While everyone knows about Pearl Harbor, what most don’t remember was that Japan tried hard throughout World War II to hit the U.S. mainland.
Tokyo ended up using very old technology – hot air balloons – to deliver bombs to the United States.
The genesis of this attack was the Doolittle Raid of 1942. The attack had caused the Japanese military to lose face, so they resolved to strike back. After several bomber projects failed, Tokyo turned to what they called the fūsen bakudan, or “fire bomb.” Manufactured primarily by teenage girl laborers, over 9,000 of these balloons were sent America’s way, according to WarHistoryOnline.com, with the goal of creating forest fires to draw American resources away from the front.
In what may be the first intercontinental weapon in military history – the fūsen bakudan, or fire balloon. Japan produced 9,3000 of them. (Youtube Screenshot)
First launched in November 1944, the balloon bombs reached as far east as Detroit, Michigan. These 30-foot balloons used the jet stream to reach America. American and Canadian fighter pilots saw some of them, and shot down about 20. Many others were seen to come down, and at least seven were recovered by the U.S. Army.
The United States covered up knowledge of the ICBM precursor — mostly fool Japan into thinking the balloons weren’t making it to the mainland. Speculation centered around the internment camps and submarines, but geologists traced the sand in the sandbags to Japan.
Only one of the bombs caused any fatalities. On May 5, 1945, a minster, Archie Mitchell, and his wife took five Sunday School students on an outing to the forest. Mrs. Mitchell and the students then found the balloon while Rev. Mitchell was still at the car. The bomb detonated while the students were trying to drag it out, and Mrs. Mitchell and all five students were either killed or later died of their wounds.
An Army investigation determined the balloon bomb had been in the area for weeks before it blew.
The tragedy surrounding that outing was the only balloon attack that was publicized by the military. As a result, Japan cancelled the program. America’s media blackout had worked. Only 300 of the balloon bombs were seen in the United States, according to a 1995 Salt Lake Tribune article. One bomb was found in Canada in 2014, and detonated by EOD personnel.
Check out this National Geographic video for more details of Japan’s WW2 ICBMs.
It leads the United States’ war against ISIS and with 75 aircraft on its deck has the ability to carry out numerous combat sorties a day. On July 3, Prime Minister Benjamin Netanyahu visited the USS George H. W. Bush docked opposite the Haifa Port and became the first sitting head of state to visit America’s largest and most lethal floating war machine.
The docking of the ship on July 1 marked the first time an aircraft carrier visited Israel in 17 years.
“The visit of the USS George H.W. Bush speaks to the enduring commitment to our shared interests and a commitment to fight against our common enemies,” Commanding Officer Capt. Will Pennington told reporters during a visit to the ship. According to a statement by the US European Command, the ship’s visit is meant “to enhance US-Israel relations as the two nations reaffirm their continued commitment to the collective security of the European and Middle East Regions.”
According to Pennington, the crew is constantly engaged in cooperation with Israel, including sharing intelligence.
“There is a tremendous network of shared intelligence. As you are aware the airspace in the region is very, very, busy with lots of different actors so the need to deconflict that and make sure that everyone understands their missions is very important,” he said.
Visiting the ship with US Ambassador to Israel David Friedman, Netanyahu recalled his visit to another aircraft carrier 20 years ago.
“So much has changed since the first time I visited… our ties have gotten stronger and deeper,” he said. “It is a floating island of America. It is a symbol of freedom and strength and victory.”
The USS George H.W. Bush was in the region to participate in the fight against ISIS, carrying out its last operational mission on June 30. With 20-25 sorties per day, aircraft aboard the ship have carried out 1,600 sorties over both Syria and Iraq, striking targets in Mosul and in the vicinity of Raqqa on missions that can last seven to nine hours.
The targets which are directed by the coalition ground commander, are sometimes known prior to take-off and pilots have sometimes also received targets while in the air.
According to Carrier Air Wing 8 Captain James A. McCall, one of the real-time targets was the Syrian jet that was downed on June 18 in southern Raqqa province by one of the jets stationed on the aircraft carrier.
“The jet came within visual distance” McCall said, stating that US jets “warned the Syrian aircraft that they were approaching coalition friendlies. They (the Syrian regime jet) ignored the warning and even dropped bombs on the friendlies,” he said referring to the Syrian Democratic Force who are supported by the coalition.
Towards the end of its seven-month deployment, the USS George H.W. Bush arrived in Haifa after a 40 day voyage from Dubai.
While the ship will not be taking part in any joint exercises with the Israeli Navy, Israel provided security as it pulled into the Haifa Bay allowing the ship’s strike group to continue to other missions and port calls.
“We are very tightly linked with our colleagues and partners and allies from the IDF and have been for very many years,” Pennington said.
Speaking at a ceremony aboard the carrier, Admiral Michelle J. Howard, commander of the US Naval Forces Europe-Africa, stated that the visit marks “a special moment” between Israel and the United States which “has had long standing military to military engagements with Israel.”
“In this visit to Israel, the ship’s might is a metaphor for the strength of the bonds between our countries. I’d like to thank the Israeli people for hosting us and for taking care of our Sailors,” she added.
Intelligence Minister Israel Katz, who visited the ship on Sunday stated that it was “a timely show of American power projection and deterrence capability.”
“Its support for the countries fighting Islamic extremism and terror and Iran is very important, especially now when Iran is working to create facts on the ground in Syria, including a port on the Mediterranean, and Hezbollah continues to build its arsenal with more advanced and precise missiles.”
