Super Bowl commercials that honor military veterans aren’t new, and odds are they’re not going anywhere because dammit they’re effective.
The 2017 Hyundai Super Bowl commercial is no exception. Troops stationed in Poland were treated to a surprise when Hyundai gave them a special Super Bowl screening experience. What they didn’t know was that a few of their family members were also getting a treat.
While the service members watched the game in fully immersive, 360-degree live streaming pods, their families joined them via a Super Bowl LI box suite, complete with huggable high-tech teddy bears (wearing the uniform of the day) and cameras that allowed the family members to livestream with their heroes.
Hyundai teamed up with director Peter Berg (Deepwater Horizon, Lone Survivor) to shoot, edit, and broadcast the event.
“I’m honored to have worked on this project with the troops and [Hyundai] for the Super Bowl. Thank you for your service, and thank you for letting me be part of this,” Berg said.
Let’s face it. The world likes — and America loves — zombie movies.
The idea of having to fight across the countryside and through clustered cities, cutting down hordes of the undead with a shotgun is enticing.
That’s why zombie movies and video games do so well. The “Resident Evil” franchise released its sixth film 20 years after its first video game hit the market. That’s a two-decade run for, “Zombies, but like, monsters, too.”
But, sorry, Milla Jovovich fans. There is no way that a zombie outbreak is taking over the U.S. or any allied country while the American military is around. Here’s how the U.S. would respond to a zombie outbreak, shutting it down quickly.
First, let’s assume that an entire country was ravaged before America geared up, just for funsies. (But, really, military human intelligence collectors and signal intelligence should have given us the heads up before a single town was wiped out). And let’s assume it’s a country that emphatically said the U.S. military wasn’t welcome, and that’s why the outbreak went on as long as it did.
And, Russia has good topography for containing zombies. Because of the mountain ranges (in black, below) and the Arctic Circle (in red), there are only a few places where zombies could conceivably break out of Russia to threaten the rest of the world in large numbers.
So, small contingents of the Navy can patrol the Arctic and a few dozen companies of POGs can guard the mountain ranges, picking off the few zombies lucky enough to make it through the mountain passes.
But the western and southern breakout zones could be huge problems for American allies and the world as a whole.
The southern breakout zones would give the zombies access to Kazahkstan and maybe Mongolia. The western gives a large front that hits Ukraine, Estonia, Latvia, and Finland. It also hits Belarus, but they hate America nearly as much as Russia does, so screw ’em.
So what could 632,000 ground combatants supported by the largest navy and the most advanced air force in the world possibly do against 130 million zombies?
Lol. They would kill an average of 205.7 zombies each, and it would be awesome.
The Navy would park multiple carriers in the Baltics and Barents seas. From there, they could fly strike aircraft and sensor platforms to find and target large clusters of zombies.
The Air Force would bring its own strike and ground attack planes as far east in Europe as they could hold the line. From there, A-10s and AC-130s would rain hot lead in support of ground pounders while B and F-series planes blanket the countryside with bombs.
Finally. Guilt-free carpet bombing is back.
And sure, none of these are the headshots needed to permanently put down a zombie. But a few hundred pounds of explosives will mess up a zombie’s legs pretty badly, as will 30 mike-mike through the chest. Pretty sure that will make the infantry and other ground maneuver forces’ jobs a little easier.
Speaking of which, the Marine Corps and Army are going to love the most entertaining range they’ve ever held. Think about it. What sucks most about range days? First, being put on target detail. And, second, having to shut down the range every time a turtle wanders by.
Guess what? No one is going to order a range halt because of a turtle when a bio menace is marching towards Paris. And there’s no need for a target detail when the targets can be lured with the sound of gunfire.
So, the Marines and soldiers basically get to call shots to each other as they gun down crippled zombies over a couple of thousand miles of the Russian border. If the engineers can wait to shoot zombies long enough to dig a couple of trenches and raise concertina obstacles, it’ll delay the already wounded zombies even further.
And don’t think the artillery and mortarmen are going to let a chance to practice against undead targets pass them by.
