If you haven’t given Triple Frontier a go on Netflix, you definitely should. If you’re unfamiliar, the story follows five Special Forces veterans who travel to a multi-bordered region of South America to take money from a drug lord. It stars Ben Affleck, Oscar Isaac, Charlie Hunnam, Pedro Pascal, and Garrett Hedlund, who all do a fantastic job capturing the attitudes of their characters. But one thing especially helped make this film feel realistic: the presence of Special Forces veterans.
While Hollywood productions generally do have military advisors, it isn’t necessarily common that those advisors take the time to work with the cast to really nail down things like tactics and weapons handling. In this case, J.C. Chandor had two Special Forces veterans who did just that — Nick John and Kevin Vance.
Here’s why they were the most important part of the production:
This may not seem like a big deal but nicknames are a huge part of military culture and knowing how service members earn their nicknames can help you really understand the culture itself.
They taught the actors about nicknames
Charlie Hunnam plays William Miller who goes by the nickname “Ironhead,” and, of course, he wanted to know why, so he asked one of the advisors who explained that the nickname likely comes from the character having survived a gunshot to the head.
This film will have you saying, “Wow, these actors actually know what they’re doing with that weapon.”
They taught the actors how to handle weapons
Most of us who spent a lot of time training in tactics can really tell when the actors on screen haven’t had enough training, if any at all. It’s probably most evident in the way they handle weapons. In the case of Triple Frontier, Nick John and Kevin Vance really took the time to train the actors, and it shows.
They trained the actors with live ammunition
When learning how to handle a weapon, it helps to shoot live ammunition. Well, at the end of the first day of the two-week training, Nick John felt the actors were prepared to handle it. So, they gave them live ammunition and let them shoot real bullets, which is not standard for a film production, but it really pays off in this film.
The way these actors clear buildings is very smooth and convincing.
They taught tactics
After trusting the actors with live ammunition, Nick John and Kevin Vance ran them through tactics. From ambushes to moving with cover fire, the actors learned the basic essentials to sell their characters on screen, and they do so extremely well.
Actor Charlie Hunnam said, “It was amazing. I was shocked by how much trust they put in us. Very, very quickly, they allowed us to be on the range with live fire, doing increasingly complex maneuvers. We started ambush scenarios, shooting through windows and panes of glass, doing cover fire, and operating movements I’ve never done before.”
Veterans have a tendency to spot inaccuracies immediately. But, what Triple Frontier brings to the table is realism. While not perfect, it does a great job of really making you believe these characters are real and all the work Nick John and Kevin Vance put into teaching the actors really pays off.
If you haven’t checked out Triple Frontier on Netflix yet, you definitely should.
Air Force Airman 1st Class Nathan Kosters, the youngest F-35 crew chief in the 34th Aircraft Maintenance Unit, was born in 1996. “The Macarena” somehow was No. 1 on the charts, “Independence Day” topped the box office, and the F-16 Fighting Falcon had already been flying for 22 years.
The 20-year-old native of Byron Center, Michigan, and his fellow F-35A Lightning II maintainers generated combat sorties with America’s youngest jet at Red Flag.
The Jan. 23-to-Feb. 10 iteration of Air Force’s premier air combat exercise included both U.S. and allied nations’ combat air forces, providing aircrews the experience of multiple, intensive air combat sorties in the safety of a training environment.
“It’s pretty amazing. It’s like a family atmosphere,” Kosters said. “We’re extremely busy, working long hours, but everyone pulls together and makes sure the mission is successful.”
Inspired by His Father
Growing up, he learned hard work from his father, a carpenter. He learned how to get up early and work until the job was done. The two worked side by side, he said, even throughout his father’s cancer treatments. “He is an inspiration to me — never giving up,” Kosters said. “Working was a great opportunity to be close to him.”
Kosters joined the Air Force a little over a year ago after graduating from high school and working in construction for awhile, because he wanted to leave the Midwest, get an education and see the world, he said. He got high scores on his entrance test, and the F-35 maintenance world, hungry for new talent, put him in the pipeline.
“I didn’t really know anything about the F-35,” Kosters said. “I knew it was the newest jet, and I heard all the negative press about it. My dad and I started reading up on it. He probably knew more about it than I did.”
After technical training and hands-on experience, Kosters said, he is happy he is where he is.
“It’s cool, working with the latest technology, he added. “I don’t want to make it sound like maintenance is easy. It’s just advanced. It’s great to be able to plug in a laptop and talk to the aircraft.”
Based at Hill Air Force Base, Utah, the 34th Fighter Squadron and Aircraft Maintenance Unit are the first combat-coded F-35A units in the Air Force. They were created by bringing together a team of experienced pilots and maintainers from across the Air Force’s F-35 test and training units. Kosters was one of the first pipeline maintainers to join the 34th AMU straight from basic training and tech school, and Red Flag is valuable experience for that greener group.
