Tesla Cybertruck’s controversial style and decked out armor-like exterior and towing capability seem like overkill for everyday driving, but they could be perfect for camping just about anywhere.
During the presentation, Tesla emphasized that the Cybertruck is “completely adaptable for your needs.” The company is marketing the truck as the best of a truck and a sports car, but information on its website hints at other future possibilities.
The most expensive edition of the Cybertruck has 100 cubic feet of storage space, which would be useful for camping gear.
Tesla’s renderings at least show that the company is thinking about the possibility of a camper conversion, with one image showing a tent attached over the truck bed and what appears to be cooking attachments on the tailgate.
Tesla fans have shown an interest in converting their electric vehicles into more comfortable places to sleep in the past. Dreamcase sells mattresses designed for specific car models, designed to “transform your car into a luxury double bed.” It already sells mattresses for three current Tesla models.
Regardless of whether Tesla releases more information about possible camper conversions, the Cybertruck design already has the ability to tow an RV. The Cybertruck has a towing capacity of up to 14,000 lbs, which is more than enough to tow even the heaviest Airstream on the market.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
A Russian-American crew of three has arrived at the International Space Station (ISS), marking success in the second attempt to reach the craft after an aborted launch in October 2018.
The Russian Soyuz rocket carrying U.S. astronauts Nick Hague and Christina Koch along with Russian cosmonaut Aleksei Ovchinin arrived at 0101 GMT/UTC on March 15, 2019, a few minutes ahead of schedule after a six-hour flight.
The craft lifted off without incident from the Baikonur cosmodrome in Kazakhstan on March 14, 2019.
The Soyuz MS-12 flight reached a designated orbit some nine minutes after the launch, and the crew reported they were feeling fine and all systems on board were operating normally.
NASA astronauts Nick Hague (left) and Christina Hammock Koch (right) and Alexey Ovchinin of the Russian space agency Roscosmos (center).
On Oct. 11, 2018, a Soyuz spacecraft that Hague and Ovchinin were riding in failed two minutes into its flight, activating a rescue system that allowed their capsule to land safely.
That accident was the Russian space program’s first aborted crew launch since 1983, when two Soviet cosmonauts safely jettisoned after a launch-pad explosion.
The trio were joining American Anne McClain, Russian Oleg Kononenko, and Canadian David Saint-Jacques, who are currently on board the ISS. They will conduct work on hundreds of experiments in biology, biotechnology, physical science, and Earth science.
Power struggles and war have existed since the dawn of humanity. Even today, we struggle with international relations and division within our own country. On numerous occasions, however, twisted political leaders have risen to power. Dictators like Genghis Khan and Adolf Hitler crossed far beyond the boundary of war and genocide, initiating unspeakable atrocities. While we hope history never repeats itself, it’s important that we don’t forget our past either – even the ugliest parts. These dictators were among the evilest despots in world history. Which do you think is the most terrifying?
1. Qin Shi Huang
Reign: 247-210 B.C.
Qin Shi Huang was, you guessed it, the first emperor of the Qin dynasty. The grade school taunt, “first is the worst” comes to mind because he was an absolutely brutal ruler. If scholars disagreed with him, he sentenced them to death. Any books that criticized his views were burned.
He also was responsible for the first version of the great wall, which was a small version of the one we know today, and for the construction of a massive mausoleum including an army of life-sized terra-cotta soldiers. Many conscripts died during the wall’s construction, but wall duty was the better option; those who worked on the mausoleum were automatically killed after their job was complete to keep the tomb on the down-low. In addition to all the casually ordered death, he opted to castrate prisoners of war and force them into slavery.
2. Julius Caesar
Reign: A.D. 37-41
Julius Caesar, also known as Caligula, wasn’t always despised. At the beginning of his rule, he freed wrongfully imprisoned citizens and nixed excessively high sales tax, but as time went on, his health suffered. Historians believe he may have suffered from several small strokes and possibly depression, and his personality changed drastically. He killed his rivals and forced their parents to watch, among other malicious acts. His political actions were increasingly bold. He was eventually overthrown by a group of 60 senators…and in this case, overthrown means murdered. He was stabbed 23 times, ending his pivotal role in Roman society.
3. Attila the Hun
Reign: AD 434-453
The Hunnic Empire was located near present-day Hungary, and it was home to the infamous Attila the Hun. He liked to invade other empires. A lot. He successfully led invasions of the Byzantine empire, devastated the Balkans, and attempted many failed, yet extremely destructive, raids on the Western Roman Empire, Roman Gaul, and Italy. While he didn’t ultimately win, his aggressive tactics and eagerness to fight made him a formidable opponent. He died shortly after razing much of Italy to the ground, and likely would have continued to plunder his way across the continent had he remained alive. Surprisingly, he died off the battlefield from unspecified internal bleeding on the night of his marriage (one of several).
4. Genghis Khan
Genghis Khan was born to be tough. His father, chief of his tribe, was killed when Khan was only nine by poisoning, and the fatherless boy was raised in poverty. He was raised by his mother who taught him the importance of strong political alliances, and while he was captured by his father’s former allies for some time, he escaped and began to unite the Mongol tribes on his own. He proceeded to conquer much of China and Central Asia, and his methods were heartless. He killed civilians en masse more than once, including a massacre of the aristocrats of the Khwarezm Empire. He had so many wives and concubines that up to eight percent of men living in the region of the former Mongolian empire are genetic descendants of Khan.
There were honestly too many empires to remember them all, but Timur was responsible for founding the Timurid Empire. He led ruthless military raids throughout much of western Asia, covering the area of modern-day Syria, Turkey, Iraq, and Iran. His military conquests weren’t the scary part, though. As a leader, he was heartless. To end a rebellion after he successfully invaded the city of Delhi, he ordered a bloody massacre. When it was over, he mounted thousands of heads up on minarets. He also had a tower built out of live men, glued together with bricks and mortar.
6. Vlad III
Reign: 1448; 1456-1462; 1476
Vlad III was known as Vlad the Impaler for a reason. According to his reputation, when he first became ruler of Wallachia he invited his rivals to a formal dinner. When they arrived, he stabbed and impaled them all. Needless to say, he wasn’t the best host. Impaling became his favorite means of execution. While he did attempt to stabilize the tumultuous nation, he did so by bloody and lawless methods. He was also known as Vlad Dracula, based on his family name. You can see where this is going. Because of his lust for blood, the legend of the vampire Count Dracula was born. Thanks, Vlad.
7. Queen Mary I (aka Bloody Mary)
Religious wars and persecution were always a thing, but Queen Mary I took it to the next level. She was the only child of King Henry VIII and Catherine of Aragon and a devout Catholic. When Mary I became Queen of England, she wanted to share her beliefs with all of England. By share, I mean mandate. She married Philip II of Spain, who was also Catholic, and began a campaign of murdering hundreds of Protestants. Hanging sounds almost gentle compared to her methods; she had them all burned at the stake.
8. Vladimir Lenin
Vladimir Ilyich Ulyanov, better known as Lenin, always had rebellious political views. He was outspoken about his communist views and pushed for socialism to replace capitalism. In 1917 after the Russian Tsar was overthrown and a provisional government was put in place, Lenin saw his chance. That October, he led a revolution of his own and took power. He redistributed land throughout the country and withdrew from WWI, but it all went downhill from there. His approach to his opponents was merciless, killing thousands in concentration camps and disregarding the famine and poverty his people endured.
