Before women were allowed to join the military, Cathay Williams decided that she wouldn’t let her gender, or the color of her skin, get in the way of her ambitions. She became the first known African American woman in American history to join the armed forces by disguising herself as a man.
Williams was born into slavery in the year 1842 in Independence, Mo. She was a house slave for William Johnson, a planter in Jefferson City, Mo. During the beginning of the Civil War, Williams was claimed to have been “freed” by Union soldiers, but was forced to work for the Federal Army as a paid cook and laundress.
During her time serving in the Federal Army, she gained an insight into military life by answering directly to two Union Generals, one of whom was General Philip Sheridan. After the war ended, Williams did not have the means of supporting herself, but she wasn’t about to let her newly garnered freedom get snuffed out like a flame.
In November 1866, Williams disguised herself as a man and enlisted in the U.S. Army as William Cathay. Full-on medical exams weren’t mandatory at the time, and Williams was able to pas a quick, general health check before filing in among the ranks.
She was found fit for duty and assigned to the 38th U.S. Infantry, Company A, an all-black regiment in St. Louis, Mo. which, eventually, became a part of the renowned Buffalo Soldiers. Apparently, the only two people knew her secret — a friend and a cousin — both of whom served alongside her in the same regiment. They never divulged her charade.
Williams traveled with her regiment and helped protect miners and immigrants from Apache attacks at Fort Cummings, Mo. Unfortunately, military service took its toll on Williams. She was in and out of the hospital for most of her service due to neuralgia (pain caused by a pinched nerve). Surprisingly, it was six months after her first hospitalization when they found out that she was a woman.
After the truth was revealed, Williams was discharged from the Army honorably on October 14, 1868. Little of her life is known after she was discharged, except for her attempts to get a pension for the disabilities that she incurred from military service.
Sadly, Williams never received compensation for her medical issues. The Pension Bureau claimed her illnesses were pre-existing and, because she was a woman, her service was not considered legal, disqualifying her from pension pay.
She may not have intended to become a prominent figure in history, but one thing is for sure, Cathay Williams will forever be regarded as the first and only female Buffalo Soldier to have served in the U.S. Army.
The now-iconic photo of New York on 9/11 taken by Culbertson from space (NASA)
If you were old enough, you remember exactly where you were on September 11, 2001 when you heard about the towers falling. Personally, I was on my way home from school after being let out early as a result of the attacks, when my mother told me what had happened. We had visited Washington, D.C., just a few months before, so while I wasn’t entirely familiar with the World Trade Center, I knew exactly what the Pentagon was; the fact it had been attacked shocked me. For NASA astronaut Capt. Frank L. Culbertson, Jr., who was in space aboard the International Space Station, the attacks on 9/11 were personal.
A South Carolina native, Culbertson attended the United States Naval Academy where he received a Bachelor of Science degree in Aerospace Engineering. While at Annapolis, he was also a member of the Academy’s varsity rowing and wrestling teams. Following his graduation and commissioning in 1971, Ens. Culbertson served aboard the USS Fox in the Gulf of Tonkin before he reported to NAS Pensacola for flight training.
Culbertson earned his designation as a Naval Aviator in May 1973. Flying the F-4 Phantom, he served with VF-121 at NAS Miramar, VF-151 aboard the USS Midway out of Yokosuka, and with the Air Force 426th Tactical Fighter Training Squadron at Luke AFB where he served as a Weapons and Tactics Instructor. Culbertson then served as the Catapult and Arresting Gear Officer aboard the USS John F. Kennedy until May 1981 when he was selected to attend the U.S. Naval Test Pilot School at NAS Patuxent River.
A VF-151 ‘Vigilantes’ F-4 takes off (U.S. Navy)
Culbertson graduated from Test Pilot School with distinction in June 1982 and was assigned to the Carrier Systems Branch of the Strike Aircraft Test Directorate. He served as the Program Manager for all F-4 testing and as a test pilot for automatic carrier landing system tests and carrier suitability. Culbertson took part in fleet replacement training in the F-14 Tomcat with VF-101 at NAS Oceana from January 1984 until his selection for the astronaut training program.
