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Some really good thoughts on leadership

Higher Command in War

Field Marshal Sir William Slim (1891–1970)Field-Marshal-Slim

 

This article was originally published in the May 1990 edition of Military Review and reproduced by permission of the Controller of Her Majesty’s Stationery Office.

Field Marshal Sir William Slim served in World War I and in the Indian army during the interwar period. As commander of the 1st Burma Corps (1942–1945) and supreme Allied commander of ground forces in Southeast Asia (1945–1946), he was the driving force behind the successful campaign to drive the Japanese out of India and the defeat of the Japanese armies in Burma. After the war, he served as commandant of the Imperial Defense College, chief of the Imperial Staff, British army, and governor general of Australia. The following remarks, delivered to the students and faculty of the U.S. Army Command and General Staff College on 8 April 1952, provide his unique and invaluable insights on the art of command at the senior levels. His remarks have been edited for publication.

 

You very often hear people say, “So and so is a lucky commander.” Well, you can be lucky once; you can be lucky twice; but I don’t think you will be lucky three times. If a chap is lucky three times, there is something more to it … The commander who always guesses right doesn’t really guess, it is a product of … training, knowledge, observation, and character.

 

Although I selected the subject of this talk, “Higher Command in War,” I do address you with a certain amount of diffidence. Command is an intensely personal affair; anyone who has exercised it and then goes on to talk about it (which may not be very wise) is bound to base all that he says on his own personal experience. Any man’s personal experience, however wide it may have been, is limited. Another thing that makes talks on command from us old generals sometimes rather a bore is that we are frightfully inclined to sprinkle our talk with a very large number of capital “I”s, and the capital “I” is not really a very elegant letter. I’ll try not to, but I probably shall.

The sort of command that I am talking about, mainly, is higher command—that is, the command of any army or of an army group. Most of the things I shall say hold good, I think, for command at any level. If, when I have finished, any of you care to get up and say, “Well, we know a better way to do it,” I will not contradict you at all—as long as you say, “I know a better way for me to do it, but not necessarily for you,” because I do emphasize throughout that command is a personal thing.

I have been very lucky in my military career—very much more lucky than I deserve. I have commanded everything from a section of six men as a lance corporal to an army group of a million and a quarter, and the conclusion I have come to, after 40 years of doing that, is that command, on whatever level you exercise it, is very much the same thing. It is based on the same qualities.

 

I had a sort of motto, “No details, no paper, and no regrets.” No details—don’t go about setting machine guns on different sides of bushes. That is done a damn sight better by a platoon commander. Then, no paper. You cannot entirely do without paper, but you can get rid of quite a lot of it. Do not have people coming to you with huge files, telling you all about it. Make the man explain it; and if he cannot explain it, get somebody who can.

 

Command is that mixture of example, persuasion and compulsion by which you get men to do what you want them to do, even if they do not want to do it themselves. If you ask me really to define it, I should say command is the projection of personality—and like all true art, and command is an art, it is exercised by each man in his own way. But, you cannot be a commander without having certain qualities. In command itself, I think there are three elements. I am talking now, remember, of the command of a big organization. There is, first of all, the commander himself; then there are his headquarters and his staff; and third, there is the way he keeps contact with the people he commands. I will talk about each of these.

The Commander

If you ever have to organize a command or a campaign, believe me, the first thing to do is to select your commander and select him early because he should be the mainspring of the whole enterprise. I said just now that command was the projection of personality. So it is a question of what sort of personality a commander should have. He ought to have a whole lot of qualities, but there are certain ones that are basic and without which, he will never be a commander at all.

Will Power. The first of these is will power, or determination if you like to call it that. Not only does the commander have to decide what is going to be done—that is perhaps one of the easier things—but he has got to see that it is done. I don’t think you really need me to tell you that, because most of you have had experience of command on some level.

Viscount-Slim

You do not need me to tell you, either, of the amount of opposition you will meet. There will be opposition first of all from the enemy. Well, that is fair enough; that is the attitude you expect of the enemy. I can remember in World War I, when I was a very young officer, some fellow at the back started sending up forms and one of the things you had to fill in was the attitude of the enemy. A certain young officer filled in “hostile!” He got it back with a very rude note from the staff saying, “Amplify your answer.” So he sent it back. “Definitely hostile!” So you will meet opposition from the enemy, but there are other forms of opposition. Strangely enough, there will be your own staff. Sometimes I used to get cross with my staff, which was one of the finest Anglo-American staffs you could have had, and I used to say, “You fellows do nothing but tell me that anything I want to do is logistically impossible.” You will get most of the opposition to the things you want to do from the administrative or what you call the logistics staff—and that is very understandable because the one thing that an administrative staff officer wants to avoid is letting down his commander. So he is always a little bit on the cautious side. There is always a tendency on the part of your administrative staffs to say, “Look here, you’re taking too great a risk.” Sometimes you may be, but you must be the judge of that.

 

It is astonishing how obstinate [allies] are, how parochially minded, how ridiculously sensitive to prestige, and how wrapped up in obsolete political ideas. It is equally astonishing how they fail to see how broad-minded you are, how clear your picture is … and how cooperative and big-hearted you are … Just remind yourself of two things. First, that you are an ally too … If you walk to the other side of the table, you will look just like that to the fellow sitting opposite. Then the next thing to remember is that there is only one thing worse than having allies—that is not having allies.

 

Then there are your subordinate commanders who probably want to do the thing a little bit differently or have other ideas, and sometimes you will find your superiors have very strong ideas of their own. You have to deal with that sort of opposition. When you get rather high up, there are doubting and interfering politicians. You have to deal with them. They aren’t so hard to deal with when you get down to it; they are not half as tough as they look sometimes. Then, of course, there are your allies.

