You would think that, as NATO allies with the United Kingdom, France wouldn’t do anything to make the lives of British forces harder. Unfortunately, the French may have done just that with a small arms sale that didn’t really make much of a blip.
According to Scramble Magazine, the French sold Argentina five Dassault Super Etendard carrier-based attack planes. Now, you may wonder how this makes the life of the U.K.’s Royal Navy harder, especially since the Argentinean Navy hasn’t had a carrier since the Veinticinco de Mayo was decommissioned and sold for scrap in 1997.
For that answer, we need to go back roughly 36 years, to the Falklands War, when Argentina had seized the Islands. At the time, among their potent aircraft were some newly-purchased Super Etendards, armed with the Aerospatiale AM.39 Exocet anti-ship missiles. At the time, they had a grand total of five planes and five missiles but were waiting on delivery of several more aircraft, according to The National Interest. Despite that very limited inventory, the Super Etendards carried out two successful strikes that sank the Type 42 guided-missile destroyer, HMS Sheffield, and the merchant vessel, Atlantic Conveyor.
While the British eventually liberated the Falkland Islands from Argentina, the Etendard had left its mark.
Argentina eventually got the full delivery of 14 Super Etendards. They also, presumably, had a good stock of Exocets. But in the 1990s and 2000s, the Argentinean military got hit with budget cuts after the country’s economy suffered serious problems. The Super Etendard force had declined to a lone operational plane in 2014, according to Scramble, with nine reserves in storage.
This sale of five planes will push Argentina to a minimum of six operational planes and, if the other nine return to service, the British could once again have to prepare for a fight near the Falklands.
The stunning photographs in this post were taken on Feb. 21, 2019, by our friend and photographer Christopher McGreevy.
They show a 461th FLTS F-35A from Edwards Air Force Base, at low level, on the Sidewinder low level route, enroute to the famous “Jedi Transition.”
While we are used to see some great photographs of the F-35s, F-16s, and many other types thundering over the desert in the “Star Wars” canyon, the rare snow days in California provided a fantastic background for these shots McGreevy shot from an unusual spot, deep in the Sierra Mountains.
As mentioned several times here at The Aviationist, what makes the low level training so interesting, is the fact that aircraft flying the low level routes are involved in realistic combat training. Indeed, although many current and future scenarios involve stand-off weapons or drops from high altitudes, fighter pilots still practice on an almost daily basis to infiltrate heavily defended targets and to evade from areas protected by sophisticated air defense networks as those employed in Iran, Syria or North Korea. While electronic countermeasures help, the ability to get bombs on target and live to fight another day may also depend on the skills learnt at treetop altitude.
To be able to fly at less than 2,000 feet can be useful during stateside training too, when weather conditions are such to require a low level leg to keep visual contact with the ground and VMC (Visual Meteorological Conditions). Aircraft involved in special operations, reconnaissance, Search And Rescue, troops or humanitarian airdrops in trouble spots around the world may have to fly at low altitudes.
Even a stealth plane (or helicopter), spotted visually by an opponent, could be required to escape at tree top height to survive an engagement by enemy fighter planes or an IR guided missile.
That’s why low level corridors like the Sidewinder and the LFA-7 aka “Mach Loop” in the UK are so frequently used to train fighter jet, airlifter and helicopter pilots.
And such training pays off when needed. As happened, in Libya, in 2011, when RAF C-130s were tasked to rescue oil workers that were trapped in the desert. The airlifter took off from Malta and flew over the Mediteranean, called Tripoli air traffic control, explained who they were and what they were up to, they got no reply from the controllers, therefore continued at low level once over the desert and in hostile airspace.
H/T to our friend Christopher McGreevy for sending us these shots. Make sure to visit his stunning Instagram page here.
This article originally appeared on The Aviationist. Follow @theaviationist on Twitter.
We’ve all seen the famous painting, Spirit of ’76. In it, a young Revolutionary War drummer boy is marching alongside two other musicians. The boy is in his Continental Army uniform, looking up to an older drummer who is not in uniform. Another uniformed musician is wounded, but marching and playing the fife.
(Painting by Archibald Willard)
Today, Civil War veteran Archibald Willard’s 1875 painting still evokes patriotism in many Americans. It was, after all, painted on the eve of the United States’ centennial. Willard was the grandson of one of the Green Mountain Boys who, led by legendary patriot Ethan Allen, invaded Canada and captured Fort Ticonderoga during the Revolution. But there are a few errors in the painting: The scene it depicts never happened, the flag in the background wasn’t approved by Congress until much later, and the musicians are not wearing the right uniforms.
None of that really matters, it’s still a painting that resonates with Americans 100 years later. However, questions remain. What did the musicians wear in the Revolution? And why was it a different uniform from their fellow colonials?
In those days, musicians in an army existed to expedite communications on the battlefield. Music was loud enough to be heard over the din of combat and varied enough so that American troops would be able to respond to orders given from battlefield commanders without confusing them for other orders. They could even tell the enemy that the rival commanders wanted a parley. Incredibly (and accurately depicted in the painting), these communications were done by old men and boys who were either too old or too young to fight.
