The Sikorsky-Boeing SB1 Defiant helicopter program will miss its first scheduled flight tests due to “minor technical issues” discovered during ground power tests, officials involved in the program revealed Dec. 12, 2018. The tests were originally scheduled for 2018.
While the aircraft “has been completely built,” discoveries were made in recent weeks during Power System Test Bed (PSTB) testing, said Rich Koucheravy, Sikorsky director of business development for future vertical lift. Sikorsky is partnered with Boeing Co. on the project.
“We’re working those fixes, and our goal will be to get the PSTB back in operation shortly…within the next week or two,” Koucheravy said in a phone call with reporters. Because of the prolonged PSTB tests, the Defiant flight will be pushed back into early 2019, he said.
Randy Rotte, Boeing director of global sales and marketing for cargo helicopters and FVL, said the program must also be certified in 15 unblemished hours within PSTB — which collectively tests the aircraft as a system — before it’s cleared for first flight.
U.S. Army Chief of Staff Gen. Ray Odierno is briefed about the newest invitation, the SB1 Defiant by a Boeing representative at the Association of the United States Army (AUSA) Convention and exposition show in Washington, D.C., Oct. 14, 2014.
(U.S. Army Photo by Staff Sgt. Mikki L. Sprenkle)
The two officials said the unspecified, mechanical issues have not and will not impact or alter the design or configuration of the aircraft, nor should they impact the supply chain.
Program officials previously reported problems with the transmission gearbox and rotor blades.
“Those issues are behind us,” Rotte said Dec. 12, 2018.
The co-developers have been transparent with the Army with the delays, they said. “Only time will tell” if other discoveries during prolonged ground testing will dictate when the flight tests occur, Rotte said.
The news comes one year after Defiant’s competitor, the Bell Helicopter-made V-280 Valor next-generation tilt-rotor aircraft, made its first flight.
In October 2018, the head of the Army’s Future Vertical Lift effort said the service was not worried that the Sikorsky-Boeing SB1 Defiant had not conducted its first test flight yet.
A mock-up of a Bell V-280, exhibited at HeliExpo 2016 in Louisville, Kentucky.
But, he added, “we have been in close communication with the Defiant team and understand where they are at and what they are doing.”
Sikorsky, part of Lockheed Martin Corp., and Boeing Co. built the SB1 Defiant, which is based on Sikorsky’s X2 coaxial design.
The Defiant was expected to conduct its first test flight in 2017, but Sikorsky-Boeing officials predicted it would instead conduct its maiden flight in late 2018 at the Sikorsky Development Flight Test Center in West Palm Beach.
Rugen at the time said it was still too early to say whether the service will lean toward the Valor’s tiltrotor or the Defiant’s coaxial rotor design.
“We want the most efficient and the most capable platform,” he said.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
It was a cool California November afternoon in 1947 when the HK-4 Hercules, also known as the Spruce Goose, finally flew. It was supposed to be a simple taxi test, nothing more than motoring through the water of Long Beach Harbor to show off its speed and test out the plane in open water. But having endured years of people mocking the project and himself for trying to build a plane so massive it had no hope of flying, Howard Hughes decided to take the opportunity to extend his middle finger at them all in the most poignant way he could.
No doubt with a twinkle in his eye as the Hercules cruised through the water, Hughes turned to the 30 year old hydraulic engineer, David Grant, who he had chosen as his co-pilot that day despite him not actually being a pilot, and unexpectedly told him to “lower the flaps to 15 degrees” — the take off position.
Not long after, the massive, few hundred thousand pound (250K lb / 113K kg empty, 400K lb / 181K kg gross), 218 ft (67 m) long aircraft with a still record holding wingspan of just shy of 321 feet (98 m) was out of the water. It was airborne for under a minute, went less than a mile, and only about 70 feet in the air, but it had done the impossible — the Spruce Goose flew.
Given the rather innovative use of a hydraulic system, landing was a bit abnormal for planes of the age in that the plane had to be landed under power, as Grant would instruct Hughes to “fly it into the water.”
When it finally settled back down in the water, Grant stated, “It was ecstasy all the way. It was like walking on air. It wasn’t underpowered at all, and it performed exactly like it was designed to.”
As to why Hughes didn’t fly it further, besides elements of the aircraft still needing tweaked and the potential danger of taking media aboard a test flight in which even the pilot wasn’t quite sure how the plane would handle, they’d been taxiing around for some time at this point and the plane hadn’t been fueled much to begin with. As such, Hughes didn’t want to risk running out of fuel in open ocean before he’d have a chance to circle back around and land.
Now, the original plan for this aircraft was a lot more grandiose than a brief publicity flight. In 1942, the United States — along with much of the rest of the world — was in the midst of WWII. Being across an ocean from where the fighting was taking place was a problem when transporting supplies, weapons, and soldiers en masse.
At the time, efforts on this front weren’t going well. German U-boats were patrolling Atlantic waters and torpedoing anything that was perceived to be helping the Allied war effort. According to one estimate, between January 1942 and August 1942 alone, German U-boats had sunk 233 ships and killed more than 5,000 Americans. It was clear that a better way was needed for transporting things safely across the Big Blue.
It was Henry J. Kaiser who first proposed an idea of an airboat. Running one of the most important construction companies in modern American history, Kaiser was responsible for building quite a lot of the infrastructure of the American west at the time (including the Hoover Dam). He also created a system for fast, high-quality shipbuilding during World War II that became world renownd.
Kaiser thought that a massive airboat packed to the gills with supplies and troops that could fly over German U-boats was the answer to the problem. However, he was a shipbuilder and not an expert on airplanes… But he knew someone who was.
By 1942, Hughes was already a famed figure in America. Exceedingly wealthy, he first gained widespread fame as a Hollywood producer who was most prominently known for producing and directing Hell’s Angels, a World War I epic about aerial combat that was (at the time) the most expensive movie ever made.
