Have you seen the hilarious memes surrounding military spouses and social media? It’s a wild frontier, y’all. Military spouses are not bound by the same standards as their service members, yet there are definitely some guidelines that should steer any digital footprint — and we’re not just talking OPSEC. Here are 7 rules to keep milspouses savvy on social:
Just because you aren’t employed…
Relaxing standards when you’re not working feels good. But for a community who finds themselves walking in and out of careers, we’re suggesting not going full-blown IDGAF online. The digital dirt you’re kicking up doesn’t settle in the virtual world. Instead, every sassy comment or a drunken rant you go on is all there for your future employer to find. If what you’re about to type would likely get you fired if you were employed, opt for yelling into a pillow instead.
Quit pulling faux or metaphorical rank on each other
In case you haven’t heard, your service member’s rank does not carry over to you. Nothing is more annoying or quite frankly detrimental to the spouse community than when the perfume you’re wearing stinks of superiority. Sharing help, tips, insight and posting questions online should be met with equality, not discrimination or judgment. So be nice.
Oversharing is emotional vomit
It’s amazing what the digital world has done for military friendships and connectivity, but it’s not (always) the right space to show everyone your private stash of special. Spouses need to use online pages for their intended purpose, and that purpose only. Don’t divulge your marital issues on a “for sale or free” page. Instead, ask for local run chapter pages of organizations like InDependent, a dedicated space for overall spouse wellness and connection.
Dirty laundry goes in the washer, not on the internet
What’s the easiest way to spot a spouse going through a life change or marital issue? They go from cardigan selfies to bikini shots real quick. We’re hoping for all of humanity that decorum isn’t dead and everyone ready to step it up in a rough patch would have first put that amount of energy into saving their marriages.
Stop telling hackers all of your information
How gullible do you have to be to not realize that the “list your last 5 hometowns in order, or cars or pets names” isn’t a total scam? Stop sharing it. We’re lucky enough to have six street names and five possible cities to use for a password that might actually make it difficult to guess. Why spoil it by just divulging all of that with the world?
Make social media work in your favor
Scrolling isn’t all bad, in fact, it could lead to your next career. Building up a network of potential leads, resources and communities can work in your favor if you play your cards right. If you’ve followed suggestion number one, your social profile becomes a bit resume-like in the best way. Researching the major players in your next area before you move and “showing up” as who you want the world to see you as might just catch the eye of your next boss.
Keep pages separate
What’s more annoying than your online friend going from zero to MLM salesman of the year? Nothing, nothing is more annoying. Take it from someone who enjoyed one or six careers in their life and keep social media pages consistent or make a new one. You can’t go from daily donut love to a fitness “expert” in the blink of an eye. Authenticity takes time, so take the time to consider if this next stage is here to stay, or would be better suited as a group or subpage.
The AH-64 Apache has become a legendary helicopter — proving to be more than a capable replacement for the AH-1 Cobras in United States Army service, but this gunship almost didn’t see the light of day.
Back in the late 1960s, the Cobra was seen as just a stopgap. The Army ran a competition for an Advanced Aerial Fire Support System and, ultimately, selected Lockheed’s entry, designating it the AH-56 Cheyenne and ordering ten prototypes.
The Cheyenne was not a conventional helicopter. It had a top rotor and a tail rotor, but it also added a pusher propeller. This gave it a top speed of 245 miles per hour, according to MilitaryFactory.com. By comparison, the AH-64 has a top speed of just under 189 miles per hour. The Cheyenne had a single 30mm cannon and could carry BGM-71 TOW missiles, 2.75-inch rockets, and external fuel tanks.
So, why didn’t the Cheyenne become a staple? First, a fatal crash and numerous delays marred the project. Additionally, the Army’s Cheyenne was seen as a violation of the Key West Agreement, causing further friction. Plans to buy 600 Cheyennes were quickly scaled down to 375 as costs climbed.
Ultimately, the Army scrapped the Cheyenne when the Air Force began the A-X project, which eventually lead to fielding the A-10 Thunderbolt II close-air support plane. The Cheyenne was officially cancelled on August 9th, 1972. Eight days later, the Army began the Advanced Attack Helicopter program, which eventually produced the AH-64 Apache.
The Cheyenne hasn’t failed entirely, though. Sikorsky’s S-97 Raider prototype looks like a more advanced version of the Cheyenne. In a real sense, the Cheyenne was almost five decades ahead of its time.
March 16, 2006 started like most days for the soldiers of Alpha Company, 2/87 Infantry, 10th Mountain Division. A small patrol received their mission briefing and headed out to meet the elders of a remote village in Paktika Province, Afghanistan. The weather was warming up, signaling the start of the fighting season, and the soldiers knew it. But they didn’t know one of them would soon be hit by an RPG.