Now, it is an extraordinary thing that you should meet with so much opposition from allies. Allies, altogether, are really very extraordinary people. It is astonishing how obstinate they are, how parochially minded, how ridiculously sensitive to prestige and how wrapped up in obsolete political ideas. It is equally astonishing how they fail to see how broad-minded you are, how clear your picture is, how up-to-date you are and how cooperative and big-hearted you are. It is extraordinary. But let me tell you, when you feel like that about allies—and you have even worse allies than the British, believe me—when you feel like that, just remind yourself of two things. First, that you are an ally too, and all allies look just the same. If you walk to the other side of the table, you will look just like that to the fellow sitting opposite. Then the next thing to remember is that there is only one thing worse than having allies—that is not having allies. You will get opposition from all those sources. You simply have got to drive through what you want against every kind of opposition, including the opposition of nature. The opposition of nature can be, of course, the worst of the lot. The British army fights all its battles uphill and usually on the junction of four map sheets.

 

There is an obvious conflict between flexibility of mind and strength of will. You have to be very careful to see that your strength of will does not become just obstinacy and that your flexibility of mind does not become mere vacillation … You have somehow, in yourselves, in your own characters, to strike [a] balance.

 

To be a little more serious, this determination, this will power, which is the first essential of the commander, is really based on courage. Not so much physical courage; you will have that because, thank God, courage is bred in us. You will have physical courage, but what else you commanders will have to have is rarer—that is moral courage. Moral courage simply means that you do what you think is right without bothering too much about the effect on yourself. That is the courage that you will have to have. You must be as big as your job and you must not be too afraid of losing it. It does not matter what your job is, whether supreme commander or lance corporal, you must not be too afraid of losing it—some people are. So the one quality no leader can do without is determination, based on moral courage.

Slim-Burma

Judgment. The prime task of the commander is to make decisions. What you have to do is to weigh all the various factors, recognizing that in war half of your information may be wrong, that a lot of it is missing completely, and that there are all sorts of elements over which you have no control, such as the weather and, to a certain extent, the action of the enemy. You have to weigh all these things and come to a decision as to what you want to do. You must have that judgment. Another kind of judgment that you need is the judgment of men. You must be able to select your subordinates. I have known at least one man who had every attribute of the great commander and would have been one of the greatest commanders that we have produced, but who lacked the power properly to select his subordinates. He was too loyal to them sometimes and clung to them when he should have gotten rid of them. Choose your subordinates and then, decentralize to them. Do not try to do everything yourself because you will kill yourself, unless you make somebody so angry by interfering with his job that he shoots you. The motto for a commander who is going to survive the strain of command for any length of time, is “Don’t keep dogs and bark yourself.” Deal, also, with the things that matter and have the judgment to determine which they are.

 

It is not usually difficult for a commander to know what he wants to do; major tactics will be the basis of that knowledge. The thing that is difficult to know is if he can do it with the resources he has … Unless the commander has a wide knowledge of general administration and logistics, he will find himself much too much in the hands of his logistic experts who will be admirable chaps but who, as I said, will be on the cautious side.

 

When I commanded, I had a sort of motto, “No details, no paper and no regrets.” No details—don’t go about setting machine guns on different sides of bushes. That is done a damn sight better by a platoon commander. No details.

Then, no paper. You cannot entirely do without paper, but you can get rid of quite a lot of it. Do not have people coming to you with huge files, telling you all about it. Make the man explain it; and if he cannot explain it, get somebody who can.

When I say “no regrets,” that is important. You do the best you can. You may have gotten it wrong; you may have lost a battle. You may even have lost a good many of your men’s lives which hurts more, but do not have regrets. Do not sit in the corner and say, “Oh, if I had only gone to the left instead of the right,” or, “If I had only fought in front of the river instead of behind it.” You have done the best you could—it hasn’t come off. All right! What’s the next problem? Get on to that. Do not sit in the corner weeping about what you might have done. No details, no paper, no regrets.

If you go on that motto and if you combine it, as I did, with going to bed at 10 o’clock every night, getting up at 6 o’clock, and crucifying anybody who woke you up between those hours unless it was for a major disaster, you will probably survive five years of higher command in war as I did.

 

In the Burma Campaign, very often owing to shortage of air transport, a lot of my troops, my forward formations, had to be on half rations. Whenever they went on half rations, I used to put my own headquarters on half rations. It was a bit theatrical, I admit, but it did remind the young staff officers with healthy appetites what it is like to be hungry, and it perhaps put a little more ginger in getting the supplies forward.

Now in some commanders, the ability to judge correctly seems instinctive. You very often hear people say, “So and so is a lucky commander.” Well, you can be lucky once; you can be lucky twice; but I don’t think you will be lucky three times. If a chap is lucky three times, there is something more to it. I think I can illustrate that to you. I was once having my portrait painted by a very well-known artist. I was not paying for it—the government was doing that. I watched him doing it. He took his little toothpaste tubes and squeezed out blobs of the primary colors all down the side of his pallet. Then he took a brush, dabbed at the colors he fancied and mixed them all together. Then he put his stroke straight on the canvas to give the color of my nose or whatever it was. It struck me as the most extraordinary thing; because if I had been doing that, I should have wanted to try the tone on something first to see if I had it right. I asked him how he did it. He said, quite frankly, he did not know, but he supposed it was practice. Well, of course, it was a good deal more than practice. It was a mixture of training, observation, knowledge and “feel” for his task—and that is what people call luck with a commander. The commander who always guesses right doesn’t really guess, it is a product of all those things—training, knowledge, observation and character. There is only one more point I would like to make about judgment. The stronger a commander’s will power, the more dangerous or even fatal it may become if his judgment is bad. Therefore, when you select your commanders and when you train yourselves as commanders, keep the balance between strength of will and judgment.

Bernard-Law-Montgomery

Flexibility of Mind. Modern war, tactics and techniques change rapidly. Indeed, the whole background against which you fight a war may change very rapidly. The invention of a new weapon, a political change, a break in the weather and the whole thing may change very rapidly. Unless you can adapt yourself to that—unless your mind is sufficiently flexible—you will not be a good commander. What you have to cultivate is imagination, but a controlled imagination, and a flexibility of mind. There is an obvious conflict between flexibility of mind and strength of will. You have to be very careful to see that your strength of will does not become just obstinacy and that your flexibility of mind does not become mere vacillation. We have, all of us, known the chap who went about thumping himself on the chest and saying, “I am a strong man.” He has a weakness somewhere and, of course, if he never changes his mind, he will be wrong more often than he is right. Then you get the other fellow who has such a flexible mind that he always agrees with the last chap who talked to him, and he’s terrible. You have somehow, in yourselves, in your own characters, to strike the balance between flexibility of mind and strength of will. When you have done that, you will be well on the road to being a commander in quite a big way. But nobody can help you very much, you have to do it yourself.

Knowledge. Another quality you must possess is knowledge. Now, when you command a small unit, if you are a platoon commander, you should be able to do everything that you ask any man in that platoon to do rather better than he can himself. When you get higher up and you command divisions, corps and armies, you cannot, of course, be expected to perform all the operations that everybody under your command performs or to have their technical skill. You can’t take a wireless set to pieces and put it together again like a trained mechanic should be able to do. You can’t take out a fellow’s appendix as well as a doctor would, though God knows, sometimes I felt I could do better than some of them. But you have to know the capabilities of the machines that they handle; you have to know the sort of conditions under which they have to work; and you have to know how long it takes them to do certain things. You must have that kind of knowledge.

 

When you are a commander, one of the people you want to study very closely is your opposite number—the fellow you are fighting—because battle is largely a struggle between the wills of the commanders … I planned the whole campaign on what I reckoned he would do as a reaction. It did not go right at all; everything went the other way … [later] I discovered that they had told him he could go home, and had produced another commander who had different ideas.

 

Another kind of knowledge you should attain is the knowledge of your enemy. We, the British, at any rate, are not very good at that. We didn’t study our enemy enough. When you are a commander, one of the people you want to study very closely is your opposite number—the fellow you are fighting—because battle is largely a struggle between the wills of the commanders.

I found it very difficult to get very much information about the Japanese. We were not very clever at it at the start of the war with Japan. I remember, on one occasion, I really thought I knew my opposite number pretty well. I used to keep his photo on my desk. If I couldn’t do anything else, I used to look at him and say, “Well, I may not be much of a general, but I am better looking than you.” I thought I knew that fellow very well. I planned the whole campaign on what I reckoned he would do as a reaction. It did not go right at all; everything went the other way. It was only after I had been fooling around at this game for some time that I discovered that they had told him he could go home, and had produced another commander who had different ideas. The whole tempo of the thing was quite different because they had changed the commander. One of the things you must have knowledge of is your enemy and especially the commander.

Now, it is not usually difficult for a commander to know what he wants to do; major tactics will be the basis of that knowledge. The thing that is difficult to know is if he can do it with the resources he has. But what I do stress and what I think we sometimes (we, the British, I won’t say you do, although I think you do) miss is a general knowledge of administration. The answer to that is the logistic answer, almost always. Unless the commander has a wide knowledge of general administration and logistics, he will find himself much too much in the hands of his logistic experts who will be admirable chaps but who, as I said, will be on the cautious side.

I once had an argument with Field Marshal (Sir Bernard L.) Montgomery—I didn’t have many because I nearly always agree with him on military matters—about what the qualifications of a great commander are. We each tried not to give our own qualifications—but I said (which rather surprised him) that I thought the real test of a great commander in the field was to be a judge of administrative risk. A judge of administrative risk—now you think that over.

 

I once had an argument with Field Marshal (Sir Bernard L.) Montgomery … about what the qualifications of a great commander are. We each tried not to give our own qualifications—but I said (which rather surprised him) that I thought the real test of a great commander in the field was to be a judge of administrative risk.

 

Integrity. If you have those qualities that I mentioned—will power, judgment, flexibility of mind and knowledge—you will be a commander. You will be a good commander, you may even be a great commander, but you won’t necessarily have the confidence of your men, especially when things are not going your way. And the confidence of your men is essential. In order to get that, all those qualities must be based on a simple honesty, on integrity. You have to have this massive and simple honesty. All the really great commanders who have held their men have had it because the only foundations under man which will stand under great stress are the moral ones.

You’re all right as long as you’re winning. I’m a hell of a general when I’m winning, anybody is. But it is when you are not winning—and I have not always been winning, if you had been a British general at the start of a war you’d know that—it is then that the real test of leadership is made. It’s a funny thing, but when you are in command and things have gone wrong, there always comes a pause when your men stop and—they look at you. They don’t say anything—they just look at you. It is rather an awful moment for the commander because then he knows that their courage is ebbing, their will is fading, and he has got to pull up out of himself the courage and the will power that will stiffen them again and make them go on. That happens to every commander sometime or other. He will never get over that moment unless he has the confidence of his men.

William-Slim-Binoculars

I can remember myself, I am not telling you this as an example of leadership, but I remember once I stepped out of a tank. I was using a tank because it was the only means of communication I had left. I saw waiting for me two of my subordinate commanders with a couple of staff officers and one or two other fellows, standing in a melancholy group. The situation was just about as bad as it could be. A division was cut off; we had no means of getting it out; and I didn’t think we could last very long or it didn’t look like we could. As I stepped out, those chaps just looked at me and I did not know what to say. So, I put the best face I could on it. I tried to look cheerful, and said, “Well, gentlemen, it might be worse.” And one of those unspeakable fellows said, “How?” The only thing I could think of saying was, “Well, it might be raining,” and in two hours it was.

Now, I don’t hold that up to you as an example of leadership or how to deal with it, but it was a situation that I shall never forget. You, too, will all sometime have to face it and what you have got to do is build yourself up for it, because it will come. The way you will survive it is by having the confidence of your men, which you will get by honesty in dealing and with integrity. Now, to get on to the headquarters, which is the second element in command.

The Headquarters

A headquarters is important as far as the commander himself is concerned, in its effect on him and in its effect on the people who are commanded. I believe that a commander has a right to demand from his headquarters two things—the first is information, and the second is suggestions. The information has to cover a tremendously wide field; his own troops, the enemy, photography, everything. On it, he must form his judgments. Then, I think it is the duty of his headquarters to put up to him suggestions for alternative courses of action, from which he selects one, or perhaps he thinks of one for himself. That is what the headquarters should do for the commander. For the troops, the first essential is that the headquarters should translate to them quickly and accurately the will of the commander. I suppose I have published dozens of operations instructions and orders, and I have never written one myself because I have always had excellent staff officers who could do it. But, there is one part of an order that I have always made a point of writing myself. That is the object. I do recommend it to you, gentlemen, that when long orders are being written for complicated operations, you take up your pen yourself and write the object in your own words so that object goes down to everybody.

 

If a man loses a battle, or gets a setback, go and see him and find out why. If he did it because he was careless, if he did it because he was stupid or, above all, if he did it because he got cold feet, sack him. Tell him why you sacked him. But if he did it because he was a little bit overeager, because he took just a little bit too much risk, or because he was a little bit too pugnacious, give him another chance. Lots of fellows benefit a great deal by a little setback once.

 

You must insist that your headquarters regards itself as the servant of the fighting troops. In practice that means that staff members won’t collect to themselves an undue proportion of the amenities, but they will confine themselves or you will confine them to having the necessary degree of comfort for them to perform their duties efficiently. In the Burma Campaign, very often owing to shortage of air transport, a lot of my troops, my forward formations, had to be on half rations. Whenever they went on half rations, I used to put my own headquarters on half rations. It was a bit theatrical, I admit, but it did remind the young staff officers with healthy appetites what it is like to be hungry, and it perhaps put a little more ginger in getting the supplies forward.

You have to see that your headquarters is the servant of the fighting troops. It has to be a friendly headquarters—I don’t mean friendly amongst yourselves, it must be that—but it must be friendly to the people who come to it from outside. If an officer comes to headquarters to find out something, do not keep him hanging about; have somebody ready to take him to the chap who can give him an answer. Do not forget that your headquarters, any headquarters, is always under inspection. Always, it is being inspected by the people who come up from below. Do not bother too much about the people who come down from above, but the headquarters must be efficient and look efficient.

Organization of Headquarters. We organize our headquarters now on the chief of staff system; so do you. Personally, I am not very fond of it—I like the old-fashioned British system before we began to copy the Germans, of the commander dealing directly with his principal staff officers. I know all the arguments in favor of the others and they are very good ones, but I run on the old system. Don’t let that worry you, I am not preaching heresy, I am not asking you to change anything. When you get to a height in command, it really will not matter what the theoretical organization of your headquarters is. By changing the emphasis a little bit, you will have it running the way you want it. Whatever you do, see that in your headquarters there isn’t too much (Erich) Ludendorff and too little (Paul von) Hindenburg.

Choices of Staffs. There are certain key staff officers to whose selection you ought to pay a great deal of attention. First of all, of course, there is your chief general staff officer, or your chief of staff. There is next, and in many ways more important, your chief administrative officer. Then there are two other fellows I would draw your attention to—one is your chief intelligence officer. Now, when you select your chief intelligence officer, do not select him because he is a fellow who can put on false whiskers and go down to the bazaar and pass himself off as Chinese or something. He cannot do it anyway, but you do not want that sort of fellow. What you want first and foremost is a good organizer. A man who can organize the collection and interpretation of intelligence—not necessarily collect it himself. You want an officer who will represent to you the mind of the enemy commander. They are very hard to find, these chaps, very hard to find. They are very rarely regular officers—they are usually university dons or something like that. Get a fellow with the extraordinary flair of being able to put himself in the mind of the enemy commander—get him and put him in your pocket, because he’s very useful.

 

You want an officer who will represent to you the mind of the enemy commander. They are very hard to find, these chaps, very hard to find. They are very rarely regular officers—they are usually university dons or something like that … get him and put him in your pocket, because he’s very useful.

 

Then, you want some good planners. They also come from what we might sometimes think strange places. Of two of the best planners I ever had, one was a fellow of All Souls College at Oxford, a son of the Archbishop of Canterbury; and the other one was an American National Guard officer whose profession was selling refrigerators. They were both of them absolutely first class, and you must have high-class planners.

Traveling Circuses. Do not go in for traveling circuses. We developed a very bad habit in the British army. When an officer was promoted, he took all his staff from the lower formation. That meant that you pushed out a lot of really very good fellows to make room for the circus, broke up the staff of the lower formation and it was not good for the commander himself.

Size of Headquarters. All British and all American headquarters are too big and should be cut down. As far as I know, there are only three ways of cutting down headquarters. One is by a flat, overall cut—you reduce your staff by say, 10 percent. I do that about once a year to the War Office, and the excruciating noise of the corks coming out of the bottles is heartbreaking! Another way of doing it is by elimination of complete sections. That is possible because you do find, especially in wartime, that around your headquarters all sorts of fancy sections grow up that you can really very well do without or you can push farther back.

Lastly, a way, which I recommend to your attention, is to cut out one complete tier of the staff hierarchy. That is, roughly speaking you get rid of say, all the captains, and send them back to their regiments where they are very badly wanted, or you get rid of all the majors and you let the captains do their own job and the majors’ jobs. In a big headquarters what you will find is that in effect this merely means that there is one note less on the file, and that’s no harm. Unless you constantly keep your eye on the size of your headquarters, it will grow out of all knowledge and usefulness.

Contact Between Commander and His Command

Now, the third and last element is the contact between the commander and his command. You cannot, when you get a big formation, know more than a very small fraction of your men. But every man in your command—and I don’t care how big it is—ought to know you, at least by sight. As you walk onto any parade or pass any men in your army, they ought to be able to say, “There’s the ‘Old Man,’ I wonder what he’s up to now.” You have to be known to them. You have to show yourself to your troops.

Publicity. Then, there comes this business of publicity. I’ve hardly known a general in the British army and strangely enough in the American either, who has not said that he disliked publicity. I have never yet seen a general in either army who did not rush to the newspaper to see what it said about him. Publicity is with us and it is here to stay. It is necessary, and a good general uses it for his own purposes.

 

Field Marshal Viscount Slim, on serving with foreign troops in World War II

“Accustomed as I was to Indian battalions in the field with usually only seven or eight Europeans, it [having a large number of European soldiers in native units] struck me as an unnecessarily generous supply. I never changed that view and later experience confirmed it. This I know is rank heresy to many very experienced ‘coasters.‘ I was constantly told that, far from being too many, with the rapidly expanded African forces, more British officers and NCOs [**noncommissioned officers**] were needed. But these large British establishments in African units had great drawbacks. The only way to fill them was to draft officers and NCOs willy-nilly to them, and this did not always give the right kind. The European who serves with native troops should be, not only much above average in efficiency and character, as he must accept greater responsibility, but he should serve with them because he wants to, because he likes them.”

—William Slim, Viscount,

Defeat into Victory, MacMillan Publisher Limited: London, 1986, p. 166

 

I have only one bit of advice about publicity to give you and that is, if you take over an army or large formation, do not start outside publicity until you are really well known to your own men. I suggest that you don’t start it until you have won a battle or two, and then you won’t have to bother because it will be done for you. Get yourself known to your own men before you start trying to get yourself known to people outside. The best way of getting yourself known to your own men is going about amongst them and actually talking to them. If you want to talk to men, it does not matter whether they are private soldiers or staff officers, if you want to talk to them as a soldier, and not as a politician, there are only two things necessary. The first is to have something to say that is worth saying, to know what you want to say. The second, and terribly important thing, is to believe it yourself. Do not tell men something that you don’t believe yourself, because they will spot it, and if they do not spot it at the time, they will find out. Then you’re finished.

Scapegoats. Do not go chasing scapegoats; if some fellow under your command has made a blob, has lost a battle or done something that is wrong, do not rush off straight away and “sack” him. Some people think that’s big stuff in the way of command. My advice to you is if a man loses a battle, or gets a setback, go and see him and find out why. If he did it because he was careless, if he did it because he was stupid or, above all, if he did it because he got cold feet, sack him. Tell him why you sacked him. But if he did it because he was a little bit overeager, because he took just a little bit too much risk or because he was a little bit too pugnacious, give him another chance. Lots of fellows benefit a great deal by a little setback once—but the thing to do is to find out why—don’t be in too big a hurry to sack people.

If you have to sack anybody, which is the most unpleasant thing in the world because the chaps you have to sack are usually rather nice people, do it yourself. Send for him or go to see him and do it straight to his face and tell him why you have done it. Then push him straight out, put him in an airplane and send him out of your army area. Do not leave it to other people to do and do not do it by letter. Similarly, if a rebuke has to be given to a subordinate commander, even a small one, sign it yourself. There is nothing more annoying if you are a major general, than to get a raspberry signed, “Doolittle, CAPTAIN.”

Finally, when you become great generals, as some of you will, and you have all these publicity merchants rushing about, watch it that they do not make a monkey of you. Watch it, that they do not make you begin to act as they think you ought to act. If you start putting your cap on at a particular slant in front of the mirror before you go out to face the flash bulbs, just watch it, because there has been more than one good chap who has been a little bit ruined by trying to act up to what the publicity boys thought he ought to be. It may even affect your judgment.

Now, all I tell you is this—that command is a completely personal thing. That you must have certain essential qualities: will power, judgment, flexibility of mind, knowledge and integrity. Do not confuse those with the frills that commanders always cultivate—they cultivate them because they want to get known to their troops. If you wear a couple of pearl-handled revolvers, you will not be a Patton; if you put two badges on a beret, you will not be a Monty. Look for the essentials that are in those commanders and copy those. You all have the makings of commanders in you. You wouldn’t be here in this hall if you didn’t. Some of you have already been commanders. You can develop your power of command. The last thing I say to you is this—Command is you. As you develop, be yourselves, because no imitation was ever a masterpiece.

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Bergmann 1908, 1910, and 1910/21 Pistols by Ian McCollum

By the time Bergmann found a production subcontractor in AEP for the Spanish order of 1903 Bergmann pistol, the Spanish had added a few new changes to their order, which became known as the Model 1908. In addition to filling the Spanish production, AEP also sold the guns on the commercial market fairly successfully, under their Bayard trademark.

In 1910 an order was placed by the Danish government, with a few additional changes to the design (improved mainspring, magazine well cutouts to better grip the magazines, larger grips, etc) which became the Model 1910. AEP would institute these changes into their commercial guns as well as producing 4800 for Denmark. Production continued for civilian sales during German occupation in World War One, but ended after the war due to a lack of demand.

When Denmark began to run low of spare parts and wanted more pistols in 1921, they made yet more changes (primarily a much better set of grips and a non-reversible locking block to simplify reassembly) and put the new Model 1910/21 into production domestically. These would be the highest production evolution of the design, and are very nice sidearms, despite being bulky, heavy, poorly balanced, and low capacity in comparison to the other handguns then available on the market.

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Cimarron Rifle from Down Under | 1874 Sharps | Quigley Down Under

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Olympic Arms Westerner Color Case Hardened 6″ Long Slide 45acp Impressions

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Being a Stranger in a very Strange Land Darwin would of approved of this!

I am officially a year older – “Ulysses” is a poem in blank verse by the Victorian poet Alfred, Lord Tennyson (1809–1892)

It little profits that an idle king,
By this still hearth, among these barren crags,
Match’d with an aged wife, I mete and dole
Unequal laws unto a savage race,
That hoard, and sleep, and feed, and know not me.
I cannot rest from travel: I will drink
Life to the lees: All times I have enjoy’d
Greatly, have suffer’d greatly, both with those
That loved me, and alone, on shore, and when
Thro’ scudding drifts the rainy Hyades
Vext the dim sea: I am become a name;
For always roaming with a hungry heart
Much have I seen and known; cities of men
And manners, climates, councils, governments,
Myself not least, but honour’d of them all;
And drunk delight of battle with my peers,
Far on the ringing plains of windy Troy.
I am a part of all that I have met;
Yet all experience is an arch wherethro’
Gleams that untravell’d world whose margin fades
For ever and forever when I move.
How dull it is to pause, to make an end,
To rust unburnish’d, not to shine in use!
As tho’ to breathe were life! Life piled on life
Were all too little, and of one to me
Little remains: but every hour is saved
From that eternal silence, something more,
A bringer of new things; and vile it were
For some three suns to store and hoard myself,
And this gray spirit yearning in desire
To follow knowledge like a sinking star,
Beyond the utmost bound of human thought.
This is my son, mine own Telemachus,
To whom I leave the sceptre and the isle,—
Well-loved of me, discerning to fulfil
This labour, by slow prudence to make mild
A rugged people, and thro’ soft degrees
Subdue them to the useful and the good.
Most blameless is he, centred in the sphere
Of common duties, decent not to fail
In offices of tenderness, and pay
Meet adoration to my household gods,
When I am gone. He works his work, I mine.
There lies the port; the vessel puffs her sail:
There gloom the dark, broad seas. My mariners,
Souls that have toil’d, and wrought, and thought with me—
That ever with a frolic welcome took
The thunder and the sunshine, and opposed
Free hearts, free foreheads—you and I are old;
Old age hath yet his honour and his toil;
Death closes all: but something ere the end,
Some work of noble note, may yet be done,
Not unbecoming men that strove with Gods.
The lights begin to twinkle from the rocks:
The long day wanes: the slow moon climbs: the deep
Moans round with many voices. Come, my friends,
‘T is not too late to seek a newer world.
Push off, and sitting well in order smite
The sounding furrows; for my purpose holds
To sail beyond the sunset, and the baths
Of all the western stars, until I die.
It may be that the gulfs will wash us down:
It may be we shall touch the Happy Isles,
And see the great Achilles, whom we knew.
Tho’ much is taken, much abides; and tho’
We are not now that strength which in old days
Moved earth and heaven, that which we are, we are;
One equal temper of heroic hearts,
Made weak by time and fate, but strong in will
To strive, to seek, to find, and not to yield.
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Automag II 22 Magnum Autopistol

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From the Vault: Ljungman AG-42B (Automatgevär m/42)

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Soldiering The Green Machine This great Nation & Its People

Emory Upton: Father of the Modern U.S. Army

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FBI Revolver Video – 1950’s/Early 60’s

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The 12 Oldest War Vehicles still in Service.

A MiG-17 in flight

A MiG-17 in flight© Kletr/Shutterstock

M

ilitary spending can amount to hundreds of billions of dollars annually as new technologies are sought, and systems are updated to ensure the world’s best fighting forces stay one step ahead of their competition. However, those countries that lack spending power often resort to tried and true technology from previous generations. In some cases, this means using relatively antiquated vehicles that, in some instances, call[ back to the Cold War or even World War II.

While, on the face of it, this may sound desperate or even downright dangerous, military technology is by its nature highly robust, and some examples, such as the Tupolev TU-95 long-range bomber or the Boeing CH-47 Chinook helicopter, have not as yet required replacing. Some older designs, such as the Lockheed C-130 Hercules transport plane and the Type 209 submarine, have received regular updates to keep them consistent with modern military requirements.

For this article, we have chosen vehicles that remain in fighting forces today. For example, some individual ships and submarines are still used as training vessels or for reconnaissance purposes. These include the USS Constitution, a square-rigger sailing frigate from 1797, and the last remaining Hai Shi Class submarine from 1944, which are still technically in service with the United States and Taiwanese navies, respectively, but pose no significant military threat. The following are the oldest war vehicles that are still in active service today.

Read more: 10 Most Impressive Supersonic Bombers Of All Time

SIKORSKY BLACK HAWK

A Sikorsky Black Hawk

A Sikorsky Black Hawk© Soos Jozsef/Shutterstock

Many of us remember the Black Hawk helicopter as the subject of Ridley Scott’s 2001 film “Black Hawk Down,” based on a novel of the same name. However, that near-disastrous mission into Somalia in 1993 is just one episode in the long and storied history of this multipurpose helicopter, which has been in service since 1979.

The Black Hawk is a medium-lift helicopter crewed by four, usually consisting of a pilot, co-pilot, and crew chiefs. It can also carry 11 troops or six stretcher patients plus medical attendants, as well as various combinations of personnel and cargo, making it a highly versatile and valuable vehicle. It cruises at an average speed of 174 miles per hour, with a top speed of 222 mph, making it one of the world’s fastest helicopters. It also has a range of more than 350 miles, but it can go longer thanks to external fuel tanks.

In over 40 years since the Black Hawk first entered service, it has been used for casualty evacuation, combat assault, aerial firefighting, search and rescue, and special operations. It can be armed with rockets, guns, and missiles. There are currently over 4,000 units in operation worldwide, of which more than 2,000 are used by the United States, and the Black Hawk shows no sign of retiring any time soon.

TYPE 209

A Type 209 submarine

A Type 209 submarine© Archaeonavall/Shutterstock

Germany is known for many exports, including pharmaceuticals, consumer electronics, luxury automobiles, and … Albert Einstein. Diesel-electric attack submarines are not usually included in this list, yet the Type 209 is  success story of a military vehicle created exclusively for sale to other countries.These vessels have been sold to 12 navies, as aging World War II and Cold War-era submarines have gradually required replacing. Germany, spotting this looming gap in the market, was quick to respond with this robust and versatile submarine, although, curiously, it doesn’t operate any itself.

While specifications vary due to the adaptable nature of the Type 209, it is crewed by roughly 40 people and has a submerged displacement of between 1,200 tons. All use diesel-electric propulsion, which provides a surfaced speed of around 11 knots and a submerged speed of around 22 knots. It can dive to a maximum of 500 meters and has a range of about 430 miles when submerged.

Five variants of Type 209 exist in various militaries, from South America to the Mediterranean, to South Africa, to Asia, as evidence of the versatility and adaptability of the original vessel. Modifications can include an increased air supply, escape hatches, taller masts, overhauled engines and systems, and even an increase in length. While each country assigns its own class names to the submarine, they are all unmistakably the Type 209, based on the original German design and incorporating the European nation’s renowned technological prowess and build quality.

VICTOR CLASS

A Victor Class submarine

A Victor Class submarine© Sergei Fokin/Shutterstock

Predating the Type 209 is the Victor Class submarine, which is still operational in its native Russia, where it was first commissioned in 1967. Codenamed “Project 671”, it is one of the earliest nuclear-powered attack submarines, which produced two quieter versions, the Victor II and Victor III, in later years, the latter of which is still in service today. This remnant of the Cold War was the Soviets’ answer to the U.S. Sturgeon Class sub, and it is characterized by its teardrop-shaped hull and the large sonar pod on its stern plane.

The Victor Class submarine is a worrying reminder of just how dangerous the post-World War II global situation had become, as nations equipped their aircraft and submarines with nuclear warheads in preparation for the outbreak of all-out war. The Victor Class was one such vessel that carried two 200-kiloton Novator torpedoes or two S-10 Granat cruise missiles, each capable of devastating an entire city. They were also powered by a nuclear reactor, which drove a steam turbine, providing 22.7 megawatts of power to a single propeller shaft as a highly efficient, albeit risky, energy source.

Thankfully no boats ever suffered any severe damage during their long tenure, and the Victor Class has gradually been retired, with the first Victor III subs being taken out of service in 1998. Just two, the “Tambov” and “Obinsk,” remain operational and are used by the Russian Navy as testing vehicles for new weapons and other technology.

BOEING CH-47 CHINOOK

A Boeing CH-47 Chinook

A Boeing CH-47 Chinook© Tomohiro Ohsumi/Getty Images

The Boeing CH-47 Chinook is one of the most recognizable helicopters in history, with its dual rotors and bulbous profile. Its versatility as a medium to heavy-lift vehicle and consistent updates have ensured that the design will remain in service until at least 2060, and the latest CH-47 boasts advanced technological features to rival any of its modern equivalents.

This versatility is evidenced by the fact that the Chinook is operational with many militaries across the globe, as diverse as Great Britain, Australia, Canada, Egypt, and the Netherlands, as well as its native United States. Having first entered service in 1962, it has been used in Vietnam, the Iran-Iraq conflict, the Falklands War, and Afghanistan. It features two powerful gas turbine engines, capable of lifting up to 24,000 pounds, and has many new advanced capabilities that maintain its usefulness in modern military practice.

These include a digital cockpit management system, autopilot functionality, a digital flight control system with hover and landing assists, and advanced cargo capabilities. The CH-47 Chinook embodies the term, “If it ain’t broke, don’t fix it.” However, the modern machine is highly sophisticated compared to the original vehicle from over 60 years ago.

LOCKHEED C-130 HERCULES

A C-130 Hercules

A C-130 Hercules© Paul Hanley/Getty Images

The Lockheed C-130 Hercules could be called the fixed-wing transport plane’s answer to the Chinook helicopter, as a tried-and-true design that hasn’t needed replacing since entering military service in 1956. This reliable, versatile workhorse is capable of transporting large payloads from runways that are high in altitude and poorly surfaced. The latest C-130J iteration is used by 21 countries, with other variants employed by tens more nations worldwide.

Built by Lockheed-Martin, the modern Hercules is impressive for a plane with such a long service history. It has four Rolls-Royce turboprop engines producing 4,700 hp each. It will fly at a top speed of 417 miles per hour at an altitude of 22,000 feet, but it can climb to a ceiling of 28,000 feet while carrying its maximum 42,000-pound payload. It is large at almost 98 feet in length and 39 feet tall, with a wingspan of 133 feet.

The Hercules is as powerful as its name suggests, but it is also versatile and used for many different roles, including meteorological services, medical operations, disaster relief, and firefighting duties, as well as airlift support. It is also large and can carry all sorts of cargo, including other helicopters, armored vehicles, palleted goods, and personnel. Given that a larger version, the C-130J-30 “Super Hercules,” is also in production, it looks likely that the Hercules will be flying for many years to come.

TUPOLEV TU-95

A Tupolev TU-95

A Tupolev TU-95© Sharkovski/Shutterstock

During World War II, three Boeing B-29 Superfortresses were forced to land on Soviet territory and duly appropriated by the Russians. From these, they created their own almost-carbon-copy prototypes, the Tupolev TU-80 and TU-85, which evolved into the Tupolev TU-95. Codenamed “The Bear” by NATO, this long-range bomber was Russia’s answer to the B-52, and it entered service in 1956.

Like the B-52, the TU-95 is a formidable and sizable machine capable of carrying a nuclear payload. It underwent several different redesigns for various military applications, including flight training, reconnaissance, and transport duties, as a launcher for hypersonic aircraft, and for recovering space modules for Russia’s cosmonaut program. Few aircraft can claim to have had such a storied career as the TU-95.

A lot has happened since 1956. The Cold War that created a requirement for the TU-95 has long passed, and Russia has been involved in many other conflicts. Despite still being in use, this aircraft may be showing its wear. After two accidents, they were briefly grounded in 2015.

BOEING B-52 STRATOFORTRESS

A B-52 Stratofortress

A B-52 Stratofortress© Allenjmsmith/Getty Images

Boeing and the U.S. military have enjoyed a successful partnership dating back to World War I when the company first trained flight instructors for the Army. Since then, it has won many contracts to produce military aircraft for various purposes. These include tactical fighter aircraft, helicopters, transport planes, reconnaissance planes, uncrewed combat planes, and long-range bombers, such as the B-17 Flying Fortress, the B-29 Superfortress, and the B-52 Stratofortress.

The specifications of the B-52 are impressive, to say the least. It is so large that it requires a unique set of skills and specially designed landing gear to attempt a takeoff and landing. It has eight Pratt and Whitney turbofan engines, each providing around 17,000 pounds of thrust. It has a colossal 185-foot wingspan, is 159 feet long, can fly at a maximum speed of 650 miles per hour, and has a range of 8,800 miles. Despite its vastness, the modern B-52 requires a crew of just five to operate, including its commander, pilot, navigator, electronic warfare officer, and radar operator.

This now-legendary bomber is still operational in its native United States, having been in service since 1952. It is yet another testament to the enduring design qualities of some post-war military aircraft that finds them still eminently usable over a half-century later. Originally intended as a high-altitude bomber, its new primary function is to provide the United States with an immediate global strike capability for nuclear and non-nuclear precision weapons. Modern machines offer a maximum payload of 70,000 pounds, which will soon be upgraded by approximately 50%, making this aircraft unrivaled within its segment. As such, the B-52 is expected to remain in service until well after 2040.

MIKOYAN-GUREVICH MIG-17

A Mikoyan-Gurevich MiG-17

A Mikoyan-Gurevich MiG-17© BlueBarronPhoto/Shutterstock

Codenamed “Fresco” by NATO, the Mikoyan-Gurevich MiG-17 has had an eventful history, having served in more than 20 military forces since production began in 1951. It is notable for its snub-nosed profile, with its tapered afterburner to the rear that gives it a cigar-shaped silhouette.

Its predecessor, the MiG-15, served successfully in the Korean War, and this updated jet was more agile, with an extended fuselage and more acutely-angled wings. Its armament includes three cannons and 16 rockets, and it can reach speeds of up to 711 miles per hour.

The MiG-17’s first major conflic t was the Vietnam War, as flown by the North Vietnamese Air Force, where it was dubbed the “Silver Swallow” and pitted against the F-105s and F-4s of the United States. While not as maneuverable, these had the speed advantage over the MiG, ultimately downing 105 of the aircraft throughout the conflict.

Having been built in its native Russia, as well as Poland, China, and Czechoslovakia, more than 9,000 units were produced in the short time before discontinuation in 1958. While it is something of a relic today, this aging high-subsonic fighter jet is still operational with the military of Tanzania.

M47 PATTON

An M47 Patton tank

An M47 Patton tank© Mtcurado/Getty Images

After World War II, the U.S. military saw a requirement to update the Patton, Pershing, and Sherman tanks used throughout the conflict. The result was the M47 Patton unit, which was commissioned in 1950 and named after the legendary General George S. Patton, who had died five years previously.

The M47 Patton was expectedly robust, with four-inch armor plating, and powerful with its twin-turbo V12 engine that produced 810 horsepower. With a top speed of 37 miles per hour, it was a whole seven miles per hour faster than its predecessor, the M46 Patton, and it was well-armed, with its 90-millimeter cannon and dual 30 and 50-caliber machine guns with anti-aircraft capabilities.

While the M47 Patton tank was still in its early years of production, the United States was already working on its successor, the M48, which was far superior in many ways and entered service in 1953. Having only been active with its native U.S. military for around a decade, the unit was later adopted by various countries, including South Korea, Turkey, Yugoslavia, Spain, and Pakistan, and a modernized version is currently operational with the Iranian army.

T-54/T-55

A T-54 tank

A T-54 tank© Brandon Fike/Shutterstock

As the successor to the legendary World War II-era T-34 tank, the T-54 had some big shoes to fill. Its prototype was developed in 1946, immediately after the war, and it entered production in 1947. Along with its sibling, the modified T-55, they are among the most widely-used tanks in history, having been manufactured until 1981. they went on to serve in the Arab-Israeli War and the Vietnam War and saw action in Eastern Europe, the Middle East, and Africa.

The T-54 has a 100-millimeter main cannon, a 7.62-millimeter turret-mounted machine gun, and a 520-horsepower V12 engine. Notable additions on the T-55 include a snorkel that allows it to ford depths of over five meters, additional armor, engine upgrades, an anti-radiation lining, and radiation detection equipment, the latter a reflection of the looming threat of the Cold War at the time of production.

Given its vintage status, you’d be forgiven for thinking that the T-54 would have been retired by now. However, it is still operational with multiple militaries, including those of Afghanistan, Cuba, Ethiopia, Iraq, and Nigeria. Lately, Russia has also had to put many units back into service as artillery on the Ukrainian front line, as its tank force has been depleted by as many as 150 units per month.

M3 STUART

An M3 Stuart tank

An M3 Stuart tank© Roberto Galan/Shutterstock

Before entering World War II, the U.S. offered the Allies a helping hand by way of lend-lease equipment, which included the M3 Stuart tank. The British debuted these in the North Africa Campaign under Gen. Bernard “Monty” Montgomery and were admired for their reliability, speed, and robust build.

While the M3 Stuart tanks were hardy little units, they were no match for the German Panzer tanks, and their high turrets stood out, making them vulnerable to attack. They featured armor of up to 1 1/2 inches thick and up to four machine guns in addition to the main 37-millimeter anti-tank gun.

The M3 Stuart tank was manufactured in large numbers by the American Car and Foundry Company, and many variants were produced, including turretless configurations that were used as personnel carriers and the ominously-named “Satan” that incorporated a flame thrower. It is still operational as a training vehicle with the Paraguay military, having been in service since 1941.

T-34

A T-34 tank

A T-34 tank© Jaroslav Moravcik/Shutterstock

Developed in the late 1930s, the T-34 was instrumental in Russia’s success on the Eastern Front, ultimately helping to turn the tide of World War II in the Allies’ favor. The combination of its mobility, rugged build, and firepower made it a formidable opponent for German tanks like the notorious Panzer units. It was produced in factories in Kharkiv and Stalingrad, the latter becoming the main theater where it would prove its value as a formidable fighting machine.

Throughout the war, the T-34 underwent various modifications and improvements to its design, resulting in different models and variants. There were changes to its armor thickness, engine upgrades, and turret design, but its principal features remained the same. These included the powerful 7.62-millimeter main gun, wide tracks that allowed for improved weight distribution and off-road mobility, and its sloped armor, which proved effective in deflecting enemy shells.

The T-34 is still in service today, a testament to the legacy and robust nature of this World War II relic, which was highly influential in modern tank development. It remains a valuable asset to the armies of North Korea, Laos, Vietnam, Yemen, and Guinea, among others.