In 1934, he formed the Hughes Aircraft Company. A year later, he helped design and build the H-1, or as he liked to call it, the “Racer.” In September 1935, he broke the world land speed record in it with an average of 352.322 mph. In sort of a precursor of the future, during the flight the plane ran out of gas — something Hughes didn’t anticipate — forcing him to crash in a beet field, narrowly avoiding serious injury.
He broke another land speed record when he flew to New York from Los Angeles in a mere 7 hours, 28 minutes, and 25 seconds (averaging 332 mph). In 1938, he shattered the world record for quickest time flying around the globe, needing just 3 days, 19 hours, 14 minutes, and 10 seconds, almost 4 days quicker than the previous world record set in 1933 by Wiley Post.
His prowess as an aviation engineer and pilot quickly earned him a reputation as one of the most innovative aviators in the world- someone that Kaiser thought would help the Allies win the war.
Together, Kaiser and Hughes convinced the War Production Board to finance the construction of 500 flying boats, a project that was deemed in the press as the “most ambitious flying aviation program in the history of the world.”
For months, the old-school industrialist and the new-age aviator worked together to put together plans that would wow.
In late August, they submitted to the government blueprints for a seaplane with eight engines, a wingspan longer than a football field, and a hull taller than a five-story building.
Beyond being the largest plane ever built by far at the time, it would be able to transport 750 troops or two M2 Sherman tanks. It had a gross weight of about two hundred tons, which was nearly three times heavier than any other airplane ever built. And, due to wartime metal restrictions, it was to be built nearly entirely of wood. Hughes and Kaiser called it the HK-1, naturally named after themselves.
While hesitant at first, the federal government gave the pair $18 million (about $250 million today) to develop and build a prototype.
It didn’t go well from the very beginning. The Hughes Aircraft Company was not a big company in 1942 and struggled with staffing, expenses, and deadlines. Hughes himself was unfocused, taking on too many projects while underestimating how much attention was needed to build a plane that would eclipse anything anyone had ever attempted to make fly. Four months in and the best thing that could be said was that they built a 750-foot long hanger, also made out of wood.
By mid-1943, construction had begun on the plane itself, but it was incredibly slow-moving. Working with wood proved to be an enormous issue, presenting a variety of challenges that had to be overcome to make a reliable sea-plane. Beyond the aforementioned then innovative hydraulic system for manipulating the control surfaces, each piece of wood (which was mostly birch, not spruce, owing to birch being quite resistant to dry rot) had to be weighed and analyzed for quality assurance before being used.
In addition, each sheet had to be laminated with a waterproof glue in order to prevent it from being damaged by water, heat, and fungus. Along the way, besides needing to purchase the rights to the Duramold laminating process, which in a nutshell involved stacking shapable ultra-thin strips of wood and applying a glue, Hughes and his teem also had to develop a variation of the process for their particular application.
As late 1943 approached, the first prototype was due to the government but it was clear that wasn’t going to happen. What’s more, they had spent nearly half of the budget on “engineering re-tooling” and rumors were swirling that the first plane wasn’t going to be done until 1945. It turned out to be much worse than that.
At this point, Kaiser had had enough and bailed out of the project. Several times, the feds threatened to shut the whole thing down, willing to cut their losses. The contract that had originally been given to Hughes and Kaiser went from 500 planes to 3 planes to, finally, just one for the original $18 million.
By 1944, $13 million of that money was spent and, yet, the plane was less than half done. Then the war ended and any hope that the now-called H-4 Hercules (renamed after Kaiser left the project) was ever going to help the war effort was gone.
The contract with the federal government was swiftly canceled, but Hughes was determined to finish the plane. As he stated before the Senate War Investigating Committee in 1947 during an inquiry on whether he’d mismanaged tax payer dollars during the project,
The Hercules was a monumental undertaking. It is the largest aircraft ever built. It is over five stories tall with a wingspan longer than a football field. That’s more than a city block. Now, I put the sweat of my life into this thing. I have my reputation all rolled up in it and I have stated several times that if it’s a failure, I’ll probably leave this country and never come back. And I mean it.
And so it was that he paid for the project’s completion himself. The H-4 Hercules was finally finished in June of 1946 with $22 million of the government’s money and, while figures vary from otherwise reputable sources, according to Boeing, $18 million of Hughes own personal wealth chipped in, for a grand total of $40 million (about $450 million today). It should also be noted here that, subtracting initial research and development costs, had they decided to build a second plane, it probably would have only cost about $2.5 million (about $28 million today).
It took a little over a year more for Hughes to it fly. At this point given the massive scale of the plane, the incredible weight, the fact that it was made of wood, and the perpetual delays, the media had taken to mocking the plane, calling it the Spruce Goose — a nickname that Hughes and his team hated owing to it demeaning what was otherwise a marvel of engineering.
But on that fateful November day, the Hercules finally did what it was intended, proving many a critic wrong.
In the aftermath, there was some wrangling over who actually owned the plane given how much money Hughes himself had sunk into the project. But the U.S. government eventually gave up its rights to it in exchange for the Smithsonian Institute’s National Air and Space Museum getting the Hughes’ H-1 Racer plane and a portion of the Spruce Goose’s wing, as well as in exchange for a relatively small payment of $700,000 (about $3 million today).
For years afterward, Hughes, now moving on to other projects, kept the plane in the hanger he built specifically for it, seemingly originally with the intent of eventually flying it again. In fact, he kept a full-time crew of, at its peak, hundreds of people on hand to make sure the plane was ready to fly at any given moment, costing him millions of dollars over the years to do that.
Howard Hughes died in 1976 and the Spruce Goose immediately was under threat of being dismantled owing to the cost of maintaining it in its massive hanger. But the Aero Club of Southern California acquired the legendary plane in 1980 and put it in their own hanger next to the Queen Mary in Long Beach, right near where the plane did its maiden and final voyage.
The Walt Disney Company bought the property in 1988 and, after a few tense years, given Disney wanted the plane gone, the Evergreen Aviation Museum in McMinnville, Oregon won the right to acquire the Spruce Goose.
