The Nigerian terrorist group Boko Haram has a track record of brutality.
The group is most notorious for its kidnapping of over 200 girls from a school near the town of Chibok and selling many of them into sexual slavery.
Let’s put it this way – Boko Haram easily falls into former Gen. Jim Mattis’s “fun to shoot” category (although the use of drones, cruise missiles, artillery and carpet-bombing should not be ruled out).
But what does it take to keep this bunch of scumbags going?
As the old saying goes, amateurs study tactics, professionals study logistics.
Well, some answers emerged recently when two of the terrorists on a supply run were taken out by the Nigerian military. They had two FN FAL rifles and a grand total of 18 rounds of ammo between them. Nigerian troops also recovered a three-page shopping list that would make porn star blush.
According to a report by the Premium Times, the contents of the list included a request for cartons of Viagra and various “libido enhancers.” Among them were a coffee enhancer known as Maxman, Viamax coffee (itself a libido enhancer) and MMC Sex Men.
The men were also supposed to acquire various drugs for the treatment of venereal disease. Capsules for treating gonorrhea were mentioned on the list, but the Boko boys were also seeking various injectable drugs.
The sex-supply run was not a surprise to the Nigerian military, who in 2015 noted that raids on the terrorist group’s camps revealed loads of condoms, libido enhancers and even hard drugs.
Conspicuous by their absence were copies of the Koran, and many of the Boko Haram terrorists captured by the Nigerian military couldn’t recite any portion of that religious text.
Seems like Boko Haram doesn’t recruit holy warriors, they attract sex-crazed crooks.
Breitbart News reported that the debauchery is not just limited to the Nigerian terrorist group, which declared its allegiance to the Islamic State of Iraq and Syria in March 2015. Islamic State militants also have engaged in sexual slavery, and doctors forced to work for that group report that many of the fighters they treat demand Viagra.
In the 1950s, Lockheed Martin designed the C-130 with transport in mind, by the end of the 1960s, Boeing converted the lumbering giant into one of the deadliest aircraft in the world. Its endurance and capacity to carry munitions made it the perfect AC-47 Spooky gunship replacement.
Like the AC-47, the new, AC-130 was capable of flying faster and higher than helicopters, and its excellent loiter time allowed it to deliver concentrated fire to a single target on the ground. The gunship first saw action during the Vietnam War and has continued to receive updates. The newest version of the gunship, the AC-130U Spectre, uses the latest sensor technologies and fire control systems to improve range and accuracy.
This video perfectly shows why Boeing received an $11.4 million indefinite contract by the U.S. Air Force. Watch it now:
Although the Unite States and Britain have had their share of disputes early on in American history, today the two countries are the closest of friends.
In case you were living under a rock, British troops have been fighting alongside US forces as it continues to fight the global war on terror. That means while our service members are overseas, there’s a solid chance they will encounter members of the British army on a joint mission.
That being said, the British have some popular slang terms that we Americans don’t use but probably should know.
The identity of the pilot has not been released, pending a 24-hour period following notification of family members.
Officials said the cause of the crash is under investigation.
Speaking at a think tank event in Washington, D.C., on Friday, the Corps’ top aviation officer, Lt. Gen. Jon Davis, offered thoughts and prayers for the families of the pilot, adding that he didn’t have all the details about the incident.
While Marine officials have testified this year that readiness challenges have resulted in significant reductions in flight hours for Marine pilots across nearly every aviation platform, Davis said he did not believe that was a contributing factor in the tragedy.
“I track [flight hours] each week. This particular unit was doing OK,” he said. He said he did not believe that reduced flight hours had made squadrons less safe, but he said the Corps was “not as proficient as we should be” in its aviation component.
This is the second fatal Hornet crash for the Marine Corps in the last 12 months. In October 2015, a Marine pilot was killed when a 3rd MAW F/A-18C aircraft attached to Marine Attack Fighter Squadron 232 crashed near Royal Air Force airfield Lakenheath in England during a flight from Miramar to Bahrain.
A U.S. Army veteran and green card holder with a felony drug conviction could be deported as soon as this week, his attorney said Jan. 29 after a federal court denied his appeal to remain in the U.S.