The biggest challenge is going to be making sure that all those cavalry, infantry, etc. have enough ammo. But remember, American logistics troops train to maintain operations in a contested environment. This time, they would have completely safe roads, railways, and rivers to use without fear of significant enemy resistance.
Hell, the operation could probably be catered.
So soldiers and Marines could simply mow down the oncoming hordes, talking the machine guns and interchanging barrels to prevent a meltdown. No Milla Jovovich needed (though she would probably be welcome on a USO tour or something).
Of course, the Navy SEALs can be used to clean out river deltas where zombies were washed downstream attempting a crossing, and the Green Berets can jump into zombie-held territory to try and train up survivors for resistance operations if they like.
But zombie operations are basically just the world’s easiest siege. None of the enemies can tunnel, or use weapons, or conduct coordinated military operations. Easy, peasy.
Flight deck operations on an aircraft carrier have often been compared to a ballet. Sailors at work on a flight deck wear an assortment of colored jerseys to specify their job. The yellow shirt is one of the most coveted.
The aviation boatswain’s mates who work on the flight deck of the aircraft carrier USS Nimitz are directly responsible for the handling and maneuvering of aircraft as well as the safety of all personnel during flight operations. Any mistake or lack of better judgment can cause damage to equipment or injury to personnel on the flight deck.
“At first being a yellow shirt was scary, but now that I have some confidence, I would say there is a sense of pride,” said Petty Officer 3rd Class Melanie Cluck, an aviation boatswain’s mate. “On the flight deck, we are not only responsible for directing aircraft, but also for directing people. Normally, anyone who needs guidance on the flight deck looks for a yellow shirt. Safety of all the personnel on deck is a big part of our job as well. So we don’t only need to know our job, but everyone else’s as well.”
Before donning the sought-after yellow jersey, aviation boatswain’s mates wear blue jerseys to indicate that they are in a more junior status. These sailors are normally newer airmen who have yet to acquire all of the necessary qualifications. Their main responsibilities during flight operations include chocking and chaining, running elevators, and tractor operation.
“Being a blue shirt is hard work, but it makes you tough,” said Seaman Michael Lothrop. “It’s hot up there right now, and we work long days, but you have to be on alert at all times and ready to get the job done whenever you are needed.”
Blue shirts are normally covered in grease and always carrying something heavy, whether it be a chain, tractor bar, or chock. They play a big part in the maneuvering of aircraft on the flight deck because they do most of the hands-on work. During their time wearing blue, they learn the ins and outs of properly directing aircraft, which helps build the foundation of a high-performance yellow shirt.
The job requires attention to detail and an extreme amount of knowledge to be performed well. The training and the number of hours a sailor needs to put in to become a yellow shirt is impressive.
“There are two main qualifications you get as a blue shirt, but from there, it’s all about if your chain of command sees you have the initiative to take on being a yellow shirt,” Cluck said.
Earning the Yellow Shirt
Sailors must qualify as flight deck observers and learn directing and handling in addition to the qualifications all sailors are required to attain when they report to Nimitz. The requirements take roughly 12 weeks to complete. Sailors then take a written and oral test administered by the flight deck leading petty officer, assistant LPO, and any other yellow-shirt-qualified chief petty officers or first class petty officers who decide to attend.
Once sailors earn the right to wear the yellow jersey on the flight deck, they enter an apprenticeship period called “under inspection.” This means they need an experienced yellow shirt to help them along the way toward becoming an expert at their new job on the flight deck.
UI yellow shirts are always accompanied by a seasoned mentor who is observing every signal and decision they make.
“It’s a case-by-case basis on how long the UI process takes,” Cluck said. “The process is just there to make sure you fully understand what you are doing on the flight deck. It’s extensive work to say the least, but it helps you build character. The goal of the process is just to build you up to be the great yellow shirt you are supposed to be.”
Yellow shirts have to communicate through hand signals with pilots and other personnel working on the flight deck to safely move aircraft onto the catapults and off of the landing area.
“You have to be able to really get control of your aircraft and understand the pilot,” Cluck said. “It’s a gut feeling that you develop during your training. If you feel you need to slow the aircraft down, you can, and you start to learn when exactly to turn it. We have hundreds of hand signals we can use to take control of the aircraft on deck. The people in the pilot seats are officers, so you have to be professional, and every motion you make has to be crisp and precise to prevent accidents.”
