When you need help, there’s nothing embarrassing about asking for it. Especially when the pressure is on to get it right as soon as possible.
Rifles are no different. And if you have to call an arms manufacturer for a problem there, it’s probably a big deal.
That’s why Barrett Firearms Manufacturing provides service for its products long after they enter military service. Most notably, the beloved Barrett M-107 .50-caliber rifle.
Don Cook is a Marine Corps veteran who has been working at Barrett for 17 years. In an interview with National Geographic, he recalled the time he received an interesting call on the customer service line — a call from troops in an active firefight.
“It’s probably one of the biggest highlights in my life to be able to help a Marine unit in a firefight,” Cook told NatGeo.
He picked up the phone and heard what was happening in the background. Without being able to see the weapon, he was able to diagnose the problem.
The Marines bent the ears of the weapon’s lower receiver up during the previous night’s maintenance. When they saw action the next day, the rifle wouldn’t fire every time they pulled the trigger.
Cook told them they needed to bend the ears back down. Given the lack of tools and time, he suggested the Marines use the bottom of the carrier as leverage to bend the ears back and get the weapon firing again.
Within 30 seconds, the Marines had their rifle back in action. They thanked Cook for his help and got back in the fight.
Some people think that a full tank of gas and keys are the only things needed to drive a car. Sure, you can sometimes get away with being underprepared, but not during the winter. Factors like snow, ice, and freezing temperatures make winter driving a lot more demanding than normal.
You should be prepared for typical accidents that could potentially happen on the road at any time, but during the winter we’re also tasked with shoveling snow, scraping ice from our windows, making sure our tires have good traction, maintaining safe tire pressure, and more.
Whether you’re taking a spirited drive for fun or traveling from point A to point B, there a few things that everyone should keep in their car at all times during the winter.
No matter what year, make, or model your car is, it should come with basics like a tire iron and jack, but those two items alone won’t cut it. If you end up with a dead battery or a car that’s stuck in the snow, you’ll want to have a few other things on hand.
Check out the 12 items you should keep in your car at all times this winter, below:
It goes without saying that shovels are useful during the winter, but having one specifically dedicated to your car is a wise move. If you’ve ever had to dig your car out after a snowstorm or gotten stuck along a snow-covered road, you know how convenient it is to keep one in your trunk.
When choosing a shovel to store in the car, people often resort to a cheap mini shovel for the sake of saving space, but it’s bound to break. Or they opt for a full-size shovel that will take up their entire cargo space for better efficiency.
With a DMOS Collective shovel, you get the best of both worlds. Made in the US using aircraft-grade aluminum alloy, every DMOS shovel features serrated teeth for breaking ice and a collapsible handle for easy storage.
Choose the Alpha 2 for a full-sized shovel or the Stealth for an even more compact design. You’ll never have to buy another shovel again, and it will fit your trunk perfectly.
A snow and ice scraper is easily the most used tool for drivers during the winter. Keeping one handy will allow you to efficiently clear off your windows and lights before driving. The Snow Angel features an extendable telescopic arm, so it’s easy to store and won’t take up a lot of space when not in use.
A dead battery is one of the most common car issues, so jumper cables are a must-have. Whether you accidentally left your lights on or cold weather drained your battery, this will bring your car back to life. EPAuto uses thick 4-gauge cables for solid and reliable conductivity.
Keeping a flashlight in your car year-round is a good idea, but with less daylight during the winter, it can be especially useful. Sure, your smartphone has a flashlight app on it, but it’s not as useful as a real one. Whether changing a tire or jumping your car, you want something that shines bright and is durable.
The Outlite A100 has a bright light with an adjustable focus and five modes, including a disrupter strobe and SOS function. It’s also waterproof, so you’ll be able to use it in all weather conditions.
Running out of gas can be a major headache at any time of the year, but it’s definitely worse in the winter. You don’t want to store fuel in your trunk, but keeping a small gas container in your car can save you from a tow. Just walk or take a cab to the nearest gas station and fill this can. With a capacity of just over a gallon, it will hold enough gas to get you to a gas station where you can refill your tank.
You probably already own a battery pack for keeping your electronics charged on-the-go, but having one that’s always in your car is important. It can be the difference between making a quick call for help or being stranded for hours. The NOCO Boost Plus GB40 acts as a charger flash, LED flashlight, and even has a plug-in to jumpstart your car.
