The day after the September 11, 2001, terrorist attacks in New York City, newspapers captured the shock and horror. New York Post / Source: Newseum
The September 11, 2001, terrorist attacks happened exactly 19 years ago Friday.
For many people, the attacks were the biggest news story of their lifetime. Almost all who experienced it can remember where they were when they heard of the attacks.
Many people who remember that day also recall the following morning, when newspapers around the world captured the horror, shock, and sadness people felt.
The Newseum, a museum in Washington, DC, that chronicled the history of media, archived more than 100 newspapers from September 12, 2001, the day after the attacks. The front pages of these newspapers, bearing headlines like “ACT OF WAR” and “AMERICA’S DARKEST DAY,” underscore the impact the attacks had on the American psyche.
Here is what newspapers looked like the day after September 11, 2001.
Lambos aren’t exactly known for the rugged durability required by American military vehicles. So, the reason they specially made the Lamborghini Cheetah for the U.S. military would have to be pretty far out there.
Well, not that far, actually: the company was struggling economically from a global recession and an ongoing oil crisis. They were bleeding money, so they decided to start taking design contracts. One of those contracts was actually a subcontract for the American military.
The Cheetah was born.
It debuted in 1977 and was a failure from the start. The large rear-mounted engine ruined the weight distribution (and thus, the vehicle’s handling). After making three expensive prototypes the U.S. Army just wasn’t interested in, the damage was done. Lamborghini even went out of business for a while.
Besides the handling, there were a number of reasons the Lamborghini and the Army just weren’t going to match. A major reason was that Lamborghini’s design was actually a ripoff they received from an Army subcontractor – but Lamborghini didn’t know that.
When the Cheetah bombed during testing for the military, the contract for the new vehicle went to the Humvee.
Even though the Cheetah’s massive failure caused other contractors to pull their money from Lamborghini, sending the company into a death spiral, it gave them time to lick their wounds and reconvene later. The concept of a Lambo SUV never fully died, either.
Lamborghini engineers revisited the idea later, conceiving a civilian version of the vehicle, the Lamborghini Militaria No.1, or LM001, and its more popular, later iteration, the LMA002.
The latest Lamborghini SUV features a V12 engine (the Cheetah only had a V8), souped-up and superior to its 70s-era ancestor in every possible way.
China’s much-hyped but never-before-seen H-20 nuclear bomber has reportedly made “great progress” in its development recently and may even fly publicly in a 2019 military parade.
But while China bills the mysterious jet as a modern answer to the US’ airborne leg of its nuclear triad, a close read of Beijing’s military and nuclear posture reveals another mission much more likely to actually draw blood.
Though the jet remains an absolute unknown with only concept-art depictions in existence, let’s start with what we know. China describes the H-20 as a “new long-distance strategic bomber,” which recent imagery suggests will take a stealthy delta-wing design.
An Asia Times profile of the H-20 cited Chinese media as saying “the ultimate goal for the H-20” is an “operational range to 12,000 kilometers with 20 tons of payload.”
“A large flying wing design … is one of the only aerodynamic ways of achieving the broadband all-aspect stealth required for such a design,” Justin Bronk, an aerial combat expert at the Royal United Services Institute, told Business Insider.
Only one nation on earth operates a large stealth bomber, and that’s the US. But the B-2 has never launched a nuclear bomb, instead it’s been used as a stealthy bomb truck that can devastate hardened enemy targets with massive payloads on a nearly invisible platform.
A possible prototype image of China’s mysterious H-20 bomber.
According to Lawrence Trevethan, a researcher at the China Aerospace Studies Institute, which works with the US Air Force, that’s what China’s H-20 will likely do as well.
“I see the H-20 as a nearly exact replacement for the H-6 (China’s current theoretically nuclear-capable bomber),” Trevethan told Business Insider.
Ignore the nuclear mission
Trevethan, an expert on China’s nuclear posture, pointed out that the H-6 never trains with nuclear bombs. China’s nuclear-missile capable submarines have never had a verified nuclear deterrence patrol. China’s nuclear weapons are not kept mated atop missiles, unlike Russia and the US.
And there’s a simple reason why, according to Trevethan: Nuclear weapons are expensive and mutual nuclear war has never happened.
Instead, conventional war happens — and happens all the time.
Trevethan called the H-20 a bomber “that might actually contribute to a military victory in a war fought as its [nuclear] doctrine imagines. “
Bronk agreed, saying the “biggest impact of a B-2 style capability for the PLAAF [China’s air force] would be much greater vulnerability of bases such as Guam and Kadana to conventional precision strikes.”
Currently, the US has Aegis and THAAD missile defenses in Guam and its Japanese bases, which pose a threat to China’s fleet of missiles. But the US has no established defense against a stealth bomber, which China will likely seek to exploit with the H-20.
Throughout the 1960s, US B-52 nuclear-capable bombers stayed airborne and ready to launch nearly around the clock.
(US Air Force photo)
Not built for cold wars
Instead of a simple air-based nuclear deterrent, like the US and Russia maintain, spend tons of money on, and hope to never use, China’s H-20 looks more like a bomber that actually plans to fight wars. (The US’ bomber fleet, both nuclear and non-nuclear, fights in wars, but never in a nuclear capacity.)
China’s defensive nuclear posture also allows it more leeway in a shooting war. If the US and Russia got into a battle, and either side saw ballistic missiles heading for the other, it would have to assume they were nuclear missiles and retaliate before it faced utter destruction.