Snipers have to be able to disappear on the battlefield in a way that other troops do not, and the ghillie suit is a key part of what makes these elite warfighters masters of concealment.
“A sniper’s mission dictates that he remains concealed in order to be successful,” Staff Sgt. Ricky Labistre, a sniper with 1st Battalion, 160th Infantry Regiment of the California National Guard, previously explained.
“Ghillie suits provide snipers that edge and flexibility to maintain a concealed position,”he added.
A ghillie suit is a kind of camouflaged uniform that snipers use to disappear in any environment, be it desert, woodland, sand, or snow. US Army Staff Sgt. David Smith, an instructor at the service’s sniper school, recently showed off a ghillie suit that he put together from scratch using jute twine and other materials.
Ghillie bottoms have some kind of webbing or net material attached to the back of it where jute and other materials can be attached to break up the outline of the groin area.
(U.S. Army photo by Staff Sgt. Edwin Pierce)
A view of the ghillie bottoms from the back.
(U.S. Army photo by Staff Sgt. Edwin Pierce)
Ghillie tops, like the bottoms, also have some kind of webbing or net material attached to the back and shoulders where jute can be attached to break up the outline of the shoulders and the space beneath the arms.
(U.S. Army photo by Staff Sgt. Edwin Pierce)
A view of the ghillie top from the back.
(U.S. Army photo by Staff Sgt. Edwin Pierce)
The Ghille tops and bottoms have been reinforced in the front with extra material in order to allow for longer wear of the suit with less damage to the natural material under it and to allow for individual movements like the low crawl.
(U.S. Army photo by Staff Sgt. Edwin Pierce)
The head gear, which can be a boonie hat, ball cap, or some other head covering, has webbing or net material sewn in so that the sniper can attach jute or vegetation to it in order to break up the natural outline of a wearer’s head and shoulders.
(U.S. Army photo by Staff Sgt. Edwin Pierce)
Snipers concealed in grass by their ghillie suits.
(U.S. Air National Guard photo by Master Sgt. Becky Vanshur)
When it all comes together, snipers become undetectable sharpshooters with ability to provide overwatch, scout enemy positions, or eliminate threats at great distances. “No one knows you’re there. I’m watching you, I see everything that you are doing, and someone is about to come mess up your day,” First Sgt. Kevin Sipes, a veteran Army sniper, previously told Insider.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The military has very talented photographers in the ranks, and they constantly attempt to capture what life as a service member is like during training and at war. Here are the best military photos of the week:
Members of the Alaska Air National Guard’s 212th Rescue Squadron participate in a mass casualty training event on Joint Base Elmendorf-Richardson, Alaska, May 4, 2016. The exercise consisted of a tactical foot patrol in the woods, where rescue team members reported casualties. During the movement, the team was ambushed by opposition forces, causing them to react to contact, suppress enemy fire, and call for close air support. This training prepares the Air Force’s elite rescue personnel for the types of high-risk rescue missions they conduct when deployed in defense of their nation.
Capt. Jonathan Bonilla and 1st Lt. Vicente Vasquez, 459th Airlift Squadron UH-1N Huey pilots, fly over Tokyo after completing night training April 25, 2016. The 459th AS frequently trains on a multitude of scenarios in preparation for potential real-world contingencies and operations.
U.S. Army Soldiers, assigned to 3rd General Support Aviation Battalion, 82nd Combat Aviation Brigade, supported 3rd Brigade Combat Team, 82nd Airborne Division, with medical evacuation support during Operation Wolfpack Thunder, Fort Bragg, N.C. April 28, 2016.
A U.S. Army Reserve military police Soldier shoots an M240B machine gun during night fire qualification at Fort Hunter Liggett, California, May 3, 2016.
MEDITERRANEAN SEA (May 5, 2016) Sailors participate in a low light small arms gun shoot aboard the guided-missile destroyer USS Porter (DDG 78) May 5, 2016. Porter is conducting a routine patrol in the U.S. 6th Fleet area of operations in support of U.S. national security interests in Europe.
PORT EVERGLADES, Fla. (May 3, 2016) Sailors from USS Bainbridge (DDG 96) attempt to stop a flood using multiple plugging techniques during the Damage Control Olympics held during Fleet Week. The event provides an opportunity for the citizens of South Florida to witness firsthand the latest capabilities of today’s maritime services and gain a better understanding of how the sea services support the maritime strategy and national defense of the United States. The Navy, Marine Corps, and Coast Guard are war fighters first who train to be ready to operate forward to preserve peace, protect commerce, and deter aggression through forward presence.
An MV-22B assigned to Marine Tilitrotor Squadron-165 (VMM-165), Marine Air Group (MAG 16), 3d Marine Aircraft Wing (3d MAW) takes off during Wildland Firefighting Exercise at Marine Corps Base Camp Pendleton, San Diego Calif, on May 5, 2016. Wildland Firefighting Exercise 2016 is part of an annual training exercise to simulate the firefighting efforts by aviation and ground assets from the Navy, Marine Corps, San Diego County and CAL Fire. This event is aimed at bringing awareness to this joint capability while also exercising the pilots and operators who conduct firefighting missions.
