Fifty years ago, Israel was backed into a corner. Egypt had closed the Strait of Tiran – essentially denying Israel access to the Red Sea. The situation was dire, and Israel knew it had to act.
On June 5, 1967, Israel launched Operation Focus. The objective was to neutralize the Arab air forces, particularly those from Egypt. According to the Israeli Air Force web site, the operation was a smashing success.
You can now see that operation — as well as other parts of the Six-Day War — the way Israeli Defense Force pilots saw it.
During that war, the Israeli Air Force carried out strikes on air fields and other ground targets. They also were in a fair number of dogfights. The best plane the Israelis had at that time was the Dassault Mirage III, a single-seat fighter that had a top speed of 1,312 miles per hour, a range of 1,000 miles, and the ability to carry up to 8,800 pounds of ordnance along with two 30mm cannon.
The Six-Day War saw Israeli Mirage IIIs take on MiG-21 Fishbeds, MiG-19 Farmerss, Hawker Hunters, MiG-17 Frescos, Su-7 Fitters, Il-28 Beagles, and a variety of transports and helicopters.
The Israelis lost 46 aircraft and 24 pilots, but in return had killed almost 400 enemy planes, and had control of the skies within hours of the conflict starting.
You can see what it was like for Israeli pilots in the video below, taken from the Israeli gun camera films. The compilation starts with the airfield strikes that were part of Operation Focus. Not just bomb runs, but also the strafing passes on aircraft that were caught on the ground.
The gun-camera footage then shows the Israeli pilots as they score kills in dogfights. Finally, the video shows the interdiction strikes against Arab ground forces.
Sometimes the span of years can be summed up in one quote.
“One really clear way of understanding the shift in World War I in terms of technology is that soldiers rode in on horses and they left in airplanes,” military historian Dr. Libby H. O’Connell told the History Channel.
The fact is, World War I wasn’t just about turning out the instruments of death rapidly but instead, new death dealing technology evolved from the slogging stalemate of the trenches. Some of the technologies that helped end the war didn’t even exist when it started in 1914.
Here are some of the most notable developments.
In the early part of World War I, bombing attacks were carried out by dropping mortar rounds from planes. There were various ingenious methods being used to mount machine guns so they wouldn’t shoot off a propeller.
By the end of that war, though, the interrupter gear had been perfected, making the fighter a dominant part of aviation. From the ad hoc arrangement of dropping mortar rounds, large, multi-engine bombers delivered massive payloads on target. The aircraft was a proven weapon of war by the end of World War I.
Viable submarine technology was in its infancy in World War I. The basics of the diesel-electric boat were worked out, though, and in 1914, an obsolete submarine, the U-9, sent a message by sinking three British armored cruisers in about an hour. That submarine displaced about 600 tons, had four torpedo tubes and eight torpedoes. By the end of the war, German submarines displaced 1,000 tons, had six torpedo tubes and 16 torpedoes.
3. The machine gun
Hand-cranked Gatling guns had emerged during the American Civil War, but they were still very clumsy affairs. It was Hiram Maxim, though, who came up with the design that would turn the battlefields of World War I into a charnel house. The frontal charges, like Joshua L. Chamberlain’s at Little Round Top, became more about death than glory.
With the rise of the machine gun, troops needed a way to punch through defensive lines. Ideas for the tank had been kicked around, but short-sightedness meant practical designs didn’t arrive on the battlefield until the Battle of the Somme in 1916. By 1918, both sides had tanks, even though Germany’s inventory was very limited.
5. Chemical Warfare
Another idea to break the deadlock of the trenches was the use of poison gas. While it was effective early on, eventually gas masks were developed to protect troops from toxins. Chemical weapons remain a threat on the battlefield today, with sarin gas recently being used during the Syrian Civil War.
However, unexploded World War I chemical munitions also remain a threat across France and Belgium, according to a 2015 Daily Mail article on the Battle of Verdun.
The howitzer came about because the artillery of previous eras, mostly focused on providing direct fire, proved inadequate against troops dug into the trenches. The howitzer came into its own in World War I and was able to provide the long range of cannons with a trajectory able to drop the shell in on enemy troops like a mortar. Today, most artillery pieces used by military forces are howitzers.
So, with that in mind, take a look at the HISTORY video below to learn more about the deadly military technology of World War I.
Few feats of engineering are as impressive as a military-grade helicopter. Today worth millions of dollars each, these high-tech birds are a formidable military asset, including, among many other uses, for rescue operations — all a fact US military personnel helpfully chose to ignore during Operation Frequent Wind when they pushed several dozen of them into the sea, in one case for no other reason than to save a mother, a father, and their five children.
For anyone unfamiliar with it, Operation Frequent Wind was the name give to the final phase of evacuations during the Fall of Saigon — effectively the final days of the Vietnam War. Noted as being one of the largest military evacuations in history and the largest involving helicopters as the primary means of evacuation, Operation Frequent Wind is celebrated as a logistical success for the US due to the fact that a few dozen helicopter pilots were somehow able to evacuate over 7,000 people in around 18 hours. This is made all the more impressive when you realize that the mass evacuation was never supposed to involve helicopters much at all.
A South Vietnamese helicopter is pushed over the side of the USS Okinawa during Operation Frequent Wind, April 1975.
(US Marine Corps photo)
You see, while Operation Frequent Wind is now famous for being the most successful mass helicopter evacuation ever organised, using helicopters as the primary means of evacuation was never the original plan — it wasn’t even the backup plan. It turns out that it was the backup to the backup to the backup plan.
