Japan has been making a comeback as a carrier navy, but they’re small compared to those of other Western powers. Overall, Japan had perhaps the most modern navy in East Asia during the Cold War, and did so while mostly respecting its constitution that renounced war.
But now, with China getting aggressive around the Senkaku Islands and in the South China Sea, Japan is stepping up its preparations. What are their best weapons? Here’s a listing from one video.
1. Izumo-class “helicopter destroyers”
Japan’s most modern “carriers” are among the biggest game-changers in the region. Vessels similar to this have operated small detachments of AV-8B Harriers but mostly deploy helicopters. And this isn’t the first time Japan has set its sights on bantam-weight carriers — its powerful Kido Butai dominated the seas during the initial stages of World War II.
2. Soryu-class diesel-electric submarines
Even more quiet than the carrier comeback has been Japan’s submarine force. In this case, Japan has perhaps the most modern diesel-electric submarines in East Asia. The Soryu-class vessels could also be getting new batteries that would greatly increase submerged performance.
3. Atago-class guided-missile destroyers
This is Japan’s version of the Arleigh Burke Flight IIA guided-missile destroyers. They’re about the same size, both have 96 vertical launch cells in two Mk 41 vertical-launch systems, and both can carry a couple of Seahawk helicopters. Two-to-four modified versions are planned to be added to the fleet in the coming years.
4. V-22 Osprey
A planned purchase of the hight-tech tiltrotor aircraft is more rumor than fact. It should be noted that Japanese troops have been training on the Osprey since 2013. The Hyuga, a “helicopter destroyer” that is slightly smaller than the aforementioned Izumo, has operated this tilt-rotor aircraft. This could be a game-changer in a Senkaku Islands conflict.
The United States Navy commissioned the nuclear-powered aircraft carrier USS Gerald R. Ford (CVN 78) this past weekend. The ship is noted for many advanced technologies on board, but what is also notable is what the ship doesn’t have.
According to a Navy Times report, though the Ford has a compliment of America’s most advanced fighters, it’s missing urinals in the men’s head.
The Navy claimed that the elimination of the urinals increase flexibility when it comes to shifting berthing arrangements for the crew on board the $13 billion vessel. However, there are some drawbacks to this new arrangement, according to experts.
Chuck Kaufman, president of the Public Restroom Company, is among those critical of the design change. The Public Restroom Company specializes in designing public restrooms that have been used in parks, rest areas, playgrounds – just about anywhere.
“[A toilet is] by far a less clean environment than a urinal. By far,” Kaufman told the Navy Times, citing the fact that men tend to miss normal toilets more often than they miss urinals.
“What is a problem is [with a water closet] you have a very big target and we can’t aim very quickly,” he added, noting that the only way to ensure men didn’t miss was to make them sit down. Furthermore, Kaufman explained, toilets take over twice the space of urinals. The Navy Times noted that about 18 percent of the Navy’s personnel are women.
The Gerald R. Ford replaced the nuclear-powered aircraft carrier USS Enterprise (CVN 65), which was taken out of service in 2012.
Okay let’s be honest, it’s the combat planes that get most of the attention.
What airplane did “Top Gun” turn into a star? The F-14 Tomcat. “Iron Eagle’s” sex appeal came from the spritely F-16 Fighting Falcon. Even “Flight of the Intruder” made the portly A-6 Intruder attack plane the belle of the ball.
An E-2D Hawkeye and a C-2A Greyhound assigned to Air Test and Evaluation Squadron (VX) 20 fly over USS Zumwalt (DDG 1000) as the ship travels to its new home port of San Diego, California. Zumwalt was commissioned in Baltimore, Maryland, Oct. 15 and is the first in a three-ship class of the Navy’s newest, most technologically advanced multi-mission guided-missile destroyers. (U.S. Navy photo by Erik Hildebrandt/Released)
So, where does that leave some of the support planes? Out in the cold, and that just ain’t fair.
A Navy release on Oct. 21 centers on one of the most important planes in a carrier’s air wing – the E-2 Hawkeye airborne radar and control plane. Specifically, the new E-2D, which is making its Pacific Fleet debut with Air Wing 11 on board USS Nimitz (CVN 68), is a game-changer for the Sea Service.
