The M1 Abrams tank has a reputation for being very hard to kill.
According to Tom Clancy’s book “Armored Cav,” in one instance an Abrams got stuck in the mud during Operation Desert Storm and was attacked by three T-72s tanks.
The Iraqi rounds bounced off – including one fired from less than 500 yards away. After the crew evacuated, a platoon of Abrams tanks then fired a bunch of rounds with one detonating the on-board ammo.
The blow-out panels worked and it turned out that the only damage was that the gun’s sights were just out of alignment. The tank was back in service with a new turret very quickly. The old turret went back to be studied.
An Abrams tank doesn’t get much tougher to kill than that, right? You’d be wrong, especially when the Army equips it with an active defense system. According to a report by DefenseTech.org, three systems are in contention, with the Trophy Active Protection System by Rafael being the front-runner.
Army Maj. Gen. David Bassett, who is in charge of the Army’s programs in the area of ground combat systems, said that he was hoping to make a quick decision on an active protection syste, for the Abrams.
“I’m not interested in developing, I’m interested in delivering,” he said, noting that the Army is looking to upgrade the bulks of its inventory of armored vehicles. Only the M113 armored personnel carriers are being replaced by the BAE Armored Multi-Purpose Vehicle.
The Trophy system works by using four radar antennas and fire-control radars to track incoming rockets, missiles, and rounds. When a threat is detected, one of two launchers on the sides of the Abrams would then fire a shotgun-type blast to kill the threat. Similar systems are on the Israeli Merkava 4 main battle tank and Russia’s T-14 Armata main battle tank.
T-14 Armata (Photo from Wikimedia Commons)
Some reports claim that Russia has developed a weapon capable of beating an active-defense system like Trophy. The RPG-30 reportedly used a smaller rocket in front of its main rocket to try to trigger the system.
But still, the Trophy can attack rockets and grenades at a distance, before the warhead even reaches the Abrams’ skin.
Afghan special forces have freed 61 captives held by the Taliban in an operation in the southern province of Helmand, the military says.
Jawid Saleem, a spokesman for the elite commando units, said the operation was conducted late on Aug. 2, 2018, in the Kajaki district in Helmand, a stronghold of the Taliban.
Saleem said at least two Taliban militants were killed during the rescue mission by Afghan special forces.
The Taliban did not immediately comment on the matter.
The prisoners were transferred to the provincial army headquarters, said Munib Amiri, an army commander.
Those held had been captured for a range of reasons, Saleem said, from cooperating with Afghan security forces to belonging to the local police force.
According to Saleem, the prisoners were held in poor conditions, including a lack of proper food and health care. They were also tortured, Saleem added.
Hundreds of prisoners have been freed from Taliban prisons by Afghan security forces in Helmand Province in recent months.
On May 31, 2018, Afghan special forces freed 103 people held at two sites run by the Taliban in Kajaki district.
According to the latest report by the Special Inspector-General for Afghanistan Reconstruction, an independent U.S. federal auditor, the militants control nine of 14 districts in Helmand. Half of the population of the province lives in areas under Taliban control.
Only once in the history of the U.S. Navy was an aviator buried at sea inside his airplane. Loyce Edward Deen was so shot up by Japanese anti-aircraft fire, his shipmates decided to keep him forever in his TBM Avenger as they bid him fair winds and following seas.
Deen joined the Navy in 1942, less than a year after the attack on Pearl Harbor. His first combat duty station was on the USS Essex. He was injured in the 1944 Battle of Leyte Gulf but instead of recovering on a hospital ship, he opted to stay with his crew, pilot Lt. Robert Cosgrove and radioman Digby Denzek.
Just after Leyte Gulf, Deen was a turret gunner on a torpedo bomber during the Battle of Manila. The 23-year-old Oklahoma native was decapitated by Japanese flak, killing him instantly.
Cosgrove flew their heavily-damaged plane for two hours, all the way back to the Essex. By the time they returned to the carrier, Cosgrove’s Avenger was damaged beyond repair. The decision was made to bury Aviation Machinist Mate 2nd Class Loyce Deen in the aircraft rather than try to remove his remains.
Deen hadn’t even been in the Pacific Theater for a full year.
The U.S. Navy video below captured his burial ceremony:
New from SIG AIR: An air pistol that’s nearly identical to the U.S. Army’s New M17 Modular Handgun System.
