If you’ve never heard of Max Uriarte, you’re in for a treat. He’s the Marine, writer, and artist best known for his comic Terminal Lance, which pokes fun at the Marine Corps from a grunt’s point of view. Now he’s teamed up with The Call of Duty Endowment to create the Call of Duty: “Night Raid” PlayStation 4 Dynamic Theme.
The Call of Duty Endowment “helps veterans find high quality careers by supporting groups that prepare them for the job market and by raising awareness of the value vets bring to the workplace.”
All proceeds from the sale of the Night Raid theme ($2.99) go directly to the endowment to help vets get jobs after service. The Call of Duty Endowment has placed over 57,000 veterans thus far. Their new goal is placing 100,000 veterans into high quality jobs by 2024.
Check out some of the awesome artwork below:
Call of duty Endowment night raid dynamic theme tier 3
Uriarte deployed to Iraq twice with 3rd Battalion, 3rd Marines. In 2007 he operated as a turret gunner out of Fallujah and in 2009 he was a combat photographer out of al Asad. His second deployment left a lasting impact on his civilian career as an artist — or, to be more specific, a Combat Artist.
“Combat Art is the act of capturing beauty in places you wouldn’t normally find it. It…exists solely for the purpose of creating art on the battlefield. When events are filtered through an artist’s eye, they capture things that maybe a camera does not, such as the feelings and emotion of the place or subjects. A photograph is objective — it shows reality. A sketch or a painting is subjective, it shows what the artist interpreted and what the artist saw that maybe no one else did (or could),” Uriarte told Fletcher Black of Activision.
U.S. Marine Max Uriarte (left); ‘Terminal Lance’ Marines Abe Garcia (right)
‘Terminal Lance’ strikes true with Marines — and vets from all branches — who’ve dealt with some of the…color…military service has to offer. The comic makes light of the tedium and nonsense that come with the job.
But Uriarte also has a serious side. His graphic novel, The White Donkey, was based on his combat deployment in Fallujah. His upcoming graphic novel, Battle Born: Lapis Lazuli, promises to be a visceral examination of the effects of war on an Afghanistan province.
Who better to design art for the Call of Duty Endowment than a combat-experienced Marine with an artist’s eye and a creator’s hand?
Call of Duty®: Black Ops 4: C.O.D.E. Jump Pack
You can also support veterans by grabbing the new Call of Duty®: Black Ops 4 – C.O.D.E. Jump Pack, which includes a special wingsuit, parachute, and trail. 100% of the proceeds will go directly toward helping veterans get jobs after their military service.
Check out both the Jump Pack and the “Night Raid” Dynamic Theme on your PlayStation!
“There’s a very unique bond between infantry soldiers not found in any other [career] in the Army,” Staff. Sgt. Leonard Markley, a recruiter in Toledo, Ohio, whose primary career field is infantry, said in a recent service news release. “It’s us against the world, and we as infantrymen all know about the hardships that come with this [career]: walking countless miles, sleep deprivation and rationed meals.
“Even when I see another infantryman walking by, I have respect for him and have his back, because we are brothers through all our hardships,” he added.
To qualify for the infantry, applicants must score a minimum of 87 on the combat line score of the Armed Forces Qualification Test and pass the Occupational Physical Assessment Test at the heavy level, according to the release.
Recruits attend a 22-week Infantry One Station Unit Training at Fort Benning, Georgia. During training, they will list their specific infantry job preferences, although assignments are determined by the needs of the Army. Upon graduation, soldiers are assigned as either an infantryman (11B) or an indirect fire infantryman (11C), the release states.
“The Infantry has instilled a work ethic in me that is noticeably different than my peers,” Markley said. “This work ethic and discipline will set me apart wherever I go after the military. It is the premier career for leadership and management development skills. I can go anywhere and be a successful manager in any civilian field.”
Until recently, Army recruiters were offering bonuses of up to ,000 for a six-year enlistment in the infantry. The Army began paying out hefty bonuses for infantry recruits in May 2019 to meet a shortfall of about 3,300 infantry training seats by the end of fiscal 2019. It was part of a sweeping new recruiting strategy launched at the beginning of fiscal 2019, after the service missed its fiscal 2018 goal.
