Recently, the Navy announced that the expeditionary fast transport USNS Brunswick (T EPF 6) completed Pacific Partnership 2018 in Thailand. If you’re out of the know, you may be asking yourself why this operation is such a big deal. Well, believe it or not, this annual exercise has been going on for a dozen years now and it’s an essential part of being ready for the worst.
After the 2004 tsunami ravaged Indonesia, Sri Lanka, India, and several other neighboring countries in one of history’s worst-ever natural disasters, the United States deployed relief ships to provide humanitarian aid. This generated generated a lot of good will among affected nations and their allies. This matters a great deal — when you have a reservoir of good will among a population, you’re much less likely to find yourself embroiled in war.
USNS Mercy (T AH 19) taking part in Pacific Partnership 2018.
(U.S. Navy photo by Mass Communication Specialist 2nd Class Kelsey L. Adams)
At the time, the United States had a pair of hospital ships, USNS Mercy (T AH 19) and USNS Comfort (T AH 20), that hadn’t seen much use. Although these ships are slated for replacement, they still house much more advanced medical facilities than most countries can offer. Those aboard USNS Mercy rendered care for 108,000 patients between 2004 and 2005.
After supplying aid in the wake of a terrible disaster, the Navy began to make annual deployments. The Navy has also used the big-deck amphibious assault ships of the Tarawa and Wasp classes in these deployments.
A Navy corpsman gives a tour of the medical facilities on board USNS Mercy (T AH 19) during Pacific Partnership 2015.
(U.S. Navy photo by Mass Communication Specialist 3rd Class Mayra A. Conde)
During Pacific Partnership, not only does the Navy provide a lot of medical aid, they host disaster relief training exercises with partner nations, like Thailand. As the old saying goes, “you fight like you train.” The same can be said of providing disaster relief.
This exercise is not entirely a one-way street, however. During Pacific Partnership, in exchange for advanced training, the Navy gets a lot of knowledge about the terrain and personnel are given the opportunity to build relationships with their local counterparts.
Big-deck amphibious ships, like USS Essex (LHD 2), have also been used in Pacific Partnership deployments.
(U.S. Navy photo by Mass Communication Specialist 2nd Class Adam Brock)
The operation isn’t exclusively for governments. Representatives from various non-governmental organizations also take part. These aren’t the normal passengers on Navy vessels, and having them aboard allows the Navy to practice operating as part of grand-scale, disaster-relief efforts.
At the end of the day, Pacific Partnership is one of the U.S. Military’s greatest chances to practice responding to a disaster. The fact that it generates good will and gets some nice press is just a bonus.
Off the East Coast this month, the Navy’s newest aircraft carrier, the first-in-class USS Gerald R. Ford, reached several major milestones in a matter of hours, marking the advancement of the carrier’s crew and its systems.
The Ford completed flight deck certification and carrier air-traffic control center certification on March 20, after it achieved Precision Approach Landing Systems certification and conducted two days of flight operations.
F/A-18E and F/A-18F Super Hornets from four squadrons assigned to Carrier Air Wing 8 conducted 123 daytime launches and landings and 42 nighttime launches and landings aboard the Ford over a two-day period, exceeding the minimum requirements for each by three and two, respectively.
“Our sailors performed at a level that was on par with a forward deployed aircraft carrier, and this was a direct result of the hardcore training and deployment-ready mentality we have pushed every day for the past year,” Capt. J. J. Cummings, the Ford’s commanding officer, said in a release. “Our team put their game faces on, stepped into the batter’s box and smashed line drives out of the park. It was fun to watch.”
The certifications, photos of which you can see below, are major achievements not only for the carrier but also for the Navy, as the Ford is now the only only carrier qualification asset — meaning it can conduct carrier qualifications for pilots and other support operations — that will be regularly available on the East Coast this year.
Aviation Boatswain’s Mate (Handling) 1st Class Jawann Murray, assigned to USS Gerald R. Ford’s air department, signals an F/A-18E Super Hornet on Ford’s flight deck during flight operations in the Atlantic, March 21, 2020.
Before flight deck and carrier air-traffic control certification, the Ford did Precision Approach Landing Systems certification. PALS is a requirement for flight operations. along with air-traffic controllers, it aids pilots in night or bad-weather landings and guides them to a good starting position for approaches.
The Ford is doing an 18-month post-delivery test and trials period, now in its fifth month.
The carrier finished aircraft compatibility testing at the end of January, successfully launching and landing five kinds of aircraft a total of 211 times.
After that 18-month period, it will likely return to the shipyard for any remaining work that couldn’t be done at sea.
Chief Aviation Boatswain’s Mate (Handling) Derrick Williams, USS Gerald R. Ford’s flight deck leading chief petty officer, goes over flight deck operations inside Ford’s flight deck control, prior to flight operations in the Atlantic, March 23, 2020.
The Ford’s carrier air-traffic control center team assisted the flight-deck certification and had to complete its own certification in concert with it. CATCC certification was the culmination of a process that started at the Naval Air Technical Training Center in Florida last year.
