Snack time is the best time. At least, that’s how it is around here. From sweet treats to crunchy mid-afternoon nosh sessions, America’s obsession with snacks is as old as America itself. Well, not quite. But many of our favorite snacks did get their start in the military as food for deployed service members.
You might already be familiar with plenty of these snacks if you’ve ever found yourself at ten till nine in the morning in line at the shoppette grabbing breakfast because once again, you’re running a little late. Or maybe your idea of comfort food involves a fresh piece of supermarket, pre-sliced bread to make into a grilled cheese. No matter your go-to snack, we’re sure you’ll find some of your favorite in this list of snacks invented by the military.
Picking up breakfast
You already know that coffee is the number two beverage among service members (ranked after water and beer, respectively), but did you know that the U.S. military helped herald in the age of instant coffee? During WWI, Big Military saw the need to keep service members caffeinated on the go, so they invested heavily in purchasing lots of powdered instant coffee – to the tune of 37,000 pounds of it by the war’s end. Before instant and pre-ground coffee came to market, folks would have to grind beans by hand and then set them to boil in water. After the inclusion of coffee in the earliest MREs, not only did the military embrace the need for caffeine, but so did the rest of America. By the end of WWII, drip coffee was as ubiquitous to American meals as ever.
Pre-made kinds of pasta got their start as lunch items for the American military. During WWII, Big Military tapped a restaurant in Cleveland to produce their canned food as part of military rations, which helped launch what we now know as Chef Boyardee.
As you’re enjoying your pre-made pasta, why not add some Cheetos and Pringles to round out your snack and make it really decadent? Cheetos, America’s favorite bright orange corn-puffed snack, got their start during WWI when culinary industrialists figured out how to make shelf-stable, dehydrated cheese dust. Kraft Foods then sold the product to the Army, who used it on just about everything – pasta, sandwiches, eggs and yes, even potatoes.
The crunchy texture of Cheetos is addictive, for sure, but so too are Pringles. Pringles were born from a project between the Quartermaster Corps and the USDA to develop dehydrated potato flakes. The entire goal of Pringles was to find a way to dehydrate the flakes and then, later on, form them into chips.
Speaking of lunch, what’s a sandwich without sliced bread? Thanks again to a partnership between the Quartermaster Corps and Kansas State, now we no longer have to worry about bakery bread going stale before we can enjoy it. Supermarket bread stays fresh because of bacterial enzymes that tolerate the heat of baking and can live for weeks, helping to keep bread fresh and soft.
Dinners and Sweet Treats
Bomber crews on long overseas flights during WWII needed something to eat, so an Army contractor invented the earliest iteration of what we now know as TV dinners. These nascent iterations were pretty basic and didn’t have much flavor, but they kept the bomber crews from going hungry.
After that TV dinner, why not enjoy a handful of MMs? These candy-coated chocolates were first introduced in WWII, so service members could carry chocolate with them during warmer weather.
These snacks might not be on your go-to meal list for every meal, but it’s still an amazing bit of culinary history to know that many of the snacks we love today got their start as rations for the military.
Even Navy SEALs and Army Special Forces need heroes at times — those times when the fighting gets too thick and there are wounded that need attention on the ground. Those heroes are the Air Force’s Pararescue Jumpers; highly-trained airmen who will come retrieve anyone who needs it, almost anywhere, and in nearly any situation.
Just earning the title of what the Air Force affectionately calls a “PJ” is a grueling task. Dubbed “Superman School,” Pararescue training takes two years and has a dropout rate of around 80 percent. And PJs put all of this rigorous training to use in their everyday duties, when it matters the most. It’s not exaggeration to say they are among the most decorated airmen in the Air Force — and none of them are more decorated than Duane Hackney.
Over the course of his career, Hackney stacked on an Air Force Cross, a Silver Star, four distinguished flying crosses (with combat V), two Purple Hearts, and 18 Air Medals, just to name a few highlights of the more-than-70 decorations he amassed in his life.
His achievements made him the most decorated airman in Air Force history.
Like the rest of his fellow Pararescue Jumpers, he was in the right place at the right time to earn those accolades. Unfortunately, “right place at the right time” for a PJ means “terrible time to be anywhere in the area” for everyone else. Jumping into the dense jungles of North Vietnam to recover downed pilots and special operators was incredibly dangerous work.
With the rest of the allied ground forces in South Vietnam, once lowered into the jungles, PJs were truly on their own down there.
Duane Hackney had no illusions about the dangers he faced when on a mission. The Michigan native joined the Air Force specifically to become a Pararescueman — and the NVA made sure Duane and his fellow PJs had their work cut out for them. The North Vietnamese air defenses were good — very good. Despite the massive air campaigns launched over Vietnam, the U.S. couldn’t always count on complete air superiority. Massive surface-to-air missile complexes and well-trained NVA pilots flying the latest Soviet fighters ensured plenty of work for the Air Force. Whenever a pilot went down, they sent the PJs to find them
Duane Hackney went on more than 200 search-and-rescue missions in just under four years in Vietnam. He lost track of how many times he went into those jungles or how many times the enemy opened up a deadly barrage as he went. It was part of the job, and it was a job Hackney did extremely well.