Boys that were younger than age 16 and men older than age 50 were enlisted as musicians. At the time, the average life expectancy for an American colonist was around 36 years, so a man older than 50 was both honored for his longevity and hard to find. Finding them on a dirty, smokey battlefield was just as difficult, so the uniforms they wore needed to be slightly more visible. There was also an economic component involved with the decision.
The regular Continental soldier wore a blue coat with red cuffs. Musicians, on the other hand, wore a red coat with blue cuffs. The red made them stand out on a battlefield where visibility was limited. It also made them stand out to the enemy, so if they were discovered, it was immediately clear that the small figure ahead was a musician — unarmed and not a threat (drummers were considered noncombatants). As an added bonus, the inverted uniforms were made from leftover materials in creating soldiers’ garb.
By the time Ohioan Archibald Willard was serving in the Civil War, musicians were wearing the same uniforms as their armed, regular battle buddies. Their purpose on the battlefields and in camp were the same — and Civil War armies still, by and large, used young boys (some as young as age 9) as drummers and buglers, but many also included full bands, with as many as 68 members in some units.
As battlefield communication methods improved, drums soon gave way to the bugle and, eventually, musicians disappeared from the battlefield altogether. Their role has since been replaced by radio and satellite communications, but for the time that musicians served in their battlefield communications role, the boys and men that filled those ranks were some of the bravest who ever marched with an army.
Soldiers from conventional and special operations units recently got the chance to test the Army’s new M17 Modular Handgun System.
Most soldiers who tested the MHS at Fort Bragg’s Range 29 on Aug. 27 were assigned to the 2nd Battalion, 508th Parachute Infantry Regiment, said OTC’s Col. Brian McHugh in a recent Army press release.
Testers were pulled from across the military, including soldiers of the Special Operations Aviation Regiment, based in Kentucky, and of the 3rd Infantry Division, based in Georgia. Some of the military occupational specialties involved include police, pilots, infantry and crew chiefs.
“We wanted to make sure that we have a huge sample to make sure that we’ve got this right — that the Army has it right,” said McHugh.
Modular Handgun System test for the U.S. Army Operational Test Command, conducted at Fort Bragg, Aug. 27.
The Army awarded Sig Sauer a contract worth up to $580 million Jan. 19 to make the service’s new sidearm. Sig Sauer beat out Glock Inc., FN America and Beretta USA, maker of the current M9 9mm service pistol, in the MHS competition.
Army weapons officials have selected the 101st Airborne Division (Air Assault) at Fort Campbell, Kentucky as the first unit to receive the 9mm M17 MHS this fall.
Various service members will be at Fort Bragg over the next few weeks for testing of the MHS, which is based on the Sig Sauer P320, for the U.S. Army Operational Test Command, or OTC, based at Fort Hood, Texas, according to the press release. Testing will also be conducted by Sailors, Airmen and Marines.
Capt. Christina Smith with the Army’s Product Manager Individual Weapons, has traveled to different testing sites to ensure the system’s quality.
“It’s worth it to make sure you get the right product to the right soldiers,” she said.
Maj. Mindy Brown, test officer for OTC, said it is important to bring the test to Fort Bragg because the installation has the ranges to support realistic conditions.
“You are using real soldiers in a realistic environment,” Brown said. “These are the soldiers who would be using the weapon every day, so getting their feedback on the pistol is really what is important for operational testing.”
Sgt. 1st Class Kevin Custer, of 160th SOAR, appreciated being able to participate in MHS testing.
“It’s good. We don’t really get the opportunity to test the equipment in the unit we’re in,” he said.
What’s interesting about the release is it makes it sound like the Army is still not certain about the M17 MHS.
“If fielded, according to officials, the new modular handgun system, also known as MHS, will offer improved durability and adjustability over the current M9, as well as performance improvements.”
Program Executive Office Soldier officials, however, told Military.com that MHS is being fielded beginning in October.
Both vessels have roughly the same capabilities. They both provide area air-defense while also being able to attack surface ships and submarines.
The Ticonderoga-class cruiser’s main battery consists of two 61-cell Mk 41 vertical-launch systems. These can hold a wide variety of missiles, including the RIM-66 SM-2 Standard Missile, the RIM-174 SM-6 Extended Range Active Missile, the RIM-162 Evolved Sea Sparrow Missile, and the BGM-109 Tomahawk cruise missile. These cruisers also have two five-inch guns, two triple Mk 32 launchers for 12.75-inch torpedoes, two Mk141 quad launchers for the RGM-84 Harpoon, and two Mk 15 Phalanx Close-in Weapon Systems.
The Slava-class cruisers have 16 SS-N-12 “Sandbox” anti-ship missiles, 64 SA-N-6 “Grumble” surface-to-air missiles, two SA-N-4 “Gecko” launchers (each with 20 missiles), a twin 130mm gun, two quintuple 21-inch torpedo tube mounts, and six AK-630 30mm Gatling guns. This is a fearsome arsenl, but it leaves the Slava somewhat short on land-attack capability.
