Prince Harry is best known recently for his involvement in the Invictus Games for wounded and sick vets. However, he’s also a combat vet, with two tours in Afghanistan, one of which involved flying the AH-64 Apache. But before that, he commanded a platoon of light tanks with a powerful punch (the British Army calls that unit a troop).
The tank in question was the FV 107 Scimitar, part of the Combat Vehicle Reconnaissance (Tracked) (or CVR(T)) family. According to the British Army web site, the Scimitar weighs just under 18,000 pounds, and is armed with a 30mm Rarden cannon (the same as the one on the Warrior infantry fighting vehicle) and a 7.62mm machine gun. It has top speed of just under 50 miles per hour.
The real impressive part of this is the size of this vehicle. It is only 16 feet long, seven feet four inches wide, and just under seven feet tall. Compare that to the dimensions of a M1127 Stryker (23 feet long, just under nine feet wide, and eight feet eight inches tall), which only has a .50-caliber machine gun.
The CVR(T) family was designed in the 1960s to fit inside transports of the era. The Scimitar saw action in the Falklands War, Desert Storm, in the Iraq War, and during Operation Enduring Freedom.
Prince Harry was slated to serve in Iraq with his troop, but after threats from insurgents, he was instead assigned to be part of a Tactical Air Control Party for his first tour in Afghanisan. He later trained to fly the British Army’s version of the Apache and served as an Apache pilot for his second tour.
You can see a video about this light tank that proved to be a Royal ride below.
When you think of artillery, you’re probably thinking of something like the M777-towed 155mm howitzer or the M109A6 Paladin self-propelled gun. But in the Civil War, artillery was very different.
Back then, a gun wasn’t described by how wide the round was, but how much the round weighed. According to a National Park Service release, one of the most common was the 12-pounder Napoleon, which got that name from firing a 12-pound solid shot. The typical range for the Napoleon was about 2,000 yards. Multiply that by about twenty to have a rough idea how far a M777 can shoot an Excalibur GPS-guided round.
Another round used was the shell, a hollowed-out solid shot that usually had about eight ounces of black powder inserted. This is pretty much what most artillery rounds are today. The typical Civil War shell had a range of about 1,500 yards — or just under a mile.
However, when enemy troops were approaching, the artillery had two options. The first was to use what was called “case” rounds. These were spherical rounds that held musket balls. In the case of the Napoleon, it held 78 balls. Think of it as a giant hand grenade that could reach out as far as a mile and “touch” enemy troops.
When the enemy troops got real close, there was one last round: the canister. In essence, this turned the cannon into a giant shotgun. It would have cast-iron shot packed with sawdust. When enemy troops got very close, they’d use two canister rounds, known as “double canister” (in the 1993 movie, “Gettysburg,” you can hear a Union officer order “double canister” during the depiction of Pickett’s Charge).
To see what a canister round did to enemy troops, watch this video:
Bell Helicopters Textron, one of the companies behind the V-22 Osprey and the makers of a proposed Army tilt-rotor, are pitching a new drone for the Navy and Marine Corps that packs tilt-rotor technology into a large drone capable of carrying weapons, sensor platforms, and other payloads into combat.
(Bell Helicopters Textron)
The Bell V-247 Vigilant is to be an unmanned bird capable of operating at ranges of 1,300 nautical miles from its ship or base, carrying 2,000 pounds internally or a 9,000-pound sling load, or spending 12 hours time on station.
Of course, those numbers represent maximum endurance, maximum lift, or maximum range. A more likely mission profile combines all three. Bell says the aircraft will be capable of carrying a 600-pound payload 450 nautical miles for a mission with 8 hours time on station. It can also refuel in flight, further extending ranges and time on target.
(Bell Helicopters Textron)
And, with just two V-247s, a commander could establish 24-hour persistent reconnaissance of a target. That implies a much lower set of maintenance requirements than manned aircraft, since many require more hours of maintenance on the ground than they get in-flight hours.
Best of all, because the wings fold and it doesn’t need space for a crew, the V-247 would fit in about the same amount of space on a ship as a UH-1Y, tight enough for it to land on Navy destroyers, whether to shuttle supplies or to refuel and re-arm for another mission.
(Bell Helicopters Textron)
For armament, Bell highlights its ability to fire air-to-surface missiles, helping Marines on the ground or potentially helping interdict fast boats during a swarm attack on the water.
