“There is no power, water or sewer service to the base at this time,” Air Force spokeswoman Erika Yepsen said in a statement. “All personnel assigned to ride out the storm are accounted for with no injuries.”
The National Hurricane Center said the storm reached Category 4 status, with 150 mph winds as it made landfall early Wednesday afternoon. Tyndall at one point was in the eye of the storm.
“The Air Force is working to conduct aerial surveillance of the damage, to clear a route to the base and to provide security, potable water, latrines and communication equipment,” Yepsen said, adding that the base will remain closed and airmen should not plan to return until further notice.
“The good news is the airmen that we left behind to ride out the storm are all safe and accounted for,” Gen. Mike Holmes, head of Air Combat Command, said in a video posted on Twitter. “In the short-term, it’s just not safe to return there. In the hours and days to come, we’ll know more about the conditions at Tyndall, and we’ll know more about when [airmen] can come back.”
A YouTube video showed an F-15 static display aircraft knocked over. Roofs were damaged across the base, trees were shown split or scattered, and vehicles were overturned.
Aerial image shows destruction at Tyndall Air Force Base, Florida, after Hurricane Michael made landfall Oct. 10 and 11, 2018.
At Eglin Air Force Base, the 96th Test Wing commander declared that base can return to normal operations and that base services will reopen Oct. 12, 2018.
While Hurlburt’s base services remained closed Oct. 11, 2018, “it appears the storm has made the long-awaited turn to the northeast,” Col. Michael E. Conley, 1st SOW commander, said on Facebook.
He went on to say it appeared that Hurlburt Field would be “spared from the worst impacts” and that the base, home to the Air Force’s special tactics community, “dodged a bullet.”
“Let’s give the Tyndall team the chance to fully assess the situation and figure out what they need,” Conley said.
Tyndall on Oct. 8, 2018, ordered the evacuation of all on-and-off-base personnel ahead of the hurricane. Personnel were given permission to use their government-issued credit cards “for any expenses incurred during this evacuation,” a base statement said, adding they will be reimbursed for any travel expenses of at least 100 miles, but no more than 500 miles, from the base.
The itch to pull up stakes, un-circle the wagons and head West…or East…or…ok you get it.
It’s time to move again. PCS.
It’s a familiar feeling to most military spouses. Birds have an innate sense when it’s time to migrate, and I think military families develop something like that. Every few years it’s time to fly.
It starts as a faint tingling on the back of your neck. Then you see dust bunnies frolicking on top of the refrigerator and decide to ignore them because you’re moving soon, so who cares? Those little freaks start to get it on everywhere — under the bed, the couch, that weird piece that was your grandfather’s that you feel compelled to keep, but have no real place for.
You say to yourself “Go on, spawn away, little humping dust bunnies. Soon a moving van will magically appear and nice men wearing low-slung pants will lift off your illicit hideaways and expose your obscene way of life…along with their butt-cracks.”
You download the assignment lists from the BUPERS website and fantasize about the possibilities. You prowl through Zillow, drooling over granite countertops and in-ground pools, and measure the distance to the nearest Target (i.e. bar). When your spouse walks in, you slap the laptop shut like a teenager caught in the act, knowing you’ll be chastised for getting your hopes up too early about one duty station or another.
You start challenging yourself to cook with nothing, but the ingredients in the pantry (coconut milk and chickpea casserole is surprisingly tasty — said no one ever). You stop going to the stock-up sales at the commissary. You secretly purge bags of old clothes and toys from your kids’ rooms while they’re at school and then fake concern over the missing items.
“What?? You can’t find that t-shirt with the torn sleeve and the kool-aid stain that you outgrew two summers ago? Oh no!! Wherever could it be?!” Parenthood Fakery should be an Oscar category…
It’s that time again for our family. We’ve been in China Lake, CA for nearly three years and are scheduled to PCS this summer. Our days wandering in the desert are supposed to be over. I came, I bloomed where I was planted, and now it’s time to go find a new adventure.
Actually, I shriveled up like a California raisin and could plant corn in the furrows that have developed on my forehead.
Regardless — it’s time to go.
Except it’s not.
We’ve been extended.
For an indeterminate amount of time.
What the hell am I supposed to do now?
I find myself more upset about this than I should be. It’s not that I don’t like China Lake. We’ve had a good tour here and I’ll have fond memories and lasting friendships.
(Photo by Arnel Hasanovic)
It’s that I feel like something is wrong. The routine is off.
Have I become addicted to moving? After nearly 20 years married to the Navy, it’s become part of my DNA.
Neither my husband nor I had ever moved until we left home for college. And once we started regularly relocating, I started to crave the fresh feeling that comes with it. The removal of baggage, so to speak. The cleaning out of cobwebs — mostly from beneath my furniture, but also from the corners of my mind. A wanderlust that says “this place was fine, but what’s around the next corner?”
