The Vikings of old traveled far and wide. Their settlements ranged from Scandinavia to Italy to Canada and everyone, from the Byzantines to the Kievan Rus to the Iberians, feared them. Their blood runs deep inside Ivor Thord-Gray. Within the span of 31 years, he would wear nine different uniforms to fight in thirteen wars across five continents.
He was born Thord Ivar Hallstrom in the Sodermalm district of Stockholm, Sweden in 1878. Unlike much of his family, his Viking heritage inspired his entire future. While his older brother became an artist and his younger brother an archaeologist, Thord set off to become an adventurer. He first joined the Merchant Marines at age 15 where he first settled in Cape Town, South Africa.
This led him to join the Cape Mounted Rifles in 1897, just before the Second Boer War. After a British victory over South Africa, he enlisted in the South African Constabulary and was back to the Armed Forces within the Transvaal Regiment, where he first became an officer. He was transferred to the Royston’s Horse and fought in the Bambatha Rebellion. After the rebellion, he moved up to Kenya to join the Nairobi Mounted Police.
Then, he traveled to Germany where he wanted to fight in the First Moroccan Crisis but was told they didn’t need him. So, he went to the Philippines to join the U.S. Foreign Legion under the Philippine Constabulary.
He took a quick break from his life as a badass to become a rubber planter in Malaya (modern-day Malaysia), but true to his Viking nature, he couldn’t stay away from battle for long. He took up arms again during the Chinese Revolution and rediscovered his love of fighting by joining the French Foreign Legion in Tonkin (Modern-day Vietnam).
He hopped between the Italian Army in the Italian-Turkish War and then again to China directly under Sun Yat Sen, founding father of the Republic of China (also known as Taiwan). This lead him to his first high command position during the Mexican Revolution, where he served as the Commander of the Artillery and, eventually, the Chief of Staff of the First Mexican Army for Pancho Villa.
He wrote about his time in Mexico in his autobiography, Gringo Rebel. (Image via Wikimedia Commons)
Then, the Great War broke out. He rejoined the British Army as a Major, commanding the 11th Northumberland Fusiliers until his battalion was disbanded. After his mercenary status forced his resignation, he joined the American Expeditionary Forces and became the Commander of the Theodore Roosevelt Division. After that unit was also disbanded, he moved to the Canadian Expeditionary Forces to finish World War I.
Thord-Gray, still with the Canadians this time, was sent as part of the Allied Expeditionary Corps to assist and was eventually transferred to the Russian White Army (anti-Communist forces). He finally attained the rank of General, commanding the 1st Siberian Assault Division. He was selected as the Representative to the Provisional Siberian Government until the Bolsheviks seized complete control of Russia.
His last official act of military service was as a Lieutenant-General in the Revolutionary Army of Venezuela in 1928. After all this, he finally returned to Sweden to write about his travels and archeological discoveries. Ivar Thord-Gray finally settled down in America until his passing at age 86. Like the Viking he was, he spent the majority of his adult life taking on his enemies.
The Emmy nominated Amazon series ‘Jack Ryan’ returns August 31 with season two and the official teaser trailer is here to get you amped.
“After tracking a potentially suspicious shipment of illegal arms in the Venezuelan jungle, CIA Officer Jack Ryan heads down to South America to investigate. As Jack’s investigation threatens to uncover a far-reaching conspiracy, the President of Venezuela launches a counter-attack that hits home for Jack, leading him and his fellow operatives on a global mission spanning the United States, UK, Russia, and Venezuela to unravel the President’s nefarious plot and bring stability to a country on the brink of chaos.”
The stakes and stunts look much higher for Ryan, with roof jumps, IEDs, hand-to-hand combat, and of course, an enemy to outsmart.
Tom Clancy’s Jack Ryan Season 2 – Official Teaser | Prime Video
Creators Carlton Cuse (Lost, Bates Motel) and Graham Roland (also a writer and Marine) came up with their own story for this version of the ‘Jack Ryan’ story, keeping it modern just as Tom Clancy, the author of the books upon which the show is created, is celebrated for.
“They were geopolitical thrillers of the moment,” Cuse told IndieWire. “When we started writing [our own story], we felt like telling a terrorist story was the right thing to do. There was probably no great existential crisis that the world was facing out there than terrorism, at that moment in time.”
[instagram https://www.instagram.com/p/Bxz85ZlHEeT/ expand=1]John Krasinski on Instagram: “TheMurphChallenge.com Memorial Day is coming up. No matter where you are or what you’re doing, please take a moment out of your day Monday…”
John Krasinski, who plays the titular lead, is by now no stranger to military and law enforcement roles. His portrayal of ‘Jack Silva’ in 13 Hours elevated him out of The Office and into a uniform. His respect for the military has extended beyond the roles he plays.
The Airman Battle Uniform (ABU) survived a little over a decade before the Air Force decided to get rid of it. Today, the United States Air Force announced that they’ll be switching to the Army’s Operational Camouflage Pattern (OCP) uniforms.