All in, the design has a lot of the numbers that planners would want to see in a support aircraft. And, because it doesn’t require a pilot, it can do a lot of complicated tasks while reducing the workload of the military’s already strained pilot population. It’s easy to see a role for an aircraft like this in fleet replenishment, in amphibious assault and air support, and in ship-to-shore logistics.
(Bell Helicopters Textron)
But, the Navy and Marine Corps are already on the hook for a large number of V-22 Ospreys. The Marine Corps has made the V-22 one of its most numerous aircraft, flying them across the world. And the Navy is looking to buy 38 V-22s to conduct fleet replenishment missions around the world, ferrying everything from engines to potatoes from warehouses on land to ships at sea.
So, while it would be useful for the Navy to get some smaller, unmanned aircraft to move the smaller packages between ships — especially since V-22 exhaust is so hot and fast-moving that it breaks down ship decks faster than other aircraft — there may not be enough money to go around. But the V-247 might represent a valuable asset for the Marines and Navy. And many of the sea services’ missions for the tilt-rotor would be valuable for the Army as well.
More graphic depictions of the proposed aircraft are available below.
The U.S. Marines are about to start receiving real robotic exoskeletons for testing, but these exo-suits aren’t headed into combat any time soon. Instead, they’ll be supporting logistical operations like loading and unloading pallets of gear and ammunition in the field.
While that might not sound like the sort of high-speed missions you imagined for the first widely-used military robotic exoskeletons, it’s really the most logical (and feasible) use for this burgeoning technology. America’s Special Operations Command spent years working to develop the TALOS robotic exoskeleton for specialized combat applications, but found the various systems they employed were too finicky for serious combat ops. While exoskeletons can significantly augment a person’s strength, they also consume a huge amount of power, often requiring that they stay tethered to a power cable.
Mock up of a TALOS suit. (U.S. Army photo by Anthony Taylor, 85th Support Command Public Affairs Office)
TALOS was ultimately canceled last year, but a number of different technologies developed for the forward-thinking system continue to live on in various weapon development programs that fall under SOCOM’s purview. Sarcos Defense’ new suit isn’t derived from the TALOS program, but offers some of the same significant advantages, including the ability to increase the strength and endurance of whoever’s strapped in. Despite the TALOS program’s progress in a number of areas, it was ultimately deemed infeasible for combat.
However, just because robotic exoskeleton technology isn’t quite advanced to the point where it can be used outside the wire quite yet, it could be an extremely useful solution to problems service members still have inside forward operating bases. Unloading literal tons of equipment, ammunition, and supplies that arrive on pallets is one such challenge.
By utilizing the Sarcos Defense Guardian XO Alpha robotic exoskeleton, a single Marine can do the offloading work that would normally require an entire dedicated fire team.
“As the U.S. Marine Corps focuses on logistics and sustainment modernization as one of their key priorities and looks to reduce the manpower required to conduct expeditionary operations, the Guardian XO is well-suited to fulfill a wide variety of logistics applications to address their needs and requirements.” –Sarcos Defense
As America’s premier expeditionary force, The Marines have placed a renewed emphasis on Expeditionary Advanced Basing Operations (EABO) in recent years. Put simply, EABO is all about increasing the operational capabilities of Marines working in austere environments that may not be near large military installations. The intent behind incorporating new technology like the Guardian XO Alpha is to bring big installation capabilities to forward operating areas. Whereas large military installations can utilize forklifts to rapidly load or unload supplies, smaller FOBs (Forward Operating Bases) have to rely on manpower to unload supplies when they arrive.
“Instead of a team of four Marines, maybe you only need a Marine with this capability to offload pallets or move or load munitions,” Jim Miller, Sarcos Robotics’ vice president of defense solutions, explained last year.
Sarcos Guardian® XO® Full-Body Powered Exoskeleton: Alpha Unit Preview
In the short term, Marines will be assessing this new robotic exoskeleton to see just how useful it might be in a variety of operations, including some the team at Sarcos might not have thought of yet. Of course, another important part of the testing process will be figuring out what this exo-suit can’t do, and that’s where the Marines may really shine. After all, if you want to find out just how hard you can run a piece of gear before it dies, there are few organizations more qualified for such a torture test than the United States Marine Corps.
