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Alex Hollings

Watch: Insane highlight reel from Naval weapons test range

California’s expansive Mojave Desert serves as a valuable testing and training ground for a number of U.S. military assets. The United States Marine Corps Air Ground Combat Center Twentynine Palms, for instance, is the largest installation in the branch — spanning out across a massive 998 square miles, much of which is devoted specifically to field training and live fire ranges. Naval Air Weapons Station China Lake, also positioned within the Mojave Desert, is a bit different. Instead of training troops as they do in 29 Palms, China Lake takes advantage of the open desert for a wide variety of specialized weapons testing.

According to the Navy, there are more good reasons to use China Lake as a test bed for all sorts of missiles, bombs, and various other things that go boom: it offers a wide variety of geographical features within a fairly small area. According to the Naval Air Systems Command:

Few areas in the world offer such wide variety of geographical features in close proximity…mountains, deserts, canyons, caves and forests. The unencroached air and land ranges at China Lake provide unmatched geographic conditions in which to develop and test weapon systems and explore tactics for desert and mountain environments.

So, as you might imagine, the folks who work at Naval Air Weapons Station China Lake get to see some pretty incredible things through the course of their work, firing both fully armed and inert types of ordnance at a wide variety of targets that include old aircraft and even vehicles that are pulled on trailers along a track to simulate moving targets. As you’d suspect, they know it too — and that’s why they put together this insane highlight reel of just some of the weapons testing they conducted on-site last year.

The video includes a wide variety of weapon systems, ranging from bunker busters and guided air-to-ground missiles to MANPADS engaging airborne targets. Even the inert weapons that don’t explode make for some incredible footage. After all, how often do you get to see the exact moment a guided missile penetrates the roof of a speeding Jeep?

Or the moment another laser-guided JDAM tears the bumper off of a Ford Explorer?

But if we’re being honest, some of the coolest bit of this video are obviously from the live munitions that turn their targets to toast.

This video offers more than a crash course in all the ways the U.S. Navy can blow stuff up, of course; it also offers a powerful reminder of just how accurate America’s standard and specialized guided munitions can be. For instance, here’s a picture of how accurately the Tomahawk missiles fired from American Naval vessels are against targets like the F-4 Phantoms still employed by the Iranian military… ya know, just in case they’re looking.

Preparing for disaster? Here are 5 unusual things that’ll help keep your car running in an emergency

Preparing for disaster? Here are 5 unusual things that’ll help keep your car running in an emergency

In any prolonged survival situation involving a vehicle, the most important things to look for aren’t speed or even ground clearance — the first things you should consider are reliability and ease of repair and maintenance. After all, even the most badass of vehicles tend to lose their appeal when you can’t change a flat or find a replacement alternator when yours goes bad.

Regular maintenance will likely become even more important after a large-scale disaster, as you push your vehicle harder for longer and are forced to make compromises like using dirtier sources of fuel. A clog in a $5 fuel filter can leave a million dollar vehicle permanently planted where it is unless you have the resources and skills required to swap in a good one.

Whether we’re talking about post-apocalyptic survival or just evacuating from the scene of a local calamity, having an emergency set of tools (and coinciding know how) in your vehicle could mean the difference between having a ride and being forced to continue on foot. Some things can’t be repaired in the field, but the right tools could also help you get another vehicle you come across running (I’m not going to go into how to steal a car but suffice to say I’ve gotten barn cars started with the tools listed below before).

Aside from a regular toolkit (I recommend a half-inch drive rather than 3/8 for leverage’s sake) with a full complement of standard and metric sockets, and the rest of the usual emergency vehicle gear (jack, flashlight, tire iron, etc) here are a few tools you may not have thought of, but that deserves a place in your car’s emergency kit.

A Spool of Wire

(PXhere)

Although most modern vehicles have complicated electrical systems governed by one or more onboard computers, you’d be surprised how much you can get accomplished simply by grounding a circuit and running a lead to the positive terminal of your battery. A failed driver’s side power window switch, for instance, can render all the windows in your car immobile (all switches run through a primary in many applications) so the only way to get your windows back UP may be to run that lead. In older model vehicles, you can circumvent a number of steps when diagnosing a fuel issue simply by running a lead from the battery directly to the fuel pump (it’s important to include an in-line switch or to remove the lead when the engine isn’t running to prevent burning out the fuel pump motor).

Understanding that most of the electronics in your vehicle operate via a simple mechanism (power on or power off) means that in an emergency, you can hack up some temporary fixes using little more than a spool of wire and some electrical tape. I also recommend carrying a test light to help you ensure current is moving properly when diagnosing electrical issues.

