Sir Richard Branson’s company, Virgin Orbit, conducted a successful test drop of an unpowered LauncherOne rocket on July 10, 2019, over California’s Mojave Desert near the Mojave Air & Space Port. The test is the latest step in Virgin Orbit’s goal to offer an affordable, small payload orbital launch capability to both commercial and government contract customers.
The unpowered air-launch drop test was the last major step toward the next phase of testing for LauncherOne, a future powered flight following a drop from the Boeing 747-400 named “cosmic Girl”. July 10, 2019’s test drop was initiated from an altitude of 35,000 feet using an unpowered LauncherOne vehicle filled with antifreeze and water as ballast to simulate a payload. Following the test drop the LauncherOne test vehicle fell seven miles to earth and its destruction following impact with the desert.
The LauncherOne test vehicle under the wing of the drop aircraft moments before July 10, 2019’s successful test drop.
The Boeing 747-400 drop-test mothership aircraft was flown by noted test pilot and Air Force Academy graduate Kelly Latimer, a combat pilot and also a graduate of the USAF Test Pilot School. Latimer is a veteran of the Virgin Galactic program and has also flown the WhiteKnightTwo specialty built aerial launch vehicle.
In a blog post on VirginOrbit.com published July 9, 2019, the company said, “We’ll be monitoring and rehearsing a million things, but this test is really all about those few seconds just after release, as we ensure the rocket and aircraft separate cleanly and observe how the rocket free-falls through the air.”
The course flown by the Boeing 747-400 drop aircraft for July 10, 2019’s successful test drop. The aircraft could be tracked on Flightradar24.com.
(Flightradar24.com via Virgin Orbit Twitter)
The Virgin Orbit LauncherOne project is one of many recent commercial space launch projects, not all of which have succeeded. Following the dramatic first flight of late billionaire Paul Allen’s Stratolaunch aircraft on April 19, 2019, the Reuters News agency ran a story on May 31, 2019, saying the Stratolaunch flight program would be shut down until a buyer for the ambitious project came forward. A June 14, 2019 report on CNBC.com by reporter Michael Sheetz said, “Holding company Vulcan is seeking to sell Stratolaunch at 0 million, people familiar with the matter tell CNBC.” Branson’s Virgin Orbit LauncherOne may be a more practical approach to short lead-time, low cost orbital launches. LauncherOne is claimed to have a payload capacity of 300 kilograms (660 lbs.), although Space.com reports the payloads can be up to “1,100 lbs. (500 kilograms)”. Extremely short launch lead times can be only 24 hours from mission preparation to orbit, a feature that may make this launch technology attractive to military customers.
Branson’s greatest achievement with LauncherOne may be even more practical; cost. Boosting a payload into orbit using Virgin Orbit and LauncherOne may cost as little as M USD per mission. This compares to M USD to launch a larger 50,000 lb. payload into orbit using Elon Musk’s SpaceX Falcon 9 rocket. On a pound-per-dollar basis, SpaceX’s Falcon 9 is less expensive, but LauncherOne can specialize in smaller, shorter lead-time orbital payloads.
Virgin Orbit has not said when the next phase of testing, to include launching a powered LauncherOne into orbit from the 747-400 launch plane, will take place, but reports suggest it will happen soon. Virgin Orbit has confirmed the operational rocket for the first powered air launch has “already undergone extensive testing”.
This article originally appeared on The Aviationist. Follow @theaviationist on Twitter.
Myth: Helicopters will drop like a rock when the engine shuts down.
In fact, you have a better chance at surviving in a helicopter when the engine fails than you do in an airplane. Helicopters are designed specifically to allow pilots to have a reasonable chance of landing them safely in the case where the engine stops working during flight, often with no damage at all. They accomplish this via autorotation of the main rotor blades.
Further, when seeking a helicopter pilot’s license, one has to practice landing using this no-power technique. When practicing, instead of actually shutting the engine off completely though, they usually just turn the engine down enough to disengage it from the rotor. This way, if the student encounters a problem during a no-power landing, the helicopter can be throttled back up to avoid an accident. Given that this isn’t an option during actual engine failure, it’s critical for helicopter pilots to practice this until they have it down pat.
