It is hard to build the kind of muscle that gets noticed on the street, in the office, or, hell, by your partner. It takes intention, planning, and hard work. The best functional strength training programs, after all, tend to not have an effect for weeks. If you’re looking for something more specific — and difficult — like getting big arms — you’re going to have to plan that much further in advance.
But what if you just need to build muscle fast? Whether it’s to look good for your college roommate’s BBQ pool party in a few weeks or just trying to jumpstart your strength training, there are a few tips and tricks to expedite the process. We’re not saying you’ll be looking super fit come next Saturday’s party or that you’ll be moving weights like your gym rats friend, but, hey, it’s a start.
1. Eat more, not less
It seems counterintuitive, but if you’re looking to build muscle, you need to slightly overfeed your body. Not only does your body need extra calories to build new muscle, but muscle burns more calories than fat so you have to reload on energy in order to support new muscle growth. Restricting calories to lose weight will backfire big time, since your body senses “starvation mode” and respond but shutting down the production of new muscle cells.
You’ve probably heard that the amount of weight you use is the critical component to whether or not your build muscle. But actually, increasing your number of reps is equally essential for muscle growth. Switch up your lifting routine so that you spend at least one day a week lifting 50 to 75 percent of your one rep max, for 15-20 reps per set, aiming for about 6 sets.
3. Eat more protein
Protein is the more important building block for new muscles, so make sure you’re getting enough in your diet. According to the American College for Sports Medicine, if you’re looking to build muscle mass, aim for .5 to .8 grams of protein per pound of body weight, or about 95 to 148 grams of protein daily for a 185-pound guy.
Known as the progressive overload principle, the fastest way to build more muscle is to force it to adapt to a stimulus above and beyond anything you’ve yet done. That means if you had been using 25-pound dumbbells for curls, you should try doing one set with 30 pounds, then progress to 35-pound weights.
5. Get your 7 to 9
The National Sleep Foundation recommends 7 to 9 hours of sleep every night for optimal health. Achieving the prescribed dose of nightly sleep plays a key role in expediting muscle development. During sleep, muscle fibers that have been mildly damaged from a tough workout (not a bad thing, that’s how growth occurs) have a chance to repair themselves, knitting back together in a tighter formation that translates to muscle strength. If you cut your zzz’s short, you’re also shortening the amount of time your muscles have to grow.
6. Slow it down
The process of building new muscle, also known as hypertrophy, benefits from placing muscles under duress for an extended period of time. For this reason, rather than pumping iron as fiercely and frantically as you can, you should do at least one set of every strength-training exercise at slo-mo speed. And, yes, it burns.
While isolation moves like biceps curls are great for honing in on one specific muscle, you’ll get the biggest bang for your strength-training buck with moves that recruit multiple muscle groups at once. That’s because the more mass you can put behind a move like squats, pullups or deadlifts, the greater the load your body can bear, and the stronger you can make your muscles.
8. Mix it up
Just like you need to test your muscles using progressive overload, you also need to surprise them by serving up new types of exercises every week. Your muscles, it turns out, are pretty smart. They very quickly adapt to whatever exercise you’re doing, so the next time you do it, it feels easier — because it is. Rather than fall into the same sequence of moves week after week, seek out new ones that are different enough that they stress slightly different parts of your body.
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.
Active-duty troops deployed to the US-Mexico border are increasingly bracing for confrontations rather than just running razor wire to deter their entry in the US, images published by the US military show.
In November 2018, US troops have been conducting non-lethal riot control training at bases in Arizona and California, and tactical training is expected to continue.
Soldiers and Marines were also apparently present on Nov. 25, 2018, at San Ysidro, a busy port of entry where border agents clashed with migrants, using tear gas against those who rushed the border.
Watch US troops engage in tactical training in preparation for violence:
This is how US troops are training for confrontations at the border.
Soldiers from 65th Military Police Company, 503rd Airborne Military Police Battalion, finish non lethal training in Davis-Monthan Air Force Base, Arizona, Nov. 26, 2018.
(U.S. Army Photo by Pfc. Bradley McKinley)
Marines attached to Special Purpose Marine Air-Ground Task Force 7 join Customs and Border Protection at San Ysidro Point of Entry, California, Nov. 25, 2018.
(U.S. Army photo by Staff Sgt. Jesse Untalan)
Active-duty military personnel with riot shields were present at the San Ysidro port of entry Nov. 25, 2018, when CBP agents used tear gas and tactics to drive back migrants who rushed the border, some of whom threw rocks at US agents. Some critics have called the CBP response an overreaction.
US troops are authorized to provide force protection for border agents, but are barred by law from law enforcement in the US.
Soldiers from 65th Military Police Company, 503rd Airborne Military Police Battalion, take cover to conduct non lethal training in Davis-Monthan Air Force Base, Arizona, Nov. 26, 2018.
(U.S. Army Photo by Pfc. Bradley McKinley)
Soldiers from the 65th Military Police Company, 503rd Airborne Military Police Battalion, conduct non-lethal riot control training in Davis-Monthan Air Force Base.
(U.S. Army Photo by Pfc. Bradley McKinley)
300 active-duty troops previously stationed in Texas and Arizona were shifted to California.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
One of the perks of having a career in Special Operations units was the chance to be trained up and get to fire all manner of foreign, rare, and sometimes very old weapons that you will find still in use.
Special Forces weapons sergeants will be trained in a multitude of U.S. and foreign weapons, and know how to effectively put them to use if they are come across during a foreign deployment.
There is no shortage of weapons that you will come across in many of the Third World countries and some are amazing that they are still in use. And many of them shouldn’t be.
