Joe Serna escaped death so many times while deployed with the Army’s Special Forces. He was blown up by explosive devices on multiple occasions over three combat deployments to Afghanistan. One threw him from his vehicle, another nearly drowned him in an MRAP in an irrigation canal, and a Taliban fighter detonated a grenade in his face. Like many combat veterans of his caliber, both mental and physical wounds followed him home.
After his medical retirement, alcohol-related events landed him in hot water with the law until the day he violated his probation and ended up in front of North Carolina Judge Lou Olivera.
Serna’s MRAP was thrown into a canal by an IED in 2008. Three other soldiers drowned, including one who rescued Serna.
In 2016, Serna’s record of offenses and failure to follow his probation put him in front of a North Carolina Veterans Treatment Court, a system of justice designed to hold returning veterans accountable for their behavior while accepting the special set of circumstances they might be struggling with in their daily life. Veterans Treatment Courts demand mandatory appearances, drug and alcohol testing, and a structure similar to the demands of the service.
Judge Lou Olivera was presiding over Cumberland County, North Carolina’s veterans treatment courts. Olivera is a veteran of the Gulf War and is especially suited to handle cases like Serna’s. The judge ordered the green beret to spend 24 hours in jail for his probation violation, not anything unusual for a judge to do. What Olivera did next is what makes his court exceptional.
Olivera convinced Serna’s jailer, also a veteran, to allow the judge to share Serna’s sentence. Judge Olivera was volunteering to be a battle buddy for the green beret while he did his time. The judge drove Serna to the neighboring county lockup, where jail administrator George Kenworthy put them both in jail for the night.
“He did his duty,” Serna told People Magazine. “He sentenced me. It was his job to hold me accountable. He is a judge, but that night he was my battle buddy. He knew what I was going through. As a warrior, he connected.”
Serna had no idea Judge Olivera planned to share his sentence as the two drove to the Robeson County, N.C. jail. Olivera knew of Serna’s combat records, and that the green beret spent a night in a submerged in an MRAP, struggling to stay in an air pocket, with the bodies of his drowned compatriots around him. So a night spent in a cramped box seemed like a harsh sentence that could trigger harsher thoughts, but the judge knew the soldier had to be held accountable. So he decided he wouldn’t be alone in the box.
“Joe was a good soldier, and he’s a good man,” Olivera said. “I wanted him to know I had his back. I didn’t want him to do this alone… I’m a judge and I’ve seen evil, but I see the humanity in people. Joe is a good man. Helping him helped me. I wanted him to know he isn’t alone.”
St. Patrick’s Day is nearly upon us and so is the flavorless onslaught of cheap, green beer dully visible through red solo cups. Midwestern brewed pilsner paired with a few drops of food coloring seems a poor way to celebrate the Irish. We prefer to toast old St. Pat with uisce beatha, also known as whiskey.
There is no shortage of good Irish whiskey. But while most are familiar with the traditional, big name blended varieties like Jameson and Bushmills, few are familiar with the Emerald Isle’s fantastic single malts. That’s a shame because single malts are much more flavorful and there are numerous stellar bottles worth sipping. Take this as an opportunity to celebrate some Irish single malts and try one of these five excellent options.
Dingle Batch No. 3
Out on the island’s west coast, independent maker Dingle only started producing spirits a few short years ago in 2012. Their Batch No. 3 can be a little hard to find but its worth the search. Aged in ex-bourbon and port barrels, it’s is a sweet sipper with elegant notes of honey, berries, citrus, and wood.
Peated whiskey is a rarity on the emerald isle. In fact, there is only one Irish peated single malt on the market. But if you enjoy a healthy dose of smoke in your dram you’re going to love Connemara 12. Nutty and peppery, notes of vanilla, grass, honey, and wood play off the smoke and a lingering brine to create a lovely mouthful.
Fruity and rich, West Cork’s ten-year-old single malt is an easy sipper and even easier on the wallet. Delicious with notes of apples, sugar and toffee with a hint of pepper, it’s an approachable and satisfying for whiskey lovers of all stripes.
A fusion of two 14-year-old single malts, one aged in ex-bourbon barrels, the other in Oloroso sherry, the result is a rich and tasty dram. Honey, coconut, and fruit notes play off a subtle touch of oak.
Made from the mountain-fed waters of the Slieve na gCloc river, this ten-year-old malt gets a finish in Madeira wine barrels from the Portuguese islands. Light in the mouth, cocoa and honey play off oak, cinnamon and salt.
The Air Force has made a number of moves to reduce its shortage of active-duty pilots, including bringing on more retired pilots to administrative roles in order to keep qualified fliers in the air.
Now the service is looking to expand the number of pilots it draws in from the Air National Guard and Reserve to fill vacancies across the active-duty force.
On Oct. 1, the Total Force Aircrew Management — Assignment Augmentation Process grew from 10 positions to 30, in an effort to bring active reserve-component fighter pilots who are available and interested into the active-duty force for two to three years, according to an Air Force release.
“This is a growing total-force program,” said Maj. Walt Ehman, head of the TFAM-AAP. “It enables all air components to help fill pilot-assignment positions around the world.” (Positions are only open to fighter pilots and fighter-combat-systems officers, however.)
The TFAM-AAP, started in 2014, brings together the management of active-duty, Air Guard, and Reserve aircrew resources, whereas previously each component had its own office overseeing officers and career enlisted airmen.