Troops rarely get a say in anything. As a lower-enlisted, your opinion is often discounted and, not to burst any bubbles, as you climb higher, you’ll likely find more of the same. One of the rare exceptions, however, is in determining the conditions of your reenlistment.
Nine times out of ten, a reenlisting troop will say, “screw it, just give me the paperwork” without testing the limits of exactly how far a commander is willing to go to keep them in. Commanders can shoot down the silly requests, sure, but on rare, beautiful occasions, a troop will get exactly what they want.
These are a few of those moments:
(Photo by Petty Officer 2nd Class Laurie Dexter)
While putting out a fire
It makes perfect sense if you’re a firefighter to have your reenlistment in the middle of a simulated fire. The key word here is ‘simulated.’ If it wasn’t, you probably should focus on, you know, the task at hand.
(Meme via Decelerate Your Life)
On an anchor
This one seems fitting as you’re tying your career down for a few more years.
(U.S. Navy photo by James Woods)
Why reenlist before your jump or after you land when you can save time and take the Oath right in the middle?
(Meme via USAWTFM)
At a Gamestop
Deep down, we all know that dude’s reenlistment bonus is going towards video games. Let’s just cut out the middleman and hand the check directly to the guy behind the counter.
(U.S. Army Photo)
At a football game
You and your buddies might as well get free tickets to a football game while you give Uncle Sam a few more years of your life.
(Photo by Sgt. 1st Class Caleb Barrieau)
In the gas chamber
This may seem like a terrible idea, but with all that CS gas, you can try and pull the “I didn’t make the oath. I was coughing too much!” line if you change your mind.
Protip: It won’t work.
At the South Pole
On the bright side, they got an Antarctica Service Medal in exchange for giving a few additional years to Uncle Sam.
(Photo by Bruce Howard)
By Jon motherf*cking Bon Jovi at the One World Trade Center
I’m not even mad. This is just impressive. She forever has a one-up on anyone trying to out do her reenlistment.
“You just want a reenlistment on the bow of the ship? Oh, that’s neat…”
The US has successfully identified two American service members from among the remains North Korea returned in July 2018 as part of the agreement signed by President Donald Trump and North Korean leader Kim Jong Un in Singapore.
“We will notify the family first,” John Byrd, the director of scientific analysis at the US Defense POW/MIA Accounting Agency explained to Reuters Sept. 10, 2018. The two US service members, who were identified through DNA analysis and historical documents, are believed to have died in late 1950 in an area near the Chongchon River, where US forces suffered heavy losses during the Korean War.
The fight where the two service members likely died was characterized as a “huge battle,” as an estimated 1,700 missing US troops are suspected to have fallen there.
“One of the reasons that we were able to identify them so quickly [was because their remains] were more complete than usual so it gave us more to look at and narrow down the identity with,” Byrd told The Wall Street Journal. One of the deceased is presumed to be African-American.
The condition of some of the remains is decidedly better than that of others.
The honor guard assigned to the U.S. Indo-Pacific Command move a flag-draped case from a U.S. Air Force C-17 Globemaster III aircraft during an honorable carry ceremony at Joint Base Pearl Harbor-Hickam, Hawaii, Aug. 1, 2018.
(U.S. Air Force photo by Senior Airman Apryl Hall)
Researchers and analysts at Joint Base Pearl Harbor-Hickam in Hawaii have so far sampled 23 of the 55 sets of remains returned in late July 2018. The US military estimates that more than 7,000 US troops who lost their lives during the Korean War remain unaccounted for. The US is still in talks with North Korea on the return of additional sets of remains of US war dead.
A United Nations Command delegation led by US Air Force Major General Michael Minihan met with North Korean officials at Panmunjom Friday to discuss “military-to-military efforts to support any potential future return of remains,” AFP reported Sept. 11, 2018.
The return of the remains is probably the most visible and concrete achievements of the president’s summit with the North Korean leader, as denuclearization talks appear to be at an impasse. Despite setbacks in the nuclear negotiations, North Korea has maintained its moratorium on weapons testing, has toned down its rhetoric, and attempted to downplay the threatening nature of its arsenal, as was evidenced by its decision not to feature ICBMs in its most recent military parade.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The Russian military isn’t really known for having a gentle touch, so it should come as no surprise that their counterterrorism operations training is really tough. But just how tough is borderline insane.
