Bell has unveiled its proposed single-rotor design for the U.S. Army’s Future Attack Reconnaissance Aircraft (FARA), a cutting-edge helicopter that may be optionally manned.
The ‘360 Invictus’ helicopter will be loaded with a 20 mm cannon and integrated munitions launcher able to carry Hellfire missiles or rockets. It will be able to adapt for future weapons integration in order to fight in urban environments, according to Bell.
Bell showcased its design to reporters at its facilities in Arlington, Virginia on Oct. 1, 2019.
“The Army realized that they absolutely do need a smaller aircraft that’s … able to operate in urban canyons as well as out in mixed terrain,” said Jeffrey Schloesser, executive vice president for strategic pursuits at Bell.
Bell ‘360 Invictus’ rendering.
Schloesser said the 360 Invictus has high-cruise speeds, long-range capabilities and advanced maneuverability, all intended to help it dominate a future battlespace.
“We have a solution that can accomplish those missions, but it’s also the lowest-risk, and therefore probably the lowest-cost aircraft, to be able to accomplish [that],” Schloesser said.
Keith Flail, vice president of advanced vertical lift systems, said the agile helicopter’s first flight is expected in the fall of 2022. It should be able to fly at speeds greater than 180 knots true airspeed, or more than 200 miles per hour; the aircraft will also have a supplemental power unit that can boost the aircraft’s speed in flight.
Loosely based on Bell’s 525 Relentless rotor system, the fly-by-wire computer flight control helicopter will be made in partnership with Collins Aerospace which will deliver a new avionics hardware and software suite. “[Collins] also has the ability to integrate capabilities with the MOSA, or modular open system architecture, onto the aircraft,” Flail said.
Some observers at Oct. 1, 2019’s event remarked how the streamlined, lightweight fuselage design of the 360 Invictus resembled the body of a shark, particularly the vertical canted ducted tail rotor, designed for optimized lift and propulsion.
“As we’re in the wind tunnel, as we’re looking at performance, as we’re looking at drag, everything on the aircraft, we’re very confident that we have a good story on … that design target,” Flail said.
In April 2019, the Army awarded Bell, a subsidiary of Textron, the contract to begin prototype and design work; but the company must compete against four other firms before the service downselects its options to move forward with its future helicopter.
They are: AVX Aircraft Co. partnered with L3Harris Technologies; Boeing Co.; Lockheed Martin’s Sikorsky; and Karem Aircraft.
Currently, the Army is developing FARA and the Future Long Range Assault Aircraft (FLRAA) along with other airframes as part of its larger Future Vertical Lift initiative, or FVL.
FVL, the Army’s third modernization priority, is intended to field a new generation of helicopters before 2030.
Flail said that Bell will have a full-scale model of its FARA design, which fits inside a C-17 Globemaster III for transport as well as a 40-foot CONEX box, at the annual Association of the U.S. Army show later this month.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
In 2028, another major hurricane has struck Puerto Rico, causing utter devastation across the island. Buildings have collapsed, roads are damaged, and there have been reports of small scale flooding near the coast.
The Marines have been deployed as first responders to the island along with a fleet of GUNG HO (Ground-based Unmanned Go-between for Humanitarian Operations) robots have been to provide additional resources.
In this Challenge we are asking for you to visually design a concept for an Unmanned Cargo System that we are calling the Ground-based Unmanned Go-between for Humanitarian Operations or GUNG HO.
It should be a relatively small, cargo transport bot, that can be deployed easily, and is used for a variety of tasks across the Corps from humanitarian assistance and disaster relief (HADR) scenarios to assisting with on-base logistics and beyond.
For this challenge the GUNG HO will be utilized to….
When developing your GUNG HO concept keep in mind that there are two very different users.
Operators: These are the users operating the device. They will almost exclusively be Marines who will load and secure cargo, and establish the destinations and mode of operations. In HADR situations, there is no single rank or job title that provides relief. The operators could be anyone who is available to help, and they may not have training on the system.
Receivers: These are the people who are receiving the cargo. Some of them will be Marines, but they will often be civilians.
In a disaster relief scenario the receivers may have just lost their home or family members, they might speak a different language and come from a different culture. The GUNG HO should make its intent absolutely clear, but should also come across as comforting and disarming for those in a traumatic situation.
The following design principles have been created to help you as a designer get inspiration, provide some guidance and understand where the USMC is trying to go with this project.
Understandable: Intuitive for users at every level of interaction from newly recruited marines, to civilian children and the elderly.
Comforting: Those interacting with the GUNG HO might be in a traumatic situation, not speak english, or be unfamiliar with the technology. The cargo recipient should feel safe, comfortable, and compelled to interact with the GUNG HO.
Unbreakable: The GUNG HO must be rugged and ready for anything just like a marine. It will be operated in a variety of terrain, air dropped into inaccessible locations, and fording water next to marines on foot.
Simple: Easy to fix, easy to operate, and easy to upgrade.
Original: With a broad variety of operators, recipients, and mostly importantly cargo, there is no standard form factor that the GUNG HO needs to take. Explore those boundaries!
Dimensions and Capacity:
Footprint: 48″ x 40″ x 44″H (122 cm x 102 cm x 112 cm) – Shipped on a standard warehouse pallet
Cargo Capacity: 500lb (227 kg) or roughly half of a standard Palletized Container (PALCON).
Cargo Examples & Specs
Water in Container: 8.01 ft^3 of (226.8 L) – 500 lbs equivalent.
Case of .5L Water Bottles: 10.2″ x 15.1″ x 8.3″ – 28.1 pounds
MRE Case: 15.5″ x 9″ x 11″ – 22.7lbs
Medical Supply Kit: Not Standardized
Operational speed: low speed, up to 25 miles per hour (40 KPH)
Range: 35 miles (56 KM)
Autonomous with manual control abilities. (Must be free-operating, no tethers)
Must be able to traverse the same area as Marines on foot, including– climbing a 60% vertical slope, operating on a minimum 40% side slope across varying terrain.
Must be able to cross a depth of water of 24 inches.
Natapixie asks: Has a non-pilot passenger ever managed to land an airplane?
A common Hollywood trope when dealing with commercial airline-centric plots is inevitably at some point the pilot or pilots will become incapacitated and the lead character, who may or may not have any piloting experience, will be forced to take over, lest they die a fiery death when gravity decides to establish dominance. But has this scenario ever actually played out in real life? And what is the likelihood a passenger with limited to no formal pilot training could actually land a commercial airliner safely if they were being talked through it as is often depicted in movies?
To begin with, as to the first question, when talking large commercial aircraft, yes, a passenger of sorts did once and only once, take over for the incapacitated pilots. This occurred aboard the Helios Airways Flight 522 in 2005. So how did both pilots become incapacitated and what happened after?
In a nutshell, the cabin pressurization switch was set to manual, instead of automatic, and the pilots, who had over 20,000 hours of flight experience combined, didn’t realize there was an issue despite this being something that they should have noticed if they’d done their checklists properly. Later the system alerted them to the pressurization issue as they climbed, but the warnings were misinterpreted. Next, the oxygen masks automatically deployed for passengers at around 18,000 ft, something the pilots were seemingly unaware of. This is curious as when the masks deployed the passengers and the rest of the crew would have put theirs on. When the crew observed the pilots still having the plane climb after this event instead of descending immediately (noteworthy here is the passenger oxygen supplies only last 15 minutes or so), they should have attempted to at the least bang on the locked security door, if the lead flight crew member who had the code to open it was incapacitated or otherwise unable to remember it to get in.