Known initially as Operation Talon Vise until North Vietnamese spies heard whispers of it, the plans for a mass evacuation of Vietnam had been in place for several years and were originally supposed to involve the primary use of both commercial and military aircraft which would evacuate at-risk citizens and military personnel, with the total slated to be evacuated estimated to be about 2 million people.
Failing or in addition to this, the idea was to dock ships at Saigon port and load them with as many people as possible. In the event none of these options were possible, the final, Hail Mary plan was to instead use military helicopters to transport people to ships off shore.
Of course, evacuating the original estimate of 2 million people was never an option for the helicopter plan alone, nor even the extremely whittled down number of about 100,000-200,000 that military brass eventually reduced that figure to. Instead, at this point it was just as many people as they could as fast as they could.
So why did the US have to fall back to literally their least effective option if they’d been planning the evacuation for years? Well, much of the blame falls somewhat unbelievably to the actions of a single man — Graham Anderson Martin, the American ambassador to South Vietnam at the time who steadfastly refused to agree to start an evacuation for fear of mass panic and given his unshakable faith in the notion that the threat of the “superior American firepower” would keep the enemy at bay.
Despite this, recommendations did go out in advance of Operation Frequent Wind that at risk people should leave the country, resulting in a total of around 50,000 people, including a few thousand orphans, leaving via various planes in the months leading up to an actual evacuation being started. This was mostly done via supply aircraft who would bring supplies in, and then load up as many people as they could for the trip home. Yet an official full scale evacuation, which would have seen these efforts massively ramped up, was continually stalled by Martin.
Military brass tried and failed to persuade Martin to change his mind, with Brigadier General Richard E. Carey going as far as to travel to Saigon to plead personally with with the ambassador. This was a meeting Carey would later diplomatically call “cold and non productive” and should be noted took place on April 13th, 2 weeks after preparations were already supposed to have begun for the mass evacuation.
This back and forth continued until April 28th when North Vietnamese forces bombed the Tan Son Nhut Air Base, effectively eliminating any possibility of getting people out via large aircraft capable of mass evacuation. When this was pointed out to the Martin, he still refused to call for the evacuation, deciding to wait until the next day so he could drive out to the base and confirm the damage for himself.
Upon confirming that North Vietnamese forces had indeed destroyed the air base and the best option for a mass evacuation, he finally relented.
South Vietnamese refugees arrive on a U.S. Navy vessel during Operation Frequent Wind.
This was an order that was relayed to soldiers on the ground via the official Armed Forces Radio station by the words “The temperature in Saigon is 105 degrees and rising,” followed by the playing the song I’m Dreaming of a White Christmas by Bing Crosby.
As a direct result of Martin’s stubbornness, the military had no choice but to rely on the least effective means of mass evacuation — via helicopter, with the operation officially commencing later that afternoon at 14:00.
Even as the operation began, Martin’s bullheaded refusal to prepare in anyway for an evacuation caused problems for certain helicopter pilots, most notably the ones trying to evacuate him and his staff.
Well there was a large tree in the embassy courtyard that military brass had “strongly advised” Martin cut down so as to better allow helicopters to land there should the worst happen. Martin, believing that doing so would be as good as admitting the war had already been lost, absolutely refused to do this. As Henry Kissinger would later note, “Faced with imminent disaster, Martin decided to go down with the ship.”
On that note, to his credit, Martin refused to leave once the evacuation had begun, though this was much to the annoyance of the pilot, Colonel Gerry Berry, sent to fetch him. Instead, Martin continually had refugees boarded while he simply waited with his staff in his office, knowing that as long as he was there, the helicopter would keep coming back allowing more lives to be saved.
It wasn’t until the 14th trip that an exhausted Berry finally reached his wits’ end. Said Berry, “I called the sergeant over. And he got up in the cockpit. And I said, ‘This is it. Get all these people off. This helicopter’s not leaving the roof until the ambassador’s on board. The President sends.'”
With an order supposedly from the President himself, though not actually in reality, Martin finally relented and allowed Berry to complete his mission by transporting Martin and his entourage.
Of course, what the military brass had failed to remember after this supposed last flight was that they’d accidentally left almost a dozen soldiers behind at the compound… This wouldn’t be realized for many hours, but all 11 Marines were rescued after being forced to barricade themselves on the rooftop for the night in case of an attack.
Leaving the evacuations as late as Martin did understandably resulted in mass panic across Saigon with many thousands of South Vietnamese citizens fleeing in everything from cars to stolen planes and helicopters.
In addition, lack of time meant that helicopter pilots had a laughable number of people to rescue, resulting in many ignoring the “recommended” weight limit of their craft and massively overloading them to the very extremes of what they could handle given the pilot’s assessments and weather conditions. In one case, one pilot noted he was overweight to the point that he could only hover inches off the ground, but no one was willing to get off as for many it would mean their life if they could not get out of the country.
He then stated he thought if he could get some forward speed he could get the additional lift needed, so simply pitched the craft forward and took a dive off the rooftop he was on, barely recovering before hitting the rooftops below and then managing to very slowly climb from there.
As for these pilots, they were instructed to ferry evacuees to waiting ships in the South China Sea, many of which quickly began to run out of space resulting in people sleeping double in the small bunks, as well as just anywhere on the ships there was available space for someone to sit or lie down on.
On top of that, any South Vietnamese pilots that could manage to get a hold of their own helicopters and flee to sea were also crowding the decks as they arrived. This resulted in the order to push some of these South Vietnamese helicopters overboard to make more space, or orders for some pilots to simply crash their helicopters into the ocean and await rescue after they’d dropped off any passengers.