For the last 26 years, that’s where it has remained, meticulously maintained. In fact, it’s generally thought that the maintenance over the years has been so good that, with some upgrades, particularly to the wiring and electronic components as well as going through the engines, it could possibly fly just fine today. Of course, because of its historical significance, nobody has seriously suggested anyone make those upgrades and try.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
One month ago, RN Terri Whitson was mucking out hurricane-damaged houses in Lake Charles, LA. On Tuesday, she was at the Navajo Nation vaccinating frontline workers against COVID-19.
Making that vaccine delivery was very emotional for Whitson, who retired from the Navy in 2016 and has spent much of the past year volunteering on feeding operations and assisting with hurricane relief with Team Rubicon.
“What I heard more times than not, is ‘it’s the beginning of the end.’ We’re just hopeful that things are going to get back to normal and people are not going to be sick anymore. People are not going to be dying,” said Whitson of her first day providing vaccines. “And, to think that I had a small, itty bitty part in that is pretty amazing.”
Whitson, who served in the Navy Nurse Corps, deployed as a volunteer nurse with Team Rubicon at the Gallup Indian Medical Center on December 6 having no idea she’d be there when the vaccine arrived. When she heard it was coming she asked to extend her deployment by another week so that she could help get the vaccine into the arms of people who need it most.
“I feel pretty fortunate to have been involved in this, and to be involved in something that I think is so huge—so huge that it could possibly bring everybody’s lives back to normal again and provide protection for these frontline workers in the hospitals who are just so overwhelmed,” Whitson says, before stopping to dry some tears. She gets a little emotional thinking about the losses Americans, and medical workers, have experienced over the past nine months.
Before the vaccine arrived at the Navajo Nation, Whitson had spent weekdays at the Medical Center working with employee health services, where she would talk with people about their test results—hard, emotional work in itself given the number of positives and knowing how short-staffed the system already was. On the weekends, when health services was closed, she swabbed noses at the drive-through coronavirus testing site, which is open to the public.
When the vaccine arrived at the Navajo Nation at 10 a.m. on Monday, Whitson was on the team that began setting up a vaccination space. It’s a place, Whitson says, that people might receive a bit of hope. On Tuesday, she delivered her first COVID-19 vaccination there.
For now, IHS and the team are focusing on vaccinating those frontline workers who have the most exposure to COVID-19 patients, such as people working in the emergency department, anesthesiologists, and hospitalists. The hospital, which has more than 1,300 employees, has received 640 doses of the vaccine.
By the end of the day Tuesday, the team had vaccinated 80 of their fellow doctors and nurses; on Wednesday, they expect to vaccinate another 95 more.
“You can feel an excitement, and people were joking and laughing,” says Whitson of her time administering the first shots. Everyone also wanted to either have a picture taken or be videotaped making history. “It was joyous. It was such a good feeling.”
That joy was a lift for Whitson, too. She’d spent the prior week hearing codes called in the hospital and hearing ambulances come and go, and knowing for herself just how devastating the pandemic has been in this community.
“It was a good day. It was a really good day, and it felt really good to give people … to hear them say, ‘you know, this is the beginning of the end’,” Whitson says, stopping to clear her throat. “You know, we were giving them an injection of hope.”
The U.S. Space Force‘s first commercial has a message for its new troops and potential recruits: “Maybe your purpose on this planet isn’t on this planet.”
It’s the closing line in the 30-second commercial, which gives viewers a glimpse into what a Space Force job might look like. That could mean protecting U.S. satellites in ground operations centers, overseeing rocket launches to deploy satellites in orbit, or perhaps recovering the super-secret X-37B Orbital Test Vehicle, according to the imagery seen in the video.
“Some people look to the stars and ask, ‘What if?’ Our job is to have an answer,” the commercial states as a young man sporting a fresh haircut looks up toward the stars.
“We would have to imagine what will be imagined, plan for what’s possible while there’s still impossible. Maybe you weren’t put here just to ask the questions. Maybe you were put here to be the answer,” it says.
The commercial is the first promotional video for the new service, an effort to attract recruits to join the military’s sixth branch.
The opening of applications means the eventual, “physical act of [commissioning] into the U.S. Space Force,” Gen. David “DT” Thompson, vice commander of Space Force, said April 23. Enlisted members would re-enlist directly into the Space Force, he said during a webinar, hosted by Space News.
“The window for airmen to volunteer to transfer to the USSF opened on Friday, May 1, and we have already received several hundred applications,” a Space Force official told Military.com on Wednesday.
The commercial also closely follows the full trailer for Steve Carell’s new Netflix comedy “Space Force” set to premiere on the streaming service May 29.
Sitting alongside Air Force Secretary Barbara Barrett during a webinar Wednesday, Gen. John “Jay” Raymond, chief of space operations and head of U.S. Space Command, remarked on Carell’s upcoming show.
“The one piece of advice that I would give to Steve Carell is to get a haircut,” Raymond said during the chat, hosted by the Space Foundation. “He’s looking a little too shaggy if he wants to play the Space Force chief.”
Barrett added, “It seems to me that it’s just further evidence that space is where things are happening. Whether it’s Netflix or in the United States Pentagon, space is where things are happening.”
Speaking about the commercial, Barrett said she hopes it will inspire “Americans to find their purpose in the nation’s newest service.”
A decorated US Marine Corps veteran, who a federal judge ruled was an American citizen, is facing deportation to Mexico in a case that has been criticized as a cruel and extraordinary application of immigration laws.
The US government’s ongoing effort to deport George Ybarra, who is currently locked up in an Arizona detention center, has shed light on the vulnerabilities of foreign-born Americans who have served in the military, along with the deportation threats that can plague even those who are deemed to be citizens and have deep ties to the country.
