The struggle is real brothers and sisters. You’ve been indoctrinated, but are now in the civilian world trying to figure out how to apply all of your skills, experiences, and structure to a seemingly impossibly chaotic world.
I wasn’t the best Marine, and I’ll be the first to admit that. I had long hair, I traveled on my own often, and I ignored most liberty restrictions. I told my E-dogs to stop saluting me, and I was constantly planning my next move after the Corps.
As far as I was concerned, I drank the least Kool-aid of anyone I knew.
I’m in there somewhere plotting my next move.
(Courtesy of one of the citizens of MOUT town)
After nearly five years of service, I was out and grateful. Grateful for everything I learned in the military, but also grateful that I could finally become the person I thought I was meant to be. There was one problem, though…
I was paralyzed by fear. Fear of failure, fear of making the wrong choice, fear of wasting time, fear of being an imposter veteran/adult/man. Fear that all of a sudden, my safety net was gone, and I was actually on my own. I had been on the government’s teat for a decade–I signed my first paperwork when I was 17 and was given the opportunity to go to college before active duty started.
I had bought into the culture of the military more than I ever realized. I feared for my future, because I knew it would never resemble my past.
Not me, but the point stands. The older you get, the more your body makes you pay for a night like this.
My first move involved scheduling every waking moment of my day.
Mind you, I was living in Bali at this point with a nice nest egg saved, so the expectation was that I would chill and decompress.
That was not f*cking happening though. I was stressed and lost. So I scheduled when I would wake up, work out, surf–I even scheduled naps. I needed structure. I wound myself up tighter than I had ever been while on active duty.
I was stressed, with no “daddy” to tell me what to do.
Eventually, I came undone and decided to relive my early 20’s, the years I had “missed.” It turns out I cannot handle alcohol or late nights partying like I could when I was 18 (err, I mean 21).
Hungover, happy, sad, or crying: I’m in there when it’s on the schedule.
(My phone and tripod)
That period didn’t last long. It was like a flash flood: it swept in, destroyed a lot, and was gone before I could ever move to higher ground.
Maybe that sounds familiar too?
Through the whole figuring-it-out phase, I had one practice that kept me sane and somewhat grounded: my training.
I never stopped training. I didn’t know what I was training for, I just knew I had to keep training.
Nothing better to teach the lessons of the world than a heavy barbell.
It turns out I was training for the day-to-day enemy. I just didn’t know it.
While on active duty, I spent a fair amount of time in the Philippines “training” with the Filipino military. They have terrorists in their backyard literally, so it was interesting to watch how they operate with the fight so close to home.
One day they were sitting in a briefing with me talking theory and best practices. The next day they were two-ish islands away in the jungle, their backyard, engaged in a firefight with terrorists. They had to be at the ready at a moment’s notice.
This is not something that U.S. military personnel can relate to easily. We have big, grand deployments with all the bells and whistles, halfway around the world in countries we would never otherwise visit. The enemy is far removed from the homeland. There are no terrorists in Pennsylvania; we are not used to an enemy constantly at the gates, like our Filipino counterparts are.
They have to be ready every single day, at any time, for the very real threats that are so close to home.
U.S. and Filipino forces training together in the Philippines. One of these guys is training, one is prepping for next week.
(U.S. Marine Corps photo by Cpl. Courtney G. White)
Learning a daily cycle
So who are the enemies for us veterans?
With my military issued umbrella gone, I was opened up to a deluge of enemies in my own backyard. Even on a tropical paradise, I had to confront fears that never left my side. They come with me everywhere.
It takes an approach like that of the Filipino military to keep close-at-hand fears and inadequacies from crushing us into a debilitating depression.
The real world doesn’t give us a pre-deployment plan to prepare and train us to combat feelings of inadequacy. There is no doctrine written with step-by-step directions on how to troubleshoot imposter syndrome.
We are now like the gladiators of ancient Rome. We have to train for all possible contingencies and hope that our daily practices will allow us to walk out of the Colosseum of the day.
I keep my blade sharp, my rifle clean, and my mind clear through my daily practices. My training area is the gym. These tools have helped me find balance.
A notebook written in English that may have belonged to an ISIS fighter was reportedly found in a jail in Raqqa, according to the National, which exclusively obtained the notebook from an unnamed source.
The notebook reportedly details the inner workings of the militant group, including their future plans, military shortcomings, and issues foreign fighters faced within the group.
According to pictures of the purported notebook provided by the National, the pages appear to be written in English by one author who used American spelling of words and numbers. A second author wrote in French, and Arabic was used in some of the text as well.
The author details ISIS’s core strategies for maintaining control in the region.
On one page, the author describes how to prevent defectors from leaving ISIS territory: “We should push civilians who want to flee to our centers of gravity in Mosul and Raqqa.” The author added: “The enemy might try to break our control over an area and allow civilians to escape.”
The notebook describes a solution, written in large letters “THE BIG SOLUTION” which explains that ISIS should not use “conventional military power against a much stronger foe,” and suggests the group focus on “insurgency” until their “political situation allows for a more conventional approach.”
Another page compares several types of guns and their cost in dollars using hand drawn pictures.
The author also discusses expanding efforts to other countries, including Saudi Arabia. A page reportedly questions: “How to make Saudi like Syria? Can we get people to hate Their [sic] rulers?”
The author continues: “Mecca and Medina are a priority for the [caliphate] to actually influence world Muslims. But to get there we need to destabilize Al-Saud. Direct action against Al-Saud from Iraq will likely fail militarily and attract US ground troops so the best way to do this is internally, with the support for Yemen and Iraq.”
The writings also appear to show that ISIS fighters kept up with international news, and often monitored global political cycles.
The author offers suggestions on how to pull “the USA to another major war to exhaust its economy.” The writer also extensively followed the US presidential elections, and said key decisions would depend on US political action.
“The US decisions are very important, and they depend on the Presidential elections.”
(Photo by Gage Skidmore)
“However, if democrats lose, a Republican administration would be more likely to bring US boots on the ground, and cooperation with Iran will likely stop,” the author reportedly wrote.
The journal also reportedly layed out a strategy for confronting the US on the battlefield: “Fighting the USA might be more dangerous militarily, but it will grant IS respect in muslim [sic] eyes.”
The notebook also reveals the innermost thoughts of what appears to have been a foreign ISIS fighter. At the bottom of a page detailing “important” military issues “to study,” the author asks himself: “Who am I? What should I do? Why am I here? How did I reach this place?”
According to the report, the author bemoans several limitations within the group, including lack of training time to militant fighters and notes there were “problems created by different languages.”
Associate Professor at the Naval War College Monterey, Dr. Craig Whiteside, told the National that there were notable similarities between the strategies laid out in the book and the strategies taught in western military training.
“The author has studied topics we study in a war college, such as the differences between policy and strategy.”
“If this is a foreign fighter, not studying their own country for military facilities but instead learning about Iraq and Syria, the goal is to encourage them to stay,” he added.
Figures from October 2017 show more than 40,000 fighters from more than 110 countries flocked to Syria and Iraq after its establishment in 2014. Reports indicate that roughly 129 US nationals joined the caliphate. Of those foreign fighters, at least 5,600 citizens or residents from 33 countries who have returned home.