“TFAM enables the use of a single agreed-upon model, in one office, to make training and resource decisions, provide policy guidance, and make integrated recommendations to solving problems like aircrew shortfalls,” Ehman said.
Boosting TFAM-AAP openings is one of many initiatives the Air Force is pursuing to improve retention, production, and absorption.
On the retention side, a number of quality-of-life improvements have been implemented, including reducing administrative duties for pilots and increasing pay and bonuses.
To boost production, the Air Force is considering outsourcing some aspects of training, like adversary-pilot duties, as well as partnering with external organizations to augment the training process.
The Air Force’s Voluntary Rated Return to Active Duty, or VRRAD, program is also open to up to 25 retired fliers from any pilot specialty code who elect to return to fill “critical-rated staff positions,” allowing active-duty pilots to stay with units where they are needed to meet mission requirements.
An amended executive order signed by President Donald Trump earlier this month also allows the Air Force to recall up to 1,000 pilots to active duty for up to three years. However, Brig. Gen. Mike Koscheski, director of the Air Force’s aircrew crisis task force, has said the service doesn’t intended to force anyone back into active duty.
Rather, he told Military.com, the executive order is an addendum to the VRRAD, giving the Air Force “more access to more retirees” for a longer period of time. Koscheski said the order opened the VRRAD program to personnel who could act as instructors.
The Air Force’s component forces are about 1,500 pilots short of the 20,300 they are required to have. According to Koscheski, 1,300 of those absent are fighter pilots.
Peter R. Asks: If I had to, what parts of my body are healthiest to eat and offer the most caloric benefit? Essentially, what parts of me should I eat first to maximize my survival chances in some extreme situation? Would eating feces be of any benefit?
While of course how long one could survive without food and water varies dramatically based on exact scenario, on the more pressing issue of water, it would appear that if someone stopped consuming this life sustaining liquid at all (including not getting any from food), their death would generally occur within a maximum of about 14 days. This grim figure has been gleaned from data collected from the notes of terminally ill or end of life patients in hospitals who forgo artificial sustenance and their bodies are slowly allowed to die. In many of these cases, the individual is either bedridden or in a coma, meaning their caloric and water needs are potentially minimized, so this seems a good rough upper limit.
Unfortunately for our thoroughly average 5 ft. 9 inch, 195.5 pound everyman named Jeff, who is about to find himself in rather dire straits, death for him is likely to occur much faster. Beyond the fact that he’s likely to be more active than a person in a coma, these figures don’t necessarily immediately apply to him because of something known as adaptive thermogenesis. Adaptive thermogenesis is the term used to describe a unique quirk of physiology, which is often colloquially referred to as “starvation mode”. In a massively overly simplistic nutshell sure to trigger more than one medical professional out there, when the body is put on a restrictive diet for a significant length of time, it adapts to function less optimally, but at least still function, lowering the sustenance requirements it needs in a variety of fascinating ways that would take an entire video of its own to cover.
Since terminally ill people and people in comas are typically already in this state when their sustenance is completely cut off, their bodies will, in some cases at least, likely survive longer than poor Jeff who, if he was randomly cut off from sustenance without warning in a survival situation would probably not make it more than about 3-4 days.
Of course, Jeff could last longer if he ate something because many foods contain quite a lot of water, his most pressing need. While body parts are among those food items that are jam-packed with H20, that liquid was already in Jeff anyway. So there is going to be no benefit to consuming his own body part in this situation, unless of course the limb just happened to have gotten lopped off outside of his control and he wants to recoup what he can from the lost appendage.
But let’s say that Jeff has an unlimited supply of water. Now he just needs some food, which the human body is literally made up of. Thus, Jeff targets those sweet, sweet calories within himself.
How many calories? Figures on this can vary wildly based on the individual in question as you might expect, but for a ballpark average for such an everyman as Jeff, he probably has about 80,000 calories in him, at least, according to figures compiled by one Dr. James Cole at the University of Brighton.
As for the legs, again with the caveat that this can vary wildly based on a specific individual, for a ballpark average, each leg contains around 7,000-8,000 calories (enough to sustain Jeff comfortably for around three and a half days).
If Jeff got really desperate he could cut off one of his arms which would net him an additional 2,000 or so calories. Another day of comfortable eating.
Since he needs that other arm to perform surgeries, cook, eat, etc., let’s say Jeff, who is also now an expert surgeon, also removes a lung, a kidney, 70% of his liver, his gallbladder, his appendix, spleen and his testicles (all things that can removed from the body without killing you if done properly). We stopped just short of calculating the caloric value of a human penis because, come on, we have to leave Jeff something to do the rest of the day while he awaits rescue.
Based on available figures from the aforementioned British professor and, where needed, supplementing his calorie content numbers with animals with comparable organs to our own, this would all provide roughly 3,000 or so calories, give or take.
Finally, if Jeff took the bones from his severed limbs and boiled them in water, he could create something akin to bone broth, which contains about 130 calories per litre. It turns out that you can make about a gallon of bone broth with around 7 pounds of bones.
Your skeleton makes up about 15% of your total body weight and your legs and a single arm constitute just shy of 40% of your total weight. Taking Jeff’s weight which we’ve already established as being 195.5 pounds, Jeff’s legs and arm would provide around 12 pounds of bone, or enough to make a gallon and a half of bone broth. This amounts to in the ballpark of 900 calories.
