As Air Force Chief of Staff General Mark Welsh testified before the Senate Armed Services Committee on March 3, controversy erupted when he mentioned the service’s plans to retire the A-10 Thunderbolt II, affectionately known to troops as the “Warthog” and largely regarded as the most effective close air support aircraft in the inventory today.
For years, the USAF fought with congressional leaders about the fate of the Warthog. Congress laid down the law in the 2016 National Defense Authorization Act, requiring that the Air Force find a viable replacement for the airframe’s close-air support role before they would be allowed to retire it.
Originally, the Air Force tried to wedge the F-35 program into the CAS requirement, but Congress flat-out rejected it as an option. Thus, the A-10 was given a stay of execution until a congressionally-mandated, independent study determined the Air Force has such a suitable replacement.
In his recent testimony, Gen. Welsh told the Senate the USAF will use the F-16 Fighting Falcon and the F-15E Strike Eagle to fly close air support missions; however, those options didn’t work for the SASC, especially not the chairman, Senator John McCain, a former Navy attack pilot who was shot down over North Vietnam and spent six years as a POW in Hanoi.
“You have nothing to replace [the A-10] with, General,” McCain shot back. “Otherwise you would be using F-15s and the F-16s of which you have plenty of, but you’re using the A-10 because it’s the most effective weapons system. This is really, unfortunately disingenuous.”
As well as being the most tailored for the CAS mission, the A-10 also has the lowest cost per flight hour at $19,051 compared to the F-35 at $67,550, the F-16 at $22,470, and the F-15E at $41,921.
When Welsh tried to press the issue, McCain called his testimony “embarrassing.”
“Every Air Force pilot that I know will tell you that the most effective close air support system is the A-10,” McCain said.
NATO troops and partner forces converged in Norway in October 2018 for Trident Juncture, the alliance’s largest exercise since the Cold War, taking place in and over the Nordic countries and on the Baltic and Norwegian seas.
Trident Juncture is a regularly scheduled exercise, and 2018’s version was meant to test the alliance’s ability to respond collectively to a threat — in this case an attack on Norway — and the logistical muscles needed to move some 50,000 troops, thousands of vehicles, and dozens of ships and aircraft on short notice.
Trident Juncture also saw the first time a US aircraft carrier, the USS Harry S. Truman, sailed above the Arctic Circle since the early 1990s. The Truman strike group was joined by the USS Iwo Jima expeditionary strike group.
German infantrymen board a MV-22B Osprey at Vaernes Air Base in Norway during Trident Juncture 18, Nov. 1, 2018.
(US Marine Corps photo by Lance Cpl. Cody J. Ohira)
Working in the harsh conditions found in the northern latitudes in autumn was also part of the plan, said US Navy Adm. James Foggo, who commands US naval forces in Europe and Africa and was in charge of Trident Juncture.
“One of the things that we took advantage of was the opportunity to do this in October and November,” Foggo said on the most recent episode of his podcast, “On the Horizon.”
“When I was in the States [prior to the exercise], people asked me, ‘Hey, why’d you do this in October and November? It’s pretty nasty and cold in the high north at that time of year,'” Foggo said. “That’s exactly why. We wanted to stress the force, and we truly did get some lessons learned out of this.”
After nearly two decades operating in the Middle East, focusing on smaller-scale operations like counterinsurgency and counterterrorism, the US military has started to shift its focus back toward operating against sophisticated, heavily armed opponents and in harsh conditions.
US Marines fire an M240B machine gun during a live-fire range as part of exercise Arctic Edge in Alaska, March 1, 2018.
(US Marine Corps photo by Lance Cpl. Cody J. Ohira)
US Marines have been in Norway conducting such training since early 2017. During exercise Arctic Edge in February and March 2018, more than 1,500 US soldiers, sailors, airmen, and Marines gathered in Alaska “to train … to fight and win in the Arctic,” the head of Alaskan Command said at the time.
What these troops are learning isn’t necessarily new, but it is needed, according to Vice Adm. Andrew Lewis, who took command of the US Navy’s 2nd Fleet in August 2018.
“I think most of what we are gathering from lessons in [Trident Juncture], I think we kind of knew, because we’re getting back into a geographic space in a time of year, and we haven’t been operating that way for a long, long time,” Lewis said during an event at the Center for Strategic and International Studies on Nov. 28, 2018.
“We’ve been operating in the Persian Gulf, where it’s like a lake, and it’s really hot, whereas now we’re operating up off the coast of Norway, where it’s blowing a gale, the decks are moving around, the ships are getting beat up, and the people are getting beat up,” Lewis added.
“We’re not used to being out on the flight deck for long periods of time where it’s really cold,” said Lewis, a career pilot.
An aviation ordnanceman moves ordnance on the flight deck of the aircraft carrier USS Harry S. Truman, Oct. 23, 2018.
(US Navy photo by Mass Comm. Specialist 2nd Class Thomas Gooley)
Second Fleet was reactivated in May 2018, seven years after being shut down as part of a cost-saving and restructuring effort. Now back in action, the fleet will oversee ships and aircraft in the western and northern Atlantic Ocean.
