China is threatening the US with the possibility that it may withhold rare earth elements critical to the production of a number of different US products, including missiles and stealth fighters.
The US has been turning up the heat on China in the ongoing trade war. Now, Chinese media is warning that China can up the stakes.
“United States, don’t underestimate China’s ability to strike back,” the People’s Daily, the paper of the ruling Chinese Communist Party, wrote May 29, 2019, according to Reuters.
“Will rare earths become a counter weapon for China to hit back against the pressure the United States has put on for no reason at all? The answer is no mystery,” the newspaper explained in a commentary, ominously adding, “Don’t say we didn’t warn you!”
Other Chinese media outlets released similar articles.
Rare earth elements, of which China produces the overwhelming majority, play an important role in the production of defense systems. For example, a US Navy Virginia-class nuclear-powered fast-attack submarine requires 9,200 pounds of rare earth metals, while an Arleigh Burke-class guided-missile destroyer needs 5,200 pounds.
The guided-missile destroyer USS Arleigh Burke.
(Photo by Petty Officer 1st Class RJ Stratchko)
US defense contractors like Raytheon and Lockheed Martin use rare earth metals to make high-end guidance systems and sensors for missiles and other military platforms, Reuters reported.
An F-35 Lightning II Joint Strike Fighter, a fifth-generation stealth jet built to give the US an edge over rivals like China, requires 920 pounds of rare earth materials, according to Asia Times, which reported that the US has an almost nonexistent ability to produce rare earth materials.
“The US side wants to use the products made by China’s exported rare earths to counter and suppress China’s development,” the People’s Daily argued May 29, 2019. “The Chinese people will never accept this!”
The paper’s rhetoric suggests that China would intentionally take aim at the US defense sector, which Beijing believes is working to contain China’s rise.
An F-35 Lightning II Joint Strike Fighter.
The US relies on China for as much as 80% of its rare earth materials, according to Bloomberg. “Rare earths are a niche specialty and critical to the Defense Department,” Simon Moores, managing director at Benchmark Mineral Intelligence, told the outlet.
“Rare earths are essential to the production, sustainment, and operation of US military equipment,” a 2016 Government Accountability Office report explained, adding that “Reliable access to the necessary material, regardless of the overall level of defense demand, is a bedrock requirement for DOD.”
Were China to pull the plug, it could certainly lead to complications, although there is the possibility that the department could turn to alternative sources given that its requirement is only 1% of the total US demand for rare earth elements.
Beijing has not yet said that it will take this step, but is certainly troubling that Chinese media is threatening this move as a potential response to US actions in the trade war.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The universe has been finding ways to mess with people long before Edward A. Murphy uttered his famed statement in the aftermath of Dr. John Paul Stapp strapping himself onto a rocket powered sled. One of the earliest instances of this “law” being stated explicitly happened in 1877 where Alfred Holt, in an address to the Institution of Civil Engineers, said, “It is found that anything that can go wrong at sea generally does go wrong sooner or later…”
By 1908, it had become a well-loved maxim among magicians as well, as explained by Nevil Maskelyne in The Magic Circular: “It is an experience common to all men to find that, on any special occasion . . . everything that can go wrong will go wrong…”
This was reiterated by Adam Hull Shirk in The Sphinx in 1928, “It is an established fact that in nine cases out of ten whatever can go wrong in a magical performance will do so.”
This all brings us to our unsung hero of the hour, Dr. John Paul Stapp — a man whose work has saved hundreds of thousands of lives since, and who Joseph Kittinger — who famously did a high altitude jump from 102,800 ft — called the “bravest man I’ve ever met… He knew the effects of what he was getting himself into… And he never hesitated.”
Dr. John Paul Stapp.
Born in Brazil, the son of American missionaries there, Stapp eventually became an English major in college, but he changed career paths due to a traumatic incident that occurred during his Christmas break of 1928 when a 2 year old cousin of his was severely burned in a fireplace. Stapp helped to try to nurse the child back to health, but efforts failed and, 63 hours after getting burned, the toddler died. Said Stapp, “It was the first time I had ever seen anyone die. I decided right then I wanted to be a doctor.”
Unable to afford to go to medical school initially, after he earned a Master’s Degree in Zoology, he instead started teaching chemistry and zoology at Decatur College in Texas while he saved up money. Two years later, he attended the University of Texas where he got a PhD in Biophysics. Next up, he went to the University of Minnesota Medical School and got a Doctor of Medicine degree while working as a research assistant there.
Initially planning on becoming a pediatrician, Stapp changed career paths after joining the Army Medical Corps during WWII. While working as a flight surgeon, among other things, he was heavily involved in designing high altitude oxygen systems as well as studying the effects of high altitude/high speed flight on the human body. The end goal of all of this was to create better safety systems for pilots. During this time, he became puzzled at how some people would survive crashes, even extreme ones, while others in similar or lesser crashes would receive fatal injuries.
This all brings us around to Project MX-981 at the Edwards Air Force Base in 1945.
Up until this point, the prevailing theory was that a human body could not withstand more than 18Gs of force without suffering a fatal injury. The problem here was that airplanes of the age were flying faster and higher than ever. As such, the military wanted to know if their pilots could safely eject at these high velocities without being killed, as well as to try to design the safest possible system for doing so.
Testing towards this end was overseen by Dr. Stapp, using a rocket powered sled called the “Gee Whiz”. This was placed on rails on a 2000 foot track, at the end of which was an approximately 50 foot long section where a hydraulic braking system would stop the 1500 lb sled in its tracks.
Stapp rides the rocket sled at Edwards Air Force Base.
The passenger aboard the cart was to initially be a 185 lb dummy named Oscar Eightball and then later chimpanzees. Stapp, however, had other ideas. He wanted to see what an actual human could handle, stating of Oscar Eightball at the project’s onset, “You can throw this away. I’m going to be the test subject.”
David Hill, who was in charge of collecting the test data throughout the experiments and making sure all the telemetry gear stayed working, said of this, they all thought Dr. Stapp must be joking as “We had a lot of experts come out and look at our situation. And there was a person from M.I.T. who said, if anyone gets 18 Gs, they will break every bone in their body. That was kind of scary.”
Dr. Stapp, however, used his extensive knowledge of human physiology, as well as analyzing various crashes where people must have survived more than 18Gs of force, and determined the 18G limit was absurdly low if a proper restraint system was designed and used.
That said, Dr. Stapp wasn’t stupid, but rather an excellent and meticulous researcher, who would soon earn the nickname, “The Careful Daredevil”.
