“Star Wars: The Rise of Skywalker” is heading for the worst opening at the China box office of Disney’s new “Star Wars” movies.
The movie had earned $2.2 million in the region by 8 p.m. local time on Friday, according to Variety, and was trailing behind three Chinese movies. The Chinese ticket service Maoyan is projecting “The Rise of Skywalker” to earn just $18 million during its theatrical run in China.
The “Star Wars” franchise has struggled to build an audience in the country, where Hollywood is increasingly relying on its box office to boost its blockbusters. The Chinese theatrical market has been growing at a rapid pace and is even projected to dethrone the US as the world’s box-office leader within the next few years.
Each Disney-era “Star Wars” movie has made less in China than the previous one. Here’s how each of them performed there:
“The Force Awakens” — 4 million
“Rogue One” — million
“The Last Jedi” — million
“Solo” — million
Despite the lack of enthusiasm in China, all of those movies except “Solo” grossed over id=”listicle-2641661309″ billion worldwide. “The Force Awakens” earned over billion globally and 6 million domestically.
“The Rise of Skywalker” is expected to have a big opening domestically this weekend — despite negative reviews — but still less than the previous movies in the new trilogy. Boxoffice.com is projecting the movie to debut between 0 million and 0 million. “The Force Awakens” opened with 8 million domestically and “The Last Jedi” with 0 million.
“The Rise of Skywalker” so far has a 57% critic score on Rotten Tomatoes, making it the worst-reviewed “Star Wars” movie since “The Phantom Menace.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The morning of March 19, 2003, marked the beginning of the Iraq War that would eventually lead to devastating loss for both countries. With its roots in the first Persian Gulf War, some argue that the Iraq/U.S. conflict was inevitable, while others consider it an unnecessary war.
After dictator Saddam Hussein’s refusal to abandon Iraq in 2003, U.S. and allied forces launched a full-scale attack. What followed were years of American occupation, a large number of Iraqi and American casualties, and a growing tide of opposition to the seemingly unending war. The Iraq War spanned nearly the entirety of two presidential administrations in the United States, leading to shifting strategies and new technologies. Eventually, the Obama administration withdrew the final troops in 2011, but the long years of warfare continue to affect the Iraqi nation. These Iraq War books recount, analyze, and revisit the effects and experiences of a war that some have deemed preventable.
(The Feminist Press at CUNY)
1. Dreaming of Baghdad
By Haifa Zangana
A humane approach to Middle Eastern affairs, Dreaming of Baghdad is a hauntingly beautiful memoir that will leave you with a new perspective on the “War on Terror”. We follow Haifa Zangana’s experience as a political activist during Saddam Hussein’s reign in Iraq. She — along with a small group who resisted Saddam’s rule — was eventually captured and imprisoned at Abu Ghraib.
There is a stark illumination on the psychological disturbances experienced by individuals under dictatorship. Zangana is brutally honest when retelling her story of exile and incarceration; she experienced the agonizing loss of friends and comrades through torture and death in prison. A first-hand account that shifts between time, place, and subjectivity to comment on how the trauma of power and war affect our memory.
2. Packed for the Wrong Trip
By W. Zach Griffith
The relatively unknown prison at Abu Ghraib garnered global attention once photos of the abuses inflicted on prisoners were released. Abu Ghraib quickly became the focal point of a worldwide scandal. Just a few months after the photographs were released, the 152nd Field Artillery Battalion of the Maine National Guard arrived to serve as guards. Originally trained and meant to serve in Afghanistan, the soldiers were deeply unprepared for the scrutiny they would receive and the attacks they would soon endure. The group of citizen-soldiers were forced to rely on each other in order to survive one of the darkest prisons in the world and change it for the better.
(Open Road + Grove/Atlantic)
3. The Finish
By Mark Bowden
Get inside the political choices that brought down Osama bin Laden. Bowden’s narrative takes the reader all the way back to President Clinton’s administration to discover the many seemingly minor actions that allowed al-Qaeda to grow. After Bin Laden’s terrorist organization wreaked havoc through the 1990s and early 2000s, taking him down became a top priority for foreign intelligence services around the world.
4. Why We Lost
By Daniel P. Bolger
Firsthand experience and understanding brings a new perspective to American actions in the Iraq War. With a career as an army general that spanned over 35 years, Daniel Bolger provides a candid look into U.S. led campaigns with an insider look into the meetings, strategies, and key players of the war.
Bolger’s main argument is that we lost the Iraq War because the American forces never knew who they were truly fighting. As Bolger puts it, “Every man shot by U.S. soldiers wore civilian clothes. If he had an AK-47, was he getting ready to shoot you or merely defending his family? If he was talking on a cell phone, was he tipping off the insurgency or setting off an IED, or was he phoning his wife?”