Being resourceful, Jeff isn’t going to stop at limbs, organs, and bone, though. After all, a byproduct of eating produces another food source- feces. Unfortunately, there’s no study that has been done that we could find telling us definitively the calorific content of human poop. That said, from limited studies we did find on human poop’s nutritional makeup, and from many more done on mice feces, it would appear on average feces contains about 10% of the calories eaten previously, with the caveat that this does vary based on a variety of factors- work with us here people. If you want a better number for the calories in human feces when that human is eating human legs, arms, and organs, you feel free to Google to your heart’s content. We’re already a little uncomfortable with how our search history looks after this one.
In any event, if Jeff consumed in the ballpark of the 2000-2500 calories per day to maintain his original physique before he found himself in his little predicament, his poop may contain as many as 250 calories. Contrary to popular belief, his poop would also be reasonably safe to eat provided he kept it fairly sanitary after squeezing it out — the five second rule isn’t really a thing. A dropped turd is most definitely going to pick up some icky things from the floor.
So, doing the math, if Jeff literally cut off or removed every extraneous part of his body save for a single arm, then ate his excrement, he could conceivably find himself with a total of around 20,000-22,000 or so calories, or around 10 days of comfortable sustenance. And, hey, with the loss of each extra body part, there’s fewer calories needed to support the remaining, meaning Jeff’s going to be able to stretch things out even further in this little fantasy land we’ve created.
Of course, in a real life scenario, slicing yourself up would by definition do severe damage to your body, expose yourself to infection, result in a loss of blood and hence reduce your hydration level, and just generally place a lot more demands on your body to keep on keeping on- when traumatically injured, your nutritional needs actually go up.
And, in the end, your body already had you covered.
You see, it turns out beyond attempting to get more efficient about caloric usage naturally if you stop giving the body enough to function optimally, the human body is also amazingly efficient at using stored sustenance in your various bits, particularly fat, muscle, and, to a lesser extent, bone. Sure, at the end of it, Jeff’s body fat percentage might be on the lean side and his lifts on the bench press may be vastly reduced from their former no doubt beast-mode levels. But he’ll be alive and whole anyway.
Thus, as with so many of life’s problems, the solution was inside himself all along… including the feces and urine which could potentially give a very slight benefit the first time if he wanted to muscle them down.
When Hurricane Michael hit Florida as a Category 4 storm, it was a historical record — and it just happened to land a direct hit on a major U.S. Air Force base, Tyndall. Unfortunately for American warfighters and taxpayers, some of the Air Force’s most-needed and most-expensive assets were stuck in hangars damaged by the storm, leading to losses that might total hundreds of millions of dollars.
So, why did the Air Force leave these highly mobile and expensive assets in the path of a predictable, easily-tracked storm?
A U.S. Air Force F-22 Raptor from the 95th Fighter Squadron retracts its landing gear during takeoff at Tyndall Air Force Base, Fla., June 14, 2018.
(U.S. Air Force Airman 1st Class Isaiah J. Soliz)
Well, it’s not always as simple as people like to imagine — and commanders had to deal with a series of huge issues when the storm came barreling towards them. The numerous aircraft on base (including 55 F-22s) in their care was just one of many immediate problems.
F-22s are prized assets, but they can’t always fly. Pick your metaphor, whether it’s racehorses, racecars, boxers, or what-have-you, these are complex assets that require multiple maintenance hours for every single hour of flight. F-22’s have a readiness rate around 50 percent. You read it right — only about half of our F-22s can fly, fight, and win at any given moment.
So, while Tyndall hasn’t released their exact maintenance numbers at the time the storm was first projected to hit the base, it’s unlikely that even 30 of them were able to fly away at that moment. And the commanders had to look at the full picture — not just at their fifth-generation fighters.
A U.S. Air Force F-22 Raptor from the 95th Fighter Squadron retracts its landing gear during takeoff at Tyndall Air Force Base, Fla., June 14, 2018.
They couldn’t know exactly how strong the storm would be when it hit them, but they could clearly see it was a hurricane — and a big one. The hangars and barracks on base simply weren’t up to the task of safely housing airmen during a category-3 or -4 hurricane. Michael hit the base as a category 4, and there wasn’t a single housing structure on base that completely survived the storm. The damage was so severe that the base might be a complete loss.
So, yes, the Air Force needed to get as many F-22s flight-worthy and out as possible, but they also needed to evacuate their airmen, protect other aircraft, and get everything secured before the storm hit. That includes the massive amounts of classified materials on a base like Tyndall.
And so they juggled — and the F-22s were only one of the balls in the air.
An F-22 Raptor from Tyndall Air Force Base, Fla., lands at Wright-Patterson Air Force Base, Ohio for safe haven, Oct. 9, 2018. The F-22 is one of several planes taking safe haven at Wright-Patterson AFB as Hurricane Michael threatens their home station.
(U.S. Air Force Wesley Farnsworth)
The F-22s that were already flyaway-ready flew away, and parts were scavenged from some aircraft to get the others airborne. Anything that could be quickly bolted together was. That got somewhere between 37 and 52 of the 55 aircraft out.
That’s between 67 and 95 percent of the aircraft flown safely away — remember, the aircraft’s general readiness rate is 50 percent. That’s not failure, that’s a logistical and maintenance miracle.
But why didn’t they drive the other aircraft out? Or load them into C-5s with their wings removed?
