Warning:You’re the Worst (returning for season 2 this week on FXX) isn’t a comedy about characters with a few irritating quirks who ultimately mean well. It’s a very black comedy about two horrible people who manage to find each other and try to have a relationship that allows them to stay horrible. It’s most definitely not for everyone, but if you tune in and find it funny, you’ll think it’s one of the most hilarious shows you’ve ever seen, although most of you will be deeply offended and despair for the future of our culture.
What’s most interesting to us is the character of Edgar Quintero (played by Desmin Borges), a veteran who’s barely functioning as he works his way through PTSD. He ends up rooming with lead character Jimmy Shive-Overly, one of the show’s horrible lead characters. Jimmy constantly abuses Edgar, but he constantly abuses everyone in his life, so it’s not like he’s persecuting his roommate. Over the course of season one, Edgar emerges as the only character with redeeming personal qualities even though he’s still not really a capable member of society.
In an interview with the Washington Post, creator Stephen Falk talks about bringing the issue before an urban, educated audience that usually gets to ignore the reality of men and women returning from war: “It’s not something that’s super-visible or talked about. … It’s a problem of other people, like a rural thing or a lower-class thing. It’s just not something that kids who read Pitchfork, who watch ‘Rectify’ and can’t stop talking about ‘Girls,’ have to really deal with a lot. But it is a reality.”
As most of us realize, military humor can have a very funny dark side. You’re the Worst is fully committed to its bleak worldview and it’s fascinating (and even refreshing) to see a serious issue treated with something besides the overwrought reverence that so many movies bring to veteran issues. If you’re easily offended, though, you might want to stay away.
You can catch up with season 1 for free on Hulu or buy episodes from Amazon or iTunes. If you were a fan of season 1, please note that the show has moved from the FX network (the Sons of Anarchy one) to the FXX network (the one that seems to play The Simpsons all the time).
Desmin Borges and Stephen Falk gave interviews about the character last season to GiveMeMyRemote.com and we’ve embedded them below.
This article originally appeared at Military.com Copyright 2015. Follow Military.com on Twitter.
President Joe Biden has renewed President Barack Obama’s pledge to draw down the number of detainees currently being held at a secure facility in Guantanamo Bay, Cuba. There are now nine detainees set to be released out of the 40 still held there after 20 years.
According to the New York Times, the United States is set to release 73-year-old Saifullah Paracha, 54-year-old Abdul Rabbani and 40-year-old Uthman Abdul al-Rahim Uthman. Uthman is a citizen of Yemen. The other two detainees are from Pakistan.
None of the men have ever been charged with a crime. When releasing “Gitmo” detainees, the U.S. usually asks the receiving country to place special security precautions and travel restrictions on them, but the United States isn’t sure where to send the recent list of soon-to-be-freed prisoners. A total of nine are set to be transferred to other countries.
Some of the previously cleared prisoners have waited for more than a decade for some other country to take them in. The other 31 prisoners have either been charged with war crimes, are considered too dangerous for release or have been convicted on charges.
Paracha, Rabbani, and Uthman were approved for release in a joint decision from the attorney general, the director of national intelligence, the Joint Chiefs of Staff, and the secretaries of state, defense and homeland security. These offices maintain seats on the Periodic Review Secretariat, a kind of parole board that reviews the records of detained persons in the camp.
A total of 775 detainees were brought to the U.S. Navy installation on Cuba in the years following the September 11 attacks. Most of these prisoners were released without charges, after being held for years on end. The last time a prisoner was transferred out of the camp prison was 2008, when one of the former detainees was returned to Pakistan.
After 20 years of detention, the stigma of being held in one of the world’s most notorious prisons and the ailing health of Saifullah Paracha, it’s unlikely for them to find a new home anytime soon.
In 2003, Paracha flew from his home in Karachi, Pakistan to Thailand by FBI agents who believed he helped the September 11th plotters make financial transactions in the wake of the attacks. He admitted he held money for them, but denied knowing who they were or what the money was for.