But with no missiles ready to go and a much smaller stockpile, China can fire missiles at US bases and ships without giving the impression of a full-on nuclear doomsday.
By fitting the H-20’s concept into China’s nuclear posture, it comes across as more of a credible conventional strike platform meant to beat the US back in the Pacific rather than a flying nuclear threat.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Since the mid-1950s, the US Air Force’s U-2 Dragon Lady has been cruising the upper reaches of the atmosphere, snooping almost totally unnoticed.
While the mission is pretty much the same, the aircraft doing it are much different.
“The ‘U’ in U-2 stands for ‘utility,’ so a lot of people are like, ‘OK, 1955, what are we doing in 2019, when we’re flying F-35s and F-22s … why are we flying the U-2 that was built in 1955?'” Maj. Travis “Lefty” Patterson, a U-2 pilot, said during an event hosted by the Air Force in May at the Intrepid Sea, Air, and Space Museum in New York City.
“Much like the Corvette, which has been around for a long time, there’s been a lot of different versions of [the U-2],” Patterson said. “The U-2s that we fly now, they were all built in about the mid-’80s.”
“The jets are actually pretty new,” U-2 pilot Maj. Matt “Top” Nauman said at the event. “They’re a lot newer than people anticipate, even though it’s been flying for more than 60 years.”
The last of the original batch of U-2A aircraft at the US Air Force Museum.
(US Air Force)
‘It’s just the name is old’
The U-2A was the first to fly, when its massive wings accidentally turned a high-speed taxi test into a flight test in August 1955. It was followed by the U-2C, which had a new engine.
To overcome range limitations, the Air Force and the CIA outfitted U-2As and U-2Cs for aerial refueling; they became U-2Es and U-2Fs, according to The Drive.
In the early 1960s, the desire for more range led to the development of carrier-capable variants. Landing on a carrier, proved challenging, though, and several U-2As were modified with stronger landing gear, an arresting hook, and wing spoilers to decrease lift. These became the U-2G and U-2H.
The U-2R, which first flew in 1967, was 40% larger than the original and had wing pods to carry more sensors and fuel, allowing for high-altitude stand-off surveillance. (The U-2R was tested for carrier operations, but a naval variant of the U-2 never entered service.)
A U-2 on the flight deck of the aircraft carrier USS America.
The last U-2R arrived in 1989, and since 1994 the US has spent id=”listicle-2638876726″.7 billion to modernize the airframe and sensors. After the GE F118-101 engine was added in the late 1990s, all U-2s were redesignated as U-2S, the current variant.
Between 2002 and 2007, Lockheed upgraded the U-2’s 1960s-era cockpit avionics with the Reconnaissance Avionics Maintainability Program, or RAMP, replacing dials and gauges with multifunction displays, an up-front control and display unit, and a secondary flight-display system, according to Military Aerospace Electronics.
The new displays were more user-friendly and offered a better view of the ground to the pilot, who previously had to look into a large tube in the center of the cockpit. RAMP also made the radio controls easier to reach.
The most recent cockpit upgrades were completed in 2013, Lockheed said last year. Other modifications have been floated in the years since, aimed at keeping the U-2’s sensors robust and resilient.
The Air Force currently has about 30 of the single-seat U-2 for missions and four of the two-seat TU-2, which is used for training, based at Beale Air Force Base.
Lt. Col. Lars Hoffman in a new Block 20 U-2S, with a redesigned cockpit, at Osan Air Base in South Korea, June 20, 2006.
(US Air Force photo by Staff Sgt Andrea Knudson)
Each U-2 gets a full overhaul every 4,800 flight hours, or about every six to eight years. Because the airframe doesn’t spend a lot of time under high stress, the current lifespan for a U-2 is into the 2040s and 2050s.
The Air Force still has a few of the U-2s built the late 1960s, but those have been converted, Patterson said.
“Everything’s modern — just the airframe itself came out in ’69. The engine, the cockpit’s all new,” he added. “But most of the aircraft that we have, they’re all built in the mid-’80s, about the same time as the B-2 stealth bomber.”
The newer models, Patterson said, “are about 40% larger [and] significantly more powerful than the original lot of U-2s that you saw when Gary Powers was flying over the Soviet Union, when the Cuban missile crisis is occurring, so it’s a totally different aircraft — modern glass cockpit, so we have screens. We have extremely advanced sensors.”
“So it’s not an old aircraft. It’s just the name is old.”
A U-2, with a satellite communications system on its back and antennas on its belly, over California, March 23, 2016.
(US Air Force photo by Staff Sgt. Robert M. Trujillo)
‘Mr. Potato Head’
By the mid-1960s, US officials were already talking about retiring the U-2, but it survived and has outlasted other reconnaissance aircraft, like the SR-71, which were more expensive to operate.
Unlike satellites, a U-2 can be sent to peer at an area of interest on relatively short notice. It also has advantages over unmanned aerial vehicles, like the RQ-4 Global Hawk, Patterson said.
“When you think about some of the capabilities that our adversaries are able to put into the field pretty quickly and pretty cheaply — GPS jamming and things like that — it definitely pays dividends to have a human being that’s able to react real-time to developing situations.”
A human pilot is also better with unfamiliar surroundings, he said. “I can deploy anywhere in the world because I don’t need to program a new airfield. I can just take my airplane and land it … and I can take off within hours.”
U-2 pilot Maj. Ryan before a sortie in Southwest Asia, Feb. 2, 2017.
(Air Force photo by Senior Airman Tyler Woodward)
Nauman and Patterson both touted the U-2s versatility.
