Richard Rice did two tours in the Vietnam War and went on to have the kind of 30 year career in Special Forces that spanned every major conflict and mission of his generation. And in 2017, he went back to Vietnam for the first time since “Vietnam.”
In this episode, Rich visits the Maison Centrale in Hanoi aka “The Hanoi Hilton.”
I could feel Rich going back in time – planning how his MACV-SOG team could rescue the POW’s trapped behind these walls some 45 years ago.
The approach was beautiful. Wide sidewalks around a lake with a floating ancient temple, past a white tulip garden down a tree-lined street full of Sunday revelers and coffee shops and the excitement of abandon. It felt like Paris.
We turned a corner and then became now deep in our guts and the prison doors were wide open, the scrolled Maison Centrale almost luring us in. We’d been all over Vietnam to date, retracing so many of Rich’s steps of yesteryears and yet here, in this moment, his tension was my tension and we felt trapped. We were just standing there on a sidewalk in front of the Hanoi Hilton beneath the high-rises and the rooftop bars, surrounded by the din of motorbikes and indifference.
There’s nowhere to go, really, if you just want to stand there and feel what it feels like to remember something you wish you could have done, but never did. Five minutes, ten minutes, I can’t remember. But there we stayed. I had a few beers in my ruck and we cracked them open and began another journey back to 2018.
Rich looked around and said, “You know, I’m gonna chalk this up to an impossible mission. I would have happily volunteered to try to get our guys out, but this is impossible.” And he shook his head once and took a deep breath and his consolation prize was seeing it with his own two eyes.
It’s the only time I’ve ever heard him say the word impossible.
We raised a toast to those who had sacrificed so much inside those walls, and beyond.
The doors were still open but we didn’t want to go in, but we didn’t want to leave. We took a few pictures, Rich said he couldn’t believe he was standing in front of the Hanoi Hilton, drinking a beer. “Of all the things I ever thought I’d do in life, I never thought I’d be doing this. This is crazy.”
And then there was a family next to us and their young boy, whose shirt said “If I was a bird, I know who I’d shit on,” and he kept making peace signs and goofy faces, just like my son does back home. How do you not laugh?
The mom said with a big smile, “Are you from America?” Rich said, “Yes ma’am we are. Are you from here?”
“Yes, Hanoi,” she said, pointing to the ground we were standing on.
So many worlds collided in that moment, and all of them were better for it. It was never and will never be the time to forget, but it was time to move on, to close a circle. A couple pictures with our new friends, one final toast to the fallen, and we were on our way.
A few years back, Rich and I had an immediate connection because we both served in Special Forces. But we became friends as we experienced Vietnam together – the kind of friends you can count on one hand how many you’ll have in your whole life, if you’re lucky.
He did two tours in the war and went on to have the kind of 30 year career in Special Forces that spanned every major conflict and mission of his generation. A lot of people would call him a hero, a warrior, an American badass, the list goes on.
But all he ever wanted to do was serve America honorably, and earn the respect of the men to his left and right. And he describes himself as lucky to be alive, and then he smiles and says nobody owes him a damn thing. So if you meet him, just call him Rich.
The camouflaged ghillie suits worn by US snipers are vital tools that enhance concealment, offering greater survivability and lethality, but these suits are in desperate need of an upgrade.
The US Army is currently testing new camouflaged ghillie suits to better protect soldiers and make them deadlier to enemies.
Trained snipers from across the service recently gathered at Eglin Air Force Base in Florida to conduct visual testing for several prototypes, an important preliminary evaluation, the Army revealed in December 2018.
The current ghillie suit, known as the Flame Resistant Ghillie System, is shown here. A new suit, called the Improved Ghillie System, or IGS, is under development.
(US Army photo)
What are ghillie suits?
A ghillie suit is a type of camouflaged clothing designed to help snipers disappear in any environment, be it desert, woodland, sand, or snow.
“A sniper’s mission dictates that he remains concealed in order to be successful,” Staff Sgt. Ricky Labistre, a sniper with 1st Battalion, 160th Infantry Regiment of the California National Guard explainedrecently. “Ghillie suits provide snipers that edge and flexibility to maintain a concealed position, which is partial to our trade.”
A 1st Battalion, 175th Infantry Soldier practices camouflage, cover and concealment with the fire-resistant ghillie suit during training at Fort A.P. Hill, Va., in November 2012.
(US Army photo)
What are Army snipers wearing now?
The Flame Resistant Ghillie System (FRGS) suits currently worn by US snipers were first fielded in 2012, appearing at the Army Sniper School, the Marine Corps Scout Sniper School and the Special Operations Target Interdiction Course.
The Army has decided that these suits need a few critical improvements.
The FRGS suits are heavy, uncomfortable, and hot, Debbie Williams, a systems acquisition expert with Program Executive Office Soldier, said in a statement in October 2018.
“The current [accessory] kit is thick and heavy and comes with a lot of pieces that aren’t used,” Maj. WaiWah Ellison, an assistant product manager with PEO Soldier explained, adding that “soldiers are creating ghillie suits with their own materials to match their personal preference.”
But, most importantly, existing US military camouflage is increasingly vulnerable to the improved capabilities of America’s adversaries.
“The battlefield has changed, and our enemies possess the capabilities that allow them to better spot our snipers. It’s time for an update to the current system,” Sgt. Bryce Fox, a sniper team leader with 2nd Battalion, 505th Infantry Regiment, said in a recent statement.
A southern black racer snake slithers across the rifle barrel held by junior Army National Guard sniper Pfc. William Snyder as he practices woodland stalking in a camouflaged ghillie suit at Eglin Air Force Base, April 7, 2018.