(Knopf Doubleday Publishing Group)
5. The Iraq War: The Military Offensive, from Victory in 21 Days to the Insurgent Aftermath
By John Keegan
His background as a military historian with extensive knowledge on warfare gives Keegan’s discussion a refreshing, objective perspective. Keegan collated a well-detailed look into Iraqi history, from its origins in the Ottoman Empire to Saddam Hussein’s dictatorship. The Iraq War, despite its broad title, primarily recounts the 21-day invasion by the United States and allies that removed Hussein from power. As an explanation of the factors that led to the war, this is an unmissable resource.
(Knopf Doubleday Publishing Group)
6. The Mirror Test: America at War in Iraq and Afghanistan
By J. Kael Weston
This powerful 2016 book examines the relationship between warfare and diplomacy. Like many of the other authors on this list, Weston had an inside look into the U.S. government during the Iraq War. Weston was a State Department official — serving over seven years in Iraq and Afghanistan. Weston uses this experience to show both the war and his own personal journey throughout the narrative. As a firsthand witness, he saw the sacrifice and casualties caused by a devastating war. The book follows Weston as he visits families, memorials, and the grave sites of 31 soldiers who perished in a helicopter crash on January 26, 2005 — an operation he personally ordered. This deeply affecting tale reckons with Weston’s and the country’s actions in Iraq.
7. Run to the Sound of the Guns: The True Story of an American Ranger at War in Afghanistan and Iraq
By Nicholas Moore
This eyewitness account of the Iraq War is presented through a series of vignettes as Nicholas Moore recounts the development of the Ranger Regiment. He chronicles the challenges troops had to face and adapt to while hunting for Iraq’s Most Wanted. Serving in an elite special operations unit, Moore was intimately involved in the war on terror, spending over a decade with the U.S. Army’s 75th Ranger Regiment.
Moore discusses the search and rescue of Navy SEAL Marcus Luttrell and the devastating loss of the Chinook helicopter crash, which killed 38 men and one military working dog. Moore sees the events both as a soldier and as a husband and father who nearly lost his life in a global war against terrorism.
(Random House Publishing Group)
8. The Strongest Tribe: War, Politics, and the Endgame in Iraq
By Bing West
This is a straightforward recapitulation of the Iraq War that reconfigures the reader’s understanding of the long-lasting conflict. Whatever your political stance, West puts it all under the microscope and leaves you questioning what you thought you knew. From the United States’s entrance into the war to the brink of defeat in 2006, to the unimaginable turnaround in 2007, West criticizes the Bush administration and Army generals as he travels between the Pentagon and Ramadi. In the end, West asks us to reflect on our mistakes to avoid repeating history.
This article originally appeared on Explore The Archive. Follow @explore_archive on Twitter.
We all know Nine Line Apparel. We wear the gear, we have seen the amazing social media content and perhaps most importantly, we have seen them support the veteran community time and time again.
Well they are coming in clutch once again.
Nine Line announced that they will be shifting operations to produce and distribute masks for doctors and nurses who are working around the clock to care for Americans during the coronavirus outbreak that has gripped the nation. There has been a shortage of masks across the country; hospitals have resorted to using ultraviolet light to ‘clean’ and reuse masks. The most commonly used mask, the N95 mask, is supposed to be used only once. Every time a doctor or nurse sees a patient, they are supposed to discard the mask and use a new one for a different patient.
One big issue is that a lot of masks are being sent from China. With the high demand of masks combined with pricing changes from Chinese manufacturers, there is now a scarcity for nurses and doctors. Masks that used to cost just 70 cents are now being billed at each. And the materials to make the mask that cost ,000 a ton have now seen an increase to 0,000 a ton according to Nine Line Apparel founder and CEO Tyler Merritt.
According to a statement Nine Line put out, the estimated number of masks needed in the next few months will be between 1.7 and 3 billion, but the country currently has a stockpile that only numbers in the millions.
Merritt went on Fox and Friends to discuss what Nine Line was planning on doing.
This outbreak strikes close to home for Merritt, like many Americans.
“I’m an engineer, I’m also a former Army officer, I’m also a member of the special operations community, I’m also the son of a person who will die if he contracts this, I’m also the son of a nurse, I’m also the father of children who could potentially die,” said Merritt. “So, this is not about money. This is about coming together, cutting through the red tape. This is also about identifying those horrible, massive conglomerates that are hoarding materials.” Partnering with Bella+Canvas out of Los Angeles, Nine Line is working to circumvent the red tape from the government as well as corporate conglomerates who may be using this pandemic for financial gain.
Merritt’s vision is to create and sell (at cost) a mask similar or better than the N95 mask and distribute the Personal Protective Equipment to hospitals and health care workers around the country. This mask would be made out of apparel fabric and would be created by both Bella+Canvas and Nine Line using the equipment that makes those awesome shirts that you and I wear.
Nine Line says they can shift operations and create up to 10 million masks in the next few weeks but are limited by waiting on the FDA. They are looking for help from the federal government to speed up testing of their mask and approve it so they can mass produce it and get them to hospitals ASAP.