On May 2, 2011, a Seattle-based school teacher shaved his face for the first time in a decade. It was one of those beard-growing events you hear about athletes doing or when people grow facial hair for a good cause. But the only thing special about Gary Weddle’s beard was when he started growing it, and the day he cut it, which all began on Sept. 11, 2001.
The 9/11 attacks were the worst terrorist attack on U.S. soil – and the whole country watched.
Gary Weddle was a 40-year-old middle school science teacher during the Sept. 11 attacks on New York and Washington. Though the teacher, based in Ephrata, Wash., was far from the tragic devastation of the attacks, he was still devastated by the loss of life and the destruction of some of America’s most iconic structures. He told the Seattle Times that he couldn’t eat, shower, or shave in the days that followed. So to work through his grief, he vowed that he wouldn’t – shave that is – until the architect of the attacks was killed or captured.
The day he got to shave his beard came nearly a full ten years later, on May 1, 2011, when President Obama announced to the world that U.S. intelligence had found his hiding place in Pakistan and that U.S. Navy SEALs attacked it and killed the terrorist mastermind in a daring nighttime raid.
President Obama announced that U.S. Special Operators killed Osama bin Laden on May 1, 2011.
After nearly ten years of nothing about Bin Laden, Weddle thought he might be buried with the beard. And he hated it. The facial hair only served as a reminder of the destruction of that day, and the justice left unserved to the man who planned the whole thing. So when he heard about the SEAL Team Six raid on Bin Laden’s hideout, he went straight for a pair of scissors.
The then-50-year-old had begun to look homeless in his long beard. Some even remarked that the graying beard resembled the one sported by Osama bin Laden himself. But after 3,454 days with the beard, having taught some 2,000 students, it took Gary Weddle 40 minutes to emerge from the bathroom clean-shaven. The students he currently taught at Ephrata Middle School were only two years old during the 9/11 attacks, and no one who worked with Weddle ever knew him without the beard.
When he walked into work the next day with his new look, few recognized him – and those who did say he looked ten years younger.
In less than two weeks, the biggest movie of the first half of the year will hit theaters. Avengers: Endgame will be the end of an era, mostly because there’s every reason to believe that at least two of the core Avengers — Robert Downey Jr. and Chris Evans — won’t be coming back to make more of these movies. But what if these movies are actually a little hazy in your memory? Or, more interestingly, what if you kind of can’t remember which Marvel movie is which, but you want to catch up a tiny bit before Endgame drops? There are literally twenty movies out on home video, and one movie still in theaters. So, should you binge-watch all of them before seeing Endgame?
Nope! In fact, there are really only five Marvel movies you have to watch to get good and refreshed for Endgame. If you barely care about Marvel, here’s the bare minimum of what you need to see. So, if you are cramming before Endgame, hopefully this will make the next two weeks fun, rather than feeling like watching a bunch of superhero homework.
1. Iron Man (2008)
The film that started it all, and possibly one of the best superhero/action movies of all time. The third act is a little wonky and predictable, but it’s hard to believe this insane movie phenomenon started just 11 years ago with this film. Tony Stark built this movie franchise…in a cave…with a box of scraps!!
Though Thor and Captain America: The First Avenger do a good job setting up those respective characters, you can totally skip those movies and just watch the Avengers after you see Iron Man. At the time it came out, the novelty of this movie was nuts. None of us could believe that six superheroes were teaming up in the same movie! Wow! Somehow just seven years later, that idea seems quaint.
Reason to watch it before Endgame: Because the new Avengersmovie is actually about the Avengers, watching their first big adventure together will help you understand how this became such an important super team in the first place.
In between Avengers and Civil War were mostly bad movies. With the exception of Guardians of the Galaxy, the Marvel movies prior to Civil War and after The Avengers are mostly forgettable and, in some cases, straight-up bad. (Thor: The Dark World springs to mind.) Yes, while one could make an argument for watching Captain American: The Winter Soldier or Iron Man 3, you really get everything you need to know in Civil War. And, the movie is nuts.
Reason to watch it before Endgame: Captain America and Iron Man’s partnership and friendship basically ends in this movie. The newer movies are connected to that aftermath. This helps explain how all that went down.
This is a no-brainer, but if you don’t see Infinity Warbefore Endgame you will be utterly lost. In some ways, it appears that Endgame is just like…the rest of Infinity War. These aren’t really two separate movies, not really. So, make sure to watch this one right before you see the new one.
This is a little bit of a wild card, but other than Captain Marvel, the most recent Marvel Studios movie is Ant-Man and the Wasp. Unlike Captain Marvel, you can watch Ant-Man and the Wasp at home! There’s not a ton in this movie that connects to Endgame, other than the fact that Ant-Man being stuck in the Quantum Realm could be pivotal to what happens to the Avengers going forward. And, best of all, this is the only Marvel movie on this list that is specifically about a superhero who is also a dad trying to do right by his daughter. That reason alone makes it worth your time.
5 Questions Your Kids Will Have After ‘Ant-Man and the Wasp,’ Answered
The Navy received its first fleet CMV-22B Osprey this summer, signaling a new phase for the tiltrotor program.
The Bell-Boeing designed aircraft has expanded range needed for fleet operations, according to a Bell press release, with specifications to enhance Navy readiness. It replaced the Navy’s C-2A Greyhound earlier this year.
“This first fleet delivery marks a new chapter of the V-22 Tiltrotor program providing enhanced capabilities and increased flexibility to the U.S. Navy as they conduct important operational missions around the globe,” Shane Openshaw, Boeing vice president of Tiltrotor Programs and deputy director of the Bell Boeing team, stated in a press release.
The CMV-22B delivery to Naval Air Station North Island, California — a key acquisition milestone — is the third delivery from the program, with the first two aircraft located at Naval Air Station Patuxent River for development test, Marine Col. Matthew Kelly, V-22 Joint Program Manager, said in an email.
” … The fleet will prepare for and execute operational test, slated to begin later this year followed by initial operational capability (IOC), expected in 2021,” Kelly said in an email.
It officially took over the Carrier Onboard Delivery Mission in April, bringing more versatility and capability to the carrier strike group commander. It is the only aircraft in the airwing capable of landing on a carrier with the power module, Kelly added.
New V-22 is designed specifically for the Navy
Beyond the versatility a tiltrotor brings, the Navy variant is designed to operate on all of the types of ship certified for the MV-22B, including:
Independence-class littoral combat ship (LCS), for Vertical Replenishment (VR)
Tarawa and America-class landing helicopter assault ships (LHA),
Wasp-class landing helicopter dock ship (LHD),
San Antonio-class amphibious transport dock ship (LPD),
Nimitz and Ford-class aircraft carriers (CVN) for both VR and Launch and Recovery (LR) operations, along with VR and/or LR operations to numerous naval supply ships in use today.
“It’s notable that a CMV-22B is expected to be able to fly directly to any of these types of ships operating further afield thanks to its available range,” Kelly said.
The aircraft will be used to transport personnel, mail, supplies and high-priority cargo from shore bases to aircraft carriers at sea, NAVAIR stated in a news update.
