Osama bin Laden is dead. ISIS has been disbursed to the winds. Al-Baghdadi saw the wrong side of Army Special Forces. That means it’s open season on terrorists’ most-wanted leaders. Since no one usually wants to carry this mantle, the United States government sometimes has to decide for them. In the weeks following the death of ISIS’ first caliph, the State Department announced a $10 million reward for two members of our old enemy, al-Qaeda.
If you’re looking for a cool couple of million and have some spare time…
Michael Evanoff, the assistant secretary for diplomatic security, told reporters that the State Department was announcing a reward for two senior members of al-Qaeda in the Arabian Peninsula. It’s offering million for information on Sa’ad bin Atef al-Awlaki and up to million for Ibrahim Ahmed Mahmoud al-Qosi. The United States alleges the two terror group members have encouraged its membership to make attacks against the United States and its citizens.
Al-Qosi is a Sudanese national who was Osama bin Laden’s driver and cook from 2006 to 2010. He was captured by American forces and imprisoned in Guantanamo Bay, where he was sentenced to 14 years in prison. The former driver and cook was released to Sudan in July 2012 in exchange for his cooperation. Al-Awlaki is a senior commander for AQAP who was also a field commander for AQAP fighting the Saudi-led invasion of Yemen.
Which means he’s probably as good at war as the Saudis.
Ibrahim Ahmed Mahmoud al-Qosi is not any kind of field commander or operative, at least not that the United States has released. The Supreme Court has since ruled material support for terrorism is not a war crime and therefore cannot be prosecuted under the Guantanamo military tribunals, but he has not challenged his previous convictions. Instead, he turned to advocating support for attacks on American nationals and American military forces worldwide, which put him in the State Department crosshairs.
At the Second Battle of Mukalla in 2015, Sa’ad bin Atef al-Awlaki was a field commander who led troops against the Saudi coalition. American troops were stationed near Mukalla, but not much is known about the interactions between U.S. and AQAP forces during the battle. AQAP was forced to abandon the town.
May Day was a big deal in East Germany. As a matter of fact, it was a big deal in all of the Communist Eastern Bloc countries during the Cold War era. It was, after all, a day for celebrating workers around the world. Since Communist countries were supposed to be a worker’s paradise, it stands to reason they would take a day off from shooting dissenters and waiting in lines to watch a few parades.
And those parades were
It was because everyone was preparing for May Day that Wolfgang Engels was able to escape from East Germany.
The wall began construction in 1961.
Engels was born in 1943 in Düsseldorf, Germany (what would have been West Germany just a few years later), but his Communist mother took him to East Germany after the end of World War II. As a young man, he was drafted into the Army of the new German Democratic Republic, what we know as East Germany.
The young soldier was a believer in the new ideology as a young man. He called his upbringing “thorough” and “socialist” and noted his mother even worked for the Stasi. It wasn’t until much later in his service that someone managed to convince him that things were not all they were made out to be.
But one of his first assignments as a newly-minted East German was to help build the Berlin Wall.
A Soviet-built East German BTR-152, like the one Wolfgang Engels drove through the Berlin Wall.
He soon felt terrible about what the wall became. Not just the barrier between the Iron Curtain and Freedom, but a symbol of the ideological struggle of the Cold War — and he was on the wrong side. The GDR was not the Germany he thought he knew.
After two years, the pressure was getting to him. Suddenly, well before his defection, he was accused of trying to cross the border illegally. He and two friends were looking for a concert in a cafe near the border wall. The group was found and unable to explain, to the guards’ satisfaction, what they were doing and so they were manhandled and mistreated. It drove the reality of East Germany home to him.
In reality, the thought of crossing the wall hadn’t occurred to him until his East German superiors put the idea in his head. But attempting to flee came with a stiff fine, two years’ jail time, and maybe even a bullet to the head. Still he remained determined — and even asked random passersby to come with him, but no one took him up on the offer.