“At home, our young maintenance airmen are practicing and learning every day. Here, we’re able to put that training into a realistic scenario and watch them succeed and learn how to overcome challenges,” said Air Force Senior Master Sgt. Robert Soto, lead production superintendent for the 34th AMU.
“It’s not glorious,” Kosters said. “You’re not working 9 to 5. Your uniform is not going to stay nice and clean. But, next to being a pilot, I feel like I have the best job there is. It’s gratifying to see those jets take off.”
Kosters said he and his fellow maintainers take pride as they hear from pilots how their aircraft are performing in the fight.
“It’s had its doubters in the world, but it’s nice to prove people wrong with all eyes on us, especially here,” Kosters said. “The first couple missions, it was the F-35 versus everyone else, and our guys were showing them that the F-35 is a superior plane. We’re like varsity.”
After 33 days stranded on a deserted island, three Cuban nationals were rescued by the United States Coast Guard.
After losing their boat when it capsized, the two men and a woman swam to a nearby island. Far from any kind of civilization, they became stranded on the remote island for 33 days. The Coast Guard pilot flying a HH-144 Ocean Sentry plane from Air Station Miami saw them waving makeshift flags down below as they were patrolling the area.
Lieutenant Riley Beecher was first on scene. He shared that it was a normal patrol and he was flying at around 500 feet, until he saw something flickering in the distance. Beecher quickly told the crew he wanted to turn back around to get a better look. “We dropped down to about 200 feet and low and behold, there was a flag waving. As we got closer, two people came out waving their hands trying to get our attention showing that they were in distress,” he explained.
The crew signaled that they saw the people and then radioed back to their command center. They were directed to drop a radio, water and food. “We didn’t have any Spanish speakers unfortunately but in my broken Spanish I was able to ask where they were from, how many people were there, how long they’d been there and if there were any medical concerns. They were pretty relieved,” Beecher said.
He was due back to Miami and was unable to do much else. But Beecher was quickly replaced by Lieutenant Justin Dougherty, flying in with another crew who had two Spanish speaking Coasties on board. “The plan for us was to get on scene and establish communications with them. We were really concerned about their medical state,” Dougherty said, adding that it was essentially a miracle that Beecher had found them at all. “It was tough to see even though we knew exactly what we were looking for. It was unbelievable.”
Unfortunately, they were unable to immediately rescue the stranded Cuban nationals. “Being a fixed wing aircraft, we can’t do a water landing. We also can’t hover so the most we could do was drop them supplies,” Dougherty shared. The island was also just out of range for their helicopters in Miami. But more help was on the way.
The command at Miami began communicating with Air Station Clearwater and the Coast Guard Cutter William Trump out of Key West was headed their way in the meantime. “We dropped them another radio…bottled water and some MREs,” Dougherty said. They also gave them signaling devices and life vests. “We let them know someone would be there to pick them up whether it was a Coast Guard boat in the morning or a helicopter sometime in the evening.”
When Coast Guard Pilot and Lieutenant Mikel “Mike” Allert arrived on scene, there were piles of shells were clearly visible next to the makeshift flags. Although the national news media reported that the Cuban nationals had been surviving on coconuts, that wasn’t true. It was confirmed that they were sustained on conchs and rats, according to Allert. “They also had a makeshift cross that they had made with driftwood,” he shared. With no where safe for them to land near them due to the narrowness of the island, they made the decision to hover and launch a rescue swimmer.
“He assessed them medically because he is a qualified EMT and his assessment showed that they needed to go to a hospital. They were showing obvious signs of fatigue, dehydration and they were relatively gaunt for being out there for that extensive period of time,” Allert explained.
All three pilots expressed their awe in the survivors. “The fact that they had been there for 33 days on the sheer willpower to live is impressive,” Beecher said.
“Thanks to our aircrews diligently conducting routine patrols, we were able to spot people in distress and intervene,” said Sean Connett, Command Duty Officer at Coast Guard Seventh District said in a press release. “This was a very complex operation involving asset and crews from different units, but thanks to good communication and coordination between command centers and pilots, we were able to safely get everyone to a medical facility before the situation could worsen.”
“As Coast Guard operations go, it just goes to show the coordination involved in utilizing these assets all across the state,” Allert said. “We were fortunate to find them and blessed to be able to go pick them up.” Although this case definitely got a lot of media attention, much of what occurred is just a normal day in the life of a Coast Guardsman, always ready for any and everything.
World War I marked the fourth time Congress declared war, but just the first time America instituted a draft. The “Great War” also created a new series of benefits for Veterans–some that exist in different forms today.
A story from The Cook County News-Heraldfrom Grand Marais, Minnesota, July 4, 1917, referring to World War I registration slackers.