The Guardian XO robot, an exoskeleton suit to help reduce the risk of injuries by improving human strength and endurance, is on display at the 2019 Modern Day Marine Expo on Marine Corps Base Quantico, Va., Sept. 18, 2019. (U.S. Marine Corps photo by Lance Cpl. Yuritzy Gomez)
“The Sarcos Defense team is very pleased that the U.S. Marine Corps will be testing use cases for our Guardian XO Alpha version this year,” said Ben Wolff, CEO, Sarcos Defense.
“Our military branches need to regularly address changing personnel issues and reduce the risk of injury from performing heavy-lifting tasks. We believe that our full-body, powered exoskeletons will be a huge benefit to the Marines as well as the U.S. Air Force, U.S. Navy and USSOCOM, who we are also working with on our exoskeleton technology.”
“Feeling the Burn” might be nice when you’re at the gym, but otherwise, it’s probably not good to be on fire.
Actually, burns are among the worst injuries to come out of war. They are disfiguring and excruciatingly painful — and the effects can be long-lasting.
Unfortunately, burns are a military risk – particularly on ships, in combat vehicles, and around aircraft on flight lines. Take a good look at the photos of the fires on the USS Oriskany (CV 34), USS Forrestal (CV 59) or on USS Enterprise (CVN 65). Those three fires killed 206 sailors and injured 631, and caused over $198 million in damage. While the treatment of burns is improving, they are still very grave injuries. The best option is to avoid them in the first place.
Flame-resistant uniforms for the military have been a long-running pursuit. During World War II, sailors would be required to wear long-sleeved shirts and long pants – even in the hot and humid climates of the South Pacific. Uncomfortable in the steamy conditions, long layers were still far better at protecting sailors from burns than the shorts worn by other Allied navies (notably the Royal Navy).
A release from the Marine Corps Systems Command details the latest advancements in the effort to prevent burns: a new fabric combining cotton, nylon, and meta-aramid fibers (for example, Nomex) used in the Enhanced Fire Resistant Combat Ensemble. This upgrade will replace the Flame Resistant Combat Ensemble currently in service with the Marines and sailors involved with the Navy Expeditionary Combat Command (NECC).
These new uniforms also bring a bonus: they are twice as durable as the ones currently being used, which will save money previously spent replacing less effective uniforms.
Of course, more important than saving money is that these new uniforms could potentially save lives and will certainly mitigate flame-induced injuries — the real bargain of the Enhanced Fire Resistant Combat Ensemble.
As tensions grow in the South China Sea due to Communist China’s aggressive posture, other countries are trying to build up their military forces. One such country is Vietnam, which has a bit of history with China that includes a naval battle fought nearly 45 years ago.
In 1974, Chinese Communist and South Vietnamese naval forces fought a battle off the Paracel Islands. The South Vietnamese lost both the battle and a corvette while China took the Paracels. At the time, the major surface combatants for the Vietnam People’s Navy were five Petya-class light corvettes, World War II-era destroyer escorts, and eight Osa II-class missile boats armed with the SS-N-2c Styx anti-ship missile. These were older designs and the Chinese simply had more capable vessels.
Today, the situation has changed. Vietnam took advantage of the fall of the Soviet Union to get big upgrades at bargain prices, including the acquisition of six diesel-electric subs. But the big buy was the purchase of a half-dozen Gepard-class frigates from Russia, two of which are now in service.
The Soviets designed the Gepard in the last years of the Cold War to replace older Mirka and Petya-class light frigates. The basic weapons suite includes a SAN-4 launcher, two quad SS-N-25 launchers, a 76mm gun, two AK-630 close-in weapon systems, and two twin 21-inch torpedo tube mounts.
The Russians planned to use a single hull type for five different designs. Gepard 1 would have a helicopter deck. Gepard 2 replaced the SA-N-4 with a hangar for a Ka-27 type chopper. Gepard 3 was larger and packed a CADS-N-1. Gepard 4 was an unarmed rescue ship that still could be fitted with some weapons and, finally, Gepard 5 was a long-range patrol ship that was slower, but still carried a heavier gun armament than a littoral combat ship.
These six frigates join at least a dozen Vietnamese Tarantul-class corvettes (eight armed with SS-N-25, four with SS-N-2) and at least two BPS 500 corvettes.
If Vietnam and China fight over the Paracels again, the Vietnamese will likely put up one heck of a fight.
It turns out that around the same time Russia claimed that its MiG-31 successor would fly in space, it also claimed that not only its next generation T-14 Armata tank, but the entire Armata armored vehicle series, will be able to run on Mars.
