The steampunk movement is most associated with a definitive style of fashion and design which incorporates aspects of Victorian fashion accessorized with industrial materials. Most steampunk-inspired pieces — be it costumes or objects — are fantastical in nature and pull inspiration from science fiction. In honor of the United States Patent and Trademark Office issuing their historic 10 Millionth utility patent, take a look at some of our favorite steampunk-style patents!
1. Diving Dress
Why choose between a submarine and a dress when you can have both? This 1810 patent offers divers the convenience of being submerged underwater in a spacious tent-like dress.
2. Birthday Cake Dish
This birthday cake dish and candle holder would surely be the prize of any steampunk enthusiast’s collection. With its elaborate tiers and Victorian elements, this patent would be perfect for any birthday celebration.
3. Coffin for Preserving Life
Pulling from Steampunk’s strong ties to science fiction, this 1845 coffin is designed to deliver air to its occupants when death is “doubtful.”
4. Harp Guitar
This 1831 patent features a design for a harp guitar. Steampunk enthusiasts often use pieces of various instruments in their designs, so we think this patent would make any collector proud.
5. Flying Machine
Flying apparatuses are a mainstay of steampunk culture. Take a look at this patent from 1869! Perfect for crashing a party or escaping a villain’s lair in the sky.
6. Toy Gymnast
This drawing features the plans for an 1876 toy gymnast, with a variety of gears and mechanisms that have inspired much of the steampunk fashion movement. It’s the perfect gift for the steampunk baby’s nursery.
7. Chicken goggles
Goggles are a classic part of the steampunk look. Whether your avian companion is traveling in your dirigible, or just hanging out in the backyard pecking at the dirt, your chicken will be ready for any kind of adventure.
This article originally appeared on National Archives. Follow @USNatArchives on Twitter.
It was a cool California November afternoon in 1947 when the HK-4 Hercules, also known as the Spruce Goose, finally flew. It was supposed to be a simple taxi test, nothing more than motoring through the water of Long Beach Harbor to show off its speed and test out the plane in open water. But having endured years of people mocking the project and himself for trying to build a plane so massive it had no hope of flying, Howard Hughes decided to take the opportunity to extend his middle finger at them all in the most poignant way he could.
No doubt with a twinkle in his eye as the Hercules cruised through the water, Hughes turned to the 30 year old hydraulic engineer, David Grant, who he had chosen as his co-pilot that day despite him not actually being a pilot, and unexpectedly told him to “lower the flaps to 15 degrees” — the take off position.
Not long after, the massive, few hundred thousand pound (250K lb / 113K kg empty, 400K lb / 181K kg gross), 218 ft (67 m) long aircraft with a still record holding wingspan of just shy of 321 feet (98 m) was out of the water. It was airborne for under a minute, went less than a mile, and only about 70 feet in the air, but it had done the impossible — the Spruce Goose flew.
Given the rather innovative use of a hydraulic system, landing was a bit abnormal for planes of the age in that the plane had to be landed under power, as Grant would instruct Hughes to “fly it into the water.”
When it finally settled back down in the water, Grant stated, “It was ecstasy all the way. It was like walking on air. It wasn’t underpowered at all, and it performed exactly like it was designed to.”
As to why Hughes didn’t fly it further, besides elements of the aircraft still needing tweaked and the potential danger of taking media aboard a test flight in which even the pilot wasn’t quite sure how the plane would handle, they’d been taxiing around for some time at this point and the plane hadn’t been fueled much to begin with. As such, Hughes didn’t want to risk running out of fuel in open ocean before he’d have a chance to circle back around and land.
Now, the original plan for this aircraft was a lot more grandiose than a brief publicity flight. In 1942, the United States — along with much of the rest of the world — was in the midst of WWII. Being across an ocean from where the fighting was taking place was a problem when transporting supplies, weapons, and soldiers en masse.
At the time, efforts on this front weren’t going well. German U-boats were patrolling Atlantic waters and torpedoing anything that was perceived to be helping the Allied war effort. According to one estimate, between January 1942 and August 1942 alone, German U-boats had sunk 233 ships and killed more than 5,000 Americans. It was clear that a better way was needed for transporting things safely across the Big Blue.
It was Henry J. Kaiser who first proposed an idea of an airboat. Running one of the most important construction companies in modern American history, Kaiser was responsible for building quite a lot of the infrastructure of the American west at the time (including the Hoover Dam). He also created a system for fast, high-quality shipbuilding during World War II that became world renownd.
Kaiser thought that a massive airboat packed to the gills with supplies and troops that could fly over German U-boats was the answer to the problem. However, he was a shipbuilder and not an expert on airplanes… But he knew someone who was.
By 1942, Hughes was already a famed figure in America. Exceedingly wealthy, he first gained widespread fame as a Hollywood producer who was most prominently known for producing and directing Hell’s Angels, a World War I epic about aerial combat that was (at the time) the most expensive movie ever made.
In 1934, he formed the Hughes Aircraft Company. A year later, he helped design and build the H-1, or as he liked to call it, the “Racer.” In September 1935, he broke the world land speed record in it with an average of 352.322 mph. In sort of a precursor of the future, during the flight the plane ran out of gas — something Hughes didn’t anticipate — forcing him to crash in a beet field, narrowly avoiding serious injury.
He broke another land speed record when he flew to New York from Los Angeles in a mere 7 hours, 28 minutes, and 25 seconds (averaging 332 mph). In 1938, he shattered the world record for quickest time flying around the globe, needing just 3 days, 19 hours, 14 minutes, and 10 seconds, almost 4 days quicker than the previous world record set in 1933 by Wiley Post.
His prowess as an aviation engineer and pilot quickly earned him a reputation as one of the most innovative aviators in the world- someone that Kaiser thought would help the Allies win the war.
Together, Kaiser and Hughes convinced the War Production Board to finance the construction of 500 flying boats, a project that was deemed in the press as the “most ambitious flying aviation program in the history of the world.”
For months, the old-school industrialist and the new-age aviator worked together to put together plans that would wow.
