Author: trameditor

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World War 1

Ahmet Ali Çelikten: Why Have We Forgotten History’s First Black Aviator?

Exactly two years before World War I came to an end, Ahmet Ali Çelikten became one of the world’s first Black military aviators. Çelikten, who retired from the Turkish Air Force as a colonel in 1949, set the stage for future mixed-race fighter pilots and Black excellence within militaries around the world.

Ahmet Ali Çelikten’s undergoes flight training

Ahmet Ali Çelikten standing among other Ottoman aviators
Ahmet Ali Çelikten with other Ottoman aviators who flew in World War I. (Photo Credit: Ottoman Military / Wikimedia Commons / Public Domain)

Ahmet Ali Çelikten was born in the Ottoman Empire in 1883. As a young man, he dreamed of becoming a sailor, and enrolled in the naval technical school Haddehâne Mektebi to make that aspiration a reality. He graduated in 1908 as a first lieutenant.

On February 20, 1914, Çelikten became the first Black pilot to ever receive a license from the Fédération Aéronautique Internationale. He subsequently attended the naval flight school Mülâzım-ı evvel in Yeşilköy, a neighborhood of Istanbul.

The Ottoman Empire’s role in World War I

Ottoman soldiers standing in a line
Ottoman soldiers at Gallipoli, 1915. (Photo Credit: FPG / Hulton Archive / Getty Images)

Though they are often left out of the picture, the Ottoman Army fought throughout the First World War. Comprised of individuals from all walks of life, races and ethnicities, the Ottomans served the Sultan, protected their homeland and, ultimately, worked to construct a new nation as the Empire collapsed for good.

The Ottomans entered WWI following the Black Sea Raid on October 29, 1914, not long after the start of the conflict. They and Germany created an alliance to allow the latter safe passage into nearby British colonies.

The Balkan Wars in the years prior had depleted Ottoman resources, and their dependence on agriculture was slowly becoming threatened by escalating industrial warfare. Shortly after entering the war, Sultan Mehmed V declared a state of Jihad (meaning meritorious struggle or effort) against the countries that made up the Triple Entente.

In the midst of the conflict, Ottoman leaders knew they needed to train more cadets to be competent pilots and leaders. Çelikten was one of many men who were recruited to receive advanced training. He traveled to France and, later, Berlin to complete aviation courses, before joining the İzmir Naval Aircraft Company. His callsign was “Celik Kara Kartal,” a deconstruction of his name, which translated to “Black Eagle of Steel.”
Çelikten also fought in the war alongside his brother, who died in battle.

Ahmet Ali Çelikten became a freedom fighter

Ahmet Ali Çelikten standing with other Ottoman pilots
Ahmet Ali Çelikten with other Ottoman pilots who flew during World War I. (Photo Credit: Turkish Air Force / Wikimedia Commons / Public Domain)

During WWI, Ahmet Ali Çelikten married Hatice Hanim, a Greek woman who’d immigrated from Preveza. Following his military service, he became involved in the Turkish War of Independence, volunteering with the Turkish National Movement at Konya Military Air Base.

At the time, Turkish freedom fighters plotted to steal aircraft from Ottoman-owned warehouses and bring them to a location on the Black Sea. Çelikten was recruited to aid in this mission in 1922. The stolen aircraft were subsequently used to protect various Nationalist naval operations and monitor enemy movements along the body of water.

In 1923, the Republic of Turkey was established. Following the successful freedom operation, Çelikten was assigned to an aerial division created to push more aviation operations between Konya and İzmir. In 1924, he was awarded the Türkiye Cumhuriyeti Istiklal Madalyasi – otherwise known as the Independence Medal – by the republic’s founding father, Mustafa Kemal Atatürk, and military official Ismet Inönü for his bravery.

An inspiring legacy

Ahmet Ali Çelikten dressed in his pilot's uniform + Military portrait of Eugene Bullard
Ahmet Ali Çelikten + Eugene Bullard. (Photo Credits: 1. NA / Wikimedia Commons / Public Domain 2. USAF / Wikimedia Commons / Public Domain)

By the time he retired in 1949, Ahmet Ali Çelikten was a colonel in the Turkish Air Force. He quietly lived out the rest of his days with his family, and died on June 24, 1969. He inspired several of his family members to serve in the Air Force. His two sons, two daughters, niece and nephew all became pilots, and several grandchildren adopted his love of flight, working in Turkey’s aviation industry.

The predominant narrative accredits African-American pilot Eugene Bullard – who flew for France during WWI – as the first Black military aviator, but Çelikten’s wings were earned in 1914, while Bullard’s were awarded three years later. Bullard is also said to be the only Black airman to have fought in the conflict, despite Çelikten’s service contradicting this statement.
Regardless of who “did it first,” both Ahmet Ali Çelikten and Eugene Bullard are prime examples of Black excellence and bravery in the face of war – fighting for their countries and those who’d previously never been represented in the military.
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World War 1

100 Years After She Sank, The Mystery of USS San Diego’s (ACR-6) Tragic End Was Finally Solved

Shortly after 11:00 AM on July 19, 1918, the Pennsylvania-class armored cruiser USS San Diego (ACR-6) – formerly known as the USS California – was rocked by an explosion on the ship’s port side, near the port engine room. Within 30 minutes, she was at the bottom of the Atlantic Ocean.

When no one took responsibility for the attack, historians were left to their own speculation – that is, until 100 years later, when an underwater archaeologist made an interesting discovery.

USS San Diego‘s (ACR-6) career was tactical and political

USS San Diego (ACR-6) at sea
USS San Diego (ACR-6), 1916. (Photo Credit: Library of Congress / Wikimedia Commons / Public Domain)

The USS California was launched on April 28, 1904 and commissioned just over three years later. She was assigned to the Pacific Fleet’s 2nd Division, conducting exercises and drills along the west coast. In March 1912, she joined the Asiatic Station, a squadron of US Navy vessels stationed in East Asia. California went on to protect US assets in Nicaragua, enforced the military’s presence off the coast of Mexico and kept the peace during times of political turmoil.

One day after the US declared war against Germany, San Diego was placed on full commission as the flagship of Commander, Patrol Force, Pacific Fleet. On July 18, she was ordered to join the Atlantic Fleet, serving as an escort for convoys navigating dangerous passages to Europe, as the north Atlantic was littered with U-boats.
Exactly one year later, she came face-to-face with the true dangers of the ocean.

Sinking of the USS San Diego (ACR-6)

USS San Diego (ACR-6) at sea
USS San Diego (ACR-6), 1907. (Photo Credit: Library of Congress / Wikimedia Commons / Public Domain)

On July 18, 1918, the USS San Diego left Portsmouth Naval Shipyard in Maine, bound for New York. Captained by Harley H. Christy, she traveled along a zigzag course as all lookouts, fire control parties and gun watches were on full alert.

The next morning, a massive explosion ripped through the ship’s port side. As the crew struggled to stop San Diego from taking on water, they soon realized the bulkhead near the explosion site was warped, making it impossible to close the watertight door between the engine room and the No. 8 fireroom.

As the flooding continued, Capt. Christy ordered the ship to proceed full speed ahead, anticipating they were under attack by a German U-boat. Not only was San Diego unable to accelerate, she could barely move at all – both engines were disabled and her machinery compartments were filling with water.
San Diego began to list, and, within 10 minutes of the explosion, was sinking. Christy ordered his crew to lower the lifeboats and abandon ship, and, within 28 minutes, the cruiser was at the bottom of the Atlantic, making her the only major American warship lost during World War I. Of the over-1,000 crewmen onboard, six died in the tragic incident.

