Sgt. Justus Branson, a platoon sergeant with Fox Company, 2nd Battalion, 7th Marine Regiment, looked on as his brother in arms, Pfc. Roger Gonzales, was lowered to his final resting place. Gonzales died 68 years earlier at the Chosin Reservoir while serving with Fox Company. Branson was part of a group of over 40 Marines who drove from Marine Corps Air-Ground Combat Training Center Twentynine Palms to attend the funeral of Gonzales.
“The presence of so many Marines indicates the honor that we give for those who lay down their lives for their Country and their fellow citizens,” said Chaplain Daniel Fullerton, the chaplain for Headquarters Battalion, 1st Marine Division. Chaplain Fullerton delivered the invocation during the funeral.
The group of Marines traveled to Rancho Palos Verdes, Calif., to pay their respect to Gonzales, whose remains had been identified and transferred to the Gonzales family, 68 years after he was killed in action during Fox Company’s last stand at the Chosin Reservoir.
The family of U.S. Marine Corps Pfc. Roger Gonzales, with Company F, 2nd Battalion, 7th Marine Regimant, 1st Marine Division, speak during his funeral service at the Green Hill Mortuary and Memorial Chaple, Rancho Palos Verdes, California, Sept. 21, 2018.
(U.S. Marine Corps photo by Sgt. Miguel A. Rosales)
“Even if we were in the middle of a huge training operation, we would’ve driven across the country for this, without a doubt,” said Branson.
Family, friends, and service members from across the US paid their respect to Gonzales as he was laid to rest, next to his mother Anastacia, at Green Hills Cemetery. The bond that exists between the Marines and those that have gone before them is a sacred and timeless connection. Pfc. Gonzales shared some of the same bonds and experiences during his time in the Marine Corps that the Marines share and experience now.
U.S. Marines with the Company F, 2nd Battalion, 7th Marine Regimant, 1st Marine Division, Color Guard, fold an American flag, during Pfc. Roger Gonzales’ funeral service at the Green Hill Mortuary and Memorial Chaple, Rancho Palos Verdes, California, Sept. 21, 2018.
(U.S. Marine Corps photo by Sgt. Miguel A. Rosales)
During those times, men, ages 18 to 26 were drafted into the U.S. military and required to serve their country for the war ahead — some men didn’t need to be drafted. Such was the case for Pfc. Roger Gonzales, a San Pedro, California native.
Shortly after graduating high school, Gonzales enlisted in the United States Marine Corps Reserves and two years later found himself in North Korea with Fox Company, 2nd Battalion, 7th Marine Regiment, 1st Marine Division.
“The Marines moved us around together, his cousin and I, we were the 7th Marines when they were reforming it. We were in infantry training together, in the same squad, and so we got to be good friends,” said Robert Ezell, then a corporal with Fox Company. “We had good times together — we had a lot of laughs. We took care of each other like Marines do.”
Ezell continued by sharing that when he and Gonzales arrived to Korea, they were placed into the same company, but in different platoons.
At the time, the U.S. X Corps, which consisted mainly of the 1st Marine Division and the Army’s 31st Regimental Combat Team, occupied the Chosin Reservoir.
The family of Pfc. Roger Gonzales recive American flags during his funeral service at the Green Hill Mortuary and Memorial Chaple, Rancho Palos Verdes, California, Sept. 21, 2018.
(U.S. Marine Corps photo by Sgt. Miguel A. Rosales)
On Nov. 27, 1950, the Chinese force surprised the U.S. X Corps at the Chosin Reservoir. From November 27 to December 13, 30,000 United Nations troops (later nicknamed “The Chosin Few”) were encircled and attacked by approximately 120,000 Chinese troops. They were nicknamed the Chosin Few because of the inferior number of troops and the location of the battle.
The conflict lasted a brutal 17 days, which took place during some of the harshest weather conditions and roughest terrain of the war. The extreme weather conditions caused the weapons lubricant to freeze, rendering the troops’ weapons useless, and by the end of the fighting it had come to hand-to-hand combat. It would come to be known as one of the most gruesome battles of the Korean War. The war claimed the lives of more than 30,000 U.S. troops.
“After the first firefight, his cousin called me and told me that Roger had been killed on top of the mountain pass, Toktong Pass,” said Ezell.
U.S. Marines with the Company F, 2nd Battalion, 7th Marine Regimant, 1st Marine Division, Color Guard, render a salute to Pfc. Roger Gonzales during his funeral service at the Green Hill Mortuary and Memorial Chaple, Rancho Palos Verdes, California, Sept. 21, 2018.
(U.S. Marine Corps photo by Sgt. Miguel A. Rosales)
Gonzales was buried at the base of Fox Hill. After the war, his remains were disinterred and returned to the U.S. but could not be identified at the time. However, through scientific advances and DNA tests from Gonzales’ younger sisters, Alicia Vallejo and Mary Rosa Loy, that changed. On June 4, 2018, the Defense POW/MIA Accounting Agency was able to identify Gonzales’ remains.
After nearly 68 years of uncertainty and unanswered questions, the Gonzales family was finally able to honor their Marine who gave the ultimate sacrifice.
Ezell remembered his friend, “I feel very honored to be able to speak at his burial. It’s just a big honor to me. I don’t know what else to say about him except that he was a great guy.”
For today’s Fox Company Marines, they felt they had to attend the funeral to make sure Gonzales was laid to rest with a proper goodbye from his unit.
“Knowing his story and knowing what he went through- being able to be here for him and represent him,” said Branson. “It’s probably the most meaningful thing I’ve done in the Marine Corps. It’s truly an honor to be here.”
We’ve all had that item we wanted to buy but maybe couldn’t quite justify or afford, but figured out a way to make it happen. For Air Force veteran David it was a 1971 Rolex Cosmograph Oyster. He appeared on Antiques Roadshow this week to tell his story and to have the watch that he so desperately wanted, but ultimately didn’t wear, appraised.
David entered the Air Force in 1971 with a draft number of seven.
He was stationed in Thailand from 1973-1975. While he was there, he flew on Air America and Continental and noticed that the pilots wore Rolex watches. “I was intrigued,” he told appraiser Peter Planes.
At his next duty station, Planes started scuba diving and found that the Rolex Cosmograph Oyster was a great resource to have underwater. He ordered one from the base exchange in November of 1974. With his ten percent military discount, it cost him 5.97. Making only 0 to 0 per month, that was a big buy. When he got it, it was too beautiful to wear. David put it in a safe deposit box and has kept it there since he bought it, only taking it out a few times to admire it. With all his original paperwork and the watch in pristine condition, David fell on the floor when Planes told him the value of the watch.
See his reaction and how much the watch is worth now:
Bonnie Carroll, the founder of the Tragedy Assistance Program for Survivors, received the Presidential Medal of Freedom from President Barack Obama at a ceremony held in the East Room of the White House on November 24. The Presidential Medal of Freedom is the Nation’s highest civilian honor, presented to individuals who have made especially meritorious contributions to the security or national interests of the United States, to world peace, or to cultural or other significant public or private endeavors.
Carroll founded TAPS after her husband, Brigadier General Tom Carroll, died in an Army C-12 plane crash in 1992, TAPS provides comprehensive support to those impacted by the death of a military family member. The organization’s programs like Good Grief camps and National Military Survivor seminars have brought effective comfort and care to families of the fallen since 1994, most acutely in the years since 9-11.
“This is a tremendous honor,” Carroll told WATM immediately following the ceremony. “It’s a recognition of American respect and reverence for all of those who have made the ultimate sacrifice and the families they loved and left behind.”
Sixteen others were recognized by President Obama during the event including entertainers James Taylor, Gloria Estefan, and Barbara Streisand, baseball legend Willie Mays, lawmakers Shirley Chisholm and Lee Hamilton, NASA mathematician Katherine G. Johnson, composer Stephen Sondheim, and filmmaker Steven Spielberg.