Since that process began in October 2019, instructors from the training center have been working with Ford sailors during every phase — testing the sailors’ practical knowledge, reviewing their checklists, and observing their recovery operations.
That training was vital to the Ford sailors’ success this month. “We had no rust to knock off,” said Chief Air Traffic Controller Lavese McCray. “We’ve tested and trained for so many operations that it made the [certification] scenarios look easy.”
Inspectors from Naval Air Forces Atlantic praised the carrier air-traffic control center sailors in their certification letter, according to the release.
“It was very apparent the entire CATCC team put forth a great deal of effort preparing for their CATCC certification,” the letter said. “All CATCC functional areas were outstanding. Additionally, the leadership and expertise exhibited by the Air Operations Officer and his staff were extremely evident throughout the course of the entire week.”
The certification process is meant to test pilots and crews on operations they’ll face when deployed. In one recovery scenario, aircraft were stacked behind the Ford in 2-mile increments, waiting to land every minute, which deployment-ready aircraft carriers are required to be able to do. The Ford landed aircraft 55 seconds apart.
“The human element critical to [flight deck certification] is the relationship between ship’s company and the air wing in the ‘black top ballet’ of flight deck operations,” the release said. “During hours-long evolutions, the teams work together to communicate pilots’ status, their requirements, and provide them services.”
The March 20 certifications came a day after the Ford’s 1,000 recovery of a fixed-wing aircraft using its Advanced Arresting Gear on March 19 at 5:13 p.m. Moments later, the ship had its 1,000 launch with its Electromagnetic Aircraft Launch System.
The Ford’s first fixed-wing recovery and launch using AAG and EMALS were on July 28, 2017.
AAG and EMALS have been two of the most nettlesome of the Ford’s many new technologies, exceeded in their growing pains perhaps only by the Advanced Weapons Elevators, which are still not finished.
The Ford has the first new carrier design since the 1960s, which added to the difficulty of its construction. AAG and EMALS are both meant to support the greater energy requirements of future air wings and operate more safely than similar gear on older Nimitz-class carriers.
The Ford’s accomplishments come as the Navy grapples with a fleet-wide challenge in the coronavirus. The service’s first case came on March 13, when a sailor on the USS Boxer, in port in San Diego, tested positive. The first underway case came on Tuesday on the carrier USS Theodore Roosevelt.
Acting Secretary of the Navy Thomas Modly said Tuesday that three cases were detected on the Theodore Roosevelt. He said those were the first cases on a deployed ship and that the affected personnel were awaiting transfer off the carrier.
The “Big Stick,” which carries some 5,000 crew, visited Vietnam earlier this month. The Navy’s top uniformed officer said Tuesday that it wasn’t clear if the cases stemmed from that visit.
“Whenever we have a positive on any ship … we’re doing the forensics on each one of those cases to try and understand what kind of best practices, or the do’s and the don’ts, that we can quickly promulgate fleet-wide,” Chief of Naval Operations Adm. Michael Gilday said at the Pentagon.
Asked about specific policy changes, Gilday said, “we’re on it” but “no specifics yet.”
Aviation Boatswain’s Mate (Handling) Airman Christopher Nardelli, assigned to USS Gerald R. Ford’s air department, arranges the “ouija board” in Ford’s flight deck control, during flight operations in the Atlantic, March 22, 2020.
There are no reported cases on the Ford, which Gilday said Tuesday was also carrying “a couple of hundred shipyard workers” who were “working on many of her systems to continue to keep her at pace and on schedule” for deployment.
“We’re very proud of the fact that they are out there at sea with us and that they’re so committed to the Navy,” Gilday said of the shipyard workers.
But the Navy secretary said Tuesday that the service was in touch with industry partners to let them know it was aware of the challenge posed by the coronavirus.
“We rely particularly on our shipyards and our depots … We need them to continue to operate because you can’t lose those skills. We have to keep them maintained. So we’ve been very clear and very consistent in talking to our commercial partners,” Modly said.
“We are also concerned about the health of their people. We don’t want them putting them at risk either,” Modly added. “But we just need to be aware of what they’re doing in that regard, so that we can adjust our expectations about what they can deliver and when they can deliver.”
As if shortages of toilet paper, bottled water and hand sanitizer were not enough; shooters are reporting ammunition shortages amid the 2020 COVID-19 outbreak. The response to the virus seems to be responsible for the next nationwide shortage of ammunition and possibly firearms.
The ever prescient Alexander Crown, recently penned an article for RECOIL, When the Brass Dries Up and lays out some of the more recent ammunition shortages and how to cope with them. It seems very timely amid reports we have been hearing since early February.
We’ve seen subtle signs of a panic buying here and there the past few weeks but it looks like the lid is about to blow off.
