?”
“If I were Indian I would be very worried about what China is up to in Djibouti,” a Western diplomat briefed on Chinese plans said in March 2016.
Other countries in the region have looked for ways to balance against what is seen as China’s growing influence. Australia and India, along with countries like Vietnam and Japan, have considered informal alliances to bolster regional security in light of growing Chinese influence and doubts about US commitment under President Donald Trump.
This week, the Indian, Japanese, and US navies started the Malabar 2017 exercise in the Bay of Bengal. The exercise, which this year features three aircraft carriers, is seen by some as a effort to check Chinese activity in the region.
China has criticized such military balancing and has dismissed suggestions that it plans to expand its footprint abroad. After the US Defense Department report issued in June, Beijing said it did “not seek a sphere of influence.”
Among the special modes of transportation reserved for the president is Marine One.
A specialty built helicopter, Marine One accompanies the president around the country and even overseas. Built to rescue the president during an emergency, the helicopter is customized with a suite of amazing features.
“The helicopter was very smooth, very impressive,” Obama told reporters after his first ride in the helicopter in 2009. “You go right over the Washington Monument and then you know — kind of curve in by the Capitol. It was spectacular.”
We have compiled some of Marine One’s most amazing features below.
Each year, only four pilots from HMX-1 squadron, aka “The Nighthawks,” have the honor of flying Marine One.
The helicopter can cruise at over 150 mph …
… and can continue flying even if one of its three engines fails.
Marine One has ballistic armor, missile warning systems, and antimissile defenses.
The helicopter is also equipped with secure communication lines for the president to remain in contact with the White House and the Pentagon.
No matter where in the world the helicopter lands, the president is always greeted by a Marine.
Similar to the identical decoy that flies alongside Air Force One, a decoy helicopter flies with Marine One.
Unlike most helicopters, Marine One is so quiet that the president can speak in a normal tone of voice.
There is 200 square feet of interior space …
… enough space for 14 passengers.
Marine One is deployed to serve the president domestically and abroad.
I found these memes. I have no idea what else you want from me in these things. Like, you’re only here for the memes, right?
Why are you still reading this? The memes are RIGHT there, just below this. Scroll down, laugh, and share them. Stop reading. If you want to read so much, we have lots of actual articles. Like this one. I was proud after writing this one. Lots of audience members enjoyed this one.
So like, scroll to the memes or click on one of the links. These paragraphs are nonsense in literally every memes list. I just think of 50-ish words to put here and hope no one notices them.
1. Let’s be honest, Canadian snipers can kill you regardless of distance, but they’ll only do it if you’re rude.
2. If you somehow haven’t seen this video, you have to. Never seen someone this poised after the enemy misses by a fraction of a degree (via Why I’m Not Re-enlisting).
How many of you science fiction buffs have fantasized about zipping around town in your very own flying car? Sure, a trip in a helicopter or airplane has now become the standard or even mundane mode of long distance travel, but imagine taking your very own flying machine on a trip across town, presumably withThe Jetsons‘ theme song blasting in the background. With advances in modern technology, it is only a matter of time right? What may surprise you though, is that way back in 1942, twenty years before Americans were meeting George Jetson and marveling at The Jetsons‘ flying car, the British Military actually had their very own flying jeep.
It was right smack in the middle of the Second World War and the military needed to find a way to airdrop more than messages, medical supplies or rations. They wanted to sky dive off-road vehicles to provide transportation for their infantry soldiers and other military personnel. They had previously tested the Hafner Rotachute, a rotor equipped parachute towed by an airplane with the objective of delivering armed soldiers more precisely to the battlefield, and they figured they could apply similar technology to a large vehicle.