Russia’s Federal Security Service, called the FSB – and successor to the KGB – shoots their agents center mass to give them confidence in a terrorist-controlled situation where bullets might be flying by their heads.
The trainees, wearing body armor, absorb a few round before fire shots back at the target. In the video below, the guy in front of the target is Andrei, an FSB operator, who doesn’t flinch as three rounds zing by his head.
Andrei has clearly been through this confidence training before. As a member of the FSB Alpha Team, he’s part of Russia’s dedicated counterterrorism task force. If you’ve ever heard about how the Russians respond to terror attacks, you know they don’t mess around. And they train like they fight.
The ammo is standard ball ammunition; the vest appears to be a standard soft vest with ceramic plates. The host of the show, Larry Vickers, is a retired American special operator who is now a firearms consultant and the star of TAC-TV on YouTube.
Military families can wait up to 49 weeks for burials of loved ones at Arlington National Cemetery (ANC) because of the high demand for graveside ceremonies and the increasing mortality rates of older veterans, according to a Pentagon Inspector General’s report.
The system in place for scheduling and conducting burials is suited to the task, the IG’s report states, but the sheer volume of family requests routinely exceeds “the resources available on a daily basis for the conduct of burials,” including honor guards and chapel availability.
In addition, the advanced age of veterans from World War II, Korea and Vietnam leads to more requests for burials than can be handled on a daily basis, states the IG’s report, released in May 2019.
Delays in families’ completion of required documents, and decisions regarding the type and timing of burial service, can also add time between the request and burial, according to the report.
U.S. Marine Corps Sgt. Katie Maynard salutes as a casket is lowered during a funeral ceremony at Arlington National Cemetery Oct. 24, 2013.
(DoD photo by Cpl. Mondo Lescaud, U.S. Marine Corps)
As a result, “burial services at the ANC can result in a 6- to 49-week wait from the initial contact to the conduct of the burial ceremony,” the IG’s report states.
As of September 2018, there were 3,471 burial requests in process at Arlington — 3,259 for cremation services and 212 for casketed services, according to the report.
Arlington has the capacity for 30 burials per day, but the military teams available for Full Military Funeral Honors services also have responsibilities for other ceremonies in the National Capital Region and can conduct only about eight per day at ANC, the report states.
The 59-page report examined the operations and management of ANC and the Soldiers’ and Airmen’s Home National Cemetery (SAHNC) in Washington, D.C. — the two national cemeteries in the nationwide system of military cemeteries. There are also 36 other cemeteries run by the service branches.
Arlington National Cemetery.
(DoD photo by SSG Sean K. Harp)
The report found that major reforms at Arlington had corrected the mismanagement that led to scandals over missing markers and missing remains in 2010.
As of late 2018, Arlington was the final resting place for more than 375,000 decedents and had space available for 67,000 more, the report states. The IG’s office took a random sample of 553 burials and 145 available spaces and “found no accountability errors in the records.”
At SAHNC, the burial site for more than 14,000 veterans, the report found five errors in a random sample of 290 burials and 62 available spaces.
In two cases, the names of the decedents were not on the grave marker at the corresponding location in the cemetery. In two other cases, what were coded as empty plots in the database actually contained decedents.
In the fifth case, the location of the decedent in the database did not match the location of the headstone, according to the report.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
The Littoral Combat Ship program has had a rocky history, characterized by many ups and downs. USS Freedom (LCS 1), a variant designed by a team led by Lockheed, notched one of the highs during a 2010 deployment to Southern Command, during which it quickly racked up four drug busts. Unfortunately for the LCS, for every high, there have been many lows.
Both the Freedom- and Independence-class vessels experienced many breakdowns. Last year, one ship got iced in. Additionally, the basic armament suite just doesn’t pack that much of a punch — the littoral combat ships have a single 57mm gun, a launcher for the RIM-116 Rolling Airframe Missile, a few M2 .50-caliber machine guns, and an MH-60R Seahawk.
The littoral combat ship USS Freedom (LCS 1) conducts flight deck certification with an MH-60S Sea Hawk helicopter assigned to the Sea Knights of Helicopter Sea Combat Squadron (HSC) 22.