A looming shortage of ammunition and firearms
A reader from Arizona, Brent Stuart, tried to purchase two cases of pistol primers last week from Sportsman’s Warehouse in Phoenix, AZ, this afternoon and was told he could only purchase one case. The clerk at the counter told him there was a new corporate policy limiting the amounts of firearms, ammunition and reloading components purchased in a single day. According to the employee, he had received a copy of a memo from corporate headquarters that morning limiting firearm, reloading components and ammunition purchases temporarily.
The memo states:
With increased demand and limited supply on select items, Sportsman’s Warehouse has implemented the following purchase limits to ensure our product reaches as many of our customers as possible. Firearm Limits:
Handguns (any type): 2 per customer per day.
Modern Sporting Rifles: 1 per customer per day.
Ammunition and Reloading Components Limits:
All Bulk Handgun and Centerfire Rifle Ammunition (100 rd + count box): 1 Per caliber, per customer per day.
Bulk Rimfire (200 rd + count box): 1 per customer per day.
All Handgun, Rimfire and Rifle hunting ammunition: 3 boxes per customer per day
All 25 ct. shotgun shells: 10 boxes per gauge per day.
All primers: 1k per day.
Keg powder (4,5,8): 1 per day.
All 1lb powder cans: 1 per day.
We tried contacting Sportsman’s directly Friday 3/13 and our call was placed on hold for more than 30 minutes. So, we took the liberty of calling a few of the local stores in Reno and Carson City, Nevada. Both stores reported no limits on anything, but said ammunition was flying off the shelves. One employee reported a 75% decrease in stock on the shelves within the two hours he had been there. The other stated that it would not surprise him if such a policy would be put into place soon as a measure to stop ammunition and firearm shortages due to COVID-19.
Online retailer blames COVID-19 for buying surge
Online ammunition retailer, Ammo.com, reports a significant increase in sales since February 23, 2020. The company believes that this surge corresponds with the public concern regarding the COVID-19 virus.
When compared to the 11 days before February 23 (February 12 to 22), in the 11 days after (February 23 to March 4), Ammo.com’sber of transactions increased 68%.
Alex Horsman, the marketing manager at Ammo.com, said of the surge, “We know certain things impact ammo sales, mostly political events or economic instability when people feel their rights may end up infringed, but this is our first experience with a virus leading to such a boost in sales.” Horsman continued, “But it makes sense. A lot of our customers like to be prepared. And for many of them, it’s not just facemasks and Thera-Flu. It’s knowing that no matter what happens, they can keep themselves and their families safe.”
We queried another big box store, Cabela’s and Bass Pro-Shops, who reported that ammunition is selling at a record pace. Week to date tallies for Herter’s 9mm 115-grain FMJ ammunition is 5,589 boxes. That’s 279,450 rounds and it’s not even Saturday. Month to date sales are 40,152 boxes for 2,007,600 rounds and we are not even halfway through March for just that one type and brand of 9mm ammo.
Cabela’s had no plans to limit purchases at this time.
Firearm sales and COVID-19
Firearm sales numbers are always difficult to nail down definitively, but at least in Nevada, calls into the state’s background check system have been taking in excess of 2 hours. At certain times after waiting for 30 minutes or more a message tells the dealer that the queue is full and disconnects the line, causing them to call back in and having to wait again.
We’ve witnessed that happening while in several different gun shops and ranges over the past several weeks. It appears more people are buying firearms than usual.
Firearm and ammunition sales in California are reported to be five times above normal due to COVID-19.
A shooting range in Clovis, California, had to stop customers from buying ammunition to take home because they were running out of ammunition for the range. The Firing Line owner Jake Belemjian says people are stocking up on ammunition because of COVID-19 and the shop can’t keep up with the demand.
If this were not bad enough, the NRA is reporting that today, an ordinance has passed in Champaign, IL, to empower the mayor to “[o]rder the discontinuance of selling, distributing, dispensing or giving away of … firearms or ammunition of any character whatsoever.”
Apparently, politicians want to fan fears of limiting access to firearms and ammunition, leading more people into panic and creating more shortfalls in supply. We have speculated that the State of Nevada’s background check system’s extensive hold times may be the work of an anti-gun governor ordering staff cuts or allocating personnel elsewhere, but it seems coincidental with the timing of COVID-19.
The fact that it is an election year with an outspoken anti-gun candidate on the presidential ticket could add fuel to this fire and spur along potential ammunition and firearm shortages even without COVID-19, but probably not this early in the cycle.
Is This a Nationwide Shortage?
Dealers and distributors who have maintained good inventory should be able to continue to service customers. Most shooters who’ve gone through these shortages before have learned from the past and planned accordingly.
We aren’t yet seeing a firearm shortage due to COVID-19 in our neighborhood, but there may be an extended ammunition shortage on the way if it is not here already. In 2014, it was 22 LR, according to Ammo.com that caliber is moving a lot, but the surprise we found topping their list of most in-demand ammunition for the past few weeks was 40 SW.
40 SW: 410%
12 gauge: 95%
380 ACP: 43%
45 ACP: 35%
308 Winchester: 32%
22 lr: 29%
We would never tell anyone to not buy ammunition. Just don’t act all panicky and act like the folks who are building toilet paper forts in their garages.