Thus, step one was first to design a proper restraint system and work out all the kinks in the testing apparatus. Towards this end, they conducted nearly three dozen trial runs using the dummy, which turned out to be for the best. For example, in test run number one, both the main and secondary braking systems didn’t work owing to the triggering teeth breaking off, and, instead of stopping, Gee Whiz and Oscar Eightball shot off the tracks into the desert. Funny enough, after the teeth were beefed up, the braking cams engaged, but themselves immediately broke…
In yet another catastrophic failure, the forces were so extreme that Oscar broke free from his restraints. The result of this was his rubber face literally being ripped off thanks to the windscreen in front of his head. As for the rest of his body, it went flying through the air well over 700 feet (over 200 meters) from where the Gee Whiz stopped.
This brings us to about two years into the project on December 10, 1947 when Dr. Stapp decided it was his turn to be the dummy.
Initially strapping himself in facing backwards — a much safer way to experience extreme G-forces — the first run with a human aboard was a rather quaint 10Gs during the braking period.
After this, they continued to improve the restraint system as Dr. Stapp slowly ramped up the Gs all the way to 35 within six months of that first run. He stated of this, “The men at the mahogany desks thought the human body would never take 18 Gs; here we’re taking twice that with no sweat!”
And by “no sweat”, of course, he no doubt meant that throughout the tests, he’d suffered a hemorrhaged retina, fractured rib, lost several fillings from his teeth, got a series of concussions, cracked his collarbone, developed an abdominal hernia, developed countless bloody blisters caused by sand hitting his skin at extreme velocities, severe bruising, shattering his wrists, and fracturing his coccyx. But, you know, “no sweat”.
While recovering, if further tests needed conducting in the interim, he did begin allowing other volunteers to do the job, but as soon as he was healthy enough again, Dr. Stapp was back in the seat instead. One of his coworkers on the project, George Nichols, stated that Stapp couldn’t bare the idea of someone being seriously injured or killed in experiments he was conducting, so whenever possible made himself the guinea pig instead.
Of course, in order for the research to be as useful as possible and for other scientists to believe what Dr. Stapp was managing to endure, extremely accurate sensors were needed, which is where one Captain Edward A. Murphy comes in.
For a little background on Murphy, beyond very briefly helping out on this project, the highlights of his career included working on the SR-71, XB-70 Valkyrie, X-15 rocket plane, and helping to design the life support system for the Apollo missions.
Going back to Dr. Stapp’s project, at the time Murphy was working on a separate project at Wright Field involving centrifuge, including designing some new sensor systems in the process. When Dr. Stapp heard about this, he asked if Murphy wouldn’t mind adapting the sensors for use in Project MX-981, to which Murphy happily complied. More specifically, Murphy’s sensor system would allow them to directly measure the G forces on the passenger, rather than relying on measuring the G forces on the sled body itself.
Now, before we go any further, we should point out that exact details of what occurred over the two days Murphy was directly involved in the project have been lost to history, despite many first hand accounts from several people. You might think it would make it easy to sort out given this, but human memory being what it is, the accounts from those who were there vary considerably.
This acrobatic airplane is pulling up in a +g maneuver; the pilot is experiencing several g’s of inertial acceleration in addition to the force of gravity.
Illustrating this point in the most poignant way possible we have a quote from Chuck Yeager, who was good friends with Dr. Stapp. In the quote, Yeager was responding to the widely reported idea that Yeager had sought out Dr. Stapp to clear him for his famous flight where he broke the sound barrier. As to why he chose Dr. Stapp, Yeager supposedly felt that no other doctor but Stapp would clear him on account of Yeager’s supposedly broken ribs.
Yeager’s response to this almost universally reported story is as follows: “That’s a bunch of crap!… That’s the way rumors get started, by these people…who weren’t even there…”
He goes on,
that’s the same kind of crap…you get out of guys who were not involved and came in many years after. It’s just like Tom Brokaw’s book if you’ll pardon the analogy here, about the best of the breed or something like that. Well, every guy who wrote his story about World War II did it fifty years after it happened. I’m a victim of the same damn thing. I tell it the way I remember it, and that’s not the way it happened. I go back and I read a report that I did 55 years ago and I say, hmm, I’d better tell that story a little bit different. Well, that’s human nature. You tell it the way you believe it and that’s not necessarily the way that it happened. There’s nothing more true than that.
During this impressive and extremely accurate rant about how difficult it is to get an accurate report of some historic event, even from those who were there, he notes of those writing about these things after, “Guys become, if you’ll pardon my expression, sexual intellectuals. You know what the phrase is for that? Sexual intellectuals. They’re fucking know-it-alls, that’s what.”
And, we’re not going to lie, we mostly just included that little anecdote because we’re pretty sure “Sexual Intellectuals (Fucking Know-It-Alls)” is the greatest description of the staff and subscribers of TodayIFoundOut we’ve ever come across, and we kind of wish we’d named the channel that (and are pretty sure we’re going to make a t-shirt out of it…)
In any event, that caveat about the inherent inaccuracy of reporting history out of the way, this finally brings us around to the story of how Murphy and his law became a thing.
The general story that everybody seems to agree on is that Murphy or another worker there installed Murphy’s sensors and then a chimpanzee was strapped into the sled to test them out. (Note here, that years later in an interview with People Magazine, Murphy would claim it was Dr. Stapp that was strapped in.) After the test run, however, they found the sensors hadn’t worked at all, meaning the whole expensive and dangerous test had been run for nothing.
As to exactly why the sensors hadn’t worked, there are a few versions of this tale. As for the aforementioned David Hill, he states that it was one of his own assistants, either Jerry Hollabaugh or Ralph DeMarco, he couldn’t remember which, who installed the sensors incorrectly. As Hill explained in an interview with Nick T. Spake, author of the book A History of Murphy’s Law, “If you take these two over here and add them together. You get the correct amount of G-forces. But if you take these two and mount them together, one cancels the other out and you get zero.”
Cover of “A History of Murphy’s Law.”
George Nichols, however, claimed Hill and DeMarco had both double checked the wiring before hand, but had missed that it had been wired up backwards. That said, Nichols stated it wasn’t DeMarco nor Hill’s fault, as the wiring had been done back at Wright Field by Murphy’s team.
Said Nichols, “When Murphy came out in the morning, and we told him what happened… he was unhappy…” Stating, “If that guy [his assistant] has any way of making a mistake… He will.”
Nichols, however, blamed Murphy as Murphy should have examined the sensor system before hand to ensure it had been wired correctly, as well as tested the sensors before they were ever installed in the sled, and on top of it all should have given them time to test everything themselves before a live run on the sled. However, as Murphy was only to be there for two days, he’d supposedly rushed them. Nichols stated this inspired the team to not repeat Murphy’s mistakes.
Said Nichols, “If it can happen, it will happen… So you’ve got to go through and ask yourself, if this part fails, does this system still work, does it still do the function it is supposed to do? What are the single points of failure? Murphy’s Law established the drive to put redundancy in. And that’s the heart of reliability engineering.”