Once in South America, we came across an ancient Thompson submachine gun that looked straight out of Chicago in the times of Al Capone. The old M1928 Thompson with the vertical foregrip, the Cutts compensator, and the noisy 100-round drum magazine (the thing rattled loudly), no wonder the GIs of World War II hated it and opted for the 30-round stick mags.
But the Chicago piano was probably last cleaned by Capone’s cronies when we came across it. It was rusted and in crappy shape. However, some Break Free and WD-40 will cure most anything. That said, we all took great delight in cutting that bad boy loose. In close quarters or in clearing buildings, it is still a pretty fearsome weapon. The only thing missing was the violin case.
The Panamanian military under Manuel Noriega had a lot of mini-grenades made by Argentina. If memory serves me well, they were stamped with FMK2. Slightly smaller than a normal frag grenade, you could toss those suckers quite a distance. They even came with a different fuse that could be used to fire from a rifle. After “Just Because,” we disarmed the military, and took away nearly all of their cool weaponry, including the Argentinian frags, and gave them rusty ass .38s that some bean counter found in a warehouse in the U.S., as the SF guys transitioned them from military to National Police. But that is a story for another time
But those frags were popular with the SF guys and used for another purpose, they even caught some fish off the coast after Noriega was sent packing to Miami. We’d call it fishing with “Dupont lures.”
Another weapon that was a blast to shoot was one that is still being used today by the West German military. Back in World War II, the German MG-42 was feared by American GIs, who called it “Hitler’s bone saw” because of the incredible rate of fire the weapon had. The MG-42 had a cyclic rate of about 1550 rounds a minute, easily twice that of the Brownings that U.S. troops carried. The current M240B machine gun in use today has a cyclic rate of fire of about 600 rounds per minute.
Originally chambered in 7.92 x 57mm Mauser ammunition, the obvious drawback of the weapon was that, because of the rate of fire, it overheated quickly and needed frequent barrel changes. Now, rechambered for 7.62 mm NATO, the West Germans still use it today.
We came across one of the originals in the WWII caliber with boxes of ancient ammo, it still fired and after putting some serious lead downrange (and setting the range grass on fire, yes it was dry season), it was no wonder why GIs feared it.
The biggest weapon I ever personally fired with the M40 106mm recoilless rifle. Our partner nation Honduras had an anti-tank company in the 6th Infantry Battalion up in the mountains near the border with Nicaragua. They would frequently get alerted up on the border because the Sandinista army units would threaten the border with their armored vehicles.
I wrote about one such deployment there in an unintentionally comical piece for another publication. Prior to us being deployed there, our entire SF A-Team got some great training from the SWC Weapons committee on the 106 and then we took a few of them out to get some rounds downrange. The 106 will penetrate 12 inches of cold-rolled steel at about 300 meters.
So despite the guys from Range Control, telling us NOT to fire at an old bulldozer that was sitting there invitingly yellow with the blade dug into the ground…”Danger close” they said…we couldn’t resist. One of us, I will not divulge the name of the guilty party (on the grounds that it may incriminate me…er someone) put a 106 HEAT round right through that blade. Cut through it like a hot knife through butter.
But I think the most fun weapon I ever got to fire was the Russian made ZU-23-2.
Originally designed as an anti-aircraft weapon, the weapon was a towed 23mm dual weapon. It is towed on a small trailer that can be quickly transformed into a stationary mount. It was used to great effect by NVA and Viet Cong troops during the Vietnam war. Eventually, it was replaced by the ZSU-23-4, the tracked, light-skinned vehicle.
We were supposed to be firing both, however, the ZSU broke down with an electrical short so we just fired the ZU with the autocannons. It is simple and easy to operate and packs a tremendous punch. It is devastating to troops, buildings, and light-skinned vehicles.
While no longer used primarily as an anti-aircraft weapon, it is still in use today and can be found in many places mounted on pickup trucks as a technical. Large amounts of them can be found in Libya, Syria, Yemen as well as many other places.
Those are just a few of the weapons I came across and although I did get to drive an M-1 Abrams once, I didn’t get the opportunity to fire the main gun. Maybe another time…
One of the first-ever Special Forces underwater operations wasn’t targeted against an enemy. Rather, it was to assist in the search and recovery of 26 Americans who had perished in a freak aircraft collision.
On March 7, 1958, a United States Marine Corps (USMC) R4Q (C-119) “Flying Boxcar” transport and a United States Navy (USN) AD-6 Skyraider fighter were returning to Okinawa-Naha Air Force Base (AFB) after a mission in the Philippines. As they prepared for their final approach to the base, the weather suddenly turned to rain, seriously limiting visibility. The pilots, thus, decided to make an instrument landing. At that crucial moment, however, the Navy Skyraider lost its communication with both the USMC transport and with the control tower. The Marine pilots frantically tried to reach their Navy colleague on the radio, to no avail. Moments later, the Skyraider smashed into the fuselage of the R4Q, turning both aircraft into a fireball of debris and human flesh.
After the aircraft were lost from the radar, the call went out to the standby Search-and-Rescue (SAR) crews. SAR planes and helicopters from Naha AFB and other bases scrambled into action and scoured the cold Pacific Ocean for traces of the wreckage with hopes of finding survivors. After days of futilely combing the ocean, the search was called off.
In the end, the wreckage of both aircraft was discovered on the floor of the Pacific about three miles offshore. Faced with a delicate and complex recovery effort, the Marine Corps and Navy turned to the Green Berets of the 1st Special Forces Group (SFG). Dive operational detachments were then assigned to the task. In the end, after Herculean efforts, they managed to recover all 26 bodies.
In the wake of their success, the Commanding General of the IX Corps sent a letter to the 1st SFG. “In times of such tragedy and sorrow, it is most gratifying to know that local military personnel and organizations, as exemplified by the First Special Forces Group (Airborne), may be relied upon to render promptly such outstanding professional assistance,” he wrote. “I am confident that the parents, wives and loved ones of the deceased share my deep appreciation and sincere thanks for [your] outstanding contribution…to the successful accomplishment of the search and salvage operation.”
