On May 1, 2018, a Swedish Air Force S102B Korpen has started operating in the eastern Med.
The aircraft is one of two SwAF’s S102B Korpen aircraft, heavily-modified Gulfstream IVSP business jets used to perform ELINT missions. These aircraft have been in service with the Swedish Air Force since 1992, when they have replaced the two TP85s (modified Caravelle airliners formerly belonging to the SAS airline) that had been operated for 20 years since 1972. They are equipped with sensors operated by ELINT personnel from the FRA (the Radio Establishment of the Defense), capable to eavesdrop, collect and analyze enemy electronic emissions. As we have often reported here at The Aviationist, the Korpen jets routinely conduct surveillance missions over the Baltic Sea, flying high and fast in international airspace off the area of interest. The most frequent “target” of the S102B is Kaliningrad Oblast and its Russian installations. For this reason, the Swedish ELINT aircraft are also frequently intercepted by Russian Su-27 Flankers scrambled from the Kaliningrad exclave’s airbases.
Anyway, it looks like the Swedish airplane has now pointed its sensors to the Russian signals in Syria, deploying to Larnaca, Cyprus: the example 102003/”023″, using callsign “SVF647”, was tracked, by means of its ADS-B/Mode-S transponder, twice on May 1, 2018, flying off Syria, Lebanon, Israel and Egypt, more or less in the very same way many other aircraft (U.S. Navy P-8s, U.S. Air Force RQ-4 and RC-135s) have been doing for some weeks.
Here’s the first mission in the morning on May 1, 2018:
Here’s the second mission, later on the same day (21.40LT):
Considered the quite unusual area of operations, one might wonder why the Swedish S102B is currently operating close to the Syrian theater, so far from home. We can just speculate here, but the most likely guess is that the aircraft is collecting ELINT off Syria to acquire new baseline data for assets that are deployed there and which may either be currently or imminently deployed in Kaliningrad. Possibly surface vessels too, which might add to the Baltic Electronic Order of Battle. “I think they are just acquiring ELINT that is unique to Syria and might have applications in the Baltic,” says a source from the U.S. Rivet Joint community who wishes to remain anonymous.
For sure, with all the Russian “hardware” deployed to Syria, often referred to as a “testbed” for Moscow’s new equipment, there is some much data to be collected that the region has already turned into a sort of “signals paradise” for the intelligence teams from all around the world.
This article originally appeared on The Aviationist. Follow @theaviationist on Twitter.
“The F-35A experienced an in-flight emergency and returned to base,” officials said. “The aircraft landed safely and parked when the front nose gear collapsed,” the 33rd said.
One pilot was on board the aircraft, but did not sustain any injuries as a result of the mishaps, the Air force said. Fire crews “responded immediately,” officials said.
An F-35A Lightning II taxis down the runway.
(U.S. Air Force photo by Airman 1st Class Emily Smallwood)
Lena Lopez, a spokeswoman for the 33rd Fighter Wing, told Military.com that an investigation into the incident “is just beginning.” Lopez did not specify a timeline when the Air Force may have an update into the incident.
The Air Force did not specify the extent of the damage.
Eglin is home to one of the busiest F-35 training units in the Air Force; The 33rd Fighter Wing is also the leading training wing for F-35 student pilots.
The 33rd maintains 25 F-35As. The U.S. Navy, which also has a presence at Eglin and sends pilots through the training pipeline at the base, keeps 8 F-35Cs on station.
Featured image: Contracted Logistics Maintenance personnel from Lockheed Martin at Eglin Air Force Base, Fla., stop the pilot on the taxiway during the return of his flight in preparation to verify the F-35A’s brake temperatures are within safe limits to recover the aircraft March 13, 2012.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
Appearances, as the saying goes, can be very deceiving.
This happened to be the exact concept behind Q-ships, heavily armed decoy vessels used by Allied navies during the First World War to harass and destroy German submarines, also known as U-boats.
The Germany Navy’s U-boat fleet quickly proved to be a scourge in the Atlantic, hunting down and sinking Allied merchant and combat ships with impunity. Able to sneak up to convoys and warships virtually undetected, U-boats began racking up kills in incredible numbers, quickly becoming a threat that needed to be dealt with immediately.
Allied ships, often loaded with troops, supplies, and materiel to aid the war effort in Europe were being lost at astonishing rates. As sonar was still an emerging technology, submarine detection was often difficult if not downright impossible. However, a solution began to form in the minds of Allied naval commanders.
U-boats could only remain submerged for short periods of time, and they were often deployed to sea with a limited supply of torpedoes. As such, most U-boat commanders preferred to run their vessels on the surface, utilizing deck guns for the majority of their attacks on enemy vessels.
The British Navy came up with a solution in the form of a thoroughly disguised merchant vessel carrying a crew of sailors dressed like fishers or merchant mariners. With fake boxes of cargo on the decks of the ship, German U-boats would likely assume that what they see in their periscope’s crosshairs was really just a supply ship, transporting munitions and weaponry for Allied soldiers on the front lines.
A juicy and defenseless target, ripe for the taking.
