Following the debut of the documentary “The Game Changers” on Netflix, which aims to debunk the myth that vegan athletes struggle to get enough fuel and protein, athletes and recreational exercisers have contemplated trying out a plant-based diet.
Fitness influencer brothers Hudson and Brandon White, known for their YouTube Channel “Buff Dudes”with over 2 million subscribers, tried the vegan diet for 30 days and recounted their experience in a video watched more than 600,000 times.
The pair has tried other month-long challenges like keto and intermittent fasting. As first-time vegans, they take viewers step-by-step through their journey into plant-based eating, including shopping for veggies, meal prepping, and hitting the gym.
The Buff Dudes focus on incorporating simple, whole-food options like broccoli, spinach, and asparagus, as well as complex carbs like sweet potatoes and oatmeal. They also eat plenty of healthy plant-based fats like nuts and seeds, along with protein sources like quinoa and beans.
Although the brothers find it surprisingly easy to stick to a vegan diet, especially with the help of meal prepping, they find it has a unfortunate downside — gastrointestinal distress.
Switching to a plant-based diet can cause more flatulence a
It’s true that going vegan might lead to an initial gassy phase. That’s because plant-based foods are high in fiber, a type of carbohydrate that the body can’t digest, according to the Harvard T. H. Chan School of Public Health.
While fiber is linked to health benefits like lower cancer risk, stable blood sugar, satiety, and weight loss, it can also make you gassy because bacteria in your gut produce gas as a byproduct of processing fiber.
Certain types of veggies and grains can exacerbate the situation. Broccoli, for instance, is high in complex sugars, which take longer to break down in the digestive tract and produce more gas along the way.
However, research suggests that a plant-based diet can actual change the gut microbiome, promoting the growth of different beneficial bacteria that thrive on a high-fiber, plant-rich diet. This means that the body can adapt over time, eventually helping you get past the gassy phase.
Meantime, drinking plenty of water, especially with meals, can help ease symptoms, according to the T. Colin Campbell School of Nutrition Studies. Eating more slowly can also help. And, particularly for people transitioning from a diet high in processed foods, taking probiotics can also speed the growth of a healthy microbiome for better digestive health.
Finally, transitioning to a plant-based plan, rather than making an abrupt change, can be gentler on your digestive tract. “It’s really important to pay attention to your body, what it needs, and how you’re feeling” when making any major diet change, Robin Foroutan, a registered dietitian nutritionist and representative for the Academy of Nutrition and Dietetics, previously told Insider.
Plant-based meals can keep you full and energized
The upside of all that fiber, and all those complex carbohydrates, is that they can help keep you feeling full and energized while eating meat-free meals.
“I’m pretty happy so far,” Hudson said on the video. “I think having a little bit of additional carbs has really helped me. I feel fuller, very pumped … I feel bigger after every workout, and my strength levels really haven’t decreased, which is great.”
Both the Buff Dudes found a vegan diet helped them felt good, including during their workouts, and was able to meet their nutritional needs, especially with a little bit of planning. Although neither of them decided to stick to the diet, opting to add in eggs, yogurt, and other animal products back in, they recommend giving it a try.
“No matter what kind of lifestyle you choose, you’re going to have something available to you to make sure you’re happy, content, satiated and buff,” Brandon said.
This article originally appeared on Insider. Follow @thisisinsider 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.
Scientists examining the genome of Egyptian fruit bats, a natural reservoir for the deadly Marburg virus, have identified several immune-related genes that suggest bats deal with viral infections in a substantially different way than primates. Their research, published online today in the journal Cell, demonstrates that bats may be able to host viruses that are pathogenic in humans by tolerating — rather than overcoming — the infection.
Bats are known to harbor many viruses, including several that cause disease in humans, without demonstrating symptoms. To identify differences between antiviral mechanisms in humans and bats, the research team sequenced, assembled, and analyzed the genome of Rousettus aegyptiacus, the Egyptian fruit bat — a natural reservoir of Marburg virus and the only known reservoir for any filovirus.
Jonathan Towner, Ph.D., of the Viral Special Pathogens Branch at the Centers for Disease Control and Prevention, provided the bats from which the DNA was extracted. Towner had traveled to Uganda to investigate the colony of Egyptian fruit bats implicated in a Marburg fatality there.
(Photo by Zoharby)
“Using that DNA, we generated the most contiguous bat genome to date and used it to understand the evolution of immune genes and gene families in bats. This is classical comparative immunology and a good example of the link between basic and applied sciences,” explained co-senior author Gustavo Palacios, Ph.D., who heads the Center for Genome Sciences at the U.S. Army Medical Research Institute of Infectious Diseases.
In the process, Palacios and colleagues at CDC and Boston University made some striking findings. Specifically, they discovered an expanded and diversified family of natural killer (NK) cell receptors, MHC class I genes, and type I interferons, which dramatically differ from their functional counterparts in other mammals, including mice and nonhuman primates. A theoretical function evaluation of these genes suggests that a higher threshold of activation of some component of the immune system may exist in bats.
NK cells are immune cells that play a crucial role against viral infections. To be tolerant against healthy tissue and simultaneously attack infected cells, the activity of NK cells is tightly regulated by an array of activating and inhibiting receptors. In this publication, the authors describe finding genomic evidence of a bias toward the inhibitory signal in NK cells.
“Further evaluation of these expanded sets of genes suggests that other key components of the immune system like the MHC- and the IFN-loci in bats may have evolved toward a state of immune tolerance,” said Mariano Sanchez-Lockhart, Ph.D., of USAMRIID.
The team’s initial work focused on advancing the characterization of the bat animal model, as well as on generating antibodies that recognize bat-specific proteins and other reagents to characterize the bat animal model of infection. These tools will allow further characterization of the bat unique immune system.