Tragically, a number of the Green Berets who participated in the recovery operations would be killed in action in Vietnam a few years later.
The year 1958 was a bad one for the C-119. In total, an astounding five aircraft were lost due to accidents, with a total loss of life of 34 service members. But the venerable Flying Boxcar continues to serve in numerous capacities in the U.S. military.
It was Nov. 19, 1915. British pilots were attacking Ottoman forces at Ferrijik Junction, a rail and logistics hub. The tiny planes involved in the attack swooped and dove as they dropped bombs and fought off enemy fighters. But then, one of the bombers took heavy fire as it conducted its bombing run, crashing into the nearby marshes. But then a hero emerged.
Richard Bell Davies earned the Victoria Cross as a squadron commander in World War I. He would later rise to rear admiral and serve in World War II.
The attack on Ferrijik was focused on cutting Turkish supply lines, and a large mix of planes had been assembled to conduct the attack. One member of that aerial force was Royal Navy Squadron Cmdr. Richard Bell Davies. Davies had already proven himself earlier that year, pressing a bombing attack on German submarine pens in Belgium despite taking heavy damage to his plane and a bullet wound to his thigh, flying for an hour after his injury before landing safely.
During the attack on Ferrijik, Davies was flying a Nieuport fighter, helping to protect the bombers so they could do their mission as effectively as possible.
Smylie quickly began losing altitude, but he kept his plane headed toward the target and then released all of his bombs at once over the rail station. One failed to separate, but the other seven fell to the earth from low altitude. Despite shedding all that weight, Smylie couldn’t get his plane back up to altitude, so he turned it toward a dry marshbed and carefully set the plane down.
He attempted to restart his plane, but that failed, and so he decided to take the machine offline permanently to prevent its capture. Smylie set the bird on fire, trusting the fire to set off the bomb and destroy the plane completely. But then he saw something he almost certainly could not have predicted.
A Nieuport fighter was descending toward him. At the time, an airplane had never been used to rescue a downed airman, so the idea of a one-seater descending to save him must have seemed like insanity to Smylie. But, to ensure that this pilot wouldn’t be killed by the exploding bomb, he pulled his pistol and shot the munition to set it off, destroying it before the other plane was too close.
Smylie scrambled into the tight quarters of the former cockpit, contorting himself around a rudder bar and pressing his head against an oil tank, and Davies took off. The explosion of Smylie’s plane had temporarily slowed the enemy fire, and the two pilots were able to escape before the Bulgarians ramped their fire back up.
After about 45 minutes, the pair reached safety, but it took two hours to extract Smylie from the confined quarters.
Smylie received the Distinguished Service Cross for his work that day, and Davies earned the Victoria Cross with his bravery. This first search and rescue from the air would spur the development of dedicated tactics and techniques that have carried forward to today.
Everyone else is mission focused, but Carl is over there talking about fishing. Or wearing a funny prop. Or maybe even doing an accent while wearing a fake mustache. It would be hilarious back in the barracks. But since the squad is four steps away from a closed door and the fatal funnel, everyone really wishes he would focus up.
3. The Carl who won’t stop talking
Maybe it’s nerves, or maybe he was raised by overattentive parents, but this guy seems to think every moment is made better with his singing, sound effects, or commentary. Sure, some of his one-liners are pretty great, but it would seriously be better if he shut the f-ck up. For once.
The whole unit can go through four briefings and dozens of rehearsals, but it’s pretty much guaranteed that when push comes to shove, Spc. Carl is going to hit the trigger while trying to engage the safety.
5. The Carl who randomly plays with dangerous equipment
Of course, that’s why he shouldn’t be touching anything dangerous. Unfortunately, this is the military and keeping Pfc. Carl safe near an armory is like trying to keep “that” uncle sober during a distillery tour. You’re going to fail, someone is getting burned, and the locals aren’t going to want to see you again.
6. The Carl who is an expert in everything but his job
This Carl is at least moderately useful. They could be an expert in physical fitness or maybe they’re a “good” barracks lawyer (actually knows more than 25 percent of the regulations they try to quote!). But still, they know jack and/or crap about their actual job. Need someone to actually purify some water? Don’t ask Carl, he’ll reach for the hand sanitizer and eye drops.
7. The Carl who always has somewhere to be (usually the smoke pit)
Call for an extra mag or grenade during combat and you’ll understand why this Carl is the worst. You reach back for some extra firepower only to hear from one of the Joes that Carl is actually in the Humvee checking his Facebook messages or in the smoke pit puffing on a clove cigarette (yeah, he’s that guy). Hope you can still achieve fire superiority.
The six years of experience and hundreds of hours of flight time needed to become a pilot of the US Air Force’s oldest spy plane are no more, and now trainee pilots will be eligible to take the controls of the venerable Dragon Lady.
The new U-2 First Assignment Companion Trainer, or FACT, program will allow Air Force student pilots to jump directly into the U-2 pipeline and join the 9th Reconnaissance Wing.
“Our focus is modernizing and sustaining the U-2 well into the future to meet the needs of our nation at the speed of relevance,” Air Force Col. Andy Clark, commander of the 9th Reconnaissance Wing, said in a release.
Pilots from Beale Air Force Base go through pre-flight checks on a U-2 at Marine Corps Air Station Miramar, California, Sept. 29, 2018
(Air Force photo by Staff Sgt. Jeffrey Schultze)
The new program is meant to create ” a new reconnaissance career path for young, highly qualified aviators eager to shape the next generation of [reconnaissance] warfighting capabilities,” Clark said. The first selection will be among fall 2018 undergraduate training pilots with the next round coming in about six months.