Hill also claims this ultimately morphed into the mantra among the group, “if anything can go wrong, it will.”
As for Murphy himself, years later in an interview with People Magazine, he would state what he originally said was, “If there’s more than one way to do a job, and one of those ways will result in disaster, then somebody will do it that way.” He then claimed when Dr. Stapp heard this, directly after the failed sled run, he shortened it and called it “Murphy’s Law”, saying “from now on we’re going to have things done according to Murphy’s Law.”
In yet another interview, Murphy painted an entirely different picture than accounts from Hill and Nichols’, stating he’d sent the sensors ahead of time, and had only gone there to investigate when they’d malfunctioned. He stated when he looked into it, “they had put the strain gauges on the transducers ninety degrees off.”
Importantly here, contrary to what the other witnesses said of how Murphy had blamed his assistant, in the interview, Murphy said it was his own fault, “I had made very accurate drawings of the thing for them, and discussed it with the people who were going to make them… but I hadn’t covered everything. I didn’t tell them that they had positively to orient them in only one direction. So I guess about that time I said, ‘Well, I really have made a terrible mistake here, I didn’t cover every possibility.’ And about that time, Major Stapp says, ‘Well, that’s a good candidate for Murphy’s Law’. I thought he was going to court martial me. But that’s all he said.”
Murphy then went on to explain to the interviewer that he actually didn’t remember the exact words he said at the time, noting “I don’t remember. It happened thirty five years ago, you know.”
This might all have you wondering how exactly this statement that nobody seemed to be able to remember clearly came to be so prevalent in public consciousness?
John Paul Stapp Fastest man on Earth – rocket sled Pilot safety equipment 1954
It turns out, beyond being incredibly brave, brilliant, and hell-bent on saving lives, even if it cost him his own, Dr. Stapp was also hilarious from all accounts from people describing him. He even wrote a book with jokes and various witty sayings called For Your Moments of Inertia. For example, “I’m as lonely as a cricket with arthritis.” or “Better a masochist than never been kissed…”
Or how about this gem from an interview where he was asked about any lasting effects on him as a result of the experiments — Dr. Stapp wryly responded, the only residual negative effect was “all the lunches and dinners I have to go to now…”
Beyond all this, he was also a collector of “Laws”, even coming up with one of his own, Stapp’s Law — “The universal aptitude for ineptitude makes any human accomplishment an incredible miracle.”
When collecting these laws, he would name them after the person he heard them from, though often re-wording them to be more succinct, which, for whatever it’s worth, seems to align most closely to Murphy’s own account of how “his” law came about.
And as for this then becoming something the wider public found out about, during one of his interviews about the project, Dr. Stapp was asked, “How is it that no one has been severely injured — or worse — during your tests?”
It was here that Stapp stated, he wasn’t too worried about it because the entire team adhered to “Murphy’s Law”. He then explained that they always kept in mind that whatever could go wrong, would, and thus, extreme effort was made to think up everything that could go wrong and fix it before the test was actually conducted.
Going back to Project MX-981, having now reached 35 Gs after 26 runs by himself and several others by 11 volunteers, Dr. Stapp needed a faster sled. After all, at this point humans were flying at super sonic speeds and whether or not they could survive ejecting at those speeds needed to be known.
Enter the Sonic Wind at Holloman Air Force Base in New Mexico. This sled could use up to 12 rockets capable of producing a combined 50,000 pounds of thrust, resulting in speeds as high as 750 mph. The track was about 3,550 feet long, with the braking system using water scoops. The braking could then be varied by raising or lowering the water level slightly.
This now brings us to December 10, 1954, when Dr. Stapp would pull off his most daring and final experiment.
Previous to this run, Dr. Stapp stated, “I practiced dressing and undressing with the lights out so if I was blinded I wouldn’t be helpless”, as he assumed he would probably be blind afterwards, if he survived at all. He would also state when he was sitting there waiting for the rockets to be fired, “I said to myself, ‘Paul, it’s been a good life.'”
In order to stop his arms and legs from flapping involuntarily in the wind during the test, they were securely strapped down and a mouth guard was inserted to keep his teeth from breaking off.
All set, he then blasted off on his 29th and final sled run, using nine solid fuel rockets, capable of producing 40,000 pounds of thrust.
As an interesting aside here, beyond ground based cameras, none other than Joe Kittinger piloted a T-33 over head with a photographer in back filming it.
As for the sled, it accelerated from 0 up to 632 miles per hour (1,017 kilometers per hour) in a mere 5 seconds, resulting in about 20 Gs of force on the acceleration phase. Then, in the span of just 1.4 seconds, he came to a full stop, experiencing 46.2 G’s of force in the other direction, meaning his body weighed almost 7,000 pounds at the peak G force! In the process, he had also set the record for highest landspeed of any human.
Col. John Paul Stapp aboard the “Gee Whiz” rocket sled at Edwards Air Force Base.
(Air Force photo)
Said Kittinger of watching this, “He was going like a bullet… He went by me like I was standing still, and I was going 350 mph… I thought, that sled is going so damn fast the first bounce is going to be Albuquerque. I mean, there was no way on God’s earth that sled could stop at the end of the track. No way. He stopped in a fraction of a second. It was absolutely inconceivable that anybody could go that fast and then just stop, and survive.”
Nevertheless, when he was unstrapped from the chair, Dr. Stapp was alive, but as Nichols would observe, “His eyes had hemorrhaged and were completely filled with blood. It was horrible. Absolutely horrible.”
As for Dr. Stapp, he would state, it felt “like being assaulted in the rear by a fast freight train.” And that on the deceleration phase, “I felt a sensation in the eyes…somewhat like the extraction of a molar without anesthetic.”
He had also cracked some ribs, broken his wrists, and had some internal injuries to his respiratory and circulatory systems.
And on the note of his eyes, he was initially blind after, with it assumed that his retinas had detached. However, upon investigation, it was determined they had not, and within a few hours his sight mostly came back, with minor residual effects on his vision that lasted the rest of his life.
Apparently not knowing when to quit, once he had healed up, he planned yet another experiment to really see the limits of human endurance via strapping himself to that same sled and attempting to reach 1,000 mph this time…
When asked why, he stated, “I took my risks for information that will always be of benefit. Risks like those are worthwhile.”
To lead up to this, he conducted further experiments, going all the way up to 80Gs with a test dummy, at which point the Sonic Wind itself ripped off the tracks and was damaged.