This all brings us around to the incredible story of Major Buang Lee. Knowing he and his family — a wife and five children — would in all likelihood be executed if they couldn’t find a way out of the country immediately, the Major managed to commandeer a small Cessna O-1 spotter plane. Under heavy fire, he managed to take off and flee the country with two adults and five children jam packed aboard the tiny, slow moving aircraft.
A South Vietnamese UH-1H is pushed overboard to make room for a Cessna O-1 landing.
He then headed out to sea in search of a ship to land on or ditch the plane next to. About an hour and a half off the coast and with only about an hour of fuel left, he finally found one in the USS Midway.
The issue now was there was not sufficient room to land on the ship, owing to the number of helicopters on the deck. Unable to find the right frequency on the radio to talk to those on the Midway, Buang resorted to dropping notes.
The first two notes, unfortunately blew away before anyone aboard could grab them. Buang tied the third to his gun and dropped it. When the crew aboard retrieved it, they saw it read: “Can you move the helicopters to the other side, I can land on your runway, I can fly 1 hour more, we have enough time to move. Please rescue me. -Major Buang, Wife and 5 child.”
The captain of the vessel, one Lawrence Chambers then had a decision to make. While it was possible to move some of the helicopters out of the way, there was no room to move them all. The young captain, only appointed to that post some five weeks before, decided that there was little chance the family would all survive if they tried to ditch in the sea next to the Midway and be rescued that way.
Said Lawrence of the event, “When a man has the courage to put his family in a plane and make a daring escape like that, you have to have the heart to let him in.”
So, thinking he’d likely be court-martialed for it, he made the call to move what helicopters could be moved and dump the rest in the ocean after stripping them of any valuable gear that could be removed quickly. In total, some million (about million today) worth of helicopters were ditched in this way.
There was another problem, however. The plane in question typically needs a minimum of a little over 600 feet of runway to land and come to a full stop. The Midway itself in total was about 1,000 feet long, but the runway deck was only about 2/3 of that, meaning there was zero margin for error here.
Thus, in order to land such a craft on the deck with enough margin of safety, the ship really needed to be moving as fast as possible to make the plane’s relative speed slow enough that it could stop in time before falling off the end. Using the cable system to stop the craft faster wasn’t deemed a good option as in all likelihood it would have just resulted in the landing gear ripping off and/or the plane flipping over in a spectacular crash.
Unfortunately, Chambers had previously granted the ship’s engineers permission to take the Midway’s engines partially offline for routine maintenance. After all, helicopters did not need nor want that relative wind, especially when landing on such a crowded deck.
Said Chambers, “When I told the chief engineer that I needed 25 knots, he informed me that we didn’t have enough steam. I ordered him to shift the hotel load to the emergency diesels.”
With this, the ship was able to achieve the requested speed and Buang’s landing was also helped by another 15 knots of headwind, further reducing his needed stopping distance.
With that done and deck cleared as it could be, Buang was given the greenlight to land, ultimately doing so with textbook precision and with plenty of deck to spare, becoming a rare individual in relatively modern times to land such an aircraft aboard a military carrier.
And, thankfully for Captain Lawrence, he was not court-martialed for ditching rather valuable military hardware to save Major Buang and his family, and instead enjoyed a continuance of his successful career, eventually retiring as a Rear Admiral.
In the aftermath of Operation Frequent Wind, the U.S. ships continued to hang around for a few days off the coast, trying to pick up as many refugees from the water as they could. Finally, the order was given to head home, forcing the commanders to leave many thousands of people that had been promised evacuation behind.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
Many taxpayers plan their holiday shopping and other purchases around getting their tax refunds from the Internal Revenue Service at the earliest possible date.
In 2017, that may no longer be the case.
The Protecting Americans from Tax Hikes Act, signed into law in December 2015, requires the IRS to hold tax refunds for people claiming Earned Income Tax Credit and Additional Child Tax Credit until at least Feb. 15, 2017.
Also, new identity theft and refund fraud safeguards by both the IRS and individual states may mean some tax returns and refunds face additional review.
Beginning in 2017, the IRS must hold the entire refund — even the portion not associated with the EITC and ACTC. The IRS said the change helps ensure taxpayers get the refund they are owed by giving the agency more time to help detect and prevent fraud.
“This is an important change, as some of these taxpayers are used to getting an early refund,” said IRS Commissioner John Koskinen. “We want people to be aware of the change for their planning purposes during the holidays. We don’t want anyone caught by surprise if they get their refund a few weeks later than in previous years.”
As in past years, the IRS will begin accepting and processing tax returns once the filing season begins. All taxpayers should file as usual, and tax return preparers should submit returns as they normally do.
Although the IRS cannot issue refunds for some early filers until at least Feb. 15, it reminds taxpayers that most refunds will be issued within the normal timeframe: less than 21 days after being accepted for processing by the IRS.
After placing fifth at the Rogue Invitational in Columbus, Ohio, an armor officer and member of the Army Warrior Fitness Team has stamped his ticket to the CrossFit Games starting Thursday in Madison, Wisconsin.
During the four-day competition, Capt. Chandler Smith said he looks forward to sharing his Army story at one of the largest fitness contests in the world.
“My goals at the CrossFit Games are reflective of my Army career goals as a whole,” Smith said. “My efforts there could potentially [bring in] a Soldier that will help educate my [future] son or daughter when they decide to join the Army.
Capt. Chandler Smith stamped his ticket to the CrossFit Games Aug. 1-4, 2019, in Madison, Wisc., after placing fifth at the Rogue Invitational in Columbus, Ohio. Smith, an armor officer and member of the Army Warrior Fitness Team looks forward to sharing his Army story at one of the largest fitness contests in the world.
