The F-15 Eagle has put up one of the best records of any air-superiority fighter – ever. It has scored over 100 air-to-air kills with no losses. Yet while the development of the Su-27/30/33/35 and J-11/15/16 families of the Flanker from Russia and China have closed the gap significantly, the Eagle remains very lethal – and keeps getting better.
Part of it is the inclusion of new sensor capabilities, like the Legion pod, that enable the F-15 to do thing the Su-27 can do. Another part has been upgrades to the existing systems, like the AN-APG-63 radar, which has been replaced by a new version with an active electronically-scanned antenna version known as the APG-63(V)3.
According to MilitaryFactory.com, the Air Force did give the entire F-15 fleet an upgrade known as the Eagle Passive/Active Warning and Survivability System, or EPAWSS, which gave the F-15C/D an improved chaff and flare dispenser, a digital radar-warning receiver, and a towed decoy. This gives the F-15 a better chance against enemy surface-to-air or air-to-air missiles.
But the F-15 from the get-go had a lot of advantages. It could carry up to eight air-to-air missiles (today, the load is usually four AIM-120 AMRAAM and four AIM-9X Sidewinders), and it had a 20mm M61 Gatling gun with 940 rounds of ammo. It has a top speed of 1,875 miles per hour, and an unrefueled range of 2,402 miles. Boeing has been pitching an Eagle 2040C that would add even more missiles to the F-15’s already formidable armament.
Over 1,500 F-15s of all types have been built, and the production line is still open, producing variants of the F-15E Strike Eagle for orders by Qatar and Saudi Arabia. You can see a video about why the F-15 is aging so well below.
The U.S. military had a long tradition of glorious beards — until WWI when the need for properly sealed gas masks outweighed the benefits of intimidation through superior facial hair. Today, deployed special-operations troops and troops in outlying FOBs or submarines have some leniency, but it all depends on what your rank and unit can afford. Exceptions can be made for religious or medical reasons, but the average Joe will need to shave every day.
The salt sprinkled on the wound is watching our allies grow beards that put every hipster to shame. But just because they can grow a beard, doesn’t mean that they don’t have a standard to follow. Every nation’s armed force has a different policy.
Some only allow a neatly trimmed pencil mustache, like the Americans, while others only allow their Navy to sport beards. Some only allow neatly trimmed beards if they’re properly cared for and remain a certain length and others just say, “f*ck it,” and let their boys look like lumberjacks.
The Brits have a policy on facial hair very similar to the Americans’. Mustaches are fine, but you can’t grow anything else. This goes for everyone except the Royal Navy, which allows beards but forbids mustaches alone.
There is an awesome exception for Pioneer sergeants, however, who grow out beards for ceremonial purposes. Historically, these sergeants were the blacksmiths of the unit and the beard protected their faces from forge flames.
Spanish troops are held to the most relaxed facial hair standards. If you can grow a beard, go for it. If your little whiskers are trying to poke through, keep at it.
The only restriction is that it must be a full beard. No goatees or muttonchops — it’s all or nothing.
German troops are allowed to grow their beards as long as they are trimmed, unobtrusive, and well-kept. As long as a troop can still wear a gas mask, they can keep the beard. What makes German troops stand out is that they are not allowed to have stubble.
So, the only way to keep facial hair is if you can grow a majestic enough beard while on leave. If their command approves of the beard upon return, they can keep it. If not…
The French allow their troops to grow beards off duty or on leave, but never in uniform. That is, except for the Sappers — they must grow a beard.
The French Foreign Legion’s Sappers are encouraged to grow a long, beautiful beard. If they are chosen to participate in the Bastille Day parade, they must not shave and let their fully decorated chins march down the Champs-Élysées.
The Viking-blooded troops also rock their beards under a few conditions: They mustn’t be in the Royal Guard, they must get express permission to grow one, or they can grow one on deployment.
If you enlisted in the Norwegian Armed Forces with an outstanding beard, however, you may request to keep it. The beard must stay at the length it is on your ID for its lifespan.
