Colby Buzzell was almost killed when his entire battalion was ambushed by insurgents in Iraq.
“I heard and felt the bullets whiz literally inches from my head, hitting all around my hatch and making a ping, ping, ping sound,” Buzzell said, recalling how the enemy armed with rifles and RPGs attacked from rooftops, alleys, windows from every imaginable direction.
Even worse, a few minutes after the battalion fired their way out of the kill zone, they were ordered to go back to where they got ambushed.
“I literally felt sick to my stomach,” Buzzell said. “I felt like throwing up. My gut, my body, my mind, my soul, my balls were all telling me loud and clear not to go back. I was scared to death, but we had to go back. And, we did.”
Watch how (a scared) Buzzell musters the courage to do things most Americans couldn’t imagine doing in this riveting short video:
He would later be the first top officer of the independent U.S. Air Force, a job he earned partially by leading the Allied air forces against Germany and Japan, but in World War I Carl Spatz was just a captain in charge of America’s aerodrome in France. So, when his bosses tried to order him home near the end of the war, Spatz begged for a week at the front and used the time to shoot down three German planes.
U.S. Air Service Illustration showing World War I combat between Allied pilots and a German pilot.
(United States Air Service)
(Spatz would change his name to Spaatz in 1937 at the request of his family to hide its German origin and to help more people pronounce it properly, like “spots,” but we’re using the earlier spelling here since it’s what he used in World War I.)
Spatz’s main job in World War I was commander of the 31st Aero Squadron, and building up the aerodrome at Issoudun where American flyers trained on their way to the front. This was also where large amounts of repair and logistics were handled for the small but growing American air service.
The job was important and indicated a large amount of trust in Spatz, but he hadn’t gone to West Point and commissioned as an infantry officer in order to watch everyone else fight wars while he rode a desk.
For most of the war, he did his job dutifully. He led the improvements at Issoudun Aerodrome that turned it from a mass of hilly, rocky mud pits that broke plane after plane to a functioning air installation. But that meant that he facilitated the training of units like the 94th and 95th Aero Squadrons and then had to watch them fly off to combat without him.
Future American aces like Capt. Eddie Rickenbacker, Lt. Douglas Campbell, and Capt. Hamilton Coolidge, passed under Spatz.
American pilots spent most of 1917 traveling to France and training, but the 94th Aero Squadron launched its first hostile mission in March 1918, and U.S. pilots were off to the races. Over the following six months, some American pilots were lost in a single day of fighting while others became ace-in-a-day or slowly racked up kills.
All the while, Spatz stayed at Issoudun, doing work.
American pilots and gunners chewed through German pilots, but it was a tough fight. American troops joined the air war in 1917 and 1918, three years after some german pilots began earning experience.
(U.S. Army Pvt. J.E. Gibbon)
So when Spatz was ordered to the U.S. around late August 1918, he begged for a week on the front in France in order to get a little combat experience under his belt before returning home. That request was granted, and he went to the front in early September as a recently promoted major.
But in the first week, Spatz saw little combat and achieved no aerial victories, so he stuck around. He stuck around for three weeks, volunteering for missions but failing to bag any enemy pilots. But then, on September 26, he knew that an aerial attack was going down at Verdun and he asked to stay on duty to fly in it.
He went up on a patrol across enemy lines and took part in an attack on a group of German planes. The fighting was fierce, and Spatz was able to down three German planes in fairly quick succession. But even that wasn’t enough for Spatz once he had some blood on his teeth, and he gave chase to a fourth German plane fleeing east.
This was a mistake. Spatz flew too far before realizing that the rest of the friendly planes had already turned around because they were at bingo fuel. Spatz didn’t have enough gas to get home. But, despite his mistake, Spatz was still a disciplined and smart officer, and he went to salvage the situation as best he could.
He set himself up to get as far west as possible before his engine ran dry, and then he coasted the plane down to the ground, managing to crash into friendly territory, preventing his capture and allowing his plane to be salvaged.
For his hat trick, Spatz was awarded the Distinguished Service Cross. He would spend the interwar years advocating for air power while bouncing through between captain and major as the Army raised and lowered the number of officers who could be at each rank.
But in World War II, he quickly earned temporary promotions to major general and then lieutenant general. After the war, he was promoted to general and then appointed first Chief of Staff of the U.S. Air Force in September 1947.
Carl Brashear was no stranger to adversity. A sharecropper’s son, he grew up on a farm in Kentucky and attended segregated schools his entire life. He enlisted in the Navy the same year that President Truman effectively ended segregation in the military by issuing Executive Order 9981. Brashear was told repeatedly that he couldn’t be a Navy diver: no black man ever had. His application was ignored and lost, over and over until 1954 when he made the cut. But those struggles paled in comparison to the mission that cost him his leg.
