One side effect of the end of World War II was that the United States Navy was left with a lot of extra ships lying around. In fact, the Americans found themselves with so many extra hulls, they couldn’t even give some away. Decades later, that inability to offload ships worked in our nation’s favor — especially during the Vietnam War. Some of these old ships ended up learning new tricks, like the USS Albemarle (AV 5).
During World War II, USS Albemarle served as a seaplane tender, mostly with the Atlantic Fleet. She undertook a variety of missions in the 1950s and was slated to handle the P6M Martin Seamaster flying boat when it was introduced into service. Unfortunately, the P6M never saw the light of day and, in 1962, USS Albemarle was stricken from the Naval Register of Vessels.
USS Albemarle in World War II, where she mostly served with the Atlantic Fleet.
Two years later, however, she was re-instated — but under a new name, USNS Corpus Christi Bay (T-ARVH 1). The military was facing a big problem and the former-USS Albemarle was the solution. The Vietnam War saw the first wide-scale use of helicopters in just about every facet of combat. Some served as gunships while others hauled troops. Some evacuated the wounded and others delivered supplies. Many them, however, got shot up in the process and needed repairs.
America had over 12,000 helicopters in Vietnam. With so many helicopters, transporting the damaged ones back to the United States for repairs would’ve been a logistical nightmare. So, instead of bringing helicopters to the repair facility, America brought the repair facility to the helicopters, in the form of USNS Corpus Christi Bay.
After two years of work, USS Albemarle (AV 5) became USNS Corpus Christi Bay (T-ARVH 1), a floating helicopter repair shop.
From 1966 to the end of the Vietnam War, USNS Corpus Christi Bay served as a floating repair depot for helicopters. Damaged choppers were brought in by barge, where they were fixed and returned to the front lines. USNS Corpus Christi Bay was again stricken in 1974 and scrapped, but she had served America honorably in two wars.
Learn more about her Vietnam-era service in the video below.
Kadena Air Base, Japan (AFNS) — Providing the base and various other units on the island with cryogenic products – whether it be in a liquid or gaseous form – is the plant’s priority.
“We produce the liquid oxygen and the liquid nitrogen here for our organizations across the island to make sure they get the product they need to make the mission happen,” said Tech. Sgt. Mark Pannell, 18th Logistics Readiness Squadron assistant noncommissioned office in charge of cryogenic productions.
The production plant provides services for a range of reasons, whether it be for pilots or patients, the plant handles it all and can also be the difference in life or death in some instances.
“We manufacture liquid oxygen and liquid nitrogen for various organizations to use…Breathable oxygen at high altitudes for aircraft, liquid nitrogen to fill tires for the aircraft so they don’t explode if they hit the ground too hard and the hospital has various uses for oxygen and nitrogen as you could imagine…It’s important,” said Senior Airman Christopher Tallan, 18th LRS cryogenic production operator.
While other bases have to purchase their liquid oxygen and nitrogen from external providers, Kadena Air Base is able to support the mission directly as well as save money.
A beaker of liquid oxygen sits filled July 27, 2018, at Kadena Air Base, Japan.
(U.S. Air Force photo by Staff Sgt. Jessica H. Smith)
“I don’t like to solely rely on other people because I know if we do it ourselves, it’s going to be done the right way and I think this is really valuable for the Air Force because we’re always looking for new and innovative ways to save money,” Pannell said. “We should really strive to be innovative and this is something I push down to my Airmen – to be innovative and think of new ways to do things.”
With innovation comes plenty of learning opportunities – and growing pains.
“It’s been challenging at times because everyone is learning a new plant,” Pannell explained. “We have to learn the ins and outs; everyone here is growing.”
Providing these services can prove to be rather complex. From separation of atmospheric air to expansion and cooling, the job is chemically impossible to do without machines.
The machine – production plant – typically runs one week at a time for 24 hours a day and enables the production of about 50 gallons an hour.
While the machine is doing its job, the rest of the team is ensuring it works properly.
“We have to do hourly checks to make sure nothing is malfunctioning,” Tallan said. “We’re responsible for knowing what’s supposed to be going on. With such a big plant and so many pipes, we have to make sure that nothing is in a pipe that shouldn’t be in it, and make sure things are at the right temperature in the pipes they’re supposed to be in.”
With such a unique and vital mission role, working at the only operational cryogenic production plant in the Air Force seems to be a great source of pride and inspiration for those in the career field.
