If you’re a fan of This is Us, make sure you check out The Village, a new NBC show premiering March 19th about a group of neighbors living in a New York apartment building who form an unlikely family. One of the main characters is Nick, a combat veteran and amputee who moves in during the pilot episode.
Played by Warren Christie, Nick is instantly recognizable as a vet: he’s a good wingman, he looks out for others, and he’s affected by war.
I’ve heard many veterans complain that Hollywood only portrays broken veterans, and I’m happy to report that in the pilot at least, Nick is definitely not broken. He’s lost a limb, he’s shaken, but he’s connecting with a community — and a family — which is exactly what we want for our nation’s service members.
His scene with Enzo, who introduces himself as an Army Specialist (probably from the Korean War era) reminded me of moments I’ve had at my local American Legion post; it’s by connecting with our community that we find healing (because let’s face it — at a minimum, the military is a mind f***, but at it’s worst, it is traumatic).
And community is exactly what the creators of the show wanted to explore.
From left to right: Warren Christie, Jessica Rhoades, Mike Daniels, Shannon Corbeil
It was clear from talking with Rhoades, Daniels, and Christie that the whole cast and crew were committed to sharing a positive message here. Nick’s transition back to civilian life won’t always be easy, but this show will guide him through it with the feeling of hope.
Also, there’s a dog.
Warren Christie and Magnum the German Shepherd.
(Photo courtesy of NBC)
Magnum plays ‘Jedi,’ Nick’s military working dog, who is also an amputee. On set, the two bonded quickly, though Christie shared that Magnum was not a trained ‘actor’ so there were moments where Christie was covered in peanut butter and liver to get the shot.
Christie, who worked with a military advisor, did say one thing that caught my attention. He said he felt a responsibility to convey “the strength and the struggle” of our nation’s service members. I loved that phrase. I’m lucky enough to work at a company that celebrates military victories and veterans’ successes, but veteran suicide statistics still clearly prove that we have a long way to go in caring for our troops.
Shows like this keep the conversation going. They introduce civilians to military stories and they show veterans a way forward. That’s the power of storytelling. I’m hopeful about where The Village will take Nick’s story.
I’ve already seen a lot of comments about this moment from the trailer, and I had an immediate reaction to it, too. For all my civilian readers, I’ll fill you in: to my knowledge, no one in the U.S. military salutes with their palm facing outward, something vets will easily pick up on.
Moments like these are why I encourage filmmakers telling military stories to bring veterans on board in the process as early as possible. Shows like SEAL Team on CBS have really locked this in — from the writer’s room to production to on-set advising to casting vets for stunts and on-camera roles, hiring vets will ensure authenticity for TV and film.
The Village premieres on Tuesday, March 19th right after This Is Us — check it out and let us know what you think.
Sitting across the table from Remi Adeleke is a pretty powerful experience. This is a man who exudes charisma and excellence.
You’d never know that he was born into African royalty, lost his father and everything his family owned, relocated to the Bronx, got caught up in illegal and dangerous activities, and found his way out not just in the military but as a United States Navy SEAL — one of the most elite military programs in the world.
Now, he gives back, helping at-risk youths the same way he was once helped: by believing in them.
“If you’re not uncomfortable when you’re training, you’re not training.”
(Photo courtesy of Remi Adeleke)
In his new book Transformed, Adeleke details his unlikely journey where he is both unflinching while admitting his mistakes and unsparing while reflecting on the people who helped him. As we spoke, he observed that many of the critical guides in his life were women — starting with his mother and his military recruiter.
In his book he details how Petty Officer Tiana Reyes managed to help a poor kid from the Bronx — with a record and an outstanding warrant for his arrest — qualify for the Navy SEALs. I don’t mean to spoil one of my favorite moments, but Reyes personally accompanied Adeleke to multiple court hearings to advocate for him.
“She knew that no one would take a chance on a kid from the Bronx,” he told me when I asked why she did it. It turned out that Reyes was from the Bronx, too, and she knew the obstacles facing families there. He promised her that he wouldn’t let her down and that promise guided him through boot camp, into BUD/S, and beyond.
The assistance she gave him would also inspire him to return to inner cities to help others.
“Strategic mentorship is how we can improve inner city environments. If military veterans, doctors, or successful actors came to the inner cities to mentor children, we could change their lives,” he said when I asked how we can make a difference for at risk youths.
Behind-the-scenes on ‘Transformers: The Last Knight.’
(Photo courtesy of Remi Adeleke)
Taking on a broken system — one kid at a time
“Honor, courage, and commitment were instilled into me by the Navy, as well as excellence. In SEAL training, just meeting the standard wasn’t enough. Now, my character is built on excellence: keeping my word, being on time, and pushing myself.” After his military career, Adeleke pursued writing, speaking, and acting, notably including a role in Transformers: The Last Knight.
He has climbed high but he hasn’t forgotten his roots.
“If make a mistake as a youth, you get marked,” he noted, adding that African American males who grow up in single-parent households are nine times more likely to drop out of high school and twenty times more likely to end up in prison than any other demographic. This becomes a cycle for these families — but it doesn’t have to be.
Now, the message he gives to inner-city youths is that they can be whatever they want to be — if they do the work. He tells them his own story, sharing the deficiencies he had to overcome. “You have to do the extra hard work. You have to. And if you do that, you really can be anything you want to become.”
[instagram https://www.instagram.com/p/BxQf9p-HkTt/ expand=1]Remi Adeleke on Instagram: ““M-J, Him J, Fade-away, Perfect.” All my #hiphop heads know where that line is from. . My @cityhopenow boys challenged your boy to a 3 on…”
“Everything that happens in our lives leads us to where we are today.”
He began with the drive to help and he hasn’t stopped.
“Ten years ago, I was living in San Diego and I decided to go find kids who needed help. I went to ministries and non-profits and asked if there were kids who needed to hear my message.” Now, Adeleke partners with non-profits like La Mesa City Hope, continuing to serve after his service.
His book details his incredible journey, but ultimately, it is about overcoming the odds — any odds, for anyone, anywhere. He has embodied that message and now he encourages others to do the same.
