Babchenko, 41, appeared at a news conference in the Ukrainian capital, Kiev, where the Security Service of Ukraine, known as the SBU, said the reported assassination was a sting operation.
Reports on May 29, 2018, indicated Babchenko was shot in the back in his apartment in Kiev, dying in an ambulance on the way to the hospital. His wife was said to have found him and called the ambulance.
“Special apologies to my wife,” Babchenko said at the press conference, according to the BBC.
“We prevented the attempted murder of Babchenko by conducting a special operation,” the head of the SBU, Vasily Hrytsak, said on May 30, 2018, before Babchenko appeared, adding that the attempt on his life had been planned by Russia for two months.
“According to information received by the Ukrainian Security Service, the killing of Russian journalist Arkady Babchenko was ordered by the Russian security services themselves,” Hrytsak said, according to The Telegraph.
The SBU also said that a suspect accused of planning to carry out the assassination was apprehended and that Russian intelligence had paid the person ,000 thousand for the hit.
Babchenko, a prominent war correspondent, is extremely critical of Russia’s annexation of Crimea and fled Russia in February 2017, because of threats to him and his family.
A Russian Foreign Ministry spokeswoman said the ministry was happy Babchenko was alive, calling the staged assassination a “propagandistic effect,” the BBC reported, citing the Russian news service RIA.
See Babchenko speak at the news conference below:
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Bold, functional, and hardcore were the first words that came to mind when I unboxed the Benchmade Infidel 3300BK-2001 double-edge dagger. It feels light but still strong. Every edge and line is incredibly clean, and at a nearly $500 price point, it should be that way.
It is an incredibly comfortable blade to carry, for its size, thanks to the tip-down, deep-carry pocket clip. If you’re the kind of person who wants to carry this type of tactical blade on a MOLLE capable host, you can certainly do that — although I’m not sure that its anodized blue color makes it the best choice for that (in such a case, you might prefer Benchmade’s fixed-blade Infidel instead). That being said, my preferred method of carrying is in my pocket, so this is a great option for me. While the color isn’t my normal choice, when I consider that I’ve got a box full of black and gray tactical knives, it is actually kind of refreshing to have something that stands out a bit.
This iteration of the popular Infidel OTF (out-the-front) platform features the introduction of a bold new anodized blue handle (.59″ thickness) to a family of tactical knives that sported more traditional colors. The handle material is 6061-T6 aluminum. It looks a little blocky from certain angles, but it is very comfortable to hold and deploy. The total weight comes in at 4.90oz so it isn’t heavy enough to be noticeable while carrying. I’ve got average-sized hands and this knife feels great in every way. It wasn’t simply the handle color that got an upgrade — the blade did too.
The 3.91″ length blade now sports a DLC (Diamond-like Carbon Coated) finish on a new CPM-S30V steel with a thickness of 0.118″ and a hardness of 58-60. When the plain double-edged blade is closed the handle length is 5″; when the blade is open the overall length is 8.91″. Deploying the blade is a clean action. There is no unnecessary play with the release button, and it doesn’t require superhuman strength. For the first few days I carried this knife I was admittedly nervous about a negligent discharge, but soon came to realize it wasn’t a valid concern due to its quality.
The Infidel 3300BK-2001 comes with a MSRP of 5 (depending on where you look it may be slightly more or less). This Benchmade “Black Class” blade is in the company’s highest tier of quality. It is considered an “Unlimited Limited” product, meaning that it will only be available for one year. If you’re looking for a defensive blade that conceals easily in your pocket but also has a bit more character than the typical tactical knife, this is one to consider. This blade will be available for purchase on 8/20/2020.
The commander of U.S. Pacific Command said Feb. 14, 2018 he believes North Korean leader Kim Jong Un is pursuing nuclear weapons to eventually reunify the Korean Peninsula under his brutal communist regime.
The U.S. should take that long view into account when dealing with Kim’s quest for nuclear-tipped intercontinental ballistic missiles capable of reaching U.S. cities, Adm. Harry Harris said in testimony to the House Armed Services Committee.
“I do think that there is a prevailing view that KJU [Kim Jong Un] is doing the things that he is doing to safeguard his regime. I don’t ascribe to that view,” Harris said. “I do think that he is after reunification under a single communist system, so he is after what his grandfather failed to do and his father failed to do.”
North Korea conducted ICBM and nuclear tests in 2017 and has defiantly continued to pursue the weapons despite U.S. and international condemnation and economic sanctions. Recent testing and U.S. intelligence estimates show the regime is close to completing the missiles.
“It puts him in a position to blackmail the South and other countries in the region and us,” as Kim pursues what he sees as the regime’s “natural place” controlling the entire Korean Peninsula, Harris said.
“I think we are self-limiting if we view North Korea’s nuclear ambitions as solely as a means to safeguard his regime.”