One would think that I would have resisted such a nomadic life, having never experienced it as a child. But then again, perhaps if I had gotten to escape my surroundings as a kid I wouldn’t have pretended to be a popular cheerleader named Anastasia on my 8th grade trip to Washington DC. Even then I was desperate for reinvention…
And moving every few years gives me that fresh start. I find it very freeing. If I’m not satisfied with my surroundings, I know it’s only temporary. I don’t have the heavy burden of forever (well, I suppose in theory, marriage is forever, but a few more years of stumbling over boots left in the floor will probably take care of that…)
Now I find myself sitting here with the realization that not only am I not moving…but I don’t know when I will. And now I have to reinvent myself right where I am.
But forget about me having to stop obsessing over the future and concentrate on the present. There’s something way more concerning about staying put.
The only fate that is FAR WORSE than having to move.
Now I have to clean my damn house.
This article originally appeared on Military Spouse. Follow @MilSpouseMag on Twitter.
Russia has developed a new combat surveillance drone disguised as a bird of prey, in this case an owl, The Moscow Times reported June 25, 2019.
The drone, a Technopolis Era project resembling a snowy owl choking on a mouthful of electronic equipment, appeared at the defense ministry’s annual military expo. The unmanned aerial vehicle is reportedly equipped with a laser that gives it the ability to guide artillery and laser-guided bombs.
Weighing only 5 kilograms, it can be carried and launched by one person, the developers told TASS, a Russian state-owned news agency. The company has also developed a falcon drone. It is said to be able to fly for up to 40 minutes and cover distances up to 20 kilometers, or 12 miles.
Creating drones that look like birds is a concept Russian unmanned aerial systems developers have been looking closely at for a while. The Zhukovsky-Gagarin Air Force Academy, for instance, presented a owl-shaped design last year.
“What’s interesting is that Russian designers are thinking creatively about UAV applications,” Samuel Bendett, a research analyst at the Center for Naval Analyses, told C4ISRNET at the time, explaining, “Biomimicry allows UAVs to operate in areas where a ‘regular’-looking UAV would have been sighted and eliminated.”
“In Russia’s part of Eurasia where hunting birds like owls, falcons and eagles are very common, a UAV that looks like a bird can become an invaluable ISR asset,” he added. “It can basically ‘hide’ in plain sight.” Up close, it is easy to see that the drone is, in fact, a machine, but at a distance, it becomes much harder to tell it apart from a bird in flight.
The stated purpose of the design showcased last year was to track tanks and other vehicles and then direct fire to those positions.
Drones with biomimetic designs, while strange, are not all that new.
A few years ago, a crude drone resembling a bird and believed to be the property of the Somali government crashed in Mogadishu. Robotic birds have been tested in Canada to scare birds away from airports. And China has designed recon drones that fly, move, and look like doves for domestic surveillance operations.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The US is finally ready to take its most expensive fighter jets into battle, as the F-35B Lightning II Joint Strike Fighters sailing aboard the amphibious assault ship USS Essex may soon be called to conduct strikes against insurgent forces in Afghanistan, CNNreported Sept. 25, 2018.
The USS Essexarrived in the Middle East early September 2018. Having already sailed through the Gulf of Aden into the North Arabian Sea, the ship should move into the Persian Gulf in the very near future, a defense official told CNN. The stealth fighters on board have reportedly been conducting intelligence and reconnaissance operations in Somalia, but they have yet to engage an enemy in combat.
While the US Air Force was the first service to declare its version of the F-35 combat ready, it appears the Marine Corps may be the first to take the plane into combat. Marine Corps Air Station Iwakuni became the first overseas base to operate the F-35 in 2017.
The F-35B is designed for short takeoffs and vertical landings, giving it the ability to take off from the USS Essex, a ship much smaller than a modern US aircraft carrier. The incorporation of the F-35B, an powerful aircraft built to support the Marine Corps, into the USS Essex Amphibious Ready Group (ARG) “is a very significant enabler for me and for my team,” Capt. Gerald Olin, Amphibious Squadron 1 commander and Essex ARG/Marine Expeditionary Unit commodore, told USNI News in early September 2018.
F-35B Lightning II Joint Strike Fighters, attached to the “Avengers” of Marine Fighter Attack Squadron (VMFA) 211, sit on the flight deck of Wasp-class amphibious assault ship USS Essex.
(U.S. Navy photo by Mass Communication Specialist 3rd Class Matthew Freeman)
“It increases battlespace awareness with data fusion and the ability to share information with the ships and the ships’ combat control system. So it’s really an extension of our sensors, and it also brings to the table a greater increased lethality than what we had with previous generation aircraft,” he added, calling it a “game changer.”
The first reported F-35 combat mission was carried out by Israel in May 2018, when Israeli Air Force (IAF) F-35A fighters participated in strikes on unspecified targets.
