Multiple experts recently told Business Insider that Russia’s program to acquire and field the Su-57 desperately needs an infusion of cash from an international investor, like India.
Initially, India was a partner in the Su-57 program, and intended to help develop, build, and, eventually, buy scores of the advanced fighter jet pitched as a rival to the US F-22 and F-35, but those talks soured and Russia never saw the money.
Experts now allege that Russia’s deployment of the underdeveloped, underpowered fighters to Syria, a combat zone where they’re hardly relevant as air-superiority fighters not facing any real air threats, was a marketing ploy to get more investment.
But while Russia rushes off the Su-57s for a deployment that lasts mere days and demonstrates only that the supposedly next-generation fighters can drop bombs, the US has made real inroads selling the F-35 to countries that might have looked at the Su-57.
The US sent F-35s to the Singapore Air Show in February 2018 as part of an international sales pitch. President Donald Trump’s administration has loosened up regulations on who the US can sell weapons to, and the F-35, once a troubled program, finally seems to have hit its stride.
“The Russian economy is a mess,” retired US Air Force Lt. Gen. David Deptula, now head of the Mitchell Institute for Aerospace Studies, told Business Insider. “One of the things they can actually get money for is the advanced tech in their weapons systems.”
But with the Su-57 seeming like a long shot with trouble ahead, and the F-35 now ready to buy, the Trump administration’s expressed strategy of punishing the Kremlin’s cash flow with military sales might bear fruit.
Asked if the F-35’s export to countries like India posed a threat to Russia’s Su-57 program, Deptula gave a short answer: “Yes.”
The Su-57’s death blow could fall in a boardroom in New Delhi
Japan and South Korea are both thinking about buying more F-35s, but most importantly, The Diplomat rounded up several reports indicating that India’s Air Force formally requested a classified briefing on the F-35A, and it may buy up to 126 of the jets.
At around $100 million per airframe, such a purchase would likely leave little room in the budget for India to buy Su-57s, which would require vastly different support infrastructure than the US jet.
“Having been to India and met with their Air Force leadership, while they are a neutral country, their culture is one that fits very well with English-speaking nations around the world,” said Deptula, who said the US trying to sell F-35s to India would be “worthwhile.”
If India decided to buy F-35s, or really any Western jet, Russia would have its struggling Su-57 and one fewer customer for it. Meanwhile, Russia has only ordered 12 of the Su-57s, not even enough for a full squadron.
So, while jet enthusiasts have long debated who would win in a fight between the F-35 and the Su-57, we may never find out.
The US’s F-35 is a real jet — three real jets, actually — that has significant money behind it to keep it flying in air forces around the globe for decades to come. Russia’s Su-57 has no such security.
Two Navy destroyer collisions in the Pacific this summer that claimed the lives of 17 sailors were preventable and resulted from multiple failures on the part of senior officers and sailors standing watch to avert disaster, according to a new investigation released October 31.
The destroyer Fitzgerald collided with the Philippine-flagged tanker ACX Crystal off the coast of Japan on June 17, claiming the lives of seven sailors when compartments flooded.
Two months later, on Aug. 21, the destroyer John S. McCain and Liberian-flagged container ship Alnic MC collided near the Straits of Malacca, causing the deaths of another 10 sailors.
“Both of these accidents were preventable and the respective investigations found multiple failures by watchstanders that contributed to the incidents,” Chief of Naval Operations Adm. John Richardson said in a statement released Nov. 1. “We must do better.”
Released investigations totaling 72 pages showed that errors and failures — ranging from inadequate training and knowledge to undue fatigue — played roles in both collisions.
The Fitzgerald was not operating at a safe speed appropriate to the number of the ships in the area, officials found, and failed to notify other ships of danger and take proper action.
In addition, they found, watchstanders were paying attention only on Fitzgerald’s port side, not on the starboard side, where three ships presented a collision risk.
In the case of the McCain, the report found, errors compounded following mistakes in operating the ship’s steering and propulsion.
The ship made too sharp of a turn to the port, or left, side, just before the collision, officials found, a mistake due in part to the fact that several sailors on watch during the collision had been temporarily assigned from the cruiser Antietam, which has significantly different steering controls.
“Multiple bridge watchstanders lacked a basic level of knowledge on the steering control system, in particular the transfer of steering and thrust control between stations,” investigators found.
The release of the reports comes a day before Richardson and the commander of U.S. Fleet Forces Command, Adm. Philip Davidson, are set to discuss the way forward for the Navy in a press conference at the Pentagon.
Hours after the McCain collision, Richardson commissioned Davidson to complete a 60-day comprehensive review of Navy surface warfare deployment and training practices and determine areas for improvement to prevent further disasters.
“We are a Navy that learns from mistakes, and the Navy is firmly committed to doing everything possible to prevent an accident like this from happening again,” Richardson said Wednesday. “We must never allow an accident like this to take the lives of such magnificent young Sailors and inflict such painful grief on their families and the nation.”
The U.S. military is proudly sending 18 athletes to the 2016 Olympic Games in Rio de Janiero, Brazil. Some games have already started, including soccer, but the opening ceremony is set for Aug. 5 with the games running for about two weeks.
For decades, the U.S. military has sent a select number of its troops to compete against the world’s best athletes, and this year’s XXXI Olympiad is no exception. Here they are along with a couple fast facts about each one:
1. Army Spc. Hillary Bor
Specialist Hillary Bor is a financial management technician and a two-time Big 12 conference champion in the 3,000-meter steeplechase. He placed second in the U.S. Olympic Track and Field Trials.
2. Army Spc. Paul Chelimo
Specialist Paul Chelimo is a water treatment specialist who will compete in the 5,000-meter race.
3. Army Sgt. 1st Class Glenn Eller
Sergeant 1st Class Glenn Eller is an instructor on the Army Marksmanship Unit’s International Shotgun Team. He will compete in the double trap event in Rio de Janiero, Brazil.
4. Marine Corps 2nd Lt. David Higgins
Second Lt. David Higgins is a recent graduate of the Air Force Academy who cross-commissioned into the Marine Corps. He will compete in the 50-meter prone rifle event in the Rio Olympics.
Edward King is a 2011 Naval Academy graduate and completed SEAL training before being assigned to the Navy’s information warfare community at Fort Meade, Maryland. He has taken an extended leave of absence from the service to compete on the U.S. Olympic Rowing team for the Rio Games. Originally from South Africa, King was first introduced to rowing at the Naval Academy.
