Nuclear technology for power is not a new concept; we’ve been doing it for decades through fission. Fission occurs when an atom is split into smaller fragments, creating small explosions resulting in the release of heat energy. Fusion, on the other hand, is the process by which gas is heated up and separated into its ions and electrons. When the ions get hot enough, they can overcome their mutual repulsion and collide, fusing together, hence its name — fusion. When this happens, the energy released is three to four times more than that of a fission reaction, according to Lockheed Martin.
Lockheed Martin aims to mimic the fusion process within a small magnetic container designed to release its hundreds of millions of degrees of heat in a controlled fashion. These devices will be small enough to be used on planes and other vehicles.
Its compact size is the reason for which the engineers and scientists at Lockheed Martin believe they can achieve this technology so quickly. A small device size allows them to test and fail quickly under budget.
In this video Tom McGuire, a research engineer and scientist at Lockheed Martin explains how they plan to bottle the power of the sun within a decade:
Marines can fight in the air, on the ground and at sea – and soon they’ll have a robot that can tag along for at least two of those. Pliant Energy Systems’ Velox robot can track you on both land and sea. Snow, sand, ice, mud, it doesn’t matter the terrain; the Velox can follow you anywhere. But its true “natural” habitat is underwater, where its undulating propulsion system and efficient electrical drive can keep up with any target.
Its official designation is the Agile Amphibious Swimmer, and it first appeared at the 2017 Naval Future Force Science and Technology Expo in Washington, D.C. What’s special about it is that its undersea mode is not driven by the usual propeller system, but rather a pair of versatile, undulating fins that glide through the water, acting as both thrust and guidance systems.
What’s amazing is how the robot performs when it makes an amphibious landing, moving just as mobile on difficult terrain as it does in the water.
To the Brooklyn-based designers of Pliant Energy Systems, the smoothly undulating fins are a step far ahead of current, propeller-based systems. Undulating drives mean a lower environmental impact and a lower rate of entanglement in aquatic plants and animals. The fins create movement underwater in much the same way that manta rays do while crawling over land like a snake. This is its biggest selling point to the Office of Naval Research: it can handle any terrain during a single mission.
“The robot’s swimming performance alone is unprecedented outside of the natural world,” claimed Benjamin Pietro Filardo, founder, CEO, and CTO of Pliant. “But that’s only half the story because it can deploy its swimming fins to travel over various land topographies in ways that don’t seem to have been explored yet in the field of terrestrial robotics.”
The robot’s biomimic propulsion is just the beginning. Future versions of the robot could feature a propulsion system that can recharge itself in wind and in waters at sea. The secret is in the substance that makes up the robot’s fins, electroactive polymers. As it expands and contracts, it generates electricity. When an electrical current is applied to the material, the material moves, much like biological muscles.
In the future, Pliant looks to create electrical generators powered by the movement of water in waves, rivers, and streams from the same materials that power the Velox drone (like in the video above).
Phantom Phanatics have loved the F-4, even though the legendary fighter has been out of United States service for two decades. But that may not be an accurate way to think of it. Because theF-4 actually has still been serving – and still has about two months of life left with the United States Air Force.
According to an Air Force release, these Phantoms that have been serving just haven’t been manned – for the most part. QF-4 Phantoms (the Q standing for “drone”) have been providing “live” targets for the testing of air-to-air missiles (like the AIM-9 Sidewinder and AIM-120 AMRAAM), usually by simulating an enemy aircraft during those tests. Any number of pilots who have used air-to-air missiles in combat can thank those target drones for helping make sure those missiles worked.
How did the Phantom provide two decades’ worth of target drones? Well, it’s not hard when you realize that almost 5,200 were built by McDonnell-Douglas. Now, that includes those that were exported, but even with combat losses in Vietnam (73 for the Navy, 75 for the Marine Corps, and 528 for the Air Force). The Air Force arranged for 324 airframes to become QF-4s. The Navy also used the QF-4 after retiring its last F-4 from USMC service in 1992 – getting another 12 years of service from the “Double Ugly” until the last airframe retired in 2004.
The QF-4s were not the first planes to serve as target drones. The QF-86 Sabre, QF-80 Shooting Star, QF-100 Super Sabre, and the QF-106 Delta Dart have been among former fighters that provided additional service beyond their “official” retirement date by serving as target drones. Even the legendary B-17 had a version that served as a target drone. In fact, just as the F-4 Phantom was replaced in active service by the F-16 Fighting Falcon, the QF-4 Phantom will be replaced by QF-16 Fighting Falcons.
The surviving QF-4 Phantoms at White Sands Missile Range will get one more round of maintenance, mostly to remove hazardous materials, and then they will serve as ground targets.