Nine Line does have a mask (not for hospital use) that is selling to the public which can be purchased here.
Thanks for thinking outside the box and once again, doing your best to serve the public, Nine Line! Bravo.
Commander, U.S. 2nd Fleet (C2F) revealed a new crest and motto, designed to represent the fleet’s new mission, Aug. 22, 2018, prior to the establishment ceremony on Aug. 24, 2018, in Norfolk, Virginia.
The symbolism is rich and reflective of the purpose of C2F. The logo’s centerpiece is a shield divided into two points. The top of the shield, the chief, is blue and signifies vigilance, perseverance and justice, while the bottom of the shield, the base, is divided into red and white pales. The red signifies military strength and courage, while white signifies integrity and peace.
The field is charged with the number “2,” indicating the numbered fleet, as well as unification in achieving the Navy’s mission in addressing changes in the security environment. Atop the shield is perched a bald eagle, the ultimate symbol of freedom, with its fierce, dominant talons representing the lethal maritime capabilities of the command. The shield is supported by a trident, an ancient symbol of the sea representing power and control over the ocean.
Furthermore, the crest is emblazoned in full color on a geographical map centered on the North Atlantic Ocean, adjoining land masses signifying our enduring relationships with partners and allies. The three stars signify the rank of a vice admiral, who will command C2F.
The official crest for the re-establishment of Commander, U.S. 2nd Fleet, which will report to Commander, U.S. Fleet Forces Command.
The motto, “Ready to Fight,” personifies the spirit and dedication of the command, which maintains and equips maritime assets enhancing interoperability and lethality against foreign and domestic enemies who threaten regional or national security.
“Our new crest signifies our dedication and renewed focus on naval operations on the East Coast and North Atlantic,” said Vice Adm. Andrew “Woody” Lewis, commander, U.S. 2nd Fleet. “Building from our rich legacy, we wanted to pay homage to the old 2nd Fleet by including some aspects of the original crest – the eagle, the trident, the shield, and the map in the background – but the new crest signifies our mission going forward, which addresses a new security environment and the modern warfighter.”
U.S. 2nd Fleet, to be headquartered in Norfolk, Virginia, will exercise operational and administrative authorities over assigned ships, aircraft and landing forces on the East Coast and the North Atlantic Ocean. Additionally, it will plan and conduct maritime, joint and combined operations and will train and recommend certification of combat-ready naval forces for maritime employment and operations around the globe. C2F will report to USFF.
Palestinian terror groups claimed responsibility for firing more than 100 rockets and mortars from Gaza into Israel from May 29 to May 30, 2018, in the worst bombardment seen since the 2014 Gaza war referred to as Operation Protective Edge.
Israel’s Channel 10 estimated that more than 115 rockets and missiles were launched from Gaza into Israel after the first sirens were heard near the Gaza border at 6 p.m. on May 29, 2018. Other estimates listed the number as high as 130.
Despite the heavy barrage, no civilian casualties have been reported on the Israeli side as its Iron Dome missile defense system shot down many of the projectiles. Israel’s Defense Forces (IDF) said three of its soldiers were wounded by mortar fragments on Tuesday, Haaretz reported.
The IDF said on Twitter that it struck 25 military targets in Gaza in retaliation for the increased fire.
“The IDF is prepared for a variety of scenarios and is determined to act against terror operatives.,” the IDF said.
Hamas and the Palestinian Islamic Jihad claimed responsibility for the rocket attacks claiming it was in response to Israel’s killing of over 100 Palestinians participating in sometimes violent protests along its border since March 30, 2018.
“Qassam and Jerusalem Brigades (the groups’ armed wings) announce joint responsibility for bombarding (Israel’s) military installations and settlements near Gaza with dozens of rocket shells throughout the day,” the groups said in a joint statement, according to Reuters.
Israel also imposed a naval blockade on Gaza on May 29, 2018, and stopped a boat with 17 Gazan protesters from reaching Israel, the Jerusalem Post reported.
Israel’s Defense Ministry said on May 30, 2018, it believed the fighting had come to an end. Hamas said it had agreed on a ceasefire with help from Egypt, which shares a border with Gaza Haaretz reported.
Israel said it would be willing to respect the ceasefire, with Egypt acting as a moderating force. However an Israeli official told Haaretz that Israel was prepared to ramp up its retaliatory attacks if rocket launches resume.
The Gaza border has been the site of mass protests aimed at lifting Israel and Egypt’s blockade on the Gaza Strip which has been in place since 2014.
Rocket launches from were common during Israel’s war with Gaza in 2014. The 7-week war saw 73 deaths on the Israeli side and over 2,000 deaths on the Palestinian side, according to various estimates by Israel, the UN and Hamas.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Off the East Coast this month, the Navy’s newest aircraft carrier, the first-in-class USS Gerald R. Ford, reached several major milestones in a matter of hours, marking the advancement of the carrier’s crew and its systems.
