Raymond A. Spruance gets plaudits for what he did at the Battle of Midway. And deservedly so, since he won the battle while outnumbered and against a very capable foe.
But he arguably pulled off a much more incredible feat of arms two years after Midway, when the U.S. Fifth Fleet appeared off the Mariana Islands.
When the Japanese learned the Americans were off the Aleutians, they sent their fleet — a much larger force than Spruance faced at Midway, including nine carriers with 430 aircraft, escorted by a powerful force of surface combatants. Japan also had planes based on the Marianas.
To protect the transports, Spruance had to operate west of the Marianas. His 15 carriers were equipped with the F6F Hellcat, a plane designed with lessons from combat against the Mitsubishi A6M Zero in mind (of course, finding a nearly-intact Zero on Akutan Island didn’t hurt).
According to CombinedFleet.com, Japanese admiral Jisaburo Ozawa planned to use the Japanese bases on the Mariana Islands to hit the Americans from long range — essentially shuttling his planes back and forth between the islands and the carriers. He was dealing with pilots who were very inexperienced after nearly three years of war had devastated Japan’s pilots.
Spruance, though, had enough time to hit the land-based airfields first. Then he set his cruisers and battleships in a gun line ahead of his carriers. In essence, his plan was to use the advanced radar on his ships to first vector in the Hellcats. Then, the battleships and cruisers would further thin out the enemy planes.
Spruance’s plan would work almost to perfection. According to Samuel Eliot Morison in “New Guinea and the Marianas,” between 10:00 a.m. and 2:50 p.m., four major strikes totaling 326 planes came at Spruance’s fleet. Of those planes, 219 failed to return to their carriers. The Americans called it “The Marianas Turkey Shoot.”
The worst was yet to come. On June 19, American submarines sank the Japanese carriers Taiho and Shokaku. The next day, Spruance began his pursuit. Late in the evening of June 20 the Americans sent out a strike of their own with 226 aircraft. The attack would sink the Japanese carrier Hiyo and two oilers.
A Japanese log said it all: “Surviving carrier air power: 35 aircraft operational.”
Spruance had just won a devastating victory – perhaps the most one-sided in the Pacific Theater.
It may surprise amateur historians to discover that wars can take a humanitarian turn. There are many, many recorded instances of exceptional displays of humanity, even during the most brutal fighting. Considering the Nazis’ monstrous reputation, it would surprise many others to discover that kind of kindness among the German officers in World War II.
Even in the Wehrmacht’s most desperate days, there were some among them who retained their humanity in the middle of one of the world’s deadliest conflicts. In the Hürtgen War Cemetery in Hürtgen, Germany, you’ll find a small monument to one of these brave souls.
“No man hath greater love than he who layeth down his life for his enemy.”
As the Allies pressed their post-Normandy advantage against the Nazis in Europe, they began to outrun their supply lines. Unfortunately, the men and materiel required to bring down the Nazi regime weren’t as fast at replacing the men and materiel who were actively taking down the regime. The Allies were forced to slow down and, in some places, pause as their supplies caught up to their breakneck drive toward Germany.
This lull gave the Germans time to regroup and rest.
The worst was yet to come.
Before the Allies could enter Germany, there were a few things they had to consider. They had to cross the Rhine, the city Aachen was under siege and refused to surrender, and the Allies were afraid the Germans would destroy the Ruhr Dam. To avoid this, the Allies needed to enter the dense woods that lay between the city and the dam and do it before the Germans thought to blow the dam.
During the relatively brief lull in the fighting, the Germans made good use of the Hürtgen Forest. Its hills and ravines were loaded with minefields, booby traps, barbed wire, and anything else they could think of that might halt the Allied advance or end it entirely. What’s more, deep inside the woods were the overgrown and abandoned remains of the concrete Siegfried Line. The advantage in numbers and air superiority the Allied troops enjoyed would be completely negated by the forest. The dark woods were now almost impenetrable, and the Allies were walking into it.
This is not the place you want to assault.
For four months, the Allies sent men into the German-held meat grinder trying to dislodge the Nazis. Among the Germans trying to keep the Americans out was a Lt. Friedrich Lengfeld. Lengfeld was a young officer who had just taken command of his unit in November 1944, after his commander was killed in combat. He and his men were holed up in a lodge of some kind, sheltering themselves from the elements and trying to stave off their hunger. Next to their shelter was a minefield known as the Wilde Sau.
An American attack pushed Lengfeld’s Germans from their shelter, but his men quickly counterattacked and retook it the day after. The U.S. troops scrambled out so fast that one of them walked right into the Wilde Sau and immediately stepped on a mine. The man survived and began calling for help.
None came. And to this day, no one knows who the wounded American was.
This road once bisected the Wilde Sau minefield.