“Magic Starter: Armata Engines Make It Fit For Martian Temperature” was the headline of an article from Sputnik in late August.
“Russia’s Armata tanks and armored vehicles are to receive mobile power stations to ensure immediate and smooth engine starts at temperatures of even minus 50 degrees Celsius,” Sputnik, a Russian state-owned media outlet, said.
The Armata Universal Combat Platform is a new series of Russian tracked armored vehicles that have interchangeable hulls and parts. The vehicles have not been mass produced yet, but the series, which was unveiled in 2015, supposedly includes the T-14 tank, the T-15 (the next generation “Terminator”), the T-16, the huge Koalitsiya-SV, and maybe more.
Essentially, Sputnik is claiming that the Armata engines will run on Mars because they have new super-condensers, similar to start-stop technology, that allow the engines to start in temperatures as low as -58 Fahrenheit.
But, as The National Interest pointed out, not only is the average temperature on Mars at -80 Fahrenheit, and it can even get as low as -195 Fahrenheit, but the internal-combustion engine would also probably not be able to handle the Martian atmosphere.
To back up their claim, Sputnik cited an article from Izvestia, in which a spokesperson for Renova, the Russian company that made the engines, was quoted saying the engines started with dead batteries in -50 degree temperatures.
Neither Izvestia, nor the spokesperson for Renova — which are both private Russian companies, unlike MiG, which is majority owned by the Russian government — said that the engines or vehicles would run on Mars.
Yahoo News even reported on Sept. 11 that the FBI is investigating whether Sputnik is “an undeclared propaganda arm of the Kremlin.”
Still, back in the real world, these super-condensers might be a beneficial advancement, as they free up a lot of space in the Armata vehicles for more ammunition and will obviously make them well-suited for cold climates, like the Arctic.
And it’s not exactly clear if the US’ M1 Abrams engine has comparable technology, The National Interest reported.
The major nations of the world have been in an air-to-air arms race since the first fighter pilots fired pistols at each other in World War I. From machine gun mounts to jet engines to stealth technology, the race has always been about making the human in one cockpit more lethal than the other.
It now appears that the race is moving to an entirely new stage where the goal is to make autonomous drones that can kill while the pilot is either in another cockpit or an office far away. While the manned F-22 Raptor is still the king of the roost and F-35 pilots are gearing up for their combat debut, these are the unmanned fighters in development to replace them in the future:
The Navy is still interested in developing a next-generation unmanned fighter, but that’s far in the future, while unmanned F-16s could be fighting within a few years.
3. DRDO AURA
India’s Autonomous Unmanned Research Vehicle is a technology demonstrator under development by the country’s Defense Research and Development Organisation. The final weapon is designed to carry its weapons internally and be capable of self-defense, reconnaissance, and striking ground targets.
China’s Sharp Sword is so wrapped in secrecy that no one’s sure what its ultimate mission will be. It has gone through some iterations and prototypes, but a blended-wing design that flew in late-2013 is the best known version.
That means it will need something to defend itself against fighters from U.S. carriers. If it doesn’t get integrated air-to-air weapons, expect it to act as a sensor for ground-based defenses and possibly take on an anti-ship role.
The Dassault nEUROn is a Pan-European UCAV designed for strike capabilities and technology testing. (Photo: Aerolegende CC BY-SA 3.0)
In addition to the UCAVs discussed above, there are a number of new drones designed to surveil and strike ground targets. Russia’s Skat was canceled, but its technology is incorporated into a new platform developed by Sukhoi, the same company that makes the PAK FA T-50.
If you’ve ever watched a video or seen an ad from Black Rifle Coffee Company, you’ve seen the work and style of co-founder Jarred Taylor. “Everything is devoted to creation,” Taylor said, describing his overall philosophy. “So every piece of time, it might seem like I’m having fun, but everything is devoted to creating stuff for the audience base, on my part.”
Taylor grew up in Novato, California, north of San Francisco. His father was in the U.S. Navy, and they lived on a decommissioned U.S. Air Force base, Hamilton Army Airfield. In 1994, he and his family moved to Bangor, Washington.
“I was always fascinated with the military,” Taylor said. “I loved jets specifically.” But his other passion, from an early age, was film. “I would tell people when I was super young, ‘I wanna make movies, I wanna make movies, I wanna make movies.'”