Following his selection as a NASA astronaut candidate in May 1984, Culbertson completed basic astronaut training in June 1985. Since then, he worked on redesigning and testing Space Shuttle components, served as a launch support team member on four Shuttle flights, and assisted with the Challenger accident investigations.
Culbertson’s official astronaut portrait (NASA)
Culbertson’s first space flight was a five-day mission from November 15-20, 1990 aboard STS-38 Atlantis. His second space flight was a 10 day mission from September 12-22, 1993 aboard STS-51 Discovery. On August 10, 2001, Culbertson made his third space flight as the only American crew member of Expedition 3 to the ISS. He lived and worked aboard the ISS for 129 days, and was in command of the station for 117 days. On 9/11, as the ISS passed over the New York City area, Culbertson took photographs of the smoke rising from Ground Zero in lower Manhattan.
He later learned that American Airlines Flight 77, the aircraft that crashed into the Pentagon, had been captained by a friend of his from the Navy. Charles “Chic” Burlingame III was the pilot of Flight 77 before it was hijacked following its takeoff from Washington Dulles International Airport. Culbertson and Burlingame had both been Midshipmen, Aeronautical Engineering students, and members of the Academy’s Drum Bugle Corps together at Annapolis. Both men also went on to attend flight school and become F-4 fighter pilots. With his trumpet aboard the ISS, Culbertson played taps in honor of his friend and all the other victims of the attacks that day. The Expedition 3 crew left the ISS aboard STS-108 Endeavour and landed at Kennedy Space Center on December 17, 2001.
Culbertson’s official mission photograph for Expedition 3 (NASA)
Culbertson retired the next year on August 24. Over his long career in the Navy and with NASA, he logged over 8,900 flight hours in 55 different types of aircraft, and made 450 carrier landings, including over 350 arrested landings. His awards and honors include the Legion of Merit, Distinguished Flying Cross, NASA Outstanding Leadership Medal, and Humanitarian Service Medal. In 2010, he was inducted into the U.S. Astronaut Hall of Fame. Of all his many achievements, Culbertson is still best known for being the only American not on Earth on 9/11.
As we all know by now, the F-117 Nighthawk was America’s first combat-capable stealth aircraft. According to an Air Force fact sheet, it entered service in 1983, and was retired in 2008. It had a very effective career, serving in Operations Just Cause, Desert Storm, Allied Force, and Iraqi Freedom.
But one reason the F-117 was effective was because the Americans managed to keep it secret for the first five years it was in operation. As a result, many figured America’s stealth fighter would be named the F-19 – and in two techno-thrillers, the F-19 had major roles.
It was best-known as the F-19 Ghostrider in Tom Clancy’s “Red Storm Rising.” In that novel, the planes carry out a daring raid to destroy Soviet Il-76 “Mainstay” radar planes, enabling NATO to secure air superiority in the early stages of the war. One F-19 crew later takes out a Soviet theater commander.
Clancy’s F-19 was very different from the F-117. It had a crew of two, and was capable of breaking Mach 1. It also carried weapons externally, including Sidewinder air-to-air missiles, and had a radar. While some sources, like Combat Aircraft Since 1945, credited the F-117 Nighthawk with the ability to carry the AIM-9 Sidewinder, most sources claim that the F-117 has no air-to-air capability.
The other appearance of the F-19 was in Dale Brown’s “Silver Tower.” This time, it had the right name, Nighthawk, but it also had a crew of two. Brown didn’t go into the detail of his F-19 that Clancy did in Red Storm Rising. Brown’s F-19s had one notable success, where they bluffed their way in to attack a Soviet base in Iran during Silver Tower. Both planes were shot down and their crews killed.
After the F-117’s public reveal, the speculative F-19s were largely forgotten. But the “F-19” speculation helped keep the F-117 secret – and that secrecy was critical to the battlefield success of America’s first stealth fighter.
The High-Mobility Multi-Purpose Wheeled Vehicle, better known as the Humvee, is one of the most ubiquitous and iconic vehicles in military history. Between 1984 and 2012, 281,000 Humvees have been produced and the line is still running. This vehicle does everything, from evacuating the wounded to taking out enemy tanks.
