Every November the halls of the Pentagon are torn apart in one of the biggest and oldest rivalries in college sports: the Army-Navy Game. While the outcome of the game may no longer affect who will win the College Football National Championship, it will affect the interpersonal relationships within the Department of Defense for days, maybe weeks after. It also may affect who gets the biggest prize of all, The Commander-In-Chief’s Trophy and a trip to the White House to have it presented personally by the President of the United States.
So yeah, it’s about a lot more than pride.
The game is a spectacle, full of more than 100 years of traditions, pranks, and the best military showmanship the two service academies can muster.
Ranging from the highly-polished, well-produced masterpieces like the video above to simple iPhone-shot music videos, West Pointers and Annapolis midshipmen shoot, edit, and publish numerous videos about how their school is going to beat the other school, how their school is superior to the other school, and how their culture is more fun. It’s not just students and staff, either. All over the world, troops and graduates make their own videos and upload them to YouTube, DVIDS, and anywhere else someone might see their work of art.
The prisoner exchange
For one semester every year, the U.S. Military Academy and the U.S. Naval Academy choose select members of their classes to attend the rival school. At the beginning of the annual Army-Navy Game, these students are returned to their proper academy. The swap at the beginning of the game is known as “The Prisoner Exchange.”
The march on
If you’re into watching military formations on the march as a military band plays on, be sure to catch the pre-game events before the Army-Navy kickoff. One of these events is called “The March On,” and features the entire student bodies of both service academies marching in formation across the open field. It’s really quite a sight.
The Army-Navy Game always starts with a huge show of military power, either in the form of Blue Angels flyovers, Army helicopters, the Army’s Golden Knights Parachute Team, the Navy’s Blue Angels, or who-knows-what-else. This pre-game display is always an awesome sight.
Every year, both Army and Navy take the field in their newest digs, ones designed to honor a part of their individual histories or traditions. Past uniforms have honored Army World War II Paratroopers, the 10th Mountain Division, and types of Navy ships.
When the Commander-In-Chief is present at the Army-Navy Game, he has traditions of his own he needs to follow. Of course, the POTUS is the person in charge and can do whatever he wants, but is always expected to cross the field at the 50-yard-line at halftime and watch the game from the other side, a tradition dating back to President Woodrow Wilson.
Honoring the fallen
No matter who wins or who loses, both teams will not leave the field without singing both schools’ alma maters. The winners go to the losing team’s fans and sing to them, taking the sting out of such a rivalry loss (at least a little bit). Then the two teams will sing the winners’ song.
In 1992, Jim Valvano – a former basketball player, coach of the 1983 champion North Carolina State men’s basketball team, and broadcasting personality – was diagnosed with metastatic cancer that had spread to his spine.
Up until this point, the charismatic Queens, N.Y.-native was best known for his celebration after defeating the Houston Cougars in the 1983 NCAA championship game. You can see “Jimmy V” running onto the court about 9 seconds into the video below:
“Time is very precious to me. I don’t know how much I have left and I have some things that I would like to say. Hopefully, at the end, I will have said something that will be important to other people, too.”
It was just a decade later that his life was tragically cut short. But before he went, even knowing the end could be near, he was able to accept the Arthur Ashe Courage and Humanitarian Award at the first annual ESPY Awards. It was a speech that echoed for years to come and remains one of the most memorable.
Those are words appropriate for fighting cancer, being the underdog in the country’s biggest basketball tournament, or even fighting alongside your brothers and sisters in arms, far from your family and loved ones.
“To me, there are three things we all should do every day… Number one is laugh. You should laugh every day. Number two is think. You should spend some time in thought. Number three is, you should have your emotions moved to tears, could be happiness or joy… think about it: If you laugh, you think, and you cry, that’s a full day. That’s a heck of a day. You do that seven days a week, you’re going to have something special.”
But about a week or so before, Jimmy V gave a speech commemorating the Wolfpack’s 1983 NCAA championship to the team, current players, and Wolfpack fans. That speech was one for the ages. It will keep you shouting the mantra of, “Don’t give up! Don’t ever give up!” during any rough time in your life.
Jim Valvano died from the cancer he was determined to fight just a month or so after his legendary ESPY Awards speech. His name and spirit live on through the V Foundation for Cancer Research.
“You can’t get a product. You are not going to get a product for months.” That’s what Brian Edwards, a medical supplier in California, has been telling dozens of people per day when they call searching for critical medical supplies that, before this year, they took for granted would be in stock.
The Chinese government’s mismanagement of the novel coronavirus not only spread the virus worldwide, it shut down many supply chains that the U.S. and other countries had become accustomed to; indeed, that the U.S. deeply relied upon. As we consider how our post-pandemic country will look, we should be careful to avoid a repeat of these mistakes.
U.S. dependence on Chinese manufacturing was no accident. The Chinese government’s “Made in China 2025” strategy to consolidate manufacturing supply chains and impose itself as the world’s preeminent source of high-value manufactured goods has been well-known for years. While we have neglected to safeguard our industrial base, Beijing was aggressively subsidizing its country’s manufacturing plants and creating supply chains that maximized its economic and geopolitical leverage.
Some of my colleagues and I have worked the White House and the Department of Defense in the last two years to restrict purchases of Chinese-manufactured critical materials for use in U.S. military systems, and the Federal Communications Commission and other agencies have taken the first steps to stop Huawei and related entities from dominating next-generation communications hardware. But the COVID-19 crisis demonstrates that a broader approach is needed.