So they looked to Raoul Hafner again. Hafner was an Austrian engineer – a contemporary and admirer of Juan de la Cierva, that Spanish pioneer of rotary-winged flight – with a passion for helicopters. Hafner first designed the Rotachute and later conceptualized its spin-off the Hafter Rotabuggy. While both machines used rotor technology, the Rotachute was actually a fabric-covered capsule with room for one pilot and a notch for his weapon with fairing in the rear and an integrated tail. After various modifications, the first successful launch occurred on June 17, 1942 from a de Havilland Tiger Moth. Taking off, the airplane towed the Rotachute on a 300 foot towline and released it at an altitude of 200 feet. A rough landing necessitated further improvements in the form of a stabilizing wheel and fins to improve stability.
In the case of the Rotabuggy the question was how to build a vehicle that they could fly and drop from a height without causing damage. They did some tests using a regular (non-flying) 4×4 wartime jeep- a Willys MB- loaded with concrete and discovered that dropping it from heights up to a pretty impressive 2.35 metres (7.7 ft) could work without damaging the unmodified jeep.
With durable jeep in hand, they then outfitted it with a 40 ft rotor as well as a streamlined tail fairing with twin rudderless fins. For added toughness, they attached Perspex door panels, while stripping it clean of its motor. Inside they installed a steering wheel for the driver and a rotor control for the pilot and other navigational instruments. So visually you had the now-bantamweight jeep in front with two guys inside, a driver and a pilot, a rotor on top and a tail bringing up the rear. Welcome to the Blitz Flying Jeep!
In November of 1943, the flying trials started at Sherburn-in-Elmet, near Leeds. The first challenge was how to get the jeep up in the air. As so often happens with first attempts, during the first test flight the jeep literally failed to get off the ground. It ended miserably as they used a lorry to tow the flying jeep but it couldn’t get enough speed to lift the Willys MB airborne. During the second attempt, the jeep was towed by a heavier and more powerful Bentley automobile and it flew, gliding at speeds of reportedly about 45 to 65 mph. Later, they tested the jeep behind an RAF Whitley bomber, managing to achieve an altitude of about 122 meters (approximately 400 ft) in one ten minute flight in September of 1944.
While the records show that in the end the Flying Jeep worked very satisfactorily, there is an account of a witness who observed a rather shaken and exhausted pilot emerge to lie down relieved after one terrifying test flight. Apparently it had taken superhuman effort for him to handle the control column on that particular flight, which led to a rather scary, bobbing and weaving, bumpy ride. When the jeep finally dropped safely to the ground, the driver took over. After the vehicle came to a stop, reports say the ensuing silence was protracted, then the pilot was helped out to a spot adjacent to the runway where he lay down to rest and collect himself.
Although the Flying Jeep machine was improved with upgraded fins and rotor functionality, perhaps it was just as well that its further development was abandoned after military gliders, like the Airspeed Horsa, that could transport vehicles, were introduced.
Raoul Hafner was an Austrian national and thus was classified as an enemy alien and placed in an internment camp in England during the start of WWII. He obtained his naturalization and was soon released and put to work by the government as previously described. He later became interested in applying his knowledge to sailboat design and died in a sailing accident in 1980.
Raoul Hafner’s daughter Ingrid became a British actress. She was best known for playing Carol in the TV seriesThe Avengers.
In the 1950s, the Americans developed a prototype of a flying jeep known as the Airgeep but like it’s British predecessor it didn’t make it to the battlefield.
The collision of guided-missile destroyer USS John S. McCain with a tanker near Singapore was the fourth accident involving ships from the US Navy’s 7th fleet in less than a year.
Two of the incidents — collisions involving the USS McCain and the USS Fitzgerald earlier this summer — have left a total of 17 sailors dead or missing, more than the 11 service members killed in Afghanistan so far this year.
But the number of accidents involving warships in the western Pacific — during “the most basic of operations” — has stirred concern that outside factors are affecting the ships and their crews.
“There’s something more than just human error going on because there would have been a lot of humans to be checks and balances” when transiting the Strait of Malacca, the narrow, heavily trafficked waterway the McCain was approaching, Jeff Stutzman, a former Navy information warfare specialist, told McClatchy.