His plan to escape was simple enough. He would steal an armored personnel carrier, drive to the most famous wall in the world (at the time at least), and then drive right through it. That’s exactly what he did, but it was nice of him to stop a couple of times and ask if anyone wanted to come.
The armored personnel carrier came from the preparations being made for the upcoming May Day parade. It was a BTR-152. A six wheeled, Soviet-built vehicle whose top could open upward, luckily for Wolfgang Engels. When the workmen went off to lunch, Engels started up his new vehicle, garnering little notice in a military-run city.
He had roughly 100 meters — the length of a football field — to gather enough velocity to crash through a single layer of cinder blocks less than ten feet high. Unfortunately, Engels’ APC didn’t fully penetrate the Berlin Wall and he was soon stuck in his vehicle — and stuck in the wall. East German border guards began to open fire on the BTR-152 and Wolfgang Engels. He decided it was time to book it.
He left the relative safety of the vehicle and tried to climb away. Ensnared in barbed wire, he was shot at close range while attempting to flee. Twice — once in the back and once in the hand. The second bullet tore through his body, in then out.
Luckily for him, West German police officers from a nearby watchtower fired back at the Eastern border guards, providing much-needed cover and time for Engels. But really, it was time enough for a group of revelers at a nearby bar to come out and help pull him out of the wire and into the freedom of the West. They formed a human ladder, freed him from the wire, and brought him over. They carried his unconscious body back to the bar, closing up the blinds.
“I came to on top of the counter,” he says. “When I turned my head and saw all the Western brands of liquor on the shelf, I knew that I had made it.”
He ordered a cognac.
Wolfgang Engels was sent by ambulance to a nearby hospital where he recovered from a collapsed lung for three weeks.
He wouldn’t see his mother again until 1990, after the fall of the wall. He learned the East Germans were planning to abduct him and charge him with desertion before the wall fell. As for the soldier who shot him, Engels is just grateful he didn’t turn his AK-47 on automatic.
Many are still struggling to determine the safest way to go back to school in the fall. But one suggestion to take the curriculum outdoors is compelling for some people—and the idea has an interesting history. A recent article from the New York Times highlights how, in 1907, two Rhode Island doctors, Ellen Stone and Mary Packard, implemented a plan that would let kids go to school during a major tuberculosis outbreak.
Following a trend that took wind in Germany, the doctors paved the way for open-air classrooms in the state. They converted a brick building into being more public health-conscious by installing large windows on each side and keeping them open for the whole day. Remarkably, none of the children became sick, although they did endure open-air classes during freezing New England winters. Shortly, 65 schools soon implemented a similar plan, or simply held classes outside within the first two years of Dr. Stone and Packard’s successful plan.
Regardless of your opinion on how, and if, schools should open up, the story does have compelling implications for what early education could one day look like, even post-pandemic. And that’s because, as The Times points out, studies have shown that many children might be more likely to pay attention to what they’re learning if they’re outside, particularly for science and gym classes. That makes sense, because who wouldn’t prefer to learn about photosynthesis outdoors, looking at flowers and trees with the sun shining down, compared to simply studying a chalkboard or textbook cooped up inside? And since kids should exercise anyway, why not make it into a game on the playground?
We know that it’s more difficult to transmit the coronavirus outside, and as schools, districts, and families struggle to figure out their plans for the fall, this history lesson about outdoor teaching might be worth noting?
December 2017, the Marine Corps wowed a small audience in Quantico, Virginia, with a demonstration of a fully autonomous UH-1 Huey helicopter that could navigate, conduct pre-set missions, and even assess landing conditions, all without a human in the loop.
The secret ingredient was the Autonomous Aerial Cargo/Utility System, or AACUS, a kit that can be mounted on a rotary-wing aircraft to transform it from a manned aircraft to an autonomous one. And now, AACUS is a finalist for an elite aviation award.
According to the Office of Naval Research, which leads the AACUS program, it’s now a finalist for the 2017 Robert J. Collier Trophy, awarded by the National Aeronautic Association for “the greatest achievement in aeronautics or astronautics in America, with respect to improving the performance, efficiency, and safety of air or space vehicles, the value of which has been thoroughly demonstrated by actual use during the preceding year.”