The E-2D made its debut with the fleet last year with VAW-125 when USS Theodore Roosevelt (CVN 71) deployed to the Middle East, Mediterranean Sea, and in the Western Pacific.
The E-2 has been in service since 1964 – sharing the same airframe as the C-2 Greyhound carrier onboard delivery, or “COD,” aircraft. Initially, it used the AN/APS-138 radar, which was later replaced with the AN/APS-145. The E-2C entered service in 1971, and since then has been continuously upgraded.
The E-2D, though, adds a new radar, the AN/APY-9. This Active Electronically Scanned Array radar not only provides more detection capability, it makes it harder for an opposing plane to know if it is being seen.
The E-2D has far more than better eyes, though. It also can help guide missiles like the AIM-120 AMRAAM and the RIM-174 SM-6 against aerial targets.
But wait, there’s more! The E-2D also has some other upgrades that will help make this plane even more of a game-changer than it was before. It will gain a mid-air refueling capability, enabling it to stay aloft longer. It also will feature a glass cockpit, which not only improves situational awareness for the crew, but will allow the plane’s co-pilot to serve as a tactical controller in emergencies.
So, give the E-2 its due. Without this plane, it’s a safe bet that Maverick and Iceman would probably have no idea where the bandits were until it was too late.
If you saw The Pacific on HBO, then you saw what amphibious landings usually involved during World War II and most of the 1950s and 60s. Higgins boats were used to deliver infantry and light vehicles while heavier vehicles and tanks came from larger landing craft or ships that beached themselves.
That is no longer the case. These days, the grunts are likely to ride in on helicopters, like the CH-53E Super Stallion and the MH-60S Seahawk, or tiltrotors, like the MV-22 Osprey. When possible, Marines use these aircraft to fly in from dozens of miles offshore. Sometimes, however, the mission requires an approach by sea — and when it does, it doesn’t make much sense to run a landing ship tank onto the beach.
A new landing craft was developed to be the perfect entry vessel: the Landing Craft Air Cushion. It isn’t exactly a boat — it’s a hovercraft — and it’s a huge step up from WWII-era landing craft that were, in actuality, barely functional. Previously, troops were often forced to wade through water – a very slow process that left them very vulnerable. If you saw the beginning of Saving Private Ryan, you get the idea.
The LCAC entered service in 1987 and the United States bought 91. They have a crew of five and can haul troops, tanks, and cargo onto the shore and well inland. Unlike previous landing craft, the LCAC can move inland a bit and then deliver the troops, instead of dropping the ramp at sea. The Marines can storm beaches without getting their feet wet.
While the LCAC can’t take much punishment, it still gets the Marines’ vehicles ashore quickly.
Learn more about this combat hovercraft by watching the video below!
The Air Force is short of funding to speed development of a laser weapon for what is already one of the most lethal platforms in the U.S. arsenal — the Special Operations AC-130J Ghostrider gunship, Air Force Lt. Gen. Marshall Webb testified April 11, 2018.
“We’re $58 million short of having a full program that would get us a 60-kilowatt laser flying on an AC-130 by 2022,” Webb, commander of Air Force Special Operations Command, said at a hearing of the Senate Armed Services Subcommittee on Emerging threats.
Webb was responding to questions from Sen. Martin Heinrich, D-New Mexico, who said at the current pace of testing, and funding, a laser weapon for the AC-130 would not be operational until 2030.
“I’m quite concerned with the crawl-walk-run approach when I think we’re reaching a point in the technology where we could literally jump from crawl to run” on the laser weapon, Heinrich said.
Heinrich said the current plan called for progressive demonstration steps in moving from a four-kilowatt laser to a 30-kilowatt version, “which really isn’t operationally relevant.”
If the previous steps were successful, the Air Force would then move to a 60-kilowatt device, and “at that rate the system would not be fieldable until 2030,” Heinrich said.
“What’s wrong with skipping the 30-kilowatt demo entirely and moving to something that could be used in the field?”
