We all have that civilian ‘friend’ who says they would have joined the military, but they were too weak had other plans. The more you talk about your achievements and stories, the more they feel the urge to one-up you. So, why don’t you invite that Jodie-looking POS, in the most tactful way, to a light P.T. session and make him wish he was never born show him how the world works.
Once you’ve convinced the wannabe warrior to join you in PT, try employing the these, the most challenging, nausea-inducing exercises, to defend the honor of your branch and country once and for all. This list was made to slay bodies, so stay hydrated.
Burpees are a staff NCO favorite for a reason: they’ll smoke most people within a few sets. You could be waiting in line to do a urinalysis, and First Sergeant will still challenge you to a few just because he’s bored.
Give your victim workout partner the benefit of a brief period of instruction by nonchalantly explaining it’s just push up followed by a jump. Simple enough, right? Well, if service members find these challenging, a civilian won’t last long at all. Give ’em hell.
Busting out the battle ropes — though I’ve heard them called by other names — will give them the false sense of hope that you’re moving onto something easy. Do as many variations as you feel necessary and make it look effortless. Keeping your bearing here will destroy their ego much more profoundly.
The dumbbell bear crawl is self-explanatory: it’s a bear crawl, but with weights. Travel, on all fours, across an area and back while holding a pair of dumbbells. The distance traveled should be proportionate to the length that they ran their mouth about ‘going to college instead.’
It feels even better as a veteran to counter that condescending statement with, “Funny. I did both without student loans thanks to the G.I. Bill.”
Mike Tyson, in his prime, was a force to be reckoned with — in and out of the boxing ring. His training consisted of waking up at 4 am to do a 3-5 mile jog, followed by breakfast, a 10-12 round spar, and calisthenics. Then, he’d eat lunch, do six more rounds of sparring, squeeze in some bag work, slip bag, jump rope, pad work, and speed bag.
It’s not over yet. Then, Tyson would then do more calisthenics, shadow boxing, followed by even more calisthenics, a quick dinner, and some time on the exercise bike as a cool down before studying his upcoming opponents or watching training footage.
So, grab that pencil-necked Melvin you brought to the gym and make him do the following pyramid exercise, inspired by the titan himself.
Tell me again why you could have joined but didn’t?
U.S. National Archives
Run. Run ’til the sun gets tired
Odds are that Mr. Stolen-Valor-Waiting-to-Happen has already quit but if, by some miracle, they’re still alive, take them on a run. Not just any run, but the longest run they’ve ever done. Give them a false sense of hope whenever they ask ‘how much further?’ by saying ‘we’re almost done.’
Little do they realize you’re not running to a place, you’re running until they quit.
Just after noon on Jan. 8, 2005, the USS San Francisco, U.S. Navy nuclear-powered Los Angeles-class submarine collided with an undersea mountain while moving at maximum speed. The crew, most of them injured, one of them killed, fought for their lives to get the ship afloat. Someone messed up big time.
The ship was moving at its top submerged speed, anywhere from 20-25 miles per hour. While this may not seem like much, it was more than 6,000 tons of nuclear-powered ship ramming into a mountain, enough to cause significant structural damage, ground the boat, and heavily damage its ballast tanks and sonar dome.
The USS San Francisco in drydock after the collision.
(U.S. Navy photo by Photographer’s Mate 2nd Class Mark Allen Leonesio)
To say that the collision injured 98 people and killed one is somewhat misleading. That is what happened. With a complement of 118 and 12 officers, the ship had 98 injured, 80 of whom were seriously injured and/or bleeding significantly. One sailor, 24-year-old Machinist’s Mate Second Class Joseph Allen Ashley was killed by his injuries. The sailor who was able to pull the “chicken switches” (handles that force the submarine to immediately surface – an “emergency blow”) did it with two broken arms.
Once the switches are pulled, the submarine’s ballast tanks are supposed to fill with high-pressure air, making the sub positively buoyant (up to two million pounds lighter) and pop above the surface of the water.
You’ve definitely seen this before.