“It was wonderful to meet [the other awardees],” Carroll said. “Gloria Estefan lost her dad in the Army, so she’s kind of a TAPS kid. And Steven Spielberg was telling me about a project he’s working on to bring awareness to those dealing post traumatic stress and veteran suicide. So this was a tremendous opportunity to meet those who’ve made a difference in the county and also take our work forward.”
Carroll is also a retired major in the Air Force Reserve. She serves on the Defense Health Board and co-chaired the Department of Defense Task Force on the Prevention of Suicide in the Armed Forces.
“From public servants who helped us meet defining challenges of our time to artists who expanded our imaginations, from leaders who have made our union more perfect to athletes who have inspired millions of fans, these men and women have enriched our lives and helped define our shared experience as Americans,” President Obama said during the ceremony.
For more about the Tragedy Assistance Program for Survivors go here.
Every branch of the service has that place their soldiers, sailors, airmen, Coast Guardsmen, and Marines just dream of getting orders for.
That place could be anywhere that might appeal to an individual… maybe they love the cultural experience of being in Europe, or they enjoy the sun in Hawaii, or maybe they’re just away from their hometown.
These aren’t those places.
Army: Fort Polk, Louisiana
Ever hear of Leesville, Lousiana? No? Good for you. Living in a swamp is not something anyone grew up dreaming about. The nearest towns are at least an hour away, and the nearest fun is in New Orleans, a long drive away.
Sure, the PX is supposedly great thanks to a facelift, but it had better be: There’s nothing else to do. Fort Polk will supposedly ruin your car, ruin your marriage, and make you hate biting lizards.
Navy: NAS Lemoore
Hey, how does being cast out into one of the most polluted cities on the planet sound? Because NAS Lemoore is a great place to get asthma.
Most people who haven’t been to Clovis will argue that I spelled “Minot” wrong. I argue that any place referred to as “Afcannonstan” is probably far worse.
Both places are pretty remote, and while Minot has a seemingly endless winter, the people of Clovis are annually subjected to a wave of giant insects. Also, the stink of cow dung doesn’t travel as far in the cold. Cannon’s airmen would tell you to be happy it’s so cold.
Marine Corps: Twentynine Palms, California
All of the duty stations on this list have one thing in common: They’re pretty far from real American life. Twentynine Palms is no different. These guys are smack-dab in the middle of the Mojave Desert.
So, Marines can prep for sandstorms in the Middle East with sandstorms right here at home. And remember, when airmen complain about the smell of cow manure in the desert, Marines can complain about the lake of sewage.
Coast Guard: You tell me.
The Coast Guard talks about its districts like it’s in the world of The Hunger Games. Everyone seems to love district 13. In fact, as much flak as the Coast Guard gets for being the awkward child of the military, the Coast Guard doesn’t seem to have a “worst” station among them.
I’m told the station at Venice, Louisiana can be pretty bad and that the CG will let you choose your follow on orders for doing a tour there. But no one ever seems to talk Twentynine Palms-level smack about any station.
The commander-in-chief of the Russian Navy says that Russia will build a nuclear-powered aircraft carrier for the first time, but the country will not have this modern flattop anytime soon.
“There will be, of course, a nuclear-powered aircraft carrier but not in the short-term perspective,” Navy Commander-in-Chief Adm. Nikolai Yevmenov said July 10, 2019, in St. Petersburg, according to the state-run TASS News Agency.
The admiral’s comments reflect earlier reports citing unnamed sources in the Russian shipbuilding industry that suggested development of a new carrier might not begin until well into the next decade.
Russia’s naval forces are not expected to even receive the ship until sometime in the 2030s — assuming they ever receive it at all, shipbuilding sources previously told Russian media.
The new carrier is expected to be a marked improvement over the troubled Admiral Kuznetsov.
Admiral Kuznetsov aircraft carrier.
Last fall, the Admiral Kuznetsov, Russia’s only aircraft carrier, was severely damaged when the massive Swedish-built PD-50 dry dock at the 82nd Repair Shipyard in Roslyakovo sank with the aircraft carrier on board. A heavy crane fell on the vessel, punching a large hole in the hull and deck.
Russia’s ability to repair the damage appears to be limited due to the substantial damage to the vital shipyard, and there has even been talk of scrapping the flagship of the Russian navy rather than paying for costly repairs. The carrier offers very little in terms of capability, even with the planned modifications meant to modernize the often disappointing Cold War relic.
The Nevskoye Design Bureau, part of the United Shipbuilding Corporation, presented its design for what it called the Project 11430E Lamantin nuclear-powered aircraft carrier this week at the St. Petersburg international maritime defense show, where the Russian admiral made his comments.
The carrier, as designed, would displace about 80,000-90,000 metric tons, making it much larger than the Kuznetsov but smaller than US Nimitz- and Ford-class carriers.
While Russia has dreams of building a nuclear-powered aircraft carrier, the cash-strapped country is also considering conventional alternatives.
Last month, the Krylov State Scientific Research Center unveiled what it said was “a principally new concept of an aircraft carrier” designed to outshine the UK’s HMS Queen Elizabeth. The conventional gas turbine-powered carrier would be, according to the developers, four to six times cheaper than a nuclear-powered version the center presented a few years ago.
Russian defense firms and research centers have been pitching aircraft carrier designs for years, but for now, the Russian Navy has only the out-of-action Kuznetsov.
Russia has nuclear-powered submarines, but it has never had a nuclear-powered aircraft carrier in its fleet. In the final years of the Cold War, the Soviet Union began work on a nuclear-powered carrier known as the Ulyanovsk, but the fall of the Soviet Union led the Russians to suspend development. The project was scrapped, and the ship’s partial hull was disassembled.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Two years after winding down its military operation in Afghanistan, NATO has agreed to send more troops to help train and work alongside Afghan security forces.
The move comes in response to a request from NATO commanders who say they need as many as 3,000 additional troops from the allies. That number does not include an expected contribution of roughly 4,000 American forces. They would be divided between the NATO training and advising the mission in Afghanistan, and America’s counterterrorism operations against the Taliban, al-Qaeda, and Islamic State militants.
NATO Secretary-General Jens Stoltenberg said the NATO defense ministers’ meeting in Brussels on June 29 that 15 countries “have already pledged additional contributions.” He expected more commitments to come.
Britain has said that it would contribute just under 100 troops in a noncombat role.
“We’re in it for the long haul. It’s a democracy. It’s asked for our help and it’s important that Europe responds,” British Defense Secretary Michael Fallon told reporters. “Transnational terror groups operate in Afghanistan, are a threat to us in Western Europe.”
European nations and Canada have been waiting to hear what US Defense Secretary Jim Mattis will offer or seek from them. US leaders have so far refused to publicly discuss troop numbers before completing a broader, updated war strategy.
Marine Gen. Joseph Dunford, chairman of the US Joint Chiefs of Staff, was in Afghanistan this week, meeting with commanders to gather details on what specific military capabilities they need to end what American officials say is a stalemate against the resurgent Taliban.
Marine Gen. Joseph Dunford. DoD Photo by Navy Petty Officer 2nd Class Dominique A. Pineiro
The expected deployment of more Americans is intended to bolster Afghan forces so they eventually can assume greater control of security.
Stoltenberg said the NATO increase does not mean the alliance will once again engage in combat operations against the Taliban and extremist groups. NATO wants “to help the Afghans fight” and take “full responsibility” for safeguarding the country.
He did acknowledge “there are many problems, and many challenges and many difficulties, and still uncertainty and violence in Afghanistan.”
Mohammad Radmanish, deputy spokesman for Afghanistan’s defense ministry, welcomed NATO’s decision and said Afghan troops were in need of “expert” training, heavy artillery, and a quality air force.
“We are on the front line in the fight against terrorism,” Radmanish said in a telephone interview with The Associated Press in Kabul, the Afghan capital.