When Brashear enlisted, black sailors were only offered jobs like serving white officers meals or cleaning up. Brashear knew he was meant to do more. He wanted to be a Navy diver.
In addition to the physical attributes it takes to be a Diver, you also have to have a bit of smarts too. There is a science to diving and understanding it is a key prerequisite to becoming and advancing through the Diving hierarchy. Brashear had grown up in rural Kentucky and, because of the lack of education in segregated schools, had the equivalent of an 8th grade education. While he had become a salvage diver which was difficult in and of itself, in order to get to the next step, he had to pass a grueling science component.
It took him almost 9 years, but he was able to do so, and became a First-Class Diver in 1964. Braesher made history as the first African American to become a Navy diver.
Then the accident happened.
In January 1966, off the coast of Spain, two Air Force planes collided while attempting to link up to refuel. A B-52G Stratofortress Bomber collided with a KC-135A Stratotanker causing both planes to go down. All four of the refueler’s crew perished while three of the seven crew died on the bomber when their plane broke apart.
While the loss of life itself was devastating, the cargo of the bomber was cause of grave concern as well. Falling to the earth were four MK28 Hydrogen bombs.
Three of the bombs were found immediately in a Spanish fishing village. The fourth was believed to have fallen into the Mediterranean.
The Air Force asked the assistance of the United States Navy. After 80 days of searching, the bomb was finally located. It took over 20 ships, thousands of men and about 150 Navy Divers, one of whom was Carl Brashear.
Two months into the search, a tow cable snapped and sent a pipe into Brashear’s leg almost shearing it off. Brashear was medevaced to Germany and then Virginia. Despite all attempts to save his left leg below the knee, doctors could not stop the infections and necrosis that set in.
Brashear would have to lose his leg.
For most of us who served, this should have meant the end of his career and most certainly should have ended his time as a Navy Diver.
For Carl Brashear, that was not an option. His journey in the Navy had already been long and arduous, and he had his eyes set on something bigger. One of his personal beliefs was, “It’s not a sin to get knocked down; it’s a sin to stay down”.
It should have been the end of his career. For Brashear it was just another fight he was going to win. The Navy set about the process to medically retire him.
Brashear refused to show up for his med-board meeting and instead went about proving to the Navy that he could be returned to active duty. As reported by the L.A. Times, Brashear said, “Sometimes I would come back from a run, and my artificial leg would have a puddle of blood from my stump. In that year, if I would have gone to sick bay, they would have written me up. I didn’t go to sick bay. I’d go somewhere and hide and soak my leg in a bucket of hot water with salt in it — an old remedy.”
It took almost two years of determination, but in 1968, Brashear was able to be recertified as a Navy Diver.
Again, for most people this would have been a remarkable finale. For Brashear, there was one more major goal he wanted.
Brashear pushed through the limitation of having a prosthetic leg and studied master the scientific criteria that was needed to get to the next level.
In two years, he did it. In 1970, he became the first African American to become a Master Diver in the United State Navy.
Brashear retired in 1979 as a Master Chief Petty Officer and Master Diver.
Through his career he told people, “I ain’t going to let nobody steal my dream”.
Technically swearing is prohibited in the military. But should it be? Maybe not!
Article 134 of the Uniform Code of Military Justice prohibits “indecent language” or that which can offend a person’s decency, modesty, or propriety or is morally shocking because of its filthy, vulgar, or disgusting nature or tendency to create lustful thoughts. Any language that can corrupt morals is subject to the offense.
Service members can actually get a bad conduct discharge and even forfeiture of allowances and even some confinement.
But here’s the thing. The military swears all the d*mn time. There’s a phrase “curse like a sailor” — troops are literally known for it. And that actually might not be a bad thing.
We all served with someone like this.
An article in National Geographic even suggested that swearing is f**king good for you. Emma Byrne, author of the book, Swearing is Good for You: The Amazing Science of Bad Language, revealed that swearing promotes trust and teamwork and even increases our tolerance to pain.
Oh except for women. For women it’s un-f**king-feminine — but it wasn’t always. In 1673, a man named Richard Allestree published a book called The Ladies Calling where he said swearing was unladylike and that women who did it would begin to take on masculine characteristics, like growing facial hair.
People actually believed him and still carry a prejudice about women who swear today. Women are judged more harshly when they swear. According to Byrne, women who swear can actually lose friends and social status while men who swear bond more closely with their peers.
Researchers from Stanford and Cambridge published a study in the journal Social Psychological and Personality Science that suggested that people who curse more tend to be more honest. Swearing provides more nuance and thus allows people to express emotions more truthfully.