“The ability for this platform to adapt to the newest imaging technology is a key piece of” its continued relevance, Nauman said. “With the size, weight, and power … we’re talking about 5,000 pounds of payload.”
That’s 2,000 pounds more than the RQ-4’s payload. The U-2’s ceiling is also above 70,000 feet — more than 10,000 feet above the ceiling of the RQ-4.
The U-2 can also test technology at high altitudes before it makes the leap to space. “The ability to actually get the most modern technology before it gets to space is kind of what makes us relevant,” Nauman said.
Other technology and payloads can be swapped onto the U-2, helping “to keep the cost down, accelerate development timelines, get these things in the air, and make sure that we run through all the issues,” Patterson said. “Then we can proliferate those [things] throughout the Air Force.”
US Air Force Senior Airman Charlie Lorenzo loads test film into a camera in preparation for a U-2 mission in Southwest Asia, April 17, 2008.
(Air Force photo by Senior Airman Levi Riendeau)
“The U-2’s almost like Mr. Potato Head,” Patterson said, describing its adaptability.
“So you can take a pod off here and a nose off here and put a new thing on pretty quickly, just because it’s got big wings, it’s got a big engine, so we’ve got a lot of size, weight, and power advantage over a lot of other high-altitude aircraft.”
The most well-known U-2 sensor is probably its optical bar camera.
“It’s effectively a giant wet-film camera. … It fits up in the belly of the aircraft. It’s got about 10,500 feet of film” that used to be made by Kodak, Patterson said. “In about eight hours, we can take off and we can map the entire state of California.”
The U-2 no longer does overflights of unfriendly territory, Nauman said. But its suite of cameras and sensors allow it to pick up details whether it’s looking straight down or looking hundreds of miles into the distance.
“Let’s say we don’t want to fly that camera in the belly. We can take the nose off, and we can put a giant radar on the nose,” Patterson said.
“With a big radar up in there in the front,” you can gather imagery out to the horizon, he added. “If you think about how far you can see if you’re parked off somebody’s coast with a 300-mile looking glass, it’s pretty phenomenal.”
The U-2 can also be outfitted with what Patterson described as “like a big digital camera” with a lens “about the size of a pizza platter.” With multiple spectral capabilities, “it’s imaging across different pieces of the light spectrum at any given time, so you can actually pull specific data that these intel analysts need to actually identify” the composition of particular materials.
Signals payloads also allow the U-2 to pick up different radars and other communications.
“We have a number of antennas all across the aircraft that we’re able to just pick up what other people are doing,” Patterson said. “We bring all that on board the aircraft, and we pipe it over a data link to a satellite and then down to the ground somewhere else in the world.”
“While we’re sitting by ourselves over a weird part of the world doing that [intelligence, surveillance, and reconnaissance] mission, all the information we’re collecting is going back down to multiple teams around the globe.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The awards that decorate a troop’s dress uniform have meaning. If a troop does something extraordinary, there are plenty of awards they might earn, depending on the specific heroics. There are medals for more mundane actions, as well. If they serve at a specific location, like going overseas or even to Antarctica, in support of a military campaign, they’re likely to earn a medal. Enlisting at a certain time during conflict adds the National Defense Service Medal to your ribbons rack. However, there’s one award that sticks out as ridiculous — the Military Outstanding Volunteer Service Medal (MOVSM).
All that’s required by this medal is that a troop (active duty, reserve, or national guard) performs a substantial volunteer service to the local community. The idea behind establishing the award in 1993 was to incentivize troops to do great deeds that would reflect highly on military service. In reality, it’s often seen as just another box to check.
We’re not disparaging charitable action, especially when it shines a good light on military service, but here’s why the award itself is silly.
5. The Humanitarian Service Medal already exists
The Humanitarian Service Medal is given to troops who participate in acts like disaster relief or the evacuation of refugees from a hostile area. The difference between this medal and the MOVSM is that this one is earned while on duty.
The HSM goes to the troops who were sent, let’s say, to New Jersey in the wake of Hurricane Sandy. The MOVSM, however, might go to the troop who helped put together a few potluck dinners. Both are the reward for doing a good deed but, according to the military, both nearly as prestigious as the other…
…which leads troops to not care about helping. (Image via GIPHY)
4. The criteria for earning one is vague
Every other award has clean-cut requirements. Have you been to this location or not? How does this act of heroism compare to other selfless acts? Were you able to be a good troop for three years or at least not get caught? This medal is an exception.
If a troop spends every weekend for a decade helping train the Boy Scouts, that’s a Volunteer Service Medal. If a troop says, “yeah, I got time. I can help you with that.” That act might be just as worthy, according to the nebulous criteria.
3. Standards range from impossible to non-existent
Many units see this award as ridiculous and put unreasonable restrictions on it. According to Army Regulation 600-8-22, to earn the MOVSM, one must exceed 3 years and/or 500 hours of service. Many times, a unit will ask for a proof-of-hours sheet that highlights how each of those hours was spent.
On the other side of the coin, the only definitive requirement — as outlined by the DoD — is that the good deed has tangible results and is not a single act. Many troops can tell you that they’ve earned this act simply by preparing and then attending a charity event. Boom. Instant award. Meanwhile, the Soldier who became his son’s Scout Leader has two years, 11 months, and three weeks to go to earn the same accolade.
Chances are that it’ll still get denied. (Image via GIPHY)
2. There’s no citation
The Military Outstanding Volunteer Service Medal is still a service medal. The award gets put in and, if it’s approved, the troop receives it. A commendation medal, on the other hand, is reflective of a specific, heroic action.