7. Army Spc. Shadrack Kipchirchir
Specialist Shadrack Kipchirchir is a financial management technician who will compete in the 10,000-meter race in the 2016 Olympic Games.
8. Army Spc. Leonard Korir
Specialist Leonard Korir is a competitor in the 10,000-meter race who also serves as a motor transport operator in the Army.
9. Army Spc. Daniel Lowe
Specialist Daniel Lowe is a watercraft engineer and first-time Olympian. He will compete in the air rifle event and the three-position prone rifle event.
10. Army Staff Sgt. Michael Lukow
Staff Sgt. Michael Lukow is an infantryman and adaptive athlete who will represent the U.S. in the recurve bow event at the 2016 Paralympic Games. He learned archery while recovering from injuries sustained in Iraq that cost him his right foot.
11. Army Sgt. Elizabeth Marks
Sergeant Elizabeth Marks is a medic and Paralympic Athlete who won four gold medals at the 2016 Invictus Games. She will compete in the 100-meter breaststroke at the Rio Games. She is best known for giving one of her Invictus Gold Medals to Prince Harry of England to donate to the Papworth Hospital staff in England who helped save her life.
12. Army Sgt. 1st Class Michael McPhail
Sergeant 1st Class Michael McPhail is an infantryman heading into his second Olympics. In 2012, he competed in the 50-meter prone rifle. He will compete in the same event in 2016.
13. Army Staff Sgt. John Nunn
Staff Sgt. John Nunn is a dental specialist and competitive race walker. He competed in the 2004 and 2012 Olympics and will do so again in Rio. He won the 2016 U.S. Olympic Race Walk 50k Team Trials with a personal record of 4:13:21.
14. Army Sgt. 1st Class Josh Richmond
Sergeant 1st Class Josh Richmond is an infantryman headed to his second Olympic games. He competes in the double trap shotgun event and serves as an instructor on the Army Marksmanship Unit’s International Shotgun Team.
15. Army Sgt. 1st Class Keith Sanderson
Sergeant 1st Class Keith Sanderson is an infantryman and competitive pistol shooter. Rio will be his third Olympic appearance. In 2008, he set an Olympic qualification record in the Beijing games for the 25-meter rapid fire pistol event.
16. Army Sgt. Nathan Schrimsher
Sergeant Nathan Schrimsher is a motor transport operator and competitor in the modern pentathlon, a five-sport event that includes fencing, swimming, equestrian show jumping, cross-country running and pistol shooting. He was the first athlete to qualify for the 2016 U.S. Olympic Team.
17. Air Force 1st Lt. Cale Simmons
First Lt. Cale Simmons is a pole vaulter and member of the World Class Athlete Program. He graduated from the Air Force Academy where he competed in the pole vault and other track events in 2013.
18. Naval Academy Cadet Regine Tugade (for Team Guam)
Regine Tugade is a Midshipman at the Naval Academy who has been excused for a portion of her plebe summer to compete in the 100-meter dash in the 2016 Olympic Games for Team Guam. She first arrived on the continental U.S. on June 29, the day before plebe summer began. She will return to academy training after the Olympics.
Several months ago, no one believed us when we said that there would eventually be a Space Force. Everyone thought it’d be a foolish idea. We were the biggest fans of the idea from the very beginning. It’s not like we’re mad or anything — just that we’re calling first dibs in line at the Space Force recruitment office.
Whatever. Here’s a bunch of memes that are about the Space Force curated from around the internet and a hand full of other ones that aren’t space related, I guess.
Vice Adm. Nora Tyson, commander of 3rd Fleet, agreed with that assessment, saying that hostilities with the North Korean regime would be the “number one probability.”
The fleet commanders made their comments on a panel discussion titled, “Are we ready to fight — today and in the future?”
“Are we ready to fight? You bet we are,” said Vice Adm. Jamie Foggo, a former 6th Fleet commander who now serves as director of the Navy’s joint staff.
Foggo pointed to recent provocations out of Pyongyang as worrisome. Earlier this month, North Korea launched a land-based nuclear-capable ballistic missile that traveled 300 miles before splashing into the Sea of Japan.
“Frankly, it was pretty impressive,” Foggo said. “It was like a submarine missile launched from a tank. Solid fuel. Pretty impressive.”
Still, Aucoin pointed to the US’ strong relationship with South Korea and Japan as helping to counter aggression out of Pyongyang, along with a number of moves of sophisticated weaponry and early-warning assets to the region, including E2D Hawkeye aircraft, F/A-18 Super Hornets, and F-35B fighters being placed in Okinawa.
The US also has Patriot missile batteries and is moving forward with placing the more-advanced THAAD interceptor on the ground in South Korea. There are more than 28,000 US soldiers stationed there.
Aucoin said those assets provide a “pretty good umbrella.”
By March 1918, it appeared that Germany was gaining the upper hand in its fight against allied forces during World War I.
The Russian army on the Eastern Front had collapsed, allowing about a million soldiers from Germany and other Central Powers nations who had been engaged there to move against British, French, Canadian, and a small contingent of U.S. forces on the Western Front.
The German Spring Offensive, March through June 1918, was designed to win the war before U.S. troops arrived in substantial numbers, said Air Force Lt. Col. Mark E. Grotelueschen.
And the Germans nearly succeeded, said Grotelueschen, who authored the U.S. Army Center of Military History World War I pamphlet “Into the Fight: April-June 1918.”
By April 1, the Germans had 26 percent more soldiers than all the allied force, and had captured more territory than they had since the war started in 1914. By May 27, they came within 35 miles of Paris. More than a million people fled the French capital and the British contemplated an evacuation of the continent.
(U.S. Army photo by Travis Burcham)
When the Spring Offensive began March 21, there was just one American division, the 1st Infantry Division, at the line of trenches that marked the front line. The other divisions — the 2nd, 42nd and 26th — were still in their final phase of training by the French in a quiet sector away from the front.
In May and June, around 460,000 U.S. soldiers and Marines poured into France to bolster the war effort, he said.
Battle for Cantigny
On April 17, the 1st Infantry Division marched toward Cantigny, in northern France. Before their march, Gen. John Pershing, commander of the American Expeditionary Force, gave them a pep talk that left a lasting impression, Grotelueschen said.