Senior Airmen Michael Hall and Christopher Tallan, both 18th Logistics Readiness Squadron cryogenic production operators, prepare to fill a cart with liquid oxygen July 27, 2018, at Kadena Air Base, Japan.
(U.S. Air Force photo by Staff Sgt. Jessica H. Smith)
“I love my job; I love coming to work. I work in a cryogenic facility – it’s insane,” Tallan laughed. “I always thought about the cryo guys and how badly I wanted to go for one day and see…It’s different when every single day you’re holding a sample of liquid oxygen and you can feel it boil inside the beaker…I love it.
Along with the job being cool – literally and figuratively – it also demonstrates the importance of smart investment and innovation with promises of bettering the success of the Air Force mission as a whole.
“I take it as a personal challenge to myself and my team to do our best and actually show higher leadership that this is a legitimate plant and it could benefit not just Pacific Air Force, but other areas – especially overseas,” Pannell said.
Featured image: Senior Airman Michael Hall, 18th Logistics Readiness Squadron cryogenic production operator, fill a cart with liquid oxygen July 27, 2018, at Kadena Air Base, Japan.
When Jessica Pearce Rotondi lost her mother to breast cancer in 2009, she had no idea of what she would gain: the chance to become a part of her military family’s history. The unexpected journey took her from her childhood home in Massachusetts to the lush mountains of Laos, where her airman uncle was shot down in 1972.
“Sending a loved one away and not knowing if they’ll walk through the door again is an incredible sacrifice,” Rotondi said.
It’s a sacrifice her mother’s family made multiple times. For not only was her Uncle Jack shot down alongside his AC-130 crew during the “secret war” in the neutral nation of Laos, her grandfather — Jack’s father — fell from the sky too, spending two and a half years in a German POW camp during WWII.
As “What We Inherit: A Secret War and a Family’s Search for Answers” so arrestingly confesses in its first sentence, Rotondi comes from “a family that loses children.”Rotondi spent a decade researching and writing her debut novel, a deeply personal family memoir and obscure history lesson released this April. Historical supporting evidence, it turns out, would be hard to come by.
Read more about Vietnam War vets traveling to find answers.
“Much about what happened in Laos has only recently been declassified. I embedded photographs of some of the reports and letters I found directly into the book, because I wanted to recreate that sense of expectation to show how the force of a single document can change a family’s hopes,” Rotondi, a Brooklyn resident, said. “Getting CIA officers, refugees and former soldiers on the record about their role in the war was a slow exercise in trust-building but led to some incredible conversations.”
Before her mother’s death, conversation about Rotondi’s uncle and grandfather’s wartime experiences were few. A chance discovery of a hidden-in-the-closet file cabinet just hours after her mother’s passing launched Rotondi onto what would eventually become “What We Inherit.” It involved thousands of hours of research, sifting through redacted files, yellowed newspaper clippings and maps of questionable accuracy.
Rotondi, whose work has been published in the likes of The Huffington Post and The History Channel, traveled to Southeast Asia in 2013 to locate her uncle’s crash site. She was not the first family member to do so; she was simply retracing her grandpa’s steps through Laos as he obsessively searched for answers about his missing son years earlier.
The process of writing her family’s tragedies reminded Rotondi of the incredible strength of military families.
“I had the incredible privilege of speaking to other families of the missing for this book, and the biggest takeaway from them was the strength of the unspoken bond between military families,” she said. “I read somewhere that we never truly die until our name stops being spoken aloud. There is power in talking about our lost and missing veterans — especially with the next generation.”
“What We Inherit,” a book worth reading, ensures that will never happen on Rotondi’s watch.
The officers of the USS Liberty were sunbathing on the decks of their ship on June 8, 1967, just outside of Egypt’s territorial waters. Not too far away, Egypt was in the middle of the Six Day War with Israel, who would occupy the Sinai Peninsula by the war’s end.
The peaceful day aboard the intelligence-gathering ship was destroyed when Israeli Mirage and Mystere jets tore through the air – and dropped ordnance that ripped through the Liberty’shull.
Commander William McGonagle was severely wounded as the Israelis fired rockets, dropped napalm on the bridge, and then strafed his ship. He still managed to call his crew to quarters and take command of the Libertyfrom the bridge. The ship was on fire, men were dead and wounded, and McGonagle himself was burned by napalm and losing blood.
The Liberty was not a warship but a lightly-armed, converted freighter — a holdover from World War II. Her mission was to collect signals intelligence and radio intercepts on the war between the Arabs and Israelis but not to get involved in the fighting or violate Egyptian sovereignty.