An Impact Driver

Even under the best of circumstances, a seized screw or bolt can make common repairs or maintenance a big problem. In an emergency, a stripped screw or bolt could be all it takes to leave you stranded — but an impact driver can turn the tides in your favor. These tools usually have a 3/8 or 1/2 inch drive at one end, and a flat striking surface on the other. Place the impact socket or screwdriver bit on one end and place it on the stuck fastener securely – then smash the hell out of the other side with a hammer or rock. The impact forces the bit onto/into the fastener as it rotates, breaking bolts and screws loose while avoiding stripping them.

For less than $15 bucks, you won’t find a more versatile or valuable tool when working on vehicles that may be a bit long in the tooth (or that just exist in the Northeast where winters wreak havoc on the vehicle’s undercarriage).

A sturdy pipe

(PXHere)

As I mentioned above, I recommend carrying a half-inch drive socket and breaker bar in your vehicle’s toolkit — they occupy more space than a traditional 3/8 drive, but I’ve always appreciated the extra leverage I can exert via the heavier hardware. Just like with the impact driver, a good pipe can mean the difference between breaking something loose or not — sliding the pipe over the handle of a wrench can help increase the length of your lever, thus increasing the force you can exert. Be aware that using that much muscle may well break a bolt that’s seized in place, but that isn’t always a bad thing. A cross threaded lug nut could make it nearly impossible to get your wheel off when changing a flat, and while breaking a cross threaded lug stud may not be the best case scenario, your vehicle will have no trouble getting you home with the 4 remaining studs (on a 5 lug vehicle). The same principle applies to cars with only four lug studs, though spirited driving on only three lug nuts isn’t recommended but then how often is surviving about keeping things within the “recommended” parameters?”

The same pipe can also serve as a hammer for striking your impact driver or for leverage when trying to shift the engine within the limits of its rubber motor mounts to reach something deeper in your engine bay. Trying to swap rotors but they’re seized on? Bash it with a pipe. Car starter not working properly? Believe it or not, banging on it a few times with a pipe might do the trick as well.

Tire pressure gauge

(WikiMedia Commons)

A tire pressure gauge comes in handy any time you’re filling your tires up with air, but that’s not actually the value it provides in a survival situation. Driving on low traction surfaces like snow or mud can mean having to take your time to cover terrain, but if you find your vehicle struggling to maintain traction, letting some of the air out of your tires can actually make a big difference. If your car’s tires are rated for a maximum of 41 PSI, try dropping 10-15 pound of air pressure from your drive tires to increase the tire’s footprint on the ground, and as a result, adding a bit of traction. This method won’t get you un-stuck (you’ll still need kitty litter or sand and a shovel for that) but it can hopefully help you avoid getting stuck in the first place.

Duct Tape

(WikiMedia Commons)

You can fix anything with enough duct tape — but if you’re just trying to keep a car running long enough to get you out-of-town, it can really be a lifesaver. A vacuum leak on any of the lines leading into your Mass Air Flow Sensor or cylinder head could wreak havoc on your car’s performance or even kill the engine completely. Identifying the leak and sealing it with duct tape could get your vehicle moving again. The same can be said for leaking fuel lines in a pinch, though gasoline has a nasty habit of eating its way through temporary fixes of that sort. Duct tape won’t make your vehicle reliable but it might keep it running for long enough to get you to safety.

Feature image courtesy of Flickr

 

Watch a Ukrainian fighter pilot make the craziest low-altitude pass you may ever see

The thing about fighter jets is that just about every developed nation in the world has some, and while the capabilities of these aircraft vary greatly from platform to platform, it’s hard to withhold the awe you experience seeing any one of these purpose-built aviation marvels do their thing. And for the most part, those “things” you see them do tend to fall within a short list of stunts that can be conducted within the range of your eyesight: barrel rolls, loops, and high speed passes.

The high-speed pass is more than an exercise in speed, of course; it’s all about precision control of the aircraft, zooming low over people or structures to deliver maximum effect while traveling at speeds no aircraft should achieve unless the only obstacles in the vicinity are clouds or opposing jets. If you’ve ever been to an airshow and seen a fighter jet execute this spectacular stunt, you’re already aware what an incredible sight it can be to behold. If you haven’t, just imagine the massive amounts of noise and power you witness as Formula One cars whip past you on a high-speed straightaway, but put the car above your head and double up the power output a few times over.