If your tires don’t have good tread, you absolutely want to replace them before winter comes. Driving in wet, snowy, or icy conditions with bald tires is extremely dangerous and shouldn’t be done. Go for a quality set of all-season tires, or opt for a set of snow tires to run on your car during the winter months. In addition to the tires on your car, it’s important to keep a spare that’s in solid condition.
Whether your tires are brand new or used, cold weather can cause a loss of tire pressure. Since keeping the correct tire pressure is important to driving safely, an air compressor is a convenient way to maintain good tire pressure at all times. The P.I. Auto Store Air Compressor plugs right into your car’s 12-volt power outlet and features a gauge to let you know you’ve reached the correct PSI.
You never know when you’ll need a first aid kit, so keeping a small one in your car is always smart. The Swiss Safe 2-in-1 is a packable case that’s easy to store or carry. It includes a 120-piece kit and a smaller bonus 32-piece kit.
Even if you’re not a mechanic, having a basic tool kit can save the day when simple fixes need to be done. The Apollo 56-Piece kit includes everything you’ll need for basic repairs — a wrench, sockets, Allen keys, pliers, a screwdriver, zip ties, and more.
Have you ever been stuck in the snow and your tires just keep spinning and spinning, no matter how much gas you give it? Even with new tires, certain cars can still lose traction, but luckily there’s a solution: cat litter. Simply spread the litter underneath the tires lacking traction, and you’ll be able to drive out of the slippery snow and ice.
Being stranded isn’t fun at any time of year, but during the winter, it’s more than an inconvenience. Going from driving in a warm car with heat to breaking down and losing power is never a good feeling — and can even be dangerous.
In the event that you do have to tough it out inside your car for a few hours or even overnight, you’re going to need a blanket to stay warm. You don’t need a full comforter set, but a fleece blanket provides warmth and won’t take up too much trunk space.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
War is a dangerous thing, often necessitating actions that — in any other circumstance — would be absolutely insane.
Here are six of the things that make sense in war, but are still pretty ballsy regardless:
6. Flooding your own territory
The idea for most defenders is to keep their territory whole for their own people, even in the face of enemy forces. But for defenders in low-lying areas facing a potentially unstoppable force, there’s always the option of making sections of it impossible via water (though mines, obstacles, and a few other maneuvers work also).
This forces the enemy to attack through narrow channels determined by the defenders, and limits the territory that has to be protected. Does make for a hell of a cleanup problem, though.
5. Night raids
Night raids have all the same drawbacks of normal raids in that the attackers are trying to conduct a quick assault before the defenders can rally, but with the added confusion of limited visibility and increased sound transmission — sound waves typically travel farther at night and have less ambient sound with which to compete.
Of course, the U.S. enjoys a big advantage at night against many nations. While night vision goggles and other optics provide less depth of field and less peripheral vision, if any, they’re a huge advantage in the dark against an enemy without them.
4. Submarine combat
Submarines face a lot of jokes, but what they do is pretty insane. A group of sailors get into a huge metal tube with torpedoes, missiles, or both, dive underwater and sail thousands of nautical miles, and then either park or patrol under the waves, always a single mechanical failure from a quick and agonizing death.
The reasons to go under the waves anyway are plentiful. Submarines can provide a nearly impossible-to-find nuclear deterrent, molest enemy shipping, sink high-value enemy vessels, place sensors in important shipping lanes, or tap into undersea cables.
But the guys who sail under the water are crazy to do it.
3. “Vertical envelopment”
Vertical envelopment means slightly different things depending on which branch’s manuals you look at and from which era, but it all boils down to delivering combat power from the sky, usually with paratroopers from planes or troops in helicopters on-air assault.
Either way, it leaves a large group of soldiers with relatively little armor and artillery trying to quickly mass and fight an enemy who was already entrenched when they arrived, hopefully with the element of surprise.
It’s risky for the attackers, but it allows them to tie up or destroy enemy forces that could threaten operations, such as when Marines air assault against enemy artillery that could fire on a simultaneous amphibious assault.
2. Assault through ambush
When a maneuver force finds itself in a near ambush — defined as an ambush from within hand grenade range, about 38 yards — with the enemy sweeping fire through their ranks, it’s trained to immediately turn towards the threat and assault through it, no matter the cost.
