On the heels of Turkey’s entry into the war against ISIS in Syria, its precipitous loss of territory, and the death of Abu Muhammad al-Adnani — the group’s spokesman and frontman for “lone wolf” attacks abroad — al-Qaeda is already planning its resurgence in war-torn Iraq.
According to Reuters reporter Maher Chmaytelli, al-Qaeda leader Ayman al-Zawahiri called on Iraq’s Sunni population – who (nominally) share the sect of Islam with ISIS and al-Qaeda – to prepare for what he called a “long guerilla war.”
Within the last 18 months, the Islamic State has lost half its territory in 2016 to various groups in Iraq and Syria. Syrian government forces are poised to capture the de facto ISIS capital of Raqqa. Kurdish and U.S.-backed Syrian rebels are at the gates of Aleppo, and now the Turkish army is squeezing the terrorist movement from the North.
In Iraq, security forces and Peshmerga units have recaptured the key cities of Ramadi and Fallujah in June, and are poised to recapture the major Iraqi city of Mosul from the Islamic State. Many strategists and U.S. officials say when Mosul falls, so too does ISIS.
“The Sunnis of Iraq should not just surrender upon the fall of (their) cities into the hand of the Shi’ite Safavid army,” Zawahiri said in a video on social media. “Rather they should reorganize themselves in a long guerrilla war in order to defeat the new Crusader-Safavid occupation of their areas as they defeated them before.”
“Safavid” is a derogatory comment for Iraq’s Shia-led government. You can probably guess what he means by “Crusaders.”
He also implored Syrian “mujahideen” to help those in Iraq because they are “fighting the same battle.”
It’s unclear which group he was addressing. The Syrian rebel al-Nusra Front cut ties with al-Qaeda and rebranded, just as ISIS did when it stopped being known as al-Qaeda in Iraq. And there’s friction between the terror groups, since ISIS leader Abu Bakr al-Baghdadi doesn’t recognize Zawahiri as the successor to Osama bin Laden.
Some believe Iraq’s Sunni minority may be forever changed by its experience under occupation and may not respond to the al-Qaeda leader’s video.
After the liberation of Fallujah by Iraq’s security forces in June 2016, Vocativ’s Gilad Shiloach reported its citizens celebrating “a Fallujah without terror,” and residents tweeting things like, “From today on, Fallujah will never send explosives to Baghdad and the Shiite provinces.”
Some Iraqis think ISIS was somehow a creation of the U.S. Even so, they’re glad when the terrorists leave.
“The legend that was created by America has been smashed in Fallujah today,” wrote an Iraqi Twitter user. “It has appeared as a paper tiger in front of the strikes of our army and militias.”
Two U.S. Air Force pilots have ejected after a U-2 spy plane crashed around noon local time during a training mission on the West Coast, a service spokesman said.
Lt. Col. Michael Meridith, a spokesman for the Air Force, confirmed the incident on Tuesday at the Air Force Association’s annual conference outside Washington, D.C., but he didn’t know the whereabouts or the condition of the service members. “It did crash,” he said when asked if the plane went down. “Two pilots ejected.”
Meridith said a search and rescue operation for the crew was under way.
The U.S. Air Force press desk later tweeted, “We can confirm a U-2 from @9thRW Beale AFB has gone down in Sutter County, CAA; 2 pilots have ejected; details to follow when available,” referring to the 9th Reconnaissance Wing.
But officials walked back their initial statements on the pilots’ condition as the day went on.
“We have no official confirmation on the pilots’ condition,” Beale Air Force Base tweeted later in the day. “We will provide updates when more information is available.”
Air Combat Command around the same time issued a similar statement to correct a previous one that wrongly stated the pilots had “safely” ejected and were “awaiting recovery with aircraft in isolated area.”
The U-2 Dragon Lady is a Cold War-era surveillance plane based at Beale Air Force Base in California. Trainer models of the aircraft hold two crew members.
By the end of the Civil War, Los Angeles was still a relatively new U.S. city. It was ceded to the United States with the rest of California in 1848 at the end of the Mexican-American War. In 1869, the population was up to 5,000, with more coming in all the time.
They had one City Marshal and a Sheriff to police them. Soon, the murder rate and public drunkenness demanded more police officers. Six men wore the badges and Winchester lever-action rifles of the new LAPD.