Miguel Perez Jr., 39, a Chicago resident who served two tours of duty in Afghanistan and recently finished a prison term on a drug conviction, had sought to remain in the U.S., arguing his life would be in danger if he were deported to Mexico, where he has not lived since age 8. A three-judge panel for the 7th U.S. Circuit Court of Appeals rejected that argument last week.
Perez’s attorney, Chris Bergin, said the case highlights hypocrisy in how the country treats some American military service members.
“If you’re going to put your hand on your hearts every time at a game, you’re going to say thank you for your service and wear American flag lapel pins, and you’re going to criticize football players for taking a knee during the national anthem, it seems that’s all superficial and false patriotism if you’re not caring about an actual military veteran,” Bergin said.
In a statement, Perez’s supporters said Jan. 29 the ruling has left his family “distraught.”
“From the beginning, Miguel has fought his deportation, not only for himself, but in solidarity with other green-card veterans who have been or who are now facing deportation after having served their country in combat,” they said.
Perez, who has two children who are U.S. citizens, is one of many legal permanent residents who served in the U.S. military then confronted the possibility of deportation to their native countries after committing a crime.
Perez said he mistakenly thought he became a U.S. citizen when he took an oath to protect the nation. His military superiors never offered to help him expedite his citizenship, Bergin reiterated in court Jan. 31.
After his military service, Perez sought treatment at the Veterans Affairs hospital in Maywood, where doctors diagnosed him with post-traumatic stress disorder. He was supposed to return for more tests to determine whether he also had a traumatic brain injury.
In the meantime, he reconnected with a childhood friend who provided free drugs and alcohol. On Nov. 26, 2008, while with that friend, Perez handed a laptop case containing cocaine to an undercover officer. Perez pleaded guilty to the drug charge and served half of a 15-year prison sentence.
While Perez was convicted of delivering less than 100 grams of cocaine, prosecutors have said he was arrested for delivering much more and received a reduced sentence after a plea deal. Prosecutors also pointed out that Perez was given a general discharge from the military after a drug infraction.
Perez said he discovered the citizenship oversight when he was summoned to immigration court shortly before his September 2016 release from Hill Correctional Center in Galesburg. Instead of heading home to Chicago from prison, Perez was placed in the custody of Immigration and Customs Enforcement and transferred to a Wisconsin detention center for immigrants awaiting deportation.
When legal residents or people who are here illegally commit crimes, ICE’s standard protocol is to let them serve most of their sentence for the crime in the U.S., then deport them.
Roughly 18,700 legal permanent residents are in the U.S. armed forces, and about 5,000 join every year, according to the Department of Defense.
After oral arguments to the appeals court panel this month, Perez’s mother, Esperanza, fought back tears. In Spanish, she said she could not bear hearing her son’s fate discussed in such callous terms.
“He defended this country, and the same system wants to throw him away like garbage,” she said through a translator. “It’s so sad for me to think if they send him back to Mexico he’d be just another statistic.”
In court, Perez cited the United Nations Convention against Torture, a protection that resembles asylum. Under that international provision, the U.S. agrees not to deport people who are not American citizens or nationals to another country where they could face imminent danger.
Prosecutors rejected the argument that the danger allegedly facing Perez qualifies under the torture provision and asked the judges to affirm the immigration court’s order for removal.
Bergin said he has filed a stay on two grounds. One is based on a medical evaluation finding that Perez needs immediate attention for PTSD and his brain injury. The other seeks retroactive citizenship for Perez to when he joined the military in 2001.
Perez and his supporters are also preparing, if necessary, to file an appeal to the full panel of the 7th U.S. Circuit and have asked Gov. Bruce Rauner to grant a pardon to Perez for his criminal conviction, supporters said. If Rauner grants the pardon, it’s not clear how that might affect the deportation case.
Congress should also address the problem facing green card veterans, supporters said.
Bergin hopes somebody at ICE “has a sense of decency and says, ‘Look, we’ve got to credit the service this guy did.’ ”
“Every step of the way, we’ve tried to get somebody to be sympathetic and reasonable,” Bergin said.