(Photo Credit: U.S. Army Recruiting Command)
“I want to do something at the games that [helps] the Army, and the world, become a better place,” he added. “If someone sees my positivity and chooses to reflect that in their daily life — that is a win.”
Smith was born in Gainesville, Florida. His father, Cedric, was a former NFL fullback and currently works as a strength and conditioning coach in the league. As an aspiring young athlete, Smith had ample opportunity to interact with many players and coaches, which taught him to remain humble, he said.
During high school, Smith decided to get into wrestling. His coach, Nage Damas, was a graduate of the U.S. Military Academy at West Point, New York, and a three-year letter winner on its wrestling team. Through their interaction, Smith decided to enroll in the academy.
“I am the person who is big on discipline,” Smith said. “West Point presented the hardest road … and presented the biggest challenge in comparison to the other academies.”
At the time the Army was highly involved in Iraq and Afghanistan. Smith believed the Army provided the best opportunity for applied leadership.
“Those were conflicts I saw myself in. As an aspiring leader, you want to place yourself at points of friction,” he said.
As both a cadet and wrestler, Smith worked hard to exceed West Point’s academic, physical and military performance standards, he said. He strived to be a positive example for all of his teammates and peers.
“I have been given some gifts in the physical realm,” Smith said. “It is something that the Army has helped me foster by putting me around similarly-minded [people].
“I’m big on putting a focused effort toward whatever it is that I am in charge of doing,” he added. “Anything less than my best would be to sacrifice my gift — that’s how I see it.”
The Army goes to great lengths to support competitive athletes. Here, Capt. Brian Harris completes the half Murph on the Assault AirRunner during the U.S. Army Warrior Fitness Team Tryouts.
(U.S. Army image by Lara Poirrier)
A NEW PATH
Smith’s respect for CrossFit started long before his time at West Point, he said.
“I wanted to do all the cool guy stuff that you see on TV. [CrossFit] helped me out with wrestling during high school and college,” he said.
After Smith graduated in 2015, CrossFit presented the most natural transition to help “stoke that competitive fire,” he added. In between his duties as a new lieutenant, Smith would spend hours in the gym. He was determined to make the CrossFit Games by 2020.
However, Smith’s fitness career almost derailed in February 2016. During an Army exercise, Smith sustained an injury, which broke his left ring finger in two places and sliced off the tip.
The injury happened a day before the CrossFit Open, the first qualifying stage for the CrossFit Games. The year prior, Smith placed 174th overall out of 273,000 total participants, according to CrossFit officials.
Smith took some time to recover and had to learn to operate with his new hand. He took a step back and started to reevaluate his ability to compete.
I didn’t realize that grip strength is a weakness of mine until I had something that affected my ability to grip. I began to specialize in the type of fitness my musculature can naturally support,” he said. “It ended up being a case of traumatic growth as this setback led to greater results.”
Through it all, Smith continued to move up in the ranks. He placed 128th overall in 2018 in the CrossFit standings. Coming into this year’s CrossFit Games, he is ranked 40th overall, according to program officials.
“I’ve gotten a chance to work out with [Smith],” said Master Sgt. Glenn Grabs, the first sergeant of the Army Recruiting Command’s outreach and recruiting company. “He speeds up as the workout gets longer, which makes him such a great competitor. Even though he’s maybe suffering inside, he’s just so positive and never backs down.”
As an overall athlete, Smith is relentless and the true embodiment of the warrior spirit, Grabs added.
“Captain Chandler Smith is not only a great Soldier, but he is a great person,” he said. “When I see him interact with people at competitions or in public, he goes the extra step to connect with people. That’s just who he is as a person and what makes him so remarkable.”
Army Strong: Capt. Kasandra “Kaci” Clark completing the half Murch on the Assault AirRunner during the U.S. Army Warrior Fitness Team Tryouts.
(U.S. Army image by Lara Poirrier)
As a Soldier, Smith looks forward to more milestones he hopes to accomplish in his career. He was recently selected to lead an infantry platoon as an armor officer, which ended up being one of his crowning achievements thus far, he said.
“That’s not something that happens too often. We went over to Bulgaria for nine months as part of the Operation Atlantic Resolve,” he said. “Knowing that my command trusted me enough to take on a role that I wasn’t necessarily trained for — it empowered me a lot.”
For the most part, Smith has not experienced a lot of difficulties while balancing his fitness goals and Army career, he said. However, anything that falls outside those two priorities is sometimes pushed aside.
“I think I am overly focused on doing my nine to five at work. I also take my fitness hobby very seriously. It doesn’t leave much time for anything else,” he said. “I haven’t done too much vacationing or maybe spent as much time with my family as I would have liked to.”
These sacrifices were necessary to keep him relevant in the Army and fitness community, he said.
“[Making the CrossFit Games] is a goal that I’ve had in mind since 2012, and I’ve been in the Army the whole time,” he said. “So figuring out a way to do this all while balancing my Army requirements was going to be a challenge, but I wouldn’t have it in any other way.
“I’m super happy that it has paid off with a trip to the games this year.”
Fleet-sized aircraft carriers, such as the USS Enterprise and USS Midway, captured the public’s attention during the air battles of World War II.
But the majority of the US Navy’s aircraft carriers during the war were actually smaller, lesser known vessels: Escort carriers.
There were five different classes of escort carriers, all of which varied slightly. But in general, they were about half the size of fleet-sized carriers.
The Casablanca-class, which had the largest number built with 50 hulls, typically carried 28 aircraft, including 12 Grumman TBF Avengers torpedo bombers and 16 F4F Wildcats fighters, Timothy Bostic, a reference librarian at the Navy Department Library, told Business Insider.