Survivors were left with no answers

Artifacts from the USS San Diego (ACR-6) on display
Artifacts from USS San Diego (ACR-6) on display. (Photo Credit: Mass Communication Specialist 2nd Class Lindsay A. Preston / US Navy / Naval History and Heritage Command / Public Domain)
After the sinking, Capt. Christy remained convinced they’d been struck by a torpedo, but there was no evidence that a U-boat had been in the area at the time, and none of the lookouts saw the wake created when a torpedo is fired.
Others speculated it could have been a sea mine, but it’s unlikely one would explode at the stern, instead of the bow of the ship. An official inquiry concluded the sinking was caused by such an explosive, as six contact mines had been located in the vicinity, but the true reason wasn’t that simple.
In 2018, 100 years after the USS San Diego sank, USNI News announced that the cause of the explosion was still inconclusive. Luckily, the American Geophysical Union (AGU) was about ready to hold its annual conference, where a bombshell revelation a century in the making would be dropped.

What really happened to the USS San Diego (ACR-6)?

Alexis Catsambis opening a plastic container
Alexis Catsambis, underwater archeologist with the Naval History and Heritage Command (NHHC), carefully opens a plastic container in which artifacts of shipwrecks are kept. (Photo Credit: Astrid Riecken / The Washington Post / Getty Images)

After two years of research using archival documents, 3D scans and high-tech models, a team of researchers from the Naval History and Heritage Command (NHHC) announced their findings. At the 2018 AGU conference, underwater archaeologist Alexis Catsmabis declared, “We believe that U-156 sunk San Diego.”

Catsmabis explained that the flooding patterns didn’t look like an explosion was set inside the vessel, and the hole ripped into the USS San Diego‘s hull “didn’t look like a torpedo strike,” either. It was concluded that the armored cruiser was struck by a U-boat mine placed by SM U-156.
“Torpedos of the time carried more explosives than mines – and would have shown more immediate damage,” shared marine scientist Arthur Trembanis. The explosion itself wasn’t that powerful, but San Diego was filled to the brim with coal, making her top-heavy enough to easily capsize as she took on water.
“With this project, we had an opportunity to set the story straight,” Catsmabis said in a press release, “and by doing so, honor [the memory of the six crewmen who died] and also validate the fact that the men onboard did everything right in the lead up to the attack as well as in the response.”
Today, the wreck of San Diego lies upside down off the coast of New York’s Fire Island, some 110 feet below the water’s surface. Since the highest parts are just 66 feet down, the wreck has become a popular scuba diving attraction. It’s also been nicknamed the “Lobster Hotel” for the large community of lobsters that call the armored cruiser home.
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World War 1

The German Flammenwerfer Forever Changed Warfare – And Not for the Better

For centuries, militaries tried to harness the ability to command fire. There were various methods used, but the flammenwerfer models developed by the German Army prior to World War I were the beginning of modern flamethrowers as we know them today. Their use in the conflict struck fear into the Allied forces, who were showered in flames while in their trenches, and the weapon’s power was fully recognized as a result.

Richard Fiedler’s patent

Flammenwerfer leaned against a wall
Photo Credit: Scanning Dmitry Makeev / Wikimedia Commons / Public Domain

In 1901, Richard Fiedler patented the design for a machine that could weaponize fire. It’s from this that modern flamethrowers are attributed. Fielder’s design was so intriguing that it caught the attention of the German Army that same year. Officials began funding the project, hoping to adopt whatever means he came up with.

Fiedler was tasked with coming up with various models of flammenwerfers and presented a working prototype in 1905. After testing and trials, two designs were delivered and accepted into service: the grossflammenwerfer and the kleinflammenwerfer.

Grossflammenwerfer

German soldier standing next to a Grof M.1912
Grof M.1912. (Photo Credit: Scanning Dmitry Makeev / Wikimedia Commons / Public Domain)

Also known as the Grof, the Grossflammenwerfer was the largest and heaviest of the German flamethrowers, and not intended to be carried by troops. Comprised of a stationary fuel and propellant tank with a loose hose, it would be placed in one position, as it wasn’t easily moved. Once set up, soldiers would use the hose to attack enemy trenches.

A disadvantage of the Grof was the risk of the tank exploding, due to enemy fire, and that the sheer amount of flammable liquid held within would cause a much larger – and possibly lethal – explosion.

Kleinflammenwerfer 

German soldiers operating a Kleinflammenwerfer from a trench
Soldiers operating a kleinflammenwerfer during World War I. (Photo Credit: Bundesarchiv, Bild 104-0669 / Wikimedia Commons CC-BY-SA 3.0 de)

Also known as the Kleif, the kleinflammenwerfer was a more portable flamethrower operated by a four-man crew. Still not operable by a single person, it had two functioning parts: the fuel and propellant tank that was worn as a backpack and the hose that connected to it.

The first soldier was in charge of carrying the tank, accompanied by a second for assistance. The third was in charge of operating the hose and and directing the spray, while the fourth crewman was trained to assault enemy positions. The intention was to force them out, thus exposing the troops to the destruction and pain of the Kleif. There were multiple variations developed that saw the necessary crew dwindle to two, but it could never quite be reduced to a single soldier.
As it was smaller that the Grof, the Kleif was unable to achieve the same reach. The spray was limited to 20-30 yards, with a continuous spray of just 20-40 seconds. Regardless, the Kleif proved effective when it was first unleashed by the Germans at Verdun on February 26, 1915.

Wechselapparat

Two US soldiers manning a Wechselapparat
US soldiers testing a captured Wechselapparat. (Photo Credit: U.S. Signal Corps / Wikimedia Commons / Public Domain)

A third flammenwerfer was developed well into the First World War: the Wechselapparat, also known as the Wex. It was introduced into service in 1917 and had a unique distinction over the Kleif, as its backpack-style tank was donut-shaped.

Like the Kleif, the Wex was operated by a four-man crew, although it seems probable that it could have technically been manned by a single person. As this was a possibility, it’s likely soldiers were trained on how to operate it individually, but, due to the ease of the team approach, this was almost never employed.

Bernhard Reddemann made flammenwerfers useable on the battlefield

German soldiers manning flammenwerfers on a city street
Photo Credit: ullstein bild / Getty Images

Independent of Fiedler, Bernhard Reddemann developed his own flamethrower. He was inspired by the use of kerosene by the Japanese in the Russo-Japanese War, and used his knowledge as a chief firefighter using pumping equipment to extinguish fires.

When the First World War broke out, Reddemann served as part of a Pioniere unit made up of specialized troops. By the second year of the conflict, he was the head of a flammenwerfer battalion, and Fiedler’s designs were made viable in war thanks to him.

The flammenwerfer units employed both the Grof and Kleif to initiate combined attacks, which were some of the most successful uses of the weapons during the conflict. Reddemann kept records of his men, recording only 890 deaths of the thousands who served. He also noted that they were successful in more than 80 percent of attacks.
The flammenwerfers of WWI continued to be improved upon, and a single-soldier version was ready to be equipped by the time the German Army became embroiled in the Second World War.
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World War 1

Meuse-Argonne Offensive: The Deadliest American-Involved Campaign of World War I

The Meuse-Argonne Offensive toward the end of World War I is widely considered to be the campaign that truly stopped any and all fighting along the Western Front. It saw the US and French militaries use their combined strength to push the Germans several miles over the course of a month and a half, albeit at the expense of hundreds of thousands of lives.