(Photo by Josh Beasley)
“I would couch this as a semi-good news story,” Webb said. “I don’t disagree with your assessment at all,” he told Heinrich, adding that “we’re starting to see funding that would accelerate what you’re talking about” but there was still a $58 million shortfall.
Webb earlier pointed to the funding problem in a February 2018 roundtable discussion with reporters at the Air Force Association’s Air Warfare Symposium in Orlando, Florida.
Military.com reported then that Webb said “The challenge on having the laser is funding.”
“And then, of course, you have the end-all, be-all laser questions. Are you going to be able to focus a beam, with the appropriate amount of energy for the appropriate amount of time for an effect?” Webb said.
“We can hypothesize about that all we want,” he continued. “My petition is, ‘Let’s get it on the plane. Let’s do it, let’s say we can — or we can’t,”
The AC-130J Ghostrider’s current suite of armaments led retired Lt. Gen. Bradley Heithold, the former commander of Air Force Special Operations, to dub it “the ultimate battle plane.”
In 2015, a 105mm howitzer was added to the existing arsenal of AGM-176A Griffin missiles, GBU-30 bombs, and a 30mm cannon.
The Russian Navy’s lone aircraft carrier, the Admiral Flota Sovetskogo Soyuza Kuznetsov, is heading to the shop to get some upgrades. Let’s be honest, if you’ve loyally followed We Are the Mighty, then you likely know a thing or two about this ship’s reputation. To be frank, this ship desperately needs some upgrades.
A Russian Navy Su-33 Flanker prepares to take off from the Kuznetsov.
Among the many changes is the installation of new boilers that will (supposedly) be more reliable than the current ones. Currently, the boiler suite on the vessel consists of eight KVG-4 turbo-pressurized boilers that deliver 64 kilograms per square centimeter of pressure. Right now, the Kuznetsov‘s propulsion system is so bad that the ship is accompanied by ocean-going tugboats.
The Mars-Passat radar system — which NATO calls “Sky Watch” — is also slated for replacement. This system, to put it bluntly, is complete garbage. So, the Russians want to replace it with a new radar called Poliment-Redut. Russia also plans to add the Vityaz medium-range surface-to-air missile system to the Kuznetsov, which currently uses the SA-N-9 Gauntlet as a point-defense missile.
HMS Liverpool escorts the Russian carrier Admiral Kuznetsov.
Russia plans for the Kuznetsov to be in the shop through 2020 and is aiming to have it back in service by 2021. The Russians have plans to replace the Kuznetsov‘s Su-33 Flankers with MiG-29 Fulcrums by then, too. However, even with upgrades, it still won’t be able to stand up to an American — or French — aircraft carrier.
Boeing’s Harpoon Missile System is an all-weather, over-the-horizon, anti-ship weapon that is extremely versatile. The U.S. started developing the Harpoon in 1965 to target surfaced submarines up to 24 miles away, hence its name “Harpoon,” a weapon to kill “whales,” a naval slang term used to describe submarines.
It was a slow moving project at first until the Six-Day War of 1967 between Israel and Egypt. During the war, Egypt sunk the Israel destroyer INS Eilat from 14 miles away with Soviet-made Styx anti-ship missiles launched from a tiny patrol boat. It was the first ship in history to be sunk by anti-ship missiles.
The surface-to-surface destruction shocked senior U.S. Navy officers; after all, it was the height of the Cold War, and the weapon indirectly alerted the U.S. of Soviet capabilities at sea. In 1970 Admiral Elmo Zumwalt—then Chief of Naval Operations—accelerated the Harpoon project, strategically adapting it for deployment from air and sea. Seven years later, the first Harpoon was successfully deployed.
Today, the U.S. and its allies—more than 30 countries around the world—are the primary users of the weapon. 2017 marks its 50th anniversary, and it’s only getting better with age. Over the decades, the missile has been updated to include navigation technology, such as GPS, Inertial navigation system (INS), and other electronics to make it more accurate and versatile against ships and a variety of land-based targets.
This Boeing video describes the incredible history behind the Harpoon Missile System and its evolution throughout the years.
