Sometimes you just got to break it down, “Barney-style,” for some soldiers. You know, instruct them in such an easy-to-follow manner that even a kid watching Barney could understand.
As much as we’d all like to pretend that no one in our unit got into the Army through an ASVAB waiver, the fact remains: There’re friggin’ idiots everywhere who need to be told exactly what to do. There are so many simple instructions in the Army, designed so that even our crayon-eating Marine brothers could easily follow them.
As a veteran, while I was active duty I had a hard time deciding where to focus my efforts to make myself competitive for a job after the service. I wanted to prepare for my future both in the military and as a civilian.
In the last couple years and following months leading up to transition, I was constantly debating the desire and effort to get either a master’s degree or get a professional certification. The difficulty I found was not that I wanted one or the other but that I was unsure what I wanted to do after transition and I wasn’t sure what would help me the most. I considered an MBA, MS in logistics or MS in Supply Chain Management, MA in operations or management etc. Then there was the factor of time available and time until I transitioned; neither of which I had a lot of.
When I talked to a mentor of mine I was advised to pursue the certifications rather than education. This surprised me, but it was good advice for my situation.
Here were some of the factors I was dealing with:
I had a defined timeline. (less than 2 years)
I wanted the best value for my effort and money with versatility. (I wanted to save my GI Bill for my kids)
I didn’t yet know what I wanted to do for a career with enough specificity to invest in a master’s degree.
I needed something to help me get a job/make me competitive in the job market and also demonstrate my skills to an employer.
For me the choice to pursue certifications was better than to pursue a masters and has been huge for me since I left active duty. This isn’t to say that certification is better than a master’s degree, but I think this is an overlooked opportunity for active duty before and during transition.
As I have coached individuals through this question over the past two years I start with a simple process.
What field do you want to go into and what role do you want to have? *If you are unsure then look at a job posting to see what qualifications are required.
Ask the right questions
Knowing the type of industry and what position/type of work a person wants to hold/do helps frame and shape what qualifications, certifications, and education might be beneficial. Certain industries value certifications more than formal education. Things like IT/Software development tend to value certifications more (Security Plus, C++, ITIL, ACP, SCRUM). Areas like finance and business value more formal programs like MBA. Engineering and construction look for both (BS/MS degree and PE/PMP).
What is your timeline? Various education programs have very different timelines to obtain. Master’s programs usually take about 2 years. Certifications are usually less depending on if there is a project associated or not.
What is your budget? Formal education programs are typically much more expensive than certification programs.
As I began to look at the qualifications listed on jobs I was interested in two certifications stood out. Lean six sigma and PMP. Both of these I was able to earn and have funded by the military.
So what do you choose? Here are some pros and cons to each.
Quick Timeline to obtain
Both narrow and broad application depending on which certification
Quicker return on investment
Often demonstrate education and experience
Cost may be reimbursed or covered by employer or military unit.
Often Industry specific
Many require experience in a field (PE, PMP)
Not all instructional programs are quality (Flooded market)
Often require re-certification/maintenance
Often Required for upper movement in a corporation
Broad acceptance and application
More in depth learning and education
Costs may be reimbursed
Long time to obtain
May be industry specific
The choice is not always easy but hopefully this provides some insights that have not previously been considered and a way to approach this decision.
I can tell you that for me my PMP certificate and the training I received was invaluable. I have used the training in my role as a Project Manager in a heavy rigging company and how as a consultant with a DOD firm. The best thing was that my military unit funded it as well as my lean six sigma certification.
This article originally appeared on G.I. Jobs. Follow @GIJobsMagazine on Twitter.
When Lt. Kara Hultgreen died while trying to land on the USS Abraham Lincoln, the event touched off a national debate about women in combat roles and the military pushing women who weren’t ready into active service. Except Hultgreen was more than qualified to be a naval aviator – she was just a victim of a well-known deficiency in the F-14’s Pratt & Whitney engine.
“Top Gun” doesn’t mention engine deficiencies.
Hultgreen’s mom thought she would be the perfect debutante. Instead, her little Kara set out to be a Naval Aviator, flying the F-14 Tomcat. The goal didn’t stop at the F-14; Kara Hultgreen wanted to be an astronaut one day. But she didn’t start with the Tomcat, she started her career flying the less-pretty EA-6A. She made it to the Tomcat 18 months later.
“Yes, it’s a macho job in a number of ways,” she told Woman Pilot magazine before she died. “But that’s not why I wanted to do it. I did this to become a fighter pilot. It makes me feel no less feminine and it should not make men feel less masculine. The F-14 is a humbling jet and I’ve been humbled.”