An armistice between the North and the United States has been in place since the Korean War ended in stalemate more than six decades ago. Since then, three generations of Kims have ruled the North and turned it into one of the most isolated and repressive regimes in the world.
The Trump administration is now struggling with the youngest Kim’s nuclear aspirations, which have put the regime on the verge of becoming the world’s latest nuclear power to acquire ICBMs.
Rep. Mac Thornberry, R-Texas, the House Armed Services chairman, cited an article by former Ambassador James Jeffrey and speculated that current thinking on the North may be wrong.
“The dominant view is he wants missiles and nuclear weapons in order to safeguard his regime,” Thornberry said. “To think anything else is so unpleasant that we don’t let ourselves think that maybe he wants these nuclear weapons to hold U.S. cities hostage so that he can have his way and finish what his grandfather started on the peninsula.”
But North Korea is notoriously insular and U.S. intelligence is scant on its internal workings.
Rep. Adam Smith, D-Wash., the ranking Democrat on the Armed Services Committee, questioned whether Harris could be so certain about Kim’s motivations.
“I think the real answer is there is no way to know. We can guess what he is trying to do,” Smith said. “I think anyone who confidently asserts that all Kim Jong Un wants to do is protect his regime is just as wrong as anyone who confidently asserts that he definitely wants to unify the peninsula.”
As you may or may not know, the U.S. state of Kansas isn’t exactly a coastal state. The body of water it does have access to is the Mississippi River System and its tributaries, namely the Missouri River. It turns out the mighty river system that once provided a vital artery for American commerce is still hiding a few hidden surprises, namely steamboat shipwrecks in farm fields, far from where any ships should reasonably belong.
Anyone reading at this point is likely wondering how on Earth shipwrecked steamboats are under farmers’ fields instead of at the bottom of the Missouri River. Just outside of Kansas City lies the wreck of the steamboat Great White Arabia, a ship that sunk in the Missouri in 1856. Rumors circulated for decades that just such a ship was somewhere under Kansas City, but this was written off as local legend. The locals believed it was filled with barrels of Kentucky bourbon. The truth is the ship was still there, but instead of bourbon, it was filled with champagne.
The champagne, along with all its other cargo, furniture, and provisions, were perfectly preserved by the dirt and silt beneath which it was buried. In 1987, a team of locals from Kansas City decided to see if the rumors were true and began to research where it might be – and how it got there.
It turns out that Steamboat travel along the Mississippi River and the rivers that make up the Mighty Mississipi was incredibly dangerous. Hundreds of steamboats were sunk in its powerful waters and along with their hulls, so went the lives of passengers, crews, and whatever else the boats were carrying. The Great White Arabia was carrying 220 tons of cargo and 130 passengers when it went down. The boat was hit by an errant log in the river, the most common reason for boats sinking at the time, and went down in minutes. The passengers survived. This time.
The crew who worked on unearthing the Great White Arabia has discovered another wreck, the Malta. The reason both ships ended up at the bottom of cornfields instead of the rivers is due to the U.S. Army Corps of Engineers. It turns out the Missouri River hasn’t always been in the same place. The Army actually altered the shape of the river at the end of the 1800s. It made the river narrower, thus speeding up the river’s current and making travel times much shorter. When it moved the river, ships that were once sunk suddenly found themselves buried.
For more information about Kansas’ farm shipwrecks, check out the Arabia Steamboat Museum, which houses the ship’s perfectly preserved cargo.
Simply put, the 1529 Siege of Vienna did not go the way the Ottoman Empire hoped it would. Sultan Suleiman I, the Magnificent, was coming off a fresh string of victories in Europe and elsewhere when he decided that the road to an Ottoman Europe had to be paved through the legendary city of Vienna. He boasted that he would be having breakfast in Vienna’s cathedral within two weeks of the start of his siege.
When the day came and went, the Austrians sent the Sultan a letter, telling him his breakfast was getting cold.
When you drop sick taunts, you must then drop sick beats.
The Sultan had a reason to be cocky going into the Siege of Vienna. He had just brought down the Hungarians, the longtime first line of defense for European Christendom. Hungary lost its king and fell into a disastrous civil war which the Ottomans intervened in. The Habsburgs, who controlled half of Hungary and all of Austria at this time, weren’t having any of it and Hungary was split for a century after. For the time being, however, the Ottomans and their Hungarian allies were going head-to-head with Austrian Archduke Ferdinand I, pushing the Austrians all the way back to Vienna in less than a year.
But Europe’s Christian powers were not going to let Austria fall without a fight and so sent help to the besieged city. That help came in the form of German Landsknechts, Spanish Musketeers, and Italian Mercenaries. It was the furthest the Islamic armies had ever penetrated Europe’s heartland. But Suleiman would fail to take the city.
Look, if you want to have breakfast in church, most Christians will happily oblige you.
