World War II finally ended on Sep. 2, 1945 when the U.S. accepted the unconditional surrender of Japan. The debates around the use of the Atom bomb against Hiroshima and Nagasaki as a means to end the war quickly continue at institutions of higher learning to this day, but most military scholars allow that an invasion of Japan would have cost both sides hundreds of thousands or even millions of lives.
Japan still had nearly seven million men under arms at the time of surrender and had a number of secret weapons at their disposal. While the Allies had learned of a few, like the Kaiten suicide torpedo, weapons like the I-400 submersible aircraft carriers weren’t discovered until after the war was over.
Here are 7 weapons that would have greeted Allied troops on the beaches:
Another suicide weapon, the Ohka was basically a missile piloted by a human. Again, while bombers had trouble getting them into positions offensively, they would likely have proven more successful against an invasion fleet approaching the main islands.
They launched three kamikaze bombers each, but their main strength was in approaching stealthily and attacking while the enemy were off guard. A U.S. fleet approaching the Japanese home islands would have been on high alert.
4. Suicide divers
Late in the war, Japan developed a plan for divers to hide in the surf for up to 6 hours. They carried 16-foot bamboo poles with 33 pounds of explosives that they would thrust up at approaching landing craft and Navy ships.
5. Rocket-powered interceptors
Japan was developing and manufacturing a number of rocket-powered aircraft to intercept American bombers at the end of the war, all based on the German Komet.
A few airframes were tested and Japan had a plan to build thousands but surrendered before any Japanese rocket-powered aircraft, besides the Ohka, saw combat.
Japan had an advanced biological weapons program in World War II that cultivated diseases from the plague to anthrax. They successfully deployed the weapons against Chinese towns in tests.
Yelp is a great resource for finding a great restaurant or tourist destination, but it also features reviews from the military community of bases — and some of them are pretty hilarious.
Not every base is on Yelp and not every review is funny, but we looked at some that were and rounded up the ones that made us smile. Here they are (lightly edited for clarity):
Edwards Air Force Base, Edwards, Calif.
“Do you like dirt? If so, then this is the place for you! Have trouble finding your house already? Well make 20x harder because everything looks exactly alike! Enjoy loud noises and constant rumbling? Then Edwards is the place for you!” —Blake H.
Fort Hood, Killeen, Texas
“Fort Hood is a weird parallel universe where discipline, fitness, esprit de corps and pride of service do not exist. All of the worst things associated with ‘big army’ are in full force here. Be prepared to do some epically stupid things here ‘because that’s the way it’s always been done here’ hurr durr derp derp.
If your idea of military service is living in the world’s largest halfway house for violent offenders that happen to wear the same clothes, come on down. Come to the ‘great place’. Derp derp.” —Peter B.
Marine Corps Base Camp Pendleton, Oceanside, Calif.
“Welcome to the early 1960s mindset. The landscape resembles California from 100-200 years ago. Pendleton refuses to fully staff the entrance gates. Officers don’t work but just watch as traffic backs up hundreds of feet. Bored kid traffic cops cruise up and down Vandergrift stopping people on bogus invented charges. They don’t like the way your car looks, they stop you. Traffic laws are different than in the civilian United States. The list of illogical and arbitrary rules is endless.
It’s a small town and high school mentality. They escape to Oceanside where they can be free of their leaders and drink to forget. And look at women. The height of culture at Pendleton is Mcdonalds. Stores are staffed by rude incompetent workers. Both civilians and military gets treated like garbage.” —Buster H.
Fort Irwin National Training Center, Fort Irwin, Calif.
“When a Soldier joins the Army, he is given a canteen of Hooah. Throughout his career he splashes little bits of Hooah out, to get him through deployments and rough times. When he gets to Irwin, he dumps that canteen upside down and pours it out, and shakes out the last drops.” —Johnny S.
Minot Air Force Base, Minot, N.D.
“It’s pretty dull and as it is said, ‘Where all good leaders come to die.'” —Drew O.
Fort Bragg, Fayetteville, N.C.
“There are magical forests filled with trails into nothingness. There are inaccessible lakes that cater to no aspiring outdoorswoman/man. Everything lacks effort. The only feasible recreational area is Smith Lake…and it’s not even on Main Post.” —Christine A.
Marine Corps Air Ground Combat Center 29 Palms, Twentynine Palms, Calif.
“Have you ever heard the saying, ‘it could always be worse?’
29 Palms is the only exception.
Do you enjoy…
– waking up in a full body sweat
– being close to nothing
– an endless supply of sketchy people out and about during the night
– a brown, sandy, dusty scenery that lasts year round
If you are a military family, this place will…
– steal your souls
– destroy your family
– make your kids wish they could go back to where the came from, and eventually resent their parents
– make you resent yourself and the Marine corps for putting your family through such a horrible duty station
Today, with its prevalence in pop culture and its sequel waiting in the wings, it’s difficult to imagine that Top Gun was anything but a surefire hit. But, in the time leading up its 1986 release, Top Gun‘s production had its share of problems and setbacks. In fact, plenty of people doubted that the idea of fighter jets would even work as a movie.
1. People didn’t want to be part of Top Gun
After producer Jerry Bruckheimer saw a picture of an F-14 in a magazine, he came up with the idea of a fighter jet movie that would be like “Star Wars on earth.” After their successes with Flashdance and Beverly Hills Cop, Bruckheimer and his production partner, Don Simpson, went around pitching the idea to Hollywood studios. Though they were rejected by studio after studio, Paramount Pictures eventually picked up the movie and cautiously agreed to fund it.
The next challenge was getting actors onboard. At that time, a young Tom Cruise was known only for his role in Risky Business. Bruckheimer and Simpson were adamant that he be cast as their lead actor and sent him script after script to get him to sign on.
Cruise rejected every offer made to him, so Bruckheimer pulled out all the stops.
He called up Navy Admiral Peter Garrow and asked him to send Cruise up in a fighter jet to convince him to join the film. The Admiral arranged for Cruise to ride along in a Blue Angels A-4 Skyhawk and be put through his paces. After a wild ride (during which he reportedly threw up on everything), Cruise stumbled from the jet to the nearest payphone and called Bruckheimer to take the part. The only non-negotiable part in his contract was that he had to fly in an F-14 Tomcat.
