For the first time in 14 years, one of the most iconic planes in American history has earned its wings.
Restorers have reattached the wings to the B-17F Memphis Belle, under restoration at the National Museum of the U.S. Air Force. Wednesday, the museum provided a behind-the-scenes look as aircraft workers reattached more pieces to the bomber’s wings in preparation for a public unveiling next year.
“It’s amazing,” said Casey Simmons, a restorer who has labored on the project since 2008 . “I don’t know if there’s words that really say it because you’re little and you build this kit as a little model (airplane) and now you’re actually doing the real thing.
“My favorite part about working on it is just the fact that I get to work on it,” added Casey, 36, of Dayton. “It’s the Memphis Belle. It’s one of the most famous planes. Everything about it, it doesn’t seem like a job. It’s what I’d be doing in my free time if I got to do whatever I wanted to do.”
The Army Air Forces plane is set to make its debut among fabled aircraft inside the World War II gallery at the museum on May 17, 2018, the date that marks the 75th anniversary of the 25th and final wartime mission of the storied bomber that battled Nazi Germany.
The final crew and the bomber gained fame on a nationwide wartime bond tour, which stopped in Dayton, and for a 1944 movie “Memphis Belle” that documented its combat exploits over Europe.
“The big significance of the Belle is it’s an icon and it represents those heavy bomber crews that helped win the war against Germany,” said Jeff Duford, a museum curator.
The Memphis Belle will sit as the centerpiece of a large-scale exhibit on strategic bombing. Archival footage of the historic plane’s missions retrieved from the National Archives, crew artifacts flown in combat and interactive screens will tell the tale of thousands of bombers and their crews in the bloody aerial battles that killed more airman than any war American airmen have fought in.
Crews have roughly 13,000 hours of work left, said Greg Hassler, restoration supervisor. The museum was not able to provide a cost estimate or how many hours workers and volunteers labored so far to bring the Belle back to its former end of combat luster.
Restorers have labored to meticulously off and on to scrape paint, bend metal and fabricate parts since the Boeing built-bomber arrived in 2005 hauled in on a truck from near Memphis, Tenn.
“You get lots of parts and boxes and things that aren’t marked and it’s trying to figure out where things go (you) look at the drawings and it’s like a puzzle,” Simmons said.
The plane will be repainted to reflect how it looked at the end of its combat bombing runs and before flying across the nation on the war bond tour, Duford said. The paint on the plane today is not the original markings, he said.
“The skin all over the the fuselage is engraved with the names when it went on its war bond tour so you want to try and keep all that as much as you can because if you replace that, that’s history gone,” Simmons said.
The reborn Belle will have a woman in a red dress on one side of the plane and in a blue dress on the other side of the nose to reflect the original look. A row of swastikas added for the war bond tour will be removed because they weren’t on the bomber immediately after it finished its days in combat, Duford said
The wings were last attached in 2003, officials said.
When a Taliban murder-suicide bomber killed two American troops with the 82nd Airborne Division, it particularly hit hard for one family. According to an Army Times report, the solider, Specialist Chris Harris, 25, of Jackson Springs, North Carolina, left behind a wife, Britt, who was expecting their first child.
The Defense Department reported that the August 2 attack that killed Spc. Harris also killed Sgt. Sgt. Jonathon Hunter, 23, of Columbus, Indiana ,and wounded four other troops. Both Harris and Hunter were with the 2nd Battalion, 504th Parachute Infantry Regiment based at Fort Bragg.
An online fund-raiser was launched on Aug. 3 on the crowd-funding site GoFundMe.com to help Britt keep a handle on bills and other expenses. As of 9:53 AM Eastern time on Aug. 4, the online fundraiser for Mrs. Harris had raised $35,570 from 782 donors.
The online fundraiser is not the only fundraiser on the way for Britt and her unborn child. According to the VA website, Serviceman’s Group Life Insurance offers a $400,000 death benefit for a monthly premium of $29.00.
While those benefits will kick in, words from the GoFundMe page still apply: “During this time, money should be the absolute least important thing on [Britt’s] mind. If you feel it in your heart to donate to this cause, it would be kindly appreciated.”
There’s a reason certain areas of the South China Sea are hotly disputed. There are an estimated 11 billion barrels of oil just waiting to be tapped down there. There are also 190 trillion cubic feet of natural gas reserves.
While many countries lay claim to the vast petrochemical fields underneath the South China Sea, including Brunei, Indonesia, Malaysia, the Philippines, Taiwan, and Vietnam, only China has the economic and military might to build man-made islands there – and then militarize those islands with scores of troops.
The latest military forces China is sending to the region is a first for the Chinese Communist Party: its very own, home-built aircraft carrier, the Shandong.