The U.S. government should develop better, near-real-time insight into supply chains. Occasional reviews of individual supply chains create blind spots that major crises will reach unexpectedly. With the tools that are out there, it should be easier than ever for the government and its critical suppliers to share data to provide resiliency and security.
The government also needs to take the lead in maintaining and expanding critical American supply capabilities. It will be crucial to prevent the pennies-on-the-dollar purchase of distressed American assets during or immediately after the pandemic by firms linked to the Chinese government. This includes many major Chinese firms (such as Huawei). The country that knowingly took steps that allowed the disease to spread worldwide should not be allowed to financially benefit from those decisions.
At the same time, the government should ensure that American businesses get the liquidity and capital they need to maintain and expand critical supply chains within the United States. This can be done through direct investment into manufacturing plants, but it could also be done by making purchase agreements and building national stockpiles of needed supplies. The much-discussed Defense Production Act allows the federal government to both expand and ensure manufacturing capabilities, and the id=”listicle-2645908630″ billion that Congress provided to the DPA program in the CARES Act should be promptly supplemented with the direction that the government identify gaps and fragile sectors of supply chains and build capacity to bulwark them against future crises.
Though the current focus is, deservedly, on China, we should not think that there are no other foreign countries that seek to identify, develop, and exploit critical gaps in U.S. supply chains. Russia has always been a leader in the production of critical defense materials and a known bad actor on the global stage. Indian companies are routinely cited by U.S. authorities for dumping materials in critical and noncritical sectors of the economy. As we have seen recently with everything from thermometers to toilet paper, though, the supply chains that we rely on for our normal lives can be stressed in any number of ways.
A strong national approach to securing our manufacturing base is a necessary step for security and prosperity. The federal government is the only entity both large enough and focused enough to lead this effort. Congress should, therefore, act quickly, as soon as the next stimulus bill, to establish a supply chain monitoring and investment framework that will get America back to work and provide for a cohesive and united future.
In the Air Force, squadrons are the basic level of operations, its “beating heart” as Chief of Staff of the Air Force Gen. David Goldfein calls them.
To better understand how significant the squadron is to the Air Force, it’s also important to know what a squadron is.
Within the Air Force, the squadron is the lowest level of command with a headquarters element. Squadrons are typically commanded by a lieutenant colonel, though smaller squadrons may be commanded by majors, captains and sometimes even lieutenants. Squadrons can also vary in size and are usually identified numerically and by function. An example would be the 60th Aircraft Maintenance Squadron or the 355th Communications Squadron.
Two or more squadrons form a group. In the Air Force, groups are usually based upon the assignment of squadrons with similar functions. For example, the supply squadron, transportation, and aircraft maintenance squadron would be assigned to the Logistics Group, the flying squadrons would be assigned to the Operations Group and the Dental Squadron and the Medical Squadron would be assigned to the Medical Group. Groups, in turn, are then assigned to a wing with the same number. For instance, the 49th Logistics Group is assigned to the 49th Fighter Wing at Holloman Air Force Base in New Mexico.
However, the squadron actually predates the Air Force. In March 1913, the first squadron was created when the Army ordered the creation of the Army Air Services’ 1st Provisional Aero Squadron – known today as the 1st Reconnaissance Squadron, the U.S. military’s oldest flying unit.
The creation of higher echelons came later as the role of air power grew during World War I. Groups and wings were formed in order to remedy the difficulty of coordinating aerial activities between dispersed aero squadrons. Though WWI saw the first great military mobilization, it also saw the first huge drawdown. What was more than 660 aero units diminished to a little over 70 squadrons by 1919, with an air component that was 19,000 soldiers strong reduced to around 5 percent of what it used to be. No one would have predicted that after two decades, the air component found itself expanding once again.
108th Bombardment Squadron during the Korean War activation formation in 1951.
(US Air Force photo)
With the advent of World War II, then-President Franklin D. Roosevelt acknowledged the growing importance of airpower. He believed, according to his adviser, Harry Hopkins, “that airpower would win the war.” What was then renamed to the Army Air Corps was well funded and grew rapidly, seeing more planes and squadrons than it ever will in its history – from a workforce comprised of 26,500 soldiers in 1939 to a staggering 2,253,000-strong by 1945.
The aerial component saw a considerable drawdown after the war ended, and, despite becoming its own department through the National Security Act of 1947, the number of airmen and squadrons continued to fluctuate and shrink over the years.
In the current Air Force, led by Wilson, Goldfein, and Chief Master Sergeant of the Air Force Kaleth O. Wright, the push for revitalizing squadrons, empowering airmen and supporting innovation is stronger than ever, but unbeknownst to many, these concepts have been implemented by many successful military leaders of the past. A prime example is one of the U.S. Air Force’s most iconic figures: a man known for his prowess in the aerial battlefield and his famously distinctive lip foliage, Big. Gen. Robin Olds.
“Wolfpack” aviators of the 8th Tactical Fighter Wing carry their Commanding Officer, Colonel Robin Olds, following his return from his last combat mission over North Vietnam, on 23 September 1967. This mission was his hundredth “official” combat mission, but his actual combat mission total for his tour was 152. Olds led the 8th TFW Wolfpack from September 1966 through September 1967, as it amassed 24 MiG victories, the greatest aerial combat record of an F-4 Wing in the Vietnam war.
