The Marine Corps infantry is a place where a boots’ dreams go to die. A fresh private first class or lance corporal might arrive at the Fleet Marine Force with loads of ambition only to have it ripped to shreds as the stark realization that they might never reach the rank of Corporal sinks in.
Today, we offer advice for lower-enlisted Infantry Marines on how to succeed in everyday tasks — the rank will come soon enough.
Keep in mind the following 6 ways to be successful in the Marine infantry:
6. Get a haircut.
Yes, we know this one is difficult when you’re out of range of the barber for weeks at a time, but when you finally can get a haircut, get something respectable that won’t result in an ass-chewing from your platoon sergeant.
5. Keep a clean uniform for garrison.
Higher-ups will preach until the day of their retirement that there is no such thing as “field cammies,” but grunts know otherwise — have a uniform set aside for when you’re in the rear that is always clean.
Likewise, make sure that the uniforms you have for the field and deployments are as clean and pristine as possible, but don’t worry about keeping them that way.
4. Know yourself and seek self-improvement.
This is one of the 7 Marine Corps leadership principles, but it applies to all areas Marine infantry. Know your faults and always work towards improving them.
3. Train in your off-time.
This one goes with point #4. Once you recognize your deficiencies, train in your off-time to fix them. If you’re not the strongest grunt, go to the gym. If you’re feeling underread, pick up a book.
2. Stay humble.
Just as you should never stop learning your trade, never see yourself as the best. Don’t believe you’re done improving because you’re not — and you never will be. Even after you’ve been praised and earned awards, maintain some humility. Be confident, but don’t be arrogant.
The story behind what came to be known as the Wham Paymaster robbery began on the morning of May 11, 1889, when a U.S. Army paymaster called Major Joseph Washington Wham was charged with transporting a lockbox containing the salaries of several hundred soldiers across the Arizona desert from Fort Grant to Fort Thomas located some 50 miles away. All in all the lockbox contained $28,345.10 in gold and silver coins worth the equivalent of about $784,000 today.
Tasked with protecting the contents of the lockbox, Paymaster Wham’s convoy included 9 Buffalo Soldiers of the 24th Infantry and two privates of the 10th Cavalry. At this point it’s probably worth mentioning for anyone unfamiliar with the term “Buffalo Soldiers” that all of the soldiers protecting Wham and his convoy were black.
This is important as a few hours after setting off the convoy was attacked by as many as 20 bandits who shot at the convoy while screaming racial slurs at the soldiers guarding it. More particularly, it’s thought that one of the ways those who robbed the convoy justified it from a moral standpoint was simply that it was no real crime in their minds to take money from black soldiers. (More on this in a bit.)
Whatever the case, during the ensuing 30 minute firefight, 8 of the soldiers guarding the convoy were shot, two of them multiple times. Of note are the actions of one Sergeant Benjamin Brown who shrugged off a bullet wound to the gut to stand out in the open firing at the bandits with his trusty revolver.
After being shot twice more (once through each arm), a fellow soldier braved the bullets to carry Brown to safety. Unwilling to halt his one-man assault, Brown continued firing on the bandits while being carried away.
Another Buffalo Soldier, Corporal Isaiah Mayes, similarly ignored the hailstorm of bullets, two of which hit him in the legs, to quite literally at times crawl to get help two miles away at a nearby ranch.
Unfortunately, with nearly everyone in the convoy seriously injured, they were forced to retreat away from the wagons, at which point heavy gun fire kept them pinned down while some of the bandits ran in, used an axe to open the lockbox, and stole the contents.
While the bandits succeeded in their goal, Paymaster Wham was astounded by the bravery of the soldiers (all of whom miraculously survived despite many being shot as noted). In fact, according to one of the witnesses to the event, Harriet Holladay, Sergeant Brown “had a bullet hole clean through his middle but he acted as if it didn’t bother him at all.”
Because of their uncanny bravery and dedication to protecting government property with their own lives, Wham immediately recommend 9 of the Buffalo soldiers for the Medal of Honor. Both Brown and Mayes were subsequently awarded that medal, while 8 other soldiers Wham singled out for their bravery were instead awarded certificates of merit.
As for the money, nobody is exactly sure what happened to it because nobody was ever convicted of the crime in question, despite that many among the robbers were recognized during the gunfight as they brazenly did not wear masks. It’s speculated that they didn’t bother with masks because they felt morally justified in the robbery and were all upstanding, church-going members of a nearby town, Pima, with the robbery seemingly organized by the mayor himself, Gilbert Webb.
Webb had come on hard times and was on the verge of bankruptcy. As he was a major employer in the town, and the town itself had come on hard times, he seems to have gotten the bright idea to simply take the money from the U.S. government to solve his and the town’s problems.
As to why he and others in the extremely religious town thought this was a perfectly moral thing to do, well, the town was largely made up of Mormons who felt very strongly (and not really unjustified in this case) that the U.S. government had been oppressing them for years, and so taking money from Uncle Sam was no real crime.
On top of this, the individuals guarding the money were all black outside of Wham, as were many of the soldiers that were to be the recipients of the money once it was delivered. Thus in their view, to quote a contemporary article written on subject during the aftermath about the general sentiment of some in the town, “The n**ger soldiers would just waste the money on liquor, gambling, and whores, so why not take it and use it to the benefit of a community that really needed some cash…”
And so it was that when seven suspected members of the robbers were tried for the robbery, community members were seemingly stepping over themselves to give them an alibi (with 165 witnesses testifying in all).
On top of that, the original judge, William H. Barnes, had to be removed from the case when it was discovered he was not only a friend of one of the accused, but also was actively intimidating witnesses for the prosecution. This all ultimately resulted in U.S. President Benjamin Harrison himself stepping in and appointing a new judge, Richard E. Sloan.
In the end, despite many of those called in defense of the robbers completely contradicting themselves, eye witness testimony identifying a few of the men, and that some of them, including Mayor Gilbert Webb, were found in possession of stolen gold coins, all were ultimately acquitted for the crime. Deputy William Breakenridge summed up the reason- “the Government had a good case against them, but they had too many friends willing to swear to an alibi, and there were too many on the jury who thought it no harm to rob the Government.”
It should be noted, however, that several of the accused, including Mayor Webb, would later in their lives be convicted of other theft-related crimes, including Webb having to flee town when he was indicted for stealing $160 ($4400 today) from the Pima school district. (We should also probably mention that Webb actually left his former home in Utah to settle in Pima because he was under charges for grand larceny…)
In the years that have passed since the famed robbery, numerous legends have arisen about where exactly the money ended up, including several that posit that the money is still buried somewhere out there in the Arizona desert. However, given none of those who committed the robbery were convicted and it would seem much of the money was used by Mayor Webb to pay off debts around town, as well as forgive the debts of some of the men who helped him in the robbery, this seems extremely unlikely.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
While it might seem a little odd at first glance, it turns out the first helicopter pilot ever to receive the United States’ prestigious Medal of Honor, John Kelvin Koelsch, was born and and mostly raised in London, England. Considered an American citizen thanks to his parentage, Koelsch moved back to the US with his family in his teens, and soon after studied English at Princeton.
Described by his peers as “a man men admired and followed” Koelsch was a physically imposing individual who excelled at athletics and reportedly possessed a daunting intellect and a keen wit. Seemingly destined for intellectual greatness, Koelsch’s original plan was to become a lawyer, but he ultimately decided to join the war effort during WWII, enlisting with the U.S. Naval reserve as an aviation cadet on Sept. 14, 1942. He quickly rose through the ranks and was noted as being a terrifyingly effective torpedo bomber pilot.
Following WW2, Koelsch continued to serve with the Navy, though not before returning to Princeton to complete his degree.
At the start of the Korean War, Koelsch retrained as a helicopter pilot and ended up serving aboard, somewhat ironically, the USS Princeton.