But as impressive as the Humvee’s 30+ year production run is, it still only accounts for about 85 percent of the 335,531 Willys MB, better known as the jeep, manufactured in just four years. So, numbers aside, how do these versatile, wheeled vehicles stack up?
Two World War II icons on Guam: a Jeep and a M4 Sherman tank.
The Willys MB had a top speed of up to 65 miles per hour and could go 300 miles on a single tank of gas. It had a crew of two and could carry another three additional personnel. It could carry up to 800 pounds of cargo and tow 1,000 pounds. This vehicle saw action all over the world. Two major variants, the “slat” and the Sea Jeep (“Seep”) were also produced, which accounted for over 38,000 of the MB’s already-massive production total.
The HMMWV is capable of firing TOW missiles to kill enemy tanks.
The HMMWV can go as fast as 70 miles per hour. Some variants can haul nearly 5,000 pounds of cargo or eight troops. It can get as far as roughly 250 miles on a tank of diesel. The use of diesel fuel is an important detail — it’s less flammable than gasoline. The HMMWV was also capable of mounting a wide variety of weapons, including the BGM-71 TOW missile.
This Jeep is packing a 37mm gun and a .30-caliber water-cooled machine gun,
One could argue that the HMMWV is three times the vehicle than the classic Jeep. That said, one HMMWV can’t be in three places at once. So, would you rather have had three Jeeps or one HMMWV?
Before you make up your mind, watch the video below and learn a little more about the iconic World War II Jeep.
Recently, the United States Navy celebrated the 98th anniversary of the commissioning of its very first aircraft carrier, the USS Langley (CV-1).
CV-1 was named after American aeronautics engineer, Astronomer, aviation pioneer, bolometer, and physicist, Samuel Piermont Langley (the same guy whose name is on a NASA research center, an Air Force base, a mountain, three other ships — two of which are USN ships — and a slew of schools, buildings, labs, and a unit of solar radiation measurement). The USS Langley was converted from the Proteus-class collier USS Jupiter (AC-3), which itself was commissioned in April or 1913.
As the Langley, she had a full-load displacement of 13,900 long tons, a length of 542ft, beam of 65ft 5in, draft of 24ft, and 3 boilers. This was also the United States Navy’s first tubro-electric-powered ship. She was commanded by Commander Kenneth Whiting, upon commissioning.
The USS Langley saw service as both an aircarft carrier and a seaplane tender. In the seaplane tender role, she was commissioned as AV-3 on 11 April 1937. She served as AV-3 until 27 February 1942, when she was struck by Japanese bombers. She now rests on the seafloor near Cilacap Harbor, Java, Indonesia.
The USS Langley was the first step in what would help the Navy — and the United States — project global reach and force. A unique feature of the Langley (among all USN aircraft carriers) was its carrier pigeon house. USN carriers (and signals) have come a long way since then.
Since the commissioning of the USS Langley as the first aircraft carrier, the United States Navy has fielded 80 total carriers. There are currently 11 in service. Both of these numbers vastly outcounts every other nation’s number of aircraft carriers. With a current global total of 44 active carriers (some of those are arguable), America owns 25% of those. But the strategic value of those 11 carriers is much more than 25% of that global total.
The first purpose-built aircraft carrier to be commissioned ever, anywhere, was the Japanese Hōshō, which was commissioned two days after Christmas, 1922.
“Some with faces bloated and blackened beyond recognition, lay with glassy eyes staring up at the blazing summer sun; others, with faces downward and clenched hands filled with grass or earth, which told of the agony of the last moments.
“Here a headless trunk, there a severed limb; in all the grotesque positions that unbearable pain and intense suffering contorts the human form, they lay.”
The burial parties put the bodies in shallow graves or trenches near where they fell — sometimes Union and Confederate soldiers together. Others, found by their comrades, were given proper burials in marked graves.
Pennsylvania Governor Andrew Gregg Curtin visited the battlefield soon after, and was appalled by the devastation and the stench of death.
