The Pentagon is investing roughly $1 billion over the next several years for the development of robots to be used in an array of roles alongside combat troops, Bloomberg reported.
The US military already uses robots in various capacities, such for bomb disposal and scouting, but these new robots will reportedly be able to preform more sophisticated roles including complex reconnaissance, carrying soldier’s gear, and detecting hazardous chemicals.
Bryan McVeigh, the Army’s project manager for force protection, told Bloomberg he has “no doubt” there will be robots in every Army formation “within five years.”
“We’re going from talking about robots to actually building and fielding programs. This is an exciting time to be working on robots with the Army,” McVeigh said.
In April 2018, the Army awarded a $429.1 million contract to Endeavor Robotics and QinetiQ North America, both based out of Massachusetts. Endeavor has also been awarded separate contracts from the Army and Marine Corps in as the Pentagon pushes for robots in a wide range of sizes.
The introduction of more robots into combat situations is intended to not only make life easier for troops, but also protect them from potentially fatal scenarios.
(U.S. Army photo)
But there are also concerns about the rapid development of robotic technology in relation to warfare, especially in terms of autonomous robots. In short, many are uncomfortable with the notion of killer robots deciding who gets to live or die on the battlefield.
“Once developed, lethal autonomous weapons will permit armed conflict to be fought at a scale greater than ever, and at timescales faster than humans can comprehend,” the letter said. “These can be weapons of terror, weapons that despots and terrorists use against innocent populations, and weapons hacked to behave in undesirable ways.”
In May 2018, roughly a dozen employees at Google resigned after finding out the company was providing information on its artificial intelligence technology to the Pentagon to aid a drone program called Project Maven, which is designed to help drones identify humans versus objects.
Google has reportedly defended its involvement in Project Maven to employees.
America’s use of drones and drone strikes in counterterrorism operations is already a controversial topic, as many condemn the US drone program as illegal and unethical. The US continues to face criticism in relation to civilian casualties from such strikes, among other issues.
Hence, while the military is seemingly quite excited about the expansion of robots in combat situations, there is a broader debate occurring among tech experts, academics and politicians about the ethical and legal implications of robotic warfare.
The killer robots debate
Peter W. Singer, a leading expert on 21st century warfare, focuses a great deal on what is known as “the killer robots debate” in his writing and research.
“It sounds like science fiction, but it is a very real debate right now in international relations. There have been multiple UN meetings on this,” Singer told Business Insider.
As Singer put it, robotic technology introduces myriad legal and ethical questions for which “we’re really not all that ready.”
(U.S. Army photo)
“This really comes down to, who is responsible if something goes bad?” Singer said, explaining that this applies to everything from robots in war to driverless cars. “We’re entering a new frontier of war and technology and it’s not quite clear if the laws are ready.”
Singer acknowledges the valid concerns surrounding such technology, but thinks an all-out ban is impractical given it’s hard to ban technology in war that will also be used in civilian life.
In other words, autonomous robots will likely soon be used by many of us in everyday life and it’s doubtful the military will have less advanced technology than the public. Not to mention, there’s already an ongoing arms race when it comes to robotic technology between the US and China, among other countries.
In Singer’s words, the Pentagon is not pursuing robotic technology because “it’s cool” but because “it thinks it can be applied to certain problems and help save money.” Moreover, it wants to ensure the US is in a good position to defend itself from other countries developing such technology.
Singer believes it would be more practical to resolve issues of accountability, rather than pushing for a total ban. He contends the arguments surrounding this issue mirror a lot of the same concerns people had regarding the nuclear arms race not too long ago.
“I’m of the camp that I don’t see as an absolute ban as possible right now. While it might be something that’s great to happen I look at the broader history of weapons,” he said.
Moving forward, Singer said countries might consider pushing for banning the use of such weapons in certain areas, such as cities, where the risk of killing civilians is much higher.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
He said, according to the Financial Times: “Mr Skripal came to the UK in an American-brokered exchange, having been pardoned by the president of Russia and, to the extent we assumed that had meaning, that is not an assumption that we will make again.”
Professor Anthony Glees, the director of the Centre for Security and Intelligence Studies at the University of Buckingham, told Business Insider that the Russians take spy swaps “very seriously” because of the concern that “no one will ever do a swap with them again” if they break faith.
Alexander Petrov and Ruslan Boshirov, two men accused of poisoning the former spy Sergei Skripal.
(London Metropolitan Police)
He said that if Russia had really wanted to kill Skripal, it could have executed him in prison.
So Russia would need believe it had a good reason to attempt to assassinate Skripal on UK soil.
“The idea that they would do it for fun or anything less serious is to be discounted,” Eyal said.
A state of confrontation
Speaking on Dec. 3, 2018, Younger said that Russia was in a “perpetual state of confrontation” with the UK, and warned the Kremlin not to underestimate the UK’s determination to fight attempts to interfere with its way of life.
“The conclusion [Russia] arrived at is they should apply their capabilities across the whole spectrum to . . . our institutions and our partnerships,” Younger said.
“Our intention is for the Russian state to conclude that whatever benefits it thinks it is accruing from this activity, they are not worth the risk.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Now, when this video first appeared, it was believed to have been from the cockpit of a F-16. According to FlightGlobal.com, though, the actual plane was a CT-155 Hawk assigned to NATO Flying Training Canada.
For a single-engine fighter like the CT-155, this bird strike prove to be very fatal. As heard in the video, the two pilots on board tried to get the engine to re-start. When that fails, there’s only one option left for the pilots: GTFO.
That’s exactly what these pilots did, leaving the stricken Hawk to its fate.
The pilots who ejected, RAF Flight Lieutenant Edward Morris and Captain John Hutt of what was then the Canadian Defense Forces Air Command (now the Royal Canadian Air Force), were both recovered alive and well. It was a close call. You can see that close call from their perspective below.