In late August, they submitted to the government blueprints for a seaplane with eight engines, a wingspan longer than a football field, and a hull taller than a five-story building.
Beyond being the largest plane ever built by far at the time, it would be able to transport 750 troops or two M2 Sherman tanks. It had a gross weight of about two hundred tons, which was nearly three times heavier than any other airplane ever built. And, due to wartime metal restrictions, it was to be built nearly entirely of wood. Hughes and Kaiser called it the HK-1, naturally named after themselves.
While hesitant at first, the federal government gave the pair $18 million (about $250 million today) to develop and build a prototype.
It didn’t go well from the very beginning. The Hughes Aircraft Company was not a big company in 1942 and struggled with staffing, expenses, and deadlines. Hughes himself was unfocused, taking on too many projects while underestimating how much attention was needed to build a plane that would eclipse anything anyone had ever attempted to make fly. Four months in and the best thing that could be said was that they built a 750-foot long hanger, also made out of wood.
By mid-1943, construction had begun on the plane itself, but it was incredibly slow-moving. Working with wood proved to be an enormous issue, presenting a variety of challenges that had to be overcome to make a reliable sea-plane. Beyond the aforementioned then innovative hydraulic system for manipulating the control surfaces, each piece of wood (which was mostly birch, not spruce, owing to birch being quite resistant to dry rot) had to be weighed and analyzed for quality assurance before being used.
In addition, each sheet had to be laminated with a waterproof glue in order to prevent it from being damaged by water, heat, and fungus. Along the way, besides needing to purchase the rights to the Duramold laminating process, which in a nutshell involved stacking shapable ultra-thin strips of wood and applying a glue, Hughes and his teem also had to develop a variation of the process for their particular application.
As late 1943 approached, the first prototype was due to the government but it was clear that wasn’t going to happen. What’s more, they had spent nearly half of the budget on “engineering re-tooling” and rumors were swirling that the first plane wasn’t going to be done until 1945. It turned out to be much worse than that.
At this point, Kaiser had had enough and bailed out of the project. Several times, the feds threatened to shut the whole thing down, willing to cut their losses. The contract that had originally been given to Hughes and Kaiser went from 500 planes to 3 planes to, finally, just one for the original $18 million.
By 1944, $13 million of that money was spent and, yet, the plane was less than half done. Then the war ended and any hope that the now-called H-4 Hercules (renamed after Kaiser left the project) was ever going to help the war effort was gone.
The contract with the federal government was swiftly canceled, but Hughes was determined to finish the plane. As he stated before the Senate War Investigating Committee in 1947 during an inquiry on whether he’d mismanaged tax payer dollars during the project,
The Hercules was a monumental undertaking. It is the largest aircraft ever built. It is over five stories tall with a wingspan longer than a football field. That’s more than a city block. Now, I put the sweat of my life into this thing. I have my reputation all rolled up in it and I have stated several times that if it’s a failure, I’ll probably leave this country and never come back. And I mean it.
And so it was that he paid for the project’s completion himself. The H-4 Hercules was finally finished in June of 1946 with $22 million of the government’s money and, while figures vary from otherwise reputable sources, according to Boeing, $18 million of Hughes own personal wealth chipped in, for a grand total of $40 million (about $450 million today). It should also be noted here that, subtracting initial research and development costs, had they decided to build a second plane, it probably would have only cost about $2.5 million (about $28 million today).
It took a little over a year more for Hughes to it fly. At this point given the massive scale of the plane, the incredible weight, the fact that it was made of wood, and the perpetual delays, the media had taken to mocking the plane, calling it the Spruce Goose — a nickname that Hughes and his team hated owing to it demeaning what was otherwise a marvel of engineering.
But on that fateful November day, the Hercules finally did what it was intended, proving many a critic wrong.
In the aftermath, there was some wrangling over who actually owned the plane given how much money Hughes himself had sunk into the project. But the U.S. government eventually gave up its rights to it in exchange for the Smithsonian Institute’s National Air and Space Museum getting the Hughes’ H-1 Racer plane and a portion of the Spruce Goose’s wing, as well as in exchange for a relatively small payment of $700,000 (about $3 million today).
For years afterward, Hughes, now moving on to other projects, kept the plane in the hanger he built specifically for it, seemingly originally with the intent of eventually flying it again. In fact, he kept a full-time crew of, at its peak, hundreds of people on hand to make sure the plane was ready to fly at any given moment, costing him millions of dollars over the years to do that.
Howard Hughes died in 1976 and the Spruce Goose immediately was under threat of being dismantled owing to the cost of maintaining it in its massive hanger. But the Aero Club of Southern California acquired the legendary plane in 1980 and put it in their own hanger next to the Queen Mary in Long Beach, right near where the plane did its maiden and final voyage.
The Walt Disney Company bought the property in 1988 and, after a few tense years, given Disney wanted the plane gone, the Evergreen Aviation Museum in McMinnville, Oregon won the right to acquire the Spruce Goose.
For the last 26 years, that’s where it has remained, meticulously maintained. In fact, it’s generally thought that the maintenance over the years has been so good that, with some upgrades, particularly to the wiring and electronic components as well as going through the engines, it could possibly fly just fine today. Of course, because of its historical significance, nobody has seriously suggested anyone make those upgrades and try.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
There are moments in history that are nothing short of monumental, but they aren’t broadly celebrated or acknowledged. Juneteenth is one of those days.
You may have heard the word Juneteenth at some point in your life but have no idea what it’s about. It’s a turning point in our country that isn’t emphasized in history books, so it’s easy to skate past the day with little care. But it’s time we give the respect it deserves.
Here’s the story about Juneteenth, and why we all should know it.
Remember learning about when President Lincoln signed the Emancipation Proclamation abolishing slavery during the Civil War? The executive order went into effect on January 1, 1863, but it wasn’t an immediate victory. It would take two and a half more years before the news that slavery had ended would reach remote Texas.
Up to this point, black people (who were captured and brought to America) were viewed and treated as property and animals, not humans with rights. Their purpose was that of free labor for farming, working as servants and basically doing whatever their owners commanded. Many people saw slavery as immoral and wanted to end it. Confederates didn’t agree that the federal government had the right to do so, which was a major factor in them separating from the Union. Subsequently, the Civil War began.