According to the BBC, “During this period of revolution, war and famine, Lenin demonstrated a chilling disregard for the sufferings of his fellow countrymen and mercilessly crushed any opposition.”
9. Joseph Stalin
Lenin’s successor, Joseph Stalin, wasn’t any less aggressive. Stalin was a highly significant figure during the early-mid 20th century, but his methods have been condemned for obvious reasons. First, his Five-Year plans contributed to wide-spread famine. Then, he began “The Great Purge”, to rid Russia of the so-called enemies of the working class. Over a million people were imprisoned, with over 700,000 executed. He was also responsible for mass repressions, deportations, and ethnic cleansing. Some people today, especially in Russia, still believe that some of his political views have merit.
10. Benito Mussolini
Benito Mussolini, like many members of this list, didn’t grow up in the most peaceful environment. He had always been an outspoken political activist, but when he was wounded in WWI, he gathered other disillusioned war vets into violent groups known as the Blackshirts. This was the beginning of fascism, an extreme-right totalitarian party. He began dismantling Italy’s democratic government piece by piece until he had complete power.
By 1936, he had become an ally of Hitler, bringing anti-Semitism to Italy. Despite surviving many assassination attempts, he was eventually caught and executed alongside his mistress and hung upside down from the roof of a gas station in Milan.
11. Adolf Hitler
The infamous Adolf Hitler wormed his way into power as the chancellor of Germany in 1933. and then as Führer just a year later. He was largely responsible for WWII after he invaded Poland in 1939, and was the primary instigator of the Holocaust. Within two years, Hitler’s Third Reich empire included most European countries. He proceeded to order the systematic destruction of any people who did not match his vision of an “ideal master race”, throwing Jews, Slavs, and anyone else he considered socially undesirable into concentration camps.
There, his followers conducted mass genocide on his orders, killing over 19 million. That’s not including the millions of soldiers and civilians who died in WWII. He’s likely responsible for the greatest amount of human loss and destruction orchestrated by a single man in all of history.
12. Mao Zedong
Mao Zedong was an influential communist leader of China who ruled with an iron fist. He was known for his political intellect and strategies and he made some positive changes, like modernizing China and improving education, health care, and women’s rights. Unfortunately, his regime was also totalitarian and repressive. He ordered the destruction of many religious and cultural artifacts, took control of all industry and agriculture, and snuffed out any opposition like a candle. His harsh policies encouraged forced labor and led to the death of over 40 million people through starvation and mass executions.
13. Idi Amin
General Idi Amin overthrew Uganda’s government in a military coup, instating himself as the new “president.” Almost overnight, he became known for his cruelty. Known as the “Butcher of Uganda,” his rule was exceptionally immoral and murderous. During his eight years in power, he massively mismanaged the economy, persecuted multiple ethnic groups, drove Uganda’s Asian population out of the country, and killed with reckless abandon. Somewhere between 100,000-500,000 people were killed by his command.
The Army is mulling over where they can set up the Army Future Command. One of the locations that’s been on the tips of everyone’s tongues is none other than the Motor City — until recently. There are countless benefits that the city of Detroit stands to gain, but the Army would benefit far more if they gave them a second look.
So, why turn down Detroit? The primary reason that Detroit was removed from contention is because of the “livability scale.” As a Michigan native, I can assure you those claims are blown out of proportion. Yes, there are bad neighborhoods in Detroit, but the area most suited for the Future Command would be the really-nice suburb of Warren.
(U.S. Army TARDEC Photo)
There’s historical precedent here. This suburb was once home to the Detroit Arsenal, where the Army manufactured its tanks until 1996. It’s still currently home to the Army TACOM Life Cycle Management Command. The Army chose to this location for two separate installations throughout history for the same reason they’re now eyeing the outskirts of Washington D.C.: it has an infrastructure capable of handling many people.
When many cities around the United States were created, the infrastructure had to evolve around them. Most cities east of the Mississippi River struggled to restructure themselves around a new need to support everyone’s cars — except Detroit. In recent years, the infrastructure has taken hits — there’s no denying that — but the city has been recovering far faster than anyone cares to admit.
(Photo by Sean Marshall)
Choosing Detroit as the center for the Futures Command also affords it many opportunities to work hand-in-hand with TACOM. The tanks and vehicles that are going to be used in combat are literally just down the street. Logistically, this means you can get a good gauge of where the Army is at with a quick meeting at your local Tim Hortons.
Another factor that disqualified Detroit (an excuse first employed by Amazon and seemingly copied by the Army) is the educational credentials of the potential workforce. To counter this, I show you the nearby city — one of Forbes’ Most Livable Cities — Ann Arbor. It’s home of also one of Forbes’ best Public Colleges, the University of Michigan. The workforce is available and highly educated, with 75.2 percent of the population holding a degree and a whopping 10.3 percent with doctorates.
Detroit and the surrounding regions are making a strong comeback. The goal of Future Command is to detail how the Army will advance it’s technology into the coming decades. There really is no better place to look towards than the city that is leading the way.
Natapixie asks: Has a non-pilot passenger ever managed to land an airplane?
A common Hollywood trope when dealing with commercial airline-centric plots is inevitably at some point the pilot or pilots will become incapacitated and the lead character, who may or may not have any piloting experience, will be forced to take over, lest they die a fiery death when gravity decides to establish dominance. But has this scenario ever actually played out in real life? And what is the likelihood a passenger with limited to no formal pilot training could actually land a commercial airliner safely if they were being talked through it as is often depicted in movies?
To begin with, as to the first question, when talking large commercial aircraft, yes, a passenger of sorts did once and only once, take over for the incapacitated pilots. This occurred aboard the Helios Airways Flight 522 in 2005. So how did both pilots become incapacitated and what happened after?
In a nutshell, the cabin pressurization switch was set to manual, instead of automatic, and the pilots, who had over 20,000 hours of flight experience combined, didn’t realize there was an issue despite this being something that they should have noticed if they’d done their checklists properly. Later the system alerted them to the pressurization issue as they climbed, but the warnings were misinterpreted. Next, the oxygen masks automatically deployed for passengers at around 18,000 ft, something the pilots were seemingly unaware of. This is curious as when the masks deployed the passengers and the rest of the crew would have put theirs on. When the crew observed the pilots still having the plane climb after this event instead of descending immediately (noteworthy here is the passenger oxygen supplies only last 15 minutes or so), they should have attempted to at the least bang on the locked security door, if the lead flight crew member who had the code to open it was incapacitated or otherwise unable to remember it to get in.
As to why they didn’t do this or if they did and the pilots were simply too out of it for any banging to register, this isn’t known. On that note, at one point the ground engineer who had switched the pressurization to manual during some maintanence before the flight asked the pilot when issues were reported if the pressurization setting was on Auto. The captain at this stage was already a little too far gone mentally from lack of oxygen, and ignored the question. Given his radio communication stopped shortly thereafter when he simply commented about trying to locate some circuit breakers in response, it is presumed he succumbed mere seconds after the question was asked. Had he registered the question an looked, then simply turned the little knob, all would have fixed itself in short order.