“We are flying the F-35 all over the Middle East. It had become part of our operational capabilities. We are the first to attack using the F-35 in the Middle East and have already attacked twice on different fronts,” IAF chief Maj. Gen. Amikam Norkin said at the time, The Jerusalem Post reported.
Over the years, the F-35 has faced significant criticism, largely due to high costs.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
A commission formed by Congress to assess military and national service is calling for women to be included in selective service registration, Military.com has learned.
The 11-member National Commission on Military, National and Public Service is set to release a final report with 164 recommendations Wednesday, following two-and-a-half years of research and fieldwork on topics including propensity to serve in the military; the civilian-military divide; and the future of the U.S. Selective Service System.
One of the most hotly debated questions considered by the panel is whether women should be required to register for the draft for the first time in U.S. history.
A source with knowledge of the report confirmed that the commission had recommended that women should be made eligible for selective service. Politico first reported Tuesday on the commission’s findings.
Other recommendations include keeping the U.S. Selective Service System and keeping the registration requirement, which currently applies to American males within 30 days of their 18th birthday.
The panel was created as a result of debate over whether women should be made to register for the draft. In 2016, the same year all military ground combat and special operations jobs were opened to women for the first time, two Republicans in Congress, both veterans, introduced the “Draft America’s Daughters Act of 2016.” The move was intended to provoke discussion; both lawmakers planned to vote against their own bill.
But the provision ultimately became law as part of the 2017 defense policy package. From that initiative, the commission was formed to further study the issue.
During 2019 hearings on the question, Katey van Dam, a Marine Corps veteran who flew attack helicopters, argued eloquently in support of including women in selective service registration.
“Today, women sit in C-suites and are able to hold any military job for which they are qualified,” she said. “As society expects opportunity parity for women, it is time to also expect equal civic responsibility. In the event of a major war that requires national mobilization, women should serve their country to the same extent as male citizens.”
In an interview with Military.com earlier this month, Joe Heck, the chairman of the commission and a brigadier general in the U.S. Army Reserve, said the issue of including women in draft registration had inspired passionate debate among the commissioners.
“The recommendations made represent the consensus of the commission,” he said. “We believe that the commission’s recommendations specifically in regard to [the U.S. Selective Service System] will best place the nation as able to respond to any existential national security threat that may arise.”
Heck also said the commission planned to chart a “cradle-to-grave pathway to service” for Americans.
In addition to the report, the commission will release accompanying draft legislation Wednesday to assist Congress in turning its proposals into law. A future hearing before the Senate Armed Services Committee is also planned to discuss the commission’s findings.
The trio shuffled into the small room with canes and walkers to record their testimonies of the first confrontations of the Cold War and how the allies prevailed without firing a shot, saving a former enemy from oppression.
The Royal Air Force Museum American Foundation celebrated the 70th anniversary of the end of Berlin Airlift at their annual “Spirit of the Battle of Britain” banquet October 2019 to honor these veterans for their contributions to the alliance between the United States and the United Kingdom.
The trio retold their stories of using soft air power to deter Soviet aggression in post-World War II Berlin, and current U.S. Air Force and RAF airmen were honored for continuing to further the partnership between the two nations.
Prior to the dinner, the trio transported family, listeners and caregivers back to 1940s Germany.
“I remember the war,” said Mercedes Wild, who was seven years old at the start of the Berlin Airlift. “They (Allied bombers) destroyed Berlin. It was a hard time for the kids in West Berlin. Berlin is a destroyed city. We will never forget the sound of the bombers.”
After WWII, the German capital was divided with Soviet Russia controlling East Berlin and British, French and American Allies responsible for the west. The city was located more than 100 miles inside the Russian controlled portion of Germany. On June 24, 1948, the Russians implemented a blockade of West Berlin to prevent food and supplies, such as coal, from entering the town. The effort attempted to break the spirit of the West Berlin people to reject democracy and embrace communism.
A C-54 Skymaster piloted by retired Col. Gail Halvorsen drops candy with attached parachutes to children during the Berlin Airlift. Halvorsen earned the nickname “Candy Bomber” for his operation Little Vittles candy drops. Note the parachutes below the tail of the C-54.
(U.S. Air Force photo)
Enter, veterans and the Berlin Airlift.
Retired U.S. Air Force Col. Gail Halvorsen, widely known as the “Candy Bomber,” described volunteering for the mission that changed his life and the lives of millions in West Berlin. Halvorsen, a 28-year-old lieutenant at the time, grew up on a farm in Utah, where helping a neighbor in need was a way of life.
“My dad was an example to me,” he said. “He had plenty to do himself, but when a neighbor, a farmer, needed help and couldn’t get enough help, my dad would drop some of the things that weren’t so important on our farm to help the next-door neighbor.”