(U.S. Army Staff Sgt. William Frye)
What is the Army developing to replace the existing suits?
The Army plans to eventually replace the FRGS suits with Improved Ghillie System (IGS) suits.
The new IGS suits, part of the Army’s increased focus on military modernization, are expected to be made of a lighter, more breathable material that can also offer the stiffness required to effectively camouflage the wearer.
The ghillie suits will still be flame resistant, a necessity after two soldiers from the Army’s 11th Armored Cavalry Regiment burned to death after their camouflaged sniper gear caught fire in Iraq; however, that protection will primarily be provided by the combat uniform worn underneath.
The new suits will also be modular, which means that snipers will be able to take them apart in the field, adding or subtracting pieces, such as sleeves, leggings, veils, capes, and so on, as needed.
An Army sniper scans the terrain in front of him as part of the Improved Ghillie System visual testing at Eglin Air Force Base in November 2018.
(US Army photo)
How are the new suits being tested?
Snipers from special forces and Ranger regiments, as well as conventional forces, came together at Eglin Air Force base for a few days in early November 2018 for daytime visual testing of IGS prototypes, the Army said in a statement in December 2018.
The testing involved an activity akin to a game of hide-and-seek. Snipers in IGS suits concealed themselves in woodland and desert environments while other snipers attempted to spot them at distances ranging from 10 to 200 meters.
In addition to daytime visual testing, the IGS suits will be put through full-spectrum testing carried out by the Army Night-Vision Laboratory and acoustic testing by the Army Research Laboratory.
The Army Research Laboratory will also test tear resistance and fire retardant capabilities.
Once the initial testing is completed, a limited user evaluation ought to be conducted next spring at the sniper school at Fort Benning in Georgia. The Army is expected to order 3,500 IGS suits for approximately 3,300 snipers with the Army and Special Operations Command.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The young pilot struggled against dust and wind that swirled 10,000 feet above valleys sandwiched between Mexico’s Sierra Madre mountains. He had only a rudimentary pair of plain glass goggles to protect his face. Yet he was determined to find the trail of the rebel bandit Pancho Villa who had recently led a raid into New Mexico that killed eight U.S. Soldiers and 10 American civilians.
That young pilot, Capt. Benjamin Foulois, was in one of eight Curtis JN-3 “Jenny” biplanes participating in the search. The planes were powered with 90-horsepower engines that had a rough time just staying airborne, but they led a reconnaissance mission to kick off Gen. John J. Pershing’s punitive expedition into Mexico.
It was March 1916, little more than a decade after the Wright Brothers’ inaugural flight at Kitty Hawk, North Carolina, and only seven years after Foulois was taught to fly by Orville Wright himself, becoming the first military aviator. He later became a major general, and in 1931 was appointed Chief of the U.S. Army Air Corps.
That small unit of Jenny biplanes, in search of Villa and his Mexican marauders more than 100 years ago, were members of the 1st Aero Squadron, the first aviation unit to participate directly in a military action, flying 346 hours on 540 flights during Pershing’s expedition. The first mission covered more than 19,300 miles, and included aerial reconnaissance and photography as well as transporting mail and official dispatches.
The first Curtiss JNÐ2s of 1st Aero Squadron at the Signal Corps Aviation School, North Island, Cali. Sgt. Vernon L. Burge stands under the propeller. In the cockpit is Capt. Benjamin Foulois and second man from the right is Jacob Bollinger.
The squadron was formed March 5, 1913, giving it the distinction of being the oldest flying squadron still in existence.
The unit has alternated between reconnaissance and bombing missions and had its name tweaked 14 times since the provisional 1st Aero Squadron unfurled its colors in Texas City, Texas. Its Airmen have flown 47 different types of aircraft and served in more than 50 locations throughout the world.
In the year of the 1st Aero Squadron’s formation, Lt. Thomas D. Milling, instructor, and Lt. Fred Seydel, student, are at the controls of a Wright C., SC-16 Trainer on airfield in Texas City, Texas, May 1913. In front of the plane, 8 other soldiers in uniform and a civilian in white shirt and bow tie stand posed facing the camera.
Today, it’s the 1st Reconnaissance Squadron, a part of the 9th Reconnaissance Wing at Beale Air Force Base, California, with the responsibility of training high-altitude intelligence, surveillance and reconnaissance RQ-4 Global Hawk and U-2S pilots and sensor operators.
The squadron has a reputation for being a pioneer in establishing ISR capability and establishing a legacy of supplying critical information to combatant commanders across the joint force.
“The legacy of the 1st Recon Squadron is a microcosm of the legacy of the Air Force,” said Richard Rodrigues, former 9th RW historian. “It was the organization that pioneered the first tactical deployment of U.S. military airpower, and it helped create some of our early leaders that had an impact on the Air Service and later the Air Corps.”
U.S. Air Force U-2S Dragon Lady Intelligence, Surveillance and Reconnaissance Aircraft instructor pilots from the 1st Reconnaissance Squadron pose for a photo in front of a two seat U-2S Aug. 17, 2012 at Beale Air Force Base, Calif. Less people have piloted the U-2 than have earned Super Bowl rings.
A little over a year after its famous recon mission over Mexico, the squadron would enter World War I, traveling from New Mexico to New York, then by ship across the Atlantic to land in Le Havre, France and become the first American squadron to enter the war. The 1st Aero Squadron took on the role as an observation unit, initially flying the French Dorand AR 1 and 2 aircraft, a two-seater recon plane, and later the Salmson 2A2.