Ybarra, who was honorably discharged after serving in the Persian Gulf war and earning numerous badges and medals, is facing deportation due to a criminal history that his family says is tied to mental health struggles and post-traumatic stress disorder from his service. While there have been growing concerns about the removal of veterans and the harsh policies of deporting people for minor crimes, Ybarra’s case is particularly troubling to immigrant rights’ advocates given a judge’s acknowledgement that he is US citizen.
“George hopes he will be able to stay in the country he fought for,” Luis Parra, Ybarra’s attorney, told the Guardian. “He is a third-generation [US] citizen … It would be a very extreme hardship for George to have to relocate to Mexico.”
Ybarra, whose story was first reported in the Tucson Sentinel, has a complex immigration and citizenship battle dating back more than a decade, including deportation threats under Barack Obama’s administration.
Ybarra, also known as Jorge Ibarra-Lopez, was born in Nogales in Mexico, just south of the Arizona border, in 1964, according to his court filings. He moved to the US months after he was born, and his maternal grandfather was a US citizen, born in Bisbee, Arizona, his lawyers wrote. Ybarra has long argued that he has “derivative citizenship,” meaning he is a citizen by virtue of his mother’s status.
An immigration judge eventually agreed that there was “sufficient evidence” that the 52-year-old father of five should be considered a US citizen, but the US Department of Homeland Security challenged that decision in 2011 and has since continued to try to deport him, records show.
The deportation proceedings stem in part from a number of criminal offenses, including drug-related charges. He was also convicted of firing two rounds through the front door of his home in Phoenix in 2011 in the direction of two police officers, according to the Sentinel. The paper reported that no one was hurt and that Ybarra said he was suffering from a PTSD-induced episode of delusion at the time and believed federal authorities were coming to “take away” his family.
Ybarra ultimately served a seven-year sentence in state prison for aggravated assault, but instead of returning to his family after he completed his time, he was transferred into the custody of federal immigration authorities last month. Ybarra and his family now fear he could soon be deported.
Parra argued that Ybarra should be released while the ongoing dispute about his citizenship is resolved. US Citizenship and Immigration Services had previously denied his application for a certificate of citizenship, but there are numerous ways he can have his status formally recognized, according to Parra.
His family has argued that he should get treatment and other government support as a disabled veteran with PTSD.
“He basically has no family in Mexico,” said Parra, noting that Ybarra’s children and grandchildren and other relatives in Arizona are all US citizens. “He has a very supportive family living in the Phoenix area, including his mother, who depends on George.”
Ybarra is distraught and worried about his continued detention, Parra said. In a Sentinel interview last month in an Arizona state prison, Ybarra said, “I’ve got a lot of anger, a lot of anxiety over this. They know I’m a citizen, they know I’m a combat veteran. I don’t see where they’ve ever shown that they care.”
A spokeswoman for the US Immigration and Customs Enforcement did not respond to questions about Ybarra’s case, but said in a statement that the agency “does not knowingly place US citizens into removal proceedings”, adding, “ICE deportation officers arrest only those aliens for which the agency has probable cause to believe are amenable to removal from the United States.”
When ICE does detain US citizens, the statement said, it’s usually because there is a misunderstanding about their status.
“The job for ICE deportation officers is further complicated by some aliens who falsely assert US citizenship in order to evade deportation, which is not uncommon,” the statement continued.
A Northwestern University analysis of government data found that hundreds of US citizens have, in fact, been detained by immigration authorities.
Margaret Stock, an immigration attorney and expert on military cases, said the deportation of veterans has been an ongoing challenge under both Obama and Donald Trump, but that she has never seen a case like Ybarra where the government threatens to deport someone ruled a citizen by a judge.
“If you can deport this guy, you can also try to deport all kinds of other people,” she said.
I remember the major calling me into his office as an 18-year-old private for a discussion. The discussion came around to the importance of voting and how it was my duty to vote. I liked to do things the hard way at the time, and I was honest about how I wouldn’t vote. That went over like a lead balloon with the major.
After some yelling and cursing on his part, I agreed to look into voting. It would not be the only time that I spoke bluntly about voting and paid the repercussions for it. As many young service members have found out, no matter how much you push the ground, it doesn’t move anywhere. I did get stronger and times like these reinforced my stubbornness.
I ignored politics on both the local and national level. I focused all of my energies on being the best soldier that I could. At least that is what I told myself. I didn’t feel it was right to pick my bosses, like POTUS, who sits atop the command chain. I never looked into the issues because I didn’t care what happened locally as I was going to be moving anyway, and I certainly didn’t care about what went on in Washington, DC. Plus, I had a high level of disdain for politicians; well, that one hasn’t changed much.
Hindsight is a great knowledge enhancer. As I look back, I was wrong for not exercising my constitutional right to vote.I ignored issues that I should have spent a little time researching, instead of watching a movie or having a few cold ones. I could have dug into the problems instead of sticking my head in the sand. Now having been retired for 18 months, I acknowledge how ignorant I was.
We put our lives on the line so that others can vote in countries around the world, and I failed to do my civic duty at home. I’m now passionate about ensuring service members vote and that their vote counts.
I’m proud to support Count Every Hero, an organization committed to ensuring that every service member’s ballot is counted before a winner is declared. Count Every Hero (CHO) is a cross-partisan, nonprofit organization chaired by General (Ret) Tony Zinni. CHO has two principles: 1: Every service member’s right to vote must be protected and their votes must be counted. 2: Military voters must have an opportunity to register, request an absentee ballot, and cast a vote regardless of their location in the world. To date, 16 retired four-star Flag Officers have joined the movement to ensure every hero’s vote is counted.
General Zinni said, “We count on our troops to fight for our freedom so we owe it to them to count their ballots. No candidate should be declared an election winner until all military ballots are counted.” I fully support his message. Who you vote for is a personal choice. This right is part of why I served for 20 years, defending our freedoms. I don’t care who you vote for, but your vote should and must be counted before determining the winners of our elections.
As for me, I will be like the Afghans and Iraqis I saw with ink on their fingers, so excited to have voted for the first time. I may not have ink on my fingers come Nov. 3, but I will have the same smile and sense of pride partaking in a critical function of our democracy.
