The Korean War by Indy Neidell
Published 20 Jan 2026There’s discussion — and disagreement — in UN Command and Washington about whether or not to poll all the POWs the UN side holds to see where they would like to go should they be released. There are arguments for and against this, and it brings up a couple different interpretations of the Geneva Convention. This week we also talk a lot about recent medical advances in field medicine in Korea, and the development of the “Medics’ War”.
00:00 Intro
00:44 Recap
01:14 Poll the POWS
04:52 UN Decleration
08:19 52nd Medical Battalion
10:56 Cho-Do Island
11:45 Summary
12:06 Conclusion
12:49 Memorial
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January 21, 2026
The Korean War Week 83: The Medics’ War! – January 20, 1952
January 6, 2026
Considering the Venezuelan operation at D+3
CDR Salamander has some (guarded) thoughts on the recent operation to extract Venezuelan dictator Nicolás Maduro, which was accomplished with no significant American casualties (although some reports say a large number of Cuban troops were killed or wounded on the other side):
If you didn’t get a chance to listen to Sunday’s Midrats Podcast with Mark and me, give it a listen to hear a broader discussion with some additional detail thrown in. Today is going to be a bit different.
We are still just ~72-hours from the events, so there is an order of magnitude more of what we don’t know than we do, but some items are breaking out from the fog.
On yesterday’s podcast, I briefly mentioned a framework for discussion that I think is helpful to flesh out here — an addendum to my comments on the podcast, so to speak.
As we stand here the Monday after the events of Friday night/Saturday morning, what are some clear items of consideration at the Tactical, Operational, Strategic, and Political levels?
Let’s do Top-3s at D+3:
Tactical:
- No other military on the planet has the Joint/Combined Arms/Interagency capability to successfully execute this mission. None. This is a unique national capability that we should carefully nurture, steward, and improve on.
- The death of rotary wing (RW) aircraft has been greatly exaggerated. As I have written often over the last two decades, one has to examine closely the lessons of small and medium sized wars, as they will inform you what will be needed in the next large war. That is the gold standard … but you have to be careful. Some lessons look to have broader implications, but they may be muted or amplified by the location and venue you are looking at. Yes, flying large groups of RW in the Ukraine theater is a questionable proposition, but that is because they are Ukrainian and Russian RW being flown by Ukrainians and Russians. American RW aircraft have training, equipment, and capabilities that others do not have. It was not by luck that none of our RW operating deep in Venezuela were shot down. Make no mistake, without a diverse, robust, and numerous RW capabilities, the Maduro Raid would not have been possible.
- Unmanned systems are A tool, not THE tool. I agree, the use and utility of unmanned systems in the Russo-Ukrainian War has expanded at an astronomical rate, but in spite of what some may be trying to sell you, the future is not “All U_V All the Time“. Unmanned systems are like aircraft, submarines, and body armor — they get added to the tool box. The more diverse the toolbox, the more capable your military. That last comment refers to a lot more than unmanned systems.
Operational:
- Sovereign Bases Matter: While we have seen other friendly nations let us use their facilities, the reanimation of Roosevelt Roads and the general Guamification of Puerto Rico over the last few months is a wake-up call to everyone. Serious policy makers need to put their accountants in the back of the room where they belong. A global power rides along support structures few see and understand at peace until they are needed at war but gone. Having a wide variety of inefficient and underutilized bases and facilities scattered around is a feature, not a bug. The future is unknown and an impatient lover. Do not test, taunt, or take her for granted. Reactivate more bases. Play hard ball with the UK about Diego Garcia. Pray for peace.
- America Must be the Dominate Maritime & Aerospace Power in Order to be a Global Power: I don’t mind saying, “I told you so“. so I will happily say, I told you so. Yes, we need land power, but most of it should be light, expeditionary and exemplary. The balance of heavy maneuver forces should be based on US territory and the balance in the Reserve and National Guard. Everyone who went feet dry in Venezuela came back home because the U.S.A. dominated the air, electromagnetic spectrum, and the sea to such a degree that any challenge to that dominance was a death sentence to the challenger.