In an interesting turn of events, a study from Lancaster University and Cambridge University Press found that women are now more likely to swear than men. The female use of the f-word grew 500% in the past two decades, while men cut their use nearly in half.
I’m less curious about the habits of men and women and more curious about which branches of the military are more likely to swear. I haven’t been able to find any research on it so let me know in the comments what your experience was. It also might vary from job-to-job. I know that when I worked with pilots, they cussed all the time. Then when I PCS’d and was talking to a bunch of spooks, I was reprimanded for saying that something was sh*tty.
They were trying to deploy a guy who was expecting his first child and I wanted to swap his band with a guy eager to volunteer for his first deployment and they wouldn’t let me swap them and it was sh*tty.
Before the FBI or any other federal law enforcement agency locked criminals behind bars in the United States, the most important crime fighting squad was the US Postal Inspection Service. From the 18th century to present day, surveyors, special agents, and inspectors investigated the nation’s most newsworthy crimes. They investigated mail train robberies committed by notorious outlaw “Billy the Kid,” were amongst the first federal law enforcement officers to carry the Thompson submachine gun (commonly known as the “Tommy Gun”) to fight 1920s mobsters, and even had an integral role in capturing Ted Kaczynski, sensationalized in the media as the “Unabomber,” bringing an end to one of the most sophisticated criminal manhunts in US history.
The US Postal Inspection Service is the most storied federal law enforcement agency in the country, and since widespread crime is often connected by mail, their jurisdiction to investigate any related crime from anywhere around the world is unrestricted. This freedom began from one of America’s Founding Fathers, and since its establishment, the agency has participated in the largest criminal investigations of each century.
After the American Civil War, “snake oil salesmen” and “scalp tonic salesmen” used the mail to con unsuspecting victims. Screengrab from YouTube.
In 1737, Benjamin Franklin, the newspaper printer known for historic contributions to the nation, was also appointed by the British Crown as postmaster of Philadelphia. In addition to his day job, he had duties and responsibilities to regulate and survey post offices and post roads. As the first Postmaster General under continental Congress, Franklin abolished the British practice that determined which newspapers traveled freely in the mail and established foundational mandates of the “surveyor” position to ensure the organization could grow beyond a one-man show.
Franklin recognized the task was too much to handle alone and appointed William Goddard as the first surveyor of the new American Postal Service. His first day in office — Aug. 7, 1775 — became known as the birth of the Postal Inspection Service. The surveyors investigated thefts of mail or postal funds committed by writers, innkeepers, and others with access to the mail or post offices. The frequency of mail crimes became such a nuisance, Congress approved the death penalty as a viable punishment to enforce the serious offenses.
At the turn of the 19th century, surveyors became known as special agents, and among the first three was Noah Webster, the man responsible for compiling the dictionary. During the War of 1812, special agents observed and reported activities of the British Fleet along the Potomac River, and during the 1840s and 1850s, their roles magnified to coexist with western expansion in the United States. Special agents were needed across Texas, Oregon, and California to ensure new postal services were completed, as well as to keep order amongst mail carriers on horseback, railroads, or traveling by steamboats or stagecoaches.
During World War II, 247 US Postal Inspection Service inspectors established a mailing system that is still in use to this day. Photo courtesy of worldwarphotos.info.
Following the American Civil War, Congress imposed two new statutes still in use today. The first was the Mail Fraud Statute of 1872, which enforced a crackdown against swindles including the infamous “snake oil salesman” or the “scalp tonic salesman.” The second was the Postal Obscenity Statute of 1873, which made it illegal for anyone to “to sell, give away, or possess an obscene book, pamphlet, picture, drawing, or advertisement.” Special agents assumed the name of “Post Office Inspectors” in 1880 to differentiate from other special agents privately employed by railroad and stagecoach companies.
During the 20th century is when the US Postal Inspection Service earned its reputation for bringing down the hammer on gangs, mobsters, and armed robbers. The most scandalous criminal outfit was the organized secret society operating in New York City known as the Black Hand. They terrorized the public, the police force, and especially Italian immigrants, all frequent targets of murder, extortion, assassination, child kidnapping, and bombings. The bombing attacks were so frequent that the police referred to the Italian neighborhood as “The Bomb Zone.” Police reports indicated that there were more than 100 bombings in 1913 alone.
The Black Hand wrote menacing letters to their victims. “De Camilli, from one of our secret spies, we have learned that you have informed the police, contrary to our warnings,” Salvatore Lima, the Black Hand’s leader wrote. “Therefore, it is time to die. And on the first occasion, you will feel a bullet in your stomach, coward. You have willed it, and you will die like a dog. The terrible Black Hand.”