It wasn’t easy. Just days into his first tour in Vietnam, Hackney took a .30-caliber slug to the leg. He had another PJ remove it and treat the wound rather than allow himself be medically evacuated out of the country. He was in five helicopters as they were shot down over North Vietnam, putting himself and those aircrews in the same risk as the pilots they were sent to rescue — captured troops could look forward to a quick death or a long stay in the “Hanoi Hilton.”
On one mission in February, 1967, Hackney jumped into a dense area of North Vietnam, in the middle of a massed enemy force. He extracted a downed pilot and made it back to his HH-3E Jolly Green Giant Helicopter. As they left, the NVA tore into the helo with 37mm flak fire. Hackney secured his parachute to the downed pilot and he went to grab another parachute. The rest of the people aboard the helicopter would be killed in the explosion that shot Hackney out the side door.
Hackney managed to grab a chute before being fired out the side. He deployed it as he hit the trees below, fell another 80 feet, and landed on a ledge in a crevasse. The NVA troops above him were jumping over the crevasse, looking for him. Hackney managed to make it back to the wreckage of the helicopter to look for survivors. Finding none, he signaled to be picked up himself.
That incident over the Mu Gia Pass earned Hackney the Air Force Cross. At the time, he was the youngest man to receive the award and the only living recipient of it. But Hackney didn’t stop there. Despite that close call, he stayed in Vietnam for another three years — as a volunteer for his entire stay in country.
He stayed in the Air Force until his retirement as Chief Master Sergeant Hackney in 1991.
A newly released investigation from a submarine mishap in 2015 that caused some $1 million worth of damage shows that an inexperienced crew was given the go-ahead to complete a tricky return-to-port mission in the dark, despite warnings from the commanding officer that they weren’t ready.
The Ohio-class submarine Georgia ran aground in the predawn hours of Nov. 25, 2015, the day before Thanksgiving, as it prepared to return to port at Kings Bay, Georgia, to replace a failed towed array sonar. While conducting a scheduled pick-up of a new pilot at Fort Clinch, Florida, near the entrance to St. Marys River, which approaches the base, the sub inadvertently exited the channel, then collided with a buoy amid the crew’s efforts to re-orient. The grounding occurred as the crew worked to get clear of the buoy, the investigation shows.
Ultimately, the sub was able to return to port to assess damages, which were mostly cosmetic, save for the ship’s screw propeller, an acoustic tracking device and an electromagnetic log meter that measured the sub’s speed. The Georgia was taken into dry dock in December 2015 for assessment and the costly repairs.
The investigation, which was completed in March 2016 but just released to Military.com this month through a public records request, found that the “excessive speed” of the sub as it approached the pilot pick-up made it more difficult for the crew to control the ship, and that the tugboat carrying the pilot was positioned poorly, making the maneuver more complex.
Ultimately, though, blame for running aground is laid at the feet of the commanding officer. In the wake of the incident, the commander of Georgia’s blue crew, Capt. David Adams, was relieved of his post due to a loss of confidence in his ability to command. Like all submarines in its class, Georgia has two identical crews — a blue and a gold — that alternate manning and patrols.
“His inability to effectively manage the complexity of the situation and failure to respond to the circumstances in a manner sufficient to protect the safety of the ship and crew is beneath my expectations for any CO,” an investigation endorsement by Rear Adm. Randy Crites, then-commander of Submarine Group 10, reads.
In his detailed and thorough endorsement of findings, Crites also dismisses the notion that maneuvering in the dark and with a green crew was what led to the sub’s disastrous mishap.
“Ultimately, had this crew (and the Pilot) executed the same plan in the same manner during broad daylight, there is nothing in the ship’s planning effort, demonstrated seamanship, or response to tripwires that indicates the outcome would be any different,” he said.
While coming in for the brunt of the blame, Adams was not alone in being designated for punishment. Crites indicated his intent to take administrative action against the sub’s executive officer; chief of boat; navigation/operations officer; weapons officer, who was the officer of the deck; and assistant navigator. He also said he’d issue non-punitive letters of caution to the commander of Submarine Squadron 16 and his own chief of staff and director of operations — all Navy captains — for failure to take appropriate action toward resolution regarding Adams’ concerns around the sub’s transit into port.
The Ohio-class guided-missile submarine USS Georgia (SSGN 729) exits the dry dock at Naval Submarine Base Kings Bay, Georgia, following an extended refit period. Georgia is one of two guided-missile submarines stationed at the base and is capable of carrying up to 154 Tomahawk Land Attack Missiles.
The 475-page investigation, which includes witness statements, logs and other supporting documentation, offers insight into what those concerns were. In a Nov. 24 email to the commodore of Squadron 16 marked “confidential,” Adams, the Georgia blue crew commander, lays out his qualms about the plan he has been ordered to execute, particularly the predawn return to port for a brief one-day stop with a crew that had spent just three weeks underway together on a new ship.
“CO/XO/NAV have not piloted into Kings Bay in the last 20 years. All of the untoward [incidents] I know of occurred between [St. Marys] and Fort Clinch,” he wrote. “My assessment is that this is not a prudent plan for [return to port] … Having just been at sea for a few weeks, I have not built enough depth. I am concerned about the fatigue level of my command element.
“Given an all day evolution and subsequent [underway], we will have spent the majority of 36 hours awake and are set to pilot out and submerge on the mid-watch at 0330.”
The two-page memo, it appears, was never received and read by Submarine Squadron 16’s commodore, Capt. John Spencer. But Adams testified he had relayed the same concerns face-to-face with Spencer days before, on Nov. 22. He also discussed the same issues, he said, in a follow-up phone call.