Some aircraft carriers are legends – either from long service like that of USS Enterprise (CVN 65) or with an unmatched war record like that of another USS Enterprise (CV 6).
They have either heroic sacrifices, the way USS Yorktown (CV 5) did at Midway, or they simply take a ton of abuse as USS Franklin (CV 13) did.
But some carriers just stink. You wouldn’t wish them on your worst enemy… or maybe you would, simply to make the war easier. There’s arguments on both sides of that. Here are the carriers that would prompt such an internal debate.
6. USS Ranger (CV 4)
When America was down to one carrier in the South Pacific in 1942, re-deploying America’s first purpose-built carrier, the USS Ranger (CV 4) was not considered as an option.
That tells you something about the ship. Her combat career was relatively brief, and she eventually was relegated to training duties. Still, she had a decent air group (mostly fighters and dive-bombers), so she is the best of this bad lot.
5. Admiral Kuznetsov Class (Kuznetsov, Liaoning, and unnamed Type 001A)
If you’ve read a lot of WATM, then you know about the Kuznetsov Follies. The crappy engines (the Russians send tugs along with her in case of breakdown), the splash landings, and the fact the Russians ended up using her as a glorified ferry all speak to real problems. In her favor, though, is the presence of 12 long-range anti-ship missiles on the lead ship, and she can fly MiG-29K and Su-33 Flankers off her deck. China’s versions carry J-15 fighters, but not the missiles.
4. Kiev class (Kiev, Minsk, Novorossiysk)
The Russian Kiev and her sisters are on here for a crap air wing.
The Yak-38 Forger was one of the worst planes to ever operate from a carrier. The Kiev gets a higher ranking largely because she had a lot of firepower, including eight SS-N-12 Sandbox missiles as well as a lot of SA-N-3 Goblets and point-defense systems, which were arguably more of a threat to the enemy than the planes she carried.
Yeah… that kinda has the whole purpose backwards. Now, a modern version with F-35Bs or even AV-8B+ Harriers and the Aegis system could be interesting.
3. HTMS Chakri Naruebet
The Chakri Naruebet from the Thai navy is on the list not so much for inherent problems, but because of substantial air wing neglect during the reign of King Bhumibol Adulyadej (aka Rana IX). Worse, the Thais officially call her an “offshore patrol helicopter carrier.”
They did buy some second-hand AV-8S Matadors from Spain. But most flunked the maintenance, and soon Thailand had one flyable jet. At least the Kievs had heavy firepower to make up for their crap air wing!
That said, his successor, King Vajiralongkorn, was a former fighter pilot, and hopefully will be able to turn things around.
2. Ise Class battleship/carrier hybrid conversions
Okay, in some ways, this is understandable. After the Battle of Midway, Japan needed carriers in the worst possible way. Ise and Hyuga are perfect examples of getting those “carriers” — in the worst possible way.
Initially built as battleships with a top speed of 23 knots, they got turned not into full carriers, which might have been useful. But a half-battleship/half-carrier holding 22 seaplanes (okay about 50 percent more than Hosho) that they could launch and recover wasn’t totally awful.
Remember that’s seaplanes, not Zeroes for fighter cover or strike planes. Granted Japan had the A6M-2 Rufe, a seaplane Zero, but this was a rush job, and it showed. At least they each had eight 14-inch guns.
1. HIJMS Hosho
This was the world’s first purpose-built aircraft carrier. But let’s be honest, the Japanese boat was a dog. It had a top speed of 25 knots, and it carried all of 15 planes. During the Battle of Midway, it had eight biplanes.
By comparison, USS Langley (CV 1), America’s first aircraft carrier, could carry 36 planes. Even with a top speed of 15 knots, she would have been useful escorting convoys in the Atlantic – if America hadn’t turned her into a seaplane tender to satisfy an arms-control treaty Japan violated anyhow.
Are there any bad carriers we missed? Let us know in the comments!
The Army has started building an emerging technology connecting soldier night-vision goggles to thermal weapons sights, allowing soldiers in combat to more quickly identify and destroy enemy targets, service officials said.
Army officials told Scout Warrior that Low-Rate Initial Production of the technology, called Rapid Target Acquisition, began in recent months. The system is slated to be operational in combat by 2018.
Rapid Target Acquisition merges two separate Army developmental efforts to engineer, deliver and combine new, upgraded night vision goggles, called Enhanced Night Vision Goggle III, or ENVG III, with next-generation thermal weapons sights –called Family of Weapons Sights – Individual, or FWS-I, Army officials said.
Army Soldiers tracking and attacking enemies in fast-moving combat situations will soon be able to shoot targets without bringing their rifle and weapons sights up to their eyes, service officials told Scout Warrior.
A wireless link will show the reticle from thermal weapons sights directly into the night vision goggle display, allowing soldiers to quickly track and destroy targets with great accuracy without needing to actually move the weapon to their shoulder and head to see the crosshairs through the thermal sights.
Enhanced targeting technology is of particular relevance in fast-developing battle circumstances such as Close Quarter Battle, or CQB, where targets can emerge and disappear in fractions of a second. Being able to strike quickly, therefore, can bring added lethality and make the difference between life and death for soldiers.
“This provides rapid target acquisition capability. The soldier no longer has to shoulder their weapon. If you can imagine looking through a goggle and some target or threat presents itself, a soldier no longer has to come all the way up. He or she can put the bubble on the image and engage the target in that manner,” Lt. Col. Timothy Fuller, former Product Manager, Soldier Maneuver Systems, told Scout Warrior in an interview last year, before initial production began.
FWS-I is a thermal sight mounted on top of an M4 rifle. It can also be configured for crew-served weapons such as a .50-cal machine gun or sniper rifle, Army officials said.
