The M1 Abrams tank is arguably the best in the world — there are many reasons why it dominates the battlefield. But it’s not the only vehicle to have been called the “M1.” Prior to World War II, there were two other M1s in service, and neither were anything like the Abrams. In fact, these vehicles were downright puny. That being said, these little vehicles were important in their own way.
It might not seem like the greatest lot in life, but some people leave a legacy of being an example of what not to do. That also apply to tanks and other armored vehicles — see the Soviet-era T-72 for a prime example of this, both in terms of design and operational experience. This was also the case with America’s earliest M1s.
The M1 armored car was so bad, America only bought a dozen.
The first of these vehicles was the M1 armored car. Looking at it, this vehicle lacked intimidation factor. It was best described as a funky-looking 1930s car with a turret that housed an M2 .50 caliber machine gun with two additional .30 caliber machine guns. Only about a dozen of these were built.
The vehicle only powered the rear four wheels. Even though it packed two spares, the biggest problem with this armored car was its off-road performance. As it turns out, all-wheel drive is necessary when not exclusively travelling on paved roads.
Civil War veterans inspect a M1 “combat car” at the 1939 World’s Fair in New York.
The other M1 was the M1 “combat car.” This ‘car’ was, in reality, much closer to a light tank, but there was a specific reason for the semantics. In the years between World Wars, cavalry was prohibited from operating tanks. So, instead, they created an “armored car” with a tank’s armaments: one M2 .50-caliber machine gun and one .30-caliber machine gun. A grand total of 113 M1s were purchased, and it hung around until 1943.
Neither of these M1s saw any combat — which was a good thing for their four-man crews. Still, these vehicles, made major contributions to the war effort by teaching America what was needed to create a truly modern armored force.
Learn more about these vehicles — and see how far armored vehicles have come in terms of design — in the video below!
No one wants to be labelled a “geardo.” They’re the person in the unit that spends way too much money to buy themselves things that are either not authorized for wear with the uniform or are redundant because the issued version is just as good.
It’s not inherently a bad thing to make yourself more prepared for combat, it’s more that people who buy extra crap are wasting their money to tack on useless crap that will do nothing but slow them down. Being fully decked out in mostly useless gear is also a telltale sign that the person has no idea what is actually used in combat — meaning they’re probably a POG.
All that being said, some of the crap they buy isn’t without merit. Sometimes, buying your own version of gear, something that was designed by someone other than the lowest bidder, helps plenty. The following pieces of gear are popular among geardos, but are actually useful.
A dumb geardo buys anything to look cool. Smart geardos, however, buy things that actually serve a tangible purpose. Take the muzzle cap, for instance. It costs all of seven bucks for a pack of five and it’s literally just a piece of plastic.
That insignificant-seeming muzzle cover makes sure that dust and sand don’t get inside your barrel. Typically, grunts clean their rifles more often than POGs, but making sure that you’re spending time cleaning just carbon out of the chamber instead of all the rest of the gunk makes life so much easier.
If you’re sent to the desert, you’re going to sweat every minute of the day. Standard-issue undershirts are made of heavy cotton, which means they’re heavier, thicker, and hold all that nasty sweat.
Most Army regulations state the undershirt of your ACU top needs to be the same, “coyote tan” color. Thankfully, there’s a lot of wiggle room in the regulations and there are plenty of third-party options to pick from.
Three-point rifle slings
When you’re deployed, you constantly need to have your assigned weapon on your person, POG or grunt. The single-strap sling that you’re given can get caught when you’re trying to get to the low-ready. The three-point sling makes things a lot more ergonomic and less of a hassle.
And then there’s the overly cool one-point slings that just tie around the buttstock. You’re going to drag your rifle through the dirt and mud with that thing — that’s entirely a geardo buy.
Store-bought magazine pouches
One of the defining traits of a geardo is the number of pouches they have on their kit or rucksack. As long as you don’t have more than your standard six plus one magazine pouches, no one will accuse you of being a Fobbit.
But if you swap out the six that the Army gave you with the store-bought varieties, you can use the extra magazine pouches to hold all the other crap, like those AAFES pogs that replaced coins. The M249 SAW drum pouch is actually extremely useful because it’s about the same size as a folded-up poncho.
High-speed ear pro
Tinnitus is a very serious problem. It’s a constant ringing in your ears that lasts for the rest of your life, and it seems to hit the military community in far greater numbers than the civilian world — for obvious reasons. It’s actually the number one disability among U.S. veterans.