Here’s a video of QF-4s taking a few for the team:
Learning to snowshoe, ski and stay warm in the cold might sound like a fun hobby.
But for Soldiers at the Cold Weather Leaders Course at the Northern Warfare Training Center here, learning these things can mean the difference between a failed or successful mission and it could also be the difference between life and death.
Staff Sgt. Jonathan Tanner, an instructor at the NWTC, was deployed twice to Afghanistan, once from 2007 to 2009 and another time from 2014 to 2015.
During one of those tours, he said, he recalls being over 9,000 feet in the mountainous terrain of the eastern part of the country during a heavy snowfall, with snow drifts up to 12 feet tall.
“The snow stopped us dead in our tracks,” he said. “We were trying to remove snow from equipment with our e-tools.”
During a Black Hawk resupply mission, the helicopter had no place to land so it hovered above the snow while the crew chief jumped out, post-holing himself in the snow shoulder high. Post-holing is a term for sinking into the snow waist or chest high when not wearing skis or snowshoes. The crew chief had to grab the struts of the helicopter to be pulled out, Tanner recalled.
No one had skis or snowshoes and “we couldn’t do our jobs.”
Tanner and the other instructors at NWTC say they are professionally and personally invested in ensuring those kinds of situations never happen to Soldiers again.
Sgt. Sarah Valentine, a medic and an instructor, said most Soldiers that come to the school don’t know how to snowshoe, ski or survive in the cold. Instruction begins with baby steps.
First, they learn how to wear their cold weather clothing, she said. Then they learn to walk with snowshoes. A little later they learn to walk on snowshoes carrying a rucksack, and finally, they learn to tow an ahkio, or sled, carrying 200 pounds of tents, heaters, fuel, food and other items.
Next, they advance to skis, learning how to walk uphill, how to turn and stop going downhill, and then how to carry a rifle and rucksack going cross-country.
Staff Sgt. Jason Huffman, a student, said that besides enduring the cold, pulling the ahkio was the most challenging aspect of the school.
For that portion of the training, four of about 10 Soldiers are harnessed to the sled like sled dogs. Huffman said going on level terrain is easy, but most of the terrain near the school isn’t level and it is challenging to pull the ahkio uphill, especially from a dead stop.
Going downhill, the challenge is holding the ahkio back so it doesn’t get away, he said. When the students get tired, they are replaced by other students in the squad, who in turn rotate back out once they’re tired.
Spc. Tamyva Graffree, a student from Newton, Mississippi, said pulling the ahkio uphill was the most challenging part of the course. Of going downhill, she said it would have been nice to pile on and ride it down.
Staff Sgt. Manuel Beza, an instructor and medic here, said the students are not allowed to ride the ahkio downhill. “It will definitely go fast. But if they did that, it would be a bad day. The ahkio has no brakes and no way to steer.”
Beza said he sympathizes with the students’ pain. While the ahkio can be handled almost effortlessly over level terrain, going even 500 feet uphill can tire Soldiers out.
But when roads are nonexistent and vehicles break down from the cold, ahkios give the Soldiers the option to move out with their gear, he said.
Once students demonstrate competence on snowshoes, they are given a set of “White Rocket” skis, which can be used in both downhill as well as cross-country skiing.
The difference between a dedicated downhill or Nordic ski and the White Rocket ski is that the heel in the White Rocket isn’t locked into the ski binding so the foot can move similar to walking, said Sgt. Derrick Bruner, an instructor.
A Soldier can learn to use snowshoes in two hours, but about 40 hours is allotted for ski training at the school.
Because training time is limited, Soldiers learn just the basics, Bruner said. For instance, they learn to stop and turn going downhill using a wedge movement instead of a more advanced technique like turning or stopping with skis parallel.
A wedge consists of bringing the toes of the skis together and the heels of the skis out and carving into the snow on the inner edges of the skis by rotating the ankles inboard.
Skipping the fancy art of parallel skiing cuts down on injuries as well, he said, because there’s less chance of them crossing.
Going uphill involves side-stepping or walking up in herringbone fashion, which is the opposite of the wedge, with toes of the skis outboard, heels in.
To assist with uphill climbing, Soldiers apply special wax to the bottom of their skis.
Sgt. Dustin Danielson, a student, explained that the wax goes on just the middle third of the ski where the person’s weight is. He made hatch marks with the wax on his skis and then took a piece of cork to spread it evenly all around.
After skiing just a few kilometers, the wax tends to come off and more has to be applied, he said.
Sgt. Jessica Bartolotta, a student, said they were not given wax on the first day. On the second day of training, students were allowed to wax their skis. The point, she said, was to illustrate just how important the wax is in providing friction to grip the snow going uphill. She said the wax had no noticeable effect on slowing the skis going downhill.