“The thermal image you are seeing is wirelessly transmitted to the Enhanced Night Vision Goggle III and is displayed in its display. What you ultimately have is the crosshairs and a portion of the thermal weapon sights image spatially aligned to the image that the soldier sees in the night vision goggles,” said former Maj. Nicholas Breen, Assistant Product Manager, Family of Weapon Sights-Individual.
The Army’s ENVG III, which will begin formal production next Summer, will provide soldiers with image-intensification, improved resolution and a wider thermal camera field-of-view compared to prior models.
“The night vision goggle takes two channels. This incorporates an image-intensification where you look through your goggle and are seeing a standard night vision goggle view and a thermal image all in one image. The two channels are on top of one another and they are fused together so that you get all of the benefit of both channels,” Maj. Brandon Motte, former Assistant Product Manager, Enhanced Night Vision, said.
The improved, or higher-tech, ENGV IIIs will also help with maneuverability and command and control by enabling soldiers to see a wider field of view with better resolution and even see infrared lasers, Motte added. The technology is now going through production qualification testing and will be operational in 2017.
“This greatly improves the lethality and visibility in all weather conditions for the soldier – one very small, very lightweight night vision goggle,” Motte said.
Of greatest importance, however, is that the ENVG III will enable the wireless link with the weapon sights mounted on the gun.
“The reticle will show up in the night vision goggle when the weapon is pointed at a target,” Fuller explained. “As soon as you see a target, you can engage. You no longer have to bring it up to your face. The display is right in front of your eyes.”
The Army plans to acquire as many as 40,000 ENVG IIIs. ENVG III is being engineered to easily integrate FWS-I as soon as it is slated to be operational in 2018.
BAE Systems and DRS are the defense industry vendors involved in the developmental effort, Army officials said.
Despite a limited number of submarines and other surveillance assets, naval forces in World War II had to find a way to spot enemy obstructions and defenses at fortified islands and beaches.
Into the gap stepped the frogmen and recon swimmers, brave sailors and Marines who swam into enemy waters and surveyed defenses with just snorkels and fins, often with enemy fire raining around them.
On D-Day, these brave men played a critical role ensuring that landing craft could make it to shore and take part in one of the most daring, important assaults of World War II. Hear what it was like to be in the waters at Normandy on that fateful day from the frogmen who were actually there in the interview below:
But the heroics of Naval Combat Demolition Units didn’t stop at D-Day; they played key roles in many defining operations of World War II:
Navy and Marine Corps personnel landing at Tarawa had to do so with limited intelligence and with nearly all obstacles in place at the start of the battle.
(U.S. Marine Corps painting Sergeant Tom Lovell)
Beach landings around the world, but especially the frequent landings in the Pacific during World War II, require good intelligence. Enemy mines and underwater obstacles can cripple a landing force when it’s most vulnerable. To ensure the landing works, attackers have to either avoid or clear such obstacles before the landings are affected.
The Navy learned this lesson the hard way when forces landing at Tarawa just hours after their arrival were forced to fight past a reef, beach obstacles and mines, and machine gun positions that had all been underestimated because no one got eyes directly on them before the fight. The invaders had relied on aerial imagery that couldn’t expose all the hazards.
But when the Navy is short on stealthy assets, like submarines, someone else has to get up close and personal and see where the obstructions are.
“Frogmen,” recon swimmers whose efforts would lead to today’s Navy SEALs, filled this role by jumping out of small boats while wearing just shorts, snorkels, swim masks, and fins. From there, they had to swim along enemy beaches and make mental notes of anywhere they saw natural or man-made obstacles that could hinder a landing.
A Navy frogman in relatively advanced gear for the time. Many frogmen during World War II, especially in the Pacific, made do with just snorkels, masks, and fins.
(National Archives and Records Administration)
If the obstacles were thick and foreboding enough, they had to destroy them, swimming up to mines and other countermeasures and dismantling them in place or blowing them up. Most frogmen served in units named for this task, the “Underwater Demolition Teams,” or UDTs.
Worse, if there was any question of the shore composition, the frogmen were tasked with swimming up to the beach itself, gathering sand, and swimming back with their samples.
Marines landing at Iwo Jima benefited from the swimmers who ensured the approaches were clear of obstacles and checked whether the volcanic sand would allow for the free movement of tracked vehicles.
(U.S. Marine Corps)
While Iwo Jima was revealed to be largely bare of obstacles, the swimmers had to collect the volcanic ash of the beach as Japanese defenders in pillboxes were laying down a thick blanket of fire on the swimmers and their fire support ships. The hail of bullets was so thick that the ships frequently had to leave the line to put out fires and repair damage.
The swimmers had no such safe space. When they landed at Utah and Omaha beaches on D-Day, the Utah team suffered 17 casualties and the Omaha team lost 91 killed and wounded. 37 men died on the two beaches to reduce the threat to the follow-on attackers.
Members of a Naval Combat Demolition Unit hit the beach during training.
They had to sneak up to obstacles and place dozens of pounds of explosives on them to prepare them for destruction, sometimes while close enough to German patrols and sentries to hear them speaking to each other.
The frogmen avoided mortar and small-arms fire by ducking underwater as they swam into the beach. One diver’s account simply stated, “Bullets drifted down like falling leaves.” Amazingly, all but one of the divers returned safely.
Their sacrifices, while great, saved lives. The naval report on Iwo Jima below details some of the frogmen’s work. Skip to 4:15 if you’re only interested in the swimmers.
“We never dreamt that it would be this clear, this beautiful.”
Physical Scientist J.T. Heineck of NASA’s Ames Research Center in California’s Silicon Valley gets his first glimpse at a set of long-awaited images, and takes a moment to reflect on more than 10 years of technique development – an effort that has led to a milestone for NASA’s Aeronautics Research Mission Directorate.