Thirty years ago, the United States and the Soviet Union signed the Intermediate Nuclear Forces Treaty, or INF Treaty, which called for the elimination of all ground launched-surface-to-surface missiles with ranges between 500 and 5,500 kilometers (310 to 3,417 miles). This treaty held through the 1990s and most of the 2000s, but in recent years, there have been allegations of Russian non-compliance.
Details on the new missile are scarce, as the system’s development has begun. One likely option would be to try to bring back the ground-launched version of the Tomahawk. Another option could be to launch Tomahawks from an Aegis Ashore base. The Tomahawk can be launched from the same vertical-launch cells as the RIM-161 Standard Missile, or SM-3, used in Aegis Ashore. A 2016 release from Lockheed Martin noted that an Aegis Ashore base in Romania is active, and one in Poland is under construction.
The Wall Street Journal noted that the Pentagon’s intention is to hopefully force Russia to comply with the 1987 treaty. However, should Russia not go back into compliance, a source told the paper that the United States is determined to be ready if the Russians choose to “live in a post-INF world … if that is the world the Russians want,” as one official put it.
The Hill reported that during meetings with other NATO defense ministers at NATO Headquarters in Brussels, Belgium, Secretary of Defense James Mattis states that Russia’s violations raise “concern about Russia’s willingness to live up to the accords that it’s signed, the treaties it’s signed.”
When you gotta go, you gotta go. It doesn’t matter what you might be doing or who might be shooting at you for doing it. This, of course, includes the military personnel who get put in a lot of situations that would test anyone’s nerves. And bladders.
There are the times when having to go came in handy. There were times when it was absolutely necessary. There were times when there was no other way. They answered the call of duty while answering the call of nature.
1. Cooling down a Vicker’s machine gun.
During WWI, British-made Vicker’s machine guns needed a waterjacket to keep the weapon cool as it fired hundreds of rounds of flaming death at oncoming enemy troops who fail to understand the meaning of “No Man’s Land.”
As long as you kept the barrel cool by replacing the water jackets when they heated, the guns would shoot for hours and hours, totally reliably. But if troops didn’t have a cool water handy to replenish the water, they would instead pee into the gun’s waterjacket. One gunner said it “made the war a bit more personal.”
One of the guys who made it back to England was Airman Maynard “Snuffy” Smith, a gunner over St. Nazaire, France – a place called “Flak City.” It was here Snuffy’s plane was torn to shreds by fighters. The fuel tanks started pouring gas into the plane, which of course caught fire. As Snuffy fired his guns at oncoming Nazi fighters, he forcefully pissed the fires out, tended to his crewmates’ wounds, and chucked the flammable items out the window.
Six more men made it back to England with Snuffy, who was awarded the Medal of Honor. The plane broke in half upon landing, though.
3. Forcing NASA to answer the pressing questions.
In 1961, NASA was still testing the things they would have to be prepared for during space missions – namely, answering President Kennedy’s challenge to put a man on the moon within ten years. Anyone who’s ever been on a long road trip can probably guess what one of the first issues they encountered was.
Except Mercury Redstone 3 wasn’t a long road trip. At 15 minutes, it wasn’t even a long space trip. So what do you do with an astronaut who has to pee at an inopportune time? Simple. Pee in the suit.
Even though it meant short-circuiting the equipment designed to measure his vital signs, Alan Shepard did as instructed by NASA and went in the suit. For better or for worse. His colleagues couldn’t believe Houston told him to do it. (If you’re wondering, Buzz Aldrin was the first to pee on the moon).
4. General Relief.
It would take a psychologist of some specialty to detail what is about peeing on your enemy’s territory and fortifications that makes world leaders and generals want to do it. In fact, it’s the first thing they think of. When Winston Churchill visited Hitler’s Siegfried Line in 1945, he wore a “grin of intense satisfaction.”
In 1950, American troops under Gen. Douglas MacArthur led a complete rout of North Korean forces. After almost pushing the Americans and South Koreans into the sea at Pusan, the entire Communist force fell apart after the Inchon Landing. They were driven all the way to the Chinese border at the Yalu River.