Marines assigned to 3rd Battalion, 3rd Marine Regiment, board a CH-53E Super Stallion helicopter assigned to Marine Heavy Helicopter Squadron 463 for extraction from Landing Zone Canes, Hawaii, April 29, 2016. HMH-463 conducted personnel extraction and insertion in support of 3rd Battalion, 3rd Marine Regiment during their Marine Corps Combat Readiness Evaluation.
William Porter, a Houston, Texas native, gets his head shaved as part of his transformation from civilian volunteer to Coast Guardsman at Coast Guard Training Center Cape May, N.J.
Long hours and a strenuous work routine are the cost of maintaining constant readiness. Halibut family members wave goodbye as the crew leaves for patrol.
The non-profit American Corporate Partners called out We Are The Mighty recently for the Give Them 20 campaign, and we happily obliged.
Give Them 20, a campaign launched on Memorial Day, is similar to last year’s “Ice Bucket Challenge,” only this time people are encouraged to shoot creative videos that feature them “giving 20” of an exercise, such as pushups, sit-ups, or pull-ups. It has already had considerable star power behind it, from celebrities like Jon Stewart and Stephen Colbert, and is meant as a way of raising awareness for veterans.
“More than 1 million veterans are in the process of returning home and 2 million veterans are already back,” ACP Chairman and Founder, Sid Goodfriend, said in a statement. “Let’s salute all of our service members this summer by giving them 20.”
At We Are The Mighty in Los Angeles, our office is filled with military veterans from every branch. But we got called out and we figured we could do our part. As you’ll see, we had some fun in the process.
U.S. Air Force B-52 Stratofortress aircraft from Barksdale Air Force Base, Louisiana, arrived at Al Udeid Air Base, Qatar, today, in support of theater requirements and Operation Inherent Resolve, the operation to eliminate Da’esh and the threat they pose to Iraq, Syria and the wider international community.
“The B-52 will provide the Coalition continued precision and deliver desired airpower effects,” said Lt. Gen. Charles Q. Brown Jr., commander, U.S. Air Forces Central Command and Combined Forces Air Component. “As a multi-role platform, the B-52 offers diverse capabilities including delivery of precision weapons and the flexibility and endurance needed to support the combatant commander’s priorities and strengthen the Coalition team.”
The 19-nation air coalition consists of numerous strike aircraft and the B-52s will bring their unique capability to the fight against Da’esh.
The B-52 is a long-range heavy bomber that can perform a variety of missions including strategic attack, close-air support, air interdiction, and maritime operations.
Crews will be available to carry out missions in both Iraq and Syria as needed to support Air Tasking Order requirements.
“The B-52 demonstrates our continued resolve to apply persistent pressure on Da’esh and defend the region in any future contingency,”said Brown.
This deployment is the first basing of the B-52s in the U.S. Central Command area of responsibility in 26 years. The B-52s were based in Saudi Arabia supporting Operation Desert Storm. The B-52s were last flown operationally during Operation Enduring Freedom in May 2006, and during Exercise Eager Lion – a USCENTCOM- led multilateral exercise in Jordan in May 2015.
The coalition conducted more than 33,000 airpower missions in support of OIR. Since the beginning of the operation, the Coalition struck about 459 VBIEDs, 776 mortar systems, 1,933 logistics buildings housing these weapons, 662 weapons caches, and 1,341 staging areas.
The Department of Veterans Affairs warned June 14 it was unexpectedly running out of money for a program that offers veterans private-sector health care, forcing it to hold back on some services that lawmakers worry could cause delays in medical treatment.
It is making an urgent request to Congress to allow it to shift money from other programs to fill the sudden budget gap.
VA Secretary David Shulkin made the surprising revelation at a Senate hearing. He cited a shortfall of more than $1 billion in the Choice program due to increased demand from veterans for federally-paid medical care outside the VA. The VA had previously assured Congress that funding for Choice would last until early next year.
“We need your help on the best solution to get more money into the Choice account,” Shulkin told the Senate Veterans’ Affairs Committee. “If there is no action at all by Congress, then the Choice program will dry up by mid-August.”
The department began instructing VA medical centers late last week to limit the number of veterans it sent to private doctors so it can slow spending in the Choice account. Some veterans were being sent to Defence Department hospitals, VA facilities located farther away, or other alternative locations “when care is not offered in VA,” according to a June 7 internal VA memorandum.
The VA is also scrambling to tap other parts of its budget, including about $620 million in carry-over money that it had set aside for use in the next fiscal year beginning Oct. 1. It was asking field offices to hold off on spending for certain medical equipment to help cover costs, according to a call the department held with several congressional committees June 13.
It did not rule out taking money from VA hospitals.
Shulkin on June 14 insisted that veterans will not see an impact in their health care. He blamed in part the department’s excessive use of an exception in the Choice program that allowed veterans to go to private doctors if they faced an “excessive burden” in traveling to a VA facility. Typically, Choice restricts use of private doctors only when veterans must wait 30 days or more for an appointment or drive more than 40 miles to a facility.
Medical centers were now being asked to hew more closely to Choice’s restrictions before sending veterans to private doctors, Shulkin said.
He described the shortfall in the Choice program as mostly logistical, amounting to different checking accounts within the VA that needed to be combined to meet various payments.
Some senators were in disbelief.
They noted that VA had failed to anticipate or fix budget problems many times before. Two years ago, the VA endured sharp criticism from Congress when it was forced to seek emergency help to cover a $2.5 billion budget shortfall due in part to expensive hepatitis C treatments, or face closing some VA hospitals.Congress allowed VA to shift money from its Choice account.