Speaking of which, Franklin Armory has a smoking deal on Government issue “MRE” toilet paper and it comes with a free BFS-III binary trigger. Of course, that means that you will probably need to buy more ammunition.
We always see the same side of the moon from Earth
The moon is tidally locked with Earth, which means that we are always looking at the same side of it. The other side — the far side — isn’t visible to us, but it’s not in permanent darkness.
The video shows our view from Earth as the moon passes through its month-by-month phases, from full moon to new moon. At the bottom right corner, the animation also tracks the boundary of sunlight falling across the moon as it rotates.
So, half of the moon is in darkness at any given time. It’s just that the darkness is always moving. There is no permanently dark side.
“You can still say dark side of the moon, it’s still a real thing,” O’Donoghue said on Twitter. “A better phrase and one we use in astronomy is the Night Side: It’s unambiguous and informative of the situation being discussed.”
Here’s what it looks like from Earth’s southern hemisphere:
In the last year, O’Donoghue has created a slew of scientific animations like this. His first were for a NASA news release about Saturn’s vanishing rings. After that, he moved on to animating other difficult-to-grasp space concepts, like the torturously slow speed of light.
“My animations were made to show as instantly as possible the whole context of what I’m trying to convey,” O’Donoghue previously told Business Insider, referring to those earlier videos. “When I revised for my exams, I used to draw complex concepts out by hand just to truly understand, so that’s what I’m doing here.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Humanity is fated to explore, colonize, and come up with new ways to assert dominance over the forces of nature. The timeline of recorded history is marked by inventions that have propelled us forward to achieve the impossible and expand our collective intelligence. The early explorers navigated the violence of the open ocean by using the stability of the heavenly bodies to guide them.
Before sailors could brave the blank spots on the map, they had to know where home was and how to find their place in the world. By charting the stars, keeping precise time, and using their honed senses, humanity was given the tools needed to explore ever outward.
The Vikings used known points
The vikings sailed far enough from shore to lose sight of landmasses in a time before there was a proven method of navigation. They passed down knowledge of stars, coasts, currents, navigational landmarks, and wildlife to create mental maps.
They would make notes of unique mountain formations and follow currents favored by pods of whales for feeding. They also used a plumb bob, an instrument used to determine water depth by tying a weight to a rope and plopping it into the ocean. Viking sailors navigated by using their senses: listening to the calls of seabirds, allowing them to estimate which region they were in. They’d verify their guess by tasting the water to gauge the amount of fresh water flowing into the sea.
Flóki Vilgerðarson, who appeared in HISTORY’s Vikings, was a real person who used caged ravens when traveling. When he thought land was near, he would release a raven. If it circled the boat, there was no land. If it flew away, the ship followed it towards land. This technique was adopted by other vikings who followed in the footsteps of this pioneer.
Vikings crossed the Atlantic Ocean to found colonies in Iceland, Greenland, and Vinland using these techniques and raided western Europe with impunity, without fear of sea.
Let me sing you the song of my people…
The Polynesians used songs
The Polynesians used songs to navigate the seas, an art passed down from master to apprentice over generations. They maintained guilds on each island that would identify sources of food and directed sailors towards them in times of famine and traded this knowledge for other resources. To identify where they were, they made close observations of sea signs, just as the vikings did, and recorded extremely detailed directions in the form of song lyrics.
The guilds also safeguarded the secrets of constructing outrigger canoes capable of making long voyages across the Pacific Ocean.
With this, I will make my own empire! With blackjack — and freedom!
The British invented the chronometer to identify latitude
Celestial navigation was turned into a science by the British. In 1714, the British government declared a prize of £20,000 be award to whomever could solve the problem of finding a ship’s current longitude position while out on the open ocean. John Harrison was clockmaker who believed the answer was in accurate timekeeping. He proved that one could find their latitude by calculating the position of the sun, moon, stars, or other celestial bodies in relations to the current time to find where you are on the globe.
Making a correct calculation required a timepiece that would not lose its accuracy due to storms, temperature changes, or manufacturing limitations. If one didn’t know the exact time, the almanacs and journals that outlined the location of celestial bodies were, basically, useless.
Harrison made the H4, a chronometer the size of a watch, and it was able to accurately keep GMS time in any clime and place, regardless of conditions. On its maiden voyage to Jamaica, it was only off by five seconds by the journey’s end.
The Navy received its first fleet CMV-22B Osprey this summer, signaling a new phase for the tiltrotor program.
The Bell-Boeing designed aircraft has expanded range needed for fleet operations, according to a Bell press release, with specifications to enhance Navy readiness. It replaced the Navy’s C-2A Greyhound earlier this year.
“This first fleet delivery marks a new chapter of the V-22 Tiltrotor program providing enhanced capabilities and increased flexibility to the U.S. Navy as they conduct important operational missions around the globe,” Shane Openshaw, Boeing vice president of Tiltrotor Programs and deputy director of the Bell Boeing team, stated in a press release.