Pete and Charlotte sing with the Bradshaws, Nick, Carole, and their son. Weird hearing their real names, isn’t it? (Credit Paramount Pictures)
With no real script and unable to send every potential actor up in a fighter jet, it was difficult for the producers to cast the rest of the movie. The part of Charlie was originally pitched to Ally Sheedy of Brat Pack fame, but she turned it down reportedly saying, “No one would want to see Tom Cruise flying around in an airplane.” Fresh off of filming Witness, Kelly McGillis only signed on because she didn’t expect the film to be the blockbuster hit that it would become. Val Kilmer was actually forced into the role of Iceman due to a contractual obligation with the studio. The rest of the cast like Tim Robbins, Meg Ryan and Anthony Edwards were still years away from becoming household names for their roles in The Shawshank Redemption, When Harry Met Sally and ER, respectively.
2. Danger Zone was attempted by Toto and REO Speedwagon
Bruckheimer and Simpson implemented the same formula that worked for them with Flashdance and Beverly Hills Cop and put together a top-notch soundtrack for Top Gun. Soundtrack producer Giorgio Moroder originally had Toto record the song, “Danger Zone,” but Bruckheimer disliked it and the recording was scrapped. The song was then offered to REO Speedwagon who wanted to be part of the film, but insisted that the song be their own. They recorded an original song and submitted it to the producers, but it was never used.
Kenny Loggins and his collaborators were hot off of their successes with Caddyshack and Footloose and decided to write the song “Playing with the Boys” for the volleyball scene. Assuming that other bands would be vying for the opening song, they figured that this scene would have less competition. While recording “Playing with the Boys,” Loggins was asked by Moroder to give “Danger Zone” a shot. “I walked in and I sang ‘Danger Zone’ and messed with it a little bit, you know, and had a good time with it,” Loggins recalled. The rest is history. “I wasn’t supposed to be the guy to sing it. I just lucked into it.”
Moroder had more luck pitching “Take My Breath Away” to Berlin lead-singer Terry Nunn. After hearing the song and watching the love-making scene that it would be set to, Nunn was on board. Less enthused was her bandmate, John Crawford, who didn’t want to perform a song written by someone else. Their band manager, Perry Watts-Russell, also had his doubts and said that he would shave his head if the song became a number one hit. Of course, Berlin recorded the song and it did reach number one. While Watts-Russell kept his word and shaved his head, Crawford was less pleased with the song’s performance as it meant that Berlin had to play it at every live performance following Top Gun‘s release.
3. There was a constant struggle between the producers, the director, Paramount and the Navy
Director Tony Scott was unpopular in Hollywood after his box office flop The Hunger, and clashed constantly with Paramount Pictures over the creative direction of the film. In fact, Scott was fired and rehired by studio execs three times over the course of Top Gun.
While filming aboard the USSEnterprise on a foggy Sunday morning, Scott lost the ideal lighting for his shot when the carrier altered its course. He implored that the captain return to his previous course so that they could film the scene. When the captain refused, Scott asked, “What does it cost for this aircraft carrier to run per minute?” The captain gave him a figure and Scott retrieved his checkbook from his bunk and wrote the captain a check for ,000. The captain returned the ship to its previous course and Scott was able to get his shot. He later bounced the check.
The opening scene gives me goosebumps every time (Credit Paramount Pictures)
Rear Admiral (ret.) Pete “Viper” Pettigrew, whose callsign was loaned to Tom Skerrit’s character, was hired as the film’s technical advisor for a sum of ,000 and served as a liaison with the Navy. Per his contract, he had a brief cameo in the film as Charlie’s boss, the “older guy” in the bar that she sits down with after Maverick’s rendition of “You’ve Lost That Loving Feeling.” Pettigrew’s job was to keep the film grounded in reality, though his protests to the film’s eccentricities were always overridden by Bruckheimer and Simpson.
He argued against the locker room argument between Maverick and Iceman and the shower scene, saying that pilots just get changed after a hop and go to the bar. However, paying id=”listicle-2646420686″ million to have Cruise in the film, the producers insisted that Cruise show as much skin as possible to appeal to a female audience. As the script took shape, the Navy raised concerns regarding the increased focus on the relationships between the characters over the fighter jets and aerial combat. “Right now, I’m just trying to keep it from turning into a musical,” Pettigrew responded.
Though it played a major role in production, the Navy authorized only two missile shots to be filmed for the movie due to the cost of the weapon system. The shots were filmed from several angles to make the most of them. Additional missile shots were filmed using models of the planes and missiles. However, the company that produced and fired the model missiles did such a good job that the Navy launched an investigation to determine if additional missiles were fired beyond the two that were previously authorized.
One of the two authorized missile shots (Credit Paramount Pictures)
4. More trouble off-screen
Bruckheimer and Simpson worked well together because they complemented each other. While Simpson was bold and brash, Bruckheimer was calm and collected. However, Simpson’s alleged love of fast cars, women, hookers and drugs were reportedly negatively impacting his job as a producer. Having already been to rehab at least twice before, he checked himself in again midway through production. Little had changed by the time he checked out though. After renting a car, he sped down to the production office, crashed the car in the parking lot, barged into a meeting and declared, “We’re not shooting that f***ing scene!” He then proceeded to fire people and start rewrites to the script. Simpson’s self-destructive lifestyle came to a head when he overdosed in 1996.
Though Cruise and McGillis had to maintain a sexual tension and chemistry on set, McGillis had fallen for another actor during the filming of Top Gun. “We were walking across the street and she actually fell down, and I thought it was the funniest thing I’d ever seen,” Barry Tubb remembered of McGillis. “She fell down on her face in the middle of the street and she had my heart.” Tubb played a supporting role in the film as Wolfman.
Tubb and McGillis’ relationship off-screen threatened to weaken Charlie and Maverick’s relationship on-screen. To create more tension and add more lead-up to their eventual chase and kiss on W. Laurel Street, McGillis and Cruise were brought back to film one more scene months after production had wrapped.
In the elevator scene that follows the dinner at Charlie’s Oceanside house, Maverick’s hair is wet and slicked back while Charlie’s is hidden under a hat. Both actors had different hairstyles by that time which needed to be masked in order to preserve the continuity of the film. The scene succeeded though in adding more tension and lead-up to the relationship.
