If you sometimes struggle with strength and optimism in difficult situations, keep reading.
I recently discovered motivational speaker and all-around role model Ryan Manion through her podcast, titled The Resilient Life. Honestly, I was hooked on Ryan’s story after learning about the foundation she started in her brother’s honor and name, following his death in Iraq. The Travis Manion Foundation strives to “unite and strengthen communities by training, developing and highlighting the role models that lead them.” Ryan has pledged to inspire others to improve themselves through service, and has done so through her work in TMF and, more recently, through her podcast.
In The Resilient Life, Ryan discusses how struggles shape people and the different ways we can face them. In her words, “Every human will struggle in this life. Our challenge is to struggle well.”
I think Ryan’s podcast is so impressive to me because I, too, am constantly struggling (and, subsequently, am always learning). It’s common for me to find myself thinking about the best ways to deal with pain and handle conflict. Listening to Manion’s podcast felt like hearing my own personal thoughts put into words that made sense, were inspiring, and additionally were directly applicable to my life. Through Ryan’s personal stories, dialogue with guest speakers and practical advice, aspects of my life that had previously seemed utterly cryptic are starting to make sense.
Something good happening during 2020!?
Manion dives further into the deeper topics discussed in the podcast in her book, The Knock at the Door.
The foundation of TMF in itself is the product of Ryan’s own productive struggling. Travis was killed in combat with other members of his battalion in the Al Anbar province of Iraq during his deployment in 2007. While many people use a life altering tragedy such as this one as a reason for pity and squander opportunities to learn from their own suffering, Ryan took the opportunity, or “knock at the door,” to grow and to improve herself. Her podcast and her book demonstrate her growth and put her wisdom into words.
In fact, The Resilient Life has a new episode airing today. In the second ever episode of the podcast, Manion and Brian “Tosh” Chontosh, a well-known force in the Marine Corps, discuss failure, discipline and more. Tosh is a retired Marine Corps officer who was awarded the Navy Cross for his heroism and patriotism during the 2003 invasion of Iraq.
The most encouraging thing about the podcast is the reassurance that even successful, strong people such as Manion and Tosh can struggle and fail. Listen to the podcast to hear the details of Tosh’s struggles with the “ultra” marathon, taking place in Minnesota during wild blizzards.
Personally, I feel good about myself after running a 5K. We all have different definitions of success. And that may be why Tosh and Manion’s joint work is so amazing.
Manion’s podcast, work with and foundation of the TMF, and book are all examples of how we can use pain for productivity; suffering for efficiency. In a time where it’s so natural to be passive and let time pass us by as the world is shut down around us, it’s very easy to lose our sense of urgency in the doldrums of quarantine. However, with Manion’s inspiration, it’s a little easier to get up and get shit done.
The Travis Manion Foundation is inspiring people every day. Let yourself be one of them by listening to The Resilient Life.
Don’t get me wrong, Pathfinder was a tough course, and I proudly wore the winged torch for much of my career. But the only reason I went to the school was for the badge, and if most people are honest with themselves, that’s why they went, too. After all, the course is often derisively referred to as “Badgefinder.”
I learned some useful skills in Pathfinder School, but I probably didn’t need to go to a dedicated school to learn them. The hardest part about Pathfinder was memorizing the capabilities, tables, and charts necessary to calculate things like forward throw, HLZ and DZ sizes, and cargo capacity. Those are important things to know how to do, but (like for Air Assault School), you will rely on hard copy versions of that information, not your memory, if you need to do it for real.
Additionally, most of the people who attend Pathfinder end up never being in a Pathfinder unit, much less use those skills operationally.
Pathfinder has a long and proud history, but it has outlived its utility. It’s time to furl the school’s colors, retire the badge, and put those resources to better use.
Before his sudden reemergence at the Caspian Economic Forum, speculation had recently been swirling in Turkmenistan after the country’s strongman president disappeared from public view for more than a month.
Considering that Gurbanguly Berdymukhammedov regularly dominates the airwaves in the tightly controlled state, his abrupt absence did not go unnoticed, prompting speculation that he was in poor health or even dead.
This obviously posed a problem for the Turkmen authorities, who have spent years cultivating an elaborate cult of personality aimed at boosting the totalitarian leader’s power and prestige.Turkmenistan’s Singer, Race-car Driver, Jockey, Autocrat
When ubiquitous dictators suddenly evaporate into thin air, it can have a destabilizing effect on their regimes.
Perhaps hoping to avoid the crippling uncertainty that gripped the Soviet Union immediately following the demise of Stalin or the rampant rumors that accompanied the long-drawn-out announcement of Islam Karimov’s death in neighboring Uzbekistan in 2016, the Turkmen authorities went into overdrive to assure the populace, and the world at large, that their glorious leader was alive and well.
This all culminated in state TV broadcasting an Aug. 4, 2019 highlights package showing a 35-minute montage of clips of what Turkmenistan’s all-singing, all-dancing president had been doing on his “holidays,” including riding a bicycle, firing an automatic weapon in combat gear, bowling with astonishing accuracy, riding a horse, working on a new book, composing a new song, and driving an SUV through the desert to the Gates of Hell — a perpetually burning crater that resulted from a Soviet attempt to flare gas there in the early 1970s.
In a five-minute segment on The Daily Show, Noah used the opportunity to reprise some of the video “highlights” of Berdymukhammedov’s bizarre reign, including the South African comedian’s own personal favorite, which shows the Turkmen leader rocking out with his grandson.
Among other things, Oliver took great delight in dissecting the Turkmen president’s fascination with horses, which RFE/RL has also covered in the past.
The British-born comic paid particular attention to the time when Berdymukhammedov had an embarrassing fall while riding a beloved steed, a story that the Turkmen authorities did their best to try and bury.
Besides mining the subject for laughs, however, both also made sure to draw attention to the dark side of life in Turkmenistan, particularly its abysmal human rights record.
According to its latest World Report, Human Rights Watch singled out the country for particular criticism, calling it “one of the world’s most isolated and oppressively governed” states, where “all forms of religious and political expression not approved by the government are brutally punished.”
With this in mind, Oliver also took the time to take a swipe at Guinness World Records for actually sending verifiers to validate what he described as Berdymukhammedov’s “bizarre obsession” with setting global firsts (something he shares with some Central Asian counterparts).
John Oliver repeatedly cited RFE/RL reporting in his Berdymukhammedov segment.
(Last Week Tonight/YouTube)
In Oliver’s view, enabling Berdymukhammedov to register such Turkmen records as having “the most buildings with marble cladding” or the “world’s largest indoor Ferris wheel” only serves to “reinforce a cult of personality and confer a sense of legitimacy on a global stage.”
Typically, Oliver was to have one last laugh at the Turkmen leader’s expense, however.
Taking a leaf out of Berdymukhammedov’s book, the Last Week Tonight ended the show by attempting to break another record, making what Oliver described as the “world’s largest marbled cake” — a 55-square-meter confectionery decorated with a huge picture of the Turkmen president infamously falling off his horse.
It’s probably safe to assume that this is probably not a record achievement Turkmen state TV is going to be trumpeting anytime soon.