It also differs from the Marine Osprey by extended operational range, a beyond-line-of-sight HF radio, a public address system for passengers, and an improved lighting system for cargo loading. The extended range is provided by two 60-gallon tanks installed in the wing for an additional 120 gallons of fuel with the forward sponson tanks enlarged for increased fuel capacity.
The CMV-22B is anticipated to be fully operational by 2023, with 44 aircraft in its fleet.
These clichés are why your back hurts and your knees are jacked up. Sure, you need to push yourself during strength training if you want to get stronger and you have to mentally overcome the discomfort signals from your body during a long run, but there’s a difference between your edge and your injury. If you don’t know where that line is, then you risk an injury that could cause chronic pain for the rest of your life.
A lot of training injuries come from improper alignment, working out without warming up or cooling down, tight muscles, and weak joints.
Guess what will help: yoga. I DARE YOU TO TRY IT, YOU COWARDS.
Here are 5 reasons why:
[instagram https://www.instagram.com/p/B2FicRwjt4_/ expand=1]Yoga Joes on Instagram: “Holding a plank is better with friends. (and pretzel sticks) #yogajoes #yoga #yogajoe #yogaeverydamnday #heretokeeptheinnerpeace”
Shin splints are a common ailment in military recruits. A U.S. Naval Academy study found that 97 percent of study participants suffered shin splints during training and on average each patient had to stop running for 8 to 10 days. They got off pretty easy — unless those 8 to 10 days were during a critical physical training time period like boot camp or deployment.
Guess what can help strengthen your muscles, stabilize your hips, and build your core: yoga.
[instagram https://www.instagram.com/p/BErp0kEzfJz/ expand=1]Yoga Joes on Instagram: “Drop and give me twenty dogs. DOWNWARD-FACING dogs. #yogajoes #yoga #downwarddog #soldieryoga #heretokeeptheinnerpeace”
Does your lower back hurt? TRICK QUESTION – I KNOW IT DOES. When you stand for long periods of time (say, at attention or on patrol), the increased pressure on your spine can making the lower back muscles tighten and spasm, leading to pain. Adding gear and a weapon kit and you’re only compounding the pressure.
A yoga practice includes postures and movements that alleviate the lower back and stretch the muscles on the back of your body, from your achilles tendons to your calves and hamstrings to your traps and shoulders.
Do Downward Facing Dog like a real man. Your body and your country will thank you for it.
[instagram https://www.instagram.com/p/BEeIVESTfBq/ expand=1]Yoga Joes on Instagram: “The yogic forcefield will disarm your enemies with shock and ohm. #yogajoes #yoga #shockandawe #heretokeeptheinnerpeace”
The military is a mind-f*** at a minimum. The United States has been operating in sustained conflict for eighteen years. The stress of combat, of losing friends, and of trying to find self-worth when your country sets you up on a hero’s pedestal is traumatic — and the symptoms of trauma are literally lethal.
A yoga practice gets you out of your mind and into your body. It helps you breathe deeply. It’s a discipline-oriented program that helps you actively combat the stress you’ve endured.
You’re strong enough to do a headstand, sure. Headstands are easy to do — but they’re very hard to do correctly. That’s the thing about the military mindset — we’re brainwashed trained to become the ultimate fighting weapon so we ignore pain and tackle too much physicality too fast.
Adding too much weight too fast at the gym stresses the back, neck, shoulders, and knees.
Standing at attention or carrying 100 pounds of gear strains the neck — it literally causes a condition known as “military neck.”
Doing 10-second stretches at the end of your gym session will not repair the damage you just did over an hour of weight-lifting. But a 30-minute daily yoga practice might.
In 2009, the Army reported that on average soldiers were going to sick call twice a year for musculoskeletal injuries. According to Military.com, the knee joint is susceptible to injuries of the connecting tissues of ligaments and tendons, compression tissue of the cartilage, and muscular strength and flexibility imbalances. The most common injury is Patello-Femoral Pain Syndrom (PFPS) or pain along the Iliotibial Band (IT Band or ITB).
Two critical ways to prevent and treat that pain? Stretch and strengthen the hamstrings, calves, and lower back. You need to stretch daily for a sustained period of time. Guess which poses in yoga really target these areas of the body: Warrior Poses.
Ancient military cultures used to take care of their bodies because they didn’t have advanced weaponry to rely on for deadly force. With the advance of weapons, we’ve come to treat the human component of war as disposable.
Don’t treat your body like it’s disposable. Take care of it. Take care of your joints. Take care of your spine. Take care of your mind.
In the era of Operation Iraqi Freedom and Operation Enduring Freedom, training was frequent and necessary in order to maintain the level of combat readiness required to sustain and prevail in battle. While times have changed, our Operational Tempo (Optempo) has not.
The number of troops needed in combat zones has decreased significantly. The amount of funds needed to maintain those combat zones has decreased as well. Funds have been redirected to modernize equipment, further training and have helped our forces remain relevant and vigilant. But what is this current wartime Optempo and Personnel Tempo (Perstempo) doing to our troops and our families?
How much is it really costing us?
Since 2001, more than 6,000 U.S. service members and DOD civilians have lost their lives. Of that, over 5,000 were KIA. Even more staggering is the number of wounded in action (WIA) since then. At least 50,000 service members have been wounded in action (DOD 2019). Since the wars began in 2001, the United States has spent 0.4 billion dollars on medical care and disability benefits.
This is only the beginning of medical care for wounded troops.
According to Costs of War, the financial costs of medical care usually peaks 30 to 40 years after the initial conflict (Bilmes, et al. 2015). In a study, it shows that although veteran suicide rates have recently decreased in numbers, the rate of suicide of military members versus civilians is still substantially higher, and ever-increasing. Furthermore, the number of veterans who use VHA versus those who don’t also, have a higher rate of suicide (DVA 2018). The toll this is taking on military families is creating unsalvageable relationships, emotional distress for children, and, ultimately, lives that are forever lost.
At the start of the war in 2001, Perstempo policies have been disregarded by many. According to the GAO:
DOD has maintained the waiver of statutory Perstempo thresholds since 2001, and officials have cited the effect of the high pace of operations and training on service members; however, DOD has not taken action to focus attention on the management of Perstempo thresholds within the services and department-wide (GAO 2018).
Is there a lack of genuine concern for family stability and well-being? Understanding the expectation of family interaction would decrease during wartime, once the service member has completed their deployment, reintegration, and revitalization of the home and family must take place. Families have been neglected and left without the proper resources to cultivate a healthy family environment. The concern for service member readiness has been an on-going issue in recent years. Studies have been conducted, and programs implemented, but is that enough?
Marital issues have often been associated with Perstempo, such as length of partner separation, infidelity during separation, and other challenges encompassed in a military marriage. The stress on the family of a service member is immeasurable; oftentimes, even discounted in comparison to the stress the service member endures. Support or resources for military spouses seeking separation or divorce are nearly nonexistent. They have been conditioned to believe that the well being of their soldiers comes before their own.
