Britain’s Special Air Service is full of elite special operators who know how to get the job done. In World War II, one of their tasks was breaking the back of the Luftwaffe in North Africa, and they did so in spectacular fashion.
The top-tier warriors of the SAS bolted a bunch of weapons, sometimes as many as 10 Vickers machine guns with a .50-cal. kicker, to Willy Jeeps and then conducted lightning raids through German airfields, hitting grounded planes with incendiary rounds.
As tensions mount in the troubled waters of the South China Sea, US might is considered crucial, and a weapon considered well suited for the region is almost ready for deployment: the F-35 Lightning II.
“It will absolutely thrive in that environment,” retired Air Force Col. John “JV” Venable told Business Insider.
At a cool $100 million per jet, Lockheed Martin’s “jack-of-all-trades” aircraft is America’s priciest weapons system, and its development has become one of the most challenged programs in the history of the Department of Defense.
In July 2015, after cost overruns, design modifications, and serious testing, the Marine Corps became the first of the sister-service branches to declare the tri-service fighter ready for war.
A year and change later, the Air Force also declared their version of the fifth generation jet initial operational capability (IOC). Currently the US Navy variant, the F-35C, is slated to reach IOC by February 2019.
“Having three different types of fighters working for you in that environment [South China Sea] is also an extraordinary advantage,” Venable, a fighter pilot and former commander of the celebrated Air Force Thunderbirds, told Business Insider.
With rival territorial claims by Vietnam, Malaysia, Indonesia, Brunei, the Philippines, Taiwan, and China, the South China Sea — rich in natural resources and crisscrossed by shipping routes — is one of the most militarized areas on the planet.
Currently the US, with the world’s largest navy, dominates the region; however, that is poised to change as Beijing dramatically expands its naval capabilities.
“At some point, China is likely to, in effect, be able to deny the US Navy unimpeded access to parts of the South China Sea,” Robert Kaplan, senior fellow at the Center for a New American Security and author of “Asia’s Cauldron,” wrote.
“The withdrawal of even one US aircraft carrier strike group from the Western Pacific is a game changer.”
According to Venable, the F-35, designed to marry stealth and avionics, would thrive in the armed camp that has become the South China Sea.
“The Chinese would be right to fear the United States Air Force, United States Navy, and the United States Marine Corps armed with those jets.”
Weapons expert Vasiliy Sichev told Slon that it’s extremely likely that this is the secret submarine. He told the site:
“It’s impossible to unequivocally say that the picture was really the AC-12, of course, because the project is classified and how the ‘Losharik’ looks is technically unknown. However, photos which were allegedly of ‘Losharik’ surfaced in 2007, 2010, and 2011, and they had a lot of similarities with the one in Top Gear.”
Russia is in the midst of a serious military buildup. Among other things, the Russian military is upgrading its navy and by 2020 is hoping to add at least 16 new nuclear submarines to its Northern and Pacific fleets.
During the Cold War, the American nuclear deterrent strategy required coming up with ways to guarantee the survival of nuclear weapons if the Soviets managed a surprise first strike. The surviving devices would then be used to destroy Soviet civilization.
Keeping U.S. nukes out of Soviet crosshairs required a lot of imagination. The Americans had to keep the nukes deeply buried or constantly on the move. Then they had to make sure the surviving devices could be used effectively.
One such scheme was outfitting a full-size Minuteman III Inter-continental Ballistic Missile to fit in the back of a U.S. Air Force C-5 Galaxy aircraft, dumping the nuke out the back and triggering the ICBM’s full ignition sequence.
Minuteman III ICBMs carry multiple warheads bound for separate targets. This makes the Minuteman III the ideal missile for the mobile nuclear weapon strategy. At 60 feet long and 78,000 pounds, the missile is easily carried by the gargantuan aircraft.
The C-5 Galaxy’s maximum payload is an amazing 285,000 pounds and the aircraft itself is just under 248 feet long. With an operational range of 5,250 nautical miles, the C-5 can fly from Dover Air Force Base to the Middle East without having to refuel.
Launching a fully functional ICBM out the back of an aircraft inflight might sound crazy, but the Air Force first tested this concept successfully in 1974.