Another thing the instructor did early on during the first day of ski training was to observe how well the Soldiers were skiing and to break them up into three groups of skill levels so the slow learners wouldn’t hold back the more natural skiers, she said.
Bartolotta said skiing was her favorite part of the course and she plans to take it up as a hobby.
Sgt. Chris Miller, a student from Little Rock, Arkansas, said this was his first time skiing and he fell a lot. “I’m a big guy and it’s hard to keep my balance.”
Miller measured his progress by the number of falls. The first day he said he fell 12 times and just once after three days. He said he’s still trying to perfect the art of stopping using the wedge.
Sgt. Shamere Randolph, another student, said he fell a bunch of times as well, but prefers skis to snowshoes because it’s much faster to get from point A to point B.
Sgt. Bruno Freitas, a student, said that his skis were difficult to use on the last day of training when the temperature rose and the snow turned to slush. In below freezing conditions, the skis work much better than they do in slush, he said.
About four years ago, the Army decided to do away with ski training at the NWTC, said Steven Decker, a training specialist. He said he’s not sure why the decision was made, but said he’s glad that skiing was reintroduced this year.
Canadians and Japanese go everywhere on skis, he said. They find it very relevant to mobility. In fact, “when the Japanese attend the course here, they can ski circles around us.”
The downside to skiing, he said, is that it takes a while to learn. For an entire platoon or company to move out on skis, it might take an entire winter and a lot of training time dedicated to making that happen.
But he and the other instructors all agreed that learning to ski is worth the time and effort.
Sgt. Derrick Bruner, an instructor, said snowshoes are “loud, slow and clunky” to use compared to skis and that skis provide better floatation over the snow. “Skis are a million times better once you get the technique down.”
Staff Sgt. Jack Stacy, an instructor, said when he first arrived at NWTC, he went out into the terrain in a vehicle that broke down. He didn’t have skis or snowshoes with him and ended up having to walk back to headquarters, “post-holing” it back all the way.
“It was the most miserable time I’ve ever had here,” Stacy said. “I’ve always made sure my skis or snowshoes are handy ever since.”
Elite soldiers from the Israel Defense Forces’ Shayetet 13 special operations unit joined forces with U.S. Navy SEALS in late March for a joint exercise between the two allies.
According to an IDF statement, the exercise was designed to improve upon the operational capabilities of the special forces of the IDF and of the militaries of Israel’s allies, such as the United States. The drill also included knowledge sharing between fleets, strengthening of common language, and operational cooperation in the field.
On the Israeli side, a Saar 5 missile ship (Eilat), Naval Special Warfare vessels, and other navy crafts took part in the training event. Troops practiced parachuting over the sea and carrying out a nighttime raid on a ship and rescuing hostages in enclosed areas.
Following the drill, the head of operations of the Israeli Navy, Rear Adm. Ido Ben Moshe, said that “the cooperation between the two fleets is reflected in annual drills, reciprocal visits and operational mutuality. During the joint exercises, professional relations are created that contribute to both sides on the strategic level.”
In 2016, IDF Special Forces and U.S. Marines held a joint military exercise in the Negev Desert in part aimed at coordinating techniques for combating terrorist activities. Dubbed ‘Noble Shirley,’ the drill involved special units from the Israeli Air Force and Navy, and ground forces.
During the drill, the troops practiced simulating helicopter landings behind enemy lines, urban warfare both above and below ground, as well as close-range combat and military takeover techniques. The troops also held exercises concentrating on medical response to injured troops in hostile territory as well as the coordination of U.S. and Israeli medical networks.
Getting a new ship into the water is, presumably, the most important part of building a seafaring vessel. But not all ships are created equal — some are simply massive. They all need to get in the water somehow… can’t we just toss that bad boy in there?
Yes. The answer is yes, we can.
Traditionally, shipbuilders construct a ship-launching slipway — this is, essentially, a ramp that will slide a ship of any size into the water at full force. There are four ways of going about this:
This is something many of us have seen before. A ship slides sideways into the water on a ramp. That ramp has either been made slick with oil or wax, uses steel rollers, or detaches with the ship and is later recovered. The oldest ship-launching method was powered by gravity and is known as longitudinal oiled slideway launching. It uses minimal equipment, but makes heavy use of oil, which can pollute the water.
…it’d be a whole lot cooler if you did.
Ships built in drydocks are typically launched this way. Using locks, the drydock is filled with water and the ship simply floats out when launched. This is a much less violent way of launching a ship than throwing it over the side of the dock, but it’s also way less cool. Think about that — you could just chuck the Disney Fantasy directly into the Caribbean…
At least the boat was launched, right?