Pershing said in part: “You are the finest soldiers in Europe today. … Our people today are hanging upon your deeds. The future is hanging upon your action in this conflict.”
Among those soldiers listening intently to Pershing was Lt. Col. George C. Marshall, the future Army chief of staff, who would later lead the Army through World War II, Grotelueschen said.
During the division’s first few weeks, there were no German infantry attacks, Grotelueschen said. But that didn’t mean it was a safe zone.
The artillery fire was nearly continuous and often included mustard gas, he said. Enemy aircraft adjusted artillery fire and occasionally bombed and strafed the American positions.
The battle for Cantigny lasted from May 28-30. It was the first American attack ever to use airplanes, tanks and flamethrowers, in addition to mortars and artillery — what is today referred to as combined arms warfare.
It was also the first American-led battle of the war, with the other participants being French troops, Grotelueschen said.
The bulk of the fighting was done by soldiers of the 28th Infantry Regiment. They suffered 941 killed or wounded, while the German toll was around 1,500.
“In the gruesome calculus of an attritional war, the fledgling AEF had done what it needed to do. It had killed and wounded more of the enemy than it had lost,” Grotelueschen noted, adding that it “showed friend and foe alike that Americans will both fight and stick.”
The Cantigny battle would become a theme for the months to follow until the end of the war, Nov. 11, 2018, he said. “The inexperienced Americans helped stop German attacks with tenacious defense; proved able to push the Germans back at various points along the line; and, with rare exceptions, held on to whatever terrain they seized.”
Defense of Chateau-Thierry
(U.S. Army photo by Travis Burcham)
On May 31, elements of the 3rd Infantry Division began arriving in the vicinity of the Chateau-Thierry in northern France.
House-to-house fighting ensued. At one point, the French thought that the Germans would capture the city, so they blew up the main bridge across the Marne River, leaving some American forces stranded on the other side.
The U.S. soldiers put up a brave counterattack, making a “critical contribution to the massive French effort to stop the Germans,” who were now within artillery shelling distance of Paris, Grotelueschen said.
Philippe Petain, commander of the French army, wrote a special citation for the U.S. 7th Machine-Gun Battalion, he said. It read in part: “In the course of violent combat, particularly the 31st of May and the 1st of June, 1918, it disputed foot by foot with the Germans the northern outskirts of Château-Thierry, covered itself with glory, thanks to its valor and its skill, costing the enemy sanguinary losses.”
While the 1st and 3rd Infantry Divisions were engaged in battle, the 2nd Infantry Division, made up of a conglomeration of Army and Marine regiments, was arriving in the vicinity of Lucy-le-Bocage, also in northern France.
Some of the most brutal fighting of the war was done by U.S. Marines in a forest known as Belleau Wood June 6-26.
“The allies were desperate not merely for good news, but especially for reassurances to the tired French and British forces that the Americans had entered the fight at last,” Grotelueschen said. “For their part, the Germans could not ignore the fact that in those battles the rookie 2nd Infantry Division (had) severely damaged regiments from four experienced German divisions. The tide was turning.”
We regularly read about wars both past and present. Yet there are few of us who truly know what it’s like to be there. The accounts below are told by the brave men and women who fought on the front lines, as well as those intrepid reporters who documented war in person. From World War II to the battlefields of Vietnam, these seven works provide insight into the triumphs and terrors of armed conflict.
7. We Were Soldiers Once… and Young
We Were Soldiers Once… and Young examines Ia Drang, one of the most significant and brutal battles of the Vietnam War. Written by Lt. Col. Harold Moore, with the help of journalist Joseph L. Galloway—the only journalist on the ground at la Drang—the book tells the harrowing tale of the American soldiers who never gave up, despite the devastation that surrounded them.
6. This Kind of War
The book that Defense Secretary James Mattis recently recommended in response to rising tensions in North Korea, This Kind of War analyzes the Korean War—as told by a man who was there. Often referred to as “the forgotten war,” Fehrenbach, who served as a U.S. Army officer during the war, provides a powerful reflection on its destruction and how unpreparedness led to the loss of so many lives.
5. Valor in Vietnam
Looking at the Vietnam War through the lens of those who were there, Valor in Vietnam offers 19 different stories of triumph and tragedy. Presented in chronological order, the accounts are emotional, intense, and personal.
4. Goodbye Vietnam
William Broyles’ memoir covers his life from the time he was a college student—hoping not to be drafted—to his service in Vietnam and his return to the country years later, in an attempt to come to terms with the bloody war. Though he was enrolled at Oxford when the Vietnam War began, Broyles realized he could not let his class or education stand in the way of his civic duty. He subsequently enrolled in the marines. And while he survived, he wasn’t able to move on until he confronted his past and returned to the former battlefields of Vietnam.
3. Eyewitness to World War II
This military bundle includes three books from Richard Tregaskis, a World War II reporter who bridged the gap between the soldiers on the front lines and those waiting at home. Including Guadalcanal Diary, Invasion Diary, and, John F. Kennedy and PT-109, Tregaskis, who travelled with the Allies during WWII, recounts the bravery and sacrifice he witnessed.
2. Special Ops
Orr Kelly, a journalist who served as a war correspondent in Vietnam, tells the stories of the military’s elite forces. The bundle includes Brave Men, Dark Waters; Never Fight Fair!; Hornet; and, From a Dark Sky. From the Navy SEALs to the US Air Force Special Operations, Kelly details the courage and resilience of these unique fighters. In Never Fight Fair!, the Navy SEALs tell us, in their own words, about the history of their special force and what it takes to be one of the elite.
1. In Pharaoh’s Army
A National Book Award finalist, In Pharaoh’s Army chronicles Tobias Wolff’s experiences as an army officer in the Vietnam War. Present during the Tet Offensive, one of the largest military campaigns that took place during the war, Wolff tells his story and how it has affected him both in and out of Vietnam.
The most recent trend to take the gaming world by storm is the advent of massively multiplayer battle royale games that pit around 100 players against each other. The gameplay is simple: The player lands in a random location, picks up whatever weapons they can manage, and fights others to be the last player standing.
While there are plenty of game mechanics that counter the tips on this list, it wouldn’t be too hard to imagine what it would take to emerge victorious should a battle royale actually happen. Who knows, maybe these real-life tactics will even help you win a game or two.
