Here are our picks for the 16 best quotes (or series of quotes) from “Full Metal Jacket.”
1. Gunnery Sgt. Hartman: “I am Gunnery Sgt. Hartman, your senior drill instructor. From now on you will speak only when spoken to, and the first and last words out of your filthy sewers will be ‘Sir.’ Do you maggots understand that?”
2. Gunnery Sgt. Hartman: “Bullsh-t. It looks to me like the best part of you ran down the crack of your mama’s ass and ended up as a brown stain on the mattress. I think you’ve been cheated!”
3. Gunnery Sgt. Hartman: “I bet you’re the kind of guy that would f-ck a person in the ass and not even have the goddamn common courtesy to give him a reach-around. I’ll be watching you.”
4. Gunnery Sgt. Hartman: “You goddamn communist heathen, you had best sound off that you love the Virgin Mary, or I’m gonna stomp your guts out! Now you DO love the Virgin Mary, don’t you?”
5. Gunnery Sgt. Hartman: “That’s enough! Get on your feet. Pvt. Pyle you had best square your ass away and start sh-tting me Tiffany cufflinks or I will definitely f-ck you up!”
6. Gunnery Sgt. Hartman: “Are you quitting on me? Well, are you? Then quit, you slimy f-cking walrus-looking piece of sh-t! Get the f-ck off of my obstacle! Get the f-ck down off of my obstacle! NOW! MOVE IT! Or I’m going to rip your balls off, so you cannot contaminate the rest of the world! I will motivate you, Pvt. Pyle, EVEN IF IT SHORT-D-CKS EVERY CANNIBAL ON THE CONGO!”
7. Gunnery Sgt. Hartman: “I’m asking the f-cking questions here, Pvt.! Do you understand?”
Pvt. Cowboy: “Sir, yes, sir.”
Gunnery Sgt. Hartman: “Well, thank you very much! Can I be in charge for a while?”
8. Gunnery Sgt. Hartman: “Were you born a fat, slimy, scumbag puke piece o’ sh-t, Pvt. Pyle, or did you have to work on it?”
9. Gunnery Sgt. Hartman: “If it wasn’t for d-ckheads like you, there wouldn’t be any thievery in this world, would there?”
10. Gunnery Sgt. Hartman: “Holy Jesus! What is that? What the f-ck is that?! What is that, Pvt. Pyle?!”
Pvt. Pyle: “Sir, a jelly doughnut, sir!”
Gunnery Sgt. Hartman: “A jelly doughnut?”
11. Gunnery Sgt. Hartman: “You forget your f-ckin’ name? 0300. Infantry. You made it.”
12. Unnamed Colonel in Vietnam: “Son, all I’ve ever asked of my Marines is that they obey my orders as they would the word of God. We are here to help the Viet-namese, because inside every gook there is an American trying to get out. It’s a hardball world, son. We’ve just got to keep our heads until this peace craze blows over.”
13. Animal Mother: “You talk the talk. Do you walk the walk?”
14. Crazy Earl: “These are great days we’re living, bros. We are jolly green giants, walking the Earth — with guns. These people we wasted here today are the finest human beings we will ever know. After we rotate back to the world, we’re gonna miss not having anyone around that’s worth shooting.”
15. Da Nang Hooker: “Well, baby, me so horny. Me so HORNY. Me love you long time. You party?”
16. Pvt. Joker: “Sir, does this mean that Ann-Margret’s not coming?”
The Navy is moving away from the “suck it up, buttercup”-style culture of the past to appeal to the millennial generation and beyond — and new retention numbers indicate the approach is likely working.
The service blasted past its 2019 retention goals for enlisted sailors in their first 10 years in uniform. It held onto nearly 65% of Zone A sailors, or those with less than six years in. And 72% of Zone B sailors — those with six to 10 years in — re-upped.
The Navy set out to keep at least 55% of sailors in Zone A and 65% of those in Zone B. When combined with Zone C sailors, those who’ve been in the service for 10 to 14 years, the 2019 reenlistment rate was 74% across the three zones.
Fleet Master Chief Wes Koshoffer, with Navy Manpower, Personnel, Training and Education, told reporters the high re-up rates are a result of an ongoing culture shift in the Navy. Leaders are listening to rank-and-file sailors, he said, and the Navy is focused on developing policies based on what’s easier for the individual and their family.
“When I was a very, very young sailor in the Navy, facing a particularly challenging … family situation, the moniker was, ‘Family didn’t come in your seabag, shipmate. We need you,'” Koshoffer said. “That is no longer our mantra.”
The entire military faces recruiting and retention challenges when it’s up against a booming economy. People have job options outside the service, Koshoffer said. Being an appealing career choice for today’s generation of sailors is crucial as the Navy builds its force back up to 340,500 personnel as it faces more sophisticated threats.
That’s up from a 2012 end-strength low of 318,000 enlisted sailors and naval officers.
“We’re going to need a bigger Navy,” the fleet master chief said. “[We have] a different national strategy, a different military and Navy strategy. … In order to really grow at the pace we want to grow, you have to have these high retention numbers.”
Yeoman 2nd Class Thomas Mahoney and Personnel Specialist 1st Class Holly Tucker say they’ve seen Navy culture change during their time in the service. Mahoney, 26, will soon reenlist for the second time. Tucker, 25, re-upped last year.
Mahoney was on an aircraft carrier when two destroyers in the Pacific suffered separate fatal collisions. When lack of sleep was found to have contributed to the accidents, Mahoney said leaders in 7th Fleet reacted immediately.