Soviet and NATO forces were active in those areas during the Cold War, especially the Greenland-Iceland-UK Gap, which was a chokepoint for ships traveling between the Atlantic Ocean and the Arctic.
As Lewis noted, returning to the high north didn’t go off without a hitch. Even before the live portion of the exercise began, four US soldiers were injured when their vehicles collided and one slid off a road in Norway.
Sailors and Marines aboard the dock landing ship USS Gunston Hall observe an underway replenishment with the fleet-replenishment oiler USNS John Lethall, Oct. 6, 2018.
(US Navy photo by Mass Comm. Specialist 3rd Class Colbey Livingston)
The amphibious dock landing ship USS Gunston Hall and amphibious transport dock ship USS New York, both of which were taking US Marines to the exercise, also had to return to Iceland days before the official start because of rough seas, which damaged the Gunston Hall and injured some of its sailors.
Gunston Hall underwent repairs in Iceland and departed on Nov. 5, 2018.
Discussing the effects of rough weather on the exercise, Foggo said NATO forces would “look for operational risk management first,” and a spokeswoman for the Truman strike group told Business Insider that the group took steps to prepare for “colder temperatures, higher winds, and unpredictable seas.”
US personnel will need more preparation in order to operate effectively in that part of the world, Lewis said.
“Our kids, they adapt really quickly, but not without repeat efforts,” he said. “I think most of it’s been … those kind of lessons, and I think overall we did pretty well, but we can do better.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
As the coronavirus pandemic continues to uproot life around the world, it’s easy to feel, well, uneasy. After all, there are a lot of unknowns. But there are plenty of ways to arm yourself with proper information and feel a bit more grounded. Doctors, for instance, are all mandated to take state-mandated infection courses online. Available to the public, and free unless someone wants to take a test to pass, the courses offer a wealth of public information. While they are a bit of a slog to read (and nary an educational video in sight) they’re helpful for anyone who wants to know everything from if their bleach is strong enough to kill bacteria or how to put on gloves without covering them in germs.
So, which courses might be useful? One, administered by Access Continuing Education Inc., intended for doctors in New York State, and aptly (and drily) titled Infection Control: New York State Mandatory Training, contains a wealth of worthwhile information. The course isn’t like a typical virtual classroom — there are no teachers, no video sessions, and no mandated quizzes at the end. There are no hours required to finish the course and each ‘Element,’ a full-text article that reads about a page long, touches on a different process of how to limit transmission.
Is it an exciting read? No, but the pages are full of very, very important information, including hand washing technique, what the proper etiquette and technique is when coughing, and how to clean spills of bodily fluids. Other relevant information for parents within the text include what protective gear people can wear to limit transmission (including gloves, masks, and goggles) and how to put them on while also keeping them clean. The text also defines the different levels of sterilization and what recommended, medical grade sterilizers can be used and how to dilute bleach.
Now, a large chunk of the course does focus on safe usage of needles — which is not exactly relevant for parents and Coronavirus — but the text is free to read online for anyone who wants to be educated on best practices and how to stay safe. There’s a test at the end of the course, which does not need to be taken, obviously, as parents could just be reading this for their own information, but could be fun if you’re very, very bored.
The average parent won’t be using scalpels or lancets, but they can learn the differences between cleaning and disinfecting surfaces, learn how professionals limit potential exposure from patients when dealing with infectious diseases, and learn strategies for how to limit the spread of pathogens in the home and use those in their own spaces.
Knowledge, at a time like this, can be empowering. It can also be scary if that knowledge is not actionable. That’s why these courses are an excellent resource. They provide parents a sense of control of a situation over which no one has control. They can help parents do all that they can to help keep their families healthy. And that is what it will take to limit the spread of this disease: serious, educated action, social distancing, and disinfecting.
A U.S. Air Force C-146A landed unannounced (and apparently uninvited) at Libya’s al-Watiyeh airbase last weekend. The numbers on the airplane that landed at the base Southwest of Tripoli match with craft assigned to the 524th Special Operations Squadron. Once on the ground, it dispatched a number of personnel, presumably American special operators.
The team of armed men wearing civilian clothes deplaned after 6am on December 14, 2015 without any cooperation from local authorities, which is why they were asked to take off. Their arrival had just enough time for the Libyan Air Force to broadcast them on social media.
The visit comes at a crucial time in Libya’s post-Qaddafi history. Factions of fractured Libya formed coalitions, militias and legislatures to claim legitimacy as the true head of government. One faction is Islamist-based and controls the traditional capital of Tripoli. The other is the democratically-elected, internationally-recognized government with the support of the Libyan Army, based in Tobruk. The two have been fighting since 2014.
The purpose of the short layover is not yet known. The plane is part of the U.S. Air Force’s fleet of unassuming special-ops planes with civilian call signs. (The Air Force has 17 of these.) According to Inquisitr, when the Libyan Air Force personnel asked the assumed special forces members why they were there, the soldiers replied that they were part of a larger operation held “in coordination with other members of the Libyan army.” The forces were turned away anyway.
