After that, an intense arms race erupted to counter this devastating threat to ships.
The Styx is a primitive missile. According to GlobalSecurity.org, it has a range of up to 54 nautical miles, based on the variant, and travels at 90 percent of the speed of sound, or around 600 miles per hour. It is radar-guided. While primitive, it can carry a 1,000-pound warhead, or roughly the same amount of high-explosives in a Mk 84 2,000-pound bomb.
The Styx is perhaps the most common of the early Russian-style anti-ship missiles out there. Versions have been made in China and North Korea.
The best way to kill the Styx – or any anti-ship missile – is to kill the platform carrying them before the missiles are launched. Second-best is to use missiles to kill the other missiles far away.
But sometimes, you don’t get to choose one of those options. Sometimes, the missile gets too close to use missiles.
That is where the Mk 15 Phalanx Close-In Weapon System comes in. This is essentially a self-contained package containing the targeting system, ammo, and a M61 Gatling gun – the same gun used on legendary warplanes like the F-4 Phantom, F-15 Eagle, F/A-18 Hornet, and F-16 Fighting Falcon.
A version is also used by the Army to shoot down rockets and mortar rounds.
The Phalanx has a top range of just under three and a half miles, but it is really only effective for just under a mile. In essence, it has six seconds to kill the target.
Fortunately, the M61 can spew out a lot of bullets in a very short period of time — up to 75 a second. Killing the missile will protect a ship from the worst of the impact, but the ship will be hurt.
However, fragment damage beats having a huge hole blown into a ship. And a damaged ship can be fixed and return to the front. Ships that are sunk are lost forever. You can see the Phalanx do its thing in the video below.
As I sit in my concrete bunker surrounded by hand sanitizer and disinfectant wipes, a wall of toilet paper ready to thwart any potential Coronavirus threats, I feel the need to press pause on regularly scheduled mortgage education and address a topic that has flared up in newsfeeds over the past few days: investing when the market has “crashed”.
Although I joke about my bunker stash (I can’t even find hand sanitizer to stock), personal finance is a highly individualistic and serious subject full of licensing requirements and government regulations. I did what any person not wanting to bring the Financial Industry Regulation Authority fire down upon them and called in the experts. Long-time trusted advisors Nick Stone and Craig Harris were both able to offer some advice to my investment-curious audience who feel that they may be missing out on a Golden Goose Egg during this bear market.
Stone provided examples over the history of time where markets have typical cycles of ebb and flow, and this was bound to come full circle even before the Coronavirus scare (which surely did compound the effect). Putting our economy into the analogy of a marathon, no one sprints 26.2 miles to a finish line. Instead, there are steady-set paces accompanied by throttles and breaks. We may not have seen the bottom of this yet since stocks are priced on what expected earnings are, and companies have yet to report on their current quarter. It could be speculated that markets will dip even a little more. Only time can tell. A piece of advice offered is to maximize on your current contributions such as 401K, IRA and other tax-friendly opportunities versus a narrow lump-sum investment to allow for dollar-cost averaging.
Harris emphasized a good time to invest when the market is in a down point. “Buy low and sell high” is not a catch-phrase but a pillar of investing. Regardless of market conditions, ANY time is a good time to start investing, but there is certainly an advantage when we are in a low market since you can get a little more with your cash. Even at the highest point, like where we just were, there is still a good strategy to be employed for investing your money. Nothing is ever guaranteed, but the market is designed in a way that, over a long enough period of time, your money should grow. He stressed that individual situations and goals are the primary driving factor in how the portfolio is built and how your money can be invested wisely.
Both discourage dumping money blindly into crashing stocks today in hopes of getting rich next week. The singular most important thing you can do with your money is to have a goal in mind versus chasing performance returns. It can be retirement, paying for a child’s college, purchasing a home, etc. but you HAVE to know what you’re working towards in order to get there. The last thing you want to do is be cash-poor and investment-rich without a plan if you need access to that money in the short term. This knowledge is especially important for my mortgage clients who may need to hang on to some cash to close on a new home.