What she meant by being humbled is that Hultgreen narrowly failed her first attempt at F-14 carrier qualification. But she passed easily her second time around, ranking third in her class overall. Tragically, it was a similar event that would result in her death.
On Oct. 25, 1994, she was attempting to land her F-14 aboard the USS Abraham Lincoln. She overshot the landing area’s centerline and attempted to correct the mistake. Her correction disrupted the airflow into her Tomcat’s left engine, which caused it to fail. This was a known deficiency in that particular engine. What she did next caused the plane to tilt over to the left. When her Radar Intercept Officer realized the plane was not recoverable, he initiated the plane’s ejection sequences. He was fired out, and .4 seconds later, Hultgreen was fired out of the plane.
But by then, the Tomcat had turned over by 90 degrees and Hultgreen was launched into the ocean, killing her instantly.
By the time she died, Lt. Hultgreen had more than 1,240 hours of flying time in the F-14 Tomcat and had landed on a carrier some 58 times, 17 times at night. She was ranked first in defending the fleet from simulated attacks by enemy aircraft and in air refueling, and second in tactics to evade enemy aircraft and in combined familiarization with tactics and aircraft. The Aerospace Engineer was a Distinguished Naval Graduate of Aviation Officer Candidate School in Pensacola.
Yet, despite all of her achievements, training and preparation, there were some who blamed the military for her death, alleging her superiors overlooked her mistakes in training in trying to beat the Air Force in training the first female fighter pilot. One group, the Center for Military Readiness, claimed to have obtained Hultgreen’s training records in 1995, records which they said would have disqualified her as an aviator.
These records are contradicted by records released from Hultgreen’s family the year prior, however. Her colleagues and fellow pilots praised her performance as a naval aviator and reminded people that 10 F-14 pilots were killed in accidents between the years of 1992 and 1994. Hultgreen once even brought an EA-6A Intruder to a safe landing, despite flying it with crippled landing gear.
If you haven’t heard about the planned Area 51 raid yet, then shut up. You have definitely heard about this crap. (And if you really haven’t, then I am so sorry. Basically, 1.6 million people have signed up for a Facebook event to rush Area 51 en masse because “They can’t kill all of us.”)
Lil Nas X feat. Billy Ray Cyrus, Young Thug, & Mason Ramsey – Old Town Road (Area 51 Video)
Now, this raid will almost certainly never happen. Most of the people who are “going” probably just find the idea funny. But that begs the question of, “If a bunch of as-holes attempted to Naruto-run onto Area 51, what would happen? What would they see?”
Well, they would honestly find nothing and wouldn’t get inside any facilities because the Air Force isn’t likely to conduct any sensitive outdoor tests while a bunch of civilians are rushing the fences. They’re gonna button up the base and try to protect their secrets without having to kill civilians by the thousands.
But if they did somehow get past a bunch of blast doors or the Air Force left sensitive equipment out, the runners would most likely find the same sort of experiments that Area 51 became famous for during the Cold War. No, not alien biopsies. The actual experiments that the Air Force did at Area 51, many of which are now public knowledge: aircraft testing and experimentation.
It’s easy to forget almost 30 years after the collapse of the Soviet Union that, when America wasn’t the only superpower, it took a lot of work and quite a bit of secrecy to stay ahead of them. The Soviet Union had a decent spying apparatus and a robust research and development industry of its own.
And the U.S. and the Soviet Union both knew that aircraft would be important in a potential war. That’s why we worked so hard to steal each other’s aircraft and radar prototypes and more. We wanted to know what their radar could detect, and we wanted our radar to be able to detect all of their aircraft and missiles. And, we wanted to develop aircraft that could outmaneuver and fight the enemy even if it was outnumbered.
So, scientists needed to work on radar, stealth technologies, and on aircraft designs and engines. All of those benefit from having lots of open space, but aircraft designs and engines require literally hundreds of square miles to adequately test an aircraft. So, the Air Force needed a big, secret base to test their new goodies in.
The dry lake bed at Groom Lake was near the center of Area 51. The area is valuable for weapons testing and pilot instruction, but probably doesn’t host aliens.
(Ken Lund, CC BY-SA 2.0)
And guess where many of those projects went? An old Army Air Force training area at Groom Lake in Nevada known as Area 51. It’s fairly common for old training areas to be re-purposed when the government goes shopping for an area to do some classified crap. In general, and in Area 51 in particular, these are areas where civilians already don’t live or work, where the few residents nearby are already used to loud and weird noises, and where a few light shows will be ignored.