LA in 1869. Somewhere a drunk cowboy is complaining about Mercury in retrograde while his buddy asks for gluten-free hummus.
Early LAPD Sheriffs had a short lifespan. The second-ever City Marshal was murdered in 1853. Sheriff James Barton was assassinated in 1857. The murder rate was as high as one every day, with many coming from LA’s 400 gambling halls and 110 saloons. Until these six men were deputized in 1869, mob rule and vigilantism were the usual method of justice.
This was when the American police department received its iconic dark blue uniforms. The Los Angeles Police Department’s first official uniforms were Army surplus — the dark blue of the Union Army of the American Civil War. And they looked exactly like Union soldiers too.
Still, that didn’t ease much for the City Marshal, who was also the dog catcher and tax collector. Marshal William C. Warren didn’t even get along with his deputies, one of whom shot and killed him six years later.
LA had 16 police chiefs between 1879 and the turn of the 20th century, averaging almost a new guy in the position every year. By 1893, the cowboy hat in the Union Army uniform was replaced with a stovepipe hat — the helmet in the style of British “Bobbies” — for the beat cops and flat tops for the sergeants and officers of the force.
Many cities like Los Angeles adopted the same practice of using Union Army surplus uniforms in the days following the Civil War. Similar photos of NYPD officers wearing the old uniforms and “Bobbie”-style helmets can be seen as early as 1893.
Leave it to Los Angeles to set the first vintage clothing trend.
It is a successor to the 1970’s Shkval (Russian for ‘Squall’), which has an impressive speed of over 200 knots, far faster than any NATO torpedo, making it difficult to stop. However, it has range of less than ten miles compared to more than 30 for the US Mk 48. Shkval is also limited by the fact that it cannot use sonar guidance when travelling at speed. Western analysts have tended to be scathing about the Shkval, calling it a suicide weapon because of its short range. One Russian commentator described it as “amusing but useless.”
However, a new Russian torpedo is likely to see the Shkval’s defects remedied. The Khishchnik (“Predator”) is a new supercavitating torpedo at an advanced stage of development. Unlike various supposed super-weapons which they boast about publicly, the Russians are keeping very quiet about Predator.
High-speed underwater projectiles rely on a principle called supercavitation. Rather than being streamlined, Shkval’s nose is blunt, ending in a flat disc. This creates a low-pressure area in its wake – the pressure is so low that a bubble of water vapor forms. This cavitation effect is well known; propellers are designed to minimize it because it reduces contact with the water and causes damage. In supercavitation, the bubble is large enough to enclose the entire torpedo except for its steering fins. By travelling inside the bubble, the torpedo experiences far less drag than a normal torpedo in contact with the water. The low drag means it can reach phenomenal speeds.
Russia has long been the leader in supercavitating weapons. These include the bullets fired by the APS underwater assault rifle, effective at a range of thirty meters underwater – several times greater than any other firearm.
Torpedoes like Shkval use a more advanced version of the effect in which the cavity is ‘ventilated,’ sustained by an injection of exhaust gases. Shkval is not rocket-propelled as many sources assume; there’s a good description (in Russian) here. A rocket boosts the torpedo up to cavitation speed, but after that, a hydrojet takes over, burning magnesium-based fuel and using seawater as the oxidizer.
Western efforts to copy Russian supercavitating technology have not so far been successful. There have been great successes in the lab, but these have not translated into deployed hardware. DARPA had an ambitious plan for a 100 mph+ supercavitating submarine called the Underwater Express. They had a three-year contact with sub makers Electric Boat from 2006-2009, but it came to nothing. The US Navy RAMICS project involved busting underwater mines with a supsercavitating projectile fired from a helicopter, the project ran from 1997 to 2011 before funding was terminated without the system being fielded. The US Navy’s supercavitating torpedo project has been on hold since 2012; a spokesman says that improved understanding of the basic physics of supercavitation is needed.
The Western work may give us some insight into how the Russians are improving on Shkval. The reason why it cannot carry sonar is because the cavitating disc is much too small for a sonar system, and the engine is too noisy. General Dynamics patented a new type of cavitator in the early 2000’s. Rather than being flat, this is a parabolic curve, giving gives enough surface area for the sonar receiver. In the GD design, the sonar emitters are mounted separately on the fin tips, and filters block out engine noise.
This suggests that a guided supercavitating torpedo is now feasible; a 2015 article on the Shkval suggested that one was under development.