The Arleigh Burke-class guided-missile destroyer USS John S. McCain (DDG 56) completed her necessary repairs and is underway to conduct comprehensive at sea testing.
During the at-sea testing, the ship and her crew will perform a series of demonstrations to evaluate that the ship’s onboard systems meet or exceed Navy performance specifications. Among the systems that will be tested are navigation, damage control, mechanical and electrical systems, combat systems, communications, and propulsion application.
John S. McCain, assigned to Destroyer Squadron FIFTEEN (DESRON 15) and forward-deployed to Yokosuka, Japan, completed her in-port phase of training, and will continue Basic Phase at-sea training in the upcoming months to certify in every mission area the ship is required to perform and prepare for return to operational tasking.
“The USS John S. McCain embodies the absolute fighting spirit of her namesakes, and shows the resiliency of our Sailors. She has completed her maintenance period with the most up-to-date multi-mission offensive and defensive capabilities, preparing her to successfully execute a multitude of high-end operations,” said Capt. Steven DeMoss, commander, Destroyer Squadron 15. “As a guided-missile destroyer assigned to Destroyer Squadron 15, the John S. McCain is poised and ready to contribute to the lethal and combat ready forward-deployed naval force in the free and open Indo-Pacific region.”
John S. McCain completed repairs and extensive, accelerated upgrades over the last two years, following a collision in August 2017.
“This whole crew is eager to get back to sea, and that’s evident in the efforts they’ve made over the last two years to bring the ship back to fighting shape, and the energy they’ve put into preparing themselves for the rigors of at-sea operations,” said Cmdr. Ryan T. Easterday, John S. McCain’s commanding officer. “I’m extremely proud of them as we return the ship to sea, and return to the operational fleet more ready than ever to support security and stability throughout the region.”
Multiple upgrades to the ship’s computer network, antenna systems, radar array, combat weapons systems and berthing have ensured John S. McCain will return to operational missions with improved capability and lethality.
John S. McCain, is assigned to Destroyer Squadron (DESRON) 15, the Navy’s largest forward-deployed DESRON and the U.S. 7th Fleet’s principal surface force.
Army Sgt. Alvin C. York was one of the early members of the 82nd Infantry Division and helped establish that unit’s legendary status when he captured 132 German soldiers almost single-handedly after his small detachment was drawn into a fight with a massive force.
York was born in rural Tennessee near the Kentucky border and was responsible for helping support his mother and ten siblings from a very early age. Most of his work was physical. It included going into the woods to hunt game to be cooked and served on the family table. This developed the young York into a crack shot, something that would come in handy during the World War in his future.
As a teen, York became a zealous, fundamental Christian. When war broke out and he was drafted, he applied for conscientious objector status on the basis of his religion. It was declined and York was sent to the 82nd.
But if Alvin C. York was going to be a soldier, he was going to be a good one.
Painting of then-Cpl. Alvin C. York depicting the World War I engagement that made him famous.
There, the Germans were preparing for an attack with over 100 soldiers — and the pursuing Americans stumbled right into them.
Sgt. Alvin C. York stands on the hill where he captured the bulk of 132 German soldiers in 1918.
The Americans were in huge trouble. Nine of them were quickly killed. York, as a corporal, took command and begin sending deadly accurate fire into German machine gunners. As he later said,
“…those machine guns were spitting fire and cutting down the undergrowth all around me something awful…. I didn’t have time to dodge behind a tree or dive into the brush, I didn’t even have time to kneel or lie down…. As soon as the machine guns opened fire on me, I began to exchange shots with them. In order to sight me or to swing their machine guns on me, the Germans had to show their heads above the trench, and every time I saw a head I just touched it off. All the time I kept yelling at them to come down. I didn’t want to kill any more than I had to. But it was they or I. And I was giving them the best I had.”
In case you missed it in that quote, York was yelling for the Germans to surrender before he had to kill all of them.
The young hunter had learned on turkey shoots to kill from the back of a rush first, as killing the turkeys near the front would cause the flock to split off in all directions. He applied this technique with his pistol against the rush, killing the Germans at the back first so the rest would keep coming towards him.
Finally, a German officer, surrounded by at least 20 of his own dead troops, decided that his own men were too badly outnumbered and outgunned. Thinking he was highly outnumbered, the officer surrendered approximately 90 men to York, who, by this point, was fighting nearly alone.
Medal of Honor recipient Sgt. Alvin C. York returns after the war to the Tennessee home where he grew up. The woman on the left is his mother, and the girl in the middle is one of his younger sisters.
(Underwood and Underwood)
York accepted the surrender, rounded up the last of his living men, and began escorting the prisoners back to American lines and taking on more Germans as they went. By the time the party reached York’s unit, the handful of Americans were escorting 132 German prisoners of war.
York was nominated for the Medal of Honor for his accomplishments and received it in April, 1919, after the war.
“Bond. James Bond.” These are Sir Sean Connery’s first lines in 1962’s Dr. No as he brought Ian Fleming’s spy of mystique to life on the silver screen. Ironically, Fleming didn’t want the working-class, bodybuilding Scotsman to portray his suave and dapper British super-spy. However, Connery went on to play the role a total of seven times, and each time was met with critical acclaim. In 1964, Fleming even wrote Connery’s heritage into the Bond character, saying that his father was from Glencoe in Scotland. On August 25, 2020, the veteran actor celebrated his 90th birthday. What many people don’t know about him is that before he played Commander James Bond, Connery was a sailor himself.
“Bond. James Bond.” (United Artists)
In 1946, at the age of 16, Connery enlisted in His Majesty’s Royal Navy. He received training at the naval gunnery school in Portsmouth and was assigned to an anti-aircraft artillery crew. His first and only ship assignment was the Illustrious-class aircraft carrier HMS Formidable. After three years of naval service, Connery was medically discharged due to a duodenal ulcer.
After leaving the Navy, Connery went into bodybuilding and football (the European sort). Though he was offered a contract with Manchester United, the short-lived career of a footballer deterred him. “I realized that a top-class footballer could be over the hill by the age of 30, and I was already 23,” Connery recalled. “I decided to become an actor and it turned out to be one of my more intelligent moves.”