These days, Americans are less likely to exclaim “son of a gun” than the more-explicit “son of a b*tch,” but there was a time when “son of a gun” itself was not used in mixed company — and that time was more than 200 years after the age of sail.
It seems the Royal Navy, while not keen on having women aboard its ships, sometimes overlooked the practice. Different times throughout its history saw sailors of the Royal Navy either bring either their wives or lovers aboard ships that might be out at sea for a while. While it wasn’t officially tolerated, there are instances of a ship’s company turning a blind eye to it.
At this point, it’s important that everyone knows I’m talking about prostitutes.
Everyone aboard a ship was counted in the ship’s log back in those days. The log was a detailed account of who was working, who came aboard, who left, who died, etc. It also kept track of who was born aboard one of the King or Queen’s ships. It was uncommon, but it did happen. Women had to get around the world just like anyone else. The Royal Navy kept this count, just like any other ship.
But say there was one of the aforementioned female guests aboard a ship. If that woman just happened to give birth aboard ship, that child would have to be kept in the log. If a child was born with uncertain paternity — that is to say, there were too many possibilities as to who the father could be — the newborn still had to be counted in the log.
Like an old-timey recording of the Maury Show.
If this was the case, the child’s name was recorded as the “son of a gun” — the son of a seaman below decks. Eventually, the common use of the phrase began to refer to any child born aboard a ship, even those of officers accompanied by their wives. Then, it began to refer to any child of a military man, not just the bastard children of sailors.
Some 200-plus years later, it’s used to lovingly refer to a mischievous person or as an expression of awe or esteem. To use an expletive or insult in the same vein, we’ve moved on as a society. Who knows where language will go next?
The steady increase in deadly violence that Mexico has experienced over recent years continued in May 2018, when 2,890 people were killed — an average of 93 a day, or almost four victims an hour.
The total number of victims surpasses the 2,746 recorded in March 2018 to make May 2018 the deadliest month this year, and it topped the 2,750 victims registered in October 2017, making May 2018 the deadliest month in two decades, the period for which the government has released homicide data.
There were also 2,530 homicide cases opened in May 2018. Cases can contain more than one victim, and May’s total was the most in a month in 2018 and the most on record. The daily average of 93.2 homicide cases was also an increase over April 2018, when it was 90.7 cases a day.
Deadly violence in Mexico has steadily increased since 2015, after declining during the first two full years of President Enrique Peña Nieto’s term, which started in December 2012.
There were 7,167 homicide victims during the first five months of 2015, which closed with 17,892 victims. There were 8,364 victims between January and May 2017, increasing to 22,569 by the end of that year.
2017 had 10,988 homicide victims during the first five months and ended with 28,710 victims, which was a record for a full year.
There were 13,298 homicide victims recorded in the first five months of 2018, putting the year on pace for 31,915 killings.
The homicide rate between January and May 2018 was 9.17 cases per 100,000 people, a 75% increase over the 5.25 cases during the same period in 2015, according to Mexican news site Animal Politico.
“We are nearing a level of 100 homicides a day in the country, and with an upward trend, we still don’t see a break,” Mexican security analyst Alejandro Hope said on June 21, 2018, on radio show Atando Cabos.
Much of the increase since 2015 has been attributed to organized crime, especially in areas where organized-crime groups are clashing or where larger criminal groups have fragmented into smaller factions.
Such fragmentation often leads to more violence as smaller groups compete with each other. Those groups are also more likely to prey local populations, adding to insecurity.
Colima, one of Mexico’s smallest states by population, is also its most violent, with a rate of 33.17 homicide cases per 100,000 people through May 2018.
Baja California, which borders the US in northwest Mexico, was also among the most violent of Mexico’s 32 states, with a homicide rate of 29.47 per 100,000 people. Much of that bloodshed has taken place in Tijuana, which borders San Diego. Tijuana had 975 of the state’s 1,218 homicide victims during the first five months of the year; the head of the rapid reaction police force in Rosarito, a town near Tijuana, was found slain in Tijuana on the morning of June 20 2018.
Chihuahua, another northern border state, had a rate of 17.16 homicides per 100,000 people, and the 801 homicide victims there between January 2017 and May 2018 were an increase over the 752 during the same period in 2017.
“Chihuahua caught my attention a lot in May. It’s back in the top 5. Something also happened in Ciudad Juarez,” Hope said, referring to the state’s major border city, which was the site of extreme drug-related violence between 2008 and 2012.
Femicides, or killings that specifically target women, have consistently increased over the past three years. The 328 femicides recorded through May 2018 were over 100% more than the 153 over the same period in 2015.
While reports of kidnapping and extortion were down slightly over the first five months of 2018, there was a 22% increase in violent car thefts and a 39% increase in street-level drug dealing.
Homicide data for May 2018 was released 10 days before Mexicans vote in nationwide elections on July 1, 2018, in which 3,400 elected offices are up for grabs, including the presidency.
US troops are conducting a major live-fire exercise at At Tanf in Syria, US Central Command (CENTCOM) reported Sept. 7, 2018, just one day after Russia accused the US-led coalition forces operating in the area of harboring terrorists and threatened to launch strikes in the deconfliction zone.
Russia informed the US on Sept. 1, 2018, via the deconfliction line that Russian, Syrian, and other pro-regime forces intended to enter the At Tanf deconfliction zone to pursue ISIS terrorists, CENTCOM spokesman Lt. Col. Earl Brown told Business Insider on Sept. 7, 2018, confirming an earlier report from CNN. The Russians then warned the US on Sept. 6, 2018, that they would carry out precision strikes in the area, a risky move that could easily spark a larger conflict.
More than 100 US Marines supported by M777 artillery are conducting live-fire drills to send a “strong message” to Russia, Lucas Tomlinson at Fox News reported, citing US officials.
“Our forces will demonstrate the capability to deploy rapidly, assault a target with integrated air and ground forces, and conduct a rapid exfiltration anywhere in the OIR combined joint operations area,” CENTCOM spokesman Capt. Bill Urban said in an official statement prior to the start of the exercises.
The combat exercises involving US troops, as well as Operation Inherent Resolve forces, are being held to send a clear message to Russia: The US does not need their help to take on terrorists in the area.
Members of 5th Special Forces Group (A) conducting 50. Cal Weapons training during counter ISIS operations at Al Tanf Garrison in southern Syria.
“The US does not require any assistance in our efforts to destroy ISIS in the At Tanf deconfliction zone and we advised the Russians to remain clear,” Brown explained, adding, “Coalition partners are in the At Tanf deconfliction zone for the fight to destroy ISIS. Any claim that the US is harboring or assisting ISIS is grossly inaccurate.
“The Russians agreed to a 55-kilometer deconfliction zone around the At Tanf garrison to avoid accidental conflict between our forces, and to remain professionally engaged through deconfliction channels,” he added, “We expect the Russians to abide by this agreement. There is no reason for Russian or pro-regime forces to violate the confines of that deconfliction zone.”
Were Russia to violate the agreement, it could lead to a serious escalation in an already war-torn region.
