Emails- They are the bane of our existence, but they are how we communicate in the modern world. Each day, military leaders clean out their inboxes only to have them fill back up within hours. Unfortunately, quantity doesn’t equal quality. Too often, the purpose of the email is buried, with the sender seeming to aim for length rather than substance. Unfortunately, many of these garbled messages create misalignment in organizations, waste time, money and in some extreme cases–lives.
Why does it matter? It matters because being able to effectively communicate through writing provides leaders and staff officers with understanding and the ability to act. Additionally, when we communicate efficiently, we give the person we’re communicating with time back to focus on other things besides reading emails or multi-page SITREPs.
Eighty years ago, Prime Minister Sir Winston Churchill faced a similar problem. Every day he received a large volume of typed reports in his black box from his War Cabinet. And as he pointed out in a 1940 memorandum titled BREVITY, “Nearly all of [the reports] are too long. This wastes time, while energy has to be spent in looking for the essential points.”
Fortunately for us, Sir Winston offered his staff four tips that can help us improve our communication skills today.
The aim should be reports which set out the main points in a series of short, crisp paragraphs
If a report relies on a detailed analysis of some complicated factors, or on statistics, these should be set out in an Appendix.
Often the occasion is best met by submitting not a full-dress report, but an aide-memoire consisting of headings only, which can be expanded orally if needed.
Let us have an end to such phrases as these: “It is also important to bear in mind the following considerations…..” or “Consideration should be given to the possibility of carrying into effect……” Most of these wooly phrases are mere padding, which can be left out altogether, or replaced by a single word. Let us not shrink from using the short expressive phrase, even if it is conversationalized.
Less is more. When writing emails, brevity is better. A long email can overcomplicate an issue and your main message may get lost in the process.
I’ve learned that it is best to open emails with one or two sentences that describe the purpose of your correspondence. It also helps to let them know upfront if you are telling them for awareness or if you want them to make a decision. When you do it well, you don’t need to write the letters “BLUF” because it will be inherent. If you have suspense, include it upfront. And then end your paragraph there.
So as many of us spend the next several weeks working from home, let us take a page from Churchill’s notebook.
On June 29, 2019, Luis Alvarez, retired NYPD detective and proud military veteran, passed away from advanced-stage colorectal cancer as a result of his work at Ground Zero in New York following the 9/11 attacks. Just days before, he had testified in Congress alongside Daily Show host Jon Stewart in support of reauthorizing the September 11th Victim Compensation Fund. He was 53 years old.
His speech in Congress came after sixty-eight rounds of chemotherapy — and just before he was about to begin his sixty-ninth.
“I have been to many places in this world and done many things, but I can tell you that I did not want to be anywhere else but Ground Zero when I was there. We were part of showing the world that we would never back down from terrorism and that we would all work together. No races, no colors, no politics,” he said.
9/11 first responder Luis Alvarez gives emotional testimony
His family shared an official statement on his passing: “It is with peace and comfort, that the Alvarez family announce that Luis (Lou) Alvarez, our warrior, has gone home to our Good Lord in heaven today. Please remember his words, ‘Please take care of yourselves and each other.’ We told him at the end that he had won this battle by the many lives he had touched by sharing his three year battle. He was at peace with that, surrounded by family. Thank you for giving us this time we have had with him, it was a blessing!”
Thousands of 9/11 first responders were exposed to dangerous carcinogens in the dust and gases at Ground Zero, putting them at risk of multiple myeloma and other cancers. The Victim Compensation Fund (VCF) was created to “provide compensation for any individual (or a personal representative of a deceased individual) who suffered physical harm or was killed as a result of the terrorist-related aircraft crashes of Sept. 11, 2001 or the debris removal efforts that took place in the immediate aftermath of those crashes.
The original VCF operated from 2001-2004, then was extended in 2010 and again in 2015, allowing individuals to submit their claims until Dec. 18, 2020. On Feb. 15, 2019, it was determined that the funding would be insufficient to pay all the pending and projected claims, which is what brought Alvarez before Congress.
According to NBC New York, Senate Majority Leader Mitch McConnell has agreed to call a Senate vote on a bill that would ensure the VCF never runs out of money.
The city of Gotham has a new hero: and he comes in the form of Robert Pattinson. On May 16, 2019, Variety reported that the Twilight star will play the Dark Knight in Matt Reeves’ upcoming superhero film The Batman.
According to the media outlet, “while sources say it’s not yet a done deal, Pattinson is the top choice and it’s expected to close shortly.” With rumors that Nicholas Hoult may also still be in the running, Warner Bros has yet to confirm the casting.