More rotational watch schedules were added, and other steps were taken to ensure people were getting good sleep while deployed, he said.
That’s a big shift, Koshoffer said. “Our attitude toward sleep [used to be], ‘You’ll sleep when you’re dead,'” he said. “We’ve changed that.”
Tucker cited the military’s 12-week maternity leave policy as contributing to her decision to stay in the Navy. The service’s maternity leave policy briefly tripled from six weeks to 18 under former Navy Secretary Ray Mabus. In 2016, then-Defense Secretary Ash Carter announced all the services would receive 12 weeks.
“I think that’s a great incentive for women specifically,” Tucker said, adding that she values her leadership’s support and understanding on family matters.
The millennial generation is also focused on career progression and flexibility, the Navy found. Koshoffer said leaders are shifting the service’s culture to show sailors they’re listening and responding to what they’re looking for in a Navy career.
After years of complaints about the Navy’s career detailing program being too secretive, for example, the service unveiled a new online database called My Navy Assignment. The tool is meant to give sailors more information about requirements they’ll need for their jobs of choice so they can build up their skills well before their detailing window hits.
So far, about 11,000 sailors have used the tool to bookmark 27,000 jobs.
“The reason why we show every job available to the sailors was sailor demand for transparency,” Koshoffer said. “… We heard you, we listened, we made the change.”
Change is what the Navy must do in order to compete for top talent, the fleet master chief added. The service still relies on reenlistment bonuses to entice those in hard-to-fill jobs to stay in uniform. Tucker, for example, was eligible for an extra ,000 when she reenlisted.
But the Navy must also embrace telework, flex hours and job-sharing options, Koshoffer said.
“The nature of work is changing,” he said. “… That would be heresy in some circles that in the Navy, we would allow somebody to telework. Are you kidding me?
“But we recognize that we’ve got to adapt to a modern lifestyle and world out there.”
People who serve in the military tend to develop a pretty dark sense of humor. It comes with the territory. When a very large part of your life involves risking it for your country and for the guy next to you, the idea that your last moments could be closer than you think never fully leaves your mind.
This can change a person. Veterans have a different outlook on some of the more serious aspects of life, laughing at things many others would never dream to, for fear of offending others or, worse, tempting fate. For the crew of the British destroyer HMS Sheffield during the Falklands War, this change became readily apparent and their darker sense of humor flourished.
In 1982, the military junta that ruled Argentina decided that the nearby Falkland Islands, a series of small and strategically unimportant islands off the Argentine coast were going to belong to Argentina again. They had been held by Britain for about 150 years at that point. After a workers’ dispute saw Argentine laborers raise the Argentinian flag on South Georgia Island, Argentina invaded. Soon, 10,000 Argentinian troops occupied the islands. The Argentines thought the UK was unwilling and unable to defend their territories so far from the mainland. They were wrong.
They thought the woman with the nickname “Milk Snatcher” was gonna just let them have the goddamn Falklands.
Prime Minister Margaret Thatcher dispatched a two-carrier naval task force to the area and declared a 200-mile war zone around the Falklands. Within two months, the British retook the Falklands and punished the Argentinian military, but their win was not totally without loss. One of the deadliest weapons the Royal Navy had to face was the new French-built Exocet anti-ship missile. The versatile weapon is capable of sinking enemy vessels with a single, well-placed shot.
Nowhere was this more apparent than in sinking the HMS Sheffield.
Exocet: the trump card of naval warfare.
The Sheffield was on alert but was more concerned about the submarine threat from Argentina’s navy. The crew was totally unaware of the incoming ordnance until they could see smoke from the sea-skimming missiles. The firing aircraft, two Argentinian Navy Super-Étandards weren’t even detected. One missile hit the water, well away from the ship, but the other hit the Sheffield just eight feet above the waterline.
The ship was set on fire and, because the missile hit Sheffield’s water main, there was no way to put it out. Smoke and flames quickly filled the ship, beginning from the second deck where the Exocet missile struck. The crew could only gather and accept the ship’s fate as it burned and they waited to be rescued. Some 20 British sailors died in the initial explosion.
The HMS Arrow was on its way to rescue the Sheffield’s crew, so they formed a chain to keep everyone together and a Sub-Lieutenant named Carrington-Wood led the crew in singingAlways Look on the Bright Side of Life from Monty Python’s Life of Brian. To this day, it’s the most-requested funeral song in the UK.
The Sheffield did not sink immediately. She was looked at to see what could be salvaged and only began to take on water as she was towed across the Atlantic. When she sank, she was the first Royal Navy ship to be sunk in action since World War II.
It’s happened to the best of us. The second our service member boards that plane to deploy, Murphy decides to insert himself into our world.
It’s almost a given: someone gets sick, one of your spouse’s bills doesn’t get paid, or something inevitably breaks down…and often it’s our mode of transportation that ends up busting out on us.
If this happens to you, I PROMISE, you aren’t alone. But if your car breaks down, how are you going to do all of the things? Well, if there’s no getting around having to purchase a vehicle while your service member is away, we have some tips and tricks to help you through the car buying routine WITHOUT breaking your bank in the process. We realize that big purchases are usually done as a team, and these decisions should (when possible) be made together. Obviously, that isn’t always possible, but here are some things you can do if/when you find yourself squaring off with Murphy over your car.