According to a report by Military.com, the OCP will be available at four base exchanges: Aviano Air Base in Italy, MacDill Air Force Base in Florida, and Shaw Air Force Base and Joint Base Charleston in South Carolina. The OCP will fully replace the ABU by April 2021 at a total cost of $237 million. To put price that into perspective, that’s enough to buy roughly two and a half F-35A Lightning II multirole fighters.
Air Force personnel wearing the ABU in hot climates, like these Airmen in the Nevada desert, were often feeling the heat.
(U.S. Air Force photo by Airman 1st Class George Goslin)
“The uniform works in all climates — from Minot [North Dakota] to Manbij [Syria] — and across the spectrum of missions we perform,” Gen. David Goldfein, the Air Force Chief of Staff said in an Air Force release. “It’s suitable for our Airmen working on a flight line in Northern Tier states and for those conducting patrols in the Middle East.”
So, why spend so much money on a new look when you could spend it on couple extra F-35As? It turns out, the Airman Battle Uniform wasn’t quite hitting the mark in some areas. First and foremost, it’s fairly uncomfortable in hot climates. In fact, some Air Force personnel were already using the OCP over the ABU on deployment.
Airmen were already wearing the Army’s Operational Camouflage Pattern in a number of instances on deployment.
A few notes for Airmen with this rollout: It will take time for the OCP to be fielded across the entire Air Force. Additionally, as noted in the “frequently asked questions” document, mixing ABU items (like cold-weather gear) with OCP items is not authorized. Also, some ABU items must be returned, like flight suits and tactical gear. Uniform disposal boxes will be available and any items put in there will be burned or shredded, so dispose carefully.
The Air Force expects that all Airmen will be wearing the OCP by April 1, 2021.
Lockheed Martin said in early August 2018 that the last of 52 upgraded C-5M Super Galaxy cargo planes had been delivered to the Air Force, finishing the nearly two-decade-long modernization of the service’s largest plane.
Lockheed began work on the Air Force’s Reliability and Re-engineering Program (RERP) in 2001 and turned over the first operational C-5M Super Galaxy, as the latest version is called, on Feb. 9, 2009.
In the 17 years since the RERP effort started, 49 C-5Bs, two C-5Cs, and one C-5A were upgraded, according to a Lockheed release, first cited by Air Force Times. The upgrades extend the aircraft’s service life into the 2040s, the contractor said.
A C-5M Super Galaxy lands at Dover Air Force Base, Delaware, April 4, 2016.
(US Air Force photo)
The program involved 70 modifications to improve the plane’s reliability, efficiency, maintainability, and availability, including changes to the airframe; environmental, pneumatic, and hydraulic systems; landing gear, and flight controls.
The main new feature is more powerful engines, upgraded from four General Electric TF-39 engines to General Electric F-138 engines. The new engines, which are also quieter, allow the C-5M to haul more cargo with less room needed for takeoff.
“With the capability inherent in the C-5M, the Super Galaxy is more efficient and more reliable, and better able to do its job of truly global strategic airlift,” Patricia Pagan, a senior program manager at Lockheed, said in the release.
All together, the RERP upgrades yield “a 22 percent increase in thrust, a shorter takeoff roll; [and] a 58 percent improvement in climb rate,” according to release, which said the modifications give the C-5M greater fuel efficiency and reduce its need for tanker support.
Airmen and Marines load vehicles into a C-5M Super Galaxy at Camp Bastion, Afghanistan, Oct. 6, 2014.
(US Air Force photo by Staff Sgt. Jeremy Bowcock)
The C-5 stands 65 feet high with a length of 247 feet and a 223-foot wingspan. The upgraded C-5M can haul 120,000 pounds of cargo more than 5,500 miles — the distance from Dover Air Force base in Delaware to Incirlik airbase in Turkey — without refueling. Without cargo, that range jumps to more than 8,000 miles.
The plane can carry up to 36 standard pallets and 81 troops at the same time or a wide variety of gear, including tanks, helicopters, submarines, equipment, and food and emergency supplies.
The first C-5A was delivered to the Air Force in 1970. By 1989, 50 C-5Bs had joined the 76 C-5As that were already in service. Two C-5Cs, modified to carry the space shuttle’s large cargo container, were also delivered in 1989.
An Air Force C-5M Super Galaxy taking off.
(Lockheed Martin photo)
The modernization push
The Air Force began a C-5 modernization push in 1998, starting the RERP in 2001 with plans to deliver 52 upgraded planes by fiscal year 2018. The remainder of the C-5 fleet was to be retired by September 2017.
But the C-5 fleet has face administrative and operational issues in recent years.
Due to budget sequestration, a number of C-5s were moved to backup status in over the past few years, meaning the Air Force still had the aircraft but no personnel or funding to operate them. In early 2017, Air Force officials said they wanted to move at least eight C-5s from backup status to active status.