The new M17 Advanced Sport Pellet, or ASP, pistol is powered by a carbon dioxide cartridge and features a proprietary drop magazine that houses a 20-round rapid pellet magazine, according to a recent press release from Sig Sauer, the maker of the Army’s MHS.
“This semi-automatic .177 caliber pellet pistol is a replica of the U.S. Army issued P320 M17 and is field-strippable like its centerfire counterpart,” the release states. “It has the same look and feel as the M17, featuring a polymer frame and metal slide with realistic blow-back action.”
Air pistols are becoming more popular as a training tool for military and police forces.
The Coast Guard, which falls under the Department of Homeland Security, has long used the Sig P229 .40 caliber pistol as its duty sidearm. The Coast Guard is scheduled to join the Army, Navy, Air Force and Marine Corps in fielding the Army’s new Modular Handgun System.
But the service plans to use the SIG AIR Pro Force P229 for simulated training, according to a press release about the Coast Guard’s purchase.
The new M17 ASP’s CO2 cartridge features a patented cam lever loading port for quick and easy replacement of the cartridge, according to the release.
It weighs 2.15 pounds and comes with fixed sights. The M17 ASP has a velocity of up to 430 feet per second, but that may vary depending on pellet weight, temperature and altitude, the release states.
It comes in Coyote tan and retails for about 0.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
A US soldier critically injured by a roadside bomb that killed three US service members in Afghanistan last week died of his wounds over the weekend.
Army Sgt. Jason Mitchell McClary, a 24-year-old native of Export, Pennsylvania, died Sunday in Landstuhl, Germany from injuries sustained from the improvised explosive device in Andar, Ghazni, Afghanistan on Nov. 27, the Department of Defense said in a statement Monday.
McClary was assigned to 1st Battalion, 38th Infantry Regiment, 1st Stryker Brigade Combat Team, 4th Infantry Division, Fort Carson, Colorado. That blast also killed three special operations troops — Army Capt. Andrew Patrick Ross, Army Sgt. 1st Class Eric Michael Emond, and Air Force Staff Sgt. Dylan J. Elchin.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Russia — the country that’s failed to build its super carrier and any meaningful amount of its newest jets or tanks — is now claiming that it’s going to build the world’s first catamaran aircraft carrier, a vessel that would carry an air wing while suffering less drag and costing less than other carriers.
While this effort will likely suffer from the same problems that prevented the construction of the super carrier, it’s still a revolutionary design that’s generating a lot of buzz.
The U.S. has purchased and leased some catamaran ships, but nothing nearly the size of the proposed Russian aircraft carrier. The HSV 2 in the photo has a displacement of less than 5 percent the size of the Russian design.
So, first, let’s explore the highlights. Catamarans are multi-hulled vessels with the hulls in parallel. If you’re unfamiliar, that basically means that if you look at the vessel from the front, you can see a gap right down the middle of the hull near the waterline. The Russian vessel would be a semi-catamaran, so there would be a gap, but it would be beneath the waterline.
This greatly reduces drag and makes the vessel more stable while turning, but also reduces the amount of space below the waterline for aircraft storage, living spaces, and so forth.
Russia’s only current carrier is the Admiral Kuznetsov, and it’s less than impressive.
(U.S. Defense Department)
But it would still carry a healthy complement of aircraft, up to 46, including early warning aircraft and helicopters. That’s a far cry from the Ford’s 75 aircraft, but a pretty nice upgrade over the LHAs’ 30+ aircraft.
The catamaran would have an 8,000-mile endurance, anti-torpedo and anti-aircraft defenses, electronic warfare systems, and four bomb launchers.
All-in-all, that could make for an effective and affordable aircraft carrier. So, will Russia be able to crank this ship out, maybe clone it a couple of times, and become the effective master of the seas?
Russia: Mistral replacement? Storm Supercarrier model unveiled in St Petersburg
Well, no. Almost certainly not. First, Russia has the same spending problem it had when it threw a hissy fit after France cancelled the delivery of two Mistral-class amphibious assault ships. Russia responded with designs for the Storm Supercarrier, a ship larger than America’s Ford-class.