Halvorsen saw his first aircraft flying overhead on the farm while he was working the fields. He was hooked and signed up for a non-college pilot training program. Soon he received his flight training and was flying cargo aircraft in Mobile, Alabama. When the word came of the attempts by Russia to stomp out freedom in West Berlin by starving its residents, there was no doubt of his next step.
“I volunteered to fly supplies in early,” Halvorsen recalled.
At first, the citizens of West Berlin didn’t know what to think of hearing heavy aircraft over their heads again.
“The noise of the airplanes during the airlift in the beginning I feared, because it was the same noise while bombing Berlin,” Wild said.
They would soon learn the aircraft were not carrying bombs but food and supplies to keep them alive. The logistics of flying 2.3 million tons of goods and equipment was not without risks. In total, 101 airmen from around the world perished in the Berlin Airlift.
“Two hundred meters from our house, there was the first airlift airplane crash in the night,” Wild remembered. “The next morning I went with my mother. It was destroyed. The two pilots were dead. The people were very sorry about this … They feared that the west allies would now stop the airlift.”
A hard winter already made food in short supply, Wild explained. The only meal she might get would come from school and she would sneak part of this food to her mother, who was sick. She also took care of the family chickens, whose eggs she would trade on the black market for meat or shoes. Still, none of these hardships compared to the fear of the Russians returning to West Berlin as they had done in the final days of the war.
“The normal West Berliner did not want to become Soviet,” she said. “The Soviet regime was near the same as Nazi time and they feared the Russians. They remembered the Russian soldiers.”
As Halvorsen flew food and coal into the city of Berlin, a 19-year-old RAF pilot flew gasoline into Berlin.
Then-Lt. Gail S. Halvorsen.
(U.S. Air Force photo)
“The Halifax aircraft was a converted bomber,” said Dereck Hermiston. “The bomb racks had been taken and we flew, I think it was 40 or 41, 45-gallon tanks of gasoline. They had wooden beams, and they (used them) to roll these drums up. Quite unstable, and it stank to high hell.”
The son of a WWI pilot, Hermiston was among the youngest airmen to participate in flying the airlift. Yet, even as a teenager, the reversal of roles did not escape him.
“I realized, as a British officer, that we had bombed, and bombed, and bombed Berlin with the Americans, and it was a reversal,” he said. “We were now trying to save the Berliners from what was quite an oppressive regime from the Russians. I met a few Russian officers, and they were very sure they wanted to stop Germany from growing ever again.”
There was always worry of an international incident turning the Cold War operation hot, as Hermiston told.
“We were buzzed by a Russian MiG-9 one morning,” Hermiston, very much still a kid at heart, said with a chuckle. “I think it was about 4 o’clock in the morning. It was just getting daylight. There was this great shudder, and this fighter aircraft flew underneath us … and looped around us. As he came down, I had no room to maneuver. I suppose he missed us by about 200 to 300 feet. It was enough to make the aircraft shudder. Little things like that I remember because I was frightened.”
Despite the harsh weather conditions and aero acrobatic antics of the Soviets, the Allies continued to do what was needed to feed and fuel a city. In some cases this involved evacuating Berliners in need of medical attention.
“I flew out something like 220 people in my aircraft from Berlin that were sick or were children needing operations,” Hermiston said. “My aircraft was a tanker aircraft, so they had to sit on these wooden beams that were going up the fuselage in stinking conditions. It stank of petrol oil from all the gasoline. Yet, they were all so very grateful — very, very grateful. I found the people extremely grateful.”
The British pilot was not the only person struck by the grateful nature of the people of Berlin. In a previous interview, Halvorsen recalled how he became known as the “Candy Bomber” after a trip to Berlin, seeing children line up along the fence line outside the flightline of the Templehof airport.
“I had been to other countries where the kids had chocolate,” he said, recalling that moment nearly 70 years later. “When George Washington visited his troops, he had little hard candies in his pocket for the kids. That was nothing new. But these kids had not had chocolate for a couple of years. Not one out of the 30 broke ranks and said, ‘do you got candy?’ When I realized that, it just hit me like a ton of bricks — black and white. I just could not believe that quality of character called gratitude. They were so grateful. They were thankful for their freedom. When I realized that, I thought I got to do something. I reached in my pocket, and all I had was two sticks of gum.”
Convinced that everyone deserved a treat or no one did, Halvorsen took about three more steps and the little voice came clear as a bell directing him back to the fence.
Lt. Gail Halvorsen, “The Candy Bomber,” greets children of isolated West Berlin after dropping candy bars from the air on tiny parachutes.
(U.S. Air Force photo)
“Boy, when I stopped and started back, those kids came to attention,” he said. “I pulled out two sticks of gum and broke them in half and passed it to the kids doing the translating. I couldn’t believe what I saw. The other kids didn’t push or shove or try to grab it. The kids that got half a piece of stick of gum tore off the wrapper and passed it. The kids that got a strip of paper, put it up to their noses, smelled it and their eyes got big. They were dumbfounded. They clutched it in their hands to go home and show their parents, if they had any.”