Referred to as “Jeep carriers” or “baby flap tops” by the press, escort carriers were slow, lightly armored and had few defensive weapons.
But they were also expert at hunting and killing enemy submarines, and exacted a heavy toll on Germany’s U-boats.
Here’s how they did it.
The USS Long Island underway in May 1943.
When German U-boats began sinking convoy ships in the beginning of the war, Great Britain asked the US for help, which responded by building escort carriers. The first escort carrier was the USS Long Island, which was built from an old freighter and launched in January 1940.
The USS Chenango (CVE-28) off Mare Island Navy Yard, California on 22 September 1943.
The US then built four more from oiler hulls, including the Chenango, which were sent to help with landings in North Africa, where they proved extremely successful in anti-submarine warfare. This led to the building of dozens more and deployments to the Pacific.
In total, the US built and launched 78 escort carriers between 1941-1945.
The USS Bogue (CVE-9) underway near Norfolk in June 1943.
In May 1943, the USS Bogue scored the first escort carrier kill of a German U-boat after spotting the surfaced U-231 and sent a Grumman TBF Avenger torpedo bomber after it, which released four depth bombs and took it out as it tried to submerge.
A US Navy landing signal officer guides a Grumman TBF-1 Avenger on board the USS Card.
The USS Core (CVE-13) in 1943 or 1944.
But what led to the escort carriers’ eventual success over the German U-boats was the Allies code-breaking U-boat radio traffic in 1943, providing escort carriers with accurate locations of enemy submarines.
An F-16 pilot flying over ISIS-held territory in 2015 suffered a malfunction of his fuel system and would have been forced to bail out if it weren’t for a KC-135 Stratotanker crew that offered to escort the jet home, the Air Force said in a press release.
“We were in the area of responsibility and were already mated with some A-10 Thunderbolt IIs that were tasked with observing and providing close-air-support for our allies on the ground,” said Capt. Nathanial Beer, 384th Air Refueling Squadron pilot. “The lead F-16 came up first and then had a pressure disconnect after about 500 pounds of fuel. We were expecting to offload about 2,500 pounds.”
After the pilot completed his checklist, it became apparent that 80 percent of his fuel supply was trapped in the tanks and couldn’t get to the engine. The pilots would have to bail out over ISIS territory or try to make it back to allied airspace.
500 pounds of fuel is very little in an F-16, so the KC-135 flew home with the fighter and topped off its gas every 15 minutes.
“The first thought I had from reading the note from the deployed location was extreme pride for the crew in how they handled the emergency,” said Lt. Col. Eric Hallberg, 384th Air Refueling Squadron commander.
“Knowing the risks to their own safety, they put the life of the F-16 pilot first and made what could’ve been an international tragedy, a feel-good news story. I’m sure they think it was not a big deal, however, that’s because they never want the glory or fame.”
The KC-135 crew returned to their planned operation once the F-16 was safely home and were able to complete all of their scheduled missions despite the detour.
What does a building supposedly designed by Robert E. Lee have to do with the US Army Corps of Engineers insignia? More than you think.
Fort Totten is a stunning piece of land located on Cross Island Parkway between Totten Avenue and 15 Road in Queens, New York, which is actually an abandoned Civil War fort – hidden in plain sight.
It’s even on the MTA subway map, even though it’s partially obscured by the legend explaining the different symbols on the map mean.
The underfunded and almost obscure city park is located in the Bayside area of Queens. As a military installation, it was built in 1862 to protect against Confederate ships from approaching New York via the East River.
Civil War History
Fort Totten was initially called Fort at Willets Point. The government purchased the land in 1857 from the Willets family, but the name was changed to Fort Totten in 1898. The original intent of Fort Totten was to defend the East River, but it was also to add auxiliary support to Fort Schuyler, which faces the East River in the opposite direction. Fort Totten was part of several installations of seacoast defense in the US that started during the first year of the Civil War. The initial design was created by Robert E. Lee in 1857 and modified by Chief Engineer Joseph G. Totten, where the installation got its name.
Fort Totten was designed with four tiers of cannons facing the water, for a total of 68 defensive guns. The only other installations in the US to share this feature are Castle Williams, Fort Wadsworth, and Fort Point.
Construction on Fort Totten was abandoned after the Civil War, in part because masonry forts were considered obsolete after the war. Only one tier and part of a second tea of the two seacoast walls were completed.
WWI and onward
When the United States entered WWI, coastal defensive installations got an upgrade. Because threats from German shifts seemed unlikely, these installations became mobilization and training centers. Garrisons were reduced to provide trained heavy artillery crews for the Western Front.
After WWII, Fort Totten’s last heavy armament, the mortars of Battery King, were removed, and the Harbor Defenses of Eastern New York were inactivated.
In December 1941, Fort Totten became the headquarters for the anti-aircraft portion of the Eastern Defense Command. Then in 1954, the installation became a Project Nike air defense site. No Nike missiles were located at Fort Totten, but it was the regional headquarters for the New York area. By 1966, it was home to the 1st Region, Army Air Defense Command. It also headquartered the 66th Anti-Aircraft Missile Battalion and the 41st AAA Gun Battalion.
Currently, the 77th Sustainment Brigade, subordinate units, and the 533rd Brigade Support Battalion of the Army Reserve call Fort Totten home. But most of the installation is a public park and open for tours. Most of the Civil War-era buildings are in ruins, giving Fort Totten an old world-new world sort of offset vibe. Visitors can also explore the Cold War era buildings, including a movie theater, former officer’s quarters, a laboratory, and a hospital. The entire area has a spooky stopped-in-time feel, especially if you’ve never seen any old military ruins.