Each individual soldier takes this action on their own, not even looking to the platoon or squad leadership before acting. While running directly towards the incoming fire takes serious cojones, it’s also necessary. Trying to go any other direction or even running for cover just gives the enemy more time to fire before rounds start heading back at them.
And the number 1 ballsiest move:
1. Ships ramming submarines
It’s hard to get more ballsy than one of the earliest methods for attacking submarines: taking your ship, and ramming it right into the enemy. This is super dangerous for the attacking ship since the submarine’s hull could cause the surface ship’s keel to break.
But surface ships do it in a pinch anyway, because there’s more risk to allowing a submarine to get away and possibly into position for a torpedo attack. And the surface ship is generally more likely to limp away from a collision than the submarine is, which is still a win in war.
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.
Obviously, video games are nothing like the real world. No one is going to give you 100 gold coins to go clear a bunch of rats out of a dungeon and no one is impressed by your ability to roll on the ground to get places faster.
Where this division between real life and gaming hits the hardest is in the military. Think about it — not once has a recruiter tried to tell you about the “quest reward” that is the GI Bill. On the bright side, there are a lot less people screaming that they’ve done unspeakable acts to others’ mothers — so there’s that.
These are six video game tropes that are completely detached from reality.
Usually, waiting for your vision to stop going red indicates a concussion…
Most games have one of two types of healing: Either you just hide behind a rock for a few seconds and you’re perfect or you run over a first-aid kit and it immediately feel better You might be surprised to learn that this isn’t how it works on an actual battlefield.
There are entire occupations in the military dedicated to delivering aid to wounded troops. The cold reality is that just throwing a first aid kit at someone isn’t going to get them back to 100%.
It’s probably for the best. A laser could get set off by anyone: friend, foe, or civilian bystander.
For some reason, claymore mines in video games are always set to go off when someone walks in front of the little lasers attached to the front.
In real life, mines like those do exist, but they aren’t used on the battlefield. Laser tripwire mines are highly discouraged by the Geneva convention. Typically, real claymore mines are detonated with a wire and switch.
Even in the apocalypse, any weapon you find works perfectly.
Perfectly working weapons
No matter what wide assortment of weapons and firearms the game presents to the player, every weapon will always work perfectly. You never have to clean them, maintain them, or deal with many of the issues that plague actual weapons.
Cleaning weapons is a daily routine for combat arms troops. But even if the weapon is at peak cleanliness, they may still suffer a failure to feed, load, or eject, which takes a troop out of the fight temporarily. It’d be nice for immersion if the gamer had to perform SPORTS on a disabled rifle, but it definitely wouldn’t be any fun.
Older games tended to be a lot more straightforward with their orders.
In a sense, there are briefings in video games. While the mission loads up, players are told what to do and then sent off to play. If they don’t like a mission, they can usually just skip it — or disregard orders and play it however they see fit.
Declining a mission from someone who outranks you or putting your own “creative twist” on an objective to it is a surefire way to incur administrative action — especially if your idiotic move has terrible consequences for someone else.
It’s also much harder to do a 360 No-Scope in real life, so don’t try it at home, kids.
“Running and gunning”
In multiplayer games, when a match starts, players set out with a singular objective of outscoring the other guys. This means that everyone plays the fun role of the badass who runs around the map shooting fools in the face.
Actual missions are set up differently and broken down into many different tasks. Your security element is often away from the fight and watching what the enemy is up to, the support element makes sure things go according to plan, and even the assault teams you’d expect to be doing the badass stuff often are given a single task like, “just watch this one particular window.”
Thankfully, helicopter pilots don’t give a damn if you’ve gone on a 7-kill streak or not.
Video games try to give everyone an equal and competitive chance at winning. Developers spend months fine tuning a game before launching it to make sure every player is given the same chance as the next. In a perfect, competitive environment, the only variable is skill.
There’s no way in Hell that U.S. troops would willingly fight on the same level as their enemy. Sure, there’s always going to be that one tool who complains about the Geneva Convention “holding us back,” but in the grander scheme of things, it really doesn’t. U.S. troops kick an unbelievable amount of ass — and they do so with bigger guns, better technology, and more rigorous training.