5. A tragedy occurred
Top Gun‘s production also saw a real-life death. While capturing footage for Maverick and Goose’s flat spin, stunt actor Art Scholl lost control of his Pitts S-2 camera plane. Filming about five miles off the coast of Carlsbad, California, Scholl radioed to his ground spotter, “I have a problem – I have a serious problem.” He was unable to recover from the spin and crashed into the ocean. The aircraft and his body were never recovered. As a tribute, Top Gun was dedicated to Scholl.
Scholl and his dog, Aileron (Credit Smithsonian Institution)
6. Bruckheimer and Scott thought the movie was a flop
Having wrapped production, an advance screening of Top Gun was scheduled for January 29, 1986, in Houston, Texas. With the rather lukewarm release of Iron Eagle two weeks before, receiving mixed reviews and grossing just million more at the box office than its budget, Top Gun‘s future as the second fighter jet movie of the year seemed unsure.
The advance screening was also clouded by the Space Shuttle Challenger disaster just the day before. “We’re in that theater, and I tell you, it was like a funeral,” Bruckheimer recalled. “I watched the movie with this audience and nobody reacted. I mean, they didn’t laugh, they didn’t applaud, it was nothing.” As a result of this screening, Bruckheimer thought that the movie would be a disaster upon its full release.
Director Tony Scott felt similarly following the Houston screening. “It was the worst experience of my life,” Scott said. “I can’t remember even hearing the audience.” Thinking he had failed directing another movie, Scott left the screening and went to a bar to get drunk.
However, contradicting the lack-luster advance screening, Top Gun was well-received by the rest of the cast and crew when it was screened for them. During that screening, Kenny Loggins was thoroughly impressed with what they had created. “I just held my wife’s hand and went ‘Holy s**t’,” he recalled.
Of course, Bruckheimer and Scott’s fears were misplaced and the film’s release in the summer of 1986 was perfect; Ronald Reagan was in the White House, the military was cool again and the country was going through a patriotic renaissance. Since its blockbuster release, Top Gun has gone on to become one of the most successful and iconic films of all time.
The chairman of the Senate Armed Services Committee sharply criticized the Navy’s failures with the new USS Gerald R. Ford aircraft carrier, saying that these missteps “ought to be criminal.”
During the confirmation hearing for Vice Adm. Michael Gilday, who is set to become the next chief of naval operations, Sen. Jim Inhofe, a Republican from Oklahoma, unleashed a string of criticisms about the first ship of the Navy’s Ford-class carriers.
“The ship was accepted by the Navy incomplete, nearly two years late, two and a half billion dollars over budget, and nine of eleven weapons still don’t work with costs continuing to grow,” the senator said.
“The Ford was awarded to a sole-source contractor,” which was asked to incorporate immature technologies “that had next to no testing, had never been integrated on a ship — a new radar, catapult, arresting gear, and the weapons elevators,” he continued, adding that the Navy entered into this contract “without understanding the technical risk, the cost, or the schedules.”
“This ought to be criminal,” he said, further criticizing what he called the Navy’s “arrogance.”
The cost of the USS Gerald R. Ford, according to the latest report to Congress, has ballooned to just over billion, well over budget, and when the ship completes post-sea trial maintenance and is returned to the fleet in October — it was initially supposed to return in July but was delayed — it still won’t be working properly.
Secretary of the Navy Richard Spencer bet his job on a promise to President Trump that the advanced weapons elevators would be ready to go by the end of the current maintenance period, but the Navy has already said that is not going to happen.
Only a handful of the advanced weapons elevators, a critical internal system required to move weapons to the flight deck, increase aircraft sortie rates and increase the overall lethality of the ship will be operational when the USS Gerald R. Ford returns to the fleet this fall.
The Navy has had to call in outside experts to try to find a solution to this particular problem.
See What Life Is Like On A US Navy Carrier | Military Insider
Gilday, who was asked to comment seeing that this issue “is going to be dumped in your lap,” as the senator explained, assured Inhofe that if he is confirmed as the Navy’s next top admiral, he will push the service to ensure that taxpayer dollars are not wasted.
“I share your concern,” he told the senator, explaining that the current status is unacceptable. “We need all 11 elevators working in order to give us the kind of redundancy and combat readiness that the American taxpayer has invested in this ship.”
“We’ve had 23 new technologies introduced on that ship,” he added. “Of those, four were immature when we commissioned Ford in 2017. We have seen progress in the launching system, the arresting gear and also with the dual-band radar. The reliability of those systems is trending in the right direction and actually where we want to be based on the last at-sea testing.”
Gilday characterized the elevators as the last remaining “hurdle” to getting the Ford out to sea.
He assured lawmakers that the Navy will take the lessons of the Ford and apply them to not only all future Ford-class carriers, but also the Columbia-class ballistic missile submarines.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
On July 7, 1919, a group of U.S. military members dedicated Zero Milestone — the point from which all road distances in the country would be measured — just south of the White House lawn in Washington, D.C. The next morning, they helped to define the future of the nation.
Instead of an exploratory rocket or deep-sea submarine, these explorers set out in 42 trucks, five passenger cars and an assortment of motorcycles, ambulances, tank trucks, mobile field kitchens, mobile repair shops and Signal Corps searchlight trucks. During the first three days of driving, they managed just over five miles per hour. This was most troubling because their goal was to explore the condition of American roads by driving across the U.S.
Participating in this exploratory party was U.S. Army Captain Dwight D. Eisenhower. Although he played a critical role in many portions of 20th-century U.S. history, his passion for roads may have carried the most significant impact on the domestic front. This trek, literally and figuratively, caught the nation and the young soldier at a crossroads.
Returning from World War I, Ike was entertaining the idea of leaving the military and accepting a civilian job. His decision to remain proved pivotal for the nation. By the end of the first half of the century, the roadscape — transformed with an interstate highway system while he was president — helped remake the nation and the lives of its occupants.
For Ike, though, roadways represented not only domestic development but also national security. By the early 1900s it become clear to many administrators that petroleum was a strategic resource to the nation’s present and future.
At the start of World War I, the world had an oil glut since there were few practical uses for it beyond kerosene for lighting. When the war was over, the developed world had little doubt that a nation’s future standing in the world was predicated on access to oil. “The Great War” introduced a 19th-century world to modern ideas and technologies, many of which required inexpensive crude.
Prime movers and national security
During and after World War I, there was a dramatic change in energy production, shifting heavily away from wood and hydropower and toward fossil fuels – coal and, ultimately, petroleum. And in comparison to coal, when utilized in vehicles and ships, petroleum brought flexibility as it could be transported with ease and used in different types of vehicles. That in itself represented a new type of weapon and a basic strategic advantage. Within a few decades of this energy transition, petroleum’s acquisition took on the spirit of an international arms race.