U.S. Air Force maintenance Airmen from the 325th Maintenance Group prepare to marshal a 95th Fighter Squadron F-22 Raptor toward the taxiway at Tyndall Air Force Base, Fla., June 14, 2018.
(U.S. Air Force Airman 1st Class Isaiah J. Soliz)
Well, taking the wings off of an airplane is actually a really difficult, time-consuming procedure and every minute that ticked by increased the difficulty of getting pilots and maintainers out ahead of the storm. Not to mention that removing the wings is guaranteed to damage the aircraft to some degree. Then, the plane needed to be loaded onto a C-5, risking that plane and crew should anything go wrong.
All of this would be done just to protect the aircraft from possible damages suffered in a storm. After all, it wasn’t guaranteed that Michael would break through the hangars.
But maybe you could throw a tarp over the plane, load it onto a truck, and drive it out?
Well, that would require a massive convoy with specialty trucks that would take up at least three lanes of a highway (usually four) at the exact same time that millions of people are trying to use the same roads to get to safety. F-22s are 44.5 feet wide, and most highway lanes are standardized at 12 feet wide.
That means protecting the planes would’ve risked the lives of Americans. You know, the exact same Americans that the planes are designed, purchased, maintained, and piloted to protect.
So, the commanders, likely unhappy with their options, got the remaining, unflyable weapons loaded into hangars and sent the rest of their personnel away.
A U.S. Air Force F-22 Raptor pilot with the 95th Fighter Squadron performs a preflight inspection prior to night flying operations at Tyndall Air Force Base, Fla., June 11, 2018.
(U.S. Air Force Airman 1st Class Isaiah J. Soliz)
Zero Tyndall personnel were killed in the storm — and only 93 had to ride out the storm on base. The bulk of the F-22s and other aircraft were saved without damage — and that’s in a storm that damaged nearly every structure on the base, completely destroying some of them. Remember, this was a storm that removed some entire towns from the earth.
So, sure, the military should take a look at what could have been done better. Maybe F-22s in need of maintenance should be flown to other bases during hurricane season in order to prevent a rush evacuation. Maybe we can increase investment in structures to deal with strengthening storms and rising seas, an initiative for which the Navy has requested money.
But we can’t place all the onus on base and wing commanders. Their job is to retain as much of their warfighting power as possible, and weathering such a big storm with all of their personnel and the bulk of their assets isn’t failure, it’s an accomplishment.
Lockheed Martin, the leading manufacturer of stealth aircraft in the world, proposed a new hybrid between the F-22 Raptor and the F-35 Lightning on April 22, 2018, for Japan to purchase, and it could easily outclass the US Air Force.
Japan has, for decades, wanted in on the US Air Force’s F-22, a long-range, high-capacity stealth fighter that perfectly suits its defense needs, except for one problem — the US won’t sell it.
While completing the F-22, the US ruled out its sale to allies as the technology involved in the plane was too advanced for export. But this decision took place 11 years ago in 2007.
Today, the US is in the process of selling Japan the F-35 multi-role strike aircraft, but according to Justin Bronk, an air combat expert at the Royal United Services Institute, the plane’s design makes it less than ideal for Tokyo.
(U.S. Air Force photo by Staff Sgt. Joely Santiago)
“The F-35 is primarily a strike aircraft, intended to hit well defended targets on the ground, and is limited in air-to-air combat because of its size, its single engine, and way it was designed,” Bronk said.
The F-22 can cruise at 60,000 feet going about 1.5 times the speed of sound without igniting the afterburners, meaning it can maintain its stealth while covering incredible distances in short times. The F-35 is a capable fighter, but can’t touch those numbers.
“Along with a bigger missile load out, it’s a much much more capable for air superiority tasks,” Bronk said of the F-22. “The strike role that Japan really really cares about is not really the one that the F-35 is designed for.”
He added that Japan would love a jet that can fire anti-ship missiles, but that the F-35 is just too small to hold them inside its stealthy weapons bays.
Beast of both worlds
(U.S. Air Force photo)
President Donald Trump has moved to loosen up restrictions on foreign military sales, and could potentially revisit the decade-old ruling on selling the F-22, as the sensitive technology it uses has aged and become less cutting-edge, but that same advancement in technology has likely doomed the F-22’s restart.
Bronk said the costs of restarting F-22 production were “not trivial,” and even if Japan offered to pay, “a lot of the electronic components, computer chips and things, are not built anymore.” The F-22 had a decades-long development that started off with 1980s-era technology.
“If you were going to put the F-22 into production now, it’s hard to justify doing without updating the electronics,” Bronk said. Once the electronics become updated, and take up less space and throw off the balance of the jet, the flight software would need an update. Once the flight software starts getting updated, “it starts to look like a new fighter program,” Bronk said.
This would create a serious headache for the US Air Force
In the end, Lockheed’s proposal looks like an F-22 airframe jammed with F-35 era technology, essentially stripping the best part of each jet and combining them in a plane that would outclass either.
“If it can stomach the costs, then not only would Japan have a fantastic fighter on its hands, but perhaps problematically it would be more capable than anything the US Air Force is flying,” Bronk explained.
In the end, the US Air Force would end up in a very difficult position — having to live with Japan getting a better fighter, or spending money earmarked for F-35s, which the US sees as the future of its force, on another aircraft it didn’t come up with.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Even though President Donald Trump’s defense budget is committed to keeping the A-10 Thunderbolt II attack plane, as many as three squadrons could still be shut down.