Until those areas of the South China Sea claimed by China are officially recognized as belonging to anyone, the United States Navy will continue to conduct “Freedom of Navigation” missions right through those areas, daring China or anyone else to do something about it.
U.S. Navy ships routinely enter the areas closest to the Spratly and Paracel Island chains, just two of many archipelagos which have either been artificially increased in size by China or have been completely constructed by the communist nation. China has artificially added 3,200 acres of land to the sea in the past decade.
While China has as many as 27 military outposts spread out among the islands of the South China Sea, with various ports, airstrips, aircraft and anti-air defenses, the United States sends its combat ships on these exercises on a regular basis because much of the world doesn’t recognize the legitimacy of Chinese claims on the region.
Freedom of Navigation through the disputed area is important because the area claimed by China covers an important sea lane. Conservative estimates say at least $3.3 trillion of shipping per year runs through those lanes, along with 40% of the global supply of natural gas.
The Chinese carrier Shandong recently departed its homeport of Sanya for the South China Sea to conduct exercises in the disputed areas. The ship finished construction just two years ago and is still in its testing phases according to Chinese news outlet Eastday.
Shandong is replacing China’s other carrier, the Soviet-built Liaoning, as the latter returns to its homeport for maintenance. China complained about the presence of a U.S. Navy destroyer, the USS Mustin, accusing the destroyer of conducting illegal reconnaissance operations on the Liaoning.
The United States Navy says everything the Mustin was doing in the South China Sea was legal. The U.S. Navy has increased its presence in the area by as much as 20% over the past year. It flew at least 65 reconnaissance missions in the South China Sea in April 2021, according to Chinese military think tanks. The Chinese Navy has responded with a 40% increase in naval presence.
Despite the tensions in the region, the proximity of the two navies’ ships is unlikely to spark any kind of international incident. Both countries’ military forces conduct routine exercises there, regardless of the outrage or complaints they elicit from one another’s governments.
The United States is determined to prevent military escalation in the region as claimants to the territory, especially the Philippines, turn up the heat on their rhetoric.
Disputes over the region are also unlikely to disappear anytime soon. Though the United Nations and the Permanent Court of Arbitration at The Hague have ruled against each and every Chinese claim on the area, China refuses to acknowledge the courts’ authority on the issue.
After the bodies of ten American airmen in their B-24 Liberator were found in the Mao’er Mountains in a remote area of central China, the local villagers did the most extraordinary thing: They banded together to dig an entirely new road to make sure those airmen could be retrieved and returned to their families.
In 1997, the remains of these World War II-era airmen were repatriated to the United States from China. The bodies were entombed in the B-24 where they died, at the very top of China’s tallest mountain, impassable by most. But Chinese farmers on the hunt for herbs came across the rusted sarcophagus in October 1996.
From that day on, it was the mission of the locals to get these ten airmen home.
The summit of Mao’er Mountain is not the easiest place to get to.
Some 52 years before they were found, the ten airmen were flying their second mission in complete darkness. They had just come from a successful raid against Japanese ships of the coast of Taiwan in August, 1944. They could not have predicted they were about to run into the 6,000-foot-tall mountain.
The crash spread debris across the mountain’s dangerous steep and slippery slopes, where it all stayed exactly as it landed for more than half a century before the two farmers came across the wreckage. When discovered, Chinese officials sent video and photo of the site to then-President Bill Clinton. In a show of gratitude for the United States’ wartime efforts, 500 locals of Xingan County banded together for two months to cut a path and dig a road to the crash site so the bodies could be extracted.
American C-47 carrying supplies for Chinese troops. Flying the mountains in China was dangerous for even the more experienced pilots.
By January, 1997, a team of forensics experts from the U.S. POW/MIA Office were able to traverse the mountain path the the site. It was still a treacherous climb, but the road made it all possible. Without the locals’ effort, getting the remains of the airmen back to the U.S. would have been nearly impossible.
“Fifty years ago these brave young men scattered their blood over this beautiful region,” Liang Ziwei, director of foreign affairs in Xingan told a group of assembled reporters.
Identified by their dog tags, they were indeed young – the youngest was just 19 and the oldest was only 27. Their families were notified and the remains sent to Hawaii for official identification.
Here we go. Rounding out the list of the most patriotic, most ‘Murican moments of every U.S. Presidency are the presidents of our age, numbers 35 through 44. Abraham Lincoln is already the all-time best, James Buchanan is the all-time worst — and no one gives a sh*t about Rutherford B. Hayes.
Since we’re approaching today’s era, it’s important for me to remind you all that We Are The Mighty is an apolitical organization and the last time we sided with a political party, the Whigs dissolved like… a week later. This is about America, and no matter how much you dislike(d) one of our Chief Executives, they all led the country to moments of American Glory.