This much is clear: the plan wasn’t called off, and the mission was cleared to proceed. But murky communication dogged the lead-up to the operation, and later the mission itself.
Spencer and others testified that Adams had been given leeway to “slow things down a little” if he felt uncomfortable. Adams said he believed any delay would have been viewed as insubordination.
On the day of the mishap, communication was also flawed, in ways that underscore the crew’s unfamiliarity with each other, and possibly the sleep deprivation that had left some members running on just two to three hours of rest.
According to the investigation, as the Georgia approached the point at which it was to meet with the tug and pick up the pilot — the navigation expert who would drive the ship into port — it became clear that the tug was well west of its expected position. The sub, meanwhile, was approaching too fast and slowing too gradually. The investigation found it was still making 15 knots, or about 17 miles per hour, when it passed the set “all stop” point. That speed and positioning would make every maneuver that followed more risky and difficult.
Initial attempts to communicate with the tug and the pilot aboard via radio were unsuccessful, and the planned transfer happened late. Adams did not want to scrap the transfer and proceed into port without the pilot, the investigation found, because of the challenges of pulling into port without one.
When the sub exited the channel at the west end of the Fort Clinch basin, the crew’s communication skills faced a major test. The assistant navigator recommended to the navigator that the sub go to “all back emergency,” a call the navigator then passed to the bridge. The officer of the deck seemed to agree, but said nothing, the investigation found. Adams, however, overrode the order, believing it would not work, and ordered “all ahead full” instead. He started directing the officer of the deck, but did not fully take control of the sub or give direct orders to the helm, the report states.
Despite a series of maneuvers — right hard rudder, left hard rudder, all ahead full, right hard rudder — the sub collided with Buoy 23 in the channel. But the worst was still to come.
“When [Adams] asked [the lookout] if the ship hit buoy 23, [the lookout] informed the CO that he did not care about the buoy, but thought the ship was going to run aground on the beach forward of the ship,” the investigation states.
As grounding looked imminent, the Georgia asked the driver of the C-tractor tugboat if the tug could cross in front of the sub on the starboard, or right, side, and push the bow around. The tug master refused, according to the investigation, worried that the water was too shallow.
The sub ended up, as the lookout put it, “hitting Fort Clinch.”
In this file photo from July 12, 2018, Gen. John E. Hyten, commander, U.S. Strategic Command (USSTRATCOM), views the dry dock at Naval Submarine Base Kings Bay, Georgia. The base is home to six of the Ohio-class ballistic missile submarines that make up the most survivable leg of the nuclear triad and support strategic deterrence.
The mishap, and the misgivings that preceded it, came against the backdrop of a Navy grappling with a culture in which overworked and unready crews were regularly put underway in service of operational needs. After two separate deadly destroyer collisions in 2017, service leaders found, among other things, that a “‘can-do’ culture” had undermined safety and led to unduly high operational tempo and fatigue.
“The can-do culture becomes a barrier to success only when directed from the top down or when feedback is limited or missed,” the Navy’s comprehensive review of the destroyer mishaps, released in October 2017, found.
Whether these factors came into play with the Georgia is more difficult to say.
In a statement for the investigation, Adams emphasized that he took full responsibility for what had transpired.
“Despite my significant reservation – expressed face-to-face, on the phone, and In emails with staff and leadership … concerning the risks of proceeding Into Kings Bay In the dark with an inexperienced team, when my requests to delay [return to port] one hour later were denied, I failed in my command responsibilities by driving to achieve mission success at the expense of appropriately acting to mitigate risks to increase our margin of safety,” he said.
“In retrospect, I should have loitered at [St. Marys] until I was satisfied that the risks were commensurate with the mission gain.”
Reached for comment by Military.com, Adams, who retired in 2016, referred to a public statement he had released at the time of his relief, in which he called the actions that caused the grounding “mine alone.”
“I ask that my lapses not be used to denigrate the terrific service of the Sailors and families of GEORGIA BLUE,” he said at the time “After thirty years of serving in the world’s finest Navy, my only regret is that I will miss sailing with them again to stand against our nation’s enemies.”
But the fact that some above Adams were also warned offers insight into how the higher command viewed the incident.
Crites faulted Spencer, the Squadron 16 commodore, with “failure to provide his ship a plan with adequate margin to safety, specifically in not providing sufficient guidance and training to his staff that developed the plan in his absence and not aggressively pursuing complete resolution of the ship’s requested arriva through personal intervention with the Type Commander staff.”
The chief of staff and director of operations for Submarine Group 10, Crites said in the report, had failed to “pursue acceptable resolution to the concerns they had with the plan for the ship’s arrival.”
Holly Carey, deputy public affairs officer for Submarine Force Atlantic, declined to say whether all administrative actions recommended by the investigation were carried out.
“What I can tell you is that the Navy is confident that leadership took appropriate corrective actions against several personnel assigned to the squadron and submarine based on the findings of the investigation,” she said.
“Following the investigation, which concluded in 2016, leadership took appropriate accountability measures and has taken all necessary steps to prevent a recurrence in the future. USS Georgia, and her current crew, serve proudly today among the U.S. Submarine Force and has leadership’s full confidence to protect the interest of the United State and allies.”