However, these ships were anything but defenseless. Armed with a variety of deck guns in different calibers, and even depth charges in some cases, the crew could open fire after luring the German submarines close enough, sinking, or at least thoroughly disabling, their enemy’s watercraft.
One less U-boat in the fight.
The British Admiralty decided that these decoy ships would be homeported at Queenstown, Ireland, where they would have easy access to the North Atlantic, and a safe harbor to return to. They would soon be nicknamed Q-ships, thanks to their port of origin.
Deployed in growing numbers, Q-ships began hunting down and attacking German submarines using deception and surprise to their advantage. As soon as U-boats closed in, panels were dropped, the Royal Navy’s ensign was raised and deck guns boomed while sending German sailors scrambling for cover.
However, the plan turned out to be a major dud.
By the war’s end, it was found that throughout 150 reported engagements between Q-ships and U-boats, only 14 submarines were destroyed, while the rest were either damaged or had escaped. The Q-ship program had an even lower success rate than mines, which, given the associated numbers and statistics, was highly embarrassing.
The program, once a closely-kept secret, was shuttered and remained fairly dormant in the years between World Wars, though other navies began exploring similar vessels of their own.
Q-ships would make a reappearance during the Second World War, serving with the German, British, American, and Japanese navies. Oddly enough, German Q-ships wound up racking up higher kill numbers than their Allied counterparts.
In the years since, anti-submarine warfare (ASW for short) has advanced considerably, making sub-hunting something of an art form. Thankfully, the Q-ship concept has been relegated to the history books once and for all, having experienced its trial by fire during the two World Wars, and coming up short.
The Arleigh Burke class of guided-missile destroyers is huge – and they are some of the most powerful ships in the world.
These 9,000-ton ships are armed with a five-inch gun, two Mk 41 vertical-launch systems (with 90 to 96 cells), two triple 324mm torpedo tubes, and a 20mm Mk 15 Phalanx Close-In Weapon System. Some even carry two MH-60R Seahawk helicopters.
But sometimes, the firepower ain’t the solution. Far from it, in some cases. Say the Iranians are up to their usual… antics. That is when the destroyer will need to move.
The ship can go fast – over 30 knots, thanks to her gas turbine propulsion. She also can turn – and for a ship this big, she turns on a dime.
Do those turns matter? You bet they can. The fast turn can help avoid one of those “fast attack craft” the Iranians use. If a torpedo is fired, the turn can also buy time once the ship’s AN/SLQ-25 Nixie goes off.
Torpedo seekers do not have a long range, so the turn at high speed can allow the ship to escape an attack.
You can see the destroyer USS Gonzalez (DDG 66) make one of these high-speed turns in this video below. Making such a turn does take practice – mostly because if the gear ain’t stowed right, there is likely to be one hell of a mess. But a mess to clean up is much better than a torpedo hit.
Long before the development of JEEP prototypes, soldiers nicknamed a tractor that hauled guns as a JEEP because that’s all they had available to move equipment and soldiers. As the U.S. prepared to enter WWII, we were faced with a super slow logistics issue – mules, horses, and traditional battlefield movements were just too slow for the modern battlefield. Since U.S. military planners knew that eventually, the U.S. was going to have to get involved with WWII, they quickly realized that the only way to ensure a victory would be to revisit their approach to troop and equipment movement.
We had no guns or equipment
The Army was ill-equipped to handle entering a global conflict, thanks in part to neglect, budget constrictions and typical Washington bureaucracy. Remember that for our role in WWI, we had to borrow howitzers from the French because we were so underfunded and had no arsenal or weapons stockpiles. It was just about the same setting for WWII, only with a greater sense of impending doom.
Horses and mules were just too slow
Just like planners in WWI recognized that light infantry fire wasn’t going to win a trench war, planners in WWII quickly saw that the reliance on horses and mules to transport equipment was antiquated and slow.
WWI showed strategists that four-wheel trucks and motorized transports were not only faster at moving across the battlefield but could move troops and weaponry in and out with greater consistency. This not only could save lives, but it could save morale, too. After all, who wants to be stranded in the middle of a field somewhere?
A committee is formed
In true Army fashion, a committee was formed to study the “need” for light motorized transport vehicles that could support infantry and cavalry troops. The Army concluded that there were no vehicles available on the civilian market that could hold up in combat – nothing was durable and rugged enough to handle the terrain or the weight load of the equipment that needed to be moved.
The Army hoped to find a small go-anywhere recon scout car that might help deliver battlefield messages, transmit orders, and function as a weapons carrier. But the commission failed to locate a vehicle that could support the needs of the Army, so they turned to the civilian sector to see if any American companies could design this kind of vehicle from scratch.
In June 1940, 134 bid invitations were sent to companies that might be able to design the kind of vehicle that would suit the Army’s needs. The bid was on a short deadline, though, since we were fighting a war, and gave the companies just one month to come up with something. That’s tough even by today’s standards but almost impossible in 1940 before the computerization of draft work. Because of the short deadline, just two companies responded to the Army’s call – American Bantam and Willys-Overland. These were the only two companies still selling four-cylinder vehicles, and they both specialized in selling cars smaller than the (then) American standard size car. Both companies were relatively small and on the brink of bankruptcy, proving the old adage, “Necessity breeds innovation.”
