Military careers are awesome. Seriously, there are so many reasons why it’s a good choice to join the military. As a military publication, WATM obviously has a lot to say on that, but we want to explore the reality of military life from all angles. Military life has many benefits, but it’s not perfect. Up to 40% of new recruits fizzle out shortly after enlisting because they didn’t fully realize what military life is like. While you won’t know for sure until you begin boot camp, the following are a few signs that a military career may not be right for you.
1. You don’t meet all the requirements to join the military.
Every branch of the military has a slightly different set of requirements. Before you bother trying to enlist, run through the list to make sure you’re qualified. If you have a history of drug use or alcohol dependency, you don’t make the cut. If you have a criminal record, elligibility depends on the nature of your history. Any medical conditions that require frequent treatment or could potentially interfere with your ability to fulfill your duties will also disqualify you. Even debt can make it harder to enlist!
2. You make impulsive decisions.
If you have a history of jumping from job to job, tread carefully. This isn’t a job you can quit. If you change your mind after you’ve enlisted, it’s too late. Joining the military can, without a doubt, instill a deep sense of responsibility, accountability and commitment. Still, it’s not a decision to make on a whim.
3. You want an independent lifestyle.
When you join the military, you’re handing over the reigns. The freedoms you’re fighting for are now for someone else, because the military will decide how much you sleep, where you live, how you dress, how long your hair is … you get the picture. Individuality and freedom go out the window for the entire duration of your military career. Before joining the military, make sure those are sacrifices you’re willing to make.
4. You have dependents and no contingency plan.
Single parents in the military are uncommon. If you’re the primary caregiver of children, parents, or other close relatives, you’ll need a rock solid plan detailing who will take over their care while you’re on deployment. Even then, you’re not guaranteed a waiver. Each branch has different regulations as to how many dependents, spouses included, are allowed with and without a waiver. Long story short, if you shoulder a lot of responsibility at home, a military career may not be an option.
5. You don’t do well under pressure.
If you have a hard time coping with stress, run. This isn’t a judgment of character at all. If you know that high-pressure situations can trigger significant symptoms of anxiety or depression, military life will be a challenge. Ask yourself if joining the military and dealing with training, deployment, possible combat would be a healthy, sustainable choice. If the answer is no, that’s okay. There are other ways to serve your country, like volunteering and fundraising, that are much less stressful.
6. You’re not willing to give up your recreational vices.
Admittedly, some states have now legalized recreational marajuana usage. In the military, that’s still a big no no. Any drug usage is grounds for instant expulsion and possible jail time. THC stays in your system for weeks, so you can’t partake on days off, either. Drinking in moderation is acceptable, but DUIs or any signs of irresponsible drinking habits have big consequences.
7. You expect total equality.
More military positions are open to women today than ever before. That said, the military can, and does, still discriminate based on gender. When we say discriminate, we mean differentiate. There is a biological difference in size and structure between men and women. I’d like to think I’m pretty strong, but I’m also 5’1 and 115lbs. Let’s get real; if a job requires sheer, brute force, I’m probably not the best pick for the job. For that very reason, some of the most physically demanding positions are still not open to women. If that’s an issue for you, don’t join.
8. You have a huge ego.
If you’ve always been a big fish in a small pond, prepare for a rude awakening. Starting out, you’ll be at the lowest possible rank. Those of higher rank will tell you what to do, and you cannot say no- even if they’re a punk kid who’s five years younger than you. It doesn’t matter who you know, or how much you bench. You’re going to have to pay your dues and prove your worth like everyone else.
9. You can’t deal with violence.
Do we need to say more? No matter what branch of the military you join, violence is a possibility. Even mechanics, veterinarians, and doctors can be sent to combat zones. People in those and other non-combative positions have lost their lives on the job. If you serve in the Armed Forces, you don’t get to opt out of risky situations. You need to prepare yourself for that reality, both physically and mentally.
10. You expect your family dynamic to stay completely the same when you join the military.
When you’re gone for months at a time, your family learns to exist without you. The dynamic evolves. This doesn’t have to be a bad thing, but signing up for the military, your family life as you know it WILL change. Being apart can strain relationships, but it can also make you appreciate the time you have together in a whole new way.
If you can deal with these “disclaimers”, serving your country can be life-altering…In a good way!
Enlisting is a monumental decision, but it’s one that comes with free healthcare, housing support, opportunities to travel, 30 days of paid vacation each year, college tuition coverage, and a community for life. If you’re not up for it, that’s okay! If you are, you’re in for a crazy ride.
In defusing tensions between the United States and North Korea in 2018, North Korean dictator Kim Jong Un returned the remains of 55 allied troops, kept by the North for the previous 65 years or more. Almost 7,700 members of the United States Military remain unidentified from the Korean War, which killed more than 36,000.
North Korea returned the remains in July 2018 after a historic summit with President Donald Trump in Singapore. It was a first for a sitting President to meet the reclusive leader of North Korea and a first for the North Korean dictator to meet with a non-Chinese foreign leader outside of the Hermit Kingdom.
Transfer cases, containing the remains of what are believed to be U.S. service members lost in the Korean War, line a U.S. Air Force C-17 Globemaster III aircraft during an honorable carry ceremony at Joint Base Pearl Harbor-Hickam.
(U.S. Air Force photo by Senior Airman Apryl Hall)
Unidentified remains were transferred from the United Nations Command in South Korea to the U.S. Defense POW/MIA Accounting Agency, the team that manages the repatriation of American war dead, identifies them, and ensures they are returned to their families for a proper burial. They were received in an “honorable carry” ceremony in Hawaii.
The only personal item returned by North Korea that could identify any of the remains was the dog tag of Army medic Master Sgt. Charles H. McDaniel. It was the first of such returns since President George W. Bush halted the cooperation with North Korea in 2005.
An honor guard detail of U.S. Indo-Pacific Command personnel conducts an honorable carry ceremony at Joint Base Pearl Harbor-Hickam, Hawaii, Aug. 1, 2018.
(U.S. Air Force photo by Senior Airman Apryl Hall)
DPAA’s mission is to search for, find, and account for missing Defense Department personnel from World War II, the Korean War, the Vietnam War, the Cold War, the Gulf War, and other recent conflicts. More than 82,000 Americans remain missing from those conflicts, with 34,000 believed to be recoverable.
The recently recovered remains have been mostly identified. The lab responsible is still finalizing the process and doing one last quality check before telling the families of the fallen. Master Sgt. McDaniel’s family has already received his dog tags, along with the hope that their long-lost father is among the honored dead on their way home. Only three others have been positively identified thus far.