Even more significant, the international corporations that harvested oil throughout the world acquired a level of significance unknown to other industries, earning the encompassing name “Big Oil.” By the 1920s, Big Oil’s product – useless just decades prior – had become the lifeblood of national security to the U.S. and Great Britain. And from the start of this transition, the massive reserves held in the U.S. marked a strategic advantage with the potential to last generations.
As impressive as the U.S.’ domestic oil production was from 1900-1920, however, the real revolution occurred on the international scene, as British, Dutch and French European powers used corporations such as Shell, British Petroleum and others to begin developing oil wherever it occurred.
During this era of colonialism, each nation applied its age-old method of economic development by securing petroleum in less developed portions of the world, including Mexico, the Black Sea area and, ultimately, the Middle East. Redrawing global geography based on resource supply (such as gold, rubber and even human labor or slavery) of course, was not new; doing so specifically for sources of energy was a striking change.
When the war broke out, military strategy was organized around horses and other animals. With one horse on the field for every three men, such primitive modes dominated the fighting in this “transitional conflict.”
Throughout the war, the energy transition took place from horsepower to gas-powered trucks and tanks and, of course, to oil-burning ships and airplanes. Innovations put these new technologies into immediate action on the horrific battlefield of World War I.
It was the British, for instance, who set out to overcome the stalemate of trench warfare by devising an armored vehicle that was powered by the internal combustion engine. Under its code name “tank,” the vehicle was first used in 1916 at the Battle of the Somme. In addition, the British Expeditionary Force that went to France in 1914 was supported by a fleet of 827 motor cars and 15 motorcycles; by war’s end, the British army included 56,000 trucks, 23,000 motorcars and 34,000 motorcycles. These gas-powered vehicles offered superior flexibility on the battlefield.
Government airplane manufactured by Dayton-Wright Airplane Company in 1918.
In the air and sea, the strategic change was more obvious. By 1915, Britain had built 250 planes. In this era of the Red Baron and others, primitive airplanes often required that the pilot pack his own sidearm and use it for firing at his opponent. More often, though, the flying devices could be used for delivering explosives in episodes of tactical bombing. German pilots applied this new strategy to severe bombing of England with zeppelins and later with aircraft. Over the course of the war, the use of aircraft expanded remarkably: Britain, 55,000 planes; France, 68,0000 planes; Italy, 20,000; U.S., 15,000; and Germany, 48,000.
With these new uses, wartime petroleum supplies became a critical strategic military issue. Royal Dutch/Shell provided the war effort with much of its supply of crude. In addition, Britain expanded even more deeply in the Middle East. In particular, Britain had quickly come to depend on the Abadan refinery site in Persia, and when Turkey came into the war in 1915 as a partner with Germany, British soldiers defended it from Turkish invasion.
When the Allies expanded to include the U.S. in 1917, petroleum was a weapon on everyone’s mind. The Inter-Allied Petroleum Conference was created to pool, coordinate and control all oil supplies and tanker travel. The U.S. entry into the war made this organization necessary because it had been supplying such a large portion of the Allied effort thus far. Indeed, as the producer of nearly 70 percent of the world’s oil supply, the U.S.’ greatest weapon in the fighting of World War I may have been crude. President Woodrow Wilson appointed the nation’s first energy czar, whose responsibility was to work in close quarters with leaders of the American companies.
Infrastructure as a path to national power
When the young Eisenhower set out on his trek after the war, he deemed the party’s progress over the first two days “not too good” and as slow “as even the slowest troop train.” The roads they traveled across the U.S., Ike described as “average to nonexistent.” He continued:
“In some places, the heavy trucks broke through the surface of the road and we had to tow them out one by one, with the caterpillar tractor. Some days when we had counted on sixty or seventy or a hundred miles, we could do three or four.”
Eisenhower’s party completed its frontier trek and arrived in San Francisco, California on Sept. 6, 1919. Of course, the clearest implication that grew from Eisenhower’s trek was the need for roads. Unstated, however, was the symbolic suggestion that matters of transportation and of petroleum now demanded the involvement of the U.S. military, as it did in many industrialized nations.
The emphasis on roads and, later, particularly on Ike’s interstate system was transformative for the U.S.; however, Eisenhower was overlooking the fundamental shift in which he participated. The imperative was clear: Whether through road-building initiatives or through international diplomacy, the use of petroleum by his nation and others was now a reliance that carried with it implications for national stability and security.
Seen through this lens of history, petroleum’s road to essentialness in human life begins neither in its ability to propel the Model T nor to give form to the burping plastic Tupperware bowl. The imperative to maintain petroleum supplies begins with its necessity for each nation’s defense. Although petroleum use eventually made consumers’ lives simpler in numerous ways, its use by the military fell into a different category entirely. If the supply was insufficient, the nation’s most basic protections would be compromised.
After World War I in 1919, Eisenhower and his team thought they were determining only the need for roadways — “The old convoy,” he explained, “had started me thinking about good, two lane highways.”
At the same time, though, they were declaring a political commitment by the U.S. And thanks to its immense domestic reserves, the U.S. was late coming to this realization. Yet after the “war to end all wars,” it was a commitment already being acted upon by other nations, notably Germany and Britain, each of whom lacked essential supplies of crude.
Long before obstacle-course races became the dad fitness fad du jour, kids enjoyed crawling, jumping, and swinging from station to station in PE class. And they still do, even if not all of them want to train for a Mini Mudder. Most young kids have a good notion of what obstacle courses are (the world looks like one when you’re small enough) so getting them to race through homemade gauntlets is fairly easy and, when it comes to tiring them out, incredibly effective. It’s an activity that naturally builds on itself because kids will want to provide feedback on specific obstacles and courses can have endless permutations, at least until someone breaks something. The perfect obstacle course should be challenging, silly, and easily deconstructed or reconstructed. But, most importantly, it should be safe ⏤ so no fire pits!
Prep Time: About 30 minutes. Entertainment Time: 20 minutes to two hours. Energy Expended by Child: Mostly physical, unless you want to throw in a puzzle or two.
Things to crawl under or through. If you don’t already have a play tunnel, pull a sheet taut and have them crawl under it, army style.