“I need them back because there’s real-world things that we’ve got to move, and they give me that … added assurance capability,” then-Air Mobility Commander Gen. Carlton Everhart said at the time.
A C-5M Super Galaxy taxis down the flight line before takeoff at Dover Air Force Base, Delaware, Aug. 17, 2015.
(US. Air Force photo by Roland Balik)
In the months since, the Air Force’s C-5s have encountered maintenance issues that required stand-downs.
In mid-July 2017, Air Mobility Command grounded the 18 C-5s — 12 primary and six backups — stationed at Dover Air Force Base after the nose landing-gear unit in one malfunctioned for the second time in 60 days. Days later, that order was extended to all of the Air Force’s 56 C-5s, which had to undergo maintenance assessments.
The issue was with the ball-screw assembly, which hindered the extension and retraction of the landing gear. The parts needed to fix the problem were no longer in production, however, but the Air Force was able to get what it needed from the “boneyard” at Davis-Monthan Air Force Base, where unused or out-of-service aircraft are stored.
In early 2018, the nose landing gear again caused problems when it failed to extend all the way for an Air Force Reserve C-5M landing at Joint Base San Antonio-Lackland. The plane landed on its nose and skidded about three-quarters of the way down the runway. The cause of the accident and extent of the damage were not immediately clear, but none of the 11 crew members on board were hurt.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Nearly 900 sailors aboard the amphibious assault ship USS Wasp were “cleansed of their slime” Nov. 25 after participating in the age-old ceremony of crossing the equator.
The “crossing-the-line” ceremony is an exclusive maritime experience from the days of hardened sailors aboard wooden ships courageously venturing out into the unforgiving environment of the open ocean.
The tradition holds that when King Neptune, a mythical god of the sea, detects an infestation of “pollywogs” — those who have not crossed the equator before — he deems it necessary to take control of the ship to rid it of this plagued condition. A “shellback” is a sailor who has previously crossed the line, and the most senior shellback aboard the ship plays the role of King Neptune in the ceremony.
Navy Master Chief Petty Officer Thomas Kreindheder, who earned the title of shellback in 1993, was King Neptune for the Nov. 25 ceremony.
Ceremony Has Evolved
“The ceremony has changed a lot since I went through,” he said. “Our ceremony lasted 48 hours, and it was more of an initiation than a camaraderie event. Our goal with this ceremony was to make sure the sailors were challenged both mentally and physically, but were also smiling and laughing the whole way through. The photos of the event prove that we accomplished that goal.”
Wasp pollywogs were guided through a series of physically and mentally challenging obstacles, led by the 137 shellbacks aboard. Upon completion, pollywogs were summoned by King Neptune and his royal court and relieved of their slime, successfully completing their journey to shellback.
‘A Cool Experience’
“It was a cool experience,” said Navy Airman Apprentice Skyler Senteno. “I was skeptical at first. But there were a lot more events than I thought, and I really enjoyed it. It was an honor to be part of the tradition and become a shellback.”
The crossing-the-line ceremony traces its origin to a time when such a feat was a grave undertaking. Today’s technology allows sailors to be more at ease with their sea travels. Even then, the time away from family, especially around the holidays, can take its toll.
“Ceremonies like crossing the line are invaluable for the crew. They instill pride and a sense of accomplishment that links Sailor to those that have gone before us,” said USS Wasp Command Master Chief Petty Officer Greg Carlson. “The ceremony has evolved to over the years to one of teamwork and unity, which allows sailors to craft memories that they will cherish forever.”
Wasp is transiting to Sasebo, Japan, to conduct a turnover with the USS Bonhomme Richard as the forward-deployed flagship of the amphibious forces in the U.S. 7th Fleet area of operations.
As World War II raged overseas, men and women responded to the call of duty in the fight for what President Franklin D. Roosevelt called the “four freedoms” – freedom of speech and worship, and freedom from want and fear. By the time the United States entered the war, more than 2.5 million African American men had signed up for the draft. In a separate-but-not-equal military at the time, the irony was not lost as the fight for these freedoms continued at home.
“[T]he sky in the distance lit up with searchlights, tracers from ack-acks and the sound of bombs,” Cpl. Waverly B. Woodson, a medic attached to the primarily African American 320th Anti-Aircraft Barrage Balloon Battalion, once wrote in testimony to Congress regarding what he witnessed on D-Day.
War raged in every corner of sky, sea, and land within sight as dawn broke on the morning of June 6, 1944. The 320th was the only African-American amphibious assault unit the U.S. First Army used in Normandy. According to Woodson, they were dispersed among various landing craft for protection of unit members.
“The military personnel on our landing craft looked in awe at the spectacle in the distance and wondered, ‘What next?'” he wrote. Woodson, along with several seamen and soldiers on a Landing Craft Tank, was part of the first wave heading toward Omaha Beach.