The ear pro that your supply NCO tosses out barely works and is a pain in the ass to put in properly. If going out of your way to buy a good set of ear protection gets you to actually use them and not screw up your hearing, it’s a hundred-percent justified.
Barely authorized boots
If there’s one piece of military gear that the Army keeps issuing out despite being complete garbage, it’s got to be the general-issue boots. They rip easily, they have no arch or heel support, and the soles wear out extremely quickly.
As long as you can find a pair that is within regulations for your branch and your command doesn’t seem to mind if you supply your own, these are a must.
Queen Mary I is the daughter of King Henry VIII and Catherine of Aragon. The King loved his daughter but he desired a male heir to continue his line. He started to lust after Anne Boleyn, one of his wife’s ladies-in-waiting. Anne was higher-level servant that served as the Queen’s personal assistant but still low born. She allowed the King to pursue her. However, he needed his heir to be legitimate and considered divorcing the Queen. His divorce would trigger a chain of events that would change the course of history forever in England.
Mary falls from grace
Pope Clement VII happened to be Queen Catherine’s cousin. For six years the Pope attempted to delay the divorce, hoping to give Catherine enough time to birth a male heir. King Henry grew angrier over time and married Anne in secret. Henry declared that his marriage to Queen Catherine was invalid because she was the wife of his brother and thus the union was incestuous. He broke away from his ties to Rome and sparked the English Reformation by establishing The Church of England. The archbishop of Canter Bury, Thomas Cranmer, would then grant him an annulment instead.
From this point forward Mary I is a bastard. Her titles revoked and cast out of her father’s favor. Her mother was forced to live in exile and this was the beginning of Mary’s deep seated hatred for her step mother, a protestant. Anne hated her too and continuously vied for Mary’s execution. Anne gave birth to a princess, Elizabeth I, whom also became a devoted protestant later in life.
Insult to injury
Anne’s failure to give the King an heir provided an opening for Mary to return to her father’s court but at a high cost. She would have to acknowledge him as the head of the Church of England and accept that her claim to royalty was illegitimate. She reluctantly agreed and regretted it for the rest of her life. For her humiliation she was reinstated at court and given a lavish residence – or be put to death.
As for Anne, she was beheaded on May 19, 1536 on false claims of multiple affairs with other men. The true reason for her execution was her failure to give Henry a male heir. The King married his third wife two weeks later — Jane Seymour. She was able to give Henry a male heir, Edward VI. Edward, also a dedicated protestant, who assumed the throne at the age of nine after his father’s death. Edward died of tuberculosis at the age of 15. He declared another heir so that neither of his sisters, Mary I or Elizabeth I would rule in his stead. Mary I was able to decisively wrestle power for herself in nine days and became the first Queen of England to rule in her own right.
Revenge of the Bloody Mary
For three years rebel bodies dangled from gibbets, and heretics were relentlessly executed, some 300 being burned at the stake. Thenceforward the queen, now known as Bloody Mary, was hated, her Spanish husband distrusted and slandered, and she herself blamed for the vicious slaughter.
Eric Norman Simons, The Queen and the Rebel: Mary Tudor and Wyatt the Younger
Mary also got her revenge against Thomas Cranmer who annulled her mother’s marriage and paved the way for Protestantism. He was burned at the stake for heresy.
Queen Mary I continued to rule for five years after taking the throne. She was ruthless and cruel, hellbent on revenge for the harsh life she lived. She blamed the protestants for everything and believed that by burning heretics alive she was saving the souls of everyone in her kingdom. After years of fighting mental illness and physical illness, she succumbed to uterine or ovarian cancer at the age of 42 in 1558. She gained the nickname ‘Bloody Mary,’ the first Queen of England.
Kelly Johnson wasn’t the first man to build an airplane, nor was he the first to push the limits of what an airplane could do, but few men have played a more vital role in shaping mankind’s ascent into the skies.
According to the latest expert estimates, human beings just like you and I have been walking on earth for over 200,000 years. That figure gets even tougher to wrap your head around when you consider that a mere 200 years ago, mankind had yet to develop matches or typewriters. A century ago, we didn’t have antibiotics or movies with sound. These, along with countless other advancements, played a roll in a technological revolution that continues to this day, like a snowball rolling down hill, enveloping everything in its path.
Of course, mankind didn’t come by these incredible advancements by accident (most often, anyway) and behind each groundbreaking technology is a man or woman, dedicated to solving the problems of their day, and to getting out in front of those coming tomorrow. Nowhere is this human-driven rapid advancement of technology more prevalent than in one of our species most recent civilization-altering breakthroughs: aviation.