Things to throw. Make a station where aim is important. Throwing is a skill very young kids can develop.
Things to balance on. An extra piece of woods in the shed can be a balance beam. So can a floorboard if everyone agrees it’s surrounded by lava.
If you’re setting an outdoor obstacle course up in the backyard, there are plenty of ready-to-buy obstacles, as well.
How to Play:
The best way to play ‘Obstacle Course’ is by building several stations, each with their own challenge. Depending on the age of the kids, they can help with this part. Here’s an example (note that writing it down can be helpful and make comprehension part of the game):
Knock down all the cans.
Jump from block to block.
Ride the tricycle across the living room while making a silly face.
Crawl through the tunnel.
Drag a heavy thing past the line.
Walk a ping pong ball with a spoon.
The individual stations can be anything and are only limited by space and imagination. You can add special challenges as kids figure out how to manage certain obstacles. It’s also important to note that stations can reoccur in each running of an obstacle course. It is, for instance, a great idea to get kids to jump multiple times between activities that require more precise muscle control. This forces kids to engage different muscles and tires them out.
It’s also important to note that obstacle course are not merely physical. They are based on rules. It’s good to establish a points system that informs timing (plus 10 seconds for falling off the balance beam) because it incentivizes kids to really do the thing while turning you into a referee and arbiter of success, which puts you in a better position to encourage certain approaches or dish out positive feedback so kids feel like they’re making progress over time. If they aren’t, it also puts you in a prime position to obscure that fact.
To that end, it’s smart to make yourself one of the obstacles. Make kids dodge balls you’re throwing, chase you down, or play the levels game. This allows for you to make the course increasingly difficult and gets you directly involved, which is likely to ramp up interests (kids are predictable like that). On that same note, it’s a good idea to try to do the course — the parts you can fit through — to set a baseline time for your kid to beat. A bit of competition, no matter how silly, provides kids with a way to compete with mom and dad and understand their abilities and bodies in relation to other people’s. This leads to an ability to do a kind of athletic self-assessment that can be helpful later in life. It also tends to lead to absolute exhaustion.
Obstacle courses are a great way for your kids to burn off excess energy. And if they ever get tired of the same old course, change the theme or turn it into a narrated adventure: Superhero tryouts, ninja training, find the hidden treasure. Younger kids will especially enjoy embarking on the course as a character on an expedition. In the end, not only is it satisfying to watch your kids challenge themselves but also to watch them enjoy something you all built … even if it was made with couch cushions.
Marine Lt. Robert Kelly, Marine Lt. Travis Manion, and Navy SEAL Brendan Looney. All three were killed in service in Iraq and Afghanistan.
The military has a very prescribed, formal process for telling Gold Star families about the loss of their service member. Two to three members of that branch of the military will receive word that they need to notify a family of a casualty. They carefully double and triple check the information. They ensure each other’s uniforms are perfect. And then they knock at the door.
Travis and Ryan Manion, brother and sister. Travis was a Marine Corps officer killed in Iraq during a firefight where he moved forward to draw enemy fire. His mother created a foundation named for him, and his sister now serves as that foundation’s president.
(Photo courtesy Travis Manion Foundation)
Three women who received those knocks are sharing their stories of sudden loss in a new book, The Knock at the Door. One lost her brother in combat, and two lost husbands. Two of their loved ones died in Afghanistan, and one in Iraq. But the stories these women tell apply far outside of the military. They hope their stories will help others grapple with grief, whether it comes from the loss of a job, a cancer diagnosis, or a knock at the door.
Ryan Manion is one of the authors and the President of the Travis Manion Foundation. The foundation is named for her brother, a Marine first lieutenant who died in Al Anbar, Iraq, in 2007 while drawing fire from wounded members of his unit.
Ryan, and indeed, all three of the book authors, experienced some break in the prescribed casualty notification processes. In Ryan’s case, she rushed home after getting a call from her family. One uniformed Marine was there with a family friend who had served in the Marines with Ryan’s father. The family friend, a retired lieutenant colonel, had helped tell the family. Ryan’s father told her.
My dad stared at me with a blank look. Then in a very measured tone, he said, “Travis was killed.”
The uniformed Marine had struggled under the strain. He was sitting in his car, cradling his head against the steering wheel. It’s the home visit no service member wants to make.
Ryan grieved as she and her family made preparations to bury Travis. She wouldn’t take off an old, red Marine Corps sweater until it was time to greet his body at Dover. Even then, she carried it with her. When they held the funeral, she connected with Travis one last time by rubbing his head.
I knew that, after the last person knelt down to say a prayer in front of Travis, the funeral director was going to close that casket forever, and that would be it. I’d never see my brother’s face again. I rubbed his head one last time and felt my heart sinking as my father gently pulled me away.
But the book isn’t about the women’s losses. Or at least, it’s not just about that. It’s mostly about how they faced living again without their loved ones. And one of the great lessons that Ryan shares comes after the deaths of her brother and mother. As she attempted to do better things in her life in their memory, she was saddened whenever she came up short.
But she learned a vital lesson in that time, “Failure is a bruise, not a tattoo.” You can heal from falling short. You don’t have to wear it forever.
Amy Looney Heffernan and Brendan Looney. Brendan was a Navy SEAL killed in a helicopter crash.
(Photo courtesy Travis Manion Foundation)
A close friend of Travis tragically died just a few years later in 2010. Brendan Looney was a Navy SEAL deployed to Afghanistan who had almost completed his tour when he was killed in a helicopter crash. The Navy couldn’t initially get a hold of his wife, Amy Looney Heffernan. A receptionist for her company sent the Navy officers to a company conference and had Amy meet them there.
And so Amy learned of her husband’s death in a hotel room. Her sister-in-law took lead on logistics, helping do everything from scheduling the big events to getting items for Amy to wear at the funeral, especially a big pair of sunglasses to hide her tears.
As Amy said the night before the funeral:
I might be crying my eyes out, but the last thing I need is people looking at me like I’m some naive, pathetic little girl. If people start fawning all over me with pity, it’s just going to piss me off. I know what I signed up for and so did Brendan. I just don’t want people to feel sorry for me, you know?
But Amy struggled in the weeks after, neglecting the dogs that she and Brendan had shared, refusing to eat, spending hours on the couch, neglecting herself. She describes a routine of “Ambien, pajamas, and a dark room,” before she forced herself to get better for herself, for Brendan, and for her poor dogs.