(Flickr / David Wall)
1. Power of attorney (POA)
If you plan on having your service member’s name on the loan or registration, you’ll want to make sure you have your POA handy. This legal document will allow you to act on behalf of your service member for transactions that would otherwise require their physical presence. NOTE: Depending on the financial institution you use to finance your vehicle, a general POA may not pass muster with their terms, so make sure you call to make sure. Some banks just require a faxed copy of the general POA, while others have a special form of their own or require a “special” or “limited” POA.
2. Research, research, RESEARCH!
What kind of vehicle do you need? How much can your family afford each month? Are their certain dealerships in your area that are known for inappropriate practices? These are just a few of the questions you should be asking yourself before you even think of stepping foot into a car dealership.
There are plenty of websites that will help answer these questions so that you’re better able at making an informed decision. One of the first things you can do is figure out the type of features you need and find a few makes and models to look over. It’s not just about the price…it’s about knowing what it is you’re looking to buy. Kelley Blue Book is a one stop shop that has plenty of research tools to help spin you up on the “must-knows” of car buying.
3. Get financed FIRST
When it comes to financing, it’s best to get pre-approved BEFORE you start your search. You aren’t required to know what kind of vehicle you’re purchasing before being approved for financing because the financial institution is approving you…not a certain vehicle. Make sure you understand the terms of your financing as well. If you end up negotiating, say, 00 off the sticker price of the car when you’re haggling with the dealer, that isn’t going to matter in the long run if your interest rate is out of this world.
4. Don’t rush
Buying a car is a big deal, so take your time and don’t rush the process. You need to make sure the car is everything you need/want, both literally and financially. Make absolutely sure you know exactly what your family can and cannot afford. If you find a car you want but it’s a bit over budget, other websites, like Auto Trader, might be able to find you the same car at a lower price somewhere else.
5. When possible, find the right time to buy
Of course there’s no real way to know when Murphy will strike…if we could plan that, Murphy’s Law wouldn’t even be a thing! But it doesn’t hurt to know that timing is everything in the car buying business.
Yes, There Really IS a Right Time to Buy
Of course there’s no real way to know when Murphy will strike…if we could plan that, Murphy’s Law wouldn’t even be a thing! But it doesn’t hurt to know that timing is everything in the car buying business.
The end of the month is usually a good time to buy because dealers often have a quota that needs to be met each month. Each car on their lot needs to be paid for at the start of each month, so car salesmen are looking to unload as many as possible to meet their quota. But buying a car at the end of the year is even better (though, again, Murphy can rarely be planned for).
6. History reports are KEY
If you’re not out to purchase a brand new, right off the assembly-line vehicle, you’ll really want to get your hands on a vehicle’s history report. Don’t just take someone’s word that it’s “good to go” as is.
Most dealerships (if they’re worth a darn) will pay for the cost of a vehicle history report themselves, but you can do this as well. Car Fax is a great resource for consumers, and they provide a report that will tell you just about everything you need to know about the car: hidden issues, who owned it last, where it came from, etc. It does cost money to obtain a history report, but it’s chump change compared to the investment you’re making in a vehicle.
7. Don’t skip the test drive
Once you’ve narrowed down your choice(s), it’s time to take it for a test drive.
Sure, the car’s body looks fantastic, but the only way you’ll know that everything is in working order under the hood is if you take it for a spin. Listen for noises that shouldn’t be there, trouble shifting gears, service lights on the dashboard, etc. Many people will return to test drive in the evening, but if that isn’t feasible (because, you know…who wants to pay for a babysitter ON TOP of having to pay for a new car), a lot of dealerships allow you to take the car home for 24 hours to see how it works out. Either way, do NOT skip the test drive.
If you’re just not sure it’s the right vehicle for you or need a night or so to sleep on it, don’t rush it. Take the time you need to mull it over. This is YOUR money, YOUR time and YOUR choice; don’t let anyone push you around. Speaking of which…
8. Don’t be intimidated
It’s not uncommon to feel intimidated when buying a car…especially if that role isn’t really your jam (i.e. it is SO not MY jam). But there’s a difference in FEELING intimidated and BEING intimidated. If, at ANY point in the negotiation process, you feel uncomfortable, or don’t like how you’re being spoken to, SPEAK UP. You hold all the cards and the ball is in your court. If you don’t feel like you’re being treated fairly, tell the service manager. Or better yet…
9. Don’t be afraid to walk out
If you feel like you’re being pushed into signing a contract, or just aren’t picking up what the dealer is putting down…WALK IT OUT. There are plenty of other places that would love to have your business. Do not feel guilty about keeping your money, and your family’s financial security, safe.
This guide is a great way to get started on your car-buying adventure, but we want to add to it! If you have a strategy or a story about buying a car when you were flying solo, we want to hear it!
This article originally appeared on Military Spouse. Follow @MilSpouseMag on Twitter.
While some children grow up with aspirations to become scientists, professional athletes, or actors, Mohammad Nadir’s goal was to become a United States Marine, stemming from an early childhood amid a strong military presence.
As the sixth of ten siblings, Nadir grew up in Kabul, Afghanistan, where he constantly lived among uniformed personnel.
“My mom would tell me stories about the military when I was younger, my father was a cop with the Afghan police . . . and many people welcomed the Americans, even during times of strife,” Nadir explained.
Intrigued by the lifestyle, Nadir’s curiosity for the military grew after he graduated high school and discovered several private companies hiring Afghan locals.