Connery started his acting career onstage in the 1953 production of South Pacific. Back in uniform, albeit a costume, Connery played a Seabee chorus boy before he was given the part of Marine Cpl. Hamilton Steeves. The next year, the production returned out of popular demand and Connery was promoted to the featured role of Lt. Buzz Adams.
When Connery made the transition to motion pictures, it wasn’t long before he was portraying military men again. Less than two weeks after Dr. No was released in the UK, The Longest Day hit theaters with Connery playing the role of Pte. Flanagan. After six Bond films, Connery traded his onscreen Naval rank for an Army one. The 1974 film Murder on the Orient Express featured Connery as British Indian Army Officer Colonel John Arbuthnot. Three years later, Connery took on one of his most iconic military roles in 1977’s A Bridge Too Far, portraying Major General Roy Urquhart and his command of the British 1st Airborne Division as they attempted to hold a bridge in Arnhem during the ill-fated Operation Market Garden.
Connery wearing the iconic paratrooper’s red beret (United Artists)
The 1980s would see Connery reprise the role of Commander James Bond one last time in 1983’s Never Say Never Again. The Scotsman also donned an American uniform, playing Lt. Col. Alan Caldwell in the 1988 film The Presidio. Serving as the Post Provost Marshal, Caldwell clashes with maverick SFPD detective and former Army MP Jay Austin, played by Mark Harmon.
Exploring the uniforms of other nations, Connery then went behind the Iron Curtain as Soviet Submarine Captain Marko Ramius in 1990’s The Hunt for Red October. If I have to explain this one, your weekend assignment is to watch it.
“One ping only” (Paramount Pictures)
1996 saw Connery play the role of a military man one last time in The Rock. As former British SAS Captain John Mason, Connery starred alongside Nicholas Cage and Ed Harris in this action thriller directed by Michael Bay and produced by Don Simpson and Jerry Bruckheimer, the production duo that brought us Top Gun.
Connery was knighted by Queen Elizabeth II at Holyrood Palace in Edinburgh on July 5, 2000. He also received a Lifetime Achievement Award from the American Film Institute when he announced his retirement from acting on June 8, 2006. When asked if he would return to acting to appear in Indiana Jones and the Kingdom of the Crystal Skull, Connery announced that he would not, saying, “Retirement is just too much damned fun.”
A former Boeing official who was subpoeaned to testify about his role in the development of the 737 Max has refused to provide documents sought by federal prosecutors, according to the Seattle Times, citing his Fifth Amendment right against forcible self-incrimination.
Mark Forkner who was Boeing’s chief technical pilot on the 737 Max project during the development of the plane, was responding to a grand jury subpoena. The US Justice Department is investigating two fatal crashes of the Boeing jet, and is looking into the design and certification of the plane, according to a person familiar with the matter cited by the Seattle Times.
The Fifth Amendment provides a legal right that can be invoked by a person in order to avoid testifying under oath. Because the amendment is used to avoid being put in a situation where one would have to testify about something that would be self-incriminating, it can sometimes be seen by outsiders as an implicit admission of guilt, although that is not always the case.
It is less common to invoke the Fifth to resist a subpoena for documents or evidence. According to legal experts, its use by Forkner could simply suggest a legal manuever between Boeing’s attorneys and prosecutors.
Forkner left Boeing in 2018, according to his LinkedIn page, and is currently a first officer flying for Southwest Airlines.
The Justice Department’s investigation into the two crashes, which occurred Oct. 29, 2018, in Indonesia, and March 10, 2019, in Ethiopia, is a wide-ranging exploration into the development of the plane. The investigation has also grown to include records related to the production of a different plane — the 787 — at Boeing’s Charleston, South Carolina plant, although it is not clear whether those records have anything to do with the 737 Max.
Preliminary reports into the two crashes that led to the grounding — Lion Air Flight 610 and Ethiopian Airlines Flight 302 — indicate that an automated system erroneously engaged and forced the planes’ noses to point down due to a problem with the design of the system’s software. Pilots were unable to regain control of the aircraft.
The system engaged because it could be activated by a single sensor reading — in both crashes, the sensors are suspected of having failed, sending erroneous data to the flight computer and, without a redundant check in place, triggering the automated system.
Grounded Boeing 737 MAX 8 aircraft in China following the crash of Ethiopian Airlines Flight 302.
The automated system, the Maneuvering Characteristics Augmentation System (MCAS), was designed to compensate for the fact that the 737 Max has larger engines than previous 737 generations. The larger engines could cause the plane’s nose to tip upward, leading to a stall — in that situation, MCAS could automatically point the nose downward to negate the effect of the engine size.
The plane has been grounded worldwide since the days following the second crash, as Boeing prepared a software fix to prevent similar incidents. The fix is expected to be approved, and the planes back in the air, by the end of this year or early 2020.
During the certification process, Forkner recommended that MCAS not be included in the pilots manual, according to previous reporting, since it was intended to operate in the background as part of the flight-control system, according to previous reporting.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Iranian Islamic Revolutionary Guard Corps Navy (IRGCN) vessels conducted unsafe and unprofessional actions against U.S. Military ships by crossing the ships’ bows and sterns at close range while operating in international waters of the North Arabian Gulf in April of 2020. (U.S. Navy photo)
On July 28, 2020, the Iranian military conducted a kinetic offensive drill against a mock-up dummy of a U.S. aircraft carrier in the Strait of Hormuz. The live-fire attack against the replica ship marked the beginning of Iran’s Payambar-e A’zam 14, or Great Prophet 14, annual military exercise. Broadcast on state TV, the exercise is held by the Revolutionary Guard Corps and showcases Iranian air and naval power.
The targeted mock U.S. carrier is a scale replica of the USS Nimitz built on a barge. The ship even features fake aircraft. Five years ago, it was used during Great Prophet 9 and sustained enough damage during the attack to take it out of action. It was repaired recently to partake in Great Prophet 14.
Unable to match western superpowers like the United States in a conventional fight, Iran focuses more on asymmetrical warfare. Great Prophet 14 demonstrated these military capabilities. Combat divers placed and detonated a contact mine on the hull, fast boats circled the ship and troops fast-roped from a helicopter onto the ship’s deck.