The torrential rains started almost immediately, meaning the Turkish armies had to abandon its powerful cannons, along with horses and camels who were unaccustomed to the amount of mud they had to trudge through. Even so, they still came with 300 cannons and outnumbered the defenders five-to-one. The allied troops inside the city held their own against the Turkish onslaught as the rain continued.
Sickness, rain, and wounds hounded the Ottoman armies until snowfall took the place of the rain. The Ottomans were forced to retreat, leaving 15,000 men killed in action behind.
The Sultan would never get his breakfast in the cathedral. No sultan would ever get breakfast in an Ottoman Vienna.
The opening scenes of Who Killed Lt. Van Dorn introduce viewers to a charismatic and devoted father deep in the joys of parenthood. Crawling on the floor, swimming and blowing out birthday candles with his toddler and infant sons, he is right where he should be. Until the day he isn’t. Through interviews, reports and a thoroughly researched investigation, the filmmaker poses some incriminating questions.
Who Killed Lt. Van Dorn? Was it the mechanic who told him his helicopter was cleared for flight two hours before it slammed tail-first into the ocean? Was it the manufacturer who produced the faulty wiring blamed for the explosion? Was it the upper ranks of the Navy who disregarded multiple letters of concern purportedly choosing flight hours over safety? How about the Congressional and Executive branches of our government that teamed up with arms manufacturers and focused on new bloated defense contracts instead of investing in the people and machinery already in place?
Van Dorn’s wife, Nicole, living in the shadow of her husband’s unnecessary death, is on a mission to find out. Catalyzed by her and others’ search for answers, this gripping 2018 documentary investigates events leading up to Navy lieutenant J. Wesley Van Dorn’s death one month before his 30th birthday. His untimely demise occurred during a training exercise when an explosion killing three of the five crewmen aboard caused the crash-prone helicopter to fall from the sky into frigid waters below. Van Dorn was not the only one who had expressed concerns about the safety of this aircraft, nor was he the only one to die in it as a result of misguided leadership and mechanical failure.
Written, directed, and narrated by Zachary Stauffer as his first feature documentary, this film offers a sobering look into chronic institutional failings that have resulted in 132 arguably preventable deaths. Diving unforgivably into one family’s agonizing loss, Stauffer invites us to ponder heavy questions while constructing a wall of outrage in his viewers. What is the price of a life? How many lives does it take before change takes place? When will avarice and the “just get ‘er done” attitude stop undermining the American defense establishment?
Built by Sikorsky, a Lockheed Martin subsidiary, the MH-53E Sea Dragon is the Navy’s nearly identical version of the Marine Corps’ CH-53-E Super Stallion. Since entering service in 1986, it has never succumbed to enemy fire but holds the worst safety record in the Navy’s fleet making it the deadliest aircraft in military history. The 53-E is a powerful machine used by the Navy for dragging heavy equipment through water to sweep for mines while the Marine version is used for transporting people and gear.
Stauffer explains that due to issues with these aircraft that cropped up even in their initial test flights at the manufacturer and in training missions, the Navy tried to get away with using less powerful helicopters and alternate minesweeping tactics but nothing was as effective as the relic Sea Dragon. Since they were fated to be replaced at some point, the higher ranks avoided investing too much into them so funding for spare parts and maintenance was lean. Members of Congress allegedly chose the path of greed and corruption when defense contractors offered them flashy new weaponry and vehicles as well as comfortable retirement packages. The upper echelons flourished while those training, fighting, and dying on the ground, as well as the American taxpayers, suffered needlessly as top-down decision makers claimed their hands were tied.
With fewer and fewer resources, those maintaining the Sea Dragon had to do more with less. They began cutting corners and developing bad habits. When voicing their worries in person or through over a dozen letters and memos to the upper ranks, they were “belittled, humiliated and cut down,” as one pilot explained. More than 30 years before Van Dorn’s crash, Sikorsky recommended replacing the faulty Kapton wires on all Navy aircraft. This was suggested not once, not twice, but three times before the Navy decided to start looking into the issue. Eventually they named Kapton as the highest ranked safety risk in the fleet and devised a long-term plan to replace it in phases but claimed to never have enough funding to refit all the wiring in the 53s. Only months prior to Van Dorn’s crash the Pentagon re-budgeted funding away from this critical project. Thus, problems that had been escalating over decades while the issue was known and actively overlooked perpetuated, yet the birds were still allowed to fly.
By the time Van Dorn signed on the dotted line in 2010, the run-down helicopters that required about 40 hours of maintenance for a single hour of flight time should have been retired. He and his wife made the decision together to request a spot in the squadron flying 53s because others told them it was an ideal position for a family man who wanted to be home for dinner every night.