It all started with what seemed like a routine mission. His squad loaded onto the vehicle, but when it was his turn to join them, he was asked to go on the next ride. The last thing he said to them was, “catch you guys on the flipside.”
While in route, he heard a loud explosion, which turned out to be the vehicle his squad was on. The vehicle was ripped in half, and there were no survivors.
Watch the cartoon narrated with Travis’ story and learn how he honors his friends.
The Army is preparing for the first official flights of two high-tech, next-generation aircraft now being designed with a wide range of abilities to include flying faster, flying farther without needing to refuel, operating in high-hot conditions and having an ability to both reach high speeds and hover like a helicopter.
The new aircraft are part of an Army-led effort, called Joint Multi-Role Technology Demonstrator, aimed at paving the way toward ultimately engineering a new fleet of aircraft for all the services to take flight by 2030.
Construction of two different high-tech, future-oriented demonstrator helicopters is already underway in anticipation of ground testing later this year and initial flight testing next year, Dan Bailey, JMR TD program director, told Scout Warrior in an interview several months ago.
“Things are moving along very well. We are on schedule with exactly what our industry partners have planned,” he said.
While some of the eventual requirements for the new aircraft have yet to be defined, there are some notional characteristics currently being sought after by the program. They include an ability to travel at airplane-like speeds greater than 230 knots, achieve a combat radius of 434 kilometers, use a stronger engine and operate in what’s called “high-hot” conditions of 6,000-feet and 95-degrees Fahrenheit.
“We had set 230 as the speed requirement because we wanted to push the technology. We wanted people to bring new ideas and new configurations to the table,” Bailey said in an interview with Scout Warrior several months ago.
A faster, more manueverable helicopter that can fly farther on one tank of fuel would enable forces in combat to more effectively engage in longer combat operations such as destroying enemy targets or transporting small groups of mobile, lethal ground fighters. The new helicopter will also be designed to use next-generation sensors to find enemies on the move and employ next-generation weapons to attack them, Army officials describe.
The JMR TD technology effort will inform a planned program of record called Future Vertical Lift, or FVL, which will design, build and test a series of next-generation aircraft for the Army, Navy, Air Force and Marine Corps.
“FVL is a high priority. We have identified capability gaps. We need technologies and designs that are different than what the current fleet has. It will carry more equipment, perform in high-hot conditions, be more maneuverable within the area of operations and execute missions at longer ranges,” Rich Kretzschmar, project manager for the FVL effort, told Scout Warrior in an interview several months ago.
.The first flights of the demonstrator aircraft, slated for 2017, will include developmental helicopter/aircraft from two industry teams – Bell Helicopter and a Sikorsky-Boeing team.
TWO HELICOPTER DESIGNS
The Bell offering, called the V-280 Valor, seeks to advance tilt-rotor technology, wherein a winged-aircraft with two rotor blades over each wing seeks to achieve airplane speeds and retain an ability to hover and maneuver like a helicopter.
Bell’s V-280 has finished what’s called a system-level design review where Army and Bell developers refine and prepare the design of the air vehicle.
“They have an air vehicle concept demonstrator that they call the third-generation tilt-rotor. Their fuselage was completed and it is being delivered to Bell for the build-up of the aircraft,” Bailey said.
Along with Boeing, Bell makes the V-22 Osprey tilt-rotor aircraft which is currently praised by military members for its excellent operational performance in recent years. The Osprey has two rotating rotor blades which align vertically when the aircraft is in helicopter mode and then move to a horizontal position when the aircraft enters airplane mode and reaches speeds greater than 280 knots.
The V-280 Valor also has two propellers which rotate from horizontal airplane mode to a vertical position, which allows for helicopter mode. Bell officials have said their new aircraft will be able to reach speeds of 280 knots. Bell and Army officials explain that their V-280 Valor substantially advances tilt-rotor technology.
“What Bell has done is taking its historical V-22 aircraft, and all the demonstrators before that, and applies them to this next-generation tilt-rotor. It is a straight wing versus a V-22 which is not straight. This reduces complexity,” Bailey explained. “They are also building additional flapping into the rotor system and individual controls that should allow for increased low-speed maneuverability.”
