Just days after the attack on Fort Sumter in 1861, Peter Conover Hains graduated from the U.S. Military Academy at West Point. At a time when officers and cadets were deserting the U.S. military in favor of serving their home states, especially those who seceded from the Union, this Philadelphia native stayed put — and the U.S. Army would get their investment back in spades.
After 26 of his 57 classmates left to join the Confederacy, Hains became an artillery officer, firing off the first shot of the Battle of Bull Run. There, he fought bravely, even though the Union Army lost terribly. After as many as 30 smaller combat engagements, he eventually found himself in the Army Corps of Engineers and the United States would never be the same.
During the 1863 Siege of Vicksburg, the Union’s Chief Engineer fell ill and was unable to fulfill his duties. So, the responsibility shifted to then-lieutenant Hains. The engineering at Vicksburg would be crucial to the Union victory, so there could be no mistakes. The 12-mile ring of fortifications and entrenchments around the city kept the 33,000 Confederate defenders bottled up and isolated from the outside world. The surrender of Vicksburg, after a 40-days-long siege, along with the Confederate defeat at Gettysburg sounded the death knell for the Confederacy.
Grant promoted Hains to captain for his work.
In the postwar years, he was appointed Engineer Secretary of the U.S. Lighthouse Board and his constructions were so sound that many still stand to this day, undisturbed by rising sea levels or tropical storms. He also fixed the foul-smelling swamp that was Washington, D.C. by designing and constructing the Tidal Basin there, a sort of man-made reservoir that flushes out to the Washington Channel.
Still in the Army by the outbreak of the Spanish-American War in 1898, he served as a brigadier general of volunteers, but no known record of deploying to fight exists. Before and after the Spanish-American War, Hains served on the Nicaragua Canal Commission and was responsible for successfully arguing that such a canal should be built in Panama.
He retired from the Army in 1904 — but the Army wasn’t done with him. World War I broke out for the United States and in September, 1917, Peter Conover Hains was recalled to active duty one last time. For a full year, he managed the structural defenses of Norfolk Harbor and was the district’s Chief Engineer. At age 76, he was the oldest officer in uniform.
His sons and their sons all continued Hains’ military tradition, attending West Point and serving on active duty. He, his sons, and his grandson are all interred in Arlington National Cemetery.
Naval Sea Systems Command (NAVSEA) approved the first metal part created by additive manufacturing (AM) for shipboard installation, the command announced Oct. 11, 2018.
A prototype drain strainer orifice (DSO) assembly will be installed on USS Harry S. Truman (CVN 75) in fiscal year 2019 for a one-year test and evaluation trial. The DSO assembly is a steam system component that permits drainage/removal of water from a steam line while in use.
Huntington Ingalls Industries — Newport News Shipbuilding (HII-NNS) builds Navy aircraft carriers and proposed installing the prototype on an aircraft carrier for test and evaluation.
“This install marks a significant advancement in the Navy’s ability to make parts on demand and combine NAVSEA’s strategic goal of on-time delivery of ships and submarines while maintaining a culture of affordability,” said Rear Adm. Lorin Selby, NAVSEA chief engineer and deputy commander for ship design, integration, and naval engineering. “By targeting CVN-75 [USS Harry S. Truman], this allows us to get test results faster, so — if successful — we can identify additional uses of additive manufacturing for the fleet.”
The test articles passed functional and environmental testing, which included material, welding, shock, vibration, hydrostatic, and operational steam, and will continue to be evaluated while installed within a low temperature and low pressure saturated steam system. After the test and evaluation period, the prototype assembly will be removed for analysis and inspection.
The aircraft carrier USS Harry S. Truman transits the Gulf of Oman.
(U.S. Navy photo by Mass Communication Specialist 3rd Class Taylor M. DiMartino)
While the Navy has been using additive manufacturing technology for several years, the use of it for metal parts for naval systems is a newer concept and this prototype assembly design, production, and first article testing used traditional mechanical testing to identify requirements and acceptance criteria. Final requirements are still under review.
“Specifications will establish a path for NAVSEA and industry to follow when designing, manufacturing and installing AM components shipboard and will streamline the approval process,” said Dr. Justin Rettaliata, technical warrant holder for additive manufacturing. “NAVSEA has several efforts underway to develop specifications and standards for more commonly used additive manufacturing processes.”
Naval Sea Systems Command is the largest of the Navy’s five systems commands. NAVSEA engineers, builds, buys and maintains the Navy’s ships, submarines and combat systems to meet the fleet’s current and future operational requirements.
Everyone knows about John Glenn, either as an astronaut or politician (he was a United States Senator from 1975 to 1999).
Few know, however, that John Glenn had a lengthy combat career as a Marine aviator in both World War II and the Korean War. His decorations include the Distinguished Flying Cross with three gold stars and two oak leaf clusters and 18 Air Medals.
After Pearl Harbor, Glenn first tried to sign up with the Army Air Force – but instead ended up as a Naval Aviation Cadet. He transitioned to the Marine Corps, though, and was sent to the South Pacific.
The first plane he flew after graduating training, though, was a far cry from a fighter or a rocket – it was the R4D, the Navy’s version of the classic C-47 Skytrain, according to Paul Kuppenberg’s 2003 biography of Glenn.
Glenn wouldn’t be a trash-hauler forever, though.
Soon, he was flying the F4U Corsair, and took part in combat missions around the Marshall Islands — notably attacking anti-aircraft batteries on Maloelap Atoll.