Rabbani was captured by Pakistani Inter-Services Intelligence in a 2002 raid along with his brother. Both were accused of being members of al-Qaeda, of staying in al-Qaeda safehouses, undergoing military training in Afghanistan, and becoming an al-Qaeda operative.
The two brothers were held by the CIA for more than 500 days before being sent to Guantanamo Bay. They were also held at the CIA black site code named “Cobalt” – also known as “The Salt Pit” – and may have endured the torture experienced by many of the site’s detainees.
Uthman was brought to Camp X-Ray in 2002, captured and held on charges of being one of Osama Bin Laden’s many bodyguards.
None of the men have any future plans for how they can support themselves once released, and no country has stepped forward to take them in.
The Periodic Review Secretariat published its rationale for releases, security assurances, and recommendations for future resettlement for all released detainees on its public website.
Authorities say unexploded bombs from what was known as the “Highway of Death” in the 1991 Gulf War have been uncovered in Kuwait.
On July 5, Kuwait’s Public Authority of Housing Welfare said a military bomb squad would defuse the ordinance found along Kuwait’s Highway 80, which connects Kuwait City to the Iraqi border.
Construction crews working on a $950 million housing project in the area found the bombs. The state-run Kuwait News Agency said “finding explosives on the site is not surprising” and contractors had been warned they could be there.
The “Highway of Death” got its name when U.S.-led coalition aircraft bombed a convoy of fleeing Iraqi forces, killing hundreds and leaving behind hundreds of burned-out vehicles.
In the 1960s, when a single military incident had the potential to spark a nuclear war, the US government needed a surveillance plane that absolutely could not be detected, intercepted, or shot down.
The answer was the SR-71.
The Lockheed Martin SR-71, or the “Blackbird” as it is commonly known, flew at the upper 1% of earth’s atmosphere at altitudes of 80,000 feet and speeds of over 2,000 mph — much faster and higher than any plane before it.
And every inch of the aircraft was meticulously designed to baffle radar detection.
The SR-71 was a marvel of engineering that flew in the US Air Force for more than 30 years. The plane holds records for speed and distance that stand to this day. It was so fast that the plane’s common protocol for avoiding missiles was to simply outrun them.
Former US Air Force Major Brian Shul describes his career as a pilot of iconic Blackbird in his book “Sled Driver.” He describes one incident in particular that he would never forget — something that reveals just how intense and difficult piloting the SR-71 could be.
As a Blackbird pilot, Shul is often asked about the plane’s top speed.
“Each SR-71 pilot had his own individual ‘high’ speed that he saw at some point on some mission,” Shul explains in the book.
Because the planes are so precisely engineered, and so costly, no pilot ever wanted to push the Blackbird to its absolute operating limits of temperature and speed. But you could fall short of those limits and still be going astonishingly fast: “It was common to see 35 miles a minute,” says Shul.
As far as his personal high speed goes, Shul says, “I saw mine over Libya when Ghaddafi fired two missiles my way, and max power was in order. Let’s just say that the plane truly loved speed and effortlessly took us to Mach numbers we hadn’t previously seen.”
Tales of the Blackbird’s speed and achievements in espionage are unsurpassed, but Shul’s most amazing anecdote in “Sled Driver” is the story of his slowest-ever run, which started off as a simple flyby to show off for friendly troops. It ended up the stuff of military legend.
While returning from a mission over Europe, Shul received a call from his home base in Mildenhall, England, requesting that he do a flyby of a small RAF base. An air cadet commander in that base was himself a former Blackbird pilot. Knowing what a spectacular sight the plane could be, he thought that a low-altitude flyby might give his troops a morale boost.
The Blackbird made its way to the RAF base, ripping through the skies over Denmark in just three minutes, and slowing down only to refuel midair.
Using the sophisticated navigation equipment aboard the Blackbird, Shul’s navigator, Walter, led him toward the airfield. He slowed the lightning-fast ship to sub sonic speeds and began to search for the airfield, which like many World War II-era British airbases had only one tower and very little identifiable infrastructure around it.