Ultimately one of the flight attendants, Andreas Prodromou, did take over flying the plane. There was a problem though. It would seem from the investigation that he had difficulty getting access to the cabin, seemingly only doing so after a couple hours of the plane flying itself and a plane full of passed out people, which we imagine must have been incredibly terrifying for Prodromou on many levels.
So how did it turn out?
Tragically, this ended with the plane crashing and all 121 people aboard killed. Prodromou was actually a pilot himself, though as far as we could tell without any professional experience and certainly not in a Boeing 737. As to why he wasn’t able to bring the plane back down, he wasn’t really given a fair chance in this case. It seems as if moments after he finally got into the cabin, one of the engines ran out of fuel, and then not long after the other died too. Even an extremely experienced pilot in that plane would have had low odds in this case unless in glide range of a suitable airport.
And that’s it. In the over a century old history of commercial aviation, that is the only time we could find that a passenger has had to take over completely in a large commercial airliner. That said, moving on to much smaller planes, it turns out while rare, this sort of thing has actually occurred many times, even in some commercial scenarios.
Perhaps the most notable case of this was when none other than Mr. Bean (aka Rowan Atkinson) chartered a flight for he, his wife, and two children in Kenya in 2001. The aircraft was a little six seat Cessna. Unfortunately for the Atkinson family, at a certain point the pilot lost consciousness. Doing his best not to mimic his clumsy alter ego, Atkinson took over flying the plane. Thankfully for him and his family, they were eventually able to revive the pilot, reportedly after Atkinson slapped him several times. Said pilot then landed the plane without incident.
Moving on from there, perhaps our personal favorite case of a chartered flight resulting in a passenger having to take over is the case of one Doug White, who is a bit of a legend.
In this case, White had chartered the plane to transport himself, his wife, and two daughters. He did have his private pilot’s license, but flying a small Cessna 172 many years before. He didn’t fly much after up until the weeks leading up to the event itself, when he decided to take the hobby back up. Unfortunately for him, in this case rather than finding himself having to fly a nice little trainer plane like the Cessna 172, he was sitting in a twin engine, turbo prop Beachcraft Super King-Air, which seats up to 10, cruises at near 300 mph, and otherwise makes the Cessna 172 look like a child’s toy.
So what happened? During the takeoff phase of the flight, the pilot, Joe Cabuk, randomly slumped over dead, as White describe, “I looked over and his chin was on his chest… He made a loud, guttural sound, kind of a groan, and his eyes rolled back, and his hands never left his lap. It was quick, it was sudden, and it was final.”
Luckily for the four other souls aboard Cabuk did engage the autopilot directly before his own soul left his body so there was time for assessment of the situation.
Knowing how to use the radio, White contacted Air Traffic Control (ATC) and declared an emergency- the go-to thing to do in this scenario. In a nutshell, this basically means from that point on you can do more or less whatever you want in your attempt to get safely back on the ground and ATC is at your beck and call to help out in any way they can, diverting any other planes as needed, providing you any information they can, getting ground emergency personnel nearby where you’re going to attempt to land, and otherwise organizing help in any way possible. Though it is noteworthy here that most ATC personnel are not pilots themselves, and so there is sometimes a delay getting anyone who actually knows how to fly a plane on the line.
On that note, while the initial ATC contact White found himself talking to wasn’t terribly helpful, they eventually got an ATC employee, Lisa Grimm, who was a pilot herself and would go on to be an absolute superstar during the event, helping White to get the aircraft under control and otherwise helping keep him calm.
Later they were able to track down a King Air pilot, Kari Sorenson, to help with the specifics on how to land the thing. During the whole ordeal, beyond having to figure out how to fly and land the plane, White also had a bit of a worry of the dead pilot potentially slumping over the controls at an inopportune moment. But efforts by he and his wife to remove said body from the pilot seat were unsuccessful, so they simply cinched the seatbelt as tight as they could and hoped that would be good enough.
We’ll spare you most of the details, as they are best just gone and listened to, other than to mention our favorite part in which ATC asked Doug “Are you using AutoPilot or are you flying the plane?” and he responded with a thick country drawl, “Me an’ the good lord are hand flying this…” Classic Doug.
Another great line during the final moment before touchdown ATC told White, “Looks good from here, good job.” To which White calmly responded in his best impression of John Wayne, “It ain’t over til’ it’s over friend…”
Remarkably, with a lot of help from his angels on the ground, White was able to land the plane not only safely, but in pilot speak he “greased the landing”, meaning it was a rather gentle and uneventful touchdown and pretty much right on center-line to boot.
Said the aforementioned Sorenson who was in the background telling ATC what to tell White, “I don’t think you could have made the plane more complex or the pilot less experienced and have had a successful landing.”
When all was said and done and he was later interviewed about how he kept so calm through the ordeal, White simply said in his thick drawl, “There were buzzers, amber lights, horns: It was like a circus. The only thing I was concentrating on was keeping the airspeed up and the wings level. You know, just fly the plane… You just focus your fear and go into a zone… There’s no time to chit-chat, or lock up. Just ‘git er done.’… If you’re gonna die, at least die trying not to…”
We’re pretty sure that last line needs to go on a t-shirt pronto.
Moving on from there to some people with zero flight experience who successfully “got ‘er done”, we have one Henry George Anhalt who was aboard a small Piper Cherokee 6 (as you might expect from that, a six seat plane) with his wife and three sons when the 36 year old pilot, Kristopher Pearce, died. The plane at the time was low on fuel, but thankfully only about ten minutes from their destination of Winter Haven airport in Florida. Shortly after the pilot slumped over, Anhalt keyed the radio and asked for help.
Said Anhalt after taking the controls, “I kept my mind on flying the plane on a course for Winter Haven. I started calling, ‘Mayday!’ over and over and kept praying for Kris to revive. We made it to the airport, but we still hadn’t heard from anybody. I started circling. Becky was hollering that I was going too steep, so I made wider circles. Then I noticed that the fuel was low in the tank we were on. I tried switching to the full tank, but the engine would sputter, and I’d put it back to the nearly empty tank. Finally, somebody gets on the frequency and says, ‘Are you the Mayday?’ ‘Yes, my pilot passed out,’ I said. ‘We’re over the Winter Haven airport.’ Then another pilot came on and said, ‘We’re close by. We’ll be over to help.'”
The person who answered the call was flight instructor Dan McCullough who was giving a flight lesson at the time. After calming Anhalt down, he gave him his first flight lesson and being a bit of a gentlemen, didn’t even charge him.
Said McCullough later, “We flew down closer and got him lined up on a real good glide path to the runway. You can get anybody over the numbers on the ground, but it’s that last five feet that’s tricky. I asked him to fly around the airport a bit to get more used to the aircraft. … The only real disadvantage I had over any other time I’ve done it is I couldn’t actually been in the airplane with him… I just gave him directions how to get it over the runway and then to cut the engine. I had to keep him level. If he came in too steep, he’d dive into the ground. If he came in too far back, he’d stall.”
In the end, Anhalt was able to get it down, stating, “I had the flaps—or whatever they’re called—up, and I idled the speed down. After that, it happened real quick.”
His wife added, “We bumped twice on the ground and veered a few feet into the grass.”