Trump and Kim are expected to meet again in Hanoi, Vietnam in 2019.
A team of skydivers funded by Canon experienced the world’s ultimate Slip ‘N Slide: One that goes out of a C-130 in flight and then picks up on the ground, with both ends covered in hilarious pool toys, like rainbow unicorns. The gap is the middle is a fall of at least a couple of thousand feet — yes, with parachutes.
The C-130 was supposed to be a stopgap during the Korean War, a rushed design to give the Army the capability to put paratroopers and other soldiers on a plane, fly it a medium distance, and land it on the short airstrips available in the mountains and jungle.
But the thing defied every expectation and proved itself capable of operating everywhere from the Himalayas to aircraft carriers. The U.S. uses it for jobs from firefighting to airborne command and control to bombing (yeah, the C-130 can drop bombs). Lockheed Martin has made over 2,500 of them in 70 variants for militaries across the globe.
But it’s still most often used for moving cargo and troops. Turns out, however, that it’s also pretty good for allowing skydivers to do some sweet tricks. Canon wanted to advertise their new line of mirrorless cameras and, apparently, they decided the best way to do so was to teach the C-130 new tricks.
A C-130 Hercules taxis on the runway in Wisconsin in 2018.
The resulting video is pretty great, and will almost certainly make a bunch of jumpmasters start wondering what they could get away with in flight. (Hint: There’s probably a reason the skydivers didn’t use a military C-130. The Air Force probably won’t like this idea.)
There are some things only people in the military will ever get to do. Then, there’s a smaller subsection of things only certain people in the military have the opportunity to do. And even within that subgroup lies a VIP section of people who are able to do things everyone else can’t do.
Naval aviators are in one of those VIP sections, roped off and probably getting bottle service.
Lots of people join the Navy. Some of those will be pilots. Most of those will not be able to land on an aircraft carrier. For those of us who will never do any of that, we can only imagine how it must be.
Luckily, Quora user Scott Altorfer, a former Navy Radar Intercept Officer from 1991 to 1998, was able to put the feeling into words, actions, and feelings we all can understand — because it involves our cars.
When the front bumper of your car passes your mail box, shift into neutral and apply your brakes, slowing to 31 MPH. Press your garage door opener.
When your front bumper crosses your sidewalk, turn your wheel to your right and head for the corner of your driveway. When you reach the corner, you should be at 22 MPH.
Continue your turn up the driveway, confirm the door is going up, and aim between the car in the other stall and the side of the garage. You have 5″ to spare on each side. When your bumper crosses the garage threshold, you should be at 13 MPH, and the door must be at least as high as your rear-view mirror.
Apply brakes to stop within 12″ of the back wall.
The former RIO goes on to explain how to not just land on a carrier, but also become proficient at it.
If you practiced this in a simulator hundreds of times, and then practiced in a parking lot with the obstacles painted on the ground hundreds of times, and then finally tried it on a nice day, you would be able to do it. It would always be dangerous and challenging, but if you are very skilled and practiced, it might even seem like fun. This is a good weather, day carrier landing.
Lastly, Altorfer goes on to explain the different kinds of landings naval aviators face on a carrier, and how you can simulate those kinds of landings in your personal vehicle.
Now, do it in a heavy rain and fog. That is a bad weather day carrier landing.
Now, do it at night, with only a light tied to the mail box, a light at the sidewalk, lights on the sides of the garage and the garage door, and a light at the back of the garage. All the speeds must be the same. All the distances are the same. This is a good weather, night carrier landing.
Now, do it at night, in the rain and fog. That is a bad weather, night carrier landing.
Oh, by the way, sometimes the sea makes the deck move — a lot. So, add a sloppy steering wheel, an occasionally surging engine, and unpredictably spongy brakes to the car analogy.
We really don’t recommend this. And our lawyers make us tell you we aren’t responsible for any damages if you do try it. We’re just reporting things.
The U.S. Navy’s first African American diver, Carl Brashear, used to always say, “It’s not a sin to get knocked down, it’s a sin to stay down.” His son, Army Reserve Chief Warrant Officer Phillip Brashear, tells his family’s story of struggle, legacy and honor.
From conquering racism and alcoholism to refusing to let a leg amputation end his Navy career, Carl is truly an American hero. Watch as both Phillip and his son continue that legacy.
James Bond isn’t quite as deadly on the screen as he was when we all played him on Nintendo 64’s legendary Goldeneye 007 video game, but he still made short work of any number of psychotic evildoer in the name of Her Majesty the Queen. As a matter of fact, the world’s most non-secret secret agent has killed so many people over the years it would take 38 minutes to see them all.
Luckily, someone compiled all those kills for us.
While they didn’t include a count of clever puns, we can be reasonably sure the numbers mirror one another. But there is one other thing the video didn’t break down: who was the deadliest Bond? Unless George Lazenby went on a murder rampage in On Her Majesty’s Secret Service, my guess is it was probably one of the other five.
Here they are, the deadliest Bond by average kills per movie.
1. Timothy Dalton
Timothy Dalton takes a hard fall at number five here, with only two movies and 20 kills, giving him an average of 10. But Dalton does get two of the most interesting kills, one for killing someone by sealing them in a maggot-filled coffin and another kill where the murder weapon is a bust of the Duke of Wellington.
2. Sean Connery
Connery had two runs as the dashing secret agent hero, with a total of seven Bond films and an average kill count of 12.5. If Connery’s Bond is in some way riding in a motor vehicle, look out: chances are good that someone is going to meet their maker very soon.
3. Daniel Craig
While Craig may not be the deadliest Bond, he is definitely the drunkest, averaging at least five drinks per movie.
Film and Television.
4. Roger Moore
Roger Moore’s Bond is long-known to be both the quippiest and at times creepiest Bond, but he’s also the second deadliest. The Bond films with the least number of kills, The Man With The Golden Gun, and the most number of kills, Octopussy, are both Roger Moore films. Still, it wasn’t enough because even if you take out the one-kill outlier, it’s not enough to catch up with…
5. Pierce Brosnan
Pierce Brosnan’s Bond was Murder, Incorporated, far outpacing the kill rate of his nearest competitor (including one of Sean Bean’s onscreen deaths). Keep this man away from any kind of explosives or firearms, almost every time he touches one, someone in the movie goes to walk with god.
American warships are capable, lethal, and imposing, so much so that it can be easy to forget that they are still just lumps of metal floating through highly damaging saltwater while running at high power as hundreds or thousands of sailors prowl their decks.