President Truman ordered that only South Korean troops be allowed in the Yalu zone, to keep from provoking China. As every military history buff knows, that’s not what happened. MacArthur pushed Gen. Edward Almond’s X Corps to the Yalu as fast as possible. When he got there, he took the ritual pee in the river.
Unfortunately, his race to the river dispersed his forces and allowed the sneak attack by the Chinese (who weren’t thrilled with the pee in their river) to succeed.
Army Air Corps Tech. Sgt. Ernest Merle Hancock was the top turret gunner in a B-17 bomber flying into Nazi Germany from Italy in the third of three American bomber groups. The German forces at the target offered some resistance to the first two bomber groups, but they held the real fireworks for the third group.
The B-17s had no fighter cover when 200 German fighters, some of which were the feared Focke Wulf-190, rose up to attack the mere 27 B-17s in the American formation.
Staff Sgt. Maynard Smith mans a machine gun in a B-17 in a promotional photo during World War II. (Photo: U.S. Air Force)
Despite the long odds, Hancock and the other gunners opened up with everything they had. Hancock’s plane was struck by Messerschmitt 109 and Fw-190 fire and Hancock himself suffered injuries from the enemy guns.
A fire spread through the bomber, but Hancock stayed at his post until ordered to bail out. He finally exited the burning plane as it flew near the German border with France. Unfortunately, he was captured by the Germans and spent the rest of the war as a POW.
Iran has tested an advanced high-speed torpedo in the Strait of Hormuz. The test is not only a provocation, but the torpedo is also a new threat to vessels in the international choke point.
According to a report by FoxNews.com, the torpedo in question is called the Hoot, and appears to be a variant of the Russian Shkval, a rocket-powered torpedo capable of reaching speeds of 250 miles per hour, with a range of six miles. This torpedo could cover that distance in about a minute and a half.
According to GlobalSecurity.org, Russia designed the Shkval as a “revenge weapon” for use by submarines to take out a ship or submarine that fired on them. The original Shkval was tipped with a nuclear warhead. The 16th Edition of Combat Fleets of the World notes that an export version has about a 450-pound high-explosive warhead. Combat Fleets reported Iran was developing a variant of the Shkval known as the Dalaam.
The torpedo is a particular threat given the confined nature of the Strait of Hormuz, which is as narrow as 21 nautical miles.
The Shkval can be fired from any 21-inch torpedo tube — which means that the entire Iranian submarine force, three Kilo-class submarines and at least 16 Ghadir-class minsubs based on a North Korean design, plus another class of minisub called the Qa’em, can use this weapon.
The F-15 is an amazing aircraft that was designed to go head-to-head with the Soviet’s MiG-25 and was the top dog for years, most notably during Desert Storm where American and Saudi Eagles took it to the Iraqis in a big way.
The F-15 has endured because its design was years ahead of its time, and a great data point behind that fact is the time Israeli pilot Zivi Nedivi landed his jet with only one wing. Nedivi had one of his wings sheared off in a midair collision with an A-4 Skyhawk during a training event. Nedivi’s Eagle went into a rapid roll by the crash and he told his navigator to prepare the eject.
Nedivi turned on his afterburners in an attempt to stabilize the jet. The move worked. After his aircraft stabilized, he decided to attempt to land at a base 10 miles away. Because of the fuel coming from the damaged fuselage, neither he nor his wingman knew that the F-15 was missing a wing.
Hear the rest of this amazing story from Nedivi himself in this video:
“The only thing that ever really frightened me during the war was the U-boat peril,” British Prime Minister Winston Churchill reportedly said while reflecting on the second world war.
By the end of the war, Hitler’s Kriegsmarine, the navy of Nazi Germany, had built 1,162 U-boats, which is short for the German word “Unterseeboot,” or undersea boat.
In the fall 2015 issue of Weapons of WWII magazine, Marc DeSantis explains how the U-boats were used during World War II.
At the beginning of the war, the commander of the German U-boat fleet, Karl Dönitz, said that if he had 300 U-boats, “he could strangle Britain and win the war.”
The Kriegsmarine began the war with just 56 U-boats, but over the course of the war they would build 691 type VII U-boats alone. Here’s a photo of a U-35 boat during training exercises in 1936.