At 33 years old, Pattinson will be the second-youngest Batman ever, behind Christian Bale who was 31 when he played the caped crusader in Batman Begins in 2005. And while some question whether Pattinson — who started his career in Harry Potter and the Goblet of Fire before becoming a teen heartthrob in Twilight — can handle such a dark role, others argue that his leading role in Christopher Nolan’s upcoming action film is proof that he can.
The debate over who would be the next to hold the Batman title has been going on ever since Matt Reeves, who’s best known for Planet of the Apes, took over as director for the new Batman flick following Ben Affleck’s departure from the franchise in 2017.
“I have loved the Batman story since I was a child,” Reeves told Polygon. “He is such an iconic and compelling character, and one that resonates with me deeply.” The director also explained to Gizmodo that his take on the comic will be a bit different: “It’s very much a point of view-driven, noir Batman tale… I hope it’s going to be a story that will be thrilling but also emotional. It’s more Batman in his detective mode than we’ve seen in the films.”
Unsurprisingly, Bat-fans have already started voicing their opinions, both for and against the all-but-confirmed casting of Pattinson as Bruce Wayne/Batman. For longtime fans of Batman, this kind of backlash, defense, and general snarkiness is old hat.
The reality is, that every single time a new big-screen Batman is a cast, there will always be a vocal group of villains yelling about it. But, Michael Keaton was a great Batman in 1989, despite Warner Bros and DC Comics getting death threats over that casting. If anything, this role — not Cedric Diggory or Edward Cullen — could define Pattinson for years to come.
The Batman is set to be released in theaters nationwide on June 25, 2021.
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.
The Army’s helicopters have a number of names you recognize immediately: Apache, Black Hawk, Kiowa, Lakota, Comanche. They are also known as the names of Native American tribes. This is not a coincidence.
According to GlobalSecurity.org, this was originally due to Army Regulation 70-28, which has since been rescinded. Today, while the regulation is gone, the tradition remains, and there is a procedure to pick a new name. The Bureau of Indian Affairs keeps a list of names for the Army to use. When the Army gets a new helicopter (or fixed-wing aircraft), the commanding officer of the Army Material Command (the folks who buy the gear) comes up with a list of five names.
Now, they can’t just be any names. These names must promote confidence in the abilities of the helicopter or plane, they cannot sacrifice dignity, and they must promote an aggressive spirit. Those names then have to be run by the United States Patent Office, of all places. There’s a lot more bureaucratic mumbo-jumbo to go through, but eventually a name is picked.
Then comes something unique – the helicopter or aircraft is then part of a ceremony attended by Native American leaders, who bestow tribal blessings. You might be surprised, given that the Army and the Native Americans were on opposite side of the Indian Wars – and those wars went on for 148 years after the Declaration of Independence was signed.
Don’t be. The fact is, despite the 148 years of hostilities, Native Americans also served with the United States military. Eli Parker, the only Native American to reach general’s rank, was a personal aide to General Ulysses S. Grant. Most impressively, 25 Native Americans have received the Medal of Honor for heroism.
Gen. Abidin Ünal, Turkey’s Air Force Chief of Staff, waves during takeoff in a UH-1N Iroquois at Joint Base Andrews, Md., April 6, 2016. (U.S. Air Force photo/Senior Airman Ryan J. Sonnier)
In other words, the Army’s helicopters and fixed-wing aircraft bear names that reflect fierce and courageous warriors who also have fought well as part of the United States Army. That is a legacy worth remembering and honoring with some of the Army’s most prominent systems.
“The captain goes down with the ship” is a maritime tradition suggesting that a captain is honor-bound to stay on a sinking ship until all passengers and crew members have been safely evacuated.
In 2012, Captain Francesco Schettino of the Costa Concordia came under fire for allegedly leaving the ship while passengers were still on board when the vessel crashed off the coast of Italy. Thirty-two passengers died, and Schettino was sentenced to sixteen years in prison: ten years for manslaughter, five years for causing the shipwreck, and one year for abandoning his passengers.
The expectation that a ship’s captain would stay on board until everyone had been evacuated developed in the mid-19th Century, but it could be argued that the sentiment has gone too far. What about ship captains that go down with their ship even after they’ve ordered it abandoned?
Here are four notable cases of captains who went down with the ship:
Rear Admiral Giovanni Viglione
On May 30, 1918, the U-boat UB-49, captained by Kapitänleutnant Hans von Mellenthin, torpedoed the Pietro Maroncelli, an Italian steamer ship off the coast of Sardinia in the Mediterranean Sea. Rear Admiral Giovanni Viglione, who was on board as the convoy commodore, ordered all the survivors into the lifeboats, then chose to stay aboard and go down with the ship.