Many veterans have a unique perspective on the state of the world — with continued deployment tempos to foreign countries (especially those impacted by conflict), our veterans are exposed to life outside the continental United States. They also work alongside our allies and build relationships with them.
On Veterans Day 2017, Human Rights First’s Veterans for American Ideals project is launching the #WhatIFoughtFor campaign to tell the stories of U.S. veterans with deeply personal and profound connections with refugees.
Veterans have seen firsthand the devastation of war. According to #WhatIFoughtFor, “many of them have worked in communities around the world that have suffered from violence and oppression. They have even fought alongside many of these individuals as allies during wartime. They understand why refugees flee their homes, and that refugees want the same safety and opportunity for their families that we do.”
As a result, many veterans believe that commitment extends beyond their military service. Veterans for American Ideals is one such organization, and their mission is to stand with refugees, to tell their stories, and to help the American people make educated and informed decisions about America’s relationship with refugees.
According to their website, “Veterans for American Ideals is a nonpartisan group of military veterans who share the belief that America is strongest when its policies and actions match its ideals. After taking off the uniform, we seek to continue serving our country by advocating policies that are consistent with the ideals that motivated us to serve in the first place: freedom, diversity, equality, and justice. It is those same ideals that make the United States a beacon to the world’s refugees.”
The campaign chronicles seven stories of family, friendship, brotherhood, and camaraderie between U.S. veterans and refugees. You can find more information about the Nov. 11, 2017 launch on Facebook or Twitter.
At a recent event, Russian Defense Minister Sergei Shoigu said that a division of troops would be stationed in Chukotka, Russia’s far-east region, just slightly more than 50 miles from Alaska.
“There are plans to form a coastal defense division in 2018 on the Chukotka operational direction,” said Shoigu.
He said that the deployment was “to ensure control of the closed sea zones of the Kuril Islands and the Bering Strait, cover the routes of Pacific Fleet forces’ deployment in the Far Eastern and Northern sea zones, and increase the combat viability of naval strategic nuclear forces.”
Master Sergeant Chris Lopez is a former Marine Corps drill instructor, combat vet, and father of 3. But if you think he gets in his kids’ face, Full Metal Jacket-style, every time their common sense goes AWOL, you have a major malfunction. Because, getting 90 recruits to do whatever he wants? Easy. Getting one 4-year-old to pick up his socks? Hard. You can’t treat a toddler the same way you treat a grunt because the toddler is going to beat you in a screaming match every time.
That said, Lopez has a core set of principles that are equally applicable on the parade ground as the playground. You bet your ass he has an opinion on modern day, “let them feel their feelings” philosophies on discipline — and it’s not what you think.
1. The goal is self discipline
“When we get a batch of new recruits, we don’t know what degree of structure they’ve had in their lives. We try to set a baseline. Your basic function is to bring the heat, to stress them out, and to be an enforcer,” says Lopez. Fortunately for your kid, you’re intimately familiar with exactly how much structure they’ve had in their lives, so you don’t need to bring any heat right off the bat (newborn infants are notoriously hard to train, anyway). The long-term goal, says Lopez, is to make sure that your kids are doing the right thing when there’s nobody there to supervise them — not doing the right thing just as you’re about to take away the iPad.
2. But sometimes you need “imposed discipline”
Speaking of iPads, Lopez has found the one that belongs to his son is a useful tool when he’s displaying a lack of self-discipline. He doesn’t make the kid drop and give him 20. Rather, “We do the timeout thing but it’s usually after some verbal warnings. We don’t do corporal punishment. We go with things my kids are more attached to; if he’s not listening and being polite and it gets to the point where we have to punish, he doesn’t get it back until tomorrow. That’s when it hits home. To me, it’s the same effect as when I was a child and it was like getting spanked.”
3. Where empathy meets strategy
Speaking of punishment, Lopez isn’t so hardass that he goes all R. Lee Ermey on toddlers. “All 3-year-olds want to do things that are dangerous. I try not to let it get to point where it becomes a tantrum with my son. I’ll change the channel. If I tell him to stop doing something, and he won’t do it, I’ll explain why again and I’ll divert his attention. You can punish them, but they’re not going to understand why. It’s a rough one to identify before you get unreasonably upset, So I’ll remove both of us from the situation.” Childhood Development And Empathy Queen Dr. Laura Markham would be impressed.
4. The difference between punishment and correction
Lopez isn’t trying to bounce a quarter off his kid’s Elmo sheets. “The way we do it in our household is as close to the way the Marine Corps does it,” he says, “We don’t believe in the zero defect mentality, where as soon as you make a mistake you’re punished. I’m a firm believer that there’s a difference between punishment and correction. If your child makes an honest mistake it’s not a big deal. It’s not as big a deal as they know the right answer and do something bad.”
5. Being afraid of mistakes is worse than making them
“I don’t believe in physically doing something to somebody, or making them go out and digging a fighting hole. I believe in education,” says Lopez. “Allow your children — or the guys that you’re leading — to make those mistakes. That’s where you’re going to get your best ideas. If you’re constantly critiquing [recruits] on how to do things, they’re never going to learn to solve the problems themselves.” That’s easy for him to say — he’s never seen your kid dig a fox hole.