Van Dorn was one of those who voiced his opinions about the safety of this aircraft. In an ominous voice recording foreshadowing his own death, he stated “If anyone should care about what’s happening on that aircraft, it should be me and the other pilots, I think. It makes sense to me, because I’m the one who’s going to get in it and have something terrible happen if it doesn’t go right.” His wife Nicole later explained that, “He felt that no matter what he said or what he wrote or who he complained to, nothing was changing.”
On a particularly cold morning in January 2014, Van Dorn’s own portentous sentiments were realized 18 nautical miles off the coast of Virginia Beach. Chafing from a single nylon zip tie exposed naked wiring to a fine spray of fuel causing it to arc, sending a blast of fire into the cockpit. Hours later Nicole lay on her husband’s chest just before they pronounced him dead.
Dylan Boone, a Naval aircrewman and one of two survivors of the wreck declared, “You don’t expect to give up your life for this country because you were given faulty equipment.”
Dynamic cinematography combined with a subtly haunting score by composer William Ryan Fritch creates the backdrop for this solid investigative report. Crisp and flowing visuals paired with thrilling military footage complement the feelings portrayed by those interviewed. These primary sources include Van Dorn’s mother, wife, friends, and fellow airmen as well as a mechanic, pilots, a general, a Pentagon Analyst and a military reporter. Throughout the documentary they and the narrator explain the multifaceted issues connected to Van Dorn’s death and the trouble with the 53s from a variety of angles.
Woven skillfully together, a poignant story is told of decades of negligence that continues to result in tragedy. Wholesome home movies of a young involved father raising two sons with his lovely wife are contrasted with the aching void ripped into the Van Dorn family’s home after his death. Stirring visions of military life ignite the urge to join in viewers who have ever felt compelled to do so, whereas the deep frustration of stifled dreams and a scarred body and soul are almost tangible to someone who has been there before as hard truths are drawn out throughout the film.
Centering on the death of a handsome, beloved father, husband and seaman who was liked by all humanized an issue that might have otherwise been unrelatable. Utilizing the audience’s heartstrings as a focal point was a powerful way to bring attention to a predicament that could have been swept under the rug. Despite the fact that the C-53 airframes experienced serious accidents more than twice as often as the average aircraft and that internal investigations were performed with alarming results, the Navy continues to risk its servicemembers’ life and limb to keep these helicopters performing their critical mission in the air. With this in mind, this documentary might just put enough pressure on the Navy to make the changes necessary to save an untold number of lives.
Winner of the Audience Award in Active Cinema at the 2018 Mill Valley Film Festival, Who Killed Lt. Van Dorn is an intriguing and effective piece of military reporting presented in comprehensible terms for the layman. It is a successful examination of not only the serious failings of a controversial aircraft and the misled priorities keeping it aloft, but also hints toward the fact that anyone who brings up the disturbing issue of safety of these helicopters will be forced out of service. I would recommend this professional-level documentary, especially to anyone with interests in the military or national defense.
The Navy, the Pentagon, Sikorsky and Lockheed Martin declined to participate in this well-researched film. Major funding to make this documentary possible was provided by supporters of the Investigative Reporting Program at UC Berkeley’s Graduate School of Journalism and Investigative Studios.
After viewing this film, you can decide for yourself who killed Lt. Van Dorn. Regardless of the answer, his unwarranted death will not have been completely in vain if it successfully carries out his final mission: righting the deep and longstanding problems with the CH-53 helicopters, thus preventing the death and destruction of countless others just as it ultimately took him.
Crash investigators released the first picture of the black boxes from Ethiopian Airlines Flight ET302. The photo, of the Boeing 737 Max 8 airliner’s mangled flight data recorder, was published by the French government on March 14, 2019.
Flight ET302’s black boxes, a colloquial term used to describe an aircraft’s cockpit voice recorder (CVR) and flight data recorder (FDR), were recovered on March 11, 2019.
The recorders could provide investigators with key clues that may reveal the cause of the crash and ultimately solve the mystery of what’s wrong with the Boeing 737 Max.
With US National Transportation Safety Board assisting in the investigation of the Renton, Washington-built plane, it was thought the black boxes would be sent to the US.
Instead, Ethiopian authorities handed over the recorders to the BEA, France’s well-respected aviation investigation agency.
FAA grounds Boeing 737 Max jets after Ethiopian Airlines crash
According to the National Transportation Safety Board, modern aircraft FDRs are required by law to records at least eight key parameters including time, altitude, airspeed, and the plane’s attitude. However, more advanced recorders can monitors more than 1,000 parameters.
Older units used magnetic tape to record data, however, modern FDRs use digital technology that can record as much as 25 hours.
The cockpit voice recorder does just that. It records what’s going on in the cockpit including radio transmissions, background noise, alarms, pilot’s voices, and engine noises for as long as two hours.
Both recorders are stored in reinforced shells that are designed to survive 30 minutes in 2000-degree Fahrenheit heat and be submerged in 20,000 feet of water.