Why throw a ship into the water when you can place it there, like a reasonable, civilized person? For those less interested in a cool launch and more interested in keeping their smaller craft from sinking, a mechanical assist is a great option. Large ships, of course, can’t just be picked up and slowly moved, so this method’s for the lesser vessels.
Keep in mind, however, that introducing any additional element to launching a ship opens more areas for potential chaos.
This method is the safest for any size ship. The newest form of launching, employed primarily by Asian shipbuilders, uses these hardcore rubber airbags to slowly put a new ship to sea. It’s a safe way for smaller shipyards that may not have access to a slideway to get crafts in the water.
Here’s a short list of things we already knew about Kaj Larsen:
1. He’s a former U.S. Navy SEAL
2. He’s an Emmy-nominated producer and war correspondent for VICE and he has a masters from Harvard University.
3. He’s a total hottie a founder of The Mission Continues, an organization that empowers veterans who are adjusting to life at home to find purpose through community impact.
But you might not know that he has rather eclectic taste in music and even learned to play while deployed.
“We’d sit around as a platoon. A couple of us played guitar, and we’d play and sing and that was extraordinarily significant for me on that first deployment. It helped carry us through.”
In a conversation with We Are The Mighty, Larsen shares the songs that meant something to him at different moments during his military career — whether it was the shotgun rack in M.I.A.’s “Paper Planes” hitting home before a mission, or the patriotism of Jimi Hendrix’s “Star Spangled Banner” during a controversial time in American history.
Larsen easily carries the gravitas of a combat-experienced SEAL, but he isn’t concerned about being vulnerable. He can laugh about being afraid of his jump training and how R. Kelly’s “I Believe I Can Fly” helped get him out the door.
That’s the thing about music — in many ways, it becomes the soundtrack to our lives , and Larsen’s has been a rather inspiring one.
Check out what he had to say about music and his SEAL career in this video:
The ground-based version of the AIM-120 Sparrow air-to-air missile just got a major upgrade as Raytheon announced that it has successfully tested a new engine and enhanced fire distribution center that gives the system a much longer range and higher maximum altitude, according to a company press release.
Used by militaries around the world, the system is designed to bring down helicopters, jets, and even cruise missiles. Basically, it’s an oozlefinch with an “If it flies, it dies” mentality.
The National Advanced Surface-to-Air Missile System uses the AIM-120 air-to-air missile, also known as the Advanced Medium-Range Air-to-Air Missile, but fires it from tubes parked on the ground. The new version of the missile borrows the engine from the Navy’s Evolved Sea Sparrow Missile.
This new engine, combined with better flight control, allows the AMRAAM-Extended Range to engage targets at a 50 percent longer range and 70 percent higher altitude than it used to be capable of. The exact range of AMRAAM-ER has not been released, but the Evolved Sea Sparrow can engage targets at over 30 miles away when fired from a ship.
Already popular in NATO, the NASAMS is designed for low and medium-altitude air defense. Norway was the first adopter and helped develop it under the name “Norwegian Advanced Surface to Air Missile System,” and the system is deployed by U.S. forces and five other countries.
The U.S. uses NASAMS to defend Washington D.C. from aerial attack and typically deploys Patriots, Stingers, and other air defense assets elsewhere in the world.
The F-16 Fighting Falcon and the F/A-18 Hornet are both “lightweight” fighters. Each was intended to complement a larger, heavier fighter (the F-15 for the F-16, the F-14 for the F/A-18). But they also have some big differences. Let’s look over some of them:
1. The number of engines
The F-16 has one engine – the F/A-18 has two. This is largely due to their differing operational environments. The F-16 operates from land bases, while the F/A-18 operates primarily from carriers.
Of course, this also bears a lot on survivability. If an F-16 loses an engine, the pilot’s gotta grab the loud handle. An F/A-18, on the other hand, can limp back to the carrier.
2. Operating from a carrier
The F-16 is tied to land bases – its landing gear cannot handle the shock of hitting a carrier deck. On the other hand, the F/A-18 can readily shift between a carrier operation and flying from land bases.
3. Initial weapons suite
Did you know the F-16 originally didn’t have any radar-guided missiles? Aviation historian Joe Baugher notes that early A/B versions (Blocks 1, 5, 10, and 15) didn’t have the ability to fire the AIM-120 AMRAAM or AIM-7 Sparrow. The Block 15 ADF was the first version to carry a radar guided missile, the AIM-7.
The F/A-18, though, could carry radar-guided missiles from day one. This was because while the F/A-18 was replacing an attack plane, it was also intended to help defend the carrier.
4. Pure speed
The F-16 has a top speed of Mach 2.0. The F/A-18 can only reach Mach 1.8. Still, these planes are both very fast when they need to be. But in a pure drag race, the F-16 will win – and by a decent margin.