The other issue with the Shkval is its short range. Georgiy Savchenko of the Institute of Hydromechanics at Ukraine’s National Academy of Sciences works on supercavitating designs and says that improved fuel will make a dramatic difference – he estimates that the range could be improved by a factor of ten.
Very little information is being released on Khishchnik apart from the fact that it is being developed by Elektropribor, a design bureau which makes instruments for ships and subs as well as aviation components. Its existence was revealed in documents uncovered by Russian defense blog BMPD, which revealed that the company had been working on Khishchnik since 2013 and that launch tests were expected in 2016 as part of a contract worth 3 billion rubles ($53m). There have been no official comments or announcements.
Other companies may also be working on the project. In 2016, Boris Obnosov, CEO of Russian company Tactical Missiles Corp, mentioned work in this area to Rambler News Service
“Take, for instance, the well-known unique Shkval underwater missile. We are working on upgrading it heavily.”
The ‘heavily upgraded’ Shkval seems likely to be the Khishchnik.
Shkval has been upgraded several times previously, with improvements in range and guidance. A new name suggests a more significant upgrade. An export version of the Shkval, the Shkval-E was produced in 1999. There would be a big market for an unstoppable, carrier-killing torpedo.
The Mitsubishi X-2, Japan’s first foray into the world of 5th generation fighter aviation, took to the skies for its maiden flight just yesterday, lifting off with the traditional gear-down configuration from Nagoya Airfield, home of the Mitsubishi Aircraft Corporation. Originally known as the ATD-X, the aircraft has been in development for over seven years, with no less than 220 domestic Japanese companies involved as program subcontractors. The flight lasted a total of 26 minutes, with the launch occurring at 0847 local time from Nagoya, and ending at 0913 local at Japan Air Self-Defense Force Gifu Airbase, escorted along the way by a Mitsubishi F-2 fighter.
The X-2 isn’t actually a fighter, however. Mitsubishi, and the Japan Air Self Defense Force (JASDF), will instead use it as a technology demonstrator and a testbed to develop and mature concepts and hardware which they’ll eventually use on an indigenous 5th generation stealth fighter, presumably also built by Mitsubishi. The design of the aircraft is fairly similar to the broad architectural layout used on the F-22 Raptor and F-35 Lightning II, but lacks the dark gray radar-absorbent coating the latter jets utilize to further diminish their radar cross section (RCS).
The X-2 actually only around 46 feet in length, in comparison to the F-35 which is 51 feet long, and the F-22 which is 62 feet long. It’ll fly, for the moment, with one pilot though there seems to be space for a second cockpit behind the primary. It includes thrust-vectored IHI XF5-1 turbofan engines which use three paddles (per engine), probably to afford it a three-dimensional vectoring ability unlike the F-22’s two-dimensional vectoring capabilities. Mitsubishi will also be testing a “Self Repairing Flight Control Capability”, which will allow the aircraft’s onboard computers to detect malfunctions or damage to flight control surfaces, and accordingly adjust the the aircraft to achieve stabilized flight, at least until the aircraft can return to base.
The ultimate goal of the X-2 program is to develop a fighter that can best anything China has to throw at it, including the country’s new J-31 and J-20 fighter aircraft, which are supposedly on the same playing field as other fifth generation fighters in development today. The X-2 actually has the F-22 Raptor to thank for its origin, as the program began when Japan’s attempts to buy the Raptor for the JASDF were shot down by the US government, with a formal prohibition on foreign sales of the F-22. Japan plans on procuring the F-35 Lightning II for the JASDF as well.
The military makes a big deal out of when a rifle goes missing, not to mention when a nuke disappears. In spite of the fact the program is designed to be “zero defect,” here are 7 examples of doomsday devices wandering off (including a few where they never came back):
1. 1956: B-47 disappears with two nuclear capsules
The first story on the list is also one of the most mysterious since no signs of the wreckage, weapons, or crew have ever been found. A B-47 Stratojet with two nuclear weapons took off from MacDill Air Force Base, Florida on March 10, 1956 headed to Morocco. It was scheduled for two midair refuelings but failed to appear for the second. An international search team found nothing. The U.S. military eventually called off the search.