6. “Because I said so” isn’t a reason
Kids are like soldiers, in that they only get the benefit from the how’s and why’s of rules once they can follow them. “As training progresses, the explanations start happening more,” says Lopez of his recruits. “The more you explain why you’re making them do what they’re doing, the more buy in, and the more efficient they are in doing the task. The goal is to be as patient as I can, and explain things as well as I can, without me saying ‘Because I said so.'”
7. How to go from major to dad
“Any drill instructor will tell you, it’s very intoxicating.” says Lopez. “You have 90 kids who want to be a Marine. They’re going to run over every other recruit to prove that to you. It’s very difficult to go from 90 recruits doing everything you want them to do, to home, where you have to wait a half hour for your toddler to pick up their socks and shoes.”
Some guys hit the gym, and some hit the bar, but for Lopez, he has one trick that takes him from Big Daddy on the base to Private Dad at home. “When I was an instructor, I’d use audiobooks like a reset button. It gave me something to focus on other than work, so I could go back and be the normal person I am. Being a drill instructor you’re not going to act the way at home that you do to the recruits.” What works best? James Patterson? Deepak Chopra? Being A Chill Father For Dummies? “Anything by Mark Twain. I’m actually listening to James Joyce right now. The Portrait of An Artist As A Young Man.” Pvt. Daedelus, reporting for duty.
In 2018, the Pentagon underwent its first audit in the history of the institution – and failed miserably. It will probably surprise no one that the organization which pays hundreds of dollars for coffee cups and thousands for a toilet seat has trouble tracking its spending. But the issues are much deeper than that. The Pentagon’s accounting issues could take years to fix, according to then-Deputy Secretary of Defense Patrick Shanahan.
“We failed the audit, but we never expected to pass it,” Shanahan told reporters at a briefing. “We never thought we were going to pass an audit, everyone was betting against us that we wouldn’t even do the audit.”
The Pentagon famously did the audit with the non-partisan, nonprofit think tank Truth In Accounting. In July 2019, Truth in Accounting released its report card for the branches of service and their reporting agencies.
Anyone who interacts with a military finance office already has feelings about this right now.
Before ranking the branches, military members should know that the best performers in the audit were the Military Retirement Fund, the Defense Finance and Accounting Service, the Defense Contract Audit Agency, and the U.S. Army Corps of Engineers. So we at least know your retirement accounts are exactly what they tell you they are.
Unfortunately, the four of the five lowest-scoring entities were the four major military branches.
U.S. Marine Corps
The Marines topped the list as least worst among the branches, probably because they need to scrape together anything they can to train and fight while keeping their equipment in working order. Since the Corps also has the smallest budget, there’s like less room for error but remember: it’s still the top of the bottom of the list.
U.S. Army and U.S. Navy
Tied for second in terrible accounting practices is the Army and Navy, which kind of makes sense – they have a lot of men, vehicles, purchases, organizations, and more to account for. But if we have to put them at numbers two and three, it would be more accurate to rank the Army higher – its budget is usually twice that of the Navy.
U.S. Air Force
It’s not really a surprise that the Air Force has the worst accounting practices of all the branches of the military. This is the branch that uses high-tech, expensive equipment, one-time use bombs, and all the fuel it can handle while still giving airmen a quality of life that seems unbelievable to the other branches. If ever you could accuse an organization of voodoo economics, the smart money is on the Air Force – who would probably lose it immediately.
Jariko Denman loved two things as a kid: the military and movies.
Every day after school, he’d watch films like Platoon, Full Metal Jacket, or Uncommon Valor.
“I wanted to be in the military, and I was fascinated by war, and that was really the only way I could kind of get a glimpse at it was through movies,” Denman said.
Even then, he could tell when certain things were fake, or not as they would’ve happened in real life.
Photo courtesy of Jariko Denman.
“It’s always something that I’ve really kind of been drawn to is making those things better.”
Now, he gets to do it for a living as a tech advisor in Los Angeles, consulting for military films on everything from the screenplay to costumes and props.
“Anytime there’s a firefight or any big gun scenes, I’m working with the stunt department to choreograph those fight scenes to not only get a great shot that’s entertaining and looks good but also authentic — that guys are doing things they’d normally be doing and making it as authentic as possible,” he said.
Denman’s passion stems from a family history of military service; both of his grandfathers served in the Navy during World War II and his father and brother retired from the Army. He joined the Army straight out of high school and spent 20 years in the service, including a dozen or so in the 2nd Ranger Battalion at Fort Lewis, where he deployed 15 times (and met Black Rifle Coffee Company co-founder Mat Best).
Photo courtesy of Jariko Denman.
He ended his career in 2017 as an ROTC instructor at St. John’s University in Queens, New York City, and was thinking about traveling or going to school after retirement. That’s when a friend who knew someone in the film industry asked Denman if he’d be interested in advising on a National Geographic miniseries, The Long Road Home.
“It was something that I thought would just be a cool experience less than would be an opportunity for a future career,” Denman said. But a few months later, he got his second gig. Then another.