“The United States does not seek to fight the Russians, the government of Syria or any groups that may be providing support to Syria in the Syrian civil war,” Brown told BI, “However, the United States will not hesitate to use necessary and proportionate force to defend US, coalition or partner forces, as we have clearly demonstrated in past instances.”
In early 2018, roughly 40 US troops held off around 500 Russian mercenaries and pro-Syrian regime forces, reportedly killing hundreds.
Featured image: US Marines firing a howitzer in Syria.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
A new tweak to Marine Corps policy will reduce paperwork for re-enlisting Marines in the Individual Ready Reserve who have tattoos that fall outside regulations.
The change was shared late March 2018 with career planners and recruiters who work with prior-service Marines, said Yvonne Carlock, a spokeswoman for Marine Corps Manpower and Reserve Affairs. It came via a total force retention system, or TFRS, message, used to share policy updates pertaining to recruiting and retention.
While rules governing when exceptions can be made to tattoo standards aren’t changing, the way cases involving tattoos that fall outside guidelines are processed is.
Previously, a Marine in the Individual Ready Reserve looking to go back on active duty would have to complete a tattoo screening request, endorsed by Marine Corps Headquarters, for any undocumented tattoos that don’t comply with policy.
Now, he or she can simply submit a Page 11 administrative counseling form related to the tattoos. Any tattoos that have not been documented during prior service, have not been grandfathered in according to regulations, and fall outside current guidelines require a Page 11 form. This would be created, Carlock said, when a Marine in the Individual Ready Reserve visited a recruiter to begin the process for return to active duty.
“They said, ‘Let’s reduce that back-and-forth. Just send me the Page 11,'” Carlock said. “That was what this message was. Let’s streamline it.”
(U.S. Air Force photo by Tech. Sgt. Phyllis Keith)
The change is not, however, the more-lenient tattoo policy that some hoped for.
After receiving the TFRS message, one recruiter made a public post on Facebook announcing newly relaxed policy standards.
“There is no telling how long this is good for but at this moment we can bring “out of regs” Marines to the reserves … this may be the chance to update your training records (promotion) get on some Tricare, make some money, and earn some points towards retirement!!” the recruiter wrote.
That post has since been removed; Carlock said it was erroneous.
“There was no change to tattoo policy. There was a change to the process,” she said.
In a December 2017, interview, Marine Corps Commandant Gen. Robert Neller told Military.com he had no plans to relax the current policy. Marines are still not allowed to get full sleeve tattoos, and there are size limits on tattoos that wrap an arm or leg. Tattoos on the neck, face and hands are also all out.
The most recent tattoo policy change was made in 2016, under Neller. It eased up on some regulations, allowing Marines to get “wedding ring” finger tattoos, and clarified other guidelines. It also gave Marines 120 days to get noncompliant tattoos documented in their personnel file.
Since then, Carlock said, no active-duty Marines have been forced out of service as a result of their tattoos.
“If the recruiters came to me and said, ‘We can’t make mission with this [tattoo] policy,’ I would have to go back and look,” Neller said.
But, he added, that hasn’t happened so far.
“This is not an episode of [History Channel show] Vikings, where we’re tattooing our face,” Neller said in the December 2017, interview. “We’re not a biker gang, we’re not a rock-and-roll band. We’re not [Maroon 5 lead singer] Adam Levine.”
Staff Sgt. Edmund “Eddie” Sternot of the 101st Airborne Division was finally honored posthumously Nov. 10, 2019, with a Silver Star for his gallantry during the Battle of the Bulge on Jan. 4, 1945 in the Ardennes Forrest.
Sternot’s unit set up a perimeter defense around Bastogne and was prepared to defend against the many German counterattacks.
On that heroic day in January, Sternot’s unit was hit by a series of strong attacks by the German army leaving his unit isolated and alone. Sternot bravely led his machine gun section from several different positions to beat back the German attacks leaving 60 enemy dead in front of his machine gun station.
Sternot earned a Silver Star for his heroism, but on Jan. 13, 1945 he courageously exposed himself to enemy fire to throw a hand grenade and was killed in action by a German tank round before he could ever receive the award.
A picture of Staff Sgt. Edmund Sternot’s grave site on display at the award presentation ceremony.
(Photo by Maj. Vonnie Wright)
Today the soldiers from Sternot’s unit, 1st Battalion, 327th Infantry Regiment, 1st Brigade Combat Team “Bastogne”, 101st Airborne Division received their prime opportunity to present Sternot’s last living relative his Silver Star at a Silver Star awards ceremony at the Pierre Claeyssens Veterans Foundation.
Lt. Col. Trevor Voelkel, commander of 1st Battalion, 327th Infantry Regiment, had the honor of presenting the Silver Star today alongside retired Maj. Gen. Edward Dorman III, an alumni of the regiment himself, and was humbled to be present at such a historical moment.
U.S. Army Lt. Col. Trevor Voelkel, commander of 1st Battalion, 327th Infantry Regiment, 1st Brigade Combat Team, 101st Airborne Division greets U.S. Army veteran, Arthur Petterson. Petterson served in 1st Battalion, 506th Infantry Regiment, 101st Airborne Division and jumped into Normandy during WWII. 1st Battalion, 327th Infantry Regiment, 1st Brigade Combat Team, 101st Airborne Division presented a Silver Star that Staff Sgt. Edmund Sternot earned for valor prior to being killed in action during the Battle of the Bulge in WWII to his last surviving family member Delores Sternot Nov. 10, 2019
(Photo by Maj. Vonnie Wright)
“While serving in Iraq in support of Operation Inherent Resolve, we received word of this story and without hesitation began planning,” said Voelkel. “I looked at the plaque of Silver Star recipients in our headquarters and saw Staff Sgt. Sternot’s name on it. I’m honored to be here and be a part of this ceremony.”
1st Battalion, 327th Infantry Regiment, 1st Brigade Combat Team, 101st Airborne Division plaque of WWII Silver Star Recipients.
(Photo by Maj. Vonnie Wright)
The Silver Star was presented to 80-year-old Delores Sternot, Staff Sgt. Sternot’s first cousin, of Goleta, California.
Delores, full of emotion, continued to wonder why such a ceremony was happening as she often referred to their family as ordinary folk.
U.S. Army retired Maj. Gen. Edward Dorman III, left, shakes the hand of Delores Sternot after she receives Staff Sgt. Edmund Sternot’s awards for valor at the Silver Star awards presentation ceremony.
(Photo by Maj. Vonnie Wright)
Dorman gladly answered that question during his address to the audience of the ceremony.
“I commanded Alpha Company, 1st Battalion, 327th Infantry Regiment many years ago so it is very humbling to be here,” said Dorman. “Delores has stated that her family are ordinary folk but that’s what makes them great. Ordinary folks do extraordinary things for the nation in times of peril.”
Delores also received Staff Sgt. Sternot’s Bronze Star and Purple Heart formally during this ceremony in front of veterans, family and friends within the community of Santa Barbara on behalf of the 101st Airborne Division.
U.S. Army Lt. Col. Trevor Voelkel, right, commander of 1st Battalion, 327th Infantry Regiment, 1st Brigade Combat Team, 101st Airborne Division, addresses the audience at the Silver Star award presentation for Staff Sgt. Edmund Sternot.