The change comes as the Air Force seeks to modernize the U-2 airframe and mission, as well as its pilot-acquisition and development process.
Once selected, pilots in the FACT program will go the T-38 pilot instructor training course at Joint Base San Antonio-Randolph in Texas before a permanent change-of-station to Beale Air Force Base in California, where the U-2s are based.
Airmen refuel a U-2 at Beale Air Force Base, California, Aug. 9, 2018.
(Air Force photo by Senior Airman Justin Parsons)
The selectee will then be a T-38 instructor pilot for the next two years, and once they have the requisite experience, they will undergo the standard two-week U-2 pilot interview process.
If hired, they’ll then start Basic Qualification Training.
“The well-established path to the U-2 has proven effective for over 60 years,” Lt. Col. Carl Maymi, commander of the 1st Reconnaissance Squadron, said in a release.
“However, we need access to young, talented officers earlier in their careers. I believe we can do this while still maintaining the integrity of our selection process through the U-2 FACT program.”
A U-2 prepares to land at Al Dhafra Air Base in the United Arab Emirates, Nov. 16, 2017.
(Air National Guard photo by Staff Sgt. Colton Elliott)
‘An art, not a science’
The U-2 entered service during the Eisenhower administration, carrying out covert missions high above enemy territory during the height of the Cold War. The aircraft have been overhauled and the missions have changed in the decades since, but the Dragon Lady remains one of the most unique and challenging aircraft US pilots can fly.
Today’s U-2s are larger than the original versions and are made of slightly lighter material, as less weight translates into more altitude — about one extra foot for each pound shed, according to Wall Street Journal reporter Michael Phillips, who ventured up in a U-2 in 2018, accompanied by Jethro, one of the few pilots who’ve qualified to fly it.
Every six years, each U-2 is totally overhauled by Lockheed Martin, which takes the plane completely apart and goes through “every wire, every connector, every panel,” Jethro told Phillips.
“They’ll X-ray it … make sure there’s no cracks, replace anything that’s broken, put it back together, new coat of paint, and it looks like a brand-new airplane again, and it flies like a brand-new airplane again,” Jethro added.
A U-2 is prepped for takeoff from Bagram Airfield in Afghanistan, June 22, 2018.
(Air Force photo by Staff Sgt. Kristin High)
The long, narrow wings allow the U-2 to quickly lift heavy payloads of cameras and sensors to high altitudes and stay there for extended periods. It’s capable of gathering an array of imagery, including multi-spectral electro-optic, infrared, and synthetic aperture radar products that can be stored aboard or transmitted to the ground.
Some parts of the preparation process are still low-tech, however.
The U-2 has a central fuel tank fed by tanks in each wing. Crews will fill up the wing tanks and then look to see which way the aircraft leans. They they transfer fuel from one side to the other until it balances out.
“So it’s really kind of an art, not a science,” Jethro said.
U-2 pilots work in two-man crews, but the pilots go up in the aircraft alone. Their pre-flight preparations begin with donning a full-pressure suit, like those worn by astronauts, that regulates the pilot’s pressure and temperature.
“If the cockpit lost pressure at 70,000 feet” — the usual cruising altitude — “and I weren’t wearing a space suit, my blood would boil,” Phillips said.
Once suited, pilots head to the aircraft, accompanied by a crew member carrying their oxygen supply.
Pilots give the U-2 a traditional pat on the nose, shake hands with each flight crew member, and clamber into the cockpit, where a team of technicians hooks them up to an array of regulators and sensors.
A U-2 pilot prepares to board his aircraft at Bagram Airfield in Afghanistan, June 22, 2018.
(Air Force photo by Staff Sgt. Kristin High)
“I’ve got crew chiefs. I’ve got electricians. I’ve got different civilians for each of the sensors … so there may be 40 people around the aircraft, who are all there just to get you in the air,” Jethro said. “We don’t call it a takeoff. We call it a launch.”
The U-2’s 103-foot wingspan and broad turning radius make it hard to maneuver, and the wings, laden with fuel, are supported by bicycle-like wheels that break away during takeoff.
To help deal with those hazards, the other member of the two-man pilot team trails behind the U-2 at the wheel of a muscle car — like a Pontiac GTO or Tesla Model S — that can keep up with the U-2.
Other U-2 pilots who aren’t flying may be in Beale’s control tower, overseeing their fellow pilots’ missions.
During takeoff, the pilot wrestles with the plane as it gets off the ground.
“As soon as you throw the power up, you’re pushing 18,000 pounds of thrust out of the backend. You have those big, long wings, and it just wants to accelerate so fast,” said one U-2 pilot, identified only as Nova. “You gotta pull it up to about 40 degrees nose high just to keep the airplane within limits, and that is just one of the coolest feelings ever.”
“When you get a chance to look and just see the earth just falling away behind you so quickly, it’s awesome,” he added.
Temporary wheels, called “pogos,” that hold up the wings during takeoff drop away as the plane leaves the ground.
The U-2 ascends to about 70,000 feet for a typical mission. Up there, the curvature of the earth allows pilots to see 270 nautical miles in each direction — a field of vision of about 500 miles. It can map all of Iraq in a single mission.
On the edge of space, the cockpit is silent except for the raspy hiss of the breathing system, which sucks pure oxygen into the pilot’s helmet.
“The air pressure inside the cockpit is the equivalent to standing on top of Mount Everest,” Phillips said.
“Without the oxygen I’d be gasping for breath, and I’d be in danger of getting the bends,” he added, referring to an illness that occurs when dissolved gases enter the bloodstream as the body experiences changes in pressure.
“A lot of times when we get up to altitude, you’ll be able to look down and see the airliners,” Jethro, the pilot, said during the flight.
“And you can see that very gentle curve of the earth from here,” Phillips added, “It’s an extraordinary view.”