In 1903, the Wright Brothers first took flight in Kitty Hawk. Less than forty years later, the first B-29 took to the skies with a pressurized cabin and a wingspan that stretched further than the length of Orville Wright’s entire first flight. A mere 19 years after that, Yuri Gagarin flew in space.
There’s no doubt that countless hands, hearts, and minds played vital roles in our rapid progression from the steam engine to the SpaceX Starship, but even amid this sea of engineers and aviation pioneers, some names stick out. Because while millions may have helped mankind reach the sky, some men’s contributions stand head and shoulders above the rest; Men, like Kelly Johnson.
Forged in the fires of World War II
Clarence Leonard “Kelly” Johnson was born in 1910, seven years after the Wright Brothers changed the world in Kitty Hawk. The son of Swedish immigrants, Johnson would win his first prize for aircraft design at the age of 13. By the time he was 22 years old, he was working as an engineer at the legendary aviation firm Lockheed.
At 28, Kelly Johnson’s role at Lockheed would bring him to London, where the island nation was preparing for the onslaught of Nazi Luftwaffe fighters and bombers that were to come just three years later in the Battle of Britain. The British were unconvinced that such a young man could produce an aircraft that could turn the tides of an air war, but the fruit of Kelly Johnson’s labor, dubbed the P-38 Lightning, would go on to become one of the most iconic airframes of the entire war.
At the start of the fighting in Europe, many Allied air units were still operating bi-planes. By the end of World War II, Kelly Johnson and his team delivered the United States its first ever operational jet-powered fighter, the Lockheed P-80 Shooting Star. Johnson had been tasked with building an aircraft around the new Halford H.1B turbojet engine that could compete with Germany’s Messerschmitt Me 262 Schwalbe. In just an astonishing 143 days, Kelly had gone from the drawing board to delivering the first operational P-80s.
The original Skunk Works
It was during World War II that Kelly Johnson and fellow engineer Ben Rich first established what was to become the legendary Lockheed Skunk Works. Today, the Skunk Works name is synonymous with some of the most advanced aircraft ever to take to the skies, but its earliest iteration was nothing more than a walled-off portion of a factory in which Johnson and his team experimented with new technologies for the P-38, developing the first 400 mile-per-hour fighter in the world for their trouble, in the XP-38.
Later, Kelly’s secretive team again came through with the P-80, and again with the design and production of the C-130 Hercules, which remains in service for the U.S. and a number of other Air Forces around the world today. Then, in 1955, they received yet another seemingly impossible assignment: The United States needed an aircraft that could fly so high it could avoid being shot down, or potentially even detected.
Soviet Radar and intercept fighters of the era were limited to altitudes below 65,000 feet, and the highest any American aircraft could reach was just 48,000. In order to continue keeping tabs on the Soviets, the Air Force solicited requests for an airplane that could fly at an astonishing 70,000 feet with a long 1,500 mile fuel range.
Kelly Johnson’s Skunk Works responded with a design that they claimed could fly as high as 73,000 feet with a range of 1,600 miles, based on the Lockheed XF-104 Starfighter, a slender and supersonic intercept fighter. The Air Force rejected his design… but it caught the attention of America’s secretive spy agency, the CIA.
President Eisenhower wanted eyes on the Soviet nuclear program, and Johnson’s unusual aircraft design with long slender wings and no retractable landing gear seemed like it could do the job, despite its shortcomings. Johnson and his team were given a contract to design and build their high-flying spy plane, and in just eight months, they delivered the U-2 Dragon Lady.
In order to test this incredible new aircraft, Kelly Johnson needed a remote air strip, far from the prying eyes of the American public. He chose a dry lake bed in Nevada for the job, and it proved particularly well suited for testing classified aircraft. Eventually, that little airstrip and accompanying hangars and office buildings would come to be known popularly as Area 51.
Taking spy planes to the next level
The U-2 may have been an immense success, but just as aviation advancements were coming quickly, so too were air defenses. In 1960, Soviet surface-to-air missiles finally managed to get a piece of a CIA operated U-2 flown by pilot Gary Powers. The aircraft was flying at 70,000 feet, higher than the Americans thought could be spotted or targeted by Soviet radar, when it was struck by an SA-2 Guideline missile. Powers had to ride the Dragon Lady down from 70,000 feet to 30,000 feet before he could safely eject, and as the secretive spy plane plummeted to the ground, Kelly Johnson and his team at Skunk Works were already developing a platform to replace it.