The CMV-22B delivery to Naval Air Station North Island, California — a key acquisition milestone — is the third delivery from the program, with the first two aircraft located at Naval Air Station Patuxent River for development test, Marine Col. Matthew Kelly, V-22 Joint Program Manager, said in an email.
” … The fleet will prepare for and execute operational test, slated to begin later this year followed by initial operational capability (IOC), expected in 2021,” Kelly said in an email.
It officially took over the Carrier Onboard Delivery Mission in April, bringing more versatility and capability to the carrier strike group commander. It is the only aircraft in the airwing capable of landing on a carrier with the power module, Kelly added.
New V-22 is designed specifically for the Navy
Beyond the versatility a tiltrotor brings, the Navy variant is designed to operate on all of the types of ship certified for the MV-22B, including:
Independence-class littoral combat ship (LCS), for Vertical Replenishment (VR)
Tarawa and America-class landing helicopter assault ships (LHA),
Wasp-class landing helicopter dock ship (LHD),
San Antonio-class amphibious transport dock ship (LPD),
Nimitz and Ford-class aircraft carriers (CVN) for both VR and Launch and Recovery (LR) operations, along with VR and/or LR operations to numerous naval supply ships in use today.
“It’s notable that a CMV-22B is expected to be able to fly directly to any of these types of ships operating further afield thanks to its available range,” Kelly said.
The aircraft will be used to transport personnel, mail, supplies and high-priority cargo from shore bases to aircraft carriers at sea, NAVAIR stated in a news update.
It also differs from the Marine Osprey by extended operational range, a beyond-line-of-sight HF radio, a public address system for passengers, and an improved lighting system for cargo loading. The extended range is provided by two 60-gallon tanks installed in the wing for an additional 120 gallons of fuel with the forward sponson tanks enlarged for increased fuel capacity.
The CMV-22B is anticipated to be fully operational by 2023, with 44 aircraft in its fleet.
The USAF’s Missy Lynn began her makeup career on the military base doing makeup for wives, kids, and friends.
Posted by Team Mighty
YouTube beauty fashionista Missy Lynn (Air Force) has her own channel on StyleHaul. Now her YouTube career has opened up new doors. See how she’s stepped through one and into a new chapter of her life.
It’s not a historical secret that Stephen Decatur had balls of steel. Not literally, of course, but given his fighting record, I can see how you might think that’s possible. There’s a reason America still names houses, schools, streets, and ships after the seaborne legend.
All that and he had a sense of humor too.
(Naval History and Heritage Command)
The man who would become arguably the most legendary sailor ever to sail in the United States Navy was the youngest man ever to reach the rank of Captain. He was a stunning military leader and may have personally led the rise in prestige of the U.S. Navy’s ships and sailors in the eyes of its European counterparts. He cut his teeth as a young officer in the Quasi-War with France, where he helped take down 25 enemy ships in a matter of months.
In the First Barbary War, Decatur led a shore party who raided Tripoli’s harbor to burn the captured USS Philadelphia and deny her to the enemy. The raid was successful, and Decatur and crew returned to their ship without losing a single man. The famous British Admiral Lord Horatio Nelson called it “the most bold and daring act of the age.”
By the time the War of 1812 came around, Capt. Decatur was in command of the USS United States, the ship on which President Adams commissioned him a lieutenant and started his career.
Decatur then took the fight to the British in engagement after engagement.
But upon taking command of a squadron led by the USS President during the war, Decatur suffered some bad luck. After taking numerous British prizes, including the HMS Macedonian and HMS Guerriere, the President under Decatur’s command ran aground in foul weather during a confrontation with the British West Indies Squadron. Decatur was defeated aboard President and was captured and paroled to New York City until the end of the war. By then, his name was as feared on the high seas as Lord Nelson’s was for England. Maybe that’s why President Madison sent Decatur to Gibraltar to negotiate with the Barbary Pirates to end the Second Barbary War.
Decatur was sent to “conquer the enemy into peace” as chief negotiator and enforce that peace with a squadron of American ships. The ships he chose were the perfect troll to an enemy already fearful of his name. Decatur chose to depart from New York in command of the USS Guerriere, Macedonian, Constellation, Ontario, Flambeau, Spark, Spitfire, and Torch.
A couple individuals from the enraptured masses soaking in pure ecstasy.
The year is 2016. “Love Yourself” by Justin Beiber echoes through the streets. People are wearing choker necklaces again, for some reason. And millions of people are walking around, neck craned to their screens, trying to catch Pokémon.
The massive 2016 explosion of “Pokémon GO” sparked national hysteria. Multitudes of people took to the streets, surroundings be damned. Videos of novice Pokémon trainers falling prey to otherwise pedestrian obstacles (like the one below) went viral overnight.
According to a 2017 analysis, Pokémon GO usage contributed to 150,000 traffic accidents, 256 deaths, and a -7.3 billion economic price tag in the first six months of its launch.