An idea came to Halvorsen — return the next day.
“I will be flying overhead, and I will drop enough chocolate for all of you,” he announced to the children. “When that translated to everybody, there was a celebration going on.”
Halvorsen made one demand of the children. They must share the candy. They agreed, but another question arose. With planes arriving every few seconds, how would the children know which one was Halvorsen’s?
“When I would fly over the farm (back home), I would wiggle the wings back and forth. So I said, ‘kids, you watch the airplane. When I come over the center of Tempelhof, if it is clear, I will wiggle the wings.’ That is how it began.”
The “Candy Bomber,” with his parachutes of chocolate, was born, and the act would soon be named operation Little Vittles.
One little girl never caught one of the treats — the 7-year-old Wild.
“I was never quick enough,” she said.
Crews unload planes at Tempelhof Airport during the Berlin Airlift.
(U.S. Air Force photo)
To make matters worse, the chickens whose eggs brought a fortune on the black market had stopped laying because of the noise from the aircraft landing every few seconds over head.
“Therefore, I decided to write a letter because I was so sad about the situation, and I cried,” she said. “My grandmother told me don’t cry, don’t cry, don’t weep, do something. I decided to write a letter.”
The letter was addressed to her “Chocolate Uncle,” and she asked him to aim his parachute for the garden with the white chickens.
No parachute ever came, despite nearly 20 tons of candy being dropped from the C-54 Skymasters flown by the Americans.
A letter from her “Chocolate Uncle” did come, with two special treats — a lollipop and peppermint-flavored stick of gum. Between the war and the blockade, the smell of peppermint was unknown to the child.
“I exchanged it on the black market, this peppermint gum, for a glass marble; I have this glass marble,” Wild said, pulling the smooth glass toy from her pocket and placing it on the table with as much pride as any seven-year-old. “This is the same glass marble.”
The lollipop was saved for a Christmas treat, but the greatest gift that day was not the candy.
“The most important was the letter; the letter changed my whole life,” she said.
Offered a chance to join an aunt in Switzerland where food and supplies were not held hostage by the Soviets, Wild turned it down with the hopes of one day meeting her “Chocolate Uncle.”
Around-the-clock supplies continued flying into Berlin as British and American pilots made three round trips a day. After nearly a year, the Soviets lifted the blockade, reopening the transportation routes on the ground.
“The Soviets gave up,” Halvorsen said. “They said we can’t compete with that. They got red-faced and backed off. The airlift was the reason they had to do that; it broke the blockade. I was proud to be a part of that.”
With the blockade lifted in May 1949, British and American aircraft continued to fly supplies into Berlin to rebuild the stocks. On Sept. 23, 1949, the last RAF aircraft landed in Berlin with supplies.
Retired U.S. Air Force Colonel Gail S. Halvorsen, known commonly as the “Berlin Candy Bomber” stands in front of C-54 Skymaster.
(Photo by Bennie J. Davis III)
Time passed, and in 1970, Halvorsen returned to Germany, now as a colonel and the commander of Tempelhof. A now grown and married Wild decided now was the time to meet her “Chocolate Uncle.”
“First, we went to airport Templehof, and I took the letter with me,” Wild said. “Then I invited him to our home for dinner with the family.”
The two families have remained close all these years.
Seventy years later, these veterans of the Berlin Airlift travel the world telling the story of how the gratitude of the Berlin Airlift shaped their lives and the world.
“We must give the good spirit to the kids to have good society and future…” Wild said. “This was a very good thing that Colonel Halvorsen decided to have those candy droppings because I think he is the best ambassador for mankind–for humanity. It is not only Col. Halvorsen, but the other pilots and the people of Great Britain, South Africa, Canada and USA. The people were standing behind the airlift.”
An American-born ISIS fighter has been captured in Syria by Kurdish forces, Betsy Woodruff and Spencer Ackerman of The Daily Beast report.
The Beast report cited multiple US military spokespersons as being “aware of reports” that a US citizen was captured, while a source familiar with the situation told the site the unnamed fighter had “surrendered.”
US military officials confirmed the capture to CNN and Fox News. CNN’s Ryan Browne reported the American was in the custody of the Syrian Democratic Forces, the US-backed militia spearheading the push into the ISIS capital of Raqqa.
“We are aware of that report,” a State Department spokesperson told Business Insider, referring to The Daily Beast. “We have no information to share at this time.”
A spokesperson for Operation Inherent Resolve, the US military-led coalition leading the fight against ISIS in Iraq and Syria, did not immediately respond to Business Insider’s request for comment.
This would not be the first case of an American being captured while fighting for the terror group. Mohamed Khweis, 27, originally from Virginia, joined the group and later surrendered to Kurdish authorities in 2016, according to NBC News. He was later convicted of providing material support to ISIS and faces a minimum sentence of five years imprisonment.