It is probably for the best that it was here that his superiors stepped in. As you might imagine given his end goal was seemingly to figure out the extreme upper limit of G forces a human could survive with a perfected restraint system, and to use himself as the guinea pig until he found that limit, Dr. Stapp had previously run into the problem of his superiors ordering him to stop and instead to use chimpanzees exclusively. But while he did occasionally use chimpanzees, he went ahead and ignored the direct order completely. After all, he needed to be able to feel it for himself or be able to talk to the person experiencing the effects of the extreme Gs to get the best possible data. And, of course, no better way to find out what a human could take than use a human.
Rather than getting in trouble, he ultimately got a promotion thanks to the extreme benefits of his work. However, after his 46.2G run, they decided to shut down the experiment altogether as a way to get him to listen. After all, he had already achieved the intended goal of helping to develop better restraint and ejection systems, and proved definitively that a human could survive ejecting at the fastest speeds aircraft of the day could travel.
Now, at this point you might be thinking that’s all quite impressive, but that’s not Dr. Stapp helping to save “hundreds of thousands” of lives as we stated before. So how did he do that?
Well, during the experiments, Dr. Stapp became acutely aware that with a proper restraint system, most car accidents should be survivable, yet most cars of the age not only didn’t have any restraint systems whatsoever, they also were generally designed in ways to maximize injury in a crash with unforgiving surfaces, strong frames and bodies that would not crumple on impact, doors that would pop open in crashes, flinging occupants out, etc.
In fact, Dr. Stapp frequently pointed out to his superiors that they lost about as many pilots each year to car accidents as they did in the air. So while developing great safety systems in the planes was all well and good, they’d save a lot of lives simply by installing a restraint system into the cars of all their pilots and requiring they use them.
The military didn’t take this advice, but Dr. Stapp wasn’t about to give up. After all, tens of thousands of people each year in the U.S. alone were dying in car accidents when he felt many shouldn’t have. Thus, in nearly every interview he gave about his famous experiments almost from the very beginning of the project, he would inevitably guide the conversation around to the benefits of what they were doing if adopted in automobiles.
Not stopping there, he went on a life-long public campaign talking to everyone from car manufacturers to politicians, trying to get it required that car manufacturers include seat belts in their vehicles, as well as sharing his team’s data and restraint system designs.
Beyond that, he used his clout within the Air Force to convince them to allow him to conduct a series of experiments into auto safety, test crashing cars in a variety of ways using crash test dummies and, in certain carefully planned tests, volunteer humans, to observe the effects. This was one of the first times anyone had tried such a scientifically rigorous, broad look into commercial automobile safety. He also tested various restraint systems, in some tests subjecting the humans to as high as a measured 28 Gs. Results in hand, in May of 1955 he held a conference to bring together automobile engineers, scientists, safety council members and others to come observe the tests and learn of the results of his team’s research.
He then repeated this for a few years until Stapp was reassigned by the Air Force, at which point he requested Professor James Ryan of the University of Minnesota host the 4th annual such event, which Ryan then named the “Stapp Car-Crash and Field Demonstration Conference”, which is still held today.
Besides this and other ways he championed improvement in automobile safety, he also served as a medical advisor for the National Highway Traffic Safety Administration and National Advisory Committee on Aeronautics, in both heavily pushing for better safety systems.
It is no coincidence that not long after Dr. Stapp started these campaigns, car manufacturers started installing seatbelts as a matter of course, as well as started to put much more serious thought into making cars safer in crashes.
In the end, while Dr. Stapp got little public credit for helping to convince car manufacturers to prioritize automobile safety, and provided much of the initial data to help them design such systems, he was at least invited to be present when President Johnson signed the bill that made seat belts required in cars in 1966.
Besides ignoring direct orders to stop using himself as a guinea pig, other ways Dr. Stapp apparently used to frequently flout the rules was to, on his own time, freely treat dependents of people who worked at Edwards’ who were nonetheless not eligible for medical care. He would typically do this via doing house calls to airmen’s homes to keep the whole thing secret, including apparently attending to Chuck Yeager’s sons in this way according to Yeager.
It turns out Murphy was also good friends with none other than Lawrence Peter, remembered today for the Peter Principal — people inevitably get promoted until they reach their level of incompetence. According Murphy’s son, Robert, at one point Peter and Murphy tried to get together with Cyril Northcote Parkinson of Parkinson’s Law — “Work expands to meet the time and money that is available.” However, Robert claims that fateful meeting ended up getting canceled when other matters came up to prevent the get together.
One other strong safety recommendation Dr. Stapp pushed for, particularly in aviation, was to turn passenger seats around to face backwards, as this is drastically safer in crashes. And, at least in aviation would be simple to do on any commercial airline, requiring no modification other than to turn the seat around in its track. As Stapp and subsequent research by NASA shows, humans can take the most G-forces and receive fewer injuries overall with “eyes back” force, where the G-forces are pushing you back into your seat, with the seat cushions themselves also lending a hand in overall safety. This also insures tall people won’t smack their heads and bodies against anything in front of them in a crash. Despite the massive safety benefits here for people of all ages, outside of car seats for babies and toddlers, nobody anywhere seems interested in leveraging the extreme benefits of rear facing passengers to increase general safety.
If you’re wondering about the safest place on a plane to sit, funny enough, that’s the rear. In fact, you’re approximately 40% more likely to survive a plane crash if you sit in the back of the plane, rather than the front. The other advantage to the rear is that most passengers choose not to sit in the back. So unless the plane is full, you might get a row of seats to yourself. (Of course, a bathroom is also often in the rear on planes, soooo.) Another factor to consider is where the closest exit is. As a general rule, studies examining accidents have shown you’ll want to be within six rows of an emergency exit to maximize your survival chances. So if the plane doesn’t have a rear exit, that’s something to be factored in.
During Joe Kittinger’s then record leap from about 102,800 feet on August 16, 1960, the following happened during the ascent:
At 43,000 feet, I find out [what can go wrong]. My right hand does not feel normal. I examine the pressure glove; its air bladder is not inflating. The prospect of exposing the hand to the near-vacuum of peak altitude causes me some concern. From my previous experiences, I know that the hand will swell, lose most of its circulation, and cause extreme pain…. I decide to continue the ascent, without notifying ground control of my difficulty… Circulation has almost stopped in my unpressurized right hand, which feels stiff and painful… [Upon landing] Dick looks at the swollen hand with concern. Three hours later the swelling disappeared with no ill effect.