High US casualties during the Meuse-Argonne Offensive

US troops and tanks traveling along a dirt road in the middle of the Forest of Argonne
US troops preparing for the Meuse-Argonne Offensive, September 1918. (Photo Credit: The Print Collector / Getty Images)

The Meuse-Argonne Offensive was the final Allied engagement along the Western Front during the First World War, carried out over 47 days by American and French troops. It was both the largest in the history of the US military, with 1.2 million Americans participating, and the deadliest to involve the US Army. The service suffered over 122,000 casualties, of which more than 26,000 were killed in action (KIA).

The reason American casualties were so high was that 70 percent of troops were young (between 18-23) and inexperienced. This, paired with poorly-planned tactics and the spread of the Spanish Flu, greatly impacted the effectiveness of the US forces. That being said, with over one million soldiers, they greatly outnumbered the Germans, which ultimately proved beneficial to the outcome of the war.

Initially, the American forces consisted of 15 First US Army divisions, while the French had 31. Altogether, they were equipped with 2,780 artillery pieces, 840 aircraft and 380 tanks. At this point in the conflict, the Germans were fighting with only 50 percent of their initial strength, but they were still able to put up enough of a resistance to force the Americans and French to call in reinforcements.

Aim of the Meuse-Argonne Offensive

German soldiers standing in a trench fortified by tree branches and pieces of wood
German fortified outpost during the Meuse-Argonne Offensive, 1918. (Photo Credit: SeM / Universal Images Group / Getty Images)

At the time, the Germans had the high ground along the Western Front. The Meuse-Argonne Offensive devised a plan to take that away by clearing the forest, after which the Allies would continue their advance and capture Sedan.

The city was home to a railway hub that was essential to the Germans, as it issued around 250 cargo trains a day to those forces stationed throughout France and Belgium. Each was filled with supplies and weapons. Therefore, capturing Sedan was integral to the Allies gaining control of the Western Front.

Commencing the Meuse-Argonne Offensive

US troops driving tanks along a dirt road
US troops traveling to the battle line during the Meuse-Argonne Offensive, September 1918. (Photo Credit: CORBIS / Getty Images)

The first phase of the Meuse-Argonne Offensive began with an American attack at approximately 5:30 AM on September 26, 1918, led by Gen. John J. Pershing. The three-hour-long frontal bombardment was intended to push against the German line.

While the V and III Corps were able to achieve most of what they’d intended with the assault, the 28th Infantry Division was met with heavy resistance from the Germans. As well, the 91st had to evacuate Épinonville, while the 79th and 37th failed to secure Montfaucon and Montfaucon-d’Argonne.
The following day was much less successful. However, the 79th Division did manage to capture Montfaucon. On top of this, the 35th captured not only the village of Baulny, but Charpentry and Hill 218, as well.

German forces launch a counterattack

German soldiers standing in a trench in the middle of shell-pocked stretch of forest
German dugout in the Forest of Argonne, 1917-18. (Photo Credit: Unknown Author / U.S. National Archives and Records Administration / Wikimedia Commons / Public Domain)

The Germans deployed reinforcements and launched a counterattack against the 35th Division on September 29, 1918. The US division had undergone leadership changes prior to the Meuse-Argonne Offensive, so it’s likely that poor commanders impacted their success.

Even with the counterattack, the 35th Division was still able to advance 15 km.
The Americans had overwhelming numbers compared to the Germans, which, despite their inexperience, put a lot of pressure on the enemy and forced them to retreat. In the first month, the Allies had successfully captured 9,000 prisoners of war (POWs). However, by that October, both sides were forced to call in reinforcements as they continued to wage the bloodiest battle seen on the Western Front.

Launching phase two of the Meuse-Argonne Offensive

US soldiers walking along a debris-strewn street in Varennes-en-Argonne
US soldiers pass through the ruins of Varennes-en-Argonne during the Meuse-Argonne Offensive, 1918. (Photo Credit: The Print Collector / Getty Images)

Phases two and three of the Meuse-Argonne Offensive moved extremely fast.

The second began on October 4, 1918, when the infantry divisions involved in the first assault were replaced by the 32nd, 3rd and 1st. Advancing two and a half kilometers against the German 37th and 5th Divisions, as well as the 52nd Infantry Division, the 1st created a gap in the enemy line.
Between October 14-17, the Americans performed several frontal assaults that broke the Germans’ main defenses, although this resulted in high casualties. The 42nd Infantry Division took over Côte de Châtillon, considered the turning point for the Meuse-Argonne Offensive. Led by Brig. Gen. Douglas MacArthur, the division took advantage of a gap created in the German line.
The force with which the Americans pushed against the enemy was impressive, and, by November, they were closing in on Sedan.

Successfully capturing Sedan

Members of the 18th Infantry Regiment, 1st Infantry Division scaling Hill 240
Members of the 18th Infantry, 1st Division scaling the side of Hill 240 during the Meuse-Argonne Offensive, October 1918. (Photo Credit: PhotoQuest / Getty Images)

Beginning the third phase on November 1, 1918, the Americans reached the Meuse, and, by November 4, had the prized railway hub surrounded. Just a few days later, on November 10, they successfully took Sedan and cut off any German access.

By the end of the Meuse-Argonne Offensive, the Americans had cleared the area and pushed the Germans back over 10 miles. By securing Sedan, the engagement had taken away control from the enemy and effectively brought an end to fighting along the Western Front.
With the loss of their railway system, the soldiers within the Imperial German Army began to mutiny, leading all sides to agree to a ceasefire and ultimately resulting in the signing of the Armistice on November 11.

Lost Battalion of the Meuse-Argonne Offensive

Members of the Lost Battalion sitting in a field
Lost Battalion of the Meuse-Argonne Offensive. (Photo Credit: Bettmann / Getty Images)

American advances during the second phase of the Meuse-Argonne Offensive were too speedy for some, resulting in a mistake that cost the lives of hundreds of soldiers.

A group of 554 men from B Company, 308th Infantry Regiment, 77th Infantry Division advanced too far and became surrounded by the Germans, making them forever known as the “Lost Battalion.” Considered the first over the top, they drew the attention of the enemy and created a distraction that ultimately allowed the Allies to break through and force the Germans to retreat.
The unit was largely made up of new recruits, and their advancement past the Allied line was a mistake. They believed they were supported by the French along their left flank, when, in reality, their reinforcements were delayed. This allowed the Germans to encircle and close them in with barbed wire.

Encircled by the Germans and targeted by friendly fire

Still from 'The Lost Battalion'
The Lost Battalion, 1919. (Photo Credit: MacManus Corporation / Wikimedia Commons / Public Domain)

While encircled, the Lost Battalion suffered greatly due to a lack of food and medical supplies. They were also cut off from radio communications, so their last hope was to call for help using carrier pigeons. However, the Germans shot down each and every one.