The Sikorsky-Boeing demonstrator, called the SB1 Defiant, uses a coaxial rotor system configuration. This is a design structure, referred to as a compound configuration, which relies upon two counter-rotating rotor blades on top of the aircraft and a thrusting mechanism in the rear.
“To make a rotorcraft go fast you have to off-load the rotor lift onto something else or else you run into problems when you try to reduce the speed of that rotor. Typically, you do that with a wing but Sikorsky-Boeing came up with a lift-offset design,” Bailey added.
The pusher-prop on the back of the aircraft is a small propeller behind the counter-rotating rotor heads. It is what can give the aircraft airplane-like speeds. It operates with what’s called positive and negative pitch, allowing the aircraft to lean up or down and move both forwards and backwards, Boeing officials have said.
The JMR TD program and the follow-on FVL effort will also integrate a wide range of next-generation sensors, weapons and avionics, Army officials explained.
Some of these technologies will include a “fly-by-wire” technology allowing for a measure of autonomy or automation so that the helicopter can fly along a particular course by itself in the event that a pilot is injured or incapacitated. This is the kind of technology which could, in the future, allow for unmanned helicopter operations.
Along these lines, the Army is looking for technical solutions or mission equipment which increases a pilot’s cognitive decision-making capability by effectively managing the flow of information from an array of sensors into the cockpit, Army program managers have explained in previous statements on the Army’s website – Army.mil
Army JMR TD development documents describe autonomous capability in terms of the need to develop a Human Machine Interface, HMI, wherein advanced cockpit software and computing technologies are able to autonomously perform a greater range of functions such as on-board navigation, sensing and threat detection, thus lessening the burden placed upon pilots and crew, Army experts have explained.
In particular, cognitive decision-aiding technologies explored for 4th-generation JMR cockpit will develop algorithms able to track, prioritize organize and deliver incoming on- and off-board sensory information by optimizing visual, 3-D audio and tactile informational cues, prior statements on Army.mil have said.
The idea is to manage the volume of information flowing into the aircraft and explore how to best deliver this information without creating sensory overload. Some of this information may be displayed in the cockpit and some of it may be built into a helmet display, Army officials said.
Manned-Unmanned teaming, also discussed by Army developers, constitutes a significant portion of this capability; the state of the art with this capability allows helicopter pilots to not only view video feeds from nearby UAS from the cockpit of the aircraft, but it also gives them an ability to control the UAS flight path and sensor payloads as well. Future iterations of this technology may seek to implement successively greater levels of autonomy, potentially involving scenarios wherein an unmanned helicopter is able to perform these functions working in tandem with nearby UAS.
Integration is key to the Army’s Mission Systems strategy, as the overall approach is aimed at fielding an integrated suite of sensors and countermeasure technologies designed to work in tandem to identify and in some cases deter a wide range of potential incoming threats, from small arms fire to RPGs, shoulder-fired missiles and other types of attacks, Army statements have said.
One such example of these technologies is called Common Infrared Countermeasure, or CIRCM, a light-weight, high-tech laser-jammer engineered to divert incoming missiles by throwing them off course. CIRCM is a lighter-weight, improved version of the Advanced Threat Infrared Countermeasures, known as ATIRCM, system currently deployed on aircraft.
CIRCM, which will be fielded by 2018, represents the state of the art in countermeasure technology, officials said. Future iterations of this kind of capability envisioned for 2030 may or may not be similar to CIRCM, Army developers have said. Future survivability solutions will be designed to push the envelope toward the next-generation of technology, servcie information explains.
The mission equipment for the new aircraft will be tailored to the new emerging designs, service developers said.
Additional countermeasure solutions proposed by industry could include various types of laser technology and Directed Energy applications as well as missile-launch and ground-fire detection systems, Army officials said.
The new helicopter program is also working with its industry partners to develop a new technology which might improve upon the state-of-the-art Modernized Target Acquisition Designation Sight/Pilot Night Vision Sensor, or MTADS, systems currently deployed on helicopters; MTADS sensing and targeting technology provide helicopters thermal imaging infrared cameras as well stabilized electro-optical sensors, laser rangefinders and laser target designators, according to Army statements.