“I am deeply concerned,” said Sen. Patty Murray, D- Wash., explaining that VA should have “seen this coming.” She said veterans in her state were already reporting delays in care and being asked to travel to VA facilities more than 4 hours away.
Sen. Jon Tester of Montana, the top Democrat on the panel, expressed impatience.
“For months we’ve been asking about the Choice spend rate and we were never provided those answers to make an informed decision,” he said. “No one wants to delay care for veterans — no one — so we will act appropriately. For that to happen this late in the game is frustrating to me.”
Major veterans’ organizations said they worried the shortfall was the latest sign of poor budget planning.
Carl Blake, an associate executive director at Paralyzed Veterans of America, said the VA has yet to address how it intends to address a growing appeals backlog as well as increased demands for care. “The VA could be staring at a huge hole in its budget for 2018,” he said. “It’s not enough to say we have enough money, that we can move it around. That is simply not true.”
The shortfall surfaced just weeks after lawmakers were still being assured the Choice program was under budget, with $1.1 billion estimated to be left over in the account on Aug. 7, when the program was originally set to expire. That VA estimate prompted Congress to pass legislation last March to extend the program until the Choice money ran out.
Shulkin said he learned about the shortfall June 8.
Currently, more than 30 per cent of VA appointments are made in the private sector, up from fewer than 20 per cent in 2014, as the VA’s 1,700 health facilities struggle to meet growing demands for medical care. During the 2016 campaign, President Donald Trump criticized the VA for long wait times and mismanagement, pledging to give veterans more choice in seeing outside providers.
“Something I’d like to see in the future is an article talking about the performance of the Hornet versus the Super Hornet. I often times see people comment that the legacy Hornet is more maneuverable than the Super, but I’d like to see an article by someone who has stick time in both who knows what they are talking about. Perhaps G.M. would be interested in this topic since he has flown both?”
Awesome question! This is a question I used to ask a lot while going through flight school. I am truly fortunate to have experience flying both jets. They are both awesome machines with tremendous capability, but you’ll see why I prefer the F/A-18E/F Super Hornet by the time you finish reading.
Keep in mind that these thoughts are just my opinions and dozens of others have had the chance to fly both jets (although I’d say that most of those people would agree with most of these points).
It is hard to believe that the Rhino has been flying for 20 years. The Super Hornet is a bit paradoxical to describe in relation to the Hornet because while it is evolutionary and looks similar (both inside and out), it is largely a new aircraft. When Boeing pitched the Super Hornet to Congress they said the jet would keep the same F/A-18 designation and use numerous common parts with the Legacy Hornet.
This economical argument helped Boeing win the contract. I am glad they did, because the Super Hornet is a much improved aircraft over its predecessor. Among the aircraft’s general improvements include: more powerful engines controlled by FADEC, much larger internal and external fuel capacity, 2 more weapons stations, numerous avionics improvements, and some radar cross-section (RCS) reduction measures.
Besides the obvious larger size, you can distinguish the Rhino from the Legacy with some key design features; mainly the enlarged Leading Edge Extension (LEX), “sawtooth” outer wing, and larger rectangular intakes. All of those design features not only make the jet look badass, but enhance the jets’ capabilities too. We’ll talk about all of that in a bit.
You can take a newly qualified Legacy Hornet pilot, put him into the cockpit of the Rhino, and he will be able to start-up, takeoff, and land. It is that similar from a basic airplane standpoint. There are some very subtle changes to some of the switches and procedures, but outside of that, the ground ops are very similar. Folding the wings is easier in the Rhino (not that it was that hard before), and the only thing that may trip up a transition pilot will be the use of the Up Front Control Display (UFCD).
The UFCD replaces the old physical keypad in the cockpit for entering data. It takes a little bit of getting used to, but once you do, you’ll find it to be a huge upgrade. Think of it like going from a flip phone with a physical keyboard and screen, to an iPhone where the screen can show you anything you want. Another nice feature in the cockpit is the Engine Fuel Display (EFD), and Reference Standby Display (RSD) on the new Super Hornets.
You would also notice the full color cockpit displays instead of the monochrome displays of the Hornet. These all add a nice touch of technology to the cockpit that is not only ergonomic, but also adds to the cool factor. Once you’ve entered your data and have the motors fired up, the high performance Nose Wheel Steering works exactly the same as it did before as you head towards the runway.
You’ll get your first taste of the Rhino’s improved performance when you push the throttles past the MIL detent and into afterburner. A fully functioning FADEC always provides the pilot with the requested thrust and the much larger intakes can feed a much higher amount of air into the compressors. When you combine those factors with the larger wings you get fantastic takeoff performance (I know, Mover–still not the same kick in the pants as the Viper).
The Super Hornet gets airborne in nearly 1,000 feet less distance and nearly 20 knots slower than the Hornet. On the ship, the procedures are nearly the same as they were in the legacy Hornet, except now the catapult launch is in full flaps and there is no selection of afterburner mid-catstroke. There can still be afterburner shots for certain weights and configurations, but some of those procedures have slightly changed.
The sensation of catapult stroke is the same as before (i.e awesome). The jet tends to leap off the flight deck easier than the old Legacy, too. I haven’t flown a tanker configured jet from the ship yet, but I hear that the cat shot for that is as intense as they come.