According to a report in DefenseNews.com, the Air Force says that unless funding to produce more new wings for the A-10 is provided, three of the nine squadrons currently in service will have to be shut down due to fatigue issues in their wings. Re-winged A-10s have a projected service life into the 2030s.
“We’re working on a long-term beddown plan for how we can replace older airplanes as the F-35 comes on, and we’ll work through to figure out how we’re going to address those A-10s that will run out of service life on their wings,” Gen. Mike Holmes, the commander of Air Combat Command told DefenseNews.com.
Presently, only 173 wing kits have been ordered by the Air Force, with an option for 69 more. The Air Force currently had 283 A-10s in service, but some may need to be retired when the wings end their service lives.
The A-10 has a number of supporters in Congress, notably Rep. Martha McSally, who piloted that plane during her career in the Air Force. In the defense authorization bill for Fiscal Year 2017, Congress mandated that at least 171 A-10s be kept in service to maintain a close-air-support capability.
According to MilitaryFactory.com, the A-10 was originally designed to bust enemy tanks, and was given the 30mm GAU-8 gatling gun with 1,174 rounds. It can also carry up to eight tons of bombs, rockets, missiles and external fuel tanks.
Fully 356 Thunderbolts were upgraded to the A-10C version, which has been equipped with modern precision-guided bombs like the Joint Direct Attack Munition, or JDAM. A total of 713 A-10s were built between 1975 and 1984.
A central key question informs the core of this technology effort: What if the attack capability of carrier fighters, such as an F-18 or F-35C, could double the range at which they hold enemy targets at risk? Could such a prospect substantially extend the envelope of offensive attack operations, while allowing carriers themselves to operate at safer distances?
The Navy believes so — and is currently evaluating industry proposals from Boeing, Lockheed Martin, and General Atomics to build the new MQ-25 drone.
The service plans to award a next-phase deal to a “single air system vendor in late 2018,” Naval Air Systems Command spokeswoman Jamie Cosgrove told Warrior Maven. “The source selection process is currently ongoing for the air system manufacturing and development contract.”
Perhaps enemy targets 1,000 miles away, at sea or deep inland, could successfully be destroyed by carrier-launched fighters operating with a vastly expanded combat radius. Wouldn’t this be of crucial importance in a world of quickly evolving, high-tech missile and aircraft threats from potential adversaries, such as near-peer rivals? Perhaps of equal or greater relevance, what if the re-fueler were a drone, able to operate in forward, high-risk locations to support fighter jets — all while not placing a large, manned tanker aircraft within range of enemy fire?
The emergence of a drone of this kind bears prominently upon ongoing questions about the future of aircraft carriers in light of today’s fast-changing threat environment. Chinese DF-21D anti-ship guided missiles, for instance, are said to be able to destroy targets as far away as 900 nautical miles. While there is some question about this weapon’s ability to strike moving targets, and carriers, of course, are armed with a wide range of layered defenses, the Chinese weapon does bring a substantial risk potentially great enough to require carriers to operate much further from shore.
In this scenario, these Chinese so-called “carrier-killer” missiles could, quite possibly, push a carrier back to a point where its fighters no longer have the range to strike inland enemy targets from the air. The new drone is being engineered, at least in large measure, as a specific way to address this problem. If the attack distance of an F-18, which might have a combat radius of 500 miles or so, can double – then carrier-based fighters can strike targets as far as 1000 miles away if they are refueled from the air.
Also, despite the emergence of weapons such as the DF-21D, senior Navy leaders and some analysts have questioned the ability of precision-guided, long-range missiles to actually hit and destroy carriers on the move at 30-knots from 1,000 miles away. Targeting, guidance on the move fire control, ISR, and other assets are necessary for these kinds of weapons to function as advertised. GPS, inertial measurement units, advanced sensors, and dual-mode seekers are part of a handful of fast-developing technologies able to address some of these challenges, yet it does not seem clear that long-range anti-ship missiles such as the DF-21D will actually be able to destroy carriers on the move at the described distances.
Furthermore, the Navy is rapidly advancing ship-based defensive weapons, electronic warfare applications, lasers, and technologies able to identify and destroy approaching anti-ship cruise missile from ranges beyond the horizon. Carriers often travel in Carrier Strike Groups where they are surrounded by destroyers and cruisers able to provide additional protection. One such example of this includes the now-deployed Naval Integrated Fire Control – Counter Air system, or NIFC-CA. This technology combines ship-based radar and fire control systems with an aerial sensor and dual-mode SM-6 missile to track and destroy approaching threats from beyond-the-horizon. Ship-based laser weapons and rail guns, in addition, could be among lower-cost ship defense weapons as well.
The MQ-25A Stingray is evolving out of a now-canceled carrier-launched ISR and attack drone program called Unmanned Carrier Launched Airborne Surveillance and Strike system, or UCLASS.
A Northrop demonstrator aircraft, called the X-47B, has already performed successful carrier drone take-offs and landings. Accordingly, the ability of the Navy to operate a drone on an aircraft carrier is already progressing and has been demonstrated.
An existing large fuselage tanker, such as the emerging Air Force KC-46A, might have too large a radar signature and therefore be far too vulnerable to enemy attack. This, quite naturally, then creates the need for a drone able to better elude enemy radar and refuel attack aircraft on its way to a mission.