After a stateside assignment, he was later assigned to VMF-218 in China, where he flew some patrols.
Between World War II and Korea, Glenn was both a flight instructor and a student at the Amphibious Warfare School. When the Korean War broke out, Glenn sought a combat assignment.
According to AcePilots.com, he would serve two tours in Korea — the first with VMF-311, flying the F9F Panther. One famous squadron mate – and wingman – was Boston Red Sox legend Ted Williams.
Glenn often had his plane shot up, on one occasion bringing it back with 250 holes in it. He’d been hit five times in World War II, each time nursing his damaged plane home, according to Light This Candle, a 2005 biography of Alan Shepard.
Glenn’s second tour was with the Air Force’s 51st Fighter Wing. Glenn would get his only three confirmed kills, MiG-15s, in a grand total of 27 missions.
After the Korean War, Glenn became a test pilot, making a mark in Project Bullet, using a F8U-1P Crusader (the Navy’s pre-1962 designation for the RF-8A version of the Crusader) to cross the United States faster than the speed of sound – despite the fact he had to slow three times to refuel.
In 1959, Glenn was assigned to NASA, and from there, he went into space – and history. But his combat career is something that also deserves to be remembered.
Deemed “the last true national hero,” Glenn passed away in 2016 at age 95.
Since late 2017, thieves have taken 10 bells or gongs from buoys floating off Maine’s coast, and now the Coast Guard is offering a reward for information about the culprits.
Six buoys where hit during the first half of 2018, and more have been swiped since then. The Coast Guard says nine bells were stolen from Penobscot Bay, and another one, the most recent, was stolen off Bailey Island in Harpswell.
The bells attached to the buoys are meant to help mariners navigate when visibility is low.
When the Coast Guard asked the public for information at the end of May 2018, Lt. Matthew Odom, the waterways management division chief for the Coast Guard in northern New England, said the thefts “not only reduce the reliability of our aids-to-navigation system and put lives at risk, but they also create a burden and expense to the taxpayer for the buoy tenders and crews responsible for maintaining the aids.”
Seaman Cory J. Hoffman and Seaman Apprentice David A. Deere with a buoy on the deck of Coast Guard Cutter Bristol Bay in Lake Erie, Nov. 12, 2007.
(US Coast Guard photo by Petty Officer 3rd Class William B. Mitchell)
Each stolen bell has weighed 225 pounds, according to the Portland Press Herald. The gongs, like the one stolen from the White Bull Gong buoy off Bailey Island, weigh 371 pounds. The combined weight of the stolen gear is 2,755 pounds.
A Coast Guard spokesman told the Press Herald that the service has spent about ,000 so far to replace bells and gongs that have been stolen. That doesn’t include the time and labor needed to fix and replace the equipment.
The Coast Guard says the bells are most likely being sold to nautical novelty stores or scrap yards. The service requires the bells be made of a copper-silicon alloy to resist corrosion and withstand the seawater to which they’re constantly exposed.
The stolen merchandise could be worth a lot, depending on the market for copper. Silicon bronze, which is similar to the copper alloys used in the bells and gongs, can sell for about id=”listicle-2598399878″.50 a pound, according to a scrap-metal firm in Portland. Assuming all the bells and gongs can be sold, the 2,755-pound haul could net more than ,100.
Tampering with navigation aids is a federal crime, punishable by fines up to ,000 a day or a year in prison. The Coast Guard has asked those with information about the missing devices to call the Northern New England sector command center.
The reward for information that leads to an arrest and conviction can total up to half the amount of fines imposed.
The Associated Press contributed to this report.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Way back in the early ’90s, when I was a U.S. Navy lieutenant serving as the editor of Approach magazine (Naval Aviation’s Safety review), I was invited by NASA astronaut Bill Shepherd to come down to Houston for a hands-on tour. Along with suiting up in full astronaut gear and flying the shuttle simulator in all regimes of flight, I had the opportunity to ride in NASA’s “reduced gravity aircraft,” better known as the “vomit comet” (because of its tendency to cause passengers to throw up during the zero-G missions).
In those days NASA used a couple of KC-135 Stratotankers as the Vomit Comets, which were big ol’ beasts relative to the contract Airbus 300s and 727s they used later. We launched out of Ellington Field at headed over the Gulf of Mexico. There were about a dozen passengers in the compartment with me, mostly engineers who were testing exercise equipment for future use on the space station.
There was a crew chief who was charged with making sure nobody got hurt, and he explained during his safety brief that the main way to avoid injury was to make sure you had a hand on the padded floor during the transition from zero-G back to 1-G. He said that passengers had sprained ankles and wrists or twisted neck muscles by getting disoriented while weightless and hitting the deck in an awkward fashion once G came back on the airplane.
The pilot announced “starting the pull,” which meant he was commencing a 1.8 G pull until the aircraft’s nose was pointed 45 degrees up. At that point he pushed the nose forward until the aircraft was right at zero G and held it there until the aircraft was pointed 45 degrees nose down, which resulted in about 30 seconds of weightlessness. At that point he’s start another 1.8 G pull back to 45 degrees nose up into another zero G pushover . . . over and over again. Each cycle was known as a “parabola,” and a mission consisted of 40 of them – 20 headed eastbound and 20 headed back to the base, westbound.