One of my favorite improvements in the Rhino is the gas. There’s a lot more gas. SO MUCH MORE GAS! Most Cessna drivers take it for granted the endurance they have in their aircraft. They have endurance that a Legacy hornet couldn’t hope to achieve without aerial refueling. With about 4,000 more pounds of internal fuel and larger external tanks, I feel comfortable flying the Super Hornet without gluing one eye to my fuel quantity.
Gas was precious when flying the Charlie (worse in the Delta during my initial training). This was especially true around the boat when you had to wait for a specific time to land unlike at an airfield. This gas is huge for tactical training, cross-countries, and combat missions.
Although, there is still no capability to fly a civilian ILS in the Super Hornet, RNAV capability was recently added to the Rhino fleet. Also, while the Legacy Hornet could only hold a few dozen preplanned waypoints, the Rhino can hold hundreds.
Flight characteristics when flying from Point A to Point B are the same as in the Legacy. All of the same autopilot modes exist, and all of the displays including the HUD have virtually identical symbology. There is also no physical speedbrake on the Super Hornet. When the speedbrake switch is activated, the flight control computers deflect the flight controls to maximize drag while minimizing any pitching moments.
There’s really not much to talk about here. The two jets are very similar when it comes to the administrative phases of flight.
There are some small subtle differences with landing the Rhino at the field. The autothrottles, should you choose them, are mechanized a little bit differently. In short, it judges the magnitude of the rate of stick movement, vice the magnitude of distance of stick movement. In short, both jets’ autothrottles are awesome, but I think the Legacy takes the cake on that one. The Rhino lands about ten knots slower than the Hornet, thanks to the large LEXs and wings. Unlike the Hornet, the Rhino has a nice ability to aerobrake if you hold the nose off the ground after touchdown. The jet’s beefy brakes get you to a quick stop as well, should you need them.
At the ship, the Rhino wins the landing competition easily. With the slower approach speed, large wings, and more powerful engines, glideslope corrections are faster and easier. Not only that, but thanks to a new symbol in the HUD called the power carat, the pilot is much more easily able to fine tune his ball-flying technique. To me, the boat landing feels slightly less like a car crash than it did in the Hornet, but by no means is it a glassy smooth event. I always used to go to full afterburner on touchdown in the Hornet, but that is strictly verboten in the Rhino. If you see one do that on YouTube, he’s wrong.
Finally, a huge improvement for the Rhino is the “bringback” capability. Its robust design and large gas tanks allow the pilot to land with more weapons unreleased. In a Hornet loaded up with bombs, it may only have enough gas for a couple of tries to land on the ship before having to tank airborne or divert. The Rhino is able to land with much more fuel, allowing for both more heavy loadouts at launch and for more landing attempts at recovery.
Now to FINALLY answer the questions that the reader probably intended to ask! How well does the jet do what it was built to do: fight in combat. In nearly every metric, I would argue that the Super Hornet beats its predecessor in air-to-air combat. I write the word “nearly” intentionally, but we’ll get to that later.
In a beyond-visual-range (BVR) fight, it’s not even close, especially when the Rhino is equipped with the APG-79 radar. This AESA radar is truly phenomenal. With the ability to see at farther ranges and track more targets at once, it truly presents a clear picture of exactly what is in front of the pilot. Not only that, but the radar can be run simultaneously in air-to-air and air-to-ground modes.
With additional weapons stations under the wings, even more AIM-120 AMRAAMs can be brought into the fight, and with the extra gas, can fight for longer. Survivability is also drastically better thanks in part to an advanced countermeasures suite and reduced RCS. The jet can carry more chaff and flares, has a powerful ALQ-214 jammer, an upgraded radar warning receiver, as well as options for towed decoys.
All of the Link 16 capabilities of the Hornet have been carried over and all of these features combined make the Rhino very formidable. However, there is something negative that can be said. The Super Hornet’s pylons are canted outboard very slightly, significantly increasing drag at high speeds. Also, for you nerds out there, the Rhino’s design doesn’t incorporate the Area Rule as well as the Hornet, meaning that the Super Hornet will have lower transonic acceleration performance and lower top speed.
In the within-visual-range (WVR) arena, we finally arrive at the original question: which is more maneuverable? In my opinion, I’d say the edge goes to the Hornet….slightly. Both jets have excellent handling characteristics, and to be honest, they feel very similar. If both aircraft have no external wing stores attached, the Hornet will have a noticeably crisper roll rate, but not by much. It is recommended for both aircraft that to get the best roll performance, they roll unloaded.
That is to say, roll while minimizing positive G. It is just a little bit tougher to get there in the Rhino than the Legacy; the Rhino requires a much more deliberate push forward of the stick to unload than the Hornet. However, both aircraft have excellent high angle-of-attack/slow-speed maneuvering, and both jets have excellent flight control logics, such as the “Pirouette.”
An additional logic was built in for the Rhino called Turbo Nose Down. As funny as that sounds, it is an important logic that allows the jet to recover from a slow-speed, nose-high attitude much easier by flaring the rudders and raising the spoilers. At lower altitudes, the Rhino’s engines produce much more thrust than the Hornet’s. This allows for improved energy addition and sustained turn rate. Maintaining airspeed while pulling high G is much easier than it was before. At higher altitudes, however, both aircraft have a little bit of a hard time with energy addition.
In summary, if I had to choose which aircraft to dogfight in, I’d pick a “big motor” legacy Hornet, with it’s crisper maneuverability and enhanced thrust. However, both aircraft utilize the AIM-9X Sidewinder and Joint Helmet Mounted Cueing System (JHMCS), so as I usually say, it comes down to the “man in the box.”