The Ford completed flight deck certification and carrier air-traffic control center certification on March 20, after it achieved Precision Approach Landing Systems certification and conducted two days of flight operations.
F/A-18E and F/A-18F Super Hornets from four squadrons assigned to Carrier Air Wing 8 conducted 123 daytime launches and landings and 42 nighttime launches and landings aboard the Ford over a two-day period, exceeding the minimum requirements for each by three and two, respectively.
“Our sailors performed at a level that was on par with a forward deployed aircraft carrier, and this was a direct result of the hardcore training and deployment-ready mentality we have pushed every day for the past year,” Capt. J. J. Cummings, the Ford’s commanding officer, said in a release. “Our team put their game faces on, stepped into the batter’s box and smashed line drives out of the park. It was fun to watch.”
The certifications, photos of which you can see below, are major achievements not only for the carrier but also for the Navy, as the Ford is now the only only carrier qualification asset — meaning it can conduct carrier qualifications for pilots and other support operations — that will be regularly available on the East Coast this year.
Aviation Boatswain’s Mate (Handling) 1st Class Jawann Murray, assigned to USS Gerald R. Ford’s air department, signals an F/A-18E Super Hornet on Ford’s flight deck during flight operations in the Atlantic, March 21, 2020.
Before flight deck and carrier air-traffic control certification, the Ford did Precision Approach Landing Systems certification. PALS is a requirement for flight operations. along with air-traffic controllers, it aids pilots in night or bad-weather landings and guides them to a good starting position for approaches.
The Ford is doing an 18-month post-delivery test and trials period, now in its fifth month.
The carrier finished aircraft compatibility testing at the end of January, successfully launching and landing five kinds of aircraft a total of 211 times.
After that 18-month period, it will likely return to the shipyard for any remaining work that couldn’t be done at sea.
Chief Aviation Boatswain’s Mate (Handling) Derrick Williams, USS Gerald R. Ford’s flight deck leading chief petty officer, goes over flight deck operations inside Ford’s flight deck control, prior to flight operations in the Atlantic, March 23, 2020.
The Ford’s carrier air-traffic control center team assisted the flight-deck certification and had to complete its own certification in concert with it. CATCC certification was the culmination of a process that started at the Naval Air Technical Training Center in Florida last year.
Since that process began in October 2019, instructors from the training center have been working with Ford sailors during every phase — testing the sailors’ practical knowledge, reviewing their checklists, and observing their recovery operations.
That training was vital to the Ford sailors’ success this month. “We had no rust to knock off,” said Chief Air Traffic Controller Lavese McCray. “We’ve tested and trained for so many operations that it made the [certification] scenarios look easy.”
Inspectors from Naval Air Forces Atlantic praised the carrier air-traffic control center sailors in their certification letter, according to the release.
“It was very apparent the entire CATCC team put forth a great deal of effort preparing for their CATCC certification,” the letter said. “All CATCC functional areas were outstanding. Additionally, the leadership and expertise exhibited by the Air Operations Officer and his staff were extremely evident throughout the course of the entire week.”
The certification process is meant to test pilots and crews on operations they’ll face when deployed. In one recovery scenario, aircraft were stacked behind the Ford in 2-mile increments, waiting to land every minute, which deployment-ready aircraft carriers are required to be able to do. The Ford landed aircraft 55 seconds apart.
“The human element critical to [flight deck certification] is the relationship between ship’s company and the air wing in the ‘black top ballet’ of flight deck operations,” the release said. “During hours-long evolutions, the teams work together to communicate pilots’ status, their requirements, and provide them services.”
The March 20 certifications came a day after the Ford’s 1,000 recovery of a fixed-wing aircraft using its Advanced Arresting Gear on March 19 at 5:13 p.m. Moments later, the ship had its 1,000 launch with its Electromagnetic Aircraft Launch System.
The Ford’s first fixed-wing recovery and launch using AAG and EMALS were on July 28, 2017.
AAG and EMALS have been two of the most nettlesome of the Ford’s many new technologies, exceeded in their growing pains perhaps only by the Advanced Weapons Elevators, which are still not finished.
The Ford has the first new carrier design since the 1960s, which added to the difficulty of its construction. AAG and EMALS are both meant to support the greater energy requirements of future air wings and operate more safely than similar gear on older Nimitz-class carriers.
The Ford’s accomplishments come as the Navy grapples with a fleet-wide challenge in the coronavirus. The service’s first case came on March 13, when a sailor on the USS Boxer, in port in San Diego, tested positive. The first underway case came on Tuesday on the carrier USS Theodore Roosevelt.
Acting Secretary of the Navy Thomas Modly said Tuesday that three cases were detected on the Theodore Roosevelt. He said those were the first cases on a deployed ship and that the affected personnel were awaiting transfer off the carrier.