Specializing in helicopter rescue, after what has been described as a “long tour of duty” aboard the USS Princeton, Koelsch turned down an offer to return to the United States with the rest of his squadron, simply telling his superiors that he wanted to remain until the job was done.
Two U.S. Navy Grumman F9F-2 Panthers dump fuel as they fly past the aircraft carrier USS Princeton during Korean War operations.
His request granted and with the rest of his squadron back in the United States, Koelsch was transferred to the Helicopter Utility Squadron Two, a detachment of which he was put in charge of.
Not just a great pilot, Koelsch also tinkered extensively with his own helicopter, customizing it to handle the Korean weather better, as well as perform better at extremely low altitudes so as to make spotting injured comrades easier during rescue missions.
In addition, Koelsch had a hand in inventing a number of devices to make rescuing people caught in specific circumstances via helicopter easier, such as the so-called “horse collar” hoist and a floating sling for water-based rescues.
This all brings us around to July 3, 1951. The ship Koelsch was stationed on received a distress call from a downed Marine Captain called James Wilkins. According to reports, Wilkins’ Corsair had been downed during a routine reconnaissance mission and he had been badly injured, suffering a twisted knee and severe burns over the lower half of his body.
Unsurprisingly for a man who once stated “Rescuing downed pilots is my mission” in response to a question about why he took so many risky rescue missions, Koelsch immediately volunteered to attempt to go after Wilkins. His superiors, on the other hand, noted, amongst other things, that rescuing Wilkins would be near impossible due to the heavy ground resistance expected, Wilkins being deep in enemy territory, and the rapidly approaching night and thick fog making it unlikely he’d spot Wilkins even if flying right over him.
Despite all this, Koelsch loaded up his Sikorsky HO3S-1 and set off with his co-pilot, enlisted airman George Neal to at least make the attempt.
Described diplomatically as “slow moving”, Koelsch’s helicopter was both unarmed and travelled to Wilkins’ location without a fighter escort due to the aforementioned heavy fog that day making such an escort impossible. On that note, even without enemy fire, this combination of fog, approaching night, and mountainous terrain also made flying in those conditions exceedingly dangerous.
Nevertheless, flying as low as 50 feet above the ground at some points so as to make spotting Wilkins’ downed Corsair easier through the mist, the sound and sight of Koelsch’s helicopter lazily buzzing through the air caught the attention of Wilkins (who’d been hiding in the woods from North Korean forces), prompting him to return to the parachute — his reasoning being that this would be the easiest thing for his rescuer to see.
John Kelvin Koelsch.
However, Koelsch brazen flying not far above the heads of nearby enemy forces saw them almost immediately begin firing at him as he came close to the region where Wilkins had been downed. Instead of, you know, getting out of range or doing anything whatsoever to protect his own life, when Koelsch located Wilkins, he simply hovered above him, weathering the hailstorm of bullets directed at himself and his chopper, and signaled for Wilkins to grab the hoist which had been lowered by Neal. As Wilkins would later note — “It was the greatest display of guts I ever saw.”
Unfortunately, it turns out helicopters don’t fly very well when the engine is riddled with bullet holes, and as Neal was winching Wilkins up, this is exactly what happened, causing the helicopter to crash.
Perhaps a problem for mere mortals, Koelsch was able to make something of a controlled crash into a mountainside, with himself and Neal avoiding any significant injuries, and Wilkins not suffering any further injuries as the chopper smashed into the ground.
Following the crash, Koelsch took charge of the situation and the trio fled the enemy forces, all the while taking special care to ensure Wilkins didn’t over exert himself. Koelsch and his cohorts managed to avoid capture for 9 days, eventually making their way to a small Korean fishing village. However, this is where the groups luck ran out and all three men were found hiding in a hut by North Korean forces.
During their march to a POW camp, Koelsch had the audacity to demand their captors provide Wilkins with immediate medical attention. After enough angry shouts from Koelsch, the North Korean soldiers eventually did just this; Wilkins would later credit Koelsch’s insensate and vehement pestering of their captors to give medical aid as something that ended up saving his life.
When the group reached the POW camp, Koelsch, despite being malnourished from his 9 days on the run with few supplies, shared his prisoner rations with the injured and sick, reportedly stating simply that they needed the food more than he did.
We should note at this point that Koelsch continued to do this while being periodically tortured by his captors for his refusal to cooperate in any way with them. When he wasn’t being tortured, Koelsch also continually argued with said captors about their mistreatment of his comrades, citing the Geneva Conventions. His refusal to shut up about this reportedly earned him a number of extra beatings.
Unfortunately, it all ended up being too much and Koelsch succumbed to a combination of malnutrition and dysentery, dying in October of 1951, about three months after his capture.
As for his companions, Neal and Wilkins ended up surviving the war.
In 1955, when the full extent of Koelsch’s actions and exemplary conduct while a prisoner became known, the decision was made to posthumously award him the Medal of Honor, with it noted that, beyond the selfless heroism displayed in the rescue attempt, “Koelsch steadfastly refused to aid his captors in any manner and served to inspire his fellow prisoners by his fortitude and consideration for others. His great personal valor and heroic spirit of self — sacrifice throughout sustain and enhance the finest traditions of the United States naval service.”
Koelsch’s remains were returned to the United States in 1955 by the Koreans and were interred at Arlington Cemetery, an honor reserved for all Medal of Honor awardees.
Further honors bestowed upon Koelesh include a Navy destroyer escort being named after him, as well as a flight simulator building in Hawaii.
Perhaps the most fitting honor though is that Koelsch display of stoic resilience in the face of unthinkable abuse, as well as his general conduct while a prisoner, served as one of the inspirations for the content of the 1955 Code of Conduct for American POWs which, among other things states:
If I am captured I will continue to resist by all means available. I will make every effort to escape and aid others to escape. I will accept neither parole nor special favors from the enemy. … If I become a prisoner of war, I will keep faith with my fellow prisoners. I will give no information or take part in any action which might be harmful to my comrades. If I am senior, I will take command. If not, I will obey the lawful orders of those appointed over me and will back them up in every way…. When questioned, should I become a prisoner of war, I am required to give name, rank, service number and date of birth. I will evade answering further questions to the utmost of my ability. I will make no oral or written statements disloyal to my country and its allies or harmful to their cause…. I will never forget that I am an American, fighting for freedom, responsible for my actions, and dedicated to the principles which made my country free.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
It was around lunchtime when the shots rang out across Camp Maiwand in eastern Afghanistan.
Two gunmen — one armed with an AK-47 assault rifle and the other operating a mounted PKM machine gun in the rear of a pickup truck — had just opened fire on a group of soldiers from the 1st Security Force Assistance Brigade visiting the Afghan base.
“The plan was the fully automatic machine gun was going to open up on us, and the AK was going to pick us off one by one,” said Staff Sgt. Steven McQueen, assigned to the brigade’s Charlie Company, 1st Battalion, 28th Infantry Regiment.
Staff Sgt. Steven McQueen accepts his damaged Enhanced Combat Helmet from Program Executive Office Soldier officials during a personal protective equipment return ceremony on Fort Belvoir, Va., March 3, 2019.
(Photo by Devon L. Suits)
“It just so happened that the terrain we were operating in, there was a choke point that we were walking through — it was a perfect opportunity to attack us,” he added.
During the insider attack, McQueen was struck in the back of the helmet with a 7.62x54mm Russian round at a distance of about 20 feet, knocking him off his feet, he said. Understanding the gravity of the situation, McQueen quickly recovered and started checking on his soldiers as they worked to secure their position.
“It’s nothing that I’ve experienced in my life that I can relate it to,” McQueen said. “If I had to guess, [it would feel like] you stood there and let a horse kick you in the back of the head.
Program Executive Office Soldier officials presented Staff Sgt. Steven McQueen with his damaged Enhanced Combat Helmet during a ceremony on Fort Belvoir, Va., March 3, 2019.