As the two got close, they were having trouble finding the small airfield. Shul describes the moments leading up to the flyby: “We got a little lower, and I pulled the throttles back from 325 knots we were at. With the gear up, anything under 275 was just uncomfortable. Walt (the navigator) said we were practically over the field — yet there was nothing in my windscreen.”
As the airfield cadets assembled outside in anticipation of catching a glimpse of the Blackbird, Shul and his navigator eased off the accelerator and began circling the forest looking for any sign of the base.
During the search, the Blackbird’s speed had fallen well below advisable or even safe levels.
“At this point we weren’t really flying, but were falling in a slight bank,” recalls Shul.
With the engines silent on the low-flying Blackbird, the cadets on the ground couldn’t see or hear anything. There was simply no way they could have expected what would happen next: “As I noticed the airspeed indicator slide below 160 knots, my heart stopped and my adrenalin-filled left hand pushed two throttles full forward.”
Shul describes what happened next as a “thunderous roar of flame … a joyous feeling.”
The cadets must have seen “107 feet of fire-breathing titanium in their face as the plane leveled and accelerated, in full burner, on the tower side of the infield, closer than expected, maintaining what could only be described as some sort of ultimate knife-edge pass.”
Shul and his navigator returned to base in silence. They were both shocked by the momentary lapse in speed that nearly saw their Blackbird plummeting towards the hard ground. They had come close to a full-on catastrophe — much too close for comfort.
The pair felt sure that their commander would have had a panic attack, and would be furiously waiting at base to ream the pilots and take their wings.
Instead, they were greeted by a smiling commander who told them that the RAF had reported “the greatest SR-71 fly-past he had ever seen.”
The spectators had taken their near-fatal mistake as an especially brave and well-executed stunt carried out by erudite professionals. The commander heard about the “breathtaking” flyby, and heartily shook both Shul and Walter’s hands.
Apparently, some of the cadets watching had their hats blown off from the extremely close passage of the Blackbird in full thrust. The cadets were shocked, but only the two pilots knew just how close a call the flyby had been.
As the pilots retired to the equipment room, they still looked at each other in a dazed silence. Finally, they broached the subject of the perilously low speeds.
“One hundred fifty-six knots (180 mph). What did you see?” The co-pilot Walter asked Shul, “One hundred fifty-two (175 mph),” he responded. These speeds are fast for a car, but in an aircraft designed to travel in excess of 2,000 mph, they are disturbingly slow and unsafe.
A year later, as Shul and Walter ate in a mess hall, he overheard some officers talking about the incident, which by then had become exaggerated to the point where cadets were being knocked over and having their eyebrows singed from the Blackbird’s raging thrusters.
When the younger officers noticed the patches on Shul’s uniform, indicating that he flew the SR-71, they asked him to verify that the flyby had occurred. Shul replied, “It was probably just a routine low approach; they’re pretty impressive in that plane.”
Boeing just announced that the U.S. Navy awarded the company a more than $12 million contract for “non-recurring design and development engineering for an engineering change proposal” to transition the Blue Angels from Hornets to Super Hornets. This prospect is exciting for aviation aficionados and air show fans nationwide — not to mention the Blue Angels pilots themselves — so how soon will the change happen?
To find out WATM spoke with Navy Capt. David Kindley, the Naval Air System Command’s program manager for both Hornets and Super Hornets. Not only is Kindley the man in charge of supporting the Navy’s Hornet and Super Hornet fleets with engineering updates and maintenance improvements, during his Navy flying career he amassed almost 3,400 flight hours in both the old and new versions of the airplane.
Kindley started the conversation by making it clear that the contract “is by no means the transition taking place. We don’t have a specific date. It could take years.”
However, he explained that the genesis of the current effort was a desire from Radm. Del Bull, the Chief of Naval Air Training (the Blue Angels’ parent command), to “move the transition to the left,” as Kindley put it.
“There’s a perception in the fleet that NAVAIR moves too slowly,” Kindley said. “We see this as an opportunity to show we can go faster.”