According to Palacios, their next step is to build on the knowledge gained thus far to compare antiviral responses between bats and nonhuman primates. Ultimately, this information will be used to understand correlates of protection in bats and to develop therapeutics against Marburg virus and other lethal filovirus infections.
Kadena Air Base, Japan (AFNS) — Providing the base and various other units on the island with cryogenic products – whether it be in a liquid or gaseous form – is the plant’s priority.
“We produce the liquid oxygen and the liquid nitrogen here for our organizations across the island to make sure they get the product they need to make the mission happen,” said Tech. Sgt. Mark Pannell, 18th Logistics Readiness Squadron assistant noncommissioned office in charge of cryogenic productions.
The production plant provides services for a range of reasons, whether it be for pilots or patients, the plant handles it all and can also be the difference in life or death in some instances.
“We manufacture liquid oxygen and liquid nitrogen for various organizations to use…Breathable oxygen at high altitudes for aircraft, liquid nitrogen to fill tires for the aircraft so they don’t explode if they hit the ground too hard and the hospital has various uses for oxygen and nitrogen as you could imagine…It’s important,” said Senior Airman Christopher Tallan, 18th LRS cryogenic production operator.
While other bases have to purchase their liquid oxygen and nitrogen from external providers, Kadena Air Base is able to support the mission directly as well as save money.
A beaker of liquid oxygen sits filled July 27, 2018, at Kadena Air Base, Japan.
(U.S. Air Force photo by Staff Sgt. Jessica H. Smith)
“I don’t like to solely rely on other people because I know if we do it ourselves, it’s going to be done the right way and I think this is really valuable for the Air Force because we’re always looking for new and innovative ways to save money,” Pannell said. “We should really strive to be innovative and this is something I push down to my Airmen – to be innovative and think of new ways to do things.”
With innovation comes plenty of learning opportunities – and growing pains.
“It’s been challenging at times because everyone is learning a new plant,” Pannell explained. “We have to learn the ins and outs; everyone here is growing.”
Providing these services can prove to be rather complex. From separation of atmospheric air to expansion and cooling, the job is chemically impossible to do without machines.
The machine – production plant – typically runs one week at a time for 24 hours a day and enables the production of about 50 gallons an hour.
While the machine is doing its job, the rest of the team is ensuring it works properly.
“We have to do hourly checks to make sure nothing is malfunctioning,” Tallan said. “We’re responsible for knowing what’s supposed to be going on. With such a big plant and so many pipes, we have to make sure that nothing is in a pipe that shouldn’t be in it, and make sure things are at the right temperature in the pipes they’re supposed to be in.”
With such a unique and vital mission role, working at the only operational cryogenic production plant in the Air Force seems to be a great source of pride and inspiration for those in the career field.
Senior Airmen Michael Hall and Christopher Tallan, both 18th Logistics Readiness Squadron cryogenic production operators, prepare to fill a cart with liquid oxygen July 27, 2018, at Kadena Air Base, Japan.
(U.S. Air Force photo by Staff Sgt. Jessica H. Smith)
“I love my job; I love coming to work. I work in a cryogenic facility – it’s insane,” Tallan laughed. “I always thought about the cryo guys and how badly I wanted to go for one day and see…It’s different when every single day you’re holding a sample of liquid oxygen and you can feel it boil inside the beaker…I love it.
Along with the job being cool – literally and figuratively – it also demonstrates the importance of smart investment and innovation with promises of bettering the success of the Air Force mission as a whole.
“I take it as a personal challenge to myself and my team to do our best and actually show higher leadership that this is a legitimate plant and it could benefit not just Pacific Air Force, but other areas – especially overseas,” Pannell said.
Featured image: Senior Airman Michael Hall, 18th Logistics Readiness Squadron cryogenic production operator, fill a cart with liquid oxygen July 27, 2018, at Kadena Air Base, Japan.
“I walked over to the NCO of my starting lane for land navigation and I asked him, ‘Hey sergeant, do you want me to line up behind you?'” said DeMarsico as he recalled the first time he participated in Expert Field Medical Badge qualification testing. “He said, ‘I need your name and roster number.’ I did not think anything of it at the time so I went out and found all four of my points. When I came back he told me I was going to be an administrative ‘no-go’ for the lane because I spoke to him.”
Recently promoted U.S. Army Spc. Thomas DeMarsico, a combat medic assigned to Headquarters and Headquarters Company, 2nd Battalion, 4th Infantry Regiment, 3rd Brigade Combat Team, 10th Mountain Division at Fort Polk, first attempted to earn the Expert Field Medical Badge at Fort Bliss, Texas. The 1st Brigade Combat Team, 1st Armored Division hosted the special qualification testing in September 2019.
“I attempted to rebut the decision with the board because AR 350-10 says you cannot talk to other candidates during land nav, not the cadre,” DeMarsico said. “The board denied my rebuttal. That was it; they just dropped me. I was super crushed after that. I decided at that moment I was done with EFMB and the Army.”
Similar to the expert infantry badge, the EFMB is not an easy badge to earn. Combat medics wanting to earn the coveted badge must be physically and mentally prepared to undergo rigorous testing after being recommended by their unit commanders.
Fort Polk’s 3rd BCT, 10th Mtn Div medics on temporary duty in the Fort Bliss area were invited to participate in EFMB qualification testing. When DeMarsico found out he had the opportunity to attend the testing he immediately volunteered.
U.S. Army Pvt. 1st Class Thomas F. DeMarsico, a combat medic assigned to headquarters and headquarters company, 2nd Infantry Battalion, 4th Infantry Regiment, 3rd Brigade Combat Team, 10th Mountain Divsion at Fort Polk, Louisiana, poses with his new expert field medical badge in El Paso, Texas, Oct. 6, 2019.