- Few Things are More Useful Than a Large Deck Amphib: Let any person who poo-poos the USMC demanding more amphibious ships, or worse, bleats out how they are obsolete, be tarred, feathered, and run out on a rail. All hail the USS Iwo Jima (LHD-7). IYKYK.
Alexander Brown comments on the raid at Without Diminishment:

You can always find a cadre of pro-communist “fellow travellers” in any western nation … we just seem to have more of them than anyone else.
Let’s get the elephant in the room out of the way: American regime-change efforts, on occasion, tend to age like oxidized guacamole. The teenage version of this writer remembers well the empty sugar-high of “Shock and Awe”.
A powerful aphrodisiac gets released when Things Actually Happen. To ignore the impacts of tribalism and the potential for another misappropriation of neocon bloodlust would be to ignore another elephant. But enough on the family Elephantidae and the order Proboscidea.
We may be as cold as Minnesota, with its miniature Horn of Africa engulfed in a real “learing” not “learning” opportunity after years of runaway fraud, but as Canadians, we should surely be looking inward at our own failings on the home front, our lack of leadership in foreign affairs, the hate we allow to fester in our streets, and the cozy relationships we foster with the most dubious of allies. But of course, we’re not.
Nicolas Maduro, one of the world’s great monsters, was “black-bagged” and perp-walked along with his wife yesterday, following a Swiss-watch-precise Delta op that only our neighbours to the south are capable of.
Let us not stand on the false pretence of a violation of “international law”: Maduro’s tenure was defined by a series of widely condemned and fraudulent electoral processes designed to ensure his grip on power. His track record includes a 2018 presidential election, dismissed by the international community as neither free nor fair. He banned major opposition parties and jailed or exiled key opponents.
This pattern escalated during the 2024 presidential election, where, despite independent tallies showing a landslide victory for opposition candidate Edmundo González, the Maduro-controlled National Electoral Council declared Maduro the winner without the data to prove it. The 2024 process was further marred by the disqualification of popular leader María Corina Machado, the intimidation of voters by paramilitary “collectives”, and a brutal post-election crackdown, known as “Operation Tun Tun”, that resulted in over 2,000 arrests and dozens of deaths.
And yet, as Hugo Chávez’s mausoleum smoulders, hundreds of thousands continue to flood the streets to celebrate, and the experts of “experts say” journey down from ivory towers to shoot the wounded and feign retroactive understanding of an op that took most by surprise, perhaps nowhere has the oppositional-defiant kvetching been louder than inside Canada’s elite Liberal circles, so much so that you almost have to applaud the utter lack of self-awareness and the sheer selfishness of it all.
November 5, 2025
Hands To Flying Stations (1975)
David Bober (Royal Navy Films)
Published 25 Jun 2013Official govt film uploaded as “fair use”. Naval Instructional Film A2690.
Royal Navy documentary from 1975 featuring aircraft carrier HMS Ark Royal (R09). The film details flight operations aboard the Ark. Aircraft in the film include the Phantom FG1, the Buccaneer S2, the Gannet AEW3, the Wessex HAS1 and the Sea King HAS2.
HMS Ark Royal (R09) was an Audacious-class aircraft carrier built by Cammell Laird, Birkenhead and commissioned into the Royal Navy on 25 February 1955. She was decommissioned on 14 February 1979 after 23-years service. She was the last operational RN aircraft carrier to use “cats and traps” (conventional catapult launch and arrested landing). The Ark featured in the 1976 BBC television series Sailor.
September 24, 2025
The Korean War Week 66: The Hell of Heartbreak Ridge – September 23, 1951
The Korean War by Indy Neidell
Published 23 Sep 2025The Korean War reaches one of its bloodiest battles as UN forces clash with North Korean defenders on Heartbreak Ridge. The US 2nd Division suffers heavy losses, with entire companies wiped out to the last man. At the same time, the Marines introduce a revolutionary new tactic in modern warfare — transporting troops via helicopter right to the front lines during battle. Meanwhile, UN Commander Matt Ridgway refuses to resume peace talks in Kaesong, sparking further tension with the Communist side. As the battle rages, the question remains: can there be peace in Korea, or only more heartbreak?