“Heavy rains had washed away the earth from many of the shallow graves. Grotesquely blackened hands, arms and legs protruded from the earth like “the devil’s own planting… a harvest of death” while the stench of death hung heavy in the air,” writes John Heiser of the Gettysburg National Military Park.
Curtin went on to fund the creation of a special cemetery for the civil war dead, and also to recover and rebury the remains on the battlefield.
This grisly job was entrusted to a series of teams, led by local merchant Samuel Weaver.
He described how poles with hooks were used to search the clothing on exhumed corpses for identification — how the color and fabric of uniforms was used to distinguish Confederate from Unionist corpse.
1st Massachusetts Monument.
Initially, Confederate bodies were left were they lay in the ad-hoc graves, and only Union soldier exhumed to be reburied in the new National Military Park Cemetery, then called the Soldiers National Cemetery.
It was at the consecration of the cemetery on November 19 that President Abraham Lincoln delivered his famous Gettysburg Address, where he praised the sacrifice of the soldiers.
He called on Americans to pledge “that these dead shall not have died in vain — that this nation, under God, shall have a new birth of freedom — and that government of the people, by the people, for the people, shall not perish from the earth.”
About a decade later, Weaver’s son helped Confederate families exhume the remains of the 3,000 Confederate dead, who were reburied in Richmond, Raleigh, Savannah and Charleston.
Gettysburg National Military Park.
So many bodies were buried in the fields of Gettysburg that not all were found, and remains were still being discovered almost a century and a half later.
In 1996, a tourist found human remains in territory called Railroad Cut, about a mile outside town. It was the first time more or less complete human remains had been found on the battlefield since 1939, reported the Baltimore Sun at the time.
The remains were examined by the Smithsonian, and found to belong to a man about 5 foot 8 or 9 tall, in his early 20s, who had been shot in the back of the head.
In 1997 the remains were given a military burial in Gettysburg National Military Park Cemetery alongside partial remains of other other soldiers found over the years.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
When America joined the Great War, the British Fleet was holding most of the German Navy in the North Sea, meaning that American warships and troop ships rarely faced severe opposition. But one ship did fall prey to an unknown assailant: The USS San Diego, sank off the U.S. East Coast due to a massive explosion from an unknown source.
The USS San Diego in March 1916.
But the ship is now a fish sanctuary, and researchers looking at the wreck and at historical documents think they’ve figured out what happened all those years ago.
On July 19, 1918, the armored cruiser was sailing from Portsmouth Naval Yard to New York with a full load of coal in preparation to strike out across the Atlantic. But, as it was coming up the coast, an explosion well beneath the waterline suddenly tore through the ship, hitting so hard that it warped the hull and prevented the closure of a watertight door.
USS San Diego sinks in this 1920 painting by Francis Muller.
(Naval History and Heritage Command)
His working theory was that they had been hit by a German torpedo, and he wanted to both kill the bastard who had shot his ship and save the vessel. Unfortunately, he could do neither. The ship sank in 30 minutes into water 110 feet deep, and the crew never spotted the vessel that attacked them.
Six sailors died in the incident. They were Engineman Second Class Thomas E. Davis, Engineman 2nd Class James F. Rochet, Machinist’s Mate 2nd Class Frazier O. Thomas, Seaman 2nd Class Paul J. Harris, Machinist’s Mate 2nd Class Andrew Munson, and Fireman 1st Class Clyde C. Blaine.
It was a naval mystery for years, but there was a theory competing against the torpedo one: The ship might have struck a mine placed there by a submarine that was long gone when the San Diego arrived.
The proud USS San Diego, also known as Armored Cruiser 6.
Researchers created a 3-D map of the wreck, and found damage that was most similar to the larger explosive load of a torpedo, but could have been caused by a large mine. And so they turned to naval records handed over by Germany after World War I.
In those records, they found reports from the U-156, a German submarine that did operate on the East Coast that month. But it wasn’t concentrating on finding ships to torpedo. She was carrying mines.