As to why they didn’t do this or if they did and the pilots were simply too out of it for any banging to register, this isn’t known. On that note, at one point the ground engineer who had switched the pressurization to manual during some maintanence before the flight asked the pilot when issues were reported if the pressurization setting was on Auto. The captain at this stage was already a little too far gone mentally from lack of oxygen, and ignored the question. Given his radio communication stopped shortly thereafter when he simply commented about trying to locate some circuit breakers in response, it is presumed he succumbed mere seconds after the question was asked. Had he registered the question an looked, then simply turned the little knob, all would have fixed itself in short order.
Ultimately one of the flight attendants, Andreas Prodromou, did take over flying the plane. There was a problem though. It would seem from the investigation that he had difficulty getting access to the cabin, seemingly only doing so after a couple hours of the plane flying itself and a plane full of passed out people, which we imagine must have been incredibly terrifying for Prodromou on many levels.
So how did it turn out?
Tragically, this ended with the plane crashing and all 121 people aboard killed. Prodromou was actually a pilot himself, though as far as we could tell without any professional experience and certainly not in a Boeing 737. As to why he wasn’t able to bring the plane back down, he wasn’t really given a fair chance in this case. It seems as if moments after he finally got into the cabin, one of the engines ran out of fuel, and then not long after the other died too. Even an extremely experienced pilot in that plane would have had low odds in this case unless in glide range of a suitable airport.
And that’s it. In the over a century old history of commercial aviation, that is the only time we could find that a passenger has had to take over completely in a large commercial airliner. That said, moving on to much smaller planes, it turns out while rare, this sort of thing has actually occurred many times, even in some commercial scenarios.
Perhaps the most notable case of this was when none other than Mr. Bean (aka Rowan Atkinson) chartered a flight for he, his wife, and two children in Kenya in 2001. The aircraft was a little six seat Cessna. Unfortunately for the Atkinson family, at a certain point the pilot lost consciousness. Doing his best not to mimic his clumsy alter ego, Atkinson took over flying the plane. Thankfully for him and his family, they were eventually able to revive the pilot, reportedly after Atkinson slapped him several times. Said pilot then landed the plane without incident.
Moving on from there, perhaps our personal favorite case of a chartered flight resulting in a passenger having to take over is the case of one Doug White, who is a bit of a legend.
In this case, White had chartered the plane to transport himself, his wife, and two daughters. He did have his private pilot’s license, but flying a small Cessna 172 many years before. He didn’t fly much after up until the weeks leading up to the event itself, when he decided to take the hobby back up. Unfortunately for him, in this case rather than finding himself having to fly a nice little trainer plane like the Cessna 172, he was sitting in a twin engine, turbo prop Beachcraft Super King-Air, which seats up to 10, cruises at near 300 mph, and otherwise makes the Cessna 172 look like a child’s toy.
So what happened? During the takeoff phase of the flight, the pilot, Joe Cabuk, randomly slumped over dead, as White describe, “I looked over and his chin was on his chest… He made a loud, guttural sound, kind of a groan, and his eyes rolled back, and his hands never left his lap. It was quick, it was sudden, and it was final.”
Luckily for the four other souls aboard Cabuk did engage the autopilot directly before his own soul left his body so there was time for assessment of the situation.
Knowing how to use the radio, White contacted Air Traffic Control (ATC) and declared an emergency- the go-to thing to do in this scenario. In a nutshell, this basically means from that point on you can do more or less whatever you want in your attempt to get safely back on the ground and ATC is at your beck and call to help out in any way they can, diverting any other planes as needed, providing you any information they can, getting ground emergency personnel nearby where you’re going to attempt to land, and otherwise organizing help in any way possible. Though it is noteworthy here that most ATC personnel are not pilots themselves, and so there is sometimes a delay getting anyone who actually knows how to fly a plane on the line.
On that note, while the initial ATC contact White found himself talking to wasn’t terribly helpful, they eventually got an ATC employee, Lisa Grimm, who was a pilot herself and would go on to be an absolute superstar during the event, helping White to get the aircraft under control and otherwise helping keep him calm.
Later they were able to track down a King Air pilot, Kari Sorenson, to help with the specifics on how to land the thing. During the whole ordeal, beyond having to figure out how to fly and land the plane, White also had a bit of a worry of the dead pilot potentially slumping over the controls at an inopportune moment. But efforts by he and his wife to remove said body from the pilot seat were unsuccessful, so they simply cinched the seatbelt as tight as they could and hoped that would be good enough.
We’ll spare you most of the details, as they are best just gone and listened to, other than to mention our favorite part in which ATC asked Doug “Are you using AutoPilot or are you flying the plane?” and he responded with a thick country drawl, “Me an’ the good lord are hand flying this…” Classic Doug.
Another great line during the final moment before touchdown ATC told White, “Looks good from here, good job.” To which White calmly responded in his best impression of John Wayne, “It ain’t over til’ it’s over friend…”
Remarkably, with a lot of help from his angels on the ground, White was able to land the plane not only safely, but in pilot speak he “greased the landing”, meaning it was a rather gentle and uneventful touchdown and pretty much right on center-line to boot.
Said the aforementioned Sorenson who was in the background telling ATC what to tell White, “I don’t think you could have made the plane more complex or the pilot less experienced and have had a successful landing.”
When all was said and done and he was later interviewed about how he kept so calm through the ordeal, White simply said in his thick drawl, “There were buzzers, amber lights, horns: It was like a circus. The only thing I was concentrating on was keeping the airspeed up and the wings level. You know, just fly the plane… You just focus your fear and go into a zone… There’s no time to chit-chat, or lock up. Just ‘git er done.’… If you’re gonna die, at least die trying not to…”
We’re pretty sure that last line needs to go on a t-shirt pronto.
Moving on from there to some people with zero flight experience who successfully “got ‘er done”, we have one Henry George Anhalt who was aboard a small Piper Cherokee 6 (as you might expect from that, a six seat plane) with his wife and three sons when the 36 year old pilot, Kristopher Pearce, died. The plane at the time was low on fuel, but thankfully only about ten minutes from their destination of Winter Haven airport in Florida. Shortly after the pilot slumped over, Anhalt keyed the radio and asked for help.
Said Anhalt after taking the controls, “I kept my mind on flying the plane on a course for Winter Haven. I started calling, ‘Mayday!’ over and over and kept praying for Kris to revive. We made it to the airport, but we still hadn’t heard from anybody. I started circling. Becky was hollering that I was going too steep, so I made wider circles. Then I noticed that the fuel was low in the tank we were on. I tried switching to the full tank, but the engine would sputter, and I’d put it back to the nearly empty tank. Finally, somebody gets on the frequency and says, ‘Are you the Mayday?’ ‘Yes, my pilot passed out,’ I said. ‘We’re over the Winter Haven airport.’ Then another pilot came on and said, ‘We’re close by. We’ll be over to help.'”
The person who answered the call was flight instructor Dan McCullough who was giving a flight lesson at the time. After calming Anhalt down, he gave him his first flight lesson and being a bit of a gentlemen, didn’t even charge him.