(U.S. Navy photo by Mass Communication Specialist 2nd Class Nathan Laird)
That kind of firepower isn’t bad for a Coast Guard cutter, but for a warship, it’s just wimpy. By comparison, Oliver Hazard Perry-class frigates (which the littoral combat ships were to replace) pack a Mk 13 missile launcher that typically carries 36 RIM-66 Standard SM-1 surface-to-air missiles and four RGM-84 Harpoon anti-ship missiles, a 76mm gun, two triple 324mm torpedo tube mounts, and a Mk 15 Phalanx close-in weapon system in addition to an MH-60 helicopter.
As a result, the Navy has cut the LCS program from 52 vessels down to 40. Now, the Navy wants to buy guided-missile frigates. To that end, Lockheed is putting forth a version of the Freedom, called the “Freedom Frigate.” In essence, this is a LCS that will have a lot more firepower.
For starters, it will pack at least 16 cells in a Mk 41 vertical launch system and be able to fire RIM-162 Evolved Sea Sparrow Missiles, the Standard family of surface-to-air missiles, RUM-139 Vertical Launch ASROCs, and BGM-109 Tomahawk cruise missiles. Not only that, the new FFG(X) will also pack eight anti-ship missiles and countermeasures against enemy missiles and torpedoes.
This model at the SeaAirSpace expo in National Harbor, Maryland shows some of the upgraded firepower that the FFG(X) variant of the Freedom-class littoral combat ship will pack.
The Navy plans to pick its new FFG in 2020. The Freedom is facing off against four other contenders, including one from Spain.
Days after President Vladimir Putin threatened the US, a Russian state TV channel pinpointed places in the US that Russia would target in a nuclear war with its new Zircon missile, said to travel at up to nine times the speed of sound, according to Reuters.
The targets listed in Russia-1’s broadcast on Feb. 24, 2019, were the Pentagon, Camp David, Jim Creek Naval Radio Station in Washington, Fort Ritchie in Maryland, and McClellan Air Force Base in California, according to Reuters and the Russian media outlet Sputnik. The latter two have been closed for about two decades, making them odd choices, Sputnik said.
Russia-1 claimed that the Zircon missile Russia is developing could strike critical US targets less than five minutes after launch, Reuters reported. Fired from a submarine, a hypersonic weapon can cover great distance very quickly; however, Russia’s claims concerning its new weapon are impossible to verify.
Tensions have been flaring between the US and Russia since the two countries in early 2019 walked away from the Intermediate-Range Nuclear Forces Treaty, a Cold War-era nuclear arms agreement that NATO and the US have accused Russia of violating. Observers have said the collapse of this bilateral pact risks escalating an arms race between the two nuclear powers.
Russian President Vladimir Putin and United States President Donald Trump.
Russia is particularly concerned about the possibility that the US will position new missiles in Europe. Washington has said it has no plans to do so, but its backing out of the treaty frees it to develop and eventually deploy these weapons to Europe if it deems such actions necessary.
Putin had claimed Russia would respond to any US move to deploy missiles closer to Europe by sending its missiles closer to the US, a threat that the US State Department dismissed as propaganda.
In his state-of-the-nation address on Feb. 20, 2019, Putin threatened to target countries housing the missiles and US decision-making centers with new weapons if the US were to take that step.
It was during that speech that the president unveiled the Zircon missile, a hypersonic weapon he said could fly at nine times the speed of sound and strike targets 620 miles away.
Putin also said Russia was ready for a “Cuban missile-style crisis” if the US wants one, adding that Russia could arm its submarines with hypersonic weapons and let them lurk off the US’s coast, Reuters reported.
Revenge is a dish best served cold — but it doesn’t always require bloodshed.
On the early morning of July 11th, 1804, two rivals met in the forest outside Weehawken, New Jersey. This bitter reunion was years in the making, as Alexander Hamilton and Aaron Burr finally said enough was enough and decided to settle their differences via a now-famous duel.
The former Secretary of the Treasury missed but the sitting Vice President of the United States did not. Hamilton was shot in the lower abdomen, mortally wounding him. He would die the next day.
Most Americans know this story — but they might not know about the sequel.
After he was shot, Hamilton was ferried into the nearby Greenwich Village and was paid final visits by his friends and family. Among them was his son, Alexander Hamilton Jr., a budding student of law.