(Photo by Maj. Vonnie Wright)
Maj. Gen. Brian Winski, commander of the 101st Airborne Division, felt that it was essential to give Sternot the proper honors that he deserves as a soldier within the division’s legacy and history.
“Staff Sgt. Eddie Sternot is part of the Greatest Generation and the 101st Airborne Division’s incredible history,” said Winski. “I’m extremely proud that we are able to render proper honors to him and to his family with the presentation of a Silver Star that Staff Sgt. Sternot earned during the Battle of the Bulge.”
After nearly 75 years Sternot and his family received a ceremony fit for a hero. It has been a long time coming and with many emotions Delores was overwhelmed by the love and care shown by all the service members present.
A picture of a young Staff Sgt. Edmund Sternot on display at the award presentation ceremony.
(Photo by Maj. Vonnie Wright)
Retired Army Lt. Col. Bill Linn worked over 20 years to bring closure to the Sternot family and has become a family friend in the process.
“This was about principle,” said Linn. “I have always fought for principles. It doesn’t matter if 75 years went by or what his rank was. He deserved this ceremony. This is a win for the Army. This is a win for the 101st Airborne Division.”
Col. Derek Thomson, commander of 1st Brigade Combat Team “Bastogne”, is especially proud that his soldiers from Sternot’s very own unit were able to honor him today.
1st Battalion, 327th Infantry Regiment, 1st Brigade Combat Team, 101st Airborne Division plaque of WWII Silver Star Recipients, Staff Sgt. Edmund Sternot’s awards and program on display at the award presentation ceremony.
(Photo by Maj. Vonnie Wright)
“Staff Sgt. Sternot represents the very best of the 101st Airborne Division and the 327th Regiment,” said Thomson. “It was the sergeant on the ground who made all the difference in the Battle of the Bulge, and Edmund will always serve as an example of what real combat leadership looks like. His memory lives in today’s Screaming Eagles, and it is with great pride that the 101st presents the Silver Star to the family 75 years after he earned this extraordinary honor.”
During this Veterans Day weekend there was no better way to honor those that served and continue to serve than with honoring this American hero.
If there’s one thing every military veteran has in common, it’s that we all went through a recruiter — but experiences may vary. For example, some recruits had either high-value skills or were willing to take any job the recruiter might offer and, thus, were pursued by military recruiters. Others had to seek one out. Either way, our feelings about our recruiters rise and fall as our career progresses.
At first, many feel like they were bamboozled by their recruiter. As if somehow, they lied to us.
Maybe they made us promises they had no intention of keeping. Maybe they said we were going to get a bonus when we didn’t, or maybe the bonus wasn’t as big as promised. Or maybe the recruiter told us we could go in “Open General” and then choose to be an Airborne Cryptologic Language Analyst when we’re in basic training and we wouldn’t have to take whatever the Air Force chose to give us.
(U.S. Air Force photo by Ave I. Pele)
The fact of the matter is that every U.S. enlisted troop has a recruiter story. The recruiting process is the one thing every branch of the military has in common. From MEPS to the naked duck walk to going on a trip with a group of strangers whose only common bond is a manila envelope full of personal information, this is the area of the military that transcends branch of service — one that all Coast Guardsmen, soldiers, sailors, airmen, and Marines experience equally.
But what we don’t realize until we’re grown up a little and have a little rank on our sleeves or collars is that recruiting is a really, really tough job.
“Yeah, we all totally love this uniform.”
1. Everyone thinks recruiters are g*ddamn liars.
I know I kinda covered this one, but it’s a big deal. Not because the recruits think recruiters are lying — who cares what they think? They can go home if they want to. It’s that people already in the military think recruiters are liars. That’s the whole thing about recruiters — the one tired joke that never stops playing.
People think you’re out there luring high school kids into a Marine Corps-painted Astro van with promises of chest candy. Or that you somehow prey on minorities and low-income communities. Or that you’re filling the ranks with sub-par people just to make an invisible quota of some kind. The Army doesn’t exactly sell itself, so recruiters must be tricking these kids somehow.
“What’s the matter, you already have the haircut.”
2. Recruiters are competing with a great job market.
The unemployment rate of Americans between 16 and 24 — prime military recruiter targets — fell to a 50-year low in 2018. For recruiters, people who have to bring in a certain number of recruits to keep the Army, Air Force, and Navy Departments going for the foreseeable future — this is a terrible thing.
For some, joining the military is something that provides access to opportunity. If someone from Podunk, Conn. (which is a real place, by the way) has the choice of working at the Ice Cream Factory (which does not exist in Podunk, it’s just an example) or joining the Marines during a 17-year-long war, which do you think they might be more inclined toward? As a Marine Recruiter, you have to convince him that a lifetime of mud, dirt, paperwork, and potentially killing ISIS fighters is a better choice than riding dirtbikes at the bonfire Saturday night.
3. Most wannabe recruits aren’t cut out for service.
The Pentagon believes that 71 percent of American youth aren’t able to enlist for a number of reasons. They may be overweight, they may have drug use issues or ear gauges, or maybe they can’t score well on the ASVAB. No matter what the issue is, of the 29 percent left, the Army estimates only seven percent of the remainder is even interested in serving.
So, your job is basically to find those needles in all that haystack.
“Pew pew! … And that’s how you do Army. Just sign your name in crayon.”
4. Training and living as a recruiter is actually incredibly difficult.
Recruiters train to go into a local community and pull out the most potentially exceptional recruits from neighborhoods that might hate you. At the same time, the recruiter has to typify everything that makes the perfect U.S. troop, from physical fitness and on down the line. If you even pass the screening process, every branch of the military has an in-depth intense training school that involves professional development and very detailed instructional lessons on all the ins and outs of your chosen branch of service.
Remember, recruiters are supposed to be demi-gods with all the answers, so it makes sense that to be an example for youth to follow, potential recruiters have to train incredibly hard at it.
In case you didn’t believe me when I said people will hate you. Because they will.
5. You’re (mostly) alone out there.
More than that, a recruiter lives far from a military community, where things might be way more expensive than in your standard military base area. There may be no other military personnel to lean on except for the other recruiters in your area and since none of you are exactly keeping banker’s hours, a potluck jamboree might be hard to schedule.
So you only need to be the perfect picture of physical, mental, and financial health with unlimited energy and money to stay up all night to recognize talent and have all the answers required to get them to give you the first years of their adult life while their parents (who might really, really hate you) look on. No sweat, right?
The new Charlie’s Angels trailer dropped today. Written and directed by Elizabeth Banks (The Hunger Games), who will also star as the timeless ‘Bosley’ character, the film stars Kristen Stewart (Snow White and the Huntsman), Naomi Scott (Aladdin), and Ella Balinska (Run Sweetheart Run) as the three angels.
After recently writing about the Hobbs & Shaw trailer, I couldn’t help but notice how different the advertising is for female-driven and male-driven films.