The mine explosion took place well below the waterline and against relatively thin plating. The mine detonated against a half inch of steel. If it had contacted at the armored band, it would’ve done paltry damage against the ship’s 5-inch thick armor belt.
Because of the limited ships the Central Powers could put to sea in the later years of World War I, the Navy concentrated on protecting and conducting logistics operations rather than chasing elusive fleet action. The Navy delivered more than 2 million soldiers to Europe without losing any soldiers to U-boats.
In World War II, it would be forced to conduct fleet actions while also delivering troops and supplies across the Pacific, Europe, and Africa.
The Battle of Gettysburg was one of the bloodiest in American history with over 7,000 soldiers killed in three days of fighting.
(A single civilian, Mary Virginia Wade, was also killed.)
But if the modern military fought the battle, the costs could easily be much higher as today’s artillery, mortars, jets, and helicopters make every exchange more costly. And the increased range and firing rate of the M16 instead of Civil War rifles would make the missteps of generals even more catastrophic.
A squad designated marksman scans his sector while providing security. (Photo: U.S. Army)
When the two sides first clashed at Gettysburg on July 1, 1863, it was largely an accident. Union Brig. Gen. John Buford, the head of cavalry for the North, had sent men to scout the area around the city and they ran into a group of men commanded by Gen. Harry Heth heading into the city to find supplies.
While many Union leaders thought there were only a few rebels in the area, and many rebels thought the Union forces were just a militia group, Buford and a few others suspected the truth. The two major armies in the eastern theater had just stumbled into one another.
But Buford was a pioneer of mounted infantry tactics and ordered his subordinates to prepare for a pitched battle the following day. He spent the bulk of that night getting the lay of the land and planning his attack. But, if he had been in command of modern, mechanized infantry, he wouldn’t have needed to.
Instead, he would have sent his dismounts forward to search out the enemy encampments and would have brought his Strykers up with them. Meanwhile, any UAVs he could wrangle up would be flying ahead, searching out the enemy.
But Rebels with modern communication equipment would have reported the chance engagement in the city to their higher headquarters. Confederate Gen. Robert E. Lee, who knew that the Union was pursuing them north, would likely have sent out his own scouts and drones to search for enemy forces.
When each side learned that their enemy was nearby, heavily armed, and deployed near the vital strategic crossroads of Gettysburg, they would have surged all assets to take and hold the key ground.
Buford’s mechanized infantry would likely have taken the same heights that it did in 1863, but this time it would have positioned Strykers with TOW missiles behind cover and sent those armed with machine guns to cover the approaches to the heights. Most infantry squads would dismount and take up defensive positions on the heights.
Meanwhile, each side would begin calling up close air support and alerting the Air Force that they needed air battle interdiction immediately. Unfortunately, when the jets arrived, they would be too busy trying to establish air superiority to start hitting ground targets.
As the duel began to play out in the sky, artillery units on the ground would begin lobbing shells at precision targets and using rockets and howitzer barrages to saturate areas of known enemy activity.
This is what makes it unlikely that Mrs. Mary Wade would be the only civilian casualty of a modern Gettysburg.
The Union forces would likely congregate in a similar fishhook that first night as they did in the actual battle on the second day.
But here is where things would go wrong for the Union. When Maj. Gen. Daniel Sickles made his ill-fated move into the peach orchard, the Confederates would have been able to pin his men down with machine gun fire and then concentrate their artillery fire, wiping out Sickles and most of his men.
Down most of a corps and under fire, the Union would fall back to the heights once again and move forces to defend the flank where Sickles once was.
But Lee might once again make his great mistake of the battle. With a corps ground under his heel and the Union center losing men to guard the flank, he would order Maj. Gen. George Pickett, newly arrived on the battlefield in transports, to push against the seemingly weak Union center.
But as Pickett leads his men across the 1-mile of open ground to the Union center, his men would be cut down. The Union Strykers and Abrams would fire from behind cover and, while a few of them would be taken out by Confederate Javelins, TOWs, and other weapons, they would still wreak havoc.