This wasn’t the first death in the family as a result of dueling. Hamilton’s eldest son, Phillip, had fallen in a duel to George Eacker, a lackey of Aaron Burr, after Eacker singled out the Hamilton family at a Columbia College commencement ceremony. Eacker’s spite-filled speech contained damning phrases like, “the mistakes of the father are often visited upon the son” as he stared directly toward oldest Hamilton boy. Philip died defending his family’s honor on the same dueling grounds his father would lay upon just three years later.
(Photo by Billy Hatorne)
Alexander Hamilton Jr.’s father was killed just weeks before his graduation from Columbia College. According to the Saint Andrew’s Society, the death held him back and he didn’t graduate on time. But this wasn’t the only toll the deaths of Alexander Sr. and Phillip Hamilton would take on the family. Elizabeth, the matron of the Hamilton family, had to sell off their Harlem estate while Angelica, Alexander Jr.’s sister, suffered a mental breakdown from which she never recovered.
Stricken with sadness, he did what any good American lost in emotions would do — he joined the military. The young Hamilton sailed to Spain in 1811 and fought under Arthur Wellesley, 1st Duke of Wellington, against Napoleon’s forces. There, he learned military strategy.
(Painting by Thomas Lawrence)
Meanwhile, Aaron Burr fled the country after he was charged with treason for his conspiring to fabricate a war between Spain and Mexico so he could found a new country consisting of the Spanish territory of Florida, the Louisiana Purchase, and the American Southwest. Now a political outcast, he first sought aid from Britain and, when he found no success there, he sided with Napoleon — coincidentally around the same time period Hamilton Jr. was fighting him.
Hamilton Jr. would later use his new-found military knowledge during the War of 1812 as an infantry captain. This gained the attention of his father’s old friend, General Morgan Lewis. Burr, on the other hand, found his political career destroyed and became penniless after his journey to find new roots.
After the war, Hamilton Jr. returned to a life as a lawyer — just as his father and older brother before him did — and would eventually take a seat as a New York state legislator. His prowess in the courtroom landed him the role of United States attorney for the newly formed Eastern Florida territory in 1822. There, he helped shape Florida into an American state.
Years passed and the Hamilton finally returned to New York City. There, he started selling real estate and became a leading name in Wall Street. He used his own money and what remained after his mother’s sale of their Harlem estate to buy his mother a new home on the East side.
Meanwhile, the poverty-stricken Burr took on a new surname of “Edwards” to avoid creditors and to hide from his treasonous past. This is when he married the newly widowed and then-richest woman in America, Eliza Jumel. It’s said that his intentions of preying on her were entirely monetary. Quickly, he tried to use her money to purchase land in Mexican Texas — which was made worthless when the immigration of US citizens was outlawed.
Only four months into the marriage, Burr committed adultery many times and mismanaged almost all of Jumel’s enormous fortune. She did what any reasonable person would do after such a situation: She filed for divorce in 1833.
It was unclear how it happened, exactly, but Alexander Hamilton Jr. came to Jumel’s aid as her attorney in the divorce proceedings. At this point, Hamilton Jr. had lived a long and fulfilling life. He had been the one of the country’s best lawyers, a fantastic military mind, and a New York real estate tycoon. By all logical conclusions, this case should have been leagues below his status — but he took it on anyways.
The divorce court dragged on for almost three years. Hamilton brought every misdeed done by Burr to light. During the trial, Burr suffered a debilitating stroke but, by the end, Burr had been stripped of everything. Eliza Jumel and Alexander Hamilton Jr. took what remained of his money, his health, and his legacy.
Just hours after the divorce was finalized, Burr passed away. He spent his last moments knowing that the son of the man he killed succeed in nearly everything he did, including taking everything away from him in return.
Marines are a tribe of warriors, plain and simple. When it comes to warfare, there are very few enemies (if any) that Marines couldn’t match up against. No matter the situation, no matter the circumstance, we give the enemy an absolute run for their money and make them remember why we have the reputation we do. Extra-terrestrial invaders are not exempt from this rule.
Marines don’t care where their enemies come from — whether it’s another continent or another galaxy, these hands are rated “E” for everyone. In fact, some might say we’re pioneers of equality when it comes to kicking asses.