Lieutenant Lengfeld ordered his troops that no one was to fire at any Americans who would come for the man. Hours passed, the man begged anyone within earshot to help him. But no one came. The man cried for his compatriots the entire time, but still, no one came to his aid. Lengfeld decided he would help, and took a team of his medics along a road that led to the minefield. He was determined to help the man, but while his team had placed anti-tank mines along the road, he did not know the location of anti-personnel mines. Lengfeld stepped on one immediately, shredding his back. He would die later that night.
In 1994, a monument was erected at the Hürtgen Forest Cemetery, bearing the name and wartime deeds of Lt. Friedrich Lengfeld. It read:
Here in Huertgen Forest on November 12, 1944, Lt. Lengfeld, a German officer, gave his life while trying to save the life of an American soldier lying severely wounded in the “Wilde Sau” minefield and appealing for medical aid.
The monument was placed there by the American members of the 22nd Infantry Regiment to honor Lt. Lengfeld.
The US Air Force has decided to pull nearly a third of its C-130 transport aircraft out of service after discovering “atypical cracks” on the wings, Air Mobility Command (AMC) revealed.
After consulting with maintenance and engineering teams, AMC Commander Gen. Maryanne Miller decided that it was necessary to temporarily remove 123 of the Air Force’s 450 available C-130s from service after cracks were discovered on the lower center wing joint, or “rainbow fitting,” during depot maintenance.
“General Miller directed an immediate time compliance technical order inspection to identify and correct any cracking to ensure airworthiness of these C-130 aircraft,” Air Mobility Command said in a statement Aug. 8, 2019. “The Air Force takes the safety of its airmen and aircraft very seriously and is working diligently to identify and repair affected aircraft as soon as possible.”
AMC says that that the removal of more than one hundred C-130s, a workhorse for the Air Force, will not affect overseas operations.
A C-130 Hercules.
(U.S. Air National Guard photo by Maj. Dale Greer)
Each C-130 transport aircraft requires roughly eight hours to fully inspect. If a plane is found to have a problem, it will be repaired; otherwise, it will be returned to service. Eight aircraft have been inspected and returned to service, Task Purpose reported, citing an AMC spokesman.
The latest move, as Air Force Magazine notes, follows a decision earlier this year to ground around 60 C-130s due to propeller issues. The Air Force began looking closely at these issues after a damaged blade caused a C-130 tanker crash that killed 16 US service members; a maintenance depot failed to properly fix the blade.
The Air Force has been struggling as mission capable rates for aircraft have declined in recent years, dropping from 77.9 percent in 2012 to 69.97 percent last year. It recently came to light that only 7 of the Air Force’s 61 B-1 bombers are ready to fly.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The NATO Alliance was originally established 68 years ago today. Political rhetoric notwithstanding, the modern alliance is currently fighting in Afghanistan while also facing down a resurgent Russia in Eastern Europe and figuring out how to stop ISIS at home and abroad. Here are 7 facts from its proud history:
1. NATO grew out of the more limited Treaty of Brussels of 1948
The Treaty of Brussels signed in 1948 established collective defense for Great Britain, France, Belgium, the Netherlands, and Luxembourg. The U.S. wanted a greater stake in Western European security and so began looking for a way to join an expanded version of the treaty.
2. The U.S. invited other countries into NATO to form a “bridge” across the Atlantic
America and the Brussels signatories largely agreed on the framework of what would become NATO, but one of the original sticking points was whether other countries would be allowed to join. America wanted to invite North Atlantic countries like Canada, Denmark, Iceland, Norway, Ireland, and Portugal as these countries would form a “bridge” across the Atlantic for deploying forces.
3. Both the Treaty of Brussels and the NATO Alliance were in response to Soviet aggression
After World War II, Stalin quickly began supporting pro-Soviet and pro-communist government in Eastern Europe. After a civil war in Greece, a coup in Czechoslovakia, and the Blockade of Berlin, Western European countries were increasingly worried about the USSR trying to topple their governments. They responded with the Treaty of Brussels and then the NATO treaty.
4. The NATO Alliance formed a “nuclear umbrella” over Europe
The first mention of a “massive retaliatory power” to any Soviet incursion was made by President Dwight D. Eisenhower in 1954. This established a “nuclear umbrella” over NATO, the possibility that the U.S. would respond to any attack with nuclear weapons, but it wasn’t an immediately credible threat.
It wasn’t until the development of nuclear weapons like nuclear-tipped, intercontinental ballistic missiles and the implementation of practices like Operation Chrome Dome that the U.S. could truly threaten Moscow with nukes on short notice.
5. NATO had a clear nemesis in the Warsaw Pact
The increased readiness of NATO in the mid-1950s and its expansion into new countries, especially West Germany in 1955, spurred the creation of the Warsaw Pact in 1955. The Warsaw Pact was a sort of Soviet NATO that existed between the USSR and seven Soviet-aligned countries in Europe.
6. NATO has a science program
The Soviet Union launched Sputnik in 1956 and the West realized it had to get serious about scientific development. This led not only to the establishment of the Advanced Research Projects Agency, (now the Defense Advanced Research Projects Agency) in the U.S. but also the NATO Science Programme.