According to Rodrigues, the squadron was in constant action throughout the “Great War” supplying divisional commanders vital information as to where the front line elements actually were, where artillery barrages need to be laid down in advance of the infantry and for causing disruption to enemy forces behind lines. Later, as positions became stabilized, photographs were obtained behind enemy lines to learn the dispositions of enemy forces.
A Salmson 2A2 of the 1st Aero Squadron over France during WWI, 1918.
“The unit aided the stand of the Marines at Chateau-Thierry and prevented the German army from crossing the Marne River. The squadron also fought at Aisne-Marne, St. Mihiel and Meuse-Argonne, all important campaigns for the allies,” said Rodrigues. Those campaign victories represent the four Maltese crosses found on the 9th RW’s unit emblem.
Rodrigues added that although reconnaissance and artillery surveillance were the primary duties of the 1st AS, squadron pilots flying French SPAD fighters scored 13 aerial victories, represented by 13 Maltese crosses on the 1st Recon Squadron’s emblem. A total of 16 officers lost their lives, with three more missing in action.
After the war, the mission and the name of the unit changed to the 1st Observation Squadron, with the unit relocating to Camp Mills, New York. Its base would change names to Mitchel Field, and observation aircraft would be updated to the Douglas O-2, Curtiss O-1 and O-39. The unit would keep its observation role until 1935. They even used Douglass O-35s to deliver the U.S. Mail.
The unit then made a huge overhaul, going from observation unit to bomber squadron: the 1st Bombardment Squadron. The observation planes were replaced with Martin B-10 and Douglas B-18 bombers and the Airmen began learning new tactics at large training sites in Maryland, Florida, California, Michigan, and Virginia.
At the outset of World War II in 1942, the 1st BS moved to the island of Trinidad to strengthen defenses around the Panama Canal and defend against German U-boat attacks in the Caribbean and Atlantic. In October 1942 the squadron set up a tactics and bombing school in Florida.
A 1st Bombardment Squadron Boeing B-29-50-BW Superfortress tail number 42-24791 nicknamed the “Big Time Operator.” After storage at Naval Air Station, China Lake, Cali, the nose of the bomber was acquired by the Air Force Museum and was grafted onto museum building at Beale AFB, Cali. in 1986.
In February 1945, the squadron began flying B-29s from Tinian Island in the Marianas chain as part of the 20th Air Force. The squadron completed 71 combat missions, including bombing raids over Iwo Jima in preparation for its invasion by U.S. Marines and night incendiary raids on the Japanese home islands, winning two Distinguished Unit citations. After the Japanese surrender in 1945, a round-robin of assignments throughout the Pacific kept the squadron fully employed.
While stationed in Guam in 1947, the newly created Department of the Air Force issued orders to deactivate the unit.
However, the Air Force rescinded those orders and instead moved the unit to Topeka, Kansas, where it joined Strategic Air Command and became the 1st Strategic Reconnaissance Squadron. The squadron’s unbroken lineage remained intact.
With U.S. and the Soviet Union entering a global standoff known as the Cold War, the squadron returned to its bombing role, armed again with B-29s, including three nuclear-capable B-29MR bombers. It participated in several rotations between Travis AFB, California, and Guam during the Korean War. Then in 1953, it was transferred to Mountain Home AFB, Idaho, where it flew the B-47 Stratojet bombers.
Crew members in front of a B-47E Stratojet of the 1st Bombardment Squadron, 9th Bombardment Wing at Mountain Home AFB, Idaho in 1956.
For the next 12 years, the squadron would play an important part in America’s nuclear deterrent force and began a series of deployments to England, Guam, Okinawa and Alaska. Then the squadron’s mission would dramatically change once again with the secret development of a new plane by Lockheed Aircraft Company.
The SR-71 “Blackbird” was announced by President Lyndon B. Johnson and joined the Air Force inventory in 1966. This new, advanced surveillance aircraft gave the Air Force an intelligence weapon that could fly three times the speed of sound, at altitudes higher than 80,000 feet. The SR-71’s versatility included simple battlefield surveillance, multiple-sensor high-performance interdiction reconnaissance, and strategic surveillance over large areas of the world. It used the most advanced observation equipment in the world, carrying sensors with a 45 degree viewing angle on each side that could survey 100,000 square miles in an hour. It would totally change the future for the Air Force’s oldest flying squadron.
The 1st SRS was now in its heyday, gathering photographic and electronic intelligence products over Southeast Asian nations during the Vietnam War. The unit moved to its current location at Beale AFB in June 1966, and the 1st SRS was on its way to conducting missions that supported national intelligence-gathering requirements.
Retired Lt. Col. Tony Bevacqua was one of those early SR-71 pilots at Beale AFB and said what he and other pilots did in the 1960s was no different from Orville Wright or the Global Hawk flights today.
“We made history then, and we continue to make history today,” Bevacqua said.
He and Maj. Jerry Crew were on their first mission over Hanoi, their third over North Vietnam, when a SA-2 missile fired on them, passing just ahead and below their aircraft. It was the first time an SR-71 had ever been fired upon. By the time Bevacqua retired in 1973, he had logged nearly 750 hours in the Blackbird.
An SR-71B Blackbird sits on the runway after sundown.
After the war, 1st SRS Airmen logged some spectacular accomplishments. Of these the most notable were the SR-71 speed runs from New York to London and from London to Los Angeles. On Sept. 14, 1974, Maj. James Sullivan, pilot and Maj. Noel Widdifield, RSO, flew their SR-71 from New York to London in 1 hour, 55 minutes, 42 seconds for an average speed of 1,817 mph.