The mortar is an indirect fire weapon that rains freedom down from high angles onto an enemy within a (relatively) short range. But the compact and mobile mortar systems we have today are the result of a long history of indirect fire systems in the American military. Decades of effectively marking, lighting, and destroying targets has earned the mortar many friends — and many more enemies — on the battlefield. In short, a well-trained mortar team often means the difference between victory and defeat for infantry troops in contact.
When nature creates a successful apex predator, she rarely deviates from her original design. Warfare evolves in a similar fashion — the most successful systems are tweaked and perfected to guarantee effectiveness, preserving our way of life.
This is an ode to the mortar, and all of its beautifully complex inner-workings.
Preparation and Firing Stokes Mortars 1 Min 12 Sec
The mortar was born in the fires of conquest at the Siege of Constantinople in 1453. In that engagement, the new weapon proved just how effective firing explosives over short distances across an extremely high arc could be. Since that day, more than 500 years and countless wars ago, the general concept hasn’t changed.
One of the biggest evolutions in the mortar design was put forth by the British in World War I: the Stokes Mortar. It had 3 sections: a 51-inch tube, a base plate, and a bi-pod. This new type of mortar system fired twenty-two 10-pound pieces of ordinance a maximum of 1,000 yards. Mortars today still use the bi-pod and base-plate improvements that were first deployed in the trenches of the Western Front.
COMBAT FOOTAGE Marines in firefight beat Taliban ambush with 60mm Mortar Fire
A mortar crew consists of at least three members: the squad leader, gunner, and the assistant gunner. More members could be attached depending on manpower available.
The mortar system has a large tube closed at the the bottom and attached to a base plate. Within the barrel of the tube is a firing pin used to ignite a mortar shell’s primer. Some models have a moving firing pin that can be fired via a trigger mechanism.
The controlled explosion fills the chamber with gas and propels the shell out of the tube. A set of bi-pods add stability and allow on-the-fly adjustments. It can be fired from defilade (a fighting position that does not expose the crew to direct fire weapons) onto entrenched enemy not protected from overhead fire.
Sometimes referred to as a ‘bomb’, the shell and its components consist of the impact fuse, high explosive filler, a primary charge, fins, and augmenting charges. Illumination and smoke rounds differ depending on the model of the weapon system. Augmentation charges on the outside ‘neck’ near the fin can be added or removed to manipulate firing range as needed.
The gun is aimed, the round is half loaded until the ‘fire’ command is given and freedom rings.
Steel drizzle vs steel rain
The differences between artillery and mortars are night and day. Artillery fires on a horizontal trajectory, at faster speeds, and at longer ranges. The cost of these advantages are sacrificed in mobility.
Mortars, however, are light enough that they can be carried across difficult terrain and quickly assembled to take control of the battle space. Ammunition can be dispersed to individual troops to carry and then dropped off at the gun crew rally point.
In the early morning of July 16, 2019, an Army UH-60 Black Hawk rescue crew was alerted to a severely injured hiker who had fallen 500 feet down one of Colorado’s tallest peaks.
The hiker, a retired astronaut, had broken both of his legs and one arm in the fall and needed emergency care fast. But to get to a hospital for his injuries, the former Navy captain had to rely on the Army to pluck him from the unforgiving terrain.
It was the height of summer, a time when hikers flock to the state’s mountain ranges and when operations at the High-Altitude Army National Guard Aviation Training Site ramp up.
The site has a dual-hatted role. Primarily, it teaches helicopter crews how to fly and land in high altitudes. It also is a search and rescue outfit with experienced crews that can reach difficult spots where most civilian aircraft cannot.
A UH-60 Black Hawk helicopter crew from the High-Altitude Army National Guard Aviation Training Site drops off a civilian rescue technician near the North Maroon Bells Peak near Aspen, Colo., July 24, 2018.
(Photo by Tyler McCready)
Each year, full-time Colorado Guardsmen at the site rescue about 20 people — mainly desperate hikers who have fallen or suffered from altitude sickness or a heart attack.
With two pilots and two crew chiefs, the Black Hawk crews will also pick up two rescue technicians, who are civilian volunteers that they train with, on their way out.
After already topping their annual average for saves, 2019 has proven to be a busy year.
“It’s nice that we’re able to take what we teach, the power management techniques, and apply them on the weekend or during the week when we’re making these critical saves,” said Lt. Col. Britt Reed, the HAATS commander.
For many, the July 16 mission is one of the recent missions that stands out. While climbing La Plata Peak, which pierces the sky at over 14,000 feet near Leadville, Jeff Ashby quickly became in need of help from the air.
The day before, Ashby, 65, who had flown to space three times, had just reached the summit of the mountain. During his descent, he lost his footing and slipped, hurtling down the mountainside before large boulders stopped him.
Hours later, a local search and rescue team member managed to navigate to the former astronaut and stayed with him overnight.
At first light, Chief Warrant Officer 5 Pat Gates and his aircrew, along with two rescue technicians, flew out to Ashby’s location.
A UH-60 Black Hawk helicopter crew from the High-Altitude Army National Guard Aviation Training Site lowers a member of Mountain Rescue Aspen down to an injured hiker near the North Maroon Bells Peak near Aspen, Colo., July 24, 2018.
(Photo by Tyler McCready)
Once overhead, the crew used a hoist to lower the technicians, who prepped Ashby before he was pulled up into the helicopter. The aircraft then landed at a transfer site, where Ashby was taken to the hospital in a civilian medical transport helicopter.