In the air-to-surface environment, there are not too many differences between the jets. Both aircraft use the JHMCS and ATFLIR. However, the Rhino’s APG-79 allows for synthetic aperture radar mapping, or SARMAP. When I first saw this I couldn’t believe it; the radar was painting the ground and displayed an image as good as the ATFLIR.
The same inventory of smart weapons are available to both aircraft. Just like in air-to-air, the Rhino can carry more thanks to more weapons stations.
As far as the “dumb” weapons are concerned, the Rhino actually carries a few less rounds in the M61 20mm cannon than the Legacy. The Rhino also can’t carry unguided rockets, as I have previously mentioned. When it comes to delivering general purpose bombs, such as the MK 82 series, the roll-ins are a little more sluggish in the Super Hornet. This is all in the same vein of what we discussed in air-to-air: the Legacy is a little crisper.
In an interdiction or strike mission, all of the Rhino’s survivability that I mentioned earlier makes it by far the aircraft of choice in a non-permissive environment. Going against a robust IADS, the reduced RCS and advanced countermeasures, coupled with my Growler buddies from the Ready Room next door help take a little bit of the edge off. Link 16 technology is the same in both aircraft and is still awesome technology.
I’d take the Rhino in all air-to-surface missions, in both permissive and non-permissive environments.
Something the Rhino can do that the Hornet can’t is be an aerial tanker. I personally have not flown one in that configuration, but I hear that the jet performs as a pig. That is no surprise with all of that drag and 30,000 pounds of gas. As an LSO, I can tell you a “5-wet” tanker is much more prone to settle below glideslope behind the ship and requires a bit more reaction time to get back above glideslope. The mission is important, however, and has provided me both mission gas and recovery gas during an emergency at the ship.
Aerial refueling is pretty much the same as in the Hornet, except it takes longer to top off.
Overall, the Hornet was my first love. I’ll always look back fondly on flying the F/A-18C and often times I miss it. However, there is no doubt the Rhino is the jet I want to fly off the boat into combat. Great question, keep them coming!
Two U.S. military commands involved in buying and fielding new gear for special operators have released a list of what features they would like to see in future military vehicles — and the list shows some serious upgrades for warfighters.
The Joint Special Operations Command and the Program Executive Office Special Operations Forces Warrior released their wish list in a Federal Business Opportunities solicitation. While some of the upgrades they’re searching for are pretty standard — such as more reliable drivetrains and cheaper brakes — these five technologies could be game changing:
1. Invisible armor on civilian vehicles
The document calls for low visibility “Armor materials/panels, etc., that can be transferred and integrated from one commercial vehicle to another with minimal manpower and in a minimal timeframe.” This could allow operators to fortify a civilian vehicle for a mission. Then, if that car is compromised, quickly move the armor to a new ride for the next mission.
2. Transformer vehicles
Spec ops buyers are looking for a chassis that could survive after the car body wears out. In other words, operators would have a truck or SUV that they use for some operations, and after the vehicle gets banged up, worn out, or just stops looking cool, the troops could trade out the body for a new one for cheap.
3. Engine starters and batteries that work at -50 degrees
Batteries and starters that work at 50 degrees below zero would give soldiers confidence that they can always make a quick getaway, even in the Arctic Circle. In addition to delivering power in extremely frigid weather, the batteries should provide electricity for a longer time between charges. This would allow users to run the heat and electronic devices in the field for longer without turning on the engine.
4. Lighter, hidden armor
In addition to the transferability of the armor described in the first entry, JSOC and PEO-SOF are asking for the hidden armor for civilian vehicles to be lighter. This would reduce the low gas mileage and high rollover problems associated with current vehicles using hidden armor.
5. Hybrid military dune buggies
The solicitation calls for electric or hybrid electric vehicle technology for LTATVs. The Light Tactical All Terrain Vehicle is basically a souped-up ATV for light troops like special operators and paratroopers. Now, soldiers want an all-electric or hybrid version of the vehicle that would “increase range, reduce maintenance, and lower the audible signature.”
6. “Low Profile Antennas for Line of Sight, SATCOM, and ECMS”
This is exactly what it sounds like, a variety of antennas that work as well as current models while also being harder to detect. It would allow all vehicles — commercial and military — to be outfitted with more communications devices without drawing undue attention and enemy fire.
7. “Visual, Audible, and Thermal Signature Reduction”
The commandos want vehicles that are harder to detect, track, and target. Quieter vehicles are more difficult to hear, cooler vehicles are harder to see with IR, and better-camouflaged vehicles are challenging to pick out with the naked eye. Operators want all three upgrades.
Finland is facing the possibility that Russia will eventually come for some of its territory like it seized South Ossetia from Georgia and Crimea and sections of Donbass from Ukraine.
To prepare for their own possible conflict, the Finnish armed forces and other agencies are holding exercises to prepare for Putin’s hybrid warfare.
Russia’s forays into Ukraine and, to a lesser extent, Georgia, relied on cyber warfare, special operations forces, and an aggressive information campaign.
But Europe has gotten to see Russia’s playbook in action, and Petri Mäkelä of Medium.com reports that Finland is preparing to counter it with everything from their own special operators to firefighters and airport administrators.
In 14 photos, here’s how Finland is doing it:
1. First, by looking cool as they run through smoke. (Ok, that’s probably not the training objective, but come on, this looks cool.)