April 6 marks the start of the U.S. involvement in World War I, which 4.7 million Americans fought in.
President Woodrow Wilson asked for a declaration of war April 2, 1917. The Senate voted April 4 and the House of Representatives voted to adopt the war resolution April 6.
Despite the declaration, American men did’nt volunteer in large numbers. Because the U.S. needed to organize, train and equip a force to fight Germany, Congress passed the Selective Service Act, which started U.S. conscription.
Following the May 18 passage, the first draft registration day was June 5, 1917, for the 48 states and Washington, D.C. In July, the first draft registration for Puerto Rico, Alaska and Hawaii started. This period also started the round up of draft evaders, called “slackers.”
According to the Library of Congress, over 70% of American Army troops were conscripts.
Of the 4.7 million Americans who fought, 116,000 died in service and 204,000 were wounded.
Veterans did see new benefits arise out of their World War I service. Congress amended the War Risk Insurance Act of 1914 in 1917 to offer government-subsidized life insurance for Veterans. Additional legislation provided Veterans a discharge allowance at the end of the war.
The War Risk amendments also established authority for Veterans to receive rehabilitation and vocational training. The benefits focused on Veterans with dismemberment, sight, hearing, and other permanent disabilities. Injured service members remained in service and trained for new jobs.
The Vocational Rehabilitation Act of 1918 provided vocational rehabilitation training for honorably discharged disabled World War I Veterans. The act also gave special monthly maintenance allowances for Veterans who couldn’t carry on a gainful occupation. In 1919, a new law fixed Veteran medical care. It gave the Public Health Service greater responsibility, transferred military hospitals to the Public Health Service and authorized new hospitals.
The war also produced another benefit for service members: information. For 17 months, The Stars and Stripes newspaper informed American service members about the war. Over 100 years later, the publication still provides independent news and information to active duty, Department of Defense civilians, Veterans, contractors and families.
Operation Deadstick was the first engagement of D-Day but many people don’t know the awesome story of how a small group of British glider soldiers captured two bridges intact and held them against German counterattacks. Now, the epic fight is becoming a movie.
So, on Jun. 6, 1944, the men of D Company, 2nd Oxfordshire and Buckinghamshire Light Infantry crash-landed in gliders at only 16 minutes past midnight. A brilliant performance by pilots put the closest group of paratroopers only 47 yards from the first objective while avoiding anti-glider poles that were still being emplaced around the bridges.
The British commander had a fright when thought he had gone blind, but he realized the crash had dislodged his helmet and slid it over his eyes. He put it on right and led his men up the nearby embankment and onto the first bridge.
There, Lt. Den Brotheridge led First platoon across the Caen Canal Bridge, firing from the hip. Brotheridge gunned down a German soldier on the bridges who fired a flare, achieving the first ground kill of D-Day. Tragically, he himself was shot just moments later and became the first Allied casualty of the day.
Still, the company was able to complete the assault only 10 minutes after landing, grabbing both bridges before the Germans could detonate the explosives on them. Sappers immediately got to work cutting wires and fuses to make sure a German counterattack would not be able to easily destroy them.
It turns out, the reason the bridges weren’t destroyed was two-fold.
First, the German commander had ordered the bridge wired to explode, but that the actual charges be stored nearby so that French partisans or an accident could not destroy the bridges unnecessarily. He had reasoned that the explosives could be placed and destroyed faster than a paratrooper assault could capture the bridges. He was wrong.
Second, only he could order the charges put into place and the bridges destroyed and he was busy visiting his girlfriend in the nearby village. He was drinking wine and eating cheese with her when he heard all the gunfire coming from the direction of the bridges.
He decided to investigate the noises but apparently thought an attack was unlikely because he packed a picnic basket and tried to bring his girlfriend. He ended up dropping her off when she begged and cried, but he continued to the bridge with little caution.
His driver approached the bridge so fast that the two Germans actually blew past the British lines and were on the bridge before they realized that the German defenders had been killed. The British quickly captured both Germans and the picnic basket while the commander started crying about having let down his fuhrer.
The British then got ready for the inevitable counterattacks. The first came quickly as a German tank made its way to a nearby intersection in an attempt on the bridges. One of the glider troops engaged it with a Piat anti-tank grenade launcher, killing it with a single hit.
Luckily for the British, larger counterattacks wouldn’t come for some time. While Lt. Col. Hans von Luck, the Panzer commander who would lead the counter assault, had his entire formation ready to go by 3 a.m., he wasn’t allowed to move forward without Hitler’s say-so. And Hitler slept in on D-Day.
Von Luck sent his grenadiers, one of the few units he could move forward without authorization, to the bridges but the British had been reinforced with paratroopers by that point. The British were able to stop the grenadiers’ advance and the Germans dug in, sure that armored support would be coming soon.