The current, upgraded MTADS currently deployed on aircraft throughout the Army were engineered to accommodate the size, weight and power dimensions of today’s aircraft, dimensions which will likely change with the arrival of a new Air Vehicle built for the new JMR demonstrator aircraft.
JMR Weapons Systems Integration is a critical part of this effort. The JMR aircraft will be engineered to integrate weapons and sensor systems to autonomously detect, designate and track targets, perform targeting operations during high-speed maneuvers, conduct off-axis engagements, track multiple targets simultaneously and optimize fire-control performance such that ballistic weapons can accommodate environmental effects such as wind and temperature, Army documents on the aircraft have stated.
Air-to-Air “tracking” capability is another solution sought by the Army, comprised of advanced software and sensors able to inform pilots of obstacles such as a UAS or nearby aircraft; this technology will likely include Identify Friend or Foe, or IFF, transponders which cue pilots regarding nearby aircraft, Army officials have said.
Technical solutions able to provide another important obstacle avoidance “sensing” capability called Controlled Flight Into Terrain, or CFIT, are also being explored; in this instance, sensors, advanced mapping technology and digital flight controls would be engineered to protect an aircraft from nearby terrain such as trees, mountains, telephone wires and other low-visibility items by providing pilots with sufficient warning of an upcoming obstacle and, in some instances, offering them course-correcting flight options.
Using sensors and other technologies to help pilots navigate through “brown-outs” or other conditions involving what’s called a “Degraded Visual Environment” is a key area of emphasis as well, according to Army officials.
The Army is looking at a range of solutions such as radar, electro-optical equipment, lasers, sensors, software, avionics and communications equipment to see what the right architecture is and how we would integrate all these things together.
PROGRESS THUS FAR
In addition to conducting the first official Army-industry flight of the two demonstrators, the program is working on a Material Development Decision, designed to pave the way for the FVL acquisition program. This effort conducts a thorough examination of all the available technologies and their performance through what is called an “analysis of alternatives.”
A key advantage of a joint FVL program is that it will engender further inter-operability between the services and, for example, allow an Army helicopter to easily be serviced with maintenance at a Marine Corps Forward Operating Base, Bailey explained.
Bell and Sikorsky-Boeing teams are both done with their subsystem critical design review and the components are in fabrication and safety flight testing, Bailey explained.
“Bell has a completed fuselage that is undergoing the nuances of getting landing gear attached to it and holes for wiring. They are complete with their wing build and they are just starting to make it to the engine itself,” Bailey said.
Bell engineers have been mounting the wing to the fuselage.
“It really is starting to look like major components to the aircraft. By May it will likely look like a complete aircraft but it will not have all the subsystems,” he added.
The Sikorsky-Boeing – fuselage is complete as well, Bailey said.
“The transmission, main rotor and hubs have been forged and cast – they are in the process of preparing for final assembly,” he explained.
Both companies we have completed the final design and risk review, which is the government review of their process to say the Army understands the final design and the risks going forward.
“The demonstrators help to inform the feasibility both from the technical and affordability aspects of a future program of record,” Bailey said.
You’ve probably heard of the term “backpack nuke” before — perhaps in the context of a video game like Call of Duty, or an action-packed television show like “24.”
But what you may or may not have realized is that backpack nukes are the farthest thing from fiction, and from the 1950s to the fall of the Berlin Wall in the 1989, they sat ready to be deployed by America’s black-ops nuclear hit squads — dubbed “Green Light Teams” — should the unthinkable happen and the Cold War turn hot.
Only members of the US military’s elite were selected to join GLTs, where they would be stationed near Soviet-controlled Eastern Europe, inside South Korea, and even near Iran in the late 1970s.
Navy SEALs, Force Reconnaissance Marines, Army Special Forces and more were all among the top recruits for the GLT program. If a candidate’s application to the GLT program was successful, they were sworn to secrecy, unable to tell even their own spouses of their mission. Had the Soviet Union heard of the existence of these teams, it would have likely created a similar program of its own as a counter, removing all value of possessing GLTs.
These operatives were trained in local languages and dialects, and told to dress like ordinary citizens, allowing them to blend in without anybody the wiser. The vast majority of their training, however, came in the form of instruction on how to use backpack nukes at the Atomic Demolitions Munitions School at Ft. Belvoir, Virginia.