The water was choppy and the noise deafening. As the landing craft neared the French coastline, it hit a submerged mine, which took out the motors. Within minutes, it hit another mine and endured several German 88mm artillery shells. The Germans continued to rake the ship with machine gun fire and mortar shells, preventing any nearby ship from coming to the rescue, Woodson said.
One mortar shell landed on the steel deck of the craft and exploded. Before Woodson had a chance to move, shrapnel took out the soldier next to him and more shrapnel lodged into his own thigh. After another medic dressed his injury, Woodson tended to the wounded and dead onboard. Of the 34 service members on board Woodson’s craft, only 11 survived by the time the ship hit the beach.
“D-Day was the most emotional and dangerous day in my life,” Woodson wrote. “As a young soldier far from home … the assault units waited patiently to begin their mission… Everyone knew the first 23 hours would be critical to the course of the war.”
Once Woodson reached the beach, he tended to the wounded and consoled the frightened. He dressed wounds, administered pain medication, and conducted amputations for the next 30 hours. He later saved and resuscitated four drowning soldiers before collapsing from exhaustion and injury. Woodson spent three days recovering in a hospital ship and then asked to be taken back to the beach to continue working.
A note from the assistant director in the Office of War Information to a White House aide states Woodson’s commanding officer had recommended him for the Distinguished Service Cross. This was upgraded to the Medal of Honor by the office of Gen. John C.H. Lee in Great Britain. At home, the press called him the “No. 1 Invasion Hero.”
Woodson never received the Distinguished Service Cross or Medal of Honor. After the war, he was awarded the Purple Heart and Bronze Star for his actions on D-Day.
Nearly one million African American service members served in World War II. In the segregated military, most African American service members were assigned to the Army for service- or combat-support roles. A small percentage held positions in combat arms.
Retired Cpl. William Dabney, now 93, is one of two surviving members of the 320th. In 1942, he was in his second year of high school when he enlisted in the Army – and only after convincing his great-aunt to sign a document granting him permission to serve. He soon found himself training to use hydrogen-filled barrage balloons, which had thin metal cables with bombs attached that would detonate if triggered by low-flying enemy planes.
On June 6, Dabney made his way to Omaha Beach with the first wave with a barrage balloon strapped to him.
“I was dodging bullets mostly,” said Dabney with a laugh. His mission was to protect the advancing soldiers. As Dabney approached Omaha Beach, his balloon caught fire from being hit by gunfire.
“It happened just as I hit the beach, so I couldn’t move,” said Dabney. “I wasn’t equipped to do anything else because that was my job. The only thing I could do then was unstrap the cables from myself and take cover under the dead bodies so I wouldn’t get shot.”
By the end of the day, the mission of the 320th had been accomplished successfully. Dabney was awarded the Legion of Honor, France’s highest military honor, on the 65th anniversary of D-Day. His proudest moment from that day: getting a hug and a kiss from First Lady Michelle Obama, who recognized him before he could introduce himself.
“Allowing my dad to share his experiences with others helps spread the information about the accomplishments and contributions of black men throughout history – specifically throughout World War II,” said Vinney, Dabney’s eldest son.
Segregation in the Armed Forces remained an official policy until 1948. The heroic actions of many African American service members went unacknowledged – due to their race – entire units, such as the 320th, were left unmentioned in history. While prejudice took a backseat during D-Day, the years ahead would see a different story, said Woodson.
Woodson spent the remainder of his career serving the medical community at then-Walter Reed Army Hospital and then-National Naval Medical Center in Bethesda. He spent 38 years working in clinical pathology at the National Institutes of Health before retiring. He passed away in 2005.
In 1997, after a study commissioned by the U.S. Army investigated racial discrimination in awarding medals, President Bill Clinton presented the Medal of Honor to seven African American World War II veterans. But to the dismay of family and friends who knew Woodson, he remained missing from the list.
Many of Woodson’s military records were lost in the 1973 fire at the National Personnel Records Center in Missouri. With the help of U.S. Rep. Chris Van Hollen of Maryland, his family has since started a petition to award him the Medal of Honor for his actions on D-Day.
“Black History Month recognizes that there are lots of Black heroes largely uncelebrated because their stories aren’t being told,” said Dabney. “I’d like people to not just remember the 320th. I would like for all African Americans that were fighting in this war to be recognized. They did a job, too, and there was quite a few of us out there.”
Since 2001, Lockheed Martin and US military planners have been putting together the F-35, a new aircraft that promises to revolutionize aerial combat so thoroughly as to leave it unrecognizable to the general public.
Detractors of the F-35 Joint Strike Fighter have long criticized the program as taking too long and costing too much, though overruns commonly occur when developing massive, first-in-class projects like the F-35.
But perhaps the most damning criticism of the F-35 came from a 2015 assessment that F-16s, first fielded in the 1970s, had handily defeated a group of F-35s in mock dogfight tests.