Forward German units did come to assist and were able to begin pushing the British back. The British were picked at by snipers and German rocket fire and were slowly surrounded, but they managed to hold out until the afternoon despite dwindling ammo and a limited number of men.
In the early afternoon, reinforcements in the form of British commandos finally came and the combined force held off German armored attacks, killing 13 of 17 tanks and plenty of German soldiers. They also had to fight off a German gunboat that attacked from the river.
The successful capture and defense of the bridges is a major part of British airborne history. Both bridges were renamed in honor of the British. The Caen Canal Bridge was renamed Pegasus Bridge after the symbol of the British airborne soldiers. The nearby river bridge was renamed Horsa Bridge after the Horsa gliders the first troops rode in on.
According to the Hartford Courant, a Russian naval vessel is operating off the coast of Connecticut. The vessel, described as a “spy ship,” has been operating up and down the East Coast.
A FoxNews.com report identified the Russian ship as the Viktor Leonov, noting that it was also been loitering around Norfolk Naval Station, the largest naval base in the world.
“The presence of this spy ship has to be regarded very seriously because Russia is an increasingly aggressive adversary. It reflects a clear need to harden our defenses against electronic surveillance and cyber espionage,” Senator Richard Blumenthal (D-CT) said in a press release.
The Viktor Leonov is a Vishnya-class intelligence ship. According to GlobalSecurity.org, Vishnya-class vessels are very lightly armed with two SA-N-8 missile launchers and two AK-630 close-in weapon systems. The ship has a top speed of 16 knots, and is loaded with gear for carrying out signals intelligence (SIGINT) and communications intelligence (COMINT).
The Soviet Union built seven of these vessels in the 1980s, and all remain in service with the Russian Navy until 2020, when they will be replaced by a new class of vessels. The Leonov carried out a similar operation in early 2015 with much less fanfare.
The Lance Corporal Skip Wells Foundation was created to honor Skip Wells – one of the four Marines killed in the Chattanooga shooting tragedy. It donates to organizations in and around the area Skip had grown up. The foundation also gave over $135,000 to Marines Mickey – an organization that sends Marines and their families to Disney World. Skip’s mom Cathy, who heads the foundation had partnered with the charity because she and her son had always taken yearly vacations to the resort. She wanted other Marine families to have that experience as well.
But now, they feel their donations were given under false pretenses, and want the funds returned.
A post on Lance Corporal Skip Wells Foundation’s Facebook said John Simpson claims to be a Former Recon Marine, Drill Instructor and Msgt., but they no longer believe this to be true. The post states he was discharged from the Marine Corps due to bad conduct – and was an E1 admin clerk. The post goes on to say ‘there will be federal charges for stolen valor, 501c3 tax fraud, and many other criminal charges the authorities at the federal level are currently investigating.”
A letter from John Simpson was posted on the Marines Mickey website homepage that countered the accusations of the Wells Foundation, claiming he too had spoken to authorities, and that he was advised that the actions against him amount to blackmail and extortion.
“We did several events that had Marines and Mickeys name and Skip Wells’ name attached to it, these funds raised sent 14 families to Disney since October 2015. In my opinion, a donation made is not stolen when used for the mission plainly stated and publicly known. Our Mission had existed for over a year and a half prior to the tragedy in Chattanooga. and that is why, Representatives, Representing Ms Wells called my Foundation the night of the tragedy… telling us, they wanted to send all monies expected to be donated to her over the coming weeks to be instead given on to Marines and Mickey for the purpose of Sending Marines to Disney.”
After that letter was published, Skip Wells Foundation page posted the following:
We had to act immediately to protect Cathy and the Foundation from further loss. What you personally do with the information we provided is up to you. He is telling people that we are attempting to take over his foundation and harm his reputation. We can assure you that our one and only priority is to protect Cathy and recover over 135k in fraudulent donations to Marines and Mickey and him personally….
As far as Stolen Valor, I never said I was a Force Recon Marine, never said I had been on one tour to Afghanistan, much less four.
Many are following these developments and are posting own findings: James Hill found a cached copy of the site’s “About Us” page and posted a screenshot of it in the comments. The photo shows there was a section on the page titled, “How We Came About” and it reads: “Marines Mickey began in May 2014, Founded by John Simpson, a Retired Marine, who was a Recon Marine and also a Parris Island Drill Instructor….”
The current version of that page no longer contains this section.
Cait Nestor posted a photo of Parris Island’s Off-Limits Establishments list which includes Marines Mickey.
The Wells Foundation is in the process of obtaining an official copy of Simpson’s DD-214 using the Freedom of Information Act. Ms. Wells told WSB-TV2 if the funds are recovered, she will put them back into her foundation.