It was reported earlier this month that during a July 19 meeting with his national-security team, President Donald Trump turned down counsel of his generals, saying he leaned “toward the advice of rank-and-file soldiers.”
As one of those “rank-and-file” soldiers who has sat through countless sensing sessions where dumb asses give the stupidest advice on how to run the Army, I can see plenty of room for error.
Writer’s Note: This is not intended to be a political piece. It’s only meant to shine a light on the humor that would come from giving “Carl” — or the person that has to be THAT f*cking guy in your unit — the ultimate open door policy. Soldiers could have great ideas that could help turn things around in Afghanistan. But not Carl.
1. Every base would get a luxurious boost in MWR (Morale, Welfare, and Recreation).
Soldiers are more ready and resilient if they aren’t bored out of their f*cking minds, right? Some soldiers make it seem like it’s a matter of life and death if they have to twiddle their thumbs for more than 10 minutes at a time. Carl’s first piece of advice?
“Porn, Mr. President. No one can be busy twiddling their thumbs if their twiddling their little rifleman instead. Gonna need tablets and good WiFi for every combat outpost. And make sure to not put some dumb password on it. No one wants to look for a sticky note when they’re trying to get sticky, you feel me?”
2. Get rid of the MREs for junk food.
Did you know there’s a lot of science behind MREs (Meals-Ready-to-Eat)? They have to have at least 5-year shelf life, specific calorie counts, have a variety of nutrients and hold their nutrients through a quick heating process, are specifically pH balanced, stay oxygen controlled, and so much more. But Carl doesn’t realize that.
“Beer and brauts. And make sure they have lots of pork so the locals won’t want to touch us. Come to think of it, put some stickers in ’em that say, ‘Infidel filled with pig,’ so all the enemies will know our blood is unsafe to touch. Yeah, mess with us, lose your virgins. Expiration dates? Nah, we’ll drink ’em before they go bad.”
The last of these were made in ’08. Unless they were kept in a temperature of below a constant 40°F, these f*ckers should all be expired. We should be safe now. (Photo via Wikicommons)
3. Put fast food joints on all FOBs.
I remember my first time at Ali Al Salem Air Base. One of my NCOs took me to the McDonalds. He bought me a burger and told me “Ski, (every service member with a Polish last name has it reduced to the same three letters) enjoy this burger because it’s all down hill from here.” I replied, “But Sergeant, this tastes like cat sh*t flattened in an ash tray.”
“Like I said, all down hill from here.”
And Carl doesn’t get that it’s a problem of logistics and security.
“Here we go, President Trump. What they really need over there is a little taste of home, specifically, a taste of home-fried chicken from Kentucky. Yeah, KFC. Finger-licken good.”
4. The definition of “hazing” would get a lot more intense.
“But like, they were super mean to me. One of ’em said I should go get the keys to the drop zone for the airborne guys. But, get this, there’s no such thing! Yeah, so no more snipe hunts, Mr. President. And also, no more hard stuff right after lunch. I need time to digest my KFC.”
Today I found out the actor who played “Scotty” on Star Trek, James Doohan, was shot six times storming Juno beach on D-Day.
Doohan, a Canadian, after leading his men through a mine field on Juno beach and personally taking out two German snipers in the process, eventually took four rounds in one of his legs; one in his hand, which ultimately resulted in him losing his middle finger; and one in the chest. The shot to the chest likely would have been fatal except that he had a silver cigarette case there, given to him by his brother, which deflected the bullet. He would later give up smoking, but at least he could say that being a smoker actually saved his life.
Ironically, the shots he took were not fired by the enemy, but rather by an overzealous Canadian gunman. After his unit was secured in their position for the night, Doohan was crossing between command posts, when a Canadian gunman spotted him and opened fire.
Doohan originally joined the Canadian Forces at the age of 19, eventually being commissioned a Lieutenant in the Royal Canadian Artillery. D-Day was the first and last action he saw in the war. After recovering from his injuries, he became a pilot in the Canadian Air Force, but never saw action. Despite not ever flying in combat, he was once called “the craziest pilot in the Canadian Air Force” when he flew a plane through two telegraph poles after “slaloming” down a mountainside, just to prove it could be done. This act was not looked upon highly by his superiors, but earned him a reputation among the pilots of the Canadian Air Force.
As mentioned, contrary to what many people think, Doohan was not Scottish. He was Canadian. When he was auditioning for the role of the ship’s engineer, he went over various accents for Gene Roddenberry for the character. After he finished, Roddenberry asked him which he liked best and he responded: “Well, if you want an engineer, he better be a Scotsman because, in my experience, all the world’s best engineers have been Scottish.”
Although he wasn’t Scottish, Doohan described the character of Scotty as: “99% James Doohan and 1% accent.” “It was a natural. When I opened my mouth, there was Scotty. Scotty is the closest to Jimmy Doohan that I’ve ever done.”
The name Montgomery Scott was chosen because Montgomery was Doohan’s middle name and the character was portrayed as Scottish.
Both the Klingon language and the Vulcan language were initially very crudely developed by Doohan. Later, these languages were expanded and refined by professional linguists, primarily by Marc Okrand.
While great pains were taken in Star Trek to conceal the fact the Doohan was missing a middle finger, there are several episodes where this can be observed. These include: Cat’s Paw; Day of the Dove; and The Lights of Zetar. This can also be observed in a scene in Star Trek III: The Search for Spock and In Star Trek V: The Final Frontier. In the former, it can be observed when he hands McCoy parts for the Transwarp Drive and in the latter when he’s holding a plastic bag dinner which was given to him by Lt. Uhura.
Doohan not only played the character Scotty in Star Trek, but also did the voice for many different parts including: The M-5 from The Ultimate Computer and Sargon from Return to Tomorrow, among many others.
Before landing the role as Scotty, Doohan did over 4000 radio shows and 400 TV shows in Canada and was particularly noted for his great versatility in voice acting.