But the San Fransisco didn’t immediately pop up. For a full 60 seconds, she waited before moving to the surface. That may not seem like a lot of time, but it probably felt like forever while waiting to see if your boat was also going to be your underwater tomb. But she did surface. Later, the boat’s engineers were able to rig the auxiliary diesel engine to use the exhaust to keep the damaged ballast tanks full, and after making temporary repairs in Guam, she was able to move to Pearl Harbor.
A Navy investigation found the ships crew were not using the most up-to-date charts to plot their course. The charts it did use, however, noted the presence of “discolored water,” which was indicative of a seamount. The latest charts did indicate the mountain, though, and the commander should have had the latest charts. Further, when operating in stealth, Navy submarines don’t use active sonar, and the sub was going too fast for the passive sonar to be effective.
The Los Angeles-class submarine USS San Francisco shown in dry dock is having repairs made on its damaged bow. A new large steel dome about 20 feet high and 20 feet in diameter was put in the place of the damaged bow.
The ship was still salvageable. After being moved to Puget Sound, her bow was replaced with that of the USS Honolulu, which was being retired later that same year. The San Francisco is now a training ship for the Navy nuclear engineering school in Charleston, South Carolina. The captain, Cmdr. Kevin Mooney was relieved of his command following the collision, and six other sailors were reprimanded with him, receiving reductions in rank.
For the rest of the crew, their quick response to accidentally ramming a mountain at sea and saving the ship along with their own lives while heavily injured, earned them medals from on high.
In late summer 2017, two unarmed Russian military planes flew over critical American defense areas, completely unescorted, unintercepted, and completely unabated in any way. In Washington, a plane flew over the Pentagon, the Capitol, and even the White House – areas off limits to most other pilots, from the U.S. or elsewhere.
But Russia can fly over them whenever it wants.
Putin will find a way to troll the US with this power.
The Tupolev Tu-154M also flew over the CIA headquarters building in Langley, Andrews Air Force Base, Md., and even the Presidential retreat at Camp David. Another Russian Tupolev Tu-154M military plane flew over Bedminster, New Jersey, where President Donald Trump was taking a break from the White House.
They both left from Dayton, Ohio.
Leaving: One of the best things to do in Dayton.
It may sound fishy, but there’s a good reason for the unrestricted flyovers. The United States and Russia are both party to the Open Skies Treaty, along with 32 other member states. It dictates that area controlled by a member state is open to observation by any other signatory. Any unarmed plane can fly over even the most sensitive areas of another country who signed on to the treaty. This is how the United States was able to prove military activity in Eastern Ukraine was a Russian build up over Moscow’s vehement denials.
So Russia can fly right over the White House on July 4th.
Usually they just buzz American ships at sea.
The treaty was talked about as early as 1955, but the Soviet Union (rightly) believed it would compromise their national security. It was formally re-introduced after the fall of Communism in 1992 and entered into force in 2002. All aircraft and its sensor equipment will carry home country observers and submit to an inspection to ensure its sensors are in line with treaty stipulations.
Only once was an Open Skies Treaty request ever turned down. In February 2016, Turkey denied Russia an Open Skies flight over NATO airbases in the country as well as areas near the Syrian border. In September 2018, the United States almost denied another Russian flyover by refusing to certify Russia’s latest Open Skies plane. Though the U.S. eventually relented, it said it was a response to Russia’s refusal to allow American flights over Kaliningrad, near the Poland-Lithuania border.
Russia’s Defense Ministry has outlined draft legislation that would allow Russian forces to shoot down civilian passenger planes within the country’s airspace.
The draft document placed on the government’s list of proposed legislation says passenger planes that cross into Russian airspace without authorization and do not answer warning signals or respond to warning shots can be shot down if they are deemed to pose a threat of mass deaths, ecological catastrophe, or an assault on strategic targets.
Former Navy SEAL Andy Stumpf wants to raise $1 million for the Navy SEAL Foundation, a non-profit that supports the families of fallen SEALs, by jumping out of a plane at 36,500 feet. His jump aims to break the wing suit overland distance world record of 17.83 miles.