The “Big Stick,” which carries some 5,000 crew, visited Vietnam earlier this month. The Navy’s top uniformed officer said Tuesday that it wasn’t clear if the cases stemmed from that visit.
“Whenever we have a positive on any ship … we’re doing the forensics on each one of those cases to try and understand what kind of best practices, or the do’s and the don’ts, that we can quickly promulgate fleet-wide,” Chief of Naval Operations Adm. Michael Gilday said at the Pentagon.
Asked about specific policy changes, Gilday said, “we’re on it” but “no specifics yet.”
Aviation Boatswain’s Mate (Handling) Airman Christopher Nardelli, assigned to USS Gerald R. Ford’s air department, arranges the “ouija board” in Ford’s flight deck control, during flight operations in the Atlantic, March 22, 2020.
There are no reported cases on the Ford, which Gilday said Tuesday was also carrying “a couple of hundred shipyard workers” who were “working on many of her systems to continue to keep her at pace and on schedule” for deployment.
“We’re very proud of the fact that they are out there at sea with us and that they’re so committed to the Navy,” Gilday said of the shipyard workers.
But the Navy secretary said Tuesday that the service was in touch with industry partners to let them know it was aware of the challenge posed by the coronavirus.
“We rely particularly on our shipyards and our depots … We need them to continue to operate because you can’t lose those skills. We have to keep them maintained. So we’ve been very clear and very consistent in talking to our commercial partners,” Modly said.
“We are also concerned about the health of their people. We don’t want them putting them at risk either,” Modly added. “But we just need to be aware of what they’re doing in that regard, so that we can adjust our expectations about what they can deliver and when they can deliver.”
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.”
Every day, I am so thankful to live this Coast Guard life and to interact with our incredible members and families. I’m fortunate to know the unique and valuable service that the Coast Guard provides to our country — and, I hope that after reading this, you will too!
The Coast Guard is a branch of the United States Armed Forces and the only military organization within the Department of Homeland Security.
The U.S. Coast Guard is simultaneously and at all times a military force and federal law enforcement agency dedicated to maritime safety, security, and stewardship missions.
The Coast Guard is one of the oldest organizations of the federal government, and until the Navy Department was established in 1798, we served as the nation’s only armed force afloat.
The origins of the Coast Guard date back 1790 – this August 4th marked the Coast Guard’s 228th birthday. From our earliest days as the Revenue Marine and the Revenue Cutter Service — to today, as the Coast Guard, our service has always been Semper Paratus (Always Ready) to serve our Nation.
USCGC Northland in Greenland, 1944.
(US Coast Guard)
The Coast Guard has served in every war and major conflict since our founding.
The Coast Guard has a long and distinguished history of service. During the Quasi-War with France, the first “war” fought by the United States, revenue cutters first upheld the new nation’s dignity on the high seas. On April 12th, 1861, the Revenue Cutter Service cutter Harriet Lane fired the first naval shot of the Civil War. During World War II, the Coast Guard made the first capture of enemy forces by any U.S. service when the cutter Northland seized the Norwegian vessel Buskoe off the coast of Greenland. During Operation Desert Storm, a USCG tactical port security boat was the first boat to enter the newly reopened harbor in Kuwait City, Kuwait. And, just recently, the CGC Nathan Bruckenthal was commissioned in honor of fallen Coast Guard hero, Petty Officer Nathan Bruckenthal.
The Coast Guard deploys.
As you read this, Coast Guard service members are “standing the watch” — often far from home. Depending on the assignment, members may be gone for several months to a year or more. Many of our members will depart on patrols multiple times per year.
The Coast Guard serves all over the world.
The Coast Guard protects and defends more than 100,000 miles of U.S. coastline and inland waterways, and safeguards an Exclusive Economic Zone (EEZ) encompassing 4.5 million square miles stretching from North of the Arctic Circle to south of the equator, from Puerto Rico to Guam, encompassing nine time zones — the largest EEZ in the world. The Coast Guard has personnel assigned to eight DoD Combatant Commands and often has presence on all seven continents and the world’s oceans.
U.S. Coast Guard Maritime Law Enforcement Specialist 2nd Class Glenn Miller, foreground, displays a forward weapons posture during a tactical weapons handling exercise with the visit, board, search and seizure team aboard the guided missile destroyer USS Winston S. Churchill (DDG 81).
The Coast Guard is a unique, multi-mission, maritime military force.
The Coast Guard manages six major operational mission programs: Maritime Law Enforcement, Maritime Response, Maritime Prevention, Marine Transportation System Management, Maritime Security Operations, and Defense Operations. And these six mission programs oversee 11 Missions codified in the Homeland Security Act of 2002.
The Coast Guard does a lot in one day.