Before deploying to a developing country, service members go through a variety of medical screenings and receive vaccinations to prepare their bodies for the microorganisms they’ll come in contact with while overseas. After we arrive at our destinations, it’s necessary to keep ourselves as clean as possible to prevent getting sick and developing skin infections.
Some troops have to rough it, rinsing off using bottles of water, showering under bladder systems, or wiping themselves down with baby wipes to keep clean. Others are lucky enough to have showers setup near their berthing areas.
At first glance, cleaning our ourselves with a handful of baby wipes might sound pretty bad compared to using community showers — but you might prefer those wipes after reading this.
Senior Airman Dustyn White collects a water sample at the Lima Gate entry point at the 379th Air Expeditionary Wing in Southwest Asia. The water entering the base is tested for pH, chlorine, and fecal coliform.
(Photo by Master Sgt. David Miller)
Questioning the water source
The bacteria on our bodies like to grow and get smelly, making frequent showers an essential. However, the quality of that shower is dependent on the type of soap you use and the cleanliness of the water with which you rinse.
If there are showers set up in your FOB, be sure to look into how often the water is tested. Someone should be checking pH, chlorine, and fecal matter levels.
The baby-wipe option might actually be a healthier choice.
Always wear your shower shoes.
I’m standing in a puddle of… what?
Military showers are known for being use at high frequencies by service members who use the facility in a timely manner. As with any community-shower setup, not all the water goes down the drain immediately, and puddles being to build up.
As the next person in line, it’s pretty gross to have to step into a pool of murky, leftover water. You should be wearing shower shoes, but even then, puddles could’ve risen higher than your protective soles — and it might not be just water you’re dipping your toes in.
Open bay showers
The open bay shower has been around for decades and will be around for many more. This setup is ideal for rinsing off large crowds who need to freshen up. Unfortunately, getting sprinkled with water that’s splashing off of someone else’s dirty body can make you feel even nastier than before.
Cleanliness of the highly-used, private shower stalls
On deployment, the vast majority of the military community wakes up, shaves, and then takes a quick shower. Showering off in a private stall may feel a little closer to home, but it also might be a curse in disguise.
When you’ve been forward deployed for months, you’ve probably found yourself in some fairly filthy places. Once you return to the FOB, a hot shower sounds like a good idea before settling down. However, the private stalls are pretty small — there’s not much moving around in there. Be careful as you touch the walls and knots — they might not be sanitized as often as you’d hope.
After becoming exasperated with evidence of low discipline and sloppy appearances, a two-star general overseeing most East Coast-based ground combat Marines has fired off a policy letter mandating when troops must wake up, clean, and eat each day.
The April 16 policy letter, signed by Maj. Gen. David Furness, commanding general of 2nd Marine Division out of Camp Lejeune, North Carolina, expresses concern that the Marines within the division have let their standards slide.
“In my travels with the Sergeant Major and Command Master Chief throughout the Division spaces, I have noticed a significant decline in the basic discipline of our warriors,” Furness wrote. “Because the 2nd Marine Division has the majority of personnel assigned to Camp Lejeune, we will take ownership of this problem and FIX IT immediately.”
Staff Sgt. Christian Fuentes motivates recruits with Company F, 2nd Recruit Training Battalion, as he moves down the rows during the senior drill instructor inspection at Marine Corps Recruit Depot San Diego, Aug. 23, 2013.
(U.S. Marine Corps photo by Cpl. Benjamin E. Woodle)
2nd Marine Division is one of three active-duty Marine divisions worldwide and is made up of some 20,000 troops.
The division public affairs office confirmed that a policy letter had been disseminated.
Furness wrote that he has seen Marines and sailors with 2nd Marine Division walking around with long hair, “nonexistent or poor shaves,” worn-out boots and inappropriate civilian attire.
“There are weeds growing around our buildings and work spaces and trash everywhere but the dumpsters where it belongs,” he wrote. “These are just a few examples of the lack of discipline seen across the board that will not be tolerated in this Division any longer.”
Recruits of India Company, 3rd Recruit Training Battalion, conduct pull-ups during a physical training event at Marine Corps Recruit Depot San Diego, Dec. 28.
(U.S. Marine Corps photo by Lance Cpl. Angelica I. Annastas)
He detailed a 24-hour “basic daily routine” that he said he expects every single Marine and sailor in the division to follow, beginning with division-wide reveille every morning at 5:30 a.m.