“There was definitely a sense of uneasiness,” Lt. Billy Mariani told ABC News. “There was an air about them of, you know, maybe something was going to happen.”
There was no way for the soldiers to know just how intense that something was going to be.
After four hours of driving, the patrol approached the village. They were ambushed by Taliban fighters using small arms and RPGs. As the convoy fought its way out of the kill zone, one of the vehicles, carrying Staff Sgt. Eric Wynn, Pvt. Channing Moss, and the platoon medic Spc. Jarod Angell, was struck by three RPGs.
One of the rounds pierced the front windshield of the vehicle, nearly taking off Sgt. Wynn’s face in the process, and struck Moss, who was in the gunner’s turret, in the left hip. The impact threw him against the vehicle while the round shattered his pelvis, tore through his abdominal region, and lodged in his right thigh. The tailfin was still sticking out the other side. Moss was still alive and still conscious.
“I smelled something smoking and looked down,” Moss said. “And I was smoking.”
Moss was lucky Doc Angell was seated below him in the Humvee. The medic got right to work dressing the wound. He bandaged Moss and secured the unexploded ordinance protruding from Moss to keep it from exploding. Lt. Mariani received the wounded report from Sgt. Wynn and called for a MEDEVAC, but he left out one crucial detail: one of his wounded was a potentially ticking bomb.
As the firefight died down, the MEDEVAC came in to evacuate the wounded but immediately noticed the RPG tailfin sticking out of Moss. The Army has a policy against transporting patients in Moss’ condition as they pose a risk for a catastrophic event that could bring down the helicopter. Fortunately for Moss, these brave souls had no intention of leaving a wounded soldier to die. After a quick conferral, the crew decided to load and evacuate him.
The helicopter landed safely at the aid station at Orgun-E where Moss was handed over to a surgical team. Going against protocol once again the surgical team, assisted by an EOD technician on the base, began the process of removing the live round from Moss’ abdomen.
Army policy states that soldiers wounded with unexploded ordinance are to be put in a blast secure area and treated as expectant (that is to say they aren’t going to make it) but Maj. John Oh and Maj. Kevin Kirk just simply could not do that.
To determine just how dangerous this surgery would be, the team first had to x-ray Moss to see what they were dealing with. They were fortunate, the main explosive of the warhead had come off before entering moss. However, there was still enough explosive and propellant remaining to kill Moss and maim anyone working on him.
After an intense surgery that required them to wear body armor to protect themselves, they were able to remove the unexploded round from Moss and save his life. The trauma to Moss’ internal organs was intense and a significant portion of his large intestine had to be removed.
Moss was transferred through the usual evacuee route going through hospitals in Afghanistan and Germany before arriving at Walter Reed. He would need several more surgeries and a great deal of physical therapy, but he would eventually recover to the point of being able to walk with a cane.
After being discharged from the Army, Moss returned to Georgia to attend college and raise his family.
Tomorrow, almost 70,000 U.S. troops and veterans will pack Philadelphia’s Lincoln Financial Field to watch two college football teams with records that could barely be called “winning” go head-to-head for the Commander-In-Chief Trophy.
In following the grand tradition of “if one is good, then two must be great” thinking, Israel’s Silver Shadow firearms manufacturer is marketing this double-barreled AR-15 for sale in the United States. Check out this double-barrel rifle no one asked for that the military will never, ever use.
But just because the military won’t ever use it doesn’t mean civilians won’t try to have fun with it. After all, this isn’t the first time someone thought two barrels was better than one.
Besides, it works for shotguns, right? Why not AR-15s?
Originally marketed as an AR variant under a company named Gilboa, Silver Shadow makes this line of double-barreled weapons here in the U.S., where the 16-inch barrel, twin-trigger rifle is legal for civilian use. The twin trigger is how the company avoids the Bureau of Alcohol, Tobacco, and Firearms’ definition of a machine gun.
Each barrel of the Gilboa Snake has its own independent gas block and tube, meaning it can fire multiple rounds with each trigger without the delay and recoil of the weapon cycling between trigger pulls. It also has two separate ejection ports, so hot brass can go down the shirt of the person laying prone to your left and right.
Everything else about the rifle is made with standard AR-15 parts and it still fires the 5.56mm NATO round. Most importantly (in the unlikely event someone were to use the rifle in combat), the weapon also utilizes two standard magazines, one feeding into each barrel.
How to zero the Gilboa Snake
Zeroing the weapon requires zeroing both barrels independently of each other and then zeroing them relative to one another. Then you need to zero them together, as shown in the video below.
Firing a double-barrel AR
The guys over at Guns and Ammo got their hands on an early version of the rifle a few years back and demonstrated firing it at a range.