But Afghan lawmaker Mohammad Zekria Sawda was skeptical. He said the offer of an additional 3,000 NATO troops was a “show,” and that NATO and the US were unable to bring peace to Afghanistan when they had more than 120,000 soldiers deployed against Taliban insurgents.
“Every day we are feeling more worry,” he said, “If they were really determined to bring peace they could do it,” Sawda said.
As the war drags on, Afghans have become increasingly disillusioned and even former Afghan President Hamid Karzai has questioned the international commitment to bringing peace.
Many Afghans, including Karzai, are convinced that the United States and NATO have the military ability to defeat the Taliban. But with the war raging 16 years after the Taliban were ousted, they accuse the West of seemingly wanting chaos over peace.
As North Korea continues with their will-they/won’t-they stance on de-nuclearization, it’s worth looking at what options the U.S. has for countering the doomsday weapon that North Korea might posses: a nuclear-armed, ballistic-missile submarine. These are, broadly speaking, comparable to America’s Trident submarines designed to deliver a nuclear strike anywhere in the world with zero warning.
So, how is the Navy ready to prevent a radioactive Alaska or metro Los Angeles?
Literally everything in this picture is more capable and stealthy than any asset the North Korean Navy has.
(U.S. Navy photo by Fire Control Technician Senior Chief Vien Nguyen)
America’s best offensive tool against enemy submarines is our own nuclear-powered attack subs. Right now, the Virginia class is the top of the line, and we’ve covered before how these things are basically 400-feet of black death. They’re super stealthy and capable of finding most other vessels underwater. They also carry a huge arsenal with up to 12 tomahawk cruise missiles and 38 torpedoes, usually the Mk. 48. They can also carry anti-ship missiles, but that requires trading out torpedoes.
When fully configured for anti-ship, anti-shore missions, the subs can take 50 shots at enemy forces on a single cruise. If it catches some enemy subs in the docks, the tomahawks can quickly wipe them out. But catching them underwater is even better since the Virginia-class can flood its torpedo tube, take its shot, and then disappear back into the surrounding ocean noise for a re-attack or to hunt down more targets.
Best of all, the Virginia-class has a huge noise advantage over North Korea’s fleet of antique and homegrown subs, all of which are diesel electric. While diesel-electric boats can be quieter than nuclear ones, it still requires a huge amount of research and engineering knowledge to create stealthy subs. North Korea’s fleet mostly pre-dates these developments and their performance in the open ocean has been less than stellar. It’s doubtful that their ballistic missile subs are much stealthier than the rest of the fleet.
Oh, and if you don’t like the Virginia class, we still have dozens of Los Angeles-class and Seawolf-class attack submarines that are also leaps and bounds ahead of anything North Korea can put to sea.
The USS Fitzgerald, an Arleigh Burke-class destroyer, fires an anti-submarine rocket that is otherwise known as the “North Korean party crasher.”
(U.S. Navy photo by Mass Communication Specialist 2nd Class William McCann)
But surely we aren’t counting solely on a couple of subs being on-station when a potential war breaks out? Of course not —rest assured, scared doubter that I made up for this segue. America also has a number of Arleigh Burke-class destroyers that we deploy to the Korean peninsula, especially during anti-submarine exercises.
The Arleigh Burke-class vessels are equipped with the awesome Aegis radar that you’ve likely heard so much about. If not, it’s such an amazing air defense radar that it’s often used on land-based installations to counter nearly anything that flies including Russia’s nuclear-armed ballistic missiles.
If a North Korean sub actually got a nuclear missile into the air, the Arleigh Burke-class has a good chance of knocking it right back out of the sky. The chances are slim that the sub would even get a chance to fire that missile since the Arleigh Burkes’ towed sonar array would likely find the sub and the destroyer’s anti-submarine rockets could put a quick end to it.
These things can hover over you, waiting as long as is required to murder you and your whole crew.
(U.S. Navy photo by Mass Communication Specialist 1st Class Benjamin A. Lewis)
Add in the destroyer’s anti-submarine helicopter (yup, it has those), and it’s hard to imagine that those poor North Korean crews have much of a chance.
But what if all of that is somehow not enough? After all, the subs and ships have to get fairly close to the North Korean subs to find them, and there’s a lot of ocean out there.
NK Sub: I’ll just hide way over here, far from the destroyers and subs. P-8 Poseidon: LOL
Luckily, the U.S. has also invested in a little thing called the P-8 Poseidon anti-submarine maritime patrol aircraft. It’s a Boeing 737, but with all the flight attendants and overhead bins ripped out and replaced with all the electronics you could ever imagine, all focused on spying out enemy submarines and reporting their locations to any and every asset in the area that can hurt them. Badly.
The plane can also do search and rescue or whatever, but that’s not important for this discussion.
America has all these assets to destroy North Korean subs. Meanwhile, this North Korean sub was captured when it got itself stuck against the South Korean coast.
(Idobi, CC BY-SA 3.0)
So, with all the assets in theater, there are planes and helicopters in the air scooping up data on everything under the water, surface ships towing sonar arrays, and submarines carefully patrolling beneath the waves, listening to everything that happens in every nook and cranny.
And once one of them finds a target, Americans in the air, on the sea, and under the surface can all start pinning it in and attacking it with a vengeance. So, good luck, North Korean submarine crews. For your sake, you better hope that your engineers somehow created more stealthy submarines than the U.S., Russia, China, or NATO, because you will be very dead otherwise.
In March, Wilma L. Vaught, Brigadier General, USAF (ret) is turning 90, and there is a celebration of her life and legacy at the Women in Military Service for America Memorial on March 14 from 1-4 p.m EST. She is one of the most highly decorated military women in United States history. Not only did she pioneer history for women with her many accomplishments, but she was also instrumental in the funding, building and creation of the Women in Military Service for America Memorial, which tells the story of military women and keeps their stories as a record of history.
Brig. Gen. Vaught joined the military in 1957. She graduated from the University of Illinois in 1952 and began working, but saw very little chance of advancement. Having come across an Army recruiting letter that offered her an opportunity to work in a management position (officer), she started looking into joining the military. In her research, she was given the advice to see if the Air Force had a similar program and when she found out they did she decided to join the Air Force.
1957 was after the Korean War but before the Vietnam War. When Vaught went through her training, she wasn’t taught how to use a weapon, instead, she went through a course on how to put on makeup and how to get in and out of a car tastefully. When she arrived at her first assignment at Barksdale AFB, she was assigned to the Comptroller Squadron but was sent to manage all the ladies on base until another female officer arrived.
Vaught always did the best at whatever job she assigned, and worked to take care of the Airmen below her. Throughout her career, men would find out that a woman was their next commander and try to get transferred. After a few months, people would come up to her and say, “When I heard you were coming, I wanted to be reassigned because I didn’t want to work for a woman. But I just want to let you know I don’t feel that way anymore, I would work for you anyplace.”
When asked what the key to her success was, she talked about the stories of helping people. She was known for taking over commands that may have been meeting the mission, but no one was taking care of the people. She knew how important it was for people to be put in for awards and promotions and made it a point to ensure that happened while still meeting the mission. She also continually pushed those she worked with to get their education or take required courses for promotion. Story after story of people whose lives were impacted by Brig. Gen. Vaught involved her pushing them harder to be their best.
Not only did those who worked for her want to follow her wherever she went, but her leadership also didn’t want to go anywhere without her. In 1966, when her bomber unit was preparing to deploy, her wing commander asked her to deploy to Guam with bomb wing in support of the Vietnam War. She told her boss she thought she couldn’t deploy, but he found a way to make it so that she would deploy. She was the only female deployed with 3,000 men, and spent six months working for the wing commander as a management analyst. She was the first woman to deploy for Strategic Air Command, but that wasn’t her only deployment. She was also deployed to Vietnam. While she wasn’t the first to deploy to Vietnam, she was still one of very few, and she was not issued a weapon or given fatigues to wear. But that doesn’t mean she didn’t have a weapon hidden in her hotel room in case she needed it. She was assigned to the MACV headquarters.