From 5:35 to 6 a.m., troops are expected to conduct hygiene activities and room clean-up, leaving “blinds half-mast,” according to the order. Physical training and barracks common area clean-up will follow from 6 to 8 a.m. Mandatory platoon or company formations and inspections will happen from 8 to 8:15 before the workday begins. Troops are allowed an hour to eat from noon to 1 p.m. and then must wrap up the day with another formation, from 4:30 to 4:45 p.m.
Furness appealed to the troops’ identity as Marines in asking them to embrace the regimented schedule.
Marines with India Company, 3rd Recruit Training Battalion, Marine Corps Recruit Depot Parris Island, wait to march onto Peatross Parade Deck during a graduation ceremony aboard Marine Corps Recruit Depot Parris Island, S.C., April 13, 2012. The graduation ceremony consisted of five platoons from India Company.
(U.S. Marine Corps photo by Lance Cpl. Aneshea Yee)
“Part of what makes us different from our sister services and American society is the regimentation of our daily lives,” he wrote. “Adherence to orders and standards helps foster mutual trust in one another and produces the attention to detail required to be effective when called upon to fight as our nation’s 911 Force.”
First Lt. Thomas Kleiber, a division spokesman, said the letter essentially reinforces practices that are already in place.
“Obviously, the letter is an internal document and commanders reserve the right to direct their units as they see fit,” Kleiber told Military.com. “Commanders have the authority and responsibility to direct their units in the way that it feels appropriate and promotes mission accomplishment. I don’t think this order is unusual in its attempt to accomplish that.”
It’s not immediately clear how the daily routine will apply to Marines who live off-base or outside the barracks, although Furness does note that unit leaders will be able to modify the routine based on obligations. It’s also not fully clear whether the routine applies only to weekdays, although it appears to. What is clear is that there are stiff consequences for Marines who don’t fall in line.
Marines with Marine Rotational Force – Darwin form up around Brig. Gen. John Frewen, 1st Brigade commanding general and senior Australian Defence Force officer for Robertson Barracks, to listen to him speak about expectations with the rotation, April 11.
(US Marine Corps photo by Cpl. Scott Reel/Released)
“Any dissenters can answer to myself, the Division [sergeant major] or the [command master chief] and will be dealt with accordingly. Can each of you live up to the mantra of ‘If I was accused of being a Marine/Sailor today, would there be enough evidence to convict me?'” Furness wrote. “At this time across our force I believe the answer for many is no, and it needs to be corrected immediately.”
While it’s fairly uncommon for a senior military official to get involved in the minutia of troops’ daily routines, it’s not without precedent.
In 2013, Army Command Sgt. Major Dale Perez, the senior enlisted soldier at the Army National Training Center at Fort Irwin, California, fired off a sharply worded Facebook post aimed at troops and family members on base, particularly those who shopped at the commissary, demanding they clean up after themselves.
“Take your garbage and shop off post if you can’t pick up after yourself,” he wrote.
Furness, who took command of 2nd Marine Division last August, is a career infantry officer who joined the Marine Corps in 1987 after graduating from the Virginia Military Institute. He has led Marines on deployments to Iraq and Afghanistan, and his awards include two Bronze Stars with combat distinguishing device, according to his official military biography.
Editor’s Note: This story has been updated with comment from 2nd Marine Division.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
When America threw its weight behind the Allies in World War I, optimistic politicians and the writers of the day predicted that, soon, tens of thousands of top-tier planes would pour from American factories to the front lines, blackening the skies over the “Huns.” In reality, American aviation was too-far behind the combatants to catch up, and so American pilots took to the air with French castoffs that gave them diarrhea and nausea, obscured their vision, and would lose its wings during combat.
A pilot in his Nieuport 28 fighter aircraft.
(San Diego Air and Space Museum)
World War I plane designs relied on a small selection of engines, and most of them were lubricated with castor oil. As the war wore on and the oil was in short supply, Germany did turn to substitutes. But most engines, especially the rotary designs that gave a better power-to-weight ratio crucial for flight, actually burnt castor oil that escaped in the exhaust.
America’s top ace of the war, Capt. Eddie Rickenbacker, was famous around the aerodrome for often running around the corners of buildings after he landed so he could vomit from a combination of airsickness and castor oil exposure. He eventually got control of his stomach and could fly confidently, but it was a significant distraction for a long time.