“I don’t have proof, but you have to wonder if there were electronic issues,” said Stutzman, who is now chief intelligence officer for cyber-intelligence service Wapack Labs.
Adm. John Richardson, the chief of naval operations, tweeted on August 21 that there were “no indications right now” of “cyber intrusion or sabotage.” But, he added, the “review will consider all possibilities.”
2 clarify Re: possibility of cyber intrusion or sabotage, no indications right now…but review will consider all possibilities
The admiral said the McCain’s collision with the tanker was the second “extremely serious incident” since the Fitzgerald’s collision with a Philippine cargo ship off the coast of Japan in mid-June. The nature of the incidents and the narrow window in which they occurred “gives great cause for concern that there is something out there that we’re not getting at.”
Experts have downplayed the likelihood of such attacks on US warships, noting that infiltrating Navy guidance systems would be very hard to do and instead citing human negligence or error as likely causes. Others have dismissed the likelihood of state-directed attacks on ships at sea, noting that such efforts would be a misuse of resources, strategically unwise, and generally harmful to maritime conduct.
But recent high-profile cyberattacks around the world have brought new attention to the security of maritime navigation, which is highly reliant on computer networks.
The US Navy uses encrypted navigation systems that would be difficult to hack or deceive, and there’s no sign satellite communications were at fault in the McCain’s collision. But there is technology out there to misdirect GPS navigation — typically through a process known as “spoofing” that leaves the system thinking it is somewhere it’s not.
The software and electronic gear needed to spoof a GPS system has become easier to get in recent years, particularly for private or nonstate actors.
In 2013, a team of graduate students led by Todd Humphreys, a professor at the University of Texas at Austin and satellite-navigation expert, were able to spoof the GPS on an $80 million yacht, directing it hundreds of yards off course without the system detecting the change.
In late June, GPS signals for about 20 ships in the eastern Black Sea were manipulated, with navigation equipment on the ships, though seeming to be functioning correctly, saying the ships were located 20 miles inland. An attack on thousands of computers later that month also disrupted shipping around the world.
Global commercial shipping is more vulnerable to such attacks and cargo ships are more exposed — the number of them plying the high seas has quadrupled over the past 25 years. And causing a collision by hacking or hijacking a commercial vessel’s GPS is seen as increasingly possible.
Most commercial and passenger ships use the Automatic Identification System, or AIS, to locate other ships and avoid collisions. But the AIS has weaknesses, and hackers could in theory send out a signal claiming to be a phantom ship, affecting navigation decisions by other ships in the area.
Dana Goward, former chief of Marine Transportation Systems for the US Coast Guard, said hackers could go after the unsecured navigation system on a commercial or private ship while simultaneously jamming a Navy ship’s guidance systems. Or they could misdirect the commercial ship’s guidance system, sending the ship off-course.
In the aftermath of the McCain and Fitzgerald collisions, the demands facing the US Navy, and the Pacific fleet in particular, have gotten renewed focus. Greater operational demands on fewer ships have cut into time for rest as well as time dedicated to training (and the nature of that training has changed as well).
In light of such demands, experience suggests that in high-traffic areas mistakes by humans manning the ships remained a likely culprit, said Goward, a former Coast Guard captain. “It’s a difficult environment to be in and human error is always present,” he told USA Today.
Earlier in March, several Air Force squadrons flying a variety of aircraft, including fighter jets, helicopters, and remotely piloted aircraft, participated in a large combat search and rescue exercise in Romania.
Exercise Porcupine is an annual training event that tests and prepares the squadrons of the 31st Operations Group for combat operations. Not only does it test the capabilities and readiness of each individual squadron, but also their ability to work together as a team. This year, the exercise replicated the rescue of an F-16 Fighting Falcon pilot who had been shot down over enemy territory.
All in all, the 510th Fighter Squadron, 606th Air Control Squadron, and the 56th and 57th Rescue Squadrons took place in the exercise with F-16 jets, HH-60 Pave Hawk helicopters, and MQ-9 Reaper drones.