Now known as the Science for Peace and Security Programme, it provides funding, expert advice, and other support to security-relevant science and research between NATO countries and partner countries.
7. A NATO training exercise nearly triggered a nuclear war
While the relationship between the Warsaw Pact and NATO was always strained, it reached a fever pitch on a few occasions. In addition to the Berlin Crisis of 1961 and the Cuban Missile Crisis, NATO military exercises in 1983 nearly triggered an actual war.
The annual war games were focused on command post operations, but the 1983 exercise included an unprecedented 19,000 troops flying in from the U.S. and jets carrying dummy nuclear warheads on simulated attack runs. The Soviets were worried that it was actually cover for an invasion and put their own troops on nuclear high alert.
On April 22, 1915, a stiff wind outside of Ypres helped loose the first systematic poison-gas attack in history.
On a sunny afternoon in April 1915, outside the Belgian city of Ypres, the wind began blowing in the direction the German troops wanted – toward the French lines. German soldiers set up over 5,000 barrels of chlorine gas along their position, and let loose a rolling cloud of thick, yellow death. More than 6,000 French troops died in what was the first systematic use of poison gas on the battlefield. Its effectiveness caught even the Germans off guard. Willi Siebert, a German soldier, noted in his diary, “When we got to the French lines, the trenches were empty, but in a half mile the bodies of French soldiers were everywhere. It was unbelievable.” Just over 99 years later, on June 17, 2014, the Organization for the Prohibition of Chemical Weapons confirmed chlorine gas was used by the Syrian government in an attack on its own people.
Origins and evolution
In 1918, a German chemist named Fritz Haber won the Nobel Prize in chemistry for a method of extracting ammonia from the nitrogen in the atmosphere. The process made ammonia abundant and easily available. Haber’s discovery revolutionized agriculture, with some calling it the most significant technological discovery of the 20th century – supporting half of the world’s food base.
Haber was also a staunch German patriot who quickly joined the war effort at the outbreak of World War I. He was insistent on using weaponized gases, despite objections from some army commanders about their brutality, and treaties prohibiting their use. He personally oversaw the first use of chlorine gas at the front lines at Ypres. The next morning, he set out for the eastern front to deploy gas against the Russian army.
Chemical weapons quickly became a mainstay of warfare, public condemnation notwithstanding. They were employed by the militaries of Italy, Russia, Spain, and Japan, among others.
Timeline: chemical weapons use
During the Cold War, the United States and the U.S.S.R. made major advances in chemical-weapons technology. Their breakthroughs were accompanied by innovations in nuclear-weapons technology. It was during this period that the third generation of chemical weapons was invented: nerve agents.
Within a century of their devastating debut at Ypres, chemical weapons have increased in lethality a thousandfold.
Use in Syria’s Civil War
Organization For The Prohibition Of Chemical Weapons (background, locations, types of weapons, stockpiles, number of weapons destroyed)
United Nations Human Rights Council (Independent International Commission of Inquiry on the Syrian Arab Republic)
National Institutes Of Health (effects, history, and lethality)
Smithsonian Institute (history)
Violations Documentation Center in Syria (fatalities)
Human Rights Watch (types of weapons, attack locations)
With Russia’s announcement of a new permanent naval base in Tartus, Syria – long a port used by Russian (and prior to 1991, Soviet) forces, Moscow’s expansion into that war torn country continues even as the Assad regime is wracked by civil war.
But Russia has had a long history in the Med.
Tartus Naval Base has been used by the Russians since 1971. In those 45 years, it served as a forward operating location for the Fifth Eskadra (5th Operational Squadron). This unit was intended to counter the presence of the U.S. Sixth Fleet in the Med. The base had not been able to permanently support major vessels like the Kuznetov-class carrier; the Kirov-class battlecruisers; the Slava-class cruisers; or even modern destroyers and frigates in Russian service. The new construction at the base is intended to make it a permanent base for carriers and larger vessels as opposed to just a place to park.
The Fifth Eskadra was formed in 1967 after the Egypt-Israel Six Day War. The Soviets had been unable to find a way to inflict damage on the Sixth Fleet in the event of a war with the United States. This was not a solid strategic position from its perspective, and Russian naval legend Sergei Gorshkov pestered his superiors until the unit was formed.
The unit usually consisted of as many as 80 vessels, including two guided-missile cruisers and a number of smaller escorts like the Mod Kashin-class destroyer or Krivak-class frigate, ten diesel-electric submarines, and a host of auxiliary vessels. The Sixth Fleet usually had half that total, but much of its strength would be concentrated in a carrier battle group which could make life exciting (not to mention short) for the Soviet vessels.
After the collapse of the Soviet Union, the Russians disbanded the Fifth Eskadra at the end of 1992 — a little over 25 years after the squadron was formed. Two decades later, in 2013, the Russians re-formed the squadron as the Syrian civil war heated up.