Chapters
00:00 Hook
00:43 Recap
01:14 Heartbreak Ridge
04:02 To The Last Man
06:06 What Ridgway Wants
08:00 Effects of the Treaty
10:13 New Strategy
11:29 Supply by Helicopter
12:31 Summary
12:45 Conclusion
15:34 Call to Action
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September 11, 2025
The CH-148 Cyclone helicopter – the navy’s flying lemon
Over at Noah’s True North Strategic Review, a question came up about the Cyclone helicopters in Royal Canadian Navy service and whether the navy would include Cyclone landing pads on the upcoming Canadian Continental Defence Corvette design:
Q6. Any updates on the Cyclone helicopter and its replacement? I’ve read that the class is grounded and it’s already an orphan. Has it rolled into NTACS?
You probably heard our favorite Vice-Admiral absolutely tearing them apart lol. The fleet was grounded due to parts issues, a long-standing problem with the Cyclone fleet. In fact everything about the Cyclone is a problem.
I’ll let Mr. Topshee explain:
So yeah, the fleet was grounded or should I say the majority of the fleet is still grounded. Not all of them anymore, but still the majority last I heard like two weeks ago?
Of course even before the grounding the fleet was in bad shape. Nearly half haven’t flown this year, and again the majority is still grounded. Link 11 deprecated back in January/February? Lockorsky is asking ~$20,000,000 an aircraft to upgrade to Link 16, and even then it will take about two/three years to get the entire fleet upgrades.
And it ain’t like Link 16 is some optional capability. It is quite literally the standard. You can’t do much without it.
This isn’t counting other capabilities set to deprecate or in need of upgrading on the way to Block 2.1 … All to support, yes, an orphan fleet that we are paying tooth and nail to keep going.
And it isn’t like Lockheed is winning here. They reported a $570 million loss on the Cyclone this year. Quite literally no one is winning here. We are all suffering to keep these birds flying, lord forbid if we try to keep them going into the 2040s as planned.
Cyclone isn’t a new helicopter. It’s a product of 1990s requirements, from a contract signed twenty years ago. It still has yet to reach its final Block 2.1 state. I get why it’s frustrating to everyone. I’m glad Topshee said the quiet part out loud. Call them what they are.
I’m of course missing things, I know. I wont go into the entire history and issues with the fleet (yet) but I will say that I truly believe there is no fixing them by this stage. The navy has been using modified Hammerheads to fill the gaps and future UAS will likely take some role.
Unmanned systems aren’t at the level though to fully replace the capabilities a maritime helicopter like the Cyclone brings to the table. The loss of the fleet is a loss of capabilities. Eventually something has to give.
I don’t wanna go to into the Cyclone right now, as I’m currently working on something for it. However there are a lot of issues, more than the public knows.
As for NTACS? There is no plans to include the Cyclone. At least not right now. The NTACS team went back to the drawing board over the summer to hammer out what they want. We’ll see what comes of it.
August 24, 2025
This is Westland Helicopters (1960s)
British Helicopters History
Published 17 Jan 2020Major rationalisation of the UK aircraft industry occurred during the 1960s. With the acquisition of Bristol Helicopters, Fairey Aviation and Saunders-Roe, Westland Helicopters transformed itself into Britain’s only helicopter maker with plants at Yeovil, Weston-super-Mare, Eastleigh, and Hayes, producing helicopters for all roles.
August 1, 2025
The sad saga of the CH-148 Cyclone helicopters in Canadian service
In the National Post, Tom Lawson and Gaëlle Rivard Piché argue for the Canadian government to learn from long and bitter past experiences while they “reconsider” the F-35 purchase for the RCAF … specifically the mind-numbing and depressing saga of obtaining helicopters for the Canadian Armed Forces. First, a quick recap of the helicopter story from a post back in 2012:

Pre-delivery Sikorsky CH-148 Cyclone helicopter, 4 April, 2012.
Photo by Gerry Metzler via Wikimedia Commons.