The SR-71 crew of Capt. Harold Adams, pilot, and Maj. William Machorek, RSO, established a record for the London to Los Angeles route when they flew the 5,645 mile leg in 3 hours, 48 minutes on Sept. 13.
For budgetary reasons, the SR-71 was retired from the Air Force inventory in 1990. The Blackbird’s final journey was from California to Washington D.C. where it became part of the collection at the Smithsonian Institution. It was an SR-71 flown by the 1st SRS crew, which made the coast-to-coast trip in a record time of 68 minutes, 17 seconds—at a record speed of 2,242.48 mph.
Today, the squadron is the formal initial training unit for the U-2 Dragon Lady and RQ-4 Global Hawk.
The squadron recruits and trains all the U-2 pilots that fly high-altitude reconnaissance flights around the world. After initial interviews, orientation flights, and selection for the program, new pilots undergo approximately six months of extensive training, including 20 sorties in the U-2. The rigorous flying training programs produce 24 U-2S pilots, 48 RQ-4 pilots, and 36 RQ-4 sensor operators annually.
Upon graduation, crewmembers are not only mission-ready in the U-2, but also checked out in the T-38 companion trainer. They then transfer to the 99th Reconnaissance Squadron and prepare for a tour at one of the overseas detachments.
Airmen work on an RQ-4 Global Hawk after it returned to Beale Air Force Base, Calif., as part of a four-ship rotation out of the theater.
The 1st RS also trains mission planners. Mission planners have to know the wing’s mission, the aircraft and sensors capabilities, plus detailed information on target and threat assessment at specific locations. After planners complete training, they deploy to the overseas detachments and design flight tracks that allow pilots to gather the best data with the least personal risk.
According to former squadron commander Lt. Col. Stephen Rodriguez, the 1st RS’s mission isn’t that much different from the one over New Mexico 100 years ago.
“It’s interesting because the first mission with aircraft was to be the eyes for the troops on the ground,” said Rodriguez. “The old mission was an extension of the ground troops, but it’s evolved. We organize, train and equip our squadron members to be leaders in the ISR mission. We are the eyes and ears of the nation and our fighting forces, and we operate over a broad spectrum of conflict.”
The 1st RS aims to increase their level of experience with a new, innovative Aviation Fundamentals Training program funded through the Squadron Innovation Fund.
“We are having our RQ-4 student pilots receive additional training flying with the Beale Aero Club while they are going through the Formal Training Unit,” said Maj. Daniel, 13th Reconnaissance Squadron FTU flight commander. “It is a continuation of the training they receive in Initial Flight Training.”
The FTU partnered with the Beale Aero Club to ensure pilots receive more experience in the local airspace by taking to the cockpit and flying aircraft closer to those flown early in the previous century: Cessna 172s.
“We started it to give the new pilots more experience in the air,” said Daniel. “AFT is designed to essentially improve airmanship, communication and situational awareness. We just wanted to give them more experience for when they show up to their operational Global Hawk units.”
AFT has already shown promising signs, and if it continues to receive funding, it could become an integral part of Global Hawk pilot training.
“I think the more experience we can give a pilot flying in the air will pay dividends years down the road,” said Daniel. “They are going to be better pilots operationally flying the Global Hawk, which is a mission with huge implications. They will also be better pilots when they become instructors themselves.”
For nearly a century, the 1st RS, the Air Force’s oldest squadron, continues to play a vital role in America’s defense.
Crew members of the 1st Aero Squadron next to a Salmson 2A2 painted with the American flag squadron emblem during WWI in France in 1918.
This article originally appeared on Airman Magazine. Follow @AirmanMagazine on Twitter.
Men aren’t the only ones lighting up their enemies on the battlefield. These 6 elite military units are staffed entirely by women.
1. Kurdish Women’s Defense Units
The Kurdish YPJ is a female militia that began in 2012 as part of the Kurdish resistance to ISIS and the al-Nusra Front. They’ve fought in numerous battles and have a psychological impact on the men they fight because ISIS fighters believe they can’t go to heaven if killed by a woman.
China has a single female special forces unit. Based in Hong Kong, the unit boasts 50 highly-trained combatants.
4. Russian female airborne battalion
These women train at the Russian airborne academy to become officers in charge of paratroopers. They learn how to conduct an airborne insertion, how best to maneuver as a unit on the battlefield, and how to shoot their enemies center mass.
5. Swedish Women’s Voluntary Defence Service
Commonly called the Lotta Corps, these women are part of the national defense plan for Sweden should it be invaded. They are trained in basic military tactics and strategy, but are a reserve force. Like the U.S. Army Reserves, their primary jobs are combat support or combat service support rather than frontline combat.
6. Libyan “Revolutionary Nuns”
Though it was disbanded following the Libyan Civil War, this elite cadre of bodyguards were key to dictator Muammar Gaddafi’s personal security. They were highly trained in firearms and martial arts. In an attack in 1998, one woman was killed after leaping onto Gaddafi while he was being shot at by Libyan rebels.
On November 12, former Navy SEAL Kaj Larsen was part of an impromptu mission to land on the beaches of Malibu and recover people hemmed in by California wildfires. Thanks to the Navy SEAL, his friends, and a private yacht, medical personnel were able to reach stranded survivors and several residents could finally make it past the fire line to safety.
The adventure started when the president of a music management company, Jeff Jampol, learned that a friend’s house was made inaccessible by the quick progress of the Woolsey Fire around Malibu, California.
This is distinct from the Camp Fire burning in northern California, but together, the two fires have killed at least 50 people. A third fire, the Hill Fire, is burning in Ventura County but is largely contained.