The first challenge for the program office and relevant fleet commands is to identify 11 Super Hornets (including a couple of two-seat F/A-18Fs) that can be turned into Blue Angel assets. (The Blue Angels only take 7 airplanes — not including “Fat Albert,” the C-130 they use to ferry parts and support personnel — on the road with them, but they have 11 in their possession.) Boeing isn’t manufacturing new Super Hornets specifically for the demonstration team, so the Navy will have to “rob Peter to pay Paul,” as the old saying goes, to make it happen.
“Super Hornets are a precious commodity,” Kindley said. “This transition is competing with the fact that the fleet is desperate for them.”
Kindley explained that the early version of the Super Hornet didn’t incorporate the advanced mission software used by fleet squadrons, and therefore those jets are only good for training new pilots on basic handling and not the full warfighting capability of the airplane. That makes them good candidates for use by the Blue Angels who don’t need drop bombs and shoot missiles while they’re flying their air show routine.
Kindley isn’t concerned about the basics of transitioning a squadron from “legacy” Hornets to Super Hornets. “We do this all the time,” he said. “This isn’t hard.”
But he allows that the Blue Angels aren’t just another Navy squadron, and he sums up their specific challenges to NAVAIR as “springs, smoke, and paint.”
“Springs” refers to the mechanical device that Blue Angels jets have attached to the control stick that creates 7 pounds of forward pressure, which allows pilots more positive control and allows them to fly smoother. However, there’s an air conditioning duct in the Super Hornet cockpit that doesn’t exist in the regular Hornet right where the spring should attach, so the engineers have to figure out a workaround.
During the show, Blue Angels jets do something other fleet jets don’t do under normal circumstances: They trail smoke. That dramatic effect is created when special chemicals mix with the air behind the plane. Creating that effect is the “smoke” part of Kindley’s concerns.
The real estate required to make smoke is realized by taking the gun out of the nose and replacing it with a tank. After conducting the initial engineering investigation, NAVAIR engineers discovered two things: The subcontractor’s production line for making the tanks is shut down, and it doesn’t matter anyway because the old tank won’t correctly fit into the Super Hornet’s nose, so they have to have new ones made.
And then there’s the paint. “Painting an airplane isn’t hard,” Kindley said. “But un-painting an airplane can be really hard.”
What he means is as Boeing strips a Super Hornet to bare metal, corrosion could be discovered. That sort of discovery demands that the contractor reach back out to NAVAIR with a “request for engineering investigation.” That potential makes it hard to scope a contract because there’s no way to know exactly how much corrosion an airplane might have until the paint comes off. And, of even greater concern to Kindley, it’s tough to predict how much time the entire process of repainting 11 jets might take.
And when it gets down to the nitty-gritty of transitioning the Blue Angels to new jets, time will matter a lot. The team’s show season ends each year in early November. The pilots, maintainers, and other support personnel have a few weeks off over the holidays, and then they start training for the next season the follow February, operating out of NAF El Centro in California’s Imperial Valley about an hour east of San Diego. That means whatever refresher training pilots and maintainers need has to occur before the show routine training starts — basically, the time between Thanksgiving and Valentines Day.
While the justification for all of this effort is that Super Hornets are easier to maintain and cheaper to fly than legacy Hornets, anyone who’s flown both types, like Kindley, knows that the Super Hornet has a lot more thrust available. That performance improvement alone should make for a more dynamic Blue Angels show in the future with faster climbs and tighter high-G turns.
But before they push the current show’s envelope, Blue Angels pilots wanted to see how the Super Hornet performed doing the current routine. Last year the team’s commanding officer, Capt. Tom Frosch, and the opposing solo pilot, Marine Capt. Jeff Kuss (who was killed in a mishap while launching on a practice sortie out of Nashville two months ago), successfully flew their parts of the routine using a Super Hornet simulator.
“The Super Hornet was designed to fly inverted for twice as long as the legacy Hornet can,” Kindley explained. “There was only one move — “the double Farvel” — that we were concerned about, but we found we won’t have to modify the airplane at all.”
Kindley would also like to see the crowd-pleasing “high alpha pass,” where the lead and opposing solo planes fly down the show line at very slow speed while cocked up at an extreme angle, flown even slower and more cocked up.