The working environment of a yellow shirt is unlike anywhere else on the ship. The yellow shirt locker, or crew area, is on Nimitz’ flight deck. The tight-knit group of men and women spends their time out of the scorching heat joking, laughing, and preparing to launch multi-million dollar aircraft into the sky. It is here where the instructors of the world’s most dangerous ballet reside. It is here where the yellow shirts dwell, mentally preparing themselves to launch aircraft as their ship sits at the tip of the spear.
This Independence Day weekend, Austin Dillon will race in the inaugural NASCAR Cup Series race at the Road America. Riding along with him will be over 1900 veterans and active duty military service members.
For the seventh year in a row, Dow has renewed its commitment with Richard Childress Racing to honor veterans. It has grown from featuring 250 names to 1903. On June 29, 2021 the company unveiled the Dow Salutes Veterans Chevrolet, which features a patriotic red, white and blue paint scheme and vibrant American flags.
Richard Childress Racing President and U.S. Navy Veteran Torrey Galida spoke to WATM about the car and the significance for both him and the organization.
“It’s really important to recognize the leadership skills, knowledge and discipline that veterans can bring to both Dow and RCR, as well as to honor their service to our country,” he said. “Featuring the names of employee veterans and active-duty military is one small component of Dow’s everyday commitment to their diverse workforce and Richard Childress Racing is proud to play a role in recognizing that commitment.”
For this year’s car, the focus point for the company was to highlight the Military Degree Equivalency program which provides an opportunity for individuals with extensive military background, according to its website.
“The MDE program can open up tremendous pathways for talented military veterans. Everyone at Richard Childress Racing is proud to have the opportunity to use the popularity of NASCAR to highlight this initiative,” Galida explained.
The 2021 design includes a special feature recognizing Dow’s VETNET as well as another familiar organization, Team Rubicon. Of the over 1900 heroes’ names on the race car, 200 of them are “greyshirts” – veteran volunteers dedicated to serving those in need, all across the globe.
With his background in the Navy, this commitment is deeply personal for Galida.
“For me, it is gratifying to see how much it means for a vet, active-duty military member, or their family to see the names on the Dow Salutes Veterans Chevrolet. After the unveil, an RCR employee told me his aunt and uncle were there to take a picture of the car for the employee’s grandfather who was in the hospital,” he shared. “They wanted to make sure he got to see his name on the car. It’s also great to be able to honor the work that Team Rubicon does.”
In a statement on the RCR’s website, Art delaCruz, CEO of Team Rubicon, discussed the partnership. “Team Rubicon is thrilled that our veteran volunteers get to ride with Richard Childress Racing and Austin Dillon this July 4th,” he said. “In 2010, our Co-Founder – Jake Wood – saw an unparalleled skill set unique to our nation’s veterans and we’re proud to partner with Dow in its commitment to recognize and elevate this incredible group of men and women.”
It’s a project employees at Dow are excited and proud of, Galida shared. “The Dow Salutes Veterans program has become a staple of RCR’s relationship with Dow and is really a result of Dow and RCR’s mutual commitment to our military,” he explained. “NASCAR is one of the most patriotic sports and using this platform to showcase Dow’s commitment to veterans has resonated.”
As Americans across the country go into Independence Day weekend, they can tune in to watch Austin Dillon race the No. 3 Dow Salutes Veterans Chevrolet in the Jockey Made in America 250 live on NBC on Sunday, July 4, 2021 at 2:30 p.m. ET.
One of the first women to lead a military op might not meet your stereotype. Instead, envision the Civil War, and a woman who has been working as a spy for the Union Army. She has been gathering valuable information to help the Union turn the tide in the war. She has come to be relied on by generals for the information that she supplies. And with that, she is given the opportunity to lead a military operation called the Combahee Ferry Raid.
Do you have the woman pictured in your mind?
Her name is Harriet Tubman and you might have learned her story as one of the leaders of the Underground Railroad. Even referred to as the “Moses of her people,” but being a “conductor” on the Underground Railroad is just part of her story.