A landing via autorotation is also sometimes necessary if the rear rotor blades stop functioning properly, no longer countering for the torque of the main rotor blades, so the helicopter will spin if the engine isn’t turned off. Whether this happens and the pilot shuts off the engine or in the case of actual engine failure, once the engine drops below a certain number of revolutions per minute, relative to the rotor RPM rate, a special clutch mechanism, called a freewheeling unit, disengages the engine from the main rotor automatically. This allows the main rotor to spin without resistance from the engine.
Once the engine fails or otherwise is shut off, the pilot must immediately lower the pitch, reducing lift and drag, and the helicopter will begin to descend. If they don’t do this quick enough, allowing the RPM of the main rotor to drop too far, they’ll then lose control of the helicopter and will likely not get it back. When this happens, it may well drop like a rock. However, this isn’t typical because as soon as the freewheeling unit disengages the engine, the pilot is trained to respond appropriately immediately.
Exactly what the correct glide angle is to maintain optimal rotor RPM varies with different helicopter designs, but this information is readily available in the helicopter’s manual. The glide angle also varies based on weather conditions (wind, temperature, etc.), weight, altitude, and airspeed, but in all cases a correct glide angle has the effect of producing an upward flow of air that will spin the main rotor at some optimal RPM, storing kinetic energy in the blades.
As the helicopter approaches the ground, the pilot must then get rid of most of their forward motion and slow the decent using the stored up kinetic energy in the rotors. If done perfectly, the landing will be quite gentle. They accomplish this by executing a flare, pitching the nose up, at the right moment. This will also have the effect of transferring some of that energy from the forward momentum into the main rotor, making it spin faster, which will further allow for a smooth landing. Because the flare will often need to be somewhat dramatic, the tricky part here is making sure that the rear of the helicopter doesn’t hit the ground. Ideally the pilot executes the flare (hopefully stopping most all the forward motion and slowing the decent to almost nothing), then levels the nose out just before touchdown.
Autorotation may sound like a fairly complex and difficult thing to do, but according to one instructor I briefly chatted with about this, it’s really not all that difficult compared to a lot of other aspects of flying a helicopter. In fact, he stated that most students have a lot more trouble when they first try things like hovering, than they do when they first try a no-power landing. Granted, this is partially because students don’t try autorotation landings until they are near the end of their training, so they are more skilled than when they first try a lot of other maneuvers, but still. It’s apparently not nearly as difficult as it sounds and most of the problems students have just stem from being nervous at descending at a higher rate than normal.
You can see a video of someone executing a near perfect autorotation landing below:
Earlier this year, both the Air Force and Navy were forced to ground planes due to pilots reporting hypoxia-like symptoms. Among the planes that have had pilots experience hypoxia include the F-35 this past June and the T-45 in April.
It goes without saying that hypoxia is a big deal for pilots. To put it simply, hypoxia is a fancy term for someone is not getting enough oxygen. This tends to happen at high altitudes where the atmosphere is thinner. Not getting enough oxygen leads to unconsciousness, brain damage, and if you’re really unlucky, death.
However, Cobham Mission Systems has been working to address the hypoxia epidemic, through the development of new breathing sensors. These sensors can be incorporated into the life-support systems of any tactical jet.
According to a handout obtained from Cobham’s booth at the AirSpaceCyber expo in National Harbor, Maryland, the new sensors are battery-powered and can collect data for up to 10 hours for analysis after the flight, or they can display the data in real time. These sensors are intended to be used as part of a new life-support system that will prevent hypoxia.
The first sensor, the Inhalation Breathing Sensor, monitors oxygen pressure, the gas flow, the temperature of the gas, the pressure in the hose, the humidity of the gas, the pressure in the cockpit, the cabin temperature, and three-axis acceleration.
The other sensor, the Exhalation Breathing sensor, also monitors oxygen pressure and three-axis acceleration. However, it also notes the pressure, temperature, and humidity of the exhaled gas. It also measures the carbon dioxide and the pressure inside the mask.
Cobham is working to mate these sensors with a warning system to alert the pilot and allow him to take measures to correct the situation. The data gathered will also be used to determine the root cause of why a pilot suffers hypoxia.
When it debuted as a prototype a couple years ago, what was billed as the world’s first integrally-suppressed handgun available to the everyday Joe seemed a bit far fetched.
It was a Rube Goldberg contraption — with a Smith Wesson MP 9mm frame and this weird chunk of metal bolted onto the front, a crazy action and mismatched parts. But the thing was quiet and functional and promised to change the way shooters thought about the art of the possible.