(Photo by Devon L. Suits)
“I was surprised that I was able to react as quickly as I did because I knew what had happened … I knew I was shot,” he added.
The attack lasted about 10 minutes before Afghan National Army forces moved in to apprehend the rogue policemen, McQueen said.
Command Sgt. Maj. Timothy Bolyard was fatally shot in the attack and was laid to rest at the West Virginia National Cemetery later that month. McQueen was sent to Germany and treated for a traumatic brain injury.
Program Executive Office Soldier officials presented Staff Sgt. Steven McQueen with his damaged Enhanced Combat Helmet during a personal protective equipment return ceremony on Fort Belvoir, Va., March 3, 2019.
(Photo by Devon L. Suits)
“I had no surgeries. Basically, the eight days that it took me to get [from Germany] to Fort Benning [in Georgia], the brain bleed was healed,” he said. “Other than some physical therapy to correct some balance issues, that’s the only treatment I’ve had.”
On March 4, 2019, leaders at Program Executive Office Soldier presented McQueen with his damaged Enhanced Combat Helmet during a personal protective equipment return ceremony.
Brig. Gen. Anthony Potts, Program Executive Office Soldier officer in charge, presents Staff Sgt. Steven McQueen with his damaged Enhanced Combat Helmet during a personal protective equipment return ceremony on Fort Belvoir, Va., March 3, 2019.
(Photo by Devon L. Suits)
“My dad used to have this saying. He would say, ‘Son, Superman is not brave,” Brig. Gen. Anthony Potts, head of PEO Soldier, said at the ceremony. “My dad was telling me [that] Superman was invincible. He couldn’t be hurt. The reality is our servicemen and women can be hurt.”
Affixed to a plaque, the section of McQueen’s damaged headgear shows clear signs of distress with a portion ripped open to expose layers of shredded padding underneath.
“I want our equipment to make our soldiers invincible,” Potts added. “We’re going to do our best to provide you the equipment that you need to go out there and fight and return.”
Soldier protection system
After the presentation, PEO Soldier officials met with the media to discuss the new Soldier Protection System, or SPS. The new system provides soldiers with a modular, scalable integrated system that can be tailored to meet their mission requirements.
The fact that McQueen is still alive today is “a testament to what we do as acquisition professionals, in terms of providing capabilities that will bring our soldiers home safely,” said Col. Stephen Thomas, soldier protection and individual equipment project manager.
The Enhanced Combat Helmet, he noted, resulted from collaboration between the services after it was procured by the Marine Corps.
“This allowed us to provide the highest level of capability to our warfighters going into harm’s way,” Thomas added.
The new Integrated Head Protection System, or IHPS, is displayed at Fort Belvoir, Va., March 4, 2019.
(Photo by Devon L. Suits)
The new SPS features an Integrated Head Protection System, or IHPS, a modular scalable vest, a ballistic combat shirt, and the ballistic combat belt. Overall the new system is said to weigh less while maintaining the same level of ballistic protection and mobility than current systems, officials said.
The IHPS, for example, has shown a 100 percent improvement against a blunt force impact, when compared to the ECH, said Lt. Col. Ginger Whitehead, soldier protective equipment product manager.
In simple terms, blunt force protection refers to the way the energy is dissipated after a round strikes the helmet, Whitehead added.
Additionally, the IHPS will feature a boltless retention system, making it easier for soldiers to mount accessories to their helmet, or have the ability to integrate a visor or mandible protection device. When compared to current head protection technology, the boltless retention system eliminates the need for pre-drilled holes, which has the potential to weaken the ballistic material, she said.
Program Executive Office Soldier displays the new Soldier Protection System, or SPS, at Fort Belvoir, Va, March 4, 2019.
(Photo by Devon L. Suits)
Security force assistance brigades are currently using a version of the SPS, Thomas added. The 3rd Brigade Combat Team, 82nd Airborne Division, at Fort Bragg, North Carolina, will be the first conventional force to receive the upgraded personal protective equipment.
Even if it is the new SPS or the current equipment, McQueen has a newfound appreciation for his military-issued gear.
“Before this incident, I thought the helmet was cumbersome, and it was overkill,” said McQueen, joking that he once preferred to wear a ball cap and a plate carrier. “I was sorely mistaken. This helmet works, and I’m a living testament to it.”
A lot of science and a lot of innovation go into producing the helmet and other protective equipment, he said.
“From now on, all my soldiers will wear [their helmet] — and if they are in a hostile environment, they won’t take it off,” he said.
Having served for seven years, McQueen is determined to meet the goals he set for his Army career. And while he is slightly delayed, he said. The sergeant is still committed to making the selection for Special Forces and completing Ranger training.
The summer road trip is an iconic American institution.
Whether a cross-country tour with the family, a trip to the beach with friends, or the long haul home from college when the second semester ends, American motorists log millions of collective miles on those summer road trips. A US Department of Transportation study found that the average recreational summer road trip sees an average of a 314-mile drive one-way on such trips, or more than 600 miles in total. Many trips, of course, measure well into the thousands of miles.
Road trips can be enjoyable and relatively inexpensive compared with air travel, but they can do a number on the car, truck, or SUV logging all those miles. To keep your vehicle in its best possible shape, you need to complete a number of car care tasks after the long drive is over, and these go beyond the routine maintenance you offer a commuter vehicle.
Here are the steps to take to service a car after a long summer road trip.
(U.S. Air Force photo by Airman 1st Class Alexandra Singer)
1. Clean the car thoroughly, inside and out
After days on the road, deep cleaning your car is a necessary and timely step. As Mike Schultz, Senior Vice President of Research Development with Turtle Wax explains: “Not only are smashed bugs unsightly on your ride, but some also contain acidic substances, which can bite into the paint. Simply trying to scrape of stuck-on bugs can damage paint, too.”
He recommends using a dedicated car cleaning product to lift away the smashed insects. You should also remove floor mats and thoroughly clean the car’s carpets and upholstery and then let it air out for hours to prevent mold growth.
(U.S. Air Force photo/Senior Airman Nathanael Callon)
2. Check the tire treads
Long drives can wear down tires past their point of full efficacy and safety, so check the treads once you get home.
As Fred Thomas, Vice President and General Manager for Goodyear Retail explains: “Proper tire depth is an easy way to help maximize safety and performance. There are several ways to check tread depth, including the ‘penny test.’ Simply insert a penny into your tire’s tread groove with Lincoln’s head upside down, facing you. If you can see all of Lincoln’s head, it’s time to replace your tires.”
(U.S. Air Force photo by Airman 1st Class Bailee A. Darbasie)
3. Add a fuel stabilizer to the tank
After a long road trip, it’s likely you won’t use your car as heavily for a period of time, especially if you live in a city and store the vehicle elsewhere.
Adding a fuel stabilizer to the gas tank can help fuel remain fresh and prevent corrosion. If your car is likely to go unused for more than a month following your long drive (or any time) you should use a fuel stabilizer.
(U.S. Air Force photo/Senior Airman Nathanael Callon)
4. Top off the fluids
Beth Gibson, Experiential Travel Expert with Avis Car Rental says: “Fluids are like blood for your car, and after a long trip they’ll be depleted. To keep levels where they should be and ensure your car is in drivable condition for the next time you use it, replenish windshield wiper fluid, and transmission fluid,” and so on.
(U.S. Air Force photo by Airman 1st Class Bailee A. Darbasie)
5. Get an oil change
Even if your car isn’t due for an oil change for another few months or few hundred miles, it’s a good idea to get an oil change after a long trip.
The extended journey will have put more strain than usual on the motor, especially if your vehicle was towing a trailer or was more heavily laden than normal what with luggage and passengers.
(U.S. Air Force photo by Airman 1st Class Bailee A. Darbasie)
6. Replace the wiper blades
Auto experts recommend you get fresh wiper blades twice a year anyway, but the likely heavy use your windshield wipers saw during a long road trip may necessitate earlier replacement.