Technically speaking, there doesn’t need to be a formation and award ceremony for a MOVSM. The troop should just add it to their record and move on.
No need to waste everyone’s time with a BS award. (Image via GIPHY)
1. You can do the paperwork yourself and not need proof
By now, you’re probably already thinking about this point. If all that’s required is an hours sheet, how can you make sure a troop actually did what they claim? You can’t, really.
Troops who make a habit of volunteering, time and time again, over the course of three years are clearly not doing it for a single award worth five promotion points. They genuinely care. The guy who put on a couple of community potlucks doesn’t care about the volunteer service — they’re in it for the pat on the back.
Without a uniform standard on how to earn one, the award means almost nothing.
You don’t need to confess. Just know if you lied to get one, you suck. (Image via GIPHY)
Bayonets, entrenching tools, and ammo are just some of the pieces of gear troops carry into battle. Over the years, as technology’s progressed and missions have evolved, the gear we use to fight the enemy has changed.
Some gear goes from concept to development to testing but never make it to the frontlines — often for good reason.
During World War I, “turkey peeking” was one of the only ways allied troops could spot the enemy from across the way. However, when a soldier glanced over the parapet, he risked getting shot right in the dome by the opposition’s marksmen. As you can imagine, this made the helmet extremely important in trench warfare.
Since steel helmets were absolutely needed to save troops’ lives in the field, allied forces turned to Dr. Bashford Dean to help lead the design process to create newer, more advanced protection.
Some of the designs, however, may have been a little too crazy.
Based on helmets used by Greeks and Italians in the 15th century, this steel contraption was designed to shade wearers’ eyes like a ballcap. This style of helmet saw limited field-testing during the war, but it was shut down before major production started as it looked too similar to the German Model 1916 helmet.
2. The aviator’s model
A few designs were drafted specifically for aviators, but very few made it to the field testing phase.
3. The tank operator model
This helmet showcased a padded-silk curtain and visor. Its main purpose was to guard against lead splashing onto the operator’s face.
4. The machine gunner’s model (take 1)
The knight-style helmet featured a narrow eye slit and, reportedly, was incredibly challenging to communicate through.
It was after 6 p.m. in the small Midwestern town as people began to end their day.
The warm colors of the mid-August afternoon sky started slipping into the evening. That’s when a handful of Army drill sergeants were inadvertently called into action, and saved a family from a burning vehicle.
Shortly before, people were driving home from work, running errands or just passing through Sparta, Wisconsin, on Highway 21.
Among those driving was David Turner, 62, a retired maintenance worker, who on Aug. 15, 2019, was in his silver SUV with his granddaughters — Delilah, 4, and London, 2 — on an evening cruise along the highway that connects Sparta to his hometown, Tomah, Wisconsin, roughly 17 miles away.
Meanwhile, several drill sergeants with the Army Reserve were also among the passersby.
They had finished a day’s work at Fort McCoy, a nearby Army base located between Sparta and Tomah, and were driving back to their hotels, said Sgt. 1st Class Eric Juhl, a drill sergeant with the 95th Training Division.
The soldiers were on orders, training other Army Reserve drill sergeants vying for U.S. Army Drill Sergeant of the Year later that month.
The right place, at the right time
The drive was cut short after the soldiers had pulled off the road into a nearby parking lot, tending to their first of two unexpected incidents.
The drill sergeants were parked outside of a local flower shop, and had their heads under the hood of a car, trying to pinpoint engine failure in one of the vehicles — but, they weren’t having much luck.
That’s when Sgt. Roger Williams, owner of the inoperable car, and who admits he’s “not a car guy,” called his non-commissioned officer in charge, Sgt. 1st Class Justin McCarthy — who owns a car shop in Charlotte, North Carolina — for back up. Always willing to help, McCarthy arrived shortly after and identified the problem; a serpentine belt had snapped.
Williams, a Beloit, Wisconsin native, opted to drive his personal vehicle to Fort McCoy. The other soldiers, from various parts of the country, were driving rentals.
“We were meant to be there,” said Sgt. Daniel McElroy, a drill sergeant attached to the 108th Training Command, believing by serendipitous chance they were “at the right place, at the right time” to save lives.
As the men finished checking Williams’ car, Turner, the grandfather in a silver SUV, raced by them. Unbeknownst to the soldiers, Turner was suffering from a medical condition at the time, rendering him unconscious. Yet his foot remained pressed on the vehicle’s accelerator.
“I noticed his vehicle going really fast before hitting a median,” said McElroy, adding that the sound of the engine racing initially caught his attention. They were stopped along a residential area, facing a four-way intersection, where vehicles typically drive slowly.
Within a fragment of a moment, the SUV smashed directly into a utility pole on the other side of the intersection, at full speed, splintering the tree-like column on impact and causing power outages in the area.
A “massive, fiery blue explosion” erupted, McElroy said, and was accompanied with multiple energy blasts shooting from the fractured utility pole. The mangled SUV caught fire.
Answering the call
Although the men were bewildered, working together came naturally. So, without a word or moment of hesitation, all four sprinted toward the burning vehicle. They felt their Army training kick in.
McCarthy, a 25-year service veteran, had experienced a similar situation during a 2007 deployment in Iraq, when his vehicle was hit by an improvised explosive device. He also has a civilian background with energy, and verified no live wires were touching the vehicle.