In what is widely considered the best role of his acting career, legendary film and television star Louis Gossett Jr. plays Marine Corps Gunnery Sgt. Emil Foley, a hardcore drill instructor, in the 1982 film An Officer and a Gentleman.
Gossett Jr.’s portrayal of a no-nonsense DI in the film earned him the Academy Award for Best Supporting Actor. If you watch his performance, you’ll quickly see why Oscar came calling. The character is crude and tough on the group of would-be pilots attending a 13-week Naval Aviation Officer Candidate School where he serves as the primary instructor.
Like many great actors who have donned the campaign hat on the silver screen, as DI Foley, Louis Gossett Jr. imparts knowledge on how to survive the daily challenges of life in his own unique way.
Here’s what we can all learn from Gossett Jr.’s Oscar-worthy performance.
Some of the best and most memorable lines of the film come in the early scenes when new recruits line up to hear Gunnery Sergeant Foley talk about what they should expect in the next 13 weeks of training. Foley knocks each person down a couple of pegs by making them understand they are, in fact, not special.
When Foley asks one of the recruits named Della Serra if he was a “college boy,” the character quickly lists his academic accolades, saying he graduated in mathematics with honors.
Della Serra gets a rude awakening from Foley when the Marine shows him his cane with notches on it. Each notch represents each “college puke” who has dropped on request during his time in the program. Foley suggests Della Serra may be one of those notches and then tells the group that half of them will not make it through the training.
In this powerful scene, DI Foley lets all the recruits know that his authority outweighs their individualism.
Although Mayo has all the skills and physical traits to pass the course, Foley consistently questions Mayo’s strenght of character. Officer Candidate Mayo is an arrogant and self-centered individual only looking out for himself. He’s also quite the hustler, selling inspection-ready boots and belt buckles to his fellow recruits to make a quick buck.
After discovering Mayo’s little racket, Foley gives him a chance to straighten up his act during a weekend-long smoke session. Foley breaks Mayo down physically and emotionally. It’s during this sequence that the audience is treated to the film’s famous scene in which Gere’s character screams, “I got nowhere else to go!” This is the turning point. From here on out, we see a change in Mayo’s character and attitude.
The importance of teamwork
Mayo’s change of attitude is clear when instead of trying to achieve an individual obstacle course record, he goes back to encourage one of his fellow classmates, a young lady named Seeger, as she struggles to get over a 12-foot wall. Thanks to Foley, Mayo learns the true value of teamwork.
Quitting is not the answer
Tensions between the two main characters rise yet again toward the end of the movie. Following the death of his friend, Mayo wants to speak with Foley in private.
After Foley dismisses his request, telling him to get back to work, Mayo gives his DOR. Instead of accepting his resignation, Foley asks to meet Mayo a nearby hanger — where they fight it out. After fists fly, Foley tells Mayo that if he still wants to quit, he can. By that point, Foley knows the recruit has come too far to quit now.
At the end of the movie, the officer candidates earn the rank of ensign. Per tradition, each new officer receives his or her first salute from the instructor and, in turn, each officer hands Foley a silver dollar. When Mayo hands Foley his coin, the Marine places it in his right pocket instead of his left. This act symbolizes respect for Mayo as an exceptional candidate.
“I won’t ever forget you, sergeant,” Mayo says after the salute. You can see Foley start to choke up just a bit when he replies, “I know.” The mutual respect between the two is evident.
Although it’s only a movie, many veterans may have encountered someone in real life who reminds them of DI Foley.
Tell us who made an impact on your life during your time in the military in the comments.
We all know Stone Cold Steve Austin from his years when he was the face of World Wrestling Entertainment. “The Texas Rattlesnake” was one of the toughest, most badass wrestlers who left an indelible mark in the ring — both on TV and on the silver screen.
Through partnering with Wargaming, the company responsible for the hit game World of Tanks, Austin recently sat down to interview three gentlemen who exhibited an entirely different type of toughness and heroism – World War II tankers. Their stories are powerful, harrowing and heartbreaking. In his first interview with Walter Stitt, Austin learned about the importance of foxholes. In his second interview with Clarence Smoyer, you could tell Austin was truly humbled hearing about Smoyer’s loss of a close friend.
The third veteran interviewed is tanker Joe Caserta.
When asked about joining the Army, Caserta said almost every male his age wanted to do their part. They felt betrayed by the Japanese and wanted to sign up. Caserta talked about being in the lead tank during the push into Europe. “The captain would assign somebody to be in the lead tank. ‘Okay Caserta, you’re gonna lead off the day.’ I went from the hedgerows all the way to France, Belgium and Germany.”
Caserta lived in his tank for weeks at a time. His unit was close because of this and they depended on each other. When Austin asked if the tank made them feel safe, Caserta told him that it did from small arms, but when it came to the 88 or the Panzerfaust (German version of the bazooka), “We didn’t stand a chance.”