Military spouses sacrifice their academic achievements and employment opportunities in support of their service member’s careers. As the budget cuts roll out for the fiscal year, more much-needed family programs are becoming extinct. Programs that provide support for spousal employment, childcare, and leisure activities are being defunded, which can destabilize already struggling families.
Child and domestic abuse are an ever-growing concern within a community that is known for its patriotism and heroism. The families suffer in silence. Surviving recurrent deployments, solo parenting, housing issues, and the lack of program funding, the plight of the military family continues to decrease soldier readiness and morale.
Their mental well-being
The rate of PTSD and mental health diagnoses is on the rise for both service members and their families. However, services providing support and medical care for these issues have declined. The effect of time away from children has taken a toll on military children.
Neglect, abuse, and mental health issues are being ignored due to a lack of care. Some military installations cannot provide adequate mental health care because of their remote locations, and the costs to contract providers are often more than the proposed budgets allow. Because of this, the family’s needs go unmet.
With orders coming down the wire, Command Teams are obligated to carry out relentless training exercises, and soldiers are feeling the burn. Everyone is exhausted, each soldier doing the job of three, and families are becoming isolated. They lack sleep and proper nutrition, putting them at greater risk of making mistakes during training that may cost them their lives, but the soldiers march on.
The way forward
Repairing family units are necessary for the success of soldier readiness. Programs and support for families should not be cut. Revisions of budget direction may be necessary in order to tailor programs in a way that both benefits the government and the well-being of the service member and their families.
Allow soldiers to receive mental health care without fear of retaliation or loss of career. Provide structured support programs for spouses that go beyond counseling. Long term care is necessary for service members and families upon redeployment. Taking a true interest in supporting our military members and families should be the priority for our Department of Defense. We are fighting wars but not fighting for our families. Cultivate strength by improving the quality of life for everyone.
In the year of highly-anticipated sequels, there’s no franchise we’re more excited to see return to the big screen than John Wick, as the dog-loving former hitman is returning for a third round of ass-kicking with John Wick: Chapter 3 – Parabellum. And based on the latest trailer for Chapter 3, it looks like Keanu Reeves may be borrowing a bit from his other leading role in a major action franchise: Neo from The Matrix.
While the trailer reveals a bit more about the plot and characters, including highlighting the tense relationship between Wick and Sofia (Halle Berry), the real takeaway is the several references made to The Matrix trilogy. Most notably, Wick visits Winston (Ian McShane), the evil owner of the Continental Hotel, and when Winston asks what he needs, Keanu redelivers one of the most iconic lines of his storied action career.
“Guns,” Wick tells Winston. “Lots of guns.”
Immediately following this interaction, the trailer seems to further acknowledge Keanu’s action roots by having Wick take on a bunch of faceless assassins in room that has green-tinted lighting that is unmistakably Matrix-esque. All that is missing is Wick declaring he knows Kung-Fu, though don’t be surprised if they’re saving that for the movie.
John Wick: Chapter 3 – Parabellum (2019 Movie) New Trailer – Keanu Reeves, Halle Berry
Besides the Matrix references, the trailer also features The Director giving Wick an ominous warning.
“There’s no escape for you,” She tells Wick. Later in the trailer, she also wonders why Wick is willing to go through all of this for just a puppy but Wick quickly lets her know Daisy “wasn’t just a puppy.”
John Wick has become perhaps the most beloved action franchise of the last decade, with the first and second films both being a hit with audiences and critics alike. And it looks like the third chapter is kicking the action up a notch, with the trailer showing Wick kicking ass while riding a motorcycle and a horse.
John Wick: Chapter 3 – Parabellum comes to theaters on May 17, 2019.
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.
Moscow has condemned Britain’s plans to build new military bases in Southeast Asia and the Caribbean, saying Russia is prepared to take retaliatory measures if its own interests or those of its allies are threatened.
British Defense Minister Gavin Williamson told the Sunday Telegraph in December 2018 that Britain could establish the new military bases “within the next couple of years” after the country leaves the European Union.
Williamson said the expansion would be part of a strategy for Britain to become a “true global player” after Brexit.
He did not specify where the bases might be built. But the newspaper reported that options included Singapore or Brunei near the South China Sea and Montserrat or Guyana in the Caribbean.
British Defense Minister Gavin Williamson.
Speaking on Jan. 11, 2019, Russian Foreign Ministry spokeswomen Maria Zakharova said Williamson’s comments were baffling and warned that such plans could destabilize world affairs.
“Of course, Britain like any other country is independent when it comes to its military construction plans. But against the backdrop of overall rising military and political tensions in the world…statements about the desire to build up its military presence in third countries are counterproductive, destabilizing, and possibly of a provocational nature,” she was quoted as saying by TASS.
Russia has military bases in several former Soviet countries. It also operates military facilities in Syria and Vietnam.
So, you want to be a United States Marine Corps Critical Skills Operator? Well, that’s really great to hear, but a word of warning to all you would-be Raiders out there: To start this journey, you must go through MARSOC Assessment and Selection.
MARSOC is one of our nation’s most elite fighting forces; its members are ready to respond to any crisis, anywhere.
These small but well-trained Marine units embrace the unknown and are prepared to face any challenge. To earn a position on a MARSOC team takes a superhuman effort and the willingness to go above and beyond.
On the long road between you and life as a Raider lies a 23-day training evaluation designed to test Marines’ mental and physical limits in order to reveal the true nature of a candidate’s character.
Check out these seven tips on how to get selected by MARSOC instructors:
7. Be physically fit.
This tip is so obvious it almost goes without saying, but don’t be fooled by the 225 physical fitness test score required to qualify — this is very misleading. If you want to be competitive and have a real shot at being selected, a score of 285 or higher is recommended.
6. Semper Gumby — always be flexible.
Without getting into any specific details, selection creates a dynamic environment replicating austere scenarios that require ingenuity and out-of-the-box problem-solving skills. There is no manual for chaos and chaos is exactly what you will be expected to deal with if you become an operator.
5. Know your knots.
Bowline, around the body bowline, double fisherman’s knot — believe it or not, knowing these knots is an invaluable skill. It’ll save you much pain and aggravation if you learn basic knots before selection. The granny knot is important, too, but you probably already know that one.
4. Be cool; it matters.
Selection is looking for the best, however, all the physical capabilities in the world amount to nothing if you can’t work as a team. Peer evaluation is a major part of selection. Whether you can get along with others has a substantial impact on reaching phase two.
3. Learn land navigation.
Learn how to read a map, orient yourself with a compass, shoot an azimuth, plot points, make intelligent route selections, and understand terrain association. Master these baiscs and always remember: get high, stay high. A straight line is not always the fastest route.
2. Take care of your feet.
You’ll be moving an impressive amount of gear and water across substantial distances for an unknown amount of time. This will take a toll on your feet. Your feet are your life in many situations, so take care of them accordingly. Seek out a doc and get up to speed on basic maintenance, put together a foot-care kit (gauze, bandages, moleskin, etc.), and use it.
Quitting is the surefire way of never being anything you want to be or do anything you want to do. Quitting is a poison that infects all other aspects of your life. If you start quitting now, it can easily become a habit. It is the exact opposite of what MARSOC is looking for and there is no room for quitters on these teams.