The U-boat was not a true submarine in today’s sense of the word. It was more of a submersible craft. The diesel engines required air, so while underwater, the craft was powered by 100 tons of lead-acid batteries, meaning it had to surface every few hours when air and battery power were exhausted.
The battery power made the U-boats exceptionally slow underwater, clocking in at 8 knots (9.2 mph), compared to 17.2 knots (19.8 mph) above water on the VII-B models.
The boats were manned by up to 44 men …
… who shared extremely crammed quarters.
The U-boat featured a fearsome 88-millimeter cannon on the deck, as well as a 20-millimeter antiaircraft gun. Here’s the cannon in action:
U-boats were also equipped with torpedoes for underwater attacks. Here’s a photo of a German G7 torpedo, the standard torpedo for all German U-boats and surface torpedo-bearing vessels of the war.
However, many early torpedoes fired by U-boats did not function properly, either exploding prematurely or not at all.
By 1943, Allied forces began fiercely hunting U-boats at sea. Here’s an Allied pilot bombing a U-boat.
Toward the end of the war, the U-boats were death traps. Of 40,900 men who manned U-boats, some 28,000, or 70%, were killed. Here’s a photo of US troops boarding a captured German U-boat.
German U-boats sank more than 2,600 Allied ships carrying supplies during World War II.
The nuclear-powered aircraft carrier PCU Gerald R. Ford (CVN 78) – PCU stands for Pre-Commissioning Unit – completed its sea trials earlier this month. This was supposed to have happened a while ago – in fact, the Navy retired USS Enterprise (CVN 65) in 2012 based on the assumption the Ford would be ready in 2015.
The Gerald R. Ford, like the Littoral Combat Ship and the Zumwalt, had its design hiccups. But it also has a number of new technologies – major advances over the Nimitz-class that has been a bulwark for America since 1975.
So, what makes this $10.44 billion carrier so special? Why spend $26 billion to make a whole new design? Well, here is some of what we got for it:
1. More Flight Deck Space
The Gerald R. Ford’s flight deck has been re-designed to help generate at least 25 percent more sorties per day than the Nimitz-class carriers can. Among the ways this was done was to reduce the number of aircraft elevators from four to three. The carrier’s island has been moved back by 140 feet, and it is 20 feet shorter. They also moved it three feet more from the center.
The Electro-Magnetic Aircraft Launch System is perhaps the biggest change on these vessels. The traditional method to launch planes for decades has been the steam catapult. While it has done the job, there is a huge price paid by the aircraft. Really, the entire carrier launch and recovery cycle has been a case of officially-sanctioned Tomcat, Hornet, Phantom, Hawkeye, Viking, and Greyhound abuse.
Or, in a shorter version, carrier planes get the sh*t beat out of them.
EMALS is different. According to a 2007 DefenseTech.org article, it allows much more precision in terms of how much force is used to launch a plane. This lessens the stress on the airframe, allowing a combat plane to last longer. That precision also allows it to launch lighter and heavier planes than the current steam catapults.
There are other benefits, too, including fewer steam pipes around the ship, and reduced maintenance requirements.
3. Advanced Arresting Gear
The carrier landings – really controlled crashes – are another item that new technology will change. Like EMALS, this system is intended to reduce the stress on airframes. This system has been plagued by trouble, drawing fire from the DOD’s Inspector General. The San Diego Reader reported that the IG claims the system is still “unproven.”
4. New Reactors
The carrier is also debuting the new A1B reactors from Bechtel. The big change here is that the plant delivers 300 percent of the electrical output that the reactors on board the USS Nimitz (CVN 68) and her sisters can. GlobalSecurity.org notes two other benefits: The A1B requires less manning, and it has about half of the pipes, valves, condensers, and pumps. This cuts the maintenance requirements a lot.
All in all, if everything works, the Gerald R. Ford will be able to do more than a Nimitz can do, while having less crew on board.
Coast Guard Lt. Cmdr. Edward “Iceberg” Smith was the only American military officer invited on a bold, new expedition in the late 1920s: An 8,000-mile journey over the Arctic in the Graf Zeppelin, one of the premier airships at the time.