According to Lt. Col. David “Chip” Berke, the only US Marine to fly both the F-22 and the F-35, the public has a lot of learning to do when assessing a jet’s capability in warfare.
“The whole concept of dogfighting is so misunderstood and taken out of context,” Berke said in an interview with Business Insider. “We need to do a better job teaching the public how to assess a jet’s capability in warfare.”
“There is some idea that when we talk about dogfighting it’s one airplane’s ability to get another airplane’s 6 and shoot it with a gun … That hasn’t happened with American planes in maybe 40 years,” Berke said.
“Everybody that’s flown a fighter in the last 25 years — we all watched ‘Top Gun,'” said Berke, referring to the 1986 film in which US Navy pilots take on Russian-made MiGs.
But planes don’t fight like that anymore, and comparing different planes’ statistics on paper and trying to calculate or simulate which plane can get behind the other is “kind of an arcane way of looking at it,” Berke said.
Unlike older planes immortalized in films, the F-35 doesn’t need to face its adversary to destroy it. The F-35 can fire “off boresight,” virtually eliminating the need to jockey for position behind an enemy.
Berke said dogfighting would teach pilots “great skill sets” but conflict within visual range “doesn’t always mean a turning fight within 100 feet of the other guy maneuvering for each other’s 6 o’clock.” Berke also made an important distinction that conflicts within visual range do not always become dogfights.
Also, “within visual range” is a tricky term.
“You could not see a guy who’s a mile away, or you could see a guy at 15 miles if you got lucky,” Berke said, adding that with today’s all-aspect weapons systems, a plane can “be effective in a visual fight from offensive, defensive, and neutral positions.”
“We need to stop judging a fighter’s ability based on wing loading and Gs,” Berke said of analysts who prize specifications on paper over pilots’ insights.
Furthermore, Berke, who has several thousand flying hours in four different airplanes, both fourth and fifth generation, stressed that pilots train to negate or avoid conflicts within visual range — and he said no plane did that better than the F-35.
“Just because I knew I could outmaneuver an enemy, my objective wouldn’t be to get in a turning fight and kill him,” Berke said.
Though it might be news to fans of “Top Gun” and the gritty, “Star Wars”-style air-to-air combat depicted in TV and films, the idea of a “dogfight” long ago faded from relevance in the world of aerial combat.
A newer, less sexy term has risen to take its place: situational awareness. And the F-35 has it in spades.
U.S. President Donald Trump has vowed to maintain U.S. dominance in space as China, Russia, and other countries make advances in the race to explore the moon, Mars, and other planets.
“America will always be the first in space,” Trump said in a speech at the White House on June 18, 2018, accompanied by Vice President Mike Pence and the National Space Council advisory body he created in 2017.
“My administration is reclaiming America’s heritage as the world’s greatest space-faring nation,” Trump said. “We don’t want China and Russia and other countries leading us. We’ve always led.”
While the United States has dominated in space since the 1969 moon landing, China recently has made significant advances, while Russia — which at the beginning of the Space Age in the 1950s had the world’s most advanced space progam — recently has mostly stagnated amid budget cutbacks.
Trump said he wants to stay ahead of strategic competitors like China and Russia, but he said he wants to nurture the space ambitions of private billionaires like Elon Musk, the founder of SpaceX, and Jeff Bezos, the founder of Amazon.com and the Blue Origin space company.
(Photo by JD Lasica)
“Rich guys seem to like rockets,” Trump said. “As long as it’s an American rich person, that’s good, they can beat us,” he said. “The essence of the American character is to explore new horizons and to tame new frontiers.”
In his latest directive on space matters, Trump called for the Pentagon to create a new American “Space Force” that would become the sixth branch of the U.S. military — a proposal that requires congressional approval and is opposed by some legislators.
“We are going to have the Air Force, and we are going to have the Space Force, separate but equal,” Trump said.
The U.S. armed forces currently consists of the Army, Air Force, Marines, Navy, and Coast Guard.
“When it comes to defending America, it is not enough to merely have an American presence in space, we must have American dominance in space,” Trump said.
The Pentagon, where some high-level officials have voiced skepticism about establishing a separate Space Force, said it will work with Congress on Trump’s directive.
“Working with Congress, this will be a deliberate process with a great deal of input from multiple stakeholders,” Pentagon spokeswoman Dana White said.
Since his election, Trump has repeatedly vowed to send people back to the moon for the first time since 1972 — this time, he says, as a preparatory step for the first human missions to Mars in coming decades.
He has also promised fewer regulations to make it easier for private industry to explore and colonize space.
The U.S. commercial space sector already is booming under NASA policies that have shifted the role of the government away from being the sole builder and launcher of rockets for decades since the 1960s.
The U.S. space agency now mostly sees its role as working with private space companies like SpaceX and Orbital ATK to develop new space capabilities and carry them out.