However, its motor was in flames, fluid had puddled onto the road around it, and black smoke from the engine poured into the air vents and filled the inside of the vehicle with smoke. It seemed the family was on borrowed time.
“The first person we checked was the driver,” Juhl said, after rushing to the vehicle, adding that Turner was conscious, but “out of it” at the time.
Turner, who suffered a fractured vertebrae among other injuries, was pinned in the driver’s seat. He woke up to the smell of air bag powder blended with engine smoke, he said, and immediately thought about his granddaughters in the back.
When the collision happened, the pole pretzeled the framework of his vehicle as easy as a soda can being crushed. The steering wheel immediately locked Turner into place. The soldiers tried opening the driver’s side door, but it was useless.
Like Turner, the door was pinned in. However, it was bent enough for the soldiers to fold the frame like a banana from the top, McCarthy said. They worked on the door until the glass from the driver’s side window shattered, causing black smoke to roll out from inside.
They could reach Turner with their hands, but were still unable to move him. All Turner could repeat was, “How are the girls?” in a dazed tone.
“I tried getting out on my own,” Turner later said. “The pain was so intense all I could say was ‘get the girls, leave me alone, if I die, I die.'”
At the time, the soldiers were unaware of any passengers. Due to the smoke-filled interior, deployed side airbag curtains, and dark tinted windows of the SUV — their vision was clouded, McCarthy said. In addition, he didn’t hear any crying.
McCarthy “didn’t know what to expect” when he opened the back door, he said, and his “heart sank thinking of the children’s conditions.” He and Juhl rushed to opposite sides of the vehicle to check the children.
McCarthy was greeted by the 2-year-old, London, and he asked “is it okay if I get you out of your chair?” London, safely in her car seat, replied, “I’m 2,” ignoring the question, raising her index and middle fingers. He didn’t see injuries on the girl.
Meanwhile, Juhl checked on Delilah, who also had no visible injuries. They removed the girls without any issues.
The soldiers “relied on their Army training in a civilian environment,” McCarthy said, adding, although it wasn’t a tactical vehicle, and they’ve “never trained with child seats,” it was comparable to “a gunner in a turret,” or similar training scenario.
Around this time, McElroy pulled Turner from the vehicle from the front passenger side door. After ensuring the victims were okay, and local responders arrived, the soldiers slipped into the crowd and left. It wasn’t until the Turner family searched for the men that their story was able to be shared.
The drill sergeants credit readiness training for their actions.
“The Army has done an outstanding job training individual soldiers,” McCarthy said, adding, “Things like combat lifesaving skills prepared me adequately, and without the Army’s training, I don’t know if I would have responded as effectively.”
“Those men were humble; they responded and went home,” Turner said, who is expected to make a full recovery. “But, the word ‘hero’ doesn’t touch who they are. Anybody who is in the military, if they are going through any training, should emulate the people who saved my life.”
In December 2018, 574th Aircraft Maintenance Squadron maintainers installed a metallic 3D printed part on an operational F-22 Raptor during depot maintenance at Hill Air Force Base.
“One of the most difficult things to overcome in the F-22 community, because of the small fleet size, is the availability of additional parts to support the aircraft,” said Robert Lewin, 574th AMXS director.
The use of 3D printing gives maintainers the ability to acquire replacement parts on short notice without minimum order quantities. This not only saves taxpayer dollars, but reduces the time the aircraft is in maintenance.
The printed bracket will not corrode and is made using a powder bed fusion process that utilizes a laser to build the part layer by layer from a titanium powder. A new bracket can be ordered and delivered to the depot for installation as quickly as three days.
A new metallic 3D printed part alongside the aluminum part it will replace on an F-22 Raptor during depot repair at Hill Air Force Base, Utah, Jan 16, 2019. The new titanium part will not corrode and can be procured faster and at less cost than the conventionally manufactured part.
(U.S. Air Force photo by R. Nial Bradshaw)
The printed part replaces a corrosion-prone aluminum component in the kick panel assembly of the cockpit that is replaced 80 percent of the time during maintenance.
“We had to go to engineering, get the prints modified, we had to go through stress testing to make sure the part could withstand the loads it would be experiencing — which isn’t that much, that is why we chose a secondary part,” said Robert Blind, Lockheed Martin modifications manager.
The part will be monitored while in service and inspected when the aircraft returns to Hill AFB for maintenance. If validated, the part will be installed on all F-22 aircraft during maintenance.
“We’re looking to go a little bit further as this part proves itself out,” said Blind.
The printed titanium bracket is only the first of many metallic additive manufactured parts planned through public-private partnerships. There are at least five more metallic 3D printed parts planned for validation on the F-22.
“Once we get to the more complicated parts, the result could be a 60-70 day reduction in flow time for aircraft to be here for maintenance,” said Lewin.
This will enable faster repair and reduce the turnaround, returning the aircraft back to the warfighter.
The United States must confront Russia for providing weapons to the Taliban for use against American-backed forces in Afghanistan, top U.S. military officials said Monday.
At a news conference with Defense Secretary Jim Mattis at his side, Gen. John Nicholson, the American commander in Afghanistan, wouldn’t provide specifics about Russia’s role in Afghanistan. But said he would “not refute” that Moscow’s involvement includes giving weapons to the Taliban.
Earlier Monday, a senior U.S. military official told reporters in Kabul that Russia was giving machine guns and other medium-weight weapons. The Taliban are using the weapons in the southern provinces of Helmand, Kandahar and Uruzgan, according to the official, who briefed journalists on intelligence information on condition of anonymity.