Bantam gets the contract for a few weeks
The drawings submitted by Willys-Overland weren’t nearly as comprehensive as the plans provided by Bantam Car Company. So Bantam was awarded the contract, and an order for 70 vehicles was placed. However, Bantam was such a small company that the Army worried it wouldn’t be able to meet the military’s needs once the war effort ramped up. So, while they loved the concept that Bantam presented, the Army ultimately sought out Ford Motor Company and reinvented Willys-Overland to rejoin the mission.
Both companies, Ford and Willy-Overland, watched the Bantam car’s testing and were allowed to examine the vehicle and the blueprints. Then, both designed their own vehicle based on Bantam’s designs.
Testing took forever but one company emerged
All three companies submitted new designs, and their vehicles were tested over and over, with little tweaks made along the way. By the end of the trials, each company has a finalized design to submit for bidding. Ford called its vehicle the GP, Willys-Overland called theirs the Willys MA, and Bantam came up with the very original name of the BRC-40 and the MK II. In all, thousands of prototypes were built, tested, and discarded.
The prototypes shared the same military designations for a truck, ¼ ton, 4×4. No one knows precisely where the word “JEEP” comes from, but since all of the Army vehicles are General Purpose, and since soldiers love a good acronym, it’s more than likely that someone along the way slurred the GP into what we now know as JEEP.
In 1941, on being interviewed by a journalist about the type of vehicle he was driving, a soldier replied that it was a JEEP and the name stuck. Willys-Overland, whose vehicle the soldier happened to be driving, quickly trademarked the name. During the war, JEEPS were modified to operate in desert conditions, plow snow, and function as a fire truck, ambulance, and tractor. They were capable of laying cable, operating as generators, and could be reconfigured to become a small railroad engine. JEEPS were small enough to be loaded onto aircraft, could fit in gliders, and were a significant part of the D-Day invasion.
As we know them now, JEEPS are as much a part of military culture as they are part of regular driving vehicles. Who knew that their predecessors could have been reconfigured to be so useful for wartime battlefield operations?
The Air Force Chief Scientist said F-35 pilots will be able to control a small group of drones flying nearby from the aircraft cockpit in the air, performing sensing, reconnaissance and targeting functions.
At the moment, the flight path, sensor payload and weapons disposal of airborne drones such as Air Force Predators and Reapers are coordinated from ground control stations.
In the future, drones may be fully operated from the cockpit of advanced fighter jets such as the Joint Strike Fighter or F-22, Air Force Chief Scientist Greg Zacharias told Scout Warrior in an interview.
“The more autonomy and intelligence you can put on these vehicles, the more useful they will become,” he said.
This development could greatly enhance mission scope, flexibility and effectiveness by enabling a fighter jet to conduct a mission with more weapons, sensors, targeting technology and cargo, Zacharias explained.
For instance, real-time video feeds from the electro-optical/infrared sensors on board an Air Force Predator, Reaper or Global Hawk drone could go directly into an F-35 cockpit, without needing to go to a ground control station. This could speed up targeting and tactical input from drones on reconnaisance missions in the vicinity of where a fighter pilot might want to attack. In fast-moving combat circumstances involving both air-to-air and air-to-ground threats, increased speed could make a large difference.
“It’s almost inevitable people will be saying – I want more missiles on board to get through defenses or I need some EW (electronic warfare) countermeasures because I don’t have the payload to carry a super big pod,” he explained. “A high powered microwave may have some potential that will require a dedicated platform. The negative side is you have to watch out that you don’t overload the pilot,” Zacharias added.
In addition, drones could be programmed to fly into heavily defended or high-risk areas ahead of manned-fighter jets in order to assess enemy air defenses and reduce risk to pilots.
“Decision aides will be in cockpit or on the ground and more platform oriented autonomous systems. A wing-man, for instance, might be carrying extra weapons, conduct ISR tasks or help to defend an area,” he said.
Advances in computer power, processing speed and areas referred to as “artificial intelligence” are rapidly changing the scope of what platforms are able to perform without needing human intervention. This is mostly developing in the form of what Zacharias referred to as “decision aide support,” meaning machines will be able to better interpret, organize, analyze and communicate information to a much greater extent – without have humans manage each individual task.
“A person comes in and does command and control while having a drone execute functions. The resource allocation will be done by humans,” Zacharias said.
The early phases of this kind of technology is already operational in the F-35 cockpit through what is called “sensor-fusion.” This allows the avionics technology and aircraft computer to simultaneously organize incoming information for a variety of different sensors – and display the data on a single integrated screen for the pilot. As a result, a pilot does not have the challenge of looking at multiple screens to view digital map displays, targeting information or sensory input, among other things.
Another advantage of these technological advances is that one human may have an ability to control multiple drones and perform a command and control function – while drones execute various tasks such as sensor functions, targeting, weapons transport or electronic warfare activities.
At the moment, multiple humans are often needed to control a single drone, and new algorithms increasing autonomy for drones could greatly change this ratio. Zacharias explained a potential future scenario wherein one human is able to control 10 – or even 100 – drones.