While it may sound cliché, it’s a common motto within the tanker community. For more than 60 years of continuous service, the KC-135 Stratotanker has been the core aerial refueling capability for U.S. operations around the world.
The KC-135 provides the Air Force with its primary mission of global reach, but it also supports the Navy, Marine Corps and allied nations in assisting training, combat and humanitarian engagements.
The aircraft is also capable of transporting litters and ambulatory patients using patient support pallets during aeromedical evacuations.
A Cold War-era image of B-52D refueling from a KC-135A.
(U.S. Air Force photo)
The stratotanker was the Air Force’s first jet-powered refueling tanker, replacing the KC-97 Stratofreighter. It was originally designed and tasked to support strategic bombers, but has been heavily used in all major conflicts since its development, extending the range and endurance of U.S. tactical fighters and bombers.
The KC-135 is a mid-air refueling aircraft with a telescoping “flying boom” tube located on the rear of the plane. A boom operator lays prone and guides the boom insert into a receptacle on the receiving aircraft. With a single boom, aircraft refuel one at a time.
The mid-air refueling capability changed the landscape of air dominance during the Vietnam War and enabled tactical fighter-bombers of the Air Force, Navy and Marine Corps to stay on the front lines for hours rather than minutes due to their limited fuel reserves and high fuel consumption.
For bombers, all targets were now within reach without the need of hopping from base to base until striking their targets. No longer are lives at stake to build airstrips to support bombing campaigns, as they were in WWII.
Development and design
The Boeing Company’s model 367-80 jet transport, commonly called the “Dash-80,” was the basic design for the commercial 707 passenger plane as well as the KC-135A Stratotanker.
In 1954, the Air Force purchased the first 29 of its future 803 aerial refueling tanker fleet. The first aircraft flew in August 1956, and the initial production Stratotanker was delivered to Castle Air Force Base, California, in June 1957. The last KC-135 was delivered to the Air Force in 1965.
The aircraft’s KC identifier stands for (K) tanker (C) transport.
The aircraft is powered by four turbofan engines mounted on 35-degree swept wings, has a flight speed of more than 500 mph and a flight range of nearly 1,500 miles when loaded with 150,000 lbs. of fuel.
The KC-135 has been modified and retrofitted through the years with each update providing stronger engines, fuel management and avionics systems. The recent Block 45 update added a new glass cockpit digital display, radio altimeter, digital autopilot, digital flight director and computer updates.
Of the original KC-135As, more than 417 were modified with new CFM-56 engines.
The re-engined tanker, designated either the KC-135R or KC-135T, can offload 50 percent more fuel, is 25 percent more fuel efficient, costs 25 percent less to operate and is 96 percent quieter than the KC-135A.
In 1981 the KC-10 Extender was introduced to supplement the KC-135. The KC-10 doubles the fuel carrying capacity of the KC-135, which is critical in supporting mobility operations of large cargo aircraft like the C-5 Galaxy and the C-17 Globemaster III.
Airmen of the 86th Aeromedical Evacuation Squadron perform lifesaving procedures to a patient in a KC-135 Stratotanker, at Ramstein Air Base, Germany, March 26, 2015. Aircrew and a KC-135 from Royal Air Force Mildenhall, England, spent multiple days at Ramstein performing aerial refueling missions, which also gave AES Airmen the opportunity to train on their mission inside a different airframe.
(Photo by Damon Kasberg)
Through the years, the KC-135 has been altered to do other jobs ranging from flying command post missions to reconnaissance. RC-135s are used for special reconnaissance and Air Force Materiel Command’s NKC-135As are flown in test programs. Air Combat Command operates the OC-135 as an observation platform in compliance with the Open Skies Treaty.
The KC-135R and KC-135T aircraft continue to undergo life-cycle upgrades to expand their capabilities and improve reliability. Among these are improved communications, navigation and surveillance equipment to meet future civil air traffic control needs.
There have been 11 variants or models through the years of the C-135 family.
The aircraft carries a basic crew of three, a pilot, co-pilot and boom operator. Some missions require the addition of a navigator.