One soldier with the Lost Battalion, Samuel Marcus, wrote about his experience behind enemy lines. He recounted in one diary entry, “We cut our way through wire entanglements, fought machine gun nests, laid in holes, hastily dug, wet, cold, hungry, pushed ahead without any relief, being encircled by the Germans and attacked and starved for 6 days when at last we were rescued, a sorry lot of men.”
He later wrote in his diary, “Nothing can ever seem hard to me after what I have gone through.”
Unfortunately, the Lost Battalion is a misnomer, as they were never “lost” – they were abandoned by their comrades. The troops were stuck behind enemy lines for a week, after which they were rescued – and attacked by – the 28th and 82nd Infantry Divisions. Of the 554 who were trapped, only 194 were saved.
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World War 1

Netflix’s Adaptation of ‘All Quiet on the Western Front’ Shows the Brutalities of Trench Warfare World War 1

One of the most talked about films of 2022 was All Quiet on the Western Front. The adaptation of Erich Maria Remarque’s classic anti-war novel was praised for not only tackling a well-known work of literature, but for its brutal and realistic portrayal of trench warfare during the First World War. The acting, visual effects and storylines all came together to earn the release some of the entertainment industry’s most coveted accolades.

Erich Maria Remarque drew upon his own wartime experiences

Erich Maria Remarque sitting on a couch
Erich Maria Remarque, 1940. (Photo Credit: Bettmann / Getty Images)

The author of All Quiet on the Western Front, Erich Maria Remarque, was a soldier in the Imperial German Army during the First World War. Conscripted at the age of 18, he served on the Western Front with 2nd Company, Reserves, Field Depot, 2nd Guards Reserve Division, seeing action in the trenches between Houthulst and Torhout.

In July 1917, Remarque was wounded by shrapnel in the neck, left leg and right arm, and, after being evacuated from the front, was repatriated to an army hospital in Germany. While he was recalled to service in October 1918, the armistice was signed just a month later.

Viewed by many to be anti-war, All Quiet on the Western Front was banned in numerous European countries, the most notable being Germany during its re-militarization. Remarque was accused of exaggerating the horrors of war, and the book was among the first to be publicly burned by the country’s political regime

All Quiet on the Western Front (1930)

Lew Ayres and Louis Wolheim as Paul Bäumer and Stanislaus "Kat" Katczinsky in 'All Quiet on the Western Front'
All Quiet on the Western Front, 1930. (Photo Credit: zs93 / MovieStillsDB)

In 1930, director Lewis Milestone premiered the first adaptation of All Quiet on the Western Front. Featuring a largely American cast, including Lew Ayres, Richard Alexander and John Wray, it brought the fighting Paul Bäumer experiences to the big screen – albeit with Vintage Hollywood-era effects and film sets.

The production was, for the most part, faithful to its source material (aside from Paul’s death, which occurs while he’s reaching for a butterfly), and even saw the involvement of German veterans as technical advisors. It received critical acclaim upon, and even went on to win the first ever Academy Awards for Best Director and Outstanding Production.

Similar to the book, the film adaptation of All Quiet on the Western Front was boycotted by the German regime. Officials went so far as to sabotage screenings by setting off stink bombs, letting mice loose in theaters and physically assaulting members of the audience. This eventually led to it being banned in the country toward the end of 1930. It wasn’t re-released until 1952.

All Quiet on the Western Front (2022)

Felix Kammerer as Paul Bäumer in 'All Quiet on the Western Front'
All Quiet on the Western Front, 2022. (Photo Credit: Sinister75 / MovieStillsDB)

The third film adaptation of All Quiet of the Western Front (there was a television movie released in 1979) is arguably the most successful. The German-language movie debuted on Netflix in October 2022, and used 21st-century special effects to make the realities of World War I-era trench warfare even more jarring for audiences.

Production began in February 2020, and, while relatively true to Remarque’s book, does differ slightly at points. Newcomer Felix Kammerer stars as Paul Bäumer, while Albrecht Schuch took on the supporting role of Stanislaus “Kat” Katczinsky. Many were quick to point out that, story-wise, the 1930 version is superior. That being said, no one could question the film’s impact.

While the recipient of a wide array of awards (far too many to list), the Netflix adaptation of All Quiet on the Western Front made waves at the Oscars, scoring four wins, including Best International Feature Film, and five more nominations. Among them was the most coveted award of the night: Best Picture.

Showcasing the brutality of World War I-era trench warfare

German soldiers crouching in a trench
German Spring Offensive, 1918. (Photo Credit: NCJ / Topix / NCJ Archive / Mirrorpix / Getty Images)

The whole point of All Quiet on the Western Front is to show the hardships of serving in the trenches on the Western Front. While similar films may, in some way, glorify war, the book and its three film adaptations do the opposite. Thanks to advancements in technology, the 2022 version does this the best.

Aside from the fact trenches were narrow, muddy and water-logged, they were also incredibly dangerous for those serving in them. They provided little protection against overhead attacks, despite being designed for that. While they somewhat prevented widespread deaths from the use of chemical weapons, if a soldier couldn’t get their gas mask on in time, they still suffered.

Trenches were also breeding grounds for disease and illness, thanks to rats, dirty standing water and, sometimes, untreated injuries. As the conflict went on and soldiers became weaker and demoralized, militaries began to favor night attacks, with the aim of catching a sleeping enemy force off-guard.
All Quiet on the Western Front shows these dangers, as well as how these conditions hurt those serving in the trenches. When the German lines suffered artillery fire from the Allies, viewers see just how narrowly a number of soldiers avoided death by ducking at just the right time. As well, when hiding in bunkers, the audience sees just how easily everything could collapse, given the less-than-effective materials used to construct them.
Paul loses many of his comrades to enemy action in the trenches. As the Allied forces make their push forward, the film shows the German line moving back and the carnage that occurs as a result – and that’s not even mentioning No Man’s Land and the shell-pocked landscape many had to run through.
Aside from the physical death and destruction, All Quiet on the Western Front also shows the mental toll of such fighting. Paul’s spice for life and naïvety all but disappear as the film progresses. Gone is the innocence of a boy who just became a man, replaced by the horrors of war.
Not only does he lose the friends with whom he enlisted, but those he befriended in the trenches, sometimes to enemy action and, other times, to their own hand, as they’re unable to live with what they’ve seen or the injuries they’ve suffered. Paul’s dead eyes by the time he himself dies show just how much the conflict changed him and serve as a symbol of just how much soldiers on both sides suffered.

Differences between the book and the Netflix adaptation

Still from 'All Quiet on the Western Front'
All Quiet on the Western Front, 2022. (Photo Credit: michaella92 / MovieStillsDB)

While the primary story and message are the same between the book version of All Quiet on the Western Front and the Netflix adaptation, there are a handful of differences to note. One is the armistice storyline, which doesn’t feature in the former. In the movie, it offers a juxtaposition between the fighting occurring in the trenches and the discussions being held between Europe’s top military officials.

A second difference omits a part of the story that best shows the psychological effects of the war. In Remarque’s book, Paul is granted leave, but, upon returning home, finds himself alienated from his loved ones. They don’t know what he’s been through and seen on the frontlines, so they can’t relate to him, leaving him feeling isolated. This part is completely left out in the film.