In 1865, the Confederate states were defeated.
Two months after the Civil War ended, General Gordon Granger announced federal order in Galveston, Texas, the last Confederate state holding onto their human property. Granger declared that all previously enslaved people were free, and he was backed by Union troops to enforce the decree.
This climax of freedom took place on June 19, 1865, therefore, Juneteenth. It is the annual celebration of African Americans being released from the last shred of slavery in this country. Some communities hold gatherings, parades and festivals in commemoration.
The happenings of June 19 were major progress, not just for black Americans, but for our nation! It was a beginning step toward equality and to be treated as people and not property.
Our country explodes in celebration recognizing July 4, 1776 (Independence Day). But black people were still enslaved. Juneteenth is the African American day of freedom. To acknowledge it is to say, this happened, and it is a day we honor, value and will make noise about in celebration together.
Changes are happening as Americans of varying nationalities are screaming in the streets that Black Lives Matter and demanding social justice. Recognizing Juneteenth is a part of that package.
Nike, New York Times, Target, Lyft, JCPenney and many other companies are making Juneteenth an annual paid holiday. They encourage employees to use this time to reflect on the many injustices black people have faced in America, and to connect to the community.
While 47 of the states acknowledge Juneteenth in some capacity (North Dakota, South Dakota and Alaska do not), Texas, Virginia, New York and Pennsylvania are the only ones recognizing it as an official paid holiday for state employees.
While Juneteenth is not yet a national holiday, the significance of this time is starting to catch hold. While many white Americans are acknowledging the pattern of struggle that African Americans still face daily, we have long strides to make.
Recognizing the ending of slavery as a nation is a good start! Happy Juneteenth!
Retiring from the armed forces can be a very stressful transition because there is no magic crystal ball that allows you to see into your future as a civilian. Veterans often have strong networks built over the course of their military service, but as useful as these networks are, they are also apt to keep you from branching out into something new, or taking time off to pursue uncharted possibilities. You don’t know what you don’t know, so it is easy to fall into a trap where income becomes the driving force behind career decisions rather than a deep introspective look into what you really want out of life. This leads to a pursuit of employment rather than fulfillment, and ends in a contract that forces you to trade more of your precious time for money. After giving so much to your country, and asking your family to sacrifice just as much or more, taking time to reconnect with them and yourself before a second career is worth your consideration. You might be pleasantly surprised where it will lead.
Consider the following in your calculus:
Military service didn’t leave much room for hobbies and passions. Do you have any languishing in the recesses of your life?
Military regulations and culture compelled you to identify yourself by an all-consuming job title, which in turn suppressed your identity as an individual. You were the Admiral, the Colonel, Skipper, Warrant, Chief, Senior, Top, OPSO, COS, the LPO, the First Sergeant. Do you really know who you are anymore without a job title to define you?
Time keeps ticking, but money comes and goes. Is time more valuable than money when you realize that you can bank one but not the other?
This last thought is the one that gave me the most pause. If you are shackled to a life dictated by consumerism and workism, your “one day” list becomes less and less achievable. This is paradoxical, because chances are you might be making a decent salary on top of your retirement income, but you don’t have time for you, your spouse, your kids, your dog, your forgotten hobbies, or your wild and crazy ambitions. Why? Because your new job might provide a comfortable existence and a title to impress your friends, but it doesn’t guarantee you will have time for anything on your bucket list. How many successful people have all the toys in the world but no time to use them? More than you think. In this article, I will argue that as a veteran, you have been given all the resources you need to thrive in a life of your choosing. To be clear, I am not suggesting that you become completely “checked out” and retreat from society never to work again. Instead, I am advocating for a period of time that prevents you from rushing headlong into a second career. This will give you some “maneuver space” to sort through the stress, the noise, and the pressure that is screaming at you to immediately get a job and keep slogging forward. That space might be a few months, or it might be a few years, but either way, it is time well-spent.
Try this little exercise. Mentally fast forward to the end of your life. You are looking back on your experiences wondering why you worked your whole life, yet missed out on so much living. Maybe you wanted to take a year and surf the south Pacific, or fish the great rivers in Alaska, or hike the Appalachian Trail, or follow the Tour de France, or start a business, or write a novel, or raise alpacas, or sell it all and buy a sailboat…but you didn’t, and now you are too old and tired to do anything but look back with sadness and regret. You realize there was always something standing in the way; there were always reasons why you couldn’t. So, instead of doing, you resigned yourself to watching others as you scrolled through your social media feeds and groused about your boss, staff meetings, the person who chews their food too loudly in their cubicle, the jerk who cut you off on your commute, and the endless mundane aspects of life in “The Matrix.”
As you contemplate those lost dreams, you might be asking yourself with a twinge of frustration, “Why didn’t I go for it? What was I afraid of? What was the worst thing that could have happened to me if I had unshackled myself from the ‘golden handcuffs,’ put down the electronic tether, and lived the life I always imagined?” You might be surprised to learn the worst thing that could have happened was nothing from which you could not have quickly recovered.
Now, rewind to the present. Ask yourself this question, “Have I ever allowed myself to fail?” If you made it all the way through a 20-year (or more) career, chances are the answer is a resounding no! So why do you think you will start failing now? I’ll let you in on a little secret…you won’t. You already know how to succeed. The sad truth, however, is that many of us never take a chance, because we focus on the reasons we shouldn’t…the fears…rather than the reasons we should…the inspiration.
Every military member goes through transition class on their way out of the service. You learn that it is possible to reinvent yourself, but it isn’t easy. You are instructed to make a list of your assets, your liabilities, and any gaps you have in your skill set, then cross-reference it against what you need to break into a sector outside of what you have been doing for the past twenty-plus years. You are told to be willing to move to an area where that sector has a presence, be patient, be willing to evangelize yourself, build a network in your new community, use your hard-earned benefits to get the education or certifications you need to fill in any gaps, and be willing to start at the bottom. If you do these things while exhibiting all the qualities that made you successful on active duty, you will succeed.