While it may sound cliché, it’s a common motto within the tanker community. For more than 60 years of continuous service, the KC-135 Stratotanker has been the core aerial refueling capability for U.S. operations around the world.
The KC-135 provides the Air Force with its primary mission of global reach, but it also supports the Navy, Marine Corps and allied nations in assisting training, combat and humanitarian engagements.
The aircraft is also capable of transporting litters and ambulatory patients using patient support pallets during aeromedical evacuations.
A Cold War-era image of B-52D refueling from a KC-135A.
(U.S. Air Force photo)
The stratotanker was the Air Force’s first jet-powered refueling tanker, replacing the KC-97 Stratofreighter. It was originally designed and tasked to support strategic bombers, but has been heavily used in all major conflicts since its development, extending the range and endurance of U.S. tactical fighters and bombers.
The KC-135 is a mid-air refueling aircraft with a telescoping “flying boom” tube located on the rear of the plane. A boom operator lays prone and guides the boom insert into a receptacle on the receiving aircraft. With a single boom, aircraft refuel one at a time.
The mid-air refueling capability changed the landscape of air dominance during the Vietnam War and enabled tactical fighter-bombers of the Air Force, Navy and Marine Corps to stay on the front lines for hours rather than minutes due to their limited fuel reserves and high fuel consumption.
For bombers, all targets were now within reach without the need of hopping from base to base until striking their targets. No longer are lives at stake to build airstrips to support bombing campaigns, as they were in WWII.
Development and design
The Boeing Company’s model 367-80 jet transport, commonly called the “Dash-80,” was the basic design for the commercial 707 passenger plane as well as the KC-135A Stratotanker.
In 1954, the Air Force purchased the first 29 of its future 803 aerial refueling tanker fleet. The first aircraft flew in August 1956, and the initial production Stratotanker was delivered to Castle Air Force Base, California, in June 1957. The last KC-135 was delivered to the Air Force in 1965.
The aircraft’s KC identifier stands for (K) tanker (C) transport.
The aircraft is powered by four turbofan engines mounted on 35-degree swept wings, has a flight speed of more than 500 mph and a flight range of nearly 1,500 miles when loaded with 150,000 lbs. of fuel.
The KC-135 has been modified and retrofitted through the years with each update providing stronger engines, fuel management and avionics systems. The recent Block 45 update added a new glass cockpit digital display, radio altimeter, digital autopilot, digital flight director and computer updates.
Of the original KC-135As, more than 417 were modified with new CFM-56 engines.
The re-engined tanker, designated either the KC-135R or KC-135T, can offload 50 percent more fuel, is 25 percent more fuel efficient, costs 25 percent less to operate and is 96 percent quieter than the KC-135A.
In 1981 the KC-10 Extender was introduced to supplement the KC-135. The KC-10 doubles the fuel carrying capacity of the KC-135, which is critical in supporting mobility operations of large cargo aircraft like the C-5 Galaxy and the C-17 Globemaster III.
Airmen of the 86th Aeromedical Evacuation Squadron perform lifesaving procedures to a patient in a KC-135 Stratotanker, at Ramstein Air Base, Germany, March 26, 2015. Aircrew and a KC-135 from Royal Air Force Mildenhall, England, spent multiple days at Ramstein performing aerial refueling missions, which also gave AES Airmen the opportunity to train on their mission inside a different airframe.
(Photo by Damon Kasberg)
Through the years, the KC-135 has been altered to do other jobs ranging from flying command post missions to reconnaissance. RC-135s are used for special reconnaissance and Air Force Materiel Command’s NKC-135As are flown in test programs. Air Combat Command operates the OC-135 as an observation platform in compliance with the Open Skies Treaty.
The KC-135R and KC-135T aircraft continue to undergo life-cycle upgrades to expand their capabilities and improve reliability. Among these are improved communications, navigation and surveillance equipment to meet future civil air traffic control needs.
There have been 11 variants or models through the years of the C-135 family.
The aircraft carries a basic crew of three, a pilot, co-pilot and boom operator. Some missions require the addition of a navigator.
An A-10C Thunderbolt II receives fuel from a KC-135 Stratotanker over Afghanistan Oct. 2, 2013. The A-10 is deployed from Moody Air Force Base, Ga., to the 74th Expeditionary Fighter Squadron in support of Operation Enduring Freedom. The KC-135 is assigned to the 340th Expeditionary Air Refueling Squadron.
(Photo by Stephany Richards)
Nearly all internal fuel can be pumped through the flying boom. A special shuttlecock-shaped drogue attached to and trailing behind the flying boom may be used to refuel aircraft fitted with probes. Some aircraft have been configured with the multipoint refueling system, which consists of special pods mounted on the wingtips. These KC-135s are capable of refueling two receiver aircraft at the same time.