“They were hiring Afghan locals to work as interpreters for the International Security Assistance Force,” said Nadir. “This was my chance to be around the military.”
Under the impression Nadir would be safe, his family wished him well as he left to the Sangin District of Helmand province, Afghanistan, in October 2011, where he spent the next three years working with multiple operational units and serving as a key influencer to the community.
“I told my family it was a nice job and would be safe, but they didn’t know it was nothing like that. . . It was the worst place,” said Nadir.
Although translators play a crucial role for the U.S. military, many Afghan-born employees are branded a traitor by the Taliban and other groups for working with the U.S.
“We were the ears and eyes of ISAF,” Nadir recalls. “I was serving my country and also the United States. I felt great. But you could see the distance between the locals and the U.S. personnel.”
Nadir recalls the apprehensive nature of locals whenever Americans traveled to a new area in their country.
“They’d initially be scared and then realize we were here for good reasons. We would explain everything in their language and made them understand,” said Nadir. “We brought them closer together.”
Nadir’s responsibilities lied heavily with bridging the language and cultural gaps between locals and U.S. service members who needed the community to understand their presence.
Educating the Afghan police about improvised explosive devices and operational safety were other key tasks Nadir appreciated doing to heighten overall protection of Americans and Afghans in the area.
“It was something I really liked doing and I felt good when I got a chance to work with the Afghan police,” Nadir commented.
As an interpreter, Nadir also had the opportunity to apply for a Special Immigrant Visa, which helps provide protection for translators and their families to migrate to the U.S. after their service.
Through this program, Nadir took his first steps on American soil on Nov 10, 2014, the Marine Corps’ much-celebrated birthday, and set forth on his journey to become a United States Marine.
“I told my family I was going to come to America and become a Marine, so I did,” said Nadir.
Nadir traveled to Camp Pendleton, Calif., where he stayed with Marine Corps Maj. Mark Nicholson, a former administration adviser for the Afghan National Police Advisory Team with Marine Expeditionary Brigade Afghanistan.
“We met him at the airport and brought him to our home,” said Nicholson. “Nadir helped us out when we needed him. He had been in some pretty dangerous situations, but was as good as they got. Interpreters put themselves in a lot of danger, more than we do.”
Nicholson built a strong bond with Nadir and other interpreters as he supervised a majority of the administrative tasks handled for these employees. The type of relationship between the interpreters and U.S. service members require a lot of trust and reliability.
“Nadir is a really smart guy,” said Nicholson. “We relied on interpreters for our safety and knowledge of the culture. I trusted him with my life.”
Nadir found work soon thereafter to help support his family back home. He also took lessons to help improve his English fluency and prepare for the Armed Services Vocational Aptitude Battery.
“My English was terrible, so I had to study,” Nadir joked. “I moved to Anaheim, Calif., with a friend and that’s when I met a Marine recruiter, Sgt. William Soukthavong.”
Nadir enlisted in February 2017 and recently graduated from Marine Corps Recruit Depot San Diego on May 26, 2017.
“I watched the movie Full Metal Jacket, but when I arrived it was totally different,” said Nadir. “Receiving company was so easy, then we met our actual drill instructors and they ‘destroyed our house.’ I thought, ‘Oh my god, I wasn’t expecting that!’ It was very different and I believe mentally it was easier for me since I’ve been in stressful situations. I tried my best and worked as hard as I could.”
He added that living in the rugged environment of Afghanistan with the mountainsides helped him physically as well, a “I was good at the hikes,” said Nadir, a quality truly needed for the demanding terrain recruits endure at boot camp.
Looking back at the 13 weeks spent at recruit training, Nadir says it was tough but his memories of Marines in his home of Afghanistan are the inspiration for him moving forward for training as an infantryman.
“When I saw the Marines fighting I knew I wanted to do that,” said Nadir. “They are the brute force for a military and I respect them a lot for what I saw those Marines do in Afghanistan.”
Nadir has lived a life of service and becoming a Marine has given him another opportunity to serve, one which he has undoubtedly earned.
“I love Nadir like a brother,” said Nicholson. “I’m very excited that he is now a U.S. Marine.”
U.S. Air Force Col. David Skalicky, the 354th Operations Group commander, and Lt. Col. James Christensen, 356th Fighter Squadron commander, taxi the first F-35A Lightning II fifth-generation fighter jets assigned to the 356th Fighter Squadron on the flight line at Eielson Air Force Base, Alaska, April 21, 2020. The 354th Fighter Wing’s F-35As partnered with the F-22 Raptors stationed at Joint Base Elmendorf-Richardson, will make Alaska the most concentrated state for combat-coded fifth-generation fighter aircraft. (U.S. AIR FORCE PHOTO // MASTER SGT. KAREN J. TOMASIK)
In his last public appearance in 1935, Billy Mitchell, a former U.S. Army brigadier general and airpower visionary, testified before Congress that Alaska was the most strategic place in the world. From there, he said, U.S. Army aircraft could reach any capital in the northern hemisphere within nine hours. Mitchell cited, “Whoever holds Alaska will hold the world.” An Arctic presence enables global reach for whoever holds this region and the same is true today – although the flight times have drastically decreased.
Activity in the Far North is heating up, both environmentally and with competing sovereign interests. With the changing of maritime access due to receding land and sea ice, Russia has been refurbishing airfields and infrastructure, creating new bases, and developing an integrated network of air defense, while seeking to regulate shipping routes. China is also seizing the chance to expand its influence to obtain new sources of energy and faster shipping routes.