(US Air Force)
Along with inspiring the Air Force tradition, Mustache March, Olds was known as a triple ace for shooting down 17 enemy aircraft during his career. Along with the accolades he received as a skilled fighter pilot, Olds was known for his innovative leadership. In Vietnam, he led the 8th Tactical Fighter Wing to 24 Mikoyan-Gurevich MiG-15 jet aircraft kills – an unsurpassed total for that conflict.
One of the most significant moments in his career was on Jan. 2, 1967, during Operation Bolo, where he, as a colonel, entrusted the planning of an experimental and high-stakes mission to a quartet of veteran junior officers and pilots in his unit. Operation Bolo was conceived in response to the North Vietnamese use of MiG-21s to successfully shoot down F-105 Thunderchief aircraft. Olds noticed that F-4 Phantoms and F-105 Thunderchiefs routes became predictable. Enemy intelligence analysts would listen in on radio transmissions and were able to recognize F-105 and F-4 call signs and flight patterns and used the information to target the more vulnerable F-105s. Olds charged his men to come up with a plan to trick the North Vietnamese into thinking the F-4s were the F-105s. The F-4s were then fitted with the jamming pods usually carried by F-105s so that their electronic signature would be the same and also used the same call signs and flew the same routes and pod formations as the F-105s. Needless to say, the operation was a success and lead to the most MiGs shot down during a single mission.
Francis S. Gabreski (left) congratulates another World War II and Korean War ace, Maj. William T. Whisner (center). On the right is Lt. Col. George Jones, a MiG ace with 6.5 kills.
(US Air Force)
In a commentary commemorating Olds in March of 2018 written by Lt. Col. Bobby Schmitt, 16th Space Control Squadron commander, he said that Operation Bolo “showed innovation could work when the leader trusted and empowered his people to think of and implement new and better ways to do business.”
He also referred to Olds as “an innovative leader” at a time when the Air Force was in dire need of innovation to face difficult missions where a lot of people’s lives were at stake.
Just like Olds, Goldfein and Wilson ask airmen to help come up with ideas to reinvigorate squadrons for the force to be ready for the 21st-century fight.
They have gone as far as reviewing all Air Force instructions and empowering commanders to maneuver and make decisions as well as encourage wing commanders to let squadron commanders make important decisions.
Capt. Lacey Koelling, the 34th Aircraft Maintenance Unit officer in charge, and 34th Bomb Squadron members Capt. Lillian Pryor, a B-1 pilot; Capt. Danielle Zidack, a weapon systems officer; Capt. Lauren Olme, a B-1 pilot; and 1st Lt. Kimberly Auton, a weapon systems officer, conduct a preflight briefing prior to an all-female flight out of Ellsworth Air Force Base, S.D., March 21, 2018. The flight was in honor of WomenÕs History Month and consisted of routine training in the local area.
(Air Force photo by Sgt. Jette Carr)
During an Air Force update in September 2017, where Goldfein talked about creating healthy squadrons who excel in multi-domain warfare and ready to lead the joint force, he concluded by saying, “It’s the secretary and my job to release the brilliance found throughout the airmen in our Air Force,” a sentiment that echoes the voices of great Air Force leaders of the past, the present and the future.
This article originally appeared on Airman Magazine. Follow @AirmanMagazine on Twitter.
Kelly Johnson wasn’t the first man to build an airplane, nor was he the first to push the limits of what an airplane could do, but few men have played a more vital role in shaping mankind’s ascent into the skies.
According to the latest expert estimates, human beings just like you and I have been walking on earth for over 200,000 years. That figure gets even tougher to wrap your head around when you consider that a mere 200 years ago, mankind had yet to develop matches or typewriters. A century ago, we didn’t have antibiotics or movies with sound. These, along with countless other advancements, played a roll in a technological revolution that continues to this day, like a snowball rolling down hill, enveloping everything in its path.
Of course, mankind didn’t come by these incredible advancements by accident (most often, anyway) and behind each groundbreaking technology is a man or woman, dedicated to solving the problems of their day, and to getting out in front of those coming tomorrow. Nowhere is this human-driven rapid advancement of technology more prevalent than in one of our species most recent civilization-altering breakthroughs: aviation.
Lockheed engineer Kelly Johnson with famed aviation pioneer Amelia Earhart. (Lockheed Martin)
In 1903, the Wright Brothers first took flight in Kitty Hawk. Less than forty years later, the first B-29 took to the skies with a pressurized cabin and a wingspan that stretched further than the length of Orville Wright’s entire first flight. A mere 19 years after that, Yuri Gagarin flew in space.
There’s no doubt that countless hands, hearts, and minds played vital roles in our rapid progression from the steam engine to the SpaceX Starship, but even amid this sea of engineers and aviation pioneers, some names stick out. Because while millions may have helped mankind reach the sky, some men’s contributions stand head and shoulders above the rest; Men, like Kelly Johnson.
Forged in the fires of World War II
Clarence Leonard “Kelly” Johnson was born in 1910, seven years after the Wright Brothers changed the world in Kitty Hawk. The son of Swedish immigrants, Johnson would win his first prize for aircraft design at the age of 13. By the time he was 22 years old, he was working as an engineer at the legendary aviation firm Lockheed.
At 28, Kelly Johnson’s role at Lockheed would bring him to London, where the island nation was preparing for the onslaught of Nazi Luftwaffe fighters and bombers that were to come just three years later in the Battle of Britain. The British were unconvinced that such a young man could produce an aircraft that could turn the tides of an air war, but the fruit of Kelly Johnson’s labor, dubbed the P-38 Lightning, would go on to become one of the most iconic airframes of the entire war.