One hundred and fifty days ago was the last time we saw land. At ninety consecutive days at sea, the CO can authorize beer call onboard a U.S. Naval vessel. Ours didn’t.
One hundred and fifty consecutive days is the reason why sailors drink the way they do when they hit port. One hundred and fifty consecutive days is the story behind my only run in with NCIS.
The mundane sounds of the ship’s bells and whistles could no longer be heard in the distance, but were instead replaced by the zips and zooms of families of five astride scooters cutting through traffic. After a grueling three-hour wait for liberty call, we made it off the ship, let loose on the tropical port.
The first thing I learned in my humble beginnings as a young sailor was to order the biggest alcoholic drink I could find, as soon as I could find it. Today, my five-course meal was four orders of shots and a burger. After months of MIDRATS and MREs, my stomach was torn. Like a true intellectual, instead of indulging on local culture and foods, I stuck to what I know — a place we have back home: Hooters. I traveled 7,326 miles to dine at a fine establishment that I often frequent in the states.
Two shots in and the ship’s coordinates were starting to fade quick. After months of mandatory sobriety, the alcohol quickly replaces the blood in my veins. The bad-decision hamster wheel starts turning and, suddenly, sh*t ideas become the best ideas. I stand in line at the ATM behind a white expat that’s surrounded by girls that were obviously paid to be there, rubbing his back as he withdraws more cash. I punch in my four-digit pin to see seven months of tax-free, pathetic petty officer pay screaming at me, eager to be blown on warm beer, greasy food, and squalid strippers.
Earlier that day, getting briefed on liberty, we were told thatthe most important thing to remember was to never leave your battle buddy. If you don’t check in with the same person you checked out with, you might as well become a deserter. Find yourself a dish-washing job, maybe a wife,and learn the native language. You’d be stupid to do it, but you wouldn’t be first.
Four shots in and we’re stumbling down the streets, stopping at various times to piss the letters “USA” sloppily down alleyways and all over buildings — exactly the opposite of what we were briefed to do. It’s like trying to wrangle kittens. The most responsible of us (or, the guy most motivated to see strippers) is the voice of reason that keeps pushing the group forward. After a seemingly ten-mile hump, we arrive at the gate: AREA 51.
Inside, the smell of a fog machine and cheap perfume attacks my nose. The spotlight is a flood light, the light show looks like a couple of blind kids playing laser tag, and the girls look like a lineup of failed The Bachelor contestants. There was a girl dancing on stage, moving offbeat to the loudest techno song in the world, in between four unused poles. Unprovoked, I suddenly found myself onstage beside the dancer, doing my best Magic Mike impression.
Six shots in and I’m swinging my shirt over my head like a rodeo clown with money stuffed into the lining of my pants. The whole club is cheering me on — the strippers, the servers, everyone. When the song ends, my drunk ass follows the dancer into the back room. I hear a mix of laughs and excited screams coming from all the girls and the madams that are getting them ready. They drop what they’re doing to run over and take a picture with me.
In my drunken stupor, I assumed it was my handsome good looks and my devilish charms. It wasn’t — it was the big, red target on my back. A giant, green money sign.
We rented out a private room for pennies on the dollar. The drinks were cheaper in buckets and we got a complimentary bottle of kerosene disguised as vodka. The drinks came with dancers, and so the night rolled on. Loud music, bad drinks, and worse company.
Out of nowhere the door flies open.
Flashlights wave in our faces, screaming girls run off half naked, and there we are, a circle of drunk sailors thinking we’re f*cked. The team of agents clears the entire club, going room by room, scanning for sailors. My heart is pounding. Sobriety has never hit harder. The brief on off-limits areas flashes into my head, suddenly crystal clear:
Area 51 – OFF LIMITS TO ALL U.S. PERSONNEL.
F*ck. The club manager runs around frantically, trying to collect his money. A couple agents ask us if we’re squared away with our tab. We are and, against all protocol, he sneaks us out the back.
With a throbbing head and fuzzy memories of the night before, I pop the first of many Advils of the day and make my way through the hangar bay of the ship to morning passdown and shift change. I walk by faces I recognize from the night before and I pull down the front of my cover and gaze away.
Over fifty sailors were put on restriction, a handful of them were processed out of the Navy.
It was the only run in I’ve ever had with an NCIS Special Agent and he saved my ass.
Editor’s note: So, you think your sea story is better? If you’ve got a tale that the world needs to hear, send it our way.
So check out our list of how the military upgrades your personal style.
1. Physical training
It’s not every service member’s goal to go out and win the Mr. Olympia body building contest — we get it. But since we get physically tested nearly on a daily basis depending on your occupation, we tend to build a little muscle here and there.
Plus, members of the opposite sex tend to like a guy or gal that’s in shape — just saying.
We guess she liked that. (Image via Giphy)
Although the military doesn’t provide service members cosmetic dental work, getting your cavities filled for free is a much better option than walking around with a big a** hole in your #2 mural.
They declare war on cavities. (Image via Giphy)
3. Dress uniform
Since women love a man in uniform, all service members are in luck because you have to wear one practically every single day. Having a dress uniform ready to go in your closet can also save you a bunch of money from having to rent or buy a tux for your upcoming wedding.
See, it’s all in the uniform. (Image via Giphy)
Many of us join the military to escape an unsatisfying life back home. Most of the newbies will end up living in the barracks their first few years in the service until they get married or promoted. In recent years, the government has spent a lot of dinero to improve base housing.
This is a huge step up from when you were sharing a room with your little brother back home.
Base housing in the Air Force. (Image via Giphy)
If you have crappy vision heading into the military, you’re going to end up wearing BCGs at least through boot camp. But there is light at the end of the tunnel. You can upgrade your spectacles once you graduate and even put in a request to get a Lasik procedure through your chain of command.
Natapixie asks: Has a non-pilot passenger ever managed to land an airplane?
A common Hollywood trope when dealing with commercial airline-centric plots is inevitably at some point the pilot or pilots will become incapacitated and the lead character, who may or may not have any piloting experience, will be forced to take over, lest they die a fiery death when gravity decides to establish dominance. But has this scenario ever actually played out in real life? And what is the likelihood a passenger with limited to no formal pilot training could actually land a commercial airliner safely if they were being talked through it as is often depicted in movies?
To begin with, as to the first question, when talking large commercial aircraft, yes, a passenger of sorts did once and only once, take over for the incapacitated pilots. This occurred aboard the Helios Airways Flight 522 in 2005. So how did both pilots become incapacitated and what happened after?
In a nutshell, the cabin pressurization switch was set to manual, instead of automatic, and the pilots, who had over 20,000 hours of flight experience combined, didn’t realize there was an issue despite this being something that they should have noticed if they’d done their checklists properly. Later the system alerted them to the pressurization issue as they climbed, but the warnings were misinterpreted. Next, the oxygen masks automatically deployed for passengers at around 18,000 ft, something the pilots were seemingly unaware of. This is curious as when the masks deployed the passengers and the rest of the crew would have put theirs on. When the crew observed the pilots still having the plane climb after this event instead of descending immediately (noteworthy here is the passenger oxygen supplies only last 15 minutes or so), they should have attempted to at the least bang on the locked security door, if the lead flight crew member who had the code to open it was incapacitated or otherwise unable to remember it to get in.