Throughout All Quiet on the Western Front, Stanislaus “Kat” Katczinsky is Paul’s truest friend. Essentially taking the 18-year-old under his wing, Kat provides companionship and support to Paul, who naïvely didn’t realize just how brutal the war would be. It can even be argued that the older man turns into a sort of father/big brother figure.
In the book, Kat is injured by shrapnel and, while being carried to the medics by Paul, is struck in the head by additional pieces. He dies instantly. In the film, it’s not enemy action that leads to the character’s death. Rather, it’s the child of the farmer from whom Paul and him have been stealing eggs. While being carried back, Kat perishes, likely due to blood los, but Paul doesn’t realize this until he’s back at base and told by a medic.
A final notable difference comes in the way Paul dies. Remarque has him die on what is otherwise a rather peaceful day. The book then moves to third person, signaling the protagonist no longer lives. The movie, however, throws the armistice plot line into the mix.
Despite the agreement being signed by both sides, German Gen. Friedrichs sends the men out for one more fight, so they can return to Germany as heroes, rather than losers. It’s during the fighting that Paul perishes, with his body discovered by a young recruit.
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Aircraft

Six Dead In Dallas Air Show Crash Involving Two WWII-Era Aircraft

Tragedy struck the Wings Over Dallas air show on November 12, 2022 when two World War II-era aircraft crashed mid-air. As of publishing, six are confirmed dead as a result of the accident, with Dallas Mayor Eric Johnson calling it a “terrible tragedy.”

Douglas B-17G Flying Fortress in flight
Douglas B-17G Flying Fortress Texas Raiders. (Photo Credit: Alan Wilson / Flickr CC BY-SA 2.0)

The two aircraft, a Douglas B-17G Flying Fortress and a Bell P-63F Kingcobra, were flying at a low altitude around 1:20 PM local time when the crash occurred at the Dallas air show. Videos shared to social media show the front of the B-17 break off and both aircraft fall to the ground. Upon impact, the heavy bomber’s wings erupted into flames. While no one on the ground was injured, all six of those in the aircraft were pronounced dead.

Dozens of Dallas Fire-Rescue vehicles and law enforcement personnel responded to Dallas Executive Airport, where the air show was taking place. An examination of the surrounding area showed debris had been strewn across not only the airport grounds, but also a nearby strip mall and US Route 67.

The air show where the crash occurred was being hosted by Dallas-based non-profit Commemorative Air Force (CAF), in honor of Veterans Day. The organization is dedicated to preserving historical aircraft and showcasing them at events across the United States and Canada.
Wings Over Dallas was part of the CAF’s Air Power History Tour. Along with the B-17 and P-63, other historical aircraft featured included a Consolidated B-24 Liberator and a Boeing B-29 Superfortress, among many others. According to Hank Coates, CEO of the CAF, those piloting the aircraft at the air show were volunteers, the majority of which were retired airline and military pilots.
“This is not about the aircraft. It’s just not,” Coates told CNN. “I can tell you the aircraft are great aircraft, they’re safe. They’re very well-maintained. The pilots are very well-trained. So it’s difficult for me to talk about it, because I know all these people, these are family, and they’re good friends.”
Paul Martin, a member of the Army Air Forces Historical Association (AAFHA), added in an interview with The New York Times, “It’s heartbreaking for me to hear this, both on a human level and a historical level.”

Between 4,000 and 6,000 spectators were present at the Dallas air show when the crash occurred. Speaking with the BBC, Christopher Kratovil, one of the attendees, shared how fast the reality of the situation set in on those present. “It went from being a fairly excited, energetic crowd… to complete silence and stillness, and a lot of people, including myself, turned their children towards them and away from the airfield because there was burning wreckage in the middle of the airfield,” he said.

He added in an interview with The Dallas Morning News, “It’s really tragic to lose one of the last operational B-17s in the world. It’s an important part of American history, it’s an important part of world history.”

The B-17 heavy bomber was integral to the Allies’ victory over the Germans during the Second World War. An estimated 12,731 were built between 1936-45, with 5,000 lost to combat. Most of those that remained were scrapped by the early 1960s. The one involved in the mid-air crash was identified as Texas Raiders, based on the logo on its nose.
While estimates vary, it’s believed between 2,300 and 3,300 P-63s were produced by Bell Aircraft between 1943-45. Despite being manufactured in the US, the fighter was primarily flown by the Soviet Union.
Bell P-63F Kingcobra in flight
Bell P-63F Kingcobra. (Photo Credit: Alan Wilson / Wikimedia Commons CC BY-SA 2.0)

The accident put an end to the decades-long careers of the two aircraft involved. Texas Raiders entered service with the US Navy in July 1945, after being delivered to the US Army Air Forces. It was one of the last 20 manufactured by Douglas Aircraft, and served as a PW-1W Patrol Bomber. After the PB-1W was phased out in 1955, Texas Raiders was placed into storage and later sold to the CAF in 1967.

The P-63, operated by the now-shuttered CAF Airpower Museum, was one of just two “F” variants ever built. Unlike previous versions, it featured an Allison V-1710-135 engine and a larger vertical tail. It was one of only five P-63s to remain airworthy.

The Federal Aviation Administration (FAA) and the National Transportation Safety Board (NTSB) will be conducting a joint investigation into the crash, which is expected to take up to two years to complete. According to the CAF, the events scheduled to take place on November 13, 2022 have been cancelled.
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Aircraft

US Air Force, Kratos Successfully Conduct Test Flight of XQ-58A Valkyrie

The Air Force Research Laboratory (AFRL) and Kratos Defense & Security Solutions have completed yet another successful test flight of the XQ-58A Valkyrie at Yuma Proving Ground, Arizona. The trial was conducted as part of the Low Cost Attritable Strike Demonstrator (LCASD) and the Block 2 Valkyrie Maturation programs.

Kratos XQ-58A Valkyrie in flight
Kratos XQ-58A Valkyrie during its first test flight, March 2019. (Photo Credit: 88 Air Base Wing Public Affairs / Wikimedia Commons / Public Domain)

The XQ-58A Valkyrie is an experimental stealth unmanned combat aerial vehicle (UCAV) – essentially, a drone – that was built under the AFRL’s Low Cost Attritable Aircraft Technology (LCAAT) portfolio. The project’s aim is to develop vehicles to escort Lockheed Martin F-35 Lighting IIs and F-22 Raptors on combat missions and to deploy surveillance systems and weapons.

With the XQ-58A, in particular, the goal was to design an unmanned vehicle to conduct light strike missions through the use of precision-guided munitions. The drone can be operated autonomously or under the control of a “parent” aircraft, and can be deployed as part of drone swarms, with a range of 3,500 miles and a cruising speed of 548 MPH. Additionally, it can hold up to 550 pounds of internal and external bombs.

Lockheed Martin F-35 Lightning II and F-22 Raptor flying alongside a Kratos XQ-58A Valkyrie
Lockheed Martin F-35 Lightning II and F-22 Raptor flying alongside a Kratos XQ-58A Valkyrie during a test, December 2020. (Photo Credit: Tech. Sgt. James Cason / U.S. Air Force / Wikimedia Commons / Public Domain)

The first successful test flight of the drone took place at Yuma Proving Ground on March 5, 2019. A number of trials have since taken place, with the sixth on March 26, 2021 seeing the drone open its internal weapons bay doors and drop a 12 kg Area-I Altius-600 unmanned aircraft system (UAS).

On the most recent test flight, the XQ-58A’s team was tasked with conducting “encrypted communications with redundant radios/communications (‘comms’) packages for range and operational missions remote from government ranges.” The drone then “landed within the target zone, demonstrating key autonomous capability for the end of mission phase of flight and recovery of the aircraft without RF comms.”