“The Arctic is among the most strategically significant regions of the world today – the keystone from which the U.S. Air and Space Forces exercise vigilance,” said Secretary of the Air Force Barbara Barrett.
Chief of Staff of the Air Force Gen. David Goldfein, left, Secretary of the Air Force Barbara Barrett and Chief of Space Operations Gen. John Raymond attend a video conference at the Pentagon with members of the Atlantic Council think tank to discuss the rollout of the Arctic strategy, Arlington, Va., July 21, 2020. They discussed the Department of the Air Force’s first guiding strategy for operating in the Arctic region. (U.S. AIR FORCE PHOTO // ERIC DIETRICH)
“This Arctic Strategy recognizes the immense geostrategic consequence of the region and its critical role for protecting the homeland and projecting global power,” Barrett said.
The strategy outlines how the Air and Space Forces will enhance vigilance, reach and power to the nation’s whole-of-government approach in the Arctic region through four coordinated lines of effort: vigilance in all domains, projecting power through a combat-credible force, cooperation with allies and partners and preparation for Arctic operations.
The number one Department of Defense priority is homeland defense.
“The strategic value of the Arctic as our first line of defense has reemerged and (U.S. Northern Command) and (North American Aerospace Defense Command) are taking active measures to ensure our ability to detect, to track and defeat potential threats in this region,” Air Force Gen. Terrence O’Shaughnessy, recently told the Senate Armed Services Committee. He is the commander of NORAD and USNORTHCOM.
As the combatant commander charged with homeland defense, O’Shaughnessy is seeing the front line of homeland defense shifting north, making it clear the Arctic can no longer be viewed as a buffer. In a recently published commentary, O’Shaughnessy stated, “The Arctic is a potential approach for our adversaries to conduct strikes on North America and is now the front line in our defense.”
North American Aerospace Defense Command F-22s, CF-18s, supported by KC-135 Stratotanker and E-3 Sentry AWACS aircraft, intercepted two Russian Tu-142 maritime reconnaissance aircraft entering the Alaskan Air Defense Identification Zone on Monday, March 9th. (U.S. AIR FORCE PHOTO)
When it comes to the Arctic, U.S. Air and Space Forces are responsible for the majority of DoD missions in the region, including the regional architecture for detecting, tracking and engaging air and missile threats. Space Professionals in the region are responsible for critical nodes of the satellite control network that deliver space capabilities to joint and coalition partners, as well as the U.S. national command authority.
“Integrating space capabilities into joint operations fuels the joint force’s ability to project power anywhere on the planet, any time,” said Chief of Space Operations Gen. Jay Raymond. “The Arctic is no different. Spacepower is essential to Arctic operations, allowing us to see with clarity, navigate with accuracy, and communicate across vast distances.”
Protecting America’s interests in the homeland and abroad entails more than a vigilant defensive posture. Joint Base Elmendorf-Richardson and Eielson Air Force Base, Alaska, present combat capability with fifth-generation fighters as well as mobility and refueling aircraft. The Air Force provides the capability to reach remote northern locations via the New York Air National Guard’s 109th Airlift Wing which operates ski-equipped LC-130s that can land on ice.
“Our unique positioning in locations like Alaska, Canada and Greenland are integrated with multi-domain combat power,” said Air Force Chief of Staff Gen. David L. Goldfein. “These locations harness powerful capabilities, and their unwavering vigilance to protecting the homeland represents a strategic benefit that extends well beyond the region itself.”
Cooperation with Allies and Partners
Alliances and partnerships are key in the Arctic, where no one nation has sufficient infrastructure or capacity to operate alone. Interoperability is especially critical in the Arctic due to the terrains, limited access, and low density of domain awareness assets. Many regional allies and partners have dedicated decades of focus to the Arctic, developing concepts, tactics and techniques from which the joint force can greatly benefit. Indigenous communities possess millennia of knowledge about the Arctic domain passed down through generations. Working with indigenous communities helps Air and Space Forces understand the Arctic environment, enriches training and exercises, and ensures recognition of their contributions to Department of the Air Force activities.
Airmen with the 109th Airlift Wing cooperate with the Royal Canadian Air Force’s 440th Squadron to load equipment on their Twin Otter aircraft in support of Air National Guard exercise Arctic Eagle February 23rd, 2020. (U.S. AIR NATIONAL GUARD PHOTO // TECH. SGT. JAMIE SPAULDING)
“Strong relationships with regional allies and partners, including at the local level, are a key strategic advantage for the U.S. in the Arctic,” Barrett said. “U.S. Air and Space Forces are focused on expanding interoperability with peers that value peaceful access in the region, and we appreciate our local hosts that have welcomed Department of the Air Force installations, Airmen and Space Professionals as part of their communities for decades.”
Preparation for Arctic Operations
The Arctic’s austerity requires specialized training and acclimation by both personnel and materiel. The ability to survive and operate in extreme cold weather is imperative for contingency response or combat power generation.
“Spanning the first airplane flights in Alaska in 1913 to today’s fifth-generation aircraft and sophisticated space monitoring systems operating in the region, the Arctic has consistently remained a location of strategic importance to the United States,” Barrett said. “While the often harsh weather and terrain there call for appropriate preparations and training, Airmen and Space Professionals remain ready to bring the nation’s Arctic air and space assets to bear to support the National Defense Strategy and protect the U.S. homeland.”