- In 1963, the CH-124 Sea King helicopter (a variant of the US Navy S-61 model) entered service with the Royal Canadian Navy.
- In 1983, the [Pierre] Trudeau government started a process to replace the Sea Kings. That process never got far enough for a replacement helicopter to be ordered.
- In 1985, the Mulroney government started a new process to find a replacement for the Sea Kings.
- In 1992, the Mulroney government placed an order for 50 EH-101 Cormorant helicopters (for both naval and search-and-rescue operations).
- In 1993, the Campbell government reduced the order from 50 to 43, theoretically saving $1.4B.
- In 1993, the new Chrétien government cancelled the “Cadillac” helicopters as being far too expensive and started a new process to identify the right helicopters to buy. The government had to pay nearly $500 million in cancellation penalties.
- In 1998, having split the plan into separate orders for naval and SAR helicopters, the government ended up buying 15 Cormorant SAR helicopters anyway — and the per-unit prices had risen in the intervening time.
- In 2004, the Martin government placed an order with Sikorsky for 28 CH-148 Cyclone helicopters to be delivered starting in 2008 (after very carefully arranging the specifications to exclude the Cormorant from the competition).
- Now, in 2012, we may still have another five years to wait for the delivery of the Cyclones.
A few data points in addition to that list:
- In 2009, the government granted Sikorsky two more years to begin deliveries … and waived the penalty fees for late delivery.
- In 2011, the government announced it would impose late delivery fines on Sikorsky.
- In 2012, Sikorsky announced the delay of the first batch of “interim” helicopters until 2013.
- In 2015, the first six helicopters were delivered so RCAF crews could begin training, with two more later in the year.
- In 2018, the first operational deployment of a Cyclone had the helicopter embarked on HMCS Ville de Quebec as part of Operation Reassurance.
- In 2021, 19 of the 23 helicopters delivered were taken out of service for cracks in the tail assemblies.
- In January 2025, the 27th helicopter was delivered to the RCAF.
Based on this lengthy and expensive process, Lawson and Piché write:
In 1992, the Progressive Conservative government signed a $4.8-billion contract with a European consortium to replace the aging Sea King helicopters deployed aboard Royal Canadian Navy (RCN) ships. For purely political reasons, when the Liberals came to power the following year, they cancelled the deal — incurring $500 million in termination penalties — and set out to find a more politically acceptable solution. That search dragged on for over a decade, culminating in a 2004 contract with Sikorsky to procure 28 CH-148 Cyclone helicopters.
What the government failed to realize — or chose to overlook — was that Sikorsky was not offering a ready-made military platform. Instead, it proposed to adapt its civilian S-92 model into a maritime helicopter fit for military use, with the hope of replicating the global success of its venerable Sea King.
But developmental issues plagued the project from the outset. The original delivery schedule of 2009 slipped repeatedly, prompting then-minister of national defence Peter MacKay to call the procurement “the worst in the history of Canada”. By 2014, the program was on the brink of cancellation. Only a tense meeting between senior ministers and Sikorsky’s president salvaged the deal, leading to a revised agreement that saw the Cyclone finally enter operational service in 2018.
Yet the challenges did not end there. The Cyclone has consistently posted poor serviceability rates. A crash that cost the lives of six Canadian Armed Forces members in early 2020 was linked to inadequate documentation and flawed software. More recently, the fleet has again been largely grounded — this time due to a shortage of spare parts. The Commander of the RCN has voiced public frustration over the shortage of deployable helicopters, even threatening to replace them with drones if necessary.
To be fair, Sikorsky is not solely to blame. It offered an attractive idea: a modern fly-by-wire maritime helicopter based on a successful civilian platform. The government accepted, underestimating the complexity of the transformation. The key lesson here — one that directly applies to the current fighter jet debate — is that there is enormous risk in buying aircraft, like the Cyclone, that exist in limited numbers worldwide.