Capitano di Corvetta Lorenzo Bezzi
On June 27, 1940, an Allied destroyer group spotted the Italian submarine Console Generale Liuzzi while she was on patrol in the Mediterranean Sea. Her captain, Capitano di Corvetta Lorenzo Bezzi, determined that the submarine was unable to flee nor fight the destroyers, so he therefore, ordered his crew to abandon and scuttle the ship. Bezzi, however, decided to go down with the Console Generale Liuzzi, for which he would be posthumously awarded the Gold Medal.
Captain Ryusaku Yanagimoto
On June 5, 1942, U.S. naval forces launched an attack against the Japanese Imperial Navy that would turn the tide of World War II in the Pacific. The Japanese carrier fleet was crippled with multiple losses, including the Akagi and Kaga, and later the Hiryu, but it was the loss of the Soryu — and her beloved captain — that would strike at the hearts of the Japanese sailors.
After Captain Ryusaku Yanagimoto gave the order to abandon the burning ship, it was discovered that he had remained aboard. When Chief Petty Officer Abe was chosen to retrieve the captain, Abe found Yanagimoto standing on the Soryu’s bridge, sword in hand. Abe reported that the “strength of will and determination of his grim-faced commander stopped him short.” Abe left Captain Yanagimoto, who calmly sang Kimigayo, the Japanese national anthem.
He watched with the other survivors as the Soryu sank along with the bodies of 718, including her captain.
Commander Howard W. Gilmore
On Feb. 7, 1943, a Japanese gunboat attacked the American submarine USS Growler, captained by Commander Howard W. Gilmore, who gave the order to clear the bridge. Two Americans were shot dead while Gilmore and two others were wounded — and time to save the crippled sub was running short. When the survivors entered the sub, Commander Gilmore gave his final order: “Take her down.”
His executive officer closed the hatch and submerged the USS Growler to safety. Commander Gilmore posthumously received the Medal of Honor:
“For distinguished gallantry and valor above and beyond the call of duty as commanding officer of the USS Growler during her Fourth War Patrol in the Southwest Pacific from 10 January to 7 February 1943. Boldly striking at the enemy in spite of continuous hostile air and anti-submarine patrols, Comdr. Gilmore sank one Japanese freighter and damaged another by torpedo fire, successfully evading severe depth charges following each attack. In the darkness of night on 7 February, an enemy gunboat closed range and prepared to ram the Growler. Comdr. Gilmore daringly maneuvered to avoid the crash and rammed the attacker instead, ripping into her port side at 11 knots and bursting wide her plates.
“In the terrific fire of the sinking gunboat’s heavy machine guns, Comdr. Gilmore calmly gave the order to clear the bridge, and refusing safety for himself, remained on deck while his men preceded him below. Struck down by the fusillade of bullets and having done his utmost against the enemy, in his final living moments, Comdr. Gilmore gave his last order to the officer of the deck, ‘Take her down.’ The Growler dived; seriously damaged but under control, she was brought safely to port by her well-trained crew inspired by the courageous fighting spirit of their dead captain.”
Whether it’s salt tossed over the shoulder after the shaker is spilled or not walking under a ladder, most superstitions are pretty harmless. But sometimes superstitions cause Communist rebels to abandon their camp or a revered Navy admiral to refuse to sail.
Here are 6 stories of wartime decisions that hinged on superstition:
1. Rudolph Hess’s failed diplomatic mission to England happened after a series of dreams.
Deputy Führer Rudolf Hess was Hitler’s favorite sycophant right up until he flew himself to Britain on May 10, 1941 to negotiate a peace as Germany invaded the Soviet Union. Historians argue back and forth about whether Hess did his mission under Hitler’s orders or on his own.
But two people were definitely consulted; an astrologer and a dreamer. The astrologer advised that May 10 was a good date to depart while a friend of Hess’s told Hess that he’d dreamed of Hess’s success on three different nights.
It turned out the dreams were wrong. The British captured Hess soon after he landed and kept him in prison for the rest of his life.
2. The feared Red Baron wouldn’t fly without his lucky scarf and jacket.
Just the appearance of the Red Baron, Baron Manfred Von Richthofen, could change the tide of an air battle.
Credited with 80 victories in the air, he was a formidable aviator who wouldn’t enter the fray if he couldn’t find his lucky scarf and jacket. In spite of this, both the jacket and scarf were shot through, and the Baron was wounded by a bullet to the skull while wearing them.
3. American PSYOPS officers created vampires to vanquish communist rebels.
Lt. Col. Edward G. Lansdale was a U.S. Army psychological operations officer sent to help the Philippine government defeat communist rebels. Lansdale capitalized on a history of superstitions in the Philippines, specifically one that centered around the “asuang,” a shapeshifting vampire.
Rebels soon fled the area and the government forces took it for themselves.