When all was said and done, the XQ-58A showed a capability to fly for longer, at higher altitudes and with a heavier overall weight than previously demonstrated. Its ability to operate and land autonomously also showed the drone’s benefits when it comes to evading enemy detection. As the press release from Kratos read, “It of course also enables the drone to continue its mission or at least attempt to safely return to base in an environment where the threat of electronic warfare jamming is high.”
Kratos XQ-58A Valkyrie taking off
Kratos XQ-58A Valkyrie taking off during a test flight, December 2020. (Photo Credit: Staff Sgt. Joshua King / U.S. Air Force / Wikimedia Commons / Public Domain)

Speaking about the XQ-58A, Steve Fendley, President of Kratos’ Unmanned Systems Division, said:

“The Kratos/AFRL team is pushing the envelope in these truly uncharted waters, continuing to evolve the capability and drive affordability in the CCA class where mission capability and effectiveness is achieved through a combination of individual and distributed CCA capability plus mass of aircraft.

“Wargames and analyses consistently report that mass is the solution to enable winning in today’s conflict arena and that a lower count of exquisite systems consistently fails. Kratos is laser-focused on the disruptive, affordable (enabled by simple and elegant) solution set.”
Kratos XQ-58A Valkyrie in flight
Kratos XQ-58A Valkyrie during its fourth test flight, January 2020. (Photo Credit: Holly Jordan / U.S. Air Force / Wikimedia Commons / Public Domain)
At present, the US Air Force is the only known organization to have purchased the XQ-58A, with the aim being to support research and development, as well as test and evolution efforts. Kratos is currently in talks to receive contracts from two new customers, who have yet to be named.
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Aircraft

These Helicopters First Took Flight During WW2

Whenever someone uses helicopters and war in the same sentence, images of aircraft hovering over dense Vietnamese jungles immediately come to mind. However, while these hovering rotorcraft are most commonly associated with the Vietnam War, there were helicopters used throughout WW2.

Certainly, these early choppers were much more primitive than those used today, but that doesn’t mean they weren’t valuable to the militaries operating them. Discover six of the most influential and useful helicopters flown by both sides during WW2.

Kamov A-7

Kamov A-7bis parked in grass
Kamov A-7bis. (Photo Credit: Unknown Author / airwar.ru / Wikimedia Commons / Public Domain)

The Central Aerohydronamic Institute (TsAGI) began development of the Kamov A-7 in 1931, having previously designed the TsAGI A-4 autogyro, which had successfully been incorporated into the Soviet Air Force for use as a reconnaissance aircraft. The A-7, which was completed in 1934, was built for a much different purpose: combat.

The two-seater was the first combat autogyro ever built, as well as the first to be mass produced in the USSR. Its later variant, the A-7bis, featured better aerodynamics, while the A-7-3A was lighter. It was this version that was used by the Red Army in combat. It was equipped with three machine guns – a PV-1 on the front and a twin mount DA-2 variant of the Degtyaryov at the rear – and modified on occasion to carry explosives, either four FAB-100 bombs or six RS-82 unguided rockets.

Despite the A-7-3A being the superior variant, the previous two versions weren’t out of work entirely. They were used to spot artillery positions and, in 1941, the A-7 was deployed to pollinate fruit trees in Tien Shan, Central Asia.

Focke-Wulf Fw 61

Focke-Wulf Fw 61 taking off while two men look on
Focke-Wulf Fw 61 taking off from Bremen Airfield, 1937. (Photo Credit: ullstein bild Dtl. / Getty Images)

While it may have been the Soviets that created the only armed combat autogyro during the conflict, Germany produced the most helicopters during WW2. They were flown by the Luftwaffe and Kriegsmarine, and it’s no wonder the country is often credited with creating the first functional chopper.

The difference between helicopters and autogyros is how the blades create lift. Autogyros are like traditional aircraft in that they fly through the use of an engine and a front propeller – they just have free spinning propellers on top, which create lift. Helicopters, on the other hand, force the propellers through the air to create lift, without using the front or engine.

The Focke-Wulf Fw 61 was first flown in 1936, and two years later was demonstrated to the public at one of the stadiums used during the Berlin Olympics. Apart from altitude, speed and length of flight records during its trials, little is known about what these helicopters did during the war. What is clear is that neither of the two developed survived the war.
The importance of the Fw 61 lies more so in what its development allowed to succeed it.

Focke-Achgelis Fa 223 Drache

Model of a Focke-Achgelis Fa 223 Drache hanging from a ceiling
Model of a Focke-Achgelis Fa 223 Drache at the Hubschraubermuseum Bückeburg. (Photo Credit: Matthias Stäblein / Wikimedia Commons CC BY-SA 3.0 De)

Research conducted with the Focke-Wulf Fw 61 allowed Germany to create it’s most impressive and useful helicopter of WW2: the Focke-Achgelis Fa 223 Drache. It made use of many of the same concepts first tested on the Fw 61, but on a much larger scale. After a number of successful tests, the chopper was put into production. However, as the factory in Delmenhorst was bombed by the Allies in June 1942, only 20 ever left the assembly line.

The Fa 223 was used in various capacities throughout the Second World War, due to its ability to carry loads of over 2,200 pounds and reach speeds of up to 113 MPH. In one instance, it was used in the recovery attempt of a Dornier Do 217 in Lower Saxony. The first wound up crashing, meaning a second had to be deployed to rescue both. It was also heavily tested in mountainous areas, with success.

Throughout the war, the Fa 223 also saw use in anti-submarine patrols. Perhaps the most impressive feat undertaken by one was a journey from Germany to the Airborne Forces Experimental Establishment, in England. This made it the first helicopter to travel across the English Channel. Two subsequent trips were made, with the chopper crashing during take-off on the third time.

Sikorsky R-4 “Hoverfly”

Sikorsky R-4B "Hoverfly" hovering over the ground while three men watch
Sikorsky R-4B “Hoverfly” used in a Royal Air Force (RAF) demonstration for the general public, 1946. (Photo Credit: Mirrorpix / Getty Images)

Designed by Soviet immigrant Igor Sikorsky, the Sikorsky R-4 “Hoverfly” was another example of a true WW2 helicopter, rather than an autogyro. Its prototype first flew in January 1942, and the chopper later went on to serve with the US Army Air Forces, Navy and Coast Guard, as well as the Royal Air Force (RAF) and Royal Navy.

Despite its success in many areas, including breaking all previous records set by other helicopters, the R-4 was notoriously difficult to fly. According to the Chicago Tribune, the “control stick shakes like a jackhammer, and the pilot must hold it tightly at all times. Should he relax for even a minute the plane falls out of control. Pilots of regular planes say it’s easy to identify a helicopter pilot – he has a permanent case of the shakes.”

Nonetheless, the chopper was used extensively throughout the war at home and on the frontlines. In many instances, it was used to evacuate the wounded from sticky situations, largely in Burma, Manila and China. During Operation Ivory Soap, it performed a more traditional cargo carrying role, transporting ferry parts to Aviation Repair Units. It was also the R-4 that was used to train pilots as part of the RAF Helicopter Training School.