NASA has successfully tested an advanced air-to-air photographic technology in flight, capturing the first-ever images of the interaction of shockwaves from two supersonic aircraft in flight.
“I am ecstatic about how these images turned out,” said Heineck. “With this upgraded system, we have, by an order of magnitude, improved both the speed and quality of our imagery from previous research.”
One of the greatest challenges of the flight series was timing. In order to acquire this image, originally monochromatic and shown here as a colorized composite image, NASA flew a B-200, outfitted with an updated imaging system, at around 30,000 feet while the pair of T-38s were required to not only remain in formation, but to fly at supersonic speeds at the precise moment they were directly beneath the B-200. The images were captured as a result of all three aircraft being in the exact right place at the exact right time designated by NASA’s operations team.
The images were captured during the fourth phase of Air-to-Air Background Oriented Schlieren flights, or AirBOS, which took place at NASA’s Armstrong Flight Research Center in Edwards, California. The flight series saw successful testing of an upgraded imaging system capable of capturing high-quality images of shockwaves, rapid pressure changes which are produced when an aircraft flies faster than the speed of sound, or supersonic. Shockwaves produced by aircraft merge together as they travel through the atmosphere and are responsible for what is heard on the ground as a sonic boom.
The system will be used to capture data crucial to confirming the design of the agency’s X-59 Quiet SuperSonic Technology X-plane, or X-59 QueSST, which will fly supersonic, but will produce shockwaves in such a way that, instead of a loud sonic boom, only a quiet rumble may be heard. The ability to fly supersonic without a sonic boom may one day result in lifting current restrictions on supersonic flight over land.
The images feature a pair of T-38s from the U.S. Air Force Test Pilot School at Edwards Air Force Base, flying in formation at supersonic speeds. The T-38s are flying approximately 30 feet away from each other, with the trailing aircraft flying about 10 feet lower than the leading T-38. With exceptional clarity, the flow of the shock waves from both aircraft is seen, and for the first time, the interaction of the shocks can be seen in flight.
“We’re looking at a supersonic flow, which is why we’re getting these shockwaves,” said Neal Smith, a research engineer with AerospaceComputing Inc. at NASA Ames’ fluid mechanics laboratory.
When aircraft fly faster than the speed of sound, shockwaves travel away from the vehicle, and are heard on the ground as a sonic boom. NASA researchers use this imagery to study these shockwaves as part of the effort to make sonic booms quieter, which may open the future to possible supersonic flight over land. The updated camera system used in the AirBOS flight series enabled the supersonic T-38 to be photographed from much closer, approximately 2,000 feet away, resulting in a much clearer image compared to previous flight series.
“What’s interesting is, if you look at the rear T-38, you see these shocks kind of interact in a curve,” he said. “This is because the trailing T-38 is flying in the wake of the leading aircraft, so the shocks are going to be shaped differently. This data is really going to help us advance our understanding of how these shocks interact.”
The study of how shockwaves interact with each other, as well as with the exhaust plume of an aircraft, has been a topic of interest among researchers. Previous, subscale schlieren research in Ames’ wind tunnel, revealed distortion of the shocks, leading to further efforts to expand this research to full-scale flight testing.
While the acquisition of these images for research marked one of the goals of AirBOS, one of the primary objectives was to flight test advanced equipment capable of high quality air-to-air schlieren imagery, to have ready for X-59’s Low-Boom Flight Demonstration, a mission that will use the X-59 to provide regulators with statistically valid data needed for potential regulation changes to enable quiet commercial supersonic flight over land.
“We’re seeing a level of physical detail here that I don’t think anybody has ever seen before,” said Dan Banks, senior research engineer at NASA Armstrong. “Just looking at the data for the first time, I think things worked out better than we’d imagined. This is a very big step.”
The X-59 Quiet SuperSonic Technology X-plane, or QueSST, will test its quiet supersonic technologies by flying over communities in the United States. X-59 is designed so that when flying supersonic, people on the ground will hear nothing more than a quiet sonic thump – if anything at all. The scientifically valid data gathered from these community overflights will be presented to U.S. and international regulators, who will use the information to help them come up with rules based on noise levels that enable new commercial markets for supersonic flight over land.
Additional images included a “knife-edge” shot of a single T-38 in supersonic flight, as well as a slow-speed T-34 aircraft, to test the feasibility of visualizing an aircraft’s wing and flap vortices using the AirBOS system.
The images were captured from a NASA B-200 King Air, using an upgraded camera system to increase image quality. The upgraded system included the addition of a camera able to capture data with a wider field of view. This improved spatial awareness allowed for more accurate positioning of the aircraft. The system also included a memory upgrade for the cameras, permitting researchers to increase the frame rate to 1400 frames per second, making it easier to capture a larger number of samples. Finally, the system received an upgraded connection to data storage computers, which allowed for a much higher rate of data download. This also contributed to the team being able to capture more data per pass, boosting the quality of the images.
In addition to a recent avionics upgrade for the King Air, which improved the ability of the aircraft to be in the exact right place at the exact right time, the team also developed a new installation system for the cameras, drastically reducing the time it took to integrate them with the aircraft.
“With previous iterations of AirBOS, it took up to a week or more to integrate the camera system onto the aircraft and get it working. This time we were able to get it in and functioning within a day,” said Tiffany Titus, flight operations engineer. “That’s time the research team can use to go out and fly, and get that data.”
While the updated camera system and avionics upgrade on the B-200 greatly improved the ability to conduct these flights more efficiently than in previous series, obtaining the images still required a great deal of skill and coordination from engineers, mission controllers, and pilots from both NASA and Edwards’ U.S. Air Force Test Pilot School.