Lt. Cmdr. Edward “Iceberg” Smith, an Arctic expert, World War I veteran, and Coast Guardsman invited to take part in the 1931 Aeroarctic Expedition.
(U.S. Coast Guard Compass)
Smith was one of the top experts on icebergs at the time, an interest he discovered after his service in World War I. The young Coast Guard officer had been assigned to convoy duties during the war, but was assigned to the international ice patrol soon after.
This scientific zeal drew the attention of Arctic explorers planning in the late 1920s to fly an airship to the North Pole while a submarine simultaneously made the same journey under the ice. The submarine would then bore its way to the surface, and the two crews would meet for handshakes and an exchange of mail before departing.
The trip went through a number of redesigns as the death of its leader, mechanical problems with the submarine, and funding issues all challenged elements of the plan.
But, in 1931, the plans were finalized for the Graf Zeppelin to meet up with a Russian icebreaker near the North Pole and exchange mail before collecting a large amount of scientific data and returning to Berlin — all within a single week. As Smith wrote in his notes following the trip, earlier expeditions along a similar route, conducted on foot, had taken almost a year to go one direction.
The Graf Zeppelin in Berlin.
(U.S. Coast Guard Compass)
The zeppelin took off on July 24, 1931, and proceeded to Berlin and then Leningrad for additional fuel and hydrogen before setting off north for the Pole. They crossed into the Arctic Circle at 7 p.m., July 26.
While the trip was certainly easier than a traditional Arctic expedition, it was still very dangerous. The men on board had limited emergency gear and food if the zeppelin was forced down by bad weather or mechanical failure. But, as long as the ship held up, it was reported as actually being quite pleasant despite how cold it was.
The Arctic ice sheets that proved treacherous for explorers on foot were quite beautiful from the sky by all accounts. And Russians, excited about their men meeting up with the zeppelin in the historic journey, had sent the airborne expedition off with crates of prime caviar.
A photo of the Arctic ice fields in 1931. The shadow on the ice is from the Graf Zeppelin.
(U.S. Coast Guard Compass)
The zeppelin usually flew between 200 and 500 meters off the surface, and scientists, including Smith, took measurements of the temperature, wind speeds, and other data while photographing areas about which little was previously known.
On July 27, the crew made radio contact with the Soviet icebreaker Malygin and was able to meetup with it a few hours later. The zeppelin was sent down to hover just over the surface of the sea with anchors fashioned from canvas buckets — and the icebreaker had been specially decorated for the occasion.
Despite the festive air, the exchange of mail was conducted quickly because floating ice packs were drifting dangerously close to the zeppelin and leaders were worried the engines could be damaged.
During the night of July 28th, the men dropped packages of mail and potatoes down to a Soviet station on the route before continuing north. This was the zeppelin’s last mail mission during the trip — all that was left was collecting additional scientific observations as it finished its loop back to Berlin.
The Graf Zeppelin’s 8,000-mile route through the Arctic Circle to the North Pole and back.
(U.S. Coast Guard Compass)
Smith helped capture the exact geography of the area over which the airship transited, and he published his findings later that year in an article titled “The Aeroarctic Expedition,” in The Geographical Review.
His notes called into doubt the existence of previously observed islands and confirmed that one island was, in fact, just a peninsula of a larger one.
The men of the expedition were greeted as heroes in Berlin, and crowds thronged to hear tales of their dangerous exploits. But, since they had suffered none of the mechanical failures of previous airship attempts, they had nothing to report except for 8,000 miles of beautiful views and dutifully collected scientific data.
The Graf Zeppelin was returned to its normal transatlantic route until the Hindenburg disaster in 1937 nearly ended zeppelin travel. For the next few decades, the only real zeppelin program to speak of was managed by the Goodyear Company as only America had the required helium reserves to conduct lighter-than-air travel safely.
American zeppelins would go on to serve in World War II, but not under the care of Coast Guard officers like Smith. Instead, they belonged to the Navy and were used primarily for anti-submarine duties.
All photos are courtesy of the Coast Guard Compass which published an article and accompanying photos about Smith and the Aeroarctic Expedition in 2015. To learn more about Smith and the Coast Guard’s role in exploration, you can read their article here.