And the Air Force went to extreme lengths to keep Area 51 secret. Nothing was allowed to leave the base, and you needed a security clearance to even get on the base. Even once you were on the base, if something was being tested that you weren’t cleared to see, you had to go sit in a building with the windows covered until the test was over.
We know all of this from court cases. People who worked at the base came down with weird cancers and material poisonings and so forth from all the weird chemicals used on the base. The military wouldn’t admit that the base existed for years before it finally said, “Yeah, it existed.” Then decades later, “Yeah, we played with planes there.”
But there are still all those rumors about aliens, right?
Well, yeah, there are rumors. But believing in aliens at Area 51 is literally insane. It requires that you believe that the government can keep massive, reality-changing secrets to itself for decades and generations of workers. And that there was either only one alien crash ever or that each crash was successfully controlled by the government. And that the government wants to keep all this secret in the first place.
So, what would the raiders find if they actually get into the testing range? Maybe aliens. But, way more likely, they’ll find some hypersonic missile prototypes, and maybe a B-21 Raider airfoil with some radars pointed at it. There’s a slight chance that they find a Stealth Hawk or some other piece of custom kit like that. But that’s only if you can find the good stuff on the 575 square mile base.
I mean, that stuff would be pretty cool to see. But is it really worth risking being shot by U.S. Airmen? Sure, they probably won’t hit you with the first round, but those dudes have A-10s. You’re not getting through that, not even if you run like Naruto.
Throughout the history of combined arms, artillery has played a key role in supporting the infantry. Commanders laying siege to fortified cities would call upon their engineers to identify weak points in defensive walls. Resources and manpower were then allocated to construct trebuchets, the medieval great-grandfathers of modern artillery.
There were two classes of trebuchets to choose from: the traction trebuchet and the more commonly known counterweight trebuchet. Both were made-to-order siege engines of battlefield superiority.
The design for the traction trebuchet was born in Asia and spread throughout Europe and the middle east. It saw service from 1,000 AD to 1,300 AD, mostly during the crusades, used to liberate cities in the Holy Land.
The trebuchet had three 4 parts: a static frame, a dynamic beam on an axle, a sling to hold the payload, and ropes on the opposite side to pull down the beam to ‘fire.’ It was manned by a team of 20 to 140 troops, depending on its size.
Projectile were between 2lbs and 130lbs. The firing range changed from shot to shot, based on the strength of those pulling the ropes. This model was faster to build, transport, and cheaper to make with a high rate of fire. Unfortunately, to use it, you had to pull exorbitant numbers of troops away from the battlefield.
Trebuchet Siege Artillery – Battle Castle with Dan Snow
The counterweight trebuchet was invented in the Mediterranean region in the late twelfth century and it was adopted in northern Europe and deep into Islamic-controlled areas. To this day, historians cannot reach a consensus on whether it was invented in Europe or the Middle East.
The new counterweight mechanism pulled the beam down to launch the projectile instead of relying on men to pull it down with ropes. The sling that held the payload was extended to improve range and the beam was made thicker than its predecessor — all because more power didn’t necessarily mean more manpower.
Battles in the 14th century saw payloads as massive as 510 to 560lbs, but something between 100-200lbs was most common. These massive payloads could reach ranges of as far as 900ft. Some sources say that trebuchets were also used to fling diseased corpses over city walls — an early form of chemical warfare.
The counterweight trebuchet could consistently deliver heavier munitions at longer distances than its predecessor. It was, however, a very complex machine to build properly and specialists were few and far between.
Both the traction trebuchet and the counterweight trebuchet could be modified to include wheels, but the former could only be fired from a locked position due to its size. Regardless, once constructed and fortified, there were few disadvantages to the trebuchet.
Traction trebuchet were most often used to fire at buildings outside of city walls, while the counterweight trebuchet had the range and destructive capabilities to assault walls directly.
The trebuchet could provide whatever a given battle required. They were versatile machines, capable of different ranges, fire rates, and power, depending the situation. The trebuchet was such a successful piece of engineering that it solidified its place as the superior siege engine — far more powerful and reliable than the inferior catapult.
It’s not bravado, it’s not some Hollywood publicity stunt, and it sure as hell isn’t special effects. Arnold Schwarzenegger not only owns a tank, he knows how to drive it and operate it in every possible way. It wouldn’t have done him much good in the Army if he didn’t know how to use its weapons. But the tank he has is a special one – to him, anyway.