With spy satellites still more than a decade away, the United States needed a new aircraft it could rely on to keep tabs on the Soviets. It would need to not only fly higher than the U-2, but faster–much faster, so even if it was detected, no missile could reach it.
Johnson and his team designed a twin-engine aircraft with astonishing capabilities in the A-12, which then led to the operational SR-71 Blackbird — an aircraft that retains the title of fastest operational plane in history to this very day. Lockheed’s SR-71 could sustain speeds in excess of Mach 3.2, flying at altitudes higher than 78,000 feet. During its 43 years in service, the SR-71 had over 4,000 missiles fired at it from ground assets and other aircraft. Not a single one ever found its target.
Another aviation revolution
Kelly Johnson and the team at Skunk Works were on the cutting edge of speed and power, but as the Cold War raged on, it was Johnson and his team that recognized how the battle space was shifting. For years, the United States had focused on developing aircraft that could fly ever faster and ever higher, but with the advent of computer-aided engineering, yet another technological leap was within Lockheed’s grasp.
Johnson and his team needed to develop an aircraft that could defeat detection from not only enemy radar, but also other common forms of detection and targeting, like infrared. Using the most advanced computers available at the time, Skunk Works first developed an unusual angular design they dubbed “the hopeless diamond,” as it seemed unlikely that such a shape could ever produce aerodynamic lift.
Undaunted, development continued and by 1976, they had built a flyable prototype. The aircraft was called Have Blue, and it would lead to the first operational stealth aircraft ever in service to any nation, the legendary F-117 Nighthawk.
The F-117, or “stealth fighter” as it would come to be known, played a vital role in America’s combat operations over Iraq in Desert Storm and elsewhere, but this program produced more than battlefield engagements. The technology developed for the F-117 directly led to America’s premier stealth fighters of today: the F-22 Raptor and F-35 Joint Strike Fighter. The latter of those two is expected to serve as the backbone of America’s air superiority strategy for decades to come.
“The damn Swede can actually see air.”
In total, Kelly Johnson had a hand in the design and development of some 40 aircraft for commercial and military purposes, with seemingly countless awards and credits to his name for his engineering prowess. The man had a genuine affection for his work, to the degree that he turned down the presidency of Lockheed on three separate occasions to retain his role within the Skunk Works he helped to found.
Kelly’s boss at Lockheed, Hall Hibbard, once exclaimed, “The damn Swede can actually see air,” as he tried to understand how one man managed to play such a pivotal role in so many aircraft, and in turn, in how the Cold War unfolded. Finally, Kelly retired in 1975, but remained a senior advisor to Skunk Works for years thereafter.
He passed away in 1990 at age 80, just one year before the United States, with all its incredible military technology, would emerge the victor of the Cold War.
Ah yeah, ladies and gentlemen. Veteran’s Day weekend is upon us! You know what that means! It’s time for some long ass safety briefs, plans you made weeks out that you’re going to sleep through on Saturday, Sunday drinking if you’re a Marine or Sunday drinking if you’re just bored, and an entire day of free pancakes/Chipotle burritos/chicken wings!
I know this is usually our plan every year but this year is special. I know, some of you might know but it’s also the 100th anniversary of Veteran’s Day this weekend. And I think that’s kind of a cool milestone.
So take that time to celebrate. You earned it! Just, for the love of Uncle Sam, don’t do anything stupid this weekend. Save that for a regular pay-day weekend. Anyways, here are some memes.
The year is 1918, and American troops are facing the Germans in deadly trench warfare on the Western Front. That isn’t the only place war has taken hold, the Great War is raging all over the world, and California is no different. There, along the far, far Western front, California state horticulturist George H. Hecke called up California’s most precious natural resource: children.
Their enemy was a pest unlike any other the state had ever seen, and Hecke decided their time had come. The squirrels had to go.
The new children’s crusade called for a seven-day operation whereby California schoolchildren would attack the vicious squirrel army (often depicted wearing the pointed “Hun” helmet worn by the German army at the time). When the students weren’t creating passive killing fields by spreading rodent poisons where squirrels were known to gather food the kiddos were encouraged to form “a company of soldiers in your class or in your school” to go out and meet the enemy head-on, hitting the furry huns where they lived. “Squirrel Week” was on.
“All the killing devices of modern warfare will be used in the effort to annihilate the squirrel army, including gas,” wrote the Lompoc Journal. “Don’t wait to be drafted.”