What if I told you that same blueprint for reinventing yourself professionally is just as useful for reinventing yourself personally, and going after those “one day” dreams before you blindly (or deliberately) trade one overlord for another. With a little bit of planning and foresight, you can do it, and if I haven’t made my position clear, I think you should. When else will you get a planned break in your professional life to do something crazy?
I started my transition playing by the rules. I spent hours…no, weeks…working on a resume. I went to career fairs. I interviewed for jobs. I received job offers. None of it felt right in my gut. I started terminal leave in June 2018 in a panic-stricken state, grasping for a lifeline. At my wife’s urging I had been exploring the idea of trade school using my GI Bill benefits, but I was afraid to commit. “It’s not what I am expected to do,” was my typical reason, which was ridiculous. I was afraid of the unknown and everything that came with it. That was the truth. I had reached the first portal of fear, and with my wife’s encouragement, I stepped through it.
Once again, I found myself grasping for the familiar and hiding from my fears. I applied for a government job overseas, knowing it wasn’t what I really wanted. A friend was recruiting me to come back to the staff I had left a year and a half earlier, but after I submitted my resume, there were knots in my stomach. “What am I doing,” I asked myself. “Is this what I really want?” I wasn’t ready for staff meetings and point papers again. I wasn’t ready for days when I went to work at dawn and came home after dinner just to get up and do it all over again while my life ticked away a second at a time.
My wife had a dream that we could sell it all and go sailing. I was adamantly opposed. “If there is one thing I learned at the marine trade and technology school,” I joked, “it is don’t buy a boat!” The truth of the matter is I was terrified of selling everything and buying a boat. There were too many voices in my head telling me it would be our ruination…MY ruination. I hid behind my biggest fear – money. We couldn’t afford it. End of story.
But, it wasn’t.
It’s amazing what you can accomplish when you put your mind to it. As I tell my children, there is a solution to every problem, we only need to outthink it. So we looked at the problem again and realized we could afford it. But, I still wasn’t ready to commit. I needed a push.
Fate intervened on my behalf. Much to my surprise, my resume never made it through the initial screening for the civil servant position, so I never got the job interview on the staff overseas. Despite my ego being bruised, I actually breathed a sigh of relief. I was a free man again. A few weeks later, after some long, introspective conversations with my wife, I agreed to the sailing adventure. Failure had somehow opened a pathway to an outcome I did not think possible. That was in March 2019. Four months later, we would be boat owners after an exhausting push to sell, donate, or repurpose just about everything we owned. Three months after that, we would be getting underway from Hampton, VA for a 1,600 nautical mile ocean passage to Antigua.
How did we go from “normal life” to “boat life” so quickly? We followed the same blueprint I received in the transition seminar. We laid out a plan, prioritized our resources, and focused everything we had on the achievement of our goal. I had already filled in the knowledge gaps by becoming a certified marine mechanic. Anyone who knows boats will tell you that 90% of boat ownership is boat maintenance, so I felt confident I could handle that responsibility with my new skills. I grew up sailing, so that wasn’t an issue, but living aboard a boat full-time was another story. We hired a couple who had twice circumnavigated with their kids as “cruising coaches.” We built a network by talking about our plans with people who could help and guide us. We made sure we were able to fund our dream by paying cash for a boat and living within the means of my retirement income. Using our new and growing network, we found a boat, brokered the deal, and moved aboard on July 31, 2019.
It was not an easy transition from land life to sea life. In fact, it was harder than anything we had ever done. Being a military family, we were used to relocating and starting over every couple years, so we put all that experience to good use. But, this time it was different. It was all on us to get it done. There were at least three distinct points when we wanted to quit. We didn’t, largely due to the encouragement and instruction we received from people who had walked the same path. The rewards for persevering are too many to list. Suffice it to say, I answer to no master. I have learned more about myself and my family in six months than I have in six years. I have swum with a whale in 19,000 feet of water halfway between Bermuda and the Leeward Islands. We have sailed our way through 50-knot squalls and come out the other side stronger and more resilient. I have made lifelong friendships with people I would never have met had I stayed in my “safe” bubble. I have gained valuable perspective by using this time away from the rat race to sort myself; to be a better husband, father, and friend.
A good counterargument to this conversation would go something like this – “My professional stock is highest immediately after I retire. It will be irresponsible for me not to take advantage of that transition point and start building my professional resume in the real world. Statistics support the fact that I most likely will change jobs several times as I find my niche, so it doesn’t matter what I do. The important thing is to get into the ring and make a name for myself.” So you get a job and a fancy-sounding title that you eagerly post on LinkedIn. You beef up your profile with a power photo that has you leaning into the camera with a smile that says, “I’m a go-getter!” You add a description underneath that says something like, “I’m a results-oriented leader with a proven track record of astonishing accomplishments, fiscal maturity, operational prowess, cunning initiative, etc, etc, etc.” It becomes your identity, and it is the right thing to do, isn’t it? I certainly thought it was. But for me, at least, it wasn’t. I am not getting any younger. Neither are you. The counterargument doesn’t hold up, in my opinion. You can always get a job and make money, but you can’t make more time. Another aspect of this counterargument is that your network will abandon you if you take time for yourself and your family. I also believe that this is invalid, and would go so far as to suggest that your network will respect you more for leading in this manner.
We as Americans have it all backwards. We work and work and work until we hit the “golden years,” then we retire with the idea that we are going to take off from our empty nest and explore the world. I have heard so many tragic stories about people who FINALLY get some time to do the things they have always wanted to do only to be sidelined by unexpected health crises that leave them debilitated or worse. Derek Thompson, a senior staff writer for The Atlantic wrote a compelling article in February 2019 titled, “Workism is Making Americans Miserable,” where he argues that work has become, unfortunately, the, “centerpiece of one’s identity and purpose.” It’s an excellent, thought-provoking read.
Work, pay taxes, then die.