Fast forward two years, and suppressor giant SilencerCo is poised to release its new Maxim 9 handgun to the commercial market. And by the looks of it, Omni Consumer Products would be proud. And heck, maybe the Detroit PD would be interested in picking a few up even if RoboCop is still a thing of science fiction.
“This gun is disruptive by design; it is the future of firearms,” says SilencerCo CEO Joshua Waldron. “Additionally, the Maxim 9 is just the beginning, as we intend to make more integrally suppressed platforms so all types of firearms can be quiet out of the box.”
Now more than a combination of prototype parts, the Maxim 9 is a handgun built from the ground up by SilencerCo, which holds about 75 percent of the U.S. market in suppressors but has strayed into the high-tech shooting accessory market and now the pistol-making world. With a 4.38-inch barrel and an overall length of just over 9.5-inches in its shortened configuration, the Maxim 9 is just 2-inches longer than a Glock 17 — but shoots with a bark under 140 dB (an unsuppressed 9mm comes in at around 160 dB).
Think about that. Most suppressors add on another 4-to-6 inches to the length of a handgun, so a Glock 19, for example, would stretch out to a whopping 12 inches or more. Not something you could carry every day and draw at a moment’s notice.
But SilencerCo hopes to make the Maxim 9 an everyday carry gun for law enforcement, teaming with holster makers to build off-the-shelf options for the men and women in blue.
“The Maxim 9 solves a dilemma that customers have had for decades: do they choose a short, loud pistol or a quiet, yet longer pistol with a sound suppressor attached to the muzzle,” SilencerCo says. “Now, consumers can have the best of all worlds in this short-but-quiet firearm that retails for less than a quality pistol and quality silencer combined.”
And now the Maxim 9 has all the bells and whistles of today’s state-of-the-art handguns, including an under-barrel KeyMod accessory rail, a slide cut for a pistol optic and aggressive stippling.
Sure, its suggested retail price is around $1,400, but SilencerCo has a point. A handgun and silencer all in one and not having to deal with pistons, threaded barrels and all that? And come on, who wouldn’t want to look like RoboCop at the range or on the job?
The Army is massively revving up its fleet of Bradley Fighting Vehicles through a recent deal to add up to 473 of the new infantry carriers, service officials said.
The move represents a key portion of a broader Army push to prepare its arsenal of armored combat vehicles for major power land war — and further pave the way toward a new generation of combat platforms for the 2030s and beyond.
While the Army of course has thousands of Bradleys in its inventory, the size of this buy is extremely significant because, among other things, it it acquires the newest generation of Bradley vehicles — something designed to lay key groundwork for longer-term high-priority ground vehicle modernization plans.
The service acquisition plan, advanced through a large-scale Army deal with BAE Systems, calls for the most modern Bradley M2A4 and M7A4 vehicles. These newest Bradleys are part of a strategic push to bring the Bradley platform into a new era with advanced computing, digital processors, long-range sensors, and a range of new weapons applications.
“After a decade of modifications in response to threats in Iraq, the Bradley Fighting Vehicle is at or exceeds Space, Weight, and Power-Cooling limitations,” Ashley Givens, spokeswoman for Program Executive Office, Ground Combat Systems, told Warrior Maven.
Space, Weight, and Power considerations, as Army developers describe it, are an indispensable element of the calculus informing Bradley modernization; this means managing things like weight, mobility, on board electrical power, ammunition storage space, and electromagnetic signatures as they pertain to vehicle protection and firepower.
Essentially, some survivability enhancements needed to counter threats in Iraq wound up maxing the Bradley’s weight and on-power capacity. For instance, Army developers explain that equipping the Bradley with new suspension, reactive armor tiles, and APS can increase the vehicle weight by as much as 3,000-pounds.
In order to address this, the Army decided to execute a series of Engineering Change Proposals for the Bradley, specific technical adjustments to the platform designed to bring a host of new capabilities and enable faster and more seamless integration of emerging systems and technologies.
Givens explained that the newest Bradley A4s include upgrades to the engine and transmission, cooling system modification, electrical system upgrades, and introduction of vehicle diagnostics.
“These improvements buy-back lost mobility, as well as create margin to allow future technologies to be hosted on the platform. As an example, none of the Active Protection Systems currently being explored by the Army could be installed on the A3 Bradley due to its shortage of electrical power. The A4 corrects this shortcoming,” she added.