“The Super Hornet flies slower better than any airplane I’ve ever seen,” Kindley said. The legacy Hornet flies with about 60 knots of forward airspeed at 25 alpha (the angle between the line of the fuselage and the direction of the airplane’s travel); the Super Hornet can fly even slower at 60 alpha. But, Kindley warns, the engines on a Super Hornet are spread farther apart than a legacy Hornet and so flying in a maximum alpha regime close to the ground could cause a controllability problem if a Super Hornet pilot loses an engine.
Kindley also described the legacy Hornet’s flight control response as “crisper,” meaning the airplane took fewer control inputs to get exactly where the pilot wanted it — obviously an important detail considering how close together the Blue Angels fly in the diamond formation — but he said that would be a training issue for the team and not something that required NAVAIR engineers to rewrite the Super Hornet’s flight control laws.
Overall, Kindley characterized the Blue Angels approach to modifying the show with Super Hornets as “walk before you run.”
“I don’t speak for them, but I imagine they’d start by flying the current routine and then, once they got comfortable, seeing how the show could be adjusted to accommodate the Super Hornet’s performance,” he said.
When asked by WATM what the current Blue Angels pilots thought about the potential for Super Hornets, Lt. Joe Hontz, the team’s public affairs officer, said in an email, “We know there are discussions about the possibility of an upgrade down the road. Until a decision is made, we will continue to fly a safe demonstration on the reliable F/A-18 Hornet, which has been a strong platform for the team since 1986.”
There may be a big stick involved in President Trump’s foreign policy, but there is no speaking softly.
Asian markets tanked as news of Donald Trump’s imminent election hit newswires worldwide last night. The Australian markets lost $34 billion. In Japan, the Nikkei was down 4.8 percent, while the Hang Seng in Hong Kong dropped 2.7 percent. The economic impact wasn’t all bad; gold prices rose sharply – as they often do in times of instability.
The reason for mass market fluctuations is due to the President-Elect’s protectionist rhetoric. Many times during his campaign, Trump blasted the deals made by previous administrations, Democrat and Republican alike. Some he’s simply not a fan of, others he calls a huge mistake. There’s more than one he wants to “rip up” on his first day in office.
During the presidential debate, Trump called the North American Free Trade Agreement “the worst trade deal ever signed.” He said it kills American Jobs. lowers trade restrictions between the U.S. and Canada and Mexico.
NAFTA, signed into law by President Bill Clinton in 1993, lowers trade restrictions between the U.S., Canada, and Mexico. After the debate, Fortune Magazine agreed there was some truth to that statement, though “the truth lies somewhere in between.”
2. Trans-Pacific Partnership
Donald Trump is on the record as not being China’s biggest fan when it comes to business practices. The President-Elect is not down with TPP and was an outspoken critic long before he became a candidate.
The Office of the U.S. Trade Representative told The New York Times the TPP would end more than 18,000 tariffs that the participating countries have placed on American exports, including autos, machinery, information technology and consumer goods, chemicals and agricultural products. It wasn’t very popular among Bernie Sanders supporters, either.
“TPP is now in the history dustbin for sure,” Gary Hufbauer, a senior fellow at the Peterson Institute for International Economics, told POLITICO Pro.
3. Iran Nuclear Agreement
The deal that lifted most sanctions imposed on the Islamic Republic is touted as a foreign policy achievement by the Obama administration. Trump was opposed to the deal when it was signed, calling it a “disaster” and “the worst deal ever negotiated.”
In March 2016, he told the pro-Israel lobbying group AIPAC that dismantling the deal would be his top priority.
One of Trump’s campaign promises was to recognize Jerusalem as the Israeli capital and move the U.S. embassy from Tel Aviv to the ancient city.
Russia celebrated the news of Trump’s victory, telling CBS News that President Putin is ready to restore full diplomatic relations with the United States. Trump hinted during his campaign that Europe was not investing enough in its own defense and that the U.S. might not defend its allies so quickly.