Now with about 10 vessels, it is a shadow of the force that faced off with the Sixth Fleet. Still, it is a sign that Russia is reasserting itself in the region.
Dr. John Paul Stapp earned the title “the fastest man on Earth” when he rode the Sonic Wind I rocket-propelled sled at the Holloman High Speed Test Track at Holloman Air Force Base, New Mexico, on December 10, 1954, to a land speed record of 632 mph in five seconds.
He sustained the greatest recorded G-forces endured by man, decelerating in 1.4 seconds, which equaled 46.2 Gs, more than anyone had previously undergone.
When he was pulled from the sled, Stapp’s eyes flooded with blood from bursting almost all their capillaries. Stapp was rushed to the hospital, worried that one or both of his retinas had detached and would leave him blind. By the next day, he had regained enough of his normal vision to be released, though his eyesight would never be the same.
(U.S. Air Force photo)
More than 50 years later, the Holloman High Speed Test Track at Holloman still exists, but its riders have changed. Stapp was the last human to ride the track and now egress missions use highly instrumented mannequins to look at what loads are and then determine whether or not aircrew survivability was achieved.
“With a human you’re going to have to conduct a post-testing examination and then look at variables from human to human, where if you can put all the instrumentation on board a mannequin you can get all that data,” said. Lt. Col. Jason Vap, commander of the 846th Test Squadron at Holloman AFB. “You can take that one step further and figure out what you need to do to your seat design, or perhaps a helmet design, or your flight gear to mitigate problems. Those are things that you are only going to get from a highly instrumented mannequin. Not from post-test examination of an individual or examining what kind of pains that they suffered from that.”
(Photo by Tech. Sgt. Perry Aston)
The data is collected with a variety of onboard data acquisition systems or telemetered for post-test analysis. Additionally, technical imagery, including high-speed digital images, is available for scientists to examine the status of their payloads. Track personnel use the same imagery to determine the status of the sled vehicle during tests. All data can be post-processed and merged using a common time reference to verify the accuracy of the data, and to produce a unified data product.
“We’re always pushing to open up new capability fronts. Thinking differently,” he said. “It’s built into our culture to think about those next steps. What do we need to do? How do we refine things? How do we look at problems differently based upon what we learn out of a mission outcome? So it’s a constant learning process here.”
At 10 miles, the track is also now the world’s longest and it is used to test high-speed vehicles such as aircraft ejection seats.
(Photo by Tech. Sgt. Perry Aston)
“The Holloman High Speed Test Track hearkens back to the 1950’s,” Vap said. “The mission has changed over time and the track has grown over time, from 3,500 feet to now 50,000 feet of rail.”
With the current track, the 846th TS has reached velocities in excess of 9,000 feet per second. That is around Mach 8.6 when calculating for altitude. However, the goal speed of Mach 10 has yet to be reached.
“We’re going for success, but there’s still a lot of territory to be explored and to learn from,” Vap said.
Test missions on the track last a few seconds; however, there are weeks, if not months, put into the design effort, fabrication and getting prepped for a test. There are a litany of cameras along the track to make sure that everything is captured in a six-, 10- or 30-second test mission.
(Photo by Tech. Sgt. Perry Aston)
“We design the sleds, we fabricate them and we load them on the rail,” Vap said. “Prior to that work, we look at the velocity profiles … We look at our rocket motor inventory and we put together the payload necessary to reach the velocities that are needed to carry out the test mission.”
“But don’t kid yourself. It’s not a small measure,” he added. “It takes a great deal of engineering staff and a lot of hard work to carry out these missions, on the order of weeks to months to prep for a 10 second shot.”
The goal of these tests is to wring out some of the potential problems that could exist in an airborne environment.
“We don’t just slap something on a jet and hope it works,” Vap said. “Those are things that just aren’t done from an operational standpoint. You have to verify that it’s going work.”
This means failure is inevitable. Not everything is going to be a success and what Vap tells everyone is that you learn more out of your failures than your successes.
“We’re in the business of saving lives,” said Staff Sgt. Brian Holmes, Egress Craftsman, 846th TS. “Our system isn’t used as frequently as most, which is a very positive thing. Being able to come out in this environment and actually test [an ejection seat] and see it operate is pretty exciting.”
(Photo by Tech. Sgt. Perry Aston)
Vap said there is no bigger “cool factor” in the Air Force than what the HHSTT does on a day-to-day basis. There is no other place in the Air Force that is essentially strapping rocket motors to a sled, pushing payloads down the track at flight relevant velocities and excess.
While the track’s passengers are no longer flesh and blood, they are still pioneers – of speed, science and safety. And their contributions to the high speed test track are making the goal of Mach 10 more and more a reality.
The head of the Army aviation said that the service is about six years away from reversing its shortage of pilots for the AH-64 Apache and other rotary-wing aircraft.