Harriet was born into slavery between 1820 and 1825. In 1844, even though it wasn’t allowed, she married a free, Black man named John Tubman. She was ready to escape slavery in 1849, but her husband did not want to leave Maryland. She left anyway and eventually he remarried in 1851. It was after she was freed from slavery that she began to go back countless times to help other slaves find their way to freedom on the Underground Railroad. She is remembered in history for never being caught or losing a passenger on the road to freedom.
But this is only the beginning of her story.
Because of her extensive knowledge of the South due to the Underground Railroad, Tubman became a key informant for the North (Union Army). She knew the towns and transportation routes of the South and long before GPS or reliable maps, this made her insight an invaluable tool. Not only would she dress up as an aging woman and wander Confederate streets and talk to enslaved people and gather information such as troop movement/placement and supply lines, but her work made her a respected guerrilla operative. So much so that in 1963 she began to plan a military operation under the command of Colonel James Montgomery.
The Union officers knew that the people of the South didn’t trust them, but did trust Harriet. Her demeanor and way with people were just part of the asset she provided to the military. Although she was illiterate, she was able to capture intelligence with her memory. To make the Combahee Ferry Raid a success, they traveled upriver in three boats: the John Adams, Sentinel and Harriet A Weed. They relied on Harriet’s memory where the slaves were at strategic points to collect the fleeing slaves while also using those points as places; they could destroy Confederate property. She also helped them navigate around known torpedoes.
At approximately 2:30 AM on June 2, they were down to two ships as the Sentinel had run aground early on in the mission. The two remaining ships split up to conduct different raids. Harriet Tubman led 150 men on the John Adams toward the fugitives. Once the signal was given, there was chaos. Slaves running everywhere. Angry slave owners and rebels tried to chase down the slaves, even firing their guns on them. As the escaped slaves ran to the shore, black troops waited in rowboats to transfer them to the ships. In the chaos, Tubman broke out into popular songs from the abolitionist movement to help calm everyone down. That night, more than 700 slaves escaped. The troops also disembarked near Field’s Point, torching plantations, fields, mills, warehouses, and mansions. Overall, it was a huge success and caused a humiliating defeat for the Confederacy.
The first story written by a Wisconsin State Journal noted Harriet as the “She Moses,” but didn’t actually include her name. A month later Franklin Sanborn, the editor of Boston’s Commonwealth newspaper picked up the story and named Harriet Tubman, a friend of his, as the heroine.
Even with the mission’s success, Harriet was not paid for her contribution. She petitioned the government many times and was denied because she was a woman.
After the war, she dedicated her life to helping impoverished former slaves and the elderly. She also continued to petition for recognition from the military with a military pension. She also remarried a Black Union soldier, Nelson Davis. And eventually, Tubman received military compensation after his death. Although she often found herself in financial constraints, she was always giving her time and money.
If you would like to learn more about Harriet Tubman you can check out these resources and books:
The military has very talented photographers in its ranks, and they constantly attempt to capture what life as a service member is like during training and at war. This is the best of what they shot this week:
The guided-missile destroyer USS Carney departs Mayport for its new homeport of Rota, Spain, Sept. 6.
An F-22 Raptor pilot from the 95th Fighter Squadron based at Tyndall Air Force Base, Fla., gets situated in his aircraft prior to taking off from Ämari Air Base, Estonia, Sept. 4, 2015.
Airman 1st Class Stefan Alvarez, a 3rd Combat Camera Squadron photojournalist, loads 5.56 mm ammunition into an M4 magazine in preparation for the next drill during Advanced Weapons and Tactics Training Sept. 4, 2015, in Converse, Texas.
A Critical Skills Operator with U.S. Marine Corps Forces Special Operations Command uses a torch to cut through a metal door to gain entry on a building during Marine Special Operation School’s Master Breacher’s Course at Stone Bay aboard Marine Corps Base Camp Lejeune, North Carolina, Aug. 5, 2015.
1st Lt. Keith G. Lowell administers OC spray during the OC Spray Performance Evaluation Course on Camp Hansen, Okinawa, Japan, Aug. 27, 2015. This course is part of the Non-Lethal Weapons Instructor Course, which is only offered once a year to all service members on Okinawa.