Iranian forces also launched a number of missiles from the land, air and sea during the exercise. A helicopter-launched Chinese C-701 anti-ship missile targeted the mock carrier and struck its hull. The missile fire put US troops at Al-Dhafra Air Base in the UAE and Al-Udeid Air Base in Qatar on alert.
USS Ronald Reagan and Carrier Strike Group Five (US Navy)
The exercise received criticism from the U.S. Navy’s Fifth Fleet. “The US Navy conducts defensive exercises with our partners promoting maritime security in support of freedom of navigation; whereas, Iran conducts offensive exercises, attempting to intimidate and coerce,” said Fifth Fleet Spokeswoman Commander Rebecca Rebarich.
While the exercise showcased a number of Iranian military assets attacking the mock carrier, it is highly unlikely that these tactics would be effective against the real deal. Between airborne early warning aircraft, combat air patrols, destroyer escort screens and its own defense systems like the Phalanx CIWS, an American aircraft carrier is one of safest places to be during an Iranian attack. To paraphrase the late, great Bruce Lee, mock carriers don’t fight back.
Somewhere in southern Afghanistan, an explosive ordnance disposal technician spots a glint in the soft dirt. He moves deliberately, but steadily, as he tries to determine if it’s a harmless piece of trash or a bomb. In the back of his mind, the technician can’t help but wonder if this will be the improvised explosive device that kills him.
Since 2003 similar missions have taken the lives of 20 Air Force EOD technicians, when Airmen began diffusing bombs in Iraq and Afghanistan.
With combat missions winding down, EOD is now able to divert attention to its nine other mission sets: aerospace systems and vehicle conventional munitions, weapons of mass destruction, nuclear inventory, UXOs, operational range clearances, mortuary services, defense support for civil authorities, irregular warfare (where EOD teams serve as combat enablers for general forces or special operations), and VIP support.
As the career field shifts into a post-war posture they’re refocusing on these other skill sets. One of these they used to support the Secret Service when two teams from the 325th Civil Engineer Squadron’s EOD flight at Tyndall Air Force Base, Florida, worked President Barack Obama’s trip to Orlando, Florida, after the nightclub massacre where 49 people were killed in June. The Secret Service tasked EOD teams to sweep venues for explosives, areas en route to the venues, or on any person or object that could be used to harm the president or VIPs they’re protecting.
“For so many years, we have been going 150 mph,” said Senior Master Sgt. Robert K. Brown, 325th CES EOD superintendent, “so when you slow down to 85 mph, you feel like you’re crawling, even though you’re still going faster than most other people on the highway. We’d been doing that for the 12 years of combat operations, and now I think we feel we’re at a snail’s pace.”
Post-war life at the Tyndall AFB flight, one of 52 active-duty EOD flights Air Force-wide, ranges from responding to flares that wash up on the beach after being dropped by the Navy to mark items in the ocean to the occasional unexploded ordnance. The flight is responsible for assessing, rendering inert or safely destroying everything from small arms to guided missiles, although any EOD flight could be called upon to handle anything explosive in nature up to and including a nuclear incident.
The 325th EOD flight’s primary mission is flightline support for the wing’s four fighter squadrons, but it also provides counter-IED support for several tenant organizations.
By the time EOD Airmen left Afghanistan in 2014, they had completed almost 20,000 missions, responded to over 6,500 IEDs, and received more than 150 Purple Hearts for their actions and service in Iraq and Afghanistan. They also deployed often, with a third of the service’s 1,000 EOD members overseas and another third in pre-deployment training preparing to replace them, Brown said. At times the pace was so heavy that EOD Airmen would often be replaced by the same person who replaced them on their last deployment.
“For some of us old-timers in this particular generation, we’ve had a chance to kind of breathe,” Brown said. “In doing so, that’s given us the opportunity to regroup, restock and prepare for the next iteration of conflict that may or may not be coming. So right now is the best time to share the experiences and prepare the next generation for the hard lessons that we’ve had over these past 12 years.”
The two wars might be over, but EOD remains one of the Air Force’s most dangerous jobs. In addition to the 20 EOD technicians lost in the two wars, about 150 have suffered extensive injuries. It is a continuing evolving because of the constantly changing tactics of the enemy.
“The enemy is always going to try to continually be better than us, so we have to ensure that we never sleep in preparation for any force that we’re going to encounter,” said Chief Master Sgt. Neil C. Jones, the EOD operations and training program manager with the Air Force Civil Engineer Center at Tyndall AFB. “We don’t have the opportunity to make a mistake, so we train relentlessly to never get it wrong.”
During the transition, which has begun gradually in the past couple of years, the focus has been on getting everyone back from deployments and training them in the other nine skill sets to reestablish pre-OIF levels of proficiency. But equally important is the challenge of reducing attrition rates during EOD technical training without lowering the standards, Jones said.
EOD students first attend a 20-day preliminary school at Sheppard AFB, Texas, before they go through the Naval School EOD at Eglin AFB, Florida. An average school day is more than 13 hours, and it takes several years for a student to become a fully functional EOD member and a couple of years longer to be a team leader. About 75 percent of students fail to make it through the course.
Two recent changes to reduce attrition rates are the use of computer tablets for rehabilitation training and the addition of a couple of wounded warrior EOD technicians to help students at the school.
Derrick Victor, a retired technical sergeant who was wounded in his last deployment to Afghanistan when a bomb blast killed one Airman and hurt four others, is one of the new instructors. He’s seen the career field evolve through the wars and is now part of its post-war transition.
“Those two wars obviously changed the way that wars are fought as far as being on the ground and in third-world countries where they have to improvise,” Victor said. “It created a bit of a change from being based on supporting aircraft to things that were improvised. We got very good at that skill set, using robotics and working out all of that kind of stuff.
“Even though those two wars have dwindled down, we know that threat is not going to go away,” he continued. “So, as a whole, the career field is trying to keep that skill set rolling through the generations from those of us for who all we knew was Iraq and Afghanistan to all of these young kids coming fresh out of school, so they don’t have to learn on the fly like we did.”