Most defense experts at the time weren’t very worried, and we shouldn’t be now. Russia has few personnel with experience building ships of this size. That’s actually why they wanted to buy the Mistral class in the first place — and the Mistral is half the size of this proposed catamaran.
The Soviet Union constructed the bulk of its ships in areas that broke away when the Soviet Union collapsed. Many were built in Ukraine, which now has a troubled relationship with Russia (to put it mildly). Russia lacks the facilities and personnel for such construction.
The PAK-FA/Su-57 is seemingly a capable fighter despite issues with its engines and other developmental hangups, but Russia simply can’t afford to buy them, or to buy a catamaran carrier.
Infographic from Anton Egorov of Infographicposter.com
And then there’s the money. Russia designed a reasonably modern and well-received tank in the T-14 and a good fighter in the PAK-FA, but they couldn’t build many of them because oil, currently, is way too cheap. Russia’s economy is relatively small — actually smaller than that of Texas or California — and it’s heavily reliant on oil sales.
And then there are the glaring flaws of the design. While the catamaran has the advantages mentioned above, it would have serious trouble moving in rough seas, as catamarans have a tendency to dig their bows into waves in rough conditions — and taking waves from the side would likely be even worse.
It was a cold February in 2014 when I was staying at a tiny U.S. Army installation right near the Demilitarized Zone in South Korea with the rest of my company. We hadn’t been there long before we got our first mail drop, right before Valentine’s Day. Some of us got care packages, but everyone in my platoon got a letter.
These letters were sent by elementary school kids back in the States — probably around third grade — and they were just as you’d expect: immaculate spelling, artwork that rivaled the classic greats, and fine calligraphy. Jokes aside, receiving that letter put me in an interesting head-space.
At that point, the war in Iraq had mostly died down. Marines were still being sent to Afghanistan, but just a handful of months prior, we were reflecting upon the 12th anniversary of the September 11th, 2001 terrorist attacks that kick-started the whole shebang.
1st platoon, Golf Company, 2nd Battalion, 3rd Marine Regiment in South Korea. C. 2014.
What I realized then and there is that, just a decade earlier, I was the elementary school kid writing a letter to some service member who was, at that time, fighting in Iraq or Afghanistan. In fact, I was even younger than whoever penned my letter when I saw the events of that fateful September day repeated on the news. The kid who wrote the letter in my hands now wasn’t even around in 2001.
It never occurred to me, especially back at the turn of the century, that I would one day enlist to fight in the same war that started when I was a kid.
When I was growing up, you’d hear this left and right: “Don’t join the military, you’ll go to war and die.” I always dismissed it as ignorant. After all, my father fought in the war before this one and he came back, didn’t he? But, at the time, half of that statement was true. If you enlisted immediately after 9/11, there was a near guarantee you’d go to war.
That sentiment followed me through boot camp.
I joined the Marine Corps at the age of 17 and I was still sure I’d go to war. But, with time comes change — and that’s exactly what happened. From the time I went to MEPS and had an old guy tell me to turn my head and cough to the time I walked across the parade deck at Marine Corps Recruit Depot San Diego, everyone said I would go to war. My recruiter, my drill instructors, everyone.
But once I got to the School of Infantry, things had mellowed out a bit.
I never went to war. In fact, a lot of people I served with never did. The crazy thing is that it was the reason we enlisted. We were kids when 9/11 happened and we grew up during the war that it spawned. We had time to grow angry about what had happened and we enlisted for a lot of the same reasons as our predecessors.
Marine Corps Ball in 2014. That’s me on the left.
What blows my mind the most, however, is that I completed my service over two years ago and that war is still going on, even if the Marine Corps infantry isn’t actively involved. Meanwhile, that kid who wrote me the letter is probably sitting in a high school classroom learning about 9/11 as a historical event — not as something that happened to them.
Christopher Brown squats among knee-high rows of green garlic. He grasps a stalk at its base and tugs it from the ground with a satisfying crunch. After popping several plants from the soil, he peels back their papery protective layers, revealing bulbs that are a brilliant, glossy white.
Six months ago, much of this Skagit Valley farmland was a mucky soup of tangled grass, mud and standing water under stormy skies. Today, it’s a pleasant 70 degrees. Rows of produce, from garlic and sugar snap peas to kale and broccoli, spring from the valley’s soft loam.