“When you get up there and you think, like, ‘What makes these people different from these people?’ And you just don’t see it from up there,” Nova, the other pilot, said. “It’s one world. There’s one planet.”
A U-2 lands at Al Dhafra Air Base in the United Arab Emirates, Nov. 16, 2017.
(Air National Guard photo by Staff Sgt. Colton Elliott)
‘You’re in a small club’
The features that make the U-2 an exceptional high-altitude reconnaissance aircraft make it extremely difficult to land. Pilots have to perform a kind of controlled crash to bring the plane back to earth.
The two sets of wheels built into the plane are set up like bicycle wheels, with one set under the nose and the other under the tail. The massive wings, now relieved of their fuel, make the aircraft hard to control as it comes in.
The cars that saw the plane off zip in as it lands, their drivers giving the pilots a foot-by-foot countdown and alerting them to any problems. The cars can hit 140 mph while chasing an incoming U-2.
Once the plane has slowed down enough, one of the wings droops to the ground. Titanium skid plates on the bottoms of both wings help bring the plane to a full stop, at which point the temporary wheels are reattached. The plane then taxis off the runway.
Back on earth, technicians begin developing the imagery.
A flight can produce 10,500 feet of film, stored on a 250-pound spool, according to Phillips.
The U-2’s wet-film camera produces images that are clearer than digital images, which are analyzed with loupes or microscope-like optics that zoom in on the features captured on the film.
It’s an old-fashioned approach to aerial reconnaissance, Phillips noted. “But it works, and that’s why it’s still around,” one of the airmen overseeing the film-development process added.
After the first two undergraduate pilot training students are picked and enter the FACT program, the assignment process “will be assessed to determine the sustainability of this experimental pilot pipeline,” the Air Force said in its announcement.
For the time being, the Dragon Lady’s pilot corps will be a rare breed.
“A thousand pilots, [there are] way more Super Bowl rings out there. You’re in a small club,” Lt. Col. Matt Nussbaum, 99th Reconnaissance Squadron commander, told Phillips.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Theresa May asked Britain’s defence secretary to justify the UK’s role as a “tier one” military power, causing dismay in the Ministry of Defence. Underlying the statement is a realisation that the UK can no longer economically compete with top powers, defence experts told Business Insider.
“It’s a reflection of our economic status — times are tough,” said Tim Ripley, a defence analyst, adding: “It’s all about money… if you don’t have money you can’t spend it.”
The Prime Minister questioned defence secretary Gavin Williamson on whether money for the military should be reallocated to areas like cyber, and if Britain needed to maintain a Navy, Army, Air Force and nuclear deterrent all at once.
Ripley called it a retreat from “grand ambitions.”
“No matter how we dress it up, this new fangled cyber stuff is just an excuse for running away from funding hard power,” Ripley said. “If you don’t pony up the money and the hard power you don’t get a seat at the top table. No matter how flash your cyber warfare is, people take notice of ships, tanks and planes.”
There is a strong correlation between military power and economic status. The major powers including the US, China and Russia all demonstrate their strength through military posturing, and countries that don’t have enough resources for defence often pool with others.
Dr Jan Honig, a senior lecturer in war studies at King’s College London, said that shared defence can be disrupted in times of nationalism, and called it “highly ironic” that Brexit could mean the UK can longer fund its military.
“You can’t really do it by yourself even if you spent a lot more on defence which is not going to happen in this country with this measly economic growth and the uncertainty about international trade details,” he said.
The Prime Minister’s comments, which were first reported by the Financial Times, come in the context of her recent pledge of a fresh £20 billion for the National Health Service (NHS) and debate about where the money will come from.
“You do want to ensure that government policy has support from the people, so to say we’re going to pour a lot of money into defense just in case something happens … is a far more difficult thing to sell than funding the NHS and social care, welfare that is an immediate issue,” said Honig, adding that populations are also more switched on to the horrors of war.
But Julian Lewis, Chair of the UK’s defence committee told Business Insider that he’s now concerned about whether May will be able to properly fund the military after the NHS pledge.
“I am not won over … by this jargon of calling it a ‘tier one’ military power… What I’m much more concerned about is whether Theresa May will be able to give defence the money it needs,” he said, citing a “whole” of over £4.2 billion in the defence budget.
May’s comments will not lead to definitive action to pair down the military, but are a clear sign of the direction of travel said Ripley.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
A merchant vessel burns after being torpedoed by the U-71 off Cape Hatteras, NC in March 1942.
Imagine the following scenario: A bloody war rages overseas as a fanatical, totalitarian ideology conquers entire countries. The U.S. government announces it will send military forces abroad to stem the tide of the aggression. Despite increasingly dire news headlines, however, life in America proceeds uneventfully.
After all, America is thousands of miles from the battlefields and surely far beyond the enemy’s immediate reach.
That sense of security abruptly ends only weeks later when the enemy suddenly launches a fearsome assault against the U.S. homeland itself. Thousands die as American cities witness explosions and raging infernos. Worse yet, the U.S. military seems powerless to stop the assault.
If that story sounds far-fetched, it shouldn’t. It isn’t the plot of Call of Duty– the scenario described above actually happened during World War II. December 1941 saw the U.S. finally join the war against Germany, Japan, and Italy. Many Americans understandably assumed that geography insulated them from any direct threat.
However, while U.S. leaders in Washington debated how to deploy their forces overseas, Adolf Hitler made the first move. In January 1942, Hitler’s forces began a massive naval offensive against the U.S. east coast.
The German navy, or Kriegsmarine, lacked a formidable surface fleet. What the Kriegsmarine did possess, however, was a technologically and tactically sophisticated submarine force: the infamous unterseeboots, or “U-boats.”