There’s a big myth out there that financial advisors are expensive, but they’re really not. There are traditional brokerage accounts where you pay a small commission on everything bought and put into your account and every transaction made on your behalf. There are also fee-based accounts where you forego commissions and pay an annual fee that varies between firms, typically averages out to be less than 1.5 percent of your invested assets. If you find yourself shopping around for a financial advisor, ask about their cost, make sure they are also a licensed stockbroker so you are diversified instead of pigeonholed into one certain commodity, and ask them if they would invest you like they would invest their own family. It’s a relationship of trust, and you have the ability to establish how you want that relationship to be shaped, whether it be by twice a year comprehensive reviews, weekly phone calls or somewhere in-between.
Important to remember when you see big movement in the economy is this: What do you want to invest FOR, not what do you want to invest IN. That mind shift will help you make smart financial decisions for your future.
“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!
It’s time to go take out the enemy position. Whether it’s North Korean artillerymen raining rounds down on Seoul or an insurgency bomb factory, your most important targets can be protected by mines and IEDs that will slow down even the most determined force. But there’s a tool made of 1,750 pounds of C4 that will get you through in a hurry: the MICLIC.
U.S. Marines • MICLIC & Demolition Explosions (2019)
When the Marines or Army reach an enemy minefield, they fire the rocket, and it carries the explosives across 350 feet of defended territory. And then the C4 is detonated, clearing a lane about 26 feet wide. That’s over 9,000 square feet of territory cleared with a few button presses.
All of this is much easier and faster than clearing the obstacles by hand or with plows, and much safer. But we should be clear that there are some limitations to the MICLIC.
First, they have a reputation for failing to detonate. This author has seen a MICLIC fail, and correcting it typically requires that explosive ordnance disposal experts come out. (Though, in combat, we’re willing to bet that the engineers chuck a few other explosives at it with their fingers crossed first.)
But another important caveat to the MICLIC is that it’s specifically designed to take out what are called “single pulse, pressure fuzed mines.” Basically, those are the mines that go off once they are stepped on or driven over. But some mines have very specialized triggers. Maybe they go off the second time they are stepped on, or they are set off by an operator or a remote signal.
MICLICs can destroy these mines through the miracle of sympathetic detonations. Basically, the MICLIC’s explosion can activate the payloads of the closest mines even if it can’t activate the fuse. But a mine or IED with a special fuse that’s 10 feet from the MICLIC might survive. This could result in Marines hoping for a 25-foot wide safe lane finding out that they only have a 20-foot wide lane in the worst way possible.
Still, the MICLIC rapidly gets rid of a lot of potential mines all at once. And engineers can always follow up with additional breaching vehicles to be sure the lane is clear. If you’re the guy driving a plow to make sure the lane is clear, you’re going to appreciate every mine that the MICLIC gets rid of so that you don’t have to hit it.
To an infantry squad leader, having the powerful tool of “mortars-on-station” gains allied forces a massive battlefield advantage. Setting up the weapon system can be fast and flawless with a well-trained crew.
A mortar tube is comprised of an elongated, closed metal tube mounted on a base plate.
On the bottom of the mortar tube is a fixed firing pin. Once a mortar shell is loaded and dropped into the tube, it slides down and strikes the firing pin which causes the mortar’s propellant to ignite creating gas pressure — launching that sucker at the bad guys.
Modern mortars are designed to provide short-range indirect fire at high angles, typically between 45 and 80 degrees. They are relatively light-weight in nature making them more accessible to carry while on a foot patrol. It’s much better than hauling a 155mm Howitzer artillery shell.
That sh*t is heavy.
In the event the bad guys do get “froggy,” the mortarmen on the ground can quickly and efficiently set up the mortar system while the infantrymen accurately get a fix on the enemy’s position and make it rain 81mm mortar — it’s a beautiful spectacle.
The US Navy is getting creative with the weapons payloads of the Virginia-class submarines, one of the deadliest and most technologically advanced subs in the world.
The Virginia Payload Module (VPM), a weapons system intended to give the late-block Virginia-class attack submarines (SSNs) a bit more punch, was initially viewed solely in the context of giving these submarines the kind of firepower seen on the aging Ohio-class guided-missile submarines (SSGNs).