My host Navy Captain Bill Shepherd, a SEAL by warfare specialty who later broke the record for days on the International Space Station, had done the Vomit Comet missions many times. He’d admitted before the mission that he’d become airsick every time and predicted he’d do so on that day’s mission as well.
I was a Tomcat Radar Intercept Officer with more than 1,000 tactical jet hours under my belt at the time, so high-G flight was nothing new to me. In fact, the parabola profile seemed pretty mild compared to the way a fighter maneuvered during a dogfight. But the engineers weren’t as experienced, and Capt. Shepherd instructed me to watch them as the flight went along.
“Everybody will do the first 10 parabolas very giddy,” he said. “They’ll flip around and laugh and high five each other.”
The next ten parabolas would have fewer spins and less laughter, he predicted. The 10 after that would consist of people fighting the urge to throw up. And the last 10 would be a bunch of miserable people wishing the flight would end as they floated for 30 seconds at a time after getting sick.
And that’s pretty much what happened. At some point in the flight everybody’s joy wore off as their inner ears said “WTF?” with all the gyrating and weird sensations. Along with Capt. Shepherd the majority of those in the compartment got airsick, and about three-quarters of the way through the mission all of the engineers were so incapacitated that they were unable to test the fitness equipment. According to former Reduced Gravity Research Program director John Yaniec, anxiety contributes most to passengers’ airsickness. The stress on their bodies creates a sense of panic and therefor causes the passenger to vomit.
The crew chief noticed that I seemed to be doing okay, so he asked if I would jump in and try out the reclined bicycle and the stepper. I did, and we were able to flag that the stepper had a tendency to stick on the down-stroke during zero G.
I’d experience zero G many times before that, but never for 30 seconds at a time. The sensation of being weightless for that long was very cool, relaxing even. Although those suffering airsickness among us certainly didn’t feel the same way, before I knew it we’d done 40 parabolas and we were back on deck at Ellington Field.
My flight on the Vomit Comet was among the most memorable experiences of my 20-year Navy career, and I’m glad I got to do it before the “reduced gravity” program was cancelled in 2014, another casualty of NASA’s dwindling budget.
General Dynamics Land Systems has unveiled a new heavily armed, yet lighter-weight expeditionary armored vehicle as part of an effort to build a future Army war platform, a new combat vehicle being engineered to support maneuvering infantry — and ultimately change land war.
Called the Griffin III, the General Dynamics Land Systems offering is a 40-ton armored vehicle with both deep-strike technology and counter-drone sensors, Michael Peck, GDLS Director of Enterprise Business Development, told Warrior.
“This is a deployable tracked vehicle with the armor protection required by the Army,” Peck said in an interview.
While referred to by some as a “light tank,” Army officials specify that plans for the new platform seek to engineer a mobile combat platform able to deploy quickly.
The new vehicle represents an Army push toward more expeditionary warfare and rapid deployability; it is no surprise that two Griffin IIIs are being built to fit on an Air Force C-17 aircraft.
“In the future it will be important to get off-road. Mobility can help with lethality and protection because you can hit the adversary before they can disrupt your ability to move,” Rickey Smith, Deputy Chief of Staff, G-9, TRADOC, told Warrior Maven in an interview in early 2018.
Smith’s emphasis upon how lighter-weight armored vehicles can address terrain challenges, and off-road mobility aligns with findings from analytical historical research performed years ago by the Dupuy Institute.
U.S. Soldiers load the .50-caliber machine gun of an M1A2 SEPv2 Abrams main battle tank during a combined arms live-fire exercise in Grafenwoehr, Germany, Nov. 19, 2015.
(U.S. Army photo by Markus Rauchenberger)
Commissioned by the US Army Center for Army Analysis, the study concluded that heavily armed, yet lighter-weight, more maneuverable armored combat platforms could provide a substantial advantage to combat infantry in many scenarios.
“Vehicle weight is sometimes a limiting factor in less developed areas. In all cases where this was a problem, there was not a corresponding armor threat. As such, in almost all cases, the missions and tasks of a tank can be fulfilled with other light armor,” the study writes.
Drawing upon this conceptual premise, it also stands to reason that a medium-armored vehicle, with heavy firepower, might be able to support greater mobility for advancing infantry while simultaneously engaging in major combat, mechanized force-on-force kinds of engagements where there is armored resistance.
Current Abrams tanks, while armed with 120mm cannons and fortified by heavy armor, are challenged to support infantry in some scenarios due to weight and mobility constraints.
As Smith explained, bridges, or other terrain-oriented impediments preclude the ability of heavy tanks to support maneuvering IBCTs.
Smith also explained that Infantry Brigade Combat Teams (IBCTs), expected to operate in a more expansive battlespace, will require deployable, fast-moving close-to-contact direct fire support.
Also, while likely not able to match the speed of a wheeled Stryker vehicle, a “tracked” vehicle can better enable “off-road” combat, as Smith explained.
Also, rapid deployability is of particular significance in areas such as Europe, where Russian forces, for instance, might be in closer proximity to US or NATO forces.
Tactically speaking, given that IBCTs are likely to face drones armed with precision weapons, armored vehicle columns advancing with long-range targeting technology and artillery, infantry on-the-move needs to have firepower and sensors sufficient to outmatch an advanced enemy. General Dynamics plans to model construction of eight new prototypes, is one of several industry offerings for the Army to consider.
Soldiers inspect an M1A2 Abrams tank.