Here’s how sailors make sure that all the sailing, work, and seawater doesn’t doom the ship before it can shoot its way through enemy fleets:
Hull Maintenance Technician 2nd Class Ryann Galbraith brazes piping aboard the aircraft carrier USS Theodore Roosevelt.
(U.S. Navy Mass Communication Specialist Seaman Michael Hogan)
One of the most important parts, besides avoiding enemy missiles and shells, obviously, is making sure that the saltwater stays in the ocean and doesn’t get inside the ship. That’s why the Navy has hull maintenance technicians like Ryann Galbraith, above. They work on all the plumbing, decks, structures, and hulls, patching, welding, riveting, etc. to keep fluids and steam in dedicated pipes.
U.S. Navy divers, assigned to Southwest Regional Maintenance Center, drop a cofferdam into the water prior to performing underwater hull maintenance on the amphibious assault ship USS Boxer.
(U.S. Navy Mass Communication Specialist 2nd Class Trevor Welsh)
Of course, the hull itself can be vulnerable, accumulating barnacles and other sea life and rusting from the exposure to water and salt. To deal with this, the Navy sends sailors around the ship, often in small boats, to touch up paint or clean off risky accumulations. Also, they send divers under the water to clean the hull and perform more maintenance.
Chief Fire Controlman Ryan Pavelich and Fire Controlman 2nd Class Robin Norris inspect the closed-in weapons system on the USS Wayne E. Meyer.
(U.S. Navy Mass Communication Specialist 3rd Class Kelsey L. Adams)
But the ship also needs to be able to hit back if it comes under attack, and weapons like the Phalanx close-in weapons system allow it to knock the enemy’s missiles and other airborne threats out of the sky. But, you guessed it, all those moving parts and sensitive electronics need a lot of maintenance as well.
Wires fray, parts wear out, electronics degrade. Fire control sailors make sure their weapons will protect the ship when called upon.
Chief Machinist Mate Benjamin Carnes and Gas Turbine Systems Technician 1st Class Johnathan Hovinga make final inspections in preparation to start the main engines on the littoral combat ship USS Fort Worth.
(U.S. Navy Mass Communication Specialist 2nd Class Antonio P. Turretto Ramos)
The maintenance can get a lot more complicated when you go inside the ship. The engines on Navy ships, whether fueled by diesel, gasoline, or nuclear, are pretty complicated. They need to be regularly inspected, pumps and belts have to get replaced, oil and other fluids need to be changed.
And that’s all if everything goes according to plan. When engines experience a real breakdown, it can necessitate people crawling through the engine or the ship getting towed into port for drydock maintenance. So, doing the maintenance is worth the effort.
Gas Turbine System Technician Fireman Steven Garris, from Youngsville, Pennsylvania, changes a burner barrel to prevent soot build up in a boiler aboard amphibious assault ship USS Bonhomme Richard.
(U.S. Navy Mass Communication Specialist 2nd Class Diana Quinlan)
But Navy engines actually have a lot of maintenance needs with few civilian equivalents. The sailor above is changing out the burner barrel on an amphibious assault ship. Do any of your vehicles have burner barrels? Mine don’t. And few people need specially trained staff to keep their nuclear reactors from poisoning the passengers.
Onboard USS Wasp, Petty Officer 2nd Class Jarrod Prouse conducts repairs on the handle of a Collective Protective System hatch.
(U.S. Navy Petty Officer 1st Class Rebekah Adler)
Other routine maintenance on ships is much more sensitive and demanding as well. Navy ships have doors that need to be welded properly, or else lethal substances could leak through when the ship is in a chemical, biological, radiological, or nuclear environment.
Hull Maintenance Technician 2nd Class Alexander Fleischer, from Crystal Lake, Ill., assigned to the submarine tender USS Frank Cable, welds a gusset while performing repairs to the cradle of a crane aboard the ship.
(U.S. Navy Mass Communication Specialist 3rd Class Heather C. Wamsley)
By the way, there are so, so many pictures online of sailors welding. That’s not surprising since ships are made of metal and that metal needs to be repaired. But still, so many pictures. This particular one shows a hull maintenance technician repairing a crane cradle on a submarine tender.
Aviation Boatswain’s Mate 1st Class Scott Skeate, Aviation Boatswain’s Mate 1st Class Darryl Johnson, Aviation Boatswain’s Mate 2nd Class Luke Hart, and Airman Apprentice Mccord Brickle perform maintenance on a waist catapult shuttle on the flight deck of the aircraft carrier USS Nimitz.
(U.S. Navy Mass Communication Specialist 3rd Class Jacob Milner)
Most Navy ships have specialty systems not seen on civilian vessels or even on most other vessels of the fleet. For instance, carriers have catapults that, except for the USS Gerald R. Ford, are powered by steam. The catapults have to be repaired as parts wear out, and they have to be carefully calibrated even when everything is working properly.
It’s Women’s History Month, and we’d be wrong if we didn’t highlight some of the most badass women to serve within the military’s ranks. Throughout American history, the stories of heroes who are women have often been told as if they were asterisks to everyday heroes. They’re not.
They have always been smart and strong leaders. Unfortunately, they weren’t always given opportunities to prove themselves worthy. But boy, have times changed.
There are women in the infantry, Ranger corps, Cav Scouts and Marine combat units. Can you believe that prior to 2013, there was a ban on women serving in direct combat roles? These old regs are revised, and women are climbing to glory!
1. Ollie Josephine B. Bennett
Ollie Josephine B. Bennett was one of the first female medical officers in the U.S. Army and one of the few practicing anesthetists in America. She served during World War I. As a female doctor in the early 1900s, she experienced many firsts. She designed her military uniform because there wasn’t a designated uniform for female surgeons when she served. Of course, that wasn’t her plan. Yet, she used the opportunity to be innovative and inventive. Lt. B. Bennett was a leader. She instructed many soldiers to perform anesthesia at Fort McClellan. After the service, she went on to marry, have a child and live a life of service. She died in 1957 and was buried at Arlington National Cemetery.
2. Marcelite Jordan Harris
Marcelite Jordan Harris, another woman of many firsts, retired from the Air Force in 1997. She became the first African American female brigadier general in the Air Force in 1991, at a time when Black women in America were earning less than ,000 a year. Harris was also the first female aircraft maintenance officer. She received a Bronze Star, Vietnam Service Medal and a Presidential Unit Citation. She was appointed as a member of the Board of Visitors for the Air Force by President Obama. Prior to that, Harris served as an aide during Carter’s Presidency. She embodied the definition of a true patriot. She too, was laid to rest at Arlington National Cemetery.