And if you’re wondering, as this is often asked in these situations, at least in this case, yes- the flight instructor Dan McCullough was happy to endorse the flight and landing as Anhalt’s first solo in a logbook, if Anhalt wanted to get one.
Moving on from there we have one of the more notable cases of a person with zero pilot experience flying in one of the aforementioned Cessna 172s in 2013. The passenger, a then 77 year old John Wildey, had been a member of the Royal Air Force for 24 years, but not as a pilot.
In short, he and his friend, who went unnamed in the reports, were up flying around as they frequently did, when his friend turned to him and, to quote Wildey, “He said he was sick and asked me to take care of the aircraft controls… He set the controls and put me on the right path. Then he was unwell again, completely unresponsive. I called his name but he didn’t answer.”
As flying such a plane, in terms of keeping it straight and level, isn’t actually that terribly difficult, in fact, if the plane is properly trimmed as it apparently was, it should mostly fly itself straight and level without touching the controls at all, there was no real immediate danger.
Thus, he simply held things steady and, being familiar with at least how to queue the radio, did so. And if you’re curious about this, we have more on how to do that in the Bonus Facts later.
What Wildey also had going for him was that a plane like the Cessna 172 is built as a trainer plane and thus is extremely forgiving of bad landings and relatively easy to fly. But you do have to be able to get it over the runway pretty close to the ground before powering back the engine, and then as the plane sinks hold the nose off as best you can to land on the two rear wheels, while trying to time it so you’re extremely close to the ground when you reach stall speed- aka the speed at which the plane will stop flying and more or less fall with style.
In this case, an RAF helicopter was sent to guide Wildey to the airport, and then in the meantime he was being talked through the whole thing by one Roy Murray, chief flight instructor at Frank Morgan Flying School. Wildey ended up making 3 attempts to land the plane and each time failed in a good approach and was instructed to go to full power, climb back up, and try again. Remarkably, he executed reasonably good go-arounds each time without crashing.
On the fourth attempt, he committed and while it wasn’t what anyone would call a pretty landing, it was one in which not only he, but the plane walked away mostly unscathed save apparently some sparks at one point on touch down. Wildey would later describe:
I know you bring back the controls but I didn’t bring them back hard enough. So really I was sort of nose down rather than anything else… Then we touched and there was a right bump – two or three bumps. I suppose it was a controlled crash really. But I just couldn’t get the brakes because I couldn’t reach them. I managed to get them in the end. But then we sort of went off the runway and all I could see was this runway indicator wall coming towards me and I thought: “I am not going to do it”. But we managed to stop in the end. I’m a lucky bloke…
Sadly, his friend was later pronounced dead at the hospital.
In yet another case of someone with no experience, a student pilot from Australia, Max Sylvester, up on his first lesson in August of 2019 in a small two seat Cessna 152 was about an hour into it when his instructor, Robert Mollard, passed out and slumped over on to him in the cramped aircraft. Ultimately while being talked through it, he successfully executed his first ever landing without incident and actually from his cockpit footage almost dead on center-line and reasonable gentle touch down all things considered. His instructor, as far as we could find, later recovered from whatever happened to him.
Trainee pilot lands aircraft with instructor passed out on his shoulder | ABC News
Moving on from the sighted among us, we have the case of a legally blind person managing to successfully land a plane…
It helped that he, Charles Law, was a former pilot. Law’s flying days had long since been over as he at this point in his life had 20-200 vision in one eye and 20-400 in the other. He was tasked with one more landing when his pilot friend, an 80 year old Harry Stiteler, passed out on approach to the runway.
Said Law as he came in for the landing, all I could see were “the airport thresholds (white markings)… I just aimed for that… We bounced a little hard and it was a little squirrely, and I guess I was a little crooked. But I thought it was a very good landing.”
Unfortunately, despite landing the plane almost immediately after Stiteler passed out, medical personnel were never able to revive him.
On the other end of things, there are many incidents where the passenger was unable to land the plane and all aboard were killed, but we are choosing to go ahead and omit any specific examples as nobody wants to hear about that. We mentioned it, however, just so you don’t get the false impression that this is somehow super easy to do.
Moving back to the big boy planes, one of the reasons, outside of one exception, this just isn’t a thing is because in many regions of the world, it’s usually required that there be two trained pilots aboard in such airliners. Further, in most countries, said pilots are subjected to extremely rigorous and regular medical checkups, far more so than the already reasonably strict requirements for non-commercial pilots.
Thus, it’s just not terribly likely that something would happen to take out both pilots and leave some passengers still able to do anything. In fact, even when talking just one pilot, according to a study done by the Australian Transport Safety Board, incidents of a pilot on commercial aircraft becoming unable to continue with their duties only occurred in about 1 in every 34,000 flights. While that might seem high to you, in most of these cases, there was nothing seriously wrong with the pilot in question. For example, a full half of these incidents were, to put it bluntly, diarrhea related. We’re guessing if there wasn’t a backup pilot, said pilots in these incidents would choose to poop their pants rather than let the plane crash.
So what happens when one pilot is taken out more seriously in these scenarios? While you and your 1000 hours of flight training on Microsoft Flight Simulator might now be thinking “This is what we’ve trained for…”, waiting for that momentous announcement over the intercom requesting anyone with flight experience to come help out, this is not actually what would likely occur. In many cases, the remaining pilot will simply request one of the crew aboard to come sit in the unoccupied seat, perhaps reading through a checklist for them, or if they have some experience doing a little more. This is something we found a handful of otherwise uneventful cases in our searching, with the passengers rarely ever informed there was an issue.
That said, as stated by a former pilot at US Airways, “There are thousands of commercial certified pilots who do not fly for the airlines. So having a commercial pilot on board would not be that uncommon… They can handle the radios, they understand the terminology, they can help prepare the airplane for landing, offloading [responsibilities from] the pilot…”
On that note, we did find one instance during a United Airlines flight when Air Force Captain Mike Gongol was requested to come help out when the captain of that flight had a heart attack. In this case, the flight attendants first requested that any doctor aboard please make themselves known. They later asked if any pilots aboard would push their call button to make themselves known- a sequence of requests not exactly geared towards keeping passengers worry free.
As for Gongol, while he had never flown that particular aircraft, a Boeing 737, his extensive flight experience, including mainly flying a B-1B Lancer Bomber at the time, made him an ideal candidate to come help take a little of the workload off the first officer who was tasked with actually flying the plane in this instance. He later stated she mostly just had him take over the radio communication, which he was well skilled at. We’re guessing had she become incapacitated too, Gongol probably had a high probability of being the first ever passenger to successfully land a commercial airliner. But of course, said first officer had little trouble getting the plane down safely, being herself extremely well trained and all.
But this all does make you wonder, outside of our sample-size of one where the circumstances were stacked against him, in the more general case, how likely is it that a random passenger could land a large commercial airplane if they were being talked through it?
First, if literally zero experience flying a plane or using a really good flight simulator, basically no chance. The problem here is that you do need to actually know how to call someone for help on the radio. And with the myriad of buttons and switches all over, it’s unlikely a random person could figure that out, unless they keep reading to our Bonus Facts section.