US military bases continue to use surveillance cameras manufactured by the Chinese firm Hikvision, according to the Financial Times, despite security concerns that the cameras could give the Chinese government a way to spy on sensitive US military installations. Government agencies will be banned from purchasing the equipment starting in August 2019.
The Financial Times found that Peterson Air Force Base in Colorado spent $112,000 in 2016 on cameras manufactured by Hikvision.
The headquarters of Air Force Space Command and North American Aerospace Defense Command (NORAD) are both located at Peterson. NORAD is charged with ensuring the sovereignty of American and Canadian airspace, and defending them from attack.
A Navy research base in Orlando, Florida purchased ,000 worth of Hikvision cameras after last year’s National Defense Authorization Act (NDAA), which bans the purchase of such equipment, passed.
A C-17 Globemaster III loads with cargo on June 6, 2019, at Peterson Air Force Base, Colorado, one of the US military bases that purchased Chinese-made surveillance cameras before a ban took effect.
(U.S. Air Force photo by Airman 1st Class Andrew J. Bertain)
Both bases told The Financial Times that the cameras were not connected to the internet. The Florida base said that the cameras were being used as part of a training system. A spokesperson from Peterson said that the cameras were “not associated with base security or classified areas” and that the systems would be replaced.
The Chinese government owns 42% of Hikvision. Hikvision and Zhjiang Dahua Technology Co., another company banned by the NDAA, control approximately a third of the global video surveillance market, according to Bloomberg.
The ban extends to Huawei products and Hytera radios, too; the US State Department recently purchased ,000 worth of Hytera replacement parts for its Guatemalan embassy, and as of 2017, Army Special Forces used Hytera radios in training, according to The Financial Times.
Other bases, including Fort Drum in New York and Camp Lejeune in North Carolina, purchased Hikvision cameras in 2018, but did not disclose to the Financial Times whether they were still in use. The Defense Logistics Agency purchased nearly 0,000 worth of Hikvision cameras since 2018 for bases in Korea and Florida, but did not confirm to The Financial Times whether the cameras were still being used.
Last year, five Hikvision cameras were removed from Fort Leonard Wood in Missouri, although Col. Christopher Beck, a spokesperson for the base told the Wall Street Journal, “We never believed [the cameras] were a security risk. They were always on a closed network,” and that the cameras were removed to avoid “any negative perception.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Combat aviators are conducting operational tests of Army modernization efforts using three UH-60V Black Hawk helicopters.
The UH-60V Black Hawk will retrofit the Army’s remaining UH-60L helicopter fleet’s analog cockpits with a digital cockpit, similar to the UH-60M helicopter.
Retrofitting aircraft that are already owned by the Army is a major cost saving measure over purchasing new builds, according to Mr. Derek Muller, UH-60V IOT Test Officer, with the West Fort Hood, Texas-based U.S. Army Operational Test Command’s Aviation Test Directorate.
Muller and his test team worked with aircrews from Company A, 2nd Battalion, 158th Aviation Regiment, 16th Combat Aviation Brigade by applying realistic operational missions, post-mission surveys and after action reviews along with onboard video and audio instrumentation to collect data directly from crewmembers.
Instrumentation installed by Redstone Test Center (RTC), Alabama provided audio, video and position data for test team to review after each mission.
“The OTC/RTC partnership has been paramount to the successful testing and evaluation of the UH-60V,” said Muller.
“The data collected during the test will support an independent evaluation by the U.S. Army Evaluation Center,” he added.
Aircrews from 2nd Battalion, 158th Aviation Regiment, 16th Combat Aviation Brigade and support personnel from 1-2 Stryker Brigade Combat Team conduct sling load operations at Gray Army Airfield, Joint Base Lewis-McChord, Wash., during a logistics resupply mission during operational tests of Army modernization efforts with a new digital cockpit in the UH-60V Black Hawk helicopter.
(US Army photo by Mr. Tad Browning)
The evaluation will inform a full-rate production decision from the Utility Helicopter Program Office at Redstone Arsenal, Alabama.
Aircrews flew over 120 hours under realistic battlefield conditions.
They conducted air movement, air assault, external load and casualty evacuation missions under day, night, night-vision goggle, and simulated instrument meteorological modes of flight.