On March 10, 2019, Ethiopian Airlines Flight ET302 crashed shortly after taking off from Addis Ababa Bole International Airport. The incident, which killed all 157 passengers and crew on board, marked the second nearly-brand new Boeing 737 Max 8 airliner to crash in four months. Lion Air Flight JT610 crashed after taking off from Jakarta, Indonesia on Oct. 28, 2019.
Regulatory agencies and airlines in the more than 50 countries around the world including the US, have grounded the airliners. The Boeing 737 Max entered service in 2017. There are currently 371 of the jets in operation.
We first meet the brave Delta Force operator as he’s undercover, lurking around the city of Mogadishu with his eyes fixed on potential targets, gathering info. That’s a pretty badass thing to do and take a lot of balls in our opinion.
The only backstory we get from the film is that Hoot uses his trigger finger as his safety.
Maybe that’s all we need.
3. There would have been more aerial target practice
Remember when that Black Hawk helicopter picked up Hoot in the middle of the desert and then he shot that wild pig looking thing off-screen? That was awesome!
Well, we bet that if Hoot were the star, that scene would have been a set up for a dope aerial-to-ground shootout with the Somali militia — just sayin’.
2. He’s the most interesting character in the film
We understand that film is based on the real raids that took place, but take a step back from that, and we bet everyone can agree that we all felt like Hoot was always cool and calm even though the troops faced an uncertain future.
Shout out to the cast and crew for making this character so compelling.
SpaceX’s Demo-2 mission splashes down in the Gulf of Mexico with NASA astronauts Bob Behnken and Doug Hurley on August 2, 2020, after returning from a 63-day mission to the International Space Station. (Bill Ingalls/NASA)
SpaceX just achieved a feat that even CEO Elon Musk thought improbable when he founded the rocket company in 2002: flying people to and from space.
On Sunday afternoon, NASA astronauts Bob Behnken and Doug Hurley safely careened back to Earth after a 27-million-mile mission in orbit around the planet. The men flew in SpaceX’s new Crew Dragon spaceship, landing the cone-shaped capsule at 2:48 p.m. ET in the Gulf of Mexico near Pensacola, Florida.
Shortly after 4 p.m. ET, a SpaceX and NASA recovery crew pulled the astronauts from their toasted ship.
“Thanks for doing the most difficult part and the most important part of human spaceflight: sending us into orbit and bringing us home safely,” Behnken said shortly before leaving the spaceship, which he and Hurley named Endeavour. “Thank you again for the good ship Endeavour.”
“It’s absolutely been an honor and a pleasure to work with you, from the entire SpaceX team,” a capsule communicator responded from mission control at SpaceX’s headquarters in Hawthorne, California.
SpaceX privately designed, built, and operated the vehicle with about .7 billion in contracts from NASA’s Commercial Crew Program. The money helped SpaceX create its newfound spaceflight capability and is funding about half a dozen missions — including Behnken and Hurley’s demonstration flight, Demo-2, which launched on May 30.
“These are difficult times when there’s not that much good news. And I think this is one of those things that is universally good, no matter where you are on planet Earth. This is a good thing. And I hope it brightens your day,” Musk said during a NASA TV broadcast after the landing.
“I’m not very religious, but I prayed for this one,” he added.
The mission’s end likely brings SpaceX just weeks from a NASA certification of its Crew Dragon for regular flights of astronauts — and private citizens.
“We don’t want to purchase, own, and operate the hardware the way we used to. We want to be one customer of many customers in a very robust commercial marketplace in low-Earth orbit,” Jim Bridenstine, NASA’s administrator, said ahead of the landing.
He added: “This is the next era in human spaceflight, where NASA gets to be the customer. We want to be a strong customer, we want to be a great partner. But we don’t want to be the only ones that are operating with humans in space.”
“It did not seem like this was the first NASA SpaceX mission with astronauts on board,” Michael Hopkins, a NASA astronaut who’s slated to fly on SpaceX’s next mission, Crew-1, said. “It seemed to go extremely smoothly.”
Gwynne Shotwell, SpaceX’s president and CEO, said even SpaceX leadership was a bit taken aback.
“I think we’re surprised — minorly surprised, but obviously incredibly pleased — that this went as smoothly as it did,” she said.
American astronauts, rockets, and spaceships launching from US soil
Before Demo-2, the United States hadn’t launched humans into space from American soil since July 2011, when NASA flew its final space shuttle mission.
During the following nine years, NASA had to rely on Russia’s Soyuz launch system to ferry its astronauts to and from the space station. But that became increasingly expensive.
Also, with just one to two seats for NASA astronauts aboard each Soyuz flight — compared to the space shuttle’s seven — the arrangement limited American use of the ISS, which has housed as many as 13 people at once (though space-station crews are typically six people).