Said McCullough later, “We flew down closer and got him lined up on a real good glide path to the runway. You can get anybody over the numbers on the ground, but it’s that last five feet that’s tricky. I asked him to fly around the airport a bit to get more used to the aircraft. … The only real disadvantage I had over any other time I’ve done it is I couldn’t actually been in the airplane with him… I just gave him directions how to get it over the runway and then to cut the engine. I had to keep him level. If he came in too steep, he’d dive into the ground. If he came in too far back, he’d stall.”
In the end, Anhalt was able to get it down, stating, “I had the flaps—or whatever they’re called—up, and I idled the speed down. After that, it happened real quick.”
His wife added, “We bumped twice on the ground and veered a few feet into the grass.”
And if you’re wondering, as this is often asked in these situations, at least in this case, yes- the flight instructor Dan McCullough was happy to endorse the flight and landing as Anhalt’s first solo in a logbook, if Anhalt wanted to get one.
Moving on from there we have one of the more notable cases of a person with zero pilot experience flying in one of the aforementioned Cessna 172s in 2013. The passenger, a then 77 year old John Wildey, had been a member of the Royal Air Force for 24 years, but not as a pilot.
In short, he and his friend, who went unnamed in the reports, were up flying around as they frequently did, when his friend turned to him and, to quote Wildey, “He said he was sick and asked me to take care of the aircraft controls… He set the controls and put me on the right path. Then he was unwell again, completely unresponsive. I called his name but he didn’t answer.”
As flying such a plane, in terms of keeping it straight and level, isn’t actually that terribly difficult, in fact, if the plane is properly trimmed as it apparently was, it should mostly fly itself straight and level without touching the controls at all, there was no real immediate danger.
Thus, he simply held things steady and, being familiar with at least how to queue the radio, did so. And if you’re curious about this, we have more on how to do that in the Bonus Facts later.
What Wildey also had going for him was that a plane like the Cessna 172 is built as a trainer plane and thus is extremely forgiving of bad landings and relatively easy to fly. But you do have to be able to get it over the runway pretty close to the ground before powering back the engine, and then as the plane sinks hold the nose off as best you can to land on the two rear wheels, while trying to time it so you’re extremely close to the ground when you reach stall speed- aka the speed at which the plane will stop flying and more or less fall with style.
In this case, an RAF helicopter was sent to guide Wildey to the airport, and then in the meantime he was being talked through the whole thing by one Roy Murray, chief flight instructor at Frank Morgan Flying School. Wildey ended up making 3 attempts to land the plane and each time failed in a good approach and was instructed to go to full power, climb back up, and try again. Remarkably, he executed reasonably good go-arounds each time without crashing.
On the fourth attempt, he committed and while it wasn’t what anyone would call a pretty landing, it was one in which not only he, but the plane walked away mostly unscathed save apparently some sparks at one point on touch down. Wildey would later describe:
I know you bring back the controls but I didn’t bring them back hard enough. So really I was sort of nose down rather than anything else… Then we touched and there was a right bump – two or three bumps. I suppose it was a controlled crash really. But I just couldn’t get the brakes because I couldn’t reach them. I managed to get them in the end. But then we sort of went off the runway and all I could see was this runway indicator wall coming towards me and I thought: “I am not going to do it”. But we managed to stop in the end. I’m a lucky bloke…
Sadly, his friend was later pronounced dead at the hospital.
In yet another case of someone with no experience, a student pilot from Australia, Max Sylvester, up on his first lesson in August of 2019 in a small two seat Cessna 152 was about an hour into it when his instructor, Robert Mollard, passed out and slumped over on to him in the cramped aircraft. Ultimately while being talked through it, he successfully executed his first ever landing without incident and actually from his cockpit footage almost dead on center-line and reasonable gentle touch down all things considered. His instructor, as far as we could find, later recovered from whatever happened to him.
Trainee pilot lands aircraft with instructor passed out on his shoulder | ABC News
Moving on from the sighted among us, we have the case of a legally blind person managing to successfully land a plane…
It helped that he, Charles Law, was a former pilot. Law’s flying days had long since been over as he at this point in his life had 20-200 vision in one eye and 20-400 in the other. He was tasked with one more landing when his pilot friend, an 80 year old Harry Stiteler, passed out on approach to the runway.
Said Law as he came in for the landing, all I could see were “the airport thresholds (white markings)… I just aimed for that… We bounced a little hard and it was a little squirrely, and I guess I was a little crooked. But I thought it was a very good landing.”
Unfortunately, despite landing the plane almost immediately after Stiteler passed out, medical personnel were never able to revive him.
On the other end of things, there are many incidents where the passenger was unable to land the plane and all aboard were killed, but we are choosing to go ahead and omit any specific examples as nobody wants to hear about that. We mentioned it, however, just so you don’t get the false impression that this is somehow super easy to do.
Moving back to the big boy planes, one of the reasons, outside of one exception, this just isn’t a thing is because in many regions of the world, it’s usually required that there be two trained pilots aboard in such airliners. Further, in most countries, said pilots are subjected to extremely rigorous and regular medical checkups, far more so than the already reasonably strict requirements for non-commercial pilots.
Thus, it’s just not terribly likely that something would happen to take out both pilots and leave some passengers still able to do anything. In fact, even when talking just one pilot, according to a study done by the Australian Transport Safety Board, incidents of a pilot on commercial aircraft becoming unable to continue with their duties only occurred in about 1 in every 34,000 flights. While that might seem high to you, in most of these cases, there was nothing seriously wrong with the pilot in question. For example, a full half of these incidents were, to put it bluntly, diarrhea related. We’re guessing if there wasn’t a backup pilot, said pilots in these incidents would choose to poop their pants rather than let the plane crash.
So what happens when one pilot is taken out more seriously in these scenarios? While you and your 1000 hours of flight training on Microsoft Flight Simulator might now be thinking “This is what we’ve trained for…”, waiting for that momentous announcement over the intercom requesting anyone with flight experience to come help out, this is not actually what would likely occur. In many cases, the remaining pilot will simply request one of the crew aboard to come sit in the unoccupied seat, perhaps reading through a checklist for them, or if they have some experience doing a little more. This is something we found a handful of otherwise uneventful cases in our searching, with the passengers rarely ever informed there was an issue.
That said, as stated by a former pilot at US Airways, “There are thousands of commercial certified pilots who do not fly for the airlines. So having a commercial pilot on board would not be that uncommon… They can handle the radios, they understand the terminology, they can help prepare the airplane for landing, offloading [responsibilities from] the pilot…”
On that note, we did find one instance during a United Airlines flight when Air Force Captain Mike Gongol was requested to come help out when the captain of that flight had a heart attack. In this case, the flight attendants first requested that any doctor aboard please make themselves known. They later asked if any pilots aboard would push their call button to make themselves known- a sequence of requests not exactly geared towards keeping passengers worry free.
As for Gongol, while he had never flown that particular aircraft, a Boeing 737, his extensive flight experience, including mainly flying a B-1B Lancer Bomber at the time, made him an ideal candidate to come help take a little of the workload off the first officer who was tasked with actually flying the plane in this instance. He later stated she mostly just had him take over the radio communication, which he was well skilled at. We’re guessing had she become incapacitated too, Gongol probably had a high probability of being the first ever passenger to successfully land a commercial airliner. But of course, said first officer had little trouble getting the plane down safely, being herself extremely well trained and all.
But this all does make you wonder, outside of our sample-size of one where the circumstances were stacked against him, in the more general case, how likely is it that a random passenger could land a large commercial airplane if they were being talked through it?