An A-10C Thunderbolt II receives fuel from a KC-135 Stratotanker over Afghanistan Oct. 2, 2013. The A-10 is deployed from Moody Air Force Base, Ga., to the 74th Expeditionary Fighter Squadron in support of Operation Enduring Freedom. The KC-135 is assigned to the 340th Expeditionary Air Refueling Squadron.
(Photo by Stephany Richards)
Nearly all internal fuel can be pumped through the flying boom. A special shuttlecock-shaped drogue attached to and trailing behind the flying boom may be used to refuel aircraft fitted with probes. Some aircraft have been configured with the multipoint refueling system, which consists of special pods mounted on the wingtips. These KC-135s are capable of refueling two receiver aircraft at the same time.
In 2007 the Air Force announced plans for the KC-X tanker replacement program for the KC-135. In 2011, the Boeing KC-46 Pegasus was selected as the winner of the program.
The first 18 combat-ready Pegasus tankers are expected for delivery by 2019.
The KC-135 E and R models are expected to continue service until 2040 when they will be nearly 80 years old.
A KC-135 Stratotanker flies through storm clouds on its way to refuel a C-17 Globemaster III off Florida’s east coast, July 12, 2012. The KC-135 was the Air Force’s first jet-powered refueling tanker and replaced the KC-97L Stratofreighter.
(Photo by Jeremy Lock)
Operation and deployment
Air Mobility Command manages the current inventory of 396 Stratotankers, of which the Air Force Reserve and Air National Guard fly 243 aircraft in support of AMC’s mission.
While AMC gained the control of the aerial refueling mission, a small number of KC-135s were also assigned directly to U.S. Air Forces in Europe, Pacific Air Forces and the Air Education and Training Command.
All Air Force Reserve Command KC-135s and most of the Air National Guard KC-135 fleet are operationally controlled by AMC, while Alaska Air National Guard and Hawaii Air National Guard KC-135s are operationally controlled by PACAF.
Did you know?
The Stratotanker is constructed with almost 500,000 rivets. The installed cost of these rivets range from 14 cents to id=”listicle-2595814234″.50 each.
The KC-135 as 23 windows, nearly all of which are heated electrically or with hot air to prevent fogging.
The tanker has a cargo area easily capable of holding a bowling alley, with enough room left over for a gallery of spectators. The cargo area is almost 11 feet wide, 86 feet long and 7 feet high: the equivalent of 220 automobile trunks.
The KC-135 transfers enough fuel through the refueling boom in one minute to operate the average family car for more than one year.
It can transfer more fuel in 8 minutes than a gas station could pump in 24 hours.
A U.S. Air Force B-52 Stratofortress leads a formation of aircraft including two Polish air force F-16 Fighting Falcons, four U.S. Air Force F-16 Fighting Falcons, two German Eurofighter Typhoons and four Swedish Gripens over the Baltic Sea, June 9, 2016. The formation was captured from a KC-135 from the 434th Air Refueling Wing, Grissom Air Force Base, Indiana as part of exercise BALTOPS 2016.
(Photo by Erin Babis)
KC-135 Stratotanker fact sheet:
Primary function: Aerial refueling and airlift
Builder: The Boeing Company
Power plant: CFM International CFM-56 turbofan engines
Thrust: 21,634 pounds of thrust in each engine
Wingspan: 130 feet, 10 inches (39.88 meters)
Length: 136 feet, 3 inches (41.53 meters)
Height: 41 feet, 8 inches (12.7 meters)
Speed: 530 mph at 30,000 feet (9,144)
Range: 1,500 miles (2,419 kilometers) with 150,000 pounds (68, 039 kilograms) of transfer fuel; ferry mission, up to 11,015 miles (17,766 kilometers)
Ceiling: 50,000 feet (15,240 meters)
Maximum takeoff weight: 322,500 pounds (146, 285 kilograms)
Maximum Transfer Fuel Load: 200,000 pounds (90,719 kilograms)
Maximum Cargo Capability: 83,000 pounds (37,648 kilograms), 37 passengers
Crew: 3 (pilot, co-pilot and boom operator. Some KC-135 missions require the addition of a navigator. The Air Force has a limited number of navigator suites that can be installed for unique missions.)