(Photo by Sgt. Ashley Morris)
“I always take every opportunity that comes my way,” DeMarsico said. “I know that EFMB really sets you apart from your peers.”
EFMB candidates must successfully receive a “go” on all five sections of EFMB testing: The Army Physical Fitness Test, a written test, land navigation, combat testing lanes and a 12-mile forced march.
Candidates must receive a score of 80% or higher in each event of the APFT and be in compliance with Army height and weight standards. The only re-testable section is the written test in which candidates must successfully answer 60 out of 80 questions.
On the second day of testing soldiers must receive a “go” for both day and night land navigation. During the combat testing lanes medics must complete 43 tasks correctly: 10 tactical combat casualty care tasks, 10 evacuation tasks, 13 warrior skills tasks and five communication tasks.
After learning that his leadership tried to get him readmitted to the Fort Bliss qualification, DeMarsico realized that accepting defeat was not an option.
“I felt so much better knowing that they had my back,” Demarisco said. “They were willing to send us again so I was willing to try again.”
DeMarsico was afforded the opportunity to test again, this time at Fort Hood, Texas. DeMarsico, along with three other medics from 2nd Bn, 4th Inf Reg,were sent to Fort Hood to attend EFMB qualification hosted by 1st Medical Brigade. Standardization of the combat testing lanes began Sept. 23, 2019, with testing beginning Sept. 28, 2019, and ending with the forced march on Oct. 4, 2019.
One hundred and fifty-five soldiers started the event. DeMarsico was one of six medics that successfully earned the EFMB. He was the only junior enlisted to successfully complete the qualification.
DeMarsico attributed his success to lane standardization he received at Fort Bliss.
“We tried to train up for the Bliss EFMB but it was hard to tell exactly how the lanes would be run,” DeMarsico said. “After seeing the lanes at Bliss we knew how to study. I knew what I needed to work on. It helped me a lot.”
Although DeMarsico said he felt confident about the combat testing lanes, there was another area where he did not feel as confident. A self-proclaimed land navigation expert, DeMarsico admitted the night land navigation course was tough.
U.S. Army Pvt. 1st Class Thomas F. DeMarsico, a combat medic assigned to headquarters and headquarters company, 2nd Infantry Battalion, 4th Infantry Regiment, 3rd Brigade Combat Team, 10th Mountain Divsion at Fort Polk, Louisiana, checks to make sure his compass is calibrated prior to the start of land navigation testing for the expert field medical badge on Fort Bliss, Texas, Sep. 6, 2019.
(Photo by Sgt. Ashley Morris)
The first time DeMarsico went through EFMB testing he was only able to complete day land navigation. With limited experience in navigating in the dark and a difference in terrain, DeMarsico was only able to find three out of the four points. Even though it was not a perfect score, it was enough for him to advance to the combat testing lanes. Out of the 155 that begin EFMB testing, only 19 medics passed land navigation testing.
During the final event of EFMB, nine soldiers started the forced march but only six finished within the required three hour time limit. DeMarsico came in first place. For most soldiers, coming in first during a timed 12-mile ruck march would feel like the crowning achievement. For DeMarsico, he felt frustration.
“My time was two hours and 56 seconds!” DeMarsico said. “Me and this major were in the lead the entire time, far ahead of everyone else. At the 11th mile marker point, the private giving directions told us to go down the wrong road. The major went a mile down that road with me trailing behind him. Luckily he had a GPS watch that told him he had hit 12 miles. He turned around, grabbed me and we went back to the 11-mile point. The private could not tell us the correct way to go. I walked into traffic and flagged down a car and asked him for directions to Cooper Field. The car drove slowly in front of us with the hazard lights and we followed him. Once I saw the finish line I sprinted to the end and came in first.”
Although he was unhappy with his finish time for the 12-mile ruck march, DeMarsico said he was thankful he was able to pass all five events of EFMB testing. He said becoming a part of the 3% of medics who earn the EFMB is just the beginning. He hopes to attend Airborne and Ranger schools in the near future. Ultimately he would like to attend the United States Military Academy at West Point and become a commissioned officer.
“West Point is my main goal,” DeMarsico said. “I want to become an officer. I feel like if I can earn my EFMB then nothing is impossible. I devote my spare time to achieving my professional goals so I am always looking for ways to improve myself.”
Hungry for more training, DeMarsico is preparing to attend the advanced combat life saver course on Fort Bliss.
“You have to want it,” said DeMarsico when asked if he had any advice for soldiers attending future EFMB testing. “Many of the people that I saw did not have the drive that is required to pass. You have to be physically and mentally prepared. The EFMB website has so much information to help you study so you have to develop a way that will help you memorize information the easiest.”
DeMarsico encourages all soldiers to keep trying no matter how many times they have to retest.
“I was proud to represent the brigade, 10th Mountain, 2-4 Infantry and my recon platoon,” DeMarsico said. “I showed that it is not impossible for a junior enlisted to have a shot an EFMB. It does not matter who you are; you can do it. At the end of the day it all comes down to how hard you are willing to fight for it.”
After finishing off Avengers: Endgame with a definitive and decidedly sweet ending, the next big Marvel movie — Spider-Man: Far From Home — will return to Marvel’s diabolic plans to get you to sit through the credits for extra scenes. Are there post-credits scenes for Spider-Man: Far From Home and do that matter? The answer is a big yes.
No spoilers ahead.
It’s hard to know which of these facts feels more surreal:
Tom Holland has been in five Marvel movies as Spider-Man at this point
It’s only been five years since Andrew Garfield was in his second Spider-Man movie; which also starred Jamie Foxx getting bitten by electric eels.
2019 marks twelve years since Tobey Maguire did his emo-Spider-Man dance routine in Spider-Man 3.