The U.S. government made every effort to link the anti-squirrel effort to the war effort, referring to the California Ground Squirrel as “the Kaiser’s aides” while showing the squirrels decked out in enemy uniforms, wearing the Iron Cross. The government even distributed recipes for barley coated with the deadly poison strychnine.
The state had a point. OtospermophilusBeecheyi, also known as the California Ground Squirrel, was not only a pest to farms and stored food, but was also known to carry certain diseases, such as bubonic plague. More importantly, the rodent ate nearly 0 million in crops and stored food in California (using today’s dollar values), food which could otherwise go to the doughboys fighting the World War raging in Europe. Children were even asked to bring in squirrel tails to school to show off their confirmed kills.
The schoolchildren did not disappoint. In all, More than 104,000 squirrels met their furry maker during Squirrel Week 1918 – but that was just one battle. The war raged on as long as the War in Europe raged on. California children continued killing the squirrels for a long time after Squirrel Week. The effort did not have lasting consequences for the squirrels at large, however. Today the California Ground Squirrel’s conservation status is the lowest at “least concern.”
Least concern, or lulling us into a false sense of security before counter-attacking? You decide.
For many, it will come as a surprise that it’s so simple to bury a deceased loved one at sea, with little more than sail cloth and some weights. All you have to do is ensure you have all the necessary permits for transporting the human remains and a boat.
When burying someone at sea, it’s important to note that a military burial beyond what you can provide amongst your family and friends (or chartered boat service) isn’t possible. You’ll need the Navy’s help to do that, but family won’t be allowed to be present.
The first step is getting familiar with the Marine Protection, Research and Sanctuaries Act, which affords a general permit from the U.S. Environmental Protection Agency for “dumping of certain materials that will have a minimal adverse environmental impact and are generally disposed of in small quantities.”
This general permit allows for the transport and burial of human remains in the ocean under specific conditions. The remains have to be dumped at least three nautical miles from shore and you can dump things that won’t decompose along with them. These are things like plastic flowers and wreaths.
You’ll need a permit to move the body to the boat (your funeral director can help with this part) and you’ll need to prepare the body for sea by either using a non-plastic casket or some kind of natural fiber wrapping affixed to a weight for easy sinking.
If using a casket, a specific series of holes must be drilled so the box fills with water and offsets the buoyancy of the body. The casket must be wrapped with 5 steel bands or chains, four around the width of the casket and one wrapped lengthwise. Additional weight in sand or stone must be added so the entire casket weighs at least 300 pounds.
In either case, remains must not be visible.
The EPA also has some other, important regulations regarding civilian burials at sea.
You cannot use a rocket or a balloon to transport the body. If using aircraft to dump the remains, the aircraft has to be able to land.
Funeral pyres or uncontrolled burning boats are not permitted by the MPRSA general permit, so viking funerals will require a special permit.
The general permit applies to the ocean only. Lakes and other bodies of water are regulated by the states.
There is no form or application required for conducting your own burial at sea, but the EPA must be notified within 30 days of burial using the Burial at Sea Reporting Tool.
The Cold War was a great time for weapons manufacturers. It seems like almost everything was fair game to be weaponized, and nothing seemed out of bounds. The CIA weaponized everything from cars to cats.
But the Americans weren’t alone in their planning to fight World War III with a variety of unique weapons. Our French allies were in on the game too. And nothing could be more stereotypically French than a bazooka-armed Vespa, which seems like something more out of the movie “Roman Holiday” than the 1944 capture of Rome.
Yet, in 1950, the French military commissioned one: an anti-tank scooter that used a two-wheeled Vespa as its base model. It featured a bulletproof, reinforced frame, and an M20 75mm recoilless rifle mounted to the front.
Vespa 150 TAP scooters (also called Vespa ACMA, after the company who designed and made them, Ateliers de Construction de Motocycles et Automobiles) was designed to be a fast-moving anti-armor weapon that could be parachuted into a combat zone to support paratroopers (troupes aéroportées, hence the TAP designation).
A two-man team would be air-dropped in along with a pair of the Vespa 150 TAP motorbikes. The duo worked in concert with one another, one carrying the weapon, and the other carrying the 75mm rounds.
The Vespa was never intended to be able to actually fire the recoilless rifle while moving. The intent was for the pair to stop, unmount the rifle from its perch on the Vespa, use a machine gun mount to set up the rifle, fire, then move on. But it could be fired while moving, if necessary. Still, it was a very mobile anti-armor system.