In the middle of the part is a building called The Castle, which was once the officer’s club. Now it’s home to the Bayside Historical Society. The Castle hosts historical exhibitions, cultural programs, and events. In 1986, The Castle was listed on the National Register of Historic Places. Like the rest of the Civil War buildings, The Castle was designed by Robert E. Lee in his pre-Civil War capacity as a military engineer. Some historians suspect that Lee didn’t actually design it, just signed off on the plans.
The building was designed in a neo-Gothic style and wasn’t created specifically for Fort Totten but was the approved generic design for use in all military installations during that time. Identical structures could be found at installations around the country during that time, and the Corps of Engineers eventually adopted the design as their insignia.
Zeppelins, as it turns out, are slightly more durable than your average dollar store water balloon. Maybe that’s why they were a staple of the U.S. military of the time. The Hindenburg Disaster aside, 20th-Century airships were built to go the distance – and they did.
The United States was the only power to use airships during World War II, and they used them to great effect. Some 89,000 ocean-going ships were escorted by K-series airships during the war, and only one was lost to the enemy, the Panamanian oil tanker Persephone. The U.S. used them in both theaters of war, conducting minesweeping, search and rescue, photographic reconnaissance, scouting, escort convoy, and anti-submarine patrol missions.
The massive hanger No. 2 near Tustin, California filled with six airships. Each airship is nearly 250 feet long.
For their anti-submarine missions, K-class airships were equipped with two .50-caliber Browning M2 machine guns and 4 Mark-47 depth charges. The ships flew on helium (the Hindenburg was filled with hydrogen, and thus became a fireball), which the United States had a monopoly on at the time, and was able to operate them safely. Airships were not just a child’s balloon, they were made with solid, vulcanized rubber to hold air in. But just shooting a blimp wouldn’t take it down, their gas bags were much more effective and could take a few shots.
Other airships that were used by all forces included barrage balloons. These unmanned aerial vehicles pulled double duty in both obscuring the target cities or ships from incoming fighters and bombers while protecting the area around them using the metal tethers that kept them attached to the earth. The tethers would tear through enemy aircraft as they attempted to buzz by the balloons.
A Navy K-class airship at Gibraltar, 1944. The 1400-foot Rock of Gibraltar is in background.
For the entire duration of the war, only one K-ship was ever lost to the enemy. K-74 was shot down by a German U-boat in the Straits of Florida in 1943. Of the 10-man crew who went down in the airship, nine survived, and the only lost crewman was eaten by a shark awaiting rescue. The U-boat was assaulted by Allied bombers trying to limp back to Germany and was sunk.
The Navy continued to use blimps to patrol the American coastline until 1962, despite their unique abilities to stay aloft for more than a day at a stretch and the ability to sniff out submarines better than any alternative at the time. The U.S. even tested the effects of a nuclear blast on its K-ships, believing it could be armed with nuclear depth charges.
Lockheed Martin has developed a new weapons rack meant to give the F-35 Joint Strike Fighter a boost in firepower without sacrificing stealth, the defense contractor announced May 1, 2019.
The fifth-generation stealth fighters today carry four AIM-120 radar-guided air-to-air missiles, but the new weapons rack — Sidekick — will allow the aircraft to hold an additional Advanced Medium-Range Air-to-Air Missile in each of the aircraft’s two internal weapons bays, Lockheed’s F-35 test pilot Tony “Brick” Wilson said at a media briefing, according to Seapower Magazine.
That would raise the number of Amraams the F-35 can carry to six from four, giving the fighter more to throw at an enemy fighter or drone in air combat.
An F-35A Lightning II test aircraft during a live-fire test over an Air Force range in the Gulf of Mexico on June 12, 2018.
(U.S. Air Force photo by Master Sgt. Michael Jackson)
The F-35 stores weapons internally to maintain stealth. Presently, a strictly internal loadout allows the fighter to carry up to 5,700 pounds of ordnance.
Internally, the planes can carry a full set of Amraams or a mixture of air-to-air missiles and air-to-surface Joint Direct Attack Munitions.
The aircraft can also operate in “beast mode,” a combined internal and external loadout that allows the F-35 to fly into battle with up to 22,000 pounds of weaponry — but this configuration degrades the jet’s stealth advantage.
Three F-35C Lightning II aircraft over Eglin Air Force Base in Fort Walton Beach on Feb. 1, 2019.
(U.S. Navy photo by Chief Mass Communication Specialist Shannon E. Renfroe)
Lockheed’s new Sidekick weapons rack will reportedly be available for the Air Force F-35As and Navy F-35Cs but not the Marine Corps F-35Bs. These planes have smaller weapons bays because of a lift fan needed for short takeoff and vertical landing, a requirement for operations aboard US amphibious assault ships.
The F-35 program office first mentioned efforts to add capacity for another Amraam in each weapons bay two years ago. “There’s a lot of engineering work to go with that,” the program’s director explained at the time, according to Air Force Magazine.
Speaking with reporters May 1, 2019, Wilson said the “extra missiles add a little weight but are not adding extra drag.” He also said the F-35 had the ability to eventually carry hypersonic missiles should that capability be necessary.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Gen. Abidin Ünal, Turkey’s Air Force Chief of Staff, waves during takeoff in a UH-1N Iroquois at Joint Base Andrews, Md., April 6, 2016. Ünal flew with the 1st Helicopter Squadron during a U.S. visit to build U.S. – Turkey relations. (U.S. Air Force photo/Senior Airman Ryan J. Sonnier)
On Apr. 6, Turkish Air Force Chief of Staff Gen. Abidin Ünal smiled and waved as the U.S. Air Force’s 1st Helicopter Squadron took him on an aerial tour of the Washington, D.C. area. What Ünal’s hosts probably never mentioned was that their “White Top” UH-1N Twin Hueys are getting dangerously old.