The U-boats had proven deadly in World War I, to include a limited number of attacks near the U.S. east coast, but the scale of the U-boat offensive against America in 1942 was without precedent. Only weeks after Japan’s attack on Pearl Harbor, war had come to the American homeland.
Rendition of the U-995
(oil painting by Augusto Ferrer-Dalmau)
Cargo ships and even U.S. Navy warships began going down in flames. Many vessels were torpedoed within sight of coastal cities. Coastal residents saw the ships burning off the Jersey Shore and the Outer Banks. Debris and bodies washed ashore for months as the U-boats struck from New England to Texas.
U-boat commanders returning to port in occupied Europe reported that U.S. waters offered more targets than the U-boats had the means to attack. The easy hunting lead German crews to dub 1942 die glückliche zeit: “the happy time.”
(Alamy Stock Photos)
Compounding the fear and destruction was America’s apparent inability to stop it. A combination of factors limited the U.S. military’s ability to stop the U-boats. These included a shortage of warships suited to anti-submarine operations, a lack of convoy procedures, and a reluctance to implement nighttime blackouts of coastal cities to deny U-boat commanders the benefit of ship silhouettes to target.
While U.S. leaders debated how to stem the onslaught, the Kriegsmarine dispatched more waves of U-boats to North America. Hundreds of ships were sunk, and thousands died as desperately needed war material was sent to the bottom of the Atlantic.
The U-123, one of the German subs that prowled the American coast in 1942.
(German Federal Archives)
Fortunately, 1942 would prove to be the apex of Hitler’s U-boat assault against America. The Allies began implementing convoys, and more American air and naval assets were allocated to anti-submarine duties.
These changes eventually led the Kriegsmarine to shift its priorities away from American coasts towards the mid-Atlantic. U-boats would continue to strike in American waters until the end of the war, but the scope and effectiveness of their operations steadily decreased. U-boat losses mounted too as the hunters eventually became the prey.
The U-boat fleet, considered one of the most prestigious assignments for a German serviceman, ultimately suffered the German military’s highest casualties: 3 out of 4 U-boat crewmen did not survive the war.
The crew of the U-550 abandons ship after being crippled by a U.S. Coast Guard attack off Massachusetts in April 1944.
(U.S. Coast Guard photo)
U.S. waters today are littered with the wrecks of U-boats and their victims. Many of these wrecks have become popular sites amongst scuba divers. This chapter of World War II, however, has mostly disappeared from American public memory.
This is to our discredit, as the memory of Hitler’s naval assault against America bears several important lessons for a post-9/11 world. These lessons include the naiveté of assuming that large oceans can be counted on to deter foreign aggression and a sobering reminder of what a small but motivated and capable force can inflict on a much larger power.
The thousands of men lost during this forgotten campaign is a testament to the human cost of global conflict and its ramifications for national security in the 21st century.
In 2010, a standoff with police in Hoonah, Alaska, on the northeast shore of Chichagof Island led to a shootout that resulted in two officers being killed and the suspect barricading himself inside a house. Alaska State Trooper Rodney Dial responded to the call that day and came to a sobering realization — local law enforcement needed an armored vehicle. Alas, not one could be found in the entire state. After the situation came to an end, his search began for a platform that could be used to respond to similar confrontations in the future.
Rodney took it upon himself to research this category of vehicles and quickly discovered how cost prohibitive it’d be to get a modern one with all the bells and whistles better-funded departments had. That led to scouring forums and websites dedicated to surplus military vehicles that could be purchased for considerably less. After poking around the interweb for a while, Rodney found this six-wheeled beast owned by a militia member in the Midwest who had a brush with the law and was forced to sell it. Upon dropping around $22,000 for the vehicle itself, and then about another $5,000 having it shipped to Alaska, he was now the proud owner of a 1956 Alvis Saracen FV603 Mark V.
The owner fabricated a one-piece removable front cowling with extra armor and ballistic glass.
To provide a little background, the Saracen FV600 series was an armored personnel carrier (APC) produced by British manufacturer Alvis from the early ’50s up to the mid ’70s. Many of them are still in use today throughout the globe. This model of APC was often seen during the Troubles in Northern Ireland, and you may have also recognized a few of them in Stallone’s Judge Dredd movie. The Mark V is an up-armored variant of the FV603 model and, according to Rodney, can withstand a 20-pound landmine as well as .50-caliber armor-piercing rounds. The factory ballistic glass is around 6 inches thick. The vehicle can hold 10 people including the driver and gunner, but it isn’t amphibious.
After taking delivery of the vehicle, it quickly became a maintenance nightmare. The startup procedure required checking dozens of fluid levels, and the amount of oil it leaked rivaled the Exxon Valdez. The recurring mechanical issues, coupled with the fact that parts had to be shipped over from Europe, consistently sidelined it. The original Rolls-Royce powertrain with its fluid flywheel system was only getting a top speed of about 40 mph — when it ran.
Some additional research, and the good fortune of being located near one of the best diesel mechanics in the state, led to swapping out the drivetrain with a Navistar DT 466 six-cylinder diesel engine with an Allison automatic transmission, which was sourced from a dump truck. With the addition of a handmade gas tank, KN custom intake, and specially made exhaust system, the performance was dramatically improved. Top speed is now about 70 mph, and mileage is up to a surprising average of 15 mpg (not bad for 11 tons).
Rodney also installed a new bumper system, reinforced deck plating on the sides, custom front armor, interior gun mounts, a ladder for the turret, additional lighting, and a police radio, among other touches. Although Rodney has retired from active duty and is currently mayor of Ketchikan, the vehicle is still available to local law enforcement if needed. Operating it is similar to driving a heavy truck, although visibility is understandably limited.