“We are short pilots … we are under our authorization for aviators, most predominantly seen in the AH-64 community,” Maj. Gen. William Gayler, commanding general of the Army’s Aviation Center of Excellence and Fort Rucker, Alabama, told an audience at the Association of the United States Army’s Sept. 5, 2018 Aviation Hot Topic event.
“We under-accessed, based on financial limitations, to bring in the number of aviators that we were required to meet an operational requirement from Forces Command.”
Between 2008 and 2016, the Army fell short in accessions of aviators, creating a shortage of 731 slots, Gayler told Military.com.
Since then, the service has reduced the shortage to about 400 through increased accessions of new aviators and paying retention bonuses of up to ,000 each to seasoned pilots, Gayler said, adding that he didn’t have an exact number of the number of Apache pilots the Army is short.
“You can’t fill the void with just accessions because, then six to eight years later, you will have a relatively inexperienced force,” Gayler said.
An AH-64D Apache Longbow helicopter from 1st Battalion, 101st Aviation Regiment, based at Forward Operating Base Speicher, Iraq.
(US Army photo by Tech. Sgt. Andy Dunaway)
In the next 18 months, 33 percent of the active-component warrant officer aviation population will be retirement-eligible at a time when the airline industry has a huge pilot shortage as well, he said.
“They are highly recruiting all services … and we have lost some Army rotary-wing aviators to them,” Gayler said.
As an incentive, the Army has given out about 341 retention bonuses to pilots since late 2015 that were worth up to ,000 each, Gayler said. He added that the biggest bonuses went to Apache pilots, but would not say how many received them.
“We did it in two different year groups; we did mid-grade and we did seniors with 19 to 22 years in service,” Gayler said. “And some people questioned, ‘hey why would we give a 20-year Army aviator a three-year bonus,’ and my answer is, ‘because if they all retire, we have no experience in our fleet.’
“We retained quite a few mid- and senior-grade [aviators] that will enable us to get out of this experience gap, but we still have to bring in more aviators.”
The plan now is to access 1,300 aviators a year, “which over the next five to six years will completely fill us up,” Gayler said. “It took us a decade to get into this position; we can’t get out of it in a year or by next Thursday, so we’ve got some work ahead of us.”
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
The SS Meredith Victory might be the luckiest and most important ship of the entire Korean War. The Merchant Marine vessel carried men and materiel that saved US troops in the Pusan Perimeter, protected the supplies around Inchon harbor, and pulled off the “Christmas Miracle” – the largest single ship rescue evacuation of refugees in history.
Merchant Mariners might be history’s biggest unsung heroes. The Korean War in 1950 was not going well for the United Nations forces. American troops were relegated to a small corner of the Korean Peninsula, barely holding off the Communist onslaught as North Korea fought to push them into the sea and out of the war. In what came to be known as the Pusan Perimeter, American and South Korean forces held the line until the Americans could relieve them.
In true joint force action, the Army and Marines, supported by the Navy and Air Force, planned a landing at Inchon, behind the North Korean lines. The enemy around Pusan practically dissipated as the Army broke out of the Pusan Perimeter while Marines were landing at Inchon. Within two weeks, the UN forces had partially retaken Seoul and cut off the enemy’s supply and communications ability.
The unsung heroes of the Merchant Marine were part of the Inchon Landing force as well. If it weren’t for them, the whole thing might have fallen to the bottom of the ocean. The day before the landings at Inchon, a massive typhoon hit the coast of the Korean Peninsula, just off of which lay the United Nations invasion fleet. Hurricane-force winds slammed the boats supporting the invasion. Among them was the SS Meredith Victory, a merchant marine ship carrying men and supplies for the landing. Were it not for the ship’s crew’s skill at saving the ship, the entire invasion might never have happened.
The UN fleet off the coast of Inchon, Korea.
But that’s not the last time history called the Meredith Victory. By the end of 1950, the Chinese had intervened in the war and were pushing UN forces back to the south. Along with those retreating troops came thousands of North Korean refugees fleeing the repressive Communist regime. By the time the Meredith Victory arrived in Hungnam Harbor, the docks were packed with refugees and soldiers fleeing the Chinese.
“The Koreans on the dock, to me, that’s what we were there for, that was our job. The problem was how we [were] going to get them aboard,” remembered Burley Smith, a Merchant Mariner, the third mate aboard the Meredith Victory. “There were too many people and not enough time to get them all loaded. It looked like Times Square on New Year’s Eve.”
North Korean refugees crowd the harbor at Hungnam, December 1950.
By this time, the Army had already left, and the Chinese were being held back by Naval gunfire. The crew of the Meredith Victory began loading passengers aboard this ship meant to house 59 people. The crew worked around the clock, loading the masses of people on to her decks. They managed to get all 14,000 onto the ship and safely away from the harbor before the Army blew the port facilities.
The ship traversed the coast of Korea, on the lookout for mines, enemy submarines, and North Korean fighter planes. By the time the ship got to Geoje Island, every single refugee was alive – and five more were born along the way. It was a Christmas miracle.