4. Grant’s superstitions led to victory.
Lt. Gen. Ulysses S. Grant’s success in the Overland Campaign against Gen. Robert E. Lee led to the Siege of Petersburg from 1864 to 1865 and the Lee’s eventual surrender in Apr. 1865. Grant’s victory came despite the fact that he lost every battle in the campaign.
How? By refusing to retreat or withdraw, decisions that some have chalked up to Grant believing that a person shouldn’t retrace their own steps. Where previous forays into the area by other generals had ended with retreats, Grant was forced by his superstitions to lead his army any direction but back. This kept him and his men in the fight until they were finally able to outmaneuver Lee.
5. British magician Maskelyne may have created a massive scarecrow to scare Italian peasants.
The British magician Jasper Maskelyne offered his professional services to his nation when World War II broke out. As Maskelyne was known to exaggerate his actions in the war, tales surrounding him have to always be taken with a grain of salt.
But, his claims from the Allied invasion of Italy suggest that Maskelyne helped the Allies take over rural Italy by building a 12-foot tall scarecrow of fire and metal that convinced some superstitious Italians that the devil was fighting side-by-side with the British. The Italians locked themselves in their homes, leaving the British to continue north unmolested.
6. Adm. Halsey demanded his task force number and sailing date be changed because the number 13 is unlucky.
Adm. William Halsey Jr. was an ensign on the USS Missouri on April 13, 1904 when an accidental fire burned and suffocated 31 men to death. After that, he was very superstitious about the number 13.
So, when he was assigned commander of the new Task Force 13 that was set to sail on Friday, February 13, Halsey sent one of his officers to protest. The command relented and changed the task force designation to 16 while promising that an oiler would be late, delaying TF 16’s departure until Feb. 14.
Remember that guy who bought a Harrier? Well, now, Art Nalls is adding reality TV star to his resume as the only civilian owner of a Harrier jump jet.
According to a release by AARP Studios, Nalls is starring in Badass Pilot, which tells the tale of how he acquired a British Aerospace Sea Harrier FA2 retired by the Fleet Air Arm and made it into a civilian warbird. The series premiered Nov. 14 on the YouTube page of AARP Studios.
“I think the title of this show says it all. Art is, in fact, a badass pilot, and the perfect example or embodiment of how age doesn’t define anything,” AARP Studios Vice President Jeffrey Eagle said in the release. “Art certainly answers the question ‘How do you become the only civilian to own a Sea Harrier Fighter jet?’ but there’s a lot more to the series than that. Art’s purchase of the plane was just the beginning of the adventure.”
The Sea Harrier entered service with the Fleet Air Arm in 1978. Four years later, it proved instrumental in winning the Falklands War while flying from the carriers HMS Invincible and HMS Hermes (and, later, from the INS Vikrant). The Royal Air Force, United States Marine Corps, India, Spain, Italy, and Thailand have all flown versions of the Harrier.
According to MilitaryFactory.com, the Sea Harrier has a top speed of 734 miles per hour, a maximum range of 2,237 miles, and carries up to 5,000 pounds of ordnance. It’s able to carry various air-to-air missiles, including the AIM-9 Sidewinder, AIM-132 ASRAAM, and the AIM-120 AMRAAM.
Anybody that spends even the slightest bit of time on social media today is woefully aware of internet trolls. If, by some miracle of a chance, you haven’t had a run in with one of these anger facilitators on platforms like Facebook or Twitter, you’ve still almost certainly seen their kind surfacing in the comments sections under news articles and YouTube videos as though these digital outlets are little more than the sharpie-laden door of a bathroom stall.
They strike without warning, offering nonsense arguments without context or citation, caps-lock tirades, or insulting one-liners that someone, somewhere apparently thinks is funny while the rest of us are stuck scratching our heads or shaking our fists. In the societal hierarchy of the digital domain, internet trolls rank somewhere just below trantrum-throwing toddlers in terms of discourse, but their presence has become such an expected bit of online life that most of us log into our social media platforms of choice with our eyes already rolling in anticipation.
But what if it didn’t have to be that way? That was clearly on Lt. Gen. Ted Martin’s mind this week. The deputy commanding general of Army Training and Doctrine Command (TRADOC) released a hilarious video on Twitter Wednesday showing exactly how he’d like to handle the masses of keyboard warriors.
“I got another snarky comment,” Martin tells a member of his staff after calling him into his office. “Can you get ahold of [Army Cyber]? I need to find out about @jackwagon. I don’t know who that is.”
Not the hero we deserve, but the hero we need. (US Army photo)
Obviously, war fighting is serious business, as is training for the same–but it’s nice to see someone at the 3-Star level exercising his sense of humor in what has otherwise been one brutal year.
Unfortunately, we probably won’t be able to get the 10-digit grid coordinates of every snarky jackwagon with a black belt in keyboard-fu, but at least we know we’re not the only ones that wish we could send a tank platoon and some Rangers after them.