The best path forward with the Cyclone may now be to phase out the fleet and absorb the sunk costs. A more reliable option could be the MH-60 Seahawk, also made by Sikorsky. Unlike the Cyclone, the Seahawk is a proven design, with nearly 1,000 units in active service with the U.S., Australian and some NATO navies. While it would be politically awkward to cancel a Sikorsky platform only to purchase another from the same manufacturer, pragmatism must prevail. Perhaps a deal could be struck to return the Cyclones for parts, recouping some value through the civilian S-92 supply chain.
May 2, 2025
The New York Times still values “the narrative” more than the truth
Alex Berenson on the way the New York Times chose to present the summary of the crash investigation on the fatal collision between a US Army Black Hawk helicopter and a commercial passenger aircraft over Washington DC:
The New York Times cannot stop mangling the truth to serve its political goals.
On Sunday, the paper exhaustively examined the collision between an Army Black Hawk and an American Airlines jet that killed 67 people over the Potomac in January.
The massive 4,000-word article claimed the crash had many causes, including an overworked air traffic controller. “Missteps, Equipment Problems and a Common but Risky Practice Led to a Fatal Crash“, the Times proclaimed.
Except that’s not really what happened. Or what the Times found.
Yes, the controller was busy. Yes, the Black Hawk pilots wore night-vision goggles that can, ironically, complicate seeing in cities with lots of ambient light.
Those choices and problems raised the risks of an accident.
But despite all the words the Times devoted to explaining the crash, its root cause was simple. The Black Hawk was flying too high. It flew directly into the CRJ700 regional jet. The plane’s pilots and passengers had no chance.
That’s the reality. The second reality is that an inexperienced female Army pilot, Capt. Rebecca Lobach, 28, (CORRECTION: original article said 36) was at the controls of the Black Hawk when it hit the CRJ700, on a training and evaluation mission.
What the Times actually found, the news in the article, is that the Lobach’s copilot repeatedly warned her the helicopter needed to descend in the minutes before the accident. Just seconds before the crash, he suggested she tack left, a path that would likely have avoided the jet.
She didn’t respond.
In other words, the story here is that Lobach — who had never deployed overseas but had volunteered in the Biden White House and whose obituary prominently called her a certified advocate for “sexual harassment” victims — flew her helicopter into a passenger jet and killed 67 people, including herself.
May 16, 2024
Search and Destroy: Vietnam War Tactics 1965-1967
Real Time History
Published Jan 5, 2024In 1965, tens of thousands of US troops are heading for war in Vietnam. Backed up by B-52 bombers, helicopters and napalm, many expect the Viet Cong guerillas to crumble in the face of unstoppable US firepower. Instead, in the jungles and swamps of Vietnam, the Americans discover combat is an exhausting slog in which casualties are high and they rarely get to fire first.
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February 29, 2024
Ukraine asks for mothballed Canadian missiles that should have been destroyed 20 years ago
In The Line, Alex McColl makes a case against granting a Ukrainian request for obsolete CRV7 70mm air-to-ground rockets:

An SUU-5003 bomblet dispenser with six CRV7 air-to-ground rockets (left) and six BDU-33 bombs (right).
Photo by Boevaya mashina via Wikimedia Commons.
Canadian parliamentary committees — and even the leader of the official opposition — are endorsing a request by the Ukrainian military to send that beleaguered country thousands of mothballed rockets that have not been adequately stored or maintained. The plan has received nothing but approval from Canadians; however, according to multiple sources I have interviewed, the rockets in question are probably useless. In a worst case scenario, a few could go off and hurt or kill the Ukrainians trying to jury rig them into a short-range rocket artillery weapon.
This is about Canada’s stockpile of expired CRV7 rocket motors, which were slated for environmentally responsible disposal twenty years ago. Despite this, these weapons are being requested by the Ukrainian military, which is desperate for any kind of munitions as the war with Russia drags on.
[…]
During the Cold War, the Canadian-made CRV7 was one of the best 70mm NATO rockets thanks to its powerful motor, high speed, and consistent accuracy. It was carried by NATO fighter jets and attack helicopters. In the early 1970s, it could outrange most Soviet short-range man-portable surface-to-air missiles (MANPADS), giving pilots an advantage in air-to-ground missions. Our pilots could shoot at the bad guys from far enough away that the bad guys couldn’t shoot back.