Rear Adm. Brian Fort, commander, Naval Surface Group Middle Pacific, announced that U.S. Navy ships and submarines based in Hawaii not currently undergoing maintenance availabilities have begun to sortie as Hurricane Lane travels toward the Hawaiian Islands.
Ships that sortie will be positioned to help respond after the storm, if needed.
“Based on the current track of the storm, we made the decision to begin to sortie the Pearl Harbor-based ships,” Fort said. “This allows the ships enough time to transit safely out of the path of the storm.”
Units will remain at sea until the threat from the storm subsides and Hawaii-based Navy aircraft will be secured in hangars or flown to other airfields to avoid the effects of the hurricane.
A satellite image of Hurricane Lane at 10:45 p.m. Hawaii Standard Time. At 11 p.m. Hawaii Standard Time, the category 4 hurricane, which was located about 350 miles south of Honolulu, Hawaii, was moving northwest at 7 mph with maximum sustained winds of 145 mph.
(US Navy photo)
The Navy orders a sortie during potentially extreme weather conditions to reduce the risk of significant damage to ships and piers during high winds and seas. Some ships will not get underway, due to various maintenance availabilities, and are taking extra precautions to avoid potential damage. Commanding officers have a number of options when staying in port, depending on the severity of the weather. Some of these options include adding additional mooring and storm lines, dropping the anchor, and disconnecting shore power cables.
Personnel in Navy Region Hawaii, including on Oahu and Kauai, should follow hurricane awareness and preparedness guidelines established by city/county and state government. Navy Region Hawaii and its installations provide updated information on Facebook sites:
At the beginning of hurricane season in early June 2018, Navy Region Hawaii provided detailed information in the region/base newspaper Ho’okele for service members, civilian workforce and families. Information included preparing a disaster supply kit, creating a family emergency communication plan and knowing where to go if ordered to evacuate:
China plans to increase its military spending by 8.1% in 2018 in an effort to modernize its armed forces.
Beijing proposed spending 1.11 trillion yuan ($175 billion) on its military, according to its budget report presented ahead of the opening of China’s 13th National People’s Congress on March 5, 2018, according to Reuters.
Premier Li Kequiang said in his opening address that China will “advance all aspects of military training and war preparedness, and firmly and resolvedly safeguard national sovereignty, security, and development interests.”
He also said the military, the government, and its people must always be as “strong as stone.”
China’s defense spending has increased following Xi’s appointment as Commander-in-Chief of the Joint Operations Command in April 2016. The budget grew 7.6% in 2016, and 7% in 2017.
James Bond has long been the most famous “secret agent” out there. Everyone knows James Bond, and it is rare to meet someone who hasn’t seen at least one of the films. Like with most films of that kind, there are a lot of issues with the character and story lines in general. Take for instance the fact that they call him a “secret agent” when he is in fact an Intelligence Officer. Add to that he doesn’t have a line manager, he somehow reports directly to the head of MI-6. Then there is the reality that a “license to kill” doesn’t really exist. Despite these tiny issues with details, the films are actually quite good. However, there are many reasons that James Bond truly is the worst spy ever, even if he is a fictional character. Here are the top 007 reasons:
He carries a gun on airplanes
He walks on and off commercial flights with a shoulder holster on and is never once stopped by security. He strolls through the airport fully armed and no one seems to notice or be bothered by the fact that an armed man in a suit is boarding a flight. Even if he has it in his bag instead, it is still never questioned. In reality, he probably would have received a weapon when he arrived at his destination, not carry it on an airplane with him.
He constantly destroys or loses his equipment
He is regularly issued with equipment, weapons and vehicles that are worth millions. However, he never returns any of it, at least not in the same condition he gets it. You would think when given the highest levels of technological advancements in “spy gear,” weapons, and cars, one would be inclined to take extra special care of it all.
He is always being captured and/or beaten up
Despite the fact that he is a highly trained intelligence officer, who is supposed to be aware of his surroundings at all times and the number one rule of intelligence is “never get caught,” Mr. Bond is constantly being captured by the baddies he is after. Even if he isn’t being captured, he is getting beaten up by any number of people associated with whichever villain he is chasing. Where is all that training he meant to have?
He never follows orders
The intelligence world does leave some wiggle room to think on your feet, but a big part of it is also following the orders you are given. James Bond never does that. It doesn’t matter what anyone says or tells him to do, he does the opposite. He always feels that he is in the right and he does his own thing at all times, no matter the consequences.
He travels under his own name
Anyone who knows anything about intelligence knows that they absolutely never travel using their own identity whilst on operations. That is part of the whole point of what they do. However, James Bond who is supposed to be one of the best, always travels under his own name and with his own documents.
He always draws attention to himself
One of the biggest parts of intelligence training is how to never get noticed. For someone who is supposed to be a spy or secret agent or intelligence officer, depending on what you like, he draws an awful lot of attention to himself. He drives expensive cars, wears ridiculously expensive suits and stays at five star hotels. Not to mention the fact that he is always blowing things up and firing his weapon in highly public places.