First, if literally zero experience flying a plane or using a really good flight simulator, basically no chance. The problem here is that you do need to actually know how to call someone for help on the radio. And with the myriad of buttons and switches all over, it’s unlikely a random person could figure that out, unless they keep reading to our Bonus Facts section.
That said, pro-tip, if you’re under about 10K ft and in a reasonably populated area, your cell phone will probably work just fine as a way to call for help that could then eventually potentially end up telling you how to operate the plane’s radio. Of course, most commercial airliners don’t spend much time under 10K feet, so odds are you’ll be much higher than that, and if lower, probably in a critical phase of flight meaning there’s no way you’re getting up to the cockpit to help out in time anyway unless they’ve set the autopilot pretty quickly after takeoff. And even then, a noteworthy thing, as tragically the aforementioned Andreas Prodromou demonstrated, is getting into the cockpit in today’s large commercial aircraft in flight is easier said than done if the pilots are both incapacitated and a crew member who knows the code isn’t available. So good luck with that.
But in this increasingly unlikely scenario, if the autopilot was engaged giving you time to work with, and you could get into the cockpit, and then figure out how to use the radio, from there, you might have a chance. But not because you could actually land the plane. The odds of that are basically zero if you have no flight experience and pretty slim even if you do unless you have some training in that or a similar aircraft. The reason you might actually have a fighting chance if you can establish communication with someone on the ground is that most large commercial planes are perfectly capable of landing themselves if you know how to setup the system and then help the system along appropriately.
On that note, if you’d like to see a commercial pilot with a rather excellent YouTube channel walk you through how to do this in a professional level simulator, do go check out MentourPilot’s crash course in the topic titled “How You Can Land a Passenger Airplane- 12 Steps” And, hey, you could always use the airplane WiFi to watch it in-flight…
Finally, if you’re now wondering if any small aircraft have a similar auto-land system, turns out yes some do, the best of which, which is actually superior to the large plane auto-land systems in some ways, is Garmin’s recently launched Autonomi system which is soon rolling out in the approximately million Cirrus Vision Jet under the name Cirrus’ Safe Return system, and will likewise soon be found in the million Piper M600 SLS.
This system is idiot proof and requires only about one sentence of training, which even a three year old could execute. And, truthfully, you’d probably want to tell a 3 year old NOT to do it in most cases, as left to their own devices they’re sure to activate the system on their own randomly. That sentence of training is simply, “Push this big red button.” That’s it.
From there, the system will take over flying, analyze the weather, your fuel, state of the plane, potential terrain in your path, etc, as well as declare an emergency with ATC, and continually update ATC on what it’s doing and its intentions. It will at the same time inform the passengers audibly and on the screen what they should be doing- strap in, enjoy the ride, and don’t touch anything. It will also politely inform the passengers where it’s taking them and when it will be landing.
From there the plane will fly to the destination airport, which will be picked among the safest options within range of your fuel supply. It will then land itself, which in the demos we’ve watched, does a shockingly good job at it, with the worst that can be said is that in one random Piper M600 demo, it was slightly off center line, but otherwise well on the runway and a very gentle landing.
Once down, the system will shut down the engines and inform the passengers when it is safe to exit. Presumably in the coming decade or two this system will rapidly find its way into most smaller aircraft making the stories of passengers taking over for a pilot markedly less dramatic. “I pushed the big red button,” doesn’t have quite the same newsworthy appeal as “Me an’ the good lord are hand flying this…”
If you’re wondering, reportedly approximately 1% of commercial airliner landings are done with auto-land, though in most cases pilots prefer to do it themselves as, among other reasons, auto-land isn’t awesome when there is much wind, particularly if it’s of the gusty variety. The cases where it might be the preferred option for the pros is in scenarios like virtually no wind where visibility is extremely poor, such as in thick fog. In this case, the pilot may deem it safer to allow the auto-land to do its thing while they closely monitor it.
Going back to how to queue up the radio in an aircraft, whether big or small, you can usually do this via putting the headphones on and then pressing a button on the yoke (looks a bit like a steering wheel) or stick. Noteworthy is that in some cases there might be other buttons to do with trim, engaging or disengaging autopilot and the like on that control as well, so not always good to just go pushing buttons without looking close to see if there’s a label. But if there is just one button, that’s going to be what that is for. And if multiple buttons, it’s probably the one positioned for your index finger wrapped around the stick or yolk or a prominent button for your thumb, often red. In large commercial airliners, it also might not be a button, but rather a toggle switch with an up and down position, for example one for transmitting on the radio (probably labeled MIC) and one for the flight interphone (probably labeled INT). You want the MIC position.
Assuming you push the correct button, whatever radio frequency the pilot had queued up already, which is usually the local one you’re flying over, whether a nearby tower or local traffic, or might be a large area ATC frequency, you’ll be talking to someone who can give you more information when you do. Press to talk; release to listen; just like a walkie-talkie.
And if you really want to sound like a pro before your almost certain death when fuel runs out or probably much sooner, structure your talk- Who you are talking to, who you are (as in the plane type and call-sign which will probably be printed somewhere on the instrument panel in front of you), where you are, what you want or are going to do, who you are talking to.
For example- “Deer Park traffic, Archer 7967C, mayday, mayday, mayday, just departed Deer Park and the pilot just died. Me and Jesus are now flying this plane. One soul aboard. Requesting immediate assistance. Deer Park.”
Or, you know, just press the button and freak out. You’re declaring an emergency after all and you don’t know what you’re doing. Nobody is going to care you don’t know how to talk on the radio properly. But just remember this, if you’re in the U.S., odds are strong your radio communication and situation is going to be viewed by hundreds of thousands of people, probably even your friends and family, on various YouTube channels that cover this sort of thing… So keep your cool if you want to sound awesome later if you happen to survive.
Also, even for pilots, an almost universal truth you’ll find if you listen to many of these is you can almost always predict which ones are going to end well or not based on, not the exact circumstances of the emergency or experience of the pilot, but how panicky the person flying the plane is. The only exception we’ve personally ever heard is that time a guy was on a whole lot of drugs when he was declaring his engine-out emergency. He might as well have been sipping a beer on a beach as far as his tone was concerned, literally right to the point he crashed and died… So do yourself a favor and try to keep your head. If you’ve got someone talking you through it, flying and landing a lot of types of small planes where at least you can walk away isn’t actually super difficult if you can get over a runway. Landing so the plane itself can be flown again without repairs… well that generally takes some training. But that’s the insurance company’s problem, not yours.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
Gen. George S. Patton was a complicated military figure, but there can be little debate over whether he was quotable.
Perhaps most famous for his commanding of the 7th Army during World War II, Old “Blood and Guts” often gave rousing speeches to motivate, inspire, and educate his soldiers. We collected up 11 of his most famous quotes (courtesy of his estate’s official website) that show how larger-than-life he really was.
1. “A pint of sweat will save a gallon of blood.”
Soldiers are not good on the battlefield without training hard beforehand. Whether it’s a soldier, a civilian wanting to run a marathon, or a CEO running a company, being successful at what you do requires focus, effort, and learning.
For soldiers especially, working extra hard in training can save their lives later.
2. “A good plan, violently executed now, is better than a perfect plan next week.”
Known for his brilliance on the battlefield, Patton often had to make decisions based on limited information and time. But he knew to avoid “paralysis by analysis” and make a decision and execute it the best he could. Otherwise, the enemy might be able to maneuver faster and beat him.