Cierva C.30

Cierva C.30 in flight
Cierva C.30 test flight, 1926. (Photo Credit: Hulton Archive / Getty Images)

Designed by Spanish civil engineer Juan de la Cierva in 1923, the Cierva autogyros are generally considered to be the first of their kind. Many variations were developed over the years, but it was the C.30 that was the best. It was manufactured across the world, with Germany dubbing its version the Focke-Wulf Fw 30 Heuschrecke and France, the LeO C.301.

Kayaba Ka-1 and Ka-2

Kayaba Ka-1 parked on the runway
Kayaba Ka-1. (Photo Credit: Unknown Author / Wikimedia Commons / Public Domain)

Although they didn’t produce nearly as many autogyros or helicopters as other countries during WW2, the Japanese did design two: the Kayaba Ka-1 and Ka-2. The design was based off the American-made Kellett KD-1A, which had been damaged shortly after being imported in 1939.

It took until May 1941 for their first prototype to be flightworthy. Shortly after, work began on the Ka-2, which was powered by a different engine than the Ka-1. Both were designed as reconnaissance, artillery-spotting and anti-submarine rotorcraft, with the latter task being what pilots were trained to perform.
A unit was assigned to the escort carrier Akitsu Maru in 1944 and remained there until the vessel was sunk in November of that year. After that, the Imperial Japanese Army’s fleet of autogyros was moved back onto land. While none successfully sunk an enemy submarine, a number were successfully spotted.
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Aircraft

US Air Force, Pentagon Unveil New B-21 Raider Stealth Bomber

On December 2, 2022, the US Air Force unveiled the Northrop Grumman B-21 Raider, its new dual-capable penetrating strike bomber. Developed to combat China’s growing military, the sixth-generation aircraft features the ability to launch both nuclear and conventional munitions, and will serve as “the backbone of the future Air Force bomber force,” alongside the Boeing B-52 Stratofortress.

Development of a new stealth bomber

Northrop Grumman B-21 Raider parked in a hangar
Unveiling of the Northrop Grumman B-21 Raider, December 2, 2022. (Photo Credit: 94th Airlift Wing / Secretary of the Air Force Public Affairs / DVIDS / Public Domain)

The B-21 Raider came about as part of the Air Force’s ultra-classified Long Range Strike Bomber (LRS-B) Program, which was launched in 2011. Northrop Grumman was awarded a development contract four years later, beating out Boeing and Lockheed Martin.

While a number of aspects regarding the B-21’s development have been kept quiet, a 2015 media report revealed the Air Force was interested in a bomber that could serve three different roles: intelligence collection, battle manager and interceptor. A year later, then-Secretary of the Air Force Deborah Lee James revealed the bomber would be a “fifth-generation global precision attack platform” with networked sensor-shoot capabilities.

The program successfully completed a weapons system Critical Design Review in 2018, and three years later concluded the Environmental Impact Statement (EIS) process. Over 8,000 individuals from 40 states have worked on the B-21, with parts being supplied by Rockwell Collins, BAE Systems, Janicki Industries, Orbital ATK, Pratt & Whitney, Spirit AeroSystems and GKN Aerospace.

What we know about the B-21 Raider’s specs

Northrop Grumman B-21 Raider parked on a stage
Unveiling of the Northrop Grumman B-21 Raider, December 2, 2022. (Photo Credit: FREDERIC J. BROWN / AFP / Getty Images)

As the development process for the B-21 Raider was done behind closed doors, little is known about the stealth bomber – the length of its wingspan hasn’t even been released. That being said, some information has been shared with the public.

As aforementioned, the aircraft is capable of carrying conventional and nuclear weapons, which will consist of both direct-attack and standoff munitions. It’s also been developed with an open system architecture, which US Secretary of Defense Lloyd Austin said will allow for the addition of “new weapons that haven’t even been invented yet.”

The B-21 will also be capable of performing manned and unmanned operations, meaning there’s potential for it to fly without the assistance of an onboard crew. On top of that, it features a coating that makes it harder to detect on radar, with Austin saying that “even the most sophisticated defense systems will struggle to detect” the bomber in the sky.
At first glance, the B-21 looks like the Northrop Grumman B-2 Spirit, which entered service in 1997. While it does feature a similar body to the decades-old strategic stealth bomber, Kathy Warden, the chief executive of Northrop Grumman, says that’s where the similarities end.
“The way it operates internally is extremely advanced compared to the B-2, because the technology has evolved so much in terms of the computing capability that we can now embed in the software of the B-21,” she said at the unveiling ceremony. The B-21 is also slightly smaller than its predecessor, to allow for increased range.

Named for the Doolittle Raiders

James Doolittle, Richard Cole, Henry Potter, Fred Braemer and Paul Leonard standing together
Crewmen of aircraft #1 during the Doolittle Raid: Lt. Col. James Doolittle, Lt. Richard Cole, Lt. Henry Potter, Staff Sgt. Fred Braemer and Staff Sgt. Paul Leonard. (Photo Credit: US Army Air Forces / US Air Force / Wikimedia Commons / Public Domain)

The B-21 Raider was named for the Doolittle Raiders, who launched a surprise attack against Japan during the Second World War. Not only did this force the country’s military to recall its combat forces for home defense, the actions of the group greatly increased morale on the American side.

Led by Lt. Col. James Doolittle of the US Army Air Forces, the pilots served as part of a “joint Army-Navy bombing project” and flew the North American B-25B Mitchell, a medium bomber that saw combat in every theater of the conflict. While serving in the Pacific, the aircraft was used to perform low-level strafing and bombings on Japanese airfields.

On April 18, 1942, 16 B-25Bs, each manned by a crew of five, took off from the USS Hornet (CV-8) and flew toward the Japanese archipelago. Once they arrived over Tokyo and the surrounding industrial area, they began bombing manufacturing and military targets. While the raid caused relatively little damage when compared to similar missions conducted during the war, it did have a psychological impact and resulted in the deaths of 50 people on the ground.
Of the 16 aircraft that took to the air, only 14 full teams made it back. One crew was killed in action (KIA), while eight crewmen were captured by Japanese forces in Eastern China. The 16th B-25B landed in the Soviet Union. Its crew was held for a year, after which they were secretly returned to the United States.

B-21 Raider reveal

Northrop Grumman B-21 Raider parked on a stage
Unveiling of the Northrop Grumman B-21 Raider, December 2, 2022. (Photo Credit: Chad McNeeley / Secretary of Defense Public Affairs / DVIDS / Public Domain)

As aforementioned, the B-21 Raider was unveiled during a ceremony at Plant 42 in Palmdale, California on December 2, 2022. The presentation began with a flyover by the three bombers still in service with the Air Force – B-52, B-2 and the Rockwell B-1 Lancer – after which the hangar doors opened to reveal the new stealth bomber.

The B-21 is the first American stealth bomber to be developed in over 30 years, with Austin saying during the ceremony, “The B-21 Raider is the first strategic bomber in more than three decades. It is a testament to America’s enduring advantages in ingenuity and innovation. And it’s proof of the Department’s long-term commitment to building advanced capabilities that will fortify America’s ability to deter aggression, today and into the future.”

He added, “The B-21 looks imposing. But what’s under the frame and the space-age coatings is even more impressive. Let’s talk about the B-21’s range. No other long-range bomber can match its efficiency. It won’t need to be based in-theater. It won’t need logistical support to hold any target at risk.”