Feeling old yet? If so, there’s some very good news about Spider-Man: Far From Home. The post-credits scene is basically made for olds. If you remember seeing the first Tobey Maguire Spidey-flick like the same year you were able to legally buy alcohol for the first time (or maybe even before) then this post-credits scene is for you.
We aren’t going to spoil what it is exactly yet, but let’s just put it this way: There are two post-credits scenes for Spider-Man: Far From Home, and the first one is the one you’ve got to see. Technically, this is what the pros call a “mid-credits” scene because it happens pretty quickly after the movie “ends.” (These movies never end.)
Will this scene make everyone happy? Yes. Does it set-up great things for the next big phase of Marvel movies. Big yes.
So, word of warning, between now and July 2, 2019, avoid spoilers as much as you can. This might not as Endgame-level as some thought, but if you’re of a certain age, it’s going to be very, very cool.
Spider-Man: Far From Home is out in theaters on July 2, 2019, which is, friendly reminder, a freaking Tuesday.
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.
Lockheed Martin announced the F-35 program in 2001. Since then, hundreds of billions of dollars and 15 years of testing have brought the program to where it is today — on the verge of becoming the world’s premier fighter/bomber and the future of the US Air Force, Marines, and Navy.
But while the idea of launching a single, advanced, stealthy plane for all three service branches seemed good on paper, and ultimately won approval from US military planners at the highest level, it was never the only option.
Former US Navy Commander and aviator Chris Harmer, also a senior naval analyst for the Middle East Security Project at the Institute for the Study of War, told Business Insider that the F-35 only really holds a single advantage over the Cold War-era legacy aircraft it’s set to replace — stealth.
“The F-35 is very capable in a very specific way. The only thing it does that legacy can’t do is stealth,” said Harmer.
Indeed the F-35’s low observability and integrated stealth design are central to the plane’s mission and tactics. Throughout its development, the F-35 notoriously lost to older legacy fighters in up-close dogfights. Combat-aviation expert Justin Bronk told Business Insider flat-out that the F-35 could “never in a million years” win a dogfight with an advanced Russian or British plane.
But according to Harmer, who has spent much of his life around carrier-based aircraft, the F-35’s advantages begin and end with stealth. Harmer suggests that instead of building the F-35, the US simply should have updated existing aircraft, like the F-15, F-16, and F-18.
These platforms — proven, legacy aircraft — could easily be retrofit with the advanced avionics and helmet for targeting that set the F-35 apart.
“For a fraction of the cost for F-35 development, we could have updated legacy aircraft and gotten a significant portion of the F-35 capabilities.” said Harmer. The F-18 for example, has already undergone extensive reworkings, and the F-18 Super Hornet, which is 25% larger than the original F-18, has a smaller radar cross section than its predecessor and is one of the US’s cheaper planes to buy and operate.
However, an F-15, the Air Force’s best air-dominance fighter, with fifth-generation avionics and targeting capability, still lacks the integrated stealth design of an F-35. Stealth must be worked into the geometry of the plane and simply won’t do as an afterthought. In today’s contested battle spaces, a legacy fighter, no matter how you update it, still lights up brightly and clearly on an enemy radar and is therefore less survivable to the pilots — something US military planners have refused to accept.
“The only advantage of the F-35 is to go into highly contested airspace,” said Harmer, adding that the US has “literally never done that.” Additionally, the US already has another fifth-generation aircraft with an even better stealth in its inventory — the F-22. In fact, when the US does discuss operations in the world’s most contested airspaces, it’s the F-22 they talk about sending.
The US already has a super-stealthy fighter — the F-22. | US Air Force photo by Staff Sgt. Corey Hook
“There are other, less expensive ways to address highly contested airspace — cruise missiles, standoff weapons, radar jamming,” Harmer added.
But the F-35 ship has sailed. Despite a very troublesome development, the program is now at or very near readiness with all three branches.
“As a practical matter, the F-35 is a done deal; we’ve incurred the ‘sunk cost’ of the R D, and neither the USAF or USMC has any intentions of buying any more legacy airframes.”
The Hurt Locker is a classic American war film, an Academy Award winner, and an entertaining tour de force that wowed civilian audiences when it hit theaters in 2008.
Keyword: civilian audiences. For many military viewers, the film was rife with glaring technical errors. From just about every angle — dialogue, storylines, and uniforms — the problems with the movie made it very hard for soldiers to watch without cringing nearly every minute. Of course, it’s Hollywood, and they can’t get everything right.
But it’s still fun to look back and see just how many things were wrong. We watched it and compiled a massive listing of everything (with some extra help from some real-live Army EOD techs we talked to). Maybe this could be a fun drinking game. Or, as you’ll see by how many problems there are, a very dangerous drinking game. On second thought, let’s put the beer down.
Here we go (with timestamps):
The movie starts off by introducing us to soldiers of Delta Co., with no further specifics on the exact unit. Army EOD companies aren’t called by phonetic names like “Alpha,” “Charlie,” and “Delta.” They are numbered, usually with a number in the 700s.
:30 U.S. Army soldiers are wearing the digital ACU (Army Combat Uniform) that wasn’t used until at least Feb. 2005. The setting is Baghdad in 2004. Thirty seconds in and already a really big one. Great start.
1:00 Multiple soldiers are seen with sleeves rolled up over their elbows. This is totally against Army regs, but soldiers are seen throughout the film like this.
4:20 The wagon carrying the explosives to blow the IED in place breaks down. Instead of using the claw on the robot to pick up the charges, Staff Sgt. Thompson suits up and goes to hand carry it. Not even the dumbest EOD tech would do this.
5:39 No reticle pattern is seen when Sgt. Sanborn looks through his scope, which is a Trijicon ACOG sight.