The Terminator’s tank is the same one he used to learn his tank skills while serving in the Austrian Army.
Schwarzenegger (left, duh) in his Army days.
Austria is one of few countries in Europe to have mandatory civil or military service upon graduating from high school at age 18. A young Arnold Schwarzenegger, never one to shirk his duties, did what he had to do. He joined up and became a tanker in the Austrian National Army in 1965. His tank is a 1951 M-47 Patton tank, designed for the U.S. Army and Marine Corps to take the place of the Pershing tank in the early days of the Cold War.
He’s owned his tank since 1991, paying ,000 to have it shipped from Austria.
The 50-ton behemoth uses a V-12 Chrysler twin turbo gas engine and cranks out 810 horsepower for a max speed of 30 miles per hour and a whopping 2.3 miles per gallon. But Schwarzenegger doesn’t use it to get around the streets of Southern California.
He uses it to keep kids in school.
Disadvantaged or at-risk students come to Schwarzenegger’s home to check out the tank and have fun with him in a series of after-school programs. The ones who stay in school get to drive the tank. With Arnold. And maybe even driving it over a few cars.
He even put a day in the tank up as an Omaze reward, offering donors to The After-School All-Stars Program the chance to crush stuff and “blow sh*t up” with him. Before that, the tank was housed at the Motts Military Museum in Ohio. In 2008, the then-Governor of California decided his role would soon include driving over a few jalopies to support youth enrollment. The program has been ongoing ever since.
Looking for a ridiculous fitness challenge to keep you on track this winter? Or maybe you’re just tired of the same old boring lift routine and need something new. Well, friends, let us introduce you to one of the most insane things to come out of CrossFit ever – the Burpee Mile Challenge.
You read that right – burpees for an entire mile.
The challenge isn’t so much about competing for a specific time, as it is one of those things you can say you’ve done and cross off your list. Like running the Red Bull 400 or completing a Ragnar, doing the Spartan Death Race, marathon rucking, or ultramarathoning.
So let’s talk about this challenge – what it is, the benefits of it, and how you can safely train to complete it.
The Burpee Mile challenge isn’t one of Crossfit’s better known WODS (Workout of the day) – it doesn’t classify as a Hero WOD that pays tribute to military and first responders, and it’s not one of the Girl WODs, but it’s definitely a benchmark. Doing burpees for an entire mile will test not just your physical ability to do over 800 burpees but also your mental toughness as well. First, the official rules: You must cover one-mile using burpees only. You can jump forward as far as you want for each burpee, but you’re not allowed to walk forward. So that’s on track to be a complete, full mile of burpees. Gross.
But the sneaky trick here is that you can jump forward as far as you want (or can). That means all your movement doesn’t have to come from burpees alone. That’s key if you’re really considering this challenge.
The best part is you don’t need any special equipment – just a stretch of distance to measure your progress. Gloves are a good idea if you’re doing this on anything other than soft ground since your hands are likely to get destroyed. A good goal time should be around 2 to 3 hours for beginners (that’s anyone who’s new to the painful love of burpees), 1.5-2.5 hours for intermediate burpee lovers, and for folks who knock out 100 burpees a day just for fun, your time should be less than two hours.
Keep in mind if you’ve never done a burpee in your life, this might not be a good challenge for you to try.
(U.S. Air Force photo/Senior Airman Joel Mease)
So what are the benefits and what’s the point?
Well, the benefits are scant, to be honest. Sure, you’ll get a really good cardio because, of course, that’s going to happen when you perform so many burpees and broad jumps. But you’ll also fatigue your entire body, since burpees are a full-body movement. The combination of great cardio and improved muscle endurance will definitely put you one step closer to becoming stronger, leaner, and faster.
Benefits aside, the point is that the Burpee Mile is a workout that you’re going to want to quit … over and over and over again. It’s mentally challenging, just like running a marathon or doing a Spartan Race, and that’s the whole point. Challenging your mental stamina is all about perseverance and the Burpee Mile will definitely help with that.
Things to consider
A track is best for all these burpees because you’ll be safer than on the road, and it’s easier to measure distance. Make sure you have water and snacks like fast-acting carbs set up at various points along the route. You’re definitely going to need to refuel at least once during this challenge because it takes so much out of you.