As a retiring military member, you have the resources to do what you want – healthcare, education opportunities, steady income, and many more benefits to jumpstart your second life. You only need to face down your fears and embrace the possibilities that lay before you. I am not done working, but I guarantee whatever employment I pursue in the future will be far different than what I thought I had to shoehorn myself into when I first transitioned from service. We have had a lot of people tell us how amazing our life is…how lucky we are…how courageous we are to be out sailing with our kids full time. We don’t see ourselves as different or special. We are just us, living a life of our choosing. We realized in hindsight that fear had been holding us back, not resources. Once we made our decision, we were flabbergasted by how everything suddenly seemed to align behind us. It was all there to begin with, but we were blinded by our fears of the unknown, and therefore too afraid to take a chance.
Fear is paralyzing, and in the weeks surrounding my transition there were days when I didn’t want to get out of bed and face reality. In the middle of those dark moments, a very wise friend of mine asked me to stretch my hands out in front of myself palms up, then she had me clench my fists. She looked at me and said, “There won’t be room for anything new in your life if you are holding onto everything so tightly, afraid to let go. You have to open your hands and be willing to release – toxic relationships, needless possessions, clutter, the wrong career, convenience, the safe and easy path, money. But more importantly, you have to open your hands so what you really want has a place to land.”
I stood there for a moment clenching and unclenching my upturned hands. I am not a particularly spiritual person, but I was shocked at how profoundly her simple exercise struck a chord. “Money comes and money goes, and it should,” she concluded, “but even though we have had our backs to the wall a number of times, we always believed we would be fine because we kept our hands, figuratively of course, upturned and open.” She and her husband are better now than ever after launching their own business nearly twenty years ago. They had been let go from their previous jobs at the same time, when their kids were still young, and their stress levels already high. In that moment of darkness, they chose to open their own business and live life according to their own terms. It wasn’t easy, but looking back, they wouldn’t want it any other way.
In the final analysis, it’s not about how much you have, but what you do with it. Achieving your ambitions means making decisions, prioritizing and leveraging resources, and aligning efforts. Do you want to be linked in right away, or checked out to gain some perspective and clarity? The choice is yours, and it doesn’t matter how big your proverbial or actual boat is. It only matters that you believe in yourself and face down your fears. Trust me, someone always has a bigger boat. You can find dozens of YouTube channels where people are sailing the world on every manner of boat imaginable. I used to watch some of them and say, “Look at their boat. It’s so ugly, or small, or dilapidated.” My wife would answer, “Yeah, sure is…but they are doing it!” How true. Would you rather be sitting in a staff meeting wishing you were doing it, or actually doing it?
I’ll close with this final thought. Many, if not all of us, who are retiring from a career in the service lost shipmates, close friends, and comrades in training and combat. A few years ago, standing on a beach in Italy looking out into the Adriatic Sea, where a friend in Air Wing 17 had perished during a nighttime training flight off the USS George Washington (CVN-73) in 2002, I made a promise that if I somehow made it through my military career, I would not squander the opportunity to fulfill dreams and live an amazing life. I felt like I owed that to those who couldn’t. Life is short, and precious. Don’t let fear hold you back. Don’t let a false sense of obligation keep you from doing the things on your “one day” list. If you do, that list will go unfulfilled.
We keep a sign on our boat that reads, “Everything you want is on the other side of fear.” It is a constant reminder for us to keep pushing forward. You can, too.
Glenn Robbins is a retired Naval Officer cruising full-time on a 46-foot catamaran named FEARLESS with his wife Andi and their two children, Gavin and Alexis.
A YouTube video emerged on May 18, 2018, showing a Saudi C-130H flying very low over a soldier’s head in Yemen, The War Zone first reported.
The video appears to show the soldier trying to slap the underside of the C-130H with an article of clothing, but it’s unclear where exactly in Yemen it was shot, and how much of it was planned, The War Zone reported.
C-130s are large transport aircraft, which are vital to Saudi Arabia’s operations in Yemen, The War Zone reported. Part of a $110 arms deal, the US sold Riyadh 20 C-130Js and three KC-130 refuelers in 2017 for $5.8 billion.
How far would you go to reunite with a symbol you love?
For one Iraqi man, it took 13 years, 7,474 miles, help from a family member, a trip to an isolated field, and a rusty can to reclaim a treasured part of his life — an American flag.
Staff Sgt. Ahmed* shared how reuniting with the America flag changed the course of his life as he spoke to the Iron Soldiers of 1st Battalion “Bandits,” 37th Armored Regiment, 2nd Armored Brigade Combat Team, 1st Armored Division Sept. 11, on East Fort Bliss.
More than 200 soldiers listened intently as Ahmed gave tribute to the Bandits he served and fought with during the early days of Operation Iraqi Freedom.
Remembering the Bandit legacy
In 2003, Ahmed was serving as the official military translator for the Iron Soldiers of the 1-37 AR, 2nd ABCT. His assignment was to translate for the unit’s command team during meetings with local dignitaries and special missions. After a few months, however, the Iraqi native began to work heavily with infantry troops and accompanied them on raids, night missions and surveillances through downtown Baghdad.
The now 37-year-old vividly described the core of his job as working with U.S. soldiers, becoming part of their team and sharing in their comradery.
Staff Sgt. Ahmed speaks to Soldiers from 1st Battalion, 37th Armored Regiment, 2nd Armored Brigade Combat Team, 1st Armored Division during a ceremony held at the 1-37 AR motor pool Sept. 11, 2019.
(Photo by Sgt. Michael West)
“I wanted to help these U.S. soldiers,” he said. “I wanted to be a part of rebuilding the Iraqi police and the Iraqi Army. When I got the chance to become a linguist for the Bandits, I witnessed, learned and experienced many things.”
Ahmed recounted images filled with watching local streets in Iraq swarmed with Bradley Fighting Vehicles, tanks, convoys and barbed-wire fences. He said that even at a young age, he had a drive to bring change into his country. He added that although his own family was proud, and they respected his decision to help U.S. troops, he had to remain cautious, as the war-torn county remained in turmoil.