SpaceX, which NASA currently pays to take cargo to the International Space Station, and Boeing are expected to start regular astronaut missions to low-Earth orbit in 2018.
Since 2012, when NASA’s space shuttle program ended, the U.S. space agency has also relied on Russian Soyuz spaceships to transport astronauts and cargo to the International Space Station.
Trump has said he wants to privatize the space station after 2025 — another idea viewed as controversial in Congress — so Washington can spend more on NASA’s plans to return astronauts to the Moon and eventually to Mars.
“This time, we will establish a long-term presence” on the moon, Trump said on June 18, 2018.
NASA is working with private industry on its most powerful rocket ever, called the Space Launch System, to send astronauts and their equipment to the moon and one day, Mars. It also wants to build a lunar outpost.
While seeking to create a new Space Force at the Pentagon, Trump also signed a directive on June 18, 2018, handing the Pentagon’s current authority to regulate private satellites to the Commerce Department.
He also issued a directive on space-traffic management, which is aimed at boosting the monitoring of objects in orbit so as to avoid collisions and debris strikes.
A statement released by the White House said the move “seeks to reduce the growing threat of orbital debris to the common interest of all nations.”
The Defense Department says there are 20,000 pieces of space debris and 800 operational U.S. satellites circling the Earth, a number that grows every year.
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
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.
It was the pivotal battle that most historians believe turned the tide against the Nazis for good in World War II, resulting in a cascade of defeats as the Wehrmacht beat its retreat to Germany from the Soviet Eastern Front.
But it wasn’t always that way, and in the opening months of Operation Barbarossa the German army seemed poised for a stunning victory against the Red Army.
But many believe Adolf Hitler wanted to capture the city as a thumb in the eye to Soviet leader Josef Stalin, for whom the city was renamed.
Initially, the German army was able to push well into the city, taking the Univermag department store at its center. But the Red Army dug into the city’s industrial areas along the banks of the Volga river and the battle ground down into a brutal street-by-street slugfest.
One of the Red Army’s most accomplished generals, Marshall Georgi Zhukov, hatched a plan to surround the 6th Army and cut off its supply lines. And by mid-November, the Soviets began to squeeze the Nazis inside the city.
As winter descended, the Germans were running out of food, ammunition and other supplies, and when a rescue mission launched by Field Marshall Erich Von Manstein failed to break through, the Nazi’s fate was sealed. The German forces under the command of Gen. Friedrich Paulus eventually surrendered in early February 1943.
While the Soviets lost nearly 500,000 men in the battle, the Wehrmacht surrendered 91,000 soldiers and lost nearly 150,000. (Photo via Wikimedia Commons)
It was a horrific battle waged on a titanic scale in a battlefield unlike any seen in modern times. In all, the Germans lost about 147,000 men in the battle while surrendering 91,000. The Soviets took even more catastrophic losses, with 480,000 dead and 650,000 wounded. An estimated 40,000 civilians were killed in the fighting.
President Donald Trump told reporters at the White House on April 3, 2018, that he would dispatch US troops to the US-Mexico border.
“Until we can have a wall and proper security we’re going to be guarding our border with the military,” he said, according to Reuters correspondent Phil Stewart. “That’s a big step.”
Trump said he had spoken with Defense Secretary Jim Mattis about “guarding our border with the military … until we have a wall,” according to David Nakamura of The Washington Post. “We really haven’t done that before, or certainly so much before.”
Trump’s comments come after several days of comments about an annual “caravan” of mostly Central American migrants started a trip from the southwest corner of Mexico aiming to reach the US border, where many would seek asylum.
Trump inveighed against the group, against what he perceived as Mexico’s failure to stop them, and against what he sees as weak US immigration policy that has led to such migration. Mexican immigration officials moved to break up the group on April 2, 2018, but Trump again commented on the caravan’s movement on April 3, 2018.
“If it reaches our border, our laws are so weak and so pathetic … it’s like we have no border,” Trump said on April 3, 2018. “They did it because you really have to do it,” he added, referring to Mexico’s decision to halt the movement.
(Photo by Sgt. Jim Greenhill)
“The caravan doesn’t irritate me,” Trump said. “The caravan makes me very sad that this could happen to the United States.”
“President Obama made changes that basically created no border,” he said.
Trump has reference the military in discussions of border security and immigration enforcement before.
A few weeks after taking office, Trump described the removal of authorized immigration by his administration as “a military operation,” a comment that contrasted with other officials in his administration, who stressed that deportations would not be pursued en masse or in the style of a military operation. Sean Spicer, then the White House press secretary, later clarified that Trump was using the term “as an adjective.”
In late March 2018, Trump floated the idea of redirecting funds from the defense budget toward funding the wall he has promised to build on the frontier. The project is currently under the purview of the Homeland Security Department.
The Pentagon said Trump had discussed the matter with Mattis, however Pentagon and Congressional officials both said it would take an act of Congress to shift those funds. During a trip to Mexico in September 2017, Mattis highlighted the US and Mexico’s close cooperation and mutual concerns, and, when asked about the border wall, said the US military had no role in enforcing the border.