Russia denies that it provides any such support to the Taliban, which ruled Afghanistan until the U.S.-led invasion in 2001. Russia says contacts are limited to safeguarding security and getting the hard-line religious fundamentalists to reconcile with the government — which Washington has failed for years to advance. Russia also has promoted easing global sanctions on Taliban leaders who prove cooperative.
Asked about Russia’s activity in Afghanistan, where it fought a bloody war in the 1980s and withdrew in defeat, Mattis alluded to the increasing U.S. concerns.
“We’ll engage with Russia diplomatically,” Mattis said. “We’ll do so where we can, but we’re going to have to confront Russia where what they’re doing is contrary to international law or denying the sovereignty of other countries.”
“For example,” Mattis told reporters in the Afghan capital, “any weapons being funneled here from a foreign country would be a violation of international law.”
Mattis met with President Ashraf Ghani and other senior government officials just hours after the nation’s defense minister and Army chief resigned over a massacre of more than 140 Afghan troops at a military base last Friday.
The insurgent assault was the biggest ever on a military base in Afghanistan, involving multiple gunmen and suicide bombers in army uniforms who penetrated the compound of the 209th Corps of the Afghan National Army in northern Balkh province on Friday, killing and wounding scores. The death toll was likely to rise further.
Referring to the Russians again, Nicholson said “anyone who arms belligerents who perpetuate attacks like the one we saw” isn’t focused on “the best way forward to a peaceful reconciliation.”
Given the sophisticated planning behind the attack, he also said “it’s quite possible” that the Pakistan-based Haqqani network was responsible. The Taliban claimed it carried out the attack.
Nicholson recently told Congress that he needs a few thousand more troops to keep Afghan security forces on track to eventually handling the Taliban insurgency on their own. The Trump administration is still reviewing possible troop decisions.
Mattis on Monday offered a grim assessment for Afghan forces fighting the Taliban.
“2017 is going to be another tough year,” he said.
Kabul was the final stop on Mattis’ six-nation, weeklong tour. He is the first member of President Donald Trump’s Cabinet to visit Afghanistan. As part of the administration’s review of Afghan policy, Trump’s national security adviser, Army Lt. Gen. H.R. McMaster, visited Kabul last week to consult with Nicholson and Afghan officials.
The war began in October 2001. The U.S. has about 9,800 troops in Afghanistan. They ended their combat mission against the Taliban in 2014 but are increasingly involved in backing up Afghan forces on the battlefield.
Throughout history, snipers have had two basic roles: deliver long range precision direct fire and collect battlefield information. Their heritage can be traced to the Revolutionary War.
Many of America’s soldiers fighting for their independence in the late 1700s were militia, marksmen by necessity, farmers, and settlers who hunted to feed their family. At the time, their weapons were still relatively primitive, little more than basic hunting rifles, but these hunters were skilled and, according to the American Shooting Journal, while fighting the British, long-range kills were common. Without any formal guidance, these volunteers were doing exactly the same mission as snipers do today.
Snipers continued to play an integral part in battlefield operations during World War I, when trench warfare provided good hiding places for sharpshooters, World War II’s lengthy field deployments, and the Vietnam War, when sniper fire eliminated more than 1,200 enemy combatants.
Since 1945, we have recognized the sniper as an increasingly important part of modern infantry warfare. Sniper rifles and their optics have evolved into costly but effective high-tech weaponry. Although technology, as far as snipers are concerned, can never replace experience and skill.
Annual International Sniper Competition, October 2018.
(U.S. Army photos by Markeith Horace)
Infantrymen U.S. Army Staff Sgt. Micah Fulmer and Spc. Tristan Ivkov, 1st Battalion, 157th Infantry (Mountain), Colorado Army National Guard, showed off their sniper skills, taking second place at the 2018 International Sniper Competition at Fort Benning, Georgia, in October 2018.
The International Sniper Competition is also open to law enforcement agencies, and the 2018 competition featured some of the best snipers from around the globe, including the U.S. military, international militaries, and the Federal Bureau of Investigation.
The best teams face a gauntlet of rigorous physical, mental and endurance events that test the range of sniper skills, including long range marksmanship, observation, reconnaissance, and reporting abilities as well as stealth and concealment.
It is a combat-focused competition that tests a sniper team’s ability to communicate and make decisions while stressed and fatigued, to challenge comfort zones of precision marksmanship capability and training methodology, and to share information and lessons learned regarding sniper operations, tactics, techniques, and equipment.
Army Staff Sgt. Mathew Fox waits to engage a target in the live-fire stalk event during the 2012 International Sniper Competition at the U.S. Army Sniper School on Fort Benning.
(U.S. Army photo)
Ivkov suffered a knee injury prior to the National Guard match. Despite the injury, his team took first place, securing their spot in the international competition. However, concerned about how the injury may impact the team’s ability at the next level, he felt as if they shouldn’t have even been there.
“We went in with quite the train up,” Ivkov said. “Coming in with a second place medal was even a little higher than we figured on.”
The team attended an eight-week training course just before the competition took place.
In order to keep things fair, “We used schoolhouse-issued weapons so everyone was running the same gear,” Ivkov said. “The competition lasted 96 hours…we probably slept 10.”
Their targets ranged from “M9 (Pistol) targets at 5 feet to .50 caliber at a little over a mile away,” Fulmer said. “The actual shooting is just a fraction of the knowledge and discipline you have to have to be a sniper.”
The team must gauge atmospheric and wind conditions, factors that can change a bullet’s course. At some of the longer ranges, even Earth’s rotation must be taken into account. They must also move undetected through varied terrain to get into the right shooting position.