Dropping into Pleasant Park might not be the best idea…
The beginning of every match has the players make a mad rush in search of randomly placed weapons. Players can generally assume that larger locations have better gear because there are more locations in which for gear to appear.
Assuming the real-life situation is similar and gear is placed without rhyme or reason, there’d simply be no reason to pick a popular place to start. The last situation you want to find yourself in is one where you’re without weapons or protection among people who have both.
Maybe hide in a bunker. No one ever bothers to check the bunkers.
(Bluehole Studio, Inc.)
Most battle royale games constrict the field of play as the game goes on, preventing players from hiding in one spot the entire time instead of, you know, actually playing the game.
In real life, however, where isn’t any time limit, look for a place where you can watch only one avenue of approach and wait things out while the enemies dwindle.
“Don’t mind me. I’m just an aggressive bush. A very aggressive bush.”
The focus of the game is to outlive everyone. This also means that the last two players will need to duke it out (or let the other player die on their own) for there to be a single winner.
You want your enemy to be focusing on the other 98 enemies around them. If you need supplies, keep a low profile. Do not draw attention to yourself. Find some way to blend into the environment so that any enemy looking for you instead looks right past you.
Because everything actually is a trap.
Slow, methodical pace
Much of what separates the games from any real-life, hypothetical scenario is the pace. If you run around having fun and you die in the game… Cool. On to the next round. Meanwhile, in real life, we’ve started wars over the question of whether there is indeed a “next round after death.”
In real life, you’ll need to take the time to think every action through. If your current position is in more danger than another, move without drawing attention to yourself. Believe every step you take is into a trap and plan accordingly.
The U.S. Defense Department has approved the Air Force’s new KC-46A Pegasus refueling tanker for initial production despite recent technical challenges that resulted in program delays.
The service late last week announced that Frank Kendall, the Pentagon’s chief weapons buyer, approved the Boeing Co.-made aircraft based on the 767 airliner for low-rate initial production, known in acquisition parlance as Milestone C.
“I commend the team for diligently working through some difficult technical challenges,” Air Force Secretary Deborah Lee James, said in a statement.
Earlier in the week, she suggested Kendall’s decision might not come until later in the month and that failure by Congress to approve a budget for the fiscal year beginning Oct. 1 would hurt the acquisition effort.
Under a continuing resolution, “KC-46 production would be capped at 12 aircraft,” not the 15 as proposed in the fiscal 2017 budget, and the result would be to “delay operational fielding of this platform,” James said.
Parts of the plane that required reworking included the boom used to refuel Air Force planes (hoses extend from the body and wings to refuel Navy and Marine Corps aircraft, as well as those from allies); the fuel system (which was overhauled after workers loaded a mislabeled chemical into it); and wiring and software.
Boeing has reportedly spent more than $1.2 billion on the repairs, including installing hydraulic pressure relief valves to alleviate “higher than expected axial loads in the boom” discovered in tests to refuel the C-17 Globemaster III, according to the Air Force statement.
Air Force Chief of Staff Gen. David L. Goldfein said he was confident “the KC-46 is ready to take the next step.”
Meanwhile, Darlene Costello, an acquisition executive with the service, said, “I appreciate Boeing’s continued focus as they work to finish development prior to first aircraft delivery.”
Boeing plans to deliver the first 18 KC-46As to the service by January 2018, a date that was previously scheduled for August 2017.
The Air Force within the next month will award the Chicago-based aerospace giant two contracts with a combined value of $2.8 billion for 19 aircraft.
The service plans to spend $48 billion to develop and build 179 of the planes to replace its aging fleet of KC-135s, according to Pentagon budget documents. Boeing forecasts an $80 billion global market for the new tankers, the website Trading Alpha has reported.
The Air Force has selected as preferred bases for the aircraft Altus Air Force Base in Oklahoma, McConnell Air Force Base in Kansas, and Pease Air National Guard Base in New Hampshire.
The folks over at America’s Funniest Home Videos, like, the actual producers of that show, have released a full 10 minutes of funny clips from the military that are actually fantastic with everything from funny training accidents, to hilarious pranks, to Joe doing stupid stuff in the barracks or on deployment.
★CRAZY Military Moments ★ | Army FAILS & Funny Soldiers | AFV 2019
Some of them are common experiences that always have hilarious moments, like when soldiers stumble and fall fantastically while coming out of a rollover trainer. Others are a little more niche, like the foreign soldiers (probably British) conducting an amphibious assault who accidentally jump into waist-deep mud.
But the whole collection really shines when you see the soldiers doing stupid games that you’ve never tried. For instance, I’ve never made a wind-powered vehicle out of a poncho liner, some old wheels, and broken office chairs. But I want one. And my personal heroes are now the troops who lifted an entire tent off the ground and moved it so their buddy, asleep on their cot, would inexplicably wake up outside.
The full collection is available above (duh, you know what YouTube embeds look like). It’s mostly U.S. service members, but there’s a smattering of allies and even some clips that might be from rivals. The videos appear to have accumulated over decades with soldiers in ACUs appearing just moments from grainy shots that look like they’re from the ’80s.
Skip to 4:34 for the guy who accidentally launches himself onto a fire extinguisher.
But, by far, top recommendation comes at 7:01 when some apparent trainees play a game that appears to be an adult version of quarters. Remember quarters? The bloody knuckles game from school, not the drinking game. The one where each player takes turns making a fist on a table while the other person slides a quarter across the table as fast as they can to try and bloody the first player’s fist.
Yeah, these guys play that, but with a shoe instead of a quarter and a crotch instead of a fist. 10/10, would show the clip to trainees and hope it catches on.
Having fast hands and quick feet are just a few of the skill sets boxers need to possess to survive in the ring.
This month, sports fans are eagerly anticipating the much-talked-about Mayweather versus McGregor fight, so check out our list of men who went from serving their country, to “duking-it-out” in the ring.
During the early 1940s, Louis reportedly joined the Army after fighting in a Navy charity bout and was assigned to a segregated cavalry. He served proudly for the next fours years and earned himself the Legion of Merit medal for exceptionally meritorious conduct.
Fighting under the name “Kid Blackie” and “The Manassa Mauler,” Dempsey began his professional boxing career in 1914. During WWII, Dempsey joined the New York State National Guard before serving in the Coast Guard where he retired in 1953 reaching the rank of commander.