Jampol offered the use of his private yacht to help the friend check on his home, but quickly realized that other people attempting to survive the fires might need assistance as well. The Woolsey Fire has forced the closure of many roads and some airspace in the area nearby. This has limited the flow of necessary supplies, like water, food, and medical equipment. It also stranded some pets behind the closed logistics lines, leaving some owners eager to attempt a rescue.
So, Jampol asked friends Kaj Larsen and Mace Camhe to help plan the mission and ferry supplies. The men quickly agreed and a call was put out on social media for people who needed to get into Malibu and people who needed to get out. They called emergency coordinators before departing to ensure that their mission wouldn’t cause headaches for the already over-tasked first responders.
The video below comes from Kaj Larsen and shows the small boat leaving the yacht en route to the beach:
“[Jampol] called me up and said he was going to take his yacht up to Malibu to assist people, he needed me to help,” Larsen told WATM. “Last thing I wanted to do was head up in the dark to the smoke and fires and get in the ocean as the winds were kicking up, but as you know, everyone wants to be a frogman on a sunny day. It’s moments like this that you earn your trident.”
“We headed up through the smoke to multiple points along the Malibu coast where we could insert folks close to their homes, before extracting them for safety,” Larsen said. “Because the roads are still closed, going over the beach was the only way people could check on their homes and lives. The anxiety among the group was palpable because the potential loss was great.”
Jampol told Variety that they were able to land 12 people who needed to get in, including a doctor and his assistants, as well as pull out 10 people who needed to evacuate. They also landed necessary supplies before retrieving all 12 people they had landed on the shore. Larsen, as one of the most experienced with coastal operations, spent most of his time going back and forth with the small boat and inflatable paddle boards.
These were necessary because the yacht could not come in past the surf line without risking running aground.
“I made about 30 trips over the beach through the surf line and back, double paddling people and supplies onto the beach,” he said. “I wore a mask because the air quality was so sh*tty, which made paddling people in and out through the surf intense. It was like a supercharged workout. One of the doctors had about 150 pounds of O2 that I swam in over the beach to get the supplies to first responders.”
One of the property owners who was able to grab valuables from his home and give it a quick coat of water, Ron Stoliar, sent WATM a quick statement of gratitude for the men who organized the mission (lightly edited for clarity):
“No words can describe my gratitude to Jeff for allowing me the privilege of being part of the adventure and his kindness of supporting our efforts, what a ship. To both Mace and Kaj for their professionalism, knowledge, toughness, dedication to the mission, and, most importantly, brotherhood. You gentlemen are the epitome of warriors. You brought me back 20 years to my days of service and reminded me of relationships built by men of tremendous respect and kinship, and can mostly be described by ‘I’d take a bullet for you brothers.'”
In the end, the men were able to, over a six-hour window, land hundreds of pounds of supplies and get 10 stranded people out. During the final movement from the shore back to the ship, Larsen was forced to jump into the water and be towed behind as his vessel began taking on water.
Jampol and Larsen have both made it clear that the best part of it for them was seeing how people came together in the face of the deadly fires.
“There are only so many multi-million dollar yachts in Marina Del Rey,” Larsen said, “…it was an honor to do our small part and an honor to be of service with those two guys. As sad as I am about the fires devastating the state, if there is a silver lining, it’s in all the amazing members of the community who have rallied to donate and volunteer and help. This is the definition of Charlie Mike. Continuing the Mission.”
They weren’t the only ones out there over the past few days, either. The Malibu Chamber of Commerce sent out a message to those still in the city that seven boats were at Paradise Cove with fuel and supplies around the same time as Larsen’s mission. Howard Leight, a billionaire possibly best known for his winery, piloted his yacht near the city on Tuesday as well.
For the ten days immediately after you graduate Marine Corps boot camp, you’ll feel like the world’s biggest badass. That brief high comes to a crashing halt when you report to the School of Infantry. If you’re a poor crayon-eater who signed an infantry contract, you go to the Infantry Training Battalion. You’ll arrive thinking that becoming a Marine means you’ve been given superhuman abilities only to very quickly find your all-too-human limits.
There, you’ll be deprived of sleep (yet again) and you won’t be fed on a regular schedule. It’s not a fun experience, but you’ll come out the other side a better warrior, a lethal Marine. Still, that doesn’t mean we should ignore all the following reasons why the Infantry Training Battalion is terrible.
In retrospect, boot camp isn’t so bad…
(U.S. Marine Corps)
You thought boot camp was as bad as it gets…
…and you were wrong. So, so wrong. Your Drill Instructors built you up to think that earning the title of Marine was the toughest task on Earth. You used that promise to reason with yourself — nothing else will ever be this bad, right? Then you get to the School of Infantry and realize that boot camp was only the worst time of your life up until that point.
Spoiler alert: You’re not as tough as you think you are.
(U.S. Marine Corps)
You’ll show up cocky
There’s a level of pride that comes with becoming a Marine. Fresh out of boot camp, many of us take that pride a step too far and become just plain cocky. When you get to SOI, you learn the hard way the pride comes before the fall. You’re quickly put in place and realize you’re just a small detail in a much bigger picture. You are far from the toughest guy around.
You actually get some time off
West Coasters know what we’re talking about — you get your weekends, if you’re lucky enough to be spared the wrath of your Combat Instructors, that is. This sounds like a good thing, but it makes Sunday mornings unbearable. Dread sets in as you anticipate the return of the week… and your Combat Instructors.