While the weapon wasn’t as effective against heavy armor, it could still penetrate up to 100mm with high-explosive warheads. This would not be effective against the later T-72 Soviet tanks, but could still be used against T-54 and T-55 as well as the T-62 main battle tank the Soviet Union was fielding at the time.
While the combat Vespa may seem a little silly and stereotypically “French” by today’s standards, the project was actually designed to replace France’s then-current motorcycle fleet. Airborne motorbikes aren’t supposed to be heavy duty gear. Think of them more like pack animals that can be airdropped into combat and make quick runs wherever they were needed.
The French used American-made Cushman scooters to great effect during World War II. Just like the Vespa TAP, Cushman scooters were designed to be dropped with paratroopers from aircraft. Although not fitted with the same (or even similar) firepower, the Cushman line of World War II bikes were similarly lightweight but could be used to move supplies, wounded troops, and messages quickly and efficiently.
France’s new Vespa was designed to handle all of the old Cushman bike’s missions, with the added benefit of being able to potentially take down some of the enemy’s armor along the way. Best of all (for the French Army) it was entirely made and serviced in France.
The French Army eventually made more than 500 of the scooters and deployed the Vespa 150 to serve in both Algeria and in Indochina.
Anyone who might be doubting the effectiveness of the scooter in post-World War II combat (or even today) should remember that messengers on bikes was one of the means of communication used by retired Gen. Paul Van Riper to defeat the U.S. military in the 2002 Millennium Challenge exercise.
So remember the old military adage: if it’s stupid and it works, it isn’t stupid.
A South Korea missile system that could be used to target North Korea Scuds will cost Seoul more than $800 million to develop, a Seoul defense committee said Nov. 17.
South Korea’s planned development for the system, which has the capability to destroy incoming ballistic missiles at an altitude of about 12.4 miles, comes at a time when North Korea may be on an “aggressive schedule” to deploy its first operational ballistic missile submarine.
South Korea’s defense committee said the purpose of M-SAM development is to “secure a medium-range and medium-sized interceptor system, in response to North Korea ballistic missile and aircraft attacks,” News 1 reported.
South Korea’s Defense Acquisition Program Administration and LIG Nex1 is developing the system.
Deployment was scheduled for after 2018, but plans came under scrutiny after Oct. 30, when a minor opposition party member claimed South Korean Defense Minister Song Young-moo had ordered the suspension of M-SAM development.
But Seoul confirmed Nov. 17 M-SAM plans are being pursued.
According to News 1, the M-SAM could play a crucial role in intercepting midrange ballistic missiles, similar to the way SM-3 missiles are being deployed with the Japanese navy.
South Korea could also deploy the SM-3, but would not be able to do so until its military upgrades the Gwanggaeto-3 batch-2 Aegis ships after 2023.
The missile plans are being followed through at a time when North Korea could be constructing a new submarine, according to 38 North.
“A probable launch canister support, or launch canister, appears to be present within the service tower at the missile test stand [in Sinpo South Shipyard] suggesting the ongoing ejection testing of submarine launch ballistic missiles,” writes U.S. analyst Joseph S. Bermudez, Jr.
North Korea has refrained from provocations for about two months, and analysts have offered reasons as to why Pyongyang has stayed quiet after weeks of tests.
When a senior al-Qaeda terrorist (or one from the Islamic State or Boko Haram) gets blown to smithereens, it makes the world a better place. An MQ-1 Predator drone made that happen late last month when its AGM-114 Hellfire missiles killed a senior al-Qaeda leader by the name of Farouq al-Qahtani.
According to a report by BBC News, al-Qahtani was hiding out in Kunar Provine, Afghanistan when the Predator carried out the strike on Oct. 23. Al-Qahtani’s death was confirmed by the Pentagon on Nov. 5. The Daily Caller reported that documents captured during the 2011 raid in Abbottabad, Pakistan, that resulted in the death of Osama bin Laden mentioned al-Qahtani as a well-known figure, who was known by the alias Furuq al-Qatari.
“We have a good battalion over there led by brother Faruq al-Qatari,” one operative of the terrorist group wrote. The United States admitted Oct. 28 he was the target of a drone strike.
Predator and Reaper drones (also known as “Predator Bs”) have killed a number of high-ranking terrorists. Here’s some of the “greatest hits” that the MQ-1/AGM-114 Hellfire combination has pulled off:
Anwar al-Awlaki: A high-ranking member of al-Qaeda in the Arabian Peninsula, Anwar al-Awlaki was involved in the attempt to use an underwear bomb to bring down an airliner on Christmas Day 2009 and had been in contact with the perpetrator of the November 2009 terrorist attack at Fort Hood. He also preached at the mosque that was attended by at least two of the 9/11 hijackers. Awlaki died on Sept. 30, 2011.