Everyone knows who he is
The number one reason James Bond is the worst spy ever: Everyone knows exactly who he is. Every bad guy, every hotel receptionist, every bartender knows his name. He walks into a bar and is greeted with, “Good evening, Mr. Bond.” Plus, they know exactly what he drinks! Villains know his reputation and that he has a license to kill. They all know him on sight. To top it off they all know his 00 code number … His secret code number. The number of times an adversary uses 007 is absolutely astounding. This alone is enough to make James Bond the worst spy ever.
It seems like everything on the Korean Peninsula is going well. Rumor has it that US troops will be pulled out of South Korea if the negotiations are a success. So, get all of your soju-fueled bad decisions out of the way now before you get reassigned stateside.
Before you know it, it’ll be too late to get NJP’d for belligerently screaming, “Merica!” at the DMZ. So, make the most of your OCONUS duty station while you can.
(Meme via Army as F*ck)
(Meme via Army as F*ck)
It’s been right in front of our eyes this entire time.
Dennis Rodman used to be a spokesman for McDonalds. Rodman visits Kim Jong-un in North Korea. Under a year later, he opens his country. It all makes perfect sense now.
(Meme via Decelerate Your Life)
(Meme via Salty Soldier)
(Meme via USAWTFM)
(Meme via Pop Smoke)
(Meme via Crusty Pissed Off Veteran)
(Meme via Air Force Nation)
(Meme via Crusty Pissed Off Veteran)
(Meme via Five Bravo)
(Meme via Pop Smoke)
Cover: Anything that won’t be penetrated by small arms fire. Concealment: Anything that can obscure the enemy’s vision of you. This: None of the above.
It’s like this dude never played a video game in his life.
Captain Wild Bill Wichrowski of the Cape Caution. Photo courtesy of Discovery.
Capt. Wild Bill Wichrowski’s year started tragically.
A Navy veteran, Wichrowski is one of the captains on “Deadliest Catch,” a Discovery Channel series about Alaska’s crab industry. He was close friends with two of the five men who died when the Scandies Rose, a 130-foot crab boat, went down in icy, turbulent conditions in the Gulf of Alaska on New Year’s Eve. Two crew members survived.
The Coast Guard’s 20-hour search for survivors will be featured on “Deadliest Catch” at 8 p.m. Tuesday (Eastern time).
“It’s hard to drum all this up again, really,” Wichrowski said. “You lose friends. You lose family. And the part that sticks is that any time, it could be you.”
Captain Wild Bill Wichrowski is in the wheelhouse at the helm of the Summer Bay.
The episode of the long-running reality series follows the Coast Guard’s role from the time it received a distress call until the search, which covered 1,400 square miles, was suspended.
Although Wichrowski was not in contact directly with the Coast Guard during that time, he followed the rescue mission’s progress closely.
“They’re our lifeline,” Wichrowski said. “Some of the stuff they do with the helicopters and the C-130s and the ships and the hard-bottom inflatables [boats] is truly amazing. The Coast Guard’s our last chance for survival when we’re having trouble.”
The investigation into the Scandies Rose disaster is ongoing and could last “many months,” said Scott McCann, the Coast Guard’s public affairs officer for the 17th District.
Captain Wild Bill Wichrowski stands proudly on deck of his boat.
Wichrowski’s own ties to the military began early.
His father, Charles Thomas Wichrowski, was a drill instructor at Parris Island in South Carolina during the Korean War. The youngest of three brothers, Wichrowski said he did not always appreciate his strict upbringing in Pennsylvania.
“I probably didn’t really like [my father] that much at the time, but he was training me to be a leader from Day One,” Wichrowski said. “In his eyes, there was only one place to be, and that was in charge.”
Wichrowski’s tour in the Navy happened almost by accident.
Before he wrecked his father’s new car on homecoming night, he had planned to go to school and study business administration. The cost of the repairs, along with other financial constraints in his family, prompted Wichrowski to enlist in 1975.
Armed with a love of the ocean, he headed West. He served as an electrician’s mate at naval stations in California, Idaho and Washington State.
Wichrowski enjoyed the camaraderie and travel in the military and proved to be invaluable in stressful situations. He recalled one time a typhoon in Taiwan knocked out a generator. Wichrowski ran to the other end of the tossed ship on a wall, hurdling people along the way, to work on it.
On another occasion in San Diego, Wichrowski was about to go on liberty when a transformer caught fire. He was not on duty, but he restored the power anyway, then left suddenly to meet his girlfriend before other potential issues arose.