2. 1958: Damaged bomber jettisons nuke near Tybee Island, Georgia
On February 5, 1958 B-47 bombers left Florida with nuclear weapons on a training mission simulating the bombing of a Russian city and the evasion of interceptors afterwards. Over the coast of Georgia a bomber and interceptor collided. The interceptor pilot ejected, and the bomber crew attempted to land with the bomb but failed. They jettisoned the bomb over the ocean before landing safely. Since the plutonium pits were changed for lead pits used during training, the missing bomb has only a subcritical mass of uranium-235 and cannot cause a nuclear detonation.
3. 1961: Two nuclear bombs nearly turn North Carolina into a bay
On January 24, 1961, a B-52 carrying two Mark 39 bombs, each 253 times as strong as the Little Boy bomb that dropped on Hiroshima, broke apart in a storm and dropped both of its bombs. One survivor of the crash, the pilot, was able to alert the Air Force to the incident. The first bomb was found hanging by a parachute from a tree, standing with the nose of the weapon against the ground. It had gone through six of the seven necessary steps to detonate. Luckily, it’s safe/arm switch, known for failing, had stayed in the proper position and the bomb landed safely. “You might now have a very large Bay of North Carolina if that thing had gone off,” Jack Revelle, who was in charge of locating and removing the weapons, said. The other bomb’s switch did move to the “Arm” position but, for reasons no one knows, it still failed to detonate, saving tens of thousands of lives.
4. 1965: Loss of Navy plane, pilot, and B43 nuclear bomb
A Navy A-4 Skyhawk was being moved aboard the USS Ticonderoga during a military exercise December 5, 1965 when it rolled off its elevator with a pilot and a B43 nuclear weapon loaded. The plane sank quickly into waters 16,000 feet deep. The status of the weapon is still unknown. The pressures at that depth may be enough to detonate the weapon and the waters were so deep that it would’ve been hard to detect. If the weapon is still intact, it would be nearly impossible to find as very few vessels can make it down that far.
5. 1966: B-52 crashes into KC-135, four thermonuclear bombs are released over Spain
On January 17, 1966 a B-52 was approaching a KC-135 for refueling when the bomber struck the tanker, igniting a fireball that killed the crew of the KC-135 and three men on the B-52. The plane and its four B28 thermonuclear bombs fell near a small fishing village in Spain, Palomares. Three were recovered in the first 24 hours after the crash. One had landed safely while two had experienced detonations of their conventional explosives. The explosions ignited and scattered the plutonium in the missiles, contaminating two square kilometers. The fourth bomb was sighted plunging into the ocean by a fisherman. Despite the eyewitness account, it took the Navy nearly 100 days to locate and retrieve the weapon.
6. 1968: B-52 crashes and a weapon is lost under the Arctic ice
Like the Palomares crash, the January 21 crash of a B-52 resulted in four B28 bombs being released. This time it was over Greenland and at least three of the bombs broke apart. Investigators recovered most of these components before realizing they had found nothing of the fourth bomb. A blackened patch of ice was identified with parachute shroud lines frozen within it. Recovery crew speculated that either the primary or secondary stage of the bomb began burning after the crash and melted the ice. The rest of the bomb then plunged through the Arctic water and sank. The weapon is still missing, presumed irrecoverable.
7. 1968: The sinking of the USS Scorpion
The USS Scorpion, a nuclear-powered attack submarine, was declared presumed lost on June 5, 1968. The loss was especially troubling for the Navy since the boat had been following a Russian research group just before its disappearance. At the time it was lost, the Scorpion was carrying two Mark 45 antisubmarine torpedoes (ASTOR). The wreckage would not be found until October 1968. The USS Scorpion is still on the floor of the Atlantic under 3,000 meters of water and the cause of the sinking remains unknown. The torpedo room appears to be intact with the two nuclear torpedoes in position, but the Navy can’t tell for sure. Recovery of the torpedoes would be extremely challenging, so the Navy monitors radiation levels in the area instead. So far, there has been no signs of leakage from torpedoes or the reactor.
A few years ago a team of journalists from Syracuse University traveled to rural Washington state to tell the stories of hundreds of veterans living there, some off-the-grid, away from the country for which they fought.
The project includes the story of Chad Olsen, a Marine who killed his wife and himself in 2009, and the stories of those who knew him. It features the stories of Ryn Rollins and Adam Howerton, who (at the time) were 18 and enlisting in the Army. The project also shows how one Marine veteran who struggles with post-traumatic stress and returning to everyday life after three tours in Iraq.