3. Molly Pitcher
Today, female service members are continuing the tradition of firsts. The pitchers of water they were once only entrusted to carry and serve, now cools them in the heat of battle. Do you see what I did there? If you don’t know, check out the story of one of the baddest females in battle, Molly Pitcher.
4. Ayla Chase
Ayla Chase, a Captain, currently serving as a signal officer in the U.S. Army, was one of the first females in an infantry class for the Army. She also completed training for civil affairs. Although she was not selected, she continues to train and prepare for another opportunity to prove herself. Chase is committed to strengthening the physical capabilities of America’s armed forces. She conducts routine late-night ruck marches with her troops during her off time, mentors them and helps cultivate leadership skills within the ranks of her unit. She leads from the front. This woman is so badass, she took on a 100-mile race without training. Who does that and survives on their first go-round?
5. Janina Simmons
Speaking of first-time go-rounds, Sgt. 1st Class Janina Simmons was the first African American female to complete Army Ranger school. This accomplishment is colossal not only for Simmons but for Ranger candidates as a whole. A large percentage of soldiers do not successfully complete the Ranger’s course on their first try. Even Fort Jackson’s Commander Brig. Gen. Beagle was impressed by her work, and he’s not easily impressed. He congratulated her, saying, “Outstanding work by one of the best (non-commissioned officers) on Fort Jackson, and now earning the title of U.S. Army Ranger. Always leading the way.” Simmons earned her way to the top as she put her yes on the table, and went for it all. #Goals.
These women have all faced various obstacles in their military careers. But, they chose to jump, climb, crawl and fight their way to being known as the best. Since the first woman enlisted in the United States Armed Forces in 1917, women have continued to break barriers and shatter ceilings at every turn. We see you ladies. Keep kicking ass and taking names.
A strong woman looks a challenge in the eye and gives it a wink. -Gina Carey
Malmstrom Air Force Base opened its gates to the public in mid-July 2019, welcoming approximately 13,000 members of Great Falls and surrounding communities to the 2019 “Mission Over Malmstrom” Open House held on July 13 and 14, 2019.
The two-day event featured aerial acts, exhibits and guided tours which offered experiences highlighting the mission of Malmstrom AFB and the capabilities of the US armed forces.
A US Army parachutist with the Golden Knights parachute team approaches his landing at the Mission Over Malmstrom open house event on Malmstrom Air Force Base, Montana, July 13, 2019.
(US Air Force photo by Devin Doskey)
A B-2 Spirit performs a flyover during the Mission Over Malmstrom open house event at Malmstrom Air Force Base, Montana, July 13, 2019.
(US Air Force photo by Devin Doskey)
A child tours an armored vehicle during the Mission Over Malmstrom open house event at Malmstrom Air Force Base, Montana, July 13, 2019.
(US Air Force photo by Airman 1st Class Jacob M. Thompson)
A family participates in a cockpit experience during the Mission Over Malmstrom open house event at Malmstrom Air Force Base, Montana, July 13, 2019.
(US Air Force photo by Airman 1st Class Jacob M. Thompson)
US Air Force Maj. Paul Lopez, F-22 Demo Team commander, performers aerial maneuvers during the Mission Over Malmstrom open-house event on Malmstrom Air Force Base, Montana, July 14, 2019.
(US Air Force photo by Devin Doskey)
US Air Force Maj. Paul Lopez, F-22 Demo Team commander, performers aerial maneuvers at the Mission Over Malmstrom open house event on Malmstrom Air Force Base, Montana, July 14, 2019.
(US Air Force photo by Airman 1st Class Jacob M. Thompson)
The Shetterly Squadron aerial group performs stunts during the Mission Over Malmstrom open-house event on Malmstrom Air Force Base, Montana, July 13, 2019.
(US Air Force photo by Airman 1st Class Jacob M. Thompson)
A UH-1N helicopter performs flight maneuvers during the Mission Over Malmstrom open house event at Malmstrom Air Force Base, Montana, July 13, 2019.
(US Air Force photo by Devin Doskey)
MiG Fury Fighters perform a flyover during the Mission Over Malmstrom open house event at Malmstrom Air Force Base, Montana, July 13, 2019.
(US Air Force/Airman 1st Class Tristan Truesde)
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Natapixie asks: Has a non-pilot passenger ever managed to land an airplane?
A common Hollywood trope when dealing with commercial airline-centric plots is inevitably at some point the pilot or pilots will become incapacitated and the lead character, who may or may not have any piloting experience, will be forced to take over, lest they die a fiery death when gravity decides to establish dominance. But has this scenario ever actually played out in real life? And what is the likelihood a passenger with limited to no formal pilot training could actually land a commercial airliner safely if they were being talked through it as is often depicted in movies?
To begin with, as to the first question, when talking large commercial aircraft, yes, a passenger of sorts did once and only once, take over for the incapacitated pilots. This occurred aboard the Helios Airways Flight 522 in 2005. So how did both pilots become incapacitated and what happened after?
In a nutshell, the cabin pressurization switch was set to manual, instead of automatic, and the pilots, who had over 20,000 hours of flight experience combined, didn’t realize there was an issue despite this being something that they should have noticed if they’d done their checklists properly. Later the system alerted them to the pressurization issue as they climbed, but the warnings were misinterpreted. Next, the oxygen masks automatically deployed for passengers at around 18,000 ft, something the pilots were seemingly unaware of. This is curious as when the masks deployed the passengers and the rest of the crew would have put theirs on. When the crew observed the pilots still having the plane climb after this event instead of descending immediately (noteworthy here is the passenger oxygen supplies only last 15 minutes or so), they should have attempted to at the least bang on the locked security door, if the lead flight crew member who had the code to open it was incapacitated or otherwise unable to remember it to get in.
As to why they didn’t do this or if they did and the pilots were simply too out of it for any banging to register, this isn’t known. On that note, at one point the ground engineer who had switched the pressurization to manual during some maintanence before the flight asked the pilot when issues were reported if the pressurization setting was on Auto. The captain at this stage was already a little too far gone mentally from lack of oxygen, and ignored the question. Given his radio communication stopped shortly thereafter when he simply commented about trying to locate some circuit breakers in response, it is presumed he succumbed mere seconds after the question was asked. Had he registered the question an looked, then simply turned the little knob, all would have fixed itself in short order.
Ultimately one of the flight attendants, Andreas Prodromou, did take over flying the plane. There was a problem though. It would seem from the investigation that he had difficulty getting access to the cabin, seemingly only doing so after a couple hours of the plane flying itself and a plane full of passed out people, which we imagine must have been incredibly terrifying for Prodromou on many levels.