Elon Musk, the founder and CEO of SpaceX, said his rocket company’s toughest mission yet has arrived — and you can watch it live online.
Sometime between 11:30 p.m. ET on June 24, 2019, and 2:30 a.m. ET on June 25, 2019, a Falcon Heavy rocket will try to lift off from Cape Canaveral, Florida.
Tonight’s launch attempt marks SpaceX’s third-ever with Falcon Heavy. The rocket design debuted in February 2018, has three reusable boosters, and is considered the planet’s most powerful launch system in use today.
“This will be our most difficult launch ever,” Musk tweeted on June 19, 2019.
What makes this mission, called Space Test Program-2 (STP-2), so challenging is what’s stacked inside the rocket’s nose cone: 24 government and commercial satellites that together weigh about 8,150 pounds (3,700 kilograms). When fully fueled, a Falcon Heavy rocket weighs about 1,566 tons (1,420 metric tons), or more than 300 adult elephants’ worth of mass.
An 8,150-pound (3,700-kilogram) stack of 24 government and commercial satellites inside the nose cone of SpaceX’s Falcon Heavy rocket in June 2019.
After getting its behemoth rocket off the pad at Launch Complex 39-A, SpaceX has to deploy the two dozen spacecraft into multiple orbits around Earth over several hours. To do this, it must shut down and reignite the engine of an upper-stage rocket four times, according to the company.
One satellite holds NASA’s Deep Space Atomic Clock, which may change the way robots and astronauts navigate space. Another spacecraft is the Planetary Society’s LightSail, an experiment that could change how vehicles propel themselves to a destination. The National Oceanic and Atmospheric Administration is also launching six small weather satellites built in partnership with Taiwan.
There’s even a spacecraft holding the ashes of 152 people, and it will orbit Earth for about 25 years before careening back as an artificial meteor.
But SpaceX will also be attempting to land all three of the rocket’s 16-story boosters back on Earth for reuse in future launches. The two attached to the side of the Falcon Heavy rocket are set to touch down on land a few minutes after liftoff.
Meanwhile, the central or core booster — which will fire longer and disconnect from the upper-stage rocket later in the flight — will try to land on a drone ship sitting about 770 miles (1,240 kilometers) off the coast of Florida in the Atlantic Ocean.
Watch SpaceX’s launch attempt live on Monday night
SpaceX is streaming the STP-2 mission live on YouTube, and the company said its broadcast would begin about 20 minutes before liftoff (about 11:10 p.m. ET).
There’s a 20% chance that SpaceX will delay its launch because of thunderstorms, according to a forecast issued by the US Air Force on Monday morning. If the launch is pushed to its backup window 24 hours later, there’s a 30% chance of delay.
If you want to follow the launch and deployment events, we’ve included a detailed timeline below the YouTube embed.
Launch events and timing relative to the moment Falcon Heavy lifts off the pad are outlined below and come from SpaceX’s press kit for the STP-2 mission.
-53:00— SpaceX launch director verifies go for propellant load -50:00— First-stage RP-1 (rocket grade kerosene) loading begins -45:00— First-stage LOX (liquid oxygen) loading begins -35:00— Second-stage RP-1 (rocket grade kerosene) loading begins -18:30— Second-stage LOX loading begins -07:00— Falcon Heavy begins prelaunch engine chill -01:30— Flight computer commanded to begin final prelaunch checks -01:00— Propellant tanks pressurize for flight -00:45— SpaceX launch director verifies go for launch -00:02— Engine controller commands engine-ignition sequence to start -00:00— Falcon Heavy liftoff
Once the rocket lifts off, Falcon Heavy hardware and its payload will go through a series of crucial maneuvers. The side boosters and core booster will try to separate and land. Following that, the rocket’s upper or second stage will propel into orbit, then attempt to deploy its 24 satellites from a device called the Integrated Payload Stack over several hours.
The timing and events below are also relative to liftoff, in hours, minutes, and seconds.
00:00:42— Max Q (moment of peak mechanical stress on the rocket) 00:02:27— Booster engine cutoff (BECO) 00:02:31— Side boosters separate from center core 00:02:49— Side boosters begin boost-back burn 00:03:27— Center core engine shutdown/main engine cutoff (MECO) 00:03:31— Center core and 2nd stage separate 00:03:38— 2nd stage engine starts (SES-1) 00:04:03— Fairing deployment 00:07:13— Side boosters begin entry burn 00:08:41— Side booster landings 00:08:38— 2nd stage engine cutoff (SECO-1) 00:08:53— Center core begins entry burn 00:11:21— Center core landing 00:12:55— Spacecraft deployments begin 01:12:39— Second-stage engine restart (SES-2) 01:13:00— Second-stage engine cutoff (SECO-2) 02:07:35— Second-stage engine restart (SES-3) 02:08:04— Second-stage engine cutoff (SECO-3) 03:27:27— Second-stage engine restart (SES-4) 03:28:03— Second-stage engine cutoff (SECO-4) 03:34:09— Final spacecraft deployment
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The infantry squad leader is a billet that demands leadership and integrity. There is an unofficial rite of passage that every squad must endure. I’m not talking about the first order issued or the trials of combat. No–it’s when your squad leader sings his favorite, stereotypically “girly” songs. Maybe it’s boredom or his brain has turned to soup because of all the stupid he has to put up with.