You’re sleep deprived the entire time
In boot camp, Drill Instructors are required to allow you eight hours of sleep per night — with the exception of the Crucible. Maybe that’s a rule for Combat Instructors, too, but, if you’re a grunt, it sure as hell doesn’t seem like it is. You’ll find yourself standing in front of your wall locker at 2 a.m. wondering what the f*** you’re doing.
Combat instructors are just… scary.
(U.S. Marine Corps)
The Combat Instructors are scarier
Drill Instructors are scary at first, but you get used to them. Your Combat Instructors are plain terrifying and they never stop being that way, not even after you graduate.
You get used to them after a while.
(U.S. Marine Corps)
You eat MREs all day
Nobody likes MREs — nobody. This sucks, but it’s best to consider it training in its own right because, as a grunt, you’re going to eat a lot of them.
Still, that doesn’t make them taste any less like cardboard dog sh*t.
China is planning to install new propulsion technology on its newest classes of submarines, making them much harder for American sonar systems to detect and track.
According to a Chinese media report, Beijing is developing pump-jet propulsion for its subs. The system has been widely used on American and British submarines since it offers much more noise reduction than conventional submarine propellers.
One of the People’s Liberation Army Navy’s top engineers, Rear Adm. Ma Weiming, told China Central Television that the Chinese propulsion technology “is now way ahead of the United States, which has also been developing similar technology.”
Ma is said to be held in very high regard by navy brass. At one point, a photo posted on social media showed the commander of the People’s Liberation Army Navy holding an umbrella over Ma’s head, a sure sign his expertise is revered in Beijing.
The Chinese are reportedly slated to introduce the technology on some of their Type 095 submarines, known to NATO as the Sui-class, as well as the Type 096 class of nuclear-powered ballistic missile submarines. According to GlobalSecurity.org, the Type 095 displaces about 7,900 tons, and is armed with a number of 21-inch torpedo tubes, and the ability to fire land-attack cruise missiles and YJ-83 anti-ship missiles.
China’s current nuclear submarine fleet includes a mix of Type 091 Han-class and Type 093 Shang-class attack submarines and Type 092 Xia-class and Type 094 Jin-class attach submarines. The Han-class submarines were particularly noted for their noisiness while operating, while the Shang-class submarines are considered to be comparable to the Soviet-era Victor III-class vessels.
As if Avengers: Endgame wasn’t dramatic enough, health officials in California are now warning moviegoers who attended the midnight screening of the flick at the AMC Movie Theater in Fullerton on April 25, 2019, that they may have been exposed to measles.
According to the Orange County Health Care agency, a 20-something woman, who did not know at the time that she had measles, was in the audience for the April 25, 2019 show. She was later diagnosed as the first confirmed case of measles in Orange County.
Since the highly contagious virus can stay in the air for up to two hours after the infected person has left, the agency advises anyone who was at the theater between the hours of 11 p.m. and 4 a.m. to check their vaccination history and keep an eye out for common measles symptoms which include a runny nose, fever, and a red rash.
Officials are also reminding people who think they may have the measles to call their doctor before going to the physician’s office to prevent infecting others.
After learning about the possible exposure, one of the movie theater employees, Carlee Greer-McNeill, told NBC Los Angeles that he never thought to feel unsafe at his job or anywhere in Orange County. She said, “If you know you have the measles, please don’t come to a movie theater, let alone a public place.”
Currently, the U.S. is in the middle of the worst measles outbreak since 1994, with 704 cases reported so far this year across 22 states. California, in particular, has been hit hard by the infectious disease, with 38 confirmed cases. The Health Care Agency urges people to get vaccinated if they aren’t already. “The MMR vaccine is a simple, inexpensive, and very effective measure to prevent the spread of this serious virus,” Dr. Nichole Quick, Interim County Health Officer, said in a press release.
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.
The Chinese shipbuilder that’s constructing Beijing’s third aircraft carrier, Type 002, leaked an artist’s impression of that carrier on social media in late June 2018 that heightened intrigue about China’s naval ambitions before quickly taking it down.
The China Shipbuilding Industry Corporation photo showed the future Type 002 with a large flight deck that featured an angled landing strip and three electro-magentic catapult launching systems — all of which represent a technologic leap to the kind of supercarriers fielded by the US Navy.
It’s expected to be a 70,000-ton ship that’s finished by 2021, if all goes according to plan.
Compare that to China’s second carrier, Type 001A — it has a built-in ski jump on the flight deck and uses an old-fashioned short take-off but arrested recovery launching system that limits the speed of launches and the size of the armaments fighters carry.
Type 002’s features will be much more advanced than Type 001A , allowing the People’s Liberation Army-Navy to deploy a greater number and variety of aircraft — and to deploy the aircraft more quickly. If the supercarrier works as planned — and that’s a big, if — it would make the Chinese navy one of the most powerful in the world.
Type 001A aircraft carrier after launch at Dalian in 2017.
And this appears to be just the beginning.
China has grand ambitions for a world-class navy, and is even building a fourth carrier , which will reportedly be nuclear-powered and possibly match the specifications of the US’ Nimitz-class carriers the US Navy has operated for half a century.
A modern supercarrier would leap China ahead of Russia, which has only one carrier that’s breakdown-prone, to rival only France and the United States, the only navies that boast nuclear-powered supercarriers that launch planes with catapults.
The “interesting question is what do they intend these carriers to do,” Daniel Kliman, a senior fellow in the Asia-Pacific Security Program at the Center for a New American Security, told Business Insider. “What would it enable China to achieve?”
“A lot of it’s prestige,” Kliman said. And prestige is also about domestic politics.
“There’s a lot of popular attention in China to its carrier program,” said Kliman, who added that a supercarrier is also an effective means to project power in the Asia-Pacific region and beyond, much as the US has used them for decades.