But the bigger problem for early American pilots was that the U.S. had to buy French planes, and France kept their best models for their own pilots. So America got planes like the Nieuport 28. The manufacturers had little time to test designs before they had to press them into production and service, and the 28 had one of the worst flaws imaginable.
In rigorous aerial flight, if U.S. pilots took a common but aggressive aerial maneuver, their top wings could break away.
American pilot Capt. Eddie Rickenbacker with his Nieuport 28 in World War I.
Yup. They would lose their literal, physical wings.
It was a biplane design, meaning that it had two sets of wings, one above the other. That upper set of wings was attached with a thin spar. It would break if subjected to significant strain.
And World War I pilots attempting to escape a fight gone bad would often trade altitude for speed and distance. They did this by diving a short distance and then pulling up hard. The plane would gain speed during the fall, and the aviator could hopefully get away before the pursuer could get a bead and fire.
But the weak upper wings of the Nieuport 28 couldn’t always take the sudden force of the pull up after the dive, and so an upper wing would snap during the pull up. So the pilot, already in a dire situation, would suddenly have less lift and it would be unequal across the wings, sending the pilot into a spinning fall.
The Spad XIII didn’t have the drawbacks of the Nieuport 28, but it also had a worse power-to-weight ratio and maneuverability.
(San Diego Air and Space Museum)
Despite these handicaps, American aviators proved themselves faster learners and braver than their allies had expected, leading to a grudging respect from the other pilots.
And, eventually, America would get access to the Spad XIII, an aircraft about as quick as the Nieuport 28 but without the weak wings. But, by that point, not everyone wanted to give up the Nieuport. That was partially because the Nieuport had great handling at high speed as long as the pilot knew how to nurse the engine and not exceed the tolerances for the wings.
The Spad XIII was a little more reliable and stable in normal flight, but some American pilots felt like they couldn’t maneuver as tightly in the new planes, and they actually fought to keep the Nieuport 28s.
The most expensive weapons system in history, the US’s F-35 Lightning II, is still sometimes losing to the 1970s F-15 in dogfights during training scenarios in Japan.
US Air Force F-15 pilot Capt. Brock McGehee, when asked by Defense News if the F-35s at Kadena Air Force base in Japan still sometimes lost to the Cold War-era fighters, said “I mean, sometimes.”
The F-35 has long been plagued by reports of that it can’t dogfight as well as older, much cheaper jets, despite being in development for nearly two decades and claiming to revolutionize air combat.
In 2015, War is Boring published a report from a test pilot that said the F-35 couldn’t turn or climb fast enough to keep up with older jets, and F-16s lugging heavy fuel tanks under wing still routinely trounced it.
But a lot has changed since 2015. The F-35 has had its software upgraded and the tactics refined.
Why the Cold War jets can still pull a win out — for now
Retired US Marine Corps Lt. Col. David Berke previously told Business Insider that the older jets benefited from decades of development and training, whereby new pilots today have established best practices. As the F-35 is still in its early days, Berke said the best is yet to come.
“The biggest limitation for the F-35 is that pilots are not familiar with how to fly it. They try to fly the F-35 like their old airplane,” Berke said.
But the pilots at Kadena dogfighting against F-15s may be a cut above, according to Berke, who said that because they have never flown a legacy jet before, they won’t bring the bad habits with them, and will instead learn how to fly the F-35 like the unique plane it is. “They’re going to be your best, most effective tacticians,” Berke said.
F-35s at a major disadvantage to any legacy jet in a dogfight
(U.S. Air Force photo)
“The F-35 cannot out dogfight a Typhoon (or a Su-35), never in a million years,” Justin Bronk, a combat aircraft expert at the Royal United Services Institute, previously told Business Insider.
The reason why, according to Bronk and other experts on the F-35, is that the F-35 just isn’t a dogfighter. The F-35’s stealth design put heavy demands on the shape of the aircraft, which restricted it in some dimensions. As a result, it’s not the most dynamic jet the US could have possibly built, but it doesn’t have to be.
Berke, an alumnus of the US Navy’s famous Top Gun school, echoed Alpert’s assessment, but warned that the common perception of dogfighting was “way off,” and something US jets haven’t done in 40 years. Berke disagreed with Bronk’s “never in a million years” assertion, but maintained that the dogfighting issue was basically irrelevant.