Previous recipients have included the NASA/JPL Mars Science Laboratory and Curiosity Project Team; the X-47B, developed by Northrop Grumman and the Navy as a carrier-based unmanned aerial vehicle, and still reportedly in the running for the MQ-25 program; and the team that designed the F-22 Raptor, among others.
“We at ONR are very excited and proud of the AACUS team that was selected as a finalist for this very prestigious Collier Trophy,” Dr. Knox Millsaps, director of the division of Aerospace Sciences in ONR’s Naval Air Warfare and Weapons Department, said in a statement released by ONR. “But our greatest sense of excitement and pride comes knowing we’ve provided a technology that could help the Marine Corps warfighter stay out of harm’s way during resupply missions.”
AACUS, which is designed to be so easy to use that a Marine can program a mission after a few minutes of training, is expected to be an asset for logistics and resupply missions, providing a way to get beans, bullets, medical supplies and more to units downrange without risking a human pilot and crew.
The Corps next plans to place the technology in units for realistic testing as part of its Sea Dragon 2025 experimentation effort later this fiscal year.
The AACUS is competing against eight other finalists for the Collier trophy, according to the ONR announcement.
They include: Boeing 737 MAX; Cirrus Aircraft Vision SF50; Edwards Air Force Base F-35 Integrated Test Force; NASA/JPL Cassini Project Team; Perlan Project; TSA, ALPA and A4A Known Crewmember and TSA PreCheck Programs; Vanilla Aircraft VA001; and Zee Aero Division of Kitty Hawk Corporation.
A winner is expected to be announced March 23, 2018.
Ever since Eugene Ely became the first person to take off from — and land on — a ship in 1911, naval aviation has forged a unique identity within the American military. They fly, but they’re not the Air Force. They’re sailors, but only some of them never drive ships.
With a record of accomplishment in peace and war, they have a few things to brag about. Some of them might even surprise you.
1. The U.S. Navy is the second largest air force in the world.
Judged on number of airplanes, the U.S. Navy is the second-largest air force, not just in the United States, but in the entire world. It has over 3,700 aircraft — far fewer than the U.S. Air Force’s 5,500 but more than the Russian Air Force’s 3,000 planes. That is, at least until Vladimir Putin buys more.
2. They were the first Americans in WWI.
The first American military force to arrive in Europe after the United States entered World War I was the 1st Naval Air Unit, commanded by Lt. Kenneth Whiting (Naval Aviator #16, who had been trained by Orville Wright… yes, that Orville Wright).
3. They completed the first crossing of the Atlantic by air.
Naval aviators must have decided riding colliers across the ocean wasn’t such a good deal because not long after the war, they started figuring out a better way to make the crossing. In May 1919, the Navy’s flying boat NC-4 made the transatlantic flight. Departing from Long Island with an unscheduled stop in Massachusetts, Lt. Cmdr. Albert C. Read and his crew routed via Halifax and the Azores before arriving in Lisbon eight days later.
It was the only plane out of three that started the journey to make it, the other two made forced landings along the way. Commander Read would later call it, “a continuous run of unadulterated luck.”
4. U.S. Presidents are naval aviation alumni.
Naval Aviation came of age in World War II, when — thanks, in part, to the Imperial Japanese Navy — the aircraft carrier replaced the battleship as the Navy’s most important capital ship. Future-President Gerald Ford served with ship’s company on USS Monterey, a light carrier, while George H. W. Bush flew missions from the decks of USS San Jacinto.
When Bush earned his Wings of Gold, he was the youngest pilot in the Navy. He was shot down in September 1944 and rescued by a submarine. His son would later become the first American president to make an arrested landing, flying in an S-3B Viking and trapping aboard USS Abraham Lincoln.