Wiper blades usually cost less than and you can install them yourself or have a shop do it, which will likely only charge you for 15 minutes of labor.
(U.S. Air Force photo by Airman 1st Class Bailee A. Darbasie)
7. Run a diagnostics check-up
You can buy a top quality OBD-II scanner that lets you assess all sorts of systems within your car for less than , and using such a scanner might detect an issue before it becomes a big problem, saving you an even costlier repair.
After a long drive, these scanners can check everything from filter quality to engine health, and it can explain what’s behind that annoying check engine light.
(U.S. Air Force photo by Airman 1st Class Bailee A. Darbasie)
8. Test your brakes
Jenni Newman, editor-in-chief, Cars.com, says: “You gave your car a work out on that long road trip – now it’s time to pay extra attention to how it’s driving now that you’re back on local roads with slower speed limits. Is there a squeal happening when you hit the brakes or a weird sound coming from the wheel? Give your ride a test drive so that you know what work needs to be done when you take it in for maintenance.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
So, it turns out there’s a reason your local medic wants to look at your body parts and fill you with pills, and it’s not because they’re a pervert — I mean, they probably are, but that’s not why they’re doing it. See, your ancestors fought in wars where it was fairly common their kidneys to swell up and burn, their genitals to start dripping pus, and their livers to grow holes and leak bile into their blood.
If you consider any of the descriptions above humorous or entertaining (sicko), then read on!
Soldiers undergo delousing on the Serbian front of World War I, an effort to reduce diseases like trench fever.
(Popular Science Magazine)
Trench fever was a fever characterized by skin lesions, sore muscles and joints, and headaches — yeah, not much fun. It was first recognized in 1915 as it spread through the trenches of World War I, but it also broke out in some German units in World War II.
It was spread through infected body lice and usually cleared up in a couple of months, but became chronic in rare cases. At least, with trench fever, the lesions were mostly confined to your skin and back… unlike the next entry.
Front and back cover of a truly disturbing book given to World War I troops headed back to the states, apparently filled to the brim will all sorts of disgusting genital bacteria.
(National Museum of Health and Medicine, Armed Forces Institute of Pathology)
After a regrettable Google search and lots of crying, this author can confirm that the ulcers look very painful, but nothing about the affected organs looks particularly blue.
Treatment for gonorrhea in 1911. Yes, the doctor is holding what you think he is, and that injection is going where you hoped it wouldn’t.
The clap and syphilis
While gonorrhea — also known as “the clap” — and syphilis are still common STDs, early detection on military bases and a lack of fraternization with locals has made it less of a problem in modern wars than when your grandparents fought. But for troops marching across Europe, hitting on as many French girls as they could, getting a series of sores on their genitals or seeing the dreaded discharge come out of their naughty bits was a real possibility.
And, back then, the only sure-fire test available for diagnoses was getting “rodded off the range,” a test where a doctor slid a cotton swab into a man’s “barrel” and swirled it around 5-10 times. Now, blood and urine tests are used instead. Big win for modern science.
Not today, tuberculosis. Not today.
Another disease that was a bigger problem for grandpa than it is for you, tuberculosis is a nasty infection that usually hits the lungs, causing bloody coughs, but can also wreck your liver, kidneys, and other organs. It causes chest pain, breathing troubles, fatigue, chills, and other issues that absolutely suck, especially while in a World War I trench.
It is spread through the air and infected surfaces, which is a big problem when thousands of dudes are sleeping on top of each other in crowded bunkers.
Typhoid Mary, famous for being imprisoned by New York authorities after she was found to be a carrier of typhoid fever.
In the Civil War, doctors hadn’t even figured out the disease yet, and treatment basically involved throwing a bunch of home remedies at the problem while continuing the study the disease’s spread. By World War I, we at least knew what caused it and had a vaccine, but still no cure. It wasn’t until after World War II that the disease became treatable.
Nephritis is inflammation of the kidneys. “War nephritis” was named by doctors in World War I who were looking into a sudden increase in cases with additional symptoms, like headaches, vertigo, and shallow breath.
While it’s still very possible to experience nephritis in war today, the worsened symptoms observed in World War I were thought to be tied to conditions in the trenches and along the front. Nephritis limits the kidneys’ ability to filter the blood, and exposure to the cold and wet conditions of wartime Europe made the problem much worse.
This is your intestines on dysentery.
Dysentery has a reputation for being a particularly bad case of diarrhea, but that’s not a full picture of the problem. It’s diarrhea that can last for months and include bloody stools. Even when treated, it could lead to secondary infections, like hepatitis and liver abscesses. The liver degradation leads to a buildup of toxins in the blood and body.
The old saying, “women love a man in uniform” comes with a long list of exceptions. For example, the expression does not apply to service members wearing a pair of S9 GI glasses — more commonly known as “birth control glasses,” or BCGs. Even the updated 5A GI glasses are only just a slight improvement in style over their infamous predecessor.
The distaste held by many troops wearing them isn’t without merit. You’re asking big, badass troops to don a pair of prescription glasses that immediately makes them look like the biggest dorks on the face of the planet. But if you can get over the fact that you’re often going to be mistaken for the commo guy, you’ll see there’s a very valid reason why the military has issued them out for all these years.
And it’s related to one of their other nicknames: up-armored glasses.
This soldier’s look has been appropriated by hipster douchebags who raise hell if their organic kale smoothie wasn’t free-range.
(Tennessee State Library and Archives)
The very first version of GI glasses were issued out back in WWII. The P3 lenses they used were originally meant to be inserts for gas masks — but your average, visually impaired troop needed to see clearly, so the military started issuing out their own version of prescription glasses.
After the war, they switched the frames from a nickel alloy to cellulose acetate. Recipients could choose between gray and black frames. The glasses weren’t too out of the ordinary style-wise and they served a dual purpose of acting as thicker-than-average eye protection while improving a troop’s sight.
For the time, the glasses were aligned with fashion trends and, frankly, style wasn’t much of a concern — they were free, they worked, and they were definitely within military regulations. It was just a bonus that they didn’t look too bad, either.
They can do anything but help you talk to the ladies.
(Photo by Sam Giltner)
Then, the late 70s rolled around and the military went all in on the S9 GI glasses. The frames were bulky and only available in “librarian brown” cellulose acetate. Around this time, soft corrective contact lenses became more prevalent, but military regulation forbid contacts, so if you had a visual impairment, you were forced to look like a dork.
The restriction on contacts isn’t without merit. As anyone who’s ever worn contacts can tell you, they’re a pain in the ass to maintain everyday and almost impossible to keep up with in a military environment. A single speck of dirt can potentially irritate your eye and take you out of the fight. The S9s on the other hand, were intended to withstand the austere environments troops deploy to and the lenses and frame are durable.
All of the jokes we throw at each other for looking dorky as hell will soon be a thing of the past. Now we’ll need some other trait to poke fun at…
(Photo by Melissa K. Buckley, Ft. Leonard Wood)
The military has adapted to societal trends over the years to keep troops seeing properly and protecting their eyes. Wearing BCGs is a regulation that’s really only enforced during recruit training or Officer Candidate School. After the bespectacled troop gets to their first unit, they can swap them out for a pair of civilian, prescription glasses — so long as they don’t have any brand logos on the sides.
The modern version of the GI Glasses — the Model 5A — were released in 2012 to replace the awkward S9s. They offer the same protection, are still free, and they come in a variety of style options from which the troop can choose.
All Coast Guard National Security Cutters should have ScanEagle drones aboard and available for launch to boost high seas surveillance and aid in drug interdictions and arrests, according to Commandant Adm. Karl Schultz.