While a collection of emergency responders helped out, the HAATS crew had the hoist capability to get Ashby out of danger.
“It’s great knowing that you have that kind of impact on somebody,” Gates said.
After being released from the hospital, Ashby wrote an email to Gates and the rest of the aircrew, thanking them for their efforts.
“He was very appreciative of everything, for the fact that the Army came to help out a Navy guy,” Gates said, smiling. “But, all in all, having a result like that is always the best case.”
Gates estimates he has helped with at least five rescues per year since he came to HAATS in 2009. And the total number of missions continues to increase, he said, almost quadrupling compared to when he first started.
Some of them even test the most experienced pilots, like Gates, who serves as the training site’s senior standardization instructor pilot.
A UH-60 Black Hawk helicopter crew from the High-Altitude Army National Guard Aviation Training Site prepares to lower a civilian rescue technician near the North Maroon Bells Peak near Aspen, Colo., July 24, 2018.
(Photo by Tyler McCready)
A hairy rescue he still remembers was in 2015 at Crestone Needle, another mountain over 14,000 feet.
In that one, a hiker also slipped and broke his leg on top of other injuries. Since the hiker was stranded in a tight area, the aircrew had to lower a hoist 200 feet as winds kicked up to 25 knots and a thunderstorm loomed nearby.
“That was very interesting,” he said. “It required a lot that day to get the [helicopter rescue team] all the way down there to the injured party.”
The mission was taxing for the crew since they had to keep the helicopter as still as possible. At that height, Gates said, the hoist can sway about 10 feet on the ground to every 1 foot the aircraft moves in the air.
Pilots may also decide to quickly do a one-wheeled landing, one of which was conducted this summer, if there is enough room that the rotors will not chop into the mountain side.
“If they feel the safest way is to land the aircraft [is] by putting one wheel down or two wheels down or using the hoist,” Reed said, “then we’ll figure out what the best way is and we’ll do it.”
And then there are the “what ifs” every difficult mission presents, Gates said, which can be mentally draining when the crew is trying to prevent them all.
Other than a similar National Guard unit at Buckley Air Force Base, Colorado, that handles rescues on the front range of the Rocky Mountains, no state entity can replicate the landings and hoists of the HAATS crews.
“If we didn’t have these two organizations, then the [hikers] that got stuck would be in a lot of trouble,” Reed said, “because there is nobody else that can provide the resources that we can provide.”
Civilian rescue technicians treat an injured hiker before he is hoisted up into a UH-60 Black Hawk helicopter crew from the High-Altitude Army National Guard Aviation Training Site near Aspen, Colo., July 24, 2018.
(Photo by Tyler McCready)
As a crew chief, Staff Sgt. Greg Yost typically operates the hoist during rescues.
In June 2019, he lowered a hoist about 100 feet to save a skier who suffered cuts and an ankle injury after a small avalanche knocked him down, causing him to hit some rocks.
Hovering above 13,000 feet in that mission, the aircrew had to deal with strong winds in a narrow valley that drastically affected the power margin of the heavy helicopter.
“We were basically at our limit in power,” Yost recalled.
While tough at times, the missions do bring Yost back to a job he never wanted to leave. Before coming to Colorado, he served on a medical evacuation aircrew in Afghanistan, picking up wounded troops in sometimes hot landing zones.
In this video still image, a UH-60 Black Hawk crew from the Colorado National Guard’s High-Altitude Army National Guard Aviation Training Site perform a one-wheeled landing at or above 13,000 feet to rescue an injured hiker from Maroon Bells, Sept. 21, 2013.
(US Army photo)
“That wasn’t something that I really wanted to give up,” he said. “So the fact that HAATS regularly conducted those kinds of missions was a big driving force in me wanting to come to this unit so I could continue helping people.”
The work HAATS crews have done with hoist operations has led the Army to develop a standardized hoist training program last year, Gates said.
The training site also creates scenario-based evaluations from the rescue flights to teach students during its weeklong course. The lessons even give the students an opportunity to discuss how the flight could have gone smoother.
“That’s one thing we don’t do, is rest on our laurels,” Gates said. “We take information in from everybody that comes through here.”
Arguments are an unfortunate byproduct of any relationship. Even the best of partners will disagree on something from time to time. Of course, there are disagreements that walk the line between minor spat and major throw-down. When it comes to such arguments, a couple must perform a delicate balancing act that keeps the conversation on point while preventing things from escalating to a full-blown war of words. Sometimes a simple turn of phrase, a moment of patience, or a gentle touch is all it takes to cool everyone’s jets and bring the conflict to a peaceful resolution. Here’s what to do to prevent an argument from spinning out of control.
1. For the love of god, don’t interrupt
One of the main reasons an argument falls apart is because one or the other participant can’t get a word in. This never fails to be infuriating. People with a predilection for interruption will often simply wait until their partner is done talking and then jump in with an already formulated response, which is a way of signaling that they wait for their turn rather than listening. In order to keep the argument on message, give your partner the time they need to say their piece. “Even if you completely disagree with their point of view, it’s not healthy to shut them down,” says Maria Sullivan, a relationship expert and the vice president of Dating.com. “Let their voice be heard, just as you would want your partner to do the same.”