3. “Lead me, follow me, or get out of my way. “
Perhaps one of the most famous quotes that people don’t realize originated with Patton, this mantra summed up his style.
4. “Do everything you ask of those you command.”
Patton led his soldiers by example. While he’s best known for commanding troops during World War II and perfecting the art of tank warfare, his troops knew he was more than willing to personally get into the fight. During World War I for example, Patton was shot in the leg while directing tanks, after he repeatedly exposed himself to enemy fire.
5. “Say what you mean and mean what you say.”
Patton didn’t mince words. Shortly after the Japanese bombed Pearl Harbor on Dec. 7, 1941, he began giving his now-famous “blood and guts” speeches at Fort Benning. They were often profane, but direct.
“This individual heroic stuff is pure horse shit,” he told troops on June 5, 1944, before D-Day. “The bilious bastards who write that kind of stuff for the Saturday Evening Post don’t know any more about real fighting under fire than they know about f–king!”
6. “Many soldiers are led to faulty ideas of war by knowing too much about too little.”
The general didn’t sugarcoat what combat would be like for his soldiers. While movies and books tend to glorify war, Patton gave speeches to his men where he explained exactly what they faced:
“You are not all going to die. Only two percent of you right here today would die in a major battle. Death must not be feared. Death, in time, comes to all men. Yes, every man is scared in his first battle. If he says he’s not, he’s a liar. Some men are cowards but they fight the same as the brave men or they get the hell slammed out of them watching men fight who are just as scared as they are. The real hero is the man who fights even though he is scared.”
7. “Never tell people how to do things. Tell them what to do and they will surprise you with their ingenuity.”
People hate to be micromanaged. A good leader, as Patton knew, tells his or her subordinates what is expected, or what the overall goal is. They don’t need to give a step-by-step explanation. It’s a waste of a leader’s time and worse, most people resent it.
8. “If everybody is thinking alike, then somebody isn’t thinking.”
Good leaders don’t want to hear from “yes men.” They encourage healthy debate, talking over strategy, and planning out different options. Patton may have been a brilliant tactician on the battlefield, but he was also human. If one of his subordinates noticed something wasn’t working or had a better idea, according to this quote, he’d be interested to hear what it was.
9. “Do more than is required of you.”
The bare minimum amount of work didn’t cut it for Patton. “An Army is a team. It lives, sleeps, eats, and fights as a team. This individual heroic stuff is pure horse sh–,” he said.
He wanted his men to think about what more they could do for the greater good of the unit, instead of only thinking about themselves. This quote can certainly apply to organizations outside of the military.
10. “Moral courage is the most valuable and usually the most absent characteristic in men.”
Good leaders encourage their subordinates to always act with integrity. Even when it’s not the most popular thing to do. Moral courage is all about doing the right thing, even if that decision may result in adverse consequences. Patton understood the value in this — along with the reason why most people didn’t have it.
11. “I am a soldier, I fight where I am told, and I win where I fight.”
Having served the U.S. Army for 36 years, Patton was a career soldier who served as an example for his troops. He believed in his country, his mission, and winning the battles he was tasked with. He also knew very well how to motivate his troops to fight with him:
“We’re not going to just shoot the sons-of-bitches, we’re going to rip out their living Goddamned guts and use them to grease the treads of our tanks.”
A while back, Team Mighty posted a story about song lyrics airmen shouldn’t text to each other to avoid punishment from the Air Force. For that list, we created this meme:
Airmen did not love seeing Miley riding their beloved A-10 Thunderbolt II. To repay our debt for defiling the most beloved of Close Air Support airframes, we collected the best memes and internet humor with the A-10 and/or the GAU-8 Avenger. Netizens love the A-10 as much as ground combat troops, so A-10 humor isn’t hard to find.
There are motivational posters.
There are newer jokes.
And old favorites.
And even Star Wars A-10 Jokes.
There are digs at ISIS.
And digs at the Air Force for trying to get rid of the A-10.
We love the GAU-8 Avenger, the massive 30mm hydraulic-driven gun, around which the plane is built.
Most importantly, we love the BRRRRRRRRRRRT
And the A-10 is a great way to show your appreciation on Facebook.
Fresh off of an assignment, he tentatively made his way through a checklist. With a friendly demeanor and calming presence he made his way to visit his colleagues, as old friends do. His intricately inked arms revealed stories untold with each tattoo beneath his neatly rolled uniform sleeves. With hazel eyes, he processed each story as he listened to its thoughts and goals.
Muralist, painter, street artist, and 315th Airlift Wing Reservist, Staff Sgt. Corban Lundborg, combat photojournalist with the 4th Combat Camera Squadron at Joint Base Charleston, South Carolina, used his creative talent and public affairs training to win 2018 Air Force Photographer of the Year and first place in the 2018 Military Visual Awards portrait category.
“On a daily basis we are involved with creativity, adventure and challenge,” Lundborg said.
At a young age, Lundborg began developing his talent through murals and street art that at times brought a little trouble, so he turned to boxing as a creative outlet. These two outlets led him to a crossroads when it came time to choose between a career in art or fighting. Lundborg found that way through the Air Force.
Air Force Reserve Staff Sgt. Corban Lundborg, 4th Combat Camera Squadron combat photojournalist, paints a mural at Giphy’s West Coast headquarters in Los Angeles, April 10, 2017.
(Air Force photo by Staff Sgt. Corban Lundborg)
“Corban is tenacious,” said Senior Master Sgt. John Herrick, 4th CTCS combat photojournalism superintendent. “He wants to grow and find a way to expand his capabilities and contributions.”
Lundborg’s active duty Air Force career in logistics led him to Korea, where he was able to reignite his dream to be a full-time artist through an apprenticeship at a local tattoo parlor there. There his creativity flourished.
Lundborg said, “I find peace and fulfillment in creativity.”
Soon after returning to the states, Lundborg was able to combine his passion for art through his military career at the Minneapolis-Saint Paul Joint Air Reserve Station, Minnesota, as a photojournalist.
Air Force Reserve Staff Sgt. Corban Lundborg, 4th Combat Camera Squadron combat photojournalist, prepares the cameras before a video production shoot for the Air Force Reserve mission video at Luke Air Force Base, Ariz., Aug. 7, 2018.
(Air Force photo by Staff Sgt. Corban Lundborg)
Lundborg is extremely talented, selfless and quite the servant-leader, Herrick said.
In Minneapolis, Lundborg reached out to his community as an educator to inner city teens.
“The classroom was my new-found joy and the objective of my class was to engage, inspire and change each student’s life,” Lundborg said. “I aim to help them find their identity and their voice through the arts and pull out the greatness already within them.”
Through various combat camera projects Lundborg found his voice at JB Charleston, where his imagery contributed to every mission accomplished.
Air Force Reserve Staff Sgt. Corban Lundborg, 4th Combat Camera Squadron combat photojournalist, stands next to a mural he painted on The Smokestack, a popular establishment in Dubuque, Iowa, Sept. 26, 2016.
(Air Force photo by Staff Sgt. Corban Lundborg)
“Staff Sgt. Lundborg’s imagery wasn’t just utilized at the tactical and operational levels,” said Maj. Meg Harper, 4th CTCS Flight Commander. “It ended up having strategic impact as well.”
Lundborg’s work often went straight to the four-star commanding general while overseas, Harper said. His talent strengthened the Air Force mission through on-target, high quality photos.