In 2007 the Air Force announced plans for the KC-X tanker replacement program for the KC-135. In 2011, the Boeing KC-46 Pegasus was selected as the winner of the program.
The first 18 combat-ready Pegasus tankers are expected for delivery by 2019.
The KC-135 E and R models are expected to continue service until 2040 when they will be nearly 80 years old.
A KC-135 Stratotanker flies through storm clouds on its way to refuel a C-17 Globemaster III off Florida’s east coast, July 12, 2012. The KC-135 was the Air Force’s first jet-powered refueling tanker and replaced the KC-97L Stratofreighter.
(Photo by Jeremy Lock)
Operation and deployment
Air Mobility Command manages the current inventory of 396 Stratotankers, of which the Air Force Reserve and Air National Guard fly 243 aircraft in support of AMC’s mission.
While AMC gained the control of the aerial refueling mission, a small number of KC-135s were also assigned directly to U.S. Air Forces in Europe, Pacific Air Forces and the Air Education and Training Command.
All Air Force Reserve Command KC-135s and most of the Air National Guard KC-135 fleet are operationally controlled by AMC, while Alaska Air National Guard and Hawaii Air National Guard KC-135s are operationally controlled by PACAF.
Did you know?
The Stratotanker is constructed with almost 500,000 rivets. The installed cost of these rivets range from 14 cents to id=”listicle-2595814234″.50 each.
The KC-135 as 23 windows, nearly all of which are heated electrically or with hot air to prevent fogging.
The tanker has a cargo area easily capable of holding a bowling alley, with enough room left over for a gallery of spectators. The cargo area is almost 11 feet wide, 86 feet long and 7 feet high: the equivalent of 220 automobile trunks.
The KC-135 transfers enough fuel through the refueling boom in one minute to operate the average family car for more than one year.
It can transfer more fuel in 8 minutes than a gas station could pump in 24 hours.
A U.S. Air Force B-52 Stratofortress leads a formation of aircraft including two Polish air force F-16 Fighting Falcons, four U.S. Air Force F-16 Fighting Falcons, two German Eurofighter Typhoons and four Swedish Gripens over the Baltic Sea, June 9, 2016. The formation was captured from a KC-135 from the 434th Air Refueling Wing, Grissom Air Force Base, Indiana as part of exercise BALTOPS 2016.
(Photo by Erin Babis)
KC-135 Stratotanker fact sheet:
Primary function: Aerial refueling and airlift
Builder: The Boeing Company
Power plant: CFM International CFM-56 turbofan engines
Thrust: 21,634 pounds of thrust in each engine
Wingspan: 130 feet, 10 inches (39.88 meters)
Length: 136 feet, 3 inches (41.53 meters)
Height: 41 feet, 8 inches (12.7 meters)
Speed: 530 mph at 30,000 feet (9,144)
Range: 1,500 miles (2,419 kilometers) with 150,000 pounds (68, 039 kilograms) of transfer fuel; ferry mission, up to 11,015 miles (17,766 kilometers)
Ceiling: 50,000 feet (15,240 meters)
Maximum takeoff weight: 322,500 pounds (146, 285 kilograms)
Maximum Transfer Fuel Load: 200,000 pounds (90,719 kilograms)
Maximum Cargo Capability: 83,000 pounds (37,648 kilograms), 37 passengers
Crew: 3 (pilot, co-pilot and boom operator. Some KC-135 missions require the addition of a navigator. The Air Force has a limited number of navigator suites that can be installed for unique missions.)
Aeromedical Evacuation Crew: A basic crew of five (two flight nurses and three medical technicians) is added for aeromedical evacuation missions. Medical crew may be altered as required by the needs of patients.
Initial operating capability: 1956
Unit cost: .6 million
This article originally appeared on Airman Magazine. Follow @AirmanMagazine on Twitter.
It was a regular April night around the Luttrell home near Huntsville, Texas. It had been five years since Navy SEAL Marcus Luttrell fought the 2005 firefight with the Taliban that was portrayed in the film Lone Survivor. Since then, he received a Yellow Labrador puppy to help him recover from the unseen wounds of the war. He named the pup Dasy, an acronym of the names of his fellow SEALs — the ones that didn’t survive the battle.
A shot rang out throughout the area of the house. Luttrell sprang into action, grabbed a 9mm pistol, checked to see if his mother was alright, and then ran outside to check on Dasy. He found the puppy at the end of a trail of blood.
“When I saw she was dead, the only thing that popped into my head was, ‘I’ve got to take these guys out,'” Luttrell told NBC News.
Dasy was just four years old when gunmen shot and killed her.
He then spotted a suspicious vehicle nearby and tried to sneak up on it with a 9mm pistol. When he was 25 yards away, the car left — and Luttrell hopped in his pickup in hot pursuit.