A three-time Marine combat veteran who served in Iraq and Afghanistan, Brown struggled to adjust when he returned to the U.S. So, too, did many of the men and women who are now harvesting produce alongside him — military veterans from all branches, of all ages.
Welcome to Growing Veterans, the thriving nonprofit that has transformed the life of Brown, its president and co-founder, and the lives of many of its workers and volunteers.
Together, they use sustainable practices to plant, grow and harvest a rich variety of produce for sale at farmers markets and donation to food banks. It is satisfying work, but there’s a deeper mission at stake: helping veterans reconnect — to each other, and to the communities they serve. And, in the process, tackling the pervasive isolation that underlies many of the issues they face.
In the morning, they park their cars in the gravel driveway of a former dairy farm. They greet each other with hugs. As they work, they share stories — funny stories, sad stories, terrifying stories — from their time in the service. They talk politics. Medications. Family. Civilian life.
Brown has a story of his own. In 2008, he returned from his final tour of duty. “There was a lot of guilt, grief, anger, frustration and anxiety,” he says. He also had to cope with a mild traumatic brain injury and post-traumatic stress disorder (PTSD).
His struggles were not unique. Along with PTSD, many returning veterans face depression. Substance abuse. Unemployment. Homelessness. And suicidal thoughts.
There was a lot of guilt, grief, anger, frustration, and anxiety
Brown’s Marine battalion, the 2/7, has a suicide rate four times that of all young male veterans. At least 15 men from the battalion have taken their own lives since he left the military.
“When I went back to get my undergraduate degree,” he says, “I made a commitment to myself that I would pursue an education and a career where those losses would not be in vain.”
Brown also began working on his own mental health. He spent over two years in group and individual counseling, processing his traumas and learning coping strategies. Following the advice of his counselor, he started growing plants as a way to reconnect with life.
Soon, he was harvesting food from his own garden for dinner, and he was feeling better and better. “I realized that there really is something to working with food and growing plants,” he says.
And then, just before he turned his thoughts to graduate school at the University of Washington, he says, it clicked: Why not combine food and sustainable agriculture with helping veterans?
For the past four years, he has done just that. Along with counselor-turned-farmer Christina Wolf, who serves as operations manager, Brown co-founded Growing Veterans on a 3.5-acre site north of Bellingham. The organization has since leased its expansive Skagit Valley location and a half-acre spot in Auburn, and continued to deepen its connections with regional farm agencies, veteran service providers and nonprofits.
Brown, who just completed his master’s in social work at the UW, and Wolf have also deepened their organization’s focus on mental health. Each of Growing Veterans’ nine employees has completed a peer-support training program designed to tackle veteran isolation and prevent suicide.
And beyond providing life-sustaining social support at its farms, Growing Veterans helps people connect with as many meaningful opportunities as possible: through other local and national veteran organizations, business and community networking, and educational projects.
There’s plenty of excitement cropping up for Growing Veterans. More community partners. More acreage planted. More people receiving healthy, sustainably grown produce. More veterans beginning the journey to healing.
But there’s also tremendous power in the present: The warmth of the sun. The fertile soil that gently gives way under each step. And the rhythm with which dirt-covered, callused hands pick and peel bunches of garlic, set them aside, and then begin anew.
When Growing Veterans was just getting off its feet, Christopher Brown embarked upon another journey: He took on a master’s degree in social work at the University of Washington.
Now a newly minted graduate, Brown recently transitioned from executive director of Growing Veterans to president of the board of directors — freeing up time to launch his career as a PTSD counselor for veterans.
His professors supported him as he focused many of his research projects on furthering the mission of Growing Veterans. And, though his concentration was in integrative health and mental health practice, Brown also learned about leadership and community building.
“Many of my professors also ran their own foundations and brought their worldly experience to the classroom,” he says. “They helped challenge and refine not only my understanding of how to work with others, but my view of the world, too.”
For more on Growing Veterans visit their website here.
The C-17 Globemaster III is arguably the most capable transport in the Air Force inventory. This is understandable – according to an Air Force fact sheet, it can carry up to 171,000 tons of cargo, or 85.5 tons. It has a range of 2,400 nautical miles without aerial refueling, but it still has a receptacle for a boom from a tanker like the KC-46, KC-10, or KC-135. It has a top speed of 450 knots, almost three-fourths the speed of sound.