“We were only really allowed to talk about it as a replacement for SSGN strike,” Program Executive Office for Submarines Executive Director George Drakeley said at November 2018’s Naval Submarine League symposium, USNI News reported Nov. 15, 2018. “The handcuffs are off now, and lately we’ve been talking about other capabilities,” he said at the event.
The US Navy awarded BAE Systems a contract in 2018 to develop new payload tubes — the new VPMs — for two Block V Virginia-class submarines, Defense News reported in June 2018. One of the four VPM tubes reportedly has the ability to carry and launch up to seven Tomahawk land-attack cruise missiles (TLAMs). This technology can triple the sub’s payload capacity, significantly boosting its firepower.
Rendering of Virginia-class attack submarine.
(US Department of Defense graphic by Ron Stern)
There are also opportunities to innovate and apply this technology to new missions, a necessity as the US refocuses its efforts on preparation for high-end conflict with rival powers. “We’re in a great power competition now, and so we need to be focusing on other potential capabilities,” Drakeley told those in attendance.
Both Russia and China are increasingly advancing their undersea warfighting capabilities. “In the undersea domain, the margins to victory are razor thin,” Adm. James G. Foggo III, the commander of US Naval Forces Europe-Africa, told Pentagon reporters in October 2018.
A new report evaluating the National Defense Strategy, which also highlights the threat posed by great power competition, recommended the US bolster its submarine force. But numbers are not everything, as capability is also key.
“We have to get past the days of just ADCAP (advanced capability Mk 48 heavyweight torpedo) and TLAM (Tomahawk land-attack missile) as being our two principle weapons,” Rear Adm. John Tammen, the director of undersea warfare on the staff of the chief of naval operations, explained to attendees.
Tammen told USNI News that the surface warfare community is looking into a next-generation land-attack weapon, and the undersea warfare directorate would then look at ways to adapt it to the VPM, giving the Virginia-class subs an alternative to the Tomahawks.
At the same time, the Navy is also interested in VPM-launched unmanned undersea vehicles, but the pairing process has proven something of a challenge.
This new technology, as long with new torpedo systems, could potentially be seen on the Block VI and VII Virginia-class SSNs.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Every military branch makes it plain where exactly you stand. It is worn on your uniform, printed on your CAC, you are greeted by it every day. “It” is rank and it plays a significant role as it entails your duties and expectations, job notwithstanding. It seems one rank reigns supreme in every service, though.
Below are 6 of the top reasons why being top of the lower enlisted ranks is the best rank.
25 is the age that many of us have the time of our lives. We are far enough removed from teenage angst and the crap that often associates with it but still a lot more than a few wake-ups away from the big three-oh.
Old enough to get good insurance rates, but young enough to fit in most everywhere.
That is the Air Force’s Senior Airman. That is the Marine’s Lance Corporal. That is the Army’s Specialist. This is the Navy’s Seaman (heh). It’s far enough removed from boot but quite a ways from retirement.
5. Watch and learn
This is the perfect rank to watch and learn.
You may have been mentored and exposed to some supervisory duties earlier (if you weren’t assigned to a POS) but it’s at this level where you are allowed to flex some of what you’ve learned.
Sometimes that power comes in an official supervisory capacity, sometimes as a makeshift assistant to your actual supervisor. It’s like being a Non-Commissioned Officer, but with training wheels.
The opinion of the Senior Airman/Specialist/Lance Corporal is respected. Those beneath the look up to them, or they should anyway, and those who outrank them will look to them as the bridge between the NCO and junior enlisted tiers.
It is literally the best of both worlds.
3. Introductory supervisory roles
As stated above, you may have some actual, official supervisor duties depending on how long you’ve been there and what type of performance you’ve turned in to that point.
Even if you haven’t been granted such access, you are still going to be entrusted with certain responsibilities just based on the necessity for you to grow up and fill the role.
2. You know all the tricks
At this point, you know what you’re supposed to be doing and how to do it, most of the time. You also know exactly what you’re not supposed to do…and what rules will really get you in trouble.
You know how to maximize your sleep and how to quickly get your uniform together. You can commit large passages of regulation to memory, verbatim. You know what you’re doing and what you want to do.
Good news is you’ve mastered this rank just in time to promote. Now the game changes.