“I saw my dog in a ditch and two men standing outside the car,” Luttrell said. “I could hear them laughing.”
He called the local emergency line and warned the 911 operator that he was chasing the men who killed his dog.
“I told them, ‘You need to get somebody out here because if I catch them, I’m going to kill them,'” Luttrell told the operator, according to the Houston Chronicle.
The Navy Cross recipient stayed on with the emergency operator as he chased the gunmen across three Texas counties in a 40-mile, high-speed chase. Luttrell was still recovering from a recent surgery but it didn’t stop him from attempting to catch the fleeing suspects.
Dasy was more than just a therapy dog to Luttrell. The four-year-old dog helped Luttrell at a time when he wasn’t talking about what happened and had trouble sleeping. Dasy wasn’t just a pet, she was like a daughter to the former SEAL.
Luttrell’s pickup truck couldn’t keep up with the car in which the suspects fled the scene, but the Texas Rangers eventually stopped the vehicle, arresting two of them for cruelty to a non-livestock animal and the driver for not having a license. According to the Rangers, the shooting was the latest in a series of five dog killings in an area Luttrell describes as “the middle of nowhere.”
When Luttrell arrived on the scene, he immediately confronted the suspects, demanding to know which of them murdered Dasy. According to Luttrell, they started talking smack.
“Marcus is trained to do certain things; he fell back on his training,” a Texas Ranger told NBC News. “I wouldn’t advocate to the general public to do what he has done — to follow them at that rate of speed.”
Luttrell and his new therapy dog, Rigby.
(Marcus Luttrell via Facebook)
Alfonso Hernandez and Michael Edmonds were convicted in 2012 of shooting Dasy with a .357 pistol that night. The conviction was later upheld by a Texas appellate court. Edmonds turned on Hernandez, pleading guilty and testifying against him. Edmonds received five years probation while Hernandez received the maximum sentence, two years confinement and a ,000 fine.
Luttrell said losing Dasy was a huge setback in his life but he soon had another therapy dog in his life, another Yellow Lab named “Rigby.”
The once-proposed, hotly-debated November 10th parade in Washington D.C. has been put on the back-burner in the face of climbing costs. When it was first published that the price of the event was jumping from $10 million to $92 million, Secretary of Defense James Mattis said, in response to the erroneously-suggested figure, “whoever told you that is probably smoking something.” Regardless of where the costs actually stand, it’s been officially postponed until 2019.
Unfortunately, by pushing the whole thing back a year, the event will lose much of its luster. This Veterans Day, which falls on November 11th, 2018, is the centennial of the signing of the armistice that ended the First World War.
So, what do we do now on such a tremendous anniversary? There have been many suggestions made by many sources, but two stand out against the noise: The American Legion’s request to focus on veteran support and attending the Centenary Armistice Forum in Paris.
I’m fairly confident that there would be little argument for a military parade when the War on Terrorism concludes.
(Photo by David Valdez)
To be frank, America has seldom felt the need to rattle its saber and show how powerful of a force it is — it just is. This fact has been proven when it matters time and time again. But putting on a parade doesn’t have to be a show of force. In fact, countless Veterans Day parades are held across the country at which Americans can show their support of the United States Armed Forces.
American troops are, at present, in armed conflict and, typically, military parades in Washington D.C. are reserved for the ending of wars, such as the celebration of the end of the Gulf War in 1991. Any military parade this November should focus on what the day is really about: Supporting America’s returning veterans and memorializing the end of World War I.
You know, like getting federal acknowledgement of the hazards of burn pits or the alarming number of veterans who commit suicide on a daily basis. A simple “we hear you” will get the ball rolling on helping those affected.
(U.S. Army photo by the 28th Public Affairs Detachment)
Meanwhile, it’s no secret that the Department of Veterans Affairs hasn’t been, let’s say, “well equipped” to handle the many issues within the military community. National Commander of the American Legion, Denise H. Rohan, issued the following statement through the American Legion’s website:
“The American Legion appreciates that our president wants to show in a dramatic fashion our nation’s support for our troops. However, until such time as we can celebrate victory in the War on Terrorism and bring our military home, we think the parade money would be better spent fully funding the Department of Veterans Affairs and giving our troops and their families the best care possible.”
Securing funding for Veterans Affairs is always going to be a uphill battle, but any event held in the United States could be used to champion relevant issues and bring to light the very serious struggles that many veterans face.
Besides, Paris will be hosting their own Armistice Day parade. If America were to join in theirs — it’d send a strong message to both our allies and our enemies. We save money and it shows the world that they’ll have to face off against more than our fantastic military alone.
(DoD photo by Navy Petty Officer 2nd Class Dominique Pineiro)
On the other side of the coin, French President Emmanuel Macron will be hosting an international forum in Paris on November 11th to advance the promise of “never again” for the war that was supposed to end all wars. He has invited more than 80 countries to attend the event, including the United States.