With his ship still in range of the U.S. 6th Fleet, Cmdr. McGonagle radioed the USS Saratoga, which sent 12 fighters to assist. Those fighters were recalled on orders from Washington. The Israeli fighters eventually let up and disappeared on their own. But that wasn’t the end of the attack. When they were gone, three Israeli torpedo boats opened up on the American ship and blew a 40-foot hole in the Liberty’s hull.
The armaments on the USS Liberty were totally outmatched. The ship was carrying only four .50-caliber machine guns, a far cry from the Egyptian ship Israelis claim shelled the coastline that morning. The Liberty was a sitting duck.
With his ship burning and flooded, McGonagle directed the maneuvering of his ship for 17 hours while critically wounded. He refused medical treatment until he was convinced more critically wounded members of his crew were treated. He didn’t give up command until the Liberty encountered a U.S. destroyer.
For his gallantry and determination, McGonagle was awarded the Medal of Honor.
Israel maintained that its attack on the Liberty was a mistake, that the planes were looking for an Egyptian ship, the El Quseir. Some find this troublesome, considering the El Quseir was a very different size than the Liberty and had a very different profile. Still, The IDF’s own inquiry says the Israeli Chief of Naval Operation did not know the Liberty was in the area. The captains of the torpedo boats maintained that closer identification was impossible because the Liberty was “enveloped in smoke.”
McGonagle’s official account of the incident corroborates the Israeli account, but the crew of the Liberty aren’t so certain. A 2002 BBC Documentary includes interviews with the Liberty’s crew, Israeli officials, and even Robert McNamara, the U.S. Secretary of Defense at the time.
“I was never satisfied with the Israeli explanation,” then-Secretary of State Dean Rusk said of the Liberty Incident “Their sustained attack to disable and sink Libertyprecluded an assault by accident or some trigger-happy local commander. … I didn’t believe them then, and I don’t believe them to this day. The attack was outrageous.”
There are numerous conspiracy theory-related sites, some even run by Liberty crewmembers, that call into question some of the actions of the Israeli forces and of the orders from Washington. Some of these theories include:
• The Liberty was attacked to keep the U.S. from knowing about Israel’s upcoming attack on Syria.
• Trying to draw the U.S. into a greater anti-Arab war.
• Hiding Israeli war crimes (alleged massacres of Egyptian POWs).
• Israelis using unmarked aircraft.
• Torpedo boats machine gunning life rafts.
• Jamming radio signals meant that Israel knew the frequency the ships would be on– and thus knew they were American.
Official accounts (including from McGonagle) maintain that the Israeli torpedo ships halted mid-attack and offered assistance once the identity of Liberty was ascertained. The Americans politely declined.
Narrator: If you’re not sure what kind of car this is, you’re not alone. These tiny metal capsules with wheels are called belly tanks, or lakesters, and they’re a major part of hot rod culture.
So where does that strange-looking ‘bodywork’ come from? The short answer? The sky. Following World War II, US junkyards and surplus stores were filled with an abundance of leftover warplane parts, which included plenty of drop tanks, or belly tanks. Belly tanks were supplemental gas tanks strapped to World War II fighter planes to help boost their notoriously poor range. However, after the war, racers found another use for them. America’s gearheads quickly began transforming these discarded fuel cells into miniature speed demons and racing them out on dry lake beds, hence the name lakesters.
Bruce Meyer: The belly tank was a natural because it was an extra fuel tank attached to the bottom of a P-38 fighter plane. So it was already proven to to be aerodynamic. So it was the perfect shape for land speed racing.
Narrator: One of the most famous belly tankers belonged to Alex Xydias, founder of the iconic So-Cal Speed Shop. Owned today by rare car collector and enthusiast Bruce Meyer, this legendary lakester still looks just as good now as it ever did.
Bruce: The top speed that this car attained was 198 mph, and that was piloted by Alex Xydias. When we found the belly tank, it was very much complete. It had the original interior, original dash, all the original metal and suspension. So it was all there. Nothing had to be fabricated, but it still took a year of research with Alex Xydias and Wally Parks working with Pete Chapouris, who restored the car, to make it what you see today and as accurate as it is. It is 100% the original car.
Finding a belly tank in the ’40s and ’50s was very, very easy. Today, not so much.
Narrator: That hasn’t stopped plenty of car builders in shops and garages today.