Shortly before his death, Doohan was suffering from Parkinson’s disease, diabetes, lung fibrosis, Alzheimer’s, and, eventually, pneumonia. His official cause of death was listed as pneumonia and Alzheimer’s.
Doohan was married three times in his life and fathered four children. He met his final wife, Wende Braunberger, when she was just 17 and he was 54, marrying her very shortly after their first meeting. The two had three children, the last in 2000, and remained married for 31 years until Doohan’s death in 2005 at the age of 85.
Iran is negotiating a controversial 25-year agreement with China that has led to accusations that parts of Iran are being sold to Beijing.
Some critics — including the U.S. State Department — are comparing the proposed deal to the 1828 Treaty of Turkmenchay between Persia and tsarist Russia, under which the Persians ceded control of territory in the South Caucasus.
Iranian officials have dismissed the criticism as baseless while promising to make the text of the agreement public once it is finalized.
What Do We Know About The Agreement?
The pact was proposed in a January 2016 trip to Iran by Chinese President Xi Jinping during which the two sides agreed to establish their ties based on a Comprehensive Strategic Partnership, while announcing discussions would begin aimed at concluding a 25-year bilateral pact.
The announcement received the support of Iran’s highest authority, Supreme Leader Ayatollah Ali Khamenei, who was quoted by Iranian media as saying that the agreement reached between the two sides was “wise.”
The text of the agreement, which will need to be approved by parliament, has not been released. But in recent days an 18-page document has been making the rounds on social media that outlines future cooperation between the countries, including Chinese investment in Iran’s energy sector as well as in the country’s free-trade zones.
RFE/RL cannot verify the authenticity of the document, which has been cited by some Iranian and Western media as a leaked version of the planned pact between Iran and China.
Analysts note the agreement being circulated is very light on details and appears to be the framework of a potential deal.
According to the text, which is labeled “final edit” on its front page and dated the Iranian month of Khordad — which starts May 21 and ends June 19 — the two sides will also increase military and security cooperation while working on joint-projects in third countries.
Iran has in recent months increasingly reached out to China in the face of growing U.S. pressure to isolate Tehran. China remains Iran’s main trading partner but trade between the two sides has dropped due to U.S. pressure in recent years.
Analysts say China is not ready to give Tehran the support it seeks while also suggesting that some of the cooperation envisaged in the pact may never materialize.
Ariane Tabatabai, a Middle East fellow at the Alliance for Securing Democracy at the German Marshall Fund of the United States, said, given its importance, the U.S. will always trump Iran for China.
“Iran is a small, risky market, sanctions have severely impeded business [there], and the regime is isolated,” she told RFE/RL. “Meanwhile, China has major economic interests in the U.S. and the trade war is still an important concern for China, which will inevitably shape its relationship with Iran.”
“If we look into what we know about the document and make some educated guesses, we see that the agreement is little more than a comprehensive road map based on the 2016 framework, which does not resolve the main issue of the China-Iran partnership — its implementation,” Jacopo Scita, an Al-Sabah doctoral fellow at Durham University, told RFE/RL.
Why Is The Treaty Controversial?
The pact is being discussed at a time when Iran is under intense pressure due to harsh U.S. sanctions that have crippled the economy and a deadly coronavirus pandemic that has worsened the economic situation.
The timing as well as the scope and duration of the agreement has led to increased concerns that Tehran is negotiating with China from a position of weakness while giving Beijing access to Iran’s natural resources for many years to come.
A distrust in the Iranian authorities that intensified after a deadly November crackdown on antiestablishment protests and the downing of a Ukrainian passenger jet — which was initially seen as a coverup — has also contributed to the criticism of the proposed deal.
A lack of trust in China, as well as rising anti-China sentiments due to the coronavirus pandemic, has also contributed to the controversy surrounding the pact.
Tabatabai, the co-author of a book on Iranian ties with Russia and China, says the relationship between Tehran and Beijing has long been perceived as benefiting China far more than Iran.
“The perception isn’t fully inaccurate,” she said. “From the elite’s perspective, China makes big promises and delivers little. And from the population’s perspective, China has been benefiting from the sanctions on Iran, it’s flooded the Iranian market, pushed out Iranian businesses, and has delivered products that are subpar.”
She added: “Many Iranians feel like this deal will cement this unbalanced relationship.”
What Are The Critics Saying?
Criticism of the planned pact appears to have increased following comments by former President Mahmud Ahmadinejad, who warned in a speech in late June that a 25-year agreement with “a foreign country” was being discussed “away from the eyes of the Iranian nation.”
Others have since joined the criticism, including former conservative lawmaker Ali Motahari, who appeared to suggest on Twitter that before signing the pact Iran should raise the fate of Muslims who are reportedly being persecuted in China.
Scita, who closely follows Iranian-Chinese relations, says some of the hype and anger surrounding the agreement were boosted by public figures with political agendas, including Ahmadinejad, who is said to be eying the 2021 presidential election.
The exiled son of the shah of Iran, the country’s last monarch who was ousted following the 1979 Islamic Revolution, has also criticized the pact.
Reza Pahlavi, who’s taken an increasingly active role against the Islamic republic, blasted the “shameful, 25-year treaty with China that plunders our natural resources and places foreign soldiers on our soil.” He also called on his supporters to oppose the treaty.
The Persian account of the U.S. State Department referred to the planned agreement as a “second Turkmenchay” and said that Tehran is afraid to share the details of the pact because “no part of it is beneficial to the Iranian people.”
What Are Iranian Officials Saying?
Earlier this month, Foreign Minister Mohammad Javad Zarif confirmed that Tehran was negotiating an agreement with China “with confidence and conviction,” while insisting there was nothing secret about it.
Since then, officials have defended the deal while dismissing claims that Iran will sell discounted oil to China or give Kish Island to Beijing.
President Hassan Rohani’s chief of staff, Mahmud Vaezi, said over the weekend that the framework of the agreement has been defined, adding that the negotiations are likely to be finalized by March 21.