This list is for the Presidents who have completed their time in office, so Trump won’t be on here — perhaps his most patriotic moment is yet to come.
John F. Kennedy
JFK’s time in office was tragically cut short, but his effect on American life is one that endures for the ages. In May, 1961, he addressed Congress to discuss America’s urgent national needs. In that speech, he challenged the United States to send a man to the moon and return him safely to Earth before the end of the next decade — calling for a plan that would find success after Kennedy left office (if he had lived).
But it wasn’t just that challenge that inspired America. It was Kennedy’s re-assertion of that challenge the next year while speaking at Rice University where he described the spirit of the United States. This is where he delivered the immortal line about why the United States takes on challenges like going to the moon — “not because they are easy, but because they are hard.”
Lyndon B. Johnson
Lyndon Johnson was a man of action, ready and able to push business through the political machine of the United States Congress at any cost. This made Johnson an extremely capable Chief Executive, whether you liked him or not. In the middle of the Cold War, during the very hot Vietnam War, amidst all the cultural revolutions that swept the U.S. in the 1960s, everyone could count on calm, collected leadership in the White House.
But his most American moment was forcing the passage of Civil Rights Acts through a Congress that didn’t always agree with that kind of legislation. Johnson, a Texan and devout Christian since age 15 believed in equal rights for all Americans and that it was the duty of Christians everywhere to deliver social justice in God’s name. So he put his infamous temper to work to pass Civil Rights legislation, even though it cost him and his party dearly.
Richard Nixon took office during one of the most tumultuous times in American history ever. The year 1968 was a turning point for the people and culture of the United States and, despite his overall failure to maintain the solemnity of the office of president, Richard Nixon wasn’t a bad president at all. Had he not tried to cover up his role in the Watergate Scandal, he might have been remembered more fondly by history.
But while he was in office, he was the master of American foreign policy and used his skill to manage the Soviet Union and Communist China (which, by this time, were much less than friends) and use them to bring North Vietnam to the negotiating table. Where Soviet leader Leonid Brezhnev trounced Kennedy in their first meeting, he couldn’t kick ol’ Nixon around. And, as they still say sometimes, “only Nixon could go to China.”
This is how cool you think you look while smoking a pipe. You don’t, but he does.
Ford is, interestingly, the only President who was never elected to the White House. He ascended to the vice-presidency after his predecessor, Spiro Agnew, resigned in 1973 and became president the next year. Ford’s most American moment will also forever be his most controversial. As representative, as house speaker, and as vice president, Ford faced very little (if any) in the way of scandals, but one of his first acts as President was to pardon Richard Nixon for any wrongdoing associated with Watergate.
My fellow Americans, our long national nightmare is over. Our Constitution works; our great Republic is a government of laws and not of men. Here, the people rule. But there is a higher Power, by whatever name we honor Him, who ordains not only righteousness but love, not only justice, but mercy. … let us restore the golden rule to our political process, and let brotherly love purge our hearts of suspicion and hate.
The pardon was highly controversial at the time but history proved President Ford correct, so much so that incoming President Jimmy Carter thanked Ford for it as his 1977 inauguration.
“For myself and for our Nation, I want to thank my predecessor for all he has done to heal our land.”
President Jimmy Carter is considered an unsuccessful President by most – including the former President himself. Carter always said his post-presidency was way more successful than his presidency. Carter’s administration was plagued by high inflation, an inherited energy crisis, and, of course, the Iran Hostage Crisis.
Carter’s most American moment came when he was originally supposed to address the nation about energy for the fifth time. Instead of rehashing what he’d said before, Carter laid out everything that was really plaguing the United States: mistrust in government, disrespect for American institutions, petty Washington politics, failures of his own leadership — a crisis of confidence. He told Americans the sad truth, unusual for a politician seeking re-election to any office.
This is not a message of happiness or reassurance, but it is the truth … and it is a warning.
But Carter also discussed how Americans could best the Crisis of Confidence. The Chief Executive and baptist minister implored Americans to have faith — faith in each other, faith in American institutions, and faith in our ability to govern ourselves. Although the speech was initially well-received, the “malaise” speech was a downer and came to be associated with his failed presidency.
President Reagan was elected in a landslide over Carter, whose Presidency was marked by economic trouble and hostages in Iran, which Carter seemed impotent to free. Reagan offered Americans a new morning, augmented by his near-trademark humor and sunny disposition.
The only people who seldom saw that disposition were the Soviets, who were often on the receiving end of Reagan’s stellar speech-making abilities. Nowhere was this more apparent than during a speech late in the President’s second term where Reagan spoke at the Brandenburg Gate, site of the infamous Berlin Wall, and called out Soviet leader Mikhail Gorbachev’s new openness policy, saying if he truly desired peace he would come to the gate and “tear down this wall.”