U.S. Coast Guard Sector San Diego ASTs run pilots and aviation crews through Shallow Water Egress Training at Naval Base Point Loma. The training is conducted in a controlled environment to prepare flight crews on how to safely exit an overturned helicopter in the water.
Firing machine guns at Taliban fighters, reinforcing attacking ground troops, and scouting through mountainous terrain to find enemy locations are all things US-trained Afghan Air Force pilots are now doing with US Army UH-60 Black Hawk helicopters.
The ongoing US effort to provide anti-Taliban Afghan fighters with Black Hawks has recently been accelerated to add more aircraft on a faster timeframe, as part of a broad strategic aim to better enable Afghan forces to attack.
The first refurbished A-model Black Hawks, among the oldest in the US inventory, arrived in Kandahar in September of last year, as an initial step toward the ultimate goal of providing 159 of the helicopters to the Afghans, industry officials say.
While less equipped than the US Army’s most modern M-model Black Hawks, the older, analog A-models are currently being recapitalized and prepared for hand over to the Afghans.
Many of the Afghan pilots, now being trained by a globally-focused, US-based aerospace firm called MAG, have been flying Russian-built Mi-17s. Now, MAG is helping some Afghan pilots transition to Black Hawks as well as training new pilots for the Afghan Air Force.
“We are working on a lot of mission types. We’re helping pilots learn to fly individually, conduct air assaults and fly in conjunction with several other aircraft,” Brian Tachias, Senior Vice President for MAG, Huntsville Business Unit, told Warrior Maven in an interview.
An Army UH-60 Black Hawk helicopter transports soldiers from Bagram Airfield over Ghazni, Afghanistan, on July 26, 2004.
(US Army photo by Staff Sgt. Vernell Hall)
The current MAG deal falls under the US Army Security Assistance Training Management Organization. Tachias said, “a team of roughly 20 MAG trainers has already flown over 500 hours with Afghan trainees.” MAG trainers, on-the-ground in Kandahar, graduated a class of Afghan trainees this month. According to current plans, Black Hawks will have replaced all Mi-17s by 2022.
Tachias added that teaching Afghan pilots to fly with night vision goggles has been a key area of emphasis in the training to prepare them for combat scenarios where visibility is more challenging. By next year, MAG intends to use UH-60 simulators to support the training.
While not armed with heavy weapons or equipped with advanced sensors, the refurbished A-model Black Hawks are outfitted with new engines and crew-served weapons. The idea is to give Afghan forces combat maneuverability, air superiority and a crucial ability to reinforce offensive operations in mountainous terrain, at high altitudes.
An Afghan Air Force pilot receives a certificate during a UH-60 Black Hawk Aircraft Qualification Training graduation ceremony at Kandahar Airfield, Afghanistan, Nov. 20, 2017. The pilot is one of six to be the first AAF Black Hawk pilots. The first AAF Black Hawk pilots are experienced aviators coming from a Mi-17 background.
(U.S. Air Force photo by Tech. Sgt. Veronica Pierce)
The MAG training effort is consistent with a broader Army strategy to arm, train, and equip Afghan forces such that they can continue to take over combat missions. In recent years, the US Army has placed a premium on operating in a supportive role wherein they train, assist and support Afghan fighters who themselves engage in combat, conduct patrols and do the majority of the fighting.
Standing up an Afghan Air Force has been a longstanding, stated Army goal for a variety of key reasons, one of which simply being that the existence of a capable Afghan air threat can not only advance war aims and enable the US to pull back some of its assets from engaging in direct combat.
While acknowledging the complexities and challenges on continued war in Afghanistan, US Centcom Commander Gen. Joseph Votel voiced this sensibility earlier this summer, stating that Afghan forces are increasingly launching offensive attacks against the Taliban.
“They are fighting and they are taking casualties, but they are also very offensive-minded, inflicting losses on the Taliban and [ISIS-Khorasan] daily, while expanding their capabilities and proficiency every day,” Votel said, according to an Army report from earlier this summer.