You can help Andy raise $1 million for the Navy SEAL Foundation by donating to his GoFundMe page.
David Burnett was a U.S. Army Special Operations Crew Chief with the 160th Special Operations Aviation Regiment. You might know it better as the “Night Stalkers.” He even wrote a book about his time with the Night Stalkers. His latest project isn’t about the Army, however. It’s for the Army, for the military. It’s an invention borne of necessity – as all great inventions are – and could save lives.
In short, David Burnett wants you out of his helicopter as soon as possible.
While he was in the 160th Special Operations Aviation Regiment, troops would board his Chinook for the ride, normally hanging their go bags and other gear inside with carabiners and bungee cord. These are the usual, practical things with which American troops deploy to combat zones. While sitting in a brightly-lit flightline with the cabin lights on, this was no big deal. But U.S. troops, especially special operators, don’t fly to the enemy with the cabin lights on. They’re usually flying in at night, blacked out. It was in those situations David Burnett realized he and his Chinook were spending a lot more time on the ground than they wanted.
The good guys were having trouble releasing their stowed gear. It was still connected to the aircraft. All the old methods of fixing their gear didn’t offer quick-release functionality. David Burnett decided he was going to do something about that.
The Tac Clamp was born.
Burnett’s creation isn’t just a metal clamp. It can be hooked and fastened for quick release, or it can be placed on a tactical track for movement in a ready room, a hangar, arms room, or even the back of an aircraft. With the push of a button, the Tac Clamp will release its iron grip and let the special operator free to bring the fight to the enemy – and it works. It works really well. Burnett’s clamp has been submitted to aircrews at MacDill Air Force Base for review and is currently being field-tested by Navy Search and Rescue teams.
“I deployed with the 160th five times as a crew chief, and I saw this problem constantly on the aircraft and on vehicles too,” Burnett says. ” The reason was because all of these outdated methods they were using don’t offer quick release and is not very intuitive. This is something you clamp inside the aircraft but is not exclusive to the aircraft. If they were doing a ground assault and they can hook the Tac Clamp in their gear and just push a button to release it.”
Burnett even created a Tac Clamp for aerial photography.
Currently, Burnett is working on getting one of the military branches to accept the Tac Clamp for consideration for small-business contracting programs. He currently has two proposals submitted, one for the Air Force and two for the Army. It’s been a long road for Burnett, but he hasn’t given up. What he’s offering is something he’s seen a need for in the military, one that could potentially save American lives. He’s already getting feedback on his aluminum clamp from troops in the field.
“Troops tell me they need a small version, made of hard plastic, one they can attach to their kit,” says Burnett, who enjoys the innovation. “All branches of service, they’re realizing they can streamline innovation process by allowing small businesses to propose their technologies and get new products and innovative technologies fielded within 18 months.”
Vice Adm. Robert Burke is the chief of naval personnel. He assumed the role in May and is responsible for the planning and programming of all manpower, personnel, training and education resources for the U.S. Navy. This views expressed in this commentary are his own.
There has been a lot of discussion since we announced the Navy’s rating modernization plan on Sept. 29. I’ve been following the conversation closely, and it’s clear that many were surprised by this announcement.
While there is rarely a right or perfect time to roll out a plan as significant and ambitious as this rating modernization effort, I firmly believe this change needs to occur, and now is the right time to do so. Throughout our rich, 241-year history, the U.S. Navy’s consistent advantage has come from its Sailors. You are our asymmetric advantage in an increasingly complex world — you are our prized possession, our secret weapon. In recognition of that, we continuously work to ensure that we develop and deploy our Sailors in the most modern and effective system possible. This is just our latest effort to modernize our personnel system — one of hundreds we’ve made in the past.