The bottom line is that in training, all jets lose “sometimes.” That the F-35 can hold its own and beat a jet refined over four decades to excel exclusively at air-to-air combat — when the F-35 has been designed to fight, bomb, spy, and sneak — shows its tremendous range and potential.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Marine scout snipers are often described more like a force of nature than a group of warfighters. The Corps has recently had just a few hundred of them at a time, but a massive mission rests on their shoulders. They’re true scouts, acting as the commander’s eyes and ears, but they’re also trained to take careful shots at foes. And they even train to hit targets from moving platforms like helicopters.
The big difference between scouts and scout snipers is right in the name. It’s also in the Corps’ definition of the job:
The scout sniper is a Marine highly skilled in fieldcraft and marksmanship who delivers long range, precision fire at selected targets from concealed positions.
But the Marine Corps is very specific that scout snipers are shooters, even going so far as to define the snipers’ primary mission as that “precision fire” and the secondary mission as “gathering information for intelligence purposes.”
So, they’re really highly observant snipers rather than scouts who have become more lethal. And being a top-tier sniper requires a certain amount of flexibility, especially in the Marine Corps where they pride themselves on their “Semper Gumby” mentality.
And so these Marines train on not just riding into battle on helicopters, but on shooting enemies from them with their precise fires. To practice, the Marines hop into Super Hueys and spit fire at targets floating in the ocean or staged on land. The shifting helicopters provide an increased level of challenge, but also allows the snipers to take out threats while inserting into the battlefield or while providing cover for infantrymen hitting the deck.
The two-man teams work together to watch over friendlies, engage enemy forces, and send targeting data and other intelligence back to the headquarters, whether they’re working from a helicopter, a ship, or a secluded ridge or rooftop on the battlefield.
A video from the aerial sniper training is available above.
The Hind Mi-24D was an odd but deadly amalgamation of troop helicopter transport and attack helicopter. While it was ostensibly built to transport a squad of infantry and then protect it, American chopper pilots were worried about what would happen if they ran into the attack helicopter and its massive gun and were forced to fight it in the air.
The Marine Corps SeaCobras and later SuperCobras were stronger than their Army counterparts thanks to the addition of a second engine and an improved main gun. The Army would later adopt the Marine’s 20mm main gun on later Cobra models instead of the 7.62mm miniguns and 40mm grenade launchers that they had originally mounted.
But while that 20mm main gun was great for wiping out enemy armored vehicles and light bunkers, its rate of fire was limited to 670 rounds per minute in order to keep it from moving the Cobra too much while it was firing. Meanwhile, the new Hinds had a large, multi-barreled gun that Phillips and others were worried had a higher rate of fire and higher muzzle velocity.
The Mi-24 is a great helicopter that, despite a rocky start, rose to be a major threat to U.S. forces in the Cold War.
(Rob Schleiffert via flickr, CC BY-SA 2.0)
It would later turn out that the Soviets were using a Yak-B main gun with 12.7mm rounds that had a muzzle velocity of 810 meters per second, less than the 1,050 m/s of the Cobra’s M195 20mm gun. But the Yak-B on the Mi-24D could fire up to 4,500 rounds per minute while the Cobra was limited to 670.
Worse, the Russian pilots were training for air-to-air combat in the Hind. When Phillips and others started matching Hinds and Cobras in simulators, it became apparent that victory or defeat in a one-on-one fight would be decided by pilot experience and main gun capability. And the Marines thought they were behind in both training and armament.
But Phillips thought it was likely that Cobras and Hinds would meet in future conflict, and that the Marines would need to up-arm their Cobras or else buy more and deploy them in larger teams so they could win through superiority of numbers.
Obviously, the Marines would prefer to win through excellence rather than throwing unsustainable numbers of pilots and helicopters at the problem. So Phillips proposed two fixes for the armament and one fix for training.
First, his simulation experience against the Hind showed that an air-to-air battle between it and a Cobra would be over quickly. Often, the helicopters settled their conflict in a single pass as one or the other shot down the enemy with a burst from the main gun. To make the Cobra more successful, he wanted to give it a higher rate of fire and muzzle velocity with improved ammunition or even a new gun. Also, an improved sighting mechanism would increase Marine chances.