Ahmed continued his work with the American soldiers, who believed in him enough to invite him into their inner circle of trust during his time with the 1-37 AR, 2nd ABCT. They continued working together on missions and conducting local surveillances. During this time, he began to appreciate the strength and core values of the U.S. Army and its soldiers.
“I began to see the Army as a melting pot,” he said. “There was so much diversity and different nationalities, and yet they fought together, they served together and they mourned together. Although I was from a different culture, they trained me and respected my background and ethnicity. As my role as their translator increased, so did our brotherhood.”
Ahmed said the Bandits’ last ambush toward Fallujah was a memory that will always stay with him. It was an intense mission and not every soldier survived.
“You are never prepared to lose a comrade,” he said. “On that mission, I lost my best friend, Sgt. Scott Larson. It was hard to believe. These soldiers were the same age as me and we all bonded; we formed a team.”
When the Bandits’ deployment was extended and assigned to a different area of operation, the soldiers presented Ahmed with an American flag. Each of the soldiers signed the flag to solidify their loyalty and friendship. He recalled how proud and honored he felt to receive it.
“It meant so much to me to become a part of the team with these great soldiers,” he said. “I saw their discipline and integrity every day, and I was honored that they gave this U.S. flag to me.”
Ahmed continued his work with the American soldiers. In 2005, two years after his time with the Bandits, he decided to take the flag to his home in Baghdad; he wanted to hang it in his room. He protected the flag with two heavy-duty plastic bags and then hid it inside a gym bag. But, while traveling home, his bus driver received a call that there was an anti-American checkpoint ahead.
Soldiers with 1st Battalion, 37th Armored Regiment, 2nd Armored Brigade Combat Team, 1st Armored Division with Staff Sgt. Ahmed pose after a ceremony held at the 1-37 motor pool Sept. 11, 2019.
(Photo by Sgt. Michael West)
Ahmed knew he could lose his life if he was caught with an American flag. In a panic, he decided to descend the bus and walk off the freeway. He continued walking until he got to a residential neighborhood. He then quickly buried the bag using and old-rusty tin can as a shovel.
Why I serve
Ahmed moved to the United States in 2008. Inspired by his time with the Bandits and seeing their dedication for upholding the Army values, he took the oath of enlistment to support and defend the Constitution of the United States and become a U.S. soldier. He now lives in California and serves as a staff sergeant in the Active Guard Reserve.
In 2016 Ahmed’s parents made a special trip from Iraq to visit him and celebrate his accomplishments. But before his parents departed the country, Ahmed called his father with one special request – locate the buried flag and bring it with him to the United States.
“Even though more than a decade had passed since I buried the flag in Iraq, I knew exactly where it was buried, and I instructed my father to please bring it to the U.S.,” said Ahmed. “When my father told me he had located the flag, a part of me was alive again.”
The proud father and husband said his dream came true when he arrived at Fort Bliss Sept. 11 carrying the framed flag and sharing its legacy with a new era of Bandits.
“The flag finally made it home,” said Ahmed. “I think of these soldiers every day when I put on my Army uniform and display the flag on my shoulder. Today, I did not see faces and ranks, but as I looked around, I saw the Old Ironsides patch and friendships that will last a lifetime. Larson did not live to see his flag again, but these soldiers did.”
For Cpl. James Klingel, Headquarters and Headquarters Company, 1-37 AR, 2nd ABCT, seeing and hearing Ahmed was inspirational.
“I was shocked that the flag was buried for so long, had traveled so far, and still looks amazing,” he said. “It showed us that it doesn’t matter how much time passes by. We still have the same Army traditions and the same Army values that should always be upheld, and deeply respected.”
Leaving the sights and sounds of modern day Saigon, we began our journey to the Central Highlands of Vietnam. As we left the city that I had come to feel comfortable in and approached the outlying rural areas, I felt a heightened sense of awareness.
Even though I knew this was 2017 and the war was far behind, my head was on a swivel and my eyes were constantly searching for threats. Intellectually, I understood that the jungles and hills of Vietnam held no threats, but my emotional side equally felt the need to be aware.
The pungent smells of the countryside – logs and vegetation burning to clear land, outdoor cooking alongside the road, and unrestricted vehicle exhaust were the same smells I had encountered years before and brought back a familiar feeling and sense of nostalgia. The remembered rubber plantations from my previous years in Vietnam have given way to rolling fields of coffee, but the same farmers living at the edges of the fields are the same people, just doing what needs to be done to provide for their families.
The brown soil of the areas around Saigon turned to red clay as we moved into the plateaus of the Central Highlands and the lowland farmers begin to turn in to descendants of the Montagnard tribes that I had worked with years ago.
Passing through Gia Nghia I think of an old friend, Martha Raye – comedienne, nurse, Army Reserve Officer and teammate of many Green Berets.
Stopping at a truck stop for a lunch of Pho, Jason’s favorite dish, I can look west across a valley and in the distance can see what I’m pretty sure is Cambodia. I spent a lot of time there and it feels surreal to see it in such a serene setting.
Driving into the lowering night and through a heavy rain storm, I feel my gut tightening as we approach the city of Buon Ma Thuot. It’s almost a physical action to push down the emotions that are starting to well up inside me as we get closer and closer to the city.
Late Tuesday night, June 5th, 2018, 1st Lt. Joshua Philip Yabut was charged with driving under the influence of drugs, felony evasion, and a felony count of unauthorized use of a military vehicle. He stands accused of stealing an M577 armored command vehicle from Fort Pickett and driving it into downtown Richmond, Virginia before surrendering to authorities.
The alleged joyride began around 7:50pm and ended at roughly 9:40pm. While these are serious crimes that will have serious consequences, the fact that there have been no reports of damage or injury to any civilians or property makes this okay to point out that this whole ordeal is actually really funny.
(Meme via Artillery Moments)
Yabut is the company commander of Headquarters Company, 276th Engineer Battalion and has served over 11 years in the military. He deployed to Afghanistan in 2008 with the Illinois National Guard.
This gives Yabut the perfect opportunity to not only crack jokes about him putting the “LT” in “LosT” and we’re certain that his zero-f*cks-given attitude can be traced back to his E-4 days.
