The National Archives hosts countless educational films that have come from the military throughout the ages. If you want to learn about declassified nuclear testing, they’ve got it. If you want to learn how to properly resist communist propaganda, they’ve got that, too. If you want to learn the 1960’s way of wooing women, you better believe the U.S. Military has wasted money on making those videos, too.
First, in the filmmaker’s defense, videos that covered overall health and general well-being weren’t uncommon at the time. It should also go without saying that the advice the narrator gives — likely with the best of intentions — is a product of its time. There are a few gems in there that, by modern standards, are cringe-inducing, like, “treat her as an equal. Women love that!”
The first film in the series, Blondes Prefer Gentlemen, is a play on the Marilyn Monroe film, Gentlemen Prefer Blondes. The 15-minute instructional movie follows two different midshipmen as they go on a date with a blonde (the narrator clarifies that the advice works for all women, regardless of hair color. Good to know). One midshipman, Charlie, shows all the “Don’ts.” Jack showcases all the “Dos.”
There’s actually plenty of legitimate advice in this film for fine dinning etiquette, including which fork to use during fancy dinners, how to start a proper conversation that engages everyone at the table, how to place unused silverware during the meal, and how to not be an arrogant prick during a three-course meal.
The second video is a bit more, uh, of the times. If you only watch the first three minutes of How to Succeed with Brunettes, you could get the wrong impression. It joking plays off the “don’t” list before explaining all the ways things went wrong. Instead of spending the rest of the film on ways to actually “succeed” with your date, it instead tells you how to properly present her to your superior officer.
Of course, they sprinkle in nice, gentlemanly advice, like walking on the curbside of the sidewalk, opening doors for your date, and letting her pick a place to sit in the movie theater — you know, actual advice. Then, things take a nosedive directly back into, “here’s how you present your date to the Admiral.”
Give these videos a watch and appreciate how far we’ve come.
“You’re getting the body prepared for a number of motions,” Saladino told Men’s Journal. “These are more expansive than your typical lifting movements.”
He allows for flexibility in his workout routine.
Saladino noted that, while he and Reynolds tried to stick to a weekly strength plan that included two days off, it was constantly adjusted to fit the needs of his body and schedule.
“The biggest mistake that people make when making an exercise plan is not to listen to their body every day,” Saladino told Men’s Journal. “Ryan was a recent father and traveling a lot [when “Deadpool” was being filmed], so if he had been up all night with the baby, or just gotten off a plane from Singapore, you can best believe we were changing up the program.”
He took it upon himself to work out in his downtime.
“Don [Saladino] gave me a plan so I could train whenever I needed to,” Reynolds told Men’s Health in 2016. “It made things more manageable. And if I wanted to spend a little extra time with my daughter in the morning, I could do that.”
Reynolds has said that he has a “functional” approach to training rather than a “fashionable” one, so he usually prefers to work out alone and on his own time.
Saladino admitted that he is never concerned about Reynolds’ commitment to the workout regimen.
“Ryan’s such a hard worker,” Saladino told Men’s Health. “If anything, I had to scale him down. One day he came up to see me having been working out on his own and I was like, ‘Holy sh-t!’ He looked like a different person.”
“I like using these traditional movements with little twists,” Saladino explained. “This move, in particular, is not only maintaining the strength that he built up to play Deadpool but also encourages stabilization and balance. We have done exercises similar to this over the course of the past few years, but sometimes with a kettlebell and without the vest during our warm-ups.”
However, the father of two did admit that he can battle this aversion with outdoor exercises and activities.
“I love being outdoors,” he said. “There are forests all around [where I live] and I get to hike, mountain bike … just move. I’ll even bring the baby with me, put her in a little baby carrier thing and off we go. In a weird way, it’s a great workout because you’re adding 20 pounds to your bodyweight.”
It’s certainly admirable that Reynolds juggles his responsibilities as an action star with his growing family of four— but his DIY style when it comes to fitness can work for just about anyone.
The new Marvel Cinematic Universe movie, Black Widow, comes out this May. The standalone film will revolve around the Avenger Natasha Romanoff, otherwise known as the Black Widow.
The former assassin turned superhero has a dark and mysterious past that has been alluded to several times during the MCU run. Now, fans get to dive into that story and learn what made Black Widow and why her past haunts her.
The new trailer also featured more of the movie’s villain, the Taskmaster. The Taskmaster has the ability to learn and mimic the fighting style of anyone he faces. In the first trailer we see him take aim with a bow and arrow which means he must have gone up against Clint Barton, aka Hawkeye.