Post Office Inspector Frank Oldfield tracked 14 members of the Black Hand and nabbed and convicted the vicious and violent gang by targeting their paper trail through the mail. Elmer Irey, one of the great detectives of the 20th century and former post office inspector, used similar methods to nab Chicago Outfit’s Al Capone through tax fraud. Post office inspectors also captured and convicted Charles Ponzi — the mastermind and father behind the infamous pyramid “Ponzi Scheme” — and brought Gerald Chapman — America’s first “Public Enemy Number One” — to justice. After a three-year manhunt, forensic science put away the DeAutremont brothers, a trio who used dynamite to blow open mail train cars to scoop the cash inside.
Inspectors were also instrumental in the delivery and protection of over billion worth of gold transported along the “Yellow Brick Road” from New York City to Fort Knox, Kentucky, to establish the Fort Knox Bullion Depository in 1937. During World War II, 247 post office inspectors helped create Army Post Offices (APOs) and Fleet Post Offices (FPOs). Through their efforts, soldiers, airmen, sailors, and Marines could communicate with their loved ones back home. This system remains in effect to this day.
Later in the century, as their investigations adapted with the times, they received newer challenges through the security of commercial aircraft and the threats of mail package bombs aboard airplanes. In 1963, Postal Inspector Harry Holmes interviewed Lee Harvey Oswald to investigate the mail-order rifle he used to assassinate President John F. Kennedy. Only minutes after Oswald left Holmes’ office, he was gunned down — furthering the conspiracy theories of suspected involvement.
A laboratory technician holds the anthrax-laced letter addressed to Senator Patrick Leahy after safely opening it at the US Army’s Fort Detrick bio-medical research laboratory in November 2001. Photo courtesy of FBI.gov.
The Postal Inspection Service remains just as important today as when it was created, and with the increase in funding in other federal agencies, their prestige has emboldened their legacy as more than what was once perceived as “The Silent Service.” Days after the Sept. 11, 2001, terrorist attacks, the Silent Service investigated the Anthrax biohazard letter attack — the worst biological attack in US history — and has since increased their efforts against illegal drug trafficking, suspicious mail, mail and package theft, money laundering, cybercrime, and child exploitation.
In the 1920s, Charles Ponzi scammed his investors out of an estimated million during his time as a conman and swindler — some 90 years later, just as the Postal Inspector Service had before, they nabbed Allen Stanford, a fraudster who convinced investors to buy certificates of deposit from his offshore Stanford International Bank with the promise of high returns. Stanford’s two-decade-long, billion Ponzi scheme was discovered through exhaustive investigations by a task force comprised of the IRS, the FBI, and the Silent Service. Stanford was convicted in 2012 and sentenced to serve 110 years in prison.
As long as there is mail to be delivered, there are inspectors who stand ready to ensure the safety of the American citizens.
It’s the red, white and the blue. It’s the patriotism, the pride and the spirit. It’s songs about the homeland, and it’s thanking those who serve — pledging allegiance to all it represents. It’s the recognition of the American flag, and we’re here for it!
Celebrate the U. S. of A. with us through these favorite memes.
And a S/O to our forefathers for their support:
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Each Firebrand Flag incorporates the same fire-retardant, kevlar fabric that keeps our service members and first responders safe. Our flags maintain strict adherence to height, width and color specifications. To ensure our Flags can never BURN, we reinvented the manufacturing process right here in the U.S. so that you can rest assured that our Firebrand Flags will always stand for the values we hold dear. Get your Firebrand Flag here.
“When our freedom was under attack one battle would turn the tide.”
The first official trailer for ‘Midway’ has been released, depicting the World War II fight in the Pacific from Pearl Harbor to Midway. Starring Luke Evans (Dracula, Fast & Furious 6), Patrick Wilson (Aquaman, Watchmen), Woody Harrelson (True Detective, everything else you’ve ever seen), and Mandy Moore (she’s missing you like candy), the film is advertised as “The story of the Battle of Midway, told by the leaders and the sailors who fought it.”
The trailer opens with the attack at Pearl Harbor, showing the devastation up close. “Pearl Harbor is the greatest intelligence failure in American history,” a voice insists. Hindsight proves how true this statement was. In fact, an American admiral planned the attack on Pearl Harbor in 1932, nine years before the Japanese carried it out, but the military failed to heed the admiral’s cautions, and the men and women there that day paid the price.
The trailer follows the war in the Pacific to Midway, a battle that would change the conflict.