(Air Force photo by Staff Sgt. Michael Battles)
While many details of the GDLS Griffin III have yet to be revealed, Peck did say the vehicle is engineered to accommodate built-in Active Protection Systems — sensors, fire control radar and interceptors used to detect, track and destroy incoming enemy fire, Peck said.
GDLS is pursuing a two-fold strategy with its Griffin III; the firm plans to work with the Army to adjust as needed and refine aspects of the platform, while also jumping in front of the Army’s current plan to build prototypes in the next few years.
The Army’s new lightweight armored vehicles are expected to change land war by outmatching Russian equivalents and bringing a new dimension to advancing infantry as it maneuvers toward enemy attack.
Long-range precision fire, coordinated air-ground assault, mechanized force-on-force armored vehicle attacks, and drone threats are all changing so quickly that maneuvering US Army infantry now needs improved firepower to advance on major adversaries in war, Army leaders explain.
All of these factors are indicative of how concepts of Combined Arms Maneuver are evolving to account for how different land war is expected to be moving forward. This reality underscores the reason infantry needs tank-like firepower to cross bridges, travel off-road and keep pace with advancing forces.
For the Army, the effort involves what could be described as a dual-pronged acquisition strategy in that it seeks to leverage currently-available or fast-emerging technology while engineering the vehicle with an architecture such that it can integrate new weapons and systems as they emerge over time.
An estimation of technologies likely to figure prominently in the Army’s future vehicle developmental process leads towards the use of lightweight armor composites, Active Protection Systems and a new generation of higher-resolution targeting sensors. Smith explained how this initiative is already gaining considerable traction.
This includes the rapid incorporation of greater computer automation and AI, designed to enable one sensor to perform the functions of many sensors in real-time. For instance, it’s by no means beyond the imagination to envision high-resolution forward-looking infrared (FLIR) sensors, electromagnetic weapons, and EO-IR cameras operating through a single sensor.
“The science is how do I fuse them together? How do I take multiple optical, infrared, and electromagnetic sensors and use them all at once in real-time ” Smith said. “If you are out in the desert in an operational setting, infrared alone may be constrained by heat, so you need all types of sensors together, and machines can help us sift through information.”
In fact, the Army’s Communications Electronics Research, Development and Engineering Center (CERDEC) is already building prototype sensors with this in mind. In particular, this early work is part of a longer-range effort to inform the Army’s emerging Next-Generation Combat Vehicle (NGCV). The NGCV, expected to become an entire fleet of armored vehicles, is now being explored as something to emerge in the late 2020s or early 2030s.
One of the key technical challenges when it comes to engineering a mobile, yet lethal, weapon is to build a cannon both powerful and lightweight enough to meet speed, lethality and deployability requirements.
U.S. Army’s Combat Vehicle Modernization Strategy specifically cites the need to bring large-caliber cannon technology to lightweight vehicles. Among other things, the strategy cites a lightweight 120mm gun called the XM360 — built for the now-cancelled Future Combat Systems Mounted Combat System. While the weapon is now being thought of as something for NGCV or a future tank variant — which seeks to maximize lightweight, mobile firepower.
Special new technology was needed for the XM360 in order to allow a lighter-weight cannon and muzzle to accommodate the blast from a powerful 120mm tank round.
Elements of the XM360 include a combined thermal and environmental shroud, blast deflector, a composite-built overwrapped gun, tube-modular gun-mount, independent recoil brakes, gas-charged recuperators, and a multi-slug slide block breech with an electric actuator, Army MCS developmental documents describe.
This article originally appeared on Warrior Maven. Follow @warriormaven1 on Twitter.
Stalking and intelligence gathering are different from creepin’, right? We’re pretty sure there’s a distinction. But good glass (i.e. a scope) can help with all three.
According to John Ratcliffe Chapman’s book Instructions To Young Marksmen, the first truly telescopic rifle scope was invented in 1835 and 1840 — put together by Morgan James with design help from Chapman himself.
Demand for (and improvement of) the rifle scope quickly increased until, with the advent of the Civil War, it became strident — though only in some circles. Although the use of marksmen with scoped rifles was considered by many generals to be ungentlemanly or even murderous, many a Whitworth, Kerr, Sharps, or Kerr Whitworth rifle went to work on Civil War battlefields with side-mounted Davidson, Vernier, Creedmore, and other scopes.
Some of them were a couple feet long (or longer), and extraordinarily heavy.
And things have certainly come a long way since then, as Nikon, GPOTAC, and Atibal aptly demonstrate.
One company building good rifle optics is Nikon. Most of you associate them with cameras, but they manufacture all sorts of “glass,” including binos and riflescopes. They’ve recently introduced a new line of scopes they call BLACK.
Another company is GPO – they’re about as little known as Nikon is well known, but we hear some good things about ’em. They’ve just introduced their GPOTAC 8XI Riflescope.
They’ve taken a German design and upgunned it with some high tech features. Then there’s Atibal, whose sights and spotting scopes — specifically the MROC — have made a pretty good impression on some of our friends in a short amount of time (and are rumored to be releasing a 3-12 variable soon).
Now, let’s be clear, we haven’t personally tried any of these. We’re just huge fans of optics because we’ve seen first hand what a force multiplier good glass can be in a real fight. From reflex sights to variable power first focal plane fightin’ scopes, glass is good. If you’re still running irons alone, you likely still have a rotary dial telephone. Going “old school” is all well and good for your social media persona, but blows a hard one wants the metal starts hitting the meat.