In June of 1948, President Truman signed the Women’s Armed Service Integration Act to replace the Women’s Army Corps (WAC) that was set to expire.
In November of 1967, President Johnson signed Public Law 90-130. This law removed the promotion and retirement restrictions on women officers in the armed forces. These laws had far-reaching effects and were a tipping point in the role of women in the military.
In 1982, she became the first woman to reach the rank of Brig. Gen. in the comptroller career field. The second woman to reach that rank as a comptroller didn’t happen for another 22 years. When she retired in 1985, she was one of the three female Generals in the Air Force and one of the seven female Generals in the U.S. Military.
She was a woman who changed the course of history for the women who followed behind her. With her can-do attitude and perseverance to get the job done, doors opened that stayed open for the women who followed her. But one of her most lasting impacts is the Women in Military Service for America Memorial located at Arlington. As president of the Women’s Memorial Foundation board of directors, she spearheaded the campaign that raised some million dollars for the memorial that was opened in 1997. It stands today as a place of record where visitors can learn of the courage and bravery of tens of thousands of American women who have pioneered the future.
President Xi Jinping said China will “fight the bloody battle against our enemies” in a speech on March 20, 2018, striking a nationalistic and hawkish tone.
In his closing speech of the country’s annual legislative meeting, Xi discussed the benefits of China’s socialism, the Belt and Road initiative, and a string of domestic policies, zeroing in on Hong Kong and Taiwan.
“We are resolved to fight the bloody battle against our enemies … with a strong determination to take our place in the world,” Xi said, according to CNN.
Xi also said any separatist action to seek independence in these territories would be doomed to fail.
“The Chinese people have strong determination, full confidence, and every capability to triumph over all these separatist actions. The Chinese people and the Chinese nation have a shared conviction which is not a single inch of our land will be and can be ceded from China,” Xi said.
While it was not clear if China’s president was referring to any particular incident, state-run media one day earlier threatened “military pressure” and drills would resume if US and Taiwanese officials began visiting one another under the new Taiwan Travel Act.
China considers the self-ruled, democratic island to be a province of China that will one day be reunified with the mainland. Beijing refuses to have diplomatic relations with any nation that treats Taiwan as a country, and relations between China and Taiwan worsened since Tsai Ing-wen, Taiwan’s independence-leaning leader, became president in 2016.
Xi, who oversees all Taiwan affairs, also focused on reunifying Taiwan and China during a major speech to the Communist Party in 2017. Analyzing that speech, some experts estimate that Xi’s is hoping for reunification by 2050 — by peaceful means, or by force, if necessary.
In 2013, Xi said the issue needed to be resolved, and couldn’t be passed on “from generation to generation.” Even still, Taiwan has noticed a tougher stance coming from Xi of late as he begins to focus on his goal of “national rejuvenation.”
Xi also focused on increasing the “national identity” and patriotism of citizens in Hong Kong and Macau.
On March 20, 2018, Human Rights Watch issued a report on plans for Hong Kong legislators to discuss a law that criminalizes the insulting of the Chinese national anthem. The punishment for those who alter the lyrics, score, or sing in a derogatory manner, could be up to three years in prison.
“Hong Kong Chief Executive Carrie Lam has played down fears the bill could be politicized, saying it merely aims to encourage ‘respect’ for the anthem. Yet she has not acknowledged citizens’ concerns about forcing their political loyalty to Beijing, or how mainland authorities’ frequently jail people for peaceful criticism,” Maya Wang, Human Rights Watch’s senior researcher on China.
“Enacting this law will merely remind Hong Kong people just how tenuous their rights to free speech are.”
An excerpt of Xi’s speech:
“We will continue to implement One Country, Two Systems principle: Hong Kong people governing Hong Kong, Macau people governing Macau, and a high degree of autonomy in the Special Administrative Regions (SARs). We will continue to stick to the constitution and basic laws in governing the two regions and support the SARs and its chief executives in implementing its functions and supporting Hong Kong and Macau in integrating into the larger picture of the country.
We will continue to strengthen and foster the national identity and patriotism of people in Hong Kong and Macau SARs and maintain long-term stability and prosperity in Hong Kong and Macau SARs.
We should continue to stick to the One China principle, 1992 consensus, advance the development of cross-strait relations, and expand the economic and cultural exchanges between the two sides. By doing so, we will make sure that people both in Taiwan and the mainland will share in the development and improve its well-being and also advance the unification of the country.
We should safeguard the sovereignty and territorial integrity of the country and achieve full reunification of the motherland. This is the aspiration of all Chinese people and this is also in line with the fundamental interests of the Chinese nation. Faced with this very important question of our nation and history, any action that aims to separate the country is doomed to fail.
And these separatist actions will be met with the condemnation of the people and the punishment of the history. The Chinese people have strong determination, full confidence and every capability to triumph over all these separatist actions. The Chinese people and the Chinese nation have a shared conviction which is not a single inch of our land will be and can be ceded from China.”
The once-proposed, hotly-debated November 10th parade in Washington D.C. has been put on the back-burner in the face of climbing costs. When it was first published that the price of the event was jumping from $10 million to $92 million, Secretary of Defense James Mattis said, in response to the erroneously-suggested figure, “whoever told you that is probably smoking something.” Regardless of where the costs actually stand, it’s been officially postponed until 2019.
Unfortunately, by pushing the whole thing back a year, the event will lose much of its luster. This Veterans Day, which falls on November 11th, 2018, is the centennial of the signing of the armistice that ended the First World War.
So, what do we do now on such a tremendous anniversary? There have been many suggestions made by many sources, but two stand out against the noise: The American Legion’s request to focus on veteran support and attending the Centenary Armistice Forum in Paris.
I’m fairly confident that there would be little argument for a military parade when the War on Terrorism concludes.
(Photo by David Valdez)
To be frank, America has seldom felt the need to rattle its saber and show how powerful of a force it is — it just is. This fact has been proven when it matters time and time again. But putting on a parade doesn’t have to be a show of force. In fact, countless Veterans Day parades are held across the country at which Americans can show their support of the United States Armed Forces.
American troops are, at present, in armed conflict and, typically, military parades in Washington D.C. are reserved for the ending of wars, such as the celebration of the end of the Gulf War in 1991. Any military parade this November should focus on what the day is really about: Supporting America’s returning veterans and memorializing the end of World War I.
You know, like getting federal acknowledgement of the hazards of burn pits or the alarming number of veterans who commit suicide on a daily basis. A simple “we hear you” will get the ball rolling on helping those affected.
(U.S. Army photo by the 28th Public Affairs Detachment)
Meanwhile, it’s no secret that the Department of Veterans Affairs hasn’t been, let’s say, “well equipped” to handle the many issues within the military community. National Commander of the American Legion, Denise H. Rohan, issued the following statement through the American Legion’s website:
“The American Legion appreciates that our president wants to show in a dramatic fashion our nation’s support for our troops. However, until such time as we can celebrate victory in the War on Terrorism and bring our military home, we think the parade money would be better spent fully funding the Department of Veterans Affairs and giving our troops and their families the best care possible.”
Securing funding for Veterans Affairs is always going to be a uphill battle, but any event held in the United States could be used to champion relevant issues and bring to light the very serious struggles that many veterans face.
Besides, Paris will be hosting their own Armistice Day parade. If America were to join in theirs — it’d send a strong message to both our allies and our enemies. We save money and it shows the world that they’ll have to face off against more than our fantastic military alone.
(DoD photo by Navy Petty Officer 2nd Class Dominique Pineiro)
On the other side of the coin, French President Emmanuel Macron will be hosting an international forum in Paris on November 11th to advance the promise of “never again” for the war that was supposed to end all wars. He has invited more than 80 countries to attend the event, including the United States.