Commanders who have used the ScanEagle Unmanned Aerial System, or UAS, have told him, ” ‘I don’t ever want to sail without ScanEagle again,’ ” Schultz said Dec. 7, 2018, at the National Press Club. “I’d like to see every national security cutter have one on the back.”
For the past 17 years, the Coast Guard Research and Development Center has experimented with various types of UAS, including a helicopter drone and MQ-1 Predator, for cutters but found them unsuited for the Coast Guard‘s dual mission of national security and law enforcement.
A ScanEagle unmanned aerial vehicle from ScanEagle Guardian Eight Site sits ready for launch.
(U.S. Navy photo by Lt. Kristine Volk, Resolute Support Public Affairs)
In 2017, the Coast Guard tested a ScanEagle aboard the cutter Stratton on a six-week deployment to the Eastern Pacific. By the end of the deployment, the drone had flown 39 sorties for a total of 279 hours and assisted the crew in seizing 1,676 kilograms of contraband, valued at million. It also aided in the arrests of 10 alleged drug traffickers, according to the service.
The ScanEagle, made by Insitu, a Boeing subsidiary, was developed from a commercial version designed to collect weather data and scan the ocean for schools of fish. The Coast Guard version is about 8 feet long, with a wingspan of 16 feet. The drone is sent aloft by a pneumatic launcher and recovered using a hook and arresting wire.
In June 2018, Insitu announced the signing of a 7 million contract with the Coast Guard for the installation of ScanEagles aboard cutters. In a statement, Don Williamson, vice president and general manager of Insitu Defense, said when ScanEagle initially deployed with the Stratton, “We recognized what an incredible opportunity we had to partner with the U.S. Coast Guard to bring dynamic improvements to mission effectiveness and change aviation history.”
ScanEagle unmanned aerial vehicle conducts flight operation over the USNS Spearhead.
The contract was “an incredibly important first step in realizing the Coast Guard’s vision of fleet-wide UAS implementation,” said Cmdr. Daniel Broadhurst, who has served as unmanned aircraft systems division chief in the Coast Guard’s Office of Aviation Forces.
The fate of the UAS plan and other Coast Guard projects largely will depend on the outcome of the upcoming budget battles in the new Congress, Schultz said Dec. 7, 2018.
Currently, “we’re faced with more demands for Coast Guard services than fiscal resources,” he said.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
“You can’t spell ‘lost’ without ‘Lt'” is such an old joke in the military that Lieutenant George Washington probably had to halfheartedly chuckle at it to get his salty platoon sergeant off his ass. Yet, no matter how many times it’s repeated, we have to admit, it’s still kind of funny.
It stems from the idea that all lieutenants are inept at land navigation and, when the platoon goes off rucking in the woods, the platoon leader is going to get everyone lost — so they should follow the platoon sergeant instead. It doesn’t matter if the lieutenant actually knows their way around a land nav course, the stigma is still there.
Like all sweeping generalizations, it’s not entirely true. Maybe the lieutenant was prior enlisted and has retained that particular skill. Maybe they were in the Scouts as a teen and picked up a few things. Kudos to you, resourceful lieutenant! Prove that stereotype wrong for the betterment of your peers.
But as it stands, there are a few systemic reasons why lieutenants get lost, perpetuating the joke.
Knowing what the book says about crossing tricky terrain is much different than the NCO approach finding a way across.
(U.S. Army photo by Master Sgt. Michel Sauret)
The difference between lieutenants and sergeants is basically the same as the difference between intelligence and wisdom. Now, we’re not saying that sergeants aren’t smart or that lieutenants aren’t wise, but they’re groomed with different emphases.
Lieutenants are trained to value institutional knowledge. Ask any officer a question and they’ll recite the book answer, verbatim — intelligence. Sergeants, on the other hand, are born from street smarts. They probably couldn’t tell you the exact, obscure regulation about God-knows-what, but they can tell you if it’s right or not based on context clues — wisdom.
They make a fine team together. It’s what keeps the military functioning. It’s that special balance of yin and yang in the unit. But land navigation is almost entirely based on wisdom, not intelligence. It’s a skill you learn over time and develop a gut feeling about.
The secret to land nav is to not think about it too hard.
(U.S. Army photo by Armando R. Limon)
Knowing the book answer (and only the book answer) to land navigation is where lieutenants shoot themselves in the foot. As odd as it sounds to enlisted, officers do conduct land nav training while at the academy, OCS, or ROTC. They probably tell you what the book says about putting a compass to your cheek to shoot a proper azimuth, they probably tell you about each topographical feature on a map, but that doesn’t always translate to the real world.
In practice, memorizing what the book says about land nav actually hurts you. Leading a platoon through the field requires you to juggle a few things — where you’re coming from, where you’re going, the direction in which to travel, and about how far between those points you should be at a given time.
All of the jokes can easily be avoided if the lieutenant keeps their pride in check and trusts in their NCOs.
(U.S. Army photo by Staff Sgt. William Jones)
An NCO could look at the map and say, “I’m currently in this valley and I need to be at the second hill to the west. Seems to be about a quarter of a kilometer away. Compass says west is that way… Cool” and be on their way.
Officers would likely over-analyze the situation. They’ll stare at the compass until it reads precisely the right direction according to their starting point (and not readjust it as they move). They’ll measure the distance they’ve traveled based on step count, knowing that each stride is roughly one meter (and not account for terrain). They’ll follow what the book says to perfection — and it’ll put them way off course.
Land nav is not something you can learn in a book. Every location is different. Sure, mastering land nav requires a good dosage of the book stuff — but you also need to know when to toss it to the side in favor of following your wise, experienced gut.
The Viktor Leonov has patrolled international waters flanking Florida, Georgia, and South Carolina, every year since 2014, but since its arrival this week, it has sailed with no warning lights and ignored other ships, the US Coast Guard said in a marine safety information bulletin, according to CNN.
“The United States Coast Guard has received reports indicating that the RFN Viktor Leonov (AGI-175) has been operating in an unsafe manner off the coast of South Carolina and Georgia,” the notice said.
“This unsafe operation includes not energizing running lights while in reduced visibility conditions, not responding to hails by commercial vessels attempting to coordinate safe passage and other erratic movements.”
(U.S. Coast Guard photo by Petty Officer 3rd Class Charles Mark Barney)
The notice warned local vessels to steer clear, advising they “maintain a sharp lookout and use extreme caution when navigating in proximity to this vessel.”
The US Navy destroyer USS Mahan is patrolling in the same area, an unnamed defense official told CNN.
It is entirely normal for Russian surveillance ships to patrol international waters near US Naval outposts like Naval Station Norfolk, Virginia, Naval Station Mayport, Florida, and Naval Submarine Base Kings Bay, Georgia, but the erratic behavior of the Viktor Leonov is not.
“We are aware of Russia’s naval activities, including the deployment of intelligence collection ships in the region,” a US Northern Command spokesperson told The Washington Times.
USS Mahan steams in company with USS George Washington in the Atlantic Ocean during Exercise Mediterranean Shark.
(U.S. Navy photo by Photographer’s Mate Airman Rex Nelson)
Young at the controls of an NYA Sikorsky S-55 (NASM)
Perry Henry Young Jr. was born on March 12, 1919, in Orangeburg, South Carolina. In 1929, the family moved to Oberlin, Ohio where his parents hoped that Young and his siblings would receive better education. Young graduated in the top quarter of Oberlin High School’s 1937 class. Following high school, he attended Oberlin College, the country’s oldest coeducational liberal arts college, with the intent of becoming a doctor.
However, in the summer between high school and college, Young went for a ride in an airplane and developed a love for flying. During his freshman year, Young worked part-time to fund his pursuit of a private pilot’s license. Earning $9/week, Young bought flight lessons at the airport for $5.25/20 minutes. With just three hours and 20 minutes of instruction, he made his first solo flight. On August 14, 1939, Young earned his private pilot’s license at the age of 20.