As to why they didn’t do this or if they did and the pilots were simply too out of it for any banging to register, this isn’t known. On that note, at one point the ground engineer who had switched the pressurization to manual during some maintanence before the flight asked the pilot when issues were reported if the pressurization setting was on Auto. The captain at this stage was already a little too far gone mentally from lack of oxygen, and ignored the question. Given his radio communication stopped shortly thereafter when he simply commented about trying to locate some circuit breakers in response, it is presumed he succumbed mere seconds after the question was asked. Had he registered the question an looked, then simply turned the little knob, all would have fixed itself in short order.
Ultimately one of the flight attendants, Andreas Prodromou, did take over flying the plane. There was a problem though. It would seem from the investigation that he had difficulty getting access to the cabin, seemingly only doing so after a couple hours of the plane flying itself and a plane full of passed out people, which we imagine must have been incredibly terrifying for Prodromou on many levels.
So how did it turn out?
Tragically, this ended with the plane crashing and all 121 people aboard killed. Prodromou was actually a pilot himself, though as far as we could tell without any professional experience and certainly not in a Boeing 737. As to why he wasn’t able to bring the plane back down, he wasn’t really given a fair chance in this case. It seems as if moments after he finally got into the cabin, one of the engines ran out of fuel, and then not long after the other died too. Even an extremely experienced pilot in that plane would have had low odds in this case unless in glide range of a suitable airport.
And that’s it. In the over a century old history of commercial aviation, that is the only time we could find that a passenger has had to take over completely in a large commercial airliner. That said, moving on to much smaller planes, it turns out while rare, this sort of thing has actually occurred many times, even in some commercial scenarios.
Perhaps the most notable case of this was when none other than Mr. Bean (aka Rowan Atkinson) chartered a flight for he, his wife, and two children in Kenya in 2001. The aircraft was a little six seat Cessna. Unfortunately for the Atkinson family, at a certain point the pilot lost consciousness. Doing his best not to mimic his clumsy alter ego, Atkinson took over flying the plane. Thankfully for him and his family, they were eventually able to revive the pilot, reportedly after Atkinson slapped him several times. Said pilot then landed the plane without incident.
Moving on from there, perhaps our personal favorite case of a chartered flight resulting in a passenger having to take over is the case of one Doug White, who is a bit of a legend.
In this case, White had chartered the plane to transport himself, his wife, and two daughters. He did have his private pilot’s license, but flying a small Cessna 172 many years before. He didn’t fly much after up until the weeks leading up to the event itself, when he decided to take the hobby back up. Unfortunately for him, in this case rather than finding himself having to fly a nice little trainer plane like the Cessna 172, he was sitting in a twin engine, turbo prop Beachcraft Super King-Air, which seats up to 10, cruises at near 300 mph, and otherwise makes the Cessna 172 look like a child’s toy.
So what happened? During the takeoff phase of the flight, the pilot, Joe Cabuk, randomly slumped over dead, as White describe, “I looked over and his chin was on his chest… He made a loud, guttural sound, kind of a groan, and his eyes rolled back, and his hands never left his lap. It was quick, it was sudden, and it was final.”
Luckily for the four other souls aboard Cabuk did engage the autopilot directly before his own soul left his body so there was time for assessment of the situation.
Knowing how to use the radio, White contacted Air Traffic Control (ATC) and declared an emergency- the go-to thing to do in this scenario. In a nutshell, this basically means from that point on you can do more or less whatever you want in your attempt to get safely back on the ground and ATC is at your beck and call to help out in any way they can, diverting any other planes as needed, providing you any information they can, getting ground emergency personnel nearby where you’re going to attempt to land, and otherwise organizing help in any way possible. Though it is noteworthy here that most ATC personnel are not pilots themselves, and so there is sometimes a delay getting anyone who actually knows how to fly a plane on the line.
On that note, while the initial ATC contact White found himself talking to wasn’t terribly helpful, they eventually got an ATC employee, Lisa Grimm, who was a pilot herself and would go on to be an absolute superstar during the event, helping White to get the aircraft under control and otherwise helping keep him calm.
Later they were able to track down a King Air pilot, Kari Sorenson, to help with the specifics on how to land the thing. During the whole ordeal, beyond having to figure out how to fly and land the plane, White also had a bit of a worry of the dead pilot potentially slumping over the controls at an inopportune moment. But efforts by he and his wife to remove said body from the pilot seat were unsuccessful, so they simply cinched the seatbelt as tight as they could and hoped that would be good enough.
We’ll spare you most of the details, as they are best just gone and listened to, other than to mention our favorite part in which ATC asked Doug “Are you using AutoPilot or are you flying the plane?” and he responded with a thick country drawl, “Me an’ the good lord are hand flying this…” Classic Doug.
Another great line during the final moment before touchdown ATC told White, “Looks good from here, good job.” To which White calmly responded in his best impression of John Wayne, “It ain’t over til’ it’s over friend…”
Remarkably, with a lot of help from his angels on the ground, White was able to land the plane not only safely, but in pilot speak he “greased the landing”, meaning it was a rather gentle and uneventful touchdown and pretty much right on center-line to boot.
Said the aforementioned Sorenson who was in the background telling ATC what to tell White, “I don’t think you could have made the plane more complex or the pilot less experienced and have had a successful landing.”
When all was said and done and he was later interviewed about how he kept so calm through the ordeal, White simply said in his thick drawl, “There were buzzers, amber lights, horns: It was like a circus. The only thing I was concentrating on was keeping the airspeed up and the wings level. You know, just fly the plane… You just focus your fear and go into a zone… There’s no time to chit-chat, or lock up. Just ‘git er done.’… If you’re gonna die, at least die trying not to…”
We’re pretty sure that last line needs to go on a t-shirt pronto.
Moving on from there to some people with zero flight experience who successfully “got ‘er done”, we have one Henry George Anhalt who was aboard a small Piper Cherokee 6 (as you might expect from that, a six seat plane) with his wife and three sons when the 36 year old pilot, Kristopher Pearce, died. The plane at the time was low on fuel, but thankfully only about ten minutes from their destination of Winter Haven airport in Florida. Shortly after the pilot slumped over, Anhalt keyed the radio and asked for help.
Said Anhalt after taking the controls, “I kept my mind on flying the plane on a course for Winter Haven. I started calling, ‘Mayday!’ over and over and kept praying for Kris to revive. We made it to the airport, but we still hadn’t heard from anybody. I started circling. Becky was hollering that I was going too steep, so I made wider circles. Then I noticed that the fuel was low in the tank we were on. I tried switching to the full tank, but the engine would sputter, and I’d put it back to the nearly empty tank. Finally, somebody gets on the frequency and says, ‘Are you the Mayday?’ ‘Yes, my pilot passed out,’ I said. ‘We’re over the Winter Haven airport.’ Then another pilot came on and said, ‘We’re close by. We’ll be over to help.'”