EOD leadership is also placing a priority on training when Airmen get to their flights after graduation. Because the consequences of mistakes are so severe, the goal is to have those mistakes made in training, Brown said.
“I often refer to it as ‘the good, the bad, the ugly and the stupid,'” he said. “That just refers to what went right, what went wrong, what worked that probably shouldn’t have and what did we do that was just plain dumb, which happens in training. That’s OK as long as we learn lessons from it. But it’s not OK if it’s unsafe. Those are sometimes the hardest parts to learn. We want to make sure that if these guys (make a mistake) in training, they don’t do it when it’s for real. Explosives don’t care about peacetime or wartime.”
Another factor that’s evolving is the way the EOD field trains to recover from both emotional and physical trauma. More emphasis is being placed on instilling resiliency before something happens to an EOD technician in the field, Jones said.
Along with the cultural shift from the war years, the field has also been making major transitions in technology. The robot EOD technicians used in Afghanistan has been replaced by, among others, the Micro Tactical Ground Robot. The world’s lightest EOD robot can be carried by a single Airman, travel at 2 mph, climb stairs and see beyond 1,000 feet. Airmen previously carried 100-pound robots attached to their rucksacks. The new 25-pound robot can be carried on their backs.
“The technology advances that we have out there with the global economy, and more importantly, being able to make things lighter, faster and stronger, have allowed us to develop new tools and techniques and robotic platforms that are much smaller, lighter and leaner than what we had 14 years ago,” Jones said.
Technological progress hasn’t just been in robotics. There has also been a dramatic change in treating traumatic injuries downrange.
“I think one of the biggest things that we’ve seen as far as technology has been in the medical arena. We have changed the way we treat people for trauma,” Jones said. “If we can stop the bleeding downrange and get that Airman alive into a helo and back to a field surgical team, we’re running about a 98 percent success rate of saving their lives. So as our enemy continues to develop with technology to use against us, we will continually use our technology to develop a better way to take care of that threat.”
As much as life changes after years of war, one area that remains constant is the role tragic events play in training new EOD technicians. As sobering as the memories are of losing members of the EOD family, their sacrifice provided important training lessons.
“What our fallen have done is the same as our World War II EOD bomb disposal predecessors – with very brave men going down and disarming German rockets and bombs,” Brown said. “If they made a mistake, we would then know not to take that step, that last step. Unfortunately, a lot of bomb disposal techs died that way, but our fallen have taught us how to be better at this craft; they have never failed.”
When preparing to travel, we typically think of how to artfully pack our suitcase to make it past TSA regulations. We’re often annoyed by the inconvenience of security measures, while trying to navigate busy and sometimes unfamiliar airports. Unfortunately, most don’t see the bigger picture. In the wake of September 11, stricter screening procedures were put in place to help deter violence in airports and on aircrafts. Although this has arguably increased safety while in transit, it has left some people feeling helpless once they arrive at their final destination.
Believe it or not, most Americans rely on others for their personal safety. Whether it’s the TSA, military, law enforcement, or private security, in the wake of an emergency, people commonly look to them as the sole providers of protection and safety. But we can’t count on others for an instant, effective response. This is even more of a concern when traveling in an unknown area, state, or country that prevents you from carrying a firearm or a handheld weapon.
Former federal air marshal Richard A. St. Pierre suggests that personal safety and accountability is always having an entrance and exit plan whether it’s at home, the airport, a restaurant, or a foreign country. There are measures you can take to maintain your personal safety in spite of restrictions imposed by your travel. But first, we’ll review some statistics and events that’ll hopefully help you understand why it’s important to be more prepared when traveling.
In January 2013, Sarai Sierra, a 33-year-old Staten Island mother and wife, was killed while traveling in Turkey. During an interview, her killer stated that after drinking alcohol and sniffing paint thinner he stumbled upon Sierra, who was walking alone. He told authorities that he attempted to kiss her and she resisted, striking him with her cell phone. Then, he dragged her into an alcove, where she attempted to fight him off for approximately 30 minutes. Some would conclude that traveling alone in Istanbul, Turkey, simply isn’t safe. But what about the incidents that happen in our backyard? On Oct. 1, 2017, at the Route 91 Harvest Music Festival held in Las Vegas, Nevada, a gunman opened fire on concertgoers from the 32nd floor of the Mandalay Bay hotel, killing 58 and injuring more than 400. Our goal isn’t to talk about what the victims might’ve done, but to acknowledge that evil exists and prepare ourselves to combat it as best we can.
Studies show that, as of 2013, the average response time for law enforcement nationwide is 11 to 18 minutes. Conversely, a commonly cited statistic is that the average gunfight lasts three seconds, while a shooting incident lasts approximately 12.5 minutes. These statistics suggest that, on average, we may not be able to rely on others for help when we most need it, and we’re ultimately responsible for our own safety. With these numbers at our disposal it may be hard to understand why daily habits of preparedness aren’t more common compared to other “universal” safety rituals, like installing smoke detectors in our homes in case of a fire, wearing seatbelts while driving in case of an accident, and locking our doors to deter theft. Still, the average American neglects daily practices focusing on personal protection.
Here are some recommended steps that you can take to increase your awareness and safety before, during, and after traveling.
The first step in protecting ourselves, or loved ones at home or on the road is having a plan. Whether it includes carrying a firearm or an edged weapon, being proficient in hand-to-hand combat, or simply being able to remain calm, think, react, and communicate appropriately. It’s important to identify a survival resource and train it consistently, helping to develop an ingrained mental pathway for our safety habits.
If you’re traveling domestically, carrying a firearm once you arrive at your destination may be an option, but first you must research the firearms and carry laws of that locality. Does it have reciprocity with your home state? If not, what are the local licensing laws? If flying with a firearm or handheld weapon, you should check with both TSA and the airline to ensure you follow proper procedures to do so. For international travel, you don’t have this option.
Prior to travel, research your destination. If flying into an airport or arriving in a train station, look into the various modes of transportation within the area and how to access them. For example, is public transportation a practical option and known to be safe? To get an idea about crime trends throughout the transiting area, check out the free crime reporting website Spotcrime.com. It’s light on details, but it’ll give you an idea of what areas have high instances of crime.