So, what happens when you pit these two powerhouses against each other? Of course, it depends in large part on who sees the other first. The Slava can operate one Ka-27 Helix helicopter compared to two Sikorsky MH-60R Seahawks on a Ticonderoga. This gives the Ticonderoga an edge, since the two Seahawks could, through triangulation of the Slava’s radar, give a good enough fix for the Ticonderoga to fire its Harpoons.
The key part of this hypothetical battle is the exchange of anti-ship missiles. The Slava has twice as many missiles as the Ticonderoga — each with a range of 344 miles — and a conventional warhead of roughly one ton that could tear a Ticonderoga apart, but these missiles fly at high altitude and, despite going more than twice the speed of sound, are easy pickings for the Aegis system onboard the Ticonderoga. Here, the Ticonderoga’s Harpoons may be more likely to get a hit or two in, despite the Slava’s missile armament. The SA-N-6 may have a long range, but the Harpoons come in at very low altitude. At least one or two Harpoons will likely hit the Slava. The Ticonderoga’s MH-60R Seahawks, if equipped with AGM-119 Penguin anti-ship missiles, could provide a second volley. At least one of the Penguins would likely hit as well.
After this exchange, the Slava will likely need to deal with fires, flooding, and disabled combat systems. From here, the Ticonderoga is left with two options: fire five-inch guns equipped with the Vulcano round or take the risk of closing to finish the job. Getting too close, however, would put the Ticonderoga within range of the Slava’s torpedo tubes, which could seriously damage — if not sink — the American cruiser.
So in a fight between a Russian missile cruiser and an American missile cruiser, who would win? At the end of the day, we’d put our money, as we always do, on the American Ticonderoga-class cruiser.
The dreaded announcement came through the 1MC: River City. If being deployed in the middle of the ocean isn’t bad enough, try being deployed in the middle of the ocean with no comms.
The unfamiliar sound of a V-22 Osprey overpowered the sound of normal flight operations. The updates kept rolling through; starting from the flight deck down to the hangar bays, everything is secured. The rumors start to flow through the grapevine. You can hear the whispers and feel the electricity in the air. Nobody has any information, but everyone knows.
We got him.
A plane captain directs and oversees the landing and take-off of a V22 Osprey.
(US Navy photo by Petty Officer 2nd Class Katie Earley)
It was the only email that was fired off before comms were shut down. The surveillance screen of the flight deck runs 24/7 on all screens throughout the airwing, but today they were all blacked out. The only channel working was CNN. The feeling was odd. We didn’t know anything that was happening except for what we were watching live on TV. We were there, yet we knew nothing. Every sailor was glued to a screen, reading the ticker and waiting for the headlines.
The rumors were confirmed: We got Osama bin Laden and his body is on our ship. The entire ship erupted like Times Square at the stroke of midnight on New Year’s Eve.
Sailors man a mounted .50 caliber on the looking out.
Images taken from WikiCommons.
I ran down to the aft part of the ship and poked my head out of a hatch leading to the flight deck. There were two MAs standing guard that immediately turned me around and told me to get inside. Before I reversed course, I got a glimpse of two men dragging a body out of the helicopter.
The worst part about securing the hangar bay was that the chow hall was on the level beneath it — and the only access to it was through it. Starving, we sat around snacking on Snickers from a Costco pack my mom had mailed to me. When the next rotation shift came on and asked us what was happening, we jokingly told the new shift to line up down by the hangar bay because they were letting us hit bin Laden’s body with wiffle ball bats. I also told them to tell the MAs that they were there for the wiffle ball party and that Petty Officer Kim had sent them.
We weren’t hitting him with bats, but the next shift must have really asked about the wiffle party because a few minutes later, I was called into the ready room and getting chewed out by the chief’s mess about never taking anything seriously and being a bad example to the younger guys. My division chief was an inch away from my face, screaming. I could practically taste his lunch. I guess chow was only secured for E6 and below.
Sailors fire a .50-caliber machine gun during a pre-action calibration fire exercise aboard the Arleigh Burke-class guided-missile destroyer USS Cole (DDG 67)
We were told, “officially,” that the body was prepared in accordance to the Muslim religion: wrapped in a white garb, buried on his right side, and oriented northeast to face Mecca. Off-record, we were told that they verified his DNA and they tossed him over the side.
Officially, no country would accept responsibility of the body, so it was laid to rest at sea. Unofficially, I think we didn’t want his burial site to become a martyr’s shrine.
Either way, the mighty back-to-back World War champions found the world’s foremost hide seek expert. If you can’t beat him, kill him.
* Editor’s Note: This article was updated to clarify that the sailors weren’t actually hitting Bin Laden’s body with bats. Petty Officer Kim jokingly said the line to the next shift.*
The rate of machinist’s mate has a long and proud history in the United States Navy. Established in 1880 as finisher, the rate changed names a couple of times before being settled as machinist’s mate in 1904.