Amy’s recovery was challenging, but she eventually describes how she packed for a mountain excursion in Peru designed to help her and other Gold Star family members remember their loved ones while challenging themselves.
Amy and Ryan knew each other through their loved ones; Brendan had actually spoken at Travis’s funeral, and Travis was moved from his family plot to Arlington National Cemetery after Amy asked for the friends to be buried together, fulfilling Travis’s original wishes.
Ryan described the process of moving Travis in just three days so he could rest next to Brendan. The secretary of the Army had to sign off on the move, but the family tried to keep the proceedings quiet so the focus would remain on memorializing Brendan. But some Marines got word of the transfer and held a quiet assembly to honor Travis.
“We just kind of told our close friends and family that we were reintering Travis on that Friday,” Amy said. “And we’ve actually, the Marines from Quantico, one of them was friends with Travis at the time. He was an instructor there. And one of the [Officer Candidate School] housing buildings is named Manion Hall. And so he ended up finding out, and I remember we showed up at Arlington and there was like 200 Marines in dress blues standing at full attention. Which was a pretty incredible sight to see.”
Marine 2nd Lt. Robert Kelly stands with his wife Heather. Robert would later die in an IED strike in Afghanistan. His wife has co-authored a new book about grief.
(Courtesy Travis Manion Foundation)
But while Amy and Ryan knew each other, their co-author Heather Kelly was unknown to them until her husband was buried just a few rows away at Arlington. Marine Lt. Robert Kelly, a son of a prominent general, was killed by an IED in Afghanistan. Heather received her casualty notification five hours early as the Marine Corps leaders wanted to make sure she found out at the same time as her father-in-law, and they had moved his alert forward so that he would learn from a friend instead of the list of casualties he would see in the morning.
Heather turned to black humor to get through the funeral process. She and her brother-in-law created a running joke about her riding into the funeral on an elephant to properly honor Robert, a joke that came about after a funeral director tried to upsell the family on a decorative guest book.
Heather continued the joke in front of some Marines, and they ran with it:
They were eager to fulfill the wishes of a fallen hero’s family, and God bless them, they actually half-seriously discussed getting me to the Washington Zoo. I think they may have even placed a phone call to the zoo to arrange for me to pet an elephant, which they figured would be a close second to leasing one for the day. Ah, Marines. No better friends in the world, no worse enemies.
Heather met the other two women after Amy wrote an op-ed about remembering her husband not only as “a warrior for freedom” but also an “ambassador of kindness.”
Now, all three women work through the Travis Manion Foundation to foster kindness and a dedication to service in the next generation and to help veterans and Gold Star families find continued purpose and opportunities to serve in their community. Their book, The Knock at the Door, came out November 5.
HSV-2 Swift came under attack off the coast of Yemen this past weekend and suffered serious damage from what appears to be multiple hits from RPG rockets. Photos released by Emirates News Agency show at least two hits from rockets that penetrated HSV-2 Swift’s bow, in addition to substantial fire damage.
According to media reports, HSV-2 Swift is being assisted by the Arleigh Burke-class destroyers USS Mason (DDG 87) and USS Nitze (DDG 94) as well as USS Ponce (AFSB(I)-15). The vessel is currently being towed away from Yemen.
HSV-2 Swift was acquired by the Navy from Incat, a shipbuilder in Tasmania, in 2003, where it served for a number of years in Pacific Command, European Command, and Southern Command until 2013, when the first Joint High-Speed Vessel, USS Spearhead (JSHV 1) replaced it. During its deployments, HSV-2 Swift primarily carried out humanitarian missions, including for relief efforts in the wake of the Indian Ocean tsunami of 2004, Hurricane Katrina in 2005, and the 2006 Israel-Lebanon War. The vessel also took part in a number of deployments, like Southern Partnership Station while in U.S. service.
In 2013, the vessel was returned to Incom, where it was refitted and then acquired by the National Marine Dredging Company in the United Arab Emirates, where the ship was used to deliver humanitarian aid. HSV-2 Swift was on such a mission to not only deliver medical supplies but to extract wounded civilians when it was attacked this past weekend. Houthi rebels, backed by Iran, claimed to have sunk the vessel.
HSV-2 Swift displaces 955 tons of water, has a top speed of 45 knots, and has a crew of 35. The vessel can carry over 600 tons of cargo on nearly 29,000 square foot deck.
The firm believes the Russian Federation will not survive the decade in its present form, after a combination of international sanctions, plunging oil prices, and a suffering ruble trigger a political and social crisis. Russia will then devolve into an archipelago of often-impoverished and confrontational local governments under the Kremlin’s very loose control.
“We expect Moscow’s authority to weaken substantially, leading to the formal and informal fragmentation of Russia” the report states, adding, “It is unlikely that the Russian Federation will survive in its current form.”
Russia is the world’s largest country and its 8,000 weapons are fairly spread out over its 6.6 million square miles. According to a Bulletin of the Atomic Scientists study, Russia has 40 nuclear sites, which is twice as many as the US uses to house a comparable number of warheads. This policy of dispersal makes it difficult for an enemy to disable the Russian nuclear arsenal in a single attack, but it also makes the Russian stockpile difficult to control.
The Bulletin report also found that the Russia was uncertain exactly how many short-range “tactical” or city-busting “strategic” nukes it has, nor what the weapons’ state of assembly or alert status may be.
Stratfor fears that the dissolution of the Russian Federation could cause an unprecedented nuclear security crisis. Not only could the command-and-control mechanisms for Russia’s massive and highly opaque nuclear arsenal completely break down. Moscow might lose its physical control over weapons and launch platforms as well.
“Russia is the site of a massive nuclear strike force distributed throughout the hinterlands,” the Decade Forecast explains. “The decline of Moscow’s power will open the question of who controls those missiles and how their non-use can be guaranteed.”
In Stratfor’s view the US is the only global actor that can formulate a response to this problem, and ever that might not be enough to prevent launch platforms and weapons from falling into the wrong hands.
“Washington … will not be able to seize control of the vast numbers of sites militarily and guarantee that no missile is fired in the process,” the Forecast predicts. “The United States will either have to invent a military solution that is difficult to conceive of now, accept the threat of rogue launches, or try to create a stable and economically viable government in the regions involved to neutralize the missiles over time.”