3. Ken Norton Sr.
Norton joined the Marine Corps in 1963 where he began to develop his boxing skills. Shortly after his discharge in 1967, Norton turned pro and started fighting elite boxers like Muhammed Ali. He retired in the early ’80s with the outstanding winning record of 42-7.
4. Rocky Marciano
Marciano was drafted into the Army in 1943 and discovered his boxing talent while stationed at Fort Lewis, Washington. In 1946, he dominated an amateur armed forces boxing tournament taking first place. After a brief hiatus to pursue a baseball career, Marciano eventually returned to boxing where he began racking up knock outs.
Spinks joined the Marine Corps in 1973, giving him an opportunity to develop his boxing skills. Spinks fought in the 1976 Olympic games in Montreal and squared off with the legendary Muhammed Ali who he beat after fighting for 15 brutal rounds.
Spinks retired from the sport of boxing in the mid-’90s with the record of 26-17.
Nicknamed “Semper Fi,” Herring began his boxing training in the early 2000s before enlisting in the Marine Corps where he served two tours in Iraq. During his time in the Marines, Herring found himself on the All Marine Corps boxing team and competing on the national stage.
Natapixie asks: Has a non-pilot passenger ever managed to land an airplane?
A common Hollywood trope when dealing with commercial airline-centric plots is inevitably at some point the pilot or pilots will become incapacitated and the lead character, who may or may not have any piloting experience, will be forced to take over, lest they die a fiery death when gravity decides to establish dominance. But has this scenario ever actually played out in real life? And what is the likelihood a passenger with limited to no formal pilot training could actually land a commercial airliner safely if they were being talked through it as is often depicted in movies?
To begin with, as to the first question, when talking large commercial aircraft, yes, a passenger of sorts did once and only once, take over for the incapacitated pilots. This occurred aboard the Helios Airways Flight 522 in 2005. So how did both pilots become incapacitated and what happened after?
In a nutshell, the cabin pressurization switch was set to manual, instead of automatic, and the pilots, who had over 20,000 hours of flight experience combined, didn’t realize there was an issue despite this being something that they should have noticed if they’d done their checklists properly. Later the system alerted them to the pressurization issue as they climbed, but the warnings were misinterpreted. Next, the oxygen masks automatically deployed for passengers at around 18,000 ft, something the pilots were seemingly unaware of. This is curious as when the masks deployed the passengers and the rest of the crew would have put theirs on. When the crew observed the pilots still having the plane climb after this event instead of descending immediately (noteworthy here is the passenger oxygen supplies only last 15 minutes or so), they should have attempted to at the least bang on the locked security door, if the lead flight crew member who had the code to open it was incapacitated or otherwise unable to remember it to get in.
As to why they didn’t do this or if they did and the pilots were simply too out of it for any banging to register, this isn’t known. On that note, at one point the ground engineer who had switched the pressurization to manual during some maintanence before the flight asked the pilot when issues were reported if the pressurization setting was on Auto. The captain at this stage was already a little too far gone mentally from lack of oxygen, and ignored the question. Given his radio communication stopped shortly thereafter when he simply commented about trying to locate some circuit breakers in response, it is presumed he succumbed mere seconds after the question was asked. Had he registered the question an looked, then simply turned the little knob, all would have fixed itself in short order.
Ultimately one of the flight attendants, Andreas Prodromou, did take over flying the plane. There was a problem though. It would seem from the investigation that he had difficulty getting access to the cabin, seemingly only doing so after a couple hours of the plane flying itself and a plane full of passed out people, which we imagine must have been incredibly terrifying for Prodromou on many levels.
So how did it turn out?
Tragically, this ended with the plane crashing and all 121 people aboard killed. Prodromou was actually a pilot himself, though as far as we could tell without any professional experience and certainly not in a Boeing 737. As to why he wasn’t able to bring the plane back down, he wasn’t really given a fair chance in this case. It seems as if moments after he finally got into the cabin, one of the engines ran out of fuel, and then not long after the other died too. Even an extremely experienced pilot in that plane would have had low odds in this case unless in glide range of a suitable airport.
And that’s it. In the over a century old history of commercial aviation, that is the only time we could find that a passenger has had to take over completely in a large commercial airliner. That said, moving on to much smaller planes, it turns out while rare, this sort of thing has actually occurred many times, even in some commercial scenarios.
Perhaps the most notable case of this was when none other than Mr. Bean (aka Rowan Atkinson) chartered a flight for he, his wife, and two children in Kenya in 2001. The aircraft was a little six seat Cessna. Unfortunately for the Atkinson family, at a certain point the pilot lost consciousness. Doing his best not to mimic his clumsy alter ego, Atkinson took over flying the plane. Thankfully for him and his family, they were eventually able to revive the pilot, reportedly after Atkinson slapped him several times. Said pilot then landed the plane without incident.
Moving on from there, perhaps our personal favorite case of a chartered flight resulting in a passenger having to take over is the case of one Doug White, who is a bit of a legend.
In this case, White had chartered the plane to transport himself, his wife, and two daughters. He did have his private pilot’s license, but flying a small Cessna 172 many years before. He didn’t fly much after up until the weeks leading up to the event itself, when he decided to take the hobby back up. Unfortunately for him, in this case rather than finding himself having to fly a nice little trainer plane like the Cessna 172, he was sitting in a twin engine, turbo prop Beachcraft Super King-Air, which seats up to 10, cruises at near 300 mph, and otherwise makes the Cessna 172 look like a child’s toy.
So what happened? During the takeoff phase of the flight, the pilot, Joe Cabuk, randomly slumped over dead, as White describe, “I looked over and his chin was on his chest… He made a loud, guttural sound, kind of a groan, and his eyes rolled back, and his hands never left his lap. It was quick, it was sudden, and it was final.”
Luckily for the four other souls aboard Cabuk did engage the autopilot directly before his own soul left his body so there was time for assessment of the situation.
Knowing how to use the radio, White contacted Air Traffic Control (ATC) and declared an emergency- the go-to thing to do in this scenario. In a nutshell, this basically means from that point on you can do more or less whatever you want in your attempt to get safely back on the ground and ATC is at your beck and call to help out in any way they can, diverting any other planes as needed, providing you any information they can, getting ground emergency personnel nearby where you’re going to attempt to land, and otherwise organizing help in any way possible. Though it is noteworthy here that most ATC personnel are not pilots themselves, and so there is sometimes a delay getting anyone who actually knows how to fly a plane on the line.