That said, pro-tip, if you’re under about 10K ft and in a reasonably populated area, your cell phone will probably work just fine as a way to call for help that could then eventually potentially end up telling you how to operate the plane’s radio. Of course, most commercial airliners don’t spend much time under 10K feet, so odds are you’ll be much higher than that, and if lower, probably in a critical phase of flight meaning there’s no way you’re getting up to the cockpit to help out in time anyway unless they’ve set the autopilot pretty quickly after takeoff. And even then, a noteworthy thing, as tragically the aforementioned Andreas Prodromou demonstrated, is getting into the cockpit in today’s large commercial aircraft in flight is easier said than done if the pilots are both incapacitated and a crew member who knows the code isn’t available. So good luck with that.
But in this increasingly unlikely scenario, if the autopilot was engaged giving you time to work with, and you could get into the cockpit, and then figure out how to use the radio, from there, you might have a chance. But not because you could actually land the plane. The odds of that are basically zero if you have no flight experience and pretty slim even if you do unless you have some training in that or a similar aircraft. The reason you might actually have a fighting chance if you can establish communication with someone on the ground is that most large commercial planes are perfectly capable of landing themselves if you know how to setup the system and then help the system along appropriately.
On that note, if you’d like to see a commercial pilot with a rather excellent YouTube channel walk you through how to do this in a professional level simulator, do go check out MentourPilot’s crash course in the topic titled “How You Can Land a Passenger Airplane- 12 Steps” And, hey, you could always use the airplane WiFi to watch it in-flight…
Finally, if you’re now wondering if any small aircraft have a similar auto-land system, turns out yes some do, the best of which, which is actually superior to the large plane auto-land systems in some ways, is Garmin’s recently launched Autonomi system which is soon rolling out in the approximately million Cirrus Vision Jet under the name Cirrus’ Safe Return system, and will likewise soon be found in the million Piper M600 SLS.
This system is idiot proof and requires only about one sentence of training, which even a three year old could execute. And, truthfully, you’d probably want to tell a 3 year old NOT to do it in most cases, as left to their own devices they’re sure to activate the system on their own randomly. That sentence of training is simply, “Push this big red button.” That’s it.
From there, the system will take over flying, analyze the weather, your fuel, state of the plane, potential terrain in your path, etc, as well as declare an emergency with ATC, and continually update ATC on what it’s doing and its intentions. It will at the same time inform the passengers audibly and on the screen what they should be doing- strap in, enjoy the ride, and don’t touch anything. It will also politely inform the passengers where it’s taking them and when it will be landing.
From there the plane will fly to the destination airport, which will be picked among the safest options within range of your fuel supply. It will then land itself, which in the demos we’ve watched, does a shockingly good job at it, with the worst that can be said is that in one random Piper M600 demo, it was slightly off center line, but otherwise well on the runway and a very gentle landing.
Once down, the system will shut down the engines and inform the passengers when it is safe to exit. Presumably in the coming decade or two this system will rapidly find its way into most smaller aircraft making the stories of passengers taking over for a pilot markedly less dramatic. “I pushed the big red button,” doesn’t have quite the same newsworthy appeal as “Me an’ the good lord are hand flying this…”
If you’re wondering, reportedly approximately 1% of commercial airliner landings are done with auto-land, though in most cases pilots prefer to do it themselves as, among other reasons, auto-land isn’t awesome when there is much wind, particularly if it’s of the gusty variety. The cases where it might be the preferred option for the pros is in scenarios like virtually no wind where visibility is extremely poor, such as in thick fog. In this case, the pilot may deem it safer to allow the auto-land to do its thing while they closely monitor it.
Going back to how to queue up the radio in an aircraft, whether big or small, you can usually do this via putting the headphones on and then pressing a button on the yoke (looks a bit like a steering wheel) or stick. Noteworthy is that in some cases there might be other buttons to do with trim, engaging or disengaging autopilot and the like on that control as well, so not always good to just go pushing buttons without looking close to see if there’s a label. But if there is just one button, that’s going to be what that is for. And if multiple buttons, it’s probably the one positioned for your index finger wrapped around the stick or yolk or a prominent button for your thumb, often red. In large commercial airliners, it also might not be a button, but rather a toggle switch with an up and down position, for example one for transmitting on the radio (probably labeled MIC) and one for the flight interphone (probably labeled INT). You want the MIC position.
Assuming you push the correct button, whatever radio frequency the pilot had queued up already, which is usually the local one you’re flying over, whether a nearby tower or local traffic, or might be a large area ATC frequency, you’ll be talking to someone who can give you more information when you do. Press to talk; release to listen; just like a walkie-talkie.
And if you really want to sound like a pro before your almost certain death when fuel runs out or probably much sooner, structure your talk- Who you are talking to, who you are (as in the plane type and call-sign which will probably be printed somewhere on the instrument panel in front of you), where you are, what you want or are going to do, who you are talking to.
For example- “Deer Park traffic, Archer 7967C, mayday, mayday, mayday, just departed Deer Park and the pilot just died. Me and Jesus are now flying this plane. One soul aboard. Requesting immediate assistance. Deer Park.”
Or, you know, just press the button and freak out. You’re declaring an emergency after all and you don’t know what you’re doing. Nobody is going to care you don’t know how to talk on the radio properly. But just remember this, if you’re in the U.S., odds are strong your radio communication and situation is going to be viewed by hundreds of thousands of people, probably even your friends and family, on various YouTube channels that cover this sort of thing… So keep your cool if you want to sound awesome later if you happen to survive.
Also, even for pilots, an almost universal truth you’ll find if you listen to many of these is you can almost always predict which ones are going to end well or not based on, not the exact circumstances of the emergency or experience of the pilot, but how panicky the person flying the plane is. The only exception we’ve personally ever heard is that time a guy was on a whole lot of drugs when he was declaring his engine-out emergency. He might as well have been sipping a beer on a beach as far as his tone was concerned, literally right to the point he crashed and died… So do yourself a favor and try to keep your head. If you’ve got someone talking you through it, flying and landing a lot of types of small planes where at least you can walk away isn’t actually super difficult if you can get over a runway. Landing so the plane itself can be flown again without repairs… well that generally takes some training. But that’s the insurance company’s problem, not yours.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
The military is flush with rewarding careers that require expertise with information technology and computer systems. As the military ramps up its use of technology to augment operations and defend against cyberattacks, these IT roles will become increasingly vital to the protection of the nation’s data and people. While some of these are traditional IT jobs, such as network and database administrators, cybersecurity specialists, and computer programmers, other roles are unique to the military environment.
If you’re interested in IT and serving our country, here are four intriguing military IT careers.
1. Cyberwarfare engineer.
The internet is the newest global battlefield. Seemingly everything is on the internet, and powerful entities want to damage their enemies’ vital infrastructure—including power grids and financial systems—through coordinated cyberattacks.
Osan aircraft maintainers keep F-16’s ready during RED FLAG
(U.S. Air Force photo by Senior Airman Peter Reft)
According to theU.S. Navy website, cyberwarfare engineers serve on the front lines by defending networks, searching for vulnerabilities in our enemies’ computer infrastructure, and developing systems that can exploit these vulnerabilities. They facilitate tactical operations through software development and programming, and they protect financial, personal, and governmental data from falling into the wrong hands.