The current source selection follows a previously released Request For Proposal asking industry for design ideas, technologies and a full range of potential offerings or solutions which might meet the desired criteria.
The service previously awarded four development deals for the MQ-25 to prior to its current proposal to the industry. Deals went to Boeing, Lockheed Martin, General Atomics, and Northrop Grumman.
The early engineering process thus far has been geared toward MQ-25A Stingray technical and task analysis efforts spanning air vehicle capabilities, carrier suitability and integration, missions systems and software — including cybersecurity.
Two four-legged police officers ended their long careers with the Marine Corps Police Department aboard MCLB Barstow by getting their forever homes with their human partners, Sept. 12, 2018.
Military Working Dogs “Ricsi” P648, and “Colli” P577, both German shepherds, were officially retired in a ceremony held at the K-9 Training Field behind the Adam Leigh Cann Canine Facility aboard Marine Corps Logistics Base Barstow.
Lieutenant Colonel Timothy Silkowski, MCLBB executive officer; Darwin O’neal, MCPD chief; Danny Strand, director, Security and Emergency Services; fellow police officers, and members of the Marine Corps Fire Department aboard the base gathered to see the two MWDs into their well-deserved retirements.
“Tony” Nadeem Seirafi was the first of five handlers Ricsi worked with beginning in 2010 aboard MCLB Barstow. He has since moved on to Marine Corps Air Ground Combat Center Twentynine Palms, Calif., but returned for the first time in years to pick up the dog he considers to be a friend.
“I love that dog and I’ve been dreaming about doing this for years,” Seirafi said. “Retired police dogs can be a little more stubborn than a regular dog, but they just basically want to be loved and lay on the couch and be lazy.”
Jacob Lucero was a Marine Corps military policeman partnered with MWD Colli when he was stationed Marine Corps Air, Ground Combat Center Twentynine Palms, Calif., from 2011 to 2012. Lucero moved on after the Corps to become a correctional officer and is now a student in his native Kingman, Ariz. Colli was sent to MCLB Barstow in 2016.
A United States Air Force Belgian Malinois on a M2A3 Bradley Fighting Vehicle before heading out on a mission in Kahn Bani Sahd, Iraq, Feb. 13, 2007.
“I started working with Colli when he was about a year and a half old,” Lucero said. “He’s now nine, which is a good age for a police dog to retire.”
He agreed with Seirafi there are some unique challenges to adopting a police dog, but they are worth it for the loyalty and love they give in return.
“One of the issues of adopting a working police dog,” Lucero said, “is that they sometimes need more socializing because they had only been with their handler or in a kennel.”
Both MWDs received certificates of appreciation acknowledging their retirement from the K-9 unit and “In grateful recognition of service faithfully performed.”
Lieutenant Steven Goss, kennel master, MCPD, concluded the ceremony with the reading of the short poem “He Is Your Dog”:”He is your friend, your partner, your defender, your dog. You are his life, his love, his leader. He will be yours, faithful and true to the last beat of his heart. You owe it to him to be worthy of such devotion.”
The B-18 was a variant of the successful DC-2 airliner. As a bomber, it wasn’t bad, either: It could haul 4,400 pounds of bombs and had a maximum range of 1,200 miles. The plane had a six-man crew, a top speed of 223 miles per hour, and was equipped with three .30-caliber machine guns for defense.
The problem was that everyone knew that the B-18, which Douglas originally called the DB-1, won by default. The B-17 prototype had clearly out-performed the B-18 in the trials before the fateful crash — and the service test versions, called Y1B-17s, were even better than the crashed prototype. They could haul 8,000 pounds of bombs up to 3,320 miles at a top speed of 256 miles per hour. Despite the crash, it was emerging as the preferred choice.
The B-18 was indeed cheaper and the technology within was proven and safe. As a result, the Army Air Corps bought 217 B-18s. Some of these planes were sent to the Philippines and Hawaii to hold the line — until the B-17 was ready.
Three B-18s fly in formation near Hawaii prior to the attack on Pearl Harbor. On December 7, 1941, most were destroyed on the ground.
(Photo by Harold Wahlberg)
Despite winning the developmental competition, most officials didn’t believe in these planes by 1940. During the attack on Pearl Harbor, the majority of America’s B-18s were destroyed on the ground. The surviving airframes were then relegated to secondary roles. Over 120 B-18s were later modified to become maritime patrol planes — they defeated two German U-boats.
The B-18 did see most of its action in secondary roles.
The B-18s made its most significant contributions as a test platform. Some were modified to try a 75mm howitzer as an aircraft armament. Although the B-18 wasn’t a suitable platform for the huge gun, the data collected helped make the weapon practical for the B-25G and B-25H, improved versions of the bomber that would later carry out the Doolittle Raid.
The United States Air Force has a B-18 at its national museum.
All in all, the B-18 had a much less storied career than the B-17, but it still had an honorable service career during World War II.
To see the plane that once beat the B-17 in action, watch the video below!
Prior to World War II, the rising chancellor of Germany, Adolf Hitler, announced plans to make Germany into a motorized nation. This led to the adoption of the Volkswagen Beetle. But Hitler also ordered military versions of the vehicle developed, and these vehicles would go on to fill the same niche for the Reich that the Jeep served in America.