Not that we’re judging you or anything.
Anyway, here’s three new pieces of glass for your Thursday Threesome.
1. Atibal MROC
The Atibal MROC is a 3 x 32 magnified optic that demonstrates in one small package just how improved our ability to reach out and see (then shoot) somebody has come. MROC stands for Modern Rifle Optic Component. It features an illuminated laser-etched reticle, fixed at three power magnification with an illuminated compensation chevron (for bullet drop) included (it’s calibrated for 5.56mm). The manufacturer advises it has a 37.7 field of view at 100 yards, which they describe as the “…largest field of view of any 3x prismatic scope currently on the market.”
An expanded field of view, of course, can make the difference between putting one in his noggin and catching on in yours.
The lens is FMC (Fully MultiCoated) to reduce glare and reflection. It is also intended to improve clarity of view. Windage and elevation adjustments are made by hand (no tools necessary, and ALL CAPS (see what we did there?) are leashed so you don’t lose them on the range or in the field. An integrated and detachable picatinny rail provides mounting options. The MROC runs on a single CR2 lithium battery.
Speaking of batteries, you might want to co-witness yours in case it goes dead. Not sure what that means or how to it? Easy – we’ll learn ya right here.
Here are the specs on the Atibal MROC as they provide them (or, you can find more online here). We’ll provide more info as we get. The price point on these, taken in context with what we hear about their performance, piques our interest. Follow ’em on Instagram, @atibalsights.
F.O.V FT@100YDS: 37.7ft
F.O.V Angle: 7.2°
Eye Relief: 2.8″
Click Value: .5 MOA
W/E Max. Adj.: 60 MOA
Parallax Free: 100yds
Battery Type: 1x CR2
Lens Coating: FMC
2. GPOTAC 8XI Riflescope
“[The] GPOTAC 8Xi is a scope like no other – it’s amazing. It’s packed with optical brilliance and technical features expected from super-premium tactical riflescopes. We were very careful to make sure every demanded feature available was jammed into this optic. You’ve got to see this scope.”
That’s what owner and CEO of GPO, USA says anyway. And it’s jammed full of vitamins too! You know though, if you can overlook the sensational, breakfast cereal commercial style prose, you’ll find the 8Xi does indeed seem to have some interesting features.
The 34mm tube optic will initially be offered in what they call the 1-9 x 24i version, with something called the “iControl illuminated mil-spec reticle” — and it’s a first focal plane reticle too, which is a huge plus-up in our minds. Turrets are locking metal milrad, with what the describe as “GPObright high transmission lens-coating technology.” It features double HD glass objective lenses, “fast focus” rubberized oculars, and wide machined-aluminum magnification adjustment rings. The horseshoe center point is fiber optic driven, with an auto-off feature to prevent unnecessary battery drain (and provides an alert when the battery is down to 15% remaining life).
Yes, the press release sounded like it was written by Billy Mays, but this is another one we’re actually very interested in. You can check it out online here; full specs are at the bottom of the page. They’re on Instagram (sorta), @gpo_usa) and Facebook. FYSA they’ve also just released a binocular line.
Remember – even the best gear in the world will avail you nothing if you rely on equipment to compensate for skill and honed ability. Train accordingly.
3. Nikon BLACK Riflescope Series
The BLACK Line optics are not Nikon’s first — they’ve had ProStaff, Monarch and other styles for years. However these are some of the first ones Nikon has manufactured specifically for tactical applications.
Its lineup includes five versions of what the company calls the BLACK X1000. That selection includes 4-16×50 and 6-24×50 models with X-MRAD or X-MOA reticles synced to windage and elevation turrets. Nikon describes what you see through the glass is a, “…visually clean, yet highly functional and advanced too for estimating range or maintaining holdovers.” (Not sure what all that means? Read this piece about Minute of Angle).
Their 1-4×24 scope uses what they call the “SpeedForce” reticle (nothing to do with Barry Allen, Jay Garrick, Wally West or anyone else drawn by Alex Ross). This reticle is intended to be used with the scope dialed to true 1x. It features an illuminated double horseshoe intended to assist in quick target acquisition, better ability to hit a moving target, and more precise intermediate range holdovers. (You can learn more about MILS here; we break it down Barney style.)
They’re all built with a 30mm body using an aircraft grade aluminum alloy, and they’re TYpe 3 anodized. The turrets are spring-loaded and “zero-reset”, and MSRP ranges from $399.95 up to 649.95. You can expect ’em to start showing up in the Spring and early Summer — meaning they’re just in time to let you, uh, provide “overwatch” on the beach or where they’re sunbathing out back of sorority row.
Follow Nikon on Instagram for lots of pretty pictures; @nikonusa.
This has been your Thursday Threesome. Got a tip on some new gear we should look at? Hit us up on the Instagramz, @breachbangclear, or drop us an e-mail at SITREP(at)breachbangclear.com. You can also send us a PM on Facebook. Don’t post nuthin’ to our wall. We never read it.
More news as we get it. You can also follow our Be Advised column (warning: occasionally NSFW).
If there ever was a candidate for history’s real “Most Interesting Man In the World,” the frontrunner for the title would have to be famed writer, boxer, veteran, and adventurer Ernest Hemingway. He drove an ambulance in World War I, covered the Spanish Civil War, hunted Nazi submarines in the Pacific, gave relationship advice to F. Scott Fitzgerald, and even drank with Castro after the 1959 Cuban Revolution.