6:30 An Iraqi man gets extremely close to a soldier standing security. Moments before this, the street was bustling with onlookers and there were other soldiers and Iraqi security forces around. Now it’s totally empty, which begs the question: Why are only three soldiers left guarding this bomb?
10:28 Sgt. Sanborn seen with cuffed sleeves.
10:45 Sgt. Sanborn’s collar is popped. That’s not the style around here, man.
11:05 Sgt. 1st Class James’ dog tags are hanging out of his shirt. He’s supposed to be a staff non-commissioned officer, not a private just disregarding the regulations.
12:00 This is Baghdad 2004, when the insurgency is really starting to get rough, and we have a single Humvee rolling through Baghdad all alone. Seems a bit far-fetched, although an EOD tech did tell us it’s possible.
13:40 Sgt. 1st Class James is wearing an old green Battle Dress Uniform camouflage helmet and body armor. Every other soldier wears the matching ACU gear (although this is still incorrect for the time period). He also has both his sleeves rolled up past his elbows.
13:45 Sgt. Sanborn is wearing silver designer sunglasses. Glasses are required to be brown or black, and non-reflective.
14:40 A bunch of soldiers just abandon their Humvee in the middle of Baghdad? And it’s still running? What the hell?
15:28 James greets other soldiers with “morning, boys” to which one responds “Sir.” Soldiers only say “sir” or “ma’am” to officers, not enlisted ranks. There’s also a soldier seen wearing shoulder armor, which wasn’t introduced until 2007/2008.
15:45 A soldier asks James if he wants to talk to an informant who apparently knows the location of the IED and more details about it. But he doesn’t care to talk to him. Why would an EOD tech ignore having more information about what he’s dealing with?
18:15 James pops a smoke grenade to “create a diversion.” Smoke grenades are to cover movement, not to create a diversion. If no one was looking at you before, they are certainly looking at you now.
18:22 I know he’s supposed to be a “rebel” but when fellow soldiers are screaming frantically over the radio and asking you what is going on, you should probably answer.
18:38 He finally responds over the radio.
18:55 Seven to eight soldiers are all standing around this Humvee in the middle of the street, not providing any security or looking for potential threats.
18:56 A soldier in the turret is not even covering his sector of fire and doesn’t even have the .50 caliber pointed down the main alleyway.
19:05 Another soldier is seen wearing designer sunglasses.
19:06 An Iraqi-driven car just drives right through a bunch of soldiers who don’t attempt to stop it, fire warning shots, or do anything other than jump out of the way.
19:19 The car doesn’t stop for seven soldiers pointing M-16 rifles at him, but it does stop because James points his pistol at him. Makes sense.
20:30 James fires shots around the car, hits and destroys the windshield, then points his gun at the Iraqi’s head and tells him to get back. You would think he would want to search this guy or his car before sending him right back into seven soldiers who could be potentially blown up by a vehicle-born improvised explosive device (VBIED).
24:40 Yes, ok. Let’s just pull up on the big red wires holding together six bombs (and does this even make sense from an enemy perspective? Why would you daisy-chain all these huge bombs to potentially kill one guy? One bomb is gonna do it).
27:14 Spc. Eldridge is seen playing “Gears of War” on an Xbox 360. The Xbox didn’t come out until 2005, and “Gears of War” didn’t come out until 2006. But the setting is supposed to be Baghdad in 2004.
29:02 A soldier is seen walking by with sleeves rolled up over his elbows and with a white or silver watch. Very tactical.
29:59 Oh, of course! Another soldier with rolled-up sleeves.
31:39 Five soldiers just stand out in the middle of street and open fire on an enemy sniper. Instead of, you know, getting behind some cover first.
32:31 James uses a single fire extinguisher to put out a car that is fully engulfed in flames. He’s like Rambo with unlimited ammo here. And why are you sticking around a car that is probably rigged with explosives that is on fire?!!?!
34:50 James puts on a headset that is supposedly a radio. It doesn’t have a microphone or is even connected in any way to a radio. It’s basically a big set of ear muffs (and no, it’s not connected to a throat mic). Also, he’s defusing bombs that could be set off by, well, radios. Most EOD techs won’t even wear radios while they are working on bombs.
36:26 Another scope view, but with no reticle pattern.
40:05 Scope view, no reticle pattern.
40:11 Sanborn waves at Iraqis with his left hand. This is a sign of disrespect in the Arab world, since the left hand is associated with dirtiness.
42:59 Sanborn punches James in the face. He would be court-martialed or at least receive an Article 15 for this. Or, maybe, James could react in some way, shape, or form?
43:30 A full-bird colonel is walking around Baghdad with his eye protection dangling off his body armor, instead of on his face. If anyone is going to be wearing eyepro (and setting an example for junior troops), it’s this guy.
43:45 A colonel praising a sergeant first class for being a “wild man” and operating like he did is highly unlikely. Instead, a colonel would probably be jumping on him for not only his insane behavior, but his out-of-regs appearance, to include sleeves, not wearing a helmet, and not having eye-pro.
44:55 As James smokes a cigarette on the forward operating base, “left, right, left, right” cadence can be heard in the background. Who the hell is calling marching cadence on a FOB in Iraq?
46:55 Oh, now there’s a colonel with rolled-up sleeves.
48:25 The team does a controlled detonation. James is exposed, as is Sanborn. None of them wear earplugs or even plug their ears with their fingers. James is actually wearing iPod headphones. Just to let you know: The big boom is freaking loud.
49:00 James drives away from the team. They aren’t on the FOB, so where the hell are their weapons?
49:45 The two soldiers discuss “accidentally” blowing up James as he goes close to the controlled det site and how all that would be left would be his helmet. Luckily, James isn’t wearing his helmet. Because really, why would he?