Six months after the Dec. 7, 1941 attacks, the Japanese fleet commander, Admiral Yamamoto Isoroku, devised a strategy to destroy the American aircraft carriers that had escaped Pearl Harbor. Instead, United States code-breakers allowed Pacific Fleet commander Admiral Chester W. Nimitz to launch a counterattack, ambushing the Japanese fleet at Midway.
Midway dealt a decisive blow to the Japanese and allowed American forces to deploy throughout the Pacific, edging close and closer to Japan. World War II battles really depict the raw, close-range danger that service members were in. Pilots were dog-fighting in vulnerable aircraft and facing off against the heavy firepower of naval ships, who, meanwhile, were turning cannons on each other that threatened to pull sailors with them to a watery grave.
It’s almost incomprehensible now, but films like Midway won’t let us forget:
“You’re gonna remember this moment for the rest of your life.”
The EC-130H Compass Call is an airborne tactical weapon system with a primary mission to disrupt enemy command and control infrastructures limiting adversary coordination and force management.
The aircraft is a heavily modified variant C-130 Hercules, one of the most important and longest flying airframes in Air Force history.
From the outside the aircraft may look like a normal Hercules, but internally the advanced electronic warfare and electronic attack computer systems enables the Air Force to locate, listen and jam enemy communications.
The effect of the non-kinetic denial is not permanent, but it provides the desired result of blocking the enemy across the electromagnetic spectrum.
The effectiveness of the Compass Call is in creating a fog of war for enemy fighters making them easier targets for U.S. ground forces.
(Photo by Evelyn Chavez)
The Air Force is the only operator of the EC-130H and the Compass Call has been providing air space superiority over its 35-year operational life. The aircraft has demonstrated a powerful effect on enemy command and control networks in multiple military operations including Kosovo, Haiti, Panama, Libya, Iraq, Serbia, and Afghanistan.
Development and design
The EC-130H had its first flight in 1981, was delivered to the Air Force in 1982 and reached initial operating capability in 1983.
The aircraft’s EC identifier stands for special electronic installation transport.
A weapon of the Cold War it was original designed to provide suppression of enemy air defenses and spent its early years monitoring integrated air defense systems under the Warsaw Pact.
The aircraft is powered by four turboprop engines and has a flight speed of 300 mph and a flight range of nearly 2,300 miles.
The airborne tactical weapon system has been modified through the years with each update providing stronger avionics systems, radars and a more powerful digital signal analysis computers and subsystems.
The EC-130H aircraft carries a combat crew of 13 people. Four members are responsible for aircraft flight and navigation, while nine members operate and employ the EA mission equipment permanently integrated in the cargo/mission compartment.
The EC-130H fleet is composed of a mix of Baseline 1 and 2 aircraft.
(Photo by Raheem Moore)
The Block 35 Baseline 1 EC-130H provides the Air Force with additional capabilities to jam communication, Early Warning/Acquisition radar and navigation systems through higher effective radiated power, extended frequency range and insertion of digital signal processing versus earlier EC-130Hs. Baseline 1 aircraft have the flexibility to keep pace with adversary use of emerging technology.
Baseline 2 has a number of upgrades to ease operator workload and improve effectiveness. Improved external communications allow Compass Call crews to maintain situational awareness and connectivity in dynamic operational and tactical environments.
Delivery of Baseline-2 provides the DoD with the equivalent of a “fifth generation electronic attack capability,” providing improved aircraft performance and survivability.
A majority of the improvements found in the EC-130H Compass Call Baseline-2 are classified modifications to the mission system that enhance precision and increase attack capabilities.
In 2017 the Air Force announced plans for a Compass Call replacement platform based off the Gulfstream 550 Airborne Early Warning aircraft. The new platform has been designated EC-X.
Operation and deployment
All 14 Compass Call aircraft are assigned to Air Combat Command. The 55th Electronic Combat Group consisting of two operational squadrons, the 41st and the 43rd Electronic Combat Squadron operates the EC-130H. The 55th ECG is a tenant unit of the 355 Fighter Wing at Davis-Monthan AFB, Arizona, which reports to the 55th Wing at Offutt AFB, Nebraska.
(Photo by Chris Massey)
The 55th ECG recently eclipsed 10,900 combat sorties and 66,500 flight hours as they provided U.S. and Coalition forces and Joint Commanders a flexible advantage across the spectrum of conflict.
Did you know
Since it’s introduction in 1954 there have been 54 modified variants of the C-130
The EC-130H was introduced in 1983 and began providing airborne attack capabilities in 1989 supporting U.S. Army Rangers during Operation Just Cause in Panama.
The EC-130H is one of four main U.S. electronic warfare aircraft, along with the EA-18G Growler, EA-6B Prowler and the F-16CJ Fighting Falcon, which form the Suppression of Enemy Air Defense (SEAD) triad.