Here in the United States, our pilots are among the most well trained and highly disciplined in the world, with strict rules and guidelines in place to ensure not just their safety, but the survivability of the aircraft. A single F-35, for instance, costs the government somewhere in the neighborhood of $100 million. That means a showboating fly-boy with a knack for dangerous stunts wouldn’t only be gambling with his life and lives of those around him, but also with a piece of equipment that would cost the average household income of more than 1,600 American families for a year to replace.

Fortunately (for the internet), not all of the world’s nations have such strict guidelines regarding what is deemed acceptable behavior for their aviators (or maybe their aviators just aren’t as concerned about the repercussions of their actions) and from time to time, you get videos like this:

That’s a Soviet era Su-24 being flown by a Ukrainian pilot that has not been identified at an altitude that looks like it might be only slightly higher than the tail fins on these planes. The aircraft on the tarmac appear to be Su-24s as well, making their tail fins just about 20 feet tall… and the flyby only a bit higher than that.

Image captured from YouTube

The Su-24 Fencer, it’s worth noting, was purpose built for flying low-altitude strike missions over difficult terrain, but you’ll be hard pressed to find another pilot willing to push that concept to such an extreme.

Watch: 360 degree video shows what it’s like to hitch a ride dangling under a Blackhawk

Special Patrol Insertion/Extraction (SPIE) flights offer a unique way to get troops into and out of terrain that a helicopter may not be able to land on. To the untrained observer, SPIE flights might look like a helicopter simply lowers a rope, warfighters clip on with carabiners, and then they get taken for one hell of a crazy ride, dangling beneath the aircraft… and this is one situation where the casual observer would actually be right.

SPIE flights, for all the skill required on behalf of the pilots at the stick of the helicopter, really are helicopter flights with a string of soldiers dangling beneath them on ropes that usually range in length from 120 to 150 feet long. As many as ten soldiers clip themselves to set spots on the rope at different lengths, then as the helicopter gains altitude, it lifts the soldiers one by one. The end result looks like this:

(USMC Photo)

The U.S. Military acknowledges that this method of insertion isn’t as advantageous to the warfighter as simply fast roping out of the same Blackhawk; however, there are some circumstances that simply don’t lend themselves to the traditional fast-roping methodology (wherein troops quickly descend from the helicopter via ropes, rather than hitch a ride tied to one). SPIE methodologies have proven particularly viable for certain kinds of extractions — like out of the water.

SPIE Extraction training (Flickr)

The SPIE method grew out of the Vietnam era STABO, or STAbilized BOdy, rig. The STABO rig was developed by Sergeant First Class Clifford L. Roberts, a Green Beret that witnessed one of his fellow Special Forces soldiers get injured when he fell from the McGuire extraction rigs utilized at the time. The STABO served as a load bearing rig for the operator but bore a strong resemblance to the setup used in parachutes. As a result, special operators could utilize quick extractions from the jungles of Vietnam simply by clipping their carabiners to a rope lowered by a helicopter floating above the tree tops. In the dense jungle warfare of that conflict, STABO rigs and the early iterations of SPIE extractions saved countless lives.

If you’ve ever wondered just what it might be like to dangle helplessly a hundred feet below the thunderous blades of a Blackhawk as it sailed through the skies — wonder no longer. The U.S. Army recently released a 360-degree video you can control yourself that offers the most realistic appreciation for SPIE flights anyone can have… short of roping up themselves.

Watch the video below:

The Andrée Expedition: A tragic tale of Arctic exploration and mankind’s indomitable spirit

It can sometimes be easy to lose perspective when talking about historical events. Once timelines stretch beyond the horizon of our own recollection, they tend to get fuzzy. Most people would be surprised to know, for instance, that Cleopatra’s lifetime was actually closer to ours than it was to the construction of the pyramids, or that the Tyrannosaurus Rex is further separated from the Stegosaurus than it is from mankind on our planet’s lengthy timeline.

It’s because of that weakness that we tend to lose sight of how recent a development mankind’s dominance of the globe truly is. Back in 1897, a mere 72 years before Neil Armstrong walked on the moon, we weren’t even sure if it was possible to reach the North Pole. At the time, our species was still relegated to exploring the furthest reaches of our planet by ship and foot, but one man had a crazy idea: what if we tried exploring by air?