Young developed such a love of flying that he dropped out of Oberlin College to attend the Coffey School of Aeronautics in Chicago to earn his commercial pilot’s license. Founded in 1938, Coffey was America’s first flight school to be African American owned and operated. It was also one of the only schools in the country guaranteed to accept African American students. Despite earning his commercial pilot’s license, Young was unable to find work as a pilot due to racial discrimination.
With a second world war looming, Congress passed the Civil Aeronautics Act of 1938 which created the Civilian Pilot Training Program. Under the CPTP, African-Americans were required to be included in civilian pilot training, Additionally, Public Law 18 provided for an expansion of the Army Air Corps and the creation of an African-American military flying unit. However, the Army maintained the belief that blacks could not learn to fly as well as whites, and allowed African Americans to train and fly only in segregated units under the command of white officers.
Young (right) with colleagues at Tuskegee (NASM/Courtesy Linda Young-Ribeiro)
Young was able to find work as one of the 40 African American flight instructors at Alabama’s Tuskegee Institute. “Very few of us knew anything about flying—few blacks did—and we thought our instructors were going to be white,” then-cadet Lee Archer recalled. “When I saw men like Perry Young, I was surprised and proud. They were like minor gods to me.” Despite his position as an instructor, Young was actually younger than most of the men that he instructed.
Young wanted more than to just teach though; he wanted to serve and fight overseas. However, instructors were too valuable to risk in combat and were barred from joining deploying units. Shakeh Young remembered of her husband, “He didn’t want to be an instructor who trained cadets. He wanted to be a cadet. He wanted to fly.” Of the 992 pilots trained at Tuskegee, Young instructed 150, including George “Spanky” Roberts who would become the first commander of the famed 99th Pursuit Squadron.
After the war, a surplus of military transport planes and a booming economy allowed many ex-military pilots to find jobs in civilian aviation. Despite his extensive experience, Young was unable to find employment as a pilot. He later told a reporter, “I had come up with a different-colored skin, and there wasn’t much I could do about it.”
(Left to right) Young’s mother, Edith, Willa Brown, one of the first female African American pilots, and Young at Chicago’s Harlem Airport, June 1941 (NASM)
Yearning to return to the skies, Young moved to the Caribbean where he and two friends set up a small airline named Port-au-Prince Flying Service. However, the airline went bust after just two years. Young remained in Haiti and found work flying for the Société Haïtienne-Américaine de Dévelopment Agricole until 1953 when he secured a position as an executive pilot for the Puerto Rico Water Resources Authority. In 1954, he was sent to Connecticut to qualify as a helicopter pilot. Afterwards, Young flew for the Puerto Rico Water Resources Authority for one more year. He would go on to work as an aircraft mechanic for Seaboard World Airlines in Canada and as a pilot for KLM in the Virgin Islands. By December 1956, he had accumulated 13,000 flight hours, 200 of which were in helicopters.
Young with the Beech Bonanza that he flew for the Puerto Rico Water Resources Authority (NASM/Courtesy Linda Young-Ribeiro)
Founded in 1949 as a mail and cargo carrier, New York Airways became the first scheduled helicopter airline to carry passengers in the United States. Young had previously applied to NYA, but was rejected because he did not meet their 500 hour helicopter flight time minimum. However, as NYA expanded their routes and upgraded their fleet of single-pilot Sikorsky S-55s to S-58s, which required copilots, the airline needed to hire more pilots. The growing company was also looking to earn some good publicity so, on December 17, 1956, they tracked Young to the Virgin Islands and hired him.
After weeks of intense training, Young made his first official flight as a copilot on February 5, 1957. With this flight, he became the first African American pilot of a regularly scheduled commercial airline in the United States. The New York Mirror was aboard the historic flight and reported:
With Perry Young as the co-pilot, the 12-passenger helicopter rose three feet from the ground, hovered gently for a moment, then, pointing its snub-nose down, soared straight up from LaGuardia Airport. In nine easy “bumpless” minutes we were at Idlewild… Perry Young is unique because he is the first Negro pilot hired by any scheduled airline in America.
Young had broken through a major color barrier in aviation. His achievement made him the face of African American aviation. He even posed for cigarette and razor advertisements in Ebony magazine.
One of the magazine advertisements featuring Young (Viceroy)
Not everyone was pleased with Young’s hiring though. Initially, two white pilots refused to take him as a copilot. NYA was too short-staffed to indulge in their prejudices, and Young was given command of an aircraft within months of his hiring. He went on to fly for NYA for 23 years until the airline filed for bankruptcy in 1979.
Young with an NYA Sikorsky S-58 (NASM/Courtesy Linda Young-Ribeiro)
At 60 years old, Young wasn’t ready to retire just yet though. He returned to the skies as the chief pilot of the Island Helicopter Corporation, flying sightseeing tours from Long Island. Young flew until he was grounded by the FAA’s mandatory age restrictions in March 1986 at the age of 67.
Young retired with his wife to Pine Bush, New York. Ever the aviator, he spent much of his time at the Orange County Airport talking with other pilots and going up for flights with them. His friends and family remember him as always doing something. He died on November 8, 1998.
Young lived for the sensation of flight. His passion for aviation took him beyond both the pull of gravity and the barriers of racial discrimination. Through his achievements, Young opened the door for other black pilots and inspired the next generation of colored aviators to follow their dreams into the skies.
In the short history of our country, the United States rose to global military dominance — yeah, I said it. Come at me, China.
But the road to the top was paved with the blood of good men and women. Looking back, there are some pivotal battles we remember with solemn pride and a little bit of hoo-rah. Let’s check out 10 of the most intense battles in United States history.
10. The Battle of Chosin
(Photo by U.S. Air Force)
The Battle of Chosin Reservoir was one of the defining battles of the Korean War and the stuff of legend in the Marine Corps. In the Fall of 1950, U.N. Forces under the command of General MacArthur had almost captured the entirety of North Korea when they were attacked by thousands of Chinese Communist soldiers. The U.S. X Corps was forced to retreat and by mid-November the 1st Marine Division and elements of the 7th Infantry Division found themselves surrounded, outnumbered, and at risk of annihilation in the high North Korean Mountains at the Chosin Reservoir. Their only way out was a fighting retreat back to the coast.
Although as Chesty Puller put it, they weren’t retreating, they were “fighting in the opposite direction.”
Over the course of the next 17 days, the Marines and soldiers fought the Chinese — and bouts of frostbite — with fierce determination and epic endurance. They broke through the enemy’s encirclement and even rebuilt a bridge the Chinese destroyed using prebuilt bridge sections dropped by the U.S. Air Force.
By the end of the battle, the U.S. Marines suffered 836 dead and roughly 10,000 wounded. The Army had 2,000 dead and 1,000 wounded. The Chinese had the most catastrophic losses. Six out of their ten divisions were wiped out and only one would ever see combat again. Although exact numbers are not known, historians estimate that anywhere between 30,000 and 80,000 Chinese were killed.
Although technically a loss for the Marines, the Battle of Chosin Reservoir lives on in memory as an example of the Marine fighting spirit and the ability to find strength even when the odds are stacked against them.
9. The Battle of Antietam
(Painting by Thure Thulstrup)
A year and a half into the Civil War, President Abraham Lincoln needed a Union victory. He finalized the Emancipation Proclamation during the summer but his cabinet feared it would be too difficult to enforce after a string of northern losses, including the Second Battle of Bull Run (known as the Battle of Manassas to the rebels).
Lincoln charged Major General George B. McClellan with the defense of Washington D.C. against Confederate General Robert E. Lee’s first invasion of the North. Earlier in the month, Lee divided his men, sending General Thomas “Stonewall” Jackson to capture Harper’s Ferry. Following Jackson’s success, Lee decided to make a stand in Maryland at Antietam Creek.