There, GLT selectees were taught how to detonate nuclear weapons, and how to bury them or disguise them so that these weapons wouldn’t be discovered and defused before they could do their job.
The weapon of choice for each GLT was the B-54 Special Atomic Demolition Munition. The warhead used in each SADM was taken from a US Army program dubbed the “Davy Crockett Weapon System.” The Crockett was actually a recoilless rifle-fired projectile tipped with a W54 nuclear warhead with a yield of 10-20 tons of TNT.
The W54 was modified to detonate with a yield of anywhere between 10 tons of TNT to 1 kiloton, though in testing, it was proven to be able to achieve over 6 kilotons. Weighing just 51 pounds when nestled inside the SADM, it could be hefted onto an operative’s back and carried for long distances almost inconspicuously.
Should the combat environment or the mission change, GLTs could also parachute or swim their SADMs into enemy territory without fears of the backpack nuke prematurely blowing up. And when the nukes were in their detonation zones, they could be disguised as anything.
Citizens of Eastern Europe or North Korea could potentially walk by beer kegs, trash cans, or even mailboxes without being any the wiser that a primed SADM sat in side, ready to unleash unholy hell upon them. Operatives were also trained to bury their backpack nukes as deep as 9 ft underground to make them undiscoverable.
SADMs could be placed near lakes or rivers to create artificial dams as obstacles for advancing Soviet forces, or in cities,
Though the SADM came with a timing mechanism to allow for a delayed detonation sequence so operatives could escape the region, GLT operatives knew that should they be called into action, they were essentially running a suicide mission. They would still have to protect the device from being detected by enemy forces, and that would necessarily involve the GLT staying nearby, armed with submachine guns, grenades and pistols.
The US military was able to keep the existence of its GLTs a closely-guarded secret until near the end of the Cold War, when their mission was somewhat accidentally disclosed to the public. Upon finding out that a number of GLTs were positioned in West Germany, local officials immediately asked the US government to remove all SADMs from German sovereign territory.
By 1989, the SADMs were retired altogether and permanently deactivated, never having been used in combat. All active GLT operatives were brought in from the cold and returned to the US, and just a few short years later, the fall of the Soviet Union signaled the end of the Cold War – thankfully, with nary a nuke being detonated in anger by either side.
As a US-led coalition hammers ISIS’s oil infrastructure and other financial institutions in the Middle East, the terrorist group has cut salaries and infighting has broken out within the rank and file and senior leadership.
Reports of infighting within ISIS — aka the Islamic State, ISIL, or Daesh — aren’t new, but increased financial and territorial losses might be worsening the stress fractures that are splintering the group.
The Washington Post reported on Monday that ISIS is now facing an “unprecedented cash crunch” as the coalition ramps up strikes on its sources of wealth. Strikes have been hitting oil refineries and tankers as well as banks and buildings that hold hard cash.
ISIS salaries are taking a hit as a result of the financial losses. Some units reportedly aren’t being paid at all, and some fighters’ salaries have been cut in half, according to The Post.
The salary cuts specifically appear “to have significantly hit the organization’s morale,” according to Charles Lister, a resident fellow at the Middle East Institute.
“There are more and more frequent reports … of infighting, armed clashes breaking out in the middle of the night in places like Raqqa between rival factions,” Lister said on Friday during a panel discussion in Washington, DC, referring to ISIS’s de-facto capital in Syria.
“These are all indications of a significant drop in morale and a decrease in internal cohesion. And the cohesion argument was always something that analysts like myself always said was one of ISIS’ strongest strengths,” he said.
Part of what has made ISIS’s message so potent is the money that has come along with it — which is said to be a major factor in ISIS’s recruiting success. For locals in war-torn Syria especially, ISIS has been able to offer more money than people could hope to make elsewhere.
But the salary cuts have strained the loyalties of fighters to the group.
Abu Sara, a 33-year-old engineer from Iraq, told The Post that ISIS members are becoming disillusioned.
“Their members are getting quite angry. Either they are not getting salaries or getting much less than they used to earn,” Sara said. “All of the people I am in contact with want to escape, but they don’t know how.”