So how did it turn out?
Tragically, this ended with the plane crashing and all 121 people aboard killed. Prodromou was actually a pilot himself, though as far as we could tell without any professional experience and certainly not in a Boeing 737. As to why he wasn’t able to bring the plane back down, he wasn’t really given a fair chance in this case. It seems as if moments after he finally got into the cabin, one of the engines ran out of fuel, and then not long after the other died too. Even an extremely experienced pilot in that plane would have had low odds in this case unless in glide range of a suitable airport.
And that’s it. In the over a century old history of commercial aviation, that is the only time we could find that a passenger has had to take over completely in a large commercial airliner. That said, moving on to much smaller planes, it turns out while rare, this sort of thing has actually occurred many times, even in some commercial scenarios.
Perhaps the most notable case of this was when none other than Mr. Bean (aka Rowan Atkinson) chartered a flight for he, his wife, and two children in Kenya in 2001. The aircraft was a little six seat Cessna. Unfortunately for the Atkinson family, at a certain point the pilot lost consciousness. Doing his best not to mimic his clumsy alter ego, Atkinson took over flying the plane. Thankfully for him and his family, they were eventually able to revive the pilot, reportedly after Atkinson slapped him several times. Said pilot then landed the plane without incident.
Moving on from there, perhaps our personal favorite case of a chartered flight resulting in a passenger having to take over is the case of one Doug White, who is a bit of a legend.
In this case, White had chartered the plane to transport himself, his wife, and two daughters. He did have his private pilot’s license, but flying a small Cessna 172 many years before. He didn’t fly much after up until the weeks leading up to the event itself, when he decided to take the hobby back up. Unfortunately for him, in this case rather than finding himself having to fly a nice little trainer plane like the Cessna 172, he was sitting in a twin engine, turbo prop Beachcraft Super King-Air, which seats up to 10, cruises at near 300 mph, and otherwise makes the Cessna 172 look like a child’s toy.
So what happened? During the takeoff phase of the flight, the pilot, Joe Cabuk, randomly slumped over dead, as White describe, “I looked over and his chin was on his chest… He made a loud, guttural sound, kind of a groan, and his eyes rolled back, and his hands never left his lap. It was quick, it was sudden, and it was final.”
Luckily for the four other souls aboard Cabuk did engage the autopilot directly before his own soul left his body so there was time for assessment of the situation.
Knowing how to use the radio, White contacted Air Traffic Control (ATC) and declared an emergency- the go-to thing to do in this scenario. In a nutshell, this basically means from that point on you can do more or less whatever you want in your attempt to get safely back on the ground and ATC is at your beck and call to help out in any way they can, diverting any other planes as needed, providing you any information they can, getting ground emergency personnel nearby where you’re going to attempt to land, and otherwise organizing help in any way possible. Though it is noteworthy here that most ATC personnel are not pilots themselves, and so there is sometimes a delay getting anyone who actually knows how to fly a plane on the line.
On that note, while the initial ATC contact White found himself talking to wasn’t terribly helpful, they eventually got an ATC employee, Lisa Grimm, who was a pilot herself and would go on to be an absolute superstar during the event, helping White to get the aircraft under control and otherwise helping keep him calm.
Later they were able to track down a King Air pilot, Kari Sorenson, to help with the specifics on how to land the thing. During the whole ordeal, beyond having to figure out how to fly and land the plane, White also had a bit of a worry of the dead pilot potentially slumping over the controls at an inopportune moment. But efforts by he and his wife to remove said body from the pilot seat were unsuccessful, so they simply cinched the seatbelt as tight as they could and hoped that would be good enough.
We’ll spare you most of the details, as they are best just gone and listened to, other than to mention our favorite part in which ATC asked Doug “Are you using AutoPilot or are you flying the plane?” and he responded with a thick country drawl, “Me an’ the good lord are hand flying this…” Classic Doug.
Another great line during the final moment before touchdown ATC told White, “Looks good from here, good job.” To which White calmly responded in his best impression of John Wayne, “It ain’t over til’ it’s over friend…”
Remarkably, with a lot of help from his angels on the ground, White was able to land the plane not only safely, but in pilot speak he “greased the landing”, meaning it was a rather gentle and uneventful touchdown and pretty much right on center-line to boot.
Said the aforementioned Sorenson who was in the background telling ATC what to tell White, “I don’t think you could have made the plane more complex or the pilot less experienced and have had a successful landing.”
When all was said and done and he was later interviewed about how he kept so calm through the ordeal, White simply said in his thick drawl, “There were buzzers, amber lights, horns: It was like a circus. The only thing I was concentrating on was keeping the airspeed up and the wings level. You know, just fly the plane… You just focus your fear and go into a zone… There’s no time to chit-chat, or lock up. Just ‘git er done.’… If you’re gonna die, at least die trying not to…”
We’re pretty sure that last line needs to go on a t-shirt pronto.
Moving on from there to some people with zero flight experience who successfully “got ‘er done”, we have one Henry George Anhalt who was aboard a small Piper Cherokee 6 (as you might expect from that, a six seat plane) with his wife and three sons when the 36 year old pilot, Kristopher Pearce, died. The plane at the time was low on fuel, but thankfully only about ten minutes from their destination of Winter Haven airport in Florida. Shortly after the pilot slumped over, Anhalt keyed the radio and asked for help.
Said Anhalt after taking the controls, “I kept my mind on flying the plane on a course for Winter Haven. I started calling, ‘Mayday!’ over and over and kept praying for Kris to revive. We made it to the airport, but we still hadn’t heard from anybody. I started circling. Becky was hollering that I was going too steep, so I made wider circles. Then I noticed that the fuel was low in the tank we were on. I tried switching to the full tank, but the engine would sputter, and I’d put it back to the nearly empty tank. Finally, somebody gets on the frequency and says, ‘Are you the Mayday?’ ‘Yes, my pilot passed out,’ I said. ‘We’re over the Winter Haven airport.’ Then another pilot came on and said, ‘We’re close by. We’ll be over to help.'”
The person who answered the call was flight instructor Dan McCullough who was giving a flight lesson at the time. After calming Anhalt down, he gave him his first flight lesson and being a bit of a gentlemen, didn’t even charge him.