So far, he’s worked on a TV series, five recruiting commercials for the Army, and four movies, including The Outpost, which came out earlier this year and is based on the true story of the 2009 Battle of Kamdesh in Afghanistan.
Photo courtesy of Jariko Denman.
Denman said he’s usually hired during a movie’s preproduction stage to help department heads know the type of uniforms and guns that would have been used at the time a movie is set.
The Outpost producer Paul Merryman said Denman gave him a full education on plate carriers and the type of equipment each soldier would have carried at the time that distinguished him from another.
“It was much more complex than any one of us thought,” Merryman said. “He was crucial because if something was wrong, we were going to get called out for it. Our director knew that early on. Jariko was always like, ‘They’re going to call bullshit on that. This is inaccurate. If you do it this way, you’re going to get laughed at.'”
“Jariko is very unfiltered in the best of ways,” he continued. “That made the collaboration work that much better because we can get straight down to it: What’s wrong? How do we fix it? How do we do this right?”
He said he once saw Denman yell at the director when one of the actors improvised a line and referred to someone as “Sarge.”
“He cares about how his brothers are portrayed, and he will fight tooth and nail to do something properly and make something look good to prevent someone or a group of someones from being embarrassed because he cares about reputation and integrity, and he cares about the craft,” Merryman said.
Denman sees it as a personal responsibility — not just a professional one.
Photo courtesy of Jariko Denman.
“Your average civilian doesn’t know any military members or veterans. They’re gleaning all their opinions about who a veteran or who a soldier or a Marine is through pop culture, and that’s through movies and TV now. So, it’s up to us as veterans in this industry to really try to make all these things as […] authentic as possible,” he said.
Denman’s dream is to produce and direct military movies himself, and he’s been using the slower pace of the last few months to work on a few projects.
He’s also currently working on a movie with a famous actor, whose name he can’t reveal just yet. And some days, he still has to pinch himself.
“I was like, Holy shit, I never thought I would be doing this — waking up to go and hang out with this dude all day every day and tell him war stories and wrestle and go shooting, you know,” he said.
“I do enjoy telling people what I do. It’s a cool fucking job. I’m very, very blessed to have it.”
The F-14A Tomcat was a hard airplane to land aboard an aircraft carrier. Engine response was slow. A wingtip-to-wingtip distance of nearly 70 feet meant there wasn’t much room to deviate away from the centerline of the landing area on the flight deck. Any lateral stick input caused the airplane to yaw in the opposite direction, which forced the pilot to simultaneously feed in rudder to counter. The velocity vector on the heads-up display wasn’t accurate enough to be used as a flight path marker. The tail hook-to-eye distance was more than any other airplane in the wing, which made any vertical corrections very precarious in the endgame.
And for her crime of doing well in flight school, then-Ensign Carey Lohrenz was selected to fly Tomcats, the first female naval aviator to get orders to that community. And by accepting those orders, Lohrenz embarked on a pioneer’s journey, one that had more ups and downs than anyone could have predicted, and one that would have crushed the spirit of the average American woman.
But Carey Lohrenz isn’t an average American woman.
Lohrenz developed a love of sports while growing up in Green Bay, Wisconsin. While she claims she wasn’t a tomboy, she played little league hockey on boy’s teams until high school. (“I quit when they started taking a little too long to get off of me after a check,” she jokes.) After that she took advantage of her six-foot-tall stature and joined the volleyball and basketball teams.
At the same time another love was growing inside of her: aviation. Her father was an airline pilot who’d flown C-130s in the Marine Corps, and her mother was a flight attendant. Both she and her older brother were determined to fly, and they often discussed the best routes to make a career out of flying.
But Lohrenz didn’t discuss her dream with anyone else. “I didn’t want their doubts about what females could do at that time to taint my dream,” she said.
So as soon as she had her Psychology degree from the University of Wisconsin in hand, she followed her brother’s lead and applied for the Navy’s Aviation Officer Candidate School. Months later she reported to Pensacola, Florida for flight training.
Her brother was just over a year ahead of her in the training pipeline, and in spite of the fact he selected the transport community (and ultimately wound up flying E-6s) she wanted to fly tactical jets. And because her performance was at the top of her class, she got what she wanted.
But her selection for jet training came with some inherent tension. The combat exclusion law that prevented females from being assigned to carrier-based squadrons was still very much in place in the early 1990s. The only jets that females were piloting were shore-based EA-6s that flew missile profiles against surface ships for training.
“I got a lot of ‘why are you here?’ questions from instructors and fellow flight students,” Lohrenz said.
But she was undeterred and pressed on with an eye on what she hoped might happen. “If combat billets opened up I wanted to be in a position so that nobody could say I got a slot simply because I was a girl but because I was qualified,” she said.
But in spite of her hope and planning, it wasn’t looking good as she neared the end of her flight training.
“I got a call six weeks before I was supposed to get my wings that the combat exclusion clause hadn’t been lifted and there was no place for me to go,” Lohrenz said. “I could get out of the Navy or go to a non-flying job.”
She hung up the phone and went back to her scheduled flight brief and fought the instinct to cry.
The next day she went to her commanding officer and asked him to find “a third way.”