5. Naval Aviation in the Space Program.
The Navy has been well represented in space, too. Four of the Mercury Seven — America’s first astronauts — wore Wings of Gold. Alan Shepard, who flew F4U Corsairs before becoming a test pilot, was the first American in space. John Glenn, a Marine pilot (hey, they wear the same wings) who flew in WWII and Korea, was the first American to orbit the earth. He’d later be the oldest person — and, so far, only sitting senator — to fly in space.
And how about Neil Armstrong, the first man on the moon? You guessed it — he flew in the Navy, too, taking the F9F-2 Panther to war in Korea. Jim Lovell, who commanded the ill-fated Apollo 13 mission, flew Banshees and Demons before graduating first in his class at test pilot school. Eugene Cernan, the commander of Apollo 17, was the last man to walk on the moon; he bagged over 5,000 hours and 200 traps flying the FJ-4 Fury and A-4 Skyhawk.
And when NASA was ready to take their new hotness — the Space Shuttle — out of the atmosphere, who did they trust? Two Naval Aviators. John Young and Robert Crippen both flew from carriers before becoming test pilots.
If you find yourself near the gulf coast of Florida, you can visit the National Museum of Naval Aviation to learn more. Its director, Captain (retired) Sterling Gillam, and historian, Hill Goodspeed, graciously offered their time and expertise in helping with this article.
The CAB Motorworks’ Eagle electric bike was designed to maintain efficiency while reducing noise and pollution. Designed to move over any terrain, these bikes come standard with an inverted 8-inch front fork and tuned 9.5-inch rear downhill inspired suspension. The Eagle has the highest power to weight motor on the market but is still able to reach speeds of 50 mph with the use of proprietary cooling techniques. The bike also has over 160 ft-lbs of torque which boosts acceleration. With its state-of-the-art battery technology, the Eagle can go about 100 miles with no pedaling when ridden conservatively at about 20 mph on flat ground. An integrated active braking system, DOT motorcycle wheels and tires, and a comprehensive heat control system are just a few of the other features you will find on the Eagle electric bike.
Mike Glover of FieldCraft Survival put the CAB Motorworks’ Eagle electric bike through the paces in some of Southern California’s hilly terrain. Utilizing trails meant for jeeps and trucks, Glover set out with nothing but a bug out bag and some water. Without even using the pedals, Glover immediately noticed the bike’s ample speed and acceleration. After 45 minutes of hard riding, he put the bike in front of the thermals to see if it displayed an increased thermal signature. Most of the bike showed up as cold compared to the environment, with the hottest spots on the bike being the front brake rotors and the rear hub motor. After about 20 minutes of hard riding, Glover took the bike onto a more aggressive trail with no issues.
In the end, Glover walked away impressed with its capabilities. From the torque to the low noise signature, and handling steep and aggressive terrain with ease, this bike crosses off a lot of boxes from recreation to survival purposes.
This article originally appeared on Recoilweb. Follow @RecoilMag on Twitter.
The AC-130 gunship is a devastating display of force and firepower. Through the years, the aircraft has been equipped with an array of side-fired canons, howitzers, mini-guns, wing-mounted missiles and bombs, and laser guided-missiles launched from the rear cargo door, earning it the moniker the “Angel of Death.”
The primary missions of the gunship are close air support, air interdiction, and armed reconnaissance.
The heavily armed aircraft is outfitted with sophisticated sensor, navigation, and fire control systems, allowing it to track and target multiple targets using multiple munitions with surgical precision.
Another strength of the gunship is the ability to loiter in the air for extended periods of time, providing aerial protection at night and during adverse weather.
The AC-130 relies heavily on visual targeting at low altitudes and punishes enemy targets while performing pylon turns around a fixed point on the ground during attack.
The Air Force is the only operator of the AC-130 and the gunship has been providing close air support for special operators for the last 50 years.
Development and Design
During the Vietnam War, the C-130 Hercules airframe was selected to replace the original gunship, the Douglas AC-47 Spooky (Project Gunship I). The Hercules cargo airframe was converted into AC-130A (Project Gunship II) because it could fly faster, longer, higher, and with increased munitions load capabilities.