Future operations for the B-21 Raider

Northrop Grumman B-21 Raider parked outside at night
Unveiling of the Northrop Grumman B-21 Raider, December 2, 2022. (Photo Credit: 94th Airlift Wing / Secretary of the Air Force Public Affairs / DVIDS / Public Domain)

At present, six B-21 Raiders are in production, with the Air Force stating it would like to acquire a minimum of 100 units, at a price tag of around $692 million USD. This cost would include support equipment, engineering, flyaway costs, spare parts and training.

In 2021, it was announced the aircraft’s first main operating base and the location of the Formal Training Unit would be Ellsworth Air Force Base, South Dakota, with future homes being Whiteman Air Force Base, Missouri and Dyess Air Force Base, Texas. Additionally, depot planning will occur at the Air Force Sustainment Center at Tinker Air Force Base, Oklahoma, while the B-21 Combined Test Force would be based out of the Air Force Test Center at Edwards Air Force Base, California.

The B-21 is scheduled to undergo its first test flight in mid-2023, with it projected to enter service around 2027 as a replacement for the B-1 and B-2. It’s currently in the ground test phase, with officials conducting stress tests, scrutinizing the bomber’s basic functions and evaluating the application of its exterior coating.
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Aircraft

The V-280 Valor Will Replace the US Army’s Fleet of Black Hawk and Apache Helicopters

The US Army has awarded Bell and Lockheed Martin a contract to replace its aging fleet of Sikorsky UH-60 Black Hawks and Boeing AH-64 Apaches. Worth between $1.2 and $7 billion, the deal is the service’s largest helicopter procurement in 40 years. Here’s what we know about the Bell V-280 Valor, the tiltrotor aircraft set to be the Army’s next air utility vehicle.

A number of companies have contributed to the V-280 Valor

Bell V-280 Valor in flight
Bell V-280 Valor showcasing its high-speed cruise configuration at the 2019 Alliance Air Show in Fort Worth, Texas. (Photo Credit: Danazar / Wikimedia Commons CC BY-SA 4.0)

The Bell V-280 Valor is being developed as part of the US Army’s Future Vertical Lift (FVL) program. In June 2013, the tiltrotor was selected as part of the service’s Joint Multi-Role (JMR) Technology Demonstrator (TD) phase, meaning officials believed the design to be well-conceived and technically or scientifically sound. It also signaled that Bell Textron was on track to provide a vehicle that met the needs laid out by the Army.

A few months later, Bell revealed it would be partnering with Lockheed Martin to develop the V-280, with the latter providing sensors, integrated avionics and weapons. In addition to Lockheed, a number of other companies were announced as providing equipment for the rotorcraft.

GKN will provide the tail structure, while Eaton Corporation is responsible for the power generation and hydraulics systems. This will be paired with power distribution systems developed by Astronics Advanced Electronic Systems Corp. Israel Aerospace Industries (IAI) is contributing the V-280’s nacelle structures, while Moog Inc. will provide the flight control systems. TRU Simulation + Training has been tasked with producing a high-fidelity marketing simulator and desktop maintenance trainer.

While General Electric (GE) AeroSpace was initially tasked with providing the V-280’s engines, the decision was later made to go with a derivative of the Rolls-Royce T406/AE 1107C used by the Bell-Boeing V-22 Osprey.

Up against Boeing and Sikorsky

Sikorsky-Boeing SB-1 Defiant in flight
Sikorsky-Boeing SB-1 Defiant undergoing a flight demonstration at William P. Gwinn Airport in West Palm Beach, Florida, February 2020. (Photo Credit: Sgt. Dana Clarke, U.S. Army / Sikorsky Flight Demo / Wikimedia Commons / Public Domain)

In October 2013, the Army awarded a technology investment agreement (TIA) to Bell to further develop the preliminary design for the V-280 Valor. The company was up against other competitors and awarded $6.5 million for this phase of the JMR program. Bell also invested an undisclosed amount of its own funds.

Just under a year later, the joint Bell-Lockheed design was selected to move forward, as was a rotorcraft developed by Boeing and Sikorsky, dubbed the SB-1 Defiant. Progress continued to be made on the V-280, with it undergoing a number of tests in 2017, including its first test flight that December.

In June 2021, Bell retired its flight demonstrator version of the tiltrotor, with it having flown over 214 hours. It had conducted 15 sorties under the operation of five Army pilots, who provided integral feedback. It wasn’t until December 2022 that the Army announced that the V-280 would be the Future Long-Range Assault Aircraft (FLRAA) design that would replace its UH-60 Black Hawk and AH-60 Apache fleets.

What we know about the V-280 Valor

Bell V-280 Valor hovering over a runway
Bell V-280 Valor at the 2019 Fort Worth Alliance Air Show at Fort Worth Alliance Airport. (Photo Credit: Michael Barera / Wikimedia Commons CC BY-SA 4.0)

Given it’s still in the development and design phase, little is known about the V-280 Valor. However, Bell has shared a few tidbits, the most notable of which is the claim that the tiltrotor will handle much like a regular helicopter, in terms of its low-speed agility. It’s also the size of a medium-lift chopper, meaning it’ll cost around the same as an AH-64E or a Sikorsky MH-60M Seahawk.

The V-280 has a cruising speed of 280 knots (hence its name), with a top speed of 300 knots. The tiltrotor’s range is said to be 2,400 miles, with an effective combat range of between 580 and 920 miles. This is due to the fact that an emphasis has been placed on its weight, with the wing, tail and fuselage being built from light-weight composites.

Unlike similar rotorcraft, the V-280’s engines remain in place while the drive shaft and rotors tilt. Additionally, the drive shaft runs through the straight wing, allowing for a single engine (it has two) to power the tiltrotor, should a loss of engine occur. The tail structure and ruddervators designed by GKN will also allow for increased maneuverability and control.
On top of this, the V-280 will be manned by a crew of four, with the ability to carry up to 14 servicemen, and will be able to carry a  M777A2 howitzer, thanks to its dual cargo hooks.

Development of a possible attack variant

Bell V-280 Valor in flight
Bell V-280 Valor. (Photo Credit: Courtesy Photo / U.S. Army Acquisition Support Center / DVIDS / Public Domain)

In addition to the utility variant of the V-280 Valor, Bell has revealed that it’s also working on an attack version of the tiltrotor, dubbed the AV-280. According to both it and Lockheed, the AV-280 will have the ability to launch rockets, small unmanned aerial vehicles (UAVs) and missiles without rotor interference, even in forward flight and cruise modes.

While the concept of having one rotorcraft to replace both utility and attack helicopters is appealing to some military branches, such as the US Marine Corps, the Army has stated that it’s not all that interested in the idea and would prefer to have individual systems for each mission type.

What’s next for the V-280 Valor?

Two Bell V-280 Valor tiltrotors hovering over tanks in the desert
Artist’s depiction of the Bell V-280 Valor in a combat situation. (Photo Credit: Courtesy Photo / U.S. Army Acquisition Support Center / DVIDS / Public Domain)

According to Bell and the Army, the next 19 months will see the design and development of a virtual prototype, with a cash infusion of $232 million from the military. No actual aircraft will be produced during this stage. If everything goes according to plan, the aim is to have the V-280 Valor enter service by the 2030 fiscal year.Once in service, the V-280 will operate in a number of capacities. Along with providing long-range assault solutions, it will likely also be deployed during humanitarian assistance missions. As well, pilots will also be able to provide visual assistance to ground troops in difficult environments, thanks to its onboard dashboard features.