Sundeep Koneru: Sunrise Racing Division is our take on preserving vintage hot rods, especially the different eras of racing. Building our car took us about eight months. The process was first finding these tanks, which are becoming harder and harder to find. Next step was sending it to Steve Pugner, my buddy in Virginia. He does great metalwork, and he’s the one who did all the metalwork on this car. Next was finding a motor.
The biggest challenge we faced was one, me and Steve are pretty tall guys, so trying to fit us in the back of that tank was a challenge. And of course fitting a big motor which ends up sticking out was a bit of a challenge too.
I think belly tankers are still as popular as they’ve ever been. There’s more and more guys in their garages building belly tanks than I’ve ever seen before. Some of the big events you can go and see these are Bonneville during Speed Week or even El Mirage during their time trials.
Bruce: Belly tanks were prolific back then, and some people used them to build land speed records. Today, it’s not so easy. You don’t see belly tanks just laying around, and the few that were used for land speed racing are few and far between. But they do exist and are being held by enthusiasts and people who understand the importance of them.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
In the last part of the 19th Century, the U.S. Army’s chief enemy was the scores of Native American tribes who still roamed America’s Great Plains and dominated the American Southwest, among other places. As sporadic attacks against settlers in those regions increased, the U.S. government decided it had to act. By the dawn of the 20th Century most of the tribes had capitulated and resigned themselves to their reservations.
And it all started with a lame cow.
Lameness describes an injury to the cows foot that adversely affects its life.
A cow can become lame for any number of reasons, such as a toe abnormality, something getting embedded in its hoof, or even just walking long distances regularly. When a cow’s hoof becomes bruised or worn down, the animal spends more time laying down and tends to eat less, adversely affecting its condition. A cow with this condition passed through Fort Laramie, Wyoming one day in 1855 along with a group of Mormon immigrants.
While the group of settlers rested at Fort Laramie, their lame old cow wandered off by itself. Eventually, it came across a group of Mniconjou tribesmen who were waiting for an annuity from the U.S. government. It was late, the men were starving and had no means to procure food for themselves. Naturally, once the cow was in sight, it became dinner.
The cow was allegedly worth four dollars, but when the Natives tried to trade a good horse for the lame cow (the one they already ate), the offer was rejected. Instead, the settlers demanded for the cow. At first, the Army was willing to brush the incident off as trivial and stupid, but the officer of the post was no fan of the Indians. He set out with some 30 troops and departed for one of the Indian Camps to confront them about the cow. After brief words were exchanged by a drunken translator that was also really bad at his job, the soldiers began to fire into the Indians.
The Indians fought back. By the end of it, the leader of the Lakota was dead along with all the Army soldiers. The Army retaliated by gathering 600 troops and assaulting the Lakota where they lived. The Plains Wars just began in earnest. The Army struck a number of tribes over the next few years, as President Ulysses S. Grant decided he’d had enough of the natives and it was time to pony up the resources to get them onto reservations.
All because of one lame cow.
The fighting began with the Lakota, then came the Cheyenne, the Kiowa, Apache, Arapaho, and eventually, even the dreaded Comanche tribe were systematically subdued by the Army and forced onto reservations. One by one the tribes were forced to abandon their traditional lands and ways of life, for life on the reservations. Most of the Indians never received anything promised by the government and fought on until they were forced to capitulate.
The U.S. Army Aeromedical Research Laboratory (USAARL) introduced an innovative Blackhawk helicopter simulator at a ribbon-cutting ceremony on Sept. 17, 2019, at Fort Rucker, Alabama. The Cockpit Academics Procedural Tool — Enhanced Visual Capable System — or, CAPT-E-VCS for short — is a reconfigurable research platform that allows for swift, mission-responsive research in support of the Army’s Future Vertical Lift and modernization priority. These priorities are part of the Army’s focus on multi-domain operations to counter and defeat near-peer adversaries in all domains.
“USAARL is the Army’s aeromedical laboratory focused on the performance and survival of the rotary wing Warfighters to give them decisive overmatch,” said USAARL’s Commander, Col. Mark K. McPherson, about the importance of fielding state-of-the art tools in research. “This high fidelity simulator is the perfect example of how we merge the science of aviation and medicine to optimize human protection and performance, leveraging science against our nation’s competitors.”
USAARL Commander, Col. Mark McPherson, assists Joshua DuPont, an aerospace engineer at CCDC S3I, with the ribbon cutting that unveiled the Laboratory’s new state-of-the-art aviation research capability, the CAPT-E-VCS.