The gunship’s AC identifier stands for attack-cargo.
The aircraft is powered by four turboprop engines and has a flight speed of 300 mph and a flight range of 1,300 miles, depending on weight.
The AC-130A was equipped with down facing Gatling guns affixed to the left side of the aircraft with an analog fire control system. In 1969, the AC-130 received the Surprise Package, which included 20mm rotary autocannons and a 40mm Bofors cannon configuration.
The gunships have been modified with multiple configurations through the years with each update providing stronger avionics systems, radars and more powerful armament.
Currently, Air Force special operations groups operate the AC-130U Spooky II and the AC-130W Stinger II.
The Spooky II became operational in 1994, revitalizing the special operations gunship fleet as a replacement for the AC-130A aircraft, and to supplement the workhorse AC-130H Spectre, which was retired in 2015.
The Spooky II is armed with a 25mm GAU-12/U Gatling gun (1800 rpm), a 40mm L60 Bofors cannon (120 rpm), and a 10mm M102 howitzer (6-10 rpm). The AC-130Us have a pressurized cabin, allowing them to operate 5,000 feet higher than the H models, which results in greater range.
The AC-130W was converted from the MC-130W Dragon Spear, a special operations mobility aircraft and are armed with precision strike packages to relieve the high operational demands on AC-130U gunships until new AC-130Js enter combat-ready status.
Over the past four decades, AC-130s have deployed constantly to hotspots throughout the world in support of special operations and conventional forces. In South America, Africa, Europe and throughout the Middle East, gunships have significantly contributed to mission success.
As of Sept. 19, 2017, the AC-130J Ghostrider, the Air Force’s next-generation gunship, achieved Initial Operating Capability and will be tested and prepared for combat deployment in the next few years. The AC-130J is the fourth generation gunship replacing the aging fleet of AC-130U/W gunships.
The Ghostrider is outfitted with a Precision Strike Package, which includes 30mm and 105 mm cannons and precision guided munitions of GBU-39 Small Diameter Bombs and AGM-176 Griffin missiles. The 105mm M102 howitzer system is a devastating weapon that can fire off 10 50lbs shells per minute with precision accuracy.
There are 10 Ghostrider gunships in the current fleet and the Air Force plans on purchasing 27 more by fiscal year 2021.
– The original and unofficial nickname for the AC-130 gunship was “Puff the Magic Dragon” or “Puff.”
– The AC-130H Spectre was introduced in 1969 and was used for 46 years in service; the longest service time of any AC gunship.
– Air Force Special Operations Command plans to install combat lasers on AC-130 gunships within a year.
AC-130U Spooky Fact Sheet:
Primary function: Close air support, air interdiction and force protection
Builder: Lockheed/Boeing Corp.
Power plant: Four Allison T56-A-15 turboprop engines
Thrust: 4,300 shaft horsepower each engine
Wingspan: 132 feet, 7 inches (40.4 meters)
Length: 97 feet, 9 inches (29.8 meters)
Height: 38 feet, 6 inches (11.7 meters)
Speed: 300 mph (Mach .4) at sea level
Range: Approximately 1,300 nautical miles; limited by crew duty day with air refueling
Ceiling: 25,000 feet (7,576 meters)
Maximum takeoff weight: 155,000 pounds (69,750 kilograms)
Armament: 40mm, 105mm cannons and 25mm Gatling gun
Crew: AC-130U – pilot, co-pilot, navigator, fire control officer, electronic warfare officer (five officers) and flight engineer, TV operator, infrared detection set operator, loadmaster, and four aerial gunners (eight enlisted)
Deployment date: 1995
Unit cost: $210 million
Inventory: Active duty, 17; reserve, 0; Air National Guard, 0
No matter how hard you try and avoid it, vehicles get stuck in the mud. It can even happen to an Abrams tank. Sometimes, as with the case of the Abrams, the vehicle is able to escape the sticky situation on its own, but what happens when the vehicle can’t manage to get free on its own devices?