Most concerning to mission managers, the arrangement left NASA reliant on a single launch system. That became especially worrisome when high-profile issues arose with Soyuz over the past few years, including a mysterious leak and a rocket-launch failure that forced an emergency landing. After these incidents, NASA and other space agencies had nowhere else to turn.
With SpaceX’s successful Demo-2 flight — and the upcoming test flights of Boeing’s CST-100 Starliner spaceship — that insecure footing for US astronauts is now in the rearview mirror.
“This is the culmination of a dream,” SpaceX CEO Elon Musk told “CBS This Morning” ahead of the mission’s launch in May. “This is a dream come true. In fact, it feels surreal.”
In addition to giving NASA better access to the space station, having a spacecraft and launch system enables the agency to use the space station’s microgravity environment to conduct more science experiments — in pharmaceuticals, materials science, astronomy, medicine, and more.
“The International Space Station is a critical capability for the United States of America. Having access to it is also critical,” Bridenstine said during a briefing on May 1. “We are moving forward very rapidly with this program that is so important to our nation and, in fact, to the entire world.”
Artist’s concept of astronauts and human habitats on Mars. (JPL / NASA)
Demo-2 brings SpaceX one step closer to the moon and Mars
With the completion of Demo-2, SpaceX has also gained operational experience flying people to and from space for the first time. That’s hugely important to Musk, who has big plans for SpaceX.
NASA shares some of Musk’s ambitions to send humans back to the moon and eventually to Mars. Sending astronauts to the space station aboard the Crew Dragon represents a major milestone toward those goals.
Bridenstine also said that he’d eventually like to see entire commercial space stations in the future.
“The next big thing is we need commercial space stations themselves. And in order to create the market for commercial space stations, we have to have these transformational capabilities,” Bridenstine said ahead of the landing.
‘I doubted us, too’
During a briefing following the launch of Demo-2, Business Insider asked Musk if he had a message for those who ever doubted him or the company.
“To be totally frank, I doubted us, too. I thought we had maybe — when starting SpaceX — maybe had a 10% chance of reaching orbit. So to those who doubted us I was like, ‘Well, I think you’re probably right,'” Musk said.
He added: “It took us took us four attempts just to get to orbit with Falcon 1 … People told me this joke: How do you make a small fortune in the rocket industry? ‘You start with a large one’ is the punch line.”
Musk said SpaceX “just barely made it there,” adding, “So hey, I think those doubters were — their probability assessment was correct. But fortunately, fate has smiled upon us and brought us to this day.”
All good things, inevitably, come to an end. Whether you were counting down the days until you had your DD-214 in your hands or you stubbornly got your retirement paperwork after giving everything you had to Uncle Sam, there eventually comes a time for you to lace up your boots for the very last time.
That’s neither a good thing nor a bad thing — it’s just a thing. But your time in uniform has forever changed you. What life has in store for you after service is no one’s guess, but wherever you find yourself, know that you’ve still got a fire inside of you that will never die.
Being in the military really teaches you that motivating others isn’t always a matter of throwing a flashy office party. It can be something as small as a well-timed “good job” or expressing interest in someone’s well-being.
(U.S. Marine Corps photo by Sgt. Aaron S. Patterson)
You’ll still conduct yourself like the troops
The Marines have a saying: “Once a Marine, always a Marine.” There’s a lot to that statement, but in one sense, it can be applied to everyone who served in the Armed Forces. There are a lot of things that you pick up in whichever branch you served that just won’t ever fully go away.
You’d be amazed at how far punctuality, polite greetings of the day, and standing up straight will take you. Shy of your ability to do whatever job, employers want someone who’s going to work well with a team, communicate effectively with others, be willing to take charge, and have the guts to make impromptu decisions that will benefit others and the company.
No pressure, but your guys are all crossing their fingers for your success. Don’t let them down.
(U.S. Marine Corps photo by Lance Cpl. Samantha Villarreal)
Your passion and drive comes from within
It really doesn’t matter what you end up doing for a living after you’ve transitioned back to civilian life. You could get a job doing pretty much the same thing you were doing on the green side, you could use the GI Bill to learn a trade you always wanted to pick up, you could even try your hand at something artistic. It’s your life, and you’ve earned the right to pursue whatever you’re passionate about.
Want to open up an auto shop in your old hometown? Open it and give it your all every single day. Are you gifted in computer work after being a computer guy in the Army? It’s a damn fine job, and you’ll be great at it. Heard the jokes about the LT getting a degree in underwater basket-weaving and want to give it a shot? You will be the best damn underwater basket-weaver the world has ever seen.
Why? Because your leaders instilled in you a mission-oriented mindset. That’s what separates you from the “I might” or the “I could” people of the world. Your NCO made you into an “I will” kinda person.
What seems like simply reaching out your hand to someone will make a world of difference to everyone else.