“Beyond that, China does see a real need to protect its far-flung investments and protect market access overseas,” Kliman said. “Carriers are certainly useful in that role.”
Whatever the intentions, these supercarriers would vastly expand China’s ability to project power into contested areas at sea and to fly missions overland.
“Either they’re going to try to take the fight to the enemy or it’s about prestige,” Eric Wertheim, a naval expert with the US Naval Institute, told Business Insider, adding that it’s probably “a little bit of both.”
Wertheim said that people were seen crying when China’s first carrier, the Liaoning, was commissioned because “there was such pride.”
Wertheim and Kliman also agreed that China would initially use their current and future carriers to project power in the East and South China Seas, especially the latter.
Ultimately though, China really doesn’t need carriers to achieve its territorial objectives in the East and South China Seas. “Everything’s within land-based aircraft,” Kliman said.
So “is their goal to just dominate Asia” or to project power in other waters? Wertheim asked.
In 2017, China opened an overseas military base (its first ever overseas base) in Africa, where it continues to invest and compete for interest.
“We really don’t know what [China’s] intention [are],” Wertheim said.
Featured image: An artist’s impression of Type 002.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Marines from Marine Corps Systems Command and 7th Engineer Support Battalion along with engineers from the U.S. Army Corps of Engineers Construction Engineering Research Laboratory conducted the first known 3D concrete printing operation with a three-inch print nozzle at the CERL headquarters in early August 2019 in Champaign, Illinois.
The CERL, MCSC and 7th ESB team tested a new continuous mixer and three-inch pump for this print operation after successfully printing multiple structures, including a barracks and a bridge using, a two-inch pump and hose.
“This is really the first time we’ve ever printed something large with this system,” said Megan Kreiger, project lead for the Automated Construction of Expeditionary Structures — or ACES — team at CERL. “It is experimental right now and we are trying to push the technology forward. This is the first time in the world anyone has really tried using these larger bead systems with these larger pumps.”
Increasing from a two-inch to a three-inch nozzle allows Marines to print larger structures faster and with less waste, according to Kreiger. The teams have envisioned printing with up to a four-inch nozzle in the future.
Marines from 7th Engineer Support Battalion along with engineers from the U.S. Army Corps of Engineers Construction Engineering Research Laboratory pose with a concrete bunker during a 3D concrete printing exercise Aug. 15, 2019, in Champaign, Illinois.
(U.S. Marine Corps photo courtesy of Staff Sgt. Michael Smith, 7th ESB)
While this was the first known printing of concrete with a three-inch hose and nozzle, the exercise was also significant because it incorporated a continuous mixer similar to the one currently fielded to Marines.
“The new mixer we are testing is a commercial model of a mixer that is already within the Marine Corps repertoire in the Airfield Damage Repair Kit,” said Capt. Matthew Audette, project officer for the Advanced Manufacturing Operations Cell at MCSC. “That means we don’t have to field a new piece of gear in addition to the printer to make this work.”
This time the team printed a bunker that was designed by the Drafting and Survey combat engineers from 7th ESB based on practical field experience.
“The Marines from 7th ESB are the ones who designed what we are printing today,” said Audette. “They came up with the plans themselves, [Computer Aided Designed] the model, sliced it and then fed it through the printer.”
Marines from 7th Engineer Support Battalion along with engineers from the U.S. Army Corps of Engineers Construction Engineering Research Laboratory construct a concrete bunker during a 3D concrete printing exercise Aug. 15, in Champaign, Illinois.
(U.S. Marine Corps courtesy photo from Staff Sgt. Michael Smith, 7th ESB)
The 7th ESB Marines plan to build a conventional bunker similar to this 3D-printed version and compare them in blast or demolitions testing on a range.
The combat engineers envisioned a system like this being deployed to a forward operating base, and being operational within a few days of arrival. The system would quickly print small structures that can be transported to entry control points and operating posts in an efficient and timely manner using fewer Marines and less material.
According to ACES team data, 3D printing concrete structures reduces cost by 40 percent, construction time by 50 percent and the use of concrete materials by 44 percent. Additionally, it more than doubles the strength of walls, improves thermal energy performance by 10 times, reduces manpower by 50 percent and reduces the overall need for hard labor.
“With vertical construction, we are still in the realm of what we were doing 100 years ago,” said Audette. “Working with the Army Corps of Engineers to develop this technology we are reducing the man-hours involved, the labor involved and the materials involved.”
This article originally appeared on Marines. Follow @USMC on Twitter.
At NVI, we love to talk about “user experience” (check out any of our previous blogs here, here, or here on the topic). Part of user experience is perspective taking, or walking a mile in your user’s shoes. To that end, we’re inviting you to join us on an emotional rollercoaster full of anticipation, promise, disappointment, and resilience. Welcome to the life of one transitioning veteran.
You get a date for TAP (now Transition GPS) and don your finest (OK, only) business casual duds (or, if you’re me, drop some serious coin at Ann Taylor Loft because you own no business casual attire). Turns out you clean up alright!
Welcome to your Transition GPS. Cue three-to-five days of sipping from a proverbial firehose full of PowerPoint presentations. Job search, interviewing, benefits (oh my). Not exactly how a soon-to-be veteran spends every single day for umpteen years until this day, but onward.
Then, you get to the section on labor market information and find out (shock, horror) that your hometown has precisely zero jobs matched to your career field. Guess it’s time to consider your soft skills…
For the uninitiated, this bureaucratic rite called “outprocessing” is essentially a quest for about two dozen signatures. Your mission is complicated by your signatories’ preternatural ability to have just stepped out when you show up. Challenge accepted.