“I consider Lundborg an absolute key to our combat camera mission,” Harper said.
Lundborg brought his talents to the battlefield for a purpose.
“I believe each person’s life is an intelligently placed brushstroke on a large canvas intentionally placed by the creator for a larger purpose,” Lundborg said. “Each day I have really been living a dream”
The rigors of combat and the expectations of a soldier on the front lines may directly conflict with a person’s religious or moral beliefs. If a person is firm in their convictions and they’ve proven they’re serious about their beliefs, they may apply to be recognized as a conscientious objector.
Being opposed to war is not a Get Out of War Freecard. Simply read the stories of Medal of Honor recipients Cpl. Desmond Doss, Cpl. Thomas W. Bennett, and Specialist Joseph G. LaPointe and you’ll learn that being a conscientious objector doesn’t even mean you’ll be taken off the front lines.
Additionally, conscientious objection is too often confused with pacifism and cowardice — but this is far from the case. Watch Hacksaw Ridge (if you don’t want to read the book it’s based off, The Conscientious Objector) and you’ll quickly see what we mean.
What the status actually does give a troop is a way to aid their country while remaining faithful to any beliefs that prevent a troop from personally engaging in combat.
The 1-A-0 status was the classification for the Medal of Honor recipients, like Cpl. Doss, who still saved the lives of countless men but were religiously opposed to fighting their enemy.
To be labeled as a conscientious objector, a troop must prove to the military that their convictions are firmly held and such beliefs are religious in nature. The status is not given for any political, sociological, or philosophical views or a personal moral code.
Potential recruits in today’s military cannot enlist with any conscientious objections. Such an issue is plainly addressed in a question presented to all recruits at MEPS. It asks,
“Do you have any religious or morale objections that would hold you back from participating during a time of war?”
In an all-volunteer military with many applicants who aren’t conscientious objectors, answering this to the affirmative could bar them from enlistment.
It’s also not entirely uncommon for troops who are already serving to become conscientious objectors, typically when faced with a combat deployment. Troops are then sent in front of a board to determine if their beliefs are genuine or not. If approved by the board, the troop is then classified as either a 1-0 Conscientious Objector, which honorably discharges them from service, or as a 1-A-0 Objector, which leads to a travel to non-combatant duties and prevents them from handling weapons.
Conscientious objectors could also opt to do Civilian Public Service — where they’d stay stateside and perform duties as firemen, park rangers, and hospital workers.
In the past, the U.S. military has needed men to fight and has employed conscription policies to fill out the ranks. If you were selected to serve, decided you didn’t agree with the war (on whatever grounds), but were not recognized as a conscientious objector, you faced fines or jail time for refusing to enter service. No conflict saw more applications for conscientious objector status than the Vietnam War.
Unfortunately for the many who were opposed to the war, a political footing doesn’t exempt you from service. While previous wars saw exemptions for Anabaptists, Quakers, Mennonites, Moravians, and various other churches, disagreeing with U.S. policy wasn’t going to keep you from the fight.
Those who think conscientious objectors are just afraid to fight may be surprised to learn that many folk with religious objections will often opt to be 1-A-0 objectors and enter the service as a non-combatant, like a construction or medical work, as was seen with most Amish men drafted during WWII.
Because, as hemlines grew shorter, the need to cover scandalous lady skin with something — anything — grew larger, but we won’t get into that now. Suffice it to say that American women were wearing silk stockings. Unfortunately, they didn’t stretch, they were delicate and ripped easily, and they often required an extra garment, like a garter belt, to hold them up.
Enter Harvard-trained scientist, Wallace H. Carothers, hired by E.I. DuPont de Nemours and Company to conduct research on synthetic materials and polyblends. In 1939, Carothers invented Fiber 6-6, or what would become known as Nylon.
DuPont astutely recognized the economic value of Nylon as a silk replacement and concentrated on manufacturing nylon stockings. Within three hours of their experimental debut, 4,000 pairs of nylon stockings sold out. Later that year, they were displayed at the New York World’s Fair. The next year, 4 million pairs of brown nylons sold out within two days, making a total sales figure of million.
In 1941, the company sold million worth of nylon yarn — that’s nearly 0 million today. In just two years, DuPont earned 30% of the women’s hosiery market.
But all of that was about to change.
Used stockings were repurposed into war materials.
(Franklin D. Roosevelt Library)
Because stockings weren’t the only thing made of silk. Military parachutes and rope were also made from the Japanese import. After the Pearl Harbor attack, the United States went to war against Japan and, suddenly, the production of nylon was diverted for military use.
It was used to make glider tow ropes, aircraft fuel tanks, flak jackets, shoelaces, mosquito netting, hammocks, and, yes, parachutes.
Eventually, even the flag planted on the moon by Neil Armstrong would be made of nylon!
Buzz Aldrin salutes Old Glory ON THE MOON.
(Photo by Neil Mother F*cking Armstrong ON THE MOON, people.)
This is because nylon is a thermoplastic polymer that is strong, tough, and durable. It is more resistant to sunlight and weathering than organic fabrics are and, because it is synthetic, it’s resistant to molds, insects, and fungi. It’s also waterproof and quick to dry.
By utilizing it during World War II, we were better-equipped than our enemies and more able to weather difficult conditions.
Back home, women missed their stockings. At the time, they were made with a bold seam up the back. After experiencing nylon stockings, women didn’t want to go back to silk, so they did the next best thing: they shaved their legs, carefully applied a “liquid silk stocking” (otherwise known as paint), and lined the backs of their legs with a trompe l’oeil seam.
A bold, new revolution was happening: leg hair removal to replicate the appearance of stockings. After the war, the trend continued to spread, inflamed by the beauty industry’s marketing.
Beauty standards: poisoning women’s bodies since the invention of paint…
After 1942, the only stockings available were those sold before the war or bought on the black market. One entrepreneurial thief made 0,000 off stockings produced from a diverted nylon shipment.
Which is very messed up — everyone in America was coming together to support the war effort, including women!
After the war, nylon stockings made a resurgence. On one occasion, 40,000 people lined up for a mile to compete for 13,000 pairs of stockings. They remained standard in the industry, and still to this day “nylons” are synonymous with “pantyhose” or tights. In many fields, they are required for women — including the military. If a female wears a skirt, she must wear stockings or hose underneath.
US military advisers are operating inside the city of Raqqa, Daesh’s last major bastion in Syria, a US official said July 12. The troops, many of them Special Operations Forces, are working in an “advise, assist, and accompany” role to support local fighters from the Syrian Democratic Forces as they battle Daesh, said Col. Ryan Dillon, a military spokesman.
The troops are not in a direct combat role but are calling in airstrikes and are working closer to the fight than did US forces supporting the Iraqi military in Mosul.
“They are much more exposed to enemy contact than those in Iraq,” Dillon said, adding that the numbers of US forces in Raqqa were “not hundreds.”
The operation to capture Raqqa began in November and on June 6 the SDF entered the city. With help from the US-led coalition, the SDF this month breached an ancient wall by Raqqa’s Old City, where die-hard militants are making a last stand.
Dillon said the coalition had seen Daesh increasingly using commercial drones that have been rigged with explosives. The militants employed a similar tactic in Mosul.
“Over the course over the last week or two, it has increased as we’ve continued to push in closer inside of Raqqa city center,” he said.