Macron has invited world leaders to join together to work towards international cooperation. He compared present-day divisions and fears to the roots that caused World War II. On August 17th, in a tweet, President Trump said that he’ll be there.
The Pentagon is looking to boost counterterrorism cooperation with an elite Indonesian special forces group, U.S. Defense Secretary Jim Mattis said Jan. 23 during a visit to Jakarta.
The special forces unit, known as Kopassus, has been accused of a range of human rights abuses, including killings and torture, mostly in the 1990s. Mattis says the group has since reformed.
“That was upwards of 20 years ago, and we’ll look at it since then,” Mattis said after meeting with Indonesian President Joko Widodo, Defense Minister Ryamizard Ryacudu, and other leaders.
Mattis’ visit aims to expand overall military cooperation with Indonesia, which is modernizing its military and has shown an increased willingness to push back against China’s territorial claims.
Indonesia is also dealing with the possible return of hundreds of Indonesians who fought with the Islamic State terror group in Syria and Iraq.
“We are out to expand in ways that respond to any requests from Indonesia on counterterrorism to include the special forces units,” Mattis said alongside his Indonesian counterpart.
Following those talks, Ryacudu said he would like Mattis to help relax the legal limitations on closer U.S. ties with the elite special forces group.
Kopassus’ alleged abuses include massacres in East Timor, the abduction and forced disappearance of student pro-democracy activists, and a torture campaign in Aceh during a now-ended insurgency. Rights groups say many of those responsible have not been held accountable.
Amid those concerns, the United States severed ties with Kopassus in 1999. In 2010, the Pentagon took initial steps toward reestablishing cooperation, but the ties have been limited and non-lethal, consisting of staff exchanges and low-level subject matter dialogue.
Mattis says he believes the group has reformed and would now stand up to the scrutiny of the so-called Leahy Law, which prohibits the United States from providing military assistance to foreign security forces that violate human rights.
Joseph Felter, the top U.S. defense official on Southeast Asia, said the Pentagon sees “real value and potential in working with Kopassus as a partner in counterterrorism,” if the State Department were to loosen restrictions.
“They are a very, very effective counterterrorism unit,” Felter said.
The United States already has very close ties with the Indonesian military. Since 2013, Felter said the United States has sold more than $1.5 billion to Indonesia under the foreign military sales program, including the Apache helicopter and the F-16. And Felter says Jakarta is considering buying more F-16s.
“Anytime we can help a partner uphold a free and fair rules-based order in a free and open Indo-Pacific, that’s what we’re here for,” the deputy assistant secretary of defense for South and Southeast Asia said.
On Jan. 24, Mattis heads to Vietnam, where China is likely to be a major focus.
The Pentagon last week unveiled a new National Defense Strategy that prioritizes the U.S. geopolitical rivalry with China and Russia.
Vietnam is one of the most vocal critics of China’s expansive claims in the South China Sea and has repeatedly clashed with Chinese ships in the area.
During his visit to Indonesia Tuesday, Mattis repeatedly spoke about the importance of the “rule of law” and “freedom of navigation” – comments apparently aimed at China.
When an Air Force major called J.J. completed a solo flight in the U-2 in late August 2016 — 60 years after the high-flying aircraft was introduced — he became the 1,000th pilot to do so.
J.J., whose name was withheld by the US Air Force for security reasons, earned his solo patch a few days after pilots No. 998 and No. 999. Those three pilots are in distinguished company, two fellow pilots said.
“We have a pretty small, elite team of folks. We’re between about 60 and 70 active-duty pilots at any given time,” Maj. Matt “Top” Nauman said during an Air Force event at the Intrepid Sea, Air, and Space Museum in New York City.
“We’re about 1,050 [pilots] right now. So to put that in context, there are more people with Super Bowl rings than there are people with U-2 patches,” Nauman added. “It’s a pretty small group of people that we’ve hired over the last 60 to 65 years.”
Pilots at Beale Air Force Base go through pre-flight checks on a U-2 during the 2018 Marine Corps Air Station Miramar Air Show, Sept. 29, 2018
(Air Force photo by Staff Sgt. Jeffrey Schultze)
The U-2 pilot cadre has remained small in part because the Air Force has long sought applicants with extensive experience and flight time — six years and 1,200 rated hours — to fly a challenging, single-seat plane up to 13 miles above the Earth, all while snapping reconnaissance images. Pilots from all backgrounds, from fighter to trainer, can apply, as can transfers from the Navy, Marines, and Coast Guard.
The Air Force also recently introduced a program allowing student pilots to go directly to the U-2 training pipeline, though that program will only send a few fliers to the Dragon Lady.