Algorithms could progress to the point where a drone, such as a Predator or a Reaper, might be able to follow a fighter aircraft by itself – without needing its flight path navigated from human direction from the ground.
Unlike ground robotics wherein autonomy algorithms have to contend with an ability to move quickly in relation to unanticipated developments and other moving objects, simple autonomous flight guidance from the air is much more manageable to accomplish.
Since there are often fewer obstacles in the air compared with the ground, drones above the ground can be programmed more easily to fly toward certain pre-determined locations, often called a “way-points.”
At the same time, unanticipated movements, objects or combat circumstances can easily occur in the skies as well, Zacharias said.
“The hardest thing is ground robotics. I think that is really tough. I think the air basically is today effectively a solved problem. The question is what happens when you have to react more to your environment and a threat is coming after you,” he said.
As a result, scientists are now working on advancing autonomy to the point where a drone can, for example, be programmed to spoof a radar system, see where threats are and more quickly identify targets independently.
“We will get beyond simple guidance and control and will get into tactics and execution,” Zacharias added.
Wargames, exercises and simulations are one of the ways the Air Force is working to advance autonomous technologies.
“Right now we are using lots of bandwidth to send our real-time video. One of the things that we have is a smarter on-board processor. These systems can learn over time and be a force multiplier. There’s plenty of opportunity to go beyond the code base of an original designer and work on a greater ability to sense your environment or sense what your teammate might be telling you as a human,” he said.
For example, with advances in computer technology, autonomy and artificial intelligence, drones will be able to stay above a certain area and identify particular identified relevant objects or targets at certain times, without needing a human operator, Zacharias added.
This is particularly relevant because the exorbitant amount of ISR video feeds collected needs organizing algorithms and technology to help process and sift through the vast volumes of gathered footage – in order to pinpoint and communicate what is tactically relevant.
“With image processing and pattern recognition, you could just send a signal instead of using up all this bandwidth saying ‘hey I just saw something 30-seconds ago you might want to look at the video feed I am sending right now,'” he explained.
The Army has advanced manned-unmanned teaming technology in its helicopter fleet –successfully engineering Apache and Kiowa air crews to control UAS flight paths and sensor payloads from the air in the cockpit. Army officials say this technology has yielded successful combat results in Afghanistan.
Senior Air Force leaders have said that the services’ new next-generation bomber program, Long Range Strike Bomber or LRS-B, will be engineered to fly manned and unmanned missions.
Navy Secretary Ray Mabus has said that the service’s carrier-launched F-35C will be the last manned fighter produced, given the progress of autonomy and algorithms allowing for rapid maneuvering. The Air Force, however, has not said something similar despite the service’s obvious continued interest in further developing autonomy and unmanned flight.
Also, in September of 2013, the Air Force and Boeing flew an unmanned F-16 Falcon at supersonic speeds for the first time at Tyndall Air Force Base, Fla. The unmanned fighter was able to launch, maneuver and return to base without a pilot.
At the same time, despite the speed at which unmanned technology is progressing, many scientist and weapons’ developers are of the view that human pilots will still be needed – given the speed at which the human brain can quickly respond to unanticipated developments.
There is often a two-second long lag time before a UAS in the air can respond to or implement directions from a remote pilot in a ground station, a circumstance which underscores the need for manned pilots when it comes to fighter jets, Air Force officials said.
Therefore, while cargo planes or bombers with less of a need to maneuver in the skies might be more easily able to embrace autonomous flight – fighter jets will still greatly benefit from human piloting, Air Force scientists have said.
While computer processing speed and algorithms continue to evolve at an alarming pace, it still remains difficult to engineer a machine able to instantly respond to other moving objects or emerging circumstances, Air Force scientists have argued.
However, sensor technology is progressing quickly to the point where fighter pilots will increasingly be able to identify threats at much greater distances, therefore remove the need to dogfight. As a result, there may be room for an unmanned fighter jet in the not-too-distant future, given the pace of improving autonomous technology.
There is a special bedtime story that all platoon sergeants and petty officers tell their troops; there exists a special rank of chief warrant officer that is the premiere technical expert in their field. This mythical rank is called “Chief Warrant Officer 5.”
Young service members typically believe in the story for the first few years, but then begin to question it. If warrant officers 1 and chief warrant officers 3 could really grow up to be chief warrant officers 5, wouldn’t they have seen one by now?
But now, in a We Are The Mighty exclusive, we can confirm that CW5s — a commonly accepted abbreviation for the species — do really, truly exist.
While many of their superpowers are still unknown, here are the ones they’ve demonstrated in view of our crack team of researchers so far:
1. Insane levels of knowledge (probably)
This photo reportedly depicts a CW5 from the New York National Guard dropping some major knowledge bombs on other troops. WATM could not independently verify that this particular CW5 exists, but the chest markings are consistent with the specimen we observed. (Photo: U.S. Army National Guard Master Sgt. Raymond Drumsta)
The video at the top highlights the power that supposedly makes the CW5s so valuable. Legend says that they know everything about their assigned area. Aviation CW5s can quote the length and placement of each storage panel on the body of an Apache. Signal CW5s can quote frequencies like chaplains quote chapter and verse.