His total ascent took 1 hour and 31 minutes, he stayed at the peak altitude for 12 minutes, and his total decent took 13 minutes and 45 seconds, so his hand was exposed to a near vacuum for quite some time without long term ill effects. Incidentally, during his fall, he achieved a peak speed of 614 mph, nearly as fast as Dr. Stapp had managed in his little rocket sled. His experience, however, was very different than Dr. Stapp’s. Said Kittinger,
There’s no way you can visualize the speed. There’s nothing you can see to see how fast you’re going. You have no depth perception. If you’re in a car driving down the road and you close your eyes, you have no idea what your speed is. It’s the same thing if you’re free falling from space. There are no signposts. You know you are going very fast, but you don’t feel it. You don’t have a 614-mph wind blowing on you. I could only hear myself breathing in the helmet.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
When Doc Todd left the Navy after spending three years as a corpsman, he didn’t have any transition assistance or training. He lost friends. He lost Marines. After separating from the military, he saw even more of his Marines take their own lives through substance abuse and suicide. It’s wasn’t the ending he had expected when he joined.
He joined the Navy in 2007 after spending four years in sales and restaurant jobs. He wanted to experience some meaningful growth in his life and be part of something bigger than himself. That – to him – meant joining the U.S. Navy. Doc ended up spending the bulk of his time with Marines in “America’s Battalion,” 2nd Battalion 8th Marines. In 2009, he and his Marines were in Afghanistan in Operation Khanjar, the largest aerial insertion of Marine troops since the Vietnam War.
Though he experienced his own struggles upon leaving the military, he didn’t turn to music as a means of coping. He actually waited until he had the strength to better express himself instead.
“Honestly, from an artistic perspective, I didn’t know who I was yet. Or who I was becoming,” Doc says. “I found it very difficult to make a statement musically when I didn’t know what to say.”
When Doc picked himself up was when he was finally able to realize his purpose was helping others. Like a true corpsman, he never wanted to stop looking out for others. He saw too many overdoses, too many suicides. He decides to enter the veteran’s space, but to do it in his own way.
In June 2017, his album Combat Medicine dropped to widespread acclaim and national praise, not to mention a flood of personal stories from those who listened to it and felt the message.
Doc is currently working on a release titled “The Shadow Game EP,” on Runaway Train Records.
Mandatory Fun guest: Doc Todd is combat veteran who proudly served our country as a Fleet Marine Force Corpsman (combat medic) in the United States Navy. Since Doc’s honorable discharge in 2009, Doc moved to Atlanta and worked at restaurants and a premier hospital, while he pursed his college education on the G.I. Bill. Doc graduated from Georgia State University magna cum laude with an undergraduate degree in studying Economics and Public Policy in 2014. He then joined Northwestern Mutual where he began to build a financial management practice, before pursuing his music.
Doc resides in Atlanta with his wife Abby, two young daughters Savannah and Audrey, and dog Memphis, who Doc rescued shortly after coming home from war.
Military pay raises in 2020 could be in the range of 3.1 percent, an increase of 0.5 percent over the 2.6 percent raise in 2019, according to federal economic indicators that form the basis for calculating the raise.
The first indications of what the Defense Department and White House will recommend for troops’ 2020 pay raise are expected to come March 12, 2019, in the release of the Pentagon’s overall budget request for fiscal 2020.
By statute, the major guideline for determining the 2020 military pay raise will come from the quarterly report of the U.S. Employment Cost Index (ECI) put out by the Bureau of Labor Statistics (BLS).
In a January report, BLS stated, “Wages and salaries increased 3.1 percent for the 12-month period ending in December 2018” for the private sector, according to the ECI. The 3.1 percent figure will now be a major factor in gauging the military pay rate that will go into effect in January 2020.
(U.S. Army photo by C. Todd Lopez)
According to the Pentagon’s website on military compensation, “Unless Congress and/or the president act to set a different military basic pay raise, annual military basic pay raises are linked to the increase in private-sector wages as measured by the Employment Cost Index.”
However, the ECI formula, while setting a guideline, has often served as the opening round of debate over military compensation between the White House and Congress.
Congress is not expected to take action on military pay rates for 2020 until approval of the National Defense Authorization Act in 2019.
By law, the NDAA should be enacted before the start of the next fiscal year on Oct. 1, 2019, but Congress has often missed the deadline and passed continuing resolutions to keep the military operating under the previous year’s budget.
The debate over the NDAA could be more complicated and heated this year since the Democrats took control of the House.
Here are the basic military pay raises going back to 2007, according to the Defense Department:
January 2007: 2.2%
April 2007: 0.5%
January 2008: 3.5%
January 2009: 3.9%
January 2010: 3.4%
January 2011: 1.4%
January 2012: 1.6%
January 2013: 1.7%
January 2014: 1.0%
January 2015: 1.0%
January 2016: 1.3%
January 2017: 2.1%
January 2018: 2.4%
January 2019: 2.6%
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
Choi Son Hui, director general for North American Affairs at the Foreign Ministry, spoke briefly to reporters in Beijing en route to Pyongyang. She was traveling from Norway, where she led a delegation that held an informal meeting with former U.S. officials and scholars.
Choi did not elaborate on what the North’s conditions are, but her comments raise the possibility of North Korea and the U.S. returning to negotiations for the first time since 2008, when six-nation talks over Pyongyang’s nuclear weapons program fell apart.
Tensions have mounted in recent months after the Trump administration said it would keep “all options on the table” to halt North Korea’s nuclear weapons program, including a military strike. The North responded by pledging to retaliate with a devastating nuclear counterattack, a threat it has made in the past.
In recent weeks, North Korea has arrested two American university instructors and laid out what it claimed to be a CIA-backed plot to assassinate Kim. Choi did not address the matter of the detained Americans on Saturday.
In Norway, Choi met with former U.S. officials and scholars for what are known as “track 2” talks. The talks, which cover a range of nuclear, security and bilateral issues, are held intermittently, and are an informal opportunity for the two sides to exchange opinions and concerns.
Squadrons assigned to Carrier Air Wing (CVW) 3 flew aboard the aircraft carrier USS Dwight D. Eisenhower (CVN 69) Sept. 9, 2019, for carrier qualifications as part of Tailored Ship’s Training Availability/Final Evaluation Problem (TSTA/FEP).
“Team Battle Axe is thrilled to be aboard the Mighty Ike once again and join the best crew in the fleet,” said Capt. Trevor Estes, commander of CVW 3.
“The training our aviators and air crew will accomplish during carrier qualifications will ensure we are all ready to meet the nation’s call at a moment’s notice as the ship becomes ready to fight. With grit and determination, CVW 3 will continue to improve on its successes and do our part to make Ike greater each day.”
CVW 3 squadrons from around the United States have joined Ike’s crew for the assessment, which will evaluate Ike and the embarked air wing as an integrated team and on their proficiency in a wide range of mission critical areas while maintaining the ability to survive complex casualty control scenarios.
Aviation Boatswain’s Mate (Handling) 3rd Class Nicholas Harvey observes an F/A-18E Super Hornet, assigned to the “Gunslingers” of Strike Fighter Squadron (VFA) 105, aboard the aircraft carrier USS Dwight D. Eisenhower, Sept. 9, 2019.