Fast & Furious Presents: Hobbs & Shaw – Official Trailer
“We’re gonna need the best trackers in the business. We’re gonna need to operate outside of the system,” said an operative with more substantial priorities.
If you had to boil down these two trailers, this is what they’re communicating about their films:
Charlie’s Angels: Fun, pretty girls fight bad guys.
Hobbs Shaw: Strong, funny men fight bad guys.
The comparison between these two trailers highlights a subversive social construct: in order for men to be heroes, they need to be strong (a feature that can be developed through will and dedication); in order for women to be heroes, they need to be beautiful (something outside of their control without painful surgery, or, I guess, wigs, toys, and clothes?).
I will at least acknowledge that the 2019 Charlie’s Angels description has been improved since the 2000 one:
2000: They’re beautiful, they’re brilliant, and they work for Charlie. In a smart, sexy update of the 70’s TV show from celebrated music video director McG. CHARLIE’S ANGELS revolves around three female detectives as intelligent and multi-talented as they are ravishingly gorgeous and utterly disarming.
(WE GET IT. YOU’D BONE THEM. CALM DOWN.)
2019: In Banks’ bold vision, Kristen Stewart, Naomi Scott, and Ella Balinska are working for the mysterious Charles Townsend, whose security and investigative agency has expanded internationally. With the world’s smartest, bravest, and most highly trained women all over the globe, there are now teams of Angels guided by multiple Bosleys taking on the toughest jobs everywhere.
Now here’s the description for Hobbs Shaw:
Ever since hulking lawman Hobbs (Johnson), a loyal agent of America’s Diplomatic Security Service, and lawless outcast Shaw (Statham), a former British military elite operative, first faced off in 2015’s Furious 7, the duo have swapped smack talk and body blows as they’ve tried to take each other down.
But when cyber-genetically enhanced anarchist Brixton (Idris Elba) gains control of an insidious bio-threat that could alter humanity forever — and bests a brilliant and fearless rogue MI6 agent (The Crown’s Vanessa Kirby), who just happens to be Shaw’s sister — these two sworn enemies will have to partner up to bring down the only guy who might be badder than themselves.
Just imagine if The Rock were on a super secret mission that involved coordinated dancing.
These are meant to be fun tentpole films, but stories have always impacted society and culture. These two films clearly have different target demographics, but they each seem to be straying from the path of the hero’s journey against evil. They stray in completely different, but I’d argue equally concerning, directions: for girls, it’s that excessive beauty is the answer to our problems and for men, it’s excessive violence.
What do you think? Are these films saying something about our society or are they just here to show us a good time? Leave a comment and keep the conversation going.
Natapixie asks: Has a non-pilot passenger ever managed to land an airplane?
A common Hollywood trope when dealing with commercial airline-centric plots is inevitably at some point the pilot or pilots will become incapacitated and the lead character, who may or may not have any piloting experience, will be forced to take over, lest they die a fiery death when gravity decides to establish dominance. But has this scenario ever actually played out in real life? And what is the likelihood a passenger with limited to no formal pilot training could actually land a commercial airliner safely if they were being talked through it as is often depicted in movies?
To begin with, as to the first question, when talking large commercial aircraft, yes, a passenger of sorts did once and only once, take over for the incapacitated pilots. This occurred aboard the Helios Airways Flight 522 in 2005. So how did both pilots become incapacitated and what happened after?
In a nutshell, the cabin pressurization switch was set to manual, instead of automatic, and the pilots, who had over 20,000 hours of flight experience combined, didn’t realize there was an issue despite this being something that they should have noticed if they’d done their checklists properly. Later the system alerted them to the pressurization issue as they climbed, but the warnings were misinterpreted. Next, the oxygen masks automatically deployed for passengers at around 18,000 ft, something the pilots were seemingly unaware of. This is curious as when the masks deployed the passengers and the rest of the crew would have put theirs on. When the crew observed the pilots still having the plane climb after this event instead of descending immediately (noteworthy here is the passenger oxygen supplies only last 15 minutes or so), they should have attempted to at the least bang on the locked security door, if the lead flight crew member who had the code to open it was incapacitated or otherwise unable to remember it to get in.
As to why they didn’t do this or if they did and the pilots were simply too out of it for any banging to register, this isn’t known. On that note, at one point the ground engineer who had switched the pressurization to manual during some maintanence before the flight asked the pilot when issues were reported if the pressurization setting was on Auto. The captain at this stage was already a little too far gone mentally from lack of oxygen, and ignored the question. Given his radio communication stopped shortly thereafter when he simply commented about trying to locate some circuit breakers in response, it is presumed he succumbed mere seconds after the question was asked. Had he registered the question an looked, then simply turned the little knob, all would have fixed itself in short order.
Ultimately one of the flight attendants, Andreas Prodromou, did take over flying the plane. There was a problem though. It would seem from the investigation that he had difficulty getting access to the cabin, seemingly only doing so after a couple hours of the plane flying itself and a plane full of passed out people, which we imagine must have been incredibly terrifying for Prodromou on many levels.
So how did it turn out?
Tragically, this ended with the plane crashing and all 121 people aboard killed. Prodromou was actually a pilot himself, though as far as we could tell without any professional experience and certainly not in a Boeing 737. As to why he wasn’t able to bring the plane back down, he wasn’t really given a fair chance in this case. It seems as if moments after he finally got into the cabin, one of the engines ran out of fuel, and then not long after the other died too. Even an extremely experienced pilot in that plane would have had low odds in this case unless in glide range of a suitable airport.
And that’s it. In the over a century old history of commercial aviation, that is the only time we could find that a passenger has had to take over completely in a large commercial airliner. That said, moving on to much smaller planes, it turns out while rare, this sort of thing has actually occurred many times, even in some commercial scenarios.
Perhaps the most notable case of this was when none other than Mr. Bean (aka Rowan Atkinson) chartered a flight for he, his wife, and two children in Kenya in 2001. The aircraft was a little six seat Cessna. Unfortunately for the Atkinson family, at a certain point the pilot lost consciousness. Doing his best not to mimic his clumsy alter ego, Atkinson took over flying the plane. Thankfully for him and his family, they were eventually able to revive the pilot, reportedly after Atkinson slapped him several times. Said pilot then landed the plane without incident.
Moving on from there, perhaps our personal favorite case of a chartered flight resulting in a passenger having to take over is the case of one Doug White, who is a bit of a legend.
In this case, White had chartered the plane to transport himself, his wife, and two daughters. He did have his private pilot’s license, but flying a small Cessna 172 many years before. He didn’t fly much after up until the weeks leading up to the event itself, when he decided to take the hobby back up. Unfortunately for him, in this case rather than finding himself having to fly a nice little trainer plane like the Cessna 172, he was sitting in a twin engine, turbo prop Beachcraft Super King-Air, which seats up to 10, cruises at near 300 mph, and otherwise makes the Cessna 172 look like a child’s toy.
So what happened? During the takeoff phase of the flight, the pilot, Joe Cabuk, randomly slumped over dead, as White describe, “I looked over and his chin was on his chest… He made a loud, guttural sound, kind of a groan, and his eyes rolled back, and his hands never left his lap. It was quick, it was sudden, and it was final.”