In the scenario, an F-16 fighter had been shot down by the enemy, but the pilot had managed to eject before the bird crashed and now was evading an enemy ground force that was coming after him. During that initial phase, a pilot’s Survival, Evasion, Resistance, and Resistance (SERE) training is crucial as he tries to not only evade enemy forces and brutal captivity but also survive in a potentially harsh environment. Potential injuries make the above that much more difficult. For the purposes of Operation Porcupine, the F-16 pilot had a broken arm and pain in his back.
Then, the pilot had to make contact with friendly forces and direct them to his location for a rescue mission. Once proper contact was made with the rescue squadrons, a pair of HH-60G Pave Hawks went in to rescue the downed pilot. The choppers landed as close to the pilot as possible to make the job of the Pararescuemen easier.
“Our role in the HH-60s was to provide a rescue asset to aid in the recovery of any isolated personnel,” U.S. Air Force 1st Lt. Richard Bush, a helicopter pilot with the 56th Rescue Squadron HH-60 pilot, said in a press release.
“Our ultimate goal was to rescue the pilot before he was captured by enemy forces. The importance of this exercise is to provide an opportunity for multiple [aircraft] to work together in a realistic and joint environment. There were definitely some things that arose that we had to work through on the fly, but overall I would call it a success and next year I imagine it will be the same.”
Training for a downed pilot scenario is not uncommon. The scenario is especially pertinent in Europe as it has happened during active operations.
In 1999, as the air campaign against the Serbs was taking place in Bosnia, Lieutenant Colonel David Goldfein—who later became a four-star general and the Chief of Staff of the Air Force—and his F-16 fighter jet was shot down by a Serbian surface-to-air missile. With Serbian troops on his heels, Goldfein escaped and evaded until Air Commandos managed to locate and rescue him.
The US Army wants guns, big ones. The service is modernizing for high-intensity combat against top adversaries, and one of the top priorities is long-range precision fires.
The goal of the Long-Range Precision Fires team is to pursue range overmatch against peer and near-peer competitors, Col. John Rafferty, the team’s director of the LRPF who is part of the recently-established Army Futures Command, told reporters Oct. 10, 2018, at the Association of the United States Army conference in Washington, DC.
The Army faces challenges from a variety of Russian weapons systems, such as the artillery, multiple rocket launcher systems, and integrated air defense networks. While the Army is preparing for combat against a wide variety of adversaries, Russia is characterized as a “pacing threat,” one which has, like China, invested heavily in standoff capabilities designed to keep the US military at arms length in a fight.
The US armed forces aim to engage enemy in multi-domain operations, which involves assailing the enemy across the five domains of battle: land, air, sea, space, and cyberspace. Army Chief of Staff Gen. Mark Milley said the US desires “a perfect harmony of intense violence.”
Rafferty described LRPF’s efforts as “fundamental to the success of multi-domain operations,” as these efforts get at the “fundamental problem of multi-domain operations, which is one of access.”
“Our purpose is to penetrate and disintegrate enemy anti-access and area-denial (A2/AD) systems, which will enable us to maintain freedom of maneuverability as we exploit windows of opportunity,” he added.
Long-range hypersonic weapon and strategic long-range cannon
At the strategic fires level, the Army is developing a long-range hypersonic weapon and a strategic long-range cannon that could conceptually fire on targets over 1,000 miles away.
With these two systems, the Army is “taking a comprehensive approach to the A2/AD problem, one by using the hypersonic system against strategic infrastructure and hardened targets, and then using the cannon to deliver more of a mass effect with cost-effective, more-affordable projectiles … against the other components of the A2/AD complex.”
The strategic long-range cannon is something that “has never been done before.” This weapon is expected to be big, so much so that Army officials describe it as “relocatable,” not mobile. Having apparently learned from the US Navy’s debacle with the Zumwalt-class destroyer whose projectiles are so expensive the Navy can’t pay for them, the Army is sensitive to the cost-to-kill ratio.