(US Navy photo by Mass Comm Specialist Seaman Apprentice Trent P. Hawkins)
“It’s a great opportunity for us to train at the air wing level and ultimately at the strike group level,” said Lt. Matt Huffman, a naval aviator attached to VFA 131. “It’s our first real combined exercise as part of the work-up cycle. We’ve done a lot of work at the squadron level and the unit level. This is the first time that we are going to be integrated together.”
The aircraft and crew of CVW 3 is comprised of HSC 7, the “Swamp Foxes” of Helicopter Maritime Strike Squadron (HSM) 74, the “Zappers” of Electronic Attack Squadron (VAQ) 130, the “Screwtops” of Carrier Airborne Early Warning Squadron (VAW) 123, the “Fighting Swordsmen” of Strike Fighter Squadron (VFA) 32, the “Gunslingers” of Strike Fighter Squadron (VFA) 105, the “Rampagers” of Strike Fighter Squadron (VFA) 83 and Strike Fighter Squadron (VFA) 131.
Rear Adm. Paul J. Schlise, commander of Carrier Strike Group 10, arrives aboard the aircraft carrier USS Dwight D. Eisenhower, Sept. 12, 2019.
(US Navy photo by Mass Comm Specialist 3rd Class Tatyana Freeman)
Sailors perform aircraft maintenance in the hangar bay aboard the aircraft carrier USS Dwight D. Eisenhower, Sept. 10, 2019.
(US Navy photo by Mass Comm Specialist 3rd Class Sawyer Haskins)
A MK 31 Rolling Airframe Missile launches from the aircraft carrier USS Dwight D. Eisenhower during a Live Fire With a Purpose event, Sept. 11, 2019.
(US Navy photo by Mass Comm Specialist 1st Class Tony D. Curtis)
Sailors observe flight operations aboard the aircraft carrier USS Dwight D. Eisenhower, Sept. 10, 2019.
The squadrons and staff of CVW 3 are part of Carrier Strike Group (CSG) 10, also known as the USS Dwight D. Eisenhower CSG, which includes Ike, the Ticonderoga-class guided-missile cruisers USS Monterey (CG 61), USS San Jacinto (CG 56), and USS Vella Gulf (CG 72); and the ships and staff of Destroyer Squadron (DESRON) 26.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Israel has revealed new details of how its spy agency smuggled out nuclear documents from Iran in early 2018, although the material does not appear to provide evidence that Iran failed to fulfill its commitments under the 2015 nuclear agreement with world powers.
The information reported by The New York Times and The Washington Post on July 15, 2018, shed more light on the Mossad operation in January 2018 but offered few other details beyond what Prime Minister Benjamin Netanyahu claimed in April 2018 when he announced the results of the raid.
Netanyahu claimed Israeli intelligence seized 55,000 pages of documents and 183 CDs on Iran’s disputed nuclear program dating back to 2003. Iran maintains the entire collection is fraudulent.
President Donald Trump
(Photo by Gage Skidmore)
After his announcement in late April 2018, the Israeli leader gave U.S. President Donald Trump a briefing at the White House and argued it was another reason Trump should abandon the 2015 nuclear deal.
In May 2018, Trump withdrew from the deal.
Tehran has always claimed its nuclear program was only for peaceful purposes.
The New York Times reported on July 15, 2018, that Mossad agents had six hours and 29 minutes to break into a nuclear facility in the Iranian capital, Tehran, before the guards arrived in the morning.
In that time, they infiltrated the facility, disabled alarms, and unlocked safes to extract the secret documents before leaving undetected.
The Special Forces Sgt. 1st Class is fighting Kelvin Gastelum at UFC 206 this weekend but that’s only one of a myriad of things that keeps him busy.
Since moving from active duty to the Texas Army National Guard in 2010, Kennedy has become one of the most high-profile veterans with a full resume of entertainment and business accomplishments.
You may recognize Kennedy from the Ultimate Fighting Championship, but he’s also made a name for himself on the hugely successful HISTORY TV show “Hunting Hitler.” Kennedy is the host and treks throughout South America poking and prodding in the nooks and crannies of the continent for proof that German WWII criminals fled and potentially lived out their lives in secrecy there.
He also hosted The Triumph Games where wounded warriors compete for $50,000 cash prize on CBS Sports.
Is this going to be a trend? Are we going to see more of Tim Kennedy on our TVs?
“Yes,” Kennedy told WATM. “I like hosting TV shows so I’m going to do it more often. I get a lot out of it and hosting the Triumph Games was really rewarding. I will always train myself year round but I’ll take sabbaticals to host TV shows when I get the chance.”
Kennedy isn’t just on the small screen. He had a big role in the veteran-funded cult classic movie, Range 15 — both in front of and behind the camera.
“Range 15 is a comedic war movie in a post apocalyptic world where military degenerates wake up from a night of debauchery to find the zombie apocalypse has happened and the only thing that can save it is these losers,” he says chuckling.
Range 15 was a collaboration between Ranger Up (which Kennedy co-owns) and Article 15, two veteran-run apparel companies who challenged the Hollywood mold and made a major motion picture funded largely by veterans.
Though competitors, the founders of each company set their differences aside and launched an Indiegogo campaign that raised over $1 million.
They then opened up the roles of zombie extras to veterans and got major Hollywood backing when Danny Trejo and William Shatner made cameo appearances.
“The zombie extras didn’t have all their limbs because many of them were blown off in combat,” Kennedy says. “It was so special to make this movie. Such an amazing experience. Range 15 could not have been a success without the help and support of the veteran community. Period.”
Besides entertainment and apparel, Kennedy also runs a defense tactics company called Sheepdog Response that he formed after running a seminar in Oklahoma. During that first seminar to law enforcement personnel, Kennedy noticed most everyone was good at one thing — either shooting or combatives — but rarely both.
So he launched Sheepdog Response to reshape America.
“We’ve gotten soft and become a nation without fangs,” Kennedy says. “Sheepdogs protect the prey from the wolves and that’s what we’re doing. We’re giving people the skills to be the hardest person to kill.”
Kennedy himself is probably one of the hardest people to kill. Despite all his business and entertainment endeavors, Kennedy is still an Army NCO and deploys as part of a Special Operations Detachment for Africa from the Texas National Guard. His next reenlistment is up in 2017. Will he stay in the National Guard?
“There’s a good chance I’ll reenlist. I have a lot going on, but I still have a heart that bleeds green,” he says. “I don’t know that I can live without being part of the greatest fighting force on the planet.”
On Dec. 10 Kennedy will face Kelvin Gastelum at UFC 206 in Toronto, which is a last minute change. He was previously scheduled to fight former UFC light heavyweight champion Rashad Evans at UFC 205 in New York City, but Evans couldn’t get cleared by the athletic commission.