According to the Navy CyberSpace website on enlisted jobs, “Machinist’s mates (non-nuclear) operate, maintain, and repair (organizational and intermediate level) ship propulsion machinery, auxiliary equipment, and outside machinery, such as: steering engine, hoisting machinery, food preparation equipment, refrigeration and air conditioning equipment, windlasses, elevators, and laundry equipment; operate and maintain (organizational and intermediate level) marine boilers, pumps, forced draft blowers, and heat exchangers; perform tests, transfers, and inventory of lubricating oils, fuels, and water; maintain records and reports; and generate and stow industrial gases.”
With such a wide array of skills and responsibilities, the machinist’s mates in George Washington’s engineering department prove the value and versatility of the rate to the ship and to the Navy as a whole.
Petty Officer 3rd Class Austin Huizar samples liquid nitrogen in the cryogenics shop aboard the aircraft carrier USS George Washington, October 14, 2016.
(US Navy photo by Seaman Krystofer Belknap)
Machinist’s Mate Fireman Gopika Mayell checks a steam usage reading in one of the flight deck catapult rooms aboard the aircraft carrier USS George Washington, June 14, 2012.
(US Navy photo by MCS 3rd Class William Pittman)
“The main ways that machinist’s mates and engineering department support naval aviation is through the catapult shop and [oxygen and nitrogen] shop,” said Huizar.
“The catapult shop makes sure that all of the machinery is up to date and fully functioning in order to operate the catapult that launch the jets. As for [oxygen and nitrogen], we create aviator’s breathing oxygen and we also have a cryogenic plant that creates liquid oxygen and liquid nitrogen. The liquid oxygen is used as aviator’s breathing oxygen and the liquid nitrogen is used as gaseous nitrogen for the airplane tires because it expands and contracts less at various altitudes.”
Machinist’s Mate 3rd Class Duane Hilumeyer, left; Machinist’s Mate 3rd Class Kexian Li, center; and Machinist’s Mate Fireman Jacob Tylisz close a valve to maintain accumulator steam pressure on a catapult aboard the Nimitz-class aircraft carrier USS Carl Vinson, Sept. 24, 2014.
(US Navy photo by MCS 2nd Class John Philip Wagner, Jr.)
In order to convert each gas into liquid form, the air expansion engine lowers the temperature of the air to reach negative boiling points, separating oxygen and nitrogen from air.
The air in the expansion engine is frozen to negative 320 degrees Fahrenheit to separate nitrogen, and negative 297 degrees Fahrenheit to separate oxygen.
Air separation is vital to the mission of George Washington, regardless of where the ship finds herself in her life cycle.
According to navy.mil, “O2N2 Plants Bring Life to Airwing Pilot,” O2N2 plants provide oxygen to the aviators, nitrogen to the air wing, and gas forms of both for use throughout the ship.
Machinist’s Mate 1st Class Robert Howard, front, Machinist’s Mate Fireman Austin Martin, center, and Chief Warrant Officer 5 Glen Spitnale, test a package conveyor aboard the aircraft carrier USS Dwight D. Eisenhower, Aug. 5, 2019.
(US Navy photo by MCS 3rd Class Kaleb J. Sarten)
Machinist’s Mate 3rd Class Brandon Amodeo performs maintenance on a pressure regulator in emergency diesel generator room aboard the aircraft carrier USS Dwight D. Eisenhower, Sept. 16, 2019.
(US Navy photo by MCS Seaman Apprentice Trent P. Hawkins)
The current refueling complex overhaul (RCOH) environment enables them to put their skills to the test in. Sailors from engineering department, such as Machinist’s Mate 1st Class Larissa Pruitt, auxiliary division leading petty officer, have provided significant support to accomplishing major ship milestones while in RCOH.
“The machinist’s mate is like the Swiss army knife of the Navy,” said Pruitt. “Since being in the shipyards, we have repaired all four aircraft elevators, started the five-year catapult inspection, restored fire pumps to support Ready to Flood operations, and refurbished the air conditioner and refrigeration units.”
Machinist’s Mate 2nd Class Teran Vo, left, and Fireman Billy Price perform maintenance on a deck edge door track in the hangar bay aboard aircraft carrier USS Theodore Roosevelt, Nov. 4, 2019.
(US Navy photo by MCS 2nd Class Pyoung K. Yi)
As a rate that has been around for roughly 140 years, machinist’s mates will continue to make an impact throughout the surface fleet and the naval aviation community. The hard work of the machinist’s mates ensures that George Washington will have a successful redelivery to the fleet.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
China “is developing new medium- and long-range stealth bombers to strike regional and global targets,” the report reads. “Stealth technology continues to play a key role in the development of these new bombers, which probably will reach initial operational capability no sooner than 2025,” it continued.