Luckily for the four other souls aboard Cabuk did engage the autopilot directly before his own soul left his body so there was time for assessment of the situation.
Knowing how to use the radio, White contacted Air Traffic Control (ATC) and declared an emergency- the go-to thing to do in this scenario. In a nutshell, this basically means from that point on you can do more or less whatever you want in your attempt to get safely back on the ground and ATC is at your beck and call to help out in any way they can, diverting any other planes as needed, providing you any information they can, getting ground emergency personnel nearby where you’re going to attempt to land, and otherwise organizing help in any way possible. Though it is noteworthy here that most ATC personnel are not pilots themselves, and so there is sometimes a delay getting anyone who actually knows how to fly a plane on the line.
On that note, while the initial ATC contact White found himself talking to wasn’t terribly helpful, they eventually got an ATC employee, Lisa Grimm, who was a pilot herself and would go on to be an absolute superstar during the event, helping White to get the aircraft under control and otherwise helping keep him calm.
Later they were able to track down a King Air pilot, Kari Sorenson, to help with the specifics on how to land the thing. During the whole ordeal, beyond having to figure out how to fly and land the plane, White also had a bit of a worry of the dead pilot potentially slumping over the controls at an inopportune moment. But efforts by he and his wife to remove said body from the pilot seat were unsuccessful, so they simply cinched the seatbelt as tight as they could and hoped that would be good enough.
We’ll spare you most of the details, as they are best just gone and listened to, other than to mention our favorite part in which ATC asked Doug “Are you using AutoPilot or are you flying the plane?” and he responded with a thick country drawl, “Me an’ the good lord are hand flying this…” Classic Doug.
Another great line during the final moment before touchdown ATC told White, “Looks good from here, good job.” To which White calmly responded in his best impression of John Wayne, “It ain’t over til’ it’s over friend…”
Remarkably, with a lot of help from his angels on the ground, White was able to land the plane not only safely, but in pilot speak he “greased the landing”, meaning it was a rather gentle and uneventful touchdown and pretty much right on center-line to boot.
Said the aforementioned Sorenson who was in the background telling ATC what to tell White, “I don’t think you could have made the plane more complex or the pilot less experienced and have had a successful landing.”
When all was said and done and he was later interviewed about how he kept so calm through the ordeal, White simply said in his thick drawl, “There were buzzers, amber lights, horns: It was like a circus. The only thing I was concentrating on was keeping the airspeed up and the wings level. You know, just fly the plane… You just focus your fear and go into a zone… There’s no time to chit-chat, or lock up. Just ‘git er done.’… If you’re gonna die, at least die trying not to…”
We’re pretty sure that last line needs to go on a t-shirt pronto.
Moving on from there to some people with zero flight experience who successfully “got ‘er done”, we have one Henry George Anhalt who was aboard a small Piper Cherokee 6 (as you might expect from that, a six seat plane) with his wife and three sons when the 36 year old pilot, Kristopher Pearce, died. The plane at the time was low on fuel, but thankfully only about ten minutes from their destination of Winter Haven airport in Florida. Shortly after the pilot slumped over, Anhalt keyed the radio and asked for help.
Said Anhalt after taking the controls, “I kept my mind on flying the plane on a course for Winter Haven. I started calling, ‘Mayday!’ over and over and kept praying for Kris to revive. We made it to the airport, but we still hadn’t heard from anybody. I started circling. Becky was hollering that I was going too steep, so I made wider circles. Then I noticed that the fuel was low in the tank we were on. I tried switching to the full tank, but the engine would sputter, and I’d put it back to the nearly empty tank. Finally, somebody gets on the frequency and says, ‘Are you the Mayday?’ ‘Yes, my pilot passed out,’ I said. ‘We’re over the Winter Haven airport.’ Then another pilot came on and said, ‘We’re close by. We’ll be over to help.'”
The person who answered the call was flight instructor Dan McCullough who was giving a flight lesson at the time. After calming Anhalt down, he gave him his first flight lesson and being a bit of a gentlemen, didn’t even charge him.
Said McCullough later, “We flew down closer and got him lined up on a real good glide path to the runway. You can get anybody over the numbers on the ground, but it’s that last five feet that’s tricky. I asked him to fly around the airport a bit to get more used to the aircraft. … The only real disadvantage I had over any other time I’ve done it is I couldn’t actually been in the airplane with him… I just gave him directions how to get it over the runway and then to cut the engine. I had to keep him level. If he came in too steep, he’d dive into the ground. If he came in too far back, he’d stall.”
In the end, Anhalt was able to get it down, stating, “I had the flaps—or whatever they’re called—up, and I idled the speed down. After that, it happened real quick.”
His wife added, “We bumped twice on the ground and veered a few feet into the grass.”
And if you’re wondering, as this is often asked in these situations, at least in this case, yes- the flight instructor Dan McCullough was happy to endorse the flight and landing as Anhalt’s first solo in a logbook, if Anhalt wanted to get one.
Moving on from there we have one of the more notable cases of a person with zero pilot experience flying in one of the aforementioned Cessna 172s in 2013. The passenger, a then 77 year old John Wildey, had been a member of the Royal Air Force for 24 years, but not as a pilot.
In short, he and his friend, who went unnamed in the reports, were up flying around as they frequently did, when his friend turned to him and, to quote Wildey, “He said he was sick and asked me to take care of the aircraft controls… He set the controls and put me on the right path. Then he was unwell again, completely unresponsive. I called his name but he didn’t answer.”
As flying such a plane, in terms of keeping it straight and level, isn’t actually that terribly difficult, in fact, if the plane is properly trimmed as it apparently was, it should mostly fly itself straight and level without touching the controls at all, there was no real immediate danger.
Thus, he simply held things steady and, being familiar with at least how to queue the radio, did so. And if you’re curious about this, we have more on how to do that in the Bonus Facts later.
What Wildey also had going for him was that a plane like the Cessna 172 is built as a trainer plane and thus is extremely forgiving of bad landings and relatively easy to fly. But you do have to be able to get it over the runway pretty close to the ground before powering back the engine, and then as the plane sinks hold the nose off as best you can to land on the two rear wheels, while trying to time it so you’re extremely close to the ground when you reach stall speed- aka the speed at which the plane will stop flying and more or less fall with style.
In this case, an RAF helicopter was sent to guide Wildey to the airport, and then in the meantime he was being talked through the whole thing by one Roy Murray, chief flight instructor at Frank Morgan Flying School. Wildey ended up making 3 attempts to land the plane and each time failed in a good approach and was instructed to go to full power, climb back up, and try again. Remarkably, he executed reasonably good go-arounds each time without crashing.
On the fourth attempt, he committed and while it wasn’t what anyone would call a pretty landing, it was one in which not only he, but the plane walked away mostly unscathed save apparently some sparks at one point on touch down. Wildey would later describe:
I know you bring back the controls but I didn’t bring them back hard enough. So really I was sort of nose down rather than anything else… Then we touched and there was a right bump – two or three bumps. I suppose it was a controlled crash really. But I just couldn’t get the brakes because I couldn’t reach them. I managed to get them in the end. But then we sort of went off the runway and all I could see was this runway indicator wall coming towards me and I thought: “I am not going to do it”. But we managed to stop in the end. I’m a lucky bloke…
Sadly, his friend was later pronounced dead at the hospital.