Some fighters “throw down their weapons and mingle with the civilians” in battle, according to Sara.
ISIS’s financial problems are compounded by the group’s territorial losses. Syrian forces recently retook the ancient city of Palmyra, while Iraqi forces are starting to move in toward Mosul, ISIS’s stronghold in Iraq.
Territorial losses could hurt ISIS’s recruiting efforts because they run counter to the group’s central message of “remaining and expanding.”
The losses also hit at ISIS’s coffers because taxation and extortion make up a large share of ISIS’s revenues. Unlike other terrorist groups that rely on outside donations from wealthy individuals, ISIS squeezes money from the local populations it controls.
But ISIS isn’t likely to disappear anytime soon.
Hisham al-Hashimi, an Iraqi military strategist, told The Post that ISIS still controls significant oil resources across the territory it holds in Iraq and Syria.
“They’re not going through a financial crisis that will lead to their collapse,” Hashimi told the newspaper. “They still have 60 percent of Syrian oil wells and 5 percent of Iraq’s.”
The one thing that binds generations of Coast Guardsmen together is the boot camp experience at Cape May, New Jersey (and for a time, Alameda, California). Eight long weeks of physical, mental, and emotional training concludes with a pass and review – and finally – the graduation ceremony that turns recruits into seaman apprentices, fireman apprentices, seamen, and firemen.
The first promotion a recruit receives is on graduation day, making for an emotional and exhausting day. These are just a few of the thoughts I (and many other) Coasties have on their last day at Cape May.
1. “This is it. I’m a big Coastie now. I’m joining the fleet. I’m doing it.”
(As I was getting my uniform on in the morning.)
2. “This is never going to end. This is the longest hour of my life. I’m never gonna make it outside. I’m gonna die here.”
(As I was getting my uniform inspected.)
3. “I wonder if they packed the clothes I asked. I can’t wait to wear real clothes again. I miss shorts. I hope they brought snacks. I’m so hungry already.”
(As I was getting into formation to march to the parade field.)
4. “I wonder where they’re sitting. Did everyone find it okay? Did they even make it on base? I hope mom didn’t say something stupid and get denied entry.”
As I was marching to the parade field.)
5. Oh my god, I see them. Oh, my god, I’m gonna cry.
(As I was marching to the stands.)
6. “Okay I get it, you’re really proud of us. I’m proud of me, too. Can we get this over already?”
(As I was listening to the CO’s opening remarks.)
7. “Yes, you were here in my shoes forty years ago and you’ve done big things since then. You should know I wanna get out of here. Can we get this over already?”
(As I was listening to the guest speaker’s remarks.)
8.”I don’t remember what I’m supposed to do. I hope I don’t screw this up.”
(As I was standing in line to receive your certificate.)
9. “This is the happiest I’ve been ever. I finally did it and they can’t kick me out of boot camp now!”
(As I was receiving my certificate.)
10. “Can we get this over with already?”
(As I was listening to the CO’s closing remarks.)
11.”I’m free! Where’s my family? Where’s my mom? I missed you guys!I have so much to tell you
(As I’m finally released.)
12. “I cannot wait to not have the same bag as everyone else. Damn, I hate these shirt-stays. I wanna get this thing off.”
(As I was getting my stuff.)
13.”That is the most fun I never want to have again.”
(As I was sitting in the car, finally leaving Cape May after 8 long weeks.)
Skating is an art form which most people will never fully learn — until now. In 1986, Paramount pictures released “Ferris Bueller’s Day Off” which taught countless teens how to play sick and get out of school.
Written and directed by the legendary John Hughes, the film focuses on a teenager who embarks on an incredible journey throughout Chicago while being unknowingly stalked by his high school principal.
While taking the day off, Bueller and his two friends learn more about themselves in a day than they would ever expect.
So check out our list of how Bueller taught us the art of the skate.
1. Be convincing
First, come up with an epic excuse why you’re unable to partake in a military activity (like going to work), and make sure you sell that sh*t like Bueller sold being sick to his parents.
Getting a “Sick in Quarters” slip is the goal if you’re in the military.