You’ve been in for a some time now and have likely earned a good amount of respect and responsibility and that feels great. Conversely, you’re still junior enlisted yourself and won’t be thrown into the deep end just yet.
How is this better than being an NCO? From my experience in the Air Force, Staff Sergeants are typically viewed in a more infantile manner than the Senior Airman.
I know, it doesn’t make any sense. Still, it is a fact of life.
His father worked three jobs to put him through private school. He served in the US Navy as a nuclear weapons transshipment pilot, before winning a National Football League Superbowl title with the New York Giants.
He is now president at Academy Securities, a broker-dealer founded in 2009 that employs veterans and service-disabled veterans in areas like investment banking and trading.
McConkey sat down with Skiddy von Stade, CEO of finance career services company OneWire, to talk about his background, and Academy Securities.
During that conversation, he laid out why experience with the military is valuable for those who want to break into the cutthroat financial services industry.
Military culture is honesty, integrity, loyalty, teamwork and by the way, service. We’re in a service industry. Who knows more about those qualities than military veterans? When those qualities and experiences come into helping our clients, it really resonates.
We’re a small company, growing. We’d like to be a bulge-bracket investment bank broker-dealer at some point. We don’t have the resources that the big banks have, but we’re nimble, we’re quick, and we have differentiated types of value that we add. We got nine senior-level retired generals and admirals, people who have fingers on the pulse of geopolitical macro world we live in. And that’s a value to customers if they’re in capital markets. If they’re managing money.
It may seem like attempted genocide on an international scale would have been enough for the Nazis and their dreams of racial purity. But they were proactive ethno-nationalists who were just as interested in extra-marital breeding and kidnapping as they were in mass murder. That interest led to Lebensborn, a literal Aryan breeding program.
As the Nazis cemented power in Germany in the 1930s, they instituted a series of discriminatory policies against the Jewish, Roma, and other peoples deemed immoral or undesirable by the Third Reich. On December 12, 1935, Germany instituted the Nuremberg Laws that banned intermarriage between most Germans and Jewish people. But Lebensborn was enacted in secret the same day.
The program was led by Heinrich Himmler himself. Women were recruited from the Band of German Maidens, the female wing of the Hitler Youth. (Yes, the Nazis filled their breeding roster with their version of Girl Scouts.) Women and girls who wanted to participate had to prove their racial purity going back three generations.
The “studs” of the program were primarily officers recruited from the SS and the Wehrmacht. Again, they were partnered with young women who had just made it out of the Fascist Girl Scouts. And the officers were typically partnered with multiple girls/women, sleeping with them at a time scheduled to match their peak ovulation.
A German officer with a baby at a Lebensborn Society.
(German Federal Archives)
Women could join the program whether they were wed or unwed, though Himmler stopped advertising that fact after the Germans protested the immorality of babies being bred out of wedlock.
The babies born to the mothers were quickly weened and placed in the care of the SS. Many would be adopted out to German families, but others would live in special Lebensborn houses. There were at least 26 of these spread across Nazi-occupied Europe. An estimated 20,000 children were born to Lebensborn women.
But as creepy as all of that is, there was an even darker side to the program. Potentially hundreds of thousands of children deemed “racially pure” were kidnapped from countries conquered by the Nazis and sent to Lebensborn houses where they were indoctrinated to be German and then adopted out.
Children who refused to believe that they were abandoned by their parents or who refused to identify as German were beaten. If they continued to resist, they were sent to concentration camps and eventually killed.
The Allies found the evidence of these crimes as they liberated Europe, same as the discovery of concentration camps. On May 1, 1945, 300 children were discovered—alive but abandoned—in the town of Steinhoering. When the relatives of a kidnapped child could be identified, Allied personnel sought to reunite them with their family.
But the Germans had destroyed much of the paper trail as the Allies advanced, and many children were too brainwashed to leave their adopted families. A 1946 estimate put the number of children kidnapped at 250,000. Only 10 percent—25,000—were successfully reunited.
And, unsurprisingly, there is no sign that the breeding program led to genetically superior people. The children born of these “racially pure” unions often had blond hair and blue eyes, but there wasn’t anything remarkable about them — certainly nothing that would justify such a despicable practice by the Nazis.