354th Security Forces Squadron Combat Arms Training and Maintenance (CATM) instructors oversee Airmen preparing to fire an M-249 Squad Automatic Weapon at Eielson Air Force Base, Alaska, Jan. 9, 2020. CATM instructors are responsible for training Airmen how to use various small arms weapon systems. (U.S. AIR FORCE PHOTO // SENIOR AIRMAN BEAUX HEBERT)
Eighty-five years have passed since Mitchell’s proclamation about Alaska, made just eight days before his death, and his words still ring true. The same could be said about his foretelling of the attack on Pearl Harbor or his vision of building the world’s mightiest Air Force. During his military career, his outspoken predictions were met with ridicule, which ultimately led to him resigning his commission. Mitchell’s strategic foresight on Alaska is no coincidence to the Air Force’s long history and appreciation to the Arctic, which has now led to the forward-looking approach by leadership to stabilize the region for years to come.
On Apr. 15, 2018, an asteroid similar in size to one that may have caused the 1908 Tunguska Event in remote Siberia flew by Earth by a mere 119,400 miles, just half the distance between the Earth and the Moon — and we didn’t even know it was coming.
If you’re unfamiliar with the Tunguska Explosion, it was a mysterious explosion in the most remote region of Russian Siberia that flattened 2,000 square kilometers of forest. It was the largest explosion in Earth’s recorded history and was one-third the size of the Tsar Bomba, the Soviet Union’s largest nuclear detonation — enough to flatten a large metropolitan area.
And we only knew about it one day before it flew by.
Not this President.
Like something from a 1990s-era disaster movie, President Trump wants to tackle the problem and make the United States the leader in asteroid impact avoidance. Politico reports that Trump wants to spend 0 million toward that effort, which includes unmanned spacecraft that would nudge a small asteroid off course.
NASA estimates there are 1,000 such asteroids close to Earth, what they refer to as “near-Earth objects.” The bad news is that they also estimate there are upwards of 10,000 near-Earth objects that they don’t know about. A growing number of those are said to be the size (or larger) than the ones that wiped out the dinosaurs 65 million years ago.
But the recent near-miss wasn’t an event that required NASA’s intervention. The asteroid 2018 GE3 flew harmlessly between the Earth and Moon’s orbits, continuing its regular orbit.
“If 2018 GE3 had hit Earth, it would have caused regional, not global, damage, and might have disintegrated in the atmosphere before reaching the ground,” SpaceWeather.com reported. “Nevertheless, it is a significant asteroid, illustrating how even large space rocks can still take us by surprise. 2018 GE3 was found less than a day before its closest approach.”
NASA’s California-based Jet Propulsion Laboratory made a model of the orbits of asteroid 2018 GE3, Earth, and other planets in the Solar System, so we can all track where the asteroid is at any given time. Below is the position of the asteroid in relation to Mercury, Venus, Earth, Mars, and Jupiter at the time of this week.
NASA’s next test will use robot spacecraft to ram an orbiting moon around the asteroid Didymos, currently seven million miles away from Earth, in an effort to change the satellite’s orbit. The only thing delaying this test that everyone agrees is a good idea and that we should definitely get started on is Congress, who are waffling on the latest spending bill that would keep this program along with the U.S. government, running.
It could take as long as another three months to pass the appropriations for the program while NASA estimates a delay of six months or more could affect the program entirely, leaving Earth defenseless.
The recent collisions involving the Arleigh Burke-class guided-missile destroyers USS Fitzgerald (DDG 62) and USS John S. McCain (DDG 56) have generated a lot of headlines.
But there have been other collisions – though they are certainly rare events, according to a June USA Today article. But even one is far too many, and some have been even worse than that suffered by those two destroyers.
April 26, 1952: The USS Wasp (CV 18) collides with the USS Hobson (DD 464)
While making her way to the Mediterranean Sea, the Wasp was conducting night-time flight operations when she made a course change. A deadly combination of a surface-search radar and a poorly-thought out course-change by the destroyer caused the Wasp to ram the Hobson. The impact broke the Hobson in half and killed 176 sailors, including the Hobson’s captain.
The Wasp was repaired and back in action within 10 days. The Navy ultimately blamed the commanding officer of the Hobson for the collision.
June 3, 1969: The HMAS Melbourne rams the USS Frank E. Evans (DD 754)
For over two decades, the United States was a member of the Southeast Asia Treaty Organization. This alliance also included Australia, New Zealand, Pakistan, Thailand, the Philippines, France, and the United Kingdom. SEATO was hoped to be a NATO for the region, but it never reached that potential — although allies did hold exercises.
Five years previously the Melbourne had rammed and sunk an Australian destroyer.
During an anti-submarine warfare exercise, there was a near-miss between the Melbourne and the destroyer USS Everett F. Larson (DD 830). Despite that near-miss, tragedy struck when in the early-morning hours of June 3, the Frank E. Evans cut in front of the Melbourne. Her bow was sheared off and sank, causing the deaths of 74 American sailors.
The collision resulted in a Navy training film, “I Relieve You, Sir,” or “The Melbourne-Evans Incident,” that was used to disseminate the lessons learned from this tragedy.
November 22, 1975: The USS Belknap (CG 26) collides with the USS John F. Kennedy (CV 67)
This collision is notable for the extensive damage the Belknap sustained. During operations in the Ionian Sea, the Belknap and John F. Kennedy collided. A burst pipe sent fuel onto the guided-missile cruiser, and a massive fire melted the Belknap’s aluminum superstructure.