Ali Qaed Senyan al-Harthi: Ali Qaed Senyan al-Harthi was one of the suspected masterminds of the attack on USS Cole in October 2000. The strike carried out in November 2002 that killed him and five other al-Qaeda operatives was the first time an unmanned aerial vehicle was used against a senior terrorist.
Hakimullah Mehsud: The leader of the Pakistani Taliban was killed on Nov. 1, 2013. During his tenure, the Pakistani Taliban carried out the murder-suicide bombing at Camp Chapman in 2010 and the shooting of Malala Yousefzai on Oct. 9, 2012.
Baitullah Mehsud: The founder of the Pakistani Taliban and the immediate predecessor of Hakimullah Mehsud was killed on Aug. 5, 2009. Under his leadership the Pakistani Taliban had carried out the assassination of former Pakistani Prime Minister Benazir Bhutto in 2007.
Not a bad start. Hopefully, there will be many more.
While visiting his family in Germany before World War II, William Sebold was approached by an operative of the Abwehr, Hitler’s secret intelligence service. Sebold was an American immigrant from Germany and was living in the United States. The Abwehr wanted him to spy on American military operations for the Third Reich.
Sebold agreed, but only because the spy agency threatened to harm his family still living in Germany. But the American wasn’t a pushover. Before leaving for the U.S., he visited the American Consulate in Cologne and told them of the German plot.
The Americans signed Sebold on as a double agent, and he would bring down the largest foreign espionage operation to ever operate on American soil that ended with the convictions of the spies.
William Sebold was not born a spy. He fought in World War I in the German Army as an engineer and later emigrated to the United States. There, he became an aircraft engineer and an American citizen. He only returned to Germany to visit his mother.
Upon his arrival, he was approached by a member of the Gestapo, who told him that an intelligence operative would soon contact him with a special mission for Germany. When that man finally contacted Sebold, he was introduced as “Dr. Ritter,” and told Sebold he worked for the Abwehr.
Sebold would return to the United States as Harry Sawyer with the codename of “Tramp.” German intelligence sent him to a seven-week training course, where he learned to use a shortwave radio, German codes, and spycraft. He was then told who to connect with back in the U.S. and how to send messages between those operatives and German intelligence.
Almost as soon as he was free of his German handlers in Europe, he turned right around and told the American Consul General of the German plot and that he wanted to aid the FBI in bringing it down. The double cross began on February 8, 1940, long before America entered World War II.
When Sebold returned he and the FBI set up shop for Harry Sawyer in a Time Square office in New York City. Sebold posed as a diesel engineer and the office became a safe house and meeting place for Germany’s stateside spies. His first contact, however, was with Fritz Duquesne, the ringleader of the spies.
Duquesne was a former journalist and lecturer who obtained aircraft blueprints for the German Army and planned sabotage operations at U.S. factories. Eventually, dozens of German spies passed their information, photos and blueprints to the Gestapo through Sebold/Sawyer’s New York office. They even received payment for their services through him.
What they didn’t know was they were being recorded on audio and film the entire time, through the use of FBI listening devices and a two-way mirror planted in the office’s main room. For 16 months, the FBI maintained and monitored the transmissions of the shortwave radio provided to Sebold by the Germans. While they fed useless information back to Germany, they received information on German operations and operatives in the Western Hemisphere.
By June 1941, the FBI was ready to move in on the spy ring. They arrested 33 agents, including Duquesne. Nineteen of the accused spies pleaded guilty to the charges. The other 14 took their chances in court, but were all found guilty.
Sebold disappeared after the trials ended, presumably a part of an early form of witness protection. When the United States entered World War II in December 1941, the Germans had no reliable intelligence network inside the U.S.
Before he was wielding lightsabers in Star Wars or blowing up Twitter with Marriage Story, Adam Driver was a Marine with 1/1 Weapons Company, 81’s platoon, out in Camp Pendleton, California.
“I joined a few months after September 11, feeling like I think most people in the country did at the time, filled with a sense of patriotism and retribution and the desire to do something,” he stated in his opening remarks.
He joined the Marines and found that he loved it.