5. How they refuel
The F/A-18 uses a probe to latch into a drogue. The good news is that it can use just about anyone’s tankers – even USAF tankers, which are modified to carry drogues in addition to their booms.
The F-16s in the United States Air Force inventory, though, have a receptacle for the boom from a KC-135, KC-10, or KC-46 to plug into. Part of this is because the Air Force also has to refuel big bombers and cargo planes that need a lot of fuel quickly – and the boom can do just that.
6. Movie career
The F-16 has a clear edge in this one. In the movie “Iron Eagle,” the F-16 is arguably the star alongside Louis Gossett, Jr. (Chappy Sinclair) and Jason Gedrick (Doug Masters). The F/A-18 played a role in “Independence Day,” but it wasn’t quite the star the F-16 was in Iron Eagle.
So, what other differences can you think of between these two planes?
China’s military has surged in capability and size in the recent decades, but that rise has come, partially, as a result of stealing, copying, or imitating technology developed by the U.S. and other countries. From drones to ships, here are six of the most recent copies:
LCAC / Type 726
The Chinese Type 726A Landing Craft, Air Cushioned is a near carbon copy of the Navy LCAC, the hovercraft used by the U.S. Navy uses to deliver everything, from bullets to tanks, to bare enemy beaches. The two vessels even have similar capabilities — both can carry 60 tons, but the U.S. LCAC can “overload” to 75 tons.
It’s unclear whether Star UAV System gained intel as a result of cyber espionage or through the Chinese government, if at all, but the similarities between the X-47B and the Star Shadow are hard to ignore.
But, they do manufacture it more cheaply, leading to an edge in exports. An answer to the MQ-9 Reaper drone also exists, the CH-5, but it lacks the altitude of the proper Reaper. It can reach a paltry 9,000 meters, compared to the 15,000 meters of the Reaper.
The Chinese heavy lift Y-20 aircraft at the Zhuhai Airshow in 2014.
(Photo by Airliners.net, CC BY-SA 4.0)
Y-20 / C-17
Rolling off the line in June, 2016, the Y-20 is slightly smaller and carries slightly less weight than the American C-17, to which it appears to be a close cousin. Despite its relative smallness, it’s still a massive transport aircraft capable of carrying Chinese main battle tanks and other gear across the planet.
China purchased Sikorsky S-70 helicopters, the civilian variant of the UH-60 Black Hawk, back in the 1980s. Eventually, they wore out, so China created the “homegrown Z-20,” which are basically UH-60s. They’re so closely related that commentators took to calling the Z-20 the “Copy Hawk.”
The Chinese Type 052 destroyer is an imitation of the U.S. Navy Arleigh-Burke class. The Chinese Haribing (DDG 112) is pictured above.
(U.S. Department of Defense)
Arleigh-Burke / Type 052
China’s Type 052 guided-missile destroyers have large radars, vertical missile tubes that can attack everything from submarines to enemy missiles, and a helicopter hanger, just like the rival Arleigh-Burke class in the U.S. arsenal — and their designs and appearances are very similar.
This is one case, though, where the technology appears to be more imitation than theft. Unlike the drones, the Y-20, and other programs, there’s little evidence that China gained direct access to Arleigh-Burke designs or technology. More likely, Chinese leaders observed the capability of the destroyer, tried to steal it, but figured they could approximate much of the system with their own engineers if necessary.
In this edition of The Daily Aviation, we get up close and personal with the F-15 Eagle aircraft, one of the most successful fighter aircrafts in the Air Force. The F-15 Eagle is a twin-engine, all-weather, tactical supersonic warfighting machine.
A little bit of history
Like plenty of good war stories, the F-15 Eagle’s origin story begins in Vietnam. During the Vietnam War, both the Navy and the Air Force were competing with one another over air tactical superiority. No one was clear on how aircraft would play a role in the emerging conflict.
But everyone knew we needed superior air power. The problem was we just didn’t have the right fighter aircraft to engage the enemy. So then SecDef Robert McNamara decided he had the best solution. Make the Air Force and the Navy use as many aircraft in common as possible. McNamara didn’t consider that performance compromises might need to be made.
So the Air Force and the Navy formed the TFX Program. Its main mission was to deliver long-range interdiction aircraft for the Air Force that could also be used as long-range interceptor aircraft for the Navy.
Air Interdiction aircraft uses preventive tactical bombing by combat aircraft against the enemy. In contrast, interceptor aircraft is a type of fighter aircraft designed specifically for defensive roles. Talk about a difficult project, since air interdiction and interceptor aircraft are two very different things.
It’s no surprise that it took several years until the TFX found a compromise. In April 1965, research into an “F-X” aircraft began. These early studies looked for ways to create an aircraft that focused on maneuverability over speed. DoD requirements were finalized in October 1965, and a request for proposals was sent out to 13 companies, including the McDonnell Douglas company who won the bid. McDonnell Douglass would later become part of Boeing.