Aeromedical Evacuation Crew: A basic crew of five (two flight nurses and three medical technicians) is added for aeromedical evacuation missions. Medical crew may be altered as required by the needs of patients.
Initial operating capability: 1956
Unit cost: .6 million
This article originally appeared on Airman Magazine. Follow @AirmanMagazine on Twitter.
In the 1970s, the United States Navy was looking to upgrade their amphibious warfare capabilities. The Iwo Jima-class landing platform, helicopter (LPH) vessels had proven capable, but the Navy is always on the hunt for the next step in ability.
The Iwo Jima-class amphibious assault ship displaced only 11,000 tons, which makes it about the size of Commencement Bay-class escort carriers that were commissioned late in World War II. It could operate helicopters, OV-10 Broncos, and even AV-8 Harriers.
But the Navy wanted something bigger and better — the answer was a new class of amphibious assault ships.
A North American Rockwell OV-10A Bronco of U.S. Marine Corps observation squadron VMO-1 takes off from the flight deck of the U.S. amphibious assault ship USS Nassau (LHA-4) in 1983.
(U.S. Navy photo by PHAN Dougherty)
The lead ship of a planned nine-ship class was named in honor of the Battle of Tarawa. It was much larger than Iwo Jima-class ships, displacing nearly 40,000 tons. In addition, it was over 200 feet longer, could go two knots faster (reaching a top speed of 24 knots), and had a wider flight deck. This enabled it to operate far more helicopters, Broncos, and Harriers than its predecessors. It also had a well deck, which enabled it to operate landing craft or amphibious assault vehicles.
USS Tarawa was commissioned in 1976 and four more of the class were in service by end of 1980. Although the high inflation rates of the 1970s put a premature stop to the program, the five constructed vessels proved to be a massive leap in capability for the Marines and Navy.
The amphibious assault ship USS Saipan (LHA 2) prepares to launch a CH-46 Sea Knight and CH-53 Super Stallion from its flight deck during Expeditionary Strike Group (ESG) integration training.
The Tarawa-class design was later used as the basis for Wasp-class amphibious assault ships, with some slight modifications, including a well deck for three LCACs, a more spacious flight deck, and less vulnerable command and control facilities.
The five Tarawa-class ships have since been retired. One is looking at a future in a museum, another was scrapped, a third was sunk as a target ship, and the remaining two are in reserves. Learn more about these ships in the video below.
Oh boy, picking just one military news story and riffing on it is going to be hard this week.
Let’s see… The Coasties beat the Marines in a sniper competition. The Marines drew another skydick over Miramar. Civilians learned that the Air Force has enough money to waste hundreds of thousands on easily broken coffee mugs. A soldier got arrested in South Korea for kicking a policeman in the nads. And the Commander-in-Chief said he’d, “send in the military — not the guard — but the military,” effectively discrediting the efforts of over half a million guardsmen.
Because I can’t come up with anything funnier than reality has been this week for the military, I’ll just remind you that your Cyber Security cert is almost expired. You should probably get on that.
(Meme via Decelerate Your Life)
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(Meme via Battle Bars)
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13. The perfect Halloween costume doesn’t exi-
No, seriously. You should probably get your Cyber Security training done.
Ships at sea have long had to contend with efforts to sink them. Traditionally, this was done by busting holes in the hull to let water in. Another way of putting a ship on the bottom of the ocean floor is to set the ship on fire (which would often cause explosions, blowing holes in the hull).
These days, however, threats to ships have become much more diverse and, in a sense, non-conventional. Chemical, biological, radiological, and nuclear (CBRN) weapons have emerged as threats to seafaring vessels.
Marines train for a chemical weapons attack on civilians. While chemical weapons have often been used on land, they can also be used against ships.