50:43 Again, you’re in the middle of Iraq, and rolling in just one Humvee.
51:20 They see armed men so they pull over and then Sanborn and James both get out from behind cover and start walking forward yelling for them to put their guns down. Wouldn’t you want them to do that part before you expose yourself?
55:48 The Brit contractor gets handed the Barrett to try and find the enemy sniper. On this ledge, with the kickback from the gun, he would be guaranteed to be pushed back and fall right on his back after firing.
57:54 The Brit gets shot while manning the Barrett. The enemy sniper uses a Dragunov, which has a maximum effective range of 800m. He’s shooting from more than 850 meters away (according to James, who calls the range later in this scene).
57:55 After the Brit is shot while manning the Barrett, Sanborn and James go up and get in the exact same spot. That seems like a bright idea. Further, why are two soldiers who would be unfamiliar with this weapon jumping on it, instead of another contractor?
58:15 How does an EOD guy just get up and get behind a complicated sniper rifle anyway? It’s not a video game.
1:01:00 An insurgent takes up a laying down on the side firing position with zero cover. LOL/WTF?
1:02:00 Sanborn hits this same insurgent after he starts running away. Not only does he hit a moving target, but he hits him in the head. At 850 meters. It’s quite obvious that Sanborn got his sniper training uploaded directly to his brain via The Matrix.
1:07:40 Eldridge takes out an enemy insurgent by firing half of his magazine in rapid succession. What happened to well-aimed shots?
1:08 The team gets drunk together in their room and fights each other. This is a big fraternization no-no? Also, U.S. troops are not allowed to drink or have alcohol in Iraq or Afghanistan, and one alcohol-related incident could mean an EOD tech loses their badge (and gets kicked completely out of the job).
1:14:37 The team stumbles around the FOB drunk. That’s not abnormal or anything, and an officer, senior enlisted leader, or even fellow soldiers wouldn’t find that weird or get them in trouble. Nothing to see here, move along.
1:16:50 The team heads outside the wire again. Why is Eldridge basically the only soldier ever wearing his eye protection?
1:17:00 An EOD team is clearing buildings now?
1:29:45 James asks a Pfc. about a merchant. The Pfc. addresses a Sgt. 1st Class as “man.”
1:31:33 James dons a hoodie, carries only a pistol, and hijacks the merchant’s truck, telling him to drive outside the base. This is quite possibly the biggest WTF of the entire movie. At this point, every soldier watching this movie is face-palming.
1:32:25 Did I mention that James has now jumped over an Iraqi compound wall, all alone in the middle of Baghdad? With just a pistol.
1:34:53 James starts running through a busy Iraqi neighborhood. He puts on his hoodie to be less conspicuous. As if his camouflage pants don’t give it away.
1:35:00 After a tense exchange at the front gate to the FOB, James is searched and then the soldiers guarding the gate just let him back in. He’s shown at his room a short time later, so I guess he’s not getting in trouble for going outside the wire without authorization.
1:41:00 The team decides to leave the blast site and go search for the bomber in the dark. They have night-vision goggle mounts on their helmets, but they don’t use NVG’s. Their natural night vision must be superhuman.
1:50:06 If the guy has a bomb on him, it would probably be a good idea for the seven soldiers standing out in the middle of the road to take cover behind something.
One week after D-Day, Germany began launching a new, secret weapon at London. The distinctive roar of V-1 flying bombs would slowly fill the air and then suddenly cut out, followed shortly by the massive explosion as a warhead went off. Dozens would fall in the first week, and the Royal Air Force had to scramble to stop them.
This led some pilots to, after expending all of their ammunition, take more drastic measures to stop the bombs: flying wingtip to wingtip until they either crashed or tipped the bomb off course.
The V-1s had pulsejet engines, and prop-driven planes couldn’t keep up with them. But, if a pilot flew to high altitude and then dove toward a passing V-1, the speed from the descent would allow them to keep up.
The first intercept took place on June 15, 1944, the third day of V-1 attacks. A Mosquito pilot was able to shoot one down with his guns, and others soon followed.
But the pilots had limited ammunition, and it was tough to hit the fast-flying V-1s. And each bomb could kill multiple Londoners if it wasn’t intercepted.
A Spitfire nudges a V-1 missile off course during World War II.
But this had obvious risks. If the pilot accidentally bumped the V-1, they could crash into the ground alongside the bomb. A soft bump was obviously no big deal. It would just help the pilot tip the bomb over. But a harder strike was essentially a midair crash, likely clipping or breaking the pilot’s own wingtip.
Despite the risks, the work of pilots and gunners on the ground saved London from much of the devastation. 1,000 of the bombs were shot down or nudged off course in flight. And, the bombs were famously inaccurate, which was lucky for Britain. Of the approximately 10,000 flying bombs fired at the city, around 7,000 missed, 1,000 were shot down, and about 2,000 actually hit the city and other targets.
Eventually, this would result in about 6,000 fatalities and 16,000 other casualties.
In October 1944, Allied troops captured the V-1 sites targeting London and were able to stop the threat there. Unfortunately, that was right as the Germans got the V-2 program up and running, The faster, rocket-powered V-2s were essentially unstoppable with anything but radar-controlled guns.
An American JB-2 Loon based on the German V-1 missile.
(San Diego Air and Space Museum)
After the war, Allied powers experimented with the weapons and some, including America, made their own knockoffs. Some were shot down as flying targets for pilots, but others were held in arsenals in case they were needed against enemy forces. Eventually, the invention of modern cruise missiles made the V-1s and V-2s obsolete.