The forecast doesn’t go into detail about what kind of “military solution” might be appropriate. US Special Forces could conceivably transport fissile material out of the country or temporarily secure the most vulnerable sites, but those materials would have to be evacuated to another country, something that would undoubtedly raise tensions with whatever authority still rules in Moscow. In fact, the surviving Russian government would probably consider any US or allied military action to be an act of aggression.
Regardless of the extent of the collapse, Stratfor predicts a major security vacuum in Russia in the next decade.
The final resting place of presidents, bandleaders, war heroes, astronauts, inventors, civil rights leaders, Pulitzer Prize winners, boxers, Supreme Court justices and sports stars, Arlington National Cemetery stands as a memorial to the melting pot of the United States. With connections to some of our nation’s most influential people and pivotal events, its history is as interesting as its denizens.
Arlington is situated on 624 acres overlooking the Potomac River directly across from Washington, D. C. Although today it is surrounded by the nation’s capital, at one time, Arlington was a bucolic estate with a neoclassical mansion, Arlington House. Still presiding over the grounds today, the mansion was built by George Washington’s (yes, that Washington) grandson and marks the beginning of the cemetery’s history.
Before she married George, Martha was married to Daniel Parke Custis. After he died and she wed the “Father” of our Country, George adopted her two surviving children. The oldest, John Parke Custis (JPC), died in 1781 while serving with the Revolutionary Army. He left behind four children, the youngest of which, George Washington Parke Custis (GWPC), was born only shortly before his father’s death.
GWPC and one sister went to live with the Washington’s. When he became of age in 1802, GWPC inherited wealth and property from his deceased father (JPC), including the Arlington land. Hoping to build a home that could also serve as a memorial to his grandfather, George Washington, GWPC hired an architect and built a Greek revival mansion believed by some to be “modeled after the Temple of Hephaestus in Athens.”
The home was built in pieces, with the north wing being completed in 1802, and the south in 1804. These two stood as separate buildings until the central section connected them in 1818. During GWPC’s life, a portion of the mansion was reserved to store George Washington memorabilia, which included portraits, papers and even the tent Washington used while in command at Yorktown.
GWPC and his family lived and died on the property, where many of them were buried.
In 1831, GWPC’s only surviving child, Mary, married Robert E. Lee (yes, that Lee). The Lee’s lived on the property with the Custis’s where they raised their seven children. At her father’s death, Mary inherited Arlington. Robert E. Lee loved the property and once described it as the place “where my attachments are more strongly placed than at any other place in the world.”
Prior to the Civil War, Lee had attended West Point (graduating second in his class) and saw service for the U.S. in the Mexican War (1846-1848). A respected and well-liked officer, Lee struggled with his decision to resign his commission of 36 years in order to take command of Virginia’s confederate forces. When he did in April 1861, this choice was seen as a betrayal of the Union by many of his former friends including Brig. Gen. Montgomery C. Meigs.
As Arlington, on high ground overlooking the capital, was critical to either the defense or defeat of D.C., Union leaders were eager to control it. After Virginia seceded in May 1861, Union troops crossed en masse into Virginia and soon took command of the estate. The grounds were quickly converted into a Union camp.
By 1862, Congress had passed a law that imposed a tax on the real property of “insurrectionists.” Mary was unable to pay the tax bill in person, and her proxy’s attempt to satisfy the debt was rebuffed. As a result, Uncle Sam seized Arlington, and at its auction, the federal government purchased the estate for $26,800 (about $607,000 today, far below market value).
Not only a good bargain, Union leaders felt that by seizing the estates of prominent Rebels, they would, in the words of Gen. William T. Sherman: “Make them so sick of war that generations would pass away before they would again appeal to it.”
In 1863, after thousands of former slaves, freed by the Emancipation Proclamation, converged on D.C., a Freedman’s Village was established on the estate “complete with new frame houses, schools, churches and farmlands on which former slaves grew food for the Union war effort.”
One sees more than poetic justice in the fact that its rich lands, so long the domain of the great general of the rebellion, now afford labor and support to hundreds of enfranchised slaves.
As Union casualties began to mount in the spring of 1864, Gen. Meigs suggested burying some of the dead at Arlington. The first, on May 13, 1864, was Pvt. William Christman, a poor soldier whose family could not afford the cost of a burial. Soon, many other indigent soldiers were laid to rest on Arlington’s grounds, near the slave and freedman cemetery that had already been established. Realizing the efficacy of this system, Gen. Meigs urged Secretary of War Edwin M. Stanton:
I recommend that . . . the land surrounding Arlington Mansion . . . be appropriated as a National Military Cemetery, to be properly enclosed, laid out and carefully preserved for that purpose.
Serving the dual goals of paying homage to the dead and making “Arlington uninhabitable for the Lees,” Meigs had prominent Union officers buried near Mrs. Lee’s garden. He also placed a mass grave of over 2000 unknown soldiers, topped with a raised sarcophagus, close to the house.
After the war, the Lee’s tried in vain to regain Arlington. Mary wrote to a friend that the graves: “are planted up to the very door without any regard to common decency.” After Robert E. Lee’s death in 1870, Mary petitioned Congress for the return of her family home, but this proposal was soundly defeated.
Shortly after, other monuments and structures honoring the dead were erected including numerous elaborate Gilded Age tombstones and the large, red McClellan Gate at the entrance to the grounds.
The family was not done, however, and in January 1879, following six days of trial a jury determined that the requirement that Mary Lee had to pay the 1862 tax in person was unconstitutional. On appeal, the Supreme Court concurred, so the property was once again in the hands of the Lee family.
Rather than disinter graves and move monuments, however, the federal government and Mary Lee’s son, George Washington Custis Lee, agreed on a sale. On March 31, 1883, Uncle Sam purchased Arlington from the Lee family for $150,000 (about $3,638,000 today).
One of the National Cemetery’s most well known gravesites is that of President John Fitzgerald Kennedy with its eternal flame. Two of his children and Jackie Kennedy are also interred there.
William Howard Taft is the only other U.S. President buried on the grounds, and he along with three other Chief Justices and eight associate justices represent the Supreme Court at Arlington.
Of course, war heroes abound and famous generals buried at Arlington include George C. Marshall (father of the Marshall Plan that rebuilt Europe after WWII) and Omar N. Bradley.