Today, China holds perhaps the world’s most passive nuclear arsenal with nuclear warheads that never arm missiles and nominally “nuclear-capable” bombers that have never flown missions with nuclear warheads on board.
China’s only current bomber is the H-6K, an updated, licensed knock off of the Soviet Tupolev Tu-16, which entered into service in 1954 and was retired by Moscow in 1993.
Plans and some potential images have leaked for the H-20, a long-range replacement for the H-6K, but until now the second Chinese stealth bomber has remained a rumor and a mystery.
Could China combine the stealth of the B-2 with the fighter prowess of an F-22?
(US Air Force photo by Airman 1st Class Joel Pfiester)
Experts who spoke to Business Insider about China’s H-20 described the bomber as likely looking a lot like the US’s B-2, a big, flat, flying wing type design.
But the DIA hinted at something a bit more sporty in its report for the second mystery bomber.
“These new bombers will have additional capabilities, with full-spectrum upgrades compared with current operational bomber fleets, and will employ many fifth-generation fighter technologies in their design,” the report said.
While a long-range flying wing type bomber like the H-20 has little use for fighter maneuvers, a medium-range fighter/bomber aircraft could easily make use of the avionics and tactics China gained in developing its stealth fighter, the J-20.
The DIA in a table later in the report refers to the second bomber as a “tactical bomber” and with a fighter/bomber mission, an advanced radar and long-range air-to-air missiles.
The Drive points out that a bomber like the one described by the DIA would have increased endurance and wouldn’t rely so heavily on refueling tankers, thought to be a weak link with US combat aircraft.
Image shows the unnamed Chinese long range missile that could be a big problem for the US.
China has long been developing a massive, 19-foot long very long range air-to-air missile that experts say could pose a direct challenge to top US fighters like the F-35, F-22, and all legacy aircraft.
But the J-20 likely can’t carry this long missile. A stealthy platform with a large internal weapons bay, like the fighter/bomber describe by the DIA, in theory, could handle this weapon.
With both an air-to-air and an air-to-ground mission, the mysterious new bomber may represent a missing link in China’s emerging vision of air supremacy against the US.
“The best solution to this problem I can figure out is to send a super-maneuverable fighter jet with very long-range missiles to destroy those high-value targets, which are the ‘eyes’ of enemy jets,” Air force researcher Fu Qianshao told Chinese media of its new long-range missile.
(Times Asi / Flickr)
Super-maneuverability is one of the fifth-generation fighter characteristics that China may employ on its new bomber, according to the DIA.
But China, by following through on a medium range fighter bomber with long range missiles, may have cracked the code of how to dominate the skies of the Pacific while the US pours money into short range fighters like the F-35 or long-range bombers like the B-21.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
For the first time, the 9th Reconnaissance Wing will open its aperture for recruiting Air Force pilots into the U-2 Dragon Lady through an experimental program beginning in the fall of 2018.
Through the newly established U-2 First Assignment Companion Trainer, or FACT, program, the 9th RW’s 1st Reconnaissance Squadron will broaden its scope of pilots eligible to fly the U-2 by allowing Air Force student pilots in Undergraduate Pilot Training the opportunity to enter a direct pipeline to flying the U-2.
“Our focus is modernizing and sustaining the U-2 well into the future to meet the needs of our nation at the speed of relevance,” said Col. Andy Clark, 9th RW commander. “This new program is an initiative that delivers a new reconnaissance career path for young, highly qualified aviators eager to shape the next generation of (reconnaissance) warfighting capabilities.”
The FACT pipeline
Every undergraduate pilot training student from Air Education and Training Command’s flying training locations, during the designated assignment window, is eligible for the FACT program.
A U-2 Dragon Lady pilot, assigned to the 9th Reconnaissance Wing, pilots the high-altitude reconnaissance platform at approximately 70,000 feet above an undisclosed location.
(U.S. Air Force photo by Lt. Col. Ross Franquemont)
UPT students will now have the opportunity to select the U-2 airframe on their dream sheets just like any other airframe.
The first FACT selectee is planned for the fall 2018 UPT assignment cycle and the next selection will happen about six months later.
After selection, the FACT pilot attends the T-38 Pilot Instructor Training Course at Joint Base San Antonio-Randolph, Texas, before a permanent change in station to Beale Air Force Base, Calif.
For the next two years, the selectee will serve as a T-38 Talon instructor pilot for the U-2 Companion Trainer Program.
“Taking on the task of developing a small portion of our future leaders from the onset of his or her aviation career is something we’re extremely excited about,” said Lt. Col. Carl Maymi, 1st RS commander. “U-2 FACT pilots will have an opportunity to learn from highly qualified and experienced pilots while in turn teaching them to fly T-38s in Northern California. I expect rapid maturation as an aviator and officer for all that get this unique opportunity.”
After the selectee gains an appropriate amount of experience as an instructor pilot, they will perform the standard two-week U-2 interview process, and if hired, begin Basic Qualification Training.
After the first two UPT students are selected and enter the program, the overall direction of the FACT assignment process will be assessed to determine the sustainability of this experimental pilot pipeline.