As for clothing – long pants are best since you’re dropping to the ground. Knee sleeves can be a good idea, too, if you have those. No matter what, though, make sure you have a pair of gloves on – otherwise, your hands are going to get destroyed.
Don’t start off too fast. Just like with any other endurance race, save your go-go juice for when you really need it. Keep your jumps measured. Don’t try to jump too far. That just wastes energy and you’ll fry your legs.
Of course, the most common mistake is failing to train properly for this weird challenge. Don’t expect to walk onto a track and perform two hours’ worth of burpees right out of the gate. Work toward this goal by adding in several sets of burpee broad jumps to your existing routine. You know you’re ready to try the challenge when you can do 45 minutes of burpees without dying.
Two platoons were ordered to engage the enemy at once; the first stormed toward the Japanese at full force as the second gave “support-by-fire” position in the rear.
As Nett and the first platoon advanced, they slid Bangalore charges through the enemies’ barb wired defense system, clearing their path. The flamethrowers operators then crawled through the detonated gaps and incinerated the enemy forces, allowing allied troops to create a stable foothold for themselves.
Nett’s objective was to clear a sizeable fortified enemy building just up ahead. He called to the forward observer to light the area up with 105mm shells to break the structure’s exterior security.
Just as the shells struck the building, Nett took a surprising neck wound — his jugular vein had been nicked.
Ignoring the pulsating wound, Nett crawled from squad-to-squad while engaging enemy that appeared nearby. Nett decided that it was time for him and his men to fix their bayonets.
With adrenaline pumping through their veins, Nett and his fellow soldiers carefully dashed toward their objective. Nett moved his machine gun teams to their new fighting positions while dangerously engaging the enemy in close quarter combat along the way. At that time, he took another enemy round, this time to his chest — collapsing a lung.
Just as with civilian flights, ashtrays on an aircraft make little sense. According to both civilian and military guidelines, smoking is forbidden while the aircraft is in flight. The no-smoking signs are a constant sting to every smoker with the urge to light up.
And yet…there are ashtrays on aircraft.
In 1990, the U.S. banned smoking on all flights. In 2000, international airlines followed suit. But before then, smoking was allowed on planes. Even in the military, older Blackhawks were outfitted with ashtrays that required cleaning before each and every flight. John F. Kennedy’s Marine One had been made with several “smoking pits.”
Federal Aviation Administration (FAA) guidelines were changed after the crashes of Varig Flight 820 and Air Canada Flight 797 were believed to have each been caused by smoking passengers — killing 123 and 23 people respectively.
New rules were enforced, but aircraft models were still required to have ashtrays installed…just not used.
However, if someone does light up, risking a $100k fine and the lives of everyone on-board, the flight attendants need a place to dispose of the cigarette butt. The trash bins are filled mostly with paper waste, so that’d be a terrible (read: flammable) idea.
The FAA doesn’t have much jurisdiction over the U.S. military. Military operations are exempt from FAA guidelines but as a show of good faith while flying in U.S. National Airspace they follow them willingly.
Even down to the size of the UH-60 Blackhawk, an ashtray is still installed to adhere to FAA guidelines. Military helicopters still treat the cigarette butt as foreign object debris and that needs to be disposed of properly so as not to damage the aircraft.
Feature image: U.S. Air Force photo/Airman 1st Class Christian Sullivan
During fiscal year 2018, which ended Sept. 30, 2018, the US Coast Guard intercepted just over 458,000 pounds of cocaine. That was the second most in a year on record, behind fiscal year 2017, when 493,000 pounds were seized, which topped the previous record of 443,000 pounds in fiscal year 2016.
“The Coast Guard has interdicted more than … 1.3 million pounds of illicit cocaine in the last three years, and that rolls up to be about $18 billion of wholesale value on American streets,” Coast Guard Commandant Adm. Karl Schultz said Nov. 15, 2018, aboard the cutter James, which was offloading nearly 38,000 pounds of cocaine seized in the eastern Pacific Ocean.
The pursuit of traffickers on the high seas, working with other US agencies and international partners, was part of what Schultz described as a “push-out-the-border strategy” to target the smuggling process at the point when the loads were the largest and most vulnerable.
US Coast Guardsmen board a narco sub as part of a drug seizure in early September 2016.
(US Coast Guard photo)
“We’re pushing our land border 1,500 miles deep into the ocean here a little bit, and that’s where we find the success taking large loads of cocaine down at sea,” Shultz said aboard the James, which seized more than 19,000 pounds of the cocaine offloaded on Nov. 15, 2018.
“When we take down drugs at sea it reduces the violence. It maximizes the impact. When these loads land in Mexico, in Guatemala, Honduras, Panama, they get distributed into very small loads, very hard to detect, and there’s associated violence,” he added.
But the Coast Guard can see much more than it can catch.
In the eastern Pacific Ocean, where about 85% of the cocaine smuggling between South America and the US takes place, “We have visibility on about 85% of that activity,” Schultz said. “Because of the capacity — the number of ships, the number of aircraft — [we act on] about 25% to 30% of that,” he added.
A suspected smuggler, who jumped from his burning vessel, is pulled aboard an interceptor boat from the USS Zephyr by members of the US Coast Guard and Navy in international waters of the Eastern Pacific Ocean on April 7, 2018.
(US Coast Guard photo)
Schultz is not the first Coast Guard official to note the gap between what the service can see and what it can stop.
In September 2017, Adm. Charles Ray told senators that the service has “good intelligence on between 80% and 90% of these movements,” referring to trafficking in the eastern Pacific Ocean and Caribbean.
But “we only have the capacity to get after about 30% of those” shipments, added Ray, who is now the Coast Guard’s vice commandant.
The eastern Pacific Ocean from the west coast of South America to the Galapagos Islands and up to waters off western Mexico and the southwest US is an area about the size of the continental US, Ray said.
“On any given day we’ll have between six to 10 Coast Guard cutters down here,” he added. “If you imagine placing that on [an area the size of] the United States … it’s a capacity challenge.”
Schultz’s predecessor, now-retired Adm. Paul Zukunft, noted a similar gap.
The Coast Guard provides the “biggest bang for the buck,” Zukunft told The New York Times in summer 2017. “But our resources are limited.”
“As a result, we can’t catch all the drug smuggling we know about,” Zukunft added. “Just last year we had intelligence on nearly 580 possible shipments but couldn’t go intercept them because we didn’t have the ships or planes to go after them.”
Schultz acknowledged that with more resources the Coast Guard could stop more, but said the service was getting the most out of its assets and its partners — including the Defense and Homeland Security departments and other countries in the region.
“We have DoD support, we have partner-nation contributions … so it’s that team sport, but there is a conversation about capacity,” Schultz said. “More Coast Guard capability, more enablers like long-range surveillance airplanes and … we’d take more drugs off the water.”
“What I’m proud about is we’re putting every ounce of energy we’ve got into this fight.”
The Coast Guard cutter James interdicts a low-profile vessel in the eastern Pacific Ocean, Oct. 22, 2018.
(US Coast Guard photo)
Booming cocaine production in Colombia has kept a steady flow of drugs heading north. Smugglers use a variety of vessels, from simple outboard boats to commercial fishing vessels. The more frequent appearance of low-profile vessels, often called narco subs, points to traffickers’ increasing sophistication.
The Coast Guard has said it caught a record six narco subs in fiscal year 2016, which ended in September 2016. In September 2017, the service said it had seen a “resurgence” of such vessels, catching seven of them since June that year.
“We’re seeing more of these low-profile vessels; 40-plus feet long … it rides on the surface, multiple outboard engines, moves 18, 22 knots … and they can carry large loads of contraband,” Schultz told Business Insider in 2018.
Narco subs can cost id=”listicle-2620799501″ million to million but can carry multiton loads of cocaine worth tens of millions of dollars in the US.
Mike Vigil, former chief of international operations for the US Drug Enforcement Administration, estimated Colombian traffickers were building 100 narco subs a year and said the DEA believed at least 30% to 40% of drugs coming to the US were moving on those vessels, but authorities were likely only intercepting 5% of them.
A Coast Guard Cutter Stratton boarding team investigates a self-propelled semi-submersible interdicted in international waters off the coast of Central America, July 19, 2015.
(US Coast Guard photo by Petty Officer 2nd Class LaNola Stone)
The Coast Guard’s own estimate indicates that it can block only a sliver of the narcotics coming to the US by sea.
Asked what was needed to address the flow of narcotics, Ray in late 2017 pointed to the offshore-patrol-cutter program, which the Coast Guard has said will bridge the gap between national-security cutters like the James, which patrol open ocean, and fast-response cutters, which patrol closer to shore.
The first offshore-patrol cutter isn’t scheduled to be delivered until 2021.
Coast Guard officials have touted the capabilities of national-security cutters, like the James, which were introduced in 2008 and of which six are in service.
But the other cutters that seized drugs offloaded by the James on Nov. 15, 2018, were, on average, 41 years old, “and are increasingly more difficult to maintain and more costly to operate” Claire Grady, the Homeland Security Department’s chief of management, said on Nov. 15, 2018.
“For the Coast Guard to remain always ready to combat transnational crime and conduct its 10 other statutory missions,” Grady added, “it’s imperative to recapitalize its aging fleet.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The balloons can float as high as 65,000 feet, and are able to track vehicles day or night, regardless of the weather.
The goal of the balloons, according to the FCC filing, is: “To provide a persistent surveillance system to locate and deter narcotic trafficking and homeland security threats.”
The company named in the filing, Sierra Nevada Corporation, is working on behalf of the United States Department of Defense to test the balloons. The United States Southern Command (Southcom) commissioned the tests; the balloons are scheduled to begin flying in South Dakota and conclude in central Illinois.
An MQ-9 Reaper remotely piloted drone aircraft flies a combat mission.
(Photo by Lt. Col. Leslie Pratt)
Though the technology might sound strange, it’s not the first pairing of balloons with tech hardware to enable surveillance: The Israeli government has repeatedly used surveillance balloons with cameras attached in Israel.
The surveillance balloons in this case, however, are equipped with so-called “synthetic-aperture radar” devices from Artemis Networks — a tech company that makes wireless radar devices. Using an SAR device, users can create high-resolution images using radio pulses, which enables a much higher level of detail in surveillance use.
Neither the Department of Defense nor the Sierra Nevada Corporation responded to requests for comment as of publishing.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Russia says that a new NATO plan to enhance its combat readiness in Europe would weaken security on the continent, and is warning that Moscow would take that into account in its own military planning.
Deputy Foreign Minister Aleksandr Grushko criticized the initiative known as Four Thirties in comments on June 13, 2018. He said that Russia would take all necessary military measures to guarantee its own security.
The initiative “creates a threat to European security,” Grushko told journalists.
Four Thirties, the U.S.-proposed initiative that was supported by NATO defense ministers on June 7, 2018, is meant to protect allies against what NATO says are increased threats from Russia and to bolster combat-readiness by easing the transport of troops across Europe in the event of a crisis.
The plan, whose full details were not revealed, provides for the deployment of 30 troop battalions, 30 squadrons of aircraft, and 30 warships within 30 days. The plan is set to become operational in 2020.
Thousands of NATO troops are already stationed on standby in the Baltic states and Poland as a deterrent, and NATO chief Jens Stoltenberg stressed on June 7, 2018, that the goals of Four Thirties are increased coordination and better mobility.
“This is not about setting up or deploying new forces. It is about boosting the readiness of existing forces across each and every ally,” Stoltenberg said.
“This is about establishing a culture of readiness and we need that because we have a more unpredictable security environment. We have to be prepared for the unforeseen,” he said.
Grushko said that Russia’s “views on the preparations made by the alliance on the eastern flank are well-known. We are acting based on the assumption that it substantially worsens military security in Europe.”
Asked whether Russia will factor Four Thirties into its own military planning, Grushko told journalists, “Without a doubt, we will take it into account.”
“If the need arises, we will take all military-technical measures that will guarantee our security and defense capability,” said Grushko, who is a former ambassador to NATO.
Separately, Russian Foreign Minister Sergei Lavrov on June 13 called on NATO to ensure that no state or group would strengthen their security at the expense of the security of others — the so-called “indivisible security” concept.
“We will continue to call on our NATO counterparts to respect all the agreements…which declare drawing new dividing lines to be unacceptable and emphasize the need to ensure indivisible security so that no one has to strengthen their security by damaging the security of others,” Lavrov said in Moscow after talks with Greek Foreign Minister Nikos Kotzias.
There has never been an active-duty military spouse elected to Congress. As overall military representation has fallen by roughly 20% over the past 60 years, spouses of service members are seeking to close the military-civilian representation gap.
Military Families Magazine spoke to three military spouses running for elected office in 2020 to see what led them to take the leap from concerned citizen to candidate.
First active-duty spouse in Congress?
If elected in November, Lindsey Simmons, a candidate for Missouri’s 4th Congressional District, would be the first active-duty military spouse elected to Congress. To put that in context there are currently 535 representatives in the 116th Congress. Since the election of the first female representative in 1917 there have been 51 sessions of Congress and thousands of opportunities to elect an active-duty military spouse.