The military has very talented photographers in its ranks, and they constantly attempt to capture what life as a service member is like during training and at war. This is the best of what they shot this week:
Colorado Air National Guard Airmen from the 233rd Space Group, Greeley Air National Guard Station, Colo., load a Mission Vehicle 118 onto a C-17 Globemaster III at Buckley Air Force Base, Colo., Oct. 17, 2015.
Staff Sgt. Matthew Lawson, assigned to the 455th Expeditionary Maintenance Squadron, works to complete a 400-hour phase inspection on an F-16 Fighting Falcon Oct. 18, 2015, at Bagram Airfield, Afghanistan. The phase inspection team conducts inspections after every 400 hours of flight.
A soldier, assigned to 11th Armored Cavalry Regiment-Blackhorse, fires a TOW missile system during Decisive Action Rotation 16-01 at theOperations Group, National Training Center, Fort Irwin, Calif., Oct. 17, 2015.
Soldiers, assigned to 173rd Airborne Brigade, conduct the rope bridge water crossing lane during the United States Army Europe – USAREUR-hosted 2015 European Best Squad Competition at 7th Army JMTC’s, Grafenwoehr training area, Germany, Oct. 21, 2015.
Soldiers, assigned to 3rd Brigade Combat Team, 1st Cavalry Division, conduct a live-fire demonstration with M1A2 Abrams tank and a M2A3 Bradley Fighting Vehicle at Fort Hood, Texas, Oct. 17, 2015.
U.S. 7TH FLEET AREA OF OPERATIONS (Oct. 16, 2015) Lt. j.g. Michael Cornish, from Omaha, Neb., stands watch in the combat information center aboard the guided-missile cruiser USS Normandy (CG 60) during an air-defense exercise as a part of the joint exercise Malabar 2015.
KANEOHE BAY, Hawaii (Oct. 18, 2015) Lt. Cmdr. Mark Tedrow, pilot number five with the U.S. Navy Flight Demonstration Squadron, the Blue Angels, performs aerial acrobatics during the 2015 Kaneohe Bay Air Show and Open House aboard Marine Corps Base Hawaii, Oct. 18, 2015.
ATLANTIC OCEAN (Oct. 20, 2015) The Arleigh Burke-class guided-missile destroyer USS The Sullivans (DDG 68) fires a Standard Missile 2 (SM-2) during a live-fire test of the ship’s Aegis weapons system Oct. 20, 2015
Dog Pile: Marines with 2nd Battalion, 7th Marine Regiment, based out of Marine Corps Air Ground Combat Center Twentynine Palms, Calif., apprehend a role-player in a riot control mission scenario during a non-combatant evacuation exercise at Kiwanis Park in Yuma, Ariz., Friday, Oct. 16, 2015. The Marines were tasked and evaluated on their ability to maintain control of role-players simulating hostile behavior.
Heat Street: Aircraft Rescue and Firefighting Marines extinguish some of their first fuel fires at Marine Corps Air Station Cherry Point, N.C., Oct. 16, 2015. The training exercise taught the new Marines to battle the heat and keep pushing until they annihilate the flames, as well as get used to the environment of a real fire.
From theory to practice, USCG Maritime Security Response Team participated in an exercise focused on enhancing inter-agency capabilities to interdict illicit materials.
San Francisco’s Fleet Week, ending tomorrow, honors the contribution of the men and women of the U.S. Armed Forces. Here’s a peek at what some folks got to see at the start of Fleet Week.
Usually, when someone or something retires, it’s because they’ve grown a little older — and maybe a little slower — over time. Maybe their skills aren’t as useful as they once were, so they opt to spend their sunset years peacefully watching others take over their old duties.
But not the SR-71 Blackbird. It went out with a sonic boom.
The SR-71 was in the prime of its amazing life. This was a titanium bird designed to outrun and spy on the Russians, a bird that was fooling Russians even before it was assembled.
(Laughs in Blackbird)
When the Blackbird was retired in 1990, not everyone was thrilled with the idea. Much of the debate around the SR-71’s mission and usefulness was because of political infighting, not because of any actual military need the plane couldn’t fill. Still, the program was derided by Congressional military and budget hawks as being too costly for its designated mission. Some speculate the old guard of Air Force Cold Warriors had long since retired and newer generals couldn’t explain the plane’s mission in the post-Soviet order.
Whatever the reason for its retirement, the Air Force’s most glorious bird was headed for the sunset — but not before making history and setting a few more records.
An SR-71 refuels in mid-air during sunset.
(U.S. Air Force)
When it was operationally retired in 1990, a Blackbird piloted by Lt. Col. Raymond E. Yeilding and Lt. Col. Joseph T. Vida was tasked to fly one last time from Palmdale, Calif. to its new home at the Smithsonian Institution’s Steven F. Udvar-Hazy Center in Chantilly, Virginia. Apparently, they had somewhere to be in the D.C. area that day, too.