2. Mind your tone
When you raise your voice, your partner will begin to mimic your tone. From there, things can quickly escalate, until you find yourselves locked in a battle royale. The key, then, is to keep your tone even and calm. Not only will it keep the argument on track, but it will also help you to keep your thoughts organized. “If you take a deep breath and speak calmly and slowly, your significant other will do the same,” Sullivan says.
3. Keep things solution oriented
When couples argue, very often they tend to hammer at the problem over and over again, outlining what is wrong, why it’s a problem, and who’s responsible. This does nothing but fuel anger and resentment on both sides. Try to state the problem up front and then offer a solution. Saying something like, “I know it makes you angry that I don’t always get to the dishes; what’s a system we can put in place to make sure they’re done?” can diffuse an argument before it gets worse. “What has happened in the past is past. Look for a way to avoid it in the future,” says Susan Petang a lifestyle and stress management coach, and author of The Quiet Zone — Mindful Stress Management for Everyday People. “Asking your partner to come up with a solution or offering a collaborative solution makes it more likely they’ll stick to an agreement.”
When an argument gets heated, both partners tend to retreat into their corners, pulling apart, and avoiding any contact. This can even extend to body language, with crossed arms and legs sending a message to the other person to keep their distance. Before things begin to escalate, reach out for your partner and try to make a connection. You would be surprised how a simple touch can change the emotion in the room. “It is really hard to continue fighting with someone who is being vulnerable and either asking to be held or who takes their spouse’s hand in their own,” says Dr. Miro Gudelsky, an intimacy expert, sex therapist, and couples counselor.
There’s nothing wrong with calling a time-out. In fact, sometimes it’s the best way to cool down a dispute and keep things from rising into the red. Stepping out for a half-hour and taking a walk or doing a calming activity can be just what you need to gather your thoughts and approach the discussion rationally. “The reason we often feel regretful after arguing is because we get caught up in the moment and say things we don’t mean,” Sullivan says. “Take a breather and recollect yourself before continuing the discussion.”
6. Try a little humor
Yeah, you might not be feeling too funny in the moment, but a little laugh can take a lot of the stress and tension out of an argument almost instantly. You could throw out a one-liner like, “I’m sorry, could you yell a little louder?” or make a self-deprecating joke. Suzann Pileggi Pawelski, co-author of Happy Together: Using the Science of Positive Psychology to Build Love That Lasts, even recommends speaking with an English accent (or a different accent for our English readers!). “We have used it in our own relationship many times,” she says. “We find that this healthy habit can transform relationships by increasing awareness of unhealthy behaviors that we automatically fall into when arguing.”
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.
The most expensive weapons system in history, the US’s F-35 Lightning II, is still sometimes losing to the 1970s F-15 in dogfights during training scenarios in Japan.
US Air Force F-15 pilot Capt. Brock McGehee, when asked by Defense News if the F-35s at Kadena Air Force base in Japan still sometimes lost to the Cold War-era fighters, said “I mean, sometimes.”
The F-35 has long been plagued by reports of that it can’t dogfight as well as older, much cheaper jets, despite being in development for nearly two decades and claiming to revolutionize air combat.
In 2015, War is Boring published a report from a test pilot that said the F-35 couldn’t turn or climb fast enough to keep up with older jets, and F-16s lugging heavy fuel tanks under wing still routinely trounced it.
But a lot has changed since 2015. The F-35 has had its software upgraded and the tactics refined.
Why the Cold War jets can still pull a win out — for now
Retired US Marine Corps Lt. Col. David Berke previously told Business Insider that the older jets benefited from decades of development and training, whereby new pilots today have established best practices. As the F-35 is still in its early days, Berke said the best is yet to come.
“The biggest limitation for the F-35 is that pilots are not familiar with how to fly it. They try to fly the F-35 like their old airplane,” Berke said.
But the pilots at Kadena dogfighting against F-15s may be a cut above, according to Berke, who said that because they have never flown a legacy jet before, they won’t bring the bad habits with them, and will instead learn how to fly the F-35 like the unique plane it is. “They’re going to be your best, most effective tacticians,” Berke said.
F-35s at a major disadvantage to any legacy jet in a dogfight
(U.S. Air Force photo)
“The F-35 cannot out dogfight a Typhoon (or a Su-35), never in a million years,” Justin Bronk, a combat aircraft expert at the Royal United Services Institute, previously told Business Insider.
The reason why, according to Bronk and other experts on the F-35, is that the F-35 just isn’t a dogfighter. The F-35’s stealth design put heavy demands on the shape of the aircraft, which restricted it in some dimensions. As a result, it’s not the most dynamic jet the US could have possibly built, but it doesn’t have to be.
Berke, an alumnus of the US Navy’s famous Top Gun school, echoed Alpert’s assessment, but warned that the common perception of dogfighting was “way off,” and something US jets haven’t done in 40 years. Berke disagreed with Bronk’s “never in a million years” assertion, but maintained that the dogfighting issue was basically irrelevant.
The bottom line is that in training, all jets lose “sometimes.” That the F-35 can hold its own and beat a jet refined over four decades to excel exclusively at air-to-air combat — when the F-35 has been designed to fight, bomb, spy, and sneak — shows its tremendous range and potential.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The immediate aftermath of the Sept. 11, 2001, attacks on the United States left the country in great fear and sorrow. The surprise of such an offensive onslaught and the immense loss of civilian life shook America to its core, as well as its allies and military partners in North America and abroad.