“I wasn’t taking no for an answer,” she said. And because she’d done well her CO went to bat for her.
But he didn’t have to try too hard because about that same time the combat exclusion law went away. Lohrenz pinned on her Naval Aviator’s Wings of Gold and got orders to VF-124, the F-14 training squadron at NAS (now MCAS) Miramar in southern California, the first female to go right from winging to Tomcats. (The other females were transferred from the EA-6 community.)
But the challenges for Lohrenz didn’t end there.
“I got to Miramar as the trifecta of bad things were happening,” she said.
There was the fallout from the Tailhook scandal that resulted in careers ending for several high-ranking and popular fighter crews. There was a Navy-wide reduction in force happening that was forcing people out of the service against their will. And there was disappointment in the Tomcat community about the fact that the F-14 wasn’t getting upgraded.
One of the instructors posted two articles on the main bulletin board in the ready room: One about how the upgraded F-14 was being cancelled, and one that highlighted that the cost to retrograde ships for females was $200 million.
“There was a lot of animosity that had nothing to do with me but merely my presence,” Lohrenz said. “It wasn’t an easy environment. It took an unwavering belief that I had the ability to do the job.”
She had the first hiccup in her flight training toward the end of the VF-124 syllabus, failing to qualify the first time she tried landing the Tomcat on the carrier. But she wasn’t alone. About 75 percent of her class failed the first time, primarily due to the weather conditions that resulted in rough seas that made an already difficult task of landing a beast of an airplane on the ship for the first time even harder.
Lohrenz focused on her additional training and qualified without any issues the second time through.
She joined her first fleet squadron – VF-213 “Blacklions” – at the most rigorous phase of pre-deployment training, one of two female pilots in the squadron.
The other female pilot was Lt. Kara Hultgreen. Hultgreen was senior to Lohrenz and had come to the Blacklions by way of the EA-6 community.
“Because she had a lot of flight hours people assumed she was experienced,” Lohrenz said.
Two months into Lohrenz’ tour tragedy struck. Hultgreen’s Tomcat had an engine stall in the landing pattern behind the carrier, and she lost control and crashed. While the backseater managed to initiate ejection in time to save his own life, Hultgreen was killed.
The mishap became a lightning rod of emotions and political agendas. Experienced pilots believed Hultgreen had mishandled a basic inflight emergency and that her death was her own fault. Others resented the level of effort that was put into recovering the Tomcat from the bottom of the ocean.
“Nobody addressed the details of the situation and it caused a lot of people to feel less valuable and hurt morale,” Lohrenz said. “And there was a bit of a leadership vacuum that could have nipped the whole thing in the bud.”
Lohrenz was now the sole female carrier-based fighter pilot.
“If I thought the spotlight was bad before it was now nuclear fusion level,” she said.
She was caught in a lose-lose matrix of sorts. “If I was stoic people thought I didn’t care,” she explained. “And if I showed emotion people thought I was a bitch.”
The atmosphere on the carrier was increasingly uncomfortable, even insulting, as the deployment wore on. Female crew were made to take pregnancy tests after every in-port period. The admiral in charge stated in a very public forum that the reason he supported women aboard ships was “because they made the carrier smell better.”
She tried to simply do her job, to fly the airplane and perform as a normal first-tour junior officer should, but that ultimately wasn’t enough to overcome the forces around her.
“To be cryptic about it, the rug was yanked out from under me by a cadre of people who didn’t want women in the military . . . period,” Lohrenz said.
She saw a shift in her commanding officer’s attitude. Her previous landing grade performance that had characterized her as a normal first tour pilot dealing with an airplane that was just plain hard to control now had her listed as “unsafe and unpredictable.”
“I was set up,” she said.
Lohrenz was given an evaluation board that pulled her out of the Tomcat community and assigned her to fly small propeller-driven transports from a shore base. She left the Navy shortly after that.
But in spite of the challenges and the emotional turmoil, Lohrenz has used the experience as a pivot point. “I went from Mach 2 to mom to entrepreneur,” she said.
During the course of being a homemaker, which included being a wife to a FEDEX pilot and raising four kids, she found herself increasingly being sought after for business advice, especially that pertaining to organizational change.
Lohrenz connected the dots and – after a short and semi-chaotic stint with a consulting firm run by military aviation alums – she launched Carey Lohrenz Enterprises. She is now in high demand as a consultant and keynote speaker.
Her efforts are anchored by her book Fearless Leadership that outlines her approaches to both business and life. The book is organized around the three fundamentals of “real fearlessness” — courage, tenacity, and integrity — and offers Lohrenz’ take on how to stay resilient through hard times.
And Lohrenz’ life would suggest that staying resilient is something about which she knows a thing or two.
There was a time when cars (and many other things) were built to last as long as you maintained them. Unfortunately it seems as if planned obsolescence has become the manufacturing industry’s purview and buyers are brainwashed into believing that “new” is synonymous with “better.” Things are pretty disposable now. The general paradigm has gone from repair to replacement, depriving people of any willingness to fix what’s broken or modify an aging piece of equipment.