If you’re using taxi or car services, identify reputable companies and pick-up locations ahead of time and know whether or not they’re regulated in that area. In the U.S., taxi services are regulated and have set prices in each state; they generally offer two to three different price brackets for daytime, nighttime, and peak hours. Furthermore, most taxis are outfitted with security cameras and GPS locators. If traveling internationally, not all cabs are regulated. If using a cab, you’re better off calling for one rather than hailing one. When the cab arrives, look for numbers and labeling on the outside. On the inside, look for a meter, radio, and badge. Know where you’re going and be aware of local currency conversions.
Other popular transportation options are ride-sharing services, such as Uber, UberX, or Lyft. Most ride-share services have come under regulation — the respective state and territory governments have set varying requirements on drivers before they’re eligible for work. Uber drivers are generally required to hold a state-based driver authority (much like a taxi driver), which usually involves a criminal history and medical check as well as providing proof of insurance. Aside from regulations most ride-share services have a number of different parameters in place to ensure passengers safety to include:
No Anonymity: Passengers are given a driver’s name, photo, vehicle information, and contact number. The trip is also kept on record.
GPS Tracking: Once your driver accepts you request, your trip is tracked via GPS on your phone and the driver’s phone. You also have the ability to share your ride with your friends or family so they can keep track of your ride.
Rating System: Drivers are anonymously reviewed by passengers on a scale of 1 to 5. Drivers may have their accounts deactivated if they consistently receive low ratings.
Make sure to note any neighborhoods or areas plagued with high crime and avoid them if possible. Crimereports.com is a great way to search crime data by region, address, zip code, or law enforcement agency.
Having a plan and knowing where you’re going will reduce any unnecessary loitering that could reveal to predators that you’re unfamiliar with the area.
If staying in a hotel, try to find a known, reputable brand. Most hotel chains have a rewards program and website to book reservations through, which often include a star rating system. When making your reservation, request a room off of the ground floor. Higher floors help prevent someone from walking in off the street and easily gaining access to your room. Once your reservation is made, record the hotel’s address and contact information, and store it somewhere that you can easily access once you arrive. Fumbling through your personal belongings creates distractions and opportunities for human predators.
If you’ve booked your travel accommodations through an online hospitality service that rents private residences like Airbnb or VRBO, knowing the area becomes even more important. Is the area of the rental safe? Is it accessible to public transportation? Will it be owner-occupied while you’re renting? Is there parking available at or near the rental, if renting a car or driving to your destination? Always know whom you’re renting from by reading previous renter reviews and renting from a verified source.
Don’t advertise solo travel or that you’re a tourist. Always move with confidence even if you feel unsure. Don’t be flashy with clothing or accessories. If traveling internationally, be sure to know local customs and dress accordingly. Be aware of cultural etiquette for the areas you’ll be visiting, whether in or out of the United States. Remember that anything you say or do in public can be overheard or observed. Like the World War II saying “loose lips sink ships,” gabbing openly about your plans, where you’re staying, or how excited you are to finally get out on your own could inadvertently put you at risk if you happen to be amongst the wrong crowd. Do your best to favor well-lit areas with lots of public traffic. If you plan to drink alcoholic beverages, know your limits, don’t leave drinks unattended, and don’t accept drinks from strangers. The importance of selecting a reputable car services applies doubly when you’re tipsy. We know of several people who’ve been mugged or worse because they had one too many and assumed that once they got in a cab everything would be fine.
The loose lips rule applies to hotel staff equally as anyone else. Have just one keycard made for your room, to help prevent misplacing or losing track of keys. When in your room, make sure to lock the door and utilize any additional security locks. Note that not all hotel doors have supplemental security features, so consider travelling with a rubber or tactical doorstop with which you can chock the door from the inside to make it harder for someone to force access. If there’s a safe in the room, always keep identification papers and high-dollar items locked up. If an in-room safe isn’t available, the front desk may have a safe deposit box. When leaving your room, place the do not disturb card on the outside of the door and leave the radio or TV on. This will make your room appear occupied, especially when traveling alone.
Prior to checking out of the hotel, double-check the safe for personal items. Do a full sweep of your hotel room to ensure you don’t leave any personal affects behind. Make sure not to leave anything in the trash that could be used to identify you, such as old boarding tickets, receipts, mail, or agendas. Although most hotels have stopped attaching personal information to room keys, turn in or take hotel keys with you.
Again, if you’re staying at a private residence that you booked through an online hospitality service, preparedness is paramount to your safety. Communicate through the site you book through, set expectations with your host for your visit ahead of time, and don’t leave personal items behind.
Try to remain especially alert at the airport or in any major transportation hub. Hundreds of thousands of people transit through these various networks on a daily basis from all over the world, making it a target-rich environment. As always, maintain accountability for your personal items and never leave them unattended. If you forget this last part, the incessant loudspeaker announcements in most major airports will no doubt remind you.
Even after travelling, safety is paramount. Once home, check your luggage to make sure you didn’t leave anything behind. Also, run periodic checks of your bank accounts and credit card statements to make sure none of your accounts were compromised. It’s also a good practice to occasionally check your credit statement for fraudulent activity.
Maintain awareness in all senses of the word. Just because you safely made it back to the comforts of your own home doesn’t mean that risks are no longer present. We often become complacent in our daily routines, and it’s just as important for us to maintain vigilance while conducting daily activities. Whether you’re traveling to and from work, to another state, across the country, or internationally, personal accountability and preparedness are the two most important factors to ensure that you and your loved ones don’t become victims.
Online research of crime reports in the area you intend to stay.
Lock sensitive items up in a hotel safe and copies of identification on your person.
Call for a taxi from an accredited company or ride-sharing service rather than hailing one.
Periodically check your bank and credit card statements to watch for any fraudulent activity.
Leave drinks unattended or accept any from strangers.
Travel alone, especially in unfamiliar areas.
Post information on social media regarding your whereabouts and status abroad until after you return home.
Leave receipts, boarding passes, and other information that can be used to identify you behind in hotel rooms.