The flying branch bought their first Twin Hueys nearly five decades ago. Despite numerous attempts to replace the choppers, the UH-1Ns continue to fly security missions around nuclear missile fields, shuttle dignitaries around the nation’s capital and stand ready to help out after a disaster or other emergency.
“[The] UH-1N doesn’t satisfy many assigned mission requirements,” Air Force officials wrote in a presentation for defense contractors in August 2015. “Emphasis is on expedited fielding of replacement aircraft.”
We Are The Mighty obtained a redacted copy of this document through the Freedom of Information Act. According to the “rules of engagement” section, the hosts banned attendees from recording the industry day gathering or taking photographs.
First flown in 1969, the Bell UH-1N has a top speed just shy of 150 miles per hour and a range of over 300 miles. Compared to earlier Hueys, the N models have twin Pratt and Whitney T400-CP-400 turboshafts – hence the “Twin” nickname.
Depending on the internal configuration, the Twin Huey can carry up to 13 passengers in addition to its crew of three, at least on paper. Unfortunately, temperature and other weather conditions can dramatically change how much any helicopter can lift.
The briefing highlights three missions that were driving the push to replace the choppers. The first two were convoy escort and security response operations around missiles silos and related sites. The third, but equally important mission was carrying “distinguished visitors” like Ünal in and around Washington, D.C.
So, since the release of the Pentagon’s latest budget in February, and with serious concerns about these limits and overall age of the Air Force’s UH-1N fleet, American lawmakers have begun to demand action. But the safety of the country’s nuclear missiles has been at the center of the outcry.
“I look at the helicopters and I see glaring weaknesses and vulnerabilities which put our nation and … the mission at stake,” Ryan Zinke, a former Navy SEAL and Republic congressman for Montana, said in a statement on Mar. 9. “This is not a mission that can fail. Our nuclear triad is at stake.”
Armed with fast-firing miniguns and rocket pods, the Air Force originally rushed the UH-1Ns to Southeast Asia to schlep commandos around South Vietnam and Laos during the final years of the Vietnam War. By the end of the 1980s, the flying branch had largely replaced them in the special operations role with the more powerful HH-60G Pave Hawk.
Of the 62 UH-1Ns, 25 eventually wound up serving with squadrons guarding nuclear sites across the western U.S. The 582d Helicopter Group at F.E. Warren Air Force Base in Wyoming oversees those units and their missions.
However, nearly as many Twin Hueys are busy transporting “distinguished visitors” at home and abroad. The 1st Helicopter Squadron at Joint Base Andrews owns 20 of the choppers, while the 459th Airlift Squadron at Yokota Air Base in Japan has another four aircraft.
Commonly known as “White Tops” because of their striking blue and white paint jobs, the 1st Helicopter Squadron’s choppers fly foreign officials like Turkey’s Ünal around on a regular basis. On top of that, the unit is prepared to act if a natural disaster or major terrorist attack threatens the most powerful city in the free world.
In 2011, the 479th‘s white and gray UH-1Ns got put the test after the Tōhoku earthquake and resulting tsunami hit Japan. The choppers and their crews help moved critical American and Japanese personnel around the disaster area – including near the damaged Fukushima Daiichi nuclear power plant – to survey and assess the situation.
On Feb. 29, the Air Force announced that two of the Twin Hueys in Japan had gotten new hoists to help rescue trapped or injured individuals in a crisis. Unfortunately, on the same day, the service admitted that one of the UH-1Ns had made a “precautionary” landing at Chofu Airport in Tokyo after experiencing engine trouble.
If a UH-1N were to crash while carrying an American or foreign government official, it would be a major embarrassment for the Air Force and Washington as a whole, if nothing else. Depending on who was involved and if there were any fatalities, the fallout could be just as devastating as a breach of nuclear security.
Unfortunately, Pentagon and the Air Force have had serious problems trying to fix the problem. Since 2004, the service has repeated pushed back the plans due to budget cuts, competing priorities and delays with other projects.
Had these sailors saved this Huey in ’75 (pushed overboard to make room on the flight deck during the evacuation of Saigon) it might still be flying VIPs around DC today. (Photo: U.S. Navy)
In 2009, the Pentagon dealt one of the biggest blows to the plan by canceling the program to replace the HH-60G rescue choppers. Three years earlier, the flying branch had hired Boeing to supply new HH-47 Chinooks.
Other competitors quickly filed official complaints accusing the service of mismanaging the contracting process. After the Government Accountability Office sided with the protesting companies, the Air Force tried and failed twice more to jump-start the program.
Ultimately, the flying branch inked a deal with Sikorsky to supply an updated HH-60W version of their iconic Black Hawk. But the Connecticut-based company, now part of Lockheed Martin, doesn’t expect to deliver any of those aircraft to the Air Force before 2019.
There’s no guarantee that these new aircraft would free up any of the older Pave Hawks either. In their 2015 briefing, the flying branch was willing to consider upgrading the choppers as a possible solution.
The Air Force made it clear that they wanted a single, common replacement for all the UH-1Ns scattered across the service, including another dozen assigned to training and test units. But, at the time, the presenters added that there was no program of record or funding stream for any replacements for the aging choppers.