A few weeks and a couple dozen signatures later, it’s your special day. The much-fabled “final out.” If you’ve satisfactorily completed your quest, you’re outprocessed! If you bungled any of your tasks, do not pass “go” or collect 200 dollars. You’re in for a wild goose chase (and possibly a stern talking-to). Time for the most sacred of paid time off: terminal leave.
Kilroy, the bald guy with the long nose hanging over a wall, may be the world’s first viral meme. While it didn’t originate with U.S. servicemen in World War II, it resonated with them. And Kilroy has had staying power all over the world well after WWII.
The graffiti originated with a British doodle called “Mr. Chad,” who commented on rationing and shortages during the war. Often accompanied by the phrase “Wot? No Sugar”, “Wot? No engines?”, or anything decrying the lack of supplies in Britain at the time. “Eventually,” etymologist Eric Shackle writes, “the spirit of Allied unity merged, with the British drawing appearing over the American phrase.”
The little graffiti doodle became a national joke. GIs and civilians alike would compete to draw “Kilroy was here” in the most remote, obscure places. “Kilroy was here” suddenly appeared on the torch of the Statue of Liberty, Arc de Triomphe in Paris, the Marco Polo Bridge in China, a girder on the George Washington Bridge in New York, and even the bellies of pregnant women in hospitals.
Kilroy the name is widely considered to originate from J.J. Kilroy, a welding inspector at the Bethlehem Steel Shipyards in Quincy, Massachusetts. The New York Times told the story of how Kilroy, tired of co-workers claiming he didn’t inspect their work, began writing “Kilroy was here” with a crayon, instead of making the usual chalk mark. When these ships came in for repairs in worldwide ports, wartime workers would open sealed compartments to find the doodle. This random appearance would be an amazing feat from the repair crews’ perspective since no one would have been able to access these areas.
For years, rumors and theories abounded about the origin of the name. In 1946, the American Transit Association held a contest, offering a full-size street car to anyone who could prove they were the real Kilroy. J.J. Kilroy entered and corroborated his story with other shipyard workers. The ATA sent the trolley to Kilroy’s house in Halifax, Mass. where he attached the 12-ton car to his home and used it as living space for his nine children.
Astronaut Thomas Reiter wearing a G Shock DW-5900 aboard the ISS (NASA)
Ibe wearing the classic G Shock “Square” (Casio)
1. They were invented after an accident
Casio engineer Kikuo Ibe conceptualized the G Shock watch after he tragically dropped a pocket watch given to him by his father. With his family heirloom broken, Ibe was inspired to change the identity of the timepiece from a fragile piece of horological jewelry to a tough and reliable gadget accessible to anyone and everyone. In 1981, Project Team Tough was formed to make this idea a reality. After two years and over 200 prototypes, the team finally released the first G Shock watch model DW-5000C (DW standing for Digital Water resistant) in April 1983.
The many layers of G Shock toughness (Casio)
2. All G Shocks must adhere to the “Triple 10” philosophy
When Ibe set the standards for this new tough watch, he developed what is known as the “Triple 10” philosophy. The watch had to be water-resistant to 10 bar (100 meters), possess a 10-year battery life and, of course, withstand a 10 meter drop. Note that the 10-year battery life is from the time the battery is fitted in the factory. If a G Shock has been sitting on the PX shelf for a few years, your mileage may vary. Of course, the “Triple 10” philosophy is a minimum standard and many G Shocks surpass it.
3. They are certified for space travel by NASA
That’s right, the humble G Shock is a certified astronaut watch. Specifically, the DW-5600C, DW-5600E, DW-5900, DW-6600 and DW-6900 models are all flight-qualified for NASA space travel. The G Shock is joined by the Timex Ironman and the more famous Omega Speedmaster Professional and Speedmaster Skywalker X-33 on the prestigious list of NASA-approved watches.
4. They are the choice of Special Forces
Ok, you probably knew this one. After all, most people who wear the uniform also strap a G Shock to their wrist. Operators like Marcus Luttrell, Grady Powell and Jared Ogden have all been pictured sporting the tough G Shock. It’s always nice to remember though, that even if you can’t grow out a cool-guy beard, walk around with your hands in your pockets, or run around on secret squirrel missions like the tier one elite, the G Shock on your wrist was made in the same factory as the one that they’re wearing.
5. It holds a world record
In order to prove the toughness of G Shocks, Casio subjected a classic G Shock DW-5600E-1 “Square” to the most extreme test in the pursuit of the Guinness World Record title for the heaviest vehicle to drive over a watch. In order to break the record, the watch had to be running properly after being driven over by at least a 20-ton truck. On October 30, 2017, the “Square” was placed face-up and run over by three tires of a 24.97-ton truck. The watch sustained no significant damage and functioned normally, claiming the world record.
The gold G Shock still adheres to the “Triple 10” philosophy (Casio)
6. The line continues to evolve and expand
Since its invention nearly 40 years ago, the G Shock line has incorporated over 3,000 different models. Today, while you can still buy the classic G Shock “Square” for just over , there seems to be a G Shock for every buyer, occasion and budget. The G Shock Women and Baby-G lines offer the same toughness and durability expected from the G Shock name in a smaller, more restrained case size. Modern features like GPS, Bluetooth and heart rate monitoring are also available. Materials have similarly been updated in the 21st century with the Carbon Core Guard, G-Steel line and even 18-karat gold. Announced in 2019, the G-D5000-9JR was limited to 35 units and retailed for ¥7,000,000, or about ,000, making it the most expensive G Shock ever.