This article originally appeared on Warrior Maven. Follow @warriormaven1 on Twitter.
Navy announced Feb. 21, 2018 that Sailors serving on sea duty in Japan, Guam, and Spain now have an increased set of incentives available to them, in NAVADMIN 042/18.
According to the NAVADMIN, Sailors who voluntarily extend their sea duty at the listed locations to a minimum of 48 months, will have any remaining sea time left on their prescribed sea tour waived and be allowed to rotate to shore duty for their next assigned tour. Those who extend their tours by 12 months or more will be given preferential consideration for announced billets in Career Management System/Interactive Detailing (CMS/ID).
Eligible Sailors who extend their sea tours for at least 12 months still have the option of Sea Duty Incentive Pay. The Overseas Tour Extension Incentive Program also remains an option for eligible Sailors.
Additionally, with the release of this NAVADMIN, first-term Sailors in grades E-3 and below are now authorized accompanied orders to overseas locations where dependents are authorized.
“Our goal is to reward those Sailors who volunteer to extend to meet the demands from the fleet,” said Rear Adm. John Meier, director, Career Management Department, Navy Personnel Command (NPC). “In addition to the incentives already in place, which remain options for Sailors who meet extension criteria, these additional incentives should make it easier for Sailors who make the decision to extend.”
Sailors interested in taking advantage of these incentives must request an extension by submitting an Enlisted Personnel Action Request (NAVPERS 1070/7 Rev. 1/03) 18-14 months prior to their Projected Rotation Date. For assistance, Sailors should contact their command career counselor.
For more information, read NAVADMIN 042/18 at www.npc.navy.mil, or contact the NPC Customer Service Center at 1-866-U-ASK-NPC (827-5672) or via email at email@example.com.
The beginning of the jet age toward the end of WWII was a huge change in military aviation. Fast and powerful jet fighters could now climb to the high altitudes that heavy bombers like the Boeing B-29 Superfortress were thought to be safe at. Although the bombers could still fight back with their own guns, bombing raids in the next war would become even more dangerous.
During the Korean War, the B-29 was initially employed in much the same way as it was during WWII. Large formations flew at high altitude on strategic daytime bombing runs. However, the B-29 quickly bombed itself out of a job as North Korea’s few strategic targets and industries were destroyed in a short amount of time. Moreover, the Soviet MiG-15 jet fighter posed a serious threat to the bomber formations. After the loss of 28 aircraft, B-29s were restricted to nighttime raids; primarily supply-interdiction missions.
The B-29 flew the duration of the Korean War, from 1950-1953. During that time, B-29s flew a total of 20,000 sorties and dropped 180,000 tons of bombs. Although 57 Superfortresses were lost to enemy action, B-29 gunners are credited with 27 enemy kills. The most notable of these was the B-29 named Command Decision, with a record five MiG-15 kills; the world’s only bomber “jet ace.”
To become an ace, a pilot must score five aerial kills. Although bomber crews are not officially recognized as aces for their aerial kills, unofficial counts are recorded by the individual crews. However, the Air Force does officially recognize Command Decision‘s historic five jet kills. During the Korean War, Command Decision flew with the 28th Bomb Squadron, 19th Bomb Group. In addition to their five jet kills, the crew flew a total of 121 combat missions and dropped 2,500,000 millions pounds of bombs.
According to the Air Force, the aircraft was named after a popular 1948 film about the difficult decisions and heavy casualties faced by bomber crews over Europe during WWII. Today, Command Decision and her crew are honored with a walk-through fuselage display in the Korean War Gallery at the National Museum of the United States Air Force. Although the fuselage is not the original Command Decision, it is painted to represent the famous aircraft. The exhibit does feature equipment from the original aircraft including its compass, altimeter, and sighting station.
If you’re someone who is worried about seeing great Star Wars movies after 2019, stop worrying. The dude who made all the awesome Marvel movies sing is suddenly crossing over to the Force. As of now, it’s official, Marvel Studios president Kevin Feige will collaborate with Lucasfilm president Kathleen Kennedy on at least one new Star Wars movie.