(Photo by Scott Childress)
The Army views vertical lift dominance over enemy forces as critical to increased lethality, survivability and reach. To meet the demands of Future Vertical Lift priorities, the Army is both developing and acquiring next-generation aircraft and unmanned systems to fly, fight and prevail in any environment. The CAPT-E-VCS was developed in partnership with the U.S. Army Combat Capability Development Command’s System Simulation, Software, Integration Directorate to evaluate new technologies integral to meeting those requirements. The device pairs a Blackhawk medium-lift model helicopter cockpit and academic simulator from California-based SGB Enterprises with a 12-inch projection dome from Q4 Services, Inc., which is headquartered in Orlando, Florida. State-of-the-art X-IG image generation software —developed by Alabama-based CATI Training Systems — was further added to the CAPT-E-VCS in order to create a singular, customizable research platform for USAARL.
Capt. Justin Stewart, a USAARL pilot, gives Master Sgt. Kenneth Carey, USAARL’s Chief Medical Laboratory Non-Commissioned Officer, a CAPT-E-VCS tutorial.
(Photo by Scott Childress)
“Now we can evaluate in a digital glass cockpit platform pilot workload as well as the effects of high altitude flight environments,” said Dr. Mike Wilson, Research Psychologist at USAARL. “For example, we can couple the laboratory’s reduced oxygen breathing device with a high-fidelity simulation environment and create a more realistic test environment for research. This innovation is a mission responsive, cost saving research tool that is critical to moving the Army closer to its Future Vertical Lift goals.”
It’s the dreaded last step in clearing out of a unit to either PCS to another duty station or ETS back into the civilian world — turning gear into the Central Issuing Facility.
We get it. Nobody wants to stand around for six hours to have a grouchy civilian give you hell for having a tiny bit of Afghanistan dust stuck to your rucksack, but it’s just one of those things that needs to be done. Uncle Sam gave you a bunch of high-priced gear and he expects it back — even if the gear is well past its issuing date.
You likely won’t ever have a fantastic, enjoyable time at CIF, but it doesn’t have to be terrible. Here’re a few tips that many troops and vets before you have used to breeze through.
There’s nothing a little elbow grease and a bit of “f*ck you” can’t solve.
(U.S. Army photo by Spc. Sean McCallon, 91st Training Division public affairs)
Clean. Everything. Spotlessly.
This is a no-brainer. CIF wants their gear clean and they’ll kick it right back if they see dirt. If you know that you’ve used your gear at least once since getting it, give it a wash. Your more well-used stuff is going to require a lot more extra attention. Give yourself a week to get it all done. It might take all manners of cleaning products to get that one friggin’ stain out of the knee pads you know you barely used, but it’s got to be done.
It helps to volunteer for working parties that involves the supply room. Stay on their good side.
(U.S. Navy photo by Mass Communication Specialist Seaman Dominick A. Cremeans)
Sweet talk your supply NCO.
Everyone takes for granted how much the supply NCO can really help with missing, broken, or un-returnable gear. They have connexes upon connexes of gear that isn’t really accounted for that could easily help you out.
Depending on what the supply room has to offer, you could save a lot of money by simply asking nicely. Sure, they probably can’t swing you an entire sleeping bag system without doing a bunch of paperwork — but they could probably take yours and swap it out with another… Maybe.
Some times those “tacticool” retirees know what’s up.
(Photo by Anna Frodesiak)
Buy what you’re missing off-post.
But the supply NCO can’t help you with everything — and you’re not going to want to take that hit from the Statement of Charges that says you owe the government 0 for a single missing ammo pouch. Thankfully, there’s an entire market dedicated to selling used military gear just outside the main gate.
First of, it’s best to simply not consider the legality of how the place received all that gear — there’s a non-zero chance it was pilfered from some poor sap’s wall locker at reception and sold by some grade-A blue falcon. Just pay the , get your replacement gear, and tell yourself that it was probably surplus — or it “fell off some truck somewhere.”
Plus, that moment when you correct them and say, “as you can clearly see” while pointing to the relevant document is priceless.
(U.S. Army Reserve photo by Spc. Brianna Saville / 416th Theater Engineer Command)
Bring any and all paperwork from previous visits to CIF.
Don’t just show up with your clearing paperwork and the slip of what your supply NCO says you were issued. Bring any document that may even remotely have anything to do with your gear.