“When I got back, the XO [executive officer] on the bridge, he had seen the whole thing,” Wichrowski said. “And I’m thinking, ‘Oh, I’m going to get my butt reamed.’ But he said he was pretty amazed about how quickly I reacted.”
Wichrowski said the bonds of boat crews are similar to those in the military. Photo courtesy of Discovery.
Wichrowski, who served for four years, said what he learned in the Navy resonates today.
“It’s the whole reason why I’m successful,” he said.
The bonds formed among boat crews are not unlike those developed in the military. That’s why the sinking of the Scandies Rose hit Wichrowski hard. He knew the boat’s captain, Gary Cobban Jr., and engineer, Art Gacanias, well, but thankfully the loss of life was not worse.
Landon Cheney, Wichrowski’s No. 2 man on the Summer Bay, used to work on the Scandies Rose and considered returning before it sank.
“I’m pretty certain that if he was on board, he wouldn’t have made it,” Wichrowski said.
As painful as the loss of the Scandies Rose remains, Wichrowski intends to watch Tuesday night.
“I hope to,” he said. “… It should never be forgotten, but it’s still tough to review over and over.”
The Marine Corps is now arming its Osprey tiltrotor aircraft with a range of weapons to enable its assault support and escort missions in increasingly high-threat combat environments.
Rockets, guns, and missiles are among the weapons now under consideration, as the Corps examines requirements for an “all-quadrant” weapons application versus other possible configurations such as purely “forward firing” weapons.
“The current requirement is for an allquadrant weapons system. We are re-examining that requirement — we may find that initially, forward firing weapons could bridge the escort gap until we get a new rotary wing or tiltotor attack platform, with comparable range and speed to the Osprey,” Capt. Sarah Burns, Marine Corps Aviation, told Warrior Maven in a statement.
Some weapons, possibly including Hydra 2.75inch folding fin laser guided rockets or .50-cal and 7.62mm guns, have been fired as a proof of concept, Burns said.
“Further testing would have to be done to ensure we could properly integrate them,” she added.
All weapons under consideration have already been fired in combat by some type of aircraft, however additional testing and assessment of the weapons and their supporting systems are necessary to take the integration to the next step.
“We want to arm the MV-22B because there is a gap in escort capability. With the right weapons and associated systems, armed MV-22Bs will be able to escort other Ospreys performing the traditional personnel transport role,” Burns added.
The Hydra 2.75inch rockets, called the Advanced Precision Kill Weapons System (APKWS), have been fired in combat on a range of Army and Marine Corps helicopters; they offer an alternative to a larger Hellfire missiles when smaller, fast-moving targets need to be attacked with less potential damage to a surrounding area.
Over the years, the weapon has been fired from AH-64 Apaches, Navy Fire Scout Drones, Marine Corps UH-1Ys, A-10s, MH-60s Navy helicopters and Air Force F-16s, among others.
Bell-Boeing designed a special pylon on the side of the aircraft to ensure common weapons carriage. The Corps is now considering questions such as the needed stand-off distance and level of lethality.
Adding weapons to the Osprey would naturally allow the aircraft to better defend itself should it come under attack from small arms fire, missiles, or surface rockets while conducting transport missions; in addition, precision fire will enable the Osprey to support amphibious operations with suppressive or offensive fire as Marines approach enemy territory.
Furthermore, weapons will better facilitate an Osprey-centric tactic known as “Mounted Vertical Maneuver” wherein the tiltrotor uses its airplane speeds and helicopter hover and maneuver technology to transport weapons such as mobile mortars and light vehicles, supplies and Marines behind enemy lines for a range of combat missions — to include surprise attacks.
Also, while arming the Osprey is primarily oriented toward supporting escort and maneuver operations, there are without question a few combat engagements the aircraft could easily find itself in while conducting these missions.
For example, an armed Osprey would be better positioned to prevent or stop swarming small boat attack wherein enemy surface vessels attacked the aircraft. An Osprey with weapons could also thwart enemy ground attacks from RPGs, MANPADS or small arms fire.
(U.S. Navy photo)
Finally, given the fast pace of Marine Corps and Navy amphibious operations strategy evolution, armed Ospreys could support amphibious assaults by transporting Marines to combat across wider swaths of combat areas.
New Osprey Intelligence System – Sustainment to 2060
Overall, the Marine Corps is accelerating a massive modernization and readiness overhaul of its MV-22 Osprey to upgrade sensors, add weapons, sustain the fleet and broaden the mission scope — as part of an effort to extend the life of the aircraft to 2060.
“We plan to have the MV-22B Osprey for at least the next 40 years,” Burns said.
While first emerging nearly two decades ago, the Osprey tiltrotor aircraft has seen an unprecedented uptick in deployments, mission scope, and operational tempo.
Other elements of Osprey modernization include improved sensors, mapping and digital connectivity, greater speed and hover ability, better cargo and payload capacity, next-generation avionics and new survivability systems to defend against incoming missiles and small arms fire.