The mission itself also keeps the ranks trim. “Part of the reason that we cut so many of the applicants is it’s a really difficult plane to fly,” said Nauman, who joined the U-2 program in 2012.
The first phase is an interview at Beale Air Force Base, California where the U-2s are based, meant to assess “self-confidence, professionalism and airmanship” on the ground and during flights in a TU-2, the U-2 training aircraft.
99th Expeditionary Reconnaissance Squadron airmen prepare a U-2 pilot for a mission at Al Dhafra Air Base in the United Arab Emirates, March 13, 2019.
(US Air Force photo by Senior Airman Gracie I. Lee)
On a 2012 fact sheet about the application process, the Air Force said pilots “selected for an interview generally possess a strong flight evaluation history, strong performance evaluations, and exceed the minimum flight experience requirements.”
“When you do an interview, you actually go out to Beale for two weeks,” Nauman said. “You’ll sit down and talk with the different commanders, the directors of operations, [go] over your flight records, your performance reviews, and just kind of your overall goals. ‘So why do you want to fly the U-2? What is it that brought you here?'”
An applicant who makes it through the interviews in Week 1 moves on to Week 2, “where you actually get to fly the aircraft,” Nauman said.
“For some folks, they may have never seen a U-2 in person, and the first time they actually touch the jet is Day 1 of their interview,” Nauman added. “They’ve read about it. They’ve seen it. They’ve talked to some people they knew, but by Week 2 they actually put in you a two-seater with an instructor and you have to demonstrate the ability to land the aircraft.”
A U-2 pilot waits for maintainers and crew chiefs to finish final checks before the scheduled flight time at Beale Air Force Base, California, Oct. 26, 2017.
(US Air Force photo by Senior Airman Justin Parsons)
While the U-2 excels at high-altitude reconnaissance missions — its ceiling is above 70,000 feet — taking off and landing are more challenging in the ungainly aircraft, which has a 105-foot wingspan and only two landing gear, under the nose and the tail.
Landing requires a kind of controlled crash in which the pilot descends and slows until the plane stalls, dropping onto the runway — all done with the guidance of fellow pilots racing alongside in cars.
“It’s extremely difficult to land,” Nauman said. “You could YouTube videos of bad U-2 landings all day and see interview sorties that look a little bit sketchy. Understand we have a very wide runway and very experienced acceptance flight instructors, so it is safe despite what you might see.”
Applicants do three acceptance flight sorties, during which they perform flight maneuvers, approaches and landings, and other scenarios, including driving the chase car that assists landing U-2s. After that, a decision is made about whether the applicant will be offered an assignment.
A U-2 lands at Al Dhafra Air Base in the United Arab Emirates, Nov. 16, 2017.
(Air National Guard photo by Staff Sgt. Colton Elliott)
If you do the flying portion of the interview but aren’t picked, “we will not interview you again,” the Air Force says. “Basically, you get one shot.”
U-2 flight training includes time in the T-38 trainer and time to get other qualifications pilots may need, before moving on to flying the actual U-2, on which trainees must complete two courses: basic and mission. Those take about three months each.
The whole training program can take nine months to a year. The 1st Reconnaissance Wing, which Maj. J.J. joined in August 2016, has eight classes of three new pilots each year.
The solo flight that made J.J. the 1,000 solo pilot was his seventh in the aircraft but his first without an instructor. That first solo was to be followed by a few more two-person outings, after which he would never again have to fly the U-2 with someone else.
US Air Force Maj. Sean Gallagher greets his ground support crew before a U-2 mission somewhere in Southwest Asia, Nov. 24, 2010.
Trainees adjusting to the technical challenges of the U-2 also have to adapt to the physical strain of operating it.
Cruising at 70,000 feet puts the plane above the Armstrong Line — the point at which the boiling point for liquids, like blood, is equal to the normal human body temperature — and requires pilots to wear a space suit that weighs about 70 pounds. Pilots also have to breathe pure oxygen before flying to rid their system of nitrogen.
The suit can be a physical and psychological stumbling block. Interviewees must sit in it for at least 45 minutes to prove their mettle before moving on.
“So you get suited up. You go out to the aircraft. It’s pretty warm on the ground, so it could be an endurance test at times,” Maj. Travis “Lefty” Patterson, a U-2 pilot, said at the event.
“If you’re delayed in take off, your core temperature is heating up pretty rapidly as you’re sitting in, effectively, a plastic bag with a fishbowl” on your head, Patterson added.
The cabin is also pressurized, Patterson said. Previous generations of U-2 pilots flew at what felt like about 29,000 feet — roughly the height of Mt. Everest. (That altitude, along with the challenges of longer and more complex missions in the 2000s, took a toll on pilots’ health.)