Broadening candidate diversity
Due to the uniquely difficult reconnaissance mission of the U-2, as well as it’s challenging flying characteristics, U-2 pilots are competitively selected from a pool of highly qualified and experienced aviators from airframes across the Department of Defense inventory.
A mobile chase car pursues a TU-2S Dragon Lady at Beale Air Force Base, Calif., Jan. 22, 2014.
(U.S. Air Force photo by Airman 1st Class Bobby Cummings)
The selection process includes a two-week interview where candidates’ self-confidence, professionalism, and airmanship are evaluated on the ground and in the air while flying three TU-2 sorties.
Traditionally, a U-2 pilot will spend a minimum of six years gaining experience outside of the U-2’s reconnaissance mission before submitting an application.
As modernization efforts continue for the U-2 airframe and its mission sets, pilot acquisition and development efforts are also changing to help advance the next generation of reconnaissance warfighters. The FACT program will advance the next generation through accelerating pilots directly from the UPT programs into the reconnaissance community, mitigating the six years of minimum experience that current U-2 pilots have obtained.
“The well-established path to the U-2 has proven effective for over 60 years,” Maymi, said. “However, we need access to young, talented officers earlier in their careers. I believe we can do this while still maintaining the integrity of our selection process through the U-2 FACT program.”
Developing the legacy for the future
FACT aims to place future U-2 warfighters in line with the rest of the combat Air Force’s career development timelines to include potential avenues of professional military education and leadership roles. One example would include an opportunity to attend the new reconnaissance weapons instructors course, also known as reconnaissance WIC, which was recently approved to begin the process to be established as first-ever reconnaissance-focused WIC at the U.S. Air Force Weapons School at Nellis Air Force Base, Nevada.
U-2 pilots prepare to land a TU-2S Dragon Lady at sunset on Beale Air Force Base, Calif., Jan. 22, 2014.
(U.S. Air Force photo by Airman 1st Class Bobby Cummings)
“This program offers FACT-selected pilots enhanced developmental experience and prepares them for diverse leadership opportunities, including squadron and senior leadership roles within the reconnaissance community,” Clark said.
The FACT program highlights only one of the many ways the Airmen at Beale AFB work to innovate for the future.
“Beale (AFB) Airmen are the beating heart of reconnaissance; they are always looking for innovative ways to keep Recce Town flexible, adaptable, and absolutely ready to defend our nation and its allies,” Clark said. “(Senior leaders) tasked Airmen to bring the future faster and maximize our lethality — to maintain our tactical and strategic edge over our adversaries. This program is one practical example of (reconnaissance) professionals understanding and supporting the priorities of our senior leaders — and it won’t stop here.”
One of if not the most dramatic moments in Avengers: Endgame is the scene in which a shieldless Captain America wields Mjolnir, Thor’s hammer that Odin enchanted so that only the worthy are able to lift it. There’s an entire scene in Age of Ultron showing the other Avengers trying and failing to pick it up. Or at least that’s what we thought was happening.
In a new interview, Endgame directors Joe and Anthony Russo were asked why Cap is able to pick up Mjolnir in Endgame but not in Age of Ultron. What changed between the two films, about nine years of Marvel Cinematic Universe time?
Anthony replied: “In our heads, he was able to wield it. He didn’t know that until that moment in Ultron when he tried to pick it up. But Cap’s sense of character and humility and, out of deference to Thor’s ego, Cap, in that moment realizing he can move the hammer, decides not to.”
Avengers: Age of Ultron – Lifting Thor’s Hammer – Movie CLIP HD
There is a brief moment in that Ultron scene in which the hammer appears to move ever so slightly and a look of panic flashes across Thor’s face, so it’s not as though Russo’s explanation comes completely out of left-field. The problem is simply that his version is just not as interesting as the prevailing theory.
Many thought that in Ultron, Cap couldn’t quite pick up the hammer because he was keeping a huge secret from Tony. In Captain America: Civil War he was forced to admit that Bucky was the one who killed the Starks. So by the time that scene in Endgame rolls around, he is worthy of wielding Mjolnir. It’s a nice arc that makes narrative sense and puts adherence to a moral code, the foundation of any good superhero story, at the forefront.
And now the Russos have deflated it. Because as nice as it is to be humble and not show up your friends, it’s not nearly as interesting as telling your friend that you’ve been keeping the identity of his parents’ murderers a secret.
J.K. Rowling learned the hard way that fans don’t particularly like it when architects of elaborate fictional worlds make statements outside of their work that alters their experience.
So while theorizing about this stuff is fun, creators have to know that when they do it comes from a place of authority that can have the effect of erasing fan speculation. That robs fans of the fun of speculating themselves and, as in this case, it can provide a less interesting “answer” to the most exciting questions the work in question raises.
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.