The Eagle’s specs are impressive
The Eagle’s maiden flight took place in 1972, but the aircraft didn’t enter service for four years. Once it was in service, the Eagle quickly became one of the most successful fighter aircraft. To date, the F-15 has over 100 victories and no losses in aerial combat.
It has a combat range capability of 1,220 miles and can achieve top speeds of Mach 2.5, or 1,650 mph.
Turkey feathers or propelling nozzles are the moving parts at the back of the engine. They expand as the engine accelerates and help regulate pressure to control turbine speed.
There are 11 hardpoints for drop tanks and armaments on the F-15 Eagle.
Pratt and Whitney F100-PW-200 after-burn turbofans deliver the Eagle’s thrust, which helps it achieve max speeds. Each of the turbofans produces 14,590 pounds of thrust. The higher a thrust-to-weight ratio, the faster an aircraft can accelerate, and the heavier load it can carry. The Eagle can accelerate straight up into the air until it runs out of either air (from the thrusters) or fuel (for the engines). That makes it one of the most capable fighter aircraft in production today.
Recent upgrades to the F-15 include adding a second seat to allow for all-weather, air-to-air, and deep interdiction missions. The rear cockpit has recently been upgraded to include cathode ray tube displays for weapons management. Currently, the Air Force operates 212 F-15C and 23 F-15D aircraft.
Bonus fun fact: In 1988, NASA used an F-15 to test a HIDEC system at Edwards AFB.
In 2006, University of California at Davis psychology professor Dean Simonton completed a comprehensive study examining the “intellectual brilliance” of 42 US presidents.
The top 15 who appear on this list were compiled by Libb Thims — an American engineer who compiles high IQ scores as a hobby — using the results of Simonton’s study.
Because IQ scores weren’t available for all of the presidents, Simonton estimated their scores based on certain personality traits noted in their biographies that would indicate a higher-than-average level of intelligence, such as “wise,” “inventive,” “artistic,” “curious,” sophisticated,” “complicated,” and “insightful.”
Simonton then gave each president a score based on his personality traits, which he then interpreted as a measure of the chief executives’ “Intellectual Brilliance.”
In honor of President’s Day, here are America’s 15 brightest commander in chiefs.
15. Franklin Pierce
Franklin Pierce was the 14th president and served between 1853 and 1857. By Simonton’s estimates, Pierce had an IQ of 141.
After graduating from Bowdoin College, Pierce was elected to the New Hampshire legislature at the age of 24 and became its speaker two years later.
14. John Tyler
John Tyler served as the 10th US president after his predecessor, William Henry Harrison, died in April 1841.
Tyler attended the College of William and Mary and studied law. Although he had an (estimated) IQ of 142, his peers often didn’t take him seriously because he was the first vice president to become president without having been elected.
Despite his detractors, Tyler passed a lot of positive legislation throughout his term, including a tariff bill meant to protect northern manufacturers.
13. Millard Fillmore
Millard Fillmore was the 13th president and the last Whig president.
He had an IQ of 143, according to Simonton’s estimates, and lived the quintessential American dream. Born in a log cabin in the Finger Lakes country of New York in 1800, Fillmore became a lawyer in 1823 and was elected to the House of Representatives soon after.
When Zachary Taylor died, Fillmore was thrust into the presidency, serving from 1850 to 1853.
12. Franklin D. Roosevelt
Franklin Delano Roosevelt took office during the Great Depression, serving an unprecedented four terms as the nation’s 32nd president from 1933 from 1945.
With an estimated IQ of 146, Roosevelt attended Harvard University and Columbia Law School before entering politics as a Democrat and winning election to the New York Senate in 1910.
Roosevelt was diagnosed with polio in 1921 but that didn’t stop him from winning the presidency in 1932. He’s perhaps best remembered for his New Deal program, a sweeping economic overhaul enacted shortly after he took office that aimed to bring recovery to businesses and provide relief to the unemployed.
The son of a Kentucky frontiersman, Lincoln worked on a farm and split rails for fences while teaching himself to read and write. He had an IQ of 148, according to Simonton’s estimates, and was the only president to have a patent after inventing a device to free steamboats that ran aground.
He is best remembered for keeping the Union intact during the Civil War, and for his 1863 signing of the Emancipation Proclamation that forever freed slaves within the Confederacy.
10. Chester Arthur
Chester Arthur succeeded James Garfield as America’s 21st president after Garfield was assassinated in 1881. He had an IQ of 148, according to Simonton’s estimates.
Arthur graduated from Union College in 1848 and practiced law in New York City before being elected vice president on the Republican ticket in 1880.