West Coast of the United States to the U.S. East Coast – 2,404 miles in 68:17.
Los Angeles, Calif., to Washington, D.C. – 2,299 miles in 64:20
Kansas City, Mo., to Washington, D.C. – 942 miles in 25:59
St. Louis, Mo., to Cincinnati, Ohio – 311 miles in 8:32
(U.S. Air Force)
The SR-71 refueled in mid-air over the Pacific Ocean before beginning its transcontinental journey. It arrived at Dulles International Airport to a throng of onlookers and well-wishers who knew a good thing when they saw one.
Addressing the full Senate after the historic, record-setting 1990 flight, Senator John Glenn told the assembly that the flight would be remembered as “a sad memorial to our short-sighted policy in strategic aerial reconnaissance.”
The Coast Guard doesn’t always get a lot of respect, but the fact remains that the service and its predecessors have fought in every American war since the Revolution, they deploy to locations around the world, and were absolute slayers in World War II. For the naysayers out there, here are just seven of the awesome things puddle pirates did in the greatest generation:
The USCGC Northland in World War II.
(U.S. Coast Guard)
The Coast Guard conducted the first U.S. raid of WWII
On Sep. 12, 1941, nearly three months before the Pearl Harbor attack, the crew of Coast Guard cutter Northland conducted the first U.S. raid of the war. The cutter was operating under a defensive treaty with Greenland and moved to investigate a tip that a suspicious landing party was operating in a nearby fjord. They investigated and found the SS Buskoe.
While interrogating the ship master, they found signs that the ship was acting as a relay for Nazi radio stations. The Coast Guardsmen went after the landing party and raided an onshore radio station, capturing three Norwegians and German communications equipment, code words, and military instructions. Members of the ship and radio station crew were arrested.
Coast Guard led the operating, maintaining, and salvaging of landing craft
The Coast Guard’s war started in the Pacific, but they were quickly employed in the Atlantic overseas as American deployed to Africa, the Mediterranean, and Europe. In all of these deployed locations, the Coast Guard was tasked with providing many of the crews for landing crafts, and it was Coast Guardsmen who were landing troops under fire everywhere from Guadalcanal to Normandy.
This was a natural evolution for the service, which had greatly increased its shallow water capabilities during Prohibition in America, learning to land teams and send them against bootleggers, possibly under fire. This led to the only Medal of Honor earned in Coast Guard history as Signalman 1st Class Douglas Munro gave his life while saving Marines under machine gun fire at Guadalcanal.
At Papa New Guinea, Boatswain’s Mate 1st Class Richard Snyder was landing supplies when he and his unit came under Japanese fire. He grabbed weapons and hand grenades from the supplies cache and rushed the caves from which the fire originated. The grenades went in first, followed quickly by Snyder himself. He slaughtered four Japanese fighters and re-secured the beach, which earned him a Silver Star.
The Coast Guard Cutter 16, the “Homing Pigeon,” crew celebrates their D-Day success pulling 126 drowning men from the waters off the Normandy coast on June 6, 1941.
(U.S. Coast Guard)
The Coast Guard scooped 400 men out of the water on D-Day
Part of that landing craft mission was landing troops at D-Day, but, given the sheer size of the operation, the Navy and Army asked that the Coast Guard also provide a flotilla of ships to rescue Americans stranded in the water. The puddle pirates quickly rose to the challenge, pulling from their experience saving mariners for over a century.
The “Matchbox Fleet,” a flotilla of small cutters and other craft, went to war on D-Day right behind the first wave of landing craft. They had been told to stay two miles out, but most boats moved closer to shore where they could rescue more men. Overall, the service pulled over 400 men out of the water. A single boat, the “Homing Pigeon,” rescued 126.
The USS Callaway, crewed by Coast Guardsmen, in World War II.
(U.S. Coast Guard)
Coast Guardsmen defended the fleet during the Philippines landings
Similarly, the Coast Guard provided landing support and lifesaving services during the amphibious landings to retake the Philippines. Many of the supply ships and landing craft piloted by the Coast Guard came under attack, making many of their personnel de facto guardians of the fleet.
And Coast Guardsmen distinguished themselves during this defense. In one, the men were defending their portions of the fleet from attack when three kamikaze pilots made their final approach at the supply ship USS Callaway. The Coast Guard crew were rattling off all their rounds in defense, but the gunners started to melt away when it became clear that at least one plane was going to make impact.
At least seven stayed in position, downing two of the planes but suffering the impact of the third and dying instantly. But the ship survived the fight, and the landings were successful.
The Coast Guard manned floating weather stations under fire in the Atlantic
The U.S. advantage in the Battle of the Atlantic sometimes came down to weather reports. D-Day was partially successful because the U.S. knew about a break in the storms that wasn’t obvious to the Nazis. But manning weather stations, especially ones at sea, was risky in the wartime environment.