Eight sailors died, and 48 were injured. This collision actually has shaped the ship that is the backbone of the fleet today. After studying the collision and fire, the Navy decided to make the Arleigh Burke-class destroyers out of steel.
The Belknap was rebuilt over the course of four years, and served as the flagship of the Sixth Fleet from 1986 to 1994, before she was sunk as a target in 1998.
February 9, 2001: The USS Greeneville (SSN 772) rams the Ehime Maru
The Improved Los Angeles-class nuclear attack submarine USS Greeneville collided with the Ehime Maru, a fishery training ship for a high school while surfacing. The Ehime Maru sank very quickly, with nine people dead as a result.
A number of civilian visitors were aboard the sub at the time, and the failure of the Greeneville’s captain to ensure that their presence didn’t hamper military operations was a contributing factor to the fatal incident.
The next year, the Greeneville would collide with the amphibious transport dock USS Ogden (LPD 5), and suffer minor damage.
March 20, 2009: The USS Hartford (SSN 768) collides with the USS New Orleans (LPD 18)
Navigational chokepoints are called that because maritime traffic has to go through them, and they are very narrow. This doesn’t leave a lot of room for error or complacency.
According to a 2009 Military Times report, though, the crew of the Hartford got complacent, and the Los Angeles-class submarine and the San Antonio-class amphibious transport collided.
The Cold War saw both sides of the Iron Curtain come up with new ways to inflict a nuclear apocalypse on one another — always in the hope that these methods would serve more so as a deterrent than a call to war.
Among the myriad bombs and missiles designed in the United States to counter the surging Soviet missile program was the Supersonic Low Altitude Missile, arguably the most destructive missile system ever conceived in the history of modern warfare.
Designed by Vought in the late 1950s, SLAM was theorized as a viable alternative to nuclear-tipped missiles and bombers, which were slow enough (at the time) to be intercepted and shot down by Soviet air defense systems. Created as part of Project Pluto, which was established to develop new engines for cruise missiles, SLAM quickly became the most advanced weapons project the US military had ever undertaken.
Pluto’s real mission was to create nuclear engines for missiles, giving them a nearly unlimited range and the ability to reach any target around the world after being deployed from American launch sites. When equipped with a Pluto-originated engine, a SLAM could literally fly 113,000 miles without stopping — that’s more than four times around the equator with enough gas in the tank left for more flying.
It would carry dozens of small hydrogen bombs in canisters inside its fuselage, and would also be given a terrain contour matching (TERCOM) radar, allowing it to fly close to the earth in order to avoid enemy radar detection.
SLAM would be launched using rocket boosters, pushing the sleek missile up to its cruising altitude so that it could activate its ramjet engine. Once the boosters fell away, the nuclear ramjet would power up, allowing it to loiter indefinitely at high speeds while waiting for the order to attack.
And when that order came, all hell would break loose.
Once the attack order was transmitted to a SLAM, it would descend down to less than 300 ft over land, flying at supersonic speeds while wreaking havoc with its sonic shockwaves, destroying anything that wasn’t hardened or sheltered along the way.
Along the way, SLAM could attack between 14 to 26 targets, releasing one thermonuclear warhead for each objective from compartments on top of the missile while it accelerated away to find its next target. And when SLAM exhausted its nuclear payload, it would become a weapon on its own, flying into the ground and catastrophically melting down its own reactor, further irradiating the area around it.
By the mid-1960s, the project was scrapped. The advent of improved intercontinental ballistic missiles, which could be launched from land bases or submarines, rendered developing the SLAM moot. Once launched, ICBMs were virtually unstoppable, while a SLAM could still hypothetically be shot down.
That, and the SLAM was considered just too destructive. In addition to effecting a nuclear annihilation upon all of Eastern Europe and a hefty chunk of communist-controlled Asia, the missile would also release toxic waste into the atmosphere, potentially contaminating the area above the United States and its allies.
The missile couldn’t even be tested, since it was simply too dangerous. What if the nuclear engine failed in-flight, or the guidance system washed out and it flew over allied territory? Thousands upon thousands would be given a lethal dose of radiation as a result.
Rising costs were the final nail in SLAM’s coffin, ending it and Project Pluto for good in the summer of 1964. Apparently, there really is a thing as too deadly when it comes to weapons of war!
For a narrated visualization of this missile’s concept, check out the below video, created by Convair during the competition bid to build what would eventually become SLAM:
A Marine veteran crawled across the finish line of the Boston Marathon on April 15, 2019, after his legs gave out late in the race.
Micah Herndon, of Tallmadge, Ohio, persisted because he was running in honor of three friends who died in an IED attack in Afghanistan.
“The pain that I was going through is nothing compared to the pain that they went through,” Herndon told CBS Boston.
On Jan. 9, 2010, Herndon was riding in a vehicle with fellow Marines Matthew Ballard, Mark Juarez and British journalist Rupert Hamer when they struck a 400-pound IED, Herndon told the Washington Post.
Marine Veteran Crawls Across Boston Marathon Finish Line
Herndon had hoped to finish the race in under three hours, in order to qualify for the New York City Marathon in November. He was on pace to make that goal for most of the race, but his legs started to give out when he hit Heartbreak Hill, an incline near the 20-mile marker, according to The Post.
He started feeling discomfort in his Achilles’ tendon that eventually caused his legs to give out entirely, leading him to finish the race on hands and knees.