A Pentagon official was not immediately available to comment on Trump’s latest remarks.
It was a cool California November afternoon in 1947 when the HK-4 Hercules, also known as the Spruce Goose, finally flew. It was supposed to be a simple taxi test, nothing more than motoring through the water of Long Beach Harbor to show off its speed and test out the plane in open water. But having endured years of people mocking the project and himself for trying to build a plane so massive it had no hope of flying, Howard Hughes decided to take the opportunity to extend his middle finger at them all in the most poignant way he could.
No doubt with a twinkle in his eye as the Hercules cruised through the water, Hughes turned to the 30 year old hydraulic engineer, David Grant, who he had chosen as his co-pilot that day despite him not actually being a pilot, and unexpectedly told him to “lower the flaps to 15 degrees” — the take off position.
Not long after, the massive, few hundred thousand pound (250K lb / 113K kg empty, 400K lb / 181K kg gross), 218 ft (67 m) long aircraft with a still record holding wingspan of just shy of 321 feet (98 m) was out of the water. It was airborne for under a minute, went less than a mile, and only about 70 feet in the air, but it had done the impossible — the Spruce Goose flew.
Given the rather innovative use of a hydraulic system, landing was a bit abnormal for planes of the age in that the plane had to be landed under power, as Grant would instruct Hughes to “fly it into the water.”
When it finally settled back down in the water, Grant stated, “It was ecstasy all the way. It was like walking on air. It wasn’t underpowered at all, and it performed exactly like it was designed to.”
As to why Hughes didn’t fly it further, besides elements of the aircraft still needing tweaked and the potential danger of taking media aboard a test flight in which even the pilot wasn’t quite sure how the plane would handle, they’d been taxiing around for some time at this point and the plane hadn’t been fueled much to begin with. As such, Hughes didn’t want to risk running out of fuel in open ocean before he’d have a chance to circle back around and land.
Now, the original plan for this aircraft was a lot more grandiose than a brief publicity flight. In 1942, the United States — along with much of the rest of the world — was in the midst of WWII. Being across an ocean from where the fighting was taking place was a problem when transporting supplies, weapons, and soldiers en masse.
At the time, efforts on this front weren’t going well. German U-boats were patrolling Atlantic waters and torpedoing anything that was perceived to be helping the Allied war effort. According to one estimate, between January 1942 and August 1942 alone, German U-boats had sunk 233 ships and killed more than 5,000 Americans. It was clear that a better way was needed for transporting things safely across the Big Blue.
It was Henry J. Kaiser who first proposed an idea of an airboat. Running one of the most important construction companies in modern American history, Kaiser was responsible for building quite a lot of the infrastructure of the American west at the time (including the Hoover Dam). He also created a system for fast, high-quality shipbuilding during World War II that became world renownd.
Kaiser thought that a massive airboat packed to the gills with supplies and troops that could fly over German U-boats was the answer to the problem. However, he was a shipbuilder and not an expert on airplanes… But he knew someone who was.
By 1942, Hughes was already a famed figure in America. Exceedingly wealthy, he first gained widespread fame as a Hollywood producer who was most prominently known for producing and directing Hell’s Angels, a World War I epic about aerial combat that was (at the time) the most expensive movie ever made.
In 1934, he formed the Hughes Aircraft Company. A year later, he helped design and build the H-1, or as he liked to call it, the “Racer.” In September 1935, he broke the world land speed record in it with an average of 352.322 mph. In sort of a precursor of the future, during the flight the plane ran out of gas — something Hughes didn’t anticipate — forcing him to crash in a beet field, narrowly avoiding serious injury.
He broke another land speed record when he flew to New York from Los Angeles in a mere 7 hours, 28 minutes, and 25 seconds (averaging 332 mph). In 1938, he shattered the world record for quickest time flying around the globe, needing just 3 days, 19 hours, 14 minutes, and 10 seconds, almost 4 days quicker than the previous world record set in 1933 by Wiley Post.
His prowess as an aviation engineer and pilot quickly earned him a reputation as one of the most innovative aviators in the world- someone that Kaiser thought would help the Allies win the war.
Together, Kaiser and Hughes convinced the War Production Board to finance the construction of 500 flying boats, a project that was deemed in the press as the “most ambitious flying aviation program in the history of the world.”
For months, the old-school industrialist and the new-age aviator worked together to put together plans that would wow.
In late August, they submitted to the government blueprints for a seaplane with eight engines, a wingspan longer than a football field, and a hull taller than a five-story building.
Beyond being the largest plane ever built by far at the time, it would be able to transport 750 troops or two M2 Sherman tanks. It had a gross weight of about two hundred tons, which was nearly three times heavier than any other airplane ever built. And, due to wartime metal restrictions, it was to be built nearly entirely of wood. Hughes and Kaiser called it the HK-1, naturally named after themselves.