Using the schlieren photography technique, NASA was able to capture the first air-to-air images of the interaction of shockwaves from two supersonic aircraft flying in formation. These two U.S. Air Force Test Pilot School T-38 aircraft are flying in formation, approximately 30 feet apart, at supersonic speeds, or faster than the speed of sound, producing shockwaves that are typically heard on the ground as a sonic boom. The images, originally monochromatic and shown here as colorized composite images, were captured during a supersonic flight series flown, in part, to better understand how shocks interact with aircraft plumes, as well as with each other.
In order to capture these images, the King Air, flying a pattern around 30,000 feet, had to arrive in a precise position as the pair of T-38s passed at supersonic speeds approximately 2,000 feet below. Meanwhile, the cameras, able to record for a total of three seconds, had to begin recording at the exact moment the supersonic T-38s came into frame.
“The biggest challenge was trying to get the timing correct to make sure we could get these images,” said Heather Maliska, AirBOS sub-project manager. “I’m absolutely happy with how the team was able to pull this off. Our operations team has done this type of maneuver before. They know how to get the maneuver lined up, and our NASA pilots and the Air Force pilots did a great job being where they needed to be.”
“They were rock stars.”
The data from the AirBOS flights will continue to undergo analysis, helping NASA refine the techniques for these tests to improve data further, with future flights potentially taking place at higher altitudes. These efforts will help advance knowledge of the characteristics of shockwaves as NASA progresses toward quiet supersonic research flights with the X-59, and closer toward a major milestone in aviation.
Two Kurdish peshmerga troops were killed in the attack, and two French special operators were also seriously wounded. One is still in critical condition. Both were whisked away back to France immediately.
Due to the rapid proliferation of drone technology and the fact that component prices have dropped significantly over the past few years, militant groups are quickly adopting drones as a new weapon.
And yet, the use of drones with explosives, much less against Western forces, is uncommon. In many cases, ISIS simply uses drones for surveillance footage to use in propaganda films.
U.S. forces in Iraq now carry the equipment to bring down these kinds of drones, such as a Battelle DroneDefender, which actually doesn’t even use bullets. Rather, the technology works by disrupting the communication line between the drone and its operator.
It’s unclear if France possesses the same counter-drone technology in the field.
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The Hoyt Sherman Place has been an icon in Des Moines, Iowa, for more than 140 years. Filled with eclectic paintings and sculptures, the structure once hosted some of America’s most powerful and influential people, including former presidents Ulysses S. Grant and William McKinley, as well as General William Tecumseh Sherman, whose brother is the namesake. Today, it’s a music and theater venue.
Last November, on an overcast and snowy evening, I visited the Hoyt Sherman to interview Aaron Lewis, who was taking the stage that night. The world-renowned musician rose to stardom in the early 2000s with the rock band Staind. However, Lewis’ current pursuit in the country music genre signifies a path most fans didn’t expect. The journey has brought his career full circle, reconnecting him to childhood memories and his roots. This unique musical dichotomy embodies who he is, was, and always will be — the ultimate outsider who is still trying to make it.
At 6:30 on the dot — just as expected — Pete Ricci, Lewis’ tour manager, found me in the lobby and took me to Lewis’ tour bus. I walked inside from the bitter cold and was immediately pursued by a small dog who jumped on my lap as I sat down. With a cigarette in one hand and a cup of coffee in the other, Lewis looked at me and said, “That’s Levi. He must like you.” I laughed and shook his hand while introducing myself. He took a sip of his coffee, sat down across from me, and said, “I’m ready.”
The stage at the Hoyt Sherman before Aaron Lewis started playing.
(Photo by Christopher Hart/Coffee or Die)
At that moment, I was taken back to my youth — the endless nights as a teenager memorizing his harrowing and cryptic vocals. His two-decade career with Staind spawned seven studio albums — including the five-times-platinum “Break the Cycle” — with over 10 million units sold and worldwide tours but that was only the beginning for Lewis. In recent years, Lewis’ path has taken him in a different direction. A serendipitous voyage back to his first music listening experience: country music.
Lewis began to reveal how he transformed from a rockstar into a country musician whose second country album, 2016’s “Sinner,” debuted at No. 1 on the Top Country albums chart and fourth on the famous Billboard 200. Growing up, Lewis spend a lot of time with this grandfather, a man who had a deep love for the foundations of old-fashioned country music — artists like Merle Haggard, Johnny Cash, Willie Nelson, and Hank Williams Jr.
“Growing up I didn’t dig it at all,” Lewis said. “It was a forced listening for sure. I ran as far away from that style and type of music as I possibly could and ended up in a rock band. But it’s kind of a funny story with what rekindled it.
“I was on Kid Rock’s bus one night back in 1998. […] It was one of those nights where we stayed up all night drinking and using substances,” he continued. “The whole time he is playing this old country music, and in my head it’s replaying the soundtrack of my childhood. It was the first time I had let any of that style of music, that twang, come back into my life or listening choices.”
That late night alongside Kid Rock was life changing with respect to Lewis’ future. It was the start of something new, a transformation that would lay dormant as he ascended to the top of the rock industry with Staind. It erupted full flame years later.
Aaron Lewis performing “So Far Away” by Staind in the official music video.
(Screen capture via Atlantic Records/Youtube)
“When I got to the end of my record contract with Staind I was good with that,” Lewis said. “I needed to put that away for a bit and reinvent what I was doing, something that wasn’t going to get compared. So the music of my childhood is where that manifested itself.”
There are endless stories of musicians who tried to transform themselves and failed, but Lewis’ isn’t one of them. His past creations have topped the charts, and his country music has received critical acclaim and best-selling status. Despite that, Lewis still feels out of place. He considers himself an outsider, a man who doesn’t fit in the country-music box.
(Photo courtesy of Aaron Lewis/Instagram)
Part of the reason is that today’s country music hardly resembles the pillars upon which it was built. It is often conflated with pop culture crossovers in order to appeal to a wider audience and generate more revenue, something that frustrates Lewis. On the business side, Lewis said the conglomeration of radio stations led to the Top 40 industry taking over country radio.