Macron has invited world leaders to join together to work towards international cooperation. He compared present-day divisions and fears to the roots that caused World War II. On August 17th, in a tweet, President Trump said that he’ll be there.
In 2000, the USS Cole arrived at the port of Aden, Yemen to refuel. The destroyer was part of the the U.S. Navy mission of enforcing sanctions against Iraq. It was only scheduled to stop for four hours. She would not leave Aden under her own power.
On Oct. 12 at 12:15 local time, a rubber dinghy outfitted with a small motor came alongside the Cole and detonated a 400-700 pound shape charge of C4 against the hull of the destroyer, ripping into the engines, mess areas, and living quarters of the ship and tearing a 40-by-60 foot hole in the side. The attack killed 17 sailors and wounded another 39.
It was the deadliest attack against U.S. sailors in 13 years.
At the time, it was assumed that Osama bin Laden and his al-Qaeda terrorist group were responsible. The FBI had just charged him with masterminding the 1998 embassy attacks in Kenya and Tanzania that killed 224 people, 12 of which were Americans. But the Cole bombing was never conclusively linked to bin Laden.
Instead, a federal judge ruled in 2007 that the country of Sudan was liable for the bombings. Families of the fallen sailors allege that the attack would not have been possible without the cooperation of the Sudanese government, which they say provided key training bases to al-Qaeda operatives as well as technical and financial support to bin Laden.
In 2010, fifteen of the injured sailors and their spouses sued the Sudanese government for the same reason. Since Sudan did not appear in court to defend itself, the sailors were awarded $317 million in damages. The government in Khartoum says it was never notified of the lawsuit through the proper channels under the Foreign Sovereign Immunities Act and the settlement is a violation of international law. The Trump Administration agreed with the FSIA standards.
The 2nd Circuit Court of Appeals upheld the award in 2015. In June 2018, the Supreme Court agreed to hear the case. There is no word on when the U.S.’ highest court will hear the arguments.
(U.S. Air Force photo by Master Sgt. Keith Reed)
By 2008, all those convicted for the bombing of the Cole either escaped custody in Yemen or were freed outright by Yemen — all except Abd al-Rahim al-Nashiri, the alleged mastermind of the attack. He was captured in Dubai in 2002 and is being held at Guantanamo Bay, though his involvement is questionable. One CIA agent called him an “idiot” who “couldn’t comprehend a comic book.”
The universe has been finding ways to mess with people long before Edward A. Murphy uttered his famed statement in the aftermath of Dr. John Paul Stapp strapping himself onto a rocket powered sled. One of the earliest instances of this “law” being stated explicitly happened in 1877 where Alfred Holt, in an address to the Institution of Civil Engineers, said, “It is found that anything that can go wrong at sea generally does go wrong sooner or later…”
By 1908, it had become a well-loved maxim among magicians as well, as explained by Nevil Maskelyne in The Magic Circular: “It is an experience common to all men to find that, on any special occasion . . . everything that can go wrong will go wrong…”
This was reiterated by Adam Hull Shirk in The Sphinx in 1928, “It is an established fact that in nine cases out of ten whatever can go wrong in a magical performance will do so.”
This all brings us to our unsung hero of the hour, Dr. John Paul Stapp — a man whose work has saved hundreds of thousands of lives since, and who Joseph Kittinger — who famously did a high altitude jump from 102,800 ft — called the “bravest man I’ve ever met… He knew the effects of what he was getting himself into… And he never hesitated.”
Dr. John Paul Stapp.
Born in Brazil, the son of American missionaries there, Stapp eventually became an English major in college, but he changed career paths due to a traumatic incident that occurred during his Christmas break of 1928 when a 2 year old cousin of his was severely burned in a fireplace. Stapp helped to try to nurse the child back to health, but efforts failed and, 63 hours after getting burned, the toddler died. Said Stapp, “It was the first time I had ever seen anyone die. I decided right then I wanted to be a doctor.”
Unable to afford to go to medical school initially, after he earned a Master’s Degree in Zoology, he instead started teaching chemistry and zoology at Decatur College in Texas while he saved up money. Two years later, he attended the University of Texas where he got a PhD in Biophysics. Next up, he went to the University of Minnesota Medical School and got a Doctor of Medicine degree while working as a research assistant there.
Initially planning on becoming a pediatrician, Stapp changed career paths after joining the Army Medical Corps during WWII. While working as a flight surgeon, among other things, he was heavily involved in designing high altitude oxygen systems as well as studying the effects of high altitude/high speed flight on the human body. The end goal of all of this was to create better safety systems for pilots. During this time, he became puzzled at how some people would survive crashes, even extreme ones, while others in similar or lesser crashes would receive fatal injuries.
This all brings us around to Project MX-981 at the Edwards Air Force Base in 1945.
Up until this point, the prevailing theory was that a human body could not withstand more than 18Gs of force without suffering a fatal injury. The problem here was that airplanes of the age were flying faster and higher than ever. As such, the military wanted to know if their pilots could safely eject at these high velocities without being killed, as well as to try to design the safest possible system for doing so.
Testing towards this end was overseen by Dr. Stapp, using a rocket powered sled called the “Gee Whiz”. This was placed on rails on a 2000 foot track, at the end of which was an approximately 50 foot long section where a hydraulic braking system would stop the 1500 lb sled in its tracks.
Stapp rides the rocket sled at Edwards Air Force Base.
The passenger aboard the cart was to initially be a 185 lb dummy named Oscar Eightball and then later chimpanzees. Stapp, however, had other ideas. He wanted to see what an actual human could handle, stating of Oscar Eightball at the project’s onset, “You can throw this away. I’m going to be the test subject.”
David Hill, who was in charge of collecting the test data throughout the experiments and making sure all the telemetry gear stayed working, said of this, they all thought Dr. Stapp must be joking as “We had a lot of experts come out and look at our situation. And there was a person from M.I.T. who said, if anyone gets 18 Gs, they will break every bone in their body. That was kind of scary.”
Dr. Stapp, however, used his extensive knowledge of human physiology, as well as analyzing various crashes where people must have survived more than 18Gs of force, and determined the 18G limit was absurdly low if a proper restraint system was designed and used.
That said, Dr. Stapp wasn’t stupid, but rather an excellent and meticulous researcher, who would soon earn the nickname, “The Careful Daredevil”.
Thus, step one was first to design a proper restraint system and work out all the kinks in the testing apparatus. Towards this end, they conducted nearly three dozen trial runs using the dummy, which turned out to be for the best. For example, in test run number one, both the main and secondary braking systems didn’t work owing to the triggering teeth breaking off, and, instead of stopping, Gee Whiz and Oscar Eightball shot off the tracks into the desert. Funny enough, after the teeth were beefed up, the braking cams engaged, but themselves immediately broke…
In yet another catastrophic failure, the forces were so extreme that Oscar broke free from his restraints. The result of this was his rubber face literally being ripped off thanks to the windscreen in front of his head. As for the rest of his body, it went flying through the air well over 700 feet (over 200 meters) from where the Gee Whiz stopped.
This brings us to about two years into the project on December 10, 1947 when Dr. Stapp decided it was his turn to be the dummy.
Initially strapping himself in facing backwards — a much safer way to experience extreme G-forces — the first run with a human aboard was a rather quaint 10Gs during the braking period.
After this, they continued to improve the restraint system as Dr. Stapp slowly ramped up the Gs all the way to 35 within six months of that first run. He stated of this, “The men at the mahogany desks thought the human body would never take 18 Gs; here we’re taking twice that with no sweat!”
And by “no sweat”, of course, he no doubt meant that throughout the tests, he’d suffered a hemorrhaged retina, fractured rib, lost several fillings from his teeth, got a series of concussions, cracked his collarbone, developed an abdominal hernia, developed countless bloody blisters caused by sand hitting his skin at extreme velocities, severe bruising, shattering his wrists, and fracturing his coccyx. But, you know, “no sweat”.