Having witnessed one of the beautiful creatures in action, WATM can confirm that they say a lot of technical stuff that sounds super impressive. Unfortunately, there’s no way to tell if what they’re saying is accurate since it usually involves details so obscure that literally no one else knows where to check for answers.
2. CW5s can appear and disappear at will
A CW5 and chief warrant officer 4 sit in a helicopter together a short time before they disappeared without a trace. Aviation CW5s may be the most elusive of their breed since they can literally fly away from observers. An unsubstantiated report claims that the two chiefs in this photo are brothers. (Photo: U.S. National Guard Sgt. Jodi Eastham)
The only specimen which WATM was able to observe was working in an office with an open door on a separate floor of our building. We, of course, established a 24-hour watch with a duty log filled with hundreds of pages of blank paper that we thought would soon be filled with observations.
But, somehow, after only a few hours, the CW5 disappeared without a sign. According to troops of more common rank in the area, that’s how CW5s work. They’ll be present at a random formation or two and visible in the office for an hour at a time, but then they’ll be gone. When they return, everyone is so carried away with awe that they forget to ask the CW5 where they were.
3. CW5s are masters of camouflage
Think this is a prior service lieutenant? Then he fooled you. That’s a Marine Corps CW5. It takes only a slight amount of glare to render their markings indistinguishable from the lowly LT. (U.S. Marine Corps photo by Cpl Timothy A. Turner)
One possible explanation for the disappearing act is that CW5s are able to blend in with lesser members of the military thanks to two important features of their markings. First, their skin is covered in the same pattern as other service members, allowing them to blend into the herd like zebras would.
Second, their identifying rank markings are a thin bar of blue, black, or red sandwiched between two silver bars. This causes many observers to mistake them for extremely old lieutenants.
4. Still, there’s a lot we don’t know
While WATM is excited and proud of this advance in warrant officer science, many avenues of research remain open and require answers. Is it true that CW5s retire from the military? Does the president really have to sign off on their rank? Do they really originate from the ranks of chief warrant officers 4?
Chief Warrant Officer 5 Dave Dale sprays down Chief Warrant Officer 5 Richard Wince following his final flight in a Delaware National Guard UH-60 Blackhawk on Wednesday, February 15, 2017. It’s possible that this ritual allows CW5s to prepare their knowledge to transfer into a new vessel. (Photo and first half of the cutline: U.S. Army National Guard 2nd Lt. Wendy Callaway)
WATM’s working theory is that CW5s do not retire and are not created by promotion. Instead, CW5s are reincarnated in a system similar to the Dalai Lama and Panchem Lama. When a CW5s mortal body fails, its knowledge moves to a new human frame. Other CW5s find this new repository and grant it the ancient markings of their people.
Of course, we will continue our research into this amazing discovery.
For nearly four decades, Al Ungerleider dedicated his life to serving his country. He was an infantry officer who saw active combat in World War II, the Korean War, and the Vietnam War, rising to the rank of brigadier general.
Ungerleider experienced a lot during his years in the military, including a landing amid the chaos on Omaha Beach on June 6, 1944. But nothing stirred his emotions like what crossed before his eyes in the waning days of World War II. At the time, U.S., Soviet and British forces were liberating Nazi concentration camps in Europe as Germany was close to surrendering, bringing to life the horrors of Adolph Hitler’s “Final Solution” to exterminate the Jewish people. The liberators saw emaciated corpses piled on top of each other and skeletal camp survivors, and they could smell the stench of death.
Al Ungerleider (second row, farthest left, kneeling) landed on Omaha Beach on D-Day commanding Company L of the Third Battalion of the 115th Regiment of the 29th Division. This photo shows other commanders in the Third Battalion.
Army 1st Lt. Ungerleider, who died in 2011 at age 89, commanded Company I of the Third Battalion of the 115th Regiment, which separated into advance parties to scout routes and bivouac areas in central Germany. Ungerleider’s party came upon the Dora-Mittelbau concentration camp, the center of a vast network of forced labor camps in the Harz Mountain region. Prisoners at Dora-Mittlebau constructed large factories for the V-2 missile program and other experimental weapons.
Upon entering the camp 75 years ago on April 11, 1945, Ungerleider witnessed a level of cruelty that is “burned into my brain and my soul like nothing else in my life,” he said in a 1993 interview. “My men and I smashed through the gates and witnessed the site of dead bodies, of human beings in the worst state of degradation. There was absolute horror in what we saw. Then we asked, `What can we do to help?'”
`Literally starving to death’
Ungerleider, who was Jewish, spoke Yiddish to the survivors in the camp and grouped them together to recite the Kaddish, the Jewish prayer to mourn the dead. Prior to the liberation, the Nazis had evacuated most of the prisoners at Dora-Mittlebau to the Bergen-Belsen camp in northern Germany to hide them from allied forces. Thus, only a few hundred prisoners remained at the camp, which once held as many as 12,000 by the time the Americans arrived.
“He and his unit were totally unprepared for what they found because they had no knowledge of the concentration camps,” said Ungerleider’s son, Neil Ungerleider. “The survivors were literally starving to death.”