Gunners on the ridge would open up with M2 .50-cals and M240Bs, walking the rounds on incoming Confederate infantry as they bounded into range. Union artillery would, once again, saturate the area. Fisters would identify command vehicles and pass their locations to helicopters and artillery crews for concentrated destruction.
Missiles would arc back and forth across the Gettysburg fields in the wee hours of July 1. The whole Battle of Gettysburg, fought over a three-day period in real life, would have played out on an advanced timeline with modern-day weapons of war.
But the outcome would likely be the same: Lee’s undersupplied, outnumbered troops would attempt to force the high ground against defenders who reached most of the important terrain first; a false sense of confidence after the Confederates took advantage of Sickles’ mistake would have led them to gamble much and lose it all.
During the Cold War’s arms buildup, there were 13 Nike Missile sites erected around the greater Washington D.C. and Baltimore areas. Project Nike was a U.S. Army project proposed in 1945 by Bell Laboratories to develop a line-of-sight anti-aircraft missile system. The project created America’s first operational anti-aircraft missile system, the Nike Ajax. Here’s how the Great Falls Nike Fire Control Site W-83 played a critical role in the creation of GPS.
The first successful Nike test happened in November 1951 when a Nike Ajax intercepted a drone B-17 Flying Fortress. The Army initially ordered 1,000 missiles and 60 sets of equipment. By 1953, the first missile had been deployed to Fort Meade, Maryland. By 162, the DoD had built up an additional 240 launch sites across the country. Most of the missiles replaced radar-guided anti-aircraft guns.
Each of the 13 launch sites located around Washington D.C. included three parts, separated by about 900 meters. One part contained the Integrated Fire Control radar systems used to detect incoming targets. The second part held one to three underground missile magazines that could service four launch assemblies. This site had a crew of 109 officers who operated 24 hours a day. The third part of the site was an administrative area and contained a battery headquarters, barracks, DFAC, motor pool, and rec area.
Nike sites were organized in defensive positions and placed near large population centers as well as strategic locations that might come under attack, like long-range bomber bases, nuclear plants, and ICBM sites.
The Great Falls Nike Fire Control site was built in 1954 after being purchased from a dairy farmer. It was activated just a year later, all in an attempt to ensure that the national capital region could be properly defended against air attacks. The 13 sites included everything the military might need to wage war. Integrated Fire Control Sites were located downrange from launch areas, and the majority of the sites all operated first-generation Nike Ajax missiles.
Ajax missiles are massive and weigh around 2,400 pounds. They’re 34 feet long and have a range of 25 miles. After being fired, they can reach a max speed of Mach 2.3.
Military fears about defending the metro-DC area quickly faded. By 1962, the Great Falls Nike Missile Launch Site and the Integrated Fire Control Site ceased operations. Then it became a research station for the Army’s Map Services. Research focused on geo-location and navigation developments, and it was at the Great Falls site that the Map Service initiated a satellite tracking program that would eventually become part of the Defense Mapping Agency.
This tracking system is the foundation of what we now know as GPS. The data that the Mapping Agency collected allowed geospatial scientists to establish geographical reference points on the Earth’s surface. This knowledge allowed the researchers to refine their estimates of the true shape of the planet as well as develop a better understanding of the variations in the gravitational field.
In the years following the deactivation, the launch site’s buildings and other structures were left to rot. Weaponry and other harmful elements were removed, but the government didn’t tear down any of the surrounding buildings. As suburban development reached out of urban D.C. in the late 1970s and early 1980s, many of the launch building sites were finally torn down. Missile magazine hatches were buried where contractors found them. One of the missile launch sites was overtaken by the Fairfax County Park Authority and transformed into the Great Falls Nike Park, complete with a tennis court and two baseball fields created right on top of the missile magazine hatches. IN 1980, Forestville Elementary School was built on top of the launch site’s barracks.
Between 2000 and 2002, all the remaining structures were finally torn down, with the exception of two radar towers. The southern tower was repurposed as an observatory. In 2010, the dome was replaced with a newer and stronger telescope. Now, there’s a roll-top observatory building located next to the telescope, and both sites are utilized by local schools. Now, all that’s left to mark the spot is a radar dome.