2. Finland held three major training events in March, each of which required that federal and local security forces worked together to counter specific threats.
3. For instance, response teams converged on an airport that was under simulated attack, seeking to eliminate the threat as quickly and safely as possible.
4. This allowed security forces to practice operating in the high-stress environment and also allowed administrators to see how they can best set up their operations to keep passengers safe in an attack.
5. The exercises required soldiers and police to fight everything from angry individuals to enemy sniper and machine gun teams.
6. Of course, no training exercise is complete without practicing how to treat the wounded.
7. That’s where the firefighters and paramedics got involved.
8. In field hospitals, medical professionals treated simulated injuries sustained in the fighting.
9. Police forces assisted in re-establishing order and protecting the local populace.
10. But the exercises also allowed the military to practice conventional operations.
11. Finnish forces took on enemy elements in the woods and snow.
12. Helicopters ferried troops to different areas. They also helped move reservists, police, and other first responders when necessary.
13. The conventional exercises included some pretty awesome weaponry.
14. Of course, even with increased conscription, new equipment, and tailored training, Finland would face a tough fight with Russia. The Russian military is one of the largest in the world and it has been training for this and other fights.
Growing up, learning about World War I usually involved learning about three things: trench foot, poison gas, and bloody stalemate. Right before the history teacher moves on to World War II, we learn the old mnemonic device — on the 11th hour of the 11th day of the 11th month of 1918, ‘The War to End All Wars’ ended with an armistice.
Then, there was one kickass, worldwide party.
Obviously, glossing over one of the deadliest, most expensive, and most avoidable wars in American history does the Doughboys of the American Expeditionary Force an injustice. We need to remember that World War I was more than just a prelude to World War II. The horrors of WWI led to the annual recognition of those the who had to fight it. The day The Great War ended came to be remembered thereafter as Armistice Day.
But, when the 11th day of the 11 month rolls around, we all celebrate Veterans Day. What happened?
This is what Armistice Day 1938 looked like in Omaha, Nebraska.
The first public celebration of Armistice Day came in November, 1920. Much like how we celebrate Veterans Day today, the occasion was marked by speeches, parades, and exchange of drinks and stories between veterans of the war. The exception came when that 11th hour rolled around. For a moment, there was a pause in all activities across the country.
In that moment, mere years ago, millions of armed men stopped butchering each other over control of several yards of No Man’s Land.
In 1926, Congress made Armistice Day official, resolving that the “recurring anniversary of November 11, 1918, should be commemorated with thanksgiving and prayer and exercises designed to perpetuate peace between nations.” In 1938, Armistice Day became a Federal Holiday.
As we all know, the “War to End All Wars” didn’t actually end all wars — or any wars. It actually led very directly to the next war, World War II. Which led to the next war, the Korean War, which was part of a greater war, the Cold War. You get the point. By the time the Korean War ended, there was a whole new generation of war veterans who felt deserving of recognition for a job well done.
Veterans of those war lobbied Congress to change Armistice Day to Veterans Day in 1954, in order to honor veterans of every war. Congress agreed and President Eisenhower signed on to it, too.
Gerald Ford, the voice of reason.
In 1968, Congress acted again. This time, they wanted to give federal employees a couple of three-day weekends throughout the year, so they changed the dates of some major holidays to fall on certain Mondays. Columbus Day, Memorial Day, and Washington’s Birthday were all given Mondays. And Veterans Day was moved from the historic date of November 11 to “the fourth Monday in October.”
The states rightly thought that was a stupid idea and refused to recognize the movement of Veterans Day until President Ford changed it back in 1975.
Veterans Day is currently celebrated nationally on November 11, as it has been for decades. When the day was originally changed to Veterans Day in 1954, it was just in time for then-104-year old Albert Woolson, the last surviving veteran of the Civil War, to celebrate it. With him were two veterans of the Plains Wars, veterans of the Spanish-American War, and vets from the Philippines War.
States, local municipalities, and other governments have declared their own Veterans Days, some dating as far back as the end of World War II, recognizing the courage and sacrifices of every U.S. citizen who answered the country’s call to arms.
The U.S. military’s HMMWV, or “Humvee,” was the backbone of U.S. mobile military might for thirty years. Over that time it became as iconic as its predecessor, the Jeep. That kind of legacy is hard to replicate.
Enter the Joint Light Tactical Vehicle program.
The JLTV program demanded “a flexible vehicle that balances the payload, performance, and protection critical in the operating environments of today and tomorrow.” The program awarded the contract to Oshkosh Defense’s Light Combat All-Terrain Vehicle (L-ATV).
The L-ATV combines the protection of the Mine Resistant Ambush Protected (MRAP) vehicles used in Iraq and the MRAP All-Terrain Vehicle (M-ATV) used in Afghanistan, but it’s much lighter. It’s maximum weight of just over 15,600 pounds allows the vehicle to be transported by helicopter, reach speeds of over 100 mph, and cover rugged terrain 70 percent faster than the M-ATV.
The new vehicle comes in a four-door model combat vehicle or two-seater combat support vehicle. It also has the armor protection of the MRAP and a Crew 1080 protection system like those equipped in racing vehicles that allow drivers to walk away from horrific crashes.
The vehicle reportedly drives like a modern pickup truck. It runs on a GM Duramax 6.6-liter V8 turbo-diesel engine and features a TAK-4i independent suspension and an optional hybrid electric-diesel drivetrain.