Neil Ungerleider explained that his father spoke with German citizens who lived in the nearby towns and villages and who claimed ignorance of the atrocities. He said to them, `Go back and bring these people food,'” Neil Ungerleider said. “He threatened to imprison them if they didn’t do it, but they did. They brought them food.”
The Americans appeared to encounter minimal resistance as they scoured the camp. At one point, Al Ungerleider and Army Pfc. Billy Melander went to a building and found 10 crematorium ovens with the doors closed. Edward Burke, the captain of a tank destroyer battalion that accompanied Ungerleider’s unit in the assault on the camp, provided an account of what happened next:
Ungerleider told Billy to bring his M1 Rifle ready to fire as he opened the doors,” Burke once said. “Doors one, two, three and four were empty. Ungerleider said as he approached door five he felt a tingle all through his body. As he opened the door, there was a German trooper with a Luger pistol aimed at them. Fortunately, Billy was faster on the trigger, and he pumped eight shots into the German as fast as he could pull the trigger.”
Nightmares from what he witnessed
Like Al Ungerleider and his unit, many Americans were unaware of the German atrocities toward the Jews. Nearly 6 million Jewish people were murdered in Nazi concentration camps from 1939 to 1945 in what is known as the Holocaust.
Neil Ungerleider said his father experienced nightmares as a result of what he witnessed at Dora-Mittlebau. “This one traumatic event stuck with him for the rest of his life. He was able to cope very well with his war experiences, except for this one thing.”
Nearly a year before liberating the camp, Al Ungerleider led 50 men from the 115th Regiment ashore at Omaha Beach on the morning of June 6, 1944. They were in the second wave of U.S. troops who hit the beach in the Normandy invasion along the northern coast of France. The invasion changed the course of the war by leading to the Allied liberation of Western Europe from Germany’s control. “Being in the second wave, he didn’t experience the kind of slaughter that those who went in first did,” Neil Ungerleider said, “which doesn’t make it any less dangerous or any less heroic in terms of what he and his men did. But he did have close calls during the war.”
Al Ungerleider earned three Bronze Stars for his military service.
`He was a patriot’
Al Ungerleider was not wounded during the landing. But he suffered injuries not long after from shrapnel in France. The first wound to his arm wasn’t that serious. He was treated at a hospital in France before returning to combat. A wound to the leg was more serious. He was evacuated to England for treatment and returned to battle.
On June 6, 1994, the 50th anniversary of the Normandy invasion, Ungerleider was chosen to escort President Clinton for a wreath laying at the iconic site. Ten years later, he was one of 100 American Veterans who returned to Omaha Beach for the 60th anniversary. They received the French Legion of Honor, the oldest and highest honor in France.
In his distinguished military career, Ungerleider also commanded military bases in Korea and Vietnam. He was a three-time recipient of the Bronze Star, which is awarded to members of the military for heroic achievement, heroic service, meritorious achievement or meritorious service in a combat zone.
Over the years, Ungerleider remained modest about his recognition and service to his country. “He was a patriot who loved his country and did his duty,” Neil Ungerleider said. “After Pearl Harbor, my father enlisted because, as he put it, `We were all going. No one ever thought not to go.’ In his mind, he was doing nothing beyond what everyone else was doing. He never thought of himself as unique or special. The value he instilled in his children was this: Work hard, do your best and be modest about what you achieve. I cannot think of a better description of how he lived his life.”
Secretary of State Rex Tillerson sent another signal that the U.S. is increasingly attentive to the Arctic and looking to catch up with other countries that are active in the region.
Melting ice has raised interest in shipping, mining, energy exploration, and other enterprises in the Arctic — not only among countries that border it, but also in countries farther afield, like China.
The Arctic “is important today,” Tillerson said during an event at the Wilson Center in Washington, DC, on Nov. 28. “It’s going to be increasingly important in the future, particularly as those waterways have opened up.”
“The whole Arctic region — because of what’s happened with the opening of the Arctic passageways from an economic and trade standpoint, but certainly from a national-security standpoint — is vitally important to our interest,” Tillerson said, adding that the U.S. is behind countries in the region that have responded more quickly.
“The Russians made it a strategic priority,” Tillerson said. “Even the Chinese are building icebreaking tankers.”
While China isn’t an Arctic country, the secretary of state said, “they see the value of these passages. So, we’re late to the game.”
Other countries build up in the Arctic
China’s research icebreaker, the Xue Long, made its first voyage through the Northwest Passage in October, and it is now the first Chinese polar-research vessel to navigate all three major Arctic shipping routes. China has three light icebreakers, with another under construction, according to a Congressional Research Service report.
“I think we have one functioning icebreaker today,” Tillerson said. “The Coast Guard’s very proud of it, as crummy as it is.”
At present, the U.S. Coast Guard has three icebreakers, and the National Science Foundation operates another. Only two of those Coast Guard vessels are operational: the heavy icebreaker Polar Star and the medium icebreaker Healy.
The Polar Star entered service in 1976, and while it was refurbished in 2012, it is beyond its 30-year service life. Coast Guard Commandant Adm. Paul Zukunft said earlier this year that the Polar Star “is literally on life support.”