While recovering, if further tests needed conducting in the interim, he did begin allowing other volunteers to do the job, but as soon as he was healthy enough again, Dr. Stapp was back in the seat instead. One of his coworkers on the project, George Nichols, stated that Stapp couldn’t bare the idea of someone being seriously injured or killed in experiments he was conducting, so whenever possible made himself the guinea pig instead.
Of course, in order for the research to be as useful as possible and for other scientists to believe what Dr. Stapp was managing to endure, extremely accurate sensors were needed, which is where one Captain Edward A. Murphy comes in.
For a little background on Murphy, beyond very briefly helping out on this project, the highlights of his career included working on the SR-71, XB-70 Valkyrie, X-15 rocket plane, and helping to design the life support system for the Apollo missions.
Going back to Dr. Stapp’s project, at the time Murphy was working on a separate project at Wright Field involving centrifuge, including designing some new sensor systems in the process. When Dr. Stapp heard about this, he asked if Murphy wouldn’t mind adapting the sensors for use in Project MX-981, to which Murphy happily complied. More specifically, Murphy’s sensor system would allow them to directly measure the G forces on the passenger, rather than relying on measuring the G forces on the sled body itself.
Now, before we go any further, we should point out that exact details of what occurred over the two days Murphy was directly involved in the project have been lost to history, despite many first hand accounts from several people. You might think it would make it easy to sort out given this, but human memory being what it is, the accounts from those who were there vary considerably.
This acrobatic airplane is pulling up in a +g maneuver; the pilot is experiencing several g’s of inertial acceleration in addition to the force of gravity.
Illustrating this point in the most poignant way possible we have a quote from Chuck Yeager, who was good friends with Dr. Stapp. In the quote, Yeager was responding to the widely reported idea that Yeager had sought out Dr. Stapp to clear him for his famous flight where he broke the sound barrier. As to why he chose Dr. Stapp, Yeager supposedly felt that no other doctor but Stapp would clear him on account of Yeager’s supposedly broken ribs.
Yeager’s response to this almost universally reported story is as follows: “That’s a bunch of crap!… That’s the way rumors get started, by these people…who weren’t even there…”
He goes on,
that’s the same kind of crap…you get out of guys who were not involved and came in many years after. It’s just like Tom Brokaw’s book if you’ll pardon the analogy here, about the best of the breed or something like that. Well, every guy who wrote his story about World War II did it fifty years after it happened. I’m a victim of the same damn thing. I tell it the way I remember it, and that’s not the way it happened. I go back and I read a report that I did 55 years ago and I say, hmm, I’d better tell that story a little bit different. Well, that’s human nature. You tell it the way you believe it and that’s not necessarily the way that it happened. There’s nothing more true than that.
During this impressive and extremely accurate rant about how difficult it is to get an accurate report of some historic event, even from those who were there, he notes of those writing about these things after, “Guys become, if you’ll pardon my expression, sexual intellectuals. You know what the phrase is for that? Sexual intellectuals. They’re fucking know-it-alls, that’s what.”
And, we’re not going to lie, we mostly just included that little anecdote because we’re pretty sure “Sexual Intellectuals (Fucking Know-It-Alls)” is the greatest description of the staff and subscribers of TodayIFoundOut we’ve ever come across, and we kind of wish we’d named the channel that (and are pretty sure we’re going to make a t-shirt out of it…)
In any event, that caveat about the inherent inaccuracy of reporting history out of the way, this finally brings us around to the story of how Murphy and his law became a thing.
The general story that everybody seems to agree on is that Murphy or another worker there installed Murphy’s sensors and then a chimpanzee was strapped into the sled to test them out. (Note here, that years later in an interview with People Magazine, Murphy would claim it was Dr. Stapp that was strapped in.) After the test run, however, they found the sensors hadn’t worked at all, meaning the whole expensive and dangerous test had been run for nothing.
As to exactly why the sensors hadn’t worked, there are a few versions of this tale. As for the aforementioned David Hill, he states that it was one of his own assistants, either Jerry Hollabaugh or Ralph DeMarco, he couldn’t remember which, who installed the sensors incorrectly. As Hill explained in an interview with Nick T. Spake, author of the book A History of Murphy’s Law, “If you take these two over here and add them together. You get the correct amount of G-forces. But if you take these two and mount them together, one cancels the other out and you get zero.”
Cover of “A History of Murphy’s Law.”
George Nichols, however, claimed Hill and DeMarco had both double checked the wiring before hand, but had missed that it had been wired up backwards. That said, Nichols stated it wasn’t DeMarco nor Hill’s fault, as the wiring had been done back at Wright Field by Murphy’s team.
Said Nichols, “When Murphy came out in the morning, and we told him what happened… he was unhappy…” Stating, “If that guy [his assistant] has any way of making a mistake… He will.”
Nichols, however, blamed Murphy as Murphy should have examined the sensor system before hand to ensure it had been wired correctly, as well as tested the sensors before they were ever installed in the sled, and on top of it all should have given them time to test everything themselves before a live run on the sled. However, as Murphy was only to be there for two days, he’d supposedly rushed them. Nichols stated this inspired the team to not repeat Murphy’s mistakes.
Said Nichols, “If it can happen, it will happen… So you’ve got to go through and ask yourself, if this part fails, does this system still work, does it still do the function it is supposed to do? What are the single points of failure? Murphy’s Law established the drive to put redundancy in. And that’s the heart of reliability engineering.”
Hill also claims this ultimately morphed into the mantra among the group, “if anything can go wrong, it will.”
As for Murphy himself, years later in an interview with People Magazine, he would state what he originally said was, “If there’s more than one way to do a job, and one of those ways will result in disaster, then somebody will do it that way.” He then claimed when Dr. Stapp heard this, directly after the failed sled run, he shortened it and called it “Murphy’s Law”, saying “from now on we’re going to have things done according to Murphy’s Law.”
In yet another interview, Murphy painted an entirely different picture than accounts from Hill and Nichols’, stating he’d sent the sensors ahead of time, and had only gone there to investigate when they’d malfunctioned. He stated when he looked into it, “they had put the strain gauges on the transducers ninety degrees off.”
Importantly here, contrary to what the other witnesses said of how Murphy had blamed his assistant, in the interview, Murphy said it was his own fault, “I had made very accurate drawings of the thing for them, and discussed it with the people who were going to make them… but I hadn’t covered everything. I didn’t tell them that they had positively to orient them in only one direction. So I guess about that time I said, ‘Well, I really have made a terrible mistake here, I didn’t cover every possibility.’ And about that time, Major Stapp says, ‘Well, that’s a good candidate for Murphy’s Law’. I thought he was going to court martial me. But that’s all he said.”
Murphy then went on to explain to the interviewer that he actually didn’t remember the exact words he said at the time, noting “I don’t remember. It happened thirty five years ago, you know.”
This might all have you wondering how exactly this statement that nobody seemed to be able to remember clearly came to be so prevalent in public consciousness?
John Paul Stapp Fastest man on Earth – rocket sled Pilot safety equipment 1954
It turns out, beyond being incredibly brave, brilliant, and hell-bent on saving lives, even if it cost him his own, Dr. Stapp was also hilarious from all accounts from people describing him. He even wrote a book with jokes and various witty sayings called For Your Moments of Inertia. For example, “I’m as lonely as a cricket with arthritis.” or “Better a masochist than never been kissed…”
Or how about this gem from an interview where he was asked about any lasting effects on him as a result of the experiments — Dr. Stapp wryly responded, the only residual negative effect was “all the lunches and dinners I have to go to now…”
Beyond all this, he was also a collector of “Laws”, even coming up with one of his own, Stapp’s Law — “The universal aptitude for ineptitude makes any human accomplishment an incredible miracle.”