The project also follows “trip-wire veterans,” a small group of vets who escaped their lives into the wilds of American back country because they were unable to face their war memories and were provided little help when they returned. The term “trip-wire” comes from the Vietnam War, where the Viet Cong would booby trap trails used by U.S. servicemen to injure and maim troops outside their bases.
The term was first coined in the early 1980’s, when around 85 people were documented living in the Washington wilds. It was not known then how many were out there. One former trip-wire vet was Mike McWatters. He lived in New York’s Adirondack Mountains for two years after seeing heavy combat in Vietnam. In 1983, he started work to reach out to these veterans to encourage them to seek treatment.
“I know one vet who went into the woods naked,” McWatters said. “He came out in full leather clothing, having gained 40 pounds, carrying weapons he’d made.”
When these veterans were first discovered, the media often inaccurately portrayed them as criminals and drunks or worse. In June, 1988, Dan Rather and CBS News interviewed six “Vietnam veterans” who admitted to killing civilians or seeing friends killed in action, and had since become homeless, suicidal drug users after the war. Later investigations showed none of it was true.
The reality is not so black and white. The project hit important topics beyond PTSD – women, race (specifically Native Americans) and the wives and children veterans leave behind, all from the rural town of Republic, Washington.
This team did more than just tell tales of the people living there. They provided thoroughly researched background information on veteran suicide, the steps to getting a VA disability claim, and an infographic on U.S. wars from 1900 (current as of 2010) and those who fought them.
As US Rep. Walter Jones continues a 15-year effort in Washington to re-designate the title of the Department of Navy, not everyone in his North Carolina home and military community sees the need.
Retired Marine Col. Pete Grimes of Hubert refers to the adage “If it’s not broke, don’t fix it” when asked about Jones’ fight to re-name the Department of Navy the Department of Navy and Marine Corps.
Beyond the surface of the name change, Grimes doesn’t see any benefit to the organization by disrupting the status quo.
“Why change the name? What does it achieve? At the end, I can’t think of anything that would improve the stature of the Marine Corps,” Grimes.
Jones has seen things differently.
He first introduced a proposal to change the title of the department to Department of the Navy and Marine Corps in 2001 and has stuck to his belief that the two separate services deserve equal recognition.
The House Armed Services Committee passed the National Defense Authorization Act for fiscal year 2018. As a member of the committee, Jones was involved in drafting the defense bill and has several measures attached, including the re-designation of the Department of Navy title.
“The Marine Corps is an equal member of this department, and therefore, deserves equal recognition in its title,” Jones said in remarks on getting the language included in the defense bill.
Jones said the defense bill is expected to go to the House floor for a vote in July. If successful, NDAA will then go to the Senate.
Retired Gunnery Sgt. Joseph Ball of Jacksonville, who served 23 years in the Marine Corps, said whatever name is used is a matter of perception and will vary by a person’s point of view. Regardless of the name, Ball said the operations of the two services are separate and should stay that way.
He said the organization as it is now has been working well.
“Leave it the way it is,” Ball said.
Brian Kramer, a retired Marine lieutenant colonel, said the unique Navy-Marine Corps relationship is an exceptional one within the Department of Defense that should not be changed. He questions whether a name change now could lead to larger, negative changes later.
“I am a traditionalist, and on this issue I think the longstanding relationship between the Navy and the Marine Corps should remain unchanged. This relationship has served both services exceptionally well over the centuries. We ( Marines) are called ‘Soldiers of the Sea’ for a reason,” Kramer said. “Our roots are with the Navy, and I see the short-term ‘feel-good’ benefit of a name change having possible long-term negative consequences. Might this be a first step to the Corps being a separate service? I am not certain we want to go there.”
Retired Navy Capt. Rick Welton of Swansboro doesn’t have a particular opinion on the proposed change the Department of Navy’s title but agreed that the two services have long had a history of working together.
“We’ve been working as a team from the beginning,” Welton said. “We have depended on each other, worked with each other, and done outstanding things together.”
The military has a lot of rules and some of them are hard to follow every day in every instance. We’re not saying that everyone should be prosecuted under any of these articles, we’re just saying that a lot of people technically break these rules.
1. DISRESPECT TOWARD SUPERIOR COMMISSIONED OFFICER (ART. 89)
“Any person subject to this chapter who behaves with disrespect toward his superior commissioned officer shall be punished as a court-martial may direct.”