(U.S. Department of Defense photo)
More on-board power can bring the technical means to greatly support advanced electronics, command and control systems, computing power, sensors, networks and even electronic warfare technologies.
The A4 configuration also upgrades the Bradley engine and transmission, Alicia Gray, BAE Systems Combat Vehicles spokeswoman, told Warrior Maven.
The Army is also working on a new future A5 Bradley Fighting Vehicle variant possibly armed with lasers, counter-drone missiles, active protection systems, vastly improved targeting sights and increased on-board power to accommodate next-generation weapons and technologies.
Designed to be lighter weight, more mobile, and much better protected, emerging Bradley A5 lethality upgrades already underway as part of a plan to build upon improvements with the A4.
These improvements include integrating 3rd Generation Forward Looking Infrared sensors for Commanders and Gunners sights, spot trackers for dismounted soldiers to identify targets and an upgraded chassis with increased underbelly protections and a new ammunition storage configuration, Army developers tell Warrior.
Also, while Army Bradley developers did not specifically say they planned to arm Bradleys with laser weapons, such innovation is well within the realm of the possible. Working with industry, the Army has already shot down drone targets with Stryker-fired laser weapons, and the service currently has several laser weapons programs at various stages of development.
This includes ground-fired Forward Operating Base protection laser weapons as well as vehicle-mounted lasers. A key focus for this effort, which involves a move to engineer a much stronger 100-kilowatt vehicle-fired laser, is heavily reliant upon an ability to integrate substantial amounts of mobile electrical power into armored vehicles.
Land War vs. Russian & Chinese Armored Vehicles
The Army is accelerating these kinds of armored vehicle weapons systems and countermeasures, in part because of an unambiguous recognition that, whoever the US Army fights, it is quite likely to encounter Russian or Chinese-built armored vehicles and advanced weaponry, senior service leaders told Warrior.
As part of this equation, recognizing that Army warfighters are often understandably reluctant to articulate war plans or threat assessments, it is indeed reasonable and relevant to posit that service war planners are looking at the full-range of contingencies — to include ground war with Russian forces in Europe, Iranian armies in the Middle East or even Chinese armored vehicles on the Asian continent.
Citing Russian-built T-72 and T-90 tanks, Army senior officials seem acutely aware that the US will likely confront near-peer armored vehicles, weapons systems and technologies.
“If the Army goes into ground combat in the Middle East, we will face equipment from Russia, Iran and in some cases China,” a senior Army official told Warrior. “The threat is not just combat vehicles but UAVs (drones), MANPADs and other weapons.”
Bradley upgrades are also serving as a component to early conceptual work on the Army’s Next-Generation Combat Vehicle, an entirely new platform or fleet of vehicles slated to emerge in the 2030s.
Next Generation vehicles, for the 2030s and beyond, Army developers say, will be necessary because there are limits to how far an existing armored vehicle can be upgraded. This requires a delicate balancing act between the short term operational merits of upgrades vs. a longer-term, multi-year developmental approach. Each has its place, Army acquisition leaders emphasize.
The emergence of these weapons, and the fast-changing threat calculus is also, quite naturally, impacting what Army developers call CONOPS, or Concepts of Operations. Longer range sensors and weaponry, of course, can translate into a more dispersed combat area – thus underscoring the importance of command and control systems and weapons with sufficient reach to outrange attacking forces. The idea of bringing more lethality to the Bradley is not only based upon needing to directly destroy enemy targets but also fundamental to the importance of laying down suppressive fire, enabling forces to maneuver in combat.
As part of these preparations for future ground warfare, Army concept developers and war veterans are quick to point out that armored vehicles, such as a Bradley or even an Abrams tank, have also been impactful in certain counterinsurgency engagements as well. Accordingly, the term “full-spectrum” often receives much attention among Army leaders, given that the service prides itself on “expecting the unexpected” or being properly suited in the event of any combat circumstance. The Army has now evolved to a new Doctrinal “Operations” approach which places an even greater premium upon winning major power land wars.
“We need to be ready to face near-peers or regional actors with nuclear weapons. It is the risk of not being ready that is too great,” a senior Army official said.
This article originally appeared on Warrior Maven. Follow @warriormaven1 on Twitter.
A senior Air Force commander revealed that airmen flying drones over ISIS-controlled areas in Syria and Iraq are directing close air support strikes supporting allied troops on the ground using unmanned aircraft.