When collecting these laws, he would name them after the person he heard them from, though often re-wording them to be more succinct, which, for whatever it’s worth, seems to align most closely to Murphy’s own account of how “his” law came about.
And as for this then becoming something the wider public found out about, during one of his interviews about the project, Dr. Stapp was asked, “How is it that no one has been severely injured — or worse — during your tests?”
It was here that Stapp stated, he wasn’t too worried about it because the entire team adhered to “Murphy’s Law”. He then explained that they always kept in mind that whatever could go wrong, would, and thus, extreme effort was made to think up everything that could go wrong and fix it before the test was actually conducted.
Going back to Project MX-981, having now reached 35 Gs after 26 runs by himself and several others by 11 volunteers, Dr. Stapp needed a faster sled. After all, at this point humans were flying at super sonic speeds and whether or not they could survive ejecting at those speeds needed to be known.
Enter the Sonic Wind at Holloman Air Force Base in New Mexico. This sled could use up to 12 rockets capable of producing a combined 50,000 pounds of thrust, resulting in speeds as high as 750 mph. The track was about 3,550 feet long, with the braking system using water scoops. The braking could then be varied by raising or lowering the water level slightly.
This now brings us to December 10, 1954, when Dr. Stapp would pull off his most daring and final experiment.
Previous to this run, Dr. Stapp stated, “I practiced dressing and undressing with the lights out so if I was blinded I wouldn’t be helpless”, as he assumed he would probably be blind afterwards, if he survived at all. He would also state when he was sitting there waiting for the rockets to be fired, “I said to myself, ‘Paul, it’s been a good life.'”
In order to stop his arms and legs from flapping involuntarily in the wind during the test, they were securely strapped down and a mouth guard was inserted to keep his teeth from breaking off.
All set, he then blasted off on his 29th and final sled run, using nine solid fuel rockets, capable of producing 40,000 pounds of thrust.
As an interesting aside here, beyond ground based cameras, none other than Joe Kittinger piloted a T-33 over head with a photographer in back filming it.
As for the sled, it accelerated from 0 up to 632 miles per hour (1,017 kilometers per hour) in a mere 5 seconds, resulting in about 20 Gs of force on the acceleration phase. Then, in the span of just 1.4 seconds, he came to a full stop, experiencing 46.2 G’s of force in the other direction, meaning his body weighed almost 7,000 pounds at the peak G force! In the process, he had also set the record for highest landspeed of any human.
Col. John Paul Stapp aboard the “Gee Whiz” rocket sled at Edwards Air Force Base.
(Air Force photo)
Said Kittinger of watching this, “He was going like a bullet… He went by me like I was standing still, and I was going 350 mph… I thought, that sled is going so damn fast the first bounce is going to be Albuquerque. I mean, there was no way on God’s earth that sled could stop at the end of the track. No way. He stopped in a fraction of a second. It was absolutely inconceivable that anybody could go that fast and then just stop, and survive.”
Nevertheless, when he was unstrapped from the chair, Dr. Stapp was alive, but as Nichols would observe, “His eyes had hemorrhaged and were completely filled with blood. It was horrible. Absolutely horrible.”
As for Dr. Stapp, he would state, it felt “like being assaulted in the rear by a fast freight train.” And that on the deceleration phase, “I felt a sensation in the eyes…somewhat like the extraction of a molar without anesthetic.”
He had also cracked some ribs, broken his wrists, and had some internal injuries to his respiratory and circulatory systems.
And on the note of his eyes, he was initially blind after, with it assumed that his retinas had detached. However, upon investigation, it was determined they had not, and within a few hours his sight mostly came back, with minor residual effects on his vision that lasted the rest of his life.
Apparently not knowing when to quit, once he had healed up, he planned yet another experiment to really see the limits of human endurance via strapping himself to that same sled and attempting to reach 1,000 mph this time…
When asked why, he stated, “I took my risks for information that will always be of benefit. Risks like those are worthwhile.”
To lead up to this, he conducted further experiments, going all the way up to 80Gs with a test dummy, at which point the Sonic Wind itself ripped off the tracks and was damaged.
It is probably for the best that it was here that his superiors stepped in. As you might imagine given his end goal was seemingly to figure out the extreme upper limit of G forces a human could survive with a perfected restraint system, and to use himself as the guinea pig until he found that limit, Dr. Stapp had previously run into the problem of his superiors ordering him to stop and instead to use chimpanzees exclusively. But while he did occasionally use chimpanzees, he went ahead and ignored the direct order completely. After all, he needed to be able to feel it for himself or be able to talk to the person experiencing the effects of the extreme Gs to get the best possible data. And, of course, no better way to find out what a human could take than use a human.
Rather than getting in trouble, he ultimately got a promotion thanks to the extreme benefits of his work. However, after his 46.2G run, they decided to shut down the experiment altogether as a way to get him to listen. After all, he had already achieved the intended goal of helping to develop better restraint and ejection systems, and proved definitively that a human could survive ejecting at the fastest speeds aircraft of the day could travel.
Now, at this point you might be thinking that’s all quite impressive, but that’s not Dr. Stapp helping to save “hundreds of thousands” of lives as we stated before. So how did he do that?
Well, during the experiments, Dr. Stapp became acutely aware that with a proper restraint system, most car accidents should be survivable, yet most cars of the age not only didn’t have any restraint systems whatsoever, they also were generally designed in ways to maximize injury in a crash with unforgiving surfaces, strong frames and bodies that would not crumple on impact, doors that would pop open in crashes, flinging occupants out, etc.
In fact, Dr. Stapp frequently pointed out to his superiors that they lost about as many pilots each year to car accidents as they did in the air. So while developing great safety systems in the planes was all well and good, they’d save a lot of lives simply by installing a restraint system into the cars of all their pilots and requiring they use them.
The military didn’t take this advice, but Dr. Stapp wasn’t about to give up. After all, tens of thousands of people each year in the U.S. alone were dying in car accidents when he felt many shouldn’t have. Thus, in nearly every interview he gave about his famous experiments almost from the very beginning of the project, he would inevitably guide the conversation around to the benefits of what they were doing if adopted in automobiles.
Not stopping there, he went on a life-long public campaign talking to everyone from car manufacturers to politicians, trying to get it required that car manufacturers include seat belts in their vehicles, as well as sharing his team’s data and restraint system designs.
Beyond that, he used his clout within the Air Force to convince them to allow him to conduct a series of experiments into auto safety, test crashing cars in a variety of ways using crash test dummies and, in certain carefully planned tests, volunteer humans, to observe the effects. This was one of the first times anyone had tried such a scientifically rigorous, broad look into commercial automobile safety. He also tested various restraint systems, in some tests subjecting the humans to as high as a measured 28 Gs. Results in hand, in May of 1955 he held a conference to bring together automobile engineers, scientists, safety council members and others to come observe the tests and learn of the results of his team’s research.
He then repeated this for a few years until Stapp was reassigned by the Air Force, at which point he requested Professor James Ryan of the University of Minnesota host the 4th annual such event, which Ryan then named the “Stapp Car-Crash and Field Demonstration Conference”, which is still held today.
Besides this and other ways he championed improvement in automobile safety, he also served as a medical advisor for the National Highway Traffic Safety Administration and National Advisory Committee on Aeronautics, in both heavily pushing for better safety systems.
It is no coincidence that not long after Dr. Stapp started these campaigns, car manufacturers started installing seatbelts as a matter of course, as well as started to put much more serious thought into making cars safer in crashes.
In the end, while Dr. Stapp got little public credit for helping to convince car manufacturers to prioritize automobile safety, and provided much of the initial data to help them design such systems, he was at least invited to be present when President Johnson signed the bill that made seat belts required in cars in 1966.