The hysteria was present across the border of our northern ally, as well. The enraptured masses unsuspectingly wandered through Canadian military installations, in search of the powerful pocket monsters.
The Canadian military responded to this invasion with a geopolitical-move as old as time; they issued a firm warning. “It has been discovered that several locations within DND/CAF establishments are host to game landmarks (PokeStops and Gyms) and its mythical digital creatures (Pokémon).”
The enraptured Pokémon masses pressed forward, iPhones in hand, in spite of the vague threat of consequence, while the Canadian Broadcasting Corporation detailed the entire battle with a full after-action report on the situation.
According to the CBC’s report, the Canadian military brass was dumbfounded by their new enemy.
The enraptured masses.
Maj. Jeff Monaghan issued a base-wide memo at Fort Frontenac, letting his men know that many locations on the military base were being used as “both a Pokémon Gym and Pokèmon Stop.” The CBC contacted Maj. Monaghan to follow up his memo with insider knowledge, “I will be completely honest in that I have not idea what that is.” The war ravaged on.
While an assortment of Canadian stripes dripped sweat over a war table, moving pieces to chokehold Pikachu and his cohorts, security expert David Levenick verbalized his frustration, “We should almost hire a 12-year-old to help us out with this.” However, the enemy was resolute in their affiliation.
The base took to the offensive and armed a handful of MPs with iPhones and iPads to conduct an inside look into the enemy’s formation. The offensive move paid off, and the inside information led to the upgrading of an on-base museum from a “Pokéstop” to a “Pokémon Gym.”
In the end, however, the war ended as all things do: with a gradual decay. 45 million in the Poké-army became 20. And then 10. Then 5. Much like the Great Roman Empire, the enraptured masses slowly collapsed inward. Some sought refuge in “8 Ball Pool” some in “Super Mario Run” and a few brave souls transferred to a different battlefield altogether— “Bumble.”
Even the rapid hysteria of Pokémon GO was no match for the great equalizers of entropy and new apps, but the great flag of Canada waves on, swiping left to right through the end of time.
Two MV-22B Osprey pilots and a tiltrotor crew chief walk toward an aircraft hangar at Marine Corps Air Station Camp Pendleton, California, April 15, 2019. (U.S. Marine Corps/Cpl. Gabino Perez)
Attention Marine aviators: The Marine Corps needs you to return to active duty.
That’s the call the Marine Corps issued this week in its quest to get its former pilots to come back into the fold. The service is sweetening the deal by making selectees immediately eligible for bonuses of up to $100,000.
“The Marine Corps, like all services, has been challenged in the recent past with shortages in pilot inventory,” Capt. Joe Butterfield, a Marine spokesman at the Pentagon, said. “… We designed the aviation bonus and Return to Active Duty opportunities to offset the deficits we have at the junior officer grades.”
The Marine Corps wants the pilots to sign two-, three- or four-year contracts to return to active duty. Those selected will be automatically career-designated if they weren’t prior to leaving the service, and those willing to stay in longer could be given preference.
Return to Active Duty submissions are due by Nov. 6. Officers in the Selected Marine Corps Reserve, Individual Ready Reserve, and Individual Mobilization Augmentee Detachments could all be eligible. Aviators who had left the service completely could also qualify once they affiliate with a Reserve component, the administrative message states.
The service’s pilot crunch is largely due to challenges with producing new aviators while the Marine Corps is transitioning to new platforms, Butterfield said. The service is in the process of upgrading several of its aircraft as it transitions squadrons to the F-35 or CH-53K.
Going back on active duty could make pilots eligible for the Marine Corps Aviation Bonus Program for fiscal year 2021, which starts on Oct. 1. That bonus program, announced earlier this month, offers aviators in certain grades and communities expected to face personnel shortfalls up to 0,000 for another six years of service.
Since the Marine Corps wants former captains and majors to come back and fly for between two and four years, bonuses for those coming back in under those timelines would top out at 0,000.
The military has been struggling to retain pilots who’ve been able to pick up bonus options to go to commercial airliners in recent years. But the coronavirus pandemic has left some airlines struggling as travel declined, raising the possibility that military pilot retention will improve in coming years.
The Marine Corps has semi-annual Return to Active Duty boards, and since the start of the pandemic, Butterfield said the service has seen more applicants.
“We are aware of the pressures that come with current airline furloughs, and are offering this interim board with decreased obligations (24, 36, and 48-month) compared to previous RAD boards [with] 48-month obligations,” he said.
The Marine Corps didn’t answer questions about which of its platforms face the greatest shortages. The service has identified operational tempo and airline hiring as just two challenges the Marine Corps faces in keeping its pilots.
“This interim board gives the opportunity for those no longer on active duty to fly with the Marine Corps again and continue their service to the nation,” Butterfield said.