Nike missile sites might be all gone, but the technology continues to live on. Many of the rocket systems used to develop the Ajax were later reused for many aeronautical functions. The missile’s first-stage solid rocket booster became the basis for several types of rockets, including the Nike Hercules missile and NASA’s Nike Smoke rocket, which has been used for upper atmosphere research.
The Battle of Verdun lasted for nearly ten months in 1916 and according to some estimates, resulted in almost 950,000 casualties. In essence, it was perhaps the epitome of the trench warfare that dominated World War I.
Indeed, trench warfare really didn’t end until the emergence of the early tanks at the Battle of the Somme. Could some of America’s most modern armored fighting vehicles do better? Specifically, the Stryker family of wheeled armored fighting vehicles.
The Germans committed over a million troops to the battle. The Stryker Brigade would have roughly 4,500 troops and 300 vehicles, most of which are M1126 Infantry Combat Vehicles. The vehicles couldn’t roam in the enemy rear — resupply would be very difficult at best. But those vehicles have technology that would enable them to decisively rout the German offensives.
The key to what the Stryker would use, would not be in mobility, but in the M151 Protector Remote Weapons Station. The Strykers primarily use the M2 heavy machine gun and Mk 19 automatic grenade launcher. These outclass the MG 08 by a significant margin. Furthermore, they can be fired from within the Stryker, which negates one of Germany’s most powerful weapons in 1916: poison gas.
This is the second advantage the Stryker would have. The NBC protection capabilities in the Strykers would enable the defense to hold despite German chemical weapons. In essence, rather than facing incapacitated – or dead – defenders, the German troops would be going across “no man’s land” into mission-capable defenders.
Worse for them, the M2 heavy machine gun and the Mk 19 automatic grenade launcher would tear massed infantry attacks apart. The optics of the Protector remote weapons stations would allow the Americans to pick out the guys with flamethrowers first. In essence, the Strykers would be able to bleed the Germans dry.
It gets worse for the Germans when the inevitable counter-attack comes. The same optics what would let a Stryker gunner pick out a machine gun position and take it out. Here, the M1128 Mobile Gun Systems and M1134 Anti-Tank Guided Missile Vehicles would also come into play, destroying bunkers. The M1129 Stryker Mortar Carrier Vehicles would be able to lay down a lot of smoke and high-explosive warheads on targets.
In essence, the Stryker would drastically alter Verdun, not by its mobility, but by virtue of being a poison gas-proof pillbox.
Ask around — every veteran pilot has a few stories involving close calls. Some of these terrifying near-misses happen in combat and others during peacetime. Chuck Yeager, however, has the displeasure of experiencing both. In fact, his closest call had nothing to do with the enemy.
Back in the 1950s and ’60s, the United States Air Force was testing a number of planes, always trying to reach for the higher and faster. One such plane was the NF-104A Starfighter, a modification of the baseline F-104 that had a short career with the United States Air Force, but saw decades of service with other countries.
A West German F-104 Starfighter. In 1962, this plane crashed with three others, killing four pilots (one of them American).
The purpose of the NF-104A was to test reaction control systems for use in space (since conventional control surfaces need air to function). The F-104 was a great choice for this test. As a high-performance fighter, it could reach a top speed of 1,320 miles per hour, had a maximum range of over 1,000 miles, and maintained the ability to carry two tons of weapons. However, it also proved to be very difficult to fly, earning the nickname “Widowmaker” among the West-German Luftwaffe.
To reach the altitudes required for such a test, engineers paired a rocket with 6,000 pounds of thrust with the J79 engine (the same engine used by the F-4 Phantom). The NF-104A was able to reach altitudes as high as 12,000 feet. It was called the Aerospace Trainer.
A NF-104 Starfighter lights off its rockets to zoom to altitudes of as much as 120,000 feet.
Lockheed modified three F-104As taken from the boneyard at Davis-Monthan Air Force Base for the Aerospace Trainer program. Two of the three NF-104s crashed. Yeager’s was the first among them and perhaps the most dramatic. His NF-104A, delivered less than six week prior to the nearly fatal flight, went into a flat spin. Yeager fought the plane as it fell almost 10,000 feet before he ejected. He suffered burns, but lived to eventually command a fighter wing in Vietnam.