That brief paragraph barely scratches the surface of the man’s epic life. But truthfully, Hemingway should have died many, many times during his epic journey. In the end, he was the only one who could have ever ended such a life. The Grim Reaper was probably afraid to come around.
As the man himself once said, “Death is like an old whore in a bar. I’ll buy her a drink but I won’t go upstairs with her.”
Hemingway on crutches in World War I.
He was hit by a mortar in World War I
While driving an ambulance on the Italian Front of the Great War, Hemingway was hit by an Austrian shell while handing out chocolate. The blast knocked him out cold and buried him in the ground nearby. He was peppered from head to toe by shrapnel while two Italian soldiers next to him were killed almost instantly.
Just not all at once.
He carried more diseases than an old sponge.
Throughout his life, Hemingway was struck down hard by things like anthrax, malaria, pneumonia, dysentery, skin cancer, hepatitis, anemia, diabetes, high blood pressure, and mental illness. Even so, he hunted big game in Africa while suffering from malaria, and even boxed the locals.
Hemingway sparring with locals in Africa.
He got into a lot of fights.
The original Big Papa was a fan of fisticuffs. He took any and every opportunity to accept challenges to his boxing prowess, fighting the aforementioned African locals, Caribbean friends, and even contemporary authors who besmirched his good name. If anyone challenged his manhood, they could count on a physical challenge of their own.
“Never sit at a table when you can stand at the bar.”
“I drink to make other people more interesting.”
Hemingway enjoyed a good cocktail or three. An entire book has been published with just the cocktails Hemingway enjoyed the most. His favorite was a double frozen blended daiquiri from his favorite bar in Havana, the Floridita. On one occasion, he and a friend drank 17 of the double-strength concoctions. Eventually, he had to stop drinking to mitigate liver damage. No kidding.
Hemingway giving pointers on growing a vet beard. Probably.
The Nazis couldn’t kill him.
Hemingway was writing in Madrid when Spain was devastated by Fascist bombers and was in London when the Luftwaffe bombed that city. He was covering the D-Day landings of World War II, coming onto the beaches with the seventh wave and then moving inland through hedgerow country, moving with the Army through the Battle of the Bulge – all while suffering from pneumonia. All this after hunting Nazi submarines off of Cuba.
He even formed French Resistance members into a militia and helped capture Paris.
God couldn’t kill him.
While on vacation in Africa, Hemingway and company were nearly killed in a plane crash. On their way to Uganda to receive medical care, their plane exploded upon takeoff. The resulting concussion caused him to leak cerebral fluid, and he suffered from two cracked discs, a kidney and liver rupture, a dislocated shoulder, and a broken skull. He still went on a planned fishing trip… where a brushfire burned his legs, front torso, lips, left hand, and right forearm.
He responded by getting up and winning a Nobel Prize.
Iran’s missile strike on the Islamic State on June 18 appears to have been a massive failure, after only two of the seven missiles fired actually hit their targets.
Two of the Zolfaqar short-range missiles missed their targets in Syria by several miles, while three others did not even make it out of Iraqi airspace, according to Haaretz. Despite the apparent failures, Iranian state-affiliated media heralded the attacks as a success, referring to them as a “new and major” stage in the country’s fight against ISIS.
The strike was “a great deal less impressive than the media noise being made in Iran around the launch,” Israeli military sources told Haaretz.
The launching of an Iranian Fateh-110 Missile. Photo from Wikimedia Commons.
Iranian legislators claimed the strike was also a sign to the US that Iran’s ballistic missile program will not be deterred by sanctions.
Iran’s Islamic Revolutionary Guards Corps, a radical paramilitary wing, claimed it conducted the strikes in response to ISIS’s attack in Tehran earlier this month.
Iran’s larger, longer-range missiles have struggled with accuracy problems in the past, as many lack global positioning satellite receivers. The Zolfaqar missiles, a derivative of the Fateh-110 heavy artillery rocket, were fired from Iran’s western provinces, likely in an effort to maximize range and accuracy. June 18th’s strike was the first use of the missiles in combat, meaning it could have been as much a test as anything else. Iran has a large and diverse ballistic missile arsenal with weapons that comparatively more developed than the Zolfaqar.
DARPA wants “gremlins” to fly out of the bellies of C-130s or other large planes, assist jets in bombing missions, and then return to their motherships for the flight home in order to be ready for another mission within 24 hours.
The gremlins are semi-autonomous drones that would hunt targets and find air defenses ahead of an attack by a piloted fighter or bomber. In some cases, the gremlins could even find and identify targets that their motherships would engage with low-cost cruise missiles.
Some of the drones could be configured as electronic warfare platforms, hiding themselves and the other aircraft from enemy air defenses or jamming the enemy radar altogether.
A typical mission would play out like this: A stealth jet would approach unfriendly airspace ahead of the gremlins’ mothership. The drones would launch and proceed ahead of the jet into hostile territory, seeking out enemy air defenses and mission objectives on the ground.
The jet pilots would then use the intelligence from the gremlins to decide how to engage the target, either with weapons on the jet or with cruise missiles from the mission truck that is still flying just outside of the enemy air defenses. Once the bombs or missiles take out the radar, other aircraft can now force their way into the country while the drones fly back into the mothership.