Said McCullough later, “We flew down closer and got him lined up on a real good glide path to the runway. You can get anybody over the numbers on the ground, but it’s that last five feet that’s tricky. I asked him to fly around the airport a bit to get more used to the aircraft. … The only real disadvantage I had over any other time I’ve done it is I couldn’t actually been in the airplane with him… I just gave him directions how to get it over the runway and then to cut the engine. I had to keep him level. If he came in too steep, he’d dive into the ground. If he came in too far back, he’d stall.”
In the end, Anhalt was able to get it down, stating, “I had the flaps—or whatever they’re called—up, and I idled the speed down. After that, it happened real quick.”
His wife added, “We bumped twice on the ground and veered a few feet into the grass.”
And if you’re wondering, as this is often asked in these situations, at least in this case, yes- the flight instructor Dan McCullough was happy to endorse the flight and landing as Anhalt’s first solo in a logbook, if Anhalt wanted to get one.
Moving on from there we have one of the more notable cases of a person with zero pilot experience flying in one of the aforementioned Cessna 172s in 2013. The passenger, a then 77 year old John Wildey, had been a member of the Royal Air Force for 24 years, but not as a pilot.
In short, he and his friend, who went unnamed in the reports, were up flying around as they frequently did, when his friend turned to him and, to quote Wildey, “He said he was sick and asked me to take care of the aircraft controls… He set the controls and put me on the right path. Then he was unwell again, completely unresponsive. I called his name but he didn’t answer.”
As flying such a plane, in terms of keeping it straight and level, isn’t actually that terribly difficult, in fact, if the plane is properly trimmed as it apparently was, it should mostly fly itself straight and level without touching the controls at all, there was no real immediate danger.
Thus, he simply held things steady and, being familiar with at least how to queue the radio, did so. And if you’re curious about this, we have more on how to do that in the Bonus Facts later.
What Wildey also had going for him was that a plane like the Cessna 172 is built as a trainer plane and thus is extremely forgiving of bad landings and relatively easy to fly. But you do have to be able to get it over the runway pretty close to the ground before powering back the engine, and then as the plane sinks hold the nose off as best you can to land on the two rear wheels, while trying to time it so you’re extremely close to the ground when you reach stall speed- aka the speed at which the plane will stop flying and more or less fall with style.
In this case, an RAF helicopter was sent to guide Wildey to the airport, and then in the meantime he was being talked through the whole thing by one Roy Murray, chief flight instructor at Frank Morgan Flying School. Wildey ended up making 3 attempts to land the plane and each time failed in a good approach and was instructed to go to full power, climb back up, and try again. Remarkably, he executed reasonably good go-arounds each time without crashing.
On the fourth attempt, he committed and while it wasn’t what anyone would call a pretty landing, it was one in which not only he, but the plane walked away mostly unscathed save apparently some sparks at one point on touch down. Wildey would later describe:
I know you bring back the controls but I didn’t bring them back hard enough. So really I was sort of nose down rather than anything else… Then we touched and there was a right bump – two or three bumps. I suppose it was a controlled crash really. But I just couldn’t get the brakes because I couldn’t reach them. I managed to get them in the end. But then we sort of went off the runway and all I could see was this runway indicator wall coming towards me and I thought: “I am not going to do it”. But we managed to stop in the end. I’m a lucky bloke…
Sadly, his friend was later pronounced dead at the hospital.
In yet another case of someone with no experience, a student pilot from Australia, Max Sylvester, up on his first lesson in August of 2019 in a small two seat Cessna 152 was about an hour into it when his instructor, Robert Mollard, passed out and slumped over on to him in the cramped aircraft. Ultimately while being talked through it, he successfully executed his first ever landing without incident and actually from his cockpit footage almost dead on center-line and reasonable gentle touch down all things considered. His instructor, as far as we could find, later recovered from whatever happened to him.
Trainee pilot lands aircraft with instructor passed out on his shoulder | ABC News
Moving on from the sighted among us, we have the case of a legally blind person managing to successfully land a plane…
It helped that he, Charles Law, was a former pilot. Law’s flying days had long since been over as he at this point in his life had 20-200 vision in one eye and 20-400 in the other. He was tasked with one more landing when his pilot friend, an 80 year old Harry Stiteler, passed out on approach to the runway.
Said Law as he came in for the landing, all I could see were “the airport thresholds (white markings)… I just aimed for that… We bounced a little hard and it was a little squirrely, and I guess I was a little crooked. But I thought it was a very good landing.”
Unfortunately, despite landing the plane almost immediately after Stiteler passed out, medical personnel were never able to revive him.
On the other end of things, there are many incidents where the passenger was unable to land the plane and all aboard were killed, but we are choosing to go ahead and omit any specific examples as nobody wants to hear about that. We mentioned it, however, just so you don’t get the false impression that this is somehow super easy to do.
Moving back to the big boy planes, one of the reasons, outside of one exception, this just isn’t a thing is because in many regions of the world, it’s usually required that there be two trained pilots aboard in such airliners. Further, in most countries, said pilots are subjected to extremely rigorous and regular medical checkups, far more so than the already reasonably strict requirements for non-commercial pilots.
Thus, it’s just not terribly likely that something would happen to take out both pilots and leave some passengers still able to do anything. In fact, even when talking just one pilot, according to a study done by the Australian Transport Safety Board, incidents of a pilot on commercial aircraft becoming unable to continue with their duties only occurred in about 1 in every 34,000 flights. While that might seem high to you, in most of these cases, there was nothing seriously wrong with the pilot in question. For example, a full half of these incidents were, to put it bluntly, diarrhea related. We’re guessing if there wasn’t a backup pilot, said pilots in these incidents would choose to poop their pants rather than let the plane crash.
So what happens when one pilot is taken out more seriously in these scenarios? While you and your 1000 hours of flight training on Microsoft Flight Simulator might now be thinking “This is what we’ve trained for…”, waiting for that momentous announcement over the intercom requesting anyone with flight experience to come help out, this is not actually what would likely occur. In many cases, the remaining pilot will simply request one of the crew aboard to come sit in the unoccupied seat, perhaps reading through a checklist for them, or if they have some experience doing a little more. This is something we found a handful of otherwise uneventful cases in our searching, with the passengers rarely ever informed there was an issue.
That said, as stated by a former pilot at US Airways, “There are thousands of commercial certified pilots who do not fly for the airlines. So having a commercial pilot on board would not be that uncommon… They can handle the radios, they understand the terminology, they can help prepare the airplane for landing, offloading [responsibilities from] the pilot…”
On that note, we did find one instance during a United Airlines flight when Air Force Captain Mike Gongol was requested to come help out when the captain of that flight had a heart attack. In this case, the flight attendants first requested that any doctor aboard please make themselves known. They later asked if any pilots aboard would push their call button to make themselves known- a sequence of requests not exactly geared towards keeping passengers worry free.