Then there’s the actual act itself. The reason why many people are describing what was going on as a “joy ride” is because he was live tweeting the entire time, starting off the night with a tweet that (poetically) reads, “wutang clan ain’t nothin to f*ck wit booiiiiiiii.”
The day of, he also posted, “thinking about putting my packet in tbh.” And just a day earlier, he tweeted, “all i wanna do is get an anime wife.”
Already, there are many misconceptions floating around the case. Firstly, he was charged with driving under the influence of drugs, but it hasn’t be clarified exactly what he was on. He did have an M9 pistol, but it was his personally-owned weapon and there was no ammunition. And just to clarify things for civilians, the M577 is an armored, tracked vehicle — but it isn’t a tank.
Donald Large had one of the aptest last names in the history of last names. He was a beast, 6-ft. 6 inches tall and 240 pounds by the time he went through SAS selection the first time (more on that in a moment). But his road to military service started when he was just an over-sized tyke.
Born in 1930, he was just a boy when British troops preparing for service in France and Germany began training near his home. He watched the men readying to take the fight to Hitler and decided he would be a military man as well, a goal made even easier by his frame, and the frequent hunting trips his dad took him on.
He started as an Army Cadet, a sort of military-affiliated Boy Scouts in Britain, and then managed to get into the real British army at just 15 years old. As he trained in the military and then served Britain, he grew to his adult height and received the nickname “Lofty,” but he still craved combat.
But Large was wounded from a gunshot and shrapnel in the fighting and was taken prisoner, surviving a 10-day forced march to a prisoner of war camp. He survived another gunshot wound, disease, 80 pounds of weight loss, and two years of muscle atrophy and near starvation before he was swapped in a wounded prisoner exchange.
Despite all the scar tissues, Large reportedly did quite well in selection, only struggling with jumping out of the plane due to his being oversized for the plane and parachute. He weighed enough that he fell faster than other paratroopers, and this combined with a fear of heights made falling the hardest part for him.
But he was a stalwart man and made the jump anyway. He had proven himself capable and was on his way to the SAS.
Except that he rode a motorcycle soon after and crashed, crushing his ankle. The SAS told him that he would need to go back through selection to prove he was still capable of meeting the unit’s high standards. While most people would’ve probably waited a few months if they ever went back, Large simply re-bandaged his ankle, found out what his new boot size was with the swelling and bandages, and went back.
Yeah, he went back through selection while his ankle was still injured. He had only taken four weeks from crash to his second selection process.
He would serve with the SAS around the world and retired in 1973. He died in 2006.
Russia could be storing nuclear weapons at a recently renovated underground bunker in the Kaliningrad region roughly 30 miles from the Polish border, according to a report released by a nuclear watchdog on June 18, 2018.
Satellite images showed the site being excavated beginning back in 2016, renovated, and then covered in 2018, which suggests it could be returning to operational status, according to the report from the Federation of American Scientists.
“The latest upgrade obviously raises questions about what the operational status of the site is,” Hans M. Kristensen, director of the Nuclear Information Project at the Federation of American Scientists, said in the report.
“The features of the site suggest it could potentially serve Russian Air Force or Navy dual-capable forces. But it could also be a joint site, potentially servicing nuclear warheads for both Air Force, Navy, Army, air-defense, and coastal defense forces in the region,” the reported added.
Kristensen told The Guardian that the bunker “has all the fingerprints” of Russia’s standard nuclear storage sites, and while there have been upgrades at the site in the past, none have been as “dramatic” as this one.
“There is a heavy-duty external perimeter of multilayered fencing,” he added. “The bunkers themselves have triple fencing around them as well. These are typical features from all the other nuclear weapons storage sites that we know about in Russia.”
In short, it’s not clear whether Russia is currently storing nuclear warheads at the facility or is planning to, but this shows the bunker is now an active site.
“The upgrade has been known to NATO for some time,” Kristensen said. “But it would appear to reaffirm Russia’s nuclear posturing in Kaliningrad and is likely to deepen eastern European concerns that Russia is increasing the role of nuclear weapons in the Baltic region.”
Back in March 2018, Russian President Vladimir Putin said Russia had developed and was testing an array of new strategic nuclear-capable weapons he claimed could outmaneuver American defenses.
“I would like to tell those who have been trying to escalate the arms race for the past 15 years, to gain unilateral advantages over Russia, and to impose restrictions and sanctions… the attempt at curbing Russia has failed,” Putin said at the time.
Kaliningrad also happens to be a base for Russia’s Baltic fleet and is one of the venues for the 2018 World Cup.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Lawmakers and veterans advocacy groups are ready for change after waiting nearly a decade for the Department of Veterans Affairs to change its policy on not reimbursing service dogs for veterans suffering from post-traumatic stress disorder.
The Puppies Assisting Wounded Servicemembers, or PAWS, Act would require the VA to offer $25,000 vouchers to veterans suffering with PTSD for use at qualifying nonprofits. Currently, the VA only supports service dogs for use in mobility issues, not in cases that only involve mental health conditions.
In 2010, Congress mandated the VA study the use of service dogs for PTSD and other mental health problems. But the pilot was suspended twice when two service dogs bit children and some dogs experienced health issues. The department has since started the study back up, but the results won’t be published until next year.
K9s for Warriors is the nation’s largest nonprofit connecting veterans to service dogs. Its program trains rescue dogs to be service dogs for post-9/11 veterans with post-traumatic stress disorder, traumatic brain injury, and/or military sexual trauma.
(K9s for Warriors)
Now with an estimated 20 veterans committing suicide a day, bill authors Rep. John Rutherford, R-Florida, and Sen. Deb Fischer, R-Nebraska, are hoping service dogs help reduce the tragic numbers.
“Veterans with PTSD may have left the battlefield, but they are still in a tough fight,” Fischer said in a news release. “Service dogs can provide support, peace, and joy to these Americans as they confront the invisible scars of war.”
These grants would help expand the reach of nonprofits currently training and connecting service dogs to veterans with a mental illness, often for free.
The act so far has a bipartisan group of 37 cosponsors. But a similar bill introduced three years ago didn’t get out of committee.