Salomon August Andrée, a Swedish explorer that was well aware of how many previous efforts to reach the North Pole had failed, envisioned coasting across the Arctic skies in a balloon, reaching the North Pole in whatever state it may be (at the time, no one was sure if it was on land, sea, or ice) and returning with tale of his incredible sights along the way. At the time, balloons had already been used in aviation for years, but none had ever remained aloft for more than 15 days. Andrée sought to double that feat, inventing new contraptions he claimed would allow his balloon ship to travel “at cross-purposes to the wind” if it had to along its journey from Sweden to Alaska directly over the pole itself. The plan had plenty of critics, but it also garnered some noteworthy support, including Alfred Nobel (inventor of dynamite and creator of the Nobel Prize) and the Swedish King Oscar II, who helped to fund the endeavor.

Andrée’s hydrogen balloon was made in Paris out of layers of varnished silk. All told, it measured nearly 100 feet high and weight a ton and a half. The explosive nature of the hydrogen that carried it aloft was mitigated, Andrée believed, through doing things like mounting the air ship’s cooking stove outside the basket he and his crew would ride in. Impossible as Andrée’s goal seemed at first glance, when he and two crewmates (Knut Fraenkel, a 26-year-old civil engineer and Nils Strindberg, a physics professor) took off on July 11, 1897 from an island in the Svalbard archipelago, it was beginning to seem like they might actually have a chance at succeeding.

Andrée’s polar balloon being made in Henri Lachambre’s balloon workshop in Paris (WikiMedia Commons)

One witness wrote, “For one moment then, between two hills, we perceive a grey speck over the sea, very, very far away, and then it finally disappears.”

That day would be the last any of the three men were seen alive.

More than thirty years later, a Norwegian sloop (single-masted sailing ship) named the Bratvaag stopped at the remote arctic White Island. The ship was splitting duty between seal hunting and a geological expedition headed by Dr. Gunnar Horn. Surprisingly, on the second day at White Island, it was the hunters, rather than the scientists, that returned to this ship with a noteworthy discovery: a handwritten diary with an ominous title: “The Sledge Journey, 1897.”

The seal hunters reported finding the diary after coming across an aluminum lid in a steam. They hadn’t expected to find any signs of humanity on the remote and unforgiving island, but as they continued along their way they also came across a canvas boat adorned with a stamp that said “Andrée’s Pol. Exp. 1896.”

It wasn’t long before they found the body of Salomon August Andrée, leaning against a rock, partially submerged in snow. His head was missing, but inside his jacket they found a large monogram: “A,” for Andrée. Eventually, accounts of the team’s tragic end would be found from all three explorers. Fraenkel’s notes were mostly scientific, recording things like meteorological observations. Strindberg also recorded scientific observations about the night sky, alongside letters to his fiancée, Anna Charlier. In those letters, Strindberg seemed tragically certain that they would survive the ordeal and he’d return to her.

Andrée himself kept two journals which serve as the most thorough account of events. Early in the journey, he wrote:

It is not a little strange to be floating here above the Polar Sea. To be the first that have floated here in a balloon. How soon, I wonder, shall we have successors? . . . We think we can well face death, having done what we have done. Isn’t it all, perhaps, the expression of an extremely strong sense of individuality which cannot bear the thought of living and dying like a man in the ranks, forgotten by coming generations? Is this ambition?”

Only 65 hours after first taking flight, the crew finally chose to abandon the balloon. It had taken them far off course repeatedly, soared to heights the men had felt too dangerous at some points, while dragging along the ice at others. Exhausted and hungry, their journey by balloon ended after they had traveled some 570 miles… but only about 300 of those miles had been in the right direction. They found themselves stranded some 300 miles from where they began, 300 miles from the North Pole, and with little hope of rescue.

S. A. Andrée and Knut Frænkel with the balloon “Örnen” (“Eagle”) on the pack ice, photographed by the third expedition member, Nils Strindberg. (WikiMedia Commons)

Undaunted, the men strapped sledges (like sleds) to their backs, each weighing between three and four hundred pounds, and dragged them Southeast, where they hoped to find a supply drop they had arranged for a vessel to leave behind in case of an emergency on Franz Josef Land. This hearty crew, made up of two engineers and a physics professor, managed to hunt and eat the Arctic’s most formidable land predator, the polar bear, to fuel them along the journey. Despite walking for upwards of ten hours each day, they averaged only about three miles on the best of them.

Through it all, Andrée continued to capture the beauty of his surroundings, even as their health began to fade. On August 31st, more than a month and a half after they had departed, he wrote of what he saw, “The sun touched the horizon at midnight. The landscape on fire. The snow a sea of flame.”

On September 28th, snowfall had given them the material they needed to finally construct a makeshift shelter. They piled up snow and poured water over it to harden it, fashioning a makeshift igloo they slept in for less than a week. On October 2nd, as they slept, the ice sheet the shelter was on cracked, flooding the small shelter with ice water. The men managed to escape before setting about recovering as much of their supplies as they could before it all drifted away. Even then, these men maintained their spirits the best they could.