Russia has more than 40 icebreakers, including four operational heavy ones. Finland has seven, though they’re privately owned medium or light icebreakers. Sweden and Canada each have six, none of which are heavy.
During an event at the Center for Strategic and International Studies in Washington on Nov. 29, Coast Guard Rear Adm. Michael McAllister, commander of the service’s 17th district, outlined a number of challenges facing his command, but he emphasized that the U.S. is on good terms with its neighbors in the Arctic.
Relations with Moscow on issues like waterway management in the Bering Strait — which separates Alaska from Russia — are positive, said McAllister, whose command encompasses more than 3.8 million square miles throughout Alaska and the Arctic.
“Across all these areas — law enforcement, search and rescue, environmental response, and waterways management — we see the relationship with Russia as positive,” he added.
China, too, is seen by the Coast Guard as a “good partner” that cooperates on a number of issues.
“We have great operational-level relationships with the Chinese coast guard,” McAllister told an audience at CSIS. Chinese and U.S. ships do joint patrols and U.S. ships have welcomed aboard Chinese personnel, he said, which allows both countries to extend their presence at sea.
“I don’t think we fear the movement of the Chinese into the Arctic. I think we pay attention to what’s going on,” he said, describing efforts to monitor maritime activity in and around his area of responsibility, as well as the U.S. exclusive economic zone, which extends some 230 miles from U.S. shores.
‘That’s what keeps me up at night’
McAllister pointed to mismatches between his resources and responsibilities as his main causes of worry.
Two of his biggest concerns are responding to oil spills and mass rescues. “The distances are so great, and the difficulty in staging assets is so significant, that that’s what keeps me up at night,” he said.
While he said the Coast Guard was doing well tracking ship movements, other issues, like monitoring ice data and marine wildlife movement, were still challenges.
Even though satellites have made communications with commercial ships easier, McAllister said he still lacked a local network that allowed him to readily contact small vessels. Military and secure communications are also still limited, he said.
Maintaining a sovereign presence also presented an ongoing challenge.
“At any given time, I will only have one or two ships in the Arctic during the open-water seasons, and a few helicopters in addition to that,” he said.
“If you know Alaska, if you know the [exclusive economic zone], it’s just too big an area to try to cover with such a small number of assets.”
But, he said, the replacement of decades-old cutters with new offshore-patrol cutters and national-security cutters, as well as discussions about icebreakers, were both encouraging developments.
The U.S. Navy and Coast Guard released a joint draft request for proposal in October, looking for the detail, design, and construction of one heavy icebreaker with an option for two more. The two service branches have already set up an integrated program office for the project.
The Coast Guard’s 2018 budget request asked for $19 million toward a new icebreaker it wants to start building in late 2019. The service wants to build at least three heavy icebreakers, which can cost up to $1 billion each (though officials have said they can come in below that price). The first heavy icebreaker is expected to be delivered in 2023.
Some of the money for the icebreaker has been appropriated and “acquisition is already off and running,” McAllister said. “But even with that capability, there’s still a lack of presence there, and that’s something that we, the Coast Guard, aspire to provide more of.”
U.S. Army Master Sergeant (Ret.) Cedric King, CEO of PenFed Foundation Speakers Bureau VEIP investment
The hardest part about starting a business is finding the seed capital to get the ball rolling. Like the first step of a thousand-mile journey, it’s the hardest and most important. For many veterans, owning their own business is the way to financial freedom. There’s a reason entrepreneurs call seed capital “friends and family money.” Now veterans don’t need to go around asking loved ones for the money – one bank is willing to jump start your idea.
To find out why, just take a look a the PenFed Foundation’s Veteran Entrepreneur Investment Program. Besides the fact that PenFed serves the military-veteran community as a consumer base, it just makes sense for the PenFed Foundation to support veterans who are looking to start their own businesses. The numbers speak for themselves. While the number of vets who actually pursue entrepreneurship is relatively small compared to the number of separating military members, that doesn’t mean there’s a lack of interest, it might just mean there’s a lack of capital to get started.
Simply put, veterans need money and knowhow. They already have the work ethic. The numbers back that fact up too.
Medal of Honor Recipient Florent Groberg will speak at the 2019 Military Influencer Conference.
Entrepreneurs who are business owners tend to out-earn entrepreneurs who are not veterans. Vets are also a much more diverse subgroup of Americans in terms of age, ethnicity, disability, and experience. There’s nothing a vet can’t do when faced with a big job full of hard work. But like many entrepreneurs, veterans or not, many lack the startup funds to get the ball rolling. That’s where the PenFed Foundation’s VEIP comes in.
The VEIP aims to develop and grow vet-owned startups with seed capital for all the reasons listed above but the most important reason to support these entrepreneurs is because vets become knowledge bases for other vets looking to start their own businesses. Not only that, veterans who own businesses are 30 percent more likely to hire veterans themselves.
Charlynda Scales, vet and founder of Mutt’s Sauce is speaking at the 2019 Military Influencer Conference.
The PenFed Foundation is a national nonprofit organization founded in 2001 that is committed to helping members of our military community secure their financial future. Its mission is to provide service members, veterans, and their families and support networks with the skills and resources they need to build a strong financial future.The Foundation changes lives through financial education.