(DoD photo by Senior Airman Daniel Owen, U.S. Air Force)
Nuclear weapons are obvious threats. If a ship is in very close proximity to the detonation of such a weapon, it’d quickly be reduced to radioactive dust. Further out, the blast wave and extreme heat would cause fires and do serious damage. Don’t take my word for it, check out Operation Crossroads. In a test, two nuclear blasts sank a number of retired ships, including the Japanese battleship Nagato and the aircraft carrier USS Saratoga (CV 3) that had survived many battles in World War II.
Chemical, biological, and radiological threats, though, are a bit more insidious. They don’t do direct damage to the warship, but can kill or incapacitate the crew. A warship without a crew faces some serious trouble. Thankfully, there’s a way to detect and mitigate such threats.
The Baker shot from Operation Crossroads — with the Japanese battleship Nagato on the left.
Currently, a Finnish company known as Environics is developing gear that monitors for CBRN threats. Once the alarms sound, the ship’s crew can then seal off the ship into a citadel. Afterwards, the decontamination process can begin.
While the use of chemical and biological weapons has been banned by international treaties, recent events in Syria show that, sometimes, political agreements don’t hold weight. Thankfully, systems like those from Environics will crews potentially in danger a way to protect themselves.
“A number of aircraft were left behind in hangars due to maintenance or safety reasons, and all of those hangars are damaged,” Air Force spokeswoman Ann Stefanek said in a statement. “We anticipate the aircraft parked inside may be damaged as well, but we won’t know the extent until our crews can safely enter those hangars and make an assessment.”
Neither the extent of the damage nor how many fighters were left behind was disclosed.
While some aircraft have come out of active status for testing purposes, the Air Force has 183 of the Lockheed Martin Corp.-made F-22s in its inventory today. More than 160 belong to active-duty units; the remainder are with Air National Guard elements. Four aircraft were lost or severely damaged between 2004 and 2012.
An Air Force F-22 Raptor assigned to the 3rd Wing flies over Joint Base Elmendorf-Richardson, Alaska, Feb. 27, 2018.
(U.S. Air Force photo by Jamal Wilson)
The Pentagon last estimated the F-22 unit cost at 9 million in 2009, roughly 3 million in today’s money. The last F-22 was delivered in 2011. But in a classified report submitted to Congress in 2017, the Air Force estimated it would cost “6 million to 6 million per aircraft” should it ever want to restart the production line for newer, more advanced F-22s.
The DoD said that would amount to approximately ” billion to procure 194 additional F-22s.”
Roughly 120 fifth-generation stealth Raptors are combat-coded, or authorized to perform in wartime operations, at any given time. But the platform’s mission-capable rate has decreased over the years.
The Pentagon wants to increase readiness rates for the F-22, F-16, F-35 and F/A-18 to 80 percent by September 2019 — a 31 percent bump for the Raptor alone.
An F/A-18 lands on the flight deck USS Theodore Roosevelt.
(U.S. Navy photo by Photographer’s Mate 3rd Class Luke Williams)
In July 2018, the Government Accountability Office said the F-22 is frequently underutilized, mainly due to maintenance challenges and fewer opportunities for pilot training, as well as the fleet’s inefficient organizational structure.
Corson-Stoughton Gas, commonly known as CS gas or tear gas, is a non-lethal irritant that’s often deployed in bouts of civil unrest to disperse riots. The gas “burns” the nose, mouth, and other mucous membranes, causing extreme coughing, partial incapacitation, and a fair share of agony.
Troops typically have to endure a visit to the CS chamber twice throughout their career — first during initial training and once again sometime later. Much like sand, it’s coarse, it’s rough, it’s irritating, and it gets everywhere. Unlike sand, however, it hurts like a motherf*cker.
Oddly enough, the chamber operator or drill sergeant will breathe in the gas like it’s nothing because they can handle it. How?
There are some people who are naturally tolerant of CS gas (a suggested 2-5% of the world’s population is resistant, with a large percentage of those being of East Asian descent). A mix of both genetics and exposure to an active ingredient in the gas help build a tolerance.