American Jeep Vs German Kubelwagen: Truck Face-Off | Combat Dealers
The road to the Kubelwagen began in the 1933 Berlin Auto Show. That was when Hitler called for a motorized Germany and then heard the plans for Ferdinand Porsche’s 25-horsepower vehicle with an air-cooled engine. Hitler demanded that it seat four and get good gas mileage, and they were off to the races.
It took a few years for Porsche to finalize the design and begin mass production under the newly formed Gesellschaft zur Vorbereitung des Volkswagens company, soon shortened to Volkswagen.
But Hitler quickly rose from chancellor to Fuhrer, and his SS officers asked this new Volkswagen company if it could make a militarized version of its KdF Volkswagen in January 1938. The company fast-tracked the project, and the first prototypes came off the line in November.
A Type 82 Volkswagen Kubelwagen
The initial prototypes had some shortcomings in testing. They could not run at walking speed due to their gearing, and they had insufficient ground clearance as well as a less-than-robust suspension. All of these problems were quickly ironed out, though. By the time the Type 82 version, the vehicle’s second iteration, went into production in 1940, it was a capable machine well-liked by the troops.
It was fuel efficient for the time, reliable, and could carry four soldiers and the lion’s share of their gear. It was not, by default, armored or armed, though. So it rarely acted as a front line troop carrier. Instead, it served in a logistics and support role, ferrying spare parts or other key supplies to where they were needed or getting key leaders into position to observe the enemy or their own troops.
So, you know, similar to the Jeep. But there were a number of traits that separated the two vehicles.
A Volkswagen Kubelwagen
(Staffan Vilcans, CC BY-SA 2.0)
For instance, the Kubelwagen had a 22.5 hp engine, much weaker than the Jeep’s 60 hp or even the civilian Volkswagen’s 25-hp engine. But the engine was air-cooled, which did make it a little less prone to breakdowns. And it had a wider and longer wheelbase than the Jeep as well as more storage space.
But the Kubelwagen wasn’t the only military version of the Volkswagen. A command vehicle, the Type 87 Kommandeurwagen, had 4-wheel drive and looked more like a Beetle. And the Type 166 Schwimmwagen was the most-produced amphibious car in history.
When Allied troops got their hands on any of these variants, the vehicles were generally met with grudging respect. So much so that Americans put together an English-language version of the manual to help other troops maintain their captured vehicles.
Over the past several months, the entirety of Germany’s submarine fleet has gone out of action, the Bundeswehr, its armed forces, has outsourced helicopter training to a private company because its own helicopters are in need of repair, and more than half of the Bundeswehr’s Leopard 2 tanks, its most common model, were out of order, with just 95 of 244 in service.
Those are only the latest reports of German military deficiencies.
In spring 2017, the Bundeswehr contingent deployed to a peacekeeping mission in Mali was left hamstrung when heat, dust, and rough terrain knocked half its vehicles out of commission. In early 2016, it was reported that German reconnaissance jets taking part in the fight against ISIS couldn’t fly at night because their cockpit lighting was too bright for pilots.
In early 2015, as Berlin was preparing to send fighter jets to Syria, a military report emerged saying that only 66 of the air force’s 93 commissioned fighters were operational — and only 29 were combat-ready. In 2014, German troops tried to disguise a shortage of weapons by replacing machine guns with broomsticks during a NATO exercise.
Germany has high standards for its military equipment, experts say, and it’s believed that the country could mobilize much of its equipment in a short period if needed. Berlin also drew down its forces in 2011 in order to focus on asymmetrical warfare. It reversed course years later in light of Russian action in Ukraine and renewed concerns about conventional warfare, but much of that equipment has to be reacquired.
Those shortages of gear may hinder recruiting efforts, as the German military transitions from a conscripted force to an all-volunteer one. (The Bundeswehr’s recruitment drive has been criticized for targeting 16- and 17-year-olds.)
But the German military’s shortcomings have added to the country’s internal political debates, and Germany’s contribution to Europe’s collective defense is also facing scrutiny.
Hans-Peter Bartels, the parliamentary commissioner for Germany’s armed forces, has said while more limited operations may still be possible, the country’s military is not prepared for a larger conflict.
“The hard currency, which should be used to measure the success of the minister, is the Bundeswehr’s readiness for action,” Bartels told The Washington Post of Germany’s defense capacity, referring to Defense Minister Ursula von der Leyen. “And this readiness has not improved over the last four years but has only gotten worse.”
Germany’s center-left Social Democratic Party, of which Bartels is a member, was part of a governing coalition with Chancellor Angela Merkel’s conservative Christian Democratic Union, of which von der Leyen is also a member, but the SDP moved into the official parliamentary opposition after a disappointing showing in the September elections.
The SDP and CDU agree that Germany’s military — with 178,000 personnel and much-outdated equipment — needs improvement, but the SDP has balked at the CDU’s push to increase the defense budget to 2% of GDP by 2024. Industry estimates put 2017 defense spending at about 1.13% of GDP.
Such an increase would require Germany to grow military spending from 37 billion euros in 2017 to more than 70 billion euros by 2024, according to Deutsche Welle.
The two parties reached a preliminary agreement in early January that would boost defense expenditures to 42.4 billion euros in 2021, but the projected expansion of Germany’s economy would mean that sum would still only be a little over 1% of GDP. (The agreement did not specifically mention NATO members’ agreed-upon defense-spending target of 2% of GDP.)