When he assumed the presidency a little over a year later, he distinguished himself as a reformer and devoted much of his term to overhauling the civil service.
9. James Garfield
James Garfield was the 20th US president, serving for less than a year before being assassinated in 1882.
A graduate of Williams College, Garfield had an IQ of 148, according to Simonton’s estimates. Although his presidency was short, Garfield had a big impact. He re-energized the US Navy, did away with corruption in the Post Office Department, and appointed several African-Americans to prominent federal positions, according to White House records.
He was assassinated by Charles J. Guiteau on July 2, 1881, just 200 days after taking office.
Roosevelt graduated Phi Betta Keppa from Harvard in 1880, according to the White House. He then went to Columbia to study law, which he disliked and found to be irrational. Instead of studying, he spent most of his time writing a book about the War of 1812.
Roosevelt dropped out to run for public office, ultimately becoming a two-term President best known for his motto, “Speak softly and carry a big stick.”
7. Woodrow Wilson
Woodrow Wilson was the 28th president and leader of the Progressive Movement. He had an estimated IQ of 152.
Wilson was the president of Princeton University from 1902 to 1910 before serving as the governor of New Jersey from 1911 to 1913. After he was elected President, Wilson began pushing for anti-trust legislation which culminated in the signing of the Federal Trade Commission Act in September 1914.
He is perhaps best remembered for his speech, “Fourteen Points,” which he presented to Congress towards the end of World War I. The speech articulated Wilson’s long-term war objectives, one of the most famous being the establishment of a League of Nations — a preliminary version of today’s United Nations.
6. Jimmy Carter
James Earl “Jimmy” Carter, Jr. served as the 39th president of the US from 1977 to 1981. He won the Nobel Peace Prize in 2002 for his work in advancing human rights around the world and has an IQ of 153 by Simonton’s estimates.
Carter graduated from the Naval Academy in 1946 and was elected Governor of Georgia in 1970. After he was elected president — beating Gerald Ford by 56 electoral votes — he enacted a number of important policies throughout his four years, including a national energy policy and civil service reform.
5. James Madison
Hailed as one of the fathers of the Constitution, James Madison had an IQ of 155, according to Simonton’s estimates.
Madison graduated from what is now Princeton University in 1771 and went on to study law. He collaborated with fellow Federalists Alexander Hamilton and John Jay to produce the Federalist Papers in 1788. Madison also championed and co-authored the Bill of Rights during the drafting of the Constitution, and served as Thomas Jefferson’s Secretary of State from 1801–1809.
4. Bill Clinton
William Jefferson “Bill” Clinton was the 42nd President, serving from 1993-2001. He has an IQ of 156 by Simonton’s estimates.
After graduating from Georgetown, winning a Rhodes Scholarship to Oxford University, and earning a law degree from Yale in 1973, Clinton was elected governor of Arkansas in 1978.
He went on to win the presidency with Al Gore as his running mate in 1992 and is perhaps best remembered for his efforts brokering peace in Ireland and the Balkans.
3. John F. Kennedy
John Fitzgerald Kennedy was the 35th president of the US, serving less than 3 years before he was assassinated in 1963. He had an IQ of 158, according to Simonton’s estimates.
Kennedy graduated from Harvard in 1940 and joined the Navy shortly thereafter, suffering grave injuries while serving in World War II.
He was elected president in 1960 and gave one of the most memorable inaugural addresses in recent memory, saying, “Ask not what your country can do for you — ask what you can do for your country.”
He is perhaps best remembered for his successful fiscal programs which greatly expanded the US economy and his push for civil rights legislation that would enhance equal rights.
2. Thomas Jefferson
Thomas Jefferson was an American Founding Father and served as the country’s third president between 1801–1809. He had an IQ of 160, according to Simonton’s estimates.
Jefferson graduated from the College of William and Mary before going on to study law. He was a notably bad public speaker, according to White House records. He reluctantly ran for president after gradually assuming leadership of the Republican party.
As a staunch federalist and advocate of states’ rights, Jefferson strongly opposed a strong centralized Government. One of his first policy initiatives after becoming President was to eliminate a highly unpopular tax on Whiskey.
1. John Adams
John Adams was the second president from 1797 to 1801, after serving as the nation’s first vice president under George Washington. He had an IQ of 173, according to Simonton’s estimates.
Adams studied law at Harvard and was an early supporter of the movement for US independence from the British. Ambitious and intellectual — if not a little vain — he frequently complained to his wife that the office of Vice President was insignificant.
He is perhaps best remembered for his skills in diplomacy, helping to negotiate a peace treaty during the Revolutionary War and avoiding a war with France during his Presidency.