Not a bad plane at all. If you have $202.3 million, you can buy one from Boeing. But suppose you only had about $120 million. Well, you’re in luck, because Kawasaki has built a mini-C-17.
This is known as the Kawasaki C-2, and according to the Kawasaki web site, it’s equipped with a host of new systems. A handout distributed at Kawasaki’s booth at the AirSpaceCyber expo held at the Gaylord Convention Center in National Harbor Maryland noted that the C-2 is able to carry 66,000 pounds, has a range of 3,100 nautical miles without aerial refueling while carrying its maximum payload, and can cruise at Mach .8, or 529 knots.
Its cargo hold is 51.5 feet long, roughly 13 feet high, and 13 feet wide. While it is not able to carry main battle tanks or infantry fighting vehicles, it could carry JLTVs, HMMWVs, or other lighter vehicles. It is also capable of moving a H-60 series helicopter.
You can see a video of this plane’s first flight below.
The crews of submarines around the world face the very real and terrifying possibility that their submarine could fail and become stuck at the bottom of the ocean. While a surface vessel that suffers a mechanical failure at sea can be reached by most other surface vessels, something special is needed to rescue crews thousands of feet under the surface.
Many civilian and military vessels can carry the SRDRS and the system can be rapidly installed on any appropriate ship, known as a “vessel of opportunity.” Once an appropriate vessel is identified near the rescue site, the SRDRS is flown, driven, or shipped to a port where it can meet the vessel. The Undersea Rescue Command, which operates the SRDRS, is stationed near both a port and a C-5 capable airfield so the unit can rapidly deploy anywhere in the world.
When the Navy crew and the system arrive at the submarine site, a diver wearing the Atmospheric Dive System 2000 is lowered to where the submarine rests on the bottom of the ocean. The ADS2000 allows a single sailor to dive to the sub and inspect it. If the diver sees signs that the crew are still alive inside the hull, he’ll signal the surface to let them know to launch the rescue mission. He’ll also begin removing any blockages or debris near the submarine’s hatches.
Next, the remotely-operated Pressurized Rescue Module, the Falcon, is lowered into the water and descends to the submarine. When it reaches the sub, it links with the hull on the sub and seals a skirt around the hatch. Then, it pumps air into the skirt, creating an open tube with breathable air. The sailors are then able to climb from their submarine to the PRM through the air chamber. Sixteen sailors can be carried by the PRM at once.
Once 16 sailors are safely aboard the PRM, it delivers them to the 32-seat Submarine Decompression Chamber where they are able to remain at their previous pressure until they reach the hyperbaric systems on the surface vessel. This prevents the decompression sickness they would face if they simply rushed to the surface.
Meanwhile, the PRM returns to the submarine to rescue another 16 sailors. Because the PRM has a tether that provides it power from the surface, it can ferry survivors from the submarine around the clock until it has rescued everyone. The Navy’s previous system, the Mystic-class Deep Submergence Resce Vehicles, used batteries that required charging between rescues.
For distressed submarines at lower depths, usually 850 feet or less, the Navy can deploy the Submarine Rescue Chamber Flyaway System instead. The SRCFS is a diving bell that is lowered to the submarine via a cable attached to the sub by a diver. Sailors climb into the chamber and are raised to the surface.
The tough talk coming out of the Kremlin has been increasingly more provocative in the days since American and Russian troops were involved in an Aug. 25, 2020 armored vehicle crash that injured seven U.S. service members.
U.S. official Capt. Bill Urban says the Russian troops used “deliberately provocative and aggressive behavior” in northeastern Syria. There is a series of established means for the Russian and American forces in the country to communicate and the Russians blatantly disregarded those channels.
Instead of communicating a request for passage through an American-controlled zone, a convoy of Russian armored vehicles made and “unauthorized incursion” into the area. They met a joint American and Syrian Democratic Forces (SDF) convoy, which they decided to “aggressively and recklessly pursue.”
As the U.S. convoy moved, it was sideswiped by Russian vehicles, and buzzed by an extremely low overflight from a Russian helicopter. While the seven servicemembers sustained injuries consistent with vehicle accidents, all are said to have returned to regular duty.