The 2018 Marine Aviation Plan specifies that the CC-RAM program includes more than 75 V-22 aircraft configurations, identified in part by a now completed Mv-22 Operational Independent Readiness Review. CC-RAM calls for improvements to the Osprey’s Multi-Spectral Sensor, computer system, infra-red suppressor technology, generators and landing gear control units, the aviation plan specifies.
As part of this long-term Osprey modernization trajectory, the Marines are now integrating a Command and Control system called Digital Interoperability (DI). This uses data links, radio connectivity and an Iridium Antenna to provide combat-relevant intelligence data and C4ISR information in real-time to Marines — while in-flight on a mission.
In addition, the Osprey is being developed as a tanker aircraft able to perform aerial refueling missions; the idea is to transport fuel and use a probe technology to deliver fuel to key aircraft such as an F/A-18 or F-35C. The V-22 Aerial Refueling System will also be able to refuel other aircraft such as the CH-53E/K, AV-8B Harrier jet and other V-22s, Corps officials said.
“Fielding of the full capable system will be in 2019. This system will be able to refuel all MAGTF (Marine Corps Air Ground Task Force) aerial refuel capable aircraft with approximately 10,000 pounds of fuel per each VARS-equipped V-22,” the 2018 Marine Aviation Plan states.
Due to its tiltrotor configuration, the Osprey can hover in helicopter mode for close-in surveillance and vertical landings for things like delivering forces, equipment and supplies — all while being able to transition into airplane mode and hit fixed-wing aircraft speeds. This gives the aircraft an ability to travel up 450 nautical miles to and from a location on a single tank of fuel, Corps officials said. The Osprey can hit maximum speeds of 280 Knots, and can transport a crew of Marines or a few Marines with an Internally Transportable Vehicle.
Internally Transportable Vehicle can fly on the Osprey.
(Marine Corps Photo By: Pfc. Alvin Pujols)
Corps developers also emphasize that the V-22 modernization effort will incorporate new technologies emerging from the fast-moving Future Vertical Lift program; this could likely include the integration of newer lightweight composite materials, next-generation sensors and various kinds of weapons, C4ISR systems, and targeting technologies.
Fast-moving iterations of Artificial Intelligence are also likely to figure prominently in future V-22 upgrades. This could include advanced algorithms able to organize and present sensor data, targeting information or navigational details for Marines in-flight.
While the modernization and sustainment overhaul bring the promise of continued relevance and combat effectiveness for the Opsrey, the effort is of course not without challenges. The Corps plan cites concerns about an ability to properly maintain the depot supply chain ability to service the platform in a timely manner, and many over the years have raised the question of just how much a legacy platform can be upgraded before a new model is needed.
Interestingly, as is the case with the Air Force B-52 and Army Chinook, a wide ranging host of upgrades have kept the platforms functional and relevant to a modern threat environment for decades. The Air Force plans to fly its Vietnam era B-52 bomber weill into the 2050s, and the Army’s Chinook is slated to fly for 100 years — from 1960 to 2060 — according to service modernization experts and program managers.
The common thread here is that airframes themselves, while often in need of enhancements and reinforcements, often remain viable if not highly effective for decades. The Osprey therefore, by comparison, is much newer than the B-52 or Chinook, to be sure. This is a key reason why Burns emphasized the “common” aspect of CC-RAM, as the idea is to lay the technical foundation such that the existing platform can quickly embrace new technologies as they emerge. This approach, widely mirrored these days throughout the DoD acquisition community, seeks to architect systems according to a set of common, non-proprietary standards such that it helps establish a new, more efficient paradigm for modernization.
At the same time, there is also broad consensus that there are limits to how much existing platforms can be modernized before a new aircraft is needed; this is a key reason why the Army is now vigorously immersed in its Future Vertical Lift program which, among other things, is currently advancing a new generation of tiltrotor technology. Furthermore, new airframe designs could, in many ways, be better suited to accommodate new weapons, C4ISR technologies, sensors, protection systems and avionics. The contours and structure of a new airframe itself could also bring new radar signature reducing properties as well as new mission and crew options.
Overall, the Marine Corps is accelerating a massive modernization and readiness overhaul of its MV-22 Osprey to upgrade sensors, add weapons, sustain the fleet and broaden the mission scope — as part of an effort to extend the life of the aircraft to 2060.
“We plan to have the MV-22B Osprey for at least the next 40 years,” Capt. Sarah Burns, Marine Corps Aviation spokeswoman, told Warrior Maven.
While first emerging nearly two decades ago, the Osprey tiltrotor aircraft has seen an unprecedented uptick in deployments, mission scope and operational tempo.
This article originally appeared on Warrior Maven. Follow @warriormaven1 on Twitter.