Steve Hinton flies “Glacier Girl,” a P-38 Lightning dug out from 268 feet of ice in eastern Greenland in 1992. The aircraft was part of a heritage flight during an air show at Langley Air Force Base, Va., on May 21. (U.S. Air Force photo by Tech. Sgt. Ben Bloker)
At the start of the fighting in Europe, many Allied air units were still operating bi-planes. By the end of World War II, Kelly Johnson and his team delivered the United States its first ever operational jet-powered fighter, the Lockheed P-80 Shooting Star. Johnson had been tasked with building an aircraft around the new Halford H.1B turbojet engine that could compete with Germany’s Messerschmitt Me 262 Schwalbe. In just an astonishing 143 days, Kelly had gone from the drawing board to delivering the first operational P-80s.
Lockheed P-80 Shooting Star (WikiMedia Commons)
The original Skunk Works
It was during World War II that Kelly Johnson and fellow engineer Ben Rich first established what was to become the legendary Lockheed Skunk Works. Today, the Skunk Works name is synonymous with some of the most advanced aircraft ever to take to the skies, but its earliest iteration was nothing more than a walled-off portion of a factory in which Johnson and his team experimented with new technologies for the P-38, developing the first 400 mile-per-hour fighter in the world for their trouble, in the XP-38.
XP-38 (San Diego Air and Space Museum)
Later, Kelly’s secretive team again came through with the P-80, and again with the design and production of the C-130 Hercules, which remains in service for the U.S. and a number of other Air Forces around the world today. Then, in 1955, they received yet another seemingly impossible assignment: The United States needed an aircraft that could fly so high it could avoid being shot down, or potentially even detected.
Soviet Radar and intercept fighters of the era were limited to altitudes below 65,000 feet, and the highest any American aircraft could reach was just 48,000. In order to continue keeping tabs on the Soviets, the Air Force solicited requests for an airplane that could fly at an astonishing 70,000 feet with a long 1,500 mile fuel range.
Clarence L. Kelly Johnson, chief designer at Lockheeds secret Skunk Works facility, initially designed the U-2 around the F-104 Starfighter fuselage. (U.S. Air Force photo)
Kelly Johnson’s Skunk Works responded with a design that they claimed could fly as high as 73,000 feet with a range of 1,600 miles, based on the Lockheed XF-104 Starfighter, a slender and supersonic intercept fighter. The Air Force rejected his design… but it caught the attention of America’s secretive spy agency, the CIA.
President Eisenhower wanted eyes on the Soviet nuclear program, and Johnson’s unusual aircraft design with long slender wings and no retractable landing gear seemed like it could do the job, despite its shortcomings. Johnson and his team were given a contract to design and build their high-flying spy plane, and in just eight months, they delivered the U-2 Dragon Lady.
(U.S. Air Force photo/Staff Sgt. Brian Ferguson)
In order to test this incredible new aircraft, Kelly Johnson needed a remote air strip, far from the prying eyes of the American public. He chose a dry lake bed in Nevada for the job, and it proved particularly well suited for testing classified aircraft. Eventually, that little airstrip and accompanying hangars and office buildings would come to be known popularly as Area 51.
Taking spy planes to the next level
The U-2 may have been an immense success, but just as aviation advancements were coming quickly, so too were air defenses. In 1960, Soviet surface-to-air missiles finally managed to get a piece of a CIA operated U-2 flown by pilot Gary Powers. The aircraft was flying at 70,000 feet, higher than the Americans thought could be spotted or targeted by Soviet radar, when it was struck by an SA-2 Guideline missile. Powers had to ride the Dragon Lady down from 70,000 feet to 30,000 feet before he could safely eject, and as the secretive spy plane plummeted to the ground, Kelly Johnson and his team at Skunk Works were already developing a platform to replace it.
With spy satellites still more than a decade away, the United States needed a new aircraft it could rely on to keep tabs on the Soviets. It would need to not only fly higher than the U-2, but faster–much faster, so even if it was detected, no missile could reach it.
SR-71 Blackbird (NASA)
Johnson and his team designed a twin-engine aircraft with astonishing capabilities in the A-12, which then led to the operational SR-71 Blackbird — an aircraft that retains the title of fastest operational plane in history to this very day. Lockheed’s SR-71 could sustain speeds in excess of Mach 3.2, flying at altitudes higher than 78,000 feet. During its 43 years in service, the SR-71 had over 4,000 missiles fired at it from ground assets and other aircraft. Not a single one ever found its target.
Another aviation revolution
Kelly Johnson and the team at Skunk Works were on the cutting edge of speed and power, but as the Cold War raged on, it was Johnson and his team that recognized how the battle space was shifting. For years, the United States had focused on developing aircraft that could fly ever faster and ever higher, but with the advent of computer-aided engineering, yet another technological leap was within Lockheed’s grasp.
Johnson and his team needed to develop an aircraft that could defeat detection from not only enemy radar, but also other common forms of detection and targeting, like infrared. Using the most advanced computers available at the time, Skunk Works first developed an unusual angular design they dubbed “the hopeless diamond,” as it seemed unlikely that such a shape could ever produce aerodynamic lift.
Undaunted, development continued and by 1976, they had built a flyable prototype. The aircraft was called Have Blue, and it would lead to the first operational stealth aircraft ever in service to any nation, the legendary F-117 Nighthawk.