Anyone who’s ever served in uniform has probably heard someone say the immortal line: “I would have joined the military, but…”
Lots of civilians make a trip to the recruiter with an eye toward military service, full of patriotic zeal and martial courage. But many pull out at the last minute and give their friends and family some song and dance about why they couldn’t commit.
No matter what excuse they give you for not signing on the dotted line, here are six real reasons recruiters tell us people decide not to join.
6. They’re physically disqualified
A recruit who wants to join but is physically disqualified is disappointing for both the recruit and the recruiter. Applicants can be physically disqualified because of asthma, bad eyesight, scoliosis, Attention Deficit Hyperactivity Disorder and other causes. Sometimes people disqualify themselves with tattoos, ear gauges or other kinds of body art.
5. Friends and family talk them out of it
Some occupations in the military are the most dangerous jobs in the world, but that doesn’t mean they will necessarily lead to death. The type of job and location of a recruit’s duty station will determine the risk that military personnel encounter. Approximately 80 percent of career fields in the military are non-combat related.
Still, some potential recruits are convinced their service will kill them.
4. They don’t want to leave a significant other
Being in a relationship while going through the process of enlisting is challenging. Getting married or having a child as a single parent may affect the process of enlistment and eligibility to serve. Some refuse to leave their partner behind and instead give up on a potential military career for love.
3. They enlist and sign a contract but don’t get their dream job
Open positions are based on the needs and manning of the particular service. In the Navy, (my expertise) most jobs do not have to be permanent. Changing jobs can be easy if there’s a new job open and you can meet the qualifications. The Army has a program where a service member can re-enlist and change his MOS. But for some people, not having the ideal job is non-negotiable, so they never enlist.
2. The recruiting experience went south
Recruiters have a duty and job to fill the needs of the military, but they are also responsible for building a connection with applicants. The relationship between a recruiter and a candidate is often seen as a reflection of what the service will be like, but that shouldn’t not be the only thing to consider. Still, a negative recruiting experience can discourage people from joining.
1. Some people just back out
The service is not for everyone and though the idea of joining seems attractive because of the honor, the uniform and the respect — it is a sacrifice. Some people may at some point feel they can make it but don’t. After weighing the pros and cons, people just change their mind.
People say “chivalry is dead” like that’s a terrible thing.
In the popular imagination, chivalry seems to harken back to some mythical era when armored knights rode about the land going on quests, saving maidens, and fighting evildoers.
But chivalry is really a word “that came to denote the code and culture of a martial estate which regarded war as its hereditary profession,” Maurice Keen writes in “Chivalry.”
He argues that medieval chivalry had a major part in molding “noble values,” and, as a result, has had an impact felt long after troubadours and jousting tournaments fell out of fashion. The romantic notion of the daring, pure-hearted knight errant lingers on, even today.
It’s difficult to speak broadly about the medieval era in Europe, given that it encompasses several centuries and an entire continent. Generally speaking, however, in many cases, knights and medieval warriors served as a local lord’s private military. That meant that sometimes, regional conflicts set a group of armed toughs tearing through the countryside and doing whatever the heck they wanted.
Codes of chivalry didn’t take hold in vacuum. There was no uniform “code of chivalry,” and those codes that existed were often far more religious in nature than our modern concept of “hold the door for ladies.” They also cropped up in part to keep knights and warriors from acting on their worst impulses and attacking or extorting weaker individuals.
Starting in the late 900s and lasting till the thirteenth century, a movement known as the Peace and Truce of God rose in Europe. Basically, the Church imposed religious sanctions in order to halt the nobility from fighting among themselves at certain times and committing violence against local noncombatants. You can think of these as rules for knighthood.
One 1023 oath, suggested by Bishop Warin of Beauvais for King Robert the Pious and his knights, gives us a good sense of some of the unexpected rules warriors might be asked to adopt, in response to their often violent behavior.
It includes some rather unusual injunctions and “illustrates the kind of oath that parties were expected to swear after having been caught breaking the peace,” according to Daniel Lord Smail and Kelly Gibson, who edited the sourcebook “Vengeance in Medieval Europe.” A main idea behind the movement was to use spiritual sanctions to give people a break from all the conflict and fighting that plagued certain areas at some points during the Middle Ages.
With that in mind, here are some of Bishop Warin of Beauvais’ proposed rules for knights, which indicate some truly bad and largely unchivalrous behavior on the part of medieval warriors:
1. Don’t beat up random members of the clergy
Bishop Warin of Beauvais barred knights from assaulting unarmed clerics, monks, and their companions, “unless they are committing a crime or unless it is in recompense for a crime for which they would not make amends, fifteen days after my warning.”
Gunald of Bordeaux also condemned anyone who “attacks, seizes, or beats a priest, deacon, or any other clergyman who is not bearing arms — shield, sword, coat of mail, or helmet — but is going along peacefully or staying in the house,” according to Fordham University’s medieval sourcebook.
Instead of formally cursing the offenders, Gunald vowed to excommunicate any attackers “unless he makes satisfaction, or unless the bishop discovers that the clergyman brought it upon himself by his own fault.”