But he also wanted to add an entirely new weapon onto the helicopter: air-to-air missiles. This is one of the adoptions the Marine Corps would later make, deploying Sidewinder missiles on the helicopter in 1983, four years after Phillips’ paper was written and submitted to the U.S. Army War College.
The AH-1Z Viper has an even better version of the 20mm Gatling guns used on the AH-J SuperCobra.
(Lance Cpl. Christopher O’Quin)
But Phillips also wanted to change training and briefings to address the air-to-air threat. The Russians were training specifically on combat against helicopters, and he wanted the Marines to do the same. And one step further, he wanted transportation helicopters to carry some weapons for self-defense against the Hind, and he wanted those helicopters’ crews to discuss air-to-air procedures before any mission where enemy aircraft could be in play.
All of this combined would have made it to where up-armed Cobras would escort lightly armed transportation helicopters into combat and, if an enemy Hind were spotted, the entire flight would work together to bring down the Russians before the Hind could win the day.
Luckily for everyone involved, the fight never went down. But if it had, those Sidewinder missiles and better training would likely have saved Marines and troops from the other three branches forward as Hinds fell to the snakes in the grass.
The Super Bowl came and went. If you’re a Patriots fan, good going. Now your boy has enough Super Bowl rings to snap half of all life out of existence. Tom Brady was somehow the “underdog” that game… because reasons? The Rams didn’t do anything spectacular after being given a free touchdown via a no-call against the Saints and they got flag after flag for seemingly pointless reasons, and they they still couldn’t… You know what? Whatever. I’m a Detroit Lions fan. We’re used to terrible calls and disappointment.
The real military highlight on Sunday was the Google Ad that inspired everyone to search for civilian jobs for their given MOS for the hell of it. Sometimes, the algorithm was hilariously off. Other times, to be honest, we all kinda knew what the results would be: Aircraft repair guys got told to repair aircraft, commo guys got system admin jobs, water dogs got water treatment jobs, and so on.
On that note, here’re some memes to help soothe over the pain of knowing you could be getting paid six figures for doing a less-stressful version of what you’re doing now.
The Cold War was a great time for NASA and the U.S. Air Force. It seemed like they were able to do pretty much whatever they wanted in the interest of just seeing if they could do it. But the X-15 was much more than just a power play. Even though the Air Force already had the perfect spy plane, capable of flying across the planet at Mach 3, they still decided to up the game just a little further and came away with some important discoveries, discoveries that led to the creation of the Space Shuttle.
Not to mention the world’s speed record for manned, powered flight – Mach 6.7.
The craft had to be drop launched from the wing of a specially modified B-52 Stratofortress but could reach the very edge of space, setting altitude records for winged aircraft. Once dropped from the wing of the “mother ship” the X-15 launched its XLR-99 rocket engine to propel the craft at hypersonic speeds. It was a unique plane because it was designed to operate in an environment where there was less air than other aircraft.
It was the world’s first spaceplane, thus it used rocket thrusters to control its altitude at times. It could switch back and forth between conventional flight controls as needed for exoatmospheric flight as well as landing the craft.
There were three different X-15 airframes. One suffered from a landing accident in 1962 that injured pilot John McKay. As a result of this flight and the damage suffered to the airframe, the fuselage was lengthened, it was given extra drop tanks for fuel beneath the wings and was given an ablative coating to protect its pilot from the heat of hypersonic flight.
A second one was lost in 1967, just minutes after its launch. The craft had taken a video of the horizon at the edge of space and began its descent to the world below. As the craft descended, it entered a hypersonic spin. Even though its pilot, Michael J. Adams, was able to recover the plane at 36,000 feet, it then went into an inverted dive at Mach 4.7. The plane broke up under the stress and Adams was killed.
Pilots who flew the X-15 to its highest altitudes were eventually given astronaut wings by the U.S. Air Force, considering the craft broke the USAF threshold for the edge of space at 50 miles above the surface of the earth. The craft would also make faster and faster hypersonic flights until Oct.3, 1967 when William J. “Pete” Knight took the craft to its maximum speed of 4,520 miles per hour.
Aside from these two achievements, the X-15 also had a number of notable firsts, including being the first restartable, throttle-controlled and man-rated rocket engine. It also tested the first spaceflight stellar navigation system and advanced pressure suits. The X-15 program was a direct ancestor of the modern Space Shuttle program, and without it, many notable achievements would not have happened.