On an average day, the Coast Guard: conducts 45 search and rescue cases; saves 10 lives; saves over id=”listicle-2593975624″.2 million in property; seizes 874 pounds of cocaine and 214 pounds of marijuana; conducts 57 waterborne patrols of critical maritime infrastructure; interdicts 17 illegal migrants; escorts 5 high-capacity passenger vessels; conducts 24 security boardings in and around U.S. ports; screens 360 merchant vessels for potential security threats prior to arrival in U.S. ports; conducts 14 fisheries conservation boardings; services 82 buoys and fixed aids to navigation; investigates 35 pollution incidents; completes 26 safety examinations on foreign vessels; conducts 105 marine inspections; investigates 14 marine casualties involving commercial vessels; facilitates movement of .7 billion worth of goods and commodities through the Nation’s Maritime Transportation System.
The Coast Guard is small, but mighty!
With approximately 40,992 active duty members and 7,000 reserve members, the Coast Guard is the smallest branch of the armed forces, but everyday I am in awe of the incredible things that our members accomplish. I couldn’t be more proud.
Crewmembers of Coast Guard Cutter Smilax render honors during the Queen of the Fleet ceremony.
(U.S. Coast Guard photo by Petty Officer 2nd Class Patrick Kelly)
The oldest cutter in active service, Coast Guard Cutter Smilax, was commissioned on November 1, 1944.
As the oldest commissioned cutter, Smilax proudly carries the title the “Queen of the Fleet” and a gold hull number. What an amazing testament to the talented individuals who maintain our assets!
America’s Coast Guard is Ready, Relevant, and Responsive.
Learn more about our Commandant’s Guiding Principles here.
BONUS: The Coast Guard has a Disney connection.
Walt Disney drew the logo for the U.S. Coast Guard’s Corsair Fleet during World War II (featuring Donald Duck). Walt Disney also created a special design for the Coast Guard Cutter 83359.
Perhaps even more so than the queen, dry humor, and flavorless foods, Brits love their tea. There’s nothing more stereotypically British than tea. That’s why it’s absolutely hilarious to the rest of the military world that British tanks come standard with a device that can make tea.
That’s right. British tanks come equipped with a “boiling vessel” that, as you can imagine, is commonly used to brew up a cup of tea during the tankers’ downtime. But there’s more to this device than you might think. Yes, it’s there so tankers can fit teatime into their war schedule, but the boiling vessel can also used for a plethora of other things.
Not much of kettle, but I guess it gets the job done.
(Think Defense Co.)
In complete fairness to our allies across the pond, the boiling vessel is not a kettle installed exclusively for the sake of tea. It’s more of an electric thermos that’s designed for cooking in general. It’ll heat up anything can be put inside, not just hot water — soups, rations, coffee, you name it. And, so it doesn’t get in the way, it’s small enough to be tucked in the back.
So, if you put in some hot water (and clean any residual stuff out), you can theoretically use it for afternoon tea… if that’s your thing.
It was also said that 37 percent of all tanker casualties during WWII occurred when they were outside of their vehicle. Any little thing to keep them inside, and alive, is a good thing.
(Imperial War Museum)
This little vessel is actually brilliant. All tanks are designed in a way that, should the worst happen, the tankers remain safely in their tanks until they get somewhere better to exit the vehicle. In case of a NBC attack, the tank is completely sealed from the outside world.
Which brings us back to the boiling vessel. There’s no need to exit the “luxurious” interior of the tank to heat up meals for the tankers or risk a potential fire hazard inside.
It might sound like a niche use case, but keep tankers in their tanks during meals was a very serious concern back in WWII. It was said that on June 12th, 1944, just six days after D-Day, a British tank brigade left their respective vehicles for a meeting and for some chow. When the Germans found out the Brits were completely exposed, they struck.
In a matter of 15 minutes, the British lost 14 tanks, nine half-tracks, four gun carriers, and two anti-tank guns at the Battle of Villers-Bocage — because they left their vehicles for just a moment.
But, for obvious reasons, Americans aren’t as in to tea as the Brits…
The thing is, the Brits aren’t the only ones who have boiling vessels inside their tanks. Nearly every first-world nation has them. Abrams and Bradleys now come standard with them. They’re all fundamentally the same thing, just a fancy water heater that keeps troops safely inside their tanks.
In October of 1983, a team of North Koreans bombed the Martyr’s Mausoleum in Yangon, Burma in an attempt to assassinate South Korean President Chun Doo-Hwan. The president survived, but 21 others were killed, including 17 South Koreans and important members of the South Korean government.
Although the South publicly denounced North Korea for its actions in the United Nations, privately, the country vowed revenge and began to train a team of special operators to infiltrate North Korea to inflict biblical retribution.
South Korea, one elderly veteran says, had been training commandos for such missions since the North attempted to assassinate the South’s president at the Blue House in 1968. That mission was called off, but the Republic of Korea trained thousands of secret specialists in case a mission was necessary.
In response to the Yangon Incident, the South Korean military decided to destroy some of North Korea’s most significant landmarks, like the Tower of the Juche Idea and the Pyongyang Central Broadcasting Tower.