But if anyone is prepared for change, it’s Kennedy.
“It’s a great matchup. He’s a very tough, young kid with a lot of talent, but not the most discipline,” Kennedy says. “He misses weight a lot, but that doesn’t mean he doesn’t hit hard and is one hell of a fighter.”
“I have to be the best me to win this fight but I’m definitely ready.”
Hundreds of representatives from businesses small and large attend the 2019 Small Business Forum in the Davidson Center for Space Exploration at the U.S. Space Rocket Center in Huntsville, Ala., Oct. 24, 2019. (U.S. Army/Stephan Baack)
Veteran unemployment rates fell in May by nearly three points to 9%, from 11.7% in April — the first signs of an economic rebound from the devastating effects of the COVID-19 pandemic, the Labor Department reported Friday.
The drop in the unemployment rate for veterans of all generations exceeded the 1.4% decrease in the rate for the general population, from 14.7% to 13.3%, reflecting “a limited resumption of economic activity that had been curtailed” by the virus, the monthly report said.
May’s 9% jobless rate for all veterans compared to 2.7% overall in May 2019 during the economic surge, and 3.8% in March before the first effects of the novel coronavirus hit the economy, the Labor Department’s Bureau of Labor Statistics reported.
The unemployment rate for all female veterans in May was 7.8%, compared to 2.7% in May 2019, BLS said.
For post-9/11, or Gulf War II, veterans, the unemployment rate remained in double digits at 10.3%, but was down from 13.0% in April, BLS said. A year ago, the unemployment rate for post-9/11 veterans was 2.8%.
The figures showed remarkable resiliency in a hard-hit economy among older veterans who began their service in the 1990s, referred to as Gulf War-I veterans by BLS. For those veterans, the unemployment rate was 4.8% in May, BLS said.
However, the unemployment rates remained in double digits for the oldest generation of veterans from Vietnam, Korea and World War II, it said. For those veterans, the unemployment rate in May was 11.9% compared to 2.7% in May 2019.
Federal Reserve Chairman Jerome Powell and Wall Street analysts had warned that the overall unemployment rate could approach 20% in May and June and remain in double digits through the end of this year, depending on a range of variables.
However, BLS Commissioner William Beach, in a statement accompanying the report, said that non-farm payroll jobs increased by 2.5 million in May despite the pandemic “and efforts to contain it.”
The 2.5 million figure was the largest monthly gain in new jobs since BLS began tracking the data in 1939, it said.
At the White House, President Donald Trump hailed the unexpected drop in the unemployment rates as “an affirmation of all the work we’ve been doing.”
He called predictions of jobless rates in the range of 20% “the greatest miscalculation in the history of business shows” and said the economy is now poised to take off “like a rocketship.”
In a statement, Labor Secretary Eugene Scalia said the May jobs report showed “much higher job creation and lower unemployment than expected, reflecting that the reopening of the economy in May was earlier, and more robust, than projected.”
He said, “It appears the worst of the coronavirus’s impact on the nation’s job markets is behind us.”
The tragic disappearance of Amelia Earhart in 1937 remains among the most pervasive mysteries in American culture. Earhart, a groundbreaking female aviator and celebrity in her own time, knew her goal of circumnavigating the globe in her Lockheed Electra was a dangerous one, but she and the American public seemed assured that she would be successful, just as she had been so many times before.
Of course, from our perspective on this side of history, we know her trip was destined for failure, but beyond that, the disappearance of Earhart and her navigator Fred Noonan remains shrouded in mystery.
The thing is… maybe it shouldn’t be. The mystery surrounding Earhart’s disappearance may have actually been solved as soon as three years after her plane went down, but because of what seems like the incompetence of one doctor, we’ll likely never know for sure.
Amelia Earhart and Fred Noonan with their Lockheed Electra.
In 1940, just three years after Earhart and Noonan disappeared, a British expedition arrived on the Pacific island of Nikumaroro and set about scouting the landmass for settlement. As they scouted the island, they came across some rather unusual objects: a human skull and other bones, along with a woman’s shoe, a box made to hold a Brandis Navy Surveying Sextant (for use in navigation) that had been manufactured around 1918, and a bottle of Benedictine — which was an herbal-based liquor.
The small stature of the bones along with the other items discovered and the island’s location in the Pacific made it seem entirely feasible that the team had actually discovered the lost remains of the famed aviator. A theory began to form: Earhart may have seen the island in the distance and attempted to make it there as her fuel finally ran out. Based on the bones and other items found ashore, it even seemed possible that Earhart may have survived the sea-landing and made it to the island, only to eventually succumb to starvation, dehydration, or her injuries.
The skull and a dozen or so other bones were gathered from the site and shipped to Fiji, and the following year Doctor D.W. Hoodless of Fiji’s Central Medical School buckled down to study them. There was just one problem: forensic osteology, or the study of bones for these sorts of purposes, was far from the robust and mature science it is today.
Amelia Earhart in the cockpit of her Lockheed Electra.
Hoodless examined the thirteen bones and took a series of measurements that he recorded in his notes, before coming to a controversial conclusion. According to the doctor, the bones discovered on Nikumaroro didn’t belong to Earhart. Instead, he posited that they belonged to “middle-aged stocky male about 5’5.5″ in height.” It seemed, at least according to Hoodless’ assessment, that the Earhart mystery had not been solved.
Despite the woman’s shoe, herbal liquor Earhart was known to drink, and the box that held navigation equipment, Hoodless’ determination was enough to convince the world that the legendary pilot’s final resting place remained a mystery.
In fact, the world was so convinced that the bones didn’t belong to Earhart that they simply lost track of the bones from there. They’ve now been lost for decades, making a thorough and modern analysis of the remains impossible.
But that’s not the end of the story. A study published last year by Professor Richard Jantz from the University of Tennessee contests Hoodless’ findings using the very figures the doctor recorded in his notes back in 1940. Using modern forensics and a computer program designed to aid in determining age and gender from bone measurements, Jantz came to a very different conclusion than Hoodless.
“The fact remains that if the bones are those of a stocky male, he would have had bone lengths very similar to Amelia Earhart’s, which is a low-probability event,” Jantz wrote. In fact, he went on to write that, “This analysis reveals that Earhart is more similar to the Nikumaroro bones than 99% of individuals in a large reference sample.”
Sadly, without the bones to further the analysis, it’s impossible to state conclusively that these bones did indeed belong to Earhart, but based on Jantz assessment, it seems more likely than not that Earhart really did make it to Nikumaroro Island. That conclusion may solve one mystery, but it would create a few more: how long did Earhart survive? What were her final days like?
Unfortunately, it seems likely that we’ll never know.