Sgt. Nicholas Irving, of 3rd Battalion, 75th Ranger Regiment, takes aim during the “Defensive Shoot” event at Wagner Range on Fort Benning, Ga., during the Ninth annual U.S. Army International Sniper Competition.
(U.S. Army photo)
Hitting the target also takes “a little bit of luck,” Fulmer said.
Fulmer served four years in the U.S. Marine Corps before joining the Colorado National Guard. Working as mentor and spotter for Ivkov, he earned the honor of top spotter at the international competition.
U.S. Army Staff Sgts. Brandon Kelley and Jonathan Roque, a team from the 75th Ranger Regiment, took first place, for the second consecutive year. Swedish Armed Forces Lance Cpls. Erik Azcarate and David Jacobsson, from the 17th Wing Air Force Rangers, finished third.
The key for any sniper is to remain “calm, cool and collected,” Fulmer said. “We’re not going to let up now; this is just the beginning.”
With ever-changing combat environments and the necessity to stay ahead of the adversary, the U.S. Army, as recently as November 2018, awarded contracts for the fielding of the M107 .50-caliber, long-range sniper rifle. These rifles will assist soldiers such as Ivkov and Fulmer continue to take the fight to the enemy.
In the late 1950s and early 1960s, the Army was testing out a number of ideas to help support troops. Some of these ideas, like the XV-5 Vertifan, were decades ahead of their time. Others, though, fell by the wayside as alternate technologies emerged and proved better able to do the job. One of these forgotten experiments was something called the XV-8 Fleep.
At the time, the Army looking for a new way to resupply troops. The Army was also in the middle of restructuring their forces, further dispersing units to better mitigate the effects of a potential nuclear attack. They needed a new, fast way to get materiel from one unit to the next. Something small, nimble, and durable — like a Jeep, which was already a military icon.
“Fleep,” as you’ve probably noticed by now, is a portmanteau of ‘flying’ and ‘Jeep.’ That’s right. The idea sounds silly to us now, but at the time, it made complete sense to the Ryan Aeronautic Company.
The XV-8 performed well enough in testing that the United States Army considered a production run, according to a 1965 report. The Fleep could be flown easily by an average pilot with either fixed-wing or rotary-wing experience. According to AeroFiles.com, it had a top speed of 67 miles per hour and a range of 120 miles. The Army concluded it could haul roughly 1,000 pounds of cargo.
The XV-8 was to be a versatile platform, fulfilling a number of missions for the Army.
By comparison, the top speed of the UH-1D Huey, which was quickly becoming a workhorse in the Vietnam War in 1965, was 137 miles per hour and it had a range of 317 miles. The UH-1D could carry up to 3,116 pounds of cargo.
The numbers here tell a grim tale for the Fleep — the Huey significantly outperformed the Fleep in every comparable metric.
The Fleep wasn’t a bad plane, but the UH-1 simply blew it away in terms of performance.
That’s, ultimately, was why the XV-8 failed to make the cut. Helicopter technology had improved so much in such a short time that, by the time the Fleep saw the light of day, it didn’t stand a chance.
Thankfully, there’s some footage left behind as a relic of this aeronautical oddity. Watch the Fleep take to the skies in the video below.
“Every kid has a dream to be an astronaut,” Air Force veteran Molly Potter said. “But by college, these dreams become less and less important for most. That was not so for me.”
Potter attended Embry-Riddle to major in Space Physics and Space Engineering. While there she tried to start a military career in Army ROTC, but soon found it was not for her. Many of her friends were in Air Force ROTC. She liked the mentality and decided it was the best way to get to where she wanted to be.
“I was a 13-Week Wonder,” Potter says. “I loved it and a quickly did my best to be come a stellar officer.”
She and her then-husband were “poster airmen” at Eglin Air Force Base. He was an AC-130 navigator who deployed all the time; she was a weapons specialist, awarded Company Grade Officer of the Year in her first year. By the time she was promoted to first lieutenant, she had caught SOCOM’s eye.
Going from her desk job to deploying to Southwest Asia with the US Special Operations Command was far from Potter’s comfort zone.
“They gave me a gun and a backpack and basically told me to go,” Potter recalls. “I was essentially a one-person band out there with the Army and Marines. I didn’t realize what I was experiencing.”
And she experienced a lot, even for a munitions specialist.
“Afghanistan was the place I felt most respected on all levels,” Potter says. “The men in JSOC and SOCOM were utmost professionals. They only cared that I did my job, and they needed me to save their asses on occasion. I had the same respect they had for me.”
One night, as the sun went down, a rocket attack knocked Potter out. A cement barrier saved her life, protecting her from the frag.
Like many veterans of recent conflicts, the blast caused her traumatic brain injury. Little was known then about the effects of blasts on the brain, and she was sent home without a diagnosis.
After her deployment, she was assigned as a flight test engineer with test pilots, the next step in her path to becoming what she wanted since childhood. She attempted to numb herself from the emotional turmoil.
Her role was quick-turnaround acquisitions for special operations missions. Watching the munitions she procured from the airplanes or from monitors and how they killed combatants on the ground, even seeing what she calls ‘the Faces of Death,’ coupled with seeing her own life flash before her eyes changed the way she saw her role in the war. Her whole life was dedicated to becoming an astronaut, but here she was engineering ways to make killing more efficient.