Hana L. Bilodeau has over 15 years of law enforcement experience, serving both locally and federally. Most recently, she spent time with the Federal Air Marshal Service covering multiple domestic and international missions. Hana has a wealth of knowledge in a number of different defensive modalities to include her present role as a full-time firearms instructor for SIG SAUER Academy. Hana is also a per diem deputy with the Strafford County Sheriff’s Office, allowing her to stay current with the law enforcement culture.
This article originally appeared on Recoilweb. Follow @RecoilMag on Twitter.
We asked the sailors of the Submarine Bubblehead Brotherhood, a Facebook group for U.S. Navy submariners, what some of their funniest experiences were while underway and got over 230 funny comments. Here are 11 of the best replies:
*Note: identities kept anonymous per group’s request.
1. The shoe polish prank.
The best items for this prank are binoculars, periscopes and sound powered telephones. Yes, it’s a bit childish but hilarious when you’ve been cooped up for weeks on end.
2. When civilians or people not in the submarine community ask if the subs have windows.
Facebook group comment: When people ask if we had windows I’d tell them we had a big screen just like on Star Trek and that we could communicate face to face. You should have seen their faces.
3. Sending a NUB (Non Useful Body) to machinery to get a machinist’s punch.
4. Sending a NUB to feed the shaft seals.
Shaft seals are mythological creatures new sailors are sent to go looking for on a fool’s errand by another sailor. The shaft seals are actually a series of interlocks and safety mechanisms that ensure the integrity surrounding the ship’s main propulsion shaft, and not nautical mammals.
5. Farting into the ventilation that takes air from one compartment into another.
Facebook group comment: We had a mech who’d stand watch on the ERUL (engine room upper level) that used to fart into the ventilation return that took air from the ERUL to the maneuvering control room. Then we’d all look around to figure out who sh-t themselves. About a minute later, we’d see him staring through the window at us with a grin bigger than Tennessee.
6. Preparing a NUB to go hunting when the 1MC (the ship’s public address system) announced “the ship will be shooting water slugs.”
Water slug refers to shooting a submarine’s torpedo tube without first loading a torpedo — like firing blanks with a gun.
7. Waking a sleeping shipmate and shouting “Come on man, we’re the last ones!!” while wearing a Steinke hood or SEIE.
A Steinke hood is used to escape a sub stranded on the ocean floor.
8. Trimming a shipmate’s webbed belt when he is trying to lose weight.
Facebook group comment: I’d trim about a quarter inch every couple of days from his webbed belt while he was trying to lose weight. He will say, “I’ve lost 10 pounds,” to which I’d respond, “why is your belt still tight?”
9. Pranking the XO (Executive Officer) by stealing the door to his stateroom.
It is tradition to prank the XO by stealing the door to his stateroom before transferring to another unit. This is huge because the CO (Commanding Officer/captain) and the XO are the only ones aboard who don’t have to share their rooms. It’s all in good fun, as is the XO’s retaliation. For example, we’ve heard of an XO who replaced his missing door with a tall sailor. Yes, that’s right, a real person. He even held a handle and made creaking noises when the XO opened the door.
10. Getting drunk sailors back on the boat after a port visit.
Facebook group comment: We’d laugh as we came face to face with the stumbling fools reeking of booze and debauchery. Me and the other watch stander would tie a line around the drunks and lower them down the aft battery hatch. The first few times were rough, they’d bang around going down but we eventually became good at it. Hell, sometimes I was one of those stumbling fools but they took care of me as I took care of them.
11. Pranking the JOOD (junior officer of the deck) with a trim party.
The prank is performed on a newly qualified Dive Officer, Chief of the Watch or JOOD where men and other weights are shifted fore and aft to affect the trim of the boat.
Trim definition (for non-sailors): Both on a submarine and surface vessels, a ship is designed to float as level as possible in the water. When the majority of the cargo weight is shifted to one end of the ship, the ship will begin to tilt.
The building has withstood the test of time. It has seen generations of Marines enter and leave its halls. It has seen Marines off to several wars from the shores of Pacific Islands, the mountains of North Korea, the jungles of Vietnam, and the deserts of the Middle East. It has served as the operational and cultural epicenter of the 1st Marine Division — the most storied and consequential Division in the United States Marine Corps. It has seen its share of history both for the division and the Corps.
The building has even been reviewed as a historical site, still bearing the simple style and white paint associated with World War II era buildings, which were originally meant to be temporary. Few of its kind are still standing across the nation, yet it remains, bold in both color and design, while its peers have been replaced over the decades. If you walk through the musty halls that were once treaded by the likes of Chesty Puller and James Mattis, you can see the artwork — paintings of past commanders, old battle scenes ripped from the pages of history and photos of Marines from modern wars.
“It’s a unique building,” said Colonel Christopher S. Dowling, former Chief of Staff of the 1st Marine Division. “When it was built in 1942-1943 it was supposed to only last five years, five years — that was it.”
U.S. Marine Corps Col. Christopher S. Dowling.
(U.S. Marine Corps photo by Lance Cpl. Audrey M. C. Rampton)
Humanity creates things that last; tools which pass through dozens of hands before becoming worn beyond use, structures that stand strong for decades, centuries and even several millennia. There are also occasions where we make things for a simple and easy use, where they are only meant to last for short periods of time. Building 1133 of Camp Pendleton, better known as “the white house” was one such structure. Acting as both a headquarters and administration building for the growing conflict in the Pacific, it even expanded to accommodate the needs of the 3rd, 4th and 5th Marine Divisions that also participated in World War II’s Pacific Theatre.
“The sergeant major’s office is my favorite room,” said USMC Sgt. Maj. William T. Sowers, former sergeant major of the 1st Marine Division. “The amount of detail in the wood and the fire place gives it that really old feeling and gives off the air of a museum.”
In the early years it did not have the nickname “the white house”. It stood amongst many buildings that were painted the same cheap, bare off-white and was not unique beyond its purpose. Styled like many of the buildings to ensure the security of the command, it served many Marines throughout the Pacific for the course of World War II.
The 1st Marine Division Headquarters Building on Marine Corps Base Camp Pendleton, California.