George H.W. Bush
President Reagan’s Vice-President George H.W. Bush was Reagan’s successor who handily won the election of 1988. But during the run-up to the election, Bush — a World War II aviator and former head of the CIA — was labeled a “wimp” by Newsweek Magazine.
Yet, when Iraqi troops poured across the Kuwaiti border and the rest of the world told him sanctions would bring Saddam to his knees, it didn’t take the President long to decide to check Saddam Hussein’s aggression. He moved so many troops to Saudi Arabia to prevent an Iraqi invasion that an offensive move seemed imminent. In 1991, Desert Shield switched to Desert Storm and expelled the Iraqis from Kuwait in some 40 days. Not only were the United States and her allies victorious, the looming shadow of military failure in Vietnam was broken.
Love him or hate him, no one felt the pressure of partisan politics like Bill Clinton. After the 1992 election, his party controlled the White House and the Congress but two years later, he felt a wave of pressure as the opposition swept Congress in the midterms. To say the rest of his time in office was “rocky” would be the understatement of the century.
Still, despite the scandals that rocked his administration, Clinton was the first real post-Cold War president and his administration was the first to deal with being the world’s only superpower. Though he faced serious foreign policy challenges over eight years, he used the opportunity to turn attention to America’s domestic issues, including child health care, federal investment in local law enforcement, and securing a balanced budget (and surplus) before leaving office.
George W. Bush
Another “love him or hate him” President, the younger Bush was able to enjoy the Pax Americana for just a few short months before the whole world changed before all our very eyes. George W. Bush was known for a lot of things, but being a fantastic public speaker was not one of them — few would ever dispute that fact. But his most American moment came right after the attacks that changed the world, when he was trying to talk to the American people.
Bush was in the middle of a speech at Ground Zero, delivering his perspective on where the United States would go from here, when, from the background, people complained of not being able to hear what he was saying. Bush’s off-the-cuff response was just f*cking great.
The election of Barack Obama was a historic first that foretold a shift away from the policies of the previous administration. But there was one policy of the United States that remained unchanged since the years of Bill Clinton – the hunt to capture or kill Osama bin Laden.
The day finally came on May 1, 2011. Then, President Barack Obama was able to inform Americans that forces of the United States finally got to the world’s most wanted terrorist. Jubilant crowds gathered everywhere, not just in front of the White House, but at baseball games, at Times Square, and in towns across America. If you’re not a fan of Obama’s measured tone and think it calls for more celebration, you can see what happened when John Cena broke the news to WWE fans in Tampa, Florida at about the same time.
There are two primary ways to end up a hero on the battlefield: either slay the enemy in such stunning numbers that even Frank Miller starts to think the story sounds exaggerated, or else place your own body in harm’s way repeatedly so as to save the lives of friendly forces (bonus points for doing both).
These six men put themselves in mortal danger to rescue their peers.
Airman 1st Class William Pitsenbarger poses with his M-16 in front of a rescue helicopter.
(National Museum of the U.S. Air Force)
1. Air Force pararescue joins the ground fight under mortar fire
On April 11, 1966, an Army company became separated and found itself under fierce fire. With mortars landing in their perimeter and machine gun fire racing in, the casualties started to mount. When Airman 1st Class William Pitsenbarger arrived for the wounded, it quickly became apparent that the infantry was losing the ability to defend itself and conduct medevac at the same time. So, he requested permission to join the ground fight.
In the jungle, he directed the evacuations under fire until it became too fierce for the helicopters to stay. Given a last chance to fly out, Pitsenbarger gave up his seat to a wounded man and stayed on the ground to serve as a medic. Overnight, he kept giving medical aid and resisting the enemy until he succumbed to multiple gunshot wounds.
In September, 1966, he posthumously became the first enlisted airman to receive the Air Force Cross. It was later upgraded to the Medal of Honor.
Now, his bravery and the struggle to have his valor honored at the highest level is set to hit the big screen. Check out the trailer below for The Last Full Measure, landing in theatres on January 24th.
The Last Full Measure Official Trailer | Roadside Attractions
2. Navy helicopter pilot turns his lights on in a firefight
When Navy Lt. j.g. Clyde E. Lassen went out on June 19, 1968, he must have known that it was a risky mission: pulling two downed aviators out of a night time firefight.
But when he arrived on site, it was worse than he expected. The downed pilots were repeatedly hampered by thick underbrush, and a firefight was already raging around them. He managed to land his helicopter the first time but the pilots couldn’t get to him. He came to a new spot under an illumination flare, but the flare burned out and Lassen struck a tree in the darkness.