The objectives of this effort are simple: flexibility, flexibility and flexibility. First, we will provide flexibility in what a Sailor can do in our Navy, by enabling career moves between occupations to ensure continued advancement opportunity and upward mobility as the needs of a rapidly adapting Navy change. Second, we will provide flexibility in assignment choice — a Sailor with the right mix of plug-and-play skills will have more choices for ship type, home port, timing, sea/shore rotation, even special and incentive pays! Finally, we will provide you more flexibility after you leave the Navy, by providing civilian credentialing opportunities — in other words, giving you credit in the civilian job market for your Navy education and experience.
This effort will take us several years to complete, and we will include you in the process as we work through it — we’re just getting started and you will be involved as we go. Many questions remain unanswered, and we’ll get to them — together. There will be fleet involvement throughout.
Here’s the rough breakdown of the project, as we see it today:
— Phase 1 (now through September 2017) — redefine career fields and map out cross-occupation opportunities. Identify career groupings to define those rating moves that can be done, and that also translate to civilian occupational certifications.
— Phase 2 (now through September 2018, will run parallel with Phase 1) — examine the best way forward for how we best align our processes for:
Recruiting and initial job classification;
Planning for accessions — the numbers and mix of skills for folks we recruit;
Advancements — how do we define what is required for advancement if you are capable of several skill sets? Do we eliminate advancement exams altogether?
Pay processes — to include things like SRB, Assignment Incentive Pay, etc.; and
— Phase 3 (now through September 2018) — updating underlying policy documents, instructions, things like applicable BUPERSINST, OPNAVINST, and the Navy Enlisted Occupational Standards Manual. This will include changes to how we handle things like Evaluations and Awards.
— Phase 4 (began last year, expect to go through September 2019) — identify and put in place the underlying IT systems. This is probably the most complex and game changing aspect of the project.
— Phase 5 (September 2017 through September 2018) — redesign the Navy rating badges. The idea is to hold off on this until we settle on the right definition of career fields, to better inform the conversation on the way ahead in this area.
— Phase 6 (September 2019 and beyond) — continuous improvement, further integration with all Sailor 2025 initiatives.
I am committed to ensuring you have a voice in the way ahead. Toward that end, I am aggressively expanding the membership and avenues of communication into the Navy-wide working group that has been assembled to tackle this project. As we go forward, your feedback matters and we want to hear from you during each phase of the transformation. You can expect lots of discussion on this as we learn and adapt the plan to make it deliver on the objectives. Have conversations with your Senior Enlisted Leaders, who are armed with how to move those conversations forward. You also have a direct line to me in order to make sure your ideas are heard — send them to NavyRatingMod@gmail.com.
We are proud members of numerous different tribes within the Navy — our occupations, warfare specialties, ships and squadrons — we must always remember that there is one Sailor’s Creed and we are one NAVY TEAM supporting and defending our Nation. This modernization will make us more capable as individuals and a Navy.
Two Russian military planes loaded with troops landed in Venezuela amid an escalating national crisis in the country, according to a Mar. 24, 2019, Reuters report. The planes departed from a Russian military airport and landed in Caracas just months after the two countries conducted military exercises in Venezuela.
The exercises also included troops from Cuba and China and were conducted along the Venezuelan border with Colombia. The planes were filled with at least 100 Russian troops that some say are a message to the Trump Administration, but will likely be helping the Venezuelan military settle the crisis there.
One of the planes carried the troops while another brought tons of military supplies and equipment. Venezuela’s military is the critical component to holding power there. President Nicolas Maduro maintains a tenuous grip on power because of the military, along with armed groups of militiamen whose role is to keep civilians in line. Those militias can be seen primarily along the Venezuelan border and are being used to keep American aid out of the country.
Challenging Maduro’s legitimacy is opposition leader Juan Guaido, who declared himself the legitimate President of Venezuela, with the backing of the United States. At least 50 other countries have recognized Guaido’s claim to power.
While the Chinese interest in Venezuela is primarily seen as a financial one – it has a lot invested in Venezuela’s neglected oil sector – Russian interest is believed to be an attempted check on American interventionism worldwide. Russian President Vladimir Putin may even establish a permanent Russian military presence in the country as a way to show the United States it means business.