At age 13, Taylor started making short skateboarding films using his parents’ 8mm camera and a VCR. When he was in high school, technology improved and he began using iMovie to edit. He took all the classes he could about digital media.
Taylor completed high school a year early and joined the Air Force in 2002. As the war in Iraq started, he was eager to get in on the action. “I was kicking and screaming during basic training, trying to find any way to get to that,” he said. When he had the chance to become a Tactical Air Control Party (TACP) — the person responsible for coordinating air strikes on the ground for the Army — he passed selection on his first try.
His role as a TACP meshed nicely with his continuing desire to create movies. “I was in this cool job now where we drop bombs right in front of our face. And I was like, ‘Well shit, no one’s ever really recorded this so I’m gonna do that,'” Taylor said. During two deployments to Iraq, he made films that were eventually used to help with military recruiting.
Jarred Taylor while in the U.S. Air Force.
(Photo courtesy of Black Rifle Coffee Company.)
Taylor re-enlisted — with a hefty ,000 bonus — and became an instructor at the TACP schoolhouse. “It was one of the biggest signing bonuses they ever had,” Taylor said. “I got it and spent pretty much all of it on camera gear and editing stuff. I was gonna go full force on this.”
He began moonlighting in marketing and design work for a variety of companies in the tactical industry as early as 2005. “I had only been in the military for two years before I was searching for something more, wanting to come home from work and continue to work,” Taylor said. “I went to my first trade show with a shitty photo album from Walgreens with a bunch of 4×6 pictures. Everything was always a stepping stone.”
At the same time, Taylor began studying social media, especially YouTube and Facebook. “I’m face deep in how do you get traffic, how do you get the maximum number of people to see this stuff?”
(Photo courtesy of Black Rifle Coffee Company.)
That was when he saw a YouTube video made by a former U.S. Army Ranger named Mat Best. “I took one look at him and his videos he was making and said, ‘You’re it, man. You’re gonna be it,'” Taylor recalled. “This is what the tactical industry was looking for, this is what I’ve been looking for as a partner, somebody who’s perfect for in front of the camera while I’m doing all the things behind it.”
While Taylor was still active duty in the Air Force and Best was deploying as a CIA contractor, they formed Article 15 Clothing and began posting video content on Best’s YouTube channel. By the time they teamed up with another veteran-owned apparel company, Ranger Up, to crowdfund and produce the feature film “Range 15,” they had already created a wide-reaching community that was passionate about their work.
“The script was so ridiculous that no agents could understand how this movie got funded,” Taylor said with a laugh. They managed to pull in well-known actors Keith David, William Shatner, and Danny Trejo to participate in the film, which brought Article 15 even more notoriety within the veteran community.
Through the Article 15 Facebook page, Taylor met Evan Hafer, a former CIA contractor and entrepreneur. The first time they spoke, “We ended up staying on the phone pretty much from 11 to 1 o’clock — two hours,” Taylor said. “We just went down this rabbit hole.”
(Photo courtesy of Black Rifle Coffee Company.)
Taylor, Best, and Hafer began collaborating on multiple projects, and when Hafer suggested starting a coffee company, Taylor and Best were very interested. “Mat and I went chips in on Black Rifle with Evan,” Taylor recalled, “and said, ‘Okay, this is the future. This is going to be the big one that we’re always talking about, so let’s roll with it.'”
“I’m our business development guy,” said Taylor, who’s official BRCC title is Executive Vice President, Partnerships. “Evan points at things that he wants in different markets, anything that’s out there in the realm of where coffee drinkers that generally think like us, and then I go out and find the people and the influencers and the partnerships that can benefit us. I get them to jump on the Black Rifle train.”
But things weren’t always that clear cut. Taylor said he, Best, and Hafer started by running the entire operation by themselves — including “standing there with Evan while he’s roasting coffee, grinding it, and putting it in a bag, putting it in a box, putting a label on it, shipping it.”
Taylor credits much of the company’s success to the relationship he has with Hafer and Best. “We’ve spent more time with the three of us than any of us have spent with anybody else in our entire lives,” he said. “And we still are the focal point of all the big ideas for the company. It’s still coming from the three of us, in a room together making fun of each other until we find something that’s the next thing.”
Flying boats, seaplanes, floatplanes – no matter what you call them, they’re pretty cool. The terms are often used interchangeably, but these three water-faring aircraft all have a different meaning. However, no matter what you call them, it seems a real shame that flying boats aren’t as much a part of the Navy as they used to be. In fact, you could say that there’s no real place for them in the current Navy at all.