Defense News reports that the base salary for this role is around ,000 a year, but it comes with various government benefits. It also notes that the U.S. Navy is hiring cyberwarfare engineers in an effort to “build a more informed and skilled software engineering cadre.” If you have a bachelor’s degree in or computer engineering and want to use your skills to defend the country, a career as a cyberwarfare engineer could be right for you.
2. Geospatial imaging officer.
Successful operations rely on understanding as much as possible about the location of enemy defenses, the surrounding terrain, nearby resources, and other information. According to Careers in the Military, geospatial imaging officers collect and analyze geospatial data from multiple sources, such as satellite imagery, topographical information, and other geographic intelligence, and they use this data to plan, organize, and execute tactical on-the-ground operations.
(U.S. Navy Photo by Mass Communication Specialist Seaman Sabrina Fine)
According to MyFuture, the average yearly salary for geospatial imaging officers is about ,000, and about 40 percent of professionals in this role have at least a bachelor’s degree. If you’re interested in geospatial technology and strategic defense, you might find a career as a geospatial imaging officer rewarding.
3. Intelligence specialist.
Today’s Military reports that intelligence specialists play a critical role in ensuring that military operations are planned using the most accurate and up-to-date information available about enemy forces and capabilities. IT specialists oversee the collection, production, analysis, and distribution of intelligence data to key military leaders and consumers.
Intelligence specialists have civilian-world counterparts in data scientists and research analysts. Candidates who are interested in this career should have strong analytical skills and an interest in computers, among other attributes. The average salary is about ,000 a year, according to Today’s Military, but intelligence officers with four-year degrees can earn much more—about ,000, on average.
4. Unmanned vehicle operations specialist.
The military uses unmanned vehicles to conduct remote surveillance, gather intelligence, attack targets, and explore dangerous terrain like the deep sea, among other applications. It needs skilled personnel to operate and maintain these vehicles, and that’s where unmanned vehicle operations specialists come in.
(U.S. Navy photo by Mass Communication Specialist 2nd Class Joseph M. Buliavac)
These specialists use their background in computer science, programming, and systems administration to maneuver unmanned vehicles. On average, they make about ,000 a year, according to Today’s Military. If you like programming and operating robotic devices, this career might be for you.
As these positions illustrate, there are many ways to combine an interest in technology with the call of duty.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
Intensifying submarine activity in the waters around Europe has led the US Navy to request millions of additional dollars to buy submarine-detecting sonobuoys, according to an Omnibus funding measure the Pentagon requested from Congress early July 2018.
The Navy has asked Congress to allot $20 million to buy more air-dropped sonobuoys that can detect submarines and transmit data back to surface ships and aircraft.
Supplies of such buoys have fallen critically short after an “unexpected high anti-submarine warfare operational tempo in 2017 [which] resulted in unexpected high expenditure rate of all type/model/series,” the Omnibus says, according to Breaking Defense .
US warships have tracked Russian subs in the eastern Mediterranean, where British subs have also reportedly tangled with their Russian counterparts. Russian submarines have transited the area to reach the Russian navy’s Black Sea fleet base and to support the regime of Bashar Assad in Syria, where a years-long civil war has been a ” test bed ” for new Russian submarine capabilities.
A crew member unloads a sonobuoy on a P-8A Poseidon patrol aircraft, April 10, 2014.
(US Navy photo by Chief Mass Comm. Specialist Keith DeVinney)
Interest in submarine and anti-submarine warfare is growing around the world — one 2015 study predicted global demand for sonobuoys would grow by 40% through 2020, with most of the interest in passive sonobuoys that can listen for submarines without being detected.
Other sonobuoys on the market include active sonobuoys, which send pings through the water to produce echoes from targets, and special-purpose sonobuoys that collect other data for radar and intelligence analysts.
Late 2017, US Naval Air Systems Command announced a 9.8 million order for up to 166,500 sonobuoys of various types for anti-submarine warfare from defense firm Erapsco. In January 2018, the firm received another contract for .6 million for engineering support for the service’s active sonobuoys.
Sonobuoys are air-launched , mostly from MH-60 Sea Hawk helicopters and P-8A Poseidon maritime patrol aircraft by aircrews trained to array them into patterns designed to detect and track passing submarines.
Participating countries sail in the Black Sea during Sea Breeze 2018, July 13, 2018.
(US Navy photo by Mass Comm. Specialist 2nd Class Ford Williams)
Russia’s sub fleet is currently far smaller than its Soviet predecessor, but the boats it has added are increasingly sophisticated. The US Navy and its European partners can still field more advanced subs, but they have seen their fleets shrink and their anti-submarine capabilities wane in the years since the Cold War.
Both sides have devoted more attention to anti-submarine warfare.
During the last half of 2017, Russia partnered with China to carry out naval drills, including complex submarine and anti-submarine exercises, in the Baltic Sea and in the Pacific Ocean .
NATO navies and their partner forces have carried out similar exercises, including Sea Breeze 2018 in the Black Sea, during which a Turkish submarine played the role of the adversary force, and Dynamic Mongoose 2018 , which brought subs, ships, and aircraft from eight countries to the North Atlantic off the coast of Norway between June and July 2018 to work on their “warfighting skills in all three dimensions of Anti-Submarine-Warfare in a multinational and multi-threat environment,” NATO said in a release.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The latest proposed bone regenerative therapy is a paint-like substance that coats implants or other devices to promote bone regrowth. It’s designed for use in treating combat injuries and lower back pain, among other issues.
After about $9 million in grants from the Departments of Defense and Veterans Affairs, the substance, called AMP2, made by the company Theradaptive, is moving onto the next trial phase, a step ahead of testing on humans. Creator Luis Alvarez, a retired Army lieutenant colonel who served a year in Iraq, said coating an implant is much better than the current, more dangerous therapy for bone regrowth.
“Without this product, the alternative is to use the type of protein that is liquid,” Alvarez said. “And you can imagine if you try to squirt a liquid into a gap or a defect in the bone, you have no way of controlling where it goes.”
This has caused bone regrowth in muscles and around the windpipe, which can compress a patient’s airway and nerves leading to the brain, he said.
AMP2 is made out of that same protein that promotes bone or cartilage growth in the body, but it’s sticky. It binds to a bolt or other device to be inserted into the break, potentially letting surgeons salvage limbs by reconstructing the broken, or even shattered, bone, Alvarez claims.
He said veterans could find the new product beneficial as it may be used in spinal fusions to treat back pain or restore stability to the spine by welding two or more vertebrae together. According to the American Academy of Orthopaedic Surgeons, the goal of this surgery is to have the vertebrae grow into a single bone, which is just what AMP2 is intended to facilitate.
Alvarez created his product after finding out halfway through his career that wounded soldiers he served with ultimately had limbs amputated because they couldn’t regrow the tissue needed to make the limbs functional.
“To me, it felt like a tragedy that that would be the reason why you would lose a limb,” he said. “So when I got back from Iraq, I went back to grad school and the motivation there, in part, was to see if I could develop something or work on the problem of how do you induce the body to regenerate tissue in specific places and with a lot of control?”
Alvarez, who graduated from MIT with a Ph.D. in Biological Engineering and a Master of Science in Chemical Engineering, said AMP2 has shown a lot of promise: A recent test showed bone regrowth that filled a two-inch gap. And its potential is not limited to combat injuries, he added.