“Anti-aircraft weapon simulation emitters are a valuable training enabler and reinforce much of the Air Mission Survivability training assault aircrews have received with respect to operations in a threat environment,” said Capt. Scott Amarucci, A Co. 2-158 Company Commander.
“This approach permitted evaluators from the U.S. Army Evaluation Center to see and hear how a unit equipped with the UH-60V performed operational missions against a validated threat in a representative combat environment,” said Muller.
“The operational environment designed by USAOTC and 16th CAB helped evaluators accurately assess the company’s ability to complete doctrinal missions, when equipped with the UH-60V,” said Mr. Brian Apgar, Plans Deputy Division Chief of USAOTC AVTD.
Aircrews from 2nd Battalion, 158th Aviation Regiment, 16th Combat Aviation Brigade staged at Gray Army Airfield, Joint Base Lewis-McChord, Wash., prepare the cockpit and conduct final pre-mission checks for a nighttime air assault mission during operational tests of Army modernization efforts with a new digital cockpit in the UH-60V Black Hawk helicopter.
(US Army photo by Mr. Tad Browning)
The U.S. Army Center for Countermeasures employed three types of threat simulations to stimulate the aircraft’s survivability equipment and trigger pilot actions using the updated cockpit capabilities.
“The three independent threat simulation systems enhanced the quality of the test and enriched the combat-like environment,” said Muller.
“2-158th aircrews reacted to threat systems they rarely have the opportunity to encounter,” said Chief Warrant Officer 4 Toby Blackmon, Test Operations Officer in Charge, USAOTC AVTD.
“Using Blue Force Tracking, the test operations cell and Battalion Operations Center tracked and communicated with crews during missions,” he said.
“Each day I hear feedback from the crews about the testing,” said Lt. Col. Christopher Clyde, 2-158 BN Commander. “Each Soldier I talk to is glad to place a fingerprint on a future Army Aviation program.”
Aircrews executed their Mission Essential Task Lists using the UH-60V conducting realistic missions against accredited threat systems.
“The UH-60V training has allowed excellent opportunities to train important tasks which enable our proficiency as assault aviation professionals,” added Amarucci.
In this photo clip of a 360-degree-view, aircrews from 2nd Battalion, 158th Aviation Regiment, 16th Combat Aviation Brigade and support personnel from 1-2 Stryker Brigade Combat Team conduct sling load operations at Gray Army Airfield, Joint Base Lewis-McChord, Wash., during a logistics resupply mission during operational tests of Army modernization efforts with a new digital cockpit in the UH-60V Black Hawk helicopter.
(US Army photo by Mr. Tad Browning)
Testing at A Co.’s home station allowed the application of key expertise and resources, provided by the test team, while flying in its routine training environment.
New equipment collective training and operational testing caused A Co. to focus on several critical areas, including mission planning, secure communications, aircraft survivability equipment, and internal/external load operations, improving its overall mission readiness while meeting operational test requirements, according to Muller.
“Moreover,” Muller said, “the test’s rigorous operational tempo provided an ideal opportunity for 2-158th Aviation Regiment to exercise key army battle command systems including, but not limited to, Blue Force Tracker (BFT), secure tactical communications, and mission planning.”
Ground crews from the 1-2 Stryker Brigade Combat Team (SBCT) prepared and hooked up sling loads during 18 missions, allowing pilots to see how the UH-60V cockpit displays provided situational awareness while carrying an external load.
“Static load and external load training not only improved unit readiness, but fostered safe operations during day and night missions throughout the test,” said Sgt. 1st Class Jason Keefer, AVTD’s Test Non-Commissioned Officer in Charge.
Future operational testing will ensure soldiers continue to have a voice in the acquisition process, guaranteeing a quality product prior to fielding.
The P-3 Orion has served with the United States for a long time, but also saw wide export service. One of those export customers was Japan, which operated over 100 Orions built by Kawasaki.
Like the American Orions, these Japanese planes needed to be replaced – and for Japan, this was a very important program. In World War II, American submarines managed to choke off Japan’s maritime supply routes. This is a lesson that stuck with the island nation, and lead them to a focus on anti-submarine warfare.