While hesitant at first, the federal government gave the pair $18 million (about $250 million today) to develop and build a prototype.
It didn’t go well from the very beginning. The Hughes Aircraft Company was not a big company in 1942 and struggled with staffing, expenses, and deadlines. Hughes himself was unfocused, taking on too many projects while underestimating how much attention was needed to build a plane that would eclipse anything anyone had ever attempted to make fly. Four months in and the best thing that could be said was that they built a 750-foot long hanger, also made out of wood.
By mid-1943, construction had begun on the plane itself, but it was incredibly slow-moving. Working with wood proved to be an enormous issue, presenting a variety of challenges that had to be overcome to make a reliable sea-plane. Beyond the aforementioned then innovative hydraulic system for manipulating the control surfaces, each piece of wood (which was mostly birch, not spruce, owing to birch being quite resistant to dry rot) had to be weighed and analyzed for quality assurance before being used.
In addition, each sheet had to be laminated with a waterproof glue in order to prevent it from being damaged by water, heat, and fungus. Along the way, besides needing to purchase the rights to the Duramold laminating process, which in a nutshell involved stacking shapable ultra-thin strips of wood and applying a glue, Hughes and his teem also had to develop a variation of the process for their particular application.
As late 1943 approached, the first prototype was due to the government but it was clear that wasn’t going to happen. What’s more, they had spent nearly half of the budget on “engineering re-tooling” and rumors were swirling that the first plane wasn’t going to be done until 1945. It turned out to be much worse than that.
At this point, Kaiser had had enough and bailed out of the project. Several times, the feds threatened to shut the whole thing down, willing to cut their losses. The contract that had originally been given to Hughes and Kaiser went from 500 planes to 3 planes to, finally, just one for the original $18 million.
By 1944, $13 million of that money was spent and, yet, the plane was less than half done. Then the war ended and any hope that the now-called H-4 Hercules (renamed after Kaiser left the project) was ever going to help the war effort was gone.
The contract with the federal government was swiftly canceled, but Hughes was determined to finish the plane. As he stated before the Senate War Investigating Committee in 1947 during an inquiry on whether he’d mismanaged tax payer dollars during the project,
The Hercules was a monumental undertaking. It is the largest aircraft ever built. It is over five stories tall with a wingspan longer than a football field. That’s more than a city block. Now, I put the sweat of my life into this thing. I have my reputation all rolled up in it and I have stated several times that if it’s a failure, I’ll probably leave this country and never come back. And I mean it.
And so it was that he paid for the project’s completion himself. The H-4 Hercules was finally finished in June of 1946 with $22 million of the government’s money and, while figures vary from otherwise reputable sources, according to Boeing, $18 million of Hughes own personal wealth chipped in, for a grand total of $40 million (about $450 million today). It should also be noted here that, subtracting initial research and development costs, had they decided to build a second plane, it probably would have only cost about $2.5 million (about $28 million today).
It took a little over a year more for Hughes to it fly. At this point given the massive scale of the plane, the incredible weight, the fact that it was made of wood, and the perpetual delays, the media had taken to mocking the plane, calling it the Spruce Goose — a nickname that Hughes and his team hated owing to it demeaning what was otherwise a marvel of engineering.
But on that fateful November day, the Hercules finally did what it was intended, proving many a critic wrong.
In the aftermath, there was some wrangling over who actually owned the plane given how much money Hughes himself had sunk into the project. But the U.S. government eventually gave up its rights to it in exchange for the Smithsonian Institute’s National Air and Space Museum getting the Hughes’ H-1 Racer plane and a portion of the Spruce Goose’s wing, as well as in exchange for a relatively small payment of $700,000 (about $3 million today).
For years afterward, Hughes, now moving on to other projects, kept the plane in the hanger he built specifically for it, seemingly originally with the intent of eventually flying it again. In fact, he kept a full-time crew of, at its peak, hundreds of people on hand to make sure the plane was ready to fly at any given moment, costing him millions of dollars over the years to do that.
Howard Hughes died in 1976 and the Spruce Goose immediately was under threat of being dismantled owing to the cost of maintaining it in its massive hanger. But the Aero Club of Southern California acquired the legendary plane in 1980 and put it in their own hanger next to the Queen Mary in Long Beach, right near where the plane did its maiden and final voyage.
The Walt Disney Company bought the property in 1988 and, after a few tense years, given Disney wanted the plane gone, the Evergreen Aviation Museum in McMinnville, Oregon won the right to acquire the Spruce Goose.
For the last 26 years, that’s where it has remained, meticulously maintained. In fact, it’s generally thought that the maintenance over the years has been so good that, with some upgrades, particularly to the wiring and electronic components as well as going through the engines, it could possibly fly just fine today. Of course, because of its historical significance, nobody has seriously suggested anyone make those upgrades and try.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.