The Coast Guard sent relatively old and under-armed ships to the weather monitoring missions where they would stay in one spot and collect data, making them highly susceptible to attack. In September 1942, the USCGC Muckeget suddenly disappeared in what was later found to be a torpedo attack, claiming the lives of over 100 Coast Guardsmen as well as four civilians. Those civilians would receive posthumous Purple Hearts in 2015 for their sacrifice.
John C. Cullen.
(U.S. Coast Guard Oral History Program)
Coasties interrupted German saboteurs landing on American soil
In June, 1942, a German U-boat surfaced off the coast of New York and dropped off a team of four saboteurs that made their way to the coast. Their goal was to cripple U.S. aluminum production and hydroelectric power production through a terror campaign, weakening the U.S. and hopefully coercing the U.S. population to vote against the war.
The endeavor was quickly foiled thanks to the Coast Guard beach patrol. Coast Guard Seaman 2nd Class John Cullen came upon the group changing into disguises in the sand dunes on the beach, and offered them shelter and food at the Coast Guard station. They refused, and Cullen quickly became suspicious of the group. He played along like he believed their story of illegal fishing, but then immediately contacted the FBI.
The FBI arrived after the saboteurs had left the beach, but they were able to recover the German’s buried supplies and launch an investigation that rounded up all four men before a single attack. It also allowed them to learn of a similar landing in Florida which resulted in four more arrests with no damage done.
In fact, the U.S. actually reached deep into the bench and called up civilian sailors to help with the task of hunting subs, then put the Coast Guard in charge of them. The Coast Guard allowed the civilians to help look for enemy vessels, but then sent their own crews to hunt the enemy when they were found.
The civilian vessels and crews were often surprisingly good at the task, especially since many of them were wooden-hulled, sailing boats. German sonar couldn’t detect the sound of the sails like they would an engine, and they couldn’t bounce other signals off the wooden hulls, so they only knew one of the ships had spotted them when a Coast Guard hunter bore down on them.
At the height of World War I, British intelligence provided the United States with a secret telegram sent from German Foreign Secretary Arthur Zimmerman to the government of Mexico. The telegram promised the Mexicans a military alliance if the United States entered the war against Germany. The Germans promised Mexico it would help them recover the American territories of Texas, Arizona, and New Mexico it lost in the Mexican-American War.
The interception of the telegram was one of the earliest big wins for signals intelligence. Maybe the Kaiser shouldn’t have sent it via Western Union.
“Hopefully no one breaks this code STOP It would mean we lose the war STOP We’re paying by the word STOP”
The note from Zimmerman was sent to the German ambassador to Mexico, Heinrich von Eckardt, letting him know that the German high command intended to resume its policy of unrestricted submarine warfare in the coming days. This strategy, while effective at keeping the British Isles from getting its necessary supplies also had the adverse effect of killing innocent civilians from neutral countries – countries like the United States.
On May 7, 1915, this policy resulted in the sinking of the luxury liner RMS Lusitania, killing some 1,128 people. And 128 of those people were American civilians bound for England. The incident was illegal under international law and sparked widespread anti-German outrage in the U.S. You know relations are strained when Americans rename their food to sound less German.
“Sauerkraut” is still “Liberty Cabbage” to me.
The note read:
We intend to begin on the first of February unrestricted submarine warfare. We shall endeavor in spite of this to keep the United States of America neutral. In the event of this not succeeding, we make Mexico a proposal of alliance on the following basis: make war together, make peace together, generous financial support and an understanding on our part that Mexico is to reconquer the lost territory in Texas, New Mexico, and Arizona. The settlement in detail is left to you. You will inform the President of the above most secretly as soon as the outbreak of war with the United States of America is certain, and add the suggestion that he should, on his own initiative, invite Japan to immediate adherence and at the same time mediate between Japan and ourselves. Please call the President’s attention to the fact that the ruthless employment of our submarines now offers the prospect of compelling England in a few months to make peace. Signed, ZIMMERMANN
This wasn’t even the first time the Germans tried to incite the Mexicans against the U.S. There were at least five other occasions when the German Empire funded or assisted efforts to create tensions in North America. President Wilson even had to send U.S. troops to occupy Veracruz during his administration. What the Germans didn’t take into account was the fact that Mexico was already in the middle of its own civil war, Mexico didn’t stand a chance against the U.S., even then, there was already a peace agreement in place, and Mexico knew Germany couldn’t actually support it in any meaningful way.
“Mexico: We are with you. But not like… there. We have to be here. But good luck in your war with the US.”
The British sent the telegram to the U.S. Ambassador to Britain, who eventually got it to President Wilson. Wilson promptly gave it to the American media. When delivered to the American people, who were already anti-Mexican and anti-German, the result was explosive. To make matters worse, Zimmerman admitted the telegram was genuine in a speech to the Reichstag, and the Germans soon sunk two American merchant ships with u-boats. Three months later, in the face of American public opinion, Wilson asked Congress for a declaration of war.