Have Blue flying in testing (WikiMedia Commons)
The F-117, or “stealth fighter” as it would come to be known, played a vital role in America’s combat operations over Iraq in Desert Storm and elsewhere, but this program produced more than battlefield engagements. The technology developed for the F-117 directly led to America’s premier stealth fighters of today: the F-22 Raptor and F-35 Joint Strike Fighter. The latter of those two is expected to serve as the backbone of America’s air superiority strategy for decades to come.
Kelly Johnson (Lockheed Martin)
“The damn Swede can actually see air.”
In total, Kelly Johnson had a hand in the design and development of some 40 aircraft for commercial and military purposes, with seemingly countless awards and credits to his name for his engineering prowess. The man had a genuine affection for his work, to the degree that he turned down the presidency of Lockheed on three separate occasions to retain his role within the Skunk Works he helped to found.
Kelly’s boss at Lockheed, Hall Hibbard, once exclaimed, “The damn Swede can actually see air,” as he tried to understand how one man managed to play such a pivotal role in so many aircraft, and in turn, in how the Cold War unfolded. Finally, Kelly retired in 1975, but remained a senior advisor to Skunk Works for years thereafter.
He passed away in 1990 at age 80, just one year before the United States, with all its incredible military technology, would emerge the victor of the Cold War.
You may never have heard of Basil Zaharoff. He’s not the Lord of War depicted by Nic Cage in the 2005 film; Zaharoff was actually around much, much earlier. Russian arms dealer Viktor Bout, the “Lord of War” the Nic Cage movie is based on, has nothing on the original “Merchant of Death.”
It didn’t matter that they didn’t often work as directed.
Basil Zaharoff, the world’s richest arms dealer… eventually.
In the days before anyone actually cared about international arms trafficking, men like Zaharoff were renowned for their salesmanship. The Greek gun dealer and industrialist would become one of the richest men to live in his lifetime, selling weapons to anyone who was willing to purchase them, even if they were on opposing sides of a conflict. But his business cunning didn’t stop with getting people to buy. He was also adept at edging out his competition, selling the latest and greatest in military tech.
By the late 1880s, countries like the U.S., Britain, the Ottoman Empire, Germany, and Russia all sought out the Maxim Machine Guns, which Zaharoff had just gotten the rights to produce, along with the new submarines he was suddenly able to sell. While many of the world’s major powers eventually lost interest, the sub was especially interesting to Greece, the Ottoman Empire, and the Russian Empire.
Isaac Peral’s submarine in 1886.
Until this time, the use of submarines was intermittent and untrustworthy in combat. But when a Spanish sailor created one that was actually functional, useful, and fired weapons without killing the crew, it raised some eyebrows. After Zaharoff was able to sell one to the Greek Navy, it wasn’t long before the Ottoman Turks, Greece’s longtime nemesis, noticed. The arms dealer was able to convince the Turks the submarine was a game-changer. He later told the Russian Tsar the same thing, and that Russia needed two of its own to balance power in the region.
The only thing was, no one needed Isaac Peral’s submarine. While it was an advanced invention, none of the models Zaharoff sold to the Greeks, Turks, or Russians actually worked as advertised. It still had a few bugs to work out, and besides – Zaharoff didn’t have the actual submarines; he was working from stolen plans.
None of the submarines actually worked like Peral’s original.
How you walk when you sell five useless submarines to three countries who will never tell out of sheer embarrassment.
For all his failures of morality, Basil Zaharoff didn’t stoop to cheating the Allies out of much-needed cash after World War I broke out. Far from it. He used his skills as a merchant and salesman to further the Allied cause, ensuring Greece would stay in the Entente alliance and convincing the new Greek government to open a front against the Ottomans.
Of course, after the war ended, he went right back to his old tricks. He was selling weapons until the day he died in 1936, providing weapons to the Spanish government during the Spanish Civil War.
In the military space, there are all kinds of strength, variations of independence and endless examples of courage. Jennifer Mabus, 2018 Pacific Crest Trail (PCT) thru-hiker and new Navy spouse is planning to literally walk away from it all (again) with her husband’s next deployment.
In the spring of 2018, Mabus and her now-husband Owen began a long-distance friendship at quite possibly the most inopportune time in each’s lives. Mabus was setting out to hike the PCT and Owen, a Navy diver, was gearing up for deployment. With one quick chance to see each other on a layover work trip, the two had just one shot at meeting face to face before both set out.
PCT 2018 Day 1 | The Day I Poured Out My Dad’s Booze
“We communicated every chance we got the entire time I was on trail and he was deployed, but there was never any tension. We were both doing our things and clearly understood that from the beginning,” says Mabus, who credits their communication and mutual respect aiding to the love within their story.
Mabus, a mechanical engineer, made the cross country move to Virginia this January, taking her first steps into life as a military spouse. “My dad was a Ranger. I had some idea about what this life would be like, but it wasn’t what I imagined being ideal for myself to be honest.”
“Coming into military spouse life, it is the partner who undergoes major changes. It’s a challenge to face the potential of losing some of your identity, to be the one who is left behind,” says Mabus hesitantly in reflection of still searching for her niche now.
Luckily for Mabus, adaptation was a skill she honed while on trail. “Humans can adapt to anything. On trail, no matter how great your plan was, the likelihood was that it would be altered or changed. That’s a lot like military spouse life I’m finding out.”
Couples bring all sorts of skills and expectations into marriage, but for these two, the mutual understanding of accomplishing huge feats (deployment and thru-hiking) simultaneously or otherwise, was a goal they wouldn’t lose sight of. Pre-pandemic, Mabus had coordinated a thru-hike of the Continental Divide Trail (CDT) at the same time Owen was to deploy.