“When [Taylor Swift] came out as a cute little country girl and got airtime on Top 40 radio, all of a sudden [country music] had an audience of hundreds of millions of people across the world,” Lewis said. “It set up a model to strive for. […] Do I get it from the competitive road of radio and advertising? To an extent, but I am also able to see the short-sightedness of it. When you handle the country genre like Top 40, you are alienating a majority of your listeners.”
It’s a conflict that Lewis has never shied away from, even putting it into a hit single from the album “Sinner.”
“Life’s not all sunshine and roses. I mentioned that in ‘That Ain’t Country,'” Lewis said. “Most stuff on country radio these days are tales of good times and happy endings. But guess what? Life isn’t like that. Life is a struggle from the time you realize it is a struggle. But if life wasn’t a struggle, those happy moments wouldn’t stand out so much.”
Lewis’ comments on struggle hit on something he has spoken about over the years. When comparing what he wrote while in Staind to what he is putting out now, there are similar themes. His lyrics are brooding, introspective, and explore the scope of the human experience. It’s curious how a man who has accomplished so much routinely speaks from such a dark place.
Aaron Lewis performing at the Hoyt Sherman.
(Photo by Christopher Hart/Coffee or Die)
“I just can’t help but be a bit dark with my writing. That’s just the vein of creativity I have that is evoked by music,” Lewis said. “I’m never really inspired to write about happiness. I have a couple of times completely by accident and been really weirded out by recording it, as weird as that sounds.”
He continued: “I tend to tap into the darker side of myself for writing purposes. The things that I can’t say in life and normal conversation are what I tend to express in songs. We can all be socially challenged sometimes when trying to say what is on our mind the right way — to truly express it to the person sitting in front of you in the manner you are trying to. To say it in a manner they won’t take the wrong way for any multitude of reasons. I’m not affected by those limits in the writing process.”
After accepting a cup of coffee and a cigarette from Lewis, the conversation veered into the acceptability of the aforementioned lyrical topics — how it may be okay in one genre but considered taboo in another. I relayed how my parents were conflicted about the music I listened to as a teenager: Marilyn Manson, Slipknot, Limp Bizkit, Korn, and a handful of others. These bands were contemporaries of Lewis and Staind. My stepmother was convinced that this music made me rebellious and was the work of the devil.
Aaron Lewis performing at the Hoyt Sherman.
(Photo by Christopher Hart/Coffee or Die)
“That was a way for parents to define how this music could have such an effect on their children,” Lewis said. “As a parent, to wrap your head around the fact that your child is finding solace in something like that — that can be a tough thing to define. To someone who is super religious, well, it must be the devil for it to have that much of a hold and an impact — but that’s just the magic of music.”
But as magical as music can be, it still takes a toll on someone who makes it their career. Life on the road can present a troublesome and extreme burden. The sacrifices made by artists like Lewis aren’t often recognized by listeners beyond what they hear in a song. Fans aren’t necessarily attached to the plight of their favorite artists, just what they produce.
Lewis mentioned that the Thanksgiving holiday prior to our meeting was one of the only breaks he’d had from touring since February. There is certainly a cost to being in the limelight. But what exact price has he paid — and has it been worth it?
Aaron Lewis performing at the Hoyt Sherman.
(Photo by Christopher Hart/Coffee or Die)
“As crazy as it might sound coming from my mouth, I still feel I am only as good as the next song that comes out,” Lewis said. “I still have a really, really hard time stopping and smelling the roses. I still feel at times that maybe one day I will make it — it’s really fucked up.
“Most creatives are the walking wounded. We would do just about anything to be seen and heard. We are so broken on the inside that we will wager anything to feel that connection and acceptance. This ride that I’ve been on, this ‘dream come true’ that everybody calls it, that I’m living my dreams — yeah, okay, maybe. But it’s also cost me everything that has ever meant anything to me.”
After letting that sentiment sink in, I took one more drag of my cigarette and one last sip of coffee before asking what advice Lewis would give an aspiring musician.
Aaron Lewis performing at the Hoyt Sherman.
(Photo by Christopher Hart/Coffee or Die)
“Be careful what you wish for. There is a cost to everything,” he said. “There is a lot of truth to that old story about Robert Johnson meeting the devil at the crossroads and selling his soul. That is kind of what you are doing when you sign a record deal. The longer you survive having a record deal, the more your soul fades and pretty soon there is nothing left — because your feet never touched the ground and you never slowed down enough to see it all go away. So be careful what you wish for.”
With those cautionary words, I turned off my recorder. Lewis was set to take the stage in an hour, so after a final handshake, I prepared to head back into the venue.
“Enjoy the show, Chris,” Lewis said as I made my way off the tour bus.
Over the next few hours, Lewis and his bandmates performed a memorable set for the sold-out crowd at the Hoyt Sherman. The set list included most of his recent country efforts, but he also threw in several Staind hits. Lewis played a few new songs from his upcoming album, “State I’m In,” including “The Party is Over,” “God and Guns,” and “Keeps on Working,” the latter of which he joked would make him some more friends in Nashville. “State I’m In” is slated for release on April 12, 2019.
Aaron Lewis performing at the Hoyt Sherman.
(Photo by Christopher Hart/Coffee or Die)
Lewis’ musical transformation is a testament to the idea that life isn’t about the destination — it’s about the journey. And while his solo country music career appears to have solid footing, he’s made headlines recently for walking off stage when the audience was being unruly. He also mentioned during a live performance earlier this month that Staind might be making a comeback. “I might be lying, but I might not. There might even be live shows this year. I can’t say for sure. You never know.”
Lewis shows no signs of slowing down, but he also appears to be living in constant conflict. As I left the Hoyt Sherman, I replayed the night’s events in my mind and wondered when, if ever, Aaron Lewis would feel that he had made it.