A U-2 pilot prepares for takeoff at Nellis Air Force Base in Nevada, Dec. 12, 2018.
(US Air Force photo by Airman 1st Class Bailee A. Darbasie)
In the last decade however, the Air Force has brought the U-2’s cockpit altitude down.
“We’re only sitting at about 15,000 feet — a little higher than you would on a normal airliner,” Patterson added. “We still wear that suit in the event that there’s a malfunction or we have to eject or something like that.”
The pilot is strapped into that suit and flying at that altitude for up to 10 hours or 12 hours. But with their focus on the task at hand, a pilot can forget they’re even wearing the suit, Patterson said.
Upon return, however, pilots still getting used to the Dragon Lady may feel the strain acutely.
“I think after my interview sortie, I came back and [said], ‘Wow, I feel like I just did three days of straight Crossfit,’ just because I didn’t know all the tricks of the trade,” Patterson added.
“A good U-2 pilot will land, and you won’t be able to tell from the outside, but inside it’s almost like you’re flailing around. You’re moving the yoke around. Your feet are moving the rudders. It’s kind of like a full-body workout sometimes.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The Russian Defense Ministry released a video shot from the cockpit of a Su-27 fighter as it raced after a US Air Force B-52 Stratofortress heavy, long-range bomber.
Russian fighters were twice scrambled to intercept US bombers approaching the Russian border around the Black and Baltic seas, the Russian Defense Ministry said in a statement, according to Russian media.
Three B-52 bombers from the US Air Force’s 5th Bomb Wing flew from Minot Air Force Base in North Dakota to Eastern Europe in an unusual flight.
The US Air Force released its own statement on recent activities, explaining that “strategic bomber missions enhance the readiness and training necessary to respond to any potential crisis or challenge across the globe.”
#Видео Стратегические бомбардировщики B-52H ВВС США были замечены накануне у государственной границы …
The US and Russia frequently intercept one another’s bombers in Eastern Europe and over the Pacific.
In May 2019, Russian Tu-95 long-range bombers entered the Alaskan Air Defense Identification Zone (ADIZ) twice in two days. The US scrambled F-22 stealth fighters and intercepted them. Afterward, the US touted its ability to deter and defeat threats.
Two months earlier, it was the Russians intercepting US B-52 bombers flying over the Baltic Sea during a short-term deployment to Europe. Russia accused the US of unnecessarily fanning tensions.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
For almost 80 years, the aircraft carrier has been the most powerful warship on the high seas. Just over six decades ago, the carrier reached a new level of potency when the angled deck was introduced. Some carriers were re-fitted with it while others were designed with the advanced tech from the get-go — but how did a shift in the deck make carriers even deadlier?
First, let’s take a look at how carriers operated in World War II and, to a large extent, in the Korean War. The naval aviation workhorse of those conflicts, the Essex-class carrier, had a straight-deck design. To deliver some hurt to the enemy, carriers would launch “deckload” strikes, sending off most of their air group (in World War II, this consisted of 36 F6F fighters, 36 SBD Dauntless dive-bombers, and 18 TBF Avenger torpedo bombers).
USS Intrepid (CV 11) in 1944. Her propeller-driven Hellcats were easy to stop when they landed.
Carriers, at the time, could either launch planes or land them — they couldn’t do both at the same time. When launching deckload strikes of propeller-driven planes, it wasn’t an issue. All planes would leave at once and, later, all return. When it came time to bring aircraft home, the propeller planes were easy to stop — they were light and slow relatively to the jets that had just started to come online.
The use of jets off aircraft carriers changed things – the F9F Panthers were faster and heavier than the World War II-era piston-engine fighters. It is easy to see how a jet that misses the wires could make things very ugly.
Jets were a game-changer for several reasons: They were faster and heavier and, thus, needed more space to stop. They also didn’t have the endurance to wait for other planes to launch. So, how could they find the runway space needed to operate these new tools of war? Building larger carriers wasn’t a complete solution — this wouldn’t eliminate the issue of stopping jets should they fail to catch the wires.
The British decided to create an angled deck, thereby allowing a jet that missed the arresting wires a chance to go around.
(Animation by Anynobody)
Then, the British came up with the idea of angling the landing deck of carriers. Angling the deck gave the jets enough room to land and, if they missed the wires, they could go back around and try again — stopping the jet with a barrier became an absolute last resort.
Before and after photos of USS Intrepid showing the angled flight deck.
(Compilation of US Navy photos by Solicitr)
Not only did the angled deck allow for the use of jets, it also made carriers deadlier in general. Now, they could launch and land aircraft at the same time. This meant that a carrier could send a major strike out and, at the same time, land its combat air patrol. All in all, the angled deck had a very unintended (but welcome) consequence on carrier performance.
Check out the video below to see how the Navy explained the angled flight deck to sailors.