The US military is secretive about exactly how big its footprint is in Syria, but has previously said about 500 Special Operations fighters are there to train and assist the SDF, an Arab-Kurdish alliance.
The UN said July 12 it is using newly opened land routes in Syria to expand food deliveries to areas around Raqqa.
The new access has allowed the World Food Program to deliver food to rural areas north of the city for the first time in three years.
More than 190,000 people have been displaced from and within Raqqa province since April 1, according to the UN refugee agency. In the past 48 hours, hundreds of civilians managed to flee areas under Daesh control and cross to territory seized by SDF, according to the Britain-based Syrian Observatory for Human Rights. As the map of control changes, so is the access and WFP said it is now delivering food every month to nearly 200,000 people in eight hard-to-reach locations inside Raqqa province as well as other areas in a neighboring province.
Prior to the reopening of the road linking Aleppo in the west to Hassakeh in the east, the WFP relied on airlifts.
“Replacing airlifts with road deliveries will save an estimated $19 million per year, as each truck on the road carries the equivalent of a planeload of food at a significantly lower cost,” said Jakob Kern, the WFP country representative in Syria. “With these cost savings and improved access, we are now reaching more families and people returning to their homes who need our help with regular food deliveries.”
One area that is now reachable is the town of Tabqa, which was taken from Daesh by the US-backed SDF in May. WFP said it was able this month to double the number of people it reaches, delivering monthly food rations to 25,000 people, many of whom have returned to their original homes and are now working to rebuild their lives.
In Homs eastern countryside, meanwhile, a Syrian military source said the army recaptured the Al-Hayl oil field, south of Al-Sukhneh city, from Daesh militants, the state-run news agency SANA reported.
The fight against Daesh is only one facet of the war in Syria, which is now in its seventh year. Six rounds of UN-brokered peace talks in Geneva have failed to bring the warring sides closer to a political settlement.
A seventh round is now underway in the Swiss city, but expectations for a breakthrough are almost non-existent.
July 12, the head of the Syrian opposition delegation accused President Bashar Assad’s regime of refusing to engage in political discussions.
Nasr al-Hariri of the High Negotiations Committee also challenged the UN Security Council to “uphold its responsibilities” and maintain pressure on Assad to honor resolutions that the council has passed. He spoke to reporters after emerging from talks with the UN envoy for Syria, Staffan de Mistura, in the latest round of indirect peace talks. Hariri cited the “continuous refusing” of Assad’s government to participate in political negotiations.
Security Council Resolution 2254 from December 2015 called on top UN officials to convene the two sides “to engage in formal negotiations on a political transition process.”
Also July 12, a human rights group said Syrian-Russian airstrikes and artillery attacks on a town in southern Syria last month killed 10 civilians in and near a school. Human Rights Watch said one of the airstrikes hit the courtyard of a middle school in the town of Tafas in the southern province of Deraa, killing eight people, including a child. It says most of those killed were members of a family who had been displaced from another town. It said two other civilians, including a child, were killed an hour earlier by artillery attacks near the school.
Most people assume that if they jack up the amount of activity they do, they will be able to “burn” the most calories and lose the most weight.
In reality, the largest factor contributing towards our daily calories burned isn’t our activity, no matter how much we run or how many times we visit our local Box in a day–it’s our resting metabolic rate.
Resting metabolic rate is the amount of calories we burn just from existing. It’s about 75% of all calories burned in a day. By figuring out how to manipulate it, we can have the largest impact on total calories burned and melt the most fat off our frames.
The question then is what type of exercise will impact resting metabolic rate the most?
Squats work nearly every muscle in the body… Including the smile muscles.
When we lift weights, we are causing (healthy) damage to our muscles that requires repair. That repair requires a lot of energy that can take up to 48 hours to complete.
In a properly set-up training plan, each session gets progressively harder and causes more damage than the previous session, which causes the body to work harder to repair it, and therefore, to burn more calories in its resting state.
The repair process also ensures that you are bigger, which requires more energy just to sustain your size. It literally increases your resting metabolic rate!
Your body is like the barracks that young E-dogs live in. Lifting is like Libo. When it occurs, things get messed up and need repair.
The repair process in the barracks gets things back to baseline. But depending on how hard they threw down, sometimes things need to get reinforced, like doors. On the next Libo, it’s going to take a much harder drop kick from LCpl Schmuckatelli to knock in that door.
The repair process in your body reinforces your muscles every time you cause muscular damage through weight training, so that you are always getting stronger and burning more calories.
No one in the history of running has ever started running like that.
If you want to be muscular with a low percentage of body fat, lifting is a better choice than cardio. The primary purpose of cardio is to work your cardiovascular system, NOT to burn fat. The amount of calories that cardio burns is limited to just the moments you are actually running. Unlike lifting, where the body continues burning calories during the repair phase for 48 hours after your training session, for cardio, there is no significant after-effect.
When we run, we are working out our hearts. As a result, when we run at a long slow pace, cardio forces the rest of our body to become more efficient at moving by doing things like improving our form and shedding excess body weight indiscriminately, which often means shedding muscle. Cardio prefers to make the muscle it doesn’t shed more efficient and thrifty, rather than larger, stronger, and hungrier for energy.
Essentially, running just makes you a more efficient runner, as the body optimizes its processes so that you actually use as little energy as possible, rather than burning more calories. It’s common for people doing cardio for weight loss to completely plateau after awhile, because their body’s gotten really good at doing cardio. They might spend an hour on the elliptical machine and burn almost no fat at all.
Running makes you more efficient at using the energy you already have.
If you’re a runner, running a mile at your current weight burns fewer calories than it did when you were obese and had terrible running form.
In our barracks analogy, cardio is the new Commanding Officer that takes away Libo. What that CO is really doing is taking away the opportunity for the repair process to make the barracks more resilient against drop kicks.
Over time, not only are you burning fewer calories while running than you used to, but you are burning fewer calories in general because you have less muscle mass.
Worse yet, if you don’t compensate for this change in body weight and total calories burned in your diet, cardio can potentially cause you to actually GAIN FAT.
It takes a lot more than just weightlifting to look like this. Gains like this are made in a lab…
When training, if you aren’t causing damage to your muscles through resistance training, your body is instead trying to figure out how to do that training more efficiently. That efficiency will come with less fat burned over time.
The most effective way to increase the amount of energy you burn in order to facilitate fat loss is by resistance training.
The alternative, cardio, comes with the negative side effect of indiscriminately targeting muscle as well as fat in its purge towards efficiency.
If you want a more in-depth explanation of how these two types of exercise work, check out this article on the topic.
BRUSSELS — EU monitors have identified a “trilateral convergence of disinformation narratives” being promoted by China, Iran, and Russia on the coronavirus pandemic and say they are being “multiplied” in a coordinated manner, according to an internal document seen by RFE/RL.
The document, which is dated 20 April, says common themes are that the coronavirus is a biological weapon created in the United States to bring down opponents and that China, Iran, and Russia “are doing much better than the West” in fighting the epidemic.
It also states that Iranian leaders — amplified by Russian media — continue calling for the lifting of U.S. sanctions against Iran, claiming that they are undermining the country’s humanitarian and medical response to COVID-19.
The document says this is part of a wider Russian, Iranian, and Chinese “convergence” calling for a lifting of sanctions on Russia, Iran, Syria, and Venezuela — all countries that have seen U.S. economic sanctions against them increase under the administration of U.S. President Donald Trump.