Thankfully, there’s a way to handle that situation. The United States Army (and the United States Marine Corps) has a vehicle designed to help others get out of the mud and get the supplies it is hauling to the troops. That vehicle is the M984 Wrecker, part of the Heavy Expanded Mobility Tactical Truck family.
According to OshKosh Defense, the latest version of this tactical tow truck is the M984A4. It has a crew of two, a top speed of 62 miles per hour, and can go 300 miles on a 155-gallon tank of gas. You read that right; it gets really sucky gas mileage — a bit less than two miles per gallon.
But here’s the capability that you get in exchange for guzzling gas: The M984A4’s recovery winch can haul 30 tons, which is enough to get most vehicles out of a muddy situation. Its crane hauls seven tons. It can retrieve objects weighing up to 25,000 pounds. This truck is a tactical, AAA-roadside-assistance machine, and it weighs less than 55,000 pounds, meaning it can be hauled by C-130 Hercules transport planes.
Check out the video below to watch an M984 crew practice getting a vehicle out of the mud at Fort McCoy:
Bell Helicopter’s next-generation tilt-rotor aircraft, the V-280 Valor, has made its first flight, the company announced in a release Dec. 18.
The black prototype, which resembles the older V-22 Osprey, also made by Textron Inc.’s Bell unit and Boeing Co., completed the roughly maiden flight around 2 p.m. local time at the company’s Amarillo, Texas, facility, according to the company.
“This is an exciting time for Bell Helicopter, and I could not be more proud of the progress we have made with first flight of the Bell V-280,” Mitch Snyder, president and chief executive officer of Bell Helicopter, said in a statement.
“First flight demonstrates our commitment to supporting Department of Defense leadership’s modernization priorities and acquisition reform initiatives,” he added. “The Valor is designed to revolutionize vertical lift for the U.S. Army and represents a transformational aircraft for all the challenging missions our armed forces are asked to undertake.”
Bell’s V-280 Valor is slightly bigger than a UH-60 Black Hawk and hold a crew of four and carry up to 14 passengers. By comparison, the Black Hawk can hold a crew of four and transport 11 troops fully loaded or 20 lightly equipped.
The Valor is competing against SB-1 Defiant, a more conventional helicopter with a pusher-prop for added speed designed by Lockheed Martin Corp.’s Sikorsky unit and Boeing, for the Army’s Joint Multi-Role Technology Demonstrator program.
The demonstrator effort is designed to hone requirements for a Future Vertical Lift acquisition program to fill the Army’s requirement for a mid-sized, next-generation rotorcraft with twice the speed and range of a conventional helicopter to replace its UH-60 Black Hawks probably in the 2030s.
Bell wants to sell the V-280 to all the services, but the Army — with its thousands of Black Hawks alone — offers the biggest potential market. To land the deal, the firm will have to overcome the service’s traditional opposition to tilt-rotor aircraft, which take off and land like a helicopter but fly like a conventional propeller-driven aircraft.
The SB-1 Defiant, meanwhile, is expected to make its first flight in the first half of next year. Lockheed’s Sikorsky earlier this year released footage showing a smaller coaxial design, the S-97 Raider, undergoing flight testing.
The Raider was initially designed for a $16 billion U.S. Army weapons acquisition program called the Armed Aerial Scout to replace the OH-58Kiowa Warrior, one of the smallest helicopters in the fleet, which was retired from Army service this year.
While the Army put that acquisition effort on hold due to budget limitations, Sikorsky, maker of the Black Hawk helicopter and other aircraft, still plans to sell the coaxial design in the U.S. and abroad, and the firm along with its suppliers have spent tens of millions of dollars developing the technology.
With Far Cry: New Dawn coming soon, it’s tough not to get excited because we all know that the game is going to do the one thing for which the franchise is known: Dropping you into the middle of a f*cked-up situation and forcing you to shoot your way out of it. Of all the games in the series, Far Cry 5 is the best (so far) in doing exactly that, but goes a step even further in motivating us American players to uproot the local tyrant — it’s set in Montana, USA.