Best case scenario: Everything goes without a hitch and you can jam that paperwork back into the plastic box you keep in the closet. Worst case scenario: They say that you were issued something that you clearly never were and you have proof that there was some kind of mistake.
This goes double if the CIF is using troops to help with the workload. Just don’t be an asshole.
(U.S. Army Reserve photo by Spc. Brianna Saville/ 416th Theater Engineer Command)
Don’t give the workers a hard time.
This one should be basic human knowledge — or at least ingrained in military customs and courtesies. Don’t be a dick to the civilians who work at CIF. The reason the lines are so long is because they’re constantly helping loads of troops, each and every day.
Rank and position don’t mean the same thing to them because you’re in their world, they’re not in yours. They will help each and every troop, from private to general, when their number is called. It doesn’t matter if they’re as pleasant to be around as that slug lady from Monster’s Inc., don’t give them any extra incentive to kick your stuff back — even if that means swallowing your pride.
While the British Military has shrunk since the end of the Cold War, the country is still responsible for many great weapons systems. In fact, the towed artillery pieces the United States Military uses, the M119 105mm howitzer and the M777 155mm howitzer, are both British designs. However, the Brits also have an excellent self-propelled howitzer.
It’s called the AS-90, and it replaced two self-propelled guns in British service: The M109, an American design, and the Abbot, an indigenous design that packed a 105mm gun. The AS-90 uses a 155mm gun based on the FH70 towed howitzer. The AS-90 has an effective range of up to 18 miles, depending on the ammo used.
British Army AS-90 howitzers let loose during training in Iraq.
(Joint Combat Camera Center Iraq Photo by Pfc. Rhonda Roth-Cameron)
The system entered service in 1993, too late for Operation Desert Storm. Cutbacks after the fall of the Soviet Union meant that it also did not see a lengthy production run. It has a top speed of 34 miles per hour, which allows it to keep up with the Challenger 2, Britain’s main battle tank, which has a top speed of 37 miles per hour.
This 50-ton vehicle saw action during Operation Iraqi Freedom and in NATO peacekeeping missions in the Balkans, where it provided fire support. An improved version, the AS-90 “Braveheart,” was expected to feature a 33% longer barrel, but was cancelled after issues with the propellant emerged.
The Polish Army is also using a version of the AS-90 – well, the turret of the cancelled AS-90 Braveheart – on a K9 Thunder chassis.
(Photo by VoidWanderer)
The AS-90 has received special modifications to enable for better performance during desert operations. These upgrades include tracks designed to operate better on sand and better ways to keep the crew and the engine cool. Currently, a total of six British artillery regiments operate this vehicle.
Although the AS-90 Braveheart is getting up there in age, pieces of it will remain important for years. The turret has been mated with the chassis of a South Korean self-propelled howitzer, the K9 Thunder, to make the AHS Krab. The Polish Army is planning to operate 120 of these.
Learn more about this British cannon in the video below!
While the Nimitz- and Ford-class nuclear-powered supercarriers operated by the United States Navy tend to grab everyone’s attention, there are other carriers out there. France, India, China, and Russia, for example, all operate aircraft carriers — though only France’s uses the same catapult-launch system as the Americans’. France’s carrier, the Charles de Gaulle, is also the only nuclear-powered aircraft carrier in service outside the United States Navy.
The aircraft carrier USS Enterprise (CVN 65 ), the world’s first nuclear-powered aircraft carrier, steams alongside the smaller French aircraft carrier Charles De Gaul (R 91), in the Mediterranean Sea. (US Navy photo)
As tensions flare, it’s fun to hypothesize how some of these vessels would perform against one another. So, how would the Charles de Gaulle fare against Russia’s Kuznetsov?
The Charles de Gaulle, which entered service in 2001, weighs in at 37,600 tons. This carrier has a top speed of just over 25 knots and can carry 32 Dassault Rafale M multi-role fighters, along with three E-2C Hawkeyes and four helicopters.
Russia’s Admiral Kuznetsov is larger, weighing 55,000 tons. It doesn’t have nuclear power and, while it can reach a speed of 29 knots, her boiler-based propulsion system isn’t the most reliable. The carrier has a host of other problems, too. The carrier reportedly can carry 18 Su-33 Flankers or MiG-29K Fulcrums, four Su-25 Frogfoot trainers, 15 Ka-27 Helix anti-submarine helicopters, and two Ka-31RLD Helix airborne early warning helicopters. She also packs 12 SS-N-19 Shipwreck long-range anti-ship missiles.