The U.S. Air Force A-10 Thunderbolt II attack aircraft is officially about to get some surround sound.
The Air Force Life Cycle Management Center at Hill Air Force Base, Utah, on Oct. 23, 2019, awarded Terma North America Inc. a $60 million indefinite-delivery/indefinite-quantity (IDIQ) contract to retrofit 328 3D audio systems for the close-air support aircraft’s cockpit, according to a Defense Department announcement. The company is a subsidiary of Terma A/S, a Danish defense and aerospace company.
Pilots have multiple audio signals coming at them, making it difficult to discern certain radio calls and warnings. The 3D audio system will give pilots the ability to distinguish between signals and discern where they’re coming from.
Last year, the service said it had planned to award a sole-source contract to Terma to integrate the enhancement. The upgrade would “drastically improve the spatial, battlespace and situational awareness of the A-10C pilots,” according to a request for information (RFI) published at the time.
An A-10 Warthog prepares to take off from Al Asad Air Base to provide close air support to ground troops in Iraq.
(Photo by Master Sgt. Cecilio Ricardo)
The 3D audio technology has previously been used in the Danish F-16 Fighting Falcon Missile Warner System upgrade.
The A-10, which entered service in 1976 and has deployed to the Middle East, Europe and the Pacific, has also played an outsized role in Afghanistan and the air campaign that began in 2014 against the Islamic State of Iraq and Syria, or ISIS, helping provide close-air support for Iraqi and U.S. partner forces on the ground.
The latest news comes after the Air Force made another major investment into the aircraft, demonstrating its willingness to keep the A-10 around longer and boost its survivability in a high-threat environment.
In August 2019, officials announced that Boeing Co. was awarded a 9 million IDIQ contract to create up to 112 new A-10 wing assemblies and spare wing kits for aircraft that are slated to receive the upgrade. The program is known as the “A-10-Thunderbolt II Advanced-Wing Continuation Kit,” or “ATTACK.”
An A-10 Warthog takes off from Al Asad Air Base to provide close air support to ground troops in Iraq.
(Photo by Master Sgt. Cecilio Ricardo)
The Air Force estimates 109 A-10s still need to be re-winged following a previous id=”listicle-2641104178″.1 billion “Enhanced Wing Assembly” contract, which began in 2011 and completed this year.
The 3D audio work will be performed in the U.S. and Denmark, the Defense Department said.
The Air Force will use fiscal 2018 and 2019 funds in the amount of .3 million toward the effort; the work is scheduled to be completed by February 2024, the announcement states.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
The Russians have a strange history with the Unidentified Flying Objects. While 99 percent of the UFOs encountered by Russia and the Soviet Union over the years were probably American spy planes, they insist that one of them actually landed and its crew decided to step out and stretch their legs.
And then they shot a bunch of children.
In the late 1980s, The New York Times quoted Soviet police Lt. Sergei A. Matveyev, who swore he saw the spaceship, saying that lanky, three-legged creatures landed in a park in the Russian city of Voronezh on Sept. 27, 1989. Some 300 miles from Moscow, citizens of Voronezh reported a deep red ball, around 10 feet in diameter, landing in a park.
“It was not an optical illusion,” he told the Russian TASS News Agency. “It was certainly a body flying in the sky. I thought I must be really tired, but I rubbed my eyes and it didn’t go away.”
Admit that you were thinking about this meme.
A hatch opened and out stepped a three-eyed creature that stood nine feet tall and was dressed in silver overalls and bronze boots. It left the ship with a companion and a robot. After taking a triangle formation around the robot, the robot came to life. A boy began to scream in terror. That’s when the stuff hit the fan. With a look, the boy was paralyzed.
The aliens disappeared briefly and returned with “what looked like a gun” and shot the boy, who disappeared. He reappeared later, after the spacecraft had departed. Citizens of the town reported multiple sightings of the ship between Sept. 23 and Sept. 27, but when Soviet investigators came to the scene, their only abnormal finding was elevated levels of radioactive Cesium-23.
As for the children who witnessed the landing in the park, they were all separated. When asked to draw what they saw that day, they all drew “a banana-shaped object that left behind in the sky the sign of the letter X.” The boy who was abducted could remember nothing about the craft.
The local interior minister said that if the craft appeared again, they would dispatch the Red Army to investigate the event. If the aliens had returned in full force to invade the Soviet Union, they would have met the joint capability of the Soviets along with the United States, as President Reagan and Soviet leader Mikhail Gorbachev agreed at the 1985 Lake Geneva Summit to join forces against any extraterrestrial invader.
Iran’s Islamic Revolutionary Guard Corps (IRGC) said on April 22 that it launched a military satellite into orbit, after months of failed attempts.
State television and the Tasnim news agency, which is affiliated with the IRGC, reported the launch on April 22, calling it “successful.”
The United States, Israel, and other countries did not immediately confirm the satellite reached orbit, but their criticism suggested they believed the launch happened.
Analysts said it raised concerns about whether the technology used could help Iran develop intercontinental ballistic missiles.
“Iran’s first military satellite, Noor (light), was launched this morning from central Iran in two stages. The launch was successful and the satellite reached orbit,” state TV said.
The IRGC on its official website said the satellite reached an orbit of 425 kilometers above the Earth’s surface.
The multistage satellite launch used a Ghased, or “messenger,” satellite carrier to put the device into space — a previously unheard-of system, according to the paramilitary group.
Tasnim added that the operation was carried from a launchpad in Dasht-e Kavir, a large desert in central Iran.
Iran has suffered several failed satellite launches in recent months. The United States and Israel have said that such launches advance Iran’s ballistic missile program.
Following Iran’s latest launch, U.S. Secretary of State Mike Pompeo said that “Iran needs to be held accountable for what they’ve done.”