Here are some other program requirements that the L-ATV has to meet:
It must comply with U.S. Army’s Long Term Armor Strategy (LTAS)
It has to be able to be transported by their current and planned systems. In April 2009, Marine Corps Commandant Gen. James Conway warned that the Marines “will not buy a vehicle that’s 20,000 lb.”
Passengers must be able to easily escape after the vehicle has taken damage
It needs an automatic fire extinguishing system
The crew compartment temperature has to be able to go from minus 40 to 65 degrees in one hour
Conversely, the crew compartment temperature has to be able to drop from 120 to 90 degrees within 40 minutes
It must have a diagnostic monitoring system that will electronically alert the operator of equipment failures so that they can be fixed. The electronic monitoring will observe the fuel, air intake, engine, cooling, transmission, energy storage, power generation and vehicle speed as well as other systems
It needs a trailer capable of carrying the same payload as its prime mover over the same speeds and mission profile
The Army is set to introduce L-ATVs to the force around 2018, and the Marines are getting theirs in 2022.
On July 31, 1917, the British guns in the Ypres salient roared to life, marking the opening of the Battle of Passchendaele. The battle would rage back and forth for over two months. Through the chaos, one amazing story emerged: A tank crew refused to give up or be captured and held out, on their own, stranded in No Man’s Land, for three days.
The reason was the unrelenting mud that created an incredibly difficult terrain for the crew.
Their story begins with 2nd Lt. Don Richardson, who was working in his family grocery business in Nottingham when the war broke out in 1914. He joined his local regiment, the Nottinghamshire and Derbyshire Regiment – also known as the Sherwood Foresters – and shipped off the next year.
As Britain began incorporating tanks into its war plans, Richardson was promoted to captain and given command of a tank section. He named his own tank “Fray Bentos” after the canned meat sold in his family store.
The Fray Bentos was a British Mark IV tank. While these early incarnations of armored vehicles were slow moving behemoths capable of about four miles per hour at top speed, they were heavily armored and packed with weaponry.
The tank mounted two Ordnance QF 6-pounder guns, three Lewis guns, and had a crew of eight, each armed with their own personal weapons. On Aug. 22, 1917, the men in the Fray Bentos set off in support of an attack by the British 61st Division in the vicinity of St. Julien. Captain Richardson decided to walk alongside the tank during the advance.
After three weeks of near constant shelling and a heavy rainfall, the area literally became a muddy quagmire.
As the attack progressed, the tank took out a German machine gun position before encountering a fusillade of machine gun fire as it approached the objective. Richardson was hit in the leg and dove inside the tank.
The driver, Lt. George Hill, was then blown off his seat by a wound to the neck just as the tank got into what Sgt. Robert Missen said was “a very deep soft place” that they “went in sideways.” Richardson tried to regain control but he was too late and the Fray Bentos slid into a ditch. The Mark IV tank was prepared for such an instance however, and carried unditching beams on the roof to extract itself from these situations.
Missen and Lance Cpl. Braedy exited the tank to retrieve the unditching equipment but the Germans spotted them and unleashed a maelstrom of fire. Missen later recalled “I heard bullets hitting the tank and saw some Boche about 30 yards off firing at me, I got in again.”
Braedy wasn’t so lucky. In his attempt to attach the unditching gear, he was gunned down. His body sank into the relentless mud and was never found. The remaining men in the tank returned fire with their rifles and Lewis guns. They even managed to get some shots off from their cannons despite their awkward position.
Soon, the infantry attack stalled out ahead of the tank and British soldiers began falling back to their trenches. This left the men of the Fray Bentos completely alone and isolated in No Man’s Land. As Germans approached the tank using an old trench under the tank’s Lewis gun, the crew easily picked them off with their rifles through an opening in the cab.
Germans then tried to swarm over the tank and drop grenades inside to flush out or kill the occupants. The British tankers engaged them in close combat. One German soldier managed to get a grenade inside but one of the men retrieved it and threw it out before it exploded.
It wasn’t long before most of the crew had been wounded.
Their ordeal was far from over. For the next three days and two nights, they fought off the Germans. They even had to contend with British snipers targeting them, unsure if they were Germans trying to steal the tank.
As time wore on, the men drained the radiator and drank the filthy water in order to survive. Richardson decided it was time for them to make their escape. Missen would go first to alert the infantry to their impending return in the hopes of them not being killed by friendly fire. The rest of the crew dismantled the cannons, gathered their maps and weapons, and, despite painful wounds, prepared to crawl through the treacherous mud back to friendly lines.
Under the cover of darkness on the night of Aug. 24, more than 60 hours after they first embarked on their mission, the men exited the tank one-by-one and made their way back to British trenches. Once they encountered men from the 9th Battalion, the Black Watch, they handed over their machine guns and made their way towards the aid station.
The wounded men from Passchendaele.
Richardson was mentioned in dispatches and would later receive the Military Cross for his actions. He would return to action in a new tank, Fray Bentos II, and serve until the end of the war. Lieutenant Hill was also awarded the Military Cross for his actions during the fighting. Missen and one of the gunners, William Morrey, were awarded the Distinguished Conduct Medal for their part in the action. The other surviving gunners, Ernest Hayton, Frederick Arthurs, Percy Budd, and James Binley, were all awarded the Military Medal.
The men of the Fray Bentos were the most decorated tank crew of the First World War.