On that note, while the initial ATC contact White found himself talking to wasn’t terribly helpful, they eventually got an ATC employee, Lisa Grimm, who was a pilot herself and would go on to be an absolute superstar during the event, helping White to get the aircraft under control and otherwise helping keep him calm.
Later they were able to track down a King Air pilot, Kari Sorenson, to help with the specifics on how to land the thing. During the whole ordeal, beyond having to figure out how to fly and land the plane, White also had a bit of a worry of the dead pilot potentially slumping over the controls at an inopportune moment. But efforts by he and his wife to remove said body from the pilot seat were unsuccessful, so they simply cinched the seatbelt as tight as they could and hoped that would be good enough.
We’ll spare you most of the details, as they are best just gone and listened to, other than to mention our favorite part in which ATC asked Doug “Are you using AutoPilot or are you flying the plane?” and he responded with a thick country drawl, “Me an’ the good lord are hand flying this…” Classic Doug.
Another great line during the final moment before touchdown ATC told White, “Looks good from here, good job.” To which White calmly responded in his best impression of John Wayne, “It ain’t over til’ it’s over friend…”
Remarkably, with a lot of help from his angels on the ground, White was able to land the plane not only safely, but in pilot speak he “greased the landing”, meaning it was a rather gentle and uneventful touchdown and pretty much right on center-line to boot.
Said the aforementioned Sorenson who was in the background telling ATC what to tell White, “I don’t think you could have made the plane more complex or the pilot less experienced and have had a successful landing.”
When all was said and done and he was later interviewed about how he kept so calm through the ordeal, White simply said in his thick drawl, “There were buzzers, amber lights, horns: It was like a circus. The only thing I was concentrating on was keeping the airspeed up and the wings level. You know, just fly the plane… You just focus your fear and go into a zone… There’s no time to chit-chat, or lock up. Just ‘git er done.’… If you’re gonna die, at least die trying not to…”
We’re pretty sure that last line needs to go on a t-shirt pronto.
Moving on from there to some people with zero flight experience who successfully “got ‘er done”, we have one Henry George Anhalt who was aboard a small Piper Cherokee 6 (as you might expect from that, a six seat plane) with his wife and three sons when the 36 year old pilot, Kristopher Pearce, died. The plane at the time was low on fuel, but thankfully only about ten minutes from their destination of Winter Haven airport in Florida. Shortly after the pilot slumped over, Anhalt keyed the radio and asked for help.
Said Anhalt after taking the controls, “I kept my mind on flying the plane on a course for Winter Haven. I started calling, ‘Mayday!’ over and over and kept praying for Kris to revive. We made it to the airport, but we still hadn’t heard from anybody. I started circling. Becky was hollering that I was going too steep, so I made wider circles. Then I noticed that the fuel was low in the tank we were on. I tried switching to the full tank, but the engine would sputter, and I’d put it back to the nearly empty tank. Finally, somebody gets on the frequency and says, ‘Are you the Mayday?’ ‘Yes, my pilot passed out,’ I said. ‘We’re over the Winter Haven airport.’ Then another pilot came on and said, ‘We’re close by. We’ll be over to help.'”
The person who answered the call was flight instructor Dan McCullough who was giving a flight lesson at the time. After calming Anhalt down, he gave him his first flight lesson and being a bit of a gentlemen, didn’t even charge him.
Said McCullough later, “We flew down closer and got him lined up on a real good glide path to the runway. You can get anybody over the numbers on the ground, but it’s that last five feet that’s tricky. I asked him to fly around the airport a bit to get more used to the aircraft. … The only real disadvantage I had over any other time I’ve done it is I couldn’t actually been in the airplane with him… I just gave him directions how to get it over the runway and then to cut the engine. I had to keep him level. If he came in too steep, he’d dive into the ground. If he came in too far back, he’d stall.”
In the end, Anhalt was able to get it down, stating, “I had the flaps—or whatever they’re called—up, and I idled the speed down. After that, it happened real quick.”
His wife added, “We bumped twice on the ground and veered a few feet into the grass.”
And if you’re wondering, as this is often asked in these situations, at least in this case, yes- the flight instructor Dan McCullough was happy to endorse the flight and landing as Anhalt’s first solo in a logbook, if Anhalt wanted to get one.
Moving on from there we have one of the more notable cases of a person with zero pilot experience flying in one of the aforementioned Cessna 172s in 2013. The passenger, a then 77 year old John Wildey, had been a member of the Royal Air Force for 24 years, but not as a pilot.
In short, he and his friend, who went unnamed in the reports, were up flying around as they frequently did, when his friend turned to him and, to quote Wildey, “He said he was sick and asked me to take care of the aircraft controls… He set the controls and put me on the right path. Then he was unwell again, completely unresponsive. I called his name but he didn’t answer.”
As flying such a plane, in terms of keeping it straight and level, isn’t actually that terribly difficult, in fact, if the plane is properly trimmed as it apparently was, it should mostly fly itself straight and level without touching the controls at all, there was no real immediate danger.
Thus, he simply held things steady and, being familiar with at least how to queue the radio, did so. And if you’re curious about this, we have more on how to do that in the Bonus Facts later.
What Wildey also had going for him was that a plane like the Cessna 172 is built as a trainer plane and thus is extremely forgiving of bad landings and relatively easy to fly. But you do have to be able to get it over the runway pretty close to the ground before powering back the engine, and then as the plane sinks hold the nose off as best you can to land on the two rear wheels, while trying to time it so you’re extremely close to the ground when you reach stall speed- aka the speed at which the plane will stop flying and more or less fall with style.
In this case, an RAF helicopter was sent to guide Wildey to the airport, and then in the meantime he was being talked through the whole thing by one Roy Murray, chief flight instructor at Frank Morgan Flying School. Wildey ended up making 3 attempts to land the plane and each time failed in a good approach and was instructed to go to full power, climb back up, and try again. Remarkably, he executed reasonably good go-arounds each time without crashing.