But the thing that Far Cry 5 does best is it makes you feel operator AF.
While there are plenty of things that we loved about this game, including the story and characters, the best feature is making you feel like some Special Forces operator on his way to show the antagonist, a religious cult leader named Joseph Seed, and his f’ed up family what that Zero Foxtrot life is all about.
Here are the features of the game that make it so:
You can even dress like one of your boots on the weekends.
You get a choice in wardrobe…
…that includes 5.11 gear. That’s right — every geardo‘s favorite brand is featured in the game. But if there’s anything that makes you feel like an operator, it’s running around in plain clothes with a plate carrier and mag pouches to go give those cultists (known as “Peggies”) a piece of your mind.
Sometimes, it’s better to go it alone.
(U.S. Army photo by Staff Sgt. Nicholas Pilch)
On your own, you can infiltrate enemy camps and kill every single last one of them without any external support. Some camps can have up to fifteen enemies. You’ll go up against snipers, machine gunners, and flamethrowers. But like a true operator, you can do the whole thing with nothing more than a bow and some throwing knives.
Operators are used to being in small teams to take on large numbers of enemies.
(U.S. Marine Corps photo by Cpl. Matthew J. Bragg)
Instead, if you want to bring a team with you to spank the enemy and send a message, you can use the “Guns for Hire” feature and bring up to two others with you.
Nothing like picking up one of these bad boys and going to town.
The ability to use any weapon
In all honesty, it would be easier to provide a list of weapons you can’t use in the game. Like the best of them, you can pick up any weapon on the battlefield and use it to your advantage (and your enemies’ detriment). Anything from a small tree branch to a heavy machine gun is in your wheelhouse.
“It ain’t me, it ain’t me…”
The ability to use any vehicle
You want to fly an airplane and drop warheads on foreheads? You can do that. You want to ride in a Huey to reap souls while blaring Fortunate Son? You can do that, too. In fact, there’s not a vehicle your character cannot use.
All things considered, by the end of the game, you’ll feel like growing out that nice operator beard and eating some egg whites.
It took a while, but the United States Marine Corps could have its first female infantry platoon commander soon. The milestone will be possible if a lieutenant currently taking part in the Infantry Officer Course graduates on Monday.
According to a report by the Washington Post, the candidate just finished a three-week combat exercise, the last of the graded exercises in the grueling course. Prior to this female candidate, at least 30 others have entered, but failed to graduate for one reason or another.
After graduation, she will command an infantry platoon, usually with three squads of Marines. The integration of women into ground combat roles with the Marine Corps drew controversy due to actions by then-Secretary of the Navy Ray Mabus who was an outspoken proponent of the change. Mabus criticized a Marine Corps study showing that all-male units out-performed gender-integrated units in nearly 70 percent of the tasks.
Mabus’s comments drew fire from Marine Sgt. Maj. Justin Lehew, a Navy Cross recipient from Operation Iraqi Freedom. Lehew’s Navy Cross citation noted that he led the team that rescued survivors of the 507th Maintenance Company, the unit in which Army Pfc. Jessica Lynch served with at the time, and also ran back and forth to retrieve Marine casualties from a destroyed amphibious assault vehicle.
The Infantry Officer Course is seen as one of the toughest schools in the U.S. military, and roughly one out of four officers who enter the course do not compete it. Earlier this year, three female enlisted Marines were assigned to an infantry battalion. At least 10 women have graduated from the Army’s Infantry Officer Course.
Two Islamic State leaders behind the terrorist attacks in Paris last year were killed in a U.S.-led drone strike Dec. 4 in Raqqa, Syria, the Pentagon confirmed Tuesday.
The two targets, Salah Gourmat and Sammy Djedou, worked with external terror operations and recruitment of foreign fighters in Europe. They were directly involved in facilitating the Nov. 13 attacks in Paris, which killed 130 people.
Gourmat and Djedou were close associates of Abu Muhammad al-Adnani, ISIS’s former chief spokesman who was killed in a U.S. drone strike in August.