Video shows volunteers clearing space for Herndon to he could crawl across the finish line. He was then put in a wheelchair and taken to get medical attention.
While he is still recovering from the race in Boston, he told The Post that he plans to get back to running as soon as possible, calling it his “therapy.”
This article originally appeared on Insider. Follow @thisisinsider on Twitter.
When America’s Strategic Air Command is ordered to Defense Condition 3 (DEFCON 3) or above, it disperses its nuclear bombers fully-armed across the U.S. and certain allied countries so that the bombers are harder to target. This keeps America’s second strike capability intact and hopefully deters an enemy from launching its own nuclear weapons.
The dispersal plan generally calls for the planes to go to Air Force bases rather than civilian airports, but it hinges on a few factors. First, there have to be enough Air Force bases ready to receive the planes and the bases can’t be needed for other missions.
During the Cuban missile crisis, SAC was ordered to DEFCON 3 and carried out its dispersal plan Oct. 22, 1962. Bases in and near Florida were mostly blocked off because they were needed to host troops for a potential invasion of Cuba. Also, they would have been destroyed too quickly in an attack for a crew to attempt to take off. So 183 nuclear-armed aircraft were sent to 33 military bases and civilian airports in the U.S., including the four civilian airports below.
Four bombers were sent to Mitchell Field. One of the co-pilots on the flight told a reporter years later that the crew was ordered to fly for at least four hours to ensure their flight pay would be protected in case they couldn’t get training flights for a while. Since they arrived at Mitchell Field in under four hours, the pilots flew a holding pattern for a few hours over Milwaukee in inclement weather at a lower altitude than their planes were designed to optimally fly while fully armed with nuclear weapons.
Planes at the airport were filmed on the tarmac on Oct. 26, 1962. SAC had been upgraded to DEFCON 2 at this point, meaning they expected nuclear war to pop off at any moment and they had to be prepared to get all of the bombers into the air within 15 minutes of an alert.
Russia has positioned a considerable naval armada in the Mediterranean near Syria after accusing the US of plotting a false-flag chemical-weapons attack in rebel-held areas — and it looks as if it’s preparing for war with the US.
A Russian Defense Ministry spokesman, Maj. Gen. Igor Konashenkov, recently said the US had built up its naval forces in the Mediterranean and accused it of “once again preparing major provocations in Syria using poisonous substances to severely destabilize the situation and disrupt the steady dynamics of the ongoing peace process.”
But the Pentagon on Aug. 28, 2018, denied any such buildup, calling Russia’s claims “nothing more than propaganda” and warning that the US military was not “unprepared to respond should the president direct such an action,” CNN’s Ryan Browne reported. Business Insider reviewed monitors of Mediterranean maritime traffic and found only one US Navy destroyer reported in the area.
International investigators have linked Syria’s government to more than 100 chemical attacks since the beginning of Syria’s civil war, and Russia has frequently made debunked claims about the existence or perpetrators of chemical attacks in Syria.
Anna Borshchevskaya, an expert on Russian foreign policy at the Washington Institute for Near East Policy, told Business Insider that Moscow was alleging a US false flag possibly to help support a weak Syrian government in cracking down on one of the last rebel strongholds, crackdowns for which chemical attacks have become a weapon of choice.
“Using chemical weapons terrorizes civilians, so raising fear serves one purpose: It is especially demoralizing those who oppose” Syrian President Bashar Assad, Borshchevskaya told Business Insider, adding that Assad may look to chemical weapons because his conventional military has weakened over seven years of conflict.
Since President Donald Trump took office, the US has twice struck Syria in response to what it called incontrovertible evidence of chemical attacks on civilians. Trump’s White House has warned that any further chemical attacks attributed to the Syrian government would be met with more strikes.
Russian Akula-class submarine Vepr (K-157).
Looks like war
This time, Russia looks as if it’s up to more than simply conducting a public-relations battle with the US. Russia’s navy buildup around Syria represents the biggest since Moscow kicked off its intervention in Syria with its sole aircraft carrier in 2015.
But even with its massive naval presence, Moscow doesn’t stand a chance of stopping any US attack in Syria, Omar Lamrani, a military analyst at the geopolitical-consulting firm Stratfor, told Business Insider.
“Physically, the Russians really can’t do anything to stop that strike,” Lamrani said. “If the US comes in and launches cruise missiles” — as it has in past strikes — “the Russians have to be ideally positioned to defend against them, still won’t shoot down all of them, and will risk being seen as engaging the US,” which might cause US ships to attack them.
Lamrani said that in all previous US strikes in Syria, the US has taken pains to avoid killing Russian forces and escalating a conflict with Syria to a conflict between the world’s two greatest nuclear powers — “not because the US cannot wipe out the flotilla of vessels if they want to,” he said, but because the US wouldn’t risk sparking World War III with Russia over the Syrian government’s gassing of its civilians.
“To be frank,” Lamrani said, “the US has absolute dominance” in the Mediterranean, and Russia’s ships wouldn’t matter.
If Russian ships were to engage the US, “the US would use its overwhelming airpower in the region, and every single Russian vessel on the surface will turn into a hulk in a very short time,” Lamrani said.
So instead of an epic naval and aerial clash, expect Russia to stick to its real weapon for modern war: propaganda.
The US would most likely avoid striking Syria’s most important targets, as Russian forces integrated there raise the risk of escalation, and Russia would most likely then describe the limited US strike as a failure, as it has before.