He barely saved his own bird from crashing but, rather than heading home for fuel and repairs, he came back in under another flare. When that burned out, Lassen turned his own lights on, making him a beacon for enemy fire. Doing so let him land long enough to pick up the other pilots and skedaddle for home. He reached the ship with only five minutes of fuel left. He later received the Medal of Honor for his bravery.
Army Maj. (Chaplain) Charles Liteky, far right of four men lined up, waits to receive his Medal of Honor from President Lyndon Johnson in 1968.
(White House Photograph Office)
3. Army chaplain goes full beast-mode and rescues infantry
Army Capt. Charles James Liteky was supposed to hang out in the back and administer to the spiritual needs of the infantry, but on Dec. 6, 1967, a large enemy force suddenly assaulted his battalion and one company was nearly overwhelmed — and so the chaplain ran into the machine gun fire to help.
First, Liteky found two wounded men and carried them to safety. Then he went back out and began giving aid to the wounded and last rites to the dying. When he found a wounded man too heavy to carry, he rolled onto his back with the man on his chest and inched his way through heavy fire to safety. He was credited with saving 20 men despite wounds to his own neck and foot. His Medal of Honor was approved the following year.
U.S. Marine Corps Gunnery Sgt. Allan J. Kellogg, Jr.
(U.S. Marine Corps)
4. Marine rallies his men under machine gun fire, then jumps on grenade
Gunnery Sgt. Allan Jay Kellogg Jr. was leading a platoon on a risky rescue operation on the night of March 11, 1970, when his company was assaulted by a large North Vietnamese force. As the firefight intensified, one enemy soldier slowly crept to the platoon and managed to get a hand grenade into its midst.
That grenade glanced off the chest of Kellogg. He recognized what it was and had the chance to dive away, but he instead dove onto the explosive and hoped that his body and the Vietnamese mud would save his platoon. It worked, but the weapon inflicted severe injuries upon Kellogg.
He survived and would later receive the Medal of Honor for his action.
5. Navy SEAL leads small team to rescue downed pilots after other attempts fail
In early 1972, a pilot was downed behind enemy lines, triggering a race between the U.S. and North Vietnam to reach him. American attempts from the air were a catastrophic failure. In one week, 14 Americans were killed, seven more aircraft were lost, two were captured, and another aviator was stuck behind enemy lines.
With dashed spirits and a depleted force, only Norris and the Vietnamese commander were willing to continue. They dressed up as fisherman, stole a sampan, and grabbed the missing pilot. They were nearly discovered by enemy patrols multiple times, and Norris was forced to call in a series of airstrikes to save them at one point, but it worked.
Norris would receive the Medal of Honor for his actions. The Vietnamese commander received the Navy Cross and later became an American Citizen.
Army Spec. 5 James McCloughan receives the Medal of Honor from President Donald J. Trump for actions in the Vietnam War.
(U.S. Army Eboni Everson-Myart)
6. Army medic continuously ignores orders and runs towards machine gun fire
In May, 1969, Army Spec. 5 John C. McCloughan was part of a combat assault that went sideways right away. Two helicopters were downed and the ground fire became too thick for helicopters to conduct a rescue. McCloughan, a medic, was sent in to help extract the air crews from the ground. When he arrived on site, he immediately dashed over 100 yards across open ground to recover one soldier, despite a platoon attacking towards him.
Then, he charged through American air strikes to rescue two others and gave them medical aid even after he was torn up by shrapnel. He was specifically ordered to see to his own wounds and stop charging into danger, but he just kept charging. Over the course of the 48-hour firefight, he was credited with saving at least 10 men and with destroying an RPG position with a hand grenade.
The conclusion featured an underwater game of cat and mouse between the Red October (a modified Typhoon-class submarine manned by a skeleton crew), the Los Angeles-class submarine USS Dallas (SSN 700), and the Sturgeon-class submarine USS Pogy (SSN 647) on one side against the Alfa-class submarine V.K. Konavolov.
As any fan of Tom Clancy novels knows, the Red October made it, and the Konavolov ended up on the bottom. But what would happen today?
Let’s start by updating the ships in question. Let’s replace the Typhoon with Russia’s new Borei-class SSBN. In one sense, we still get a very quiet, hard-to-detect vessel. While much smaller than the Red October (24,000 tons to 48,000), the Borei features pumpjet propulsion. This system has been used on British and American submarines for decades.
But the American submarines also will improve. Instead of a Flight I 688 like USS Dallas (now destined for the “Nuclear Ship-Submarine Recycling Program” – a fancy way of saying scrapyard), we’ll use a Virginia-class SSN (let’s go with USS Illinois (SSN 786) for the sake of discussion. We’ll replace the Pogy (already “recycled”) with USS Connecticut (SSN 22), a Seawolf-class submarine.