The US Air Force’s newest air refueling aircraft, the KC-46A Pegasus, is undergoing a variety of tests out of Edwards Air Force Base, California.
Starting on April 29, 2019, the KC-46 conducted the first refueling test with a Travis AFB C-5M Super Galaxy. The testing is a part of a larger test program to certify aerial refueling operations between the KC-46 and 22 different receiver aircraft.
Maj. Drew Bateman, 22nd Airlift Squadron chief of standardization and evaluation and a C-5M pilot, flew the Air Force’s largest aircraft for testing on April 29, 2019. He flew it again May 15, 2019.
“The April 29 sortie was the first where the KC-46 and the C-5M made contact,” Bateman said. “That was awesome to be a part of. You have a few pinch me moments in life and this was one of them for me. Not everyone gets to be a part of something like this. We were able to get two aircraft together for the first time.”
“Every test flight begins with a continuity check so the KC-46 crew ensures they can connect and disconnect safely with our aircraft,” Bateman added. “From there, we continue testing a variety of items at multiple speeds and altitudes throughout the sortie.”
A Boeing KC-46A.
One capability Bateman and his C-5M crew mates tested with the KC-46 was the ability to connect with both aircraft near max gross weight.
“For these tests, we were required to be over 800,000 pounds with cargo and fuel,” Bateman said. “Our 60th Aerial Port Squadron Airmen developed a load plan. The expediters loaded the cargo onto the airplane, and our maintainers ensured the C-5M was flyable. It’s a huge team effort to ensure we are mission ready. I feel like I have the smallest part of it. I just fly the airplane.”
A KC-46A Pegasus during testing with a C-5M Super Galaxy for the first time on April 29, 2019.
(U.S. Air Force photo by Christian Turner)
On April 29, 2019, Master Sgt. Willie Morton, 418th Flight Test Squadron flight test boom operator, oversaw operations in the back of the KC-46 during the testing process.
“This was a once-in-a-lifetime opportunity,” Morton said. “I was a KC-10 Extender boom operator at Travis for about 13 years so going to the KC-46 and being a part of the next step in aerial refueling is pretty awesome. I have the chance to provide input on an aircraft that will be flying missions for many years.”
A United States Air Force KC-10 Extender.
(U.S. Air Force photo by Master Sgt. Mark C. Olsen)
To complete refueling with the KC-46, boom operators must use a series of cameras that project a 3D image on a screen. These refueling experts then use that image to carefully guide aircraft into position, Morton said.
“We are testing capabilities at low altitudes, high speeds, high altitudes and high speeds, as well as heavy and light gross weights so we know how the aircraft will respond,” he said. “We have to find the optimal speed the C-5M can fly at to support refueling. We are also doing our best to ensure the mechanical compatibility of the KC-46 and C-5M.”
According to Lt. Col. Zack Schaffer, 418th FLTS KC-46 Integrated Test Force director, the testing is a joint effort between the USAF and Boeing.
“The KC-46s being used for this test effort are owned by Boeing and operated by a combined Air Force and contractor crew,” Schaffer said. “All the test planning and execution is being led by the 418th FLTS, part of the 412th Test Wing at Edwards. The flight test program evaluates the mechanical compatibility of the two aircraft at all corners of the boom flight envelope, as well as handling qualities of both the tanker, boom and receiver throughout the required airspeed and altitude envelope at different gross weights and center of gravity combinations.”
The 418th FLTS is also responsible for developmental testing of the C-5M, and is providing a test pilot to support the C-5M side of the certification testing, Schaffer added. The C-5M was crewed primarily by the 22nd AS with augmentation from the 418th.
A United States Air Force C-5 Galaxy in flight.
(U.S. Air Force photo by Brett Snow)
“Additionally, the military utility, lighting compatibility and fuel transfer functionality is also being evaluated,” Schaffer said. “The testing is expected to take approximately 12 sorties to complete.”
Once the testing is complete, the results will be used to develop the operational clearance necessary to allow KC-46s to refuel the C-5M for missions.
“The C-5M is also one of the receivers required to complete the KC-46 Initial Operational Test and Evaluation program, which is a prerequisite to the KC-46 being declared operationally capable,” Schaffer said. “Completing the testing necessary to expand the operational capabilities of the KC-46 is a critical step in modernizing the Air Force’s aging tanker fleet. The 60th Air Mobility Wing at Travis has provided outstanding support to ensure this testing can get the warfighter expanded capabilities as soon as possible.”
Identifying potential problems is also a focus of the testing, Moore added.
“It’s important, if any issues are identified during the testing, to ensure counter measures are created to overcome those issues,” Moore said. “We want to get the best product to the warfighter to extend global reach and mobility.”
Travis is scheduled to receive its first KC-46 in 2023.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.