(U.S. Army photo by Spc. Andrew Parks)
You’ll never lose that will to help others
Where life takes you still doesn’t really matter. Wherever you find yourself, you’re still going to go out of your way to selflessly impact the life of another person. It doesn’t matter if you open a veteran-owned nonprofit to help the troops or you’re just taking care of the grandkids in your cabin hidden in the woods. You’re always going to strive for something bigger than yourself.
This is because veterans have always been taught to think of “one team, one fight.” Everyone may be fighting to reach the top, but you’ve got to help out your squad if they’re not able to reach the goal.
Whether your metaphorical squad in the outside becomes your coworkers, your family, or the entire veteran community as a whole, you’re always going to fight to help bring them up.
You’ll always find someone new to share a laugh with. Hell, even just telling civilians about some of the funny stuff we did is a great way to break the ice.
(U.S. Air Force photo by Tech. Sgt. Kevin Wallace)
Your brotherhood with your fellow troops will last forever
Everyone you’ve ever met, from your squad mates to that admin clerk you occasionally bumped into before formation, will stay with you always. Even if they are no longer with us, the good times you had together will keep bringing a smile to your face whenever you’re alone in the sometimes-unforgiving civilian world.
When times got rough in the military, your brothers and sisters were always just a knock on a barrack’s room door away. Now they’re on, what seems like, the other side of the world. But are they really? It doesn’t matter if it’s been years, we all have someone we served with that we can call at a moment’s notice to talk to. We all swore to give our lives to protect our brothers and sisters in arms — answering a phone call is leagues easier.
Nearly every other veteran will embrace you as their own if you’re in need of a hand. Even civilians can occasionally earn that level of trust and respect if you let them into your new “squad.”
Stay the course, my friends.
(U.S. Marine Corps photo by Cpl. Aaron Henson)
You’re always going to be the flag bearer for the Armed Forces
Fewer people are enlisting in the Armed Forces than ever before. Fewer people have relatives that served, and it’s astounding how many people have never interacted with a veteran. That sucks for Uncle Sam trying to fill out the formations, but that gives you the advantage.
There’s no denying it. Finding your place in the civilian world will be hard, and there’s no road-map to follow. It will get lonely at times. Just keep holding onto that flag and others will see you for your true worth. Just as the flag-bearer in wars of old inspired the troops, you will, too. It will also help other vets find you in hopes of rekindling the camaraderie we all once had in the barracks.
You’re not the first person to ever leave military service, and you’re not going to be the last. Let it be your guide, even if you don’t know where you’re going.
The commander of the destroyer USS Fitzgerald and the executive officer have been permanently detached from the ship and face non-judicial punishment over the deadly collision in June with a container ship, the Navy announced August 17.
Cmdr. Bryce Benson, commander of the Fitzgerald, and Cmdr. Sean Babbitt, the executive officer, are “being detached for cause,” meaning that the Navy “has lost trust and confidence in their ability to lead,” Adm. Bill Moran, Vice Chief of Naval Operations, said during a press conference.
Vice Adm. Joseph Aucoin, commander of the 7th Fleet, has also decided that the top enlisted sailor aboard the Fitzgerald and several other sailors on the watch crew at the time of the collision on June 17 will also face non-judicial punishment, Moran said.
Aucoin ruled that “serious mistakes were made by the crew,” Moran said.
The Fitzgerald was hit nearly broadside by the ACX Crystal cargo ship in the early morning hours of June 17 in Japanese waters. Seven sailors aboard the Arleigh Burke-class destroyer Fitzgerald were killed.
The service members, whose bodies were found in flooded berthing compartments, on August 17 were posthumously promoted.
The top enlisted sailor on the Fitzgerald was later identified as Chief Petty Officer Brice Baldwin. He, Benson, and Babbitt were all in their berths when the collision occurred.
However, Aucoin found that all three bore chief responsibility for the watch crew on the bridge losing “situational awareness” as the destroyer was proceeding at about 20 knots on a clear moonlit night in relatively calm seas, Moran said.
When asked if the non-judicial punishment against Benson, Babbitt, and Baldwin would be career-ending, Moran said: “Look at what happened here — it’s going to be pretty hard to recover from this.” Moran said investigations were continuing but he declined to speculate on whether courts martial might be pursued against any of the Fitzgerald’s crew.
Since the accident occurred, naval experts have pondered how a fast and agile destroyer carrying some of the world’s most advanced radars and proceeding on a clear moonlit night in calm seas could have been hit nearly broadside by a slow and plodding cargo ship.
The speculation has centered on whether the bridge watch crew was either poorly trained or simply not alert. Moran said only that collisions should not happen in the US Navy — “We got it wrong.”
A “line of duty” investigation released by the Navy earlier August 17 on actions following the collision gave evidence of the enormous damage inflicted on the Fitzgerald and the heroic actions of the crew in saving the ship and their fellow sailors.