That was then. Today, surface-to-air weapons have advanced to the point where unguided rocket attacks are rarely worth the risk, which is why these rockets were retired 20 years ago.
One of the CAF officers I interviewed reached out again the next day to get in the final word. Here’s what I was told:
“In general, I’d say that the phase when donating from existing inventory was relevant ended in early 2023. Canada has donated many useful things, but focussed on what Canadian industry can provide, not what Ukraine desperately needs. Unarmed ACSVs and drone cameras are useful, but Ukraine needs predictable and reliable supplies of battle decisive munitions, most of all air defence missiles and artillery ammunition. The conversation Canada should be having isn’t about rotten surplus, but how we support new production of key ammunition, ideally at home but ultimately whoever we can fund to get it to Ukraine fastest.”
I couldn’t agree more.
October 23, 2023
Icon of Canadian Search and Rescue For 40 years; the story of the CH-113 Labrador
Polyus
Published 3 Sept 2021The Boeing-Vertol CH-113 Labrador was an icon of Canadian search and rescue for 40 years. It served on both the right and left coast and undertook many life saving rescues in its day. Originally ordered as two models, an army transport version and a search and rescue version, they were all converted to a common standard when the army took possession of their Chinook helicopters. As a dedicated search and rescue helicopter it excelled at its role. Its replacement is a long story for another time but involves several facepalm moments thanks to short sighted decision making. As a result it was kept in service longer than anticipated but still did the job well.
0:00 Introduction
0:27 Previous generation of search and rescue
1:18 Acquisition of the CH-46 Sea Knight
4:10 Definitive CH-113 Labrador model
5:53 Replacement and retirement
6:38 Conclusion
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May 26, 2023
CH-124 Sea King; Legendary ASW helicopter and example of a deeply flawed defense procurement process
Polyus
Published 21 May 2023The Sea King was a legendary aircraft in the history of the Royal Canadian Navy. It filled the role of hunter and killer in the Cold War against Soviet submarines. By the mid-90s the situation had changed and their retirement seemed eminent. How naive. The process of finding a replacement for this workhorse would be an election promise by government after government for over 30 years. Its replacement, the CH-148 Cyclone, became operational in 2018. This allowed the 55 year old workhorses to finally retire.
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February 9, 2023
Attractive VTOL autogyro with unrealised potential; the story of the Avian 2/180 Gyroplane
Polyus
Published 10 Jan 2019The Avian 2/180 Gyroplane was a project that rose from the ashes of the Avro Arrow cancellation. Five former employee formed their own company and set out to build a new kind of autogyro. Their Gyroplane could take off and land vertically and could fly at speeds up to 265 km/h. Although it never made any sales, it is an impressive project that deserves some attention.
(Also sorry for the flickering in the video. I did my best to limit it but the source video didn’t give me much to work with.)
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November 25, 2022
Canada’s all-purpose VTOL transport that could have changed everything; the Canadair CL-84 Dynavert
Polyus Studios
Published 14 Jul 2018The program that developed the CL-84 lasted for almost 20 years and produced one of the most successful VTOL aircraft ever, as far as performance. Canadair produced four Dynavert’s over those 20 years and two of them crashed. In fact one crashed twice. The story of the great CL-84 is one of perseverance and missed potential.
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July 30, 2022
Beartrap: The Best Way To Land A Big Helicopter On A Small Ship At Sea
Polyus Studios
Published 29 Jul 2022Don’t forget to like the video and subscribe to my channel!
Support me on Patreon – https://www.patreon.com/polyusstudiosToday, navies across the world use an ingenious system to land helicopters on the rolling deck of a ship at sea. It enabled the powerful helicopter-destroyer combination that has become the dominant form of at sea anti-submarine warfare. It’s the “helicopter haul down and rapid securing device”, more commonly known as Beartrap. This device may be little known to the public, but it stands as one of the greatest contributions Canada has ever made to naval aviation, and ushered in the age of helicopters at sea.
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