There are now videos of the provocative behavior circulating on social media sites. The Russian Embassy in the United States blamed the US for the collision, after Chairman of the Joint Chiefs of Staff Gen. Mike Milley and the chief of Russia’s General Staff, Gen. Valery Gerasimov, discussed the incident via telephone.
General Gerasimov said the American-led coalition in Syria was informed of the Russian convoy’s passage and that it was the US convoy that was attempting to block and delay the Russians’ passing through the area. The Pentagon confirmed the conversation, but none of the details announced by the Russians.
The National Security council released a statement to CNN that revealed the vehicle struck by the Russians was a Mine-Resistant Ambush Protected All-Terrain Vehicle (M-ATV) and that Russia’s behavior was “a breach of deconfliction protocols, committed to by the United States and Russia in December 2019.”
This most recent clash between American and Russian military forces came near the northeastern Syrian town of Dayrick. A number of incidents involving US troops coming under attack from Russian-back Syrian government forces have occurred in recent weeks, including a rocket attack on a U.S. base and a skirmish between Syrian and American convoys.
Russia is opposed to the continued American presence in the SDF-controlled eastern provinces of Syria, which contain much of the country’s oil fields – and are used by the Kurdish-led SDF to fund its continued anti-ISIS operations in Syria. Though President Trump has ordered all but 500 US troops to leave Syria, the United Nations estimates there are still some 10,000 or more ISIS-affiliated fighters operating in the country.
The last time American forces engaged in a direct altercation with Russians in Syria, it resulted in a four-hour firefight between Syrian government troops with the help of Russian mercenaries and a cadre of U.S. troops in an SDF headquarters building. No Americans were harmed.
Rob Riggle is no stranger to We Are the Mighty — and it’s no secret that we’re big fans of his. But it’s not just the fact that he’s a hilarious, self-made comedian with a background of service with the United States Marine Corps Reserve, it’s also because he’s a genuine, charitable guy.
This year, he’s back at it once again. Beginning June 1, Riggle is hosting yet another Big Slick Celebrity Weekend to raise money for Kansas City’s Children’s Mercy. Last year, Riggle and his supporting cast of celebrities from all walks of life helped raise over $1.7 million dollars for the award-winning hospital.
It all started in 2010 when Riggle called on two other alumni of Shawnee Mission South High School: Paul Rudd and Jason Sudeikis. Over the course of 9 short weeks, the three put together a weekend chock full of events to raise money for Children’s Mercy Hospital. Dubbed the Big Slick Celebrity Weekend, their very first run earned over $120,000 for the hospital.
(Big Slick Celebrity Weekend)
Since then, things have gotten bigger and better than ever. The three called on other celebrities, including Will Ferrel, Weird Al Yankovic, Olivia Wilde, James Van Der Beek, and many more, to come help grow the event to make an even bigger impact — and it’s showing no signs of slowing down.
This year, the crew has plenty of fun in store. It all starts on the afternoon of Friday, June 1 when celebrities take the field to play a game of softball. After that, players from the Major League step in — the Oakland Athletics are taking on the Kansas City Royals. Each ticket to the MLB game sold includes a $5 donation to Big Slick.
Then, the following day, the festivities continue as celebs hit the lanes for a bowling tournament. Finally, Saturday night is capped off with a party and auction where they’ll put up some great items, all sold to the benefit of Children’s Mercy.
Children’s Mercy has been repeatedly ranked by U.S. News & World Report as one of “America’s Best Children’s Hospitals.” They’ve been helping treat the sick and supporting medical research since 1897 and, with your help, they can keep offering the very best in care to kids across both Kansas and Missouri.
To learn more about the Big Slick Celebrity Weekend 2018, check out their website. To get a glimpse into the fun-filled weekend, check out this clip from last year’s event!
Capable of flitting through the air at multiple times the speed of sound, these planes take the pilot to the fringe of science fiction.
Although a number of these aircraft have since been retired, they continue to be the fastest manned aircraft in history.
The designs and advances achieved with these planes have also left an immense impact upon the development of the planes that succeeded them.
Here’s a look at the world’s nine fastest manned aircraft ever flown.
F-4 Phantom II
Maximum speed: 1,472 mph
Maximum range: 1,615 miles
First flight: May 27, 1958
The supersonic F-4 Phantom II jet was originally developed just for the US Navy and officially entered into service in 1960. In the mid-1960s, the interceptor was adopted by the US Marine Corps and the US Air Force.