So Japan didn’t decide to buy into the P-8 Poseidon Multi-Mission Aircraft program. Instead, it designed its own maritime patrol plane, dubbed the P-1.
Granted, that sounds like Japan is going backwards, but Tokyo has always numbered its post World War II indigenous aircraft designs in a separate sequence. This is why its Phantoms and Eagles are known as F-4EJs and F-15Js, respectively.
Now, the P-1 may look like a 707 with a big “stinger” on the tail (which is called a magnetic anomaly detector, or “MAD”), but the looks are deceiving. The P-1 was designed and built to be a sub-hunter.
According to company officials, the P-1 features a spacious fuselage and large wing. While the 737-based P-8 has two engines, the P-1 has four F7-10 engines designed for the maritime patrol mission.
It can carry lightweight anti-submarine torpedoes like the American-designed Mk46 or Japan’s Type 97 – as well as future designs. It also can carry mines, AGM-84 Harpoon anti-ship missiles, ASM-1C anti-ship missiles, and AGM-65 Maverick air-to-ground missiles (which can hit either naval or land targets).
MilitaryFactory.com reported that the P-1 has a top speed of 540 knots, a maximum range of 4,971 miles, and can operate at altitudes of almost 45,000 feet. The plane is also equipped with a number of systems to counter enemy air defenses, including chaff, flares, a “missile warning system,” self-defense electronic warfare capabilities, and it is also highly maneuverable.
In short, Japan has built an aircraft that could be very deadly for submarines.
The Navy admiral who has led the service’s most elite special operators during a string of high-profile scandals will leave his post in September, Military.com has confirmed.
Rear Adm. Collin Green will wrap up his term as head of Naval Special Warfare Command after two years in the position. The move, first reported by The Intercept last weekend, follows several high-profile controversies involving the command that, in part, prompted a full review of U.S. Special Operations Command’s ethics and culture.
A Navy official, who spoke on the condition of anonymity to discuss the flag officer’s move, said “there is no indication he has been asked to leave early.”
“He’s leaving at the two-year point, which is a normal command tour,” the official said. “It’s premature to say he’s retiring.”
It’s not immediately clear in what position Green would serve next or who would replace him. The Intercept reported that Rear Adm. H. Wyman Howard III, a Naval Academy grad serving as head of Special Operations Command Central, will be nominated to replace Green.
Howard previously served as a commander with SEAL Team 6, which carries out some of the military’s most covert missions. The Intercept reported in 2017 that Howard gave his operators hand-made hatchets and told them ahead of missions and deployments to “bloody the hatchet.”
Green has led the Navy SEALs since September 2017 after assuming command from Rear Adm. Tim Szymanski, who spent two years in the position. Of the last four flag officers who led the command, three left after two years.
Szymanski’s predecessor, Rear Adm. Brian Losey, led the command for more than three years.
The Intercept reported that Green’s tour had been set to last three years, but “the stress from his reform efforts, as well as personal issues, have taken a toll.”
Green sent a letter to his commanders in July telling them “we have a problem,” and ordering leaders to help restore discipline in the ranks. The two-star followed it up the next month with a memo to the force announcing a return to routine inspections, discipline trackers, and strict enforcement of all Navy grooming and uniform standards.
The four-page memo said the problems in the command would be met with “urgent, effective and active leadership.”
Some of those incidents caught the attention of President Donald Trump, who at one point ordered Green’s command to “Get back to business!” after the admiral considered stripping a former SEAL of his coveted trident pin.
“We’re trying to get normal people — civilians who wouldn’t normally have access to military equipment — a little bit of hands-on knowledge,” said Drive A Tank’s owner Tony Borglum in the video below.
It’s one of the only places in the world where you can drive a tank and shoot a machine gun under one roof that’s not owned or operated by the government, according to MarKessa Baedke-Peterson.
With packages ranging from $449 to $3,699, this military theme park will have you behind the wheel of a 15-ton armored vehicle through a course of woods and mud. The course ends at the car crushing area where visitors get to destroy perfectly intact Priuses (and other vehicles) by running them over.