EC-130H Compass Call fact sheet:
Primary function: electronic warfare, suppression of enemy air defenses and offensive counter information
Four Allison T56-A-15 turboprop engines
4,910 prop shaft horsepower
132 feet, 7 inches (40.4 meters)
97 feet, 9 inches (29.8 meters)
38 feet, 3 inches (11.4 meters)
300 mph (Mach .4)
25,000 feet (7,576 meters)
Maximum takeoff weight:
155,000 pounds (69,750 kilograms)
non-kinetic energy waveforms
13 (two pilots, navigator, flight engineer, two electronic warfare officers, mission crew supervisor, four cryptologic linguists, acquisition operator and an airborne maintenance technician)
Initial operation capability:
Active force, 14
This article originally appeared on Airman Magazine. Follow @AirmanMagazine on Twitter.
From working at McDonalds, to attending Army Junior Reserve Officer Training Corps (JROTC), to serving more than 18 years each in the U.S. Army Reserve — identical twin master sergeants are mobilized together for the third time.
Master Sgt. Bryant Howard and his identical twin brother, Master Sgt. Joseph Howard, motor transport operators, 450th Movement Control Battalion (MCB), are currently deployed together to Kuwait — marking the third time they have deployed together.
Bryant decided to join first.
“I was in high school, (and) I was also working at McDonalds, and my mom called me lazy.” he said. “I figured I wasn’t, so I was going to get her mad and join the Army.”
For Joseph, the decision to join the Army was much easier after he found out that his brother was joining.
“I tried joining the National Guard. The recruiter didn’t take me seriously.” Joseph said. “I was going to back out, then I found out my brother was joining the Reserve, so I went ahead and joined too.”
From left to right — Master Sgt. Joseph Howard, S-3 (operations) noncommissioned officer in charge (NCOIC), 450th Movement Control Battalion (MCB), and Master Sgt. Bryant Howard, Trans-Arabian Network (TAN) NCOIC, 450th MCB, stand back to back at Camp Arifjan, Kuwait, Oct. 24, 2019.
(Photo by Spc. Dakota Vanidestine)
Once their decision to join was finalized, Bryant and Joseph needed to pass through Military Entrance Processing Stations (MEPS) before leaving for basic training.
“We were still in high school, just turned 18. We were trying to get on the battle buddy system, but something happened at MEPS and Bryant wasn’t able to join the same time I did.” Joseph said. “He had to go back four months later. Because of that, they couldn’t get us to Basic (Training) together, even though we went at the same time. I went to Fort Jackson; he went to Fort Sill.”
Although the buddy system was not possible for Basic Training, the brothers were reunited at Advanced Individual Training (AIT).
“We did go to AIT together at Fort Leonard Wood though. It took the drill sergeants a month to realize there was twins in the unit. They threw a fit because they thought we were just one super high-speed person” Joseph said.
Confusion on the brothers’ identities, like at AIT, has allowed them to play pranks all of their life.
“Our last day of high school, we switched classes.” Bryant said. “We had a different style uniforms in school — I had a pullover, and he had a button up shirt. Joseph’s teacher could tell us apart, even though she didn’t know me — but my teacher didn’t recognize him.”
After high school, the military was not the only time that Bryant and Joseph’s paths have crossed.
“We both worked at one time at Direct TV” Joseph said. “Also, we both had some sort of experience in law enforcement. I became a police officer, he worked in a jail — he was a corrections officer. The weird part about that was if I dropped somebody off at jail, they might run into him and think he was me. We don’t necessarily try to follow each other – that’s just the way things happen. It really is a small world.”
Even today their civilian careers have brought them not only to the same state, but the same location.
“Now were both mill-techs. Joseph works in the RPAC (Reserve Personnel Action Center) and I work for a unit” Bryant said.
From left to right, Sgt. 1st Class Joseph Howard, Sgt. Michael Howard, motor transport operators, 498th Transportation Company, and Sgt. 1st Class Bryant Howard, motor transport operator, 850th Transportation Company, pose for a photo as Bryant prepares to redeploy back to the U.S. at Kandahar Airfield, April. 28, 2014.
“We actually work in the same building — two different units. I work for the 88th Readiness Division, he works for the 383rd Military Intelligence Battalion” Joseph added.
When Bryant and Joseph heard about an opportunity to deploy together with the 450th MCB, they took full advantage.
“We deployed together in 2003 and 2009 to Iraq” Bryant said.
“He deployed to Afghanistan at the end of 2013, and I deployed there in the beginning of 2014 — so we were actually at the same place” Joseph added. “Our older brother actually deployed with me.”