The Gary Sinise Foundation, a non-profit that focuses on veterans, first responders, and their families, has helped send almost 2,000 people from Gold Star families to Walt Disney World near Orlando, Florida, as part of Snowball Express, a holiday season program that aims to help families of fallen service members.
Snowball Express started in 2006 and aims to create a five-day experience for the families that is fun, inspiring, and therapeutic. In 2017, Snowball Express became an official Gary Sinise Foundation program.
The program may be young, but through the tireless work of its supporters and members, it has quickly made an impact on participants. A tweet from Fallen Patriots, a non-profit that focuses on helping Gold Star family members get to college, said that participant Dale Mundell now wants to fly for American Air, the airline sponsoring the event, in order to help other family members take part in such events in the future.
I witnessed an international airport come to a complete stop today …
Airports got in on the festivities as well. The Killeen Airport, a familiar location for any service members who have activated or deployed through Fort Hood, Texas, welcomed Snowball Express participants and a man in a Santa costume met with the families.
In Nashville, other travelers stopped what they were doing and held a rendition of the Star-Spangled Banner. U.S. troops in the terminal stood at attention and saluted as the song was performed, and you can see bystanders drying their eyes in a Facebook video of the event.
Meanwhile, airport employees seem amped about the Snowball Express as well. The National Air Traffic Controllers Association sent tote bags to participants to help them get all their goods from location to location, and the controllers themselves posted photos on social media celebrating as flights took off from airfields under their control.
And around the Disney parks, other park goers and local residents have chimed in on social media as they ran into the crowds of Gold Star family members and were affected by the experience. For some, it was simply a great experience to see all the happy families, but for others, it was also a somber reminder that service members and first responders are still in harm’s way every day.
After all, some participants are as young as 2 or 3 years old, as Snowball Express participant Ramonda Anderson pointed out in a tweet.
If you’re interested in supporting the Gary Sinise Foundation, which also builds adaptive homes for disabled veterans, hosts free theater nights for veterans, and helps pay for training and equipment for first responders, they are always accepting donations on their website and are part of the Combined Federal Campaign. Use CFC number 27963.
This time of year, the subject of dieting is very popular with the promise of quick weight loss, but it’s important to carefully choose your weight-loss strategy. Doing so can help you can drop unwanted pounds safely and successfully — and boost your performance. The below info was provided by Ms. Carolyn Zisman, a nutritionist working at the Human Performance Resource Center.
Diets that are typically very low in carbs (less than five percent of calories or 50 grams daily) and high in fat (70–80 percent) can put you into ketosis. This means your body is producing ketones, which uses stored fat (instead of carbs) for energy. Aside from glucose from carbs, ketones from fat are the only fuel your brain can use. You might lose more weight on a moderate-protein, high-fat diet than a typical low-fat one.
(U.S. Navy photo by Mass Communication Specialist 1st Class Todd A. Schaffer)
Additionally, you can lower some risks for heart disease and type two diabetes. These diets also eliminate sugars and sweeteners, and they help you increase your intake of vegetables, omega three-rich seafood, nuts, and seeds. However, keto-type diets eliminate all grains, pastas, breads, beans, starchy vegetables, and nearly all fruit, which are critical sources of fiber, vitamins, and minerals. Carb restriction also might lead to underfueling, hunger, fatigue, depression, irritability, constipation, headaches, and “brain fog,” which can affect your performance. Ketosis might make it harder to meet the extreme physical and mental challenges of your duties, too.
Keto-type diets are also tough to maintain because there are carbs in nearly all foods, including fruits, vegetables, legumes (beans, lentils, and peanuts), dairy products, and grains. Since your body needs to sustain ketosis for weight loss, it might be especially hard in environments with limited food options.
High-protein, moderate-fat diets focus on foods that your hunter-gatherer ancestors ate, including fruits, vegetables, lean meats, fish, nuts and seeds. They’re also high in fiber and low in sodium and refined sugars. In addition, they’re generally healthy and not too hard to follow — whether you’re at home, the mess hall, or eating out.
Since these diets rely heavily on fresh food, it sometimes can take longer to plan meals. Fish and grass-fed meat can be expensive, too. Caveman-type diets also exclude entire food groups—such as whole grains, dairy, and legumes—and increase your risk for nutrient deficiencies. Also, there’s no difference in a high-protein, low-carb diet vs. a reduced-calorie diet for weight loss.
Vietnamese chefs teach Sailors assigned to the aircraft carrier USS Carl Vinson (CVN 70) how to prepare local dishes.
(U.S. Navy photo by Mass Communication Specialist 2nd Class Tom Tonthat)
Carbs are your body’s preferred fuel source, and limiting them can lower your performance. While a low-carb diet is easier to do because you can eat carb-rich, starchy vegetables such as potatoes or squash, there might be times when this isn’t practical, especially if you’re on a mission with MREs or limited produce.
Intermittent fasting (IF) essentially involves skipping meals for partial or full days (12–24 hours), severely restricting calories for several days in a row, or eating under 500 calories on two non-consecutive days.