Drill sergeants and CS chamber operators get exposed to the gas on a constant basis over a long period of time. Sure, the first time hurts. The second time, it hurts a little less — and the third time a bit less than that. It’s as simple as embracing the suck for long enough.
Even if you’re not a drill sergeant with East Asian ancestry, you can still grow a tolerance while at home. The chemical that causes the “burn” is capsaicin. It’s the exact same chemical found in chili peppers. This is where the name “pepper spray” comes from.
Now, we’re not suggesting that you go home and squirt Sriracha into your face. While there’s no official study to back it up, people have claimed that eating a diet full of spicy foods has made their exposures to CS gas and pepper spray milder when compared to the spice-averse.
In August 1942, Joseph Kennedy, Jr. died aboard a B-24 Liberator loaded with explosives – and almost nothing else. He was part of Operation Aphrodite, an all-out effort to destroy reinforced Nazi weapons bunkers. But there was one bunker in particular that appeared to resist every Army Air Forces bombing attempt. This one was critical because it developed off the merciless V-2 and maybe even V-3 rocket programs that terrorized London – and the United States thought it would be the delivery agent for a Nazi nuke.
It had to go – but to do that required a developing technology and a lot of bravado. More airmen than Nazis would die trying.
These things were built to last.
For months, the Allies worked to destroy the bunker, called the Fortress of Mimoyecques, that might be developing the V-3 rocket, one that was possibly capable of guiding a nuclear weapon over London. Time and again, the United States would conduct a massive bombing operation over the site, but like clockwork, the resupply trains would be back the very next week. It seemed like nothing could be done using conventional explosives. So the USAAF turned to the unconventional. It turned to Operation Aphrodite.
The plan was for a remotely operated, obsolete bomber to be packed with the bare minimum of machinery and equipment necessary to get the craft over the target. The rest of the plane was filled with high explosives. While nowadays drone technology is pretty par for the course, back then it was something entirely different – not quite as reliable and it required a crew to get a plane up in the air, two at the bare minimum. So two men would be aboard a ticking time bomb as it took off for enemy territory and would have to bail out shortly after.
The men were supposed to get the plane off the ground then bail out over the English Channel to be picked up. Then the plane would be guided using cameras on the instrument panel and the view ahead of the plane via remote control. Once at the target the plane would be flown into whatever was too protected for a conventional bombing run. The volunteer who wanted to fly the plane that was destined for the Fortress of Mimoyecques was none other than Lt. Joseph Kennedy Jr., brother to future President of the United States John F. Kennedy and son to prominent businessman Joseph P. Kennedy.
Unfortunately for the Kennedy family, the B-24 Liberator bomber Kennedy and his wingman Lt. Wilford J. Willy flew took off from RAF Fersfield in England, bound for the bunker complex in Northern France. The 20,000 pounds of Torpex explosive the B-24 was carrying ignited from an electrical fault in the plane shortly after takeoff. The resulting explosion was the largest conventional explosion in history at the time. Kennedy and Willy were likely vaporized instantly.
Luckily for the Allies, the Aphrodite plan for Mimoyecques would be unnecessary. Canadian D-Day invaders reached the complex site on Sept. 4, 1944. What they found was not the vast underground death factory planners assumed was below the surface. It turned out the heavy bombing campaign – especially the use of Tallboy earthquake bombs – was enough to disrupt work at the complex. Hitler just kept sending fake resupply trains to the site in order to keep the Allies bombing a disused factory instead of massing German troops elsewhere in Europe.
“Don’t come here, it’s too dangerous!” my sister texted my mother a few weeks ago. “If you were to become infected with coronavirus, I would never forgive myself.”
My parents live in Naples, southern Italy, where I was born and raised before becoming an American citizen in 2018. My sister is in graduate school to become an anesthesiologist and she works in one of the most affected hospitals in the Lombardy region of northern Italy, one of the first areas to be designated as a red zone in the country.
The Costagliola family on vacation at Disney World.