If everything comes together, the gremlins will be part of DARPA’s “System of Systems” project. The idea is a new weapons system that would work with different aircraft as time went on. So, the gremlins could fly from C-130s in support of F-22s and F-35s now, then support new aircraft as they’re added to the U.S. military arsenal.
Specialist Bryan Anderson’s first question when he came out of a seven-day coma and saw his mother was, “What are you doing in Iraq?” But his mother wasn’t in Iraq. She was at his bedside at Walter Reed Medical Center.
A week before Anderson had been on his second combat tour, once again serving as an Army MP this time charged with training members of the Iraqi police. His unit had to travel the streets of Baghdad in up-armored Humvees to get to the various police stations around the city, and they were getting hit by IEDs on a daily basis.
“It wasn’t a matter of if we’d get hit, but when we’d get hit,” he said.
Anderson’s exposure was increased by the fact that the unit commander liked his squad. “He knew we knew what we were doing,” he said. “So our mission became to take him wherever he wanted to go to do whatever he wanted to do.”
And his CO wanted to see everything. “He was ‘Capt. America,’ as we called him,” Anderson said. “I get what he was trying to do – lead by example – but at the time we viewed it as he was putting our lives in danger because he was going out to the same Iraqi police stations every day.”
Although they tried to stay unpredictable with their routes and times, there were only so many police stations and so many ways to get to them. The odds caught up to Anderson on October 23, 2005 at 11 o’clock in the morning. He was driving the last of three Humvees in a slow-moving convoy when an IED triggered by a laser beam exploded next to him.
“I had both my hands on the bottom of the steering wheel and one leg curled under the other because we were only doing, like, five miles per hour, which is why we’re all still alive,” Anderson explains. “The IED was set for a vehicle traveling 30 miles an hour, so instead of going through the passenger compartment the explosion took off the front of the Humvee.”
But although the detonation didn’t happen as the insurgents had planned, the toll on Anderson’s body was substantial. “I saw smoke, fire, and sparks coming through my door,” he said. “And then it was pitch black because there was so much smoke.”
The soldier riding shotgun jumped out before the vehicle stopped with shrapnel in his wrist and hip. The gunner got what Anderson called the “Forrest Gump wound” – shrapnel to his butt – and he jumped out of the turret.
Anderson tried to get out of the Humvee but couldn’t, unaware of his wounds. The two others busted the bolts off the driver’s side door and pulled him out of the wreckage.
“All I could see was my friends running back and forth like they’d just seen a ghost, and I knew something was wrong,” Anderson said.
He tried to use his right hand to swipe the flies away from his face, and noticed that his index finger tip was missing. He turned his hand over and could see shattered bones and torn ligaments.
As he was looking at his right hand a fly landed in his left eye. He went to swipe it with his other hand, but “whiffed,” as he put it. His left hand was gone.
Then he looked down. His legs were gone. He couldn’t process what he was seeing. “There’s no way that just happened,” he thought to himself. “I’m dreaming.”
“Then I got this weird feeling, like, ‘Oh, man, my mom’s gonna kill me,” he said.
Then he looked up at the soldier who was attending to him and asked, “Do you think I’m ever going to get laid again?”
It took the medevac helicopter 12 minutes to get to the scene. Anderson was having trouble breathing because his right lung had collapsed with the concussion of the bomb. The shock was wearing off a bit, and he described the initial pain sensation as a “burning all over, like putting on too much Icy Hot.”
The helo landed in what Anderson described as “an impossible place.” Once they were airborne he passed out.
He awoke seven days later to see his mother standing over him, saying, “You had an accident.”
Anderson considered his injuries and thought to himself, “Really?” Fortunately his entire family was there along with his mother – his identical twin brother, his sister, his aunts and uncles. “That gave me enough strength to say screw it,” he said. “One day at a time, right?”
He spent 13 months at Walter Reed, six weeks in-patient and the rest living at the Malone House as he did physical therapy. For the first four months he had a good attitude, sort of what he called a “wait and see” outlook. But then he fell into deep depression. “I’d look at myself as a triple amputee and ask, ‘What am I possibly going to be able to do?'”
He had panic attacks and flew into uncontrollable rage. He didn’t sleep for two weeks. Then one day he was sitting by a reflecting pond near the Malone House talking to his twin brother who asked him if he was listening to music. Anderson replied that he wasn’t. His brother gave him a CD of a mutual friend’s band.
“I was listening to the chorus of this one song,” he recounts. “The words got to me: ‘Life’s been less than kind. We’ve all been hurt; we’ve all been sorry. Take a number, stand in line. How we survive is what makes us who we are.’ For some reason that just resonated with me, and at that moment I felt like I’d grabbed the first rung of the ladder to pull myself out of this hole.”
The second rung was an impromptu trip to Las Vegas. “I was able to just be a dude for the first time in a long time,” he said. “I had fun, and that forced me to think about what’s in front of me. It made me live in the moment.”
When he got back to Walter Reed he mediated at the reflecting pond again, and it struck him that he had two choices: He could roll over and die or he could go live his life.
“At that moment I made the decision to start figuring out what I could and couldn’t do,” he said. “And it turns out there’s not a lot I can’t do.”
Anderson started skateboarding and snowboarding again. And, after being profiled in Esquire magazine and receiving a couple of offers, he decided to head to LA to pursue an acting career, something he’d always wanted to do.
His first gig was as a stunt driver in “The Dark Knight.” On the set he befriended the movie’s star, Heath Ledger. “He was a skater,” Anderson said. One day he mentioned to the actor that it was intimidating to talk to him with his Joker makeup on. Ledger replied, “You realize I could say the same thing about you, right?”