But that’s not all. After the tank course, attendees get to shoot anti-material rifles like the Barrett 50 Cal. and belt fed machine guns like the M1919 Browning.
“Now that’s one badass motherf–ker,” Baedke said.
This video shows what a day is like for people who visit Drive A Tank:
There are few “safe” jobs in armed conflict, but certainly one of the toughest and most dangerous is that of a sniper. They must sneak forward in groups of two to spy on the enemy, knowing that an adversary who spots them first may be lethal. Here’s what Army and Marine Corps snipers say it takes to overcome the life-or-death stress of their job.
“As a scout sniper, we are going to be constantly tired, fatigued, dehydrated, probably cold, for sure wet, and always hungry,” Marine scout sniper Sgt. Brandon Choo told the Department of Defense earlier this year.
The missions snipers are tasked with carrying out, be it in the air, at sea, or from a concealed position on land, include gathering intelligence, killing enemy leaders, infiltration and overwatch, hunting other snipers, raid support, ballistic IED interdiction, and the disruption of enemy operations.
Many snipers said they handled their job’s intense pressures by quieting their worries and allowing their training to guide them.
A Marine with Scout Sniper Platoon, 1st Battalion, 3d Marine Regiment, uses a scout sniper periscope.
(US Marine Corps photo by Sgt. Jesus Sepulveda Torres)
“There is so much riding on your ability to accomplish the mission, including the lives of other Marines,” a Marine scout sniper told Insider recently. “The best way to deal with [the stress] is to just not think about it.” An Army sniper said the same thing, telling Insider that “you don’t think about that. You are just out there and reacting in the moment. You don’t feel that stress in the situation.”
These sharpshooters explained that when times are tough, there is no time to feel sorry for yourself because there are people depending on you. Their motivation comes from the soldiers and Marines around them.
Learning to tune out the pressures of the job is a skill developed through training. “This profession as a whole constitutes a difficult lifestyle where we have to get up every day and train harder than the enemy, so that when we meet him in battle we make sure to come out on top,” Choo told DoD.
A sniper attached to Alpha Company, 1st Battalion, 6th Marine Regiment takes aim at insurgents from behind cover.
(US Marine Corps photo)
‘You are always going to fall back on your training.’
So, what does that mean in the field, when things get rough?
“You are going to do what you were taught to do or you are going to die,” 1st Sgt. Kevin Sipes, a veteran Army sniper, told Insider. “Someone once told me that in any given situation, you are probably not going to rise to the occasion,” a Marine scout sniper, now an instructor, explained. “You are always going to fall back on your training.”
“So, if I’ve trained myself accordingly, even though I’m stressing out about whatever my mission is, I know that I’ll fall back to my training and be able to get it done,” he said. “Then, before I know it, the challenge has passed, the stress is gone, and I can go home and drink a beer and eat a steak.”
Choo summed it up simply in his answers to DoD, saying, “No matter what adversity we may face, at the end of the day, we aren’t dead, so it’s going to be all right.”
A Marine scout sniper candidate with Scout Sniper Platoon, Weapons Company, 2nd Battalion, 2nd Marine Regiment.
(US Marine Corps photo by Sgt. Austin Long)
Do the impossible once a week.
Sometimes the pressures of the job can persist even after these guys return home.
In that case, Sipes explained, it is really important to “talk to someone. Talk to your peers. Take a break. Go and do something else and come back to it.” Another Army sniper previously told Insider that it is critical to check your ego at the door, be brutally honest with yourself, and know your limits.
In civilian life, adversity can look very different than it does on the battlefield. Challenges, while perhaps not life-and-death situations, can still be daunting.
“I think the way that people in civilian life can deal with [hardship] is by picking something out, on a weekly basis, that they in their mind think is impossible, and they need to go and do it,” a Marine sniper told Insider. “What you’re going to find is that more often than not, you are going to be able to achieve that seemingly-impossible task, and so everything that you considered at that level or below becomes just another part of your day.”
He added that a lot more people should focus on building their resilience.
“If that is not being provided to you, it is your responsibility to go out and seek that to make yourself better.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.