After two days of posturing, fighting began early in the morning on Sep. 17, 1862, and lasted well past sundown, with staggering casualties on both sides and no ground gained. The next day, both armies gathered their dead and wounded and Lee retreated south.
It was the bloodiest one day battle in American history, with 23,000 casualties from both sides and nearly 4,000 dead.
Sticking with the Civil War, let’s move on:
8. The Battle of Gettysburg
(Painting by Don Troiani)
The Battle of Gettysburg was not only the largest battle of the Civil War, it remains the largest battle ever fought in North America.
Confederate General Robert E. Lee had just won a decisive victory against Union General George Meade’s Army of the Potomac in Virginia. Wanting to capitalize on the recent victory, Lee led his troops on a second invasion into the Northern states to defeat the Union on their own soil and hopefully gain recognition of the confederacy by European countries.
General George Meade’s Army of the Potomac pursued Lee’s Army of Northern Virginia and the two forces met near Gettysburg on July 1, 1863. The Confederates outnumbered the Yankees at roughly 30,000 to 18,000. By the end of the first day, the Yankees were forced to retreat through town to cemetery ridge and Culp’s Hill.
By the next day, both sides had gained reinforcements. Meade now had roughly 94,000 soldiers in a fish hook formation, allowing him to successfully move troops from one front to another. Lee had roughly 72,000 soldiers wrapped around the fish hook.
The Confederates attacked first but at the end of the second day, the Union defense lines held strong.
On the 3rd day, Lee tried an aggressive attack to crush the federals. He sent General Pickett with approximately 12,500 men to crush the Union Army with a direct charge.
It turned out to be one of Lee’s most ill-fated decisions. Fifty percent of Pickett’s men were wounded or killed and the rest of his troops were forced to retreat.
Casualties were high on both sides. The Union suffered around 23,000 casualties while the South suffered 28,000 — more than a third of Lee’s army.
The battle was the deadliest in the Civil War and prompted Lincoln’s iconic Gettysburg address four and a half months later at the dedication of the Soldiers’ National Cemetery.
Although the fighting continued for nearly two more years, Gettysburg was an irrevocable turning point in the war in the Union’s favor.
7. Hue City
(U.S. Marine Corps photo by Sgt. W. F. Dickman)
The North Vietnamese captured the venerated capital city of Hue during the Tet Offensive, a coordinated series of attacks on over a hundred American and South Vietnamese positions countrywide.
The battle to regain Hue began in February 1968 and lasted nearly a month, as Marines ferociously drove North Vietnamese and Communist Viet Cong forces from the city.
The Perfume River divided the city of Hue in two. To the north was the Citadel, a three-square mile fortress surrounded by walls 30-feet high and up to 40-feet thick, with a moat on three sides and the Perfume River on the 4th. To the south, the smaller and more modern section of Hue was connected to the Citadel by a bridge.
U.S. Marines and soldiers were tasked with clearing out the entrenched enemy in the southern portion of the city, while the Army of the Republic of Vietnam (ARVN) would clear out the Northern portion and the citadel.
Untrained for urban combat, U.S. battalions had to come up with tactics and techniques on the spot — while facing a brutal enemy. The process was methodical and casualty heavy. They went from house to house and room to room to gain ground. Speed, surprise, and shock were essential to achieve victory.
After clearing the south side, U.S. battalions broke into the Citadel from the bridge to assist ARVN troops.
Finally on Feb. 24, the South Vietnamese flag flew over the citadel. On March 2, the longest sustained infantry battle the war had seen to this point was officially declared over.
The U.S. suffered 216 dead and 1364 wounded. South Vietnamese losses totaled 384 dead and 1,830 wounded with thousands of civilians were caught in the the cross-fire or murdered. The North Vietnamese casualties included 5,000 dead and countless more wounded.
Virtually all of Hue was destroyed, leaving roughly 100,000 homeless.
While technically a win for the U.S. and South Vietnamese, the news coverage of the event shocked the American population and broke their faith in the war.
U.S. troops would not experience that intensity of urban fighting again for another 36 years until the second battle of Fallujah, which is number six on our list.
An estimated 4000 enemy combatants were in the city when the fighting began — it’s even suspected that al’Qa’eda terrorist Abu Musab al-Zarqawi held his headquarters there. They fortified their defenses before the attack, preparing spider holes, traps, and concealed IEDs throughout the town. They created propane bombs hidden in buildings, cut off access to escape routes and roofs, and designed fields of fire where they believed coalition forces would maneuver.
Nearly 70% of the civilian population fled the city, reducing civilian casualties and allowing coalition forces to launch their assault. Army, Marine, and Iraqi forces attacked with an air barrage, followed by an insertion of Marines and Navy Seabees, who bulldozed obstacles. The worst of the fighting continued for the first week, but insurgents resisted throughout the six-week campaign.
By the end of December, 82 US troops were killed with another 600 wounded. British and Iraqi forces sustained 12 killed with another 53 wounded. Over 2000 insurgents were killed while another 1200 were captured.
Keeping with Post-9/11, let’s talk about Afghanistan.
(U.S. Marine Corps photo by Cpl. David R. Hernandez)
The Battle of Sangin was one of the deadliest campaigns in Operation Enduring Freedom. The Sangin River Valley was a Taliban stronghold and was considered the center of opium production. In 2010, United States Marines replaced the British forces in Sangin and initiated a deadly campaign to clear out the insurgent presence in the region. The counterinsurgency lasted for four years, and during this time Marines sustained casualties at some of the highest rates seen during the 17-year conflict in Afghanistan.
IEDs peppered the landscape, killing or maiming hundreds. During the height of the fighting, there was daily contact with the enemy just meters outside allied FOBs. In October 2010, 3rd Battalion 5th Marines began a 7-month tour that would kill dozens of them in action and injure hundreds more, with at least 34 of them becoming single, double, or triple amputees. But the “Dark Horse” Marines made progress extending their security perimeter and clearing Highway 611, which allowed for the transportation and operation of future units.
By 2012, Sangin was transformed from a battlefield into a thriving rural town, but the price was over 100 British and American lives lost and hundreds more wounded. The Taliban continued to fight for Sangin, and today, the area remains in contention.
4. Operation Bolo
(U.S. Air Force photo)
This is the only air-to-air fight we’ll cover. It’s decidedly less deadly than any other battle on this list, but the tactics and implications merit a discussion.
In the last months of 1966, the North Vietnamese Army’s Mig-21 Fishbed fleet had become more active and successful at intercepting the F-105 Thunderchief formations of the United States Air Force.
The F-105 “Thuds” were super-sonic fighter-bombers with the mission of destroying communist air defense systems. They did this in the role of the wild weasels, a group that would fly slow and low enough to bait the communist surface-to-air systems into targeting them, thus giving away the enemy position and allowing the Wild Weasels to attack and destroy.
But with the MiG-21 added to the fight, the Thuds were falling vulnerable to air-to-air attacks.
The U.S. Air Force decided they needed to neutralize the MiG threat. Air Force legend and World War II Ace Colonel Robin Olds designed a gutsy plan to accomplish this.
Known as Operation Bolo, the mission was to lure the enemy MiGs into battle by hiding supersonic F-4C jets among the slower and less-maneuverable Thud formations.
On Jan. 2, 1967, Olds and his formation of phantoms took to the cloudy skies to fly the F-105 bomb run. They kept to the F-105 speed and flew in the F-105 formation.
Popping up from the clouds, the Fishbeds attacked in pairs. Olds and his formation began a legendary dogfight, where U.S. forces exploited their tactical and technical advantage over the enemy.
Within 13 minutes, seven MiGs were destroyed — roughly half the NVA Mig -21 fleet. The Americans hauled ass back to Thailand with zero casualties.
In the next week, similar missions took out more communist aircraft. As a result, the North Vietnamese were forced to ground their aircraft for several months as they re-trained their pilots and sought new air defense tactics.
Colonel Olds remains the only U.S. Air Force ace with victories in both World War II and Vietnam.