According to The Hollywood Reporter, a collaboration between Feige and Kennedy was written in the stars: “It made sense for these two extraordinary producers to work on a ‘Star Wars’ film together,” said a Disney studios rep. Right now, Kevin Feige is not taking over for Kennedy at all, but some people think this is a first step toward the Marvel boss becoming the Star Wars boss. Which, if you think Star Wars is kind of stalling lately, this might be great news.
Since 2015, the Star Wars comeback has been mixed. Everyone seemingly loved The Force Awakens and Rogue One, but these days, you gotta be careful if you randomly want to chat about The Last Jedi or Solo over casual beers. As far as universal love, even if you’re barely interested in this stuff, Marvel movies are generally more consistent than Star Wars movies at this point. So, if you grant the premise that Star Wars needs help, Feige seems like the kind of guy who would be perfect for the job. Back in 2018, Kevin Feige even appeared on the official Star Wars Show on YouTube and professed his love for all the old Star Wars books you loved in the ’90s.
Feige talking about Star Wars in 2018.
Relevantly, Feige is not the first big Marvel honcho to crossover to Star Wars. The new Disney+ TV series, The Mandalorian, is set after the events of Return of the Jedi and is being helmed by Jon Favreau, the guy who directed the first Iron Man in 2008.
Because Star Wars and Marvel are both controlled by Disney, some might think the Kevin Feige thing is the sign of an Avengers/Skywalkers crossover, but Lucasfilm will probably never let that happen. And yet, if you’re holding out hope that a new Star Wars movie will be just as a good — or at least as entertaining — as Avengers: Endgame — it looks like that wish will be granted very soon.
As of this writing, there’s no word yet when the Kevin Feige-produced Star Wars project will drop.
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.
It must be so tempting, staring down an awesome piece of military hardware… just sitting there, waiting for someone to take it for a spin. The maintainers know everything about their plane, tank, or other vehicles, right down to the last detail.
Imagine anyone’s surprise when one of these vehicles just up and leaves when its not supposed to. Sounds unlikely, but it’s happened a lot more than one might think.
1. Sergeant Paul Meyer gets sick of his wife, steals a C-130
On May 23, 1969, Meyer, a U.S. Air Force crew chief stationed at RAF Mildenhall, England, took off in a C-130E, and very quickly crashed into the English Channel. His body was not found, but he was assumed to have died on impact.
The USAF investigation showed Sgt. Meyer was “under a considerable amount of stress” in the days leading up to the theft. He was married just eight weeks before his deployment to England and his wife constantly badgered him to come home – because she was being sued by her ex-husband.
On top of his marriage difficulties, he failed to pass for promotion despite allegedly being better qualified than his peers who did get promoted. Meyer was grounded and restricted to barracks for being arrested in an alcohol-related incident.
The same night he was arrested, he called the fuels unit on the base to fuel up his C-130. He then took an officer’s flight clothes and GOV, then drove to the flightline.
He did not crash on takeoff. He climbed, turned north, and made his way over the Channel. He called his wife over the radio until he lost control and crashed.
2. An Army PFC takes a Huey to the White House
Army Pfc. Robert K. Preston washed out of Army flight school in 1973. The 20-year-old was apparently determined to get under the rotors of an Army aircraft – by any means necessary. On Feb. 17, 1974, Preston stole a Bell UH-1 Huey Helicopter from Fort Meade, Maryland, and flew it down the Baltimore-Washington Parkway, stopping at a trailer park along the way.
Preston, who held a civilian pilot’s license for fixed wing aircraft, completed 24 weeks of Army aviation training before washing out for “deficiency in the instrument phase.” Yet, Maryland State Police pilots who chased Preston called him “one hell of a pilot.”
The helicopter buzzed the Washington Monument and the White House itself before touching down amid a hail of Secret Service buckshot. Preston was injured in the gunfire, sentenced to one year in prison, and fined $2,400.
3. A USAF Mechanic steals an F-86 Sabre, regrets nothing
When the F-86 Sabre appeared in the Air Force fleet in the 1950s, pilots needed a year of training to fly it. Airman 1st Class George Johnson, however, took the initiative. On Sept. 20, 1956, he hopped in the cockpit of a Sabre and went for a ride.