So what does this outta sight/outta mind mentality say about people who never learned how to repair anything? Their lack of resourcefulness, coping skills, and self-reliance is as obvious as Quentin Tarantino’s foot fetish. Think about how they’ll react if things break down on a Great Depression-type scale once again. I’m talking all-out chaos with no power, no food, and no cell phones to post selfies every 10 minutes. Those same people will get desperate and look to strip the well prepared of everything they have. Time to start planning contingencies.
While many might think this 1994 Land Cruiser has passed its vehicular shelf life, owner Joe Galt is a dedicated prepper who doesn’t subscribe to the instant gratification mindset. This passionate family man stays up to snuff on the latest survival trends, studies the works of James Wesley Rawles, and wanted to turn his aging family SUV into a viable bug-out rig. Whether it’s bad weather, war, EMPs, or if the latest crop of Evergreen State College students ever get anywhere near a job on Capitol Hill, Joe has already planned his disaster response accordingly.
There are several reasons Galt felt a Land Cruiser of this ilk made for the perfect SHTF vehicle. It’s vintage, yes, but as previously stated, sometimes you’re better off that way. “The 1994 is a specific year I was looking for. I wanted the least amount of electronics possible,” he says. “I also wanted it because it had front and rear floating axles, front and rear coil spring suspension, front and rear disc brakes, ABS, and factory electronic lockers, which is a combination of components that, to this day, I think there’s very few produced today that have every one of those elements on it.”
Galt has actually owned several Land Cruisers over the years. This FJ80 version was picked up at a used car lot in remarkably good shape, and became the family SUV for many years. After clocking a total of about 250,000 miles and becoming increasingly concerned about disaster events, Joe reached the point where he decided to breathe some new life into a platform that already had a lot going for it. He wanted something nimble, easy to work on, reliable, and the right size to carry both family and gear safely out of his hometown of Denver if something went awry.
“Whether it’s winter storms, a volcanic ash event that could come from Yellowstone, or an EMP, I wanted to be prepared for anything that might make driving hard,” Galt says. “The Land Cruiser fit that bill so well that, even in today’s market, trying to find another vehicle like it is almost impossible. If I bought a new one, I could end up spending a hundred grand. As a kid I lived through the Mount St. Helens explosion and seeing what that did to people and communities was kind of devastating. It’s an unlikely event, but it’s an event that eventually will occur again.”
The stock inline-six is a notoriously sluggish (and thirsty) powerplant. Switching to a Euro or Japanese diesel wasn’t practical when it came to maintenance and parts accessibility. Joe went with the venerable Cummins in the form of a ’93 5.9L 6BT from Reviva in Minneapolis. The motor was brand new with zero miles, completely remanufactured, and dimensionally similar to the original 4.5L 1FZE. It was adapted to the vehicle courtesy of Diesel Conversion Specialists in Montana. Bringing the specs to roughly 240 hp and 420 lb-ft of torque was a huge improvement. It all breathes through a Safari snorkel.
Next was pairing it with to the transmission. Here’s where things get interesting. “In the ’93 and ’94 FZ platform, Toyota used the Aisin A442F transmission, which was designed for commercial use, and adapted to the Land Cruiser. Cummins has now adopted Aisin as its transmission producer, so there’s a natural bearing between engine and trans, but using a conversion kit mates it very nicely to the stock transmission, transfer case, and entire driveline.” The torque converter was rebuilt and provides flawless power and integration.
Suspension work was next on the list. Slee Off-Road, who specializes in aftermarket Toyota components, provided a 6-inch lift kit, rear springs, and a number of other suspension upgrades. Old Man Emu front heavy-duty coil springs and shocks were added to compensate for the increased weight of the Cummins. Tom Wood’s double cardan driveshafts round out the underpinnings to account for the lift. ARB slotted brakes were added to improve the existing system.
A Uniden CB radio and portable Baofeng HAM radio keep communications in order, and much of the electronic work can be credited to 3D-Offroad. An Outback drawer system keeps extra supplies organized and locked up. Slee Off-Road skid plates and rock sliders help traverse rocky terrain without getting banged up. “I never go anywhere without my poncho, my Cabela’s sleeping bag, and my Kelly Kettle,” Galt says. “I also carry first aid, firearms, extra ammo, tow straps, tools, lubricants, spare parts, and a full complement of Western U.S. maps.”
An auxiliary battery system stays disconnected and can be used in the event of an EMP. Part of the beauty of a vehicle of this age is that no electronics are needed (except the starter) to run the motor or transmission. It can all be run mechanically, which may be outdated, but is a superior design to modern systems if you’re in a dire situation and need to make repairs in the field.
Overall, there’s probably another $55,000 sunk into the vehicle, but that’s still cheaper than a new Land Cruiser, and more practical. “You can go down the road at 90 mph with the 4.10 gears I have and it rides as nice as my ¾-ton Dodge Ram,” Galt says. Although it weighs roughly 7,000 pounds (over a ton more than stock), the diesel manages about 15 to 19 mph versus the original 8 to 9 mph. It’s already been on a 1,200-mile trip after its completion and gets a 400-mile workout on an average weekend. Just goes to show you that old doesn’t mean obsolete.