“The only way they could capture the beach was to blast the Germans out of each pillbox… and that’s what they did,” wrote Jay Kay, a U.S. Navy ensign who piloted a landing craft filled with American troops during the D-Day invasions of June 6, 1944. Ensign Kay survived the war and would move to Florida to become a dentist in the postwar years, leading an ordinary life for a man who did an extraordinary thing.
Kay was just one of thousands of American, British, and Canadian troops who did their job assaulting Hitler’s vaunted Fortress Europe and then wrote home about it. Now, thanks to AARP and the Center for American War Letters at Chapman University, we have a chance to watch the memories of Kay and others come alive with the help of award-winning actor Bryan Cranston.
AARP has taken original 35mm film footage of D-Day, from preparation to landing and beyond, and digitized it to full-quality 4K footage. This captivating imagery was then skillfully edited and narrated by the Emmy-award winning actor, whose credits include the acclaimed shows Malcolm in the Middle and Breaking Bad, as well as the Broadway hit Network and many, many film credits.
In three vignettes created by AARP, Cranston reads the words written by American troops, officer and enlisted alike, who supported the landings at Normandy that day. From the sea, he reads the words of Ens. Jay Kay, who piloted landing craft. From the air, the words come from Jim “Pee Wee” Martin, who was awarded the Bronze Star, Purple Heart, and Distinguished Unit Citation after the war. On the ground, the words are from PFC. Dominick “Dom” Bart, part of the first wave of Operation Overlord.
The three videos recount the feelings shared by the men who jumped into occupied France, who drove other men onto the beaches through mine-filled waters, and the men who risked everything on those beaches to free the millions of Europeans who lived and died under the Nazi jackboot.
At times, they are equally hopeful and heartbreaking, a recollection of a rollercoaster of horrors and anticipation felt by those who fight wars. They are filled with the memories of young men who are encountering war and death, often for the first time, in a trial by fire that took them through one of history’s most extraordinary events, a battle that signaled the beginning of the end for one of the world’s most sinister monsters.
Soldiers aren’t likely to don space suits and blast off into space to fight an enemy, the head of Army Space Command said this week.
But the domain is going to play a big role in the way the Army trains and fights in the future, Lt. Gen. James Dickinson, commanding general of Army Space and Missile Defense Command, told reporters at the annual Association of the U.S. Army meeting in Washington, D.C.
“We need to make sure we’re going to be able to protect what we have in space,” the three-star said. “But I don’t think that lends itself necessarily to formations in space.”
Space as a future conflict zone led President Donald Trump to direct Pentagon leaders last year to create a Space Force. The U.S. has since stood up Space Command, a new unified combatant command that’s serving as a precursor to the future Space Force.
“Space is very important,” Dickinson said. “It’s gotten a lot of national senior leader attention over the last year or so, and the Army is excited to be part of that.”
The service is developing a new space training strategy, he added, which will likely be completed in the next three or four months. That could lead to changes across the force about how soldiers train for ground fights.
There are a lot of space-based tools on which soldiers currently rely, he said, that could be jammed or degraded by adversaries. The Army will need to place soldiers at the unit level who understand those risks and challenges.
“We need soldiers that are subject-matter experts who know about space in formations,” Dickinson said.
The Army’s upcoming training strategy could suggest how those formations will be organized, he said. It’s also going to outline how security challenges in space will affect future operating environments.
“The training strategy … will give you fundamentals on what we need to look for as far as environments we’re going to operate in and what we see in terms of those formations and who will be in those types of formations,” he said.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
Flight deck operations on an aircraft carrier have often been compared to a ballet. Sailors at work on a flight deck wear an assortment of colored jerseys to specify their job. The yellow shirt is one of the most coveted.
The aviation boatswain’s mates who work on the flight deck of the aircraft carrier USS Nimitz are directly responsible for the handling and maneuvering of aircraft as well as the safety of all personnel during flight operations. Any mistake or lack of better judgment can cause damage to equipment or injury to personnel on the flight deck.
“At first being a yellow shirt was scary, but now that I have some confidence, I would say there is a sense of pride,” said Petty Officer 3rd Class Melanie Cluck, an aviation boatswain’s mate. “On the flight deck, we are not only responsible for directing aircraft, but also for directing people. Normally, anyone who needs guidance on the flight deck looks for a yellow shirt. Safety of all the personnel on deck is a big part of our job as well. So we don’t only need to know our job, but everyone else’s as well.”
Before donning the sought-after yellow jersey, aviation boatswain’s mates wear blue jerseys to indicate that they are in a more junior status. These sailors are normally newer airmen who have yet to acquire all of the necessary qualifications. Their main responsibilities during flight operations include chocking and chaining, running elevators, and tractor operation.
“Being a blue shirt is hard work, but it makes you tough,” said Seaman Michael Lothrop. “It’s hot up there right now, and we work long days, but you have to be on alert at all times and ready to get the job done whenever you are needed.”
Blue shirts are normally covered in grease and always carrying something heavy, whether it be a chain, tractor bar, or chock. They play a big part in the maneuvering of aircraft on the flight deck because they do most of the hands-on work. During their time wearing blue, they learn the ins and outs of properly directing aircraft, which helps build the foundation of a high-performance yellow shirt.
The job requires attention to detail and an extreme amount of knowledge to be performed well. The training and the number of hours a sailor needs to put in to become a yellow shirt is impressive.
“There are two main qualifications you get as a blue shirt, but from there, it’s all about if your chain of command sees you have the initiative to take on being a yellow shirt,” Cluck said.
Earning the Yellow Shirt
Sailors must qualify as flight deck observers and learn directing and handling in addition to the qualifications all sailors are required to attain when they report to Nimitz. The requirements take roughly 12 weeks to complete. Sailors then take a written and oral test administered by the flight deck leading petty officer, assistant LPO, and any other yellow-shirt-qualified chief petty officers or first class petty officers who decide to attend.