Besides ignoring direct orders to stop using himself as a guinea pig, other ways Dr. Stapp apparently used to frequently flout the rules was to, on his own time, freely treat dependents of people who worked at Edwards’ who were nonetheless not eligible for medical care. He would typically do this via doing house calls to airmen’s homes to keep the whole thing secret, including apparently attending to Chuck Yeager’s sons in this way according to Yeager.
It turns out Murphy was also good friends with none other than Lawrence Peter, remembered today for the Peter Principal — people inevitably get promoted until they reach their level of incompetence. According Murphy’s son, Robert, at one point Peter and Murphy tried to get together with Cyril Northcote Parkinson of Parkinson’s Law — “Work expands to meet the time and money that is available.” However, Robert claims that fateful meeting ended up getting canceled when other matters came up to prevent the get together.
One other strong safety recommendation Dr. Stapp pushed for, particularly in aviation, was to turn passenger seats around to face backwards, as this is drastically safer in crashes. And, at least in aviation would be simple to do on any commercial airline, requiring no modification other than to turn the seat around in its track. As Stapp and subsequent research by NASA shows, humans can take the most G-forces and receive fewer injuries overall with “eyes back” force, where the G-forces are pushing you back into your seat, with the seat cushions themselves also lending a hand in overall safety. This also insures tall people won’t smack their heads and bodies against anything in front of them in a crash. Despite the massive safety benefits here for people of all ages, outside of car seats for babies and toddlers, nobody anywhere seems interested in leveraging the extreme benefits of rear facing passengers to increase general safety.
If you’re wondering about the safest place on a plane to sit, funny enough, that’s the rear. In fact, you’re approximately 40% more likely to survive a plane crash if you sit in the back of the plane, rather than the front. The other advantage to the rear is that most passengers choose not to sit in the back. So unless the plane is full, you might get a row of seats to yourself. (Of course, a bathroom is also often in the rear on planes, soooo.) Another factor to consider is where the closest exit is. As a general rule, studies examining accidents have shown you’ll want to be within six rows of an emergency exit to maximize your survival chances. So if the plane doesn’t have a rear exit, that’s something to be factored in.
During Joe Kittinger’s then record leap from about 102,800 feet on August 16, 1960, the following happened during the ascent:
At 43,000 feet, I find out [what can go wrong]. My right hand does not feel normal. I examine the pressure glove; its air bladder is not inflating. The prospect of exposing the hand to the near-vacuum of peak altitude causes me some concern. From my previous experiences, I know that the hand will swell, lose most of its circulation, and cause extreme pain…. I decide to continue the ascent, without notifying ground control of my difficulty… Circulation has almost stopped in my unpressurized right hand, which feels stiff and painful… [Upon landing] Dick looks at the swollen hand with concern. Three hours later the swelling disappeared with no ill effect.
His total ascent took 1 hour and 31 minutes, he stayed at the peak altitude for 12 minutes, and his total decent took 13 minutes and 45 seconds, so his hand was exposed to a near vacuum for quite some time without long term ill effects. Incidentally, during his fall, he achieved a peak speed of 614 mph, nearly as fast as Dr. Stapp had managed in his little rocket sled. His experience, however, was very different than Dr. Stapp’s. Said Kittinger,
There’s no way you can visualize the speed. There’s nothing you can see to see how fast you’re going. You have no depth perception. If you’re in a car driving down the road and you close your eyes, you have no idea what your speed is. It’s the same thing if you’re free falling from space. There are no signposts. You know you are going very fast, but you don’t feel it. You don’t have a 614-mph wind blowing on you. I could only hear myself breathing in the helmet.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
Military vehicles in an underground facility at US Marine Corps Prepositioning Program-Norway, September 9, 2015. US Defense Department/Glenn Fawcett
A major Marine Corps force redesign is bringing big changes that could soon filter down to a secretive cave complex in Norway that the Corps has used since the Cold War.
Marine Corps Commandant Gen. David Berger said last year that the Corps needed to get rid of “big, heavy things” and build a more mobile force for naval expeditionary warfare in contested areas — namely the Asia-Pacific.
The Corps plans to cut its overall force 7% by 2030, shedding infantry battalions, eliminating helicopter squadrons, and getting rid of all of its tanks.
Marines in California have already said goodbye to their tanks, and more could leave soon, including those in a cave complex in Norway’s Trondheim region, where the Corps has stored weapons and other equipment for decades.
Entrances to the Bjugn Cave Facility in Norway with equipment outside to be taken to Estonia for a military exercise, June 30, 1997. US Defense Department
The Corps’ Force Design 2030 “is a worldwide program aimed to make our force posture around the globe even more strategic and effective. As such, it calls for a divestment of certain capabilities and increases in others,” Maj. Adrian Rankine-Galloway, a spokesman for Marine Corps forces in Europe and Africa, said in an email.
The Marine Corps Prepositioning Program in Norway “will continue to support US Marine Corps forces for bilateral and multi-lateral exercises” in European and Africa, Rankine-Galloway said.
“We expect that Marine Corps prepositioned equipment will be updated to meet our service’s needs, with excess equipment to be removed and newer equipment to be added to the prepositioned facilities,” Rankine-Galloway added.
Rankine-Galloway didn’t say what equipment that might be, but in the Force Design 2030, Berger said the Corps is “over-invested in” weapons like “heavily armored ground combat systems (tanks) [and] towed cannon artillery” and had “shortfalls” in rocket artillery, air-defense systems, and long-range unmanned aircraft.
Marine Corps leaders say savings from those cuts will pay for high-tech gear needed to counter China, Russia, and others.
M1A1 Abrams tanks and other equipment during a modernization of equipment at Marine Corps Prepositioning Program-Norway, August 13, 2014. US Marine Corps/Master Sgt. Chad McMeen
A changing strategic game
The Marines’ underground storage in Norway’s Trondheim region dates to 1982, when the US and Norway agreed to preposition supplies and equipment in six climate-controlled caves there, allowing the Corps to store equipment closer than the US East Coast and “minimize the time necessary to form for combat.”
Much of the equipment there was withdrawn for the invasion of Iraq in 2003. A decade later, the Corps expanded its stocks, reportedly allowing tanks and other heavy vehicles to be stored there for the first time.
Changes to what the Marines store in Norway would come as the Corps alters its troop presence in the country.
US Marine Corps High Mobility Multipurpose Wheeled Vehicle stored at Marine Corps Prepositioning Program-Norway, February 10, 2020. US Marine Corps/Cpl. Joseph Atiyeh
Hundreds of Marines have been stationed in Norway on six-month rotations since 2017, but Norway’s military said earlier this month that the US would reduce that force.
Rankine-Galloway told several outlets the Corps wasn’t drawing down but rather adopting shorter, “episodic” deployments aligned with exercises — sometimes bringing more troops to the country than are there now — that allow it to balance Arctic warfare training with larger-scale training “as a naval expeditionary force.”
“We expect US Marine Corps forces deployed to the Nordic region to train and be prepared to fight in accordance with the Commandant’s vision for the force and that this transformation will make both US Marine Corps, allied, and partner forces more lethal and capable together,” Rankine-Galloway told Insider.
The Marines’ year-round presence in Norway angered Russia, whose border with Norway is near sensitive sites on the Kola Peninsula belonging to the powerful Northern Fleet, which oversees Russia’s nuclear ballistic-missile subs.
Russian missiles have changed “the strategic game” in the region, according to Thomas Nilsen, editor of Norway-based news outlet The Barents Observer.
“Living on the Norwegian side of the border, we don’t see a scenario of a Russian military invasion trying to capture” northern Norway, Nilsen said at an Atlantic Council event in February.
Weapons like the Kinzhal hypersonic missile could be launched from Russian fighter jets and within minutes strike airbases in those Scandinavian countries, Nilsen said.
Aircraft at those bases, like Norway’s F-35s, are “what Russia is afraid of,” Nilsen added. “Those capabilities on the Scandinavian side that might … disturb their deploying of the ballistic-missile submarines.”