For Rory Diamond, CEO of one of the K9 for Warriors, one of the largest nonprofits that would be affected by this legislation, it’s taken the VA too long to change its policy that “there is not enough research to know if dogs help treat PTSD and its symptoms.”
K9s for Warriors is the nation’s largest nonprofit connecting veterans to service dogs. Its program trains rescue dogs to be service dogs for post-9/11 veterans with post-traumatic stress disorder, traumatic brain injury, and/or military sexual trauma.
(K9s for Warriors)
“People are always asking me what is it the dogs actually do,” Diamond said. “The genius of the dog, or the magic, is it gets the warrior out the front door. You have a reason to get up in the morning because the dog needs to be fed and walked.”
The service dog can also help a veteran feel secure in a crowd, he added, and help them get a better night’s sleep by waking them up at the first sign of a nightmare.
Dogs alone do not necessarily cure veterans, but recent studies from the Purdue College of Veterinary Medicine and the National Institutes of Health showed service dogs have had a positive effect.
“Now we have a growing body of research that says the VA needs to do this. That the dogs are working,” said Diamond, whose organization helped with one of the studies. “We did rigorous studies on our warriors, and it was published in a prestigious journal, peer reviewed. It’s not made-up monkey science. It’s just real science.”
K9s for Warriors is the nation’s largest nonprofit connecting veterans to service dogs. Its program trains rescue dogs to be service dogs for post-9/11 veterans with post-traumatic stress disorder, traumatic brain injury, and/or military sexual trauma.
(K9s for Warriors)
A VA spokesman said via email the department does not take positions on research done by groups outside of their purview.
“We strive to complete research at VA according to the highest ethical and scientific standards with a focus on the safety of Veterans and their families,” the official said.
The VA’s first report will be released early summer 2020 and will address whether service dogs or emotional support dogs helped veterans with PTSD. The second part, to be released about six months later, will report whether the kind of dog factored into “health economics savings,” which would be factors like reduced hospital stays and reduced reliance on medication.
The VA has not yet taken a position on the PAWS Act.
“The need is so high,” Diamond said, “and these dogs are saving lives in the face of a veteran suicide crisis.”
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
At one time, the Islamic State of Iraq and Syria controlled a self-proclaimed caliphate that stretched from Syria to Iraq, but now that force in Iraq has been degraded so much that the remnants are hiding in caves, deep wadis, and tunnels in the desert and hills of western Iraq’s austere terrain, the commander of Task Force Rifles told Pentagon reporters Dec. 11, 2018.
Army Col. Jonathan C. Byrom, who also serves as deputy director of Joint Operations Command Iraq, spoke via video teleconference from Baghdad.
Kurdish peshmerga and Iraqi security forces are conducting continuous clearance operations against these small pockets, the colonel said.
Checkpoints along the Iraq-Syria border have now been reopened, and Iraq’s border guard and security forces are operating along that border to prevent ISIS from crossing, he said. That includes “intense cross-border fires” by Iraqi and coalition forces in consultation and coordination with Syrian Democratic Forces, he added.
U.S. Marines with Weapons Company, 3rd Battalion, 7th Marine Regiment, attached to Special Purpose Marine Air-Ground Task Force, Crisis Response-Central Command fire 120mm mortars in support of Combined Joint Task Force – Operation Inherent Resolve operations Sept. 18, 2018. CJTF-OIR is the military arm of the Global Coalition to defeat ISIS in designated parts of Iraq and Syria.
(U.S. Marine Corps photo by Cpl. Gabino Perez)
Iraqi security forces are large-scale clearance operations and are hunting ISIS leadership and trying to take out the terrorist group’s media, propaganda, and financial capabilities, Byrom said.
Assistance from U.S., coalition forces
U.S. and coalition forces are advising, assisting, and enabling Iraqi forces, he said, support that includes providing them with joint fires, intelligence, aerial surveillance, and training, along with some equipment. “It’s a good partnership” that’s preventing a resurgence of ISIS and continues to degrade their numbers and effectiveness, the colonel said.
Byrom emphasized that the Iraqis are conducting their own missions and making the decisions. “They are effectively targeting ISIS and regularly conducting operations that disrupt ISIS and preventing their resurgence,” he said.
Asked how many ISIS fighters remain in Iraq, Byrom said he doesn’t focus on the number. “What we’re really focused on is the capability and whether they can translate this capability into destabilizing or resurging,” he explained.
The good news story, he said, is that ISIS attacks “are not having that much of an impact on the population.”
The Supermarine Spitfire ranks up there with the Mitsubishi A6M Zero, the Messerschmitt Bf-109, and the P-51 Mustang as one of the most iconic planes of World War II. But all aircraft have their flaws — even when they’re at the top of their game.
The Zero’s flaw is well-known. It had no armor to speak of, making it very vulnerable to even the F4F Wildcat when tactics like the Thach Weave were implemented across the U.S. military.
The Spitfire’s problem was in its engine.
The Rolls Royce Merlin was a great motor, but the real problem was how the Spitfire got the fuel to the engine. The Spitfire used a carburetor, which is fine for straight and level flight, but when does a dogfight involve staying straight and level?
The Spitfire’s carburetor would, in the course of maneuvering, cause the engine to cut out for a lack of fuel. When it returned to straight and level flight, the Spitfire would have an over-rich fuel mixture, which ran the risk of flooding the engine. It would also create a huge cloud of black smoke, that the Nazis quickly realized as a tell-tale sign of a sitting duck.
So, what did work? The fuel-injection system used by the Nazis in the Me-109. This gave the Nazis a slight edge in the actual dogfights. This could have been a disaster for the Brits, but when their pilots bailed out, they were often doing so over home territory, and a new Spitfire was waiting for them. German pilots who lost dogfights over England were POWs.
The problem, though, proved to be very fixable. Beatrice Schilling, an engineer, managed to come up with a workaround for the over-rich problem that removed the black cloud of smoke and prevented the engine from flooding. That stop-gap helped the RAF stay competitive until a more permanent fix came in 1942.