The person who answered the call was flight instructor Dan McCullough who was giving a flight lesson at the time. After calming Anhalt down, he gave him his first flight lesson and being a bit of a gentlemen, didn’t even charge him.
Said McCullough later, “We flew down closer and got him lined up on a real good glide path to the runway. You can get anybody over the numbers on the ground, but it’s that last five feet that’s tricky. I asked him to fly around the airport a bit to get more used to the aircraft. … The only real disadvantage I had over any other time I’ve done it is I couldn’t actually been in the airplane with him… I just gave him directions how to get it over the runway and then to cut the engine. I had to keep him level. If he came in too steep, he’d dive into the ground. If he came in too far back, he’d stall.”
In the end, Anhalt was able to get it down, stating, “I had the flaps—or whatever they’re called—up, and I idled the speed down. After that, it happened real quick.”
His wife added, “We bumped twice on the ground and veered a few feet into the grass.”
And if you’re wondering, as this is often asked in these situations, at least in this case, yes- the flight instructor Dan McCullough was happy to endorse the flight and landing as Anhalt’s first solo in a logbook, if Anhalt wanted to get one.
Moving on from there we have one of the more notable cases of a person with zero pilot experience flying in one of the aforementioned Cessna 172s in 2013. The passenger, a then 77 year old John Wildey, had been a member of the Royal Air Force for 24 years, but not as a pilot.
In short, he and his friend, who went unnamed in the reports, were up flying around as they frequently did, when his friend turned to him and, to quote Wildey, “He said he was sick and asked me to take care of the aircraft controls… He set the controls and put me on the right path. Then he was unwell again, completely unresponsive. I called his name but he didn’t answer.”
As flying such a plane, in terms of keeping it straight and level, isn’t actually that terribly difficult, in fact, if the plane is properly trimmed as it apparently was, it should mostly fly itself straight and level without touching the controls at all, there was no real immediate danger.
Thus, he simply held things steady and, being familiar with at least how to queue the radio, did so. And if you’re curious about this, we have more on how to do that in the Bonus Facts later.
What Wildey also had going for him was that a plane like the Cessna 172 is built as a trainer plane and thus is extremely forgiving of bad landings and relatively easy to fly. But you do have to be able to get it over the runway pretty close to the ground before powering back the engine, and then as the plane sinks hold the nose off as best you can to land on the two rear wheels, while trying to time it so you’re extremely close to the ground when you reach stall speed- aka the speed at which the plane will stop flying and more or less fall with style.
In this case, an RAF helicopter was sent to guide Wildey to the airport, and then in the meantime he was being talked through the whole thing by one Roy Murray, chief flight instructor at Frank Morgan Flying School. Wildey ended up making 3 attempts to land the plane and each time failed in a good approach and was instructed to go to full power, climb back up, and try again. Remarkably, he executed reasonably good go-arounds each time without crashing.
On the fourth attempt, he committed and while it wasn’t what anyone would call a pretty landing, it was one in which not only he, but the plane walked away mostly unscathed save apparently some sparks at one point on touch down. Wildey would later describe:
I know you bring back the controls but I didn’t bring them back hard enough. So really I was sort of nose down rather than anything else… Then we touched and there was a right bump – two or three bumps. I suppose it was a controlled crash really. But I just couldn’t get the brakes because I couldn’t reach them. I managed to get them in the end. But then we sort of went off the runway and all I could see was this runway indicator wall coming towards me and I thought: “I am not going to do it”. But we managed to stop in the end. I’m a lucky bloke…
Sadly, his friend was later pronounced dead at the hospital.
In yet another case of someone with no experience, a student pilot from Australia, Max Sylvester, up on his first lesson in August of 2019 in a small two seat Cessna 152 was about an hour into it when his instructor, Robert Mollard, passed out and slumped over on to him in the cramped aircraft. Ultimately while being talked through it, he successfully executed his first ever landing without incident and actually from his cockpit footage almost dead on center-line and reasonable gentle touch down all things considered. His instructor, as far as we could find, later recovered from whatever happened to him.
Trainee pilot lands aircraft with instructor passed out on his shoulder | ABC News
Moving on from the sighted among us, we have the case of a legally blind person managing to successfully land a plane…
It helped that he, Charles Law, was a former pilot. Law’s flying days had long since been over as he at this point in his life had 20-200 vision in one eye and 20-400 in the other. He was tasked with one more landing when his pilot friend, an 80 year old Harry Stiteler, passed out on approach to the runway.
Said Law as he came in for the landing, all I could see were “the airport thresholds (white markings)… I just aimed for that… We bounced a little hard and it was a little squirrely, and I guess I was a little crooked. But I thought it was a very good landing.”
Unfortunately, despite landing the plane almost immediately after Stiteler passed out, medical personnel were never able to revive him.
On the other end of things, there are many incidents where the passenger was unable to land the plane and all aboard were killed, but we are choosing to go ahead and omit any specific examples as nobody wants to hear about that. We mentioned it, however, just so you don’t get the false impression that this is somehow super easy to do.
Moving back to the big boy planes, one of the reasons, outside of one exception, this just isn’t a thing is because in many regions of the world, it’s usually required that there be two trained pilots aboard in such airliners. Further, in most countries, said pilots are subjected to extremely rigorous and regular medical checkups, far more so than the already reasonably strict requirements for non-commercial pilots.
Thus, it’s just not terribly likely that something would happen to take out both pilots and leave some passengers still able to do anything. In fact, even when talking just one pilot, according to a study done by the Australian Transport Safety Board, incidents of a pilot on commercial aircraft becoming unable to continue with their duties only occurred in about 1 in every 34,000 flights. While that might seem high to you, in most of these cases, there was nothing seriously wrong with the pilot in question. For example, a full half of these incidents were, to put it bluntly, diarrhea related. We’re guessing if there wasn’t a backup pilot, said pilots in these incidents would choose to poop their pants rather than let the plane crash.
So what happens when one pilot is taken out more seriously in these scenarios? While you and your 1000 hours of flight training on Microsoft Flight Simulator might now be thinking “This is what we’ve trained for…”, waiting for that momentous announcement over the intercom requesting anyone with flight experience to come help out, this is not actually what would likely occur. In many cases, the remaining pilot will simply request one of the crew aboard to come sit in the unoccupied seat, perhaps reading through a checklist for them, or if they have some experience doing a little more. This is something we found a handful of otherwise uneventful cases in our searching, with the passengers rarely ever informed there was an issue.
That said, as stated by a former pilot at US Airways, “There are thousands of commercial certified pilots who do not fly for the airlines. So having a commercial pilot on board would not be that uncommon… They can handle the radios, they understand the terminology, they can help prepare the airplane for landing, offloading [responsibilities from] the pilot…”
On that note, we did find one instance during a United Airlines flight when Air Force Captain Mike Gongol was requested to come help out when the captain of that flight had a heart attack. In this case, the flight attendants first requested that any doctor aboard please make themselves known. They later asked if any pilots aboard would push their call button to make themselves known- a sequence of requests not exactly geared towards keeping passengers worry free.