In Afghanistan, our squad leader lost a bet to our Staff NCO and had to do a patrol debrief wearing spandex short shorts. What we saw was not meant for mortal eyes. The constant stretching and Ke$ha songs, however, were not mandatory. If he had to pay the price, so did all of us. If your squad leader doesn’t sing ridiculous songs at some point, is he even a real leader?
Ke$ha – Tik Tok
Vietnam Veterans had Jimi Hendrix and Creedence Clearwater Revival – meanwhile, we have this. Out of all the things that can give someone PTSD, I can’t listen to this song without remembering the horrors of that day. Was it worth it Staff Sergeant?
Pinkfong – Baby Shark
If you have had kids this song has given you PTSD. Naturally, drill instructors sunk their teeth into it immediately at the height of it’s popularity.
Katy Perry – Firework
For a long time, Katy Perry was the darling of the Marine Corps. She has done numerous shows for the troops on USO tours and even made a tribute music video. She has partnered with UNICEF and Generosity Water to help children around the world. Her humanitarian resume stretches decades into the past making it less inhibiting to be a fan in uniform. If your squad leader didn’t at least hum this during a tactical halt, sweating and losing his marbles – yet happy, then it wasn’t a real deployment.
Britney Spears – Baby one more time
A classic. A must have on the list. Generally the older SNCOs sing this because of their aversion to pop culture, although ironically, this is pop culture – but old.
Christina Aguilera – Genie in a Bottle
Same as above.
Lady Gaga – Bad Romance
When I was a devil pup embarking on my first deployment, this song hit the air waves. Unfortunately for us, since we were without internet, it was one of the only songs people would sing. Mother Monster is beautiful and a great singer. However, when her lyrics come out of the mouth of the leadership, you start reevaluating your life choices.
The Navy’s theme song
As is tradition.
Aqua – Barbie Girl
We’ve all sung this one. Laugh it up because then we’re going in a fun run when its over. Even the Russians are doing it!
Russia’s President Vladimir Putin has been teasing a Russian artificial intelligence plan for months, promising to unveil it by “mid-June.” The first details have finally been announced, and the plan is surprisingly modest. But since this is a country whose state media thought a man in a costume was a real robot, it’s really not clear how Russia takes the lead where China and the U.S. are already humming along.
On June 20, Russia released the first details of its AI strategy, including a 0 million pledge in support for their 14 centers of study based at universities and scientific organizations. If 0 mil sounds like a lot, realize that America has OpenAI which was launched with id=”listicle-2638945543″ billion, DARPA launched the AI Next Campaign with billion, and venture capitalists in the U.S. dropped .3 billion on AI investments.
Meanwhile, Russia hasn’t announced any government research on the level of DARPA, and its private investment is paltry, possibly because Russia has little to no protections for private property, so the state can take any AI products created there at any time for its own use.
Russian President Vladimir Putin Speaks with Chinese President Xi Jinping June 5, 2019, during a series of Russian-Chinese talks.
(Office of the President of Russia)
That’s not to say there’s no development going on in Russia. Alphabet, Google’s parent company, recently bought one Russian AI company, implying it must have had some tech worth shelling out cash for. But it now belongs to an American company, and Alphabet has purchased dozens of competitors around the world but only found something worth scooping in Russia once.
America does have a major rival for AI supremacy though, and it might actually be in first place. China spends more on AI research than the U.S. does. According to Thomas Davenport, a government-run venture capital firm in China has promised over billion in research money for AI. And individual cities have dropped huge money as well. Tianjin, a port, has slated billion in research monies.
America has many more groups investing in AI than China, but China is likely investing more overall—even on the venture capital side—than the U.S., according to Davenport.
So, yeah, the idea of a come-from-behind victory for Russia seems far-fetched, but the fight at ranks 1 and 2 is still undecided, and victory is important. Artificial intelligence will likely give a massive advantage in every aspect of war as well as in a lot of industrial and economic applications.