America, however, was never alone in its time of need, and numerous heartwarming displays of support from foreign countries made American citizens and members of the military well aware of that.
One such display came from the Bundesmarine – the German navy – days after the attacks.
Ensign Megan Hallinan recounted the incident while serving aboard the USS Winston Churchill (DDG-81), an Arleigh Burke-class destroyer, in a now-famous email to her father.
At the time of the attacks, the Churchill was the US Navy’s newest destroyer, having just been commissioned into service in May of 2001. On a visit to England for the 2001 International Festival of the Sea, the Churchill made a port call in Plymouth, along with the USS Gonzalez — another Arleigh Burke warship — and the German naval vessel Lutjens, a former West German navy destroyer.
Royal Navy personnel and crews from all three vessels were involved in friendly activities, from exploring Plymouth together while on liberty to playing sports and cookouts. Following the attacks, the Churchill and Gonzalez put out to sea again with their crews on high alert.
Lutjens was recalled as well, steaming out of Portsmouth just around the same time its American counterparts were underway.
According to Hallinan, the Churchill constantly maintained high alert levels, conducting drills to keep the crew sharp and ready for action should the need arise. Among the drills planned was a man-overboard exercise which would test and train the crew on its ability to respond quickly and effectively to rescue or recover any shipmates who might fall overboard.
The drill was delayed when the Lutjens, transiting nearby, hailed the Churchill and made a special request. Its crew wished to pass the American destroyer on its port (left) side to bid its US Navy partners farewell. The commanding officer of the Churchill readily agreed to the maneuver.
As is tradition, the Churchill’s crew began manning its rails and the port bridge wing to wish its foreign comrades well on their voyage home. As the Lutjens pulled in closer, a unique sight met the eyes of the sailors aboard the American vessel.
The Star Spangled Banner was flying with the German flag at half-mast on the Lutjens, its crew manning their ship’s rails in their blue dress uniforms. As both vessels steamed alongside each other with sailors from both navies rendering honors with crisp salutes, a banner came into view on the German warship.
Its message was simple, but spoke to the hearts of each and every American on the Churchill that day.
“We Stand by You.”
As Hallinan recalls in her email, many sailors on the Churchill fought to retain their composure, especially given the horror of the events which had befallen their countrymen and women. The Churchill would go on to support the Global War on Terrorism with numerous deployments overseas, along with the Gonzalez.
The actions of the Lutjens crew will forever be remembered by the crew aboard the Churchill that dark day in September, as well as the rest of the U.S. Navy, grateful for the unwavering support from its allies following 9/11.
Navy SEAL James Hatch was on a mission to find Bowe Bergdahl in Afghanistan in 2009. It would be his last. After 26 years in the Navy, he was seriously wounded and eventually left the military. Since then, he has done a number of interesting things, but he is now set for the next iteration of his life – the Ivy League.
Hatch was wounded in Afghanistan while looking for Bow Bergdahl. The wound ended his career.
If you didn’t quite catch how long Hatch had been in the Navy before Bergdahl walked off his post, his 26 years as a Navy SEAL and dog handler before leaving the service in 2009 makes Hatch a 52-year-old freshman today. But as daunting as the first day in a new school can be, Hatch is unlikely to be deterred by social anxiety. If anything the former special operator sees it as another challenge to be handled.
“My experience in academia is somewhat limited, at best,” he told NBC News. “But I want to learn, and I feel this can make me a better person. I also feel my life experience, maybe with my maturity — which my wife would say is laughable — I think I can help some of the young people out.”
James Hatch and his service dog, Mina at Yale.
Hatch joined the military right after high school instead of going to college. He joined the Navy and became a SEAL spending his career serving in some of the most dangerous and topical areas in the world. After leaving the military in 2009 four years shy of a 30-year career, he suffered from depression like many separating vets. Drinking, drugs, and attempted suicide became the norm. But Hatch sought help and is now turning everything around. Aside from joining the ranks of the Ivy League elite, he also runs Spikes K-9 Fund, a non-profit that pays for healthcare and protective gear for police and military working dogs.
He got into the school through the Eli Whitney Students Program at Yale. The Eli Whitney program is for students with “extraordinary backgrounds” who have had their educational journeys interrupted for some reason. Hatch seems to be the perfect fit for such a program. On top of that, the GI Bill, scholarships, and Yale itself will cover the costs of his tuition.
“He brings just an incredibly different perspective,” the Director of Admissions for the Eli Whitney Students Program told NBC. “We don’t have anyone here that is like Jimmy and just his life and professional experiences will add tremendously to the Yale classroom, to the Yale community.”
In particular, his fellow Yale students will see Hatch in class with his service dog, Mina – whom they already love.
Dignity, Loyalty, Disciple, Integrity, and Perseverance.
These are just a few of the values that are placed upon the hillside of Trophy Point, at the United States Military Academy. Seen engraved in the history going back to 1845 at the United States Naval Academy and memorialized in granite at the United States Air Force Academy. Internalized forever in the minds of all of the cadets that walk the long line set before them across the country at each one of these distinguished military academies!
These values bring to light the type of person each cadet strives to be as they embark on the journey that has been walked time and time again by some of the most prestigious members in American History.
As a military child, you are often thought to have these same values instilled in you from the time you are able to talk. You already have a great understanding of sacrifice and resilience by the time you are a teenager. Seeing your parents hold themselves at a particular military standard gives you a glimpse of the person you could very well become. Growing up in this lifestyle could be extremely beneficial in setting you up for success in your journey to gaining an appointment at a military academy.