In yet another case of someone with no experience, a student pilot from Australia, Max Sylvester, up on his first lesson in August of 2019 in a small two seat Cessna 152 was about an hour into it when his instructor, Robert Mollard, passed out and slumped over on to him in the cramped aircraft. Ultimately while being talked through it, he successfully executed his first ever landing without incident and actually from his cockpit footage almost dead on center-line and reasonable gentle touch down all things considered. His instructor, as far as we could find, later recovered from whatever happened to him.
Trainee pilot lands aircraft with instructor passed out on his shoulder | ABC News
Moving on from the sighted among us, we have the case of a legally blind person managing to successfully land a plane…
It helped that he, Charles Law, was a former pilot. Law’s flying days had long since been over as he at this point in his life had 20-200 vision in one eye and 20-400 in the other. He was tasked with one more landing when his pilot friend, an 80 year old Harry Stiteler, passed out on approach to the runway.
Said Law as he came in for the landing, all I could see were “the airport thresholds (white markings)… I just aimed for that… We bounced a little hard and it was a little squirrely, and I guess I was a little crooked. But I thought it was a very good landing.”
Unfortunately, despite landing the plane almost immediately after Stiteler passed out, medical personnel were never able to revive him.
On the other end of things, there are many incidents where the passenger was unable to land the plane and all aboard were killed, but we are choosing to go ahead and omit any specific examples as nobody wants to hear about that. We mentioned it, however, just so you don’t get the false impression that this is somehow super easy to do.
Moving back to the big boy planes, one of the reasons, outside of one exception, this just isn’t a thing is because in many regions of the world, it’s usually required that there be two trained pilots aboard in such airliners. Further, in most countries, said pilots are subjected to extremely rigorous and regular medical checkups, far more so than the already reasonably strict requirements for non-commercial pilots.
Thus, it’s just not terribly likely that something would happen to take out both pilots and leave some passengers still able to do anything. In fact, even when talking just one pilot, according to a study done by the Australian Transport Safety Board, incidents of a pilot on commercial aircraft becoming unable to continue with their duties only occurred in about 1 in every 34,000 flights. While that might seem high to you, in most of these cases, there was nothing seriously wrong with the pilot in question. For example, a full half of these incidents were, to put it bluntly, diarrhea related. We’re guessing if there wasn’t a backup pilot, said pilots in these incidents would choose to poop their pants rather than let the plane crash.
So what happens when one pilot is taken out more seriously in these scenarios? While you and your 1000 hours of flight training on Microsoft Flight Simulator might now be thinking “This is what we’ve trained for…”, waiting for that momentous announcement over the intercom requesting anyone with flight experience to come help out, this is not actually what would likely occur. In many cases, the remaining pilot will simply request one of the crew aboard to come sit in the unoccupied seat, perhaps reading through a checklist for them, or if they have some experience doing a little more. This is something we found a handful of otherwise uneventful cases in our searching, with the passengers rarely ever informed there was an issue.
That said, as stated by a former pilot at US Airways, “There are thousands of commercial certified pilots who do not fly for the airlines. So having a commercial pilot on board would not be that uncommon… They can handle the radios, they understand the terminology, they can help prepare the airplane for landing, offloading [responsibilities from] the pilot…”
On that note, we did find one instance during a United Airlines flight when Air Force Captain Mike Gongol was requested to come help out when the captain of that flight had a heart attack. In this case, the flight attendants first requested that any doctor aboard please make themselves known. They later asked if any pilots aboard would push their call button to make themselves known- a sequence of requests not exactly geared towards keeping passengers worry free.
As for Gongol, while he had never flown that particular aircraft, a Boeing 737, his extensive flight experience, including mainly flying a B-1B Lancer Bomber at the time, made him an ideal candidate to come help take a little of the workload off the first officer who was tasked with actually flying the plane in this instance. He later stated she mostly just had him take over the radio communication, which he was well skilled at. We’re guessing had she become incapacitated too, Gongol probably had a high probability of being the first ever passenger to successfully land a commercial airliner. But of course, said first officer had little trouble getting the plane down safely, being herself extremely well trained and all.
But this all does make you wonder, outside of our sample-size of one where the circumstances were stacked against him, in the more general case, how likely is it that a random passenger could land a large commercial airplane if they were being talked through it?
First, if literally zero experience flying a plane or using a really good flight simulator, basically no chance. The problem here is that you do need to actually know how to call someone for help on the radio. And with the myriad of buttons and switches all over, it’s unlikely a random person could figure that out, unless they keep reading to our Bonus Facts section.
That said, pro-tip, if you’re under about 10K ft and in a reasonably populated area, your cell phone will probably work just fine as a way to call for help that could then eventually potentially end up telling you how to operate the plane’s radio. Of course, most commercial airliners don’t spend much time under 10K feet, so odds are you’ll be much higher than that, and if lower, probably in a critical phase of flight meaning there’s no way you’re getting up to the cockpit to help out in time anyway unless they’ve set the autopilot pretty quickly after takeoff. And even then, a noteworthy thing, as tragically the aforementioned Andreas Prodromou demonstrated, is getting into the cockpit in today’s large commercial aircraft in flight is easier said than done if the pilots are both incapacitated and a crew member who knows the code isn’t available. So good luck with that.
But in this increasingly unlikely scenario, if the autopilot was engaged giving you time to work with, and you could get into the cockpit, and then figure out how to use the radio, from there, you might have a chance. But not because you could actually land the plane. The odds of that are basically zero if you have no flight experience and pretty slim even if you do unless you have some training in that or a similar aircraft. The reason you might actually have a fighting chance if you can establish communication with someone on the ground is that most large commercial planes are perfectly capable of landing themselves if you know how to setup the system and then help the system along appropriately.
On that note, if you’d like to see a commercial pilot with a rather excellent YouTube channel walk you through how to do this in a professional level simulator, do go check out MentourPilot’s crash course in the topic titled “How You Can Land a Passenger Airplane- 12 Steps” And, hey, you could always use the airplane WiFi to watch it in-flight…
Finally, if you’re now wondering if any small aircraft have a similar auto-land system, turns out yes some do, the best of which, which is actually superior to the large plane auto-land systems in some ways, is Garmin’s recently launched Autonomi system which is soon rolling out in the approximately million Cirrus Vision Jet under the name Cirrus’ Safe Return system, and will likewise soon be found in the million Piper M600 SLS.
This system is idiot proof and requires only about one sentence of training, which even a three year old could execute. And, truthfully, you’d probably want to tell a 3 year old NOT to do it in most cases, as left to their own devices they’re sure to activate the system on their own randomly. That sentence of training is simply, “Push this big red button.” That’s it.
From there, the system will take over flying, analyze the weather, your fuel, state of the plane, potential terrain in your path, etc, as well as declare an emergency with ATC, and continually update ATC on what it’s doing and its intentions. It will at the same time inform the passengers audibly and on the screen what they should be doing- strap in, enjoy the ride, and don’t touch anything. It will also politely inform the passengers where it’s taking them and when it will be landing.