As for Gongol, while he had never flown that particular aircraft, a Boeing 737, his extensive flight experience, including mainly flying a B-1B Lancer Bomber at the time, made him an ideal candidate to come help take a little of the workload off the first officer who was tasked with actually flying the plane in this instance. He later stated she mostly just had him take over the radio communication, which he was well skilled at. We’re guessing had she become incapacitated too, Gongol probably had a high probability of being the first ever passenger to successfully land a commercial airliner. But of course, said first officer had little trouble getting the plane down safely, being herself extremely well trained and all.
But this all does make you wonder, outside of our sample-size of one where the circumstances were stacked against him, in the more general case, how likely is it that a random passenger could land a large commercial airplane if they were being talked through it?
First, if literally zero experience flying a plane or using a really good flight simulator, basically no chance. The problem here is that you do need to actually know how to call someone for help on the radio. And with the myriad of buttons and switches all over, it’s unlikely a random person could figure that out, unless they keep reading to our Bonus Facts section.
That said, pro-tip, if you’re under about 10K ft and in a reasonably populated area, your cell phone will probably work just fine as a way to call for help that could then eventually potentially end up telling you how to operate the plane’s radio. Of course, most commercial airliners don’t spend much time under 10K feet, so odds are you’ll be much higher than that, and if lower, probably in a critical phase of flight meaning there’s no way you’re getting up to the cockpit to help out in time anyway unless they’ve set the autopilot pretty quickly after takeoff. And even then, a noteworthy thing, as tragically the aforementioned Andreas Prodromou demonstrated, is getting into the cockpit in today’s large commercial aircraft in flight is easier said than done if the pilots are both incapacitated and a crew member who knows the code isn’t available. So good luck with that.
But in this increasingly unlikely scenario, if the autopilot was engaged giving you time to work with, and you could get into the cockpit, and then figure out how to use the radio, from there, you might have a chance. But not because you could actually land the plane. The odds of that are basically zero if you have no flight experience and pretty slim even if you do unless you have some training in that or a similar aircraft. The reason you might actually have a fighting chance if you can establish communication with someone on the ground is that most large commercial planes are perfectly capable of landing themselves if you know how to setup the system and then help the system along appropriately.
On that note, if you’d like to see a commercial pilot with a rather excellent YouTube channel walk you through how to do this in a professional level simulator, do go check out MentourPilot’s crash course in the topic titled “How You Can Land a Passenger Airplane- 12 Steps” And, hey, you could always use the airplane WiFi to watch it in-flight…
Finally, if you’re now wondering if any small aircraft have a similar auto-land system, turns out yes some do, the best of which, which is actually superior to the large plane auto-land systems in some ways, is Garmin’s recently launched Autonomi system which is soon rolling out in the approximately million Cirrus Vision Jet under the name Cirrus’ Safe Return system, and will likewise soon be found in the million Piper M600 SLS.
This system is idiot proof and requires only about one sentence of training, which even a three year old could execute. And, truthfully, you’d probably want to tell a 3 year old NOT to do it in most cases, as left to their own devices they’re sure to activate the system on their own randomly. That sentence of training is simply, “Push this big red button.” That’s it.
From there, the system will take over flying, analyze the weather, your fuel, state of the plane, potential terrain in your path, etc, as well as declare an emergency with ATC, and continually update ATC on what it’s doing and its intentions. It will at the same time inform the passengers audibly and on the screen what they should be doing- strap in, enjoy the ride, and don’t touch anything. It will also politely inform the passengers where it’s taking them and when it will be landing.
From there the plane will fly to the destination airport, which will be picked among the safest options within range of your fuel supply. It will then land itself, which in the demos we’ve watched, does a shockingly good job at it, with the worst that can be said is that in one random Piper M600 demo, it was slightly off center line, but otherwise well on the runway and a very gentle landing.
Once down, the system will shut down the engines and inform the passengers when it is safe to exit. Presumably in the coming decade or two this system will rapidly find its way into most smaller aircraft making the stories of passengers taking over for a pilot markedly less dramatic. “I pushed the big red button,” doesn’t have quite the same newsworthy appeal as “Me an’ the good lord are hand flying this…”
If you’re wondering, reportedly approximately 1% of commercial airliner landings are done with auto-land, though in most cases pilots prefer to do it themselves as, among other reasons, auto-land isn’t awesome when there is much wind, particularly if it’s of the gusty variety. The cases where it might be the preferred option for the pros is in scenarios like virtually no wind where visibility is extremely poor, such as in thick fog. In this case, the pilot may deem it safer to allow the auto-land to do its thing while they closely monitor it.
Going back to how to queue up the radio in an aircraft, whether big or small, you can usually do this via putting the headphones on and then pressing a button on the yoke (looks a bit like a steering wheel) or stick. Noteworthy is that in some cases there might be other buttons to do with trim, engaging or disengaging autopilot and the like on that control as well, so not always good to just go pushing buttons without looking close to see if there’s a label. But if there is just one button, that’s going to be what that is for. And if multiple buttons, it’s probably the one positioned for your index finger wrapped around the stick or yolk or a prominent button for your thumb, often red. In large commercial airliners, it also might not be a button, but rather a toggle switch with an up and down position, for example one for transmitting on the radio (probably labeled MIC) and one for the flight interphone (probably labeled INT). You want the MIC position.
Assuming you push the correct button, whatever radio frequency the pilot had queued up already, which is usually the local one you’re flying over, whether a nearby tower or local traffic, or might be a large area ATC frequency, you’ll be talking to someone who can give you more information when you do. Press to talk; release to listen; just like a walkie-talkie.
And if you really want to sound like a pro before your almost certain death when fuel runs out or probably much sooner, structure your talk- Who you are talking to, who you are (as in the plane type and call-sign which will probably be printed somewhere on the instrument panel in front of you), where you are, what you want or are going to do, who you are talking to.
For example- “Deer Park traffic, Archer 7967C, mayday, mayday, mayday, just departed Deer Park and the pilot just died. Me and Jesus are now flying this plane. One soul aboard. Requesting immediate assistance. Deer Park.”
Or, you know, just press the button and freak out. You’re declaring an emergency after all and you don’t know what you’re doing. Nobody is going to care you don’t know how to talk on the radio properly. But just remember this, if you’re in the U.S., odds are strong your radio communication and situation is going to be viewed by hundreds of thousands of people, probably even your friends and family, on various YouTube channels that cover this sort of thing… So keep your cool if you want to sound awesome later if you happen to survive.