Now, what do we replace the Alfa with? Back in 1984, the Alfa was a mystery. It was known to have high speed and a titanium hull. Today, we know two things about this alleged super-submarine.
First, the Alfa was louder than a teenager’s stereo system playing Metallica. Second, its sonars, like those on most Russian combat vessels, were crap. The successor to the Alfa was the Sierra-class submarine. While not as fast, it did feature a better armament suite (four 650mm torpedo tubes and four 533mm torpedo tubes compared to six 533mm tubes for the Alfa). It also was somewhat quieter (given the Alfa’s noise level, that’s easy to do).
How might that final confrontation go? Given what we know about the (lack of) performance Russian sonars were capable of, it is highly likely that the 2016 version of the Hunt for Red October would be far less, shall we say, novel-worthy. It’s highly probable that the Sierra would not even pick up the Borei-class Red October and her escorts. Perhaps, at most, USS Connecticut would fire a decoy or two – sending the Sierra on a wild goose chase.
Thus, the Soviets would never even know America had the Red October.
People on the sidewalks of San Diego and at several nearby military facilities stared, transfixed, into the sky as a Marine R2D-1 transport plane slowly circled the area with what one witness later called “a queer whirligig” dangling beneath its trail.
That “whirligig” was Marine 2nd Lt. Walter S. Osipoff.
It was 9:30 in the morning May 15, 1941 when Osipoff, a member of the first group to go through the new Marine parachute school in Lakehurst, New Jersey, was jumpmaster on a training flight. He successfully launched his eleven jumpers, jettisoned a cargo pack, and was attempting to jettison a second when the ripcord of his parachute became entangled with the cargo pack’s ripcord. His parachute opened and dragged him out of the plane along with the cargo pack, leaving him dangling, head-down, 100 feet beneath the transport, which was flying at 800 feet.
He was held only by the leg straps of his parachute. The plane’s pilot, Capt. Harold Johnson, could immediately feel the downward pull from the rear of the plane and was quickly notified of what was going on. He slowed down to 110 mph, the slowest he could safely go, and struggled to keep the plane’s nose down.
Crewmembers’ attempts to pull Osipoff back into the plane were unsuccessful.
Osipoff continued to twist, his eyes pressed closed and his arms and legs crossed. He suffered burns and cuts from his parachute’s shrouds and his left arm and shoulder had been injured when he was violently yanked out of the plane.
On the ground at Naval Air Station North Island, Marine lieutenant and test pilot William Lowrey had seen what was happening above. He yelled to Aviation Chief Machinist’s Mate John McCants to quickly fuel a Curtiss SOC biplane, called the control tower by telephone for clearance (the biplane, like the R2D-1 from Osipoff dangled, had no radio), and then took off with McCants in the rear cockpit.
When the two men caught up with the transport plane, Lowrey matched its speed as best he could and slowly inched up on Osipoff — but it wasn’t working. Johnson was having trouble holding the transport steady and Osipoff was twice hit by the biplane’s wing.
McCants later said he could see blood dripping off of Osipoff’s helmet and knew the jumpmaster had been badly hurt.
Johnson moved up to 3,000 feet, where he found more stable air, and the transport evened out. By this point, the larger plane had enough fuel left for only ten minutes.
Again, Lowrey approached the dangling Osipoff.
As he worked up below the jumpmaster, McCants stood up in the open, rear cockpit of the biplane and was finally able to reach Osipoff. He grabbed him by the waist and eased the man’s head into the open cockpit while Lowrey struggled to hold the biplane steady. The cockpit was too small to carry both McCants and Osipoff. McCants started to cut the parachute shrouds and ease Osipoff onto the fuselage of the biplane, just behind the rear cockpit.
Suddenly, then the biplane jumped and its propeller hit a piece off the larger plane. Miraculously, in doing so, the propeller also sliced through the remaining shrouds of Osipoff’s parachute and he settled onto the biplane’s fuselage.
Osipoff was free.
McCants continued to hold the jumpmaster in place while Lowrey took the biplane down, fighting to control its rudder which had been damaged in the collision with the transport plane, and landed safely at the air station.
Osipoff had been hanging beneath the transport for thirty-three minutes. Among his other injuries, he had suffered a fractured vertebra is his back that would keep him in a body cast for the next three months. He went on to win a Bronze Star in World War II and ended the war as a lieutenant colonel.
Both Lowrey and McCants were awarded Distinguished Flying Crosses.
The Navy information bulletin announcing Lowrey’s decoration referred to the incident as “one of the most brilliant and daring rescues within the annals of our Naval history.”