But in the new trailer, we see other Avengers mimicked by the Taskmaster. At the 1:12 mark, we see Taskmaster give the ole Wakanda Forever salute, prompting fans to wonder if there will be an appearance by Chadwick Boseman as T’Challa, also known as Black Panther.
Also, we see Taskmaster pull out a very iconic tool of one of the Avengers.
That’s right, he uses (pretty proficiently) a shield as a weapon just like Captain America.
Taskmaster is considered Marvel’s ultimate copycat
In the new #BlackWidow trailer you can see him:
– Studying Natasha’s moves in ‘Iron Man 2’
– Throwing a shield like Cap
– Mimicking Black Panther
– Shooting a bow and arrow like Hawkeye
Speaking of the Captain, the movie features his old Soviet counterpart. Played by Stranger Things star David Harbour, the Red Guardian has a big role in the movie as one of Black Widow’s family members. The premise of the movie seems to be that the Taskmaster has taken control of the Red Room (used to create Black Widow assassins) and Black Widow and her family must do battle to stop him. Rounding out the superhero family are Rachel Weisz and Florence Pugh.
The movie is supposed to be set after Captain America: Civil War, and has Romonoff alone and dealing with a sinister force that is using her past against her. She must battle both the Taskmaster and her past in order to prevail.
It sounds like this will be another great Marvel action flick!
Last week, we published a blurry shot of a U.S. Air Force F-4 Phantom flying inverted during an intercept mission on a Russian Tu-95 Bear. The photograph went viral and reached Robert M. Sihler, the author of the shot, who was so kind to provide some interesting details about the image that brought to mind one of the most famous scenes in Top Gun movie.
“Although I don’t remember the exact date, the mission occurred in either late 1973 or early 1974. The F-4C belonged to the 57th FIS at Keflavik NAS. The mission was a standard intercept of a “Bear” by two F-4s after the alert crews were activated,” Bob wrote in an email to The Aviationist.
I was a Navigator, or in the F-4, a Weapons System Officer. I entered the USAF in Oct 1969. On active duty, I spent a couple of years at Norton AFB, CA in C-141s. From there, I trained in the F-4 and spent one year at Keflavik, Iceland. Following that, I went back to C-141s at Charleston AFB, SC from 1974 to 1977. I left active duty and spent the next 14 years in C-130s at Andrews AFB, MD and Martinsburg ANGB, WV. I retired as a Lt Col in Dec 1991. The assignments to Iceland were generally either one or two years. I elected to do one year without my family accompanying me there. Others chose to bring their families for two years.
Dealing with the close encounters with the Tu-95s:
“At that time, we probably averaged two intercepts of “Bears” per week. They were the only aircraft we saw while I was there. Generally, the intercepts occurred on Fridays and Sundays, at the “Bears” flew from Murmansk to Cuba on training and, we guessed, “fun” missions. Generally, we did these barrel rolls at the request of the Soviet crewmembers. They gave us hand signals to let us know they wanted us to do it. They photographed us as well. The Cold War was winding down and the attitudes on both sides had improved,” Sihler explains.
When asked whether the barrel roll was difficult or unsafe maneuver, Bob has no doubts: “Not really! The Soviets, at the time, gave us hand signals asking us to “perform” for them. The rolls were not dangerous at all.”
The famous shot of the inverted flying F-4 Phantom (the aircraft was actually ending a barrel roll):
An F-4C from 57th FIS escorts a Tu-95 intercepted near Iceland in the early 1970s:
The same 57th FIS F-4C that performed the barrel roll around the Tu-95 depicted during the same intercept mission:
A Tu-95 as seen from a Phantom’s cockpit:
A big thank you to Robert Sihler for answering our questions and providing the photographs you can find in this article.
Well, the Army’s secret is out – specifically its secret operation in the U.S. capital that has Blackhawk helicopters flying American troops around the Washington, D.C. area. The accidental leaker is, surprisingly, the United States Army and its bureaucracy. What the purpose of the mission is isn’t readily apparent, but the method of moving from one location to another sure is a great way to beat the beltway traffic.
It seems the once-classified operation made its way into the light after the Army requested the movement of some id=”listicle-2639564128″.55 million from Congress to move aircraft, maintainers, and aircrews in support of what the Army called an “emerging mission” in Washington, D.C. The project is a part of the Army’s greater effort to reappropriate funds to other, more important programs than the ones currently funded in its budget for the fiscal year 2019.
The Army told Bloomberg Defense that the duration of the mission is “undetermined,” but declined to discuss where the focus of the mission would be, be it either a potential political target, like the White House, or protecting a populated civilian area.
The request says the Army would not be able to meet its training requirements in the National Capital Region without the transfer of funds to this “new” training mission, which has been ongoing since the beginning of the 2019 fiscal year. On top of the movement of personnel and equipment, the funding request includes money for a sensitive compartmented information facility, funding for 10 UH-60s and enough money to support those aircraft for four months. The mission is set to be based from Davison Army Airfield, Va.
The “Army Secret Op in D.C. Area saga” was first broken by Bloomberg reporter Anthony Capaccio.
Commodore Bertholf served the United States in its Revenue Cutter and Coast Guard service from early manhood, never failing a call to duty, no matter what the danger, always acting in a notably distinguished and at times heroic manner, as evidenced in the especial award to him by Congress of its Gold Medal of Honor. He finally reached the highest command in the Coast Guard and retained to the last his vital interest in the cause of that service. American Bureau of Shipping, 1921
In the quote above the American Bureau of Shipping commented on the productive career of Ellsworth Price Bertholf, first commandant of the modern Coast Guard and first flag officer in service history. No individual may claim sole credit for establishment of the U.S. Coast Guard as a military service. However, like the service’s original founder, Alexander Hamilton, Bertholf bore the greatest responsibility for the planning, establishment, oversight and initial success in the second founding of the Coast Guard in 1915.
Ellsworth Bertholf was born in New York City on April 7, 1866. In 1882, at the age of 16, he entered the U.S. Naval Academy, but was court martialed and dismissed after a hazing incident. In 1885, he entered the Revenue Cutter School of Instruction and matriculated with the Class of 1887. After graduation, he was assigned to the cutter Levi Woodbury and, as was customary at the time, he served two years at sea before receiving a third lieutenant’s commission in the U.S. Revenue Cutter Service. During his career, he would serve aboard cutters stationed around the United States and Alaska.
(U.S. Coast Guard photo)
Bertholf’s most noted service took place on land and in the waters of Alaska. In 1897, Bertholf, Lt. David Jarvis and Dr. Samuel Call of the Arctic cutter Bear, led a dangerous mid-winter relief party that became known as the Overland Expedition. Using sledges pulled by dogs and reindeer, the men set out on snowshoes and skis to relieve over 200 whalers stranded by pack ice near Pt. Barrow, Alaska. Three months and 1,500 miles later, the party arrived at Barrow delivering 382 reindeer to 265 starving whalers. Bertholf received a specially struck Congressional Gold Medal for this courage and heroism.
In the winter of 1901, Bertholf also made a trip across northern Siberia by sledge at the request of the U.S. Bureau of Education. The purpose of his mission was to procure a herd of reindeer for the Inuit villages in Northern Alaska. Bertholf went on to serve as executive officer and then commander of the Bear, made famous by its Alaskan cruises and the Bering Sea Patrol.
(U.S. Coast Guard photo)
Bertholf enjoyed a distinguished career in the U.S. Revenue Cutter Service. He was the service’s first officer to attend the Naval War College in Newport, Rhode Island, and he rose quickly through the officer ranks. In 1911, at the age of 45, he was appointed captain commandant and head of the Revenue Cutter Service. He was the last man to serve in that position.
He also served as a delegate to the International Conference on Safety at Sea held in London in 1912 after the tragic loss of RMS Titanic. This meeting led to establishment of the International Ice Patrol, which the service has performed since 1913. In addition, he served as chairman of the Interdepartmental Board on International Ice Observation and Patrol in the North Atlantic and the service’s board on Anchorage and Movements of Vessels.
More than any other individual, Bertholf’s strong leadership and guidance made possible the establishment of the modern Coast Guard. With the director of the U.S. Life-Saving Service, Bertholf engineered a merger with the U.S. Revenue Cutter Service. This amalgamation would bring together hundreds of small craft from the Lifesaving Service and numerous cutters operated by the Revenue Cutter Service, and save the two services from elimination planned by an efficiency commission under President William Taft. Instead, in 1915, President Woodrow Wilson signed an act merging the services to form the U.S. Coast Guard with Bertholf appointed to lead the new military service.
(Photo by John Evans.)
During World War I, Capt. Commandant Bertholf held the temporary rank of commodore, the first officer of either the Revenue Cutter Service or Coast Guard to achieve flag rank. The war cemented the service’s role as a military agency. During the conflict, the service performed its traditional missions of search and rescue, maritime interdiction, law enforcement, and humanitarian response. Meanwhile, the service undertook new missions of shore patrol, port security, marine safety, and convoy escort duty while playing a vital role in naval aviation, troop transport operations and overseas naval missions. By war’s end, these assignments had become a permanent part of the Coast Guard’s defense readiness mission.
(U.S. Coast Guard photo)
Bertholf retired from the Coast Guard in 1919 and joined the American Bureau of Shipping as vice president. He became very active in the affairs of that institution and travelled extensively to expand the ABS in foreign fields. He died of a heart attack in 1921 at the age of 55. He was survived by his wife and daughter and interred with full military honors at Arlington National Cemetery. In 2008, the first of the Coast Guard’s fleet of National Security Cutters was named in Bertholf’s honor–the first Coast Guard cutter named for Bertholf.
Today, the story of Ellsworth Bertholf is lost and forgotten to the American public. The record of his life and legacy remain with us through his heroic feats in Alaska, his role in establishing the Coast Guard as a military service, and the distinguished National Security Cutter that now bears his name.
Trying to deadlift a weight that is entirely too heavy for you is a great way to start demonizing the deadlift. Take your time in progressing to heavier weights. There’s no rush; you literally have the rest of your life to get to a three times bodyweight deadlift.
Maybe you did manage to get the weight to the top of the rep. This is not the time to lose tension; a weight that causes you to lose tightness at the top will make you regret picking it up on the way down.
This is where most of you will find the answer to your pain.
Your lats aren’t firing. Watch the video to learn how to turn on those lats with every rep. You’ll stop putting extra stress on your low back if you are properly engaging your lats.
Even though the deadlift is considered a pull, there is still a push aspect to it. Spend some time actively pressing your feet through the floor in your next session. You will immediately notice the difference as well as a relief in your low back.
The deadlift is a hip hinge movement. It isn’t a squat. Learn how to hip hinge using the drill in the video above. It will prevent the bar from getting in your way during the deadlift and causing extra stress on the low back as opposed to the glutes where you should be hinging from.
You’re so special that maybe the conventional deadlift isn’t good enough for you. If you have a hard time getting into position in the straight bar deadlift try another variation. The trap bar can be your friend here, as can a kettlebell.
If your shoes have the word “air” in their name, or the word “comfort” anywhere in their product description take them off when deadlifting. The cushion creates an unstable base that your body needs to compensate for. That compensation takes away from your form and can cause pain in the low back.
90% of people are in flexion (see #2). The rest of you may be in hyperextension at the top of the movement. If that’s the case, check out the video and learn how to wake up your glutes so that you can engage them instead of throwing all of your weight into your low back.
Here’s the full video to correct all potential low back issues in the deadlift. Get in the gym, apply your fix, and keep training!
It may not make for polite conversation, but most runners at one time or another have dealt with unpleasant intestinal rumblings, sometimes called runner’s stomach, or faced other gastrointestinal running emergencies while running recreationally or competitively. The Army Public Health Center’s resident nutrition experts offer a few strategies to help runners avoid unfortunate GI issues.
“It is difficult to connect the cause and effect of this unfortunate situation, but some plausible culprits are dehydration and heat exposure,” said Joanna Reagan, registered dietitian at the Army Public Health Center. “Contributing factors likely include the physical jostling of the organs, decreased blood flow to the intestines, changes in intestinal hormone secretion, increased amount or introduction of a new food, and pre-race anxiety and stress.”
Reagan offers a few suggestions to help runners avoid runner’s stomach while running or training.
“If you have problems with gas, bloating or occasional diarrhea, then limit high fiber foods the day before you race,” said Reagan. “Intestinal bacteria produces gas and it breaks down on fibrous foods. So avoid foods such as beans, whole grains, broccoli or other cruciferous vegetables. Lactose intolerance may also be something to consider, so avoid dairy products, but yogurt or kefir are usually tolerated.”
(U.S. Army photo by Sgt. Kissta DiGregorio, 82nd Airborne Division Public Affairs)
APHC Nutrition Lead Army Maj. Tamara Osgood recommends avoiding sweeteners and sugar alcohols, which can cause a ‘laxative effect’ and are commonly found in sugar free gum and candies.
“Also, limit alcohol before run days, and try to eat at least 60-90 minutes before a run or consume smaller more frequent meals on long run days,” said Osgood.
So broccoli and cauliflower are out. Are there any “good” foods to eat before a planned run?
“In the morning the stress hormone, cortisol, is high,” said Reagan. “To change the body from a muscle-breakdown mode to a muscle building mode eat a small breakfast or snack of 200 to 400 calories within an hour of the event. This depends on your personal tolerance and type of activity.”
Reagan says some quick food choices are two slices of toast, a bagel or English muffin with peanut butter; banana (with peanut butter); oatmeal, a smoothie, Fig Newtons, or granola bar.
“These food choices will also help provide energy and prevent low blood glucose levels,” said Reagan.
(DoD photo by Benjamin Faske)
Although energy bars and gels are popular, runners who haven’t trained with these products may experience diarrhea because of the carbohydrate concentration, said Reagan. A carbohydrate content of more than 10 percent can irritate the stomach. Sport-specific drinks are formulated to be in the optimal range of 5 to 8 percent carbohydrate, and are usually safe for consumption leading up to and during a long run.
Reagan advises staying well hydrated before and during the run and consider getting up earlier than usual to give the GI tract time to “wake up” before the race. For those in race “urges” it’s wise to know the race route and where the portable restrooms are located.
Osgood says runners should train like they race to learn how their bodies tolerate different foods.
“Training is the time to understand how your body tolerates the types of food or hydration you are fueling with,” said Osgood. “Everyone is different when it comes to long runs regarding the type of foods or best timing to eat for you to avoid GI intolerance. Find out what works for you while you train.”
Osgood also recommends refueling following the run. Most studies suggest 3:1 or 4:1 carbohydrate-to-protein ratio within 30 minutes post run.
These are strange times. Life as we know it has constantly been in flux as hourly updates roll in, new laws are enacted, and we draw farther and farther into isolation. It’s been harder than usual to find the light in a dark moment, but there are actually a few good things we can hold onto.
A new appreciation for the older generations
The young appear to be spared from the worst of the virus waging war on the world today. Before coronavirus, it’s hard to recall a time where American culture took a long hard look at its aging generations with such love and appreciation. Knowing our last remaining Holocaust survivors, WWII Veterans, Korean and Vietnam soldiers all fall within the “high risk” category has caused many of us to rethink how we care for our elders.
Will we reimagine elderly care from distant centers to family-centered care? It’s certainly something to consider.
We get to take a hard look at consumption
There’s a long list of things we can’t do right now that’s affecting many of our lives and schedules. Yet, when we really think about it…does any of it actually matter? Coming off the high-speed rat race of life, we have all seen just how materialistic our lives are. What truly matters when it’s all on the line? The ones around you, the people you love.
Let us all take this reset to reconfigure life to slow down a few paces. To become centered, perhaps for the first time, around those who we couldn’t live without and to let go of the things that we realized we didn’t need.
Living life in the fast lane, it becomes easy to look past or completely miss the gaps in our parenting or marital relationships. We’re all pulled in so many directions that we literally do not have the time to do the work. Like it or not, you’re likely taking a long hard look at the product of that life and lucky for you, you have the time to course-correct.
Now is the time to go back to basics, ensuring you have your bases covered. It’s time to address what we can to be on a better and stronger path when life resumes.
Relationships will be stronger for this
With so much uncertainty, and so much free time, it’s likely you’ve thought about who you’re giving your time to, and who in your life you may have neglected a bit. It’s easy in life, especially the military life, to focus solely on life in your current town. Long-distance calls to your former bestie have become less frequent.
Thanks to isolation, there’s absolutely zero reasons for this. It’s time to renew, reconnect and review your friend list.
Push the reset button
Self-care is now daily care with all the time life has granted you. With literally nothing else better to do, why not start that next chapter you’ve been waiting for? Do the virtual Yoga retreat. Bake until you become amazing. Try and fail and try again because, after all, who is watching?
Whatever you do during your quarantine time, do it well and come out stronger for it.
In 1994, a judge ruled the first woman ever admitted to The Citadel, a Charleston, S.C.-based military academy, should not be exempt from getting the same “induction cut” given to all male recruits. For decades, U.S. military recruits have had their locks shorn in the first weeks of training, given what is otherwise known as “The Army’s Finest.”
While the Citadel’s first female cadet would not end up buzzed like her male classmates, male recruits and cadets have been going through the rite of passage since George Washington established the Continental Army. Even then, he required men serving in the American ranks wear short hair or braided up. He could also wear his hair powdered, which he would do with flour and animal fat. If he did, it would be tied in a pigtail.
There are actually worse cuts out there, you know.
The shearing of young men began in earnest during the heavy recruitment of troops in World War II. The Army’s official reason was “field sanitation” – meaning it wanted to control the spread of hair and body lice. it had the double effect of standardizing new U.S. troops, creating a singular look to remind the men that they were in the Army now – and that the Army had standards. Like most everything else in a military training environment, the haircut was a boon to individual and unit discipline.
Ever since, the services have tried at various times to recognize the evolution of popular hairstyles for American troops while trying to maintain discipline and grooming standards among them. Women, while not forced to partake in the introductory military hairstyle, have maintained clean, often short hairstyles. Their hairstyles are always expected to be just as well-kept and disciplined as their male counterparts. They still get a visit to the basic training Supercuts – the result is just not as drastic.
It doesn’t matter if they’re coming into the military as an officer or as enlisted, if they’re Guard or Reserve, if they’re going to a service academy or ROTC, all soldiers, sailors, airmen, and Marines get a solid shearing to christen their new way of life.
The Navy is finalizing plans to build its fourth Ford-Class aircraft carrier in the mid-2020s as a substantial step in a long-term plan to extend surface warfare power projection for the next 100 years — all the way into the 2100s
This fourth carrier, called CVN 81, will continue the Navy’s ongoing process to acquire a new class of next-generation carriers designed to sustain its ability to launch air attacks from the ocean in increasingly more dangerous modern threat environments.
“Procurement of CVN 81 is currently being planned for inclusion in the 2023 budget,” William Couch, spokesman for Naval Sea Systems Command, told Warrior Maven.
While Couch emphasized that funding will require Congressional approval, he did specify key elements of the Navy’s Ford-Class strategy.
The first one, the USS Ford, is now complete and preparing for operational service. The second Ford-Class carrier, the USS Kennedy, is more than 80-percent built and the third Ford-class carrier will be called the USS Enterprise.
(U.S. Navy photo illustration courtesy of Newport News Shipbuilding)
The USS Kennedy will replace the USS Nimitz which is due to retire by 2027; the Ford-class carriers are slated to replace the existing Nimitz-class carriers on a one-to-one basis in an incremental fashion over the next 50 or more years.
As a result, the Navy is making a specific effort to expedite the acquisition of its Ford-class carrier by exploring the possibility of buying the third and fourth Ford-class carriers at the same time.
“The Navy released a CVN 80/81 two-ship buy Request for Proposal to Huntington Ingalls Industries — to further define the cost savings achievable with a potential two-ship buy. The Navy received HII response May 1, 2018, and will consider it in its procurement planning for both ships,” Couch said.
Streamlining acquisition of the Ford-class also naturally brings the advantage of potentially speeding up construction and delivery of the new ships as well, something of significance to the Navy’s fast-tracked effort to reach a 355-ship fleet.
Part of this strategy is articulated in the Navy’s recent 2019 30-year shipbuilding plan, called the “Report to Congress on the Annual Long-Range Plan for Construction of Naval Vessels for Fiscal Year 2019.”
The plan says the Navy is working on “setting the conditions for an enduring industrial base as the top priority, so that the Navy is postured to respond to more aggressive investment in any year.”
Efforts to control carrier costs has been a long-standing challenge for the Navy. Several years ago, the Navy received substantial criticism from lawmakers and government watchdog groups during the construction of the USS Ford for rising costs. Construction costs for the USS Ford wound up being several billion above early cost estimates. Cost overruns with the construction wound up leading Congress to impose a $12.9 billion cost-cap on the ship.
(U.S. Navy photo)
At the time, Navy officials pointed out that integrating new technologies brings challenges and that at least $3 billion of the Ford’s costs were due to what’s described as non-recurring engineering costs for a first-in-class ship such as this.
For instance, Ford-class carriers are built with a larger flight deck able to increase the sortie-generation rate by 33-percent, an electromagnetic catapult to replace the current steam system and much greater levels of automation or computer controls throughout the ship. The ship is also engineered to accommodate new sensors, software, weapons, and combat systems as they emerge, Navy officials have said.
The USS Ford is built with four 26-megawatt generators, bringing a total of 104 megawatts to the ship. This helps support the ship’s developing systems such as its Electro-Magnetic Aircraft Launch System, or EMALS, and provides power for future systems such as lasers and rail-guns, many Navy senior leaders have explained.
HII ship developers have been making an aggressive effort to lower costs of the USS Kennedy. Officials have said that the cost of the USS Kennedy will be well over $1.5 billion less than the costs to build the first Ford-Class ship.
One of the construction techniques for Kennedy construction has included efforts to assemble compartments and parts of the ship together before moving them to the dock — this expedites construction by allowing builders to integrate larger parts of the ship more quickly.
This technique, referred to by Huntington Ingalls developers as “modular construction,” was also used when building the Ford; the process welds smaller sections of the ship together into larger structural “superlift” units before being lifted into the dry dock, HII statements explained.
Construction begins with the bottom of the ship and works up with inner-bottoms and side shells before moving to box units, he explained. The bottom third of the ship gets built first. Also, some of the design methods now used for the Kennedy include efforts to fabricate or forge some parts of the ship — instead of casting them because it makes the process less expensive, builders explained.
Also, Newport News Shipbuilding — a division of HII — was able to buy larger quantities of parts earlier in the construction process with the Kennedy because, unlike the circumstance during the building of the USS Ford, the Kennedy’s ship design was complete before construction begins.
As for the design, the Kennedy will be largely similar to the design of the USS Ford, with a few minor alterations. The Kennedy will receive a new radar and its aircraft elevators will use electric motors instead of a hydraulic system to lower costs.
This article originally appeared on Warrior Maven. Follow @warriormaven1 on Twitter.
Disney World 2018 Armed Forces Salute Prices (Valid through Dec. 19, 2018)
Four-Day Park Hopper Tickets for 6.00
Four-Day Park Hopper Plus Tickets for 6.00
Five-Day Park Hopper Tickets for 6.00
Five-Day Park Hopper Plus Tickets for 6.00
Disney World 2019 Armed Forces Salute Prices (Valid Jan. 1, 2019 through Dec. 19, 2019)
Four-Day Park Hopper Tickets for 1.00
Four-Day Park Hopper Plus Tickets for 1.00
Five-Day Park Hopper Tickets for 7.00
These tickets can be purchased at Shades of Green, your local Base Ticket Office, or Disney Theme Park ticket booths (Sales tax will be added at Disney World ticket booths), through Dec. 15, 2018, for 2018 tickets and purchase 5-Day Military Promotional Tickets now through Dec. 15, 2019 and 4-Day Military Promotional Tickets now through Dec. 16, 2019 for the 2019 Salute offer.
Disneyland Ticket Blockout dates (Dates that these tickets may not be used):
March 23, 2019 through April 8, 2019
California rates have not yet been announced! More to come for the West Coasters. Also, note the Disney Armed Forces Salute benefit is for the member only. While spouses may use their member’s benefit, they are not entitled to a benefit of their own. They only use the discounts in place of the member. Non-spouse dependents (kids) are not eligible.
This article originally appeared on Military Spouse. Follow @MilSpouseMag on Twitter.
The U.S. Air Force for months has been working to redesign gear and flight suits used by female pilots after many years of ill-fitting equipment.
But why stop there? It’s also updating current flight suit and gear designs to improve comfort and ease of wear, according to officials working on the project. At the same time, officials want to streamline and expedite the process of shipping these uniforms and support gear anywhere across the world to meet a unit’s requirement.
Since his tenure in the Air Force, Chief of Staff Gen. David Goldfein has called for improved, better-fitting uniforms — not only for comfort, but also for safety.
“We have women performing in every combat mission, and we owe it to them to have gear that fits, is suited for a woman’s frame and can be [worn] for hours on end,” Goldfein told reporters at a Defense Writers Group in Washington, D.C. last year.
Capt. Lauren Kram, assigned to the 13th Bomb Squadron, poses for a portrait on Feb. 19, 2019.
(U.S. Air Force photo by Staff Sgt. Kayla White)
Officials have been eager to create and field uniforms and flight equipment with better fit and performance, and make them more readily available for female aircrew, said Maj. Saily Rodriguez, the female fitment program manager for the human systems program office.
The problem for decades has been limited sizes, which has resulted in female airmen tailoring their own flight suits, or just wearing a suit too tight or too loose.
Rodriguez and her team have been tasked to “specifically … look at how the female body is shaped,” with a goal of “tailoring that flight suit to be able to accommodate the female shape,” she said in an interview with Military.com Thursday.
The project was launched within the Air Force Lifecycle Management Center, with Rodriguez focused on the female perspective for better-fitted uniforms and gear.
“Everything that touches an aircrew member’s body, we manage in the program office,” she said. That includes everything from flight vests; G-suits, which prevents the loss of consciousness during high levels of acceleration or gravity pressure; helmets; boots; and intricate gear such as bladder relief apparatus.
Participants of the Female Flight Equipment Workshop demonstrate the issues women face with the current survival vests at AFWERX Vegas, Las Vegas, Jan. 30, 2019.
(U.S. Air Force photo by Airman 1st Class Bailee A. Darbasie)
Beyond female flight equipment, the office is gearing up for improved uniforms and devices for all.
“We’re going to be adding on what’s called the ‘combat-ready airman,'” Rodriguez said, “which is going to look at more roles than just aircrew members to ensure that those airmen, men and women, are being outfitted in standardized uniforms as well, that suit their need to be able to properly do their duties they’re assigned.”
Officials are still defining what a ‘combat-ready airman’ is, but the term eventually will “encompass the larger Air Force” beyond aviators, she said. As an example, work has begun on better-fitting vests for female security forces airmen.
“It all comes down to making sure that airmen have gear that they can use and … perform their missions,” Rodriguez said.
Getting uniforms Amazon-quick
On the shipment management side, leaders are using the Battlefield Airmen Rapid Resource Replenishment System, or BARS, a central equipment hub that sorts various gear and can ship the clothing directly to airmen across the globe.
An HH-60G Pave Hawk helicopter, assigned to the 66th Rescue Squadron, flies during training on Nellis Air Force Base, Nevada, Feb. 22, 2018.
(U.S. Air Force photo by Kevin Tanenbaum)
“BARS is a cloud-based software program … with [an additional] inventory control,” Depoy told Military.com. The program has been around a little over a year, he added.
The internal system, created and hosted by Amazon, gives individuals the authority to head to a computer and mark what they need and have it shipped over — with the proper military approvals, Depoy said.
“There is a checkpoint, but if they need something, they can go in and order it, and those items are on the shelf,” he said.
The items are stored and managed by the Air Force at the Naval Surface Warfare Center in Crane, Indiana.
Unlike in years past where it could take months to get gear overseas, it now takes between a few days and a few weeks, depending on the location, Depoy said.
The goal now is to speed up the existing process for men’s gear, and implement a similar one for female flight suits.
“BARS is an existing system, but I’m currently adding our ACC female aviators into the system,” said Shaunn Hummel, the aircrew flight equipment program analyst at Air Combat Command’s A3TO training and operations office.
Lately, Hummel has been working to add female flight suits, jackets, boots and glove to the list of available gear in the system. His job is to work with the Defense Logistics Agency to appropriately stock facilities so airmen can access items via BARS.
In September 2018, ACC made a bulk buy of roughly id=”listicle-2635292502″ million worth of these items, Hummel said.
Capt. Christine Durham (left), Pilot Training Next instructor pilot, gives a briefing to her students prior to a training mission at the Armed Forces Reserve Center in Austin, Texas, Feb. 5, 2019.
(U.S. Air Force photo by Sean M. Worrell)
“We’re working with DLA to try and decrease the lead time and increase productivity for the manufacturing of these suits,” Hummel said April 16, 2019. Female flight suits “are not manufactured all the time until there is a consistent demand of them.”
Hummel explained there are 110 different flight suits — between the “women” category, for curvier women, and the “misses” category, for those with slimmer builds — and they also have different zipper configurations.
Zippers have been a problem for men as well as women. Very tall or very short airmen may find their zippers ill-placed to relieve themselves conveniently, the service said in a recent release.
“We’re making sure we’re using data … to assess what are the sizes we need to get women outfitted” by cross-referencing stockpiles through the various offices, Rodriguez added.
Right now, the teams are working together to get more feedback on how the programs are working, and what else could be done to improve standard gear to keep pilots and aircrew safe in flight.
The service has held several collaborative “Female Flight Equipment Workshops,” the release said.
Rodriguez said it wants more airmen speaking up.
“We have an effort underway looking at how we can streamline feedback from the user … so that we can use it when we’re looking for improvements in the future,” she said.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.