Famous explorers interred at Arlington include Adm. Richard Byrd (the first man to fly over both poles) and Rear Adm. Robert Peary (another arctic explorer). John Wesley Powell (of Lake Powell fame) is also laid to rest at Arlington, as are several astronauts including Lt. Col. Virgil “Gus” Grissom and Capt. Charles “Pete” Conrad, Jr. (the third man to walk on the moon).
The US Marine Corps is developing a new concept of naval warfare to allow Marines to take South China Sea islands from Beijing in the context of a massive missile fight in the Pacific.
Marine Corps leaders at the Surface Navy Association’s annual national symposium told USNI News that today’s naval protocol wasn’t what the force was looking for to take on China’s Pacific fortress.
China has spent years dredging up the sea floor to build artificial islands in the South China Sea, an international waterway.
Despite promising never to militarize the islands and losing an international arbitration case concluding they did not own the islands, China has enforced de facto control over the vital shipping lane that sees trillions in annual trade.
U.S. Marines assigned to 3rd Assault Amphibian Battalion observe the approach of amphibious assault vehicles (AAV) during well deck operations aboard amphibious transport dock ship USS Somerset (LPD 25). Somerset is participating in Exercise Dawn Blitz 2015 (DB-15).
(U.S. Navy photo by Mass Communication Specialist 1st Class Vladimir Ramos)
Taking Beijing’s islands is central to those plans, US Marine Corps Maj. Gen. David Coffman said, according to USNI News.
Coffman said “integrated naval operations could be needed to take an island somewhere — natural or manmade,” in a likely reference to Beijing’s man-made South China Sea outposts.
“It certainly will be required when a great power competition pits a whale against an elephant, or maybe two elephants — a global maritime power, that’s us, against a regional land power hegemon with home-field advantage,” he continued, again referencing China as an “elephant,” or a land power that the US, a “whale” or maritime power would have to overcome.
“In that long war, maritime superiority is necessary but not sufficient for the whale to beat the elephant,” he said.
In other words, the US Navy and Marines can’t just win the fight with better sea power, they will also need to make landings.
But those landings will have to be made under a massive missile attack.
The amphibious assault ship USS America (LHA 6) conducts flight operations near the island of Hawaii, July 30, 2016.
The South China Sea now hosts a vast network of radars that experts say could be used to track and kill US naval aviation, even the stealth kind.
Additionally, a recent study that looked at carrier survivability at the Heritage Foundation revealed that China could likely muster up 600 anti-ship missiles and that a carrier strike group could likely only down 450 of those fires.
As a result, Coffman said the normal three-ship Amphibious Ready Group and the accompanying a Marine Expeditionary Unit on small deck carriers would no longer cut it.
Up gunning the fleet
The solution? Up-gunning the small carriers and including destroyers and cruisers in the battle formation.
“Every ship has to be a warship that can defend itself, have an offensive striking capability and be able to deal with the threats that are coming in, be it a cyber threat – so it needs a good network – or whether it’s a kinetic threat in the form of a missile that’s coming at it,” Lt. Gen. Brian Beaudreault said, according to USNI.
Beaudreault suggested putting vertical lauch cells on new US Marine Corps helicopter and F-35B carriers to handle incoming threats, essentially turning these amphibious flattops into aircraft-carrying destroyers in their own right.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Purchasing your first car is a minefield filled with predatory lenders and scams. Young troops, unfortunately, fall victim to these bloodsuckers every year because they do not know of the special offers and protections available to them. It’s exciting to be on the lot, test driving your potential steed, but knowing the pitfalls that lurk in those lots will save you and your wallet a lot of grief.
It’s your first car and having your finances accounted for will make it easier when the additional expenses of maintenance, insurance, gas, and registration come into play. You wouldn’t go into battle without ammunition and you should equally not venture onto a lot without knowing your credit score, pre-approval amount, and potential financial threats.
Here are 4 tips for identifying and preventing scams targeting you, a junior troop, as you shop for your first car.
The “refusing pre-approved checks” scam
You found it. It’s the perfect car to take you from base to places where knife hands and regulation haircuts do not exist, but there is one problem: the dealer doesn’t want to accept your pre-approved check from your lender (bank). They may try to spin something along the lines of, “I don’t trust those, I’ve been scammed before.” They’re playing the victim; don’t believe them. Their next move will be to convince you to sign a financing agreement with them instead, effectively scamming you into a higher APR loan.
Walk off that lot and never look back. You don’t need that evil put on you, Ricky Bobby.
The “you have bad credit” scam
As a young troop, you probably don’t have a credit history at all, which is a double-edged sword. The positive is that lenders will give you the benefit of the doubt. Why? Well, because of your service, you’re easy to find and collect from if you become delinquent on payments. So, if a dealer says you have bad credit when you know, for a fact, that you don’t, it’s another scam waiting to happen.
We’re willing to bet that the dealer will tell you your only option for approval is to finance through them at a ridiculously high rate. The solution here is the same as before — walk.
The “buy here, pay here” financing scam
In this scam, the dealer will promise that you’re going to get a sweet APR if you finance through him, but the application process takes a few weeks. He’s a nice guy, though, so he’ll let you take the car home while everything finalizes. He’s trusting you, but then, once those weeks pass, he calls you with bad news: the loan was denied, and you’re forced to pay a much higher APR or lose that car.
The best defense against this scam is shop around for different lenders, get pre-approved, and don’t accept any unknowns. Do not let dealers talk you into something you’ll regret later. Not all “buy here, pay here” offers are scams, but why take the risk when the alternative is clear as day?
The “price is too good to be true” scam
There are advantages to buying directly from a person instead of a dealer, like a faster turnaround or a better deal. But keep your head on a swivel because you’ll also leave yourself open to other risks and scam artists. As always, if in doubt, bring a friend. With some information and a properly calibrated BS meter, a troop can venture into the unknown unafraid.
The ‘price is too good to be true’ is when a victim sees a car they want to purchase online and it’s priced well below market value. Usually, it’s a classic or an exotic car — something to entice the victim to overlook a few details. The scam artist states that they’re out of the country with the vehicle (for one reason or another), but they’ll ship the car to you — but only after they receive your payment. The scam artist will make it seem like they’re the one at risk.
Once the scammer receives your money, they will cease speaking to you and disappear. Surprise!
The lesson here? Always make purchases in person and be wary of wire transfers and money orders. And, as always, if it sounds too good to be true, it is.
If you feel like you have fallen victim or see a scam targeting your brothers-in-arms, you can report the car-buying scam at Fraud.org