The global economy has taken yet another unprecedented hit after coronavirus lockdowns around the world triggered a historic plunge in U.S. crude oil prices on April 20.
Stock markets across the world were reeling in volatility after some traders who had bought U.S. oil futures contracts were actually paying others to take the deliveries off their hands.
That left the U.S.-produced oil with a listed price of for the first time in history.
The price of both Brent Crude and Russian-produced Urals oil also declined markedly after the negative oil prices seen in the United States.
Here are answers to some of the main questions caused by the historic crash of U.S. oil prices.
What is the cause of the historic fall of global oil prices?
The coronavirus pandemic has wreaked havoc on the global demand for oil, creating a supply glut and filling oil-storage facilities around the world to near capacity.
Due to the basic market forces of supply and demand, traders now have difficulty finding buyers willing to purchase futures contracts for crude oil deliveries in May or June.
That has sent the price of oil futures contracts spiraling downwards.
The benchmark price for North Sea Brent Crude on April 21 fell by nearly per barrel overnight for June deliveries, selling at an 18-year low of just per barrel.
That is a fall of more than 60 percent from January’s peak this year.
Brent Crude is easier and cheaper to transport than its U.S. counterpart because Brent Crude is extracted directly from the North Sea.
The West Texas Intermediary (WTI) price, the U.S. benchmark for light crude, fell well into negative territory for the first time in history on April 20 — with May futures selling as low as minus per barrel.
The WTI price recovered slightly on April 21 but was negative mainly before trading at about id=”listicle-2645815893″ per barrel in late afternoon trading.
In a nutshell, there is an enormous global surplus in oil supplies with little demand for it, and oil companies are running out of places to store it.
Thus, some traders on April 20 essentially began paying buyers to take extra oil off their hands.
What is an oil futures contract?
An oil futures contract is a legal agreement by traders to buy or sell oil for a set price at a specified date in the future.
Those who enter a futures contract are obliged to carry out the deal at the specified price and date.
That means traders are essentially making a bet on what the price of oil will be in the future.
They hope to profit from the difference between the price specified in their futures contract and the actual price of oil on the date that the futures contract comes due.
“This has never happened before, not even close,” says Tim Bray, a portfolio manager at GuideStone Capital Management in Dallas, Texas. “We’ve never seen a negative price on a futures contract for oil.”
The WTI’s negative price suggests it is traders who’d bought May oil futures who are offering to pay somebody else to deal with the oil due to be delivered next month.
But many analysts describe the negative oil price as technical, saying it is related to the way futures contracts are written.
They note that most buyers are purchasing oil for delivery in June, not May.
Energy strategist Ryan Fitzmaurice of the Dutch-based Rabobank says negative oil prices are “more technical in nature and related to the futures contract expiration.”
“We could see isolated incidents where oil companies pay people to take their oil away as storage and pipeline capacity become scarce but that is unlikely on a sustained basis,” Fitzmaurice says.
Why hasn’t Moscow’s deal with Saudi Arabia to cut oil production protected the Russian economy from falling oil prices?
The impact of coronavirus restrictions on global oil prices has been devastating for Russia’s petrostate economy — which depends upon revenues from oil and natural-gas exports.
The price of Russia’s Urals variant of oil is determined by the global price index for Brent Crude.
Generally, Urals oil costs a few dollars less per barrel than Brent Crude.
Tumbling WTI and Brent Crude benchmarks mean dramatic declines for the price of Russian oil as well.
Meanwhile, many traders fear that an April 12 OPEC+ oil-production agreement between Russia and Saudi Arabia does not go far enough to compensate for the historic fall in global demand.
That deal calls for 23 oil-producing countries, including Russia and Saudi Arabia, to reduce their total output by 9.7 million barrels per day for May and June, cutting about 10 percent of the global supply.
What knock-on effects do falling oil prices have on Russia’s economy?
The oil markets have shown a cautious response of traders to the OPEC+ deal.
Now Russia’s stock market indices and the value of the Russian ruble also are falling.
Of course, oil shares have been the biggest losers on Russia’s stock market indices.