Caserta told a great story that everyone who has ever been deployed can relate to. He talked about being sent a package which contained an Italian bread. His mother hollowed out the bread and hid a nice bottle of booze in it for him. (Talk about mom of the year!)
(Photo Courtesy of Joe Caserta)
Austin asked Caserta about how he received his Purple Heart and we heard another harrowing story.
Caserta was driving his tank and couldn’t see much and ran into a bomb crater. The tank was teetering. (When the tank is stopped in combat, you get the hell out.) Caserta bailed out and headed toward the rear in the midst of artillery and small arms fire. An artillery shell came in behind him and knocked him out. He had a concussion, a hole in his helmet and a shoulder injury.
“When I came to, my buddy was up on top of me and I shook him. His head was blown off. He was my tank commander. They peeled off my clothes, treated my wounds, pulled out the shrapnel and sent me back to my outfit. They made me a tank commander.”
Being in a tank was a scary time. Caserta recalled, “The worst was knowing that if you got hit, if anything, it’s gonna go right through the tank and it’s gonna burn up and catch fire. My greatest fear was burning up in the tank, which a lot of guys did, but it didn’t happened to me.”
Castera is proud he served his country and survived. “Not much more I can say about that.”
Caserta was reunited with Clarence Smoyer who Austin also interviewed. Caserta talked about how it was good for him to see Smoyer as he was dealing with depression as he got older.
“It was wonderful to see him again, because I’m starting to get a little depressed and feel that I don’t have too much time left.”
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Anything close to the maximum structural speed for a jet is usually just for the glossy brochure—99.9% of the time we don’t come close to reaching it. There was one time, though, that I pushed the F-16 as fast as it could go.
I was stationed in Korea and there was a jet coming out of maintenance; the engine had been swapped out and they needed a pilot to make sure it was airworthy. It was a clean jet—none of the typical missiles, bombs, targeting pod, external fuel tanks were loaded. It was a stripped down hot-rod capable of it’s theoretical maximum speed.
When we fly, we usually go out as a formation to work on tactics; every drop of fuel is used to get ready for combat. This mission, however, called for me to launch as a single-ship and test the engine at multiple altitudes and power settings. The final check called for a max speed run.
Justin “Hasard” Lee in the cockpit of an F-16 (Sandboxx)
I took off, entered the airspace, and quickly started the profile. Topped off, I could only carry 7,000 pounds of internal fuel; never enough with the monster engine behind me burning up to 50,000 pounds of fuel per hour. I knocked out the various tasks in about 15 minutes and then was ready for the max speed run.
I was at 25,000 feet when I pushed the throttle forward, rotated it past the detent and engaged full afterburner—I would have 5 minutes of useable fuel at this setting. I could feel each of the 5-stages lighting off, pushing me forward. I accelerated to Mach 1—the speed of sound that Chuck Yeager famously broke in his Bell X-1—and started a climb. A few seconds later 35,000 feet went by as I maintained my speed. Soon I was at 45,000 feet and started to shallow my climb to arrive at the 50,000 foot service ceiling. This was as high as I could go, not because the jet couldn’t go higher, but because if the cockpit depressurized, I would black out within seconds.
(U.S. Air Force photo by MSgt. Don Taggart)
Looking out at 50,000 feet, the sky was now a few shades darker. I could start to see the curvature of the earth. To my right was the entire Korean peninsula—green with a thin layer of haze over it. To my left, a few clouds over the Yellow Sea separating me from mainland China.
As I maintained my altitude, the jet started to accelerate. At 1.4 Mach, with only about 2 minutes of fuel left, I bunted over and started a dive to help with the acceleration. In my heads-up-display 1.5 Mach ticked by, backed up by an old mach indicator slowly spinning in my instrument console.
Justin “Hasard” Lee (Sandboxx)
At 1.6 Mach, the jet started to shake. I was expecting it—the F-16 has a flight region around that airspeed that causes the wings to flutter. Still, this jet had a lot of hours on the airframe, and if anything were to fail, the breakup would be catastrophic. Similarly, ejecting at that speed would be well outside the design envelop—the air resistance at Mach 1.6 is about 300 times what a car experiences at highway speeds. A few pilots have tried, only to break nearly every bone in their body.
So now, the option was slow down until the vibration stopped, or push though until it smoothed out on the other side. I was running low on fuel, so I elected to increase my dive so I could accelerate faster. Slowly 1.7 Mach ticked by, next 1.8, and then at 1.9, everything smoothed out. I was now traveling 1,500 mph over the Yellow Sea. The cockpit started feeling warm so I took my hand off the throttle and put it about a foot away from the canopy and could feel the heat radiating through my glove, similar to sticking your hand in an oven.