Vaezi also said the agreement does not include foreign control over any Iranian islands or the deployment of Chinese military forces in the country.
The number of deaths from the coronavirus in China has surged past 800 people, surpassing the number of fatalities of the SARS outbreak in 2002-03, but overall figures showed a one-day slowing of new cases, raising hopes that it was the first sign of a peaking of the epidemic.
China’s National Health Commission on February 9 said the central Hubei Province recorded 89 new deaths on February 8, pushing the total to 811 throughout the country and above the 774 who died from SARS, or Severe Acute Respiratory Syndrome.
The number of new infections in Hubei Province — whose capital, Wuhan, is considered the epicenter of the outbreak — showed a decline in new cases for the first time since February 1.
Officials said 2,656 new cases were identified throughout the country for the day, with 2,147 in Hubei.
Joseph Eisenberg, professor of epidemiology at the School of Public Health at the University of Michigan, told Reuters it was too early to say whether the epidemic was peaking given the uncertainty in reporting procedures.
“Even if reported cases might be peaking, we don’t know what is happening with unreported cases. This is especially an issue in some of the more rural areas,” he said.
The total of confirmed cases hit 37,198 in mainland China.
The virus has spread to about two dozen countries, but all but two of the deaths have occurred in mainland China. The first U.S. citizen died from the disease, officials said on February 8, identifying him as a 60-year-old man in Wuhan.
The virus broke out at a seafood market in Wuhan that reportedly sold exotic animals for consumption — similar to the SARS outbreak.
Red Flag-Alaska 19-2, a Pacific Air Forces-directed exercise that allows U.S. forces to train with coalition partners in a simulated combat environment — is underway at Joint Base Elmendorf-Richardson through June 22, 2019.
Approximately 2,000 personnel are flying, maintaining and supporting more than 85 aircraft from more than a dozen units during this iteration of Red Flag-Alaska. The majority of participating aircraft are based at, and flying from, JB Elmendorf-Richardson and Eielson Air Force Base.
In addition to the U.S., airmen from the Japan Air Self-Defense Force, South Korean Air Force and Royal Thai Air Force are all working alongside one another, building relationships, fostering communication and sharing tactics, techniques and procedures.
Chief Master Sgt. of the Air Force Kaleth O. Wright visited JB Elmendorf-Richardson during the exercise to engage with airmen and leaders of all participating countries.
“Any time we come together in a training environment like this, we get really good and realistic training opportunities with our partner nations,” Wright said. “I think opportunities like Red Flag are extremely important for us to get those repetitions in with our allies.
Chief Master Sergeant of the Air Force Kaleth O. Wright, Ra Young-Chang, chief master sergeant of the South Korean Air Force, and Joint Base Elmendorf-Richardson senior enlisted leaders are briefed before an F-22 Raptor jet engine test cell function check at JB Elmendorf-Richardson, Alaska, June 10, 2019.
(U.S. Air Force photo by Senior Airman Jonathan Valdes)
“I encourage all participants to take advantage of these opportunities where you get to work at a tactical level with our Indo-Pacific and our European counterparts because you never know how those relationships might pay off one day.”
Following his own advice, Wright extended invitations to his senior enlisted leader counterparts from throughout the Pacific, marking the first time all four senior enlisted leaders from the U.S., Japan, South Korea and Thailand gathered in the same location.
“Instability is on the rise in the Indo-Pacific area of operations, so it’s extremely important for all allied nations in the region to sharpen our skills and strengthen our ability to work together to preserve the peace and stability of this very important region,” said Warrant Officer Masahiro Yokota, Japan Air Self-Defense Force senior enlisted advisor.
This iteration of RF-A, which began June 6, 2019, provides joint offensive counter-air, interdiction, close air support and large-force employment training.
“I feel pleased, delighted and honored to have the opportunity to join in Red Flag and the senior leaders activities here at (JB Elmendorf-Richardson),” Royal Thai Air Force Flight Sgt. First Class Likhid Deeraksah said. “I think it’s a great opportunity to learn about different cultures and the ways of doing things in Korea, Japan and the United States. I’m excited to take some of these ideas back to our work centers in Thailand.”
An A-10 Thunderbolt pilot from the 25th Fighter Squadron, Osan Air Base, Republic of Korea, performs pre-flight checks at Eielson Air Force Base, Alaska, June 10, 2019. The 25th FS is participating in Exercise Red Flag-Alaska 19-2, a large-scale training exercise, with units and allied nation’s’ air forces from around the Pacific.
(U.S. Air Force photo by Senior Airman Stefan Alvarez)
All Red Flag-Alaska exercises take place over the Joint Pacific Alaska Range Complex over central Alaska. The entire airspace is made up of extensive military operations areas, special-use airspace and ranges, for a total airspace of more than 67,000 square miles.
Red Flag-Alaska exercises, which provide unique opportunities to integrate various forces in realistic threat environments, date back to 1975, when the exercise was held at Clark Air Base in the Philippines and called exercise Cope Thunder.
Red Flag-Alaska executes the world’s premier tactical joint and coalition air combat employment exercise, designed to replicate the stresses warfighters must face during their first eight to 10 combat sorties. Red Flag-Alaska has the assets, range and support structure to train to joint and combined warfighting doctrine against realistic and robust enemy integrated threat systems, under safe and controlled conditions.
An F-16 Fighting Falcon from the 13th Fighter Squadron, Misawa Air Base, Japan, taxis at Eielson Air Force Base, Alaska, June 10, 2019. The 13th FS is participating in Exercise Red Flag-Alaska 19-2, a large-scale training exercise, with units and allied nation”s air forces from around the Pacific.
(U.S. Air Force photo by Senior Airman Stefan Alvarez)
Wright offered a message to RF-A global airmen about how important their contributions are to the long-term advancement of the nations of the Indo-Pacific region.