NATO Secretary Gen. Jens Stoltenberg made a statement Nov. 9, reminding Europeans – and the incoming President – that the only time the collective defense clause was invoked was because of an attack on the United States.
6. Gulf States
This is one of the most important relationships the U.S. has with allies anywhere in the world. The U.S. Fifth Fleet is based in Bahrain, a Gulf Cooperation Council member. The Fifth Fleet defends the Strait of Hormuz and keeps international trade flowing from the region. Bahrain’s close partner Saudi Arabia has been the target of much of Trump’s criticism.
In August 2015, candidate Trump said he “wasn’t a big fan” of the country and that the United States had paid too much to “back them up.” He believes Saudi Arabia “is going to be in big trouble pretty soon and they’re going to need help. … We get nothing for it and they’re making a billion dollars a day.”
Trump once remarked that he wanted to create a Middle East “safe zone” for refugees and migrants – and that the Gulf States would pay for it.
7. South Korea and Japan
To counter the rising strength of China in the region, candidate Trump announced his intention to maintain the U.S. “rebalance” of power in the region but increase the number of ships in the U.S. Navy from 274 to 350.
To pay for manpower and equipment increases, Trump intends to talk with Tokyo and Seoul about ways they can help pay for it. Some experts fear this may shake the certainty other countries have as U.S. allies, prompting them to seek their own nuclear weapons as a deterrent from Chinese aggression.
After that, an intense arms race erupted to counter this devastating threat to ships.
The Styx is a primitive missile. According to GlobalSecurity.org, it has a range of up to 54 nautical miles, based on the variant, and travels at 90 percent of the speed of sound, or around 600 miles per hour. It is radar-guided. While primitive, it can carry a 1,000-pound warhead, or roughly the same amount of high-explosives in a Mk 84 2,000-pound bomb.
The Styx is perhaps the most common of the early Russian-style anti-ship missiles out there. Versions have been made in China and North Korea.
The best way to kill the Styx – or any anti-ship missile – is to kill the platform carrying them before the missiles are launched. Second-best is to use missiles to kill the other missiles far away.
But sometimes, you don’t get to choose one of those options. Sometimes, the missile gets too close to use missiles.
That is where the Mk 15 Phalanx Close-In Weapon System comes in. This is essentially a self-contained package containing the targeting system, ammo, and a M61 Gatling gun – the same gun used on legendary warplanes like the F-4 Phantom, F-15 Eagle, F/A-18 Hornet, and F-16 Fighting Falcon.
A version is also used by the Army to shoot down rockets and mortar rounds.
The Phalanx has a top range of just under three and a half miles, but it is really only effective for just under a mile. In essence, it has six seconds to kill the target.
Fortunately, the M61 can spew out a lot of bullets in a very short period of time — up to 75 a second. Killing the missile will protect a ship from the worst of the impact, but the ship will be hurt.
However, fragment damage beats having a huge hole blown into a ship. And a damaged ship can be fixed and return to the front. Ships that are sunk are lost forever. You can see the Phalanx do its thing in the video below.
The British battleship HMS Rodney stands out just by looking at her photo.
She and her sister ship, HMS Nelson, had a unique design — their entire main battery forward of their superstructure.
The Rodney took part in the bombardment of the Normandy beaches during the initial stages of Operation Overlord, capping off a wartime career that also included taking on the German battleship Bismarck.
It was during the final battle with the Bismarck that HMS Rodney would achieve a unique distinction among battleships — as the only one to torpedo another battleship. How did this come about? In fact, torpedoes seem like an odd thing to put on a battleship, especially as MilitaryFactory.com notes that the Nelson-class battleships had nine 16-inch guns.
But HMS Rodney was equipped with two 24.5-inch torpedo tubes with a number of reloads.
These torpedoes could pack quite a punch. According to NavWeaps.com, they carried 743 pounds of TNT and could travel at a top speed of 35 knots and a maximum range of 20,000 yards. In other words, it could ruin just about any warship’s day.
That can be very useful for a ship in combat.
Why? Because sometimes, battleships fought at close quarters. For instance, the Battle of Tsushima Strait was fought at very close range, according to WeaponsandWarfare.com. In that case, a torpedo would have a good chance of scoring a hit.