While both carriers have surface-to-air missiles, this fight would ultimately be determined by who has the better air wing — that’d be the de Gaulle. Not only is the Rafale slightly more advanced than the Su-33 Flanker and MiG-29K, the de Gaulle operates 32 of them. The Kuznetsov’s Flankers will fall to a barrage of Mica air-to-air missiles. Then, the Rafales will switch to carrying AM.39 Exocet anti-ship missiles.
It would take waves of attacks, but the Kuznetsov would, eventually, be put on the bottom.
There were two reasons that the Japanese Navy found itself on the wrong end of the Marianas Turkey Shoot. One was the F6F Hellcat, which proved to have much better performance than the Mitsubishi A6M Zero. But just having the Hellcat wasn’t enough.
The real key to the overwhelming victory in the skies above the Philippine Sea was how well a pilot could operate their plane. During the Battle of the Coral Sea, Stanley Vejtasa earned the second of his two Navy Crosses by destroying three Zeroes while flying a Douglas SBD Dauntless dive bomber. Later in 1942, Vejtasa would score seven kills in one day during the Battle of the Santa Cruz Islands while flying the F4F Wildcat. Vejtasa would find himself sent back Stateside, his kill total for World War II frozen at 10.5, as he became a test pilot.
Many other aces were sent back, some as test pilots, but most were responsible for training up-and-coming pilots. The combination of the user-friendly F6F Hellcat and skilled, veteran pilot instructors made this fighter a superb weapon. It scored 5,165 kills during World War II. David McCampbell would score 34 of them to become the Navy’s leading ace. Japan kept its pilots on the front lines, so when they were shot down, they were often killed.
One reason the Hellcat racked up such a high total was that its contemporary, the Vought F4U Corsair, was difficult to fly – earning the dubious nickname, “Ensign Eliminator.” By contrast, the Hellcat was a relatively simple plane to land — a big plus when it came time to land on a carrier. As a result, the Corsair was relegated mostly to land bases.
IT jobs are some of the fastest growing, most secure jobs around today. Although they require a lot of education and experience, military veterans who held similar roles in the military tend to transfer extremely well. We did some research on the IT jobs the Bureau of Labor Statistics say are growing the fastest, and these are the most in demand, and will be in the future.
1. Software Developer
What software developers do
Software developers are the technical and creative minds who design and develop software for computer programs and applications.
Duties of software developers:
Analyze users’ needs and then design, test, and develop software to meet those needs
Recommend software upgrades for customers’ existing programs and systems
Design each piece of an application or system and plan how the pieces will work together
Create a variety of models and diagrams (such as flowcharts) that show programmers the software code needed for an application
Document every aspect of an application or system as a reference for future maintenance and upgrades
Collaborate with other computer specialists to create optimum software
Software developers are responsible for overseeing the entire development process for computer systems and applications. One of their main responsibilities is to identify how the users of the software will interact with it. Software developers must also keep in mind the type of security that their software will need in order to protect users.
Developers design and write the instructions for a program, and then give the instructions to the programmers to actually write the code. Some developers, however, might even write the code for the software.
(Photo by Farzad Nazifi)
Work environment of software developer jobs
Software developers typically work in teams that also consist of programmers. They must be able to work together and exchange ideas freely in order for the product to work. Typically, software developers work in an office and work 40 or more hours per week.
How to become a software developer
Software developers usually have a bachelors degree in computer science, software engineering or a related field. If you are going to school for software development you can expect to take courses that focus more on building the software. Many students gain experience by completing an internship with a software company while they are in college.
Even though writing code is typically not the responsibility of the developer, they still must have a strong background in computer programming. Through the course of their career developers will need to stay familiar with the newest computer tools and languages.
Software developers must also have knowledge of the industry they work in. For example, a developer working on digital recruitment software should probably have some knowledge about how the recruiting industry works.
Looking closer, the employment of applications developers is expected to grow by 31%, while system developers is expected to grow by 11%. The need for new applications on smart phones and tablets contributes to the high demand for applications developers.
The insurance industry is expected to need new software to help their policy holders enroll. As the number of people who use this software grows over time, so will the demand for developers.
Growing concerns with cybersecurity will contribute to the demand for software developers to design security systems and programs.
Job applicants who are proficient in multiple computer programs and languages will have the best opportunity to secure employment.