Currently, Bryant is the Trans Arabian Network Noncommissioned Officer in Charge (NCOIC).
“I am the NCOIC over all the movement within Kuwait, Jordan, Oman, and the surrounding locations.” Bryant said.
While Joseph serves as the S-3 (operations) NCOIC by taking care of “the personnel, administrative, and operational aspects.”
Once this deployment is complete, the brothers may finally part ways. Joseph is considering retirement from the Reserve.
“I do want to hit my 20 year mark.” Joseph said. “It’s really hard to keep up with the changing Army — the trends and everything. Depending on what happens when I get to the States, I may stick it out longer, or I may get out.”
“I’m just going to stay in until I can’t stand it anymore” Bryant added.
Together, Bryant and Joseph have dedicated over 37 years of service to the U.S. Army Reserve — both wearing the rank of master sergeant and have seven combined deployments to show for it.
U.S. Army veteran Joshua Griffin trained with Rangers and Green Berets and saw combat in Iraq and Afghanistan during his 13 years of military service. Then he decided to become an officer, join ROTC, and play college football.
The Staff Sergeant is now the oldest player in the country on a major college football team.
The 33-year-old walk-on is in his second season at Colorado State University and he credits his military service with much of his success.
Army Veteran Becomes Oldest College Football Player | NBC Nightly News
Tom Ehlers, CSU’s director of football ops, was impressed with Griffin from the start.
First of all, Griffin cold-called Ehlers in person. At 5’10” and 208 lbs, Griffin certainly looked the part.
More than that, Ehlers quickly realized that “Griffin’s military background could be useful on a young football team in need of leadership.” The problem was that Griffin didn’t have any footage of himself playing — or even the SAT or ACT scores needed to qualify for college attendance.
Still, he was persistent — another skill courtesy of the United States Army. He was finally invited to the walk-on tryouts.
The term walk-on is used to describe an athlete who earns a place on the team without being recruited or, in the case of college football, awarded an athletic scholarship.
Griffin drilled alone in the weeks before tryouts after watching the team practice.
“I would study what the coaches had them doing during individuals and then after practice I would go to these fields right here and I would do exactly what they would do,” he told ESPN.
He was one of three who made the team.
Griffin was attached to the 10th Special Forces and the 160th Special Operations Aviation Regiment while on active duty. His wartime experiences included 2½ years of service overseas — and he still carries unseen scars with him, including hypervigilance and trouble sleeping.
But he carries the brotherhood with him, too. The players, most of whom are a decade younger than Griffin, look up to him — a fact noticed by the coaching staff, who made him one of ten accountability leaders for the team.
“He’s a great example of what soldiers are like out there,” said Lt. Col. Troy Thomas, the professor of military science who runs CSU’s Army ROTC program.”…When you support people through their goals, it’s amazing what they can accomplish. We’ve been able to support Josh while he gets an education and plays athletics. I suspect great things for him in the future.”
The Air Force spent a lot of time trying to mothball the A-10 Thunderbolt II over the past few years. After realizing there is no reliable close-air support (CAS) alternative to the airframe, however, Congress fought the Air Force at nearly every turn.
The plane, dubbed the Warthog for its snoutlike nose and the distinctive sound of the GAU-8 Avenger 30mm cannon around which the aircraft is built, is slower than other tactical jet aircraft. Its max speed is 439 mph, while the F-16 tops out at 1,350 mph. What the Warthog lacks in speed, it makes up for in durability, featuring 1,200 pounds of titanium armor plating around the cockpit and its necessary systems. The A-10’s ability to take a beating from ground fire while providing such close support makes it the perfect CAS aircraft.
The move to retire the A-10 came while American forces were pulling out of Afghanistan and were already out of Iraq. Under budgetary pressure, the Air Force wanted to replace the A-10 mission with the new F-35 Joint Strike Fighter, whose abilities were designed for the entire battlespace. The rise of ISIS and new combat roles for ground forces in the region saved the Warthog from the boneyard. The A-10 was designed to work in tandem with ground forces and theater commanders are seeing more and more demand for the unique support the bird provides.
“When you’re talking to a 19-year-old man with a rifle, who’s scared on the other end of a radio,” another Air Force A-10 pilot says in the video. “You know he doesn’t care about fiscal constraints, ‘big picture’ Air Force policy, the next fancy weapons system coming down the pipeline. He cares about being saved right then and there.”
The Pentagon is due to submit its 2017 budget proposal to Congress next week and officials tell Defense One the life of the plane will be extended because of that demand. Congress criticized the Air Force for attempting to retire the A-10 without a replacement plan.