In early trading on April 21, the RTS Index lost 4.3 percent of its value while the MOEX Index was down by 1.8 percent.
On foreign-currency exchanges, Russia’s ruble early on April 21 had fallen about 2 percent from its value just 24 hours earlier. It fell even further later in the day.
“Taking into account the mood in the oil market, the risks for the Russian currency temporarily point towards further weakening,” Nordea analyst Grigory Zhirnov says.
A top Pentagon spokesman said Aug. 3 that U.S. and coalition pressure against the ISIS stronghold in Mosul, Iraq, has taken such a toll on militant commanders that they’ve cut off most communications from the city, including Internet access for civilians there.
Army Col. Chris Garver, the spokesman for Operation Inherent Resolve which is battling ISIS in Syria, Iraq and Libya, told reporters that morale among the ISIS fighters and the civilians being held in Iraq’s second largest city is cracking.
“We know that [ISIS] has started cutting off Internet access and really access to the outside world for the citizens inside Mosul,” Garver said. “We know that they’re afraid that Iraqi citizens inside Mosul are going to communicate with the Iraqi Security Forces.”
“We’ve seen that fear in ISIS in Ramadi, and in Fallujah and we’re seeing those indicators inside Mosul as well,” he added.
It’s so bad, Garver said, that ISIS leaders are ordering the execution of local militant commanders in Mosul for “lack of success or failure on the battlefield.”
Top defense officials have hinted the assault on Mosul could launch as soon as the fall and could deal a crushing blow to ISIS worldwide.
“We know that [ISIS] considers Mosul one of the two capitals of the so-called caliphate … and clearly all eyes are focused on Iraq,” Garver said. “So not only would it be a significant physical loss, but the loss of prestige … their reputation as they try to manage it is going to take a big hit when Mosul does fall.”
Garver added that commanders believe there are about 5,000 ISIS fighters in Mosul, with the net tight enough that only small numbers of fighters can get in but not convoy-loads of them.
“At the heyday we saw 2,000 foreign fighters a month coming through Syria,” Garver said. “Now we have estimates of between 200 and 500.”
As Iraqi forces build out the Q-West airfield to support troops there, the noose will tighten around the city and the takedown will begin, Garver added.
Georgia’s Fort McPherson, the historic Army base that operated in suburban Atlanta from 1885–2011, has been sold to filmmaker Tyler Perry, who plans to redevelop the facility as movie studio.
Perry will control 330 of the facility’s 448 acres and has plans to build up to 16 soundstages. His $30 million purchase includes the post’s former golf course, key office buildings and the fort’s historic parade grounds and officers’ quarters.
A civilian agency has been tasked with redeveloping 144 acres of land not included in Perry’s purchase. Those plans could include rehabbing the fort’s historic village in the northeast quadrant of the post and turning it into neighborhood retail and restaurants.
Tyler Perry has become a major player in Georgia’s growing film industry and the new studio will house his company’s 350 employees.
Before its establishment as an Army base in 1885, the land was used as a Confederate base during the Civil War and later as a post for Federal troops occupying Atlanta during Reconstruction.
John Daniel was an Army infantryman who remembers his Iraq deployment as long, hard, and constantly on the move.
Though is unit suffered its share of casualties, miraculously there were no fatalities. So to celebrate a KIA-free deployment, he and his men snuck some bootleg hooch and had a toga party.
Daniel has many tattoos — from a Roman helmet atop modern combat boots to his staff sergeant’s favorite phrase “Pain and Repetition.” He points to the one on his shoulder with particular pride. It reads: “The Real 1%ers.”
“We’re the ones in America who will stand up to fight and defend our country,” Daniel explains.
Daniel’s story is part of a video series presented by We Are The Mighty. War Ink: 11 for 11 features 11 combat veterans from Iraq and Afghanistan using tattoos to tell their stories on and off the battlefield. Each week for the next 11 weeks, a different tattooed veteran will share his or her story.
Do you have a tattoo that tells the story of your war experiences? Post a photo of it at We Are The Mighty’s Facebook page with the hashtag #WeAreTheMightyInk. WATM will be teeing up the coolest and most intense ones through Veteran’s Day.