Once sailors earn the right to wear the yellow jersey on the flight deck, they enter an apprenticeship period called “under inspection.” This means they need an experienced yellow shirt to help them along the way toward becoming an expert at their new job on the flight deck.
UI yellow shirts are always accompanied by a seasoned mentor who is observing every signal and decision they make.
“It’s a case-by-case basis on how long the UI process takes,” Cluck said. “The process is just there to make sure you fully understand what you are doing on the flight deck. It’s extensive work to say the least, but it helps you build character. The goal of the process is just to build you up to be the great yellow shirt you are supposed to be.”
Yellow shirts have to communicate through hand signals with pilots and other personnel working on the flight deck to safely move aircraft onto the catapults and off of the landing area.
“You have to be able to really get control of your aircraft and understand the pilot,” Cluck said. “It’s a gut feeling that you develop during your training. If you feel you need to slow the aircraft down, you can, and you start to learn when exactly to turn it. We have hundreds of hand signals we can use to take control of the aircraft on deck. The people in the pilot seats are officers, so you have to be professional, and every motion you make has to be crisp and precise to prevent accidents.”
The working environment of a yellow shirt is unlike anywhere else on the ship. The yellow shirt locker, or crew area, is on Nimitz’ flight deck. The tight-knit group of men and women spends their time out of the scorching heat joking, laughing, and preparing to launch multi-million dollar aircraft into the sky. It is here where the instructors of the world’s most dangerous ballet reside. It is here where the yellow shirts dwell, mentally preparing themselves to launch aircraft as their ship sits at the tip of the spear.
While women made strides during World War II and Korea to be integrated into the military, Vietnam felt like a step backward as the military initially resisted sending women into any career field to Vietnam.
Then, when the military realized they needed to rely on women from the medical career field, it was still a slow process to add more women to the fight. But as the years passed more women were sent overseas. Many women chose not to serve in the military but were civilians supporting various humanitarian agencies and covering news. While the primary field of the women who served overseas was nursing, there were a number of women outside the medical career field who made an impact on the war and helped lead changes for women in the military.
US Army Women
The first Army nurses arrived in Vietnam in 1956. Their primary job was to train the South Vietnamese nursing skills. The nurses would remain and grow in strength with approximately 5,000 women serving from March 1962 to March 1973. Five Army nurses died during the conflict, including Lieutenant Colonel Annie Ruth Graham and First Lieutenant Sharon Ann Lane.
In 1964, Gen William Westmoreland asked the Pentagon to provide Women’s Army Corps (WAC) members to help the South Vietnamese train their own women’s Army corps. In 1970, when WAC was at its peak, there were 20 officers and 130 enlisted women serving in Vietnam.
US Air Force Women
The Air Force leadership resisted sending women overseas. When the first Air Force Nurses arrived in Vietnam in 1966, it was out of demand and lack of men in the nursing career field. Once the door opened for women to be overseas as nurses, the door for other career fields opened up as well. Women quickly began to take over the duties that their male counterparts had been assigned. In 1967, the first Women in the Air Force (WAF) members served at the headquarters in Saigon. One of the first women in the Air Force to reach the rank of General, Brig Gen Wilma Vaught, ret, was deployed for Vietnam and served in Saigon for a year.
One Air Force nurse died. Captain Mary Therese Klinger died in a C-5 crash that was supporting Operation Babylift which worked to transport babies from orphanages to America for asylum and adoption. She was the last nurse and the only U.S. Air Force Nurse to die in Vietnam.
US Navy Women
The U.S. Navy Nurse Corps began to play an important role during the Vietnam War in 1963. And then in 1964 five Navy Nurses were awarded Purple Hearts after being injured during a bombing on Christmas Eve. They were the first women to receive Purple Hearts during Vietnam.
Only nine women outside the Nurse career field served overseas during Vietnam. The first, in 1967, was Lieutenant Elizabeth G. Wylie. She worked in the Command Information Center as part of the staff of the Commander of Naval Forces in Saigon. She would spend three to six days each month in the field taking pictures and gathering information. She was never under hostile fire and loved, “the opportunity to see the heart of the Navy at work.” In 1972, Commander Elizabeth Barrett became the first female Naval Line Officer to hold command in a combat zone.
Many women volunteered to go overseas but were not given a chance. Women were used within the Navy to backfill positions both at home and in Europe to allow more men to go overseas. Without them directly supporting the war effort, the Navy would have struggled to continue on.
US Marine Corps Women
Women Marines had a small presence in Vietnam. It wasn’t until March 1967 that the first woman Marine arrived in Vietnam. Master Sergeant Barbara Dulinsky was the first to arrive in-country and worked at Military Assistance Command, which was headquartered in Saigon. In total, women Marines in Vietnam normally numbered between eight to 10 enlisted members with one to two officers. There were a total of 28 enlisted women and eight officers between 1967 to 1973.
Military women were not the only women who went overseas to support the war effort. Civilian women worked for a number of organizations to support the war. The Red Cross, USO, Army Special Service and Peace Corps all relied on women to meet their mission. Other women came to Vietnam as foreign correspondents for news organizations. Georgette “Dickey” Chappelle was a writer for the National Observer and was killed by a mine while on patrol with U.S. Marines outside of Chu Lai in November of 1965. In total, 59 civilian women died during the conflict.
One thing to note about the women who served in Vietnam was that all of the women who served overseas were volunteers. They ranged in age from freshly graduated college students in their 20s to seasoned career women in their 40s. Finding the service records and the history of military women and civilians in Vietnam is like trying to piece together a puzzle with lots of missing pieces. Women did not expect special recognition and were just looking for a way to be a part of the fight. They didn’t stand out or request to be excluded; instead they fought to be part of the effort and we can’t forget their contribution and the lives lost.