Even if the torpedoes were fired at a longer range, an opponent would have to dodge them, and that might allow for a tactical advantage because even though battleships are tough, their captains don’t want to take a torpedo hit if they can help it.
The Nelson-class batt;eships in front of HMS Revenge. (Photo from Wikimedia Commons)
On May 27, 1941, when the Brits caught up to the Bismarck the Rodney closed in, firing numerous broadsides at the Bismarck. According to a report by an American observer, at one point, the commander of the Home Fleet, Sir John Tovey, ordered the Rodney to fire her torpedoes if possible. About 2.5 hours later, one of the Rodney’s torpedoes scored a hit on the German battleship.
Ultimately, the Bismarck would be sunk by torpedoes from the heavy cruiser HMS Dorsetshire. The Rodney would go on to serve in the Royal Navy until she was scrapped in 1949. But she always holds the distinction of being the only battleship to torpedo another battleship.
Two Americans were killed while fighting the Islamic State of Iraq and Syria, a Kurdish militia announced.
According to a report by CBSNews.com, the Kurdish militia known as the YPG announced the deaths of Robert Grodt and Nicholas Warden during fighting near Raqqa, Syria. Their deaths bring the total of Americans killed fighting ISIS as volunteers to at least four.
In a five-minute video released by the YPG on YouTube, Grodt, who adopted the nom de guerre “Dehmat Goldman,” told his story, explaining how he had been very sympathetic to the Kurds.
“I talked with my partner and my family, and I’m like, I’m gonna go out to Syria. This is something I care about,” he said in the video.
Warden, the other American confirmed killed in the fighting near the city ISIS claimed as its capital, had adopted the moniker Rodi Deysie and was an Army veteran.
“He was very strong-willed and very strong-minded and very much against ISIS and these terrorist groups,” his father Mark was quoted by CBSNews.com as saying. “He wanted to do whatever he could to get rid of them. He said not enough people are helping so he had to help.”
In a video released by the YPG, Warden said he volunteered to fight ISIS “because of the terrorist attacks they were doing in Orlando, in San Bernardino, in Nice (France), in Paris.”
The terrorist group may have been driven from Mosul, and ISIS leader Abu Bakr al-Baghdadi has reportedly been killed, but they are still capable of carrying out heinous attacks. CBSNews.com reported that the group used children as human shields for a car bomb factory near Raqqa, preventing Coalition forces from carrying out an air strike on the facility. Instead, vehicle-borne improvised explosive devices are being attacked one at a time after they depart the production line.
According to the The Milwaukee Journal-Sentinal, American military planners thought the battle would only be a few days. Instead, it dragged on for five weeks, at a cost of more than 6,800 American lives. The Japanese lost more than 18,000.
This Day in Marine Corps History. 19 February 1945: At 08:59, one minute ahead of schedule, the first of an eventual 30,000 Marines of the 3rd Marine Division, the 4th Marine Division, and the new 5th Marine Division, making up the V Amphibious Corps, landed on Iwo Jima The initial wave did not come under Japanese fire for some time, as General Kuribayashi’s plan was to wait until the beach was full of the Marines and their equipment. By the evening, the mountain had been cut off from the rest of the island, and 30,000 Marines had landed. About 40,000 more would follow.
Julian Scadden, by his own admission, was not always all that likable. He had some rough edges.
“I didn’t use to be a nice guy,” he said. “In fact, I use to be a bouncer. I would take out my frustrations by throwing guys out of the bar. I’m 5-foot-4 and I just loved throwing big guys out of the bar.”
But that was a long time ago. The 67-year-old Vietnam-Era Veteran now spends his days doing quieter work. He’s a housekeeping aide at the Denver VA’s Community Living Center. But his custodial skills are not his primary contribution to the hospital. Over the last nine years Scadden has developed another skill: comforting Veterans in their final hours.