“Can’t spell lost without the LT!” called in cadence in the presence of an officer is technically a violation of Article 89.
Interestingly, this is one of the few times where the word, “toward,” in an article doesn’t require that the victim be present. Service members can be prosecuted under Article 89 for disrespecting an officer even if that officer didn’t hear or see anything. For the NCO equivalent listed below, the NCO or warrant officer must be present and hear or witness the disrespect.
(1) strikes or assaults a warrant officer, noncommissioned officer, or petty officer, while that officer is in the execution of his office;
(2) willfully disobeys the lawful order of a warrant officer, noncommissioned officer, or petty officer; or
(3) treats with contempt or is disrespectful in language or deportment toward a warrant officer, noncommissioned officer, or petty officer while that officer is in the execution of his office;
shall be punished as a court-martial may direct.”
Anyone who has mouthed off to a superior NCO or warrant officer is guilty, provided they knew that the person was an NCO or warrant officer at the time. Talking back to a squad leader could trigger Article 91. This also covers assaulting or disobeying a lawful order from a superior NCO or warrant officer.
3. MILITARY PROPERTY OF UNITED STATES-LOSS, DAMAGE, DESTRUCTION, OR WRONGFUL DISPOSITION (ART. 108)
“Any person subject to this chapter who, without proper authority–
(1) sells or otherwise disposes of;
(2) willfully or through neglect damages, destroys, or loses; or
(3) willfully or through neglect suffers to be lost, damaged, sold, or wrongfully disposed of;
any military property of the United States, shall be punished as a court-martial may direct.”
Getting the corpsman or medic to give an unnecessary I.V. or walking off with a couple of MREs falls under Article 108. Even painting hilarious graffiti on a bunker counts.
Side note: Some people like to claim that this article forbids troops from getting sunburn because that’s damage to “government property.” The Stars and Stripes Rumor Doctor investigated this and experts in military law told him this isn’t true for two reasons. First, service members are not military property. Second, the government has to quantify the damage done to the property which is nearly impossible when referring to a human being.
4. PROPERTY OTHER THAN MILITARY PROPERTY OF UNITED STATES – WASTE, SPOILAGE, OR DESTRUCTION (ART. 109)
“Any person subject to this chapter who willfully or recklessly wastes, spoils, or otherwise willfully and wrongfully destroys or damages any property other than military property of the United States shall be punished as a court-martial may direct.”
This article is pretty broad, referring to any willful or reckless destruction of someone else’s personal property. So service members who vandalize a porta-potty rented from a vendor are technically guilty. In practice of course, the damage needs to be worth investigating and the government has to prove a certain person committed the act at a specified place and time.
5. GENERAL ARTICLE (ART. 134)
“Though not specifically mentioned in this chapter, all disorders and neglects to the prejudice of good order and discipline in the armed forces, all conduct of a nature to bring discredit upon the armed forces, and crimes and offenses not capital, of which persons subject to this chapter may be guilty, shall be taken cognizance of by a general, special or summary court-martial, according to the nature and degree of the offense, and shall be punished at the discretion of that court.”
There are many ways to fall foul of Article 134, but the most common is probably using indecent language. Any indecent language, especially if it causes “lustful thoughts,” can trigger the article.
In March 1941, over 500 British and Allied commandos, sappers, and sailors launched a daring four-pronged raid against Norwegian towns occupied by the German Army. Despite the German forces spotting the commandos 24 hours before the attack, the British suffered only one casualty.
An officer accidentally shot himself in the thigh.
The islands are 100 miles into the Arctic Circle and guarded by a force of over 200 German troops. The commandos expected potentially heavy resistance and spent about a week in the Orkney Islands rehearsing their assault plan.
On March 1, they began a three-day journey through rough seas to the targets. Two days later, they were spotted by a German aircraft but pressed forward, risking the possibility of hitting beaches with prepared and dug-in Nazi defenders.
In fact, the local Norwegians watched the British coming at them like it was a small show, and the commandos made it into the buildings before they even began to see German uniforms. With many of the defenders separated or still asleep, the attackers were able to quell resistance with few shots fired.
They captured 225 prisoners while taking every one of their objectives. Despite the attack force having been spotted by the German plane, none of the defenders were ready.