Learn more about the plane that nearly killed one of the most famous pilots in history in the video below!
D-Day, the Battle of the Bulge, and Operation Market Garden; no matter the campaign and no matter the battle, our nation’s bravest men fearlessly surged forward to defeat the German threat in World War II.
Although each infantryman was responsible for various duties throughout the war, they were all issued similar gear.
The basic issue wasn’t anything like what troops receive today, but they made it work. Here’s what they carried to victory:
This was also typically attached to the cartridge belt for quick access. Troops never knew when the call to “fix bayonets” was coming, so they had to be ready, sharp, and easily reached.
This pouch includes a canteen, canteen cup, and mess kit — all made of aluminum. It wasn’t uncommon for a forward-deployed troop to eat and drink all of his rations from this container, as many meals served on the front lines came from a large, communal pot.
Also known as an entrenching tool or shovel, the E-tool was used for digging fighting holes and for driving stabler stakes into the ground. This tool was famously worn on troops’ backs and doubled as a fighting stick when sh*t hit the fan.
The average WW2-era helmet was comprised of a plastic liner and a steel shell. The liner helped the helmet fit on a troop’s head properly and, of course, the steel shell offered the troop some protection from incoming shrapnel.
This pack contained a half of a tent, tent pins, and a blanket. Many troops decided not to haul this practical pack around and simply brought a raincoat instead.
Check out the video below to watch a complete breakdown of what these heroes carried into battle.
The U.S. and Soviet militaries in the Cold War both understood the importance of the Arctic. Their submarines moved under it, their bombers moved over it, and both sides kept radar stations to track each other’s planes and potential missile launches. But after the U.S. figured out how to track Soviet submarines from drift stations, they wanted to know if the Soviets had figured out the same trick.
The problem was that drift stations were small bases built on floating ice islands. It’s hard to sneak onto such isolated and small installations. Luckily, drift stations are a bit dangerous. As the ice shifts on the island, it can crack and rupture. Drift station commanders had to keep firm eyes on their runways. Otherwise, the ice could crack too badly and make escape impossible.
So they had a tendency to get abandoned every once in a while, but only as they were becoming inaccessible. Well, inaccessible to the Russians, who couldn’t get personnel out of the remote areas without a runway. But America had a new trick up its sleeve in 1962 it wanted to try out.
An instruction comic for the Robert Fulton Skyhook.
But the mission would be dangerous. A small team would need to parachute into Arctic conditions, scrounge through the rubble of the rapidly breaking base, and then get extracted with a Skyhook before it all fell apart. This was Operation Coldfeet.
Two men were selected for the mission. Air Force Maj. James Smith was a Russian linguist with experience on American drift stations, and U.S. Navy Reserve Lt. Leonard LeSchack, an Antarctic geophysicist. LeSchack had to learn to jump out of planes, and both men had to train on the retrieval system.
But as the men trained, the target drift station was shifting further from their launch point at Thule Air Force Base, Greenland. Luckily, something even better came along.
Station NP 8 was a more modernized station, but its runway rapidly degraded and the Soviets abandoned it. America found out in March 1962 and shifted the planned operation to target NP 8.
The insertion took place on May 28, and the two investigators got to work. They searched through piles of documents, technological equipment, and other artifacts to piece together what was happening at the drift station.
They discovered that, yes, the Soviets were tracking American subs. Worse, they were developing techniques to hunt them under the ice.
The Fulton Skyhook being used by the men of Operation Coldfeet in 1962.
Smith and LeSchack made a prioritized set of documents and items they needed to get out, and they carefully packed it into bags. Over six days and five nights, they cataloged, documented, and packed. Then they attached them to balloons, filled the balloons with helium, and sent them into the sky where the plane snagged them up.
Once they were sure the bags were safe, they sent their own balloons up and got pulled out by the plane.
The Soviets wouldn’t know for years that their secret was out.