Each of the academies has the same basic requirements.
You must be a United States Citizen at least 17 years of age, but no older than 23 on July 1st of entry. You cannot be married nor pregnant and all around you must be of Good Moral Character.
But this is just the beginning of what can seem like an endless checklist to prove that you could be one of the few who receive an appointment to attend. All of these schools listed as well as a few other academies have several steps that must be taken in order to apply.
Filling out an application page is just the beginning.
You will need everything from a physical fitness assessment, and medical exam, to a written nomination from your Congressional Representative or Senator. The best way to make sure you are navigating the entire process correctly is to reach out to the Academy Admission Representative for that particular school of choice. This staff member will have a wealth of valuable information for you in completing the process. Not only are there summer programs that are offered at these academies, you can also schedule a visit during the academic year to help you determine if this is the right path for you.
As we all know the college path is something thought about early on in our childhood education. The good thing is that it is never too early to start working on your application.
Gaining knowledge and leadership through joining the scouts, or a sports team, will only show the dedication and discipline you have had through your youth. Volunteering with a nonprofit and making sure you have a strong GPA will only help you as you navigate your way through your future.
There are so many different ways your military child can set themselves up for success now and it is beneficial to them in their future choice of attending a Military Academy.
For more detailed information on the Military Academy’s mentioned above check out the admission tabs below.
Lt. Gen. Lewis “Chesty” Puller, is a Marine Corps icon who’s known for his quotable quotes nearly as much as his battlefield accomplishments.
Here are 17 of the lines that show why Puller is beloved to this day:
2. “Don’t forget that you’re First Marines! Not all the Communists in hell can overrun you!”
3. “You don’t hurt ’em if you don’t hit ’em.”
5. “Hit hard, hit fast, hit often.”
6. “Where the Hell do you put the bayonet?”
(He said this while at a flamethrower demonstration. Apparently, Puller wanted to be ready to stab the men he set on fire.)
8. “Great. Now we can shoot at those bastards from every direction.”
(Puller said the gem above after being asked to comment on the 22 Chinese divisions surrounding his First Marine division. The First Marines successfully broke through Chinese lines and advanced south, destroying seven of the Chinese divisions in the process.)
11. “There are not enough chinamen in the world to stop a fully armed Marine regiment from going where ever they want to go.”
12. “We make generals today on the basis of their ability to write a damned letter. Those kinds of men can’t get us ready for war.”
13. “Son, when the Marine Corps wants you to have a wife, you will be issued one.”
(This was Puller’s response to a young Marine who was asking permission to be married.)
With the surge in popularity of smart watches and the revival of the traditional wrist watch, timepieces and their associated accessories are flooding the market. One of the easiest ways to personalize a watch is with a new strap. Looking for something rugged with a pop of color? There are rubber straps available in every color across the spectrum. Wanna dress your watch up a bit? Try a cowhide, snakeskin, or even crocodile leather strap. One watch strap that has really taken off in the last few years is the elastic nylon strap. Stretchy, breathable, and available in tons of colors and patterns, the strap’s popularity has spawned dozens of variants from a plethora of retailers. But, they can all trace their roots back to the French Navy.
Necessity is so often the mother of invention. In the military, troops commonly innovate with the resources available to them in order to properly equip themselves for their mission. One of the most challenging fields in the military is faced by combat divers. In order to ensure safe dives, frogmen wear specialized diving equipment like dive watches to keep track of their elapsed underwater time. While this is easily accomplished today with an electronic dive computer, 20th century frogmen relied on precise mechanical dive watches. But, the accuracy of the watch was pointless if the diver couldn’t wear the watch over their wetsuit. The French Navy came up with a clever solution.
Known natively as the Marine Nationale, the French Navy is one of the world’s oldest naval services dating back to 1624. As the French built their military up after WWII, one area of focus was underwater operations. French naval officer and explorer Jacques Cousteau drove this foray into the field with the invention of the aqualung and the founding of an underwater research group in the French Navy.
During the 1960s and 1970s, the watch world saw a boom in dive watches. Many watchmakers like Rolex and Omega supplied dive watches to the world’s militaries. The French Navy issued their frogmen a variety of brands including Tudor (a more affordable brand under Rolex that was also issued to the U.S. Navy SEALs), Doxa, Triton, and ZRC. However, these watches were issued without watch straps. With just the watch head, French divers were forced to furnish their own straps.
Some divers followed the lead of their British counterparts who had invented the Zulu and NATO nylon watch straps. While these straps were tough and proven in the field, they had to be resized between wearing the watch on a bare wrist and over a wetsuit. Eventually, the French frogmen took to cutting strips of elastic webbing from their parachutes to make watch straps. The stretchy material allowed them to wear their watches on and off duty without having to adjust them.
The elastic watch strap invented by the French frogmen became a popular watch accessory in a niche civilian market. Called the NDC (Nageur de Combat, French for combat diver/frogman) strap, the lack of surplus parachutes led to the creation of civilian replicas. While these replicas offer a wider variety of colors and patterns, a few retailers still manage to source NOS parachutes to make NDC straps as close to the originals as possible. If you’re looking for a unique bit of genuine military history, or just want to revitalize your wrist device with a comfortable and durable strap, consider the NDC strap invented by the French combat divers that it’s named for.