“Firing weapons was cool, driving and detonating expensive things was great. But I found I loved the Marine Corps the most for the thing I was looking for the least when I joined, which was the people: these weird dudes — a motley crew of characters from a cross section of the United States — that on the surface I had nothing in common with. And over time, all the political and personal bravado that led me to the military dissolved, and for me, the Marine Corps became synonymous with my friends,” he shared, voicing the brotherhood that many veterans feel while in service.
Then, months before deploying to Iraq, he dislocated his sternum in a mountain-biking accident and was medically separated.
“Those never in the military may find this hard to understand, but being told I wasn’t getting deployed to Iraq or Afghanistan was very devastating for me,” he confessed.
Those of us who wore the uniform but never deployed know exactly what he means.
It’s a different type of survivor’s guilt, a common response to surviving a life-threatening situation. In this case, it’s about not even going into that situation. In the eighteen years since the 9/11 attacks, our military has kept a high deployment tempo. Many of our friends never returned.
And for those of us left behind — whether because our mission was elsewhere in the world or, like Driver, we were medically ineligible for combat — well, it’s a shitty feeling.
“I have a very clear image of leaving the base hospital on a stretcher and my entire platoon is waiting outside to see if I was OK. And then, suddenly, I was a civilian again,” blinked Driver.
“It’s a powerful thing, getting in a room with complete strangers and reminding ourselves of our humanity, and that self-expression is just as valuable a tool as a rifle on your shoulder.” Or a lightsaber at your hip?
“I was surprised by how complex the transition was from military to civilian. And I was relatively healthy; I can’t imagine going through that process on top of a mental or physical injury. But regardless, it was difficult,” he shared, voicing what many veterans have felt after their service.
He struggled with finding a job. “I was an Infantry Marine, where you’re shooting machine guns and firing mortars. There’s not a lot of places you can put those skills in the civilian world,” he joked.
He also struggled with finding meaning in acting school while his friends were serving without him overseas.
“Emotionally, I struggled to find meaning. In the military, everything has meaning. Everything you do is either steeped in tradition or has a practical purpose. You can’t smoke in the field because you don’t want to give away your position. You don’t touch your face — you have to maintain a personal level of health and hygiene. You face this way when “Colors” plays, out of respect for people who went before you. Walk this way, talk this way because of this. Your uniform is maintained to the inch. How diligently you followed those rules spoke volumes about the kind of Marine you were. Your rank said something about your history and the respect you had earned.”
Find out more about how he went from Marine to actor in the video above — and how he has found peace in service after service — in the video above.
Many military members are familiar with the sight of a shift change at Arlington National Cemetery’s Tomb of the Unknown Soldier. Only the U.S. Army’s finest can join the Old Guard and walk the carpet as a tomb sentinel, so the highlight of any visit to Arlington is catching the Changing of the Guard, where the guard’s M-14 rifle is famously inspected during the ceremony.
What you might not notice is the duty NCO’s sidearm, holstered but clearly ready for use. This weapon is as clean as the rifle the NCO inspects, with one important difference for the guards.
The M-14 rifles used by the Tomb Sentinels are fully functional, the Old Guard says. While the unit would not discuss further security measures due to the sensitive nature of what they do, it’s clear the rifle isn’t loaded when it’s carried by the men walking the line in front of the Tomb. An M-14 with a magazine is distinctly different than one without. Furthermore, when the rifle is inspected during the Changing of the Guard, the inspection would eject a round from the rifle, were there a round in the chamber.
No one really knows if there are live rounds in the nearby tent or another means for the sentinels to defend themselves in case of an active shooter. But the NCOs are packing.
When an NCO of the Old Guard attends to the Changing of the Guard, the NCO is equipped with a custom, U.S. Army-issued weapon, the Sig-Sauer M17. The weapon was built by the gunmaker specifically for the Tomb Sentinels and comes with a number of beautiful features. There are only four like them ever created, and all are carried exclusively by NCOs in the Old Guard.
The hardwood in the grip of these special pistols comes from the deck of the USS Olympia, a cruiser first laid in 1895 and seeing service in the Spanish-American War and World War I. Marble from the Tomb of the Unknown Soldier is superheated, converted into glass, and added to the weapon’s sights, making for one of the most unique weapons created for the military anywhere.
Since things are so tight at the Pentagon in terms of operational security, it’s not known whether the NCOs are carrying ammunition for the sidearms, but since there is a magazine in the weapon, they certainly could be. After the 2014 shootings at Canada’s Tomb of the Unknown Soldier and subsequent spree on Ottawa’s Parliament Hill, they certainly should be.