“Julian is an incredibly important part of our care team here,” said Dr. Elizabeth Holman, a palliative care psychologist who works with Scadden. “He has an instinct for what people need when they’re nearing the end. Sometimes they just need his quiet presence. Sometimes they need words of encouragement. He’s just so ‘present’ with these Veterans. He makes them feel safe.”
He’s so humble…he doesn’t realize the tremendous value of his services, and of his heart.
She continued: “It makes such a difference, to spend your last moments with someone who is kind and caring. And it’s such a comfort to family members, knowing that their loved one wasn’t alone when they died.”
“I didn’t think I would be any good at it,” Scadden admitted. “I didn’t think I could handle it. But they give you training.”
Scadden’s training, however, got off to a rough start. At one point his trainers began to wonder if he really had the ‘right stuff’ to become a member of the Denver VA’s Compassion Corps —the volunteers who spend time with dying Veterans.
“They had their doubts about me,” he said. “During training they told me I was doing everything right except one thing. I said, ‘What’s that?’ They said, ‘You have to learn how to talk to people!'”
It was a sad truth. Scadden’s people skills had become a bit rusty. He had plenty of compassion, but it was hidden somewhere deep inside where no one could see it.
“I had to learn to be polite,” he said.
And so he learned.
Of Ducks and Water
“I’m glad they were patient with me during the training,” said the Army Veteran. “Once I completed the training they just put me out there and I took to it like a duck to water. And it’s made me a better person, to be honest with you. I think this is my calling. This is what my higher power wants me to do.”
But not all patients — even those who are dying — believe in a higher power. And that’s okay with Scadden.
“My very first patient didn’t believe in a higher power,” he recalled. “But about a week before he died, he told me to thank my higher power for allowing me to be there with him.”
Scadden said that during his nine years of hospice work he’s seen some patients get very angry at what’s happening to them. Some get mean. Some get abusive.
“You see every kind of scenario,” he said. “Some of them are just scared, or confused. They don’t want to die. They’ll ask things like, ‘Why me?’ They feel like they’ve led a good life, and they don’t understand why they have to go through all this suffering.”
Other patients, as the end nears, slip quietly into a coma. Scadden said this can be unsettling for some family members, who feel they can no longer communicate with their loved one.
“Just because their eyes are closed doesn’t mean they can’t hear you,” he said. “I try to explain that to the family. I tell them, ‘Talk to him, tell him you love him, because he can still hear you.”
The Army just invoked Army Regulation 600-9 on one of its crew-served weapon systems. As a result, the M3 Multi-Role Anti-Armor Anti-Personnel Weapon System, also known as Carl Gustav, will be lighter and a little shorter.
According to a presentation at the 2017 Armament Systems Forum hosted by the National Defense Industrial Association, the new M3E1 will be like the current generation of Carl. According to militaryfactory.com, the M3 recoilless rifle fires anti-armor, illumination, smoke, anti-building, and anti-personnel rounds. But the Army figured Carl could do better.
So, after the Army said to the M3, “Lose some of that weight, Carl!” here’s what happened after a lot of RD work, some of it from Sweden, according to an October 2016 US Army release.
The M3E1 comes in about 28 percent lighter. It is also 2.5-inches shorter. But Carl Gustav isn’t quite being the proverbial Carl this time — the M3 went and added something else from its visit to the fat farm: a new fire-control system.
The new system combines a laser-range finder with an optic for close-range shooting. The original versions of the M3, first introduced in 1991, used a 9mm spotting round that is a ballistic match with the 84mm round for the purposes of range-finding. As you might imagine, this wasn’t exactly the most practical method in a battlefield.
Now, why is this so important? After all, Army infantry units already have the FGM-148 Javelin for anti-tank purposes, and it is a very deadly anti-tank missile. Furthermore, the M134 shoulder-fired rocket is similar.
Well, the Army added the M3 for units headed to Afghanistan a few years back, and made it a permanent part of the platoon’s arsenal last year, according to Military.com. The M3 actually offered the best of both worlds. It was cheaper than the Javelin, but it also was re-usable, as opposed to the M134.
Not bad, considering the first Carl Gustavs were built in 1948. It just goes to show that a good system can be updated and provide decades of service.