To illustrate how terrible it can be when our birds are shot down, let’s move on to Somalia.
3. Battle of Mogadishu
(U.S. Army photo)
On Dec. 9, 1992, eighteen hundred United States Marines arrived in Mogadishu, Somalia to help affect peace in the war-torn country. As part of Operation Restore Hope, the Marines supported international aid workers in the country for humanitarian aid operations, including food and supply distribution. In 1993, President Bill Clinton reduced the U.S. presence as the United Nations formally assumed responsibility for operations.
In June, however, Pakistani UN peacekeepers were ambushed by militias loyal to Somali warlord General Mohammad Farrah Aidid, and 24 UN soldiers from Pakistan were killed.
In response, the UN authorized the arrest of Aidid, and President Clinton dispatched 160 Army Rangers and Delta Force operators on a mission to capture the warlord and other leaders of his militia.
The operation went disastrously wrong. Two UH-60 Black Hawk helicopters were shot down and a brutal urban battle began. The first Black Hawk was struck by an RPG, killing the pilot and co-pilot in the crash, and injuring five more passengers, including one who would die later from his wounds. A rescue mission retrieved the rest of the survivors, but then the second Black Hawk was struck, killing three in the crash. Pilot Mike Durant survived, but his back and leg were broken and he was taken prisoner.
Two Delta Force operators, MSG Gary Gordon and SFC Randy Shughart, were killed attempting to rescue Durant, who was held prisoner for 11 days until his release was secured through diplomatic negotiations. Gordon and Shughart would be posthumously awarded the Medal of Honor for their actions.
(DoD photo by U.S. Navy Petty Officer 3rd Class Robert M. Warren)
In the final stretch of World War II, the allies sought to gain control of strategic islands in the Pacific. Iwo Jima was a barren Pacific Island located roughly 660 miles from Japan, making it an ideal forward-deployed location for the Allies and Axis powers alike. On Feb. 19, 1945, after three days of naval and aerial bombardments, which launched over sixty-eight hundred tons of bombs and twenty-two thousand shells, the first wave of United States Marines stormed Iwo Jima’s volcanic shores.
Over 21,000 Japanese were there to greet them, heavily entrenched in a complex network of underground tunnels and artillery positions. What followed was some of the most violent fighting of the Pacific in World War II, due in large part to the determination of the Japanese to die before they would surrender.
They burned any vegetation that might have provided the Marines with cover, then launched artillery fire at the Marines’ exposed positions. Naval Seabees got to work on U.S. artillery positions, forward command posts, and field hospitals — all while holding their own in the fight.
The iconic raising of the American Flag over Mount Suribachi took place four days into the battle, but the fighting continued for a month. Marines used artillery and flamethrowers to destroy enemy defenses, and the final battle on March 26 included a massive attack against the Americans that ultimately came down to hand-to-hand combat.
In the end, nearly all of the Japanese defenders were killed, except for a couple hundred prisoners. Over 6000 Americans died helping to take the island, with 17,000 more wounded.
This one is ranked for its intensity, carnage, and outcome.
D-Day was the largest air, land, and sea operation undertaken to date and a logistics marvel. One of the most important battles in World War II, it turned the tide of the conflict in the Allies’ favor and eventually led to their victory in Europe.
Allied forces had been planning D-Day for months. Codenamed Operation Overlord, its goal was to gain a strong foothold in continental Europe by landing thousands of Allied troops and supplies on the beaches of Normandy, France.
The original invasion date was set for May, but due to poor weather conditions it was postponed until June. Despite the continued poor weather, General Eisenhower, the Supreme Commander of the Allied Forces, gave the order to attack.
D-Day would commence on June 6, 1944.
On Eisenhower’s orders, roughly 176,000 troops embarked on their journey from England to France on 6,000 landing craft, ships, and other vessels.
Just before midnight, airborne troops parachuted into occupied France, surprising the Germans.
Air and naval bombardments were underway to weaken the German defenses before the main invasion began.
At 0630 local time, the land insertion struck across five sectors in a 60-mile coastal stretch of Normandy. British and Canadian troops overcame light opposition to capture Gold, Juno, and Sword beaches, as did the Americans at Utah. But the American G.I.’s at Omaha faced a tough fight.
The aerial and naval bombardment had done little to diminish the heavily fortified German defenses, both on the shore and on the cliffs above the beaches. Allied amphibious tanks were launched too far from shore and only 2 out of 29 made it to the beach. Many soldiers drowned in the waves, dragged down by the weight of their rucksacks, and many more were mowed down by the constant German fire.
Small groups of Americans managed to make it across the beach and traverse up the cliffs.
Allied casualties on June 6 have been estimated at over 10,000 killed, wounded, and missing in action, consisting of around 6,603 Americans, 2,700 British, and 946 Canadians.
By the end of the day, 155,000 Allied troops successfully stormed and held Normandy’s beaches. By Aug. 21, 1944, the allies had successfully landed over 2 million men in Northern France and suffered 226,386 casualties. German losses included over 240,000 casualties and 200,000 captured. Between 13,000 and 20,000 French civilians died, and many more were seriously wounded.
The success of the invasion was the beginning of the end of the war in Europe. It forced the Germans to fight a two-front war with the Soviets on the East and British, Canadian, and U.S. forces on the west.
The Nazi Third Reich would fall the following May.
This article was written with contributions by Megan Hayes.
More than 5,000 troops stationed along the U.S.-Mexico border will not receive additional compensation for working in a dangerous environment, known as “danger pay,” a Pentagon official said on Nov. 6, 2018.
Army Col. Robert Manning, a Pentagon spokesman, said troops do not qualify for the special pay unless they are on duty “in foreign areas, designated as such because of wartime conditions, civil war, civil insurrection, or terrorism.”
“Members who are deployed in support of the Department of Homeland Security’s border mission are not eligible for imminent-danger pay,” he said in a statement on Nov. 5, 2018.
Nor will troops receive hostile-fire pay, which is given to service members in close proximity to a firefight or exposed to a barrage of fire from an enemy combatant. The border mission is considered non-combative, Manning said.
(U.S. Air Force photo by SrA Alexandra Minor)
“Our military will not receive combat pay or hostile-fire pay as they are not deploying to a combat area, nor are they expected to be subject to hostile fire,” he said, adding that they will be eligible for a separation allowance.
“Members with dependents, including those in support of the border mission, who are deployed away from their dependents (and their permanent duty station) for more than 30 days, are eligible to receive family separation allowance retroactive back to the first day of the separation at the rate of 0 per month,” Manning continued.
President Donald Trump tweeted that the caravan of migrants traveling toward the U.S. border could be taken down by lethal force.
“The Caravans are made up of some very tough fighters and people,” he tweeted Oct. 31, 2018. “Fought back hard and viciously against Mexico at Northern Border before breaking through. Mexican soldiers hurt, were unable or unwilling to stop Caravan.”
“We’re not going to put up with that,” Trump said during a White House press conference. “[If] they want to throw rocks at our military, our military fights back. We’re going to consider it — and I told them, ‘consider that a rifle.’ When they throw rocks like they did at the Mexico military and police, I say ‘consider it a rifle.’ “
He revisited his remarks, saying he never said U.S. forces would shoot migrants.
(U.S. Air Force photo by SrA Alexandra Minor)
“What I don’t want is these people throwing rocks. … What they did to the Mexican military is a disgrace,” Trump said. “They hit them with rocks. Some were very seriously injured, and they were throwing rocks in their face. They do that with us, they’re going to be arrested, there are going to be problems. I didn’t say shoot.”
Air Force Gen. Terrence O’Shaughnessy, head of U.S. Northern Command, reaffirmed that “everything that we are doing is in line with and adherence to Posse Comitatus,” a congressional act dating to 1878 prohibiting the military from participating in domestic law-enforcement activities.