2. Information Security Analyst
What information security analysts do
Information security analysts are responsible for creating and overseeing security measures to protect an organization’s computer systems and digital assets from cyberattacks.
Duties of information security analysts:
Monitor their organization’s networks for security breaches and investigate a violation when one occurs
Install and use software, such as firewalls and data encryption programs, to protect sensitive information
Prepare reports that document security breaches and the extent of the damage caused by the breaches
Conduct penetration testing, which is when analysts simulate attacks to look for vulnerabilities in their systems before they can be exploited
Research the latest information technology (IT) security trends
Develop security standards and best practices for their organization
Recommend security enhancements to management or senior IT staff
Help computer users when they need to install or learn about new security products and procedures
Information security analysts are heavily leaned upon to create their organization’s disaster recovery procedures, which allow an IT department to continue operating in the face of an emergency. Because cyberattacks are so common and dangerous now, these measures are extremely important to the stability of an organization.
Analysts must be familiar with how cyber attackers are operating, and be prepared for new ways they may infiltrate a computer system.
(Photo by Markus Spiske)
Work environment of information security analysts
The work environment of IT security analysts is typically set in the headquarters of a company so that they can monitor the computer systems, unless the company has a separate office strictly for their computer networks. As you can imagine, the majority of their work involves being on computers and monitoring for unusual activity.
Most IT security analysts work at least 40 hours per week, and some work more than that. They often work in teams and may even have specific people assigned to monitoring different aspects of a network.
How to become an information security analyst
To become an IT security analyst you will need at least a bachelor’s degree in a computer-focused field, and many employers prefer a masters degree and some work related experience. A Master of Business Administration in information systems is the preferred degree for upper level positions. This is where military experience comes into play. If you had experience in this field in the military, you will have a great edge over your competition.
Information security analysts are very well paid and will enjoy great job security and profession growth in the coming years. According to the Bureau of Labor Statistics, the average annual salary of information security analysts was ,510 as of May 2017. Employment of information security analysts is expected to increase 28% by 2026, which is considerable faster than the average occupation is expected to grow over that same time period.
Because cyberattacks are so common now, information security analysts will see a high demand for their job in the future. They will be expected to come up with innovative solutions to combat cyberattacks. As banks and other financial institutions continue to increase their online presence, they will need to ensure the safety of their own data and that of their users. This is true for many organizations, which makes information security analysts valuable.
Prospects who have prior experience, such as military veterans, are expected to have the best chance at gaining employment. Additionally, having special certifications and advanced degrees will be preferred moving forward.
Companies hiring for information security jobs
AECOM: AECOM is built to deliver a better world. We design, build, finance and operate infrastructure assets for governments, businesses and organizations in more than 150 countries.
ORACLE: At Oracle, our vision is to foster an inclusive environment that leverages the diverse backgrounds and perspectives of all of our employees, suppliers, customers and partners to drive a sustainable global competitive advantage.
Oracle: At Oracle, our vision is to foster an inclusive environment that leverages the diverse backgrounds and perspectives of all of our employees, suppliers, customers and partners to drive a sustainable global competitive advantage.
By now, there’s a playbook for capitalizing on gamer nostalgia. Take a classic console — the original Nintendo, the Super NES, the first PlayStation, the Atari VCS — and make a miniaturized, modern version with HDMI output and preloaded games. Then, sell it at a price much lower than that of the latest generation of consoles. For long-suffering Sega fans, the wait is finally coming to an end, as the company is finally borrowing the playbook and releasing an updated version of its classic console, the Sega Genesis.
The Sega Genesis Mini, as the new device is known looks, like a shrunk-down version of the original, beloved console. It will come with two wired controllers with a standard D-pad on the left and Genesis-standard three-button control pad on the right.
The Genesis Mini is an HDMI-equipped version of the classic console that comes preloaded with 40 different games. (Buy now)
The system comes preloaded with 40 different games, a generous number that means it won’t be easy to get bored with this thing. The included titles are being announced in four waves of ten, and the first batch has us excited. Sonic the Hedgehog is thankfully included because there wouldn’t be much point to a Genesis reboot without it.
Other titles include the Dracula-themed platformer Castlevania: Bloodlines, groundbreaking independent title Gunstar Heroes, the bizarre and captivating Toe Jam Earl, as far as we know the only funk-themed video game out there. There’s a ton of variety in this wave, and we’re excited to see the rest of the titles as they’re released between now and Sept. 29, 2019, when the console hits the market.