Johnson was a mechanic with dreams of flying. Unfortunately, a burned retina from staring at an eclipse meant a plane like the F-86 was forever out of reach. As part of a routine functional check one day, he asked the tower to clear the runway for a high-speed taxi test, which was actually a thing.
Except when it reached the right speed, Johnson took off with the plane – literally. But he had no way down. No chute. No experience. The officers of the day had to talk Johnson down. Johnson was court-martialed and fined almost $200, sentenced to six months confinement and loss of rank to Airman Basic.
4. A Marine becomes a mechanic – then steals an A-4M Skyhawk
Lance Cpl. Howard Foote couldn’t become a Marine Corps pilot because he got the bends during a glider test. He had to settle for becoming a mechanic.
But the dream of flying a USMC fighter never left him. One day in 198 he gassed up a Skyhawk and took it for a joyride.
Foote landed his plane much easier than anyone else – he was an accomplished pilot already. But he still served time in the brig for his chicanery.
BONUS: U.S. Army soldier steals a tank, goes on a rampage
In 1990, a California veteran named Shawn Nelson lost a medical malpractice suit to a local hospital, who counter-sued for thousands. His wife filed for divorce in 1991. Both parents died of cancer in 1992. His brother became hooked on meth.
By 1995, his business went defunct and he lost everything and was facing homelessness. In April of that year, his live-in girlfriend died of a drug overdose.
On May 17, 1995, Nelson calmly drove to a California National Guard armory in San Diego and forced his way into a 57-ton M60A3 Patton tank. Though unarmed, Nelson still drove the tank off the base.
For 23 minutes, he led police on a slow-speed chase through local residential neighborhoods as he rampaged over utility poles, hydrants, and at least 25 cars. Eventually, the tank got caught on the median of State Route 163, where police ordered Nelson to leave the vehicle. When he instead tried to free the tank, the police shot him. Nelson died from his wounds, the only fatality.
The alleged mastermind of Friday night’s terrorist attacks in Paris gave an interview to ISIS’ English-language magazine earlier this year in which he bragged about how he had evaded authorities after his photo was circulated in connection to a plot in Belgium.
Authorities on Monday identified the ringleader of the attacks that killed 129 people and injured hundreds more as “Belgium’s most notorious jihadi,” Abdelhamid Abaaoud.
Abaaoud has reportedly escaped to Syria and is believed to be behind several planned attacks in Europe, according to Reuters.
In his interview with Dabiq magazine, a slick ISIS propaganda publication, Abaaoud talked about how he went to Belgium to mount attacks against Westerners.
“We spent months trying to find a way into Europe, and by Allah’s strength, we succeeded in finally making our way to Belgium,” he said. “We were then able to obtain weapons and set up a safe house while we planned to carry out operations against the crusaders.”
Their plot was thwarted — the police raided a Belgian terrorist cell in January and killed two of Abaaoud’s suspected accomplices, according to The Associated Press. The group had reportedly planned to kill police officers in Belgium.
Abaaoud said the police released his photo after the raid, and he was nearly recognized by an officer who had reportedly stopped him.
“I was even stopped by an officer who contemplated me so as to compare me to the picture, but he let me go, as he did not see the resemblance!” Abaaoud said. “This was nothing but a gift from Allah.”
He then boasted about how he had been known to Western intelligence agents, who he said arrested people all over Europe in an effort to get to him.
“The intelligence knew me from before as I had been previously imprisoned by them,” he said.
“So they gathered intelligence agents from all over the world — from Europe and America — in order to detain me,” he added. “They arrested Muslims in Greece, Spain, France, and Belgium in order to apprehend me. Subhānallāh, all those arrested were not even connected to our plans!”
This appears to have some basis in truth. The BBC reported in January that authorities seeking Abaaoud had detained people in Greece.
Abaaoud also taunted intelligence agencies who failed to capture him.
He said he escaped to Syria “despite being chased after by so many intelligence agencies.”
“All this proves that a Muslim should not fear the bloated image of the crusader intelligence,” he added. “My name and picture were all over the news yet I was able to stay in their homeland, plan operations against them, and leave safely when doing so became necessary.”