“He knows how much life this brings to my life. Being married now, we had to check-in emotionally because there would be a chance, I may not be home when he gets back from deployment,” she says nervously.
Dependents worldwide understand the monumental pressure of holding down the fort when service members are gone. While certainly unique, Mabus’ plan to pursue her own hard thing might not be so shocking to comprehend after hearing just a few of her reflections of her time on trail.
“There’s a deep disconnect from life’s stressors and a newfound connection to yourself that happens. This isn’t a weekend getaway, it’s dedicating every day to walking forward with extreme intention,” a feeling she has yet to find elsewhere.
“I’ve never been prouder of myself, of my body, or the trust I had in what I could do,” she said.
When asked about keeping up with communication expectations now as a married couple Mabus shared, “Last time, I sent postcards from each town I reached. We both left messages, videos and picked up conversations when each had the chance. The understanding that each of us might be out of touch for a few days or delayed in responding is important.”
Managing expectations for military couples is an obstacle we all tackle in ways unique to our relationship. Missing “scheduled” calls and experiencing what feels like radio silence for days on end is taxing. Imagining deployment when both parties not only accept, but expect to both give and receive these lags in communication has to eliminate byproducts like resentment, fear or even anger.
The unexpected mix of experiences and perspectives that live within the military spouse community is everything that keeps the group (military spouses) amazing. Mabus’ outlook, strength and unique plan will undoubtedly shake up a few mindsets, and for that we’re giving her the biggest high five we can. We’ll be catching up with her Youtube trail diary (from 2018) and low-key stalking her Instagram for her next adventure.
The Pentagon on Aug. 8 gave the sons of a Korean War soldier their father’s dog tag, which was delivered to the US by North Korea, along with 55 sets of remains that potentially belong to other US soldiers killed during the conflict.
North Korea returned the remains as part of an agreement signed by President Donald Trump and North Korean leader Kim Jong Un during a June summit between the two leaders in Singapore.
The dog tag belonged to Master Sgt. Charles Hobert McDaniel, a US Army medic from Indiana, The Hill reports.
McDaniel’s sons, Charles McDaniel Jr. and Larry McDaniel, received their father’s dog tag at a press conference in Arlington, Virginia.
Charles said he was “overwhelmed” with emotion when he learned his father’s dog tag was found and was to be returned to the family.
“I sat there, and I cried for a while and took a while to compose myself,” Charles said. “We’re just overwhelmed, I am, that of all of these boxes that came back and out of all of these thousands of people that are [missing], we’re the only ones that have certitude.”
McDaniel’s dog tag was the only one returned with the 55 sets of remains, but it does not guarantee Master Sgt. McDaniel’s remains are among those repatriated to the US.
The remains are currently being analyzed in a lab in Hawaii, and it will take some time to identify.
Larry, who was too young when his father went off to war to remember him, did a DNA swab test at the end of the Aug. 8 press conference to help determine if his father’s remains were among those returned.
Master Sgt. McDaniel, who was part of the 8th Cavalry Regiment’s Medical Company, was reportedly killed in October, 1950, amid a surprise attack by Chinese forces.
The Department of Defense estimates that roughly 7,700 US soldiers did not return home when the Korean War ended via an armistice in 1953.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Erwin Rommel entered France in 1940 in command of a panzer division, moving around the Maginot Line with the bulk of German attackers and slamming into the French defenses from behind. He would go on to lead troops in North Africa as Hitler’s favored general.
But the bloom was off the rose in 1944 when Hitler made Rommel kill himself.
Field Marshal Erwin Rommel and senior officers in France.
(German Bundesarchiv Bild)
The Desert Fox made his legend in France, and then fought in the African desert in 1941. His troops there loved him, and he fought tooth and nail to hold the oil fields and ports in that part of the world. With limited numbers and supplies, he bloodied the nose of British forces and their French and American allies over and over again.
The British tried to kidnap him. They tried to kill him. But mostly, they tried to beat him. And, eventually, with the crushing weight of American armor at their back, they did.
Rommel evacuated north with his surviving forces, and he was put in command of the Atlantic Wall, the bulwark of Fortress Europe. He was brilliant in the role, predicting that the Allies would try to land somewhere other than a deepwater port, and suspecting portions of Normandy beaches in particular. He pushed his men to build defenses, and he pushed the government to send him more supplies.
Field Marshal Erwin Rommel and his staff in North Africa.
(German Bundesarchiv Bild)
But all the while, from North Africa to the Atlantic Coast, he was lamenting the clear resource advantage that America had given the Allies. He worried that the war was lost and that further fighting would just cost German blood and weaken its place at the bargaining table.
In 1943, while preparing those defenses in Normandy, he began to see signs that the anti-war movement was right, that Germany was conducting heinous acts besides just prosecuting the war. He could stomach battles, but he was unsettled when he ran into evidence of the rumored death camps, especially when was given an apartment that had, until that very morning, been the property of a Jewish family.
And so he whispered more and more about how Hitler wasn’t to be trusted, about how the war was bad for Germany, and about how the Third Reich couldn’t possibly survive what was coming. When the Allies hit the beaches in June 1944, Rommel’s pessimism became too much to bear.
Field Marshal Erwin Rommel’s command tank in World War II.