If you’re interested in starting your own business and don’t know where to begin, the Military Influencer Conferences are the perfect place to start. There, you can network with other veteran entrepreneurs while listening to the best speakers and panels the military-veteran community of entrepreneurs can muster. Visit the Military Influencer Conference website for more information.
If you bring up the name Wilford Brimley to people, they will probably mention a myriad of references that they connect him to. Whether it be movies, television shows, commercials, public service announcements or his persona, Brimley has made an indelible mark on the entertainment industry.
Born in Salt Lake City, Utah in 1934, Brimley dropped out of high school and enlisted in the United States Marine Corps in 1953. He spent his entire time in the fleet stationed at the Aleutian Islands in Alaska and reached the rank of Sergeant before being honorably discharged in 1956.
After leaving the service, Brimley worked a variety of interesting jobs and worked for some pretty interesting people. For a time, he was a bodyguard of business tycoon Howard Hughes. He then worked various jobs as a blacksmith, ranch hand and cattle wrangler before ending up working with horses on Hollywood sets for Westerns. His friendship with actor Robert Duval is what pushed Brimley into moving from behind the camera to in front of it. He appeared in “True Grit” with John Wayne, the TV show “Kung Fu,” and had several appearances on “The Waltons.” By the end of the 70s, he was starring in “The China Syndrome” and on his way.
His breakthrough came during the 80s. He starred in the cult classic, “The Thing,” and then moved onto the two roles that would define his career. First he was in “The Natural” with Robert Redford and then starred in the role of a lifetime, in “Cocoon.” Although he was only 49(!) at the time and about 20 years younger than the other actors in the retirement community that somehow find a magical fountain of youth, Brimley had aged too much to make himself look much older. Star Wars fans remember that he also starred in one of the TV specials where he paired up with the Ewoks in “The Battle of Endor.”
The 90s brought Brimley to even more audiences. His turn as the evil security manager in “The Firm” hunting down Tom Cruise was memorable as was his roles in “My Fellow Americans” and “In Out.” On television, he had a memorable turn as the Postmaster General of the United States on the hit show “Seinfeld.”
Outside of TV and movies, Brimley also was known as a very successful pitchman. He was the face of Quaker Oats where he told many Americans that, “It’s the right thing to do and the tasty way to do it.” He was also a pitchman for Liberty Mutual Insurance for many years. Although his pronunciation of the word diabetes later made its way into becoming an internet meme, Brimley did have type 2 diabetes and made it a mission to use his celebrity to educate the public on getting tested and taking care of yourself if you were diabetic.
In addition to acting, Brimley was also known as a singer and musician. He famously surprised the audience during a taping of the “Craig Ferguson Show” with his harmonica skills.
Wilford Brimley Wins Craig Ferguson Golden Mouth Organ
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.
I love Bond. But, for very obvious reasons, I don’t want to actually be James Bond. For one thing, that dude is surely riddled with STDs and for another thing, having that many arch enemies would make going to the grocery store to buy diapers a real pain in the ass. But, after seeing a photo of Daniel Craig working out on the set of the newest James Bond movie, I realize I do wish I was more like our incumbent 007 actor. The man just had ankle surgery and he’s already back to work, pumping iron like a boss, making me realize my complaints about too much cream cheese on my bagel the other day are really lame.
Now, here are the ways I am exactly like Daniel Craig: I have blond hair, I am a father, and sometimes, minor setbacks occur while I’m trying to do something that can derail my entire day. For me, these setbacks often involve being frustrated that there is no mustard in the refrigerator or that I have again, forgotten to buy the correct kind of plastic bags for the recycling bin. For me, these kinds of things can knock me down quicker than a flying kick from an assassin. I sigh deeply. I grit my teeth. And through it all, I generally feel sorry for myself. Will I now have to spend 20 minutes going to the hardware store to locate one specific kind of screw for the weed-eater because I managed to lose the only type of screw that will fit? Yes, yes I will. And I am going to grumble about it! It isn’t fair!
Grumbling and complaining might seem to be the God-given right of every father, but I gotta say, seeing D. Craig working out with an ankle cast made me feel like shit. Am I really going to be the guy who lets his day get ruined because the barista screwed up my coffee order? As a dad, I never have outbursts of anger around my daughter, but sometimes the fatigue and frustration of parenting will crop up in other, more petty ways. Would Daniel Craig do this? I mean, I’m sure he swore a lot when his ankle got screwed up while filming Bond, but would he really throw a hissy-fit? I mean, I know the guy has great health insurance because he’s a movie star, but still, I bet he would be a little bit more chill about this stuff.
This photograph of Daniel Craig has changed me the same way an ejector seat can quickly get rid of an unwanted ninja chilling in your passenger’s seat. Petty baggage is dumb. Setbacks happen. Let’s be like Daniel Craig and just get on with it. Dads of the world, hear me out on this one: Let’s all channel our inner Daniel Craigs more often. If this guy can hit the gym and be James Bond two weeks after ankle surgery, surely, all of us can complain a little less about cleaning baby food up off the ground or taking the trash out on time.
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.