Walid Hamman, the third terrorist killed in the drone strike, was a suicide attack planner, Hamman was convicted in absentia by a Belgian court for a terror plot foiled in 2015.
“The three were working together to plot and facilitate attacks against Western targets at the time of the strike,” Pentagon Press Secretary Peter Cook told reporters.
All three were part of a terror network led by Boubaker Al-Hakim, who died in another U.S.-led airstrike Nov. 26.
“Since mid-November, the coalition has now successfully targeted five top ISIL external plotters, further disrupting ISIL’s ability to carry out terrorist operations beyond Syria and Iraq,” Cook said.
With the A-10 Thunderbolt II having narrowly escaped the chopping block and the F-15C Eagle currently awaiting a potentially early end to its service, the Air Force’s bomber fleet is next to face a series of retirements. While the older B-52 Stratofortress is currently safe, the Air Force is currently considering putting the B-1B Lancer and the B-2 Spirit out to pasture earlier than expected with the eventual advent of its next-generation B-21 Raider bomber.
The Air Force’s Global Strike Command, the major command under which its bombers serve, plans on procuring between 80 to 100 of the new bomber, if not more. Earlier plans called for Global Strike Command to phase in the B-21, which would serve alongside the B-1B, the B-2, and the B-52 for years before gradually replacing them altogether.
Now, instead of simply adding the planned complement of B-21s to the existing fleet of B-1Bs, B-2s, and B-52s, the service would instead begin retiring its Lancers and Spirits by the 2030s and supersede them en masse with scores of Raiders.
The B-1B Lancer serves as America’s sole supersonic strategic bomber. A marvel of engineering, the Lancer can comfortably dash at supersonic speeds at low altitudes, making it almost untouchable by enemy air defense systems. While originally designed to fulfill a nuclear strike role during the Cold War, the Lancer has since evolved into a conventional munitions “bomb truck,” serving in Afghanistan and Iraq over the past twenty years in close air support roles.
For all its incredible power and strategic value, however, the Lancer does come with a set of limitations. Its high operating and maintenance costs make retaining it as a long-term active bomber a very expensive and undesirable option. Additionally, it is prohibited, by treaty, from carrying cruise missiles.
Existing in a class of its own, the B-2 Spirit is an aircraft unlike any other. Born of a need to revamp America’s aging Cold War bomber fleet of B-52s with a long-range deep strike aircraft that couldn’t be shot down if sighted. The solution to that last requirement was to build an aircraft that couldn’t be spotted at all — an all-stealth bomber that evades and defeats radar detection.
While the B-2 was highly revolutionary with its flying-wing, all-stealth design, and still remains unmatched today, the Air Force has an undeniably strong rationale behind pushing it towards retirement as well.
The B-2’s operating costs are sky-high, coming in at a whopping $130,159 USD per flight hour. With just a 20-strong fleet of Spirits, this plus the fleet’s unique support structure and incredible maintenance costs combine for a strong case against holding onto the B-2 for more than the next two decades.
The B-52, on the other hand, will soldier on for decades to come due to the fact that it can carry a considerably diverse combat payload, including guided “smart” munitions, and the Long Range Standoff cruise missile. Additionally, the B-52, more popularly known as the “BUFF,” will soon be upgraded with newer fuel-efficient turbofan engines, which will make it even easier to maintain, cheaper to fly in the long term, and improve performance metrics.
While the B-21 and the B-2 will share a passing resemblance with their flying wing architecture, the new bomber is projected to be far more cost-effective, easier to maintain, and highly multi-role, with the ability to perform intelligence, surveillance, and reconnaissance missions as needed. It will also be able to carry the LRSO upon its completion and entry into service.
It should be noted, however, that nothing is set in stone. The Air Force will have to account for this proposed plan to Congress before putting it into effect, and as with the earlier A-10 retirement issues, it’s all too possible that Congress could stand in the way of America’s B-1B and B-2 fleets being sent to the boneyard early.