(German Bundesarchiv Bild)
And so, when an attempt to assassinate Hitler in July 1944 failed, it didn’t matter that there was no strong evidence linking him to the plot. The perpetrators had all been senior military officers, so it was easy to pin a little blame on Rommel, especially since both his chief of staff and his commanding officer were implicated and executed.
Rommel was popular, though. So, he couldn’t just be dragged out back and shot like many of the Valkyrie plotters. Instead, Third Reich officers were sent to Rommel’s home on October 14, 1944. He was there, healing from wounds sustained in a July 17 attack by a British aircraft.
‘At twelve o’clock to-day two Generals are coming to discuss my future employment,’ my father started the conversation. ‘So today will decide what is planned for me; whether a People’s Court or a new command in the East.’
Field Marshal Erwin Rommel
(German Bundesarchiv Bild)
Despite Rommel’s worries about Germany’s aggression, he believed that a Soviet conquest of Europe would be devastating for all the rest of Europe, worse than any outcome under Germany. And so he told his son that he would take a command in the Eastern Front, if it was offered.
But that was not what the officers were coming to offer him. And they were not going to put him in front of the People’s Courts either. Instead, after Rommel met with the men for a short time, he went upstairs, and Manfred Rommel, his 15-year-old son, followed him upstairs.
‘I have just had to tell your mother,’ he began slowly, ‘that I shall be dead in a quarter of an hour.’ He was calm as he continued: ‘To die by the hand of one’s own people is hard. But the house is surrounded and Hitler is charging me with high treason. ‘ “In view of my services in Africa,” ‘ he quoted sarcastically, ‘I am to have the chance of dying by poison. The two generals have brought it with them. It’s fatal in three seconds. If I accept, none of the usual steps will be taken against my family, that is against you. They will also leave my staff alone.’
And so that was the deal that Rommel accepted. His family would be made safe. His staff would be made safe. But he would have to drink a fast-acting poison. Manfred briefly pitched the idea of fighting free, but his father was certain they lacked the numbers or ammunition to be successful.
So Rommel left. He carried his field marshal’s baton to the car, shook the hands of his son and his aide, and got in the car of the two generals. They drove a few hundred yards into an open space in the woods and Rommel drank.
He was given a state funeral just four days later. Hitler would follow him into death the following May. But where Rommel committed suicide to save his family, Hitler did it to escape judgment for that and thousand of other actions.
With two 20mm cannons, a 40mm automatic grenade launcher, five .50-cal. machine guns, and two weapon pods that could carry either 70mm rocket launchers or 7.62mm miniguns, the armored ACH-47A Chinook could fly into the teeth of enemy resistance and fly back out as the only survivor.
Operating under the call sign “Guns-A-Go-Go,” these behemoths were part of an experimental program during the Vietnam war to create heavy aerial gunships to support ground troops.
Four CH-47s were turned into ACH-47As by adding 2,681 pounds of armor and improved engines to each bird.
The first three birds arrived in Vietnam in 1966, where they engaged in six months of operational testing. They were tasked with supporting the U.S. Army’s 1st Cavalry Division as well as a Royal Australian task force.
Rear Adm. Brian Fort, commander, Naval Surface Group Middle Pacific, announced that U.S. Navy ships and submarines based in Hawaii not currently undergoing maintenance availabilities have begun to sortie as Hurricane Lane travels toward the Hawaiian Islands.
Ships that sortie will be positioned to help respond after the storm, if needed.
“Based on the current track of the storm, we made the decision to begin to sortie the Pearl Harbor-based ships,” Fort said. “This allows the ships enough time to transit safely out of the path of the storm.”
Units will remain at sea until the threat from the storm subsides and Hawaii-based Navy aircraft will be secured in hangars or flown to other airfields to avoid the effects of the hurricane.
A satellite image of Hurricane Lane at 10:45 p.m. Hawaii Standard Time. At 11 p.m. Hawaii Standard Time, the category 4 hurricane, which was located about 350 miles south of Honolulu, Hawaii, was moving northwest at 7 mph with maximum sustained winds of 145 mph.
(US Navy photo)
The Navy orders a sortie during potentially extreme weather conditions to reduce the risk of significant damage to ships and piers during high winds and seas. Some ships will not get underway, due to various maintenance availabilities, and are taking extra precautions to avoid potential damage. Commanding officers have a number of options when staying in port, depending on the severity of the weather. Some of these options include adding additional mooring and storm lines, dropping the anchor, and disconnecting shore power cables.
Personnel in Navy Region Hawaii, including on Oahu and Kauai, should follow hurricane awareness and preparedness guidelines established by city/county and state government. Navy Region Hawaii and its installations provide updated information on Facebook sites:
At the beginning of hurricane season in early June 2018, Navy Region Hawaii provided detailed information in the region/base newspaper Ho’okele for service members, civilian workforce and families. Information included preparing a disaster supply kit, creating a family emergency communication plan and knowing where to go if ordered to evacuate:
Though it gets a lot of attention, Tesla isn’t the only company creating electric cars.
Some traditional carmakers like Aston Martin and Porsche are exploring the rapidly-growing electric car field with super powerful new models which add their own flair for luxury and speed to the market.
Meanwhile, other much smaller companies are exploring the high-end electric sector, such as the relatively unknown Aspark — which hasn’t even released a production vehicle yet.
Horsepower is measured a little differently for electric cars, as an electric motors’ full torque is deployed as soon as the driver steps on the accelerator. That means an electric car can feel more powerful than an internal-combustion-engined (ICE) car with the same horsepower rating at the low end, but start to lose some of its gusto at sustained high speeds unlike a gas-powered car.