So let’s get some facts clarified on the kinds of water aircraft that are hard to find in our modern Navy.
Flying boats are built around a single hull that serves as the plane’s floating body and fuselage. Flying boats take off and land on its belly. That’s exactly what happened in 1955 in Maryland when the XP6M-1 Seamaster, the world’s first jet-powered seaplane, took its first flight.
Floatplanes are also called pontoon planes. Instead of having a hull that can land on water, floatplanes have floats (also called pontoons) that serve as surfaces for take-off and landing.
Think of the Viking Twin Otter. These amphibious aircraft can take off and land on conventional runways, water, and even on skis during snowy conditions. Talk about versatile, right?
So why aren’t flying boats and seaplanes and floatplanes better utilized in our Navy today? That’s an excellent question, considering that Russia and China both have water aircraft and have been steadily perfecting their designs for the last 20 years, the latest versions of the AVIC AG-600 and the Beriev Be-200, proving that both countries know a thing or two about amphibious aircraft.
The First Seaplane of the Navy
During the first World War, the only aircraft available had serious limitations for anti-submarine duty. Seaplanes weren’t capable of operating in the open ocean without a support ship, and we’re seaworthy enough to survive the cold, harsh conditions in the North Atlantic. Rear Admiral David Taylor proposed building a flying boat with the capability to cross the Atlantic Ocean in 1917 because he recognized that a self-deploying anti-submarine aircraft would be instrumental in the battle for the open seas. However, the design needs to be reliable, intended for combat, not to mention maintainable, and be able to operate both in the air and on the ocean. Talk about having your work cut out for you.
What developed was the largest flying boat ever built. It featured an unusual shape, state-of-the-art engineering, and unsurpassed sea-worthiness. By late 1918, the first NC-1 was constructed and undergoing testing. The war ended before the testing was complete, and the military need for the flying boat ended.
However, Navy leadership was undeterred and continued testing, refocusing efforts to complete testing. In May 1919, NC Seaplane Divisions One set off from New York and made history by crossing the Atlantic Ocean.
After WWI, naval aviation’s emphasis was on carrier operations, so patrol-plane development was limited to a shoestring budget.
Unlike Russia and China, our Navy isn’t so concerned with making amphibious aircraft. In fact, the XP6M-1 was the last seaplane flown by the US Navy way back in 1955, and it was only built in response to what leadership expected would be needed during the early days of the Cold War. It was never used for its intended purpose.
Flying boats have the advantage of using oceans as runways – good news for the pilot and crew since the ocean can’t be cratered by bombs. Atolls, bays, and coves become FOPs for flying boats, making the entire world a battlefield.
The end of flying boats was due in part to the last island campaign of WWII. There were so many military airbases built to meet the Pacific Theater’s needs, and most of them had long runways. Long-range land-based planes like the Privateer were able to operate just fine, taking away the need for amphibious aircraft.
The need for flying boats like the NC-1 is long gone, but the need for ingenuity and development continues to remain strong. The Navy continues to make big strides forward – it commissioned eight new ships in 2017 – and though flying boats remain a thing of the past, the push to move forward remains as strong as ever.
The Magnum Research BFR is the strongest and most powerful handgun in the world. In fact, it packs such a punch that people compare it to Magnum Research’s Desert Eagle pistol. BFR stands for “Biggest, Finest Revolver,” and in my opinion, it deserves every letter of that name.
I’ve been shooting for over ten years and have tried out my fair share of powerful guns. The Magnum Research BFR has numerous qualities that make it stand out as the strongest handgun.
In this article, I’ll be covering features that make the Magnum Research BFR the most powerful handgun on the market.
Features Of The Magnum Research BFR
The Magnum Research BFR’s power comes from its innovative design and features. It’s 100% manufactured in the USA and contains brushed stainless steel.
There are two models you can choose from—long cylinder and short cylinder. Both models have a precision-grade barrel that offers you unbeatable accuracy when using lead or jacketed bullets.
As the most powerful single-action gun, it has ten calibers and two frame sizes from which you can choose. Other features of the Magnum Research BFR include:
Rear sight with improved technology
Newly designed grip
Note that to maximize the BFR’s power, you should avoid using rimless cartridges. That’s because Magnum Research uses custom calibers, so you could encounter issues with the revolver.