My parents, who are both over 65 years of age, were supposed to go visit my sister up north before coming to visit my family and I in New York, something they do at least once a year. We had it all planned out: they would join us in Syracuse — where we are currently stationed — and after a week, we were going to take a road trip all the way down to Florida, stopping at the most iconic landmarks on the East Coast, taking plenty of photos for my two children to look back on one day and reminisce on the precious moments they spent with their grandparents.
My 8-year-old son was counting down the days until the arrival of his Nanna and Babba, who had promised to bring an entire suitcase filled with presents for him and his 4-year-old sister — something they do every time they come visit. “Mamma, only 30 days left!” he shouted with excitement as he stepped off the school bus one afternoon. “Baby, I have to tell you something…” I said as I invited him to sit on the couch next to me. The words that came out of my mouth during that conversation sounded like something out of a script of an Apocalyptic science fiction movie.
Tiziana Costagliola at work at one of the most affected hospitals in the Lombardy region.
Only a few hours earlier, I had spoken to my parents via Skype and my mother, a primary care provider, told me with tears in her eyes, “I love you, and that’s why I won’t come visit you guys.”
I couldn’t believe it.
The coronavirus had started spreading in Italy, but it was mostly contained in the red zone. It wasn’t even in southern Italy yet. Borders were open, flights were departing as scheduled, cruise ships were taking excited passengers to the most exotic corners of the world, and theme parks were still selling way too much candy to children running toward their favorite ride.
Yet, my parents had decided to cancel their trips. They would not be going to visit my sister nor would they be coming to visit us in the United States of America. “It’s going to get much worse before it gets better, sweetheart.” My mother explained, “And I would never forgive myself if I unknowingly brought the virus to you all.”
It’s going to get much worse. That thought kept haunting my mind, day and night. It sounded like a prophecy.
“We were just told to choose which patients to save…” my sister wrote a few days later in a family group chat on WhatsApp. “We are to pick younger patients over older ones, as they have better chances of surviving the coronavirus.”
Meanwhile, life in the United States of America was proceeding as usual. Children off to school, grocery shopping done, and manuscripts edited. But the headlines in the news began mirroring what I was hearing from my mother and sister back home. Not enough hospital rooms. Virus spreads to southern Italy as well. Italy struggles to contain outbreak. Italian hospitals out of ICU beds. Airlines have canceled their flights to and from Italy.
It was a nightmare. What was happening to my home country? What was happening to my family and friends?
But then, Italy took a deep breath, looked in the mirror and reminded herself of who she is. The land of art, eternal love, good food, genuine smiles, warm sun and glittering Mediterranean waters. An entire red zone with 60 million people in quarantine, Italians stepped outside their balconies, playing instruments, singing, dancing and keeping each other company.
Coronavirus: quarantined Italians sing from balconies to lift spirits
At the end of their impromptu concerts and shows, they could be heard yelling, “Andrà tutto bene!”
Everything’s going to be alright.
And now that we are also facing the reality of the outbreak here in the United States of America, let’s remind ourselves that, if we all do our part, everything will be alright.
As for that vacation, we were planning on taking; it wasn’t canceled, just postponed to when we are allowed to finally hug each other again. And if my children have it their way, it’ll be even bigger and better than the one we had originally planned.
There’s just something about the non-payday weekend after that sweet holiday break. Last weekend, everyone had some grandiose plans about getting out of town or spending three full days in a drunken haze. This weekend is different.
Sure, it’s another two days of having little expected of you — with the exception of what your first sergeant tells you at the obligatory safety brief. But it doesn’t feel like you’re getting some awesome time off compared to last week. So, I guess it’s time to actually do all that stuff you told yourself you’d do with your extra free time last weekend…
But it’s not all doom and gloom. Take a break from your chores or those SSD classes you keep telling your supervisor you’ll eventually do and enjoy some memes.
If you’ve been on the internet, you probably at some point have seen pitches for retirement in Latin America. Believe it or not, those advertisements probably would have been just as applicable to many classic war planes in addition to people.
Argentina called F-86 Sabers back into service during the Falklands War.
(Photo by Aeroprints.com)
In some ways, it shouldn’t be a surprise. But why did Latin America become a way for some classic planes to avoid the scrapyard or become a target drone?