“We view this as further evidence of Iran’s behavior that is threatening in the region,” Deputy Secretary of Defense David Norquist told a Pentagon briefing.
General John Hyten, vice chairman of the Joint Chiefs of Staff, said the launched vehicle “went a very long way” but that it was too early to say whether it successfully placed a satellite in orbit.
Israel’s Foreign Ministry described the launch as a “facade for Iran’s continuous development of advanced missile technology,” while German Foreign Ministry spokesman Christofer Burger warned that “the Iranian rocket program has a destabilizing effect on the region.”
The launch comes amid increased tensions between Iran and the United States over the latter’s withdrawal from a landmark nuclear deal and after a U.S. drone strike killed top IRGC commander Qasem Soleimani in January.
It also may signal that Iran is more willing to take chances during the current global coronavirus crisis, which has slashed oil prices to historic lows and forced many countries into an economic recession.
“This is big,” said Fabian Hinz, a researcher at the James Martin Center for Nonproliferation Studies at the Middlebury Institute of International Studies in Monterey, California.
“Big question now is what tech the first stage used. Solid propellant? Liquid using old Shahab 3 tech? Liquid using more sophisticated motors/fuels? This is key to establishing how worrisome the launch is from a security perspective,” he added.
Hours, days, weeks, months and even years of training have prepared two airmen for one moment — four explosive seconds at the top of a winding icy track in a city that once hosted the 2002 Winter Olympics.
Early days of sprinting, heavy lifting, box jumps and squats have faded into late nights of sanding runners, making countless adjustments and pushing through frustrations to shave off hundredths of a second pushing a 500-pound sled 60 meters.
The goal? A chance to make a team in four years. A chance for a medal. A chance to represent their nation and the Air Force. A chance.
Two airmen within Air Force Special Operations Command were selected to compete with the USA Bobsled team. Capt. Dakota Lynch, a 34th Special Operations Squadron U-28A pilot, and Capt. Chris Walsh, a 24th Special Operations Wing special tactics officer, are push athletes who are ultimately competing for a spot on the U.S. Olympic team in 2022.
“If you want it bad enough, you’re going to do whatever it takes to be successful … that’s the grit of this sport,” said Walsh. “It takes four years of commitment to make yourself better with every opportunity and even then you’re never really quite there … you have to keep grinding.”
As push athletes, both airmen train vigorously on sprinting and strength to accelerate a bobsled up to 24 miles per hour in close to four seconds while the pilot focuses on navigating hairpin turns in a choreographed chaos down the ice.
Capt. Dakota Lynch, a U-28 pilot with the 34th Special Operations Squadron, performs sprints at The Fieldhouse on Nov. 16, 2018, in Park City, Utah.
(U.S. Air Force photo by Staff Sgt. Ryan Conroy)
“It’s a metal and carbon fiber bullet rifling down an ice track at speeds of 85-95 miles per hour,” Lynch said. “It’s like a fast-moving jet with a monkey at the controls while getting in a fight with Mike Tyson … it can be incredibly violent.”
Preceding the countless hours in the gym and on the track, the ride begins with a dream to succeed at the highest athletic level. For Walsh, it was an article in a magazine and for Lynch, it was a challenge from friends while deployed to Africa. For both, it would begin a journey of bruises, scrapes and exasperation that would lead them to Park City, Utah, for the International Bobsled and Skeleton Federation North American Cup.
The first steps of their journey was a gauntlet of tryouts and selection beginning with an open combine. From there, standout athletes were invited to rookie camp and then push championships in Lake Placid, New York. Then, both Lynch and Walsh were invited to national team trials to continue to the next phase — competition.
“It relates pretty closely to the job because there’s days where you know it’s going to be tough,” said Walsh. “Every workout, every time I’m in the garage with the team, every step I take is either taking me closer or further away from my goal. If I’m lazy and I decide to slack one day … that workout may mean the difference between me making the Olympic team or not.”
Both airmen attribute their time in AFSOC to their success on their bobsled journey. Walsh is a member of Air Force special tactics, which is a special operations ground force comprised of highly trained airmen who solve air to ground problems across the spectrum of conflict and crisis.
Capt. Chris Walsh, a Special Tactics officer with the 24th Special Operations Wing, taps Hunter Church, bobsled pilot for Team USA, at the finish of their second four-man run at the Utah Olympic Park on Nov. 17, 2018, in Park City, Utah.
“The qualities that special tactics fosters in individuals translates very well to bobsledding,” said Walsh. “ST operators are mature, responsible and disciplined and need to be squared away as individuals. If they’re not, the team as a whole is weak … so having that grit and determination to see the mission through is a big piece of what makes me successful here.”
For Lynch, the team mentality of a four-man bobsled loosely correlates to responsibilities of piloting an aircraft. The U-28A aircraft Lynch flies provides an on-call capability for improved tactical airborne intelligence, surveillance and reconnaissance in support of special operations forces.
“In AFSOC, I am responsible for the aircraft, the men and the women on that aircraft and ensuring the mission is executed properly, safely and precisely,” said Lynch. “Things aren’t going to get handed to you — conditions are going to suck, you’re going to get your crap punched in, but you’re going to have to have the strength and resiliency to drive through it and press forward.”
As active-duty airmen, both Lynch and Walsh have had to negotiate service commitments with leadership support. Both have been granted permissive temporary duty by their respective commanders to vie for a chance at being accepted into the Air Force World Class Athlete Program.
WCAP provides active duty, National Guard and reserve service members the opportunity to train and compete at national and international sports competitions with the ultimate goal of selection to the U.S. Olympic team while maintaining a professional military career.
“I wouldn’t be here without my squadron and group commanders taking a chance on me and giving me a shot,” said Walsh. “It makes me want to do really well to represent my country, the Air Force and AFSOC in a good light.”