In the case of Syria, the COVID-19 disinformation is used “to reinforce an anti-EU narrative that claims the bloc is perpetrating an “economic war” on the Middle Eastern country.
The 25-page document was written by the strategic communications division of the European diplomatic corps, the European External Action Service (EEAS).
It is a follow-up to an April report stating that Russia and China are deploying a campaign of disinformation around the coronavirus pandemic that could have “harmful consequences” for public health around the world.
The new report says Russia and to a lesser extent China continue to amplify “conspiracy narratives” aimed at both public audiences in the EU and the wider neighborhood. It further notes that official Russian sources and state media continue running a coordinated campaign aimed at undermining the EU and its crisis response and at sowing confusion about the health implications of COVID-19.
The document also states that most of the content identified by the EEAS continues to proliferate widely on social-media services such as Twitter and Facebook. It alleges that Google and other services that deliver advertisements “continue to monetise and incentivise harmful health disinformation by hosting paid ads on respective websites.”
Representatives of those companies did not immediately respond to RFE/RL’s request for comment.
According to analysis by the team, disinformation about the virus is going particularly viral in smaller media markets both inside and outside the EU in which technology giants “face lower incentives to take adequate countermeasures.”
It adds that false or highly misleading content in languages such as Czech, Russian, and Ukrainian continues to go viral even when it has been flagged by local fact-checkers.
There’s no doubt about it. Steven Spielberg’s 1998 war epic, Saving Private Ryan, was a masterpiece in every aspect of filmmaking. It won five of the eleven Academy Awards for which it was nominated. The immense scale of the invasion of Normandy was expertly recreated for film in a way that hasn’t been replicated since — and likely never will be.
Despite the massive war that characterizes the film, the movie’s primary conflict wasn’t between warring nations, but rather between Tom Hanks’ character, Captain Miller, and his duty to return Pfc. Ryan (as played by Matt Damon), who refuses to leave behind the brothers with whom he’d fought so far.
The film, being the masterpiece that it is, wraps the story up nicely, leaving few loose ends, but there’s that ever-burning question in Hollywood — how do you make that special lightning strike twice? How can you create another story surrounding the incomparable D-Day and find just as much success?
The truth is, simply, that you can’t. The story has already been perfectly told by one of the finest filmmakers in Hollywood at just the right moment. But that doesn’t mean that the story has necessarily ended…
What made this scene so great wasn’t the million put into it — it was Tom Hank’s reaction to everything happening around him.
As stated by Jack Knight of War History Online, there is serious interest in following-up Saving Private Ryan by continuing the story of the Rangers at D-Day and the mission that occurred at Pointe du Hoc. What made the beach landing scene so spectacular wasn’t the battle itself, but rather how the battle was seen — through Capt. Miller’s eyes.
The audience felt the immense gravity of war in a truly human way. In one moment, we’re listening to a guy joke on the landing craft; one second later, his blood is splattered on Miller’s face. This is the essence of what made Saving Private Ryan so great. World War II was just the backdrop to a more personal story, but the sheer, raw horrors of war were still very much present.
The audience saw the enemy in the distance, but the focus was entirely on the Capt. Miller. Any spiritual successor (or direct sequels) should keep that in mind.
It’s a grim reality, but it’s comforting in it’s own way.
Such a sequel, a movie that follows someone’s personal life after a major conflict, has been dreamt up before. One film, known as “the greatest war film never made,” that was to explore this theme was to be called The Way Back.
The 1955 film To Hell and Back was an amazing anomaly. It was the World War II experience of Audie Murphy, based on the autobiography of the same name that was written by Audie Murphy and David McClure, starring Audie Murphy himself. But this wasn’t the only film the war hero wanted to make. Everyone wanted to see his heroic stand on the back of the Sherman, but he never got the finances for the script that told the story of what happened after he was bestowed the Medal of Honor.
He struggled daily with post-traumatic stress. His family life was, to put it lightly, troubled. He turned to drugs and alcohol to cope with the pain. He even famously locked himself in a dirty motel room to kick his morphine addiction. He was lost in a world that wanted “him,” but not the real him. But he knew countless children looked up to him, so he put one foot in front of the other with a forced smile on his face.
This movie, were it ever made, would’ve been a powerful piece. Audie Murphy, arguably the greatest soldier to ever don a uniform, would’ve told everyone that not everything is fine when the war’s over. There’s a pain there that nobody can see, but many of us feel.
It’s not like there are too many war films out there specifically made for Post 9/11 vets. The bar is set kinda low…
War films are a dime a dozen in Hollywood and rarely will they have any impact on the public because they’re just action scenes after action scenes until the credits roll. If Hollywood really wanted a powerful message to send to the world, they could make a grounded story following the life of one of the Rangers after D-Day. Use Saving Private Ryan’s personal approach and make it about one soldier. They could keep the action scenes, but make them a background to the story of just surviving. Then, as Act II rolls around, shift the story to show how a returning soldier survives this world he left behind to fight in D-Day.
Hollywood could have their cake and eat it to while also sending a powerful message to the countless returning veterans of the Post-9/11 wars, telling them that they’re not alone.
It seems like every week brings another potential flashpoint for global conflict. North Korea acts like it wants to go 12 rounds over its nuclear program. China threatens war to protect its control of Taiwan and the South China Sea. Russia stages major exercises near NATO borders and is currently occupying two regions of Ukraine.
And that’s without touching the cluster that is the ongoing conflicts in Syria, Iraq, and Afghanistan.
But Americans can still sleep soundly because its military keeps teams ready to deploy at a moments notice, projecting power to any part of the globe within hours.
These are the U.S. military units who, in conjunction with NATO and other allies, would be in charge of drawing first blood in a knockdown fight. We modeled the conflict based on the war in Syria erupting into something larger, but the scenario would play out similarly in other regions of the world.
Listen to the author and other vets discuss this World War III scenario on the WATM podcast.
1. U.S. Air Force’s first move is to achieve air superiority.
The Air Force is likely going to find itself the first one in the ring. Strikes in Syria fall under U.S. Central Command, but command and control for a conflict that spills into Turkey would shift to U.S. European Command.
Within 24 hours, the Air Force would dispatch 1-2 “Rapid Raptor” teams. Each consists of four F-22s that can refuel in the air as they race to any spot on the planet in 24 hours. Their support crew and additional equipment follow them in a C-17. The rest of the planes in each squadron would come later.
Marines deployed to the Black Sea Rotational Force in Romania would provide expertise and assist in defending Romania’s coast from potential attacks by Russia’s Black Sea Fleet. Marines across the rest of the continent would prepare to repulse a land invasion from Moscow.
4. The Army looks to hold the line across over 750 miles of border.
They would be backed up by the Global Response Force from the 82nd Airborne Division in Fort Bragg, North Carolina.
5. Supporting all of this activity would be the special operators of Special Operations Command Europe.
Special Operations Command Europe has operators from the Army, Navy, and Air Force. The Army fields its oldest Special Forces group, the 10th, in Europe. Navy Special Warfare Unit 2 mostly supports forward deployed SEAL platoons but could also pivot missions to leading a Naval Special Warfare Task Unit that would support U.S. European Command.
Meanwhile, the Airmen of the 352nd Special Operations Group would plan the complex air missions supporting these other operators. The Air Force special operators from the 321st Special Tactics Squadron would provide pararescue, air traffic control, and reconnaissance capabilities.