Photo by Tech. Sgt. Carmen Cheney
NATO Special Operations Component Command-Afghanistan.
“No foreign invader has ever won a war in Afghanistan.”
It’s one of the first things the instructor told the next rotation of Provincial Reconstruction Teams (PRT) as we began our training for our deployment to Afghanistan. While I don’t believe his point was, “It’s a fool’s errand to try and change that statistic,” over a decade later, I wonder if that is what he was trying to tell us — even then.
We were encouraged to read “Three Cups of Tea” so we could learn about building schools in Afghanistan. I read it as requested, and as I walked through each chapter, I wondered if the leadership who had highly recommended the book had actually read it themselves.
“Three Cups of Tea” shares the story of Greg Mortenson, who began working to build schools in Pakistan. When Mortenson met with village elders, he learned they first needed a bridge, not a school. It took listening, a number of projects and lots of time to make progress in this one village. The U.S. was trying to make an impact with rotating teams that were under-equipped and only in the country for nine months.
A hope was placed on the PRTs. We were supposed to change the tide in the war: Win their hearts and minds.
Although we received months of training, nowhere in our manual did it say how we actually could “win hearts and minds.” We found ourselves in a country trying to do a job without everything we needed. We were managing huge construction projects with a pencil and a laptop. There was no support from the leadership when we expressed our concerns or the challenges we were facing.
As a Civil Engineer, I was tasked to manage projects and create new ones. We were required to follow the plans from Kabul. We were told to construct two-story schoolhouses in a community where people lived in makeshift shacks and mud huts. When we expressed our concerns about how these blueprints included generators (which the Afghans didn’t have fuel for), buildings (the Afghans had no idea how to maintain), and the overall lack of planning from the local Kapisa government, we were told we needed to focus on submitting more projects.
Our words fell on deaf ears.
When we told leadership we were limited due to the new rules that prevented our office from taking on more projects, they encouraged us to have more members on our team get the training certification so their name could be on the project instead of ours. The names didn’t matter — we were still tasked with managing projects that were doomed to fail from the start.
The focus was not on winning hearts and minds. Instead, it was encapsulated in how good of a performance report could be written by the dollars spent and projects created.
The PRT had lost their way. Now, as Afghanistan falls, I want to be shocked and surprised, but I’m not.
For a long time, I stopped thinking about my deployment. It hurt too much to think of the pain I endured. For so long, I questioned if anything I did mattered. What was it all for?
To cope with my deployment, I focused on the ways the deployment changed me into the person I am today. I made three close friends that I group chat with almost daily. I learned I am more capable than I ever thought. I took the courage and strength to create a business and help others share their story. Instead of focusing on our collective failures, I am trying to find the nobility in the services we rendered while we were there. It’s difficult to process 20 years of war “ending” with the Taliban back in control… with our interpreters and those who worked for us left in a panic, trying to escape. It’s hard for me to process and not to feel anything but anger. If nothing else, when we look back at these decades, may we learn from our biggest mistake: trying to change hearts and minds when we should have been listening.
When Egypt nationalized the Suez Canal in 1956, there were talks of creating a secondary canal. As U.S. and British officials were considering how it could be built, someone in the room must have said something along the lines of, “Why not nukes?”
No matter how it went down, something sparked the testing of Peaceful Nuclear Explosions (PNEs) and Operation Plowshare.
The codename “Operation Plowshare” comes from Isaiah 2:4: “And he shall judge among the nations, and shall rebuke many people: and they shall beat their swords into plowshares, and their spears into pruning hooks: nation shall not lift up sword against nation, neither shall they learn war any more.”
The Suez Crisis ended after nine days and plans for a second canal were abandoned, but the idea of using nuclear warheads for non-military purposes stuck.
Between 1961 and 1973, twenty seven nuclear detonations were used for various purposes. Experiments were done to see if detonations could stimulate the flow of natural gas. They also helped with excavation for aquifers, highways, more canals, and an artificial harbor in Cape Thompson, Alaska, under Project Chariot.
Project Chariot was the most ambitious out of all of the tests. The idea was to detonate five hydrogen bombs to give the population of just over 320 a harbor. It was ultimately scraped — the severe risk and expense couldn’t be justified for how little potential it offered.
The United States didn’t followed through with any of the testing of PNEs, but they weren’t the only nation who played with nuclear experiments. The Soviet Union had their own version in the “Nuclear Explosions for the National Economy.”
The Soviets performed 239 tests between 1965 and 1988. One of the few tests that yielded positive results was the Chagan nuclear test (which created a 100,000 m3 lake that’s still radioactive to this day). Another was the sealing of the Urtabulak gas well that had been blowing for three years.