As part of the most recent National Defense Authorization Act (NDAA), Congress mandated the Air Force couldn’t retire the plane without an independent study to find a replacement with the “ability to remain within visual range of friendly forces and targets to facilitate responsiveness to ground forces and minimize re-attack times … the ability to operate beneath low cloud ceilings, at low speeds, and within the range of typical air defenses found in enemy maneuver units … the ability to deliver multiple lethal firing passes and sustain long loiter endurance to support friendly forces throughout extended ground engagements.”
Senior Chief Special Warfare Operator (SEAL) Edward Byers, Jr. has never sought the limelight in the more than 17 years that he’s been in the Navy, but today the eyes of the nation were on him as he received the Medal of Honor from President Obama in a ceremony at the White House.
Byers was part of a SEAL Team Six rescue team sent to rescue an Dilip Joseph, American doctor and aid worker who’d been taken hostage by the Taliban. During the mission, Byers showed extreme courage and warfighting prowess by continuing into a room and shielding the doctor while taking out two insurgents after the SEAL in front of him, Petty Officer 1st Class Nicolas D. Checque, was hit by fire in the doorway.
The justification for the Medal of Honor was based largely on the Joseph’s testimony as captured in his book Kidnapped by the Taliban: A Story of Terror, Hope and Rescue by SEAL Team 6, which was published in 2014. In the book Joseph writes that he was sure his Taliban captors were going to kill him before the SEALs showed up.
The ceremony at the White House was attended by many members of the special operations community as well as other Medal of Honor recipients. Byers family was also present in force. During his remarks President Obama noted that in addition to the SEAL’s immediate family almost 50 members of his extended family were in attendance.
Obama also joked that Byers’ mother first question when she heard her son was receiving the Medal of Honor was, “Can I go to the ceremony?” Focusing on her in the audience the East Room, the president smiled and said, “Yes, mom, you can go.”
Byers has deployed 11 times since 9-11. His previous awards include the Bronze Star and two Purple Hearts. He is the eleventh living recipient of the Medal of Honor since 9-11.
SEAL Team 6, officially known as DEVGRU, which is short for “Development Group,” is a very secretive part of the special operations community used for the Pentagon’s most sensitive missions. DEVGRU came to the public’s attention in 2011 during Operation Geronimo, the mission to take out Osama Bin Laden in Pakistan.
Before getting too deep into the details, let it be known that American nuclear submarines can come to rest on the ocean floor. Even since the early days of the nuclear sub program – dating back to Admiral Hyman Rickover himself – these submarines have been able to touch the bottom of the ocean, so long as that bottom wasn’t below their crush depths.
But the more important question is whether they should touch the bottom or not.
The Navy’s Seawolf-class nuclear submarine first started its active service life in 1997, and while it’s not the latest and greatest class, it is a good midrange representation of the possibilities of a nuclear sub. Like all U.S. nuclear subs, its real crush depth is classified, but it has an estimated 2,400 to 3,000 feet before its time runs out. So the Seawolf and its class can’t touch the very depths of any ocean, but it is able to come to rest in some areas below the surface, those areas in the epipelagic and mesopelagic zones of the ocean. These are the areas where sunlight can still reach the depths.
The problem for U.S. subs isn’t the temperature or pressure in these zones; it’s what is actually on the seafloor that can cause trouble for nuclear submarines. Rocks or other unseen objects can cause massive damage to the hull of a submarine, tearing up its vents, stealth cover, or steering.
What’s more, is that the submarine’s engines pull in seawater to cool steam down from its main condensers and those intakes are on the bottom of the vessel. Bottoming a submarine could cause mud and other foreign objects to be pulled into the submarine. The boat could even get lodged in the muck on the seafloor, unable to break free from the suction, like a billion-dollar boot stuck in the mud. This is why the Navy has special equipment and/or submarines for bottom-dwelling.
The U.S. Navy’s NR-1 research submarine was a personal project of Adm. Hyman Rickover, the godfather of the nuclear submarine program. The NR-1 was designed to bottom out to collect objects from the seafloor and was fitted with retractable wheels to be able to drive along the ocean’s bottom. But that’s not all; the second nuclear submarine ever built had a similar capability.
The USS Seawolf (not of the later Seawolf-class) was eventually fitted with a number of unique intelligence-gathering equipment and devices that would make it very different from other submarines in the U.S. Navy fleet. Along with extra thrusters and a saturation diver dock, she was fitted with retractable sea legs so that she would be able to rest on the bottom for longer periods of time without getting damaged or stuck.
So while any submarine can bottom for evasion and espionage purposes, they really can’t stay for long. Those that are designed to hang out at the bottom aren’t likely to see the light of day anytime soon.