On the fourth attempt, he committed and while it wasn’t what anyone would call a pretty landing, it was one in which not only he, but the plane walked away mostly unscathed save apparently some sparks at one point on touch down. Wildey would later describe:
I know you bring back the controls but I didn’t bring them back hard enough. So really I was sort of nose down rather than anything else… Then we touched and there was a right bump – two or three bumps. I suppose it was a controlled crash really. But I just couldn’t get the brakes because I couldn’t reach them. I managed to get them in the end. But then we sort of went off the runway and all I could see was this runway indicator wall coming towards me and I thought: “I am not going to do it”. But we managed to stop in the end. I’m a lucky bloke…
Sadly, his friend was later pronounced dead at the hospital.
In yet another case of someone with no experience, a student pilot from Australia, Max Sylvester, up on his first lesson in August of 2019 in a small two seat Cessna 152 was about an hour into it when his instructor, Robert Mollard, passed out and slumped over on to him in the cramped aircraft. Ultimately while being talked through it, he successfully executed his first ever landing without incident and actually from his cockpit footage almost dead on center-line and reasonable gentle touch down all things considered. His instructor, as far as we could find, later recovered from whatever happened to him.
Trainee pilot lands aircraft with instructor passed out on his shoulder | ABC News
Moving on from the sighted among us, we have the case of a legally blind person managing to successfully land a plane…
It helped that he, Charles Law, was a former pilot. Law’s flying days had long since been over as he at this point in his life had 20-200 vision in one eye and 20-400 in the other. He was tasked with one more landing when his pilot friend, an 80 year old Harry Stiteler, passed out on approach to the runway.
Said Law as he came in for the landing, all I could see were “the airport thresholds (white markings)… I just aimed for that… We bounced a little hard and it was a little squirrely, and I guess I was a little crooked. But I thought it was a very good landing.”
Unfortunately, despite landing the plane almost immediately after Stiteler passed out, medical personnel were never able to revive him.
On the other end of things, there are many incidents where the passenger was unable to land the plane and all aboard were killed, but we are choosing to go ahead and omit any specific examples as nobody wants to hear about that. We mentioned it, however, just so you don’t get the false impression that this is somehow super easy to do.
Moving back to the big boy planes, one of the reasons, outside of one exception, this just isn’t a thing is because in many regions of the world, it’s usually required that there be two trained pilots aboard in such airliners. Further, in most countries, said pilots are subjected to extremely rigorous and regular medical checkups, far more so than the already reasonably strict requirements for non-commercial pilots.
Thus, it’s just not terribly likely that something would happen to take out both pilots and leave some passengers still able to do anything. In fact, even when talking just one pilot, according to a study done by the Australian Transport Safety Board, incidents of a pilot on commercial aircraft becoming unable to continue with their duties only occurred in about 1 in every 34,000 flights. While that might seem high to you, in most of these cases, there was nothing seriously wrong with the pilot in question. For example, a full half of these incidents were, to put it bluntly, diarrhea related. We’re guessing if there wasn’t a backup pilot, said pilots in these incidents would choose to poop their pants rather than let the plane crash.
So what happens when one pilot is taken out more seriously in these scenarios? While you and your 1000 hours of flight training on Microsoft Flight Simulator might now be thinking “This is what we’ve trained for…”, waiting for that momentous announcement over the intercom requesting anyone with flight experience to come help out, this is not actually what would likely occur. In many cases, the remaining pilot will simply request one of the crew aboard to come sit in the unoccupied seat, perhaps reading through a checklist for them, or if they have some experience doing a little more. This is something we found a handful of otherwise uneventful cases in our searching, with the passengers rarely ever informed there was an issue.
That said, as stated by a former pilot at US Airways, “There are thousands of commercial certified pilots who do not fly for the airlines. So having a commercial pilot on board would not be that uncommon… They can handle the radios, they understand the terminology, they can help prepare the airplane for landing, offloading [responsibilities from] the pilot…”
On that note, we did find one instance during a United Airlines flight when Air Force Captain Mike Gongol was requested to come help out when the captain of that flight had a heart attack. In this case, the flight attendants first requested that any doctor aboard please make themselves known. They later asked if any pilots aboard would push their call button to make themselves known- a sequence of requests not exactly geared towards keeping passengers worry free.
As for Gongol, while he had never flown that particular aircraft, a Boeing 737, his extensive flight experience, including mainly flying a B-1B Lancer Bomber at the time, made him an ideal candidate to come help take a little of the workload off the first officer who was tasked with actually flying the plane in this instance. He later stated she mostly just had him take over the radio communication, which he was well skilled at. We’re guessing had she become incapacitated too, Gongol probably had a high probability of being the first ever passenger to successfully land a commercial airliner. But of course, said first officer had little trouble getting the plane down safely, being herself extremely well trained and all.
But this all does make you wonder, outside of our sample-size of one where the circumstances were stacked against him, in the more general case, how likely is it that a random passenger could land a large commercial airplane if they were being talked through it?
First, if literally zero experience flying a plane or using a really good flight simulator, basically no chance. The problem here is that you do need to actually know how to call someone for help on the radio. And with the myriad of buttons and switches all over, it’s unlikely a random person could figure that out, unless they keep reading to our Bonus Facts section.
That said, pro-tip, if you’re under about 10K ft and in a reasonably populated area, your cell phone will probably work just fine as a way to call for help that could then eventually potentially end up telling you how to operate the plane’s radio. Of course, most commercial airliners don’t spend much time under 10K feet, so odds are you’ll be much higher than that, and if lower, probably in a critical phase of flight meaning there’s no way you’re getting up to the cockpit to help out in time anyway unless they’ve set the autopilot pretty quickly after takeoff. And even then, a noteworthy thing, as tragically the aforementioned Andreas Prodromou demonstrated, is getting into the cockpit in today’s large commercial aircraft in flight is easier said than done if the pilots are both incapacitated and a crew member who knows the code isn’t available. So good luck with that.
But in this increasingly unlikely scenario, if the autopilot was engaged giving you time to work with, and you could get into the cockpit, and then figure out how to use the radio, from there, you might have a chance. But not because you could actually land the plane. The odds of that are basically zero if you have no flight experience and pretty slim even if you do unless you have some training in that or a similar aircraft. The reason you might actually have a fighting chance if you can establish communication with someone on the ground is that most large commercial planes are perfectly capable of landing themselves if you know how to setup the system and then help the system along appropriately.