On Feb. 26, Zinke and 13 other legislators co-signed letters to the House Armed Services Committee and the House Appropriations Committee asking them to put money for new helicopters in the 2017 budget. Their proposal would involve adding to an existing U.S. Army plan to purchase HH-60M Black Hawks, but sending the extra aircraft to the Air Force.
“By adding Black Hawks … we can address the problem immediately rather than more delayed action,” the messages explained. “Not only does the Huey create security vulnerabilities, it has been proven inefficient and costly to operate and maintain.”
Neither congress nor the Pentagon has made a final decision on how best to proceed. In the meantime, foreign officials like Ünal will have to continue riding in the old Twin Hueys when they visit Washington.
Ballistic missile defense has become a growing concern. Russia has been modernizing not only its strategic forces, but has also deployed the Iskander tactical ballistic system. China has the DF-21 anti-ship ballistic missile. The need clearly exists for new assets to stop these missiles — or at least lessen the virtual attrition they would inflict.
Huntington Ingalls Industries has a solution — but this solution comes from a surprising basis. The company, which builds everything from Arleigh Burke-class destroyers to amphibious assault ships, has proposed using the hull of the San Antonio-class landing platform dock amphibious ship to mount.
The design is still a concept — there’s a lot of options in terms of what radars to use, and how the exact weapons fit would work. The model shows at the SeaAirSpace Expo 2017 featured 96 cells in the Mk 41 Vertical Launch System, or the equivalent of a Burke-class destroyer. That’s a low-end version, though. A handout provided says the system can hold as many as 288 cells. This is 225 percent of the capacity of a Ticonderoga-class cruiser, and 300 percent of an Arleigh Burke-class destroyer’s capacity.
Of course, the Mk41 can hold a number of missiles, including the RIM-66 SM-2, the RIM-174 SM-6, the RIM-161 SM-3 — all of which can knock down ballistic missiles. For local defense, a quad-pack RIM-162 Evolved Sea Sparrow Missile is an option. The Mk 41 also can launch the RUM-139 Vertical-Launch ASROC and the BGM-109 Tomahawk. In other words, this ballistic missile defense ship can do more than just play defense — it can provide a hell of an offensive punch as well.
The handout also notes other armament options, including a rail gun, two Mk 46 chain guns, advanced radars, launchers for the RIM-116 Rolling Airframe Missile, and .50-caliber machine guns. Yes, even in a super-modern missile-defense vessel, Ma Deuce still has a place in the armament suite. No matter how you look at it, that is a lot of firepower.
The propulsion options include the diesel powerplants used on the San Antonio, providing a top speed of 22 knots. Using an integrated power system similar to that on the destroyer USS Zumwalt (DDG 1000) would get a top speed of about 29 knots, according to a Huntinton Ingals representative at the expo.
The ship is still just a concept, but with President Trump proposing a 350-ship Navy, that concept could be a very awesome reality.
It was the Red Army’s “Iwo Jima” moment, Soviet troops fixing the flag of the Soviet Union on top of the most infamous symbol of the Nazi rise to power. On May 2, 1945, Soviet photographer Yevgeny Khaldei snapped the now-famous photo of Alyosha Kovalyov and Abdulkhakim Ismailov raising the hammer and sickle over the Reichstag.
But the truth behind the photo, who was in the photo, and who actually raised the Soviet victory banner, was clouded in the fog of war and muddled by the Russian propaganda machine for decades. The first to raise the flag were a Kazakh, Lt. Rakhimzhan Koshkarbaev and Pvt. Georgij Bulatov, a Russian from Sverdlovsk.
At first, the Kremlin announced that Georgia-born Meliton Kantaria and Russian Mikhail Yegorov were the men in the photo. The men were hailed as heroes and lived the rest of their lives in the glory created by Soviet propaganda.
Only after the fall of the Soviet Union in 1991 did the truth come out. Kovalyov and Ismailov were really the ones who hoisted the flag on the building… in the photo. But they weren’t the first to raise one. One story has it that a Sergeant Mikhail Menin, part of a five-man fire team led by Vladimir Makov raised a flag on the building first.
In 2007, the Russian Institute of Military History announced that honor went to Koshkarbaev and Bulatov. The only problem was they hoisted the red banner at 10:30 at night. No one believed these two, however – it was too dark for photos.
A documentary film titled “The Motherland Calls” about Kazakhs in the Great Patriotic War (the Soviet term for WWII), relayed anecdotal evidence from other Red Army veterans that described Koshkarbaev and other men from the 674th regiment moving on the parliament building – including the Soviet filmmaker and combat cameraman Roman Karmen.
“You see, we received an order from Moscow: the Victory Banner over the Reichstag should be hoisted by representatives of Georgia and Russia, but it was difficult to stop. I was told to cut the frames [of Koshkarbaev], but they are preserved, in the archives.”
Soviet leadership began pressuring their troops to capture the building in preparation for the International Workers Day celebrations for May 1st. The Soviets tried to drape red banners on the building via aircraft, but came up short when the banners were caught on the girders of the roof.
But as of May 30th, the Nazis still controlled the Reichstag.
The German parliament building, Hitler’s rubber stamp, was defended by 1,000 Nazi troops, so Soviet leadership ordered nine divisions to attack the building. Red Army troops used mortars fired horizontally to punch through bricked-up doorway throughout the building. They fought room by room until Soviet fire teams could make their way to the stairs and the roof of the building.
By May 2nd, the only Germans left in the building surrendered from the basement. That’s when the photographer Yevgeny Khaldei made his way up to the roof and enlisted Kovalyov and Ismailov to help raise the now-famous red banner. He burned through a whole roll of film taking the image.