That ship was the battleship USS Nevada (BB 36). The Nevada was the lead ship in her class, the other being USS Oklahoma (BB 37). According to the Dictionary of American Naval Fighting Ships, when she was built, she had ten 14-inch guns (two triple turrets, two double turrets), 21 five-inch guns (many in casemates), and four 21-inch torpedo tubes.
The Nevada did not see much action at all (although nine sailors died from the influenza pandemic that hit in 1918) in World War I. In the 1920s and 1930s, she carried out normal peacetime operations.
On Dec. 7, 1941, she was moored alone on Battleship Row. When Kido Butai launched the sneak attack on Oahu, the battleship was hit by a torpedo, but her crew managed to get her engines running, and she made a break for the open ocean.
As she did so, the second wave from the six Japanese carriers arrived. The Nevada took anywhere from six to ten bomb hits, and the decision was made to run her aground.
The Nevada suffered 50 dead and over 100 wounded, but Pearl Harbor would claim two more casualties. In “Pearl Harbor: Why, How, Fleet Salvage and Final Appraisal,” it was reported that two men were killed by hydrogen sulfide on Feb. 7, 1942, while working to salvage the Nevada.
Nevada would return to Puget Sound for permanent repairs and refitting, gaining a new dual-purpose batter of eight twin five-inch gun mounts. She took part in operations to re-take the Aleutian Islands of Attu and Kiska from the Japanese, then she went to the Atlantic.
On June 6, 1944, she was part of the armada that took part in Operation Overlord, and continued to provide fire support until American troops moved further inland. In August of that year, she took part in Operation Dragoon, the landings in southern France.
She then returned to the Pacific, taking part in the invasions of Iwo Jima and Okinawa. Off Okinawa, she suffered damage from a kamikaze and from Japanese shore batteries.
The ship remained mission-capable, and she would later return to Pearl Harbor for repairs before re-joining the fleet to prepare for the invasion of Japan, stopping to pay a visit to a bypassed Japanese-held island.
After Japan surrendered, the Nevada was sent back to the West Coast, and prepared for Operation Crossroads. Painted a bright orange color to serve as an aiming point for the B-29 crew assigned to drop an atomic bomb, she got lucky.
According to the book “Final Voyages,” the B-29 crew missed her by about a mile — and she survived both the Able and Baker tests. She was later used as a target and sunk, with the final blow being an aerial torpedo according to the Naval Vessel Register.
Your grandparents and great grandparents fighting in World War II were hit with just as much safety rules as troops are today, it’s just those rules rarely make it to the history books.
But they weren’t always given their safety rules in boring briefings. When the 1940s War Department and Department of the Navy really wanted to drive safety rules home, they made snazzy safety videos and posters.
The Navy used “Ensign Dilbert,” a soup-sandwich who always breaks safety rules, to highlight the grisly results of incompetency in aviation.
And Dilbert does some truly stupid stuff. He mishandles his weapons, tows aerial targets into ground crews, and even accidentally kills a civilian his first flight of the day. And the Navy isn’t afraid to show the (PG-13) bodies of his victims.
A group of tank restorers was working on a World War II Hellcat when they realized that the man who worked that exact Hellcat from Omaha Beach to V-E Day, Don Verle Breinholt, happened to live just a few miles down the road from them.
The restorers rushed to finish their restoration in time for Breinholt and his tank to reunite at a veteran appreciation event.
The M18 Hellcat Tank Destroyer was one of the fastest and most agile armored vehicles of World War II. It was custom designed to cripple Germany’s Panzer Corps, quickly moving to the heart of the action and firing its 76mm main gun into Nazi armor. It would also dart ahead of an enemy thrust and then lie in wait to launch an ambush.
The Hellcat was so fast that America’s modern and feared Abrams Main Battle Tank, widely praised for its speed, is actually slower than the Hellcat. The Abrams can book it across the battlefield at 45 mph. The Hellcat can swing past it at 53 mph.
And the ammo on the Hellcat was vicious. While the gun itself was similar to the one on most American medium tanks, Hellcats carried high-velocity, armor-piercing rounds designed to jet molten metal right through German armor.
While Hellcats were lethal, they were also vulnerable. The Hellcats carried minimal armor and could be killed with everything from tank rounds to panzerfausts to heavy machine guns.
That’s what makes it so amazing that Breinholt made it from Omaha as a gunner to where he met up with the Russians as a vehicle commander without suffering his own life-threatening injury or losing his Hellcat.
You can watch the restoration and learn a lot more about the M18 Hellcat and the modern M1 Abrams in the video below. Breinholt speaks throughout the video, but you can see him meet his old vehicle for the first time since May 1945 at the 46-minute mark: