US Army Information Warriors Struggle to Convey Their Message

Perhaps the title of the post is too on the nose? An interesting new survey of US Army information warfare history basically concludes that it’s hard to do new things while conveying them to people schooled in old things.

Information operations gained its strongest institutional acceptance when it presented itself as a set of technological capabilities designed to affect an adversary in a discrete conventional conflict. This understanding was in accordance with an American way of war that favors technological solutions over human ones and that favors conventional over unconventional conflicts. […] The history of Army information doctrine contains three additional insights that are worth discussing further. The first is that information itself is an extraordinarily complex concept whose application to war possesses infinite versatility and variation. […] A second insight concerns the tension between technical and psychological interpretations of information. This tension has been at the heart of Army information operations doctrine for the past 40 years and is one of the reasons why creating a single, unified doctrine has been so difficult. […] A final insight is perhaps the most obvious one: that Army information doctrine has experienced consistent, frequent, and often radically vacillating change since its inception. With the exception of the period from 1981 to 1991, when the doctrine was at its most primitive, the Army has never had an opportunity to build meaningful capacity around a single doctrinal construct.

What?

I might be biased, since I tend to focus more on the 1800s and 1900s birth of modern information wafare (with the exception of energy), but the survey of “changes” seems too short.

In completely unrelated news a Psychological Operations Specialist assigned to the I Marine Expeditionary Force Information Group has been charged with assault and battery. His case spread quickly after a video was shared showing him verbally attacking two minority women and then quickly losing a physical fight.

I’m going to go out on a limb here and say it was hard to teach that young white man how to give up his obvious schooling in plain old American racism. Did his recruiters even check if he follows Elon Musk before letting him into boot camp?

It all reminds me of WWII information warfare reports that advocated censorship as a democracy preserving effort and holding a very narrow focus on anti-racism. It’s no coincidence anti-democratic foreign assets push Twitter into extremist uncensored racism. It’s all not really that complex.

[There are] three elementary forms of domination: control of violence (sovereignty), control of information (bureaucracy), and personal charisma (manifested, for example, in electoral politics).

You think the Governor of Florida banning Black history and crushing dissent is new or different? Nope that’s someone using charismatic elections to control violence (Police) and then pushing hard to control information. Basically a regression to Andrew Jackson’s illegal annexation of Florida to crush Black emancipation and prosperity (things now made illegal to teach in school).

Dare I say this becomes so easy it’s even… black and white? I mean let’s talk more about huge changes that came after the WWI U.S. Propaganda Office and nationalized networks, while we’re at it here.

Are Tesla Sudden Unintended Acceleration Deaths a Repeat of 1980s Audi 5000 Defects?

The National Highway Traffic Safety Administration (NHTSA) in 1989 issued it’s bold final report on the Audi 5000 “sudden unintended acceleration problem.”

The NHTSA fully exonerated the German car maker by asserting pedals placed closer together than in other cars caused confusion. It was reasoned (especially models with “cruise control”) that the gas would be pressed mistakenly by Americans instead of the brake.

NHTSA appeared [repeatedly] to embrace Audi’s “driver error” theory

The craziest footnote to the NHTSA appearing to work for Audi was how they falsely alleged victims were midgets on drugs.

…Jeff Miller, deputy administrator for NHTSA, told the Chicago Tribune: “Our society is litigation happy. People tend to point the blame anywhere but at themselves. A person drives a car half stoned and gets in an accident, he still blames the car.”

Even with the NHTSA calling American drivers too short and stupid to drive an Audi it couldn’t overcome the 5000 model being seen as defective. Sales plummeted such that by 1991 a little over 10K were sold.

Fast forward to today, no pun intended, and someone wants you to believe even long-time Tesla drivers can’t figure out how their pedals work — they may as well be pressing a 1986 Audi 5000 gas pedal straight to their death.

According to Florida Highway Patrol troopers, the investigation determined the driver of the [2015] Telsa pressed the gas pedal instead of the brakes causing the vehicle to accelerate.

Tesla again could be found defective by design not least of all because its engineers were supposed to account for such well known risks. The flaccid NHTSA gave Audi the green light to blame its victims, so has that been the only lesson Tesla had learned… even ignoring the infamous Mark Saylor tragedy disproving driver fault? It seems so.

Worse, Tesla defends itself by flagrantly ignoring transparency. They say “we can examine exactly what happened” as if nobody else should; in other words they are not allowing anyone (not even the owner of the car, and thus the real data owner) to do real time independent analysis.

In an age when data is supposed to be more interoperable and standardized, more easily shared at high speed, this car company acts like it is writing encoded secrets to stone tablets that evaporate in sunlight. If they told you what the logs really said… they’d have to kill you too.

Tesla “reports” are about as convincing as Enron saying “we looked at our books and they’re functioning properly”. No wonder they relocated to Texas to avoid accountability.

Sleeping Tesla Driver Crashes Into Parked Truck

The driver of the Tesla was found on the ground, unable to function properly. Police described him as trying to sleep, after he complained about being very “tired”.

That makes it a slightly different case than just DUI, or the usual claim that Tesla controls are so poorly designed people fatally slam the accelerator when they try to stop.

All signs so far here point to a Tesla owner expecting the dangerous fraud of Tesla “FSD” to completely operate his vehicle (as I warned a week ago).

Since he couldn’t really stand and struggled to crawl into the police car, it also raises the question if someone else put him in the Tesla and pushed the buttons to send him into disaster.

And on that note, his Tesla’s software suicidally drove into the back of a truck parked on the highway shoulder, destroying itself and seriously injuring the truck owner.

“Asleep near wreckage” is yet more evidence of Tesla design failure. Source: TMZ

If that truck had been any heavier and stayed put instead of moving — hadn’t been designed so well with crumple zones — the Tesla owner would surely be dead like the hundreds of others.

Tesla promised it would make the safest car on the road yet instead it has proven the exact opposite with its annual death tolls rapidly increasing.
Source: tesladeaths.com

This is as good a time as any to remind everyone that Nissan’s Leaf EV outsold Tesla through at least 2017 and has delivered the opposite of this chart.

Safety statisticians put the impressive Nissan EV design like this:

Source: IIHS “Death rate” calculator for Nissan Leaf.

The chart means when 1 million US Leafs are driven for a year the IIHS predicts that only 5 of the drivers will die. That’s very low. The IIHS industry average is 36.

In Tesla terms: 200,000 of their cars were on the road in 2017 and 11 people died. That leaves us with an IIHS rate of 5 predicted dead in a Nissan, versus an actual rate of 50 reported dead if we scale to the same number of Tesla (far worse than industry average and not getting any better).

We use tesladeaths.com for this math primarily because it’s a site based on Elon Musk’s braggadocios safety claims, and particularly his request that his cars be measured on total deaths caused.

So be it.

Nissan engineering in fact did so well at safety it had zero crashes — again, that is ZERO — to report into automation regulators.

Nissan, with over 560,000 vehicles on the road using its ”ProPilot Assist,” didn’t have to report any crashes, the company said.

Looking back at Tesla it was responsible for 10 out of 10 fatalities using “driverless”. It’s a car company embroiled in dozens of investigations for deadly design flaws let alone a huge number of unnecessary crashes (273 reported so far to regulators including five fatalities).

A design failure at driver alertness monitoring coupled with a design failure at driver assistance? This crash indicates again Tesla is unsafe by design and its fatalities will scale ever higher unlike other far better engineered cars.

Phantom Auto Plows the Future of Cyber War

Forbes has a very nice feel-good story about augmentation technology developed by Phantom Auto.

It gives three examples of people with different abilities than industrial-age (World War I) physical labor requirements.

…the latest research on WWI based on documentary evidence suggests that British troops sometimes reported that being sent into outdoor killing fields was an improvement over being drafted into the slow, agonizing programmed death of the class-enforced loneliness and toxicity from indoor factory work.

The three allegedly have found gainful work using remote drones to help do the miserable physical work. Remote connection is icing on the cake, as it’s really about virtualization that augments and expands a driver’s logical capacity.

As one of the Forbes examples explained in their own words:

…being inside a vehicle is problematic and yet I still drive vehicles for a living which is amazing, ridiculous, but it works.

Driverless is dead, because so many people foolishly believing accelerationist fraud are now dead, whereas ethical augmented driving very much is in our immediate future.

More to the point, forklifts are barely vehicles. They “raise and lower” and might as well have bionic legs for uneven surfaces.

So we’re talking about robots controlled by people who need almost no physical requirements, like the liberationist wheelchair or bicycle evolved. It spells the end of large carriage (car) and cages designed to protect the humans doing high risk maneuvers.

Phantom Auto raises the spectre of an innocuous water tank engineering project of WWI. That humanitarian angle was literally the origin story of combat “tanks”.

Also we know for many years airborne military and intelligence drone operators have been using exactly the same principles as what Phantom Auto is now bringing to machines on the ground.

What’s most interesting in this story is therefore how Forbes (and presumably the Israeli military intelligence PR wing feeding them) quietly frame future warfare systems as good moves for the differently abled (an asymetric strategy that evaporates massive human physical requirements for conflicts).

Woke tech is where any competent military will be headed, leaving waves of toxic masculinity dead in their trenches.