Secretary of State Mike Pompeo made an alarming announcement on Aug. 20, 2019 – the Islamic State terrorist group is showing signs of resurgence in almost every place it still operates. While there are some caveats to go along with that statement, the “caliphate” that was all but squashed out just four years ago is making a dramatic comeback.
“It’s complicated. There are certainly places where ISIS is more powerful today than they were three or four years ago,” said Secretary Pompeo. While making that grim assessment on CBS “This Morning,” the Secretary of State also reminded viewers that the territory once held by the terror group has been recaptured and that making attacks in those areas would be terribly difficult for Islamic State fighters.
But guerrilla attacks have increased in Iraq and Syria in recent days, as ISIS retools its finances and recruits new followers from refugee tent cities across both countries. The statement came days after an Islamic State attack on a wedding in the Afghan capital of Kabul which killed 63 and wounded 182 others.
Pompeo was a guest on CBS This Morning when he acknowledged the resurgence of ISIS.
After President Trump declared a total victory over the Islamic State, the Pentagon has cut the number of U.S. troops supporting the fight against the “caliphate” by more than half, leaving the allies in the region to do the bulk of the fighting. As they departed, ISIS sleeper cells and other units began sniper attacks, ambushes, kidnappings, and assassinations against security forces and returning community leadership. The group even has an estimated 0 million in unaccounted for funds that it could use as a war chest.
Its main source of new recruits comes from a tent city run by allied nations that houses an estimated 73,000 people in poor, cramped conditions. The camp, called Al Hol – or “swampland”– houses refugees from 43 different nations, all crammed in together. It is said to have become a hotbed of ISIS ideology, a breeding ground for terrorists that CENTCOM and the United Nations both say will soon be a huge problem if not dealt with soon.
An estimated 10,000 fighters are in Afghanistan already.
But the ISIS resurgence isn’t limited to Iraq and Syria. From Afghanistan to West Africa, the terror group is reminding the world that theirs is a global movement that has killed hundreds of soldiers and civilians alike. ISIS may have as many as 18,000 fighters still ready to go to work in Iraq and Syria, along with untold others elsewhere around the world. So far in 2019, ISIS and ISIS-supported attacks have targeted Iraq, Syria, Afghanistan, Morocco, Nigeria, Egypt, Mali, Tunisia, and have even inspired attacks like the Easter bombing in Sri Lanka.
The vast, global networks of the Defense Department are under constant attack, with the sophistication of the cyber assaults increasing, the director of Defense Information Systems Agency said Jan. 11.
Army Lt. Gen. Alan R. Lynn, who is also the commander of the Joint Force Headquarters, Department of Defense Information Networks, described some of the surprises of being in his post, which he has held since 2015.
Lynn spoke at a luncheon of the Armed Forces Communications and Electronics Association’s Washington Chapter. He said,
We do an excellent job of defending the [Department of Defense Information Networks], but the level of attacks that we’ve seen actually was really truly surprising and it still continues to surprise me just how robust the attacks have become.
‘Terabyte of Death’ Attack: A Matter of When, Not If
A few years ago, getting a 1-gigabyte or 2-gigabyte attack at the internet access point was a big deal, he said. “Now, we get 600-gig attacks on the internet access points and unique, different ways of attacking that we hadn’t thought of before,” he added.
The Defense Department is fortified against even larger attacks, he said.
“There’s now, we would call it the ‘terabyte of death’ — there is a terabyte of death that is looming outside the door,” he said. “We’re prepared for it, so we know it’s coming.”
He noted, “It’s just a matter of time before it hits us.”
Scale of DoD Networks ‘Massive’
Lynn, who retires next month, said the size of the DoD network is something else that surprised him. He described it as a “massive,” 3.2 million-person network that he has to defend or help support in some way.
“There’s something happening every second of every minute globally that you can’t take your eye off of,” he said.
The department needs agile systems for the warfighter to stay ahead of an adversary that is evolving and moving, he pointed out.
There are challenges to finding solutions that scale to the DoD Information Networks, he said. A commercial solution that works for a smaller operation might not translate into something that is effective for the worldwide DoD networks, he explained.
DISA, he pointed out, is a combat support agency responsible for a multitude of networks. He cited as examples the networks between the drones and the drone pilots, or the F-35 “flying mega-computer” that needs a lot of data and intelligence, or the “big pipes” that connect various entities to missile defense.
He explained how commercial mobile platforms have been modified for warfighters to accommodate secret or top secret communications.
“Anywhere they are, globally, if they’ve got to make a serious decision right now and it means seconds, that’s there and available to them,” he said, adding that mobile platforms are becoming “more and more capable as we go.”
Warfighting, which now includes streaming drone video feeds, is happening on mobile devices, he said. “It’s pretty cool to watch,” he remarked.
While acknowledging DISA does do “a lot of cool IT stuff,” Lynn said all of the efforts support a singular focus. “At the end of the day, it’s about lethality,” he said.
In 2011, the Carolina Panthers were up 14-0 against the Houston Texans. With time running out in the first half, Carolina ran a trick play that saw quarterback Cam Newton secretly slip the ball between the legs of tight end Richie Brockel after quickly taking the snap. Brockel ran the ball in for another touchdown and the Panthers would win the game, 28-13.
After the game, reporters wanted to know where head coach Ron Rivera drew inspiration for the play. The answer was the movie, Little Giants.
The play even has a name – “The Annexation of Puerto Rico” – and it was devised by the tiny computer nerd, “Nubie,” who explained it to John Madden as a slow fake play with the quarterback running to one side of the field and a tailback picking up the ball and swinging around the opposite way.
“The Annexation of Puerto Rico” from the 1994 movie “Little Giants”
The play in Little Giants sounds a lot like the legendary trick play, the fumblerooski, where the hidden ball is purposely set down by the QB who then distracts the opposing team by running with the “ball” or “handing it off” to another player. Then, another player, usually a player no one would suspect, like a lineman, picks it up, and runs it home.
It might literally be the oldest trick in the book, which is what might have attracted Ron Rivera to the “Annexation of Puerto Rico” in the first place.
For the Carolina Panthers, they couldn’t purposely forward fumble the ball, that’s illegal in the NFL. And they still had to fool the Texans defenders. So Cam Newton takes the quick snap and most of the Carolina players continue the play as if it’s moving to the right, while others make key blocks to keep the way clear for Brockel.
Who says real life is nothing like the movies?
Actor Ed O’Neill played Kevin O’Shea, the coach of the Little Giants’ number one enemy: the Cowboys. During an interview with NFL analyst Rich Eisen, Eisen told O’Neill the play had actually been used by an NFL team. O’Neill is an avid football fan and former NFL player who was a linebacker for the Pittsburgh Steelers before being cut by the team in 1969.
He had no idea. His response (with a smile): “You gotta be kidding me.”