Here’s why Marines would destroy an extra-terrestrial invasion:
Spoiler alert: It doesn’t end well.
(U.S. Marine Corps photo by Lance Cpl. Mark W. Stroud)
1. We make do with less
The Marine Corps budget must be the smallest of all the armed forces. At least, that’s how it seems when you consider how broken everything we use is. Still, we care not. If you pick a fight with us, we’ll use sticks and stones if we must — and don’t even ask what happens when we mount bayonets…
If you think things like plasma weapons and shields will stop Marines from reaping alien souls — you don’t know Marines.
Aliens would go home sharing war stories about the bushes speaking different languages.
(U.S. Marine Corps photo by Cpl. Brendan Custer)
2. We’re experts at unconventional warfare
Do you think Marines like setting ambushes and using explosives to cripple an enemy just before we dump an entire ammunition store into them? If you answered with an enthusiastic “yes,” you’re correct (We would have also accepted “f*ck yeah!”). We love ambushing and we’re great at it.
We’ll make those alien scumbags regret ever coming into orbit.
There’s a reason we’re called “Devil Dogs.”
(U.S. Marine Corps photo by Lance Cpl. Bryan G. Carfrey)
3. We exhibit savagery on the battlefield
Marines have made a history of striking fear into the hearts of enemies on the battlefield. It doesn’t matter if we’re outnumbered or surrounded — we’ll just shoot our way out of it. Cloud of mustard gas? Pfft, slap that gas mask on and mount your bayonet ’cause we’re storming the trenches.
Even if the aliens defeat humanity overall — they’ll be talking about how scary it was to face off against a battalion of Marines for millennia to come.
(U.S. Marine Corps photo by Lance Cpl. Nathaniel Q. Hamilton)
4. We’re expert marksmen
Every Marine is trained to be an expert marksman. Even our worst shooters are still substantially better than the average soldier Joe with a gun. Our skill with rifles would sure pay off in a war against alien invaders as their tech might force us to avoid close-quarters engagement.
But our skill with weaponry doesn’t end at the stock of a rifle. If they force us into CQC, we’ll give them a run for their money there, too.
We won’t stop fighting.
(U.S. Marine Corps photo by Sgt. Zachary Orr)
5. We are resilient
No matter what, Marines will not stop fighting. If we’re given a task or a mission, we’ll see it through to the very end. Even if we’re beaten at first, we won’t give up on the mission — or each other. Conquest-driven aliens may have forced other species to their knees, but they won’t find any quit in Marines.
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.
In the summer of 2011, Marine Gunnery Sgt. David Smith was out riding his motorcycle about a block away from his home in San Diego when something absolutely terrible happened — he was viciously rear-ended by an SUV. Witnesses report that a Chevrolet Blazer hit the Marine and quickly fled the scene. And he was left internally decapitated.
The horrible crash left Smith with extensive damage to his spinal cord and deadly internal bleeding. When the paramedics arrived at the scene, the Marine was unresponsive, so they initiated spinal-damage protocol and effectively stabilized his neck and provided him with oxygen.
(Photo by Vanessa Potts)
He was rushed to the hospital where a team of medical professionals, led by Dr. David Cloyd, put Smith through several tests to better identify his exact injuries. An MRI showed that Smith had suffered from an internal spinal decapitation. Once the results were confirmed, the medical staff devised proper treatment for the Marine, who served in both Iraq and Afghanistan.
Their goal was to stabilize Smith’s delicate vertebrae, working extremely carefully to avoid doing any additional damage to the spinal cord. Doctors were unsure if Smith would ever walk again.
Approximately 10 days later, Smith was rolled into surgery where highly-trained doctors and nurses fused three of his cervical vertebrae back together — a very complicated procedure.
(Photo by Marine Lance Cpl. Crystal Druery)
Courageously, just two days later, Smith managed to generate enough strength to take his first steps since the horrible crash. This compelled the strong Marine to begin his pain-filled physical therapy process, through which he hoped to regain his old strength.
After three short weeks, Smith walked out of the Palomar Medical Center and straight into the medical history books as one of the very few, lucky individuals to have recovered from internal spinal decapitation.
The drunk driver who fled the scene was found and sentenced to four years and four months in prison.