It was a cold December morning, and Taylor Olson and his fire department crew had just finished their start-of-shift checks on their gear. They wanted to get a hot breakfast before the winter storm set in, so they headed off while they had the chance. Olson had a paramedic student with him that day, one who hadn’t experienced any critical patients yet. Their fire station crews worked in 24-hour shift rotations, starting at 0700. As they loaded into their fire engine, a winter ice storm began to roll in. A mix of sleet and freezing rain was coming in heavy.
Olson and his crew had to deviate from their breakfast plans twice because of separate 911 calls for minor car accidents related to ice on the roadways. The saying “where there is one, there are more” usually refers to critters and pests but also applies to winter storms and accidents in a paramedic’s world.
The crew were eventually able to slam down breakfast. On their way back to the station, another call came in: lights-and-sirens response needed for a semitruck-versus-car accident on a two-lane interstate. To a paramedic, the combination of a semitruck, interstate speeds, and ice carries an ominous feeling — add a standard car to the mix, and it’s a recipe for disaster.
Olson and his crew took off toward the call in the ambulance with its lights bouncing off the falling sleet. Icy roadways required the paramedics to navigate as quickly and efficiently as possible while being mindful of the conditions. There is a “golden hour” standard that establishes a 60-minute window after a traumatic injury during which a patient needs to receive definitive care at a hospital before risk of death and disability greatly increase.
As the crew crested the last hill on the interstate that was blocking their view, they started to get eyes on scene. A car appeared to have hit black ice, started to turn sideways, and then slammed under a tractor-trailer at highway speeds. Olson said it almost looked like the semi’s rear dual tires had run over the front end of the car and then back off.
The emergency medical services crew had to piece together the puzzle of the accident from what they could see — there were no eyewitnesses coming forward. Because Olson and his crew handle both fire and EMS calls, they understand the different paths cars will take in various weather conditions and were well equipped to survey the scene.
Once an injury like this is identified, the “golden hour” is more like a couple of minutes — the patient is already in critical condition.
Olson and his ambulance crew approached the wreck as the engine crew dismounted and did the same. A woman stood next to the smashed car, trying to talk to the man inside. They found out he was her husband, and she had been in the car but was able to get herself out. Olson directed her to go with the engine crew since she was considered to be in stable condition. They needed to focus on the man trapped in the smashed car.
“When I looked in the window, he kind of looked at me but had that thousand-mile stare look going on,” Olson said. “But you kind of know when it doesn’t look good.” Experienced paramedics know this look is a strong indicator of shock. Since there was sharp metal and glass everywhere, Olson and his partner ran back to the ambulance to put on their fire-department turnout gear.
Olson crawled into the car through the passenger door, where the man’s wife had exited. He climbed into the back seat to better evaluate the trapped man. The driver’s side door was crushed into the patient, and the steering wheel had pinned down his legs. Olson did a double take.
“I looked down and his — basically his left leg was smashed completely up underneath the right leg. His pelvis was pretty much crushed,” Olson said, although he was surprised to find only minor scrapes and cuts outside of the man’s main injury.
The internal bleeding caused by a crushed pelvis is fast and severe. Once an injury like this is identified, the “golden hour” is more like a couple of minutes — the patient is already in critical condition. Olson’s chief went to work with a ram bar in an attempt to slam the steering wheel away and free the man. Meanwhile, Olson placed an IV and started running fluids to assist with the man’s dropping blood pressure. The patient was no longer responding.
“He was awake, but I think nobody was home upstairs,” Olson said, identifying a hallmark of shock progressing to dangerous levels.
The chief was experiencing difficulty moving the steering wheel over. Then the man slumped backward in his seat. Olson checked for a pulse but was unable to detect one, nor was his patient breathing. The man had suffered a traumatic cardiac arrest, which is common with severe trauma. Olson began to perform CPR, but with limited room, he had to work with one arm from the back seat while leaning over the center console.
Performing CPR is an exhausting measure even in a wide-open setting, but Olson put forth his best effort to maximize the modified form. He kept on administering chest compressions while the other crew members attempted to cut the car open. As the car was being dismantled, Olson covered the patient with his arms to protect him from getting sprayed with glass. “The cutter was right over my left arm,” Olson said, “like, probably a couple inches away.”
Paramedic students are expected to familiarize themselves with an ambulance and all the gear they’ll use on the job. Olson’s student was on her first advanced life support (ALS) ride with them, so he wasn’t sure she would bring the right gear when he told her that the patient was in cardiac arrest. However, the student came running up with everything he needed.
Traffic on the interstate had been halted by police and firefighters, and an extensive line of cars had grown behind them. People were pouring out of their cars, phones in hand to record the event, which increased the stress of an already difficult situation for the first responders.
“Everything from the waist down was pretty smashed. I mean, there wasn’t much — I don’t think there was anything solid down there.”