As for Gongol, while he had never flown that particular aircraft, a Boeing 737, his extensive flight experience, including mainly flying a B-1B Lancer Bomber at the time, made him an ideal candidate to come help take a little of the workload off the first officer who was tasked with actually flying the plane in this instance. He later stated she mostly just had him take over the radio communication, which he was well skilled at. We’re guessing had she become incapacitated too, Gongol probably had a high probability of being the first ever passenger to successfully land a commercial airliner. But of course, said first officer had little trouble getting the plane down safely, being herself extremely well trained and all.
But this all does make you wonder, outside of our sample-size of one where the circumstances were stacked against him, in the more general case, how likely is it that a random passenger could land a large commercial airplane if they were being talked through it?
First, if literally zero experience flying a plane or using a really good flight simulator, basically no chance. The problem here is that you do need to actually know how to call someone for help on the radio. And with the myriad of buttons and switches all over, it’s unlikely a random person could figure that out, unless they keep reading to our Bonus Facts section.
That said, pro-tip, if you’re under about 10K ft and in a reasonably populated area, your cell phone will probably work just fine as a way to call for help that could then eventually potentially end up telling you how to operate the plane’s radio. Of course, most commercial airliners don’t spend much time under 10K feet, so odds are you’ll be much higher than that, and if lower, probably in a critical phase of flight meaning there’s no way you’re getting up to the cockpit to help out in time anyway unless they’ve set the autopilot pretty quickly after takeoff. And even then, a noteworthy thing, as tragically the aforementioned Andreas Prodromou demonstrated, is getting into the cockpit in today’s large commercial aircraft in flight is easier said than done if the pilots are both incapacitated and a crew member who knows the code isn’t available. So good luck with that.
But in this increasingly unlikely scenario, if the autopilot was engaged giving you time to work with, and you could get into the cockpit, and then figure out how to use the radio, from there, you might have a chance. But not because you could actually land the plane. The odds of that are basically zero if you have no flight experience and pretty slim even if you do unless you have some training in that or a similar aircraft. The reason you might actually have a fighting chance if you can establish communication with someone on the ground is that most large commercial planes are perfectly capable of landing themselves if you know how to setup the system and then help the system along appropriately.
On that note, if you’d like to see a commercial pilot with a rather excellent YouTube channel walk you through how to do this in a professional level simulator, do go check out MentourPilot’s crash course in the topic titled “How You Can Land a Passenger Airplane- 12 Steps” And, hey, you could always use the airplane WiFi to watch it in-flight…
Finally, if you’re now wondering if any small aircraft have a similar auto-land system, turns out yes some do, the best of which, which is actually superior to the large plane auto-land systems in some ways, is Garmin’s recently launched Autonomi system which is soon rolling out in the approximately million Cirrus Vision Jet under the name Cirrus’ Safe Return system, and will likewise soon be found in the million Piper M600 SLS.
This system is idiot proof and requires only about one sentence of training, which even a three year old could execute. And, truthfully, you’d probably want to tell a 3 year old NOT to do it in most cases, as left to their own devices they’re sure to activate the system on their own randomly. That sentence of training is simply, “Push this big red button.” That’s it.
From there, the system will take over flying, analyze the weather, your fuel, state of the plane, potential terrain in your path, etc, as well as declare an emergency with ATC, and continually update ATC on what it’s doing and its intentions. It will at the same time inform the passengers audibly and on the screen what they should be doing- strap in, enjoy the ride, and don’t touch anything. It will also politely inform the passengers where it’s taking them and when it will be landing.
From there the plane will fly to the destination airport, which will be picked among the safest options within range of your fuel supply. It will then land itself, which in the demos we’ve watched, does a shockingly good job at it, with the worst that can be said is that in one random Piper M600 demo, it was slightly off center line, but otherwise well on the runway and a very gentle landing.
Once down, the system will shut down the engines and inform the passengers when it is safe to exit. Presumably in the coming decade or two this system will rapidly find its way into most smaller aircraft making the stories of passengers taking over for a pilot markedly less dramatic. “I pushed the big red button,” doesn’t have quite the same newsworthy appeal as “Me an’ the good lord are hand flying this…”
If you’re wondering, reportedly approximately 1% of commercial airliner landings are done with auto-land, though in most cases pilots prefer to do it themselves as, among other reasons, auto-land isn’t awesome when there is much wind, particularly if it’s of the gusty variety. The cases where it might be the preferred option for the pros is in scenarios like virtually no wind where visibility is extremely poor, such as in thick fog. In this case, the pilot may deem it safer to allow the auto-land to do its thing while they closely monitor it.
Going back to how to queue up the radio in an aircraft, whether big or small, you can usually do this via putting the headphones on and then pressing a button on the yoke (looks a bit like a steering wheel) or stick. Noteworthy is that in some cases there might be other buttons to do with trim, engaging or disengaging autopilot and the like on that control as well, so not always good to just go pushing buttons without looking close to see if there’s a label. But if there is just one button, that’s going to be what that is for. And if multiple buttons, it’s probably the one positioned for your index finger wrapped around the stick or yolk or a prominent button for your thumb, often red. In large commercial airliners, it also might not be a button, but rather a toggle switch with an up and down position, for example one for transmitting on the radio (probably labeled MIC) and one for the flight interphone (probably labeled INT). You want the MIC position.
Assuming you push the correct button, whatever radio frequency the pilot had queued up already, which is usually the local one you’re flying over, whether a nearby tower or local traffic, or might be a large area ATC frequency, you’ll be talking to someone who can give you more information when you do. Press to talk; release to listen; just like a walkie-talkie.
And if you really want to sound like a pro before your almost certain death when fuel runs out or probably much sooner, structure your talk- Who you are talking to, who you are (as in the plane type and call-sign which will probably be printed somewhere on the instrument panel in front of you), where you are, what you want or are going to do, who you are talking to.
For example- “Deer Park traffic, Archer 7967C, mayday, mayday, mayday, just departed Deer Park and the pilot just died. Me and Jesus are now flying this plane. One soul aboard. Requesting immediate assistance. Deer Park.”
Or, you know, just press the button and freak out. You’re declaring an emergency after all and you don’t know what you’re doing. Nobody is going to care you don’t know how to talk on the radio properly. But just remember this, if you’re in the U.S., odds are strong your radio communication and situation is going to be viewed by hundreds of thousands of people, probably even your friends and family, on various YouTube channels that cover this sort of thing… So keep your cool if you want to sound awesome later if you happen to survive.
Also, even for pilots, an almost universal truth you’ll find if you listen to many of these is you can almost always predict which ones are going to end well or not based on, not the exact circumstances of the emergency or experience of the pilot, but how panicky the person flying the plane is. The only exception we’ve personally ever heard is that time a guy was on a whole lot of drugs when he was declaring his engine-out emergency. He might as well have been sipping a beer on a beach as far as his tone was concerned, literally right to the point he crashed and died… So do yourself a favor and try to keep your head. If you’ve got someone talking you through it, flying and landing a lot of types of small planes where at least you can walk away isn’t actually super difficult if you can get over a runway. Landing so the plane itself can be flown again without repairs… well that generally takes some training. But that’s the insurance company’s problem, not yours.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.