The Zumwalt-class destroyer
(U.S. Navy photo)
This cannon is, according to Rafferty, going to be an evolution of existing systems. The Army is “scaling up things that we are already doing.”
Precision Strike Missile
At the operational level, the Precision Strike Missile features a lot more capability than the weapon it will ultimately replace, the aging Army tactical missile system.
“The first capability that really comes to mind is range, so out to 499 km, which is what we are limited to by the INF Treat,” Rafferty explained.” It will also have space in the base missile to integrate additional capabilities down the road, and those capabilities would involve sensors to go cross-domain on different targets or loitering munitions or sensor-fused munitions that would give greater lethality at much longer ranges.”
Extended Range Cannon Artillery
At the tactical level, the Army is pushing ahead on the Extended Range Cannon Artillery, “which takes our current efforts to modernize the Paladin and replaces the turret and the cannon tube with a new family of projectiles that will enable us to get out to 70 km,” the colonel told reporters. “We see 70 km as really the first phase of this. We really want to get out to 120 and 130 km.”
And there is the technology out there to get the Army to this range. One of the most promising technologies, Rafferty introduced, is an air-breathing Ramjet projectile, although the Army could also go with a solid rocket motor.
The Army has already doubled its range from the 30 km range of the M777 Howitzer to the 62 miles with the new ERCA system, Gen. John Murray, the first head of Army Futures Command, revealed in October 2018, pointing to the testing being done out at the Yuma proving grounds in Arizona.
“We are charged to achieve overmatch at echelon that will enable us to realize multi-domain operations by knocking down the systems that are designed to create standoff and separate us,” Rafferty said. “Long-range fire is key to reducing the enemy’s capability to separate our formations. It does that from a position of advantage.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
There is a special bedtime story that all platoon sergeants and petty officers tell their troops; there exists a special rank of chief warrant officer that is the premiere technical expert in their field. This mythical rank is called “Chief Warrant Officer 5.”
Young service members typically believe in the story for the first few years, but then begin to question it. If warrant officers 1 and chief warrant officers 3 could really grow up to be chief warrant officers 5, wouldn’t they have seen one by now?
But now, in a We Are The Mighty exclusive, we can confirm that CW5s — a commonly accepted abbreviation for the species — do really, truly exist.
While many of their superpowers are still unknown, here are the ones they’ve demonstrated in view of our crack team of researchers so far:
1. Insane levels of knowledge (probably)
This photo reportedly depicts a CW5 from the New York National Guard dropping some major knowledge bombs on other troops. WATM could not independently verify that this particular CW5 exists, but the chest markings are consistent with the specimen we observed. (Photo: U.S. Army National Guard Master Sgt. Raymond Drumsta)
The video at the top highlights the power that supposedly makes the CW5s so valuable. Legend says that they know everything about their assigned area. Aviation CW5s can quote the length and placement of each storage panel on the body of an Apache. Signal CW5s can quote frequencies like chaplains quote chapter and verse.
Having witnessed one of the beautiful creatures in action, WATM can confirm that they say a lot of technical stuff that sounds super impressive. Unfortunately, there’s no way to tell if what they’re saying is accurate since it usually involves details so obscure that literally no one else knows where to check for answers.
2. CW5s can appear and disappear at will
A CW5 and chief warrant officer 4 sit in a helicopter together a short time before they disappeared without a trace. Aviation CW5s may be the most elusive of their breed since they can literally fly away from observers. An unsubstantiated report claims that the two chiefs in this photo are brothers. (Photo: U.S. National Guard Sgt. Jodi Eastham)
The only specimen which WATM was able to observe was working in an office with an open door on a separate floor of our building. We, of course, established a 24-hour watch with a duty log filled with hundreds of pages of blank paper that we thought would soon be filled with observations.