Anderson’s next role was in “The Wrestler” in which he has a brief scene handing Mickey Rourke one of his prosthetic legs to use as a weapon against an opponent. After that he played a wounded Navy SEAL accused of murder on “CSI: New York.”
Following a couple of episodes of “All My Children,” a cameo in “The Wire,” and an episode of “Hawaii Five-O” he landed a part in “American Sniper.”
“I was standing next to Clint Eastwood and Bradley Cooper thinking, ‘This is crazy,'” Anderson said.
The first scene he was in had no script. “Bradley Cooper told us, ‘Clint likes to do things natural,’ and he told us to just say whatever we wanted. Nobody was talking, so I just wound up taking the lead and telling the story about how my right hand was saved the day I was hit because I reached for a cigarette.”
Anderson’s plan for a future in Hollywood is pretty simple: “More parts,” he said.
Whatever happens he’s going to leverage the main lessons his life since that tragic and fateful day in Iraq has taught him: “Nobody’s going to make you happy. You have to do that yourself,” he said. “And take advantage of all the opportunities that come your way.”
New details have emerged about the Jan. 28 raid on a compound used by al-Qaeda in the Arabian Peninsula that resulted in the death of a Navy SEAL and the loss of an MV-22 Osprey.
According to a report by the Washington Post, the raid had been intended to nab Yemeni tribal leaders and get intelligence on their ties with al-Qaeda in the Arabian Peninsula. The snatch operation turned into a firefight when terrorists launched a counter-attack.
Among the militants firing at the SEALs were women, an several were believed to have been among the 14 terrorists killed in the raid. The SEALs were forced to call in air support from AH-1Z Cobras and AV-8B+ Harriers based on the amphibious assault ship USS Makin Island (LHD 8) as the firefight went on, the Post report says.
Additionally, officials with Central Command said Feb. 1 that investigators are looking into allegations that among the dead were civilians in the compound targeted by the SEALs. Officials said in a release that civilians were “likely” killed and “may include children.”
“The ongoing credibility assessment seeks to determine whether any still-undetected civilian casualties took place in the ferocious firefight,” CENTCOM said. “The known possible civilian casualties appear to have been potentially caught up in aerial gunfire that was called in to assist U.S. forces in contact against a determined enemy that included armed women firing from prepared fighting positions and U.S. special operations members receiving fire from all sides, including from houses and other buildings.”
To get the SEALs out, elements of what the report called “an elite Special Operations air regiment,” likely referring to the 160th Special Operations Aviation Regiment, also called the Nightstalkers. After retrieving the SEALs, the Nightstalkers intended to meet up with a Marine quick reaction force on MV-22 Ospreys to transfer the SEALs to the Makin Island, where the wounded could receive medical treatment.
That meet-up went wrong. One of the V-22s made a “hard landing” – more akin to a crash – which ended up leaving three Marines injured.
In an interview with reporters Feb. 1, Deputy Commandant for Aviation Lt. Gen. John Davis said officials are still investigating what went wrong with the Osprey, adding his suspicion was that brown-out conditions might have played a role.
“They were going into a firefight at night. … But what’s the good news? A lot of people don’t walk away from hard landings, and everybody walked away from this one,” Davis said. “There’s a Marine who kind of bumped his head, but everyone walked away.”
After evacuating the wounded, the inoperable tilt-rotor was destroyed by an AV-8B using a Joint Direct Attack Munition, according to officials who spoke with the Post. During that time, Chief Special Warfare Operator William “Ryan” Owens died from his wounds.
A Department of Defense release noted that the operation was “one in a series of aggressive moves against terrorist planners in Yemen and worldwide. Similar operations have produced intelligence on al-Qa’ida logistics, recruiting and financing efforts.”
According to a report by FoxNews.com, President Trump attended the return of the remains of Chief Owens and had a private meeting with the fallen SEAL’s family during a two-hour visit.
The American flag, also lovingly known as “the Stars and Stripes” and “Old Glory,” is one of the most famous patriotic symbols in the world. Over the years, it’s been modified to reflect our country’s growth and waves triumphantly across our great nation. We associate our nation’s emblem with the freedom and democracy the US champions.
The flag has been raised on various battlefields throughout the world and many Americans hoist it outside of their homes as a badge of loyalty. But nothing lasts forever and, eventually, flags need to be removed from operational service. When an American flag can no longer be used, the symbol must be removed from service in a dignified way.
So, how do you properly dispose of our nation’s flag?
(U.S. Air Force photo by Roland Balik)
According to the Veterans of Foreign Wars organization, first, the flag should be folded up in the customary manner. This means holding the flag waist-high and folding the lower half of the stripe section lengthwise over the field of stars. Then, folded again, keeping the blue stars facing up.
Next, triangularly fold the striped corner of the already-folded edge to meet the open side of the flag. Continue making triangular folds until you’ve covered the entire length of the flag. Once the flag is prepared, it’s to be placed in a fire. Any individuals in attendance must stand at the position of attention, salute the flag, and state the Pledge of Allegiance, which is to be followed by a period of silence.
(U.S. Navy photo by Mass Communication Specialist Seaman Brandon Cyr)
Once the flag is consumed by the flames, its ashes are to be buried.
Note: Please check with local fire codes before choosing your fire and bury sites.