(U.S. Marine Corps photo by Cpl. Joseph Prado)
The structure grew upon the Marines that called it home and in 1946 it was officially ordained the 1st Marine Division Headquarters building. This would lead to it being modified decades later, not once, but twice to ensure the building could continue to function and support the many Marines that passed through its halls. Though the renovations have ensured the building has stayed with both the times and technology of the era from phone wiring to internet within its walls, its overall structure and design are still the same as it was when first built.
“It was not as iconic to us during our time,” said U.S. Marine Corps Retired General Matthew P. Caulfield. “We never knew it as ‘the white house’. We never thought about the fact it was the division command post during World War II. We simply knew it as the place we work, though we sometimes referred to it as ‘the head shed’.”
Due to the era in which ‘the white house’ was made, there were many developmental needs required of it during that time. One of the largest was the need to withstand a possible attack. A Japanese invasion of the U.S. was a realistic threat in the 40s. To ensure the safety of the command staff, the building was meant to be indistinguishable from the rest. To those born in the last 40 years, the very concept of a military attack on the U.S. is simply something that would not and could not happen. But in 1940, when Camp Pendleton was officially opened, thousands of Marines marched up from San Diego for combat exercises against a fake enemy. It caused a panic within the civilian population. People initially thought a Japanese invasion had occurred. The base’s presence even led to a drop in the housing market, a fact that is inconceivable to most Southern California home owners today.
The main gate of Camp Pendleton.
The threat of attack from the skies influenced much of what would become Camp Pendleton as we know it today. The camps on base are spread wide across the camp’s more than 195 square miles, originally designed to protect the base from being crippled in one decisive airstrike, according to Dowling. In the attics of the White House and other buildings from the era, there is still evidence of the original plywood roofing used. Pressed wood was used at the time for two reasons: actual wood planks were in immediate need to build and replace decks of Navy ships, and pressed wood was less likely to create deadly wood debris if the buildings were stuck by a Japanese bomber.
“The white house” was designed by Myron B. Hunt, Harold C. Chambers and E. L. Ellingwood. Their firms handled the development of several buildings across Camp Pendleton during the 1940s. Based on the U.S. Navy B-1 barracks, which was a common design to further make the building indistinguishable from other building on base at the time, making it less of a target for Japanese bombers after Pearl Harbor. Few of these barracks are still left standing after the 70 plus years since their development. The B-1, much like its sibling structure, “the white house” was only a temporary design meant to last for the duration of the war. In 1983 congress would pass the Military Construction Authorization Bill of 1983, which demolished many of the older temporary structures of World War II in favor of new designs. Some structures were renovated due to their historical significance. “The white house” interior was included in these renovations. The building underwent changes to its exterior but maintained its current shape with only a few minor changes.
Since its construction many people have entered “the white house” and many more have driven past it. It is an iconic symbol of the 1st Marine Division with dozens of memorials surrounding it, capturing the sacrifice of every Marine who fought with the Division during its many battles through our history. From officers arriving at its doors in 1940 Ford staff cars, to 1968 Volkswagen Beatles, and even more recently, a 2018 name your make and model. When one steps out of their vehicle, they would gaze up at the white building marked by the iconic blue diamond and the battle streamers the division has earned.
The 1st Marine Division Headquarters Building on Marine Corps Base Camp Pendleton, California, May 17, 2018.
(U.S. Marine Corps photo by Cpl. Joseph Prado)
In the old days it would support the entire command staff, but now much of the command is spread out across Camp Pendleton. Many Blue Diamond alum have even thought of making it into a museum, given the many historical pieces that already line its halls. It gives off that feeling of having entered a place engrained with history.
“The iconic building of the ‘Blue Diamond,’ it is the division,” said Sowers. “Many people assume that this is the main command post for the Marine Expeditionary Force or even the Marine Corps Installations West.”
Many of the older veterans were not using to dealing with the commands of the 1st Marine Expeditionary Force, said Sowers. When they thought of “the white house” they’d think of the commanding general who presided over all they knew of the Marines on the West Coast at that time.
Generals, majors, sergeants and lance corporals have walked its halls over the last 70 years. Some still live amongst us while others have given the ultimate sacrifice. Their memories and actions live through both the 1st Marine Division and “the white house” itself, which has been an unchanging monument to the Marines of the 1st Marine Division. No matter the age in which one served the Division, all have known that building in one way or another. It is a testament to both the Division and the Marines that have served. Our ideals have become engrained into its very structure and it has become a permanent member in both the hearts and minds of the Marines of the 1st Marine Division.
The Marlin is an unmanned underwater vehicle that is currently used in a variety of applications, but primarily for searching for stuff.
You may be wondering – why would you use an unmanned vehicle underwater? After all, we’re paying through the nose for nuclear-powered attack submarines. Why can’t they do they job? It’s a very good question. One of the big reasons is that nuclear attack submarines are primarily designed to sink enemy ships and attack. This requires that they be built very differently.
The Marlin can be deployed from the surface or from underwater.
(Photo by Lockheed)
Unmanned underwater vehicles, or UUVs (also called drones) are very useful for looking for things on the ocean floor. First of all, you can send them into hostile territory or a dangerous area (like a minefield), and really you just have to worry about the accountants if the drone hits the mine. Second, they can spend a lot of time searching, because they don’t need to take breaks to feed themselves or sleep or other time-consuming human endeavors. Third, because they don’t have to haul around the stuff that humans need to survive and function, they can be a lot smaller.
The Marlin Mk 2 can operate at depths of up to 1,000 feet, and has a top speed of four knots.
(Photo by Lockheed)
According to information obtained from Lockheed at the 2018 SeaAirSpace expo in National Harbor, Maryland, two versions of the Marlin are available or in the works. One, the Marlin Mk 2, is able to operate at depths of up to 1,000 feet and operate for up to 24 hours. It has a top speed of four knots. The Marlin Mk 3 is much larger, has a minimum endurance of 20 hours, a top speed of five knots, and can operate at depths of up to 4,000 feet. They can be deployed from a surface vessel or from underwater.
These days, when you are searching for something in the ocean, it can take a lot of time. And unlike the character from Finding Nemo, these Marlins won’t give you some snarky sass.