Flying primarily out of Creech Air Force Base in Nevada, the pilots use pairs of MQ-9 Reaper drones where one designates the targets and the other drops ordnance on it, said Gen. Herbert “Hawk” Carlisle, the head of Air Combat Command — a mission he calls “urban CAS.”
“What we’re finding is some of what we can do multi-ship with the MQ-9 is really paying dividends just because of the attributes of those airplanes with the sensor suite combined with the weapons load and the ability to buddy and do things together,” Carlisle said during a Feb. 24 breakfast meeting with reporters in Washington D.C. “We’re finding that as we’re able to practice this more sometimes we can bring them together and pair them off.”
Usually, Air Force Joint Tactical Air Controllers, Combat Controllers or Tactical Control Party airmen paint targets and walk aircraft into a strike, including Reapers. But in terror battlefields like ISIS-held Syrian cities or hotbeds in Iraq, the risk to American boots on the ground is too great to deploy terminal controllers, officials say.
Carlisle added that American unmanned planes are closely linked with ground forces fighting ISIS militants in the battle for Mosul, “doing great work with that persistent attack and reconnaissance.”
“And their interaction with the land component is increasing in the Mosul fight,” he added, hinting that even attack helicopters are now able to link into feeds from Reaper drones.
And there’s more Carlisle wants to do with his MQ-9 fleet.
With recent bonuses of up to $175,000 paid to Air Force unmanned aerial vehicle pilots, the service now has the breathing room to do more with its Reaper fleet than just surveillance or precision strikes with one drone, Carlisle said.
“Some of that [growth] is bearing fruit in that we’re getting a little bit of an opportunity to do some training and get to some other missions,” Carlisle said. “So we’re learning a lot about the MQ-9 and what it can do for us.”
When the term ‘MiG’ is thrown about, some planes come to mind immediately. The MiG-15, which fought the North American F-86 Sabre for control of the skies over Korea, is one of the more famous designs. The MiG-21 Fishbed, which still sees active service, was the best plane used by the Soviet-backed North Vietnamese. The MiG-29 Fulcrum is a front-line fighter for some countries.
But one MiG escapes the limelight: the MiG-19 Farmer. Despite being relatively unknown, this aircraft had its own moments of glory as the backbone of the People’s Liberation Army Air Force.
As MilitaryFactory.com notes, the MiG-19 was seen by the Soviets as a stopgap to replace the MiG-17 Fresco until the MiG-21 was ready. The Chinese Communists got a production license before the Sino-Soviet split and began building their own copy of the plane, called the J-6 Farmer. The MiG-19 had a top speed of 902 miles per hour and a maximum range of 1,367 miles.
The MiG-19 saw action over Southeast Asia and the Middle East. In one moment of glory, MiG-19s shot down the F-4 Phantom, flown by Air Force pilots Robert Lodge and Roger Locher, as it tried to shoot down a MiG-21. While some versions of this aircraft carried missiles, most relied on a battery of three 30mm cannon for air-to-air combat.
The Soviets produced just over 2,700 MiG-19s, many of which went to allies in the Middle East. Communist China produced over 3,000 of the J-6 Famers, some of which went to North Vietnam and flew alongside Soviet-built fighters, like the MiG-17 and MiG-21.
Learn more about this often-forgotten plane in the video below:
Drones are being used by corporate and foreign spies, terrorists, and even separatists groups around the world. Here are 7 technologies that are allowing police to gain an edge against drone use by the bad guys:
In what is one of the most awesome drone hunting videos around, a Dutch company revealed that it has trained eagles to hunt down enemy drones. While the tactic seems to be effective, bird watchers are worried about drafting already small populations of eagles into drone warfare, a tactic that can be dangerous for the birds.
Net guns are exactly what they sound like. While they allow police departments and other agencies to engage drones without worrying about signals interference or firing lethal weapons, they’re extremely limited in terms of range and lack the ability to engage any drone flying more than a few dozen feet high.
7. Wireless detection systems
Domestic Drone Countermeasures fields a wireless system that scans for RF signals. During the initial setup, it determines what local WiFi networks and other devices operate in the area, then alerts the user in the future to new signals that could be coming from a drone or other mobile transmitter.