The John Q. Public blog, run by retired Air Force officer Tony Carr, came across a video he suspects was produced by the Air Force’s Combat Camera units, lauding the A-10, its crews, its pilots, and the capabilities of its support for ground troops.
“ComCam is perhaps alone in its possession of the unique combination of access and capability to create something this close to the mission with such superior production values,” Carr writes. “A ComCam airman risked mortal danger to make this film and tell this story, getting immersed in a firefight along the way (you’ll see him drop his camera and hear him discharge his weapon in the video).”
Carr published the video, called Hawg (above), on his blog’s YouTube page and hit more than 935,000 views since it went live on September 4. Its popularity is related to how much the A-10 is beloved by airmen who work and fly the airframe, as well as troops on the ground who need it for close air support. It’s also a really good documentary about the A-10’s combat role. So why would the Air Force not release it?
He suspected the USAF tried to suppress the documentary for political reasons, chiefly the effort by the Air Force to mothball the A-10 in favor of developing the F-35 Joint Strike Fighter. He tried to get a statement from the Air Force before releasing it, but received none. After its release, he received a statement from a USAF spokesman explaining the role of Combat Camera and uses of its imagery:
“The documentation was captured by Combat Camera. The primary intent of Combat Camera missions [is] to ensure documentation of military activities during wartime operations, worldwide crises, and contingencies. The foundational mission of Combat Camera was achieved. The documentation aided mission assessment. However, the video in your possession never entered the security and policy review process because it was not finalized for any other purpose.”
Carr found another video, a more polished version of Hawg, called Grunts in the Sky,which contained graphics, music, and credits, which Carr believes is evidence of editorial discretion to get the video through an approval process. That the Hawg video includes unblurred faces of USAF JTAC operators and doesn’t have name titles of the A-10 pilots interviewed there might be some truth to the official statement, as far as COMCAM is concerned. Carr recently learned from sources inside the Air Force the video was approved through its normal process but once it hit a certain staff level, was shot down.
Officers close to the situation said that the wing commander at Bagram threatened UCMJ action against anyone who leaked the video, going so far as invoking the word “mutiny” in his warning.
The Air Force Public Affairs website describes Combat Camera’s mission: “COMCAM imagery serves a visual record of an operation and is of immeasurable value to decision makers in the OSD, Joint Staff, and combatant commands. COMCAM imagery is also significant for public affairs, public diplomacy and psychological operations.“
Combat Camera imagery is painstakingly reviewed and released (or not) by Public Affairs Officers while in the field and then back at their home units when other products are created from existing imagery. The Hawg video would have to have been reviewed before its release, including each clip used in its final form.
R. Lee Ermey is perhaps the most iconic Marine turned actor, notably for his vile-mouthed, brutal-yet-realistic portrayal of Gunnery Sgt. Hartman in Stanley Kubrick’s “Full Metal Jacket.”
If his Drill Instructor stare doesn’t whip you into a hardened killing machine in his live action roles, his voice alone will make you unf-ck yourself and stand at the “Gaht-Dayum” position of attention.
His voice acting would elevate your gaming experience and make playing them so much better. Here is why.
1. You will get things done
There’s hardly any video game character more annoying than Legend of Zelda’s Navi.
The Great Deku Tree senses evil approaching Hyrule. Instead of waking up to the annoying sound of: “The Great Deku Tree asked me to be your partner from now on. Nice to meet you,” imagine if you heard banging on a trash can and The Gunny shouting “On your feet, maggot! Reveille!”
Hyrule would be saved faster than you can say “Ooorah.”
2. You will try much harder
One of the most critically acclaimed video games of recent history is Dark Souls III; and it’s praised for intense level of difficulty.
You rest beside the bonfire before making your way back to fight the Lords of Cinder. You think you’ve finally gotten good enough to make it to the next bonfire. But then you stupidly roll off the cliff.
The sting of hearing “Any f-cking time, sweetheart” would hurt far more than reading “You Died.”
His ultimate ability would have to be his knife-hands.
4. You will be far more terrified
What’s more terrifying than realizing that no amount of bullets will work on Resident Evil 7‘s Jack when you fight in the garage? That moment you realize that the Drill Instructor is in your face for something, you know you did wrong.
May God have mercy on your soul, for he will not.
5. You will not make the same mistake twice
His voice would have worked in classic gaming with Super Mario Bros. as well. You fight your way through until you reach World 1-4. You think you’ve got this. You’ve beaten Goombas, Koopas, and even stopped Bowser.
Guess what? you just wasted everyone’s time by going to the wrong castle! Now get out there and get the right d-mn one!
6. You will learn every aspect of the game
If you expect to play online, it isn’t your weapon but a hard heart and your skill that kills. If your killer instinct is not clean and strong, you will lag at the moment of truth. You will learn from Gunny. Gunny will teach you to hone your skills and be a true killing machine.
7. Best of all, it will be authentic.
In all seriousness though, the level of authenticity would rise with the inclusion of R. Lee Ermey into any game that has anything to do with war. Think of how real “Full Metal Jacket“ was because he took over the role of Gunnery Sgt. Hartman. This will happen to any game he’s included in.