Like any heavy-duty commercial vehicle, it uses air brakes. Currently, the vehicle is only two-wheel drive but can be made 4WD — at the moment Rodney has it disconnected. The independent center wheels serve as backup to keep the vehicle stable and driving in case the others are destroyed and function on a hydraulic system that can be raised to make tighter turns. Rodney tells us it has a better turning radius than his pickup.
You might be asking yourself how it’s possible to own one of these unless your golfing buddies work for the State Department. It’s actually easier than you might think. Rodney tells us no special permitting was required to purchase it because it was shipped over as “demilitarized,” meaning the grenade launchers and guns are disabled. The main armament was originally a Browning .30 cal, but Rodney replaced the barrel with one from a 20mm Vulcan cannon, which is merely for looks. Rodney does have a .50-cal BMG that he could use in the periscope-equipped turret if needed.
“People interested in purchasing a vehicle like this should search the military forums online,” Rodney says. “There’s a few different companies that sell military surplus vehicles. It’s not easy to find one like this for sale in the country, but you can definitely find one in Europe and import it. Sometimes they have similar ones on eBay under the military vehicles section. If you buy one, you have to do one of two things: Understand that it’s something you can just drive on a limited basis because they break down periodically, or you’re going to have to modernize it with a current drivetrain and other components.”
As was the case with Rodney, owning one will require finding a specialized mechanic who knows how (and is willing) to service it, upgrade it, and can possibly fabricate parts. Given the inflated weight, if you get it stuck somewhere you better have the number for a big-rig tow truck company saved on your phone.
To comply with the formalities for street legality, Rodney had to get it inspected, pay for a surety bond, and register it as a special-use vehicle. Believe it or not, it’s insured through a well-known insurance provider and only costs him about 0 annually. “People need to make sure they get a vehicle like this titled so they can register it,” Rodney says. “Every state is different on what they’ll allow and consider ‘special use,’ but I registered it in a similar manner as companies that take old amphibious WWII vehicles and use them for tourists.”
If you’re part of the thin blue line and having trouble convincing the tribal elders why they should appropriate funds to acquire a vehicle like this, be sure and remind them about the situation that prompted Rodney to purchase his. If that doesn’t work, try mentioning Shawn Nelson, who stole an M60A3 Patton tank from a National Guard armory in 1995 and went on a rampage in San Diego, California. You could also relay the “killdozer” case of Marvin Heemeyer, who rigged up his D355A bulldozer with extra armor before deciding to go out and demolish several buildings in Granby, Colorado, in reaction to his ongoing disputes with city officials.
Rodney’s vehicle might’ve already looked familiar to you, as it’s also been featured on an episode of Doomsday Preppers. If you’re looking to get one for a SHTF situation, it’s perfectly legal (and we think commendable) for private citizens to procure a Saracen and vehicles of the same ilk. See the sidebar for used military vehicle resources. Just like having an AR, though, you’re bound to get resistance from the local yokels who want to undermine your ability to own it on the grounds that it’s impractical, threatening, and that you “don’t need it.” We’re sure you’ve heard all these arguments before. Anyone who thinks the worst examples of human nature only exist in third-world countries is clearly well on their way to Mensa membership. Think we’re immune to a failed state? Go repeat remedial world history. Go directly to remedial world history. Do not pass “Go.” Do not collect 0.
At this point Rodney estimates he has about 0,000 of his own money sunk into the Saracen, but has it out on the road regularly and might even be spotted in a local drive-thru. Something about a politician who owns an APC makes us want to reach deep into our pockets to help him with his future campaign endeavors. Hopefully, his next step is running for Congress.
The Marine Corps is a department of the Navy, there’s no question about it. But when Marines go on ship, it can be a frustrating time for them. Being separated from the rest of the world, getting sea sick, or just wasting time on your command’s idea to make itself look good in front of the Navy makes the experience horrendous.
Some Marines might actually like the idea of going on ship. It gives you the chance to experience the world in a way not many others will be able to. What usually ends up killing the enthusiasm, however, is what ends up happening on ship. It usually causes Marines to hate their lives even more than they already do.
Here are just a few of those things.
You’ll just have to find the time.
(U.S. Marine Corps photo by Lance Cpl. Jasmine Price)
It’s important to note that larger ships will have plenty more gyms but on smaller ships, the options are extremely limited. Given the fact that you’ll be at sea for a long periods at a time, exercise is crucial. While the option to do cardio-based workouts exists, the ability to lift weights is one that many Marines choose to supplement the other options.
What trips you up is that the Navy sets specific time frames to allow Marines the chance to get their work-out in. The problem is that they take it upon themselves to take the best hours and give Marines the time slots where they’ll likely be working. What’s worse is you’ll find sailors working out during “green side” hours but Lord help you if you get caught during “blue side” hours.
You will end up paying at some point.
(U.S. Marine Corps photo by Lance Cpl. Immanuel Johnson)
We get it. Every unit on ship MUST give up a few bodies to assist in day-to-day tasks but it doesn’t change the fact that Marines get annoyed over having to go sort the trash.
Rude higher ranks
Before you go on ship, your First Sergeant will hammer you with learning Navy rank structure so you can give the proper greeting to whomever rates it. But you’ll find gradually that you won’t get the greeting back. Now, a Navy Chief isn’t required to return your “good morning” but it’s usually just common courtesy. This is what separates Marines from Sailors.
If you tell a Marine Staff Sergeant “good morning” they’ll return it happily, usually with a “good morning to you, devil dog,” but on ship, Sailors will just kind of scoff and keep walking. But rest assured, if you don’t give a proper greeting, your First Sergeant will hear about it.
The solution is simple: tell the other platoons to get off their asses and do some work.
(U.S. Marine Corps photo by Cpl. Juan A. Soto-Delgado)
“Breakouts” are when the mess deck needs to get food out of storage so they’ll set up a line of Marines and Sailors from one place to another to pass the supplies along in the easiest way possible. The annoying part actually comes at the fault of other Marines. A problem you’ll likely face is having to be the on-call Marine for every ship duty, every day.