“The DoD and the VA are actually getting a lot of leverage from their investment because you can treat not only trauma, but also aging-associated diseases like lower back pain,” Alvarez said. “It’s going to redefine how physicians practice regenerative medicine.”
An Israeli company unveiled its next-generation digital rifle sight, designed to work more like a smartphone than a high-powered hunting scope, at SHOT Show 2019.
Sensight US Inc., a subsidiary of Sensight Ltd. in Israel, showed off its new smart scope, which features a wide viewscreen, touch-screen operation and a 1.3-20x zoom capability, according to Hanan Schaap, chief executive officer of Sensight Ltd.
“It’s a very sophisticated system,” Schaap said, but added, “If you know how to work with a smartphone, you can work with this. It’s that simple.”
The sight features dual cameras that operate at 1080p at 60fps and can record and stream to iOS and Android systems, he said.
With the swipe of a finger, the shooter can zoom out 3x, 5x, 8x, 12x, 16x and 20x. Range adjustments and reticle type can also be selected with a simple touch.
“You can choose different reticles. … I can choose different colors, different shapes — an endless variety of reticles,” Schaap said.
The new sight has a ballistic calculator, 3D gyroscope and GPS.
The sight is also “suitable for any light condition,” Schaap said, first describing the low-light mode that “gives you an extra 20-to-25 minutes at dusk.”
“When you go to full darkness, you can remove the [infrared] filter so you can work with an IR illuminator to see in full darkness,” he said.
The main battery powers the sight for eight hours, but there is also an external powerpack that snaps on for an additional 12 hours of operation.
The first generation of the new sight is scheduled to be ready sometime in April or May 2019 for the “low price” of about id=”listicle-2627543725″,000, Schaap said, adding that future generations will get more sophisticated.
“In the first generation, we want to make it simple enough for people to use,” he said.
For now, the sight will be geared toward calibers such as .308, .300 Win. Mag., and .338 magnum, Schaap said.
As high-tech as the new sight is, Sensight is not marketing it for military use.
“We are looking at recreational shooters in general; we are not aiming now for military,” Schaap said. “The sight is a tool, an instrument that will help hunters and target shooters enjoy their shooting experience more.”
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
Before there was Lindbergh, there was U.S. Coast Guard Aviator Comm. Elmer F. Stone, a seaplane pilot who took part in an epic rescue of sailors, set the seaplane world speed record, and was part of the team that completed the first-ever trans-Atlantic flight, earning accolades for the U.S. from around the world.
Coast Guard Commander Elmer F. Stone, an aviation pioneer, world-record setter, and search-and-rescue hero.
(U.S. Coast Guard)
Stone joined the Revenue Cutter Service at the age of 23 and was assigned to study the engines of his assigned ship, quickly rising to be an engineering officer on board and paving the way for his future expertise in steam and gasoline engines. The Revenue Cutter Service and the U.S. Life-Saving Service were combined in 1915 into the Coast Guard, and some officers of the combined military branch pushed the use of aviation in search-and-rescue missions.
The young Stone was one of those visionaries, and he attended flight training at Pensacola, Florida, from April, 1916, to April, 1917, receiving designations as the Navy’s 38th aviator and the Coast Guard’s first. Soon after, he was sent to the Navy for service in World War I, taking part in cutter patrols and convoy escorts in the Atlantic.
The flight crew of the NC-4. Coast Guard Lt. Elmer Stone is the second from the right.
But it was after World War I that he really made his fame. Soon after the Armistice, Stone was assigned as the pilot of NC-4, a Coast Guard seaplane, and involved in a six-team race to conduct the first trans-Atlantic flight. There were three U.S. teams (the other two teams piloted NC-1 and NC-3), and three British teams.
The NC-4 team faced early trouble after their New York takeoff as the plane’s four massive engines were finicky at best. They were forced to land to replace a broken rod and discovered that their steel propellers had cracked. They acquired wooden replacements and flew up to Canada for their final jump off before crossing the Atlantic.
The victorious crew of the NC-4 poses with Assistant Secretary of the Navy Franklin D. Roosevelt after a meeting.
The three American teams headed east together but NC-1 and NC-3 lost their bearings and conducted sea landings to try and obtain celestial navigation. This was a risky move as the planes needed to skim the waves for two miles before they could take off again. Unfortunately, both planes were damaged during the landings and could not attempt the long take off, forcing them to retire from the race.
So, Stone and his team continued alone, landing in Lisbon, Portugal, on May 27, 1919, and winning the race. Team members, including Stone, were decorated with honors from the Portuguese government and received a cash prize from the London Daily Mail. Soon after, they received medals from the French, British, and American governments, and Stone received a letter from Assistant Secretary of the Navy, Franklin D. Roosevelt.
Eight years later, Charles Lindbergh made history for making a similar, solo flight.
The Naval Air Ship Akron was the largest man-made flying object of her time, but was tragically lost in a storm in 1933.
In 1931, he returned to aviation duty, conducting trials of seaplanes and taking command of a Coast Guard air station. While serving as the station commander, Stone went to a meeting at Naval Air Station Anacostia in 1933 and learned that the air ship Akron, a flying aircraft carrier used for reconnaissance and observation, had gone down in a storm.
Stone was personal friends with some of the Navy aviators on the Akron, and he immediately piloted his way into the same storms and rough seas that had doomed the air ship. At the time, most Coast Guard stations were reporting that their boats couldn’t safely reach the crash site due to the rough seas.
A few years later, in 1934, Stone piloted a seaplane over a course at Buckroe, Virginia, reaching 191 mph and setting the amphibian plane speed record at the time, again earning accolades from his government and helping lead to his promotion to the rank of Commander, the last promotion he received.
Tragically, he died two years later of a massive heart attack while inspecting planes at Air Patrol Detachment San Diego.
The United States Marine Corps Women’s Reserve was authorized by Congress and signed into law by President Franklin Roosevelt on July 30, 1942. Like their female counterparts servicing in other branches of the military, the primary function of the Marine Corps Women’s Reserve was to release men for combat duty. The jobs available to them were also very similar. Members served in occupations classified as professional, semi-professional, clerical, skilled trades, services, and sales. While over 200 job categories were made available to members of the Women’s Reserve, over half of members worked in clerical positions. Only Caucasian and Native American Women were accepted into service, the Marine Corps barred African American and Japanese American women from its ranks.
At its height, the Women’s Reserve had recruited more than 17,000 members. As was discussed in Part I, the military used a variety of tactics to recruit female members. Films such as Lady Marines, were used to provide a look at the life of a female military recruit in an effort to make new recruits more comfortable with the process. The film, shot at Camp Lejeune, North Carolina, follows a class of recruits from their arrival, to graduation, highlighting their training and job opportunities.
The United States Navy also recognized the importance of allowing females to serve in their ranks. The United States Naval Reserve (WAVES), was established and signed into law by President Franklin Roosevelt on July 30, 1942, the same day the Marine Corps Women’s Reserve. Women were accepted into the WAVES as commissioned officers as well as at the enlisted level in order to release men for sea duty. They served at 900 shore stations in the United States and included over 85,000 members. While primarily comprised of white women, 74 African-American women were allowed to serve during the program’s existence.