“Come here, work hard, have a good time and enjoy the fruits of your labor, particularly when it comes to training and relationships. When our airmen get to work side by side with their counterparts, the long-term impact is that we’re going to be better and we’ll be ready for any scenario.”
Since its inception, thousands of service members from all U.S. military branches, as well as the armed services of countries from around the globe, have taken part in Red Flag-Alaska.
“This beautiful blue planet will lose its luster if we do not give it our all to protect and preserve it,” Yokota said. “Now, let us bring our strengths together to protect and preserve that beauty.”
In 1943 and 1944, specially chosen units of the British Empire were sent into the jungles of Burma on “Chindit” expeditions that went deep behind Japanese lines and assaulted railways, logistic hubs, and bridges to cripple Japanese forces and force them to redirect forces from other fronts. Most soldiers sent into the jungle were wounded, killed, or fell ill, but they made the Japanese pay.
British officers Brig. Gen. Mike Calvert, Lt. Col. Shaw, and Maj James Lumley discuss tactics after the capture of Mogaung in Burma in June 1944 during the second Chindit expedition.
(Imperial War Museums)
The first Chindit expedition, Operation Longcloth, was effected by the 77th Indian Infantry Brigade when they marched into Japanese-occupied Burma in 1943. They attacked Japanese supply depots as well as rail and communication lines.
The unit was made up of multiple infantry regiments, a commando company, eight sections of the Royal Air Force, a signal section, and a mule transport company. Despite the large infantry elements the unit had on paper, they were predominantly a special operations force and they were trained that way, spending months in India working out how to move and live in the jungle with limited resupply or permanent structures.
But the effort was costly. A third of the troops were lost in the jungle or too wounded or sick to march out. The British left them behind. Another 600 were too ill after their return to civilization to fight again, and were sent to hospital until released from service.
Geurilla leaders, including British Maj. Gen. Orde Wingate at center, pose for a photo.
(Imperial War Museums)
Still, the efforts had proved that a single brigade of irregular forces, properly organized and trained, could shift the strategic balance in the jungle. The commander, British Gen. Orde Wingate, proposed a second, larger expedition for deployment in 1944. Prime Minister Winston Churchill readily agreed and assigned six brigades to the task and the American 1st Air Commando Group was assigned to support the operation.
While training the forces for the second Chindit expedition, Wingate took some time to help train America’s 5307th Composite Unit, which would earn fame under the name “Merrill’s Marauders” for operations similar to the Chindits’.
Operation Thursday began with two forces making their way into the country on the ground in the opening weeks of 1944 while four more brigades were to be inserted via glider. The initial glider landings on March 5 were unopposed but still faced major problems. Aerial reconnaissance had failed to spot ditches and trees on the dropzone and glider crashes killed 30 men and wounded 28.
Another 400 men landed safely and improved the runway enough for Dakota aircraft to start ferrying in supplies and additional men. 18,000 troops quickly arrived on the ground with everything they needed to move through the jungle and hunt Japanese soldiers, and more followed over the next few days.
A column of Chindit troops crosses a river in Burma in 1943.
(Imperial War Museums, Public Domain)
Wingate’s orders could be broadly summarized in three points. He was to:
Draw off and break up Japanese forces fighting in the Ledo Sector where Gen. Joe Stilwell was trying to create a road for U.S. resupply,
Prepare the battlefield for the Chinese forces advancing from the east, and
Absolutely destroy every Japanese target that presented itself.
Operation Thursday took place in the middle of Japan’s supply and logistics operations in Burma. Wingate said his force “had been inserted into the enemies’ guts.”
Unlike the 1943 operation, the second expedition relied on some static defenses and bases.
“White City” was constructed on a Japanese railway to control operations there, while a landing site named “Broadway,” one of the three original dropzones, was built into a large and powerful airbase. Other installations included “Aberdeen” and “Blackpool.” Except for the White City and Blackpool, both built on the railroad, Chindit installations were built into the jungle where they were less likely to stumble into Japanese forces.
Chindits prepare a roadblock as a precaution against Japanese attacks.
(Imperial War Museums)
The men were deployed in columns of about 400 men at a time, fighting when they encountered an appropriate enemy force but melting into the jungle and re-forming when faced with a larger Japanese element.
Occasionally, an especially tough target needed to be brought down, and the columns would re-form into battalions or brigades.
The mission achieved its main objectives by the end of March, supporting the efforts of their allies across Burma, but the force stayed in position and continued to hamper Japanese elements.
British Maj. Gen. Orde Wingate died in a plane crash in 1944, causing his force to later fall under direct command of American Gen. Joseph Stilwell who was unpopular for sending the guerrilla force on conventional infantry missions without proper support.
(Imperial War Museums, Public Domain)
On March 24, the mission suffered a major setback when Wingate died in a plane crash. His successor, Brig. Gen. Joseph Lentaigne maintained the Chindits’ mission until ordered in May 1944 to fall in under Stilwell. Stilwell deployed the force like a typical infantry unit for a number of attacks, but failed to provide it with sufficient artillery and air support in some cases.
Stilwell later ordered the 77th to take Myitkyina despite being at only 10 percent strength. The commander turned off his radios and marched out instead.
Chindits prepare tea during a halt in Burma.
(Imperial War Museums)
Eventually, the Japanese forces in Burma began to find and conduct serious assaults on Chindit strongholds, especially White City and Blackpool on the rail networks. White City held out for its entire existence, suffering some penetrations past the wire, but always repelling the enemy force eventually.
Blackpool was not so lucky. Close to Japanese lines, it was eventually isolated thanks to Japanese anti-aircraft guns that prevented aerial resupply. The men were finally forced to fight their way out — 2,000 starving and sick men cutting past the jungle and the Japanese.
The rest of the Chindits, meanwhile, were suffering from the intense fighting, jungle heat and humidity, and disease. By late July, Lentaigne made the decision that the 111th Brigade was no longer fit to fight and withdrew them on his own authority. The rest of the Chindits followed over the next month and the last emerged from the jungle in late August 1944.