Berthing Area 2, two decks below the main deck where 35 sailors were sleeping in three-decker buns, was exposed to the open sea, the investigation said. The bulbous nose of the ACX Crystal had ripped a 13×17 foot hole into the side of the Fitzgerald.
“As a result, nothing separated Berthing 2 from the onrushing sea, allowing a great volume of water to enter Berthing 2 very quickly,” the investigation said. The seven sailors killed in the collision were all in Berthing 2. They were “directly in the path of the onrushing water,” the investigation said.
The force of the collision knocked the Fitzgerald into a 14-degree list to port before the ship rocked back violently into a seven-degree list to starboard. “One sailor saw another knocked out of his rack by water,” the investigation said.
“Others began waking up shipmates who had slept through the initial impact. At least one sailor had to be pulled from his rack and into the water before he woke up,” the investigation said.
The sailors were in water up to their necks as they scrambled to reach a ladder to safety. The last rescued sailor had been in the bathroom at the time of the crash. Other sailors “pulled him from the water, red-faced and with bloodshot eyes. He reported he was taking his final breath before being saved,” the investigation said.
Each branch of the military has a different way to show their unit pride. U.S. Army soldiers wear easily identifiable patches (a shoulder sleeve insignia) on the left shoulder of their combat uniform.
The SSI shows the current duty station that the soldier is attached to. If the soldier has deployed to a designated combat zone, they can also slap that unit patch onto the right shoulder to wear for the rest of their career.
This leads to a little game soldiers play, reminiscent of kids playing with trading cards, where they trade unit patches with one another or leave one with the Bangor Troop Greeters.
Depending on the unit, this may be for regiment, brigade, or division — with the patch being from the highest distinct echelon (so if you were in the 101st Airborne, you would wear the 101st patch and not the XVIII Airborne Corps patch).
The patch was conceived to inspire unit pride and to identify other soldiers in the unit. The first to adopt a shoulder patch was the 81st Infantry Division in 1918. When they deployed to France shortly after adopting it, their patch drew much disdain from other units in the American Expeditionary Force.
The “Wildcat” Division’s unit patch was brought to the attention of Gen. John J. “Blackjack” Pershing by a fellow officer because it was unbecoming of the uniform. After some consideration, the only American to be promoted to General of the Armies in his lifetime decided that the 81st should keep their unit patch and suggested other divisions to follow suit. The patch became officially recognized on Oct. 19, 1918, and many more followed shortly after.
Ever since then, soldiers have a treasured relationship with their unit patches (and even more if they deployed with them.) Through their patch, they stand tall among their brothers in arms of the past — adding to their legacy.
In a clear message to Russian forces, three US B-2 Spirit stealth bombers flew an extended sortie over the Arctic Circle for the first time on Sept. 5, 2019, the Air Force’s 509th Bomb Wing confirmed to Insider.
Details about the sortie over the Norwegian Sea are scarce, but the aircraft involved completed a night refueling over the Arctic Circle as part of Bomber Task Force Europe. In March, Norway accused Russia of jamming its GPS systems and interfering in encrypted communications systems.
“Training outside the U.S. enables aircrew and airmen to become familiar with other theaters and airspace, and enhances enduring skills and relationships necessary to confront a broad range of global challenges,” US Air Force spokesman Capt. Christopher Bowyer-Meeder told Insider.
A B-2 Spirit assigned to Whiteman AFB, Missouri, approaches to receive fuel from a KC-135 Stratotanker assigned to RAF Mildenhall over the Norwegian Sea, Sept. 5, 2019.
(U.S. Air Force photo by Staff Sgt. Jordan Castelan)
The B-2s are part of the 509th Bomb Wing from Whiteman Air Force Base in Missouri. They are deployed to Royal Air Force Base Fairford near Gloucestershire, England where last month they flew with non-US F-35s for the first time. RAF Fairford is the forward operating location for US Air Force in Europe’s bombers.
Four KC-135 Stratotanker aircraft from the 100th Air Refueling Wing stationed at RAF Mildenhall joined the B-2s on the mission over the Norwegian Sea.
A spokesperson from the 509th Bomb Wing told Insider that no other NATO aircraft were involved in the mission, and the bombers did not have any ammunition on board.
A B-2 Spirit assigned to Whiteman AFB, Missouri, approaches to receive fuel from a KC-135 Stratotanker assigned to RAF Mildenhall over the Norwegian Sea, Sept. 5, 2019.
(U.S. Air Force photo by Staff Sgt. Jordan Castelan)
Last month, the B-2 also made its very first visit to Iceland, establishing the Air Force’s presence in a region Russia considers its dominion. Iceland’s Keflavik Air Base was established during the Cold War as a deterrent to the Soviet Union, and the B-2s’ brief stopoff there demonstrated its ability to operate in cold-weather conditions.