Training began immediately after the future commandos were selected. But they weren’t picked from the regular army or even the South Korean Special Forces. They were recruited from the civilian population with the promise of overwhelming sums of money given to them or their families, should they not survive the mission. The South Koreans allegedly preferred to get young single men with no parents for the training.
For basic training, these civilians were forced to run at least 8 miles per hour while carrying 19-pound rucksacks and 3-pound weights on each ankle. The idea was to be able to stay ahead of North Korean special forces once their missions were complete. One trainee remembers his rucksack caused his back to bleed, created a giant blister, and soon turned his back into a giant callous.
The trainees also needed to learn how to charge through barbed wire and iron fences at top speed, search for booby traps and evade them, all so they could make it to the North through the demilitarized zone.
Once in North Korea, the operators would have to survive far from civilization, hiding out in the mountains and evading the Korean People’s Army. To do so, they learned to survive by eating rats and snakes in the south. Once in a major city, however, things could go wrong very fast.
The trainees learned to be North Korean soldiers, use North Korean weapons, and wear North Korean uniforms. Despite successive presidents calling off major retaliation against the North (including the bombings of prominent landmarks after the Yangon Incident), Southerners still made thousands of incursions across the DMZ.
In the days before satellite imaging, the only way to get intelligence and imagery across the border was to actually go there and snap photos. Retaliatory attacks were made, but if the North Koreans cared, they didn’t share it with the world.
Thousands of South Koreans were trained to go north, and thousands went. Thousands also did not return. Those who did were sworn to secrecy. What is known about the infiltrators only comes from the son of one of them, who overheard things his father would talk about while staring into space, drinking a soju.
Marine Corps veteran and beloved character actor R. Lee Ermey was missing from the “In Memoriam” segment of the 2019 Academy Awards telecast.
Ermey, who passed away in April 2018, is best remembered for his role as Gunny Hartman in Stanley Kubrick’s classic movie “Full Metal Jacket,” a legendary performance that should have made him a lock to be included in the video segment.
Ermey also played memorable roles in “Se7en,” “Mississippi Burning,” “The X-Files,” “Toy Story 2” and that 2003 remake of “The Texas Chainsaw Massacre.” He also hosted the TV shows “Mail Call” and “Lock ‘N Load With R. Lee Ermey.”
Other Hollywood legends left out of the tribute include Verne Troyer (Mini-me in the “Austin Powers” movies); the incredible Dick Miller (best known for playing a WWII vet in the “Gremlins” movies); Danny Leiner (director of the classics “Harold and Kumar Go to White Castle” and “Dude, Where’s My Car?”); Carol Channing (Oscar-nominated for her role in “Thoroughly Modern Millie”); Sondra Locke (Oscar-nominated for her role in “The Heart is a Lonely Hunter”); and the director Stanley Donen (“Charade,” “Singin’ in the Rain” and the unfortunate 80s sex comedy “Blame It on Rio.”).
We can all take a moment to remember Ermey with the “Left from Right” clip from “Full Metal Jacket.” RIP, Gunny.
The National Naval Aviation Museum at Naval Air Station-Pensacola unveiled a nearly 9,000 square foot scale replica exhibit of the aircraft carrier USS Nimitz’s (CVN 68) flight deck, Oct. 31, 2018.
The museum’s theater ticket counter was built to look like Nimitz’s island, and the flight deck is the second phase of the museum’s Nimitz project.
For the man in command of the ceremony, the Nimitz flight deck and having the towering 68 at his back was familiar territory.
“I’ve had the opportunity to deploy with her on three separate occasions,” said retired Navy Capt. Sterling Gillam, director, National Naval Aviation Museum. “My first arrested landing as a young aviator was on Nimitz. She is the oldest carrier in our fleet and in my opinion the most capable.”
Retired Marine Corps. Lt. Gen. Duane Theissen, President and CEO of the Naval Aviation Museum Foundation addresses guest during an unveiling of the 1/4 replica flight deck exhibit of the aircraft carrier USS Nimitz.
(U.S. Navy photo by Mass Communication Specialist 3rd Class Cole Schroeder)
This exhibit is Gillam’s way of sharing a story in an interactive way. The exhibit gives viewers a chance to not only learn the history of Nimitz, but to see, touch and feel it.
“Our job here at the National Naval Aviation Museum is to tell the story of our rich, 107-year legacy of Naval aviation,” said Gillam. “That history is not static. Right now, men and women are flying off aircraft carriers around the world. These are Nimitz class carriers.”
There were many moving parts that brought this project, as well as the ceremony, together.
Retired Navy Capt. Sterling Gillam, left, Director of the Naval Aviation Museum along with retired Navy Vice Adm. Jim Zortman, middle, the chairman of the Naval Aviation Museum Foundation, and retired Marine Corps. Lt. Gen. Duane Theissen, President and CEO of NAMF prepare to cut the ribbon during an unveiling of a 1/4 replica flight deck exhibit of the aircraft carrier USS Nimitz.