The F-4 carries more than 18,000 pounds of weapons, including air-to-air missiles, air-to-ground missiles, and various bombs. The primary fighter jet during the Vietnam War, the Phantom II was gradually replaced by the F-15 and the F-18 Hornet.
Convair F-106 Delta Dart
Maximum speed: 1,525 mph
Maximum range: 1,800 miles
First flight: December 25, 1956
First introduced into service in 1959, the Convair F-106 was designed to intercept and destroy Soviet bombers during the Cold War. The Delta Dart carried sophisticated radar, infrared missiles, and a nuclear-tipped rocket, according to the Aerospace Museum of California.
The F-106 still holds the world record as the fastest single-engine fighter at 1,525 mph. The F-106 is considered one of the most challenging fighter jets to operate because of its heavy cockpit workload.
Mikoyan MiG-31 Foxhound
Russian Air Force
Maximum speed: 1,860 mph
Maximum range: 2,050 miles
First flight: September 16, 1975
First introduced into service on May 6, 1981, the Soviet MiG-31 remains one of the fastest combat jets ever designed. Built as an interceptor aircraft, the Foxhound continues to serve in the Russian and Kazakh air forces.
Despite its age, Russia plans to keep the aircraft in service until 2030.
Maximum speed: 1,883 mph
Maximum range: 913 miles
First flight: July 10, 1959
The Ye-152 was first introduced in 1959 and was an operational interceptor derived from the Mikoyan Ye-150. The Ye-152 is best known for paving the way for the Mikoyan-Gurevich MiG-25 Foxbat.
Maximum speed: 2,056 mph
Maximum range: 4,288 miles
First flight: September 21, 1964
The XB-70 was a prototype of the never-completed US B-70 nuclear-capable strategic bomber. The bomber was intended to bomb targets while traveling at over Mach 3 at high altitudes.
Soviet missile defenses and the expansion of the role of intercontinental ballistic missile systems ultimately led to the abandonment of the B-70 program. The only two completed XB-70 prototypes were then used as test vehicles for high-speed flight.
Bell X-2 “Starbuster”
US Air Force Photo
Maximum speed: 2,094 mph
First flight: September 18, 1955
The Bell X-2, which only flew for a brief span between November 1955 and September 1956, was a research aircraft jointly constructed by the Bell Aircraft Corporation, the US Air Force, and the National Advisory Committee for Aeronautics. The plane was developed to test flight between Mach 2 and 3.
On September 27, 1956, the X-2 reached its recorded maximum speed of 2,094 mph. During the flight, however, test pilot Milburn G. Apt died. He was the first man to break Mach 3.
Mikoyan-Gurevich MiG-25 Foxbat
Maximum speed: 2,170 mph
Maximum range: 1,599 miles
First flight: March 6, 1964
The Soviet MiG-25, which was first introduced in 1970, was built as a supersonic interceptor and reconnaissance aircraft. Due to the aircraft’s large wings, the US assumed it was a highly maneuverable fighter. Instead, the Foxbat needed the large wings due to its weight.
The MiG-25’s maximum speed of Mach 3.2 is not sustainable without causing engine damage. Its top sustainable speed is 1,920 mph (Mach 2.83).
Freebase, Creative Commons
Maximum speed: 2,200 mph
Maximum range: 3,682 miles
First flight: December 22, 1964
The SR-71, designed by Lockheed Martin, was a marvel of a plane. It flew at altitudes of over 80,000 feet at speeds greater than 2,000 mph. The plane, engineered for surveillance, flew for more than 30 years and was capable of outrunning antiaircraft missiles lobbed at it.
For perspective, on its retirement flight from Los Angeles to Washington, D.C., the SR-71 flew coast to coast in only 67 minutes.
Maximum speed: 4,520 mph
First flight: June 8, 1959
The world’s fastest manned aircraft is the rocket-powered X-15. The X-15 flew for the first time on June 8, 1959, after successfully deployed at 45,000 feet from another aircraft. A few years later, on October 3, 1967, the X-15 pulverized all flight-speed records with a stunning 4,520 mph, or Mach 6.72, speed.
Three X-15s were made and flew a total of 199 flights before the $300 million program was retired.