At this point I was entering the thicker air at 35,000 feet which was preventing the Mach from going any higher. I was also nearly out of fuel, so I pulled the throttle out of afterburner and into military-power—the highest non-afterburner power setting. Despite a significant amount of thrust still coming from the engine, the drag at 1.9 Mach caused the jet to rapidly decelerate, pushing me forward until my shoulder-harness straps locked. It took over 50 miles for the jet to slow down below the mach.
Justin “Hasard” Lee (Sandboxx)
Taking a jet to 1.9 mach isn’t any sort of record; in fact, some aircraft have gone twice as fast. It is an interesting feeling, though, to be at the limit of what an iconic aircraft like the F-16 can give you. Thousands of incredible engineers, who I never had the chance to meet, designed the plane and you are now realizing the potential of what they built. The heat and vibration, coupled with being outside the ejection envelope, let you know the margin of safety is less than it normally is.
I’ve since moved on to the F-35 which correctly prioritizes stealth, sensor fusion, and networking over top speed, so that’s likely as fast as I’ll ever go. It was a visceral experience that was a throwback to the 50’s and 60’s—where the primary metrics a plane was judged by how high and fast it could go.
There’s one Army-Navy Game tradition that might seem a bit surprising for institutions that preach honor, loyalty and dignity: the mascot heist. Somehow, over the decades, the ritual of stealing your opponent’s mascot has become a beloved prank that’s part of the rivalry’s tradition.
Army cadets seem to be more focused on stealing their generation’s version of Bill the Goat than Navy midshipmen are committed to mule theft. Of course, goats are much more compact creatures, something that makes them easier to transport and leaves far less of a mess to clean afterward.
To be fair, mascot pranks have a long history at our country’s elite colleges, though they didn’t surface at the service academies until after World War II because rank has its privileges. Even so, the academies signed a nonaggression pact in 1992 that supposedly put a stop to these shenanigans.
Here are 4 classic Army-Navy mascot heists
In 1953, Army cadets somehow thought they could corral a goat in a cardboard box.
(United States Military Academy Library)
1. 1953 — the tradition begins
West Point cadets used chloroform to gas Billy the Goat and spirit him away from Annapolis in the back of a convertible. After Bill’s return, Superintendent of the Naval Academy Vice Adm. C. Turner Joy told The New York Times that the goat had not, in fact, been “kid-naped” by the Army but had merely visited West Point as a guide for the “‘pathetic’ group of Army cadets who, like Yale’s ‘poor little sheep,’ had lost their way.”
2. 1965 — The Golden Fleece
West Point cadet Tom Carhart wrote an entire book called “The Golden Fleece: High-Risk Adventure at West Point” about the successful mission that he and five of his classmates pulled off in 1965. Sick of losing their goat, the Navy started keeping Bill on a naval base between appearances, a location with far greater security than the relatively open campus in Annapolis.
Dressed in black, the commandos cut through wire fences and completed their goat theft while their girlfriends distracted the Marine Corps guards with a story about being lost after getting stood up on a blind date.
These modern-day mules are not the same ones stolen in 1991. But they may be related.
3. 1991 — crimes committed in pursuit of a higher good
Navy midshipmen on a mission to steal West Point’s mules cut phone lines, tied up members of Army staff and went on the run from police. Facing felony charges, they instead got off with the “Order of the Mule,” a made-up award from the Navy commandant that declared their actions “in the highest traditions of the naval service.” Two of the raiders rose to become top leaders in the Navy SEALs.
Lead From The Front: An Army/Navy Short Film 2017 [4K]
West Point commandant Brig. Gen. Steven Gilland got in on the action last year as the star of a 10-minute Army spirit video that celebrated the tradition and plays out like a Hollywood Heist movie. Gilland plays the role of airborne commando in an elaborate raid on Annapolis.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
The tweet is not much of a surprise. Aviation Week and Space Technology, sometimes referred to as “Aviation Leak,” noted during the Air Force One controversy that Trump had been critical of the F-35’s costs during his successful presidential campaign.
Last week, after Trump tweeted about the rising costs of the planned replacement for the VC-25, CNN reported that the CEO of Boeing contacted Trump to assure the president-elect that he would work to keep costs down.
The program — which has been so delayed that the Marines had to pull legacy F/A-18 Hornets out of the “boneyard” at Davis Monthan Air Force Base to have enough planes to do its mission — has seen costs climb to roughly $100 million per aircraft. The plane is slated to replace F-16 Fighting Falcons, legacy F/A-18 Hornets, A-10 Thunderbolts, and the AV-8B Harriers in U.S. military service.
The state of the Marine Corps F/A-18 inventory may preclude a complete cancellation of the F-35 buy, however. Since Oct. 1, four Marine F/A-18 Hornets have crashed. In the most recent crash, the pilot was killed despite ejecting from his plane.
Trump’s tweet comes as news emerged of the Pentagon concealing a report of $125 billion in “administrative waste” over the last five years.