2. Don’t steal livestock or kill farm animals for no reason
The oath includes an injunction against making off with bulls, cows, pigs, sheep, lambs, goats, donkeys, mares, and untamed colts.
Photo from Wikimedia Commons
It also came out against seizing mules and horses at certain times of the year: “I will not exact by extortion mules and horses, male and female, and colts pasturing in the fields from the first of March to All Souls’ Day, unless I should find them doing damage to me.”
However, the bishop of Beauvais allowed that knights could kill villagers’ animals if they needed to feed themselves or their men.
In Gunwald’s proclamation, he also announced that any knight who robbed a poor person of a farm animal would be formally cursed.
3. Don’t assault, rob, kidnap, and torture random people
This rule should have probably gone without saying, but Bishop Warin of Beauvais felt that he needed to include it in the oath.
The bishop wanted knights to swear against mistreating male and female villagers, sergeants, merchants, and pilgrims. This abuse he cited included robbery, whipping, physical attacks, extortion, and kidnapping for ransom.
4. Don’t burn down or destroy houses unless you have a good reason
Arson was a big no in the bishop of Beauvais’s oath — for the most part.
Exceptions were made in the event a knight discovered “an enemy horseman or thief within” a certain house.
That sounds harsh, but Kaeuper writes that, while wrath was a sin, “vengeance is a cornerstone of the chivalric ethos, the harsh repayment justly given for an dimunition of precious honor.”
“Nocturnal fire” by Egbert van der Poel (1621–1664)
Knights were also warned against plundering and stealing from the poor, even “at the perfidious instigation” of a local lord.
Kaeuper cite’s Alan of Lille’s declaration that knights achieved the “highest degree of villainy” by supporting themselves by looting from impoverished people.
5. Don’t assist criminals
Knights had a bad rap in certain parts.
Kauper writes that Alan of Lille once said that knights had the “cruel nature of marauders” and that “soldiers have been made the leaders of pillaging bands; they have become cattle-thieves.”
Considering such a borderline criminal element, it’s not surprising that the Bishop Warin of Beauvais wanted knights to swear not to harbor and assist any “notorious public robber.”
He allows that, if a criminal comes to a knight for protection, that the knight should either make amends for the wrongdoer, force him to make amends within fifteen days, or deny him protection.
6. Don’t attack women — unless they give you a reason
The oath included a stipulation telling knights not to assault noblewomen traveling without their husbands. It also expanded protection to those attending them, along with widows and nuns, in general.
However, this shield was revoked if a knight “should find them committing misdeeds against” him.
7. Don’t ambush unarmed knights from Lent to Easter
A major part of the Peace and Truce of God movement was declaring that fighting should not take place during certain parts of the year.
Photo from Public Domain
Yale Law School’s Avalon Project features a 1085 decree from Emperor Henry IV, which declares that peace should be observed every Thursday, Friday, Saturday, and Sunday, on apostles’ feast days, and from the ninth Sunday before Easter until the eighth day after Pentecost, among other times.
In a similar vein, Bishop Warin of Beauvais ordered medieval warriors not to attack unarmed knights “from the beginning of Lent until the end of Easter.”
It’s the summer of 1968 in Vietnam, a sergeant with Company K, 3rd Battalion, 7th Marines was forced into a position he never could have imagined. He had to lead his entire company through a deadly enemy ambush after the company commander, platoon commander and senior enlisted leadership were wounded in the fight.
These were the circumstances of Retired Marine 1st Sgt. John J. Lord, over half a century ago, during the Vietnam War.
Lord was awarded the Navy Cross, the nation’s second highest award for combat bravery, during a ceremony at the Marine Corps Birthday Ball celebration in Vancouver, Washington on November 17. The Navy Cross award was an upgrade from a Bronze Star that Lord received in 1975, seven years after he put himself in the crosshairs of the North Vietnamese Army when rescuing his fellow Marines who were wounded.
Lord took over command of the entire company and located one of the only working radios and then started directing air support against the enemy.
Vietnam veteran receives Navy Cross at Marine Corps Ball
The day immediately following the battle, now Retired Lt. Col. Michael Sweeney began pushing for Lord to be awarded the Navy Cross for his heroism and valor during the fight. Even after the Bronze Star was awarded, Sweeney continued to push for the Navy Cross. Finally, forty-three years later, Sweeney’s efforts bore fruit.
According to his citation, Lord’s actions helped turned the tide of the battle. However, he always stayed true to his men and their efforts during the fight.
“Everything on that citation is true except one thing they left off,” Lord said. “They left off the Marines who served with me that day.”
Four of his fellow unit members were in attendance the night of the ceremony, and stood at Lord’s behest to receive a standing ovation from all who were in attendance just like they did for Lord just moments prior. Lord proclaimed how honored he was to serve with these Marines and how important they are to the mission.
“I can only stand here and say how proud I am to have served with you Marines — and corpsman, I won’t forget you too,” Lord said. “I am honored to call you brothers in arms.”