Also, even for pilots, an almost universal truth you’ll find if you listen to many of these is you can almost always predict which ones are going to end well or not based on, not the exact circumstances of the emergency or experience of the pilot, but how panicky the person flying the plane is. The only exception we’ve personally ever heard is that time a guy was on a whole lot of drugs when he was declaring his engine-out emergency. He might as well have been sipping a beer on a beach as far as his tone was concerned, literally right to the point he crashed and died… So do yourself a favor and try to keep your head. If you’ve got someone talking you through it, flying and landing a lot of types of small planes where at least you can walk away isn’t actually super difficult if you can get over a runway. Landing so the plane itself can be flown again without repairs… well that generally takes some training. But that’s the insurance company’s problem, not yours.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
Well. It seems this “acclimatize the troops to Iraq” heat wave is sweeping the globe and I think it’s a very proper time to mention the silver bullet is very much real and that sick, sadistic medic in your unit has been dying to test it out.
For those of you who aren’t up to speed, it’s a shiny thumb-sized thermometer that is brought out specifically for heat casualties and is, well, inserted rectally. Why they do this is beyond me. I would assume the standard under-the-tongue thermometers would work just fine, but I’m not a medic. Although, I guess that one doesn’t terrify the troops into drinking plenty of water for the ruck march.
So go ahead, high speed. Try drinking all night and wake up to a Monster energy drink for this run. See what happens. I guarantee you that you won’t make this same mistake twice.
To the rest of you smart enough to know how to properly identify pee charts and drink water accordingly, here’s some memes.
Following the events of the 9/11 terrorist attacks, the Department of Defense identified flaws in its security procedures within the airspace surrounding the National Capital Region. In response, Operation Noble Eagle was created to protect the skies of North America.
An important training element of Noble Eagle, Fertile Keynote exercises utilize the Air Force’s civilian auxiliary, Civil Air Patrol.
With the combined support of the Air National Guard’s 113th Wing at Joint Base Andrews, Maryland, the CAP’s Congressional Squadron, 1st Air Force and North American Aerospace Defense Command, Fertile Keynote missions simulate responses to unauthorized aircraft intruding into the restricted airspace surrounding the U.S. capital.
Other Fertile Keynote exercises take place every week across the country, with aerospace control alert fighter units and CAP squadrons participating.
Each component is vital to the exercise’s goal of rapidly intercepting low- or high-speed aircraft that show signs of distress or those not in compliance with air traffic control instructions.
Once the mission is initiated, fighter pilots, on 24-hour standby, scramble to practice their ability to get airborne quickly in response to a potential threat.
After establishing communication with NORAD and 1st AF, the pilots intercept the CAP aircraft, which simulate the intruder, or track of interest. After initial assessment, the pilots relay information about the TOI’s condition and intent, which ground personnel are not able to determine.
The aircraft is then either assisted, escorted out of the restricted airspace, or, if the intruder is determined to be a threat, the aircraft is eliminated.
Using aircraft from the Air Force Auxiliary as targets has two advantages; it provides participants with a realistic simulation of intercepting slower aircraft, at significantly reduced operational and maintenance cost to the Air Force. If another Air Force F-16 was used as a target for this exercise, it would cost approximately ,000, but operating the CAP aircraft, with volunteer pilots, costs approximately id=”listicle-2639898032″,000.
Exercises like these are conducted throughout the United States, giving pilots, controllers and NORAD personnel an opportunity to practice air defense capabilities against different airframes. In 2018, CAP aircraft flew 251 Air Defense Intercept training missions, including Fertile Keynote, in the National Capital Region, logging 1,635 flight hours on 861 sorties across the country.
This article originally appeared on Airman Magazine. Follow @AirmanMagazine on Twitter.
Spc. Mohamed Sullaiman joined the U.S. Army from Freetown, Sierra Leone, in 2015. He cites that he was, “inspired as an old man,” but Sullaiman chose to serve not just for himself, he also knew it could give his family a better life.
“I am here working for my family,” said Sullaiman, who deployed to Afghanistan with the Rock Battalion in early spring 2018 to fight for the country he now calls his own.
Three years ago, Sullaiman graduated from basic training with more than just a rank, he earned the right to become a U.S. citizen. Since then, he has excelled as a soldier and a leader.
“Spc. Sullaiman is a fit, inspired, disciplined train and truly inspirational soldier,” said 1st Lt. Gerald Prater, Sullaiman’s platoon leader, “He is an outstanding contributor to the organization.”
A large part of his motivation to be a standout soldier is the hope to one day bring his whole family to the United States. While Sullaiman has served on active duty for the last three years, his wife and two children still live in Freetown. His wife is raising their two children since Sullaiman joined the Army in 2015.
Sullaiman hopes the opportunities available to Americans will open new doors for his wife and children — opportunities to escape poverty and tribal rivalry and exchange them for security and freedom.
Spc. Mohamed Sullaiman, an infantryman, from 1st Battalion, 38th Infantry Regiment, 1st Stryker Brigade Combat Team, 4th Infantry Division returns from conducting combat operations in Kabul Province, Afghanistan.
(U.S. Army courtesy photo by 1st. Stryker Brigade Combat Team)
Having been away from his family for three years, most recently in Afghanistan, Sullaiman understands the importance of constant communication, “I try hard to talk to them every night so they know that everything is okay. That I’m alright.” He also contacts the State Department regularly to keep in step with the process for his family’s permanent resident visa.
Sullaiman has kept his spirits high despite the separation, “I have a special prayer every night at midnight for an hour to ask help from Allah to guide me in the right way. He’s helping me not lose faith. It’s just a matter of time. I’m still going to keep praying until it finally happens.”
A devout Muslim, Sullaiman fasted during Ramadan despite patrolling daily in the July heat. “It wasn’t really easy. There were a lot of challenges but I overcame them.”
His determination is evident whether he’s serving overseas or in the United States. While it’s easy to save money for his family while deployed, Sullaiman, who turned 36 in June 2018, lives in the barracks and stays within his paycheck so he can send money to his family every month. He doesn’t own a car and visits his family once a year, “Depending on how much money I save,” he says.
Sullaiman exudes optimism, and plans on taking three weeks off after deployment to visit his family. His goal, with full support from his leadership, is to return with his family after his much deserved leave. When asked about what it will be like when his family joins him in the United States, “I’ll be one of the happiest men. I will say thanks to Allah for everything.”
Sullaiman continues to work alongside his chain of command to bring his family to the United States.