With that crucial difference in mind, here are 11 of the most powerful electric cars money can buy, including some that are setting world records.
1. Nio EP9
Nio has been called the “ Tesla of China.” With the EP9 supercar, it’s obvious the company means business.
The car has a top speed of 195 mph and horsepower rating of 1,341, giving it a zero-to-60 time of only 2.7 seconds. Nio boasts the car has double the downforce of a Formula One racecar and delivers a F-22 fighter pilot experience by cornering at 3G.
The EP9 has a range of 265 miles before needing a new charge, and a full charge takes 45 minutes. The car also has an interchangeable battery system that takes 8 minutes to swap.
At least six of the 16 produced units have been sold to investors at id=”listicle-2639641248″.2 million each.
2018 Tesla Model S 75D.
2. Tesla Model S Performance
Tesla no longer boasts the horsepower ratings for its cars, but the ,990 Tesla Model S Performance is plenty powerful. It can propel its nearly 5,000-pound frame to 60 mph in just 2.4 seconds. Tesla says its top speed is 163 mph and it carries an average range of 345 before complete discharge.
Owners can recharge at the company’s Supercharger locations, where 15 minutes is good for 130 miles in optimal conditions.
3. Rimac’s Concept One and C_Two
Rimac’s Concept One, which debuted in 2011, has a rating of 1,224 horsepower, allowing it to reach top speeds of 220 mph and hit 62 mph from a standstill in just 2.5 seconds. The nearly id=”listicle-2639641248″ million supercar’s 90 kWh battery pack gives it a 310-mile range.
Rimac made only 88 units of the supercar, and British TV personality Richard Hammond famously crashed one in 2017.
The supercar can be charged 80% in 30 minutes when it’s connected to a 250 kW fast-charging network. It also includes a list of driver assistance systems, such as facial recognition to open doors and start the engine. It can also scan your face to determine your mood, and if the C_Two determines emotion s such as stress or anger, it will start playing soothing music.
The Genovation GXE is a converted all-electric Chevy Corvette with a horsepower rating of 800. It currently holds the record for “fastest street-legal electric car to exceed 209 mph,” but the company claims it can even get to 220 mph. It can go zero-to-60 mph in under three seconds.
This new Roadster will be able to hit top speeds of over 250 mph, and 60 mph in 1.9 seconds, Tesla says. There’s also a removable glass roof that stores in the trunk, turning the car into a convertible.
The 0,000 car also will have a 620-mile range, the longest of any on our list.
The company is now taking reservations for 2020 delivery.
6. Aspark Owl
The Aspark Owl, a 1,150 horsepower supercar, will be able to reach 174 mph and have a 180-mile range. The Owl recently hit 62 mph in 1.9 seconds, although it’s still in testing.
Formally known as the Mission E, the Taycan will be Porsche’s first fully-electric car. Porsche initially had a target of 20,000 units for its first year of production, but it recently doubled this number due to interest, and the company already has more 30,000 reservations, it recently revealed.
The Taycan has a horsepower rating of over 600 that allows it to travel zero-to-60 mph in under 3.5 seconds. The car also has a range of 310 miles on a single charge and can get 60 miles of range from just four minutes of charging.
Lotus’ Evija is poised to be the first fully-electric British hypercar. The company will fully reveal the Evija during Monterey Car Week starting Aug. 9, 2019.
Although the company has not released final specifications, its target is 2,000 horsepower, which would be good for a zero-to-62 mph acceleration time of under three seconds and a top speed of around 200 mph, according to CNET.
The car will cost around million and 130 units will be made.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Recent changes in tax law mean that many in uniform could see big returns when they file their 2018 taxes.
“This last tax year has been quite exciting with all of the changes that occurred to it,” said Army Lt. Col. David Dulaney, executive director of the Armed Forces Tax Council. “The good news is that most of our service members should see a substantial reduction in their overall federal taxes for 2018.”
One way service members can maximize their tax refund is to log onto Military OneSource and take advantage of MilTax, a free suite of services designed specifically for service members. MilTax includes personalized support from tax consultants and easy-to-use tax preparation and e-filing software.
(Photo by Mike Strasser, Fort Drum Garrison Public Affairs)
• MilTax is available to active-duty, reserve and National Guard service members. Additionally, thanks to new language in the National Defense Authorization Act, “service” has been expanded to included transitioning service members — those who have separated or retired will be able to make use of MilTax for up to a year after leaving the military.
• MilTax is available through www.militaryonesource.mil and includes online tax preparation software designed specifically for military personnel and the unique circumstances that surround military life.
• Through Military OneSource and MilTax, service members have access to expert tax consultants specially trained to address tax issues related to military service. During tax season, consultants are available seven days a week from 7 a.m. to 11 p.m. in the Eastern time zone at 800-342-9647.
• Using MilTax, eligible individuals can file one federal and up to three state tax returns through the Military OneSource website. The service is available now through Oct. 15, 2019, for extended filers.
• At some installations, the Volunteer Income Tax Assistance program, or VITA, allows service members to sit down face to face with a tax professional to help prepare their tax forms.
• All service members are required to pay taxes. Military service doesn’t mean service members don’t have to pay. Fortunately, MilTax is free to those eligible to use it.
“One of the worst things we can hear is a military service member went out and paid for tax services that we provide for free through the DOD,” said Erika R. Slaton, program deputy for Military OneSource. “We want to ensure our service members and families know they are supported and we provide the best possible support for them in completing their tax services.”