As you may have heard, the legendary T-38 Talon, which has been in service since 1961, is slated for replacement. GlobalSecurity.org notes that the T-X competition has apparently come down to a fight between Boeing and Saab on the one hand, and Lockheed and Korea Aerospace Industries on the other.
The Lockheed/KAI entry is the T-50A, a derivative of the South Korean T-50 “Golden Eagle.” According to Aeroflight.co.uk, KAI based the T-50 on the F-16, leveraging its experience building KF-16 Fighting Falcons under license from Lockheed. The result was a plane that has actually helped increase the readiness of South Korea’s air force, largely by reducing wear and tear on the F-16 fleet.
FlightGlobal.com notes that South Korea already has about 100 T-50 variants in service. The plane is also in service with Iraq, Indonesia, and the Philippines, plus an export order from Thailand. The plane also comes in variants that include lead-in fighter trainer and a multi-role fighter (A-50 and FA-50).
According to GlobalSecurity.org, the T-50 has a range of 1,150 miles, a top speed of Mach 1.53, and can carry a variety of weapons on seven hardpoints, including AIM-9 Sidewinders on the wingtips, AGM-65 Mavericks, cluster bombs, rocket pods, and it also has a 20mm M61 cannon. The plane is equipped with an APG-67 radar as well.
The T-X contract is big, with at least 450 planes to be purchased by the Air Force to replace 546 T-38s. But with how many countries that have the F-16 or will have the F-35 in their inventory, the contract could be much, much more.
So, take a look at what it is like to fly the T-50A.
While much of the world’s attention is focused on Russia’s push for a fifth-generation fighter, the PAK-FA or Sukhoi Su-57, much less attention is being paid to another design bureau – Mikoyan-Gurevich, better known as MiG (as in the plane whose parts get distributed forcefully by the Air Force or Navy). What have they been up to, besides developing the MiG-29K?
Well, according to The National Interest, to meet Russia’s PAK-DA requirement, MiG is trying to develop a for-real version of the X-wing fighter from Star Wars or the Colonial Viper from either iteration of Battlestar Galactica. The plane is called the MiG-41, and it is a successor to the MiG-31 Foxhound, which succeeded the MiG-25 Foxbat.
The MiG-25 and MiG-31 were both known for their speed. According to MilitaryFactory.com, the MiG-25 was capable of hitting Mach 3.2, almost as fast as the SR-71 Blackbird. Its primary armament was the AA-6 Acrid, which came in radar-guided and heat-seeking versions. The Foxbat was exported to a number of counties, including Libya, Iraq, and Syria. Some claim that it scored an air-to-air kill against a Navy F/A-18 Hornet in Desert Storm.
The MiG-31 was an upgraded version. According to MilitaryFactory.com, it was about 300 miles per hour slower than the MiG-25, but it featured a much more powerful radar and the AA-9 Amos missile. The Foxhound is still in service, and Russia relies on it to counter the threat of America’s bombers.
The MiG-41, though, will be a huge leap upwards and forwards. Russian media claims that this new interceptor will be “hypersonic” (with a top speed of 4,500 kilometers per hour), and will carry hypersonic missiles.
You can see a video discussing this new plane below. Do you think this plane will live up to the hype, or will it prove to be very beatable, as past Soviet/Russian systems have?
The Military Assistance Command — Studies and Observations Group, now better known as SOG, was one of those true dark-arts units that hid dangerous men with dangerous jobs behind a boring name. The missions that these special operators, including a large number of U.S. Army green berets, undertook helped save the lives of infantrymen fighting across Vietnam.
Now, these warriors are telling their story.
Then-Sgt. Gary M. Rose, a member of Studies and Observations Group, is led away from a helicopter after heroic actions that would later net him a Medal of Honor.
Warriors In Their Own Words, a podcast that captures the authentic stories of America’s veterans as they tell them, spoke with two members of the unit. You can enjoy their riveting tales in the episode embedded above — but make sure you carve out time for it. The episode is just over an hour, but once you start listening, you won’t want to stop.
J.D. Bath and Bill Deacy describe their harrowing experiences serving in Vietnam with the SOG, and they both tell amazing stories.
J.D. Bath was an early member of SOG, recruited after his entire team was killed in a helicopter crash. He tells of how his SOG team bought pipes, tobacco, and bourbon for local tribes to enlist their help. Later, he and his team came under fire from a U.S. helicopter that had no idea that Americans were so far behind enemy lines. Luckily, another U.S. aircraft threatened to shoot down the helicopter if it didn’t stop immediately.