You still have to show some respect, though.
(U.S. Marine Corps photo by Lance Cpl. Angel D. Travis)
Lack of respect
If you’re a Marine grunt on a Navy ship, don’t hold your breath waiting for respect from Naval officers because you’ll rarely get it, if at all. They’ll act like that snobby rich kid you knew in high school whose parents bought them everything and who never had to worry about any real problems, and they’ll treat you like the dirty trailer park kid who wears clothes from the second-hand store.
This isn’t the case for every officer on ship; some will be pretty down-to-Earth, but plenty will just look at you like a peasant and avoid you like the plague. At the end of the day, though, their job exists to support yours.
This makes you wonder what the hell happened and it adds to an already growing disdain toward the Navy.
(U.S. Marine Corps photo by Cpl. Juan A. Soto-Delgado)
Replenishment at sea
A RAS is where another ship pulls up next to yours to send supplies so you don’t find yourself starving or throwing a mutiny aboard the USS whatever. This usually comes just at the right time and you’ll be able to buy chips or whatever at the store. It’s a few hours of work but it’s well worth it.
Where the problem lies is that the ship will call upon every available person to line up and help with the effort and the Navy will send people to help but, over time, you’ll notice the Sailors have disappeared and only Marines are left.
Every combat arms branch within the United States Army comes with a long legacy. And with that legacy comes an accompanying piece of flair for their respective dress uniforms. Infantrymen rock a baby blue fourragere on their right shoulder, cavalrymen still wear their spurs and stetsons, and even Army aviators sport their very own badges in accordance with their position in the unit.
But long before the blue cords and spurs, another combat arms branch had their own unique uniform accouterment — one that has since been lost to time. Artillerymen once had scarlet red piping that ran down the side of their pant legs. In fact, these stripes were once so iconic that it gave rise to a nickname for artillerymen: “redlegs.“
Due to wartime restrictions, artillerymen stopped wearing the red piping during WWI — and it never made a comeback.
If you ask any young artilleryman at Fort Sill why they’re called “redlegs,” they’ll probably just look at you funny.
(Department of Defense photo by Margo Wright)
This fact is especially tragic because artillerymen wearing red stripes is one of the oldest military traditions of its kind. The blue cord of the infantry can only be traced as far back as the Korean War and cavalry’s stetson wasn’t invented until 1865. Meanwhile, artillerymen were rocking that red piping as far back as the 1830s.
During the 1800s, the role of the artilleryman was much more complex than most other roles in the Army at the time. Not just any bum off the street could walk into a job that required precise calculations to load the proper amount of gunpowder and fire the cannon at the perfect angle to hit the intended target.
While cannons were way too massive to carry into many fights, seeing the arrival of artillerymen meant that the U.S. Army meant business. Just seeing that red piping as artillerymen arrived on the scene during the Civil War was enough to inspire friendly troops and strike fear into enemies. The role of the artillerymen was crucial in the battles of Buena Vista, Bull Run, Palo Alto, and San Juan Hill.
I guess the only real debate here is if you give it to ADA as well or exclusively to field artillery.
Today, the role of the artilleryman has been reduced greatly. It’s not uncommon for artillerymen who were deployed to Afghanistan or Iraq to have more stories about their time on dismounted foot patrols with the infantrymen than ones about removing grid squares from the face of the Earth — after all, counter insurgency mostly forbids that level of wanton destruction.
Don’t get me wrong. There are still many artilleryman who’ve conducted fire missions into actual combat, but that number grows smaller and smaller with each passing year.
As field artillery units grow less common, their heritage is put at risk. At the same time, it seems as though the Army is increasingly leaning onto its historic roots for uniform ideas — as seen with the reintroduction of Army Greens.
Bringing back the distinctive red piping for artillerymen’s dress blues wouldn’t be that drastic of a change — or even that expensive — but it would be fitting. Dress blues are meant to honor the legacy of the soldiers of the American Revolution and Union Armies. What better way to do that than with an homage to the classic?
Communications troops don’t get nearly the amount of love that they deserve. Sure, the job description is very attractive to the more nerdy troops in formation and they’re far more likely to be in supporting roles than kicking in doors with the grunts, but they’re constantly working.
In Afghanistan, while everyone else is still asleep, the S-6 shop is up at 0430 doing radio work. This is just one of the many tasks the commo world is gifted with having.
(U.S. Army Photo)
The reason they’re up so early is because they need to change the communications security (or COMSEC) regularly. In order to ensure that no enemy force is able to hack their way into the military’s secure radio systems, the crypto-key that is encoded onto the radio is changed out.
Those keys are changed out at exactly the same moment everywhere around the world for all active radio systems. Because it would be impractical to set the time that COMSEC changes over at, the global time for radio systems is set in Zulu time, which is the current time in London’s GMT/UTC +0 time zone.
For troops stationed in Korea or Japan, this gives them a pleasant 0900 to change the COMSEC. Troops on America’s west coast have 1600 (which is great because it’s right before closeout formation.) If they’re stationed in Afghanistan however, they get the unarguably terrible time of 0430.
Each and every radio system that will be used needs to be refilled by the appropriate radio operator. When this is just before a patrol, the sole radio operator with the SKL (the device used to encrypt radios) will usually be jokingly heckled to move faster. The process usually takes a few minutes per radio, which could take a while.
This is also why the radios themselves are set to Zulu time. If the radio is not programmed to Zulu time — or if it’s slightly off —it won’t read the encryption right and radio transmissions won’t be effective. This goes to the exact second.
So maybe cut your radio guy some slack. The only time they could be spending sleeping is used to program radios.