But, somehow, after only a few hours, the CW5 disappeared without a sign. According to troops of more common rank in the area, that’s how CW5s work. They’ll be present at a random formation or two and visible in the office for an hour at a time, but then they’ll be gone. When they return, everyone is so carried away with awe that they forget to ask the CW5 where they were.
3. CW5s are masters of camouflage
Think this is a prior service lieutenant? Then he fooled you. That’s a Marine Corps CW5. It takes only a slight amount of glare to render their markings indistinguishable from the lowly LT. (U.S. Marine Corps photo by Cpl Timothy A. Turner)
One possible explanation for the disappearing act is that CW5s are able to blend in with lesser members of the military thanks to two important features of their markings. First, their skin is covered in the same pattern as other service members, allowing them to blend into the herd like zebras would.
Second, their identifying rank markings are a thin bar of blue, black, or red sandwiched between two silver bars. This causes many observers to mistake them for extremely old lieutenants.
4. Still, there’s a lot we don’t know
While WATM is excited and proud of this advance in warrant officer science, many avenues of research remain open and require answers. Is it true that CW5s retire from the military? Does the president really have to sign off on their rank? Do they really originate from the ranks of chief warrant officers 4?
Chief Warrant Officer 5 Dave Dale sprays down Chief Warrant Officer 5 Richard Wince following his final flight in a Delaware National Guard UH-60 Blackhawk on Wednesday, February 15, 2017. It’s possible that this ritual allows CW5s to prepare their knowledge to transfer into a new vessel. (Photo and first half of the cutline: U.S. Army National Guard 2nd Lt. Wendy Callaway)
WATM’s working theory is that CW5s do not retire and are not created by promotion. Instead, CW5s are reincarnated in a system similar to the Dalai Lama and Panchem Lama. When a CW5s mortal body fails, its knowledge moves to a new human frame. Other CW5s find this new repository and grant it the ancient markings of their people.
Of course, we will continue our research into this amazing discovery.
The object dangling in the back of the F-35C is the tailhook, which snags hold of a cable on the carrier deck. The cable slows the aircraft down, allowing it to land efficiently and safely on the otherwise-dangerously short runways that aircraft carriers offer.
The technical requirements of taking off and landing from a carrier means that the F-35C is significantly heavier than the F-35A and F-35B variants. The C has an extra 208 square feet of wing to help create drag. Overall, the plane weighs over 6,000 pounds more than the other variants.
In November 2014, the F-35C conducted its first ever successful carrier landing. The landing came after nearly three years of delays due to tailhook design issues.
The C-130 is a very valuable transport – and a legend. It’s hauled cargo and troops since December, 1956. That gives it almost 61 years of service — a most impressive run.
And the plane is still rolling off the Lockheed Martin assembly line today.
That description of this amazing plane’s longevity still sells the Hercules short. It’s not only been in the air a long time, it’s been modified for a crazy amount of different missions, including as a gunship.
But one of the less-well known versions is the EC-130J Commando Solo II. This Hercules doesn’t haul stuff or blow stuff up. Instead, like the 1930s-era comic book detective The Shadow, it has the power to cloud the mind of the enemy.
The Commando Solo is a very rare version of the Hercules. According to an Air Force fact sheet, only three airframes are in service, all with the 193rd Special Operations Wing of the Pennsylvania Air National Guard. It is equipped as a flying radio and TV station, capable of broadcasting AM radio, FM radio, and color television.
The plane has seen action a number of times, including during the liberation of Grenada (Operation Urgent Fury), Operation Just Cause, Desert Storm, the 1994 intervention in Haiti, the Balkans, and in the War on Terror. The planes usually operate at night, so as to not be detected. Even then, they carry what the Air Force calls “self-protection equipment.”
The EC-130J has been in service since 2004. It has a crew of nine (pilot, copilot, combat systems officer, mission crew supervisor, three electronic communications systems operators and two loadmasters), a range of 2,300 nautical miles (without aerial refueling), and usually cruises at a speed of 335 miles per hour.
You can see a video of a training mission on the Commando Solo below.