Frænkel (left) and Strindberg with the first polar bear shot by the expedition. (WikiMedia Commons)

“No one had lost courage; with such comrades one should be able to manage under, I may say, any circumstances,” Andrée wrote that day. His last entry came only six days later. The crew had made their way onto an island, constructed another shelter, and for a brief moment, felt relief. The last entry reads:

It feels fine to be able to sleep here on fast land as a contrast with the drifting ice out upon the ocean where we constantly heard the cracking, grinding, and din. We shall have to gather driftwood and bones of whales and will have to do some moving around when the weather permits.”

To this day, no one knows how the men died. Some have postulated the they died one by one from different dangers presented by the harsh Arctic: drowning, injuries, or infection. Others have theorized that their poor diet, failing health, and exhaustion may have made them turn on each other. Still more attribute their ends to simple exhaustion and exposure. One of their toenails, recovered from inside a sock, revealed high levels of lead in their systems, but not enough to account for poisoning. Likewise, Andrée seemed to take effort to save his diaries for posterity before he died, suggesting that he was not in a state of panic, but rather of somber acceptance, as the last bits of life left him.

On October 5, 1930, 33 years after first departing, the remains of Salomon August Andrée, Knut Fraenkel, and Nils Strindberg finally made it home. Five planes and five more destroyers escorted them for the final leg of their journey.

Once they reached Stockholm, King Gustaf V said, “In the name of the Swedish nation, I here greet the dust of the polar explorers who, more than three decades ago, left their native land to find an answer to questions of unparalleled difficulty.”

The remains of the three explorers are brought straight from the ship through the center of Stockholm on October 5, 1930, beginning “one of the most solemn and grandiose manifestations of national mourning that has ever occurred in Sweden” (Sverker Sörlin)

Ultimately, although the endeavor was a failure, the courage and determination of those three men in the face of insurmountable odds still represents the best of us. Victory isn’t the only standard by which to grade heroism through the lens of hindsight: strength of will, camaraderie, and a willingness to sacrifice for something larger than yourself are also important factors.

It would seem that, despite their best efforts, Andrée foresaw his demise long before he ever set foot in the balloon.

“In the Arctic,” he wrote in 1895, “the cold only kills.”

 

 

Feature image: A recovered tea-towel from the doomed Andrée Expedition. (WikiMedia Commons)

Check out this insane GoPro footage of a jumpmaster saving a skydiver that had a seizure mid-jump

Skydiving for sport or recreation is among the most popular ways mankind has devised to laugh in the face of our own mortality. As insane as it might sound to jump out of a perfectly good airplane, somewhere in the neighborhood of 350,000 jumpers execute close to 3 million jumps each year in the United States alone.

With more than 8,200 people jumping out of planes each day in the U.S., the fact that the news cycle isn’t inundated with thrill seeker obituaries is a testament to just how safe we’ve managed to make falling from the sky at 120 miles per hour. In fact, according to expert estimates, you have around a 1 in 100,000 chance of dying if you were to go skydiving tomorrow.

That’s a big number, so for added reference, consider this: according to the National Safety Council, you have about a 1 in 96,691 chance of being convicted of a crime and executed in the United States. Of course, there are circumstances that can dramatically increase the risks associated with skydiving. Often, experienced jumpers identify and eliminate these risks ahead of time… but there are some things there’s just no planning for.

Such was the case for Christopher Jones back in 2015. Midway through an Accelerated Free Fall program, Jones departed the aircraft just as he had each time before, but as he fell past 9,000 feet, he suddenly had a seizure.

“Halfway through the skydive, he had a seizure and rolled onto his back,” WA Skydiving Academy business manager and chief instructor Robin O’Neill told the media.

Sheldon McFarlane, a jump master and instructor that jumped along with Jones, immediately recognized there was a problem. In the GoPro footage from McFarlane’s helmet camera, you can see as he makes one attempt to reach the distressed Jones and fails, before making a second pass and successfully pulling his chute open at about 4,000 feet.

“At no time was I worried he was going to hit the ground without a parachute, but given the circumstances and where we were I thought it would be better to get him under parachute earlier than later,” McFarlane said. “I managed to catch him on my second attempt and deploy his parachute.”

Jones, who was cleared for the jump by his doctor despite having epilepsy, wasn’t so dismissive of the incident. He called it, “possibly the scariest moment of my life,” in the video’s description on YouTube.

Watch the incredible footage below:

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