Five decades after it first flew, the F-5A was still serving with Venezuela.
(Photo by Rob Schleiffert)
Well, drug cartel violence aside, there isn’t a lot of risk for a major conflict in Latin America. The last major war involving a Latin American country was the Falklands War in 1982. Before that, there was the Soccer War. The drug cartels and guerrilla movements haven’t been able to get their own air forces.
Mustangs had their best days in the 1940s, but they were all the Dominican Republic could afford to operate through the 1980s.
(Photo by Chipo)
In short, most of those countries have no need for the latest and greatest fighters, which are not only expensive to buy but also expensive to operate. Here’s the sad truth about those countries: Their economic situation doesn’t exactly allow for them to really buy the latest planes. Older, simpler classics have been the way to go, until they get replaced by other classics.
Today, four decades after blasting commies in Vietnam, the A-37 is still going strong in Latin America.
(Photo by Chris Lofting)
Today, Latin America is a place where the A-37 Dragonfly, best known for its service in Vietnam, is still going strong. Other classics, like the F-5 Tiger, are also sticking around in small numbers. In short, these planes will protect Central and South America for a long time — even after their glory days.
Iran’s judiciary says the country has executed a man convicted of providing information to the United States and Israel about a top Iranian commander later killed by a U.S. drone strike in Iraq.
“Mahmud Musavi-Majd’s sentence was carried out on Monday morning over the charge of espionage so that the case of his betrayal to his country will be closed forever,” the judiciary’s Mizan Online website reported on July 20.
Iranian authorities in June said Musavi-Majd passed on information about the whereabouts of Qasem Soleimani, commander of the Islamic Revolutionary Guards Corps’ (IRGC) elite Quds Force, who was killed in a U.S. air strike near Baghdad in January.
The judiciary said last month that Musavi-Majd’s death sentence had been upheld by the Supreme Court and would be carried out “soon.”
The execution came a day after three men linked to anti-government protests last November received stays from the death penalty amid a massive social-media campaign calling for Iran to halt state executions.
In retaliation for Soleimani’s killing in the early hours of January 3, an Iranian ballistic-missile strike on an Iraqi air base left some 110 U.S. troops suffering from traumatic brain injuries.
Hours later, Iranian forces shot down a Ukrainian passenger airliner taking off from Tehran, killing all 176 people on board. Iran blamed a misaligned missile battery and miscommunication between soldiers and superior officers.
Iranian officials did not say whether Musavi-Majd’s case was linked to Iran’s announcement in the summer of 2019 that it had captured 17 spies working for the U.S. Central Intelligence Agency (CIA).
It said some of them had been sentenced to death.
The report comes after Iran’s judiciary announced on July 14 that a former Defense Ministry worker convicted of selling information to the CIA had been executed.
Judiciary spokesman Gholamhossein Esmaili said on July 14 that Reza Asgari had been in touch with the CIA during his last years serving at the Defense Ministry and sold the agency information about Iran’s missile program.
Esmaili said Asgari was executed a week earlier, adding that he had worked in the aerospace department of the Defense Ministry and retired four years ago.
A recent online protest against executions has been joined by many Iranians — including ordinary citizens as well as intellectuals, former politicians, and prominent artists.
In the face of the protest, Iran’s judiciary ordered a retrial for Amir Hossein Moradi, 25, Said Tamjidi, 27, and Mohammad Rajabi, 25.
Their lawyers said they were maintaining hope that the sentences could be reversed.
But the head of Iran’s judiciary, hard-line cleric Ebrahim Raisi, downplayed that possibility.
“You should listen to protests, but unrest and riots that endanger the country’s security are our red line,” Raisi said on July 20.
The three were among many who were arrested in a brutal crackdown against demonstrators who took to the streets in dozens of cities and towns across Iran in November 2019.
Analysts said the social-media campaign was unprecedented in its scope and the level of participation of Iranians both within and outside Iran.
Amnesty International recorded 251 executions in Iran during 2019, making Iran second to China in state executions.