On that note, if you’d like to see a commercial pilot with a rather excellent YouTube channel walk you through how to do this in a professional level simulator, do go check out MentourPilot’s crash course in the topic titled “How You Can Land a Passenger Airplane- 12 Steps” And, hey, you could always use the airplane WiFi to watch it in-flight…
Finally, if you’re now wondering if any small aircraft have a similar auto-land system, turns out yes some do, the best of which, which is actually superior to the large plane auto-land systems in some ways, is Garmin’s recently launched Autonomi system which is soon rolling out in the approximately million Cirrus Vision Jet under the name Cirrus’ Safe Return system, and will likewise soon be found in the million Piper M600 SLS.
This system is idiot proof and requires only about one sentence of training, which even a three year old could execute. And, truthfully, you’d probably want to tell a 3 year old NOT to do it in most cases, as left to their own devices they’re sure to activate the system on their own randomly. That sentence of training is simply, “Push this big red button.” That’s it.
From there, the system will take over flying, analyze the weather, your fuel, state of the plane, potential terrain in your path, etc, as well as declare an emergency with ATC, and continually update ATC on what it’s doing and its intentions. It will at the same time inform the passengers audibly and on the screen what they should be doing- strap in, enjoy the ride, and don’t touch anything. It will also politely inform the passengers where it’s taking them and when it will be landing.
From there the plane will fly to the destination airport, which will be picked among the safest options within range of your fuel supply. It will then land itself, which in the demos we’ve watched, does a shockingly good job at it, with the worst that can be said is that in one random Piper M600 demo, it was slightly off center line, but otherwise well on the runway and a very gentle landing.
Once down, the system will shut down the engines and inform the passengers when it is safe to exit. Presumably in the coming decade or two this system will rapidly find its way into most smaller aircraft making the stories of passengers taking over for a pilot markedly less dramatic. “I pushed the big red button,” doesn’t have quite the same newsworthy appeal as “Me an’ the good lord are hand flying this…”
If you’re wondering, reportedly approximately 1% of commercial airliner landings are done with auto-land, though in most cases pilots prefer to do it themselves as, among other reasons, auto-land isn’t awesome when there is much wind, particularly if it’s of the gusty variety. The cases where it might be the preferred option for the pros is in scenarios like virtually no wind where visibility is extremely poor, such as in thick fog. In this case, the pilot may deem it safer to allow the auto-land to do its thing while they closely monitor it.
Going back to how to queue up the radio in an aircraft, whether big or small, you can usually do this via putting the headphones on and then pressing a button on the yoke (looks a bit like a steering wheel) or stick. Noteworthy is that in some cases there might be other buttons to do with trim, engaging or disengaging autopilot and the like on that control as well, so not always good to just go pushing buttons without looking close to see if there’s a label. But if there is just one button, that’s going to be what that is for. And if multiple buttons, it’s probably the one positioned for your index finger wrapped around the stick or yolk or a prominent button for your thumb, often red. In large commercial airliners, it also might not be a button, but rather a toggle switch with an up and down position, for example one for transmitting on the radio (probably labeled MIC) and one for the flight interphone (probably labeled INT). You want the MIC position.
Assuming you push the correct button, whatever radio frequency the pilot had queued up already, which is usually the local one you’re flying over, whether a nearby tower or local traffic, or might be a large area ATC frequency, you’ll be talking to someone who can give you more information when you do. Press to talk; release to listen; just like a walkie-talkie.
And if you really want to sound like a pro before your almost certain death when fuel runs out or probably much sooner, structure your talk- Who you are talking to, who you are (as in the plane type and call-sign which will probably be printed somewhere on the instrument panel in front of you), where you are, what you want or are going to do, who you are talking to.
For example- “Deer Park traffic, Archer 7967C, mayday, mayday, mayday, just departed Deer Park and the pilot just died. Me and Jesus are now flying this plane. One soul aboard. Requesting immediate assistance. Deer Park.”
Or, you know, just press the button and freak out. You’re declaring an emergency after all and you don’t know what you’re doing. Nobody is going to care you don’t know how to talk on the radio properly. But just remember this, if you’re in the U.S., odds are strong your radio communication and situation is going to be viewed by hundreds of thousands of people, probably even your friends and family, on various YouTube channels that cover this sort of thing… So keep your cool if you want to sound awesome later if you happen to survive.
Also, even for pilots, an almost universal truth you’ll find if you listen to many of these is you can almost always predict which ones are going to end well or not based on, not the exact circumstances of the emergency or experience of the pilot, but how panicky the person flying the plane is. The only exception we’ve personally ever heard is that time a guy was on a whole lot of drugs when he was declaring his engine-out emergency. He might as well have been sipping a beer on a beach as far as his tone was concerned, literally right to the point he crashed and died… So do yourself a favor and try to keep your head. If you’ve got someone talking you through it, flying and landing a lot of types of small planes where at least you can walk away isn’t actually super difficult if you can get over a runway. Landing so the plane itself can be flown again without repairs… well that generally takes some training. But that’s the insurance company’s problem, not yours.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
On the 75th Anniversary of D-Day, Congresswoman Jackie Speier (D-CA) shared a video on Twitter of a remarkable ceremony. “The letters on the white crosses almost disappear in the brightness of the stone, so a soldier fills the indentations with sand from Omaha Beach to bring the name forward.”
This video is particularly special to watch, as it clearly shows how effective the process is:
In the video, the soldier conjures the name of William A. Richards, a fallen World War II veteran, killed in 1944, with sand from Omaha Beach, one of the D-Day invasion sites. D-Day marked the turning of the war in Europe, where millions and millions of Allied service members perished.
Others began to respond to the tweet with their own experiences witnessing the ceremony, including the graves of their relatives. The sands from Normandy beaches are sent to military cemeteries throughout Europe. In the Netherlands American Cemetery, the graves of American service members have been adopted by Dutch families, who research the lives of the fallen and honor their graves with flowers.
For so many, these rituals are powerful reminders of the cost of freedom. The sanctity of a military funeral is one that is shared across the country — and, in the case of the world wars, across the globe. It can be easy for many Americans to feel separated, through both time and distance, from the horrors of World War I and World War II; but for our allies in Europe, the wars were fought in their own backyard.
The sands of Omaha Beach bring forth the names of those who died fighting against Nazi Germany and the enemies of freedom, lest we ever forget.