“They were supposed to be getting this star officer,” Potter remembers. “Instead, they got a struggling officer, fresh from Afghanistan, who wasn’t sleeping or eating, and whose marriage was falling apart.” She refused to take leave yet struggled with this difficult program, full of the world’s best pilots.
Her memory started to fade, and she couldn’t even get through a day’s work. It hit her one day when she was driving home from after flying military aircraft on military orders, but suddenly couldn’t remember how to get home.
“I realized then I needed help,” Potter says. “But I didn’t want to lose my clearance, my career. But my commanding officers started to notice there was something wrong with me. I wasn’t really there.” It all came crashing down in 2013, when a motorcyclist ran into her car in Las Vegas and Potter suffered a total mental breakdown. Her leadership realized what was happening.
“I was lucky my command realized I had a problem,” Potter says. “Instead of disciplining me, they told me ‘the Air Force broke you and the Air Force is going to put you back together.'” Recovery soon became her full time job.
“I was a high suicide risk,” Potter admits. “Therapy was very tough for me. Halfway through, I started to stall. I was having nightmares. Even with my mom there, things were not going well. I was suppressing all this awful shit and having horrible nightmares. That’s when I got Bella.”
Bella is Potter’s “100 percent American Mutt.” When Potter experienced intense Obsessive-Compulsive Disorder and refused to leave the house, it was Bella who forced her to go outside. She had to be walked, after all. Bella also had to be fed, watered, petted, and cleaned. She became Molly Potter’s reason to get out of bed, to get out of the house.
“She slowly started bringing my life back,” Potter says. “I started realizing she was waking me up in the middle of the night when I was having nightmares. She prevented my panic attacks and my night terrors. I started progressing with my therapy and becoming myself again.” Bella’s effect on Potter was so strong, her therapist suggested she train Bella as a service dog, and that’s exactly what she did.
In the meantime, the Air Force began to wonder what to do with Potter. She did lose her clearance and could no longer fly, but she didn’t have disciplinary issues, so her command wanted to work with her to help her find a new Air Force role or help her transition to the civilian world.
In her preparation to leave the service, she started to work at the Airmen and Family Readiness Center at Nellis Air Force Base, to help troubled Airmen and families or help those who were also transitioning. Bella would come with her, to keep her calm and bring her back in case of a panic attack or breakdown. The families visiting the AFRC loved her, but not everyone was a fan of Bella in the workplace.
“I got a lot of pushback for this service dog,” Potter says. “There was no regulation for service dogs and uniformed personnel.”
A potentially troubling situation took a turn for the best one evening, as Potter brought Bella to an Air Force Association Symposium in Washington, DC. She happened to run into Air Force Chief of Staff General Mark Welsh and then-Secretary of the Air Force Eric Fanning.
She told the senior leaders how great her therapy was and how the Air Force PTSD therapy helped her. Then she told them about her concern for regulations regarding service dogs and that one should be written. They both agreed. Now active duty Airmen and Soldiers on PTSD therapy can use working dogs to help them cope as an accepted practice.
“Bella saved my life,” Potter says. “She changed the tide of my therapy and gave me the confidence to be Captain Potter again.”
The CSAF and the SECAF gave their full support and attention to this issue and Potter now uses her story with Bella as a way to help promote getting help while in the military.
“It’s not the only way, but it was my way,” Potter remarked. “I was anorexic, divorced, and suicidal. Five month changed my life. I had horrible experience in Afghanistan, but by the time I left the military, I was happy, sleeping and had a support network to start a new life.”
Potter now lives and works in Austin, Texas. In her spare time, she volunteers with the Air Force Association and works to match service dogs to other veterans facing the struggles she once faced.
“I still think women on the battlefields is a positive thing,” she said. “War isn’t in the trenches anymore and women bring a more creative, sometimes necessary softer tone to the fight. In the future, critical thinking could be crucial to winning and I think women in these roles bring new solutions to the problems surrounding war.”
If you’ve seen Top Gun or any footage of an American aircraft carrier doing its thing, you’ve probably seen catapults launch aircraft. These impressive devices can launch a fully-loaded plane, getting it up to speeds as high as 200 knots in a matter of seconds — if everything’s working right.
The same is true for the electromagnetic aircraft launch system, or EMALS, in use on the Navy’s newest aircraft carrier, USS Gerald R. Ford (CVN 78).
But how does the Navy make sure everything’s working as intended? How can they verify that any repairs they’ve made have actually fixed the thing? There are 122 millions reasons why you wouldn’t want to test it out on a brand new F-35C Lightning II. So, because USAA doesn’t offer that magnitude of coverage, the US Navy needs a cheap, solid stand-in.
When you fix the catapult, you want to make sure you got it right.
(U.S. Navy photo by Petty Officer 3rd Class Cole C. Pielop)
According to one Navy release, they use what are called “dead loads” to simulate the weight of planes. These are essentially wheeled sleds made of solid metal that can be launched in relatively shallow water (“relative” to the USS Gerald R. Ford’s maximum draft of 41 feet). That makes recovering the dead loads easy.
Since the dead loads aren’t outfitted with electronics — or even an engine — they are relatively easy to replace. Furthermore, if they are recovered, they can be reused. It’s a very cheap way to make sure that your aircraft launch system is working, be it a traditional catapult or the new EMALS.
When you are trying to launch a 2 million F-35 Lightning from a carrier, you want to make sure the launching system works.
(U. S. Navy photo by Arnel Parker)
To watch the Navy test the EMALS on USS Gerald R. Ford, check out the video below. You even get a view from the perspective of the “dead load,” giving you a taste of the catapult’s power.