“The museum is a part of history,” said George Taylor, project manager. “The guys that worked with us to get the flooring in place, brought their families out. They were proud that they were a part of history.”
“This new display is designed to get our visitors in the frame of mind of what they’re going to experience throughout the museum,” said retired Marine Corps. Lt. Gen. Duane Thiessen, president and CEO of the Naval Aviation Museum Foundation. “They’re going to step on to a facsimile of a Nimitz class carrier. This is today. This is the Navy today. It’s deployed today. It’s operational today. These visitors are then going to go off of this carrier, through the museum, and they’re going to then learn and understand how they got to that point.”
Retired Navy Capt. Sterling Gillam, Director of the Naval Aviation Museum prepares the Ouija board display before the unveiling of replica flight deck exhibit of the aircraft carrier USS Nimitz.
(U.S. Navy photo by Mass Communication Specialist 3rd Class Cole Schroeder)
Thiessen talked about the unveiling event as being the first of many experiences for those visiting the museum in the future.
“You come here, you’re going to get an experience,” said Thiessen. “You don’t just learn something, you get to touch it, you get to understand it, and you get to experience it.”
Although Nimitz will one day reach its life span and be replaced, its history and legacy will live on at the National Naval Aviation Museum.
Gillam may never again have the opportunity to launch from a flight deck or feel the jet’s tailhook catch the arresting gear wire. However, his contribution, and that of thousands of others who have served on board Nimitz, will be preserved as part of the Nimitz legacy.
Many siblings serve together in the military, but not many are able to leverage their family ties to give back and further their units. For the Vetere brothers, they are leveraging each other’s experience in their different units to initiate and implement additive manufacturing, commonly known as 3D printing, to their respective units.
Twin brothers, U.S. Navy Lt. Adam Vetere and U.S. Marine Corps 1st Lt. Mark Vetere, are natives of Andover, Massachusetts. Adam, currently serving as a Civil Engineer Corps officer assigned to Naval Mobile Construction Battalion (NMCB) 1, is working with Chief Utilitiesman Justin Walker and Electronics Technician 1st Class James Merryman to implement additive manufacturing into daily battalion operations.
Mark, currently assigned to Marine Aviation Logistics Squadron 31, has been implementing additive manufacturing to his unit for nearly two years. Now Adam is planning to implement the technology into NMCB-1 operations.
“At first I volunteered for the position because of my personal interest in learning about 3D printing; I think it has great potential in the Naval Construction Force,” said Adam. “Knowing my brother was the 3D printing representative for his command made it easier to get involved because I knew from the start I could learn a lot from him.”
With Mark and his team’s experience, the opportunity presented itself for NMCB-1 to send their additive manufacturing team to Marine Corps Air Station Beaufort, South Carolina, to discuss best practices, learn about printing capabilities, training programs and new policy being implemented into the different services.
“We were able to leverage our close relationship as twins to be able to skip passed a lot of the formalities and get straight to business,” said Adam. “It was easy to have full and open conversations about program strengths, weaknesses, policy shortfalls, lessons learned and areas of improvement. It was extremely beneficial.”
“It was eye-opening,” said Walker. “It gave us ideas on how we can implement this technology into our processes by seeing how they are currently operating. This opens up great potential for future interoperability.”
For the twin brothers, the military first drew their attention back in high school.
“I wanted to join the military, and our parents wanted us to go to college,” said Adam. “I feel like we made a good compromise and decided to apply for one of the service academies.”
Both brothers graduated from the U.S. Naval Academy (USNA) in Annapolis, Maryland, in 2015, though Adam was initially denied when he first applied.
U.S. Naval Academy.
“I just knew it was somewhere I wanted to go,” said Adam. “Knowing my brother would be there with me was the great part of it.”
Adam describes serving in the military as a lifestyle he and his brother enjoy sharing.
“We both love serving and love the lifestyle that is the military so we hope to continue it,” said Adam. “It’s nice to be able to have such a close relationship with someone that knows all the acronyms, jargon, processes and challenges that go into the military lifestyle. That certainly has made things easier.”
When asked about his parents and their thoughts on both him and his brother serving together, Adam chuckles with his response.
“I think they are proud of us, or at least I hope,” said Adam.
The twin brother’s decision to join the military came about in part because of a visit their parents took them on to New York City in 2001.
“Our parents took us to Ground Zero in 2001 around Thanksgiving time,” said Adam. “I was only nine at the time but I still have an image burned into my head of the rubble I saw from the end of the street that day. At the time I imagine I had little idea of what I was looking at, but as I got older growing up in a post 9/11 United States certainly played a role in being drawn to the military.”
Both brothers look forward to their future assignments in their respective branches. Mark was selected to attend Naval Postgraduate School in Monterey, California, and Adam recently accepted orders to Naval Special Warfare Group 1 Logistics Support Unit 1 in Coronado, California.