Magnum Research BFR Models
You can choose from two main BFR models: a long cylinder, which is ideal for bigger rifle cartridges, and a short cylinder, which is a more typical length for a revolver. Within these two models, you can choose from a few different sizes and weights.
Below are some key specifications of each model:
Long Cylinder BFR
Overall lengths: Choice between 15-inch and 17.5-inch
Overall lengths: Choice between 5-inch, 6.5-inch, and 7.5-inch
Height: 6 inches
Trigger Pull: 4 – 5 pounds
Shots: 5 or 6
Weight: 3.7 pounds, 3.8 pounds, or 4.86 pounds
Customizing Your Magnum Research BFR
What’s more powerful than the strongest handgun in the world? A custom-designed BFR that gives its owner confidence.
Magnum Research is well known for offering beautiful customizations for their handguns. They have an easy-to-use online system for guns sold within the United States. From colors to the grip and trigger, asking Magnum Research to custom design your BFR is an excellent option for maximum comfort when using the handgun and as a collector’s item.
Have You Given It A Try?
The BFR is so popular that Magnum Research uses it for fundraisers. With a value in the thousands of dollars, it’s a generous donation.
It’s hard not to be impressed with Magnum Research’s top of the line technology and precision. I highly recommend getting your hands on a Magnum Research BFR so you can experience its power yourself.
What are you waiting for? Call up your buddies and track down a Magnum Research BFR! If you’re curious about pricing, check it out from our recommended provider.
Recently, the United States Navy celebrated the 98th anniversary of the commissioning of its very first aircraft carrier, the USS Langley (CV-1).
CV-1 was named after American aeronautics engineer, Astronomer, aviation pioneer, bolometer, and physicist, Samuel Piermont Langley (the same guy whose name is on a NASA research center, an Air Force base, a mountain, three other ships — two of which are USN ships — and a slew of schools, buildings, labs, and a unit of solar radiation measurement). The USS Langley was converted from the Proteus-class collier USS Jupiter (AC-3), which itself was commissioned in April or 1913.
As the Langley, she had a full-load displacement of 13,900 long tons, a length of 542ft, beam of 65ft 5in, draft of 24ft, and 3 boilers. This was also the United States Navy’s first tubro-electric-powered ship. She was commanded by Commander Kenneth Whiting, upon commissioning.
The USS Langley saw service as both an aircarft carrier and a seaplane tender. In the seaplane tender role, she was commissioned as AV-3 on 11 April 1937. She served as AV-3 until 27 February 1942, when she was struck by Japanese bombers. She now rests on the seafloor near Cilacap Harbor, Java, Indonesia.
The USS Langley was the first step in what would help the Navy — and the United States — project global reach and force. A unique feature of the Langley (among all USN aircraft carriers) was its carrier pigeon house. USN carriers (and signals) have come a long way since then.
Since the commissioning of the USS Langley as the first aircraft carrier, the United States Navy has fielded 80 total carriers. There are currently 11 in service. Both of these numbers vastly outcounts every other nation’s number of aircraft carriers. With a current global total of 44 active carriers (some of those are arguable), America owns 25% of those. But the strategic value of those 11 carriers is much more than 25% of that global total.
The first purpose-built aircraft carrier to be commissioned ever, anywhere, was the Japanese Hōshō, which was commissioned two days after Christmas, 1922.
Tesla Cybertruck’s controversial style and decked out armor-like exterior and towing capability seem like overkill for everyday driving, but they could be perfect for camping just about anywhere.
During the presentation, Tesla emphasized that the Cybertruck is “completely adaptable for your needs.” The company is marketing the truck as the best of a truck and a sports car, but information on its website hints at other future possibilities.
The most expensive edition of the Cybertruck has 100 cubic feet of storage space, which would be useful for camping gear.
Tesla’s renderings at least show that the company is thinking about the possibility of a camper conversion, with one image showing a tent attached over the truck bed and what appears to be cooking attachments on the tailgate.
Tesla fans have shown an interest in converting their electric vehicles into more comfortable places to sleep in the past. Dreamcase sells mattresses designed for specific car models, designed to “transform your car into a luxury double bed.” It already sells mattresses for three current Tesla models.
Regardless of whether Tesla releases more information about possible camper conversions, the Cybertruck design already has the ability to tow an RV. The Cybertruck has a towing capacity of up to 14,000 lbs, which is more than enough to tow even the heaviest Airstream on the market.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.