The grateful locals brought out coffee and treats for the attackers, the sappers planted charges against the fish oil tanks, and the Norwegians started recruiting the citizens into the Free Norwegian Forces.
There was an additional lucky break for the commandos. They hit a German-held trawler and killed 14 of the defenders.
The mission was a huge success, but as mentioned above, the British did suffer a single casualty when an officer accidentally shot himself in his thigh with a revolver.
The British knew how well the mission had gone, and got a bit cocky about it.
One group sent a telegraph to Hitler with the captured communication gear asking him where his vaunted German soldiers were. Another group hit a nearby seaplane base and took all their weapons, just for additional giggles.
The German commander, who probably should’ve been grateful that he and his men weren’t added to the 225 prisoners the British had captured, later complained to his fuhrer that the commandos had displayed “unwarlike” behavior.
(Pretty sure the dudes captured without a shot fired were the “unwarlike” fellows, but whatever.)
ABOARD THE COAST GUARD CUTTER STRATTON, in the eastern Pacific Ocean — The drone is loaded onto a catapult on the flight deck. From a control room, a technician revs the motor until the go-ahead is given to press the red button. Then the ScanEagle lifts off with a whoosh and, true to its lofty name, soars majestically over the wide blue sea.
The U.S. Coast Guard cutter Stratton is steaming more than 500 miles south of the Guatemala-El Salvador border, along the biggest narcotics smuggling corridor in the world.
Its mission: intercept vessels hauling cocaine bound for America’s cities.
It is a monumental task that has grown even larger in the past few years because of a boom in coca production in Colombia. But the Coast Guard is bringing more intelligence and technology to bear.
Deep within the 418-foot Stratton, which is based in Alameda, California, specialists crunch data from radar, infrared video, helicopter sorties and now the Boeing-made ScanEagle, which was deployed aboard the Coast Guard cutter for the first time during this three-month mission.
“In the earlier days, when you wouldn’t see or catch anything, we used to pat ourselves on our back and say we must’ve deterred them,” said Adm. Paul Zukunft, commandant of the Coast Guard, with more than four decades at sea. “Now rarely 72 hours go by when you don’t have an event or we send a ship down there that doesn’t come back with multiple interdictions.”
The Associated Press spent two weeks in February and March aboard the Stratton, the most advanced ship in the Coast Guard fleet, as 100-plus crew members patrolled the eastern Pacific, through which about 70 percent of the cocaine consumed in the U.S. passes.
With three to five Coast Guard cutters covering 6 million square miles — from the Caribbean and the Gulf of Mexico to the eastern Pacific Ocean — it’s like having a few police cars watch over the entire lower 48 states.
Just after lunch on the second day of deployment, the Stratton’s PA system starts piping out acronyms. A TOI, or target of interest, has been detected by the ScanEagle with the support of aircraft radar, and a go-fast boat slides down a rear ramp into the blue waters to begin the chase.
In just a few minutes it catches up with a fishing boat, called a panga, with two outboard motors.
Sometimes smugglers frantically dump their cargo over the side or try to make a run for it, forcing their pursuers to fire warning shots or shoot out their engines. But this time, the boat’s crewmen, some of them barefoot, offer no resistance.
The four suspected smugglers sit handcuffed as a Coast Guardsman takes out some vials to conduct a chemical test. The results come back positive for cocaine, and the two Colombians and two Ecuadoreans are put aboard the cutter.
Hidden in the bales of cocaine is a GPS tracking device in a condom, a sure sign the drug bosses behind the shipment knew right away it didn’t reach its destination.
At sunset, the Stratton’s crew proudly poses for a picture with the haul while a black plume rises above the sea where the boat was set ablaze by the Coast Guard. A few hours later, the Stratton fires its cannon and sinks the vessel.
The next morning the ever-rising Narcometer in the on-board newsletter reflects the size of the bust: 700 kilograms (over 1,500 pounds) of pure cocaine with a wholesale value of $21 million. On the streets in the U.S., it could be worth more than five times that.
The Stratton’s biggest bust — a Coast Guard record — came in 2015, when it found more than 16,000 pounds of cocaine worth $225 million before the smuggling craft, a hard-to-detect semi-submersible vessel, sank with some of its cargo still aboard.
As good as the Coast Guard gets, its victories seem doomed to be short-lived. That’s because hundreds of miles to the south, in the jungles of Colombia, there’s a bumper harvest taking place. And Colombia is virtually the only source of cocaine smuggled by sea in small vessels.