Bill Deacy, on the other hand, survived multiple firefights and endured a bad case of malaria before ending up on the wrong part of the Ho Chi Min Trail. The Special Forces soldiers planned an ambush against a small North Vietnamese force, and Deacy had no way of warning his men when he spotted a massive column of enemy soldiers approaching just as the ambush was being sprung.
These are incredible stories coming straight from the heroes who were there. We’ll be featuring a story each week, so keep your eyes peeled. If you can’t wait, Warriors In Their Own Words has a massive archive on their website.
The Lenco BearCat (Ballistic Engineered Armored Response Counter Attack Truck) is one of the most versatile armored vehicles on the market. It’s size, armor, and various configurations make it perfect for hostile urban environments.
Case in point is the BearCat’s use to rescue victims from the ISIS-inspired terror attack at Pulse nightclub in Orlando, FL. — the deadliest mass shooting on U.S. soil. The vehicle was used as a battering ram to breach the side of the building to rescue patrons hiding in the bathroom, according to USA Today.
While its use during the Ferguson unrest was considered heavy-handed by many observers, the vehicle’s use in Orlando saved lives, rekindling the debate about whether or not police enforcement should have military grade gear in its arsenal.
Despite the excessive force debate, there’s no question about the BearCat’s effectiveness. It’s designed to withstand small arms, explosives, and IEDs. It’s primarily used to transport people to and from hostile situations and assist with the recovery and protection of victims during terrorist attacks, hostage situations, and riots.
The battering ram attachment is ideal for breaching walls.
But it could also be used to smoke out the bad guys from a building.
It can transport and protect up to ten people in the rear passenger bay.
It provides excellent fire cover.
In 2012, Jay Leno visited the LAPD S.W.A.T. office to film an episode of “Jay Leno’s Garage” featuring the Lenco BearCat. During the episode, Leno takes viewers inside and out of the revolving turret, under the hood, and a test ride.
Turkey unveiled a full-scale mock-up of a new indigenous stealth-fighter concept on June 17, 2019, at the 2019 Paris Air Show.
The unveiling of the new TF-X, which is expected to be Turkey’s first homegrown fifth-generation fighter, comes as the US prepares to kick its ally out of the F-35 program in response to the country’s planned purchase of the Russian S-400 surface-to-air missile system.
“Our machine is a mock-up, but in 2023 there will be a real machine, and first flight is in 2025, and [it will be in] service in 2028,” Temel Kotil, the president and CEO of Turkish Aerospace Industries Inc. (TAI), the company behind the model and new fighter concept, revealed at the event, Defense News reported.
The TF-X program was launched to replace the Turkish Air Force’s aging fleet of F-16s. The fighter was intended to be interoperable with other Turkish Air Force assets, including the F-35, TAI said on its company website.
The mock-up TAI showed off at the air show is the twin-engine version, one of three different variations the company has explored in recent years, The War Zone reported, adding that the aircraft shares design similarities with the Lockheed Martin F-22 and F-35.
A promotional video highlighted some of the potential capabilities of the new TF-X. For example, the aircraft is said to be capable of flying at Mach 2 and have a combat radius of roughly 600 nautical miles. Kotil told reporters that it would be able to carry the Meteor beyond-visual-range air-to-air missile in the internal weapons bay.
TAI is involved in the fuselage production for the F-35, which gives it the knowledge and skills necessary to develop a homegrown fifth-generation fighter, the company said. “Hopefully, this will be also a good fighter for NATO and the NATO allies,” Kotil said, according to Defense News.
This aerospace program may be taking on new urgency as the US takes steps to remove its NATO ally from the F-35 program, a direct response to Ankara’s unwavering decision to purchase the S-400 despite US objections.
“Turkey’s procurement of the S-400 will hinder your nation’s ability to enhance or maintain cooperation with the United States and within NATO,” Patrick Shanahan, the acting Pentagon chief, recently wrote in a letter to Turkish Defense Minister Hulusi Akar, CNN reported.
The US has said the F-35 and S-400 are incompatible because the latter could be used to collect intelligence on the US fighter. The US has given Turkey until July 31, 2019, to reach an agreement.
If Turkey fails to do so, the US will block its ally from purchasing the F-35 and permanently halt the training of Turkish pilots on the advanced fighter. The training program has already been suspended.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.