Foreign Minister Sigmar Gabriel, an SDP member, has called expanding defense spending t0 2% of GDP a “pretty crazy idea,” and the SDP is not the only party resisting such an increase. The legacy of World War II and the Cold War have made some in Germany wary of military expansion, and others have argued the German military doesn’t have enough uses for such a rapid influx of defense funds.
Spending 2% of GDP on defense would bring Germany to the level agreed upon by NATO member countries, but the country’s political parties disagree on whether that agreement is actually binding.
President Donald Trump publicly scolded NATO members for “not paying what they should be paying” in 2017 and admonished Germany for owing the U.S. “vast sums of money” in March that year. Berlin dismissed that assertion, but the U.S. and other officials have continued to push Germany over its defense spending.
François Hollande (left), President of France, and Angela Dorothea Merkel, Chancellor of Germany, have a talk during the Meeting of the North Atlantic Council at the level of Heads of State and Government at the NATO Summit 2014, Newport, Wales, The United Kingdom. (NATO photo by Edouard Bocquet)
Wolfgang Ischinger, chairman of the Munich Security Conference and Germany’s former envoy to Washington, echoed accusations that Germany wasn’t contributing its fair share, saying it was “undignified” for Germany’s only contribution to the fight against ISIS to be reconnaissance flights.
“The biggest European Union state is all for victory over Islamic State in Syria and Iraq; we take photos, but we leave the dirty business of shooting to others,” he told Reuters in late January.
“We should not develop the reputation of being one of the world’s best freeloaders,” he added.
The debate has not been limited to German voices.
During a visit to Germany at the end of January, U.S. Army Secretary Mark Esper, a former Raytheon executive, said he would take the German government at its word that it would increase defense spending to the 2% target, but he cautioned against falling short.
“It’s important for all of our NATO allies to live up to their commitments,” Esper said. “If not, it weakens the alliance, clearly, and Germany is such a critical member of NATO.”
Comprised of more than 100 islands in the East China Sea, Okinawa is one of Japan’s 47 prefectures with a population of 1.44 million people (as of May 2018).
A year-round warm climate and overall tropical landscape, Okinawa is considered a leading resort destination and home to multiple U.S. military installations. Here are five ways to explore the archipelago.
Eat and drink
There is no shortage of places to enjoy good food in Okinawa and nearly every type of international cuisine is represented.
“You have to try Coco’s Curry House, Arashi, Pizza In The Sky, Yoshi Hachi, Sea Garden, Gen, Thai In The Sky and Little Cactus,” KT Genta, a Navy spouse who was previously stationed in Okinawa shared.
Craving a good cup of coffee? Stop into Patisserie Porushe, and be sure to order a croissant to go with it.
The traditional spirit of Okinawa is Awamori, which dates back to the dynastic era, and is made by combining water, test and rice malt with korokoji mold and steamed rice. Get a free tour and tasting at Chuko Distillery.
Historical sites and landmarks
The history of Okinawa is robust — from dynasties to American rule — and the various historical site and landmarks throughout the prefecture tell the region’s story. Be sure to visit:
Okinawa Peace Memorial Park– Located on Mabuni Hill, Peace Memorial Park was a heated battleground during WWII.
Japanese Naval Underground Headquarters – During WWII, Japanese forces constructed an elaborate series of underground tunnels that were used as military headquarters.
Katsuren Castle Ruins – Just a couple in-ruin walls remain at this UNESCO World Heritage Site.
The Tower of Himeyuri – The emotional monument honors the Himeyuri medical corps of female students who perished in WWII.
Ikema Ohashi Bridge– A 4,675 ft. bridge with panoramic views of the ocean, it connects the islands Miyako-jima to Ikema-jima and was formerly the longest bridge in Okinawa.
Beaches and water sports
Trademarked by cerulean shaded waters, Okinawa’s beaches are world-renowned for enjoying a sun-soaked day on the sand or diving in to admire the marine life. Both public and private beaches pepper the coastline, and with hundreds of beaches to choose from across the main and more remote islands, there is a stretch of sand for everyone to enjoy.
Northern Okinawa Island – Uppama Beach, Kanucha Beach, Ie Beach
Central Okinawa Island – Zanpa Beach, Ikei Beach
Southern Okinawa Island – Aharen Beach, Nishibama Beach
Not only does Okinawa offer residents and visitors pristine beaches, the underwater views are attractive for avid divers and snorkelers. Top spots include Manza Dream Hole, Zamami Island and Kabira Bay.
Okinawa is a destination with deep-rooted cultural history, thus a strong appreciation for traditional and performing arts.
Yachimun – The Okinawan name for pottery is Yachimun and can be traced back to more than 800 years.
Bashofu – Made from the fibers of a Japanese banana-like tree call the Basho, Bashofu is a thin textile that is woven and dyed to make into garments.
Sanshin – The literal translation of Sanshin is “three strings” and is a musical instrument that looks a bit like a banjo.
“There is so much to do,” Genta said. “Head to Cocoks for pedicures, hike Hiji Falls, explore Bise Village, which is a peaceful seaside town with sand roads lined with Fukuhi trees, or just drive and get lost. There are so many hidden gems on the island.”
Other must-see spots include Churmai Aquarium, Pineapple Park, Orion Beer Factory, Urashima Dinner Theater, Kokusai Street and Fukushu-en Garden.
This is just a small sampling of ways to explore Okinawa. It’s important to note that one could live their entire life in Japan’s tropical oasis and not see or do everything, so be sure to make the most of your time and have fun!