The color film, WAVES at Work, highlights the variety of jobs made available to members of the WAVES. Women wanting to serve in the medical, clerical, communication, and culinary fields were able to do so as a member of the WAVES. One of the most interesting jobs highlighted in the film is that of the Air Controlman. Those serving in this capacity would direct planes and ground crews from a control tower at naval air stations.
Both films, Lady Marines and WAVES at Work, touch on the values discussed in Part I femininity, benefits of joining the military, and the importance of the work needing done. These films also make it a point to highlight the opportunities made available to women in the military. Female recruits were provided with job training in non-traditional areas, training that was not widely available to their civilian counterparts . You can view both films in their entirety below.
Why are the Marvel movies so damn popular? Well, that might be the wrong question, because the more important question should be: how did the Marvel movies get to be so damn funny? What are the best jokes in the funniest Marvel movies?
From “Iron Man” in 2008 to “Avengers: Endgame” in 2019, one thing moviegoers have always been able to count on from these films is a one-liner quip machine even in the bleakest of installments. Figuring out all the funniest moments in all 22 installments of the official Marvel Cinematic Universe might seem like a task better suited to one of Tony Stark’s supercomputers, but since Jarvis and Friday aren’t real, you’ll have to deal with human bias. So, with that in mind, here are 18 of the best jokes from the entire Marvel Cinematic Universe. And to avoid saying any of these jokes are better or worse than others, we’re just listing these jokes in chronological order.
Warning: Joke spoilers for all Marvel movies ahead!
1. “Let’s face it, this is not the worst thing you’ve caught me doing.”
When Pepper Potts walks in on Tony messing with his Iron Man suit, this classic Stark comeback cannot be beaten.
2. “We have a Hulk.”
From the 2012 “Avengers,” Tony Stark’s rebuttal to Loki’s boast “I have an army” is “We have a Hulk.” This is made all the sweeter when you consider Loki himself says “We have a Hulk” when he stands-up to Thanos in “Infinity War.”
3. “Better clench up, Legolas.”
Tony Stark’s pop culture references are an artform. If you don’t know who Legolas is and why this is funny, I’m sorry that I have to explain this to you: Legolas is an elf archer from “Lord of the Rings.” Hawkeye is an archer. Okay. enough explaining.
4. “I’m a huge fan of the way you lose control and turn into an enormous green rage monster.”
This Tony Stark quip is preceded by him complimenting Bruce Banner on his scientific achievements, which of course, is totally overshadowed by his ability to Hulk-out.
5. “No hard feelings, Point Break.”
I’m not going to explain this reference. I’ll explain “Lord of the Rings” references, but not this one. Either you get it, or you don’t. (If you’re reading this website and you’re a dad, I’m guessing you get this.)
6. “I understood that reference!”
Steve Rogers is great when he gets super-earnest in subsequent Avengers flicks, but he’s pretty much the best when he’s struggling with 21st-century pop culture references. In the first “Avengers,” when Steve actually understands one of Nick Fury’s references to “The Wizard of Oz,” his reaction is pure gold.
7. “The city is flying. We’re fighting an army of robots. And I have a bow and arrow. None of this makes sense.”
One of the funniest meta-fictional lines in any Marvel movie. Hawkeye knows nothing about his role in these movies makes sense.
8. “Why would I put my finger on his throat?”
You could, in theory, do an entire list of just great jokes and funny moments from both “Guardians of the Galaxy” movies and their appearances in “Infinity War” and “Endgame.” I’ve tried to prevent too many “Guardians” jokes from dominating this list. But still, when Star-Lord is trying to reason with Drax in that prison, this visual gag where Drax doesn’t understand the pantomime for killing someone is hilarious.
9. “If I had a black light, this place would look like a Jackson Pollock painting”
A crass joke that flies over the head of kids and into the ears of knowing adults. Nice. Totally on-brand from Chris Pratt’s Star-Lord. Also, fun fact, this line was ad-libbed by Chris Pratt on the spot.
10. “He says he’s an a-hole, and I’m quoting him here, but he’s not 100 percent…a dick”
John C. Reilly’s small role in “Guardians of the Galaxy” is underrated. It just is.
11. “If you say one more word, I’ll feed you to my children! I’m kidding. We’re vegetarians.”
M’baku might not be as famous as T’Challa in the kingdom of Wakanda, but he’s pretty much the funniest person in “Black Panther.”
12. “He’s a friend from work!”
When Thor realizes he’s supposed to fight the Hulk in “Ragnarok,” he’s thrilled and relieved. This line is fantastic because it’s so relatable, but it’s made ten times sweeter when you know that a Make-A-Wish kid actually suggested the line in the first place. True story!
13. “Dude, you’re embarrassing me in front of the wizards.”
Tony Stark and Bruce Banner’s reunion in “Infinity War” is full of a lot of great moments, but this joke is easily the best.
14. “OH! we’re using our made-up names!”
The lovable innocence of Tom Holland’s Peter Parker is always great and when he understandably doesn’t understand that Dr. Strange’s real name is Dr. Strange, it’s one of the funniest moments in the entire series.
15. “Kick names. Take ass”
Mantis’ mangling of a pretty common cliche turns it into something very different thanks to her naivite — and impeccable timing.
16. “I get emails from a raccoon, so nothing sounds crazy.”
Black Widow is super tired in this “Avengers: Endgame” one-liner, but her workplace emails are certainly a little different than yours. Or are they?
17. “What’s up, regular-sized man?”
Rhodey gets in on the one-liner action, in one of the best jokes for “Endgame.” Picking on Ant-Man might not be nice, but it is hilarious.
18. “As far as I’m concerned, that is America’s ass.”
Paul Rudd, an actual comedic actor who found his way into the Marvel universe as Ant-Man, gets what is probably the very best line in “Avengers: Endgame.” This joke is so good, it gets repeated by Steve Rogers as he’s staring at former-him’s ass.
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.
Let’s face it, sometimes, the military gets stuck with bad planes. We’re talking real dogs here.
One of the worst jets was bought by the U.S. Navy and lasted just over a decade between first flight and being retired.
The plane in question was the Vought F7U Cutlass. To be fair, it was better than Vought’s last two offerings to the Navy. The F5U “Flying Flapjack” was a propeller plane that never got past the prototype stage. The F6U Pirate was underpowered and quickly retired.
But pilots grew to hate the Cutlass.
According to Air and Space Magazine, the Cutlass had such a bad reputation that a pilot quit the Blue Angels when he was told that was the plane they would fly. It was underpowered – and badly so. The Navy had wanted an engine providing 10,000 pounds of thrust – but the Cutlass engines never came close to that figure.
The nose gear also had a habit of collapsing. The hydraulic system had more leaks than you’d find in a nursery with low-cost diapers. Not mention that this plane was a bear to fly.
Now, the Cutlass did achieve one significant milestone: It was the first naval fighter to deploy with the Sparrow air-to-air missile. That, combined with four 20mm cannon, made for a relatively well armed plane.
The Cutlass also was modified for ground-attack, but the order was cancelled.
Much to the relief of pilots who had to fly it, the F7U Cutlass was retired in 1959, replaced by the F8U Crusader, later to be known as the F-8 Crusader.
The Sparrow, the new armament for the Cutlass, went on to have a long career with the U.S. military, serving as a beyond-visual range missile until the 1990s, when the AIM-120 AMRAAM replaced it.