Olson attempted to intubate the man — to place a tube into his trachea — from the only position available in the limited space. He wasn’t able to perform a normal intubation and resorted to a last-ditch effort he had never done before: a technique called digital intubation. The paramedic places a hand in the patient’s mouth and uses fingers to guide the breathing tube into the trachea.
“I got it!” Olson exclaimed after placing it on his first try. A burst of laughter escaped both him and his chief — in chaotic and morbid situations, humor can often help clear the mind to focus on the upcoming tasks.
Olson continued CPR while another crew member attempted to breathe for the patient via the tube and a bag valve mask, or BVM. The chief and Olson continually knocked helmets in the cramped space while performing their separate tasks. Their patient’s heart had stopped, and to keep his odds of survival as high as possible, they had to keep working on the patient nonstop — and they also had to get him out of the car or the treatments would be in vain.
Unable to get the ram bar to move the steering wheel, the chief switched over to a tool called a spreader. At last he was able to push away the wheel, and the crew outside pried the driver’s door open. The man was quickly extracted, moved onto a stretcher, and into the ambulance. They hit the road immediately.
The hospital was close, but en route Olson and his paramedic student placed an IO — an intraosseous line, sort of like an IV into the bone marrow — for additional fluids and medications to be administered. Now that the patient was out of the car, the destruction he had endured from the wreck was obvious. “Everything from the waist down was pretty smashed. I mean, there wasn’t much — I don’t think there was anything solid down there,” Olson recalled.
The crew entered the emergency room with the patient on the stretcher, performing CPR and breathing for him the whole time. While the hospital staff took over, Olson gave them his report. With this transition of care, the role of EMS in the call was concluded. From the point of contact on scene to transferring care to the hospital, approximately 20 minutes had elapsed. The men and women of EMS work efficiently and fast.
Olson and his crew, exhausted, walked back to the ambulance. They needed to clean up and prep for the next call that would inevitably come in. There was still the rest of their 24-hour shift to endure — just another day in the office.
A sharp-eyed aviation photographer caught a photo of a U.S. Navy F/A-18F Super Hornet two-seat variant transiting through the Star Wars canyon, one of the most popular western U.S. low-flying areas, earlier this month during what appears to be filming of in-cockpit sequences for the upcoming “Top Gun: Maverick” movie.
The photo, posted to Instagram by Christopher Lohff (@lohffingfoto), shows the pilot/front-seater wearing the same HGU-68/P lightweight flight helmet with custom graphics as seen in previously leaked photos from the production of “Top Gun: Maverick”. The upcoming film, slated for release on June 26, 2020 in the U.S., is likely entering the final stages of its production phase before going to post-production and editing.
[instagram https://www.instagram.com/p/BvdEMuyAKOK/ expand=1]Christopher Lohff on Instagram: “Someone’s excited for the Top Gun sequel! This VFA-122 Flying Eagles F/A-18F pilot was sporting what I can only recognize as Maverick’s…”
Another interesting detail in the photo is the appearance of an array of what appears to be four of the new Sony VENICE CineAlta video cameras on the coaming of the rear cockpit. The new Sony VENICE CineAlta is a full-frame, 36x24mm digital video camera that shoots at a maximum resolution of 6048×4032 and can be modified to shoot at even higher quality resolution. The cameras cost about ,000 USD each without lenses or upgrades for higher resolution.
The Sony VENICE CineAlta array seen in the F/A-18 appears includes four rearward-facing cameras in the aft cockpit of the F/A-18 with various focal length lenses including at least two very wide-angle lenses. The camera array is fitted to the top of the rear cockpit coaming at the top of the instrument panel with a custom machined mount.
These photos give a clue about what some of the in-cockpit sequences may look like when the film debuts next year.
Just before the photos from the western low-flying areas appeared on Instagram, the Internet was filled with “spy” photos of an F-14 Tomcat being used in filming for the upcoming movie. The appearance of the Tomcat suggests a retrospective sequence, some kind of “flashback” to the original “Top Gun” in this upcoming release.
[instagram https://www.instagram.com/p/BvkSnlkl6uJ/ expand=1]Skid Voodoo on Instagram: “Our Hero Tomcat should be returning to the San Diego Air & Space Museum Annex soon. Its service to the new film is coming to a close after…”
The F-14 Tomcat that was sighted around Coronado Island and North Island NAS also showed up on the deck of the nuclear-powered aircraft carrier USS Theodore Roosevelt (CVN-71) for some filming sequences. One sequence included the aircraft being stopped in the large net/arresting barrier used for emergency recoveries onboard ship. The F-14 used in the filming is likely Grumman F-14A Tomcat #159638, an aircraft previously on display at the San Diego Air Space Museum’s Gillespie Annex in El Cajon, California.
This article originally appeared on The Aviationist. Follow @theaviationist on Twitter.