From there the plane will fly to the destination airport, which will be picked among the safest options within range of your fuel supply. It will then land itself, which in the demos we’ve watched, does a shockingly good job at it, with the worst that can be said is that in one random Piper M600 demo, it was slightly off center line, but otherwise well on the runway and a very gentle landing.
Once down, the system will shut down the engines and inform the passengers when it is safe to exit. Presumably in the coming decade or two this system will rapidly find its way into most smaller aircraft making the stories of passengers taking over for a pilot markedly less dramatic. “I pushed the big red button,” doesn’t have quite the same newsworthy appeal as “Me an’ the good lord are hand flying this…”
If you’re wondering, reportedly approximately 1% of commercial airliner landings are done with auto-land, though in most cases pilots prefer to do it themselves as, among other reasons, auto-land isn’t awesome when there is much wind, particularly if it’s of the gusty variety. The cases where it might be the preferred option for the pros is in scenarios like virtually no wind where visibility is extremely poor, such as in thick fog. In this case, the pilot may deem it safer to allow the auto-land to do its thing while they closely monitor it.
Going back to how to queue up the radio in an aircraft, whether big or small, you can usually do this via putting the headphones on and then pressing a button on the yoke (looks a bit like a steering wheel) or stick. Noteworthy is that in some cases there might be other buttons to do with trim, engaging or disengaging autopilot and the like on that control as well, so not always good to just go pushing buttons without looking close to see if there’s a label. But if there is just one button, that’s going to be what that is for. And if multiple buttons, it’s probably the one positioned for your index finger wrapped around the stick or yolk or a prominent button for your thumb, often red. In large commercial airliners, it also might not be a button, but rather a toggle switch with an up and down position, for example one for transmitting on the radio (probably labeled MIC) and one for the flight interphone (probably labeled INT). You want the MIC position.
Assuming you push the correct button, whatever radio frequency the pilot had queued up already, which is usually the local one you’re flying over, whether a nearby tower or local traffic, or might be a large area ATC frequency, you’ll be talking to someone who can give you more information when you do. Press to talk; release to listen; just like a walkie-talkie.
And if you really want to sound like a pro before your almost certain death when fuel runs out or probably much sooner, structure your talk- Who you are talking to, who you are (as in the plane type and call-sign which will probably be printed somewhere on the instrument panel in front of you), where you are, what you want or are going to do, who you are talking to.
For example- “Deer Park traffic, Archer 7967C, mayday, mayday, mayday, just departed Deer Park and the pilot just died. Me and Jesus are now flying this plane. One soul aboard. Requesting immediate assistance. Deer Park.”
Or, you know, just press the button and freak out. You’re declaring an emergency after all and you don’t know what you’re doing. Nobody is going to care you don’t know how to talk on the radio properly. But just remember this, if you’re in the U.S., odds are strong your radio communication and situation is going to be viewed by hundreds of thousands of people, probably even your friends and family, on various YouTube channels that cover this sort of thing… So keep your cool if you want to sound awesome later if you happen to survive.
Also, even for pilots, an almost universal truth you’ll find if you listen to many of these is you can almost always predict which ones are going to end well or not based on, not the exact circumstances of the emergency or experience of the pilot, but how panicky the person flying the plane is. The only exception we’ve personally ever heard is that time a guy was on a whole lot of drugs when he was declaring his engine-out emergency. He might as well have been sipping a beer on a beach as far as his tone was concerned, literally right to the point he crashed and died… So do yourself a favor and try to keep your head. If you’ve got someone talking you through it, flying and landing a lot of types of small planes where at least you can walk away isn’t actually super difficult if you can get over a runway. Landing so the plane itself can be flown again without repairs… well that generally takes some training. But that’s the insurance company’s problem, not yours.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
The U.S. Navy has released video of a Su-27, a Russian fighter, conducting an extremely dangerous maneuver against the crew of an EP-3 Aries plane taking part in Trident Juncture, the massive NATO war games that have sent the Russian military into a tizzy.
The depicted aerial maneuvers, which included the Russian plane flying within a few feet of the U.S. aircraft with engines roaring, were seemingly conducted solely with the intention of threatening the unarmed plane. The intercept included two passes and lasted for approximately 25 minutes. According to a Navy statement,
On Nov. 5, 2018, a U.S. EP-3 Aries aircraft flying in international airspace over the Black Sea was intercepted by a Russian SU-27. This interaction was determined to be unsafe due to the SU-27 conducting a high speed pass directly in front of the mission aircraft, which put our pilots and crew at risk. The intercepting SU-27 made an additional pass, closing with the EP-3 and applying its afterburner while conducting a banking turn away. The crew of the EP-3 reported turbulence following the first interaction, and vibrations from the second.
Article IV of the agreement specifically calls for commanders of aircraft to “use the greatest of caution and prudence in approaching aircraft and ships of the other Party,” something that this November 5 incident seems to be a flagrant violation of. This follows a November 2 incident in which a Russian bomber flew nearly directly over a U.S. command ship, the USS Mount Whitney.
A Pentagon spokesperson told Business Insider that Russia failed to make radio contact with the plane before conducting its maneuvers, making this interaction especially dangerous.
This sudden increase in incidents is no accident. NATO’s Trident Juncture war games are a response to increasing Russian aggression, including the illegal annexation of Crimea and election meddling across the Europe and the U.S.
The military exercises have triggered a series of responses from Russia, which include the dangerous intercepts, a huge missile exercise announced and held in the middle of NATO’s training, and an increased naval presence in the waters in and around the exercise.
Russia’s concerns about the large exercise ring hollow, though, since Russia held the Vostock 2018 war games in September, which it claimed was its largest exercise since the Cold War. While Russia inflated the size of Vostock, claiming 300,000 troops where there may have been as few as 150,000, it was still much larger than Trident Juncture, which has only 50,000 participants.
But Trident Juncture is still frightening for Russia as 30 nations are taking part. Vostock had only three participants: Russia, China, and a small Mongolian force. And Trident Juncture includes nations that are Russian neighbors and either members of NATO or friends of the alliance, posing a big threat to Russia’s ability to push around its neighbors.
Russia celebrated its Navy Day on July 29, 2018, with a naval parade on the Neva River in St. Petersburg, a day of pomp and military power that Russian President Vladimir Putin attended.
The parade, which involved 40 warships, 38 aircraft, and about 4,000 troops, was unfolding when a Serna-class landing craft collided with a bridge. Oops.
The video below shows the Ivan Pas’ko going about 8 to 10 knots as it collides with the bridge, jolting and even knocking over some of the crew members who had been standing at attention.
It’s unclear how the incident happened, and there were no reports of injuries, but the bridge and ship were partially damaged, according to Defence Blog, which first reported it. Some egos were most likely scraped up as well.
The Russian navy “will get 26 new warships, boats and vessels, four of them equipped with Kalibr missiles,” Putin said during a speech at the parade, according to TASS, a Russian state-owned media outlet.