Army spouse Lindsey Simmons is running for Missouri’s 4th Congressional District. Her political journey began when she started working with and for veterans in her community, trying to close the civilian-military representation gap. (Military Families Magazine)
Like many military spouses, Simmons’ journey into public service started through her advocacy for military families, with a desire to improve schools and health care access.
“I recognized that There was a huge gap between military families and civilian families,” Simmons said. “And so much of the policies coming down from Washington and how they were affecting our families never made the news.”
On the surface, the military population seems diverse, with increased participation from women and minorities. However, those who join the military are more likely to come from military families. With the overall size of the military in decline, the average citizen’s connection to someone in the military has dropped. Seventy-nine percent of baby boomers have a military connection as compared to only 33% of millennials.
If military families choose not to participate in a “second service” by running for elected office, then their voices and experiences are left out of the political process, widening the civilian-military representation gap.
Simmons is running for Missouri’s 4th Congressional District. Her political campaign was born out of her concern for her communities’ access to healthcare and other services. (Military Families Magazine)
With fewer experienced representatives in Congress, “their [politicians’] only notion of the military is what they see,” Simmons said. “And often the liaisons that DOD sends are going to be higher-ranking officers.”
Because military spouses are not subject to DOD Directive 1344.10 — the regulation that prevents active-duty service members from engaging in politics — there is no reason they cannot attempt to close the gap. According to Sarah Streyder, Director of the Secure Families Initiative and active-duty Air Force spouse, there is a lack of clarity surrounding what level of political engagement is acceptable for military families. Military programming is “missing a call to public sector engagement,” Streyder said. There are no reasons spouses should not “lobby our representatives, by voting, by speaking up in order to be a more active part of the conversations that drive war and peace.”
Serve where you want to see change
Not everyone feels called to serve in Congress, but their participation is no less valuable. Navy spouse Alexia Palacios-Peters is running for the school board in Coronado, California. Things shifted for Palacios-Peters during a parent-teacher conference.
Coronado, California School Board candidate and Navy spouse Alexia Palacios-Peters participated in #thefrontstepsproject while actively running for elected office. Photo credit: Katie Karosich. (Military Families Magazine)
“It became clear that the teacher didn’t realize dad was deployed and had been extended four times,” Palacios-Peters said. “You’re in a military town and how many kid’s parents are on the [U.S.S. Abraham] Lincoln?”
It seemed that Coronado, a proud Navy town with a high military population, didn’t have strong military representation.
“Not all of them are residents here or are able to vote here,” Palacio-Peters said. As a politically-active resident, she hopes to “be that voice for military families because decisions are going to affect our kids.”
Being a voice in local communities is not out of reach for the average disinterested citizen.
Before Melissa Oakley decided to run for elected office, she actively participated in politics, founding the Onslow Beat Conservative News Blog. Oakley is pictured interviewing Congressman Dr. Greg Murphy (R) after his first town hall. (Military Families Magazine)
“I really wasn’t into politics,” Melissa Oakley, a Marine Corps spouse who is running for the Board of Education in Onslow County, North Carolina, said. “I had the mindset ‘I’m a military spouse and they know I’m going to move, and they don’t want us.’ But in reality, they really do want us.”
Oakley’s call to service was born out of her personal conviction to help her community. She founded a food pantry and supported local like-minded political leaders. According to Oakley, local government involvement is vital.
“A lot of people think that we need to focus on the president; no not really. Because if you’re a homeowner your local government is controlling your property taxes being raised,” she said.
Military spouses can make a difference in the communities in which they live. The only hurdle is finding a way to get involved.
Where do I start?
Because Melissa Peck, a Navy spouse, was stationed in Japan with her family, she felt removed from the 2016 election cycle. Rather than throwing up her hands in frustration, upon her return to the U.S. she immediately joined her local political committee and brought her family along for the ride.
“All four of my kids have gone canvassing with me,” Peck said. “They have attended political rallies. We hosted a meet and greet for a congressional candidate in our home.”
Today, Peck is an elected leader of her local political party.
All candidates agree. You don’t have to run for office to make a difference. Whether you contribute one hour a month, or you turn your volunteering into a full-time job, it is appreciated. It’s attainable. And it makes a difference.
Wondering what you can do to make an impact on your community? You don’t have to run for office to make change happen:
Easy next steps
Register to vote.
Volunteer for a candidate or political party you support.
Research candidates for the 2020 election via Vote411.org.
Go to school board meetings.
Show up to virtual and in-person town halls.
Sign a petition for a cause you support.
Involve your kids. Show them the process isn’t just for politicians.