That, along with better technology, may help explain why the Coast Guard has been coming back with ever-larger hauls. It set a record in 2016, seizing more than 240 tons of cocaine with a wholesale value of $5.9 billion and arresting 585 smugglers.
Last year, the amount of land devoted to coca cultivation in Colombia climbed 18 percent to an estimated 188,000 hectares (465,000 acres), according to a White House report. That is more coca production than at any time since the U.S. in 1999 began investing billions in an anti-narcotics strategy known as Plan Colombia.
“What we know here out at sea is that the business has been really good in the last couple of years,” said Capt. Nathan Moore, the Stratton’s skipper.
The surge is being driven in part by Colombia’s decision in 2015 to suspend aerial spraying of crop-destroying herbicides because of health concerns.
At the same time, there was a rush among peasant farmers to start growing coca so they could take advantage of generous payments to switch to legal crops being offered as part of a peace deal between the government and Colombia’s rebels.
Thus far, 55,000 families have signed pledges to rip up 48,000 hectares of coca in exchange for as much as $12,000 over two years. The government is also expanding manual eradication of coca, a slower and far more dangerous task, with the goal of destroying 50,000 hectares this year alone.
But many experts are skeptical that poor farmers will renounce coca growing, especially as criminal gangs fill the void left by the retreating rebels. Also, a successful drug run can net each smuggler a small fortune that makes it well worth the risk of a long prison sentence for many.
Such dynamics help explain why, despite the Coast Guard’s technological superiority, four drug-running boats are thought to get through for every one caught, Zukunft said.
Those taken into custody for smuggling are put in white hazmat suits, given health exams and then led into a converted helicopter hangar aboard the Stratton, where they are shackled to the floor and issued a wool blanket, toiletries and a cot or a foam mat. Eventually they are flown to the U.S. and prosecuted at American expense.
The alternative would be to seek prosecution in Central American countries such as Honduras, where the vast majority of crimes go unpunished.
More than a dozen nations in Central and South America have essentially outsourced their drug-interdiction efforts to the U.S.
“Imagine you’re out at Ocean City, Maryland, and then out of nowhere comes this foreign helicopter and it starts peppering a U.S. recreational boat with automatic machine gun fire and sniper fire. We would say it’s an act of war,” Zukunft said.
“But that’s the faith and confidence these countries have in the U.S. and our Coast Guard.”
Chow time is the best part of a sailor’s day. It’s the heart of their social life and where he or she learns about shipmates.
In theory, this is the time to relax with friends, joke, laugh, and talk to people from other divisions who you don’t normally see. But life on the ship is busy, and chow can often be a rushed undertaking.
Chow lines seem to be longest when time is tightest. The lines are notorious for wrapping through workspaces, berthings, and even multiple levels. This is where the expression, “hurry up and wait” was conceived.
And there’s nothing a sailor can do but wait. This is where the real conversation with your buddies takes place. This also the place to people watch, and after much observation, here are the seven personalities that stand out:
1. The sailor who can’t wait to rank up so they don’t have to wait in another long chow line.
The chow line will never go away, but chiefs and officers get to wait in shorter lines.
2. Mr. Chipper
His happiness is annoying. It seems like some sailors have a special stash of sunshine and rainbows. (Check in with him five months into the deployment, and see just how chipper he still is.)
3. The foodie
The rule on ships is that you don’t take food from the galley, but Mr. Snax and Mr.Buff always ignore it. Snax is rounder than most and Buff spends his free time in the gym. Snax eats for fun and Buff eats to make gains.
4. The grease monkey
It’s easy to identify sailors with dirty jobs (machinists, maintenance personnel, and flight deck workers) by their greasy hands and dirty uniforms.
5. The snipe
Ship engineers work in the deep levels of the ship and rarely come up. Engineers work six hours on and six hours off and often lose their sense of time. To put this into context, a normal working schedule is either days or nights for 12 hours (12 on, 12 off), which allows for a regular sleeping pattern. Engineers have two days in a 24-hour period.
6. The newb
It’s easy to identify the new guy on a ship or shop. Just look for the sailor carrying all the boxed lunches for his entire shop.
7. The burglar
This sailor didn’t wait in chow line, he or she waited for an unsuspecting shipmate to set their food down – usually to grab a drink – to snatch their food tray.