I hope I look sick enough. (Source: Paramount/Screenshot)
2. Use your assets properly
Unfortunately, Bueller doesn’t have a car to drive himself around. So once he officially earns his day off via his parents, it’s time to get on the phone and find someone to pick you up.
Skating should be a team effort, but make sure you repay the favor and help someone else skate on another day.
3. Know the loopholes
Here, Bueller hacks the school’s computer absence program and changes how many days he has been absent. You probably won’t have this ability unless you have a special security clearance, but the moral of this story is to understand your limits.
For instance, if your boss isn’t going to be around — you’re not going to be around. Get it? Good.
4. Have an epic backstory
During roll call, Bueller’s name is called out several times before this hot girl (Kristy Swanson) gives the teacher a bullsh*t reason why he isn’t in school. It works well during military roll call when the service member calling out names just wants to get on with the day and not hear any excuses — another loophole.
5. Play the role
In the event you get an unknown phone call or run into someone outside your skating circle, divert into the sick mode ASAP.
Ferris uses his best buddy Cameron to impersonate his girlfriend’s dad to get her out of school. Now, you probably won’t have to do all that, but it’s awesome to have military friends who are willing to skate alongside you that you trust.
An Iranian unmanned aerial vehicle nearly collided with a Navy F/A-18E Super Hornet preparing to land on the nuclear-powered aircraft carrier USS Nimitz (CVN 68). The incident occurred Aug. 8.
According to a report by the Washington Times, the Iranian QOM-1 drone came within 100 yards of the Super Hornet assigned to the “Argonauts” of Strike Fighter Squadron 147 (VFA 147), forcing the pilot to take evasive action. That squadron is assigned to the Nimitz, which has been on deployment to the Persian Gulf where it has been supporting anti-ISIS operations.
“The dangerous maneuver by the QOM-1 in the known vicinity of fixed wing flight operations and at coincident altitude with operating aircraft created a collision hazard and is not in keeping with international maritime customs and laws,” U.S. Naval Forces Central Command said in a post on their Facebook page.
Submitting vouchers through the Defense Travel System is one of those tasks that probably originated in military purgatory. Sure, an automated, online form for documenting travel expenses and getting paid sounds like a miracle, but it’s actually like having to do your taxes a few extra times per year.
Here are common reasons that DTS vouchers get kicked back, each with a quick example of what you will hear from the DTS manager for the mistake.
1. You checked a box the way your old unit wanted it.
“This isn’t your old unit. Re-do your request. No, you can’t just edit your last voucher. I deleted it so that you would learn how to do it right.”
2. You put airfare and airfare taxes in the same box.
“Do you think the DoD doesn’t want to save some tax money? Figure out what your airfare is without taxes, figure out what the taxes are, and separate those numbers into different line items.”
“The system might try to make you assign different legs of your trip to each dollar amount. If your flight only had one leg, that won’t work. You should’ve booked a trip with a layover.”
3. You changed an entry to how your unit-level reviewer wants it, but the next higher reviewer wants it the opposite way because screw you.
“I know how Mr. X says he likes the voucher filled out. Do I look like Mr. X? Exactly. Now re-do your voucher from scratch. And staff it through Mr. X before it gets to me.”
4. You forgot to collect passport photos from the people in front of and behind you in line while traveling.
“How do we know you went on the trip if you can’t even be bothered to steal the passport photos of people near you in line? Did you really go on the trip? No, your jump manifests, training certificates, and hotel receipts don’t count. We want those passport photos.”
5. You haven’t bribed anyone yet.
“Seriously, what is wrong with you? You think we handle your DTS vouchers because we’re charitable? Or because we like collecting our salaries? No. It’s for the bribes.”
6. You failed to sacrifice at least three virgin sheep to the dark undergods of the Defense Travel Service.
“How am I going to go back to my bosses and tell them that I reviewed your packet without a single dead, unblemished sheep to gift to them?”
7. You have a firstborn son, but have not relinquished him to your reviewer.
“We probably won’t actually take your child, but you have to offer. It’s an ‘Abraham and God’ sort of thing.”
8. You didn’t attach the right receipts.
“Seriously, this is easy stuff. Just do the paperwork and you’ll get your money.”