While some research from animal studies shows that restricted eating might benefit longevity, there’s no evidence that it affects longevity in humans. However, those diagnosed with type two diabetes might be able to manage their blood sugar with IF. Fasting also can be effective with an average weight loss of 7–11 pounds over 10 weeks.
Still, IF can be hard for someone who needs to eat every few hours to sustain energy for physical and mental performance. Some will overeat on non-fasting days, so IF isn’t recommended for those with disordered eating or type one diabetes — or if you take medications that require food.
Weight loss comes down to energy balance: Eat less or move more to burn extra calories. In terms of performance, you need to eat more often to ensure you’re always sufficiently fueled, so fasting can be a challenge.
Cleansing or detoxification
“Detox” diets — also called “cleanses” or “flushes” — claim to help remove toxins from your body, leading to weight loss. Cleanses includes diets, supplements, drinks, laxatives, enemas, or a combination of these strategies.
Non-laxative cleanses or juice fasts can jump-start quick weight loss, but you still need to follow up with a proper approach that is realistic and sustainable. Since your calorie intake is very low on these particular days, it also can affect your physical performance.
Fort Monroe’s Staff Sgt. Joshua Spiess prepares a head of garlic while competing for the Armed Forces Chef of the Year.
(U.S. Army photo)
Detox-related weight loss is often only temporary and likely results from water loss. You also might gain weight when you resume normal eating. Extreme low-calorie diets can lower your body’s basal metabolic rate (the number of calories needed to perform basic, life-sustaining functions) as it struggles to preserve energy. Detox diets, which often require some fasting and severely limit protein, also can cause fatigue. They can result in vitamin, mineral, and other essential nutrient deficiencies in the long term, too. And the jury’s still out on whether detox diets actually remove toxins from your body. Depending on the ingredients used, detox diets also can cause cramping, bloating, diarrhea, nausea, vomiting, and dehydration, so they aren’t recommended for healthy and safe weight loss.
What’s the best way to lose weight and keep it off?
Quick weight loss (more than two pounds per week) can backfire in terms of health and weight maintenance. If you eat too little, your body might use muscle for fuel, instead of carbs (primary fuel) or fat (secondary fuel). Muscle burns more calories than stored fat, so losing muscle can actually slow your metabolism and ultimately make it harder to lose weight and keep it off.
The best approach is one that provides enough fuel — fruit, vegetables, whole grains, low-fat dairy, lean meat, fish, eggs, nuts, and healthy fats — to perform your duties and preserve muscle. Read HPRC’s “Warfighter Nutrition Guide” for tips to maintain your overall health and body weight.
For safe weight loss, make sure you are not causing harm and still have enough physical and mental strength to perform well. Work with your healthcare provider or a registered dietitian to create a healthy eating plan. You also want to make lifestyle changes that include exercise, so you can stay in warrior-athlete shape.
An all-hands effort is underway to find a Marine believed to have gone overboard Aug. 8 during routine operations off the coast of the Philippines.
The Marine, who was aboard the amphibious assault ship Essex with the 13th Marine Expeditionary Unit, was reported overboard at 9:40 a.m. The incident occurred in the Sulu Sea, according to a Marine Corps news release.
A search and rescue swimmer aboard USS Chosin (CG 65) stands by in preparation for an underway replenishment with USNS John Ericsson.
(U.S. Navy photo by FC2 Andrew Albin)
The Marine’s family has been notified, but the service is withholding his or her identification while the search is ongoing.
The ship’s crew immediately responded to the situation by launching a search-and-rescue operation. Navy, Marine Corps, and Philippine ships and aircraft are all involved in the search, which will continue “until every option has been exhausted,” according to a post on the 13th MEU’s Facebook page.
“As we continue our search operation, we ask that you keep our Marine and the Marine’s family in your thoughts and prayers,” Col. Chandler Nelms, the MEU’s commanding officer, said in a statement. “We remain committed to searching for and finding our Marine.”
A P-8 Poseidon flies over the ocean.
Multiple searches have been conducted aboard the ship to locate the missing Marine as round-the-clock rescue operations continue in the Sulu Sea and Surigao Strait, according to the news release. Navy P-8 Poseidon aircraft and Philippine coast guard vessels have expanded the search area, covering roughly 3,000 square nautical miles.
“It is an all-hands effort to find our missing Marine,” Navy Capt. Gerald Olin, head of Amphibious Squadron One and commander of the search-and-rescue operation, said in a statement. “All of our Sailors, Marines, and available assets aboard the USS Essex have been and will continue to be involved in this incredibly important search-and-rescue operation.”
The Essex Amphibious Ready Group deployed last month from San Diego with the 13th Marine Expeditionary Unit, becoming the first ARG to deploy from the continental United States with Marine Corps F-35B Joint Strike Fighters aboard. The Essex is en route to the U.S. 5th Fleet, where the Marines’ new 5th-generation fighter may participate in combat operations in the Middle East for the first time.
This article originally appeared on Military.com. Follow @Militarydotcom on Twitter.