Another indication that Russia is serious about bolstering the Maduro regime is that the planes allegedly carried Russian General Vasily Tonkoshkurov, the Chief of Staff of the Russian ground forces, with the rest of the Russian troops.
The United States criticized the move as Russian interference in the region. The planes were sighted at the airport in Caracas by a local journalist, who checked the planes against a flight tracking website. The site confirmed the Ilyushin IL-62 passenger jet and an Antonov AN-124 cargo plane departed Russia for Venezuela, after a brief stop in Syria.
Both Russia and Venezuela have not yet commented on what the troops will be doing there.
Sgt. Samantha Alexander, Distribution Management Office freight noncommissioned officer in charge aboard Marine Corps Air Station Beaufort, was awarded the Navy Commendation Medal on Nov. 13, 2019, for saving the life of a local teenager April 25, 2019.
She was driving home with her daughter and as she turned into her neighborhood the car ahead of her slammed on the breaks and swerved, hitting two boys on their bicycles.
Alexander pulled safely off the road, and began to approach the scene. As she was getting closer, she noticed that the woman who had hit the two boys was standing over them screaming frantically, “I’m so sorry, I’m so sorry!” Another gentleman ran to attend to one of the boys, so Alexander helped the other.
“While I started talking to the (boy), I asked him his name, how old he was and I told him who I was. He said he had just got released from high school, and they were riding their bikes home.”
Three Marines receive The Navy Marine Corps Commendation Medal Nov. 13, 2019.
(U.S. Marine Corps photo by Lance Cpl. Aidan Parker)
As she talked to the boy, she examined his body for trauma.
“I noticed that he had blood on his pants and they were torn. I (moved) the sweatpants, and could see bone and fatty tissue. I pulled off my belt and I tied it as far above the laceration as possible.”
Alexander kept telling the boy to brace for the pain, but due to the traumatic leg injury he couldn’t feel his leg.
“Once I got it tightened down as much as I could, I locked it in place and sat there talking to him.”
Despite seeing tunnel vision, and having spiked adrenaline, Alexander remained calm for the boy until emergency services arrived.
Shortly after EMS arrived, the boys were taken to Beaufort Memorial Hospital where the 15-year-old was immediately medevacked to Savannah. The doctors confirmed that it was an arterial bleed, and Alexander’s quick reaction to stop the bleeding saved his life.
This article originally appeared on Marines. Follow @USMC on Twitter.
Urgent new orders went out earlier this month for US Navy warships that have been plagued by deadly mishaps this year.
More sleep and no more 100-hour workweeks for sailors. Ships steaming in crowded waters, like those near Singapore and Tokyo, will now broadcast their positions as do other vessels. And ships whose crews lack basic seamanship certification will probably stay in port until the problems are fixed.
All seemingly obvious standards, military officials say, except that the Navy only now is rushing the remedies into effect after two collisions in two months left 17 sailors dead, despite repeated warnings about the looming problems from congressional watchdogs and the Navy’s own experts dating to 2010.
“Many of the issues we’re discussing today have been known to Navy leaders for years. How do we explain that, Admiral?” Sen. John McCain of Arizona, the Republican chairman of the Armed Services Committee, demanded of Adm. John Richardson, the chief of naval operations, at a hearing last week.
“Senator, there is no explanation,” Richardson said.
The orders issued recently by the Navy’s top officer for ships worldwide, Vice Adm. Thomas S. Rowden, drew on the lessons that commanders gleaned from a 24-hour fleetwide suspension of operations last month to examine basic seamanship, teamwork, and other fundamental safety and operational standards.
Collectively, current and former officers said, the new rules mark several significant cultural shifts for the Navy’s tradition-bound fleets. At least for the moment, safety and maintenance are on par with operational security, and commanders are requiring sailors to use old-fashioned compasses, pencils, and paper to help track potential hazards, as well as reducing a captain’s discretion to define what rules the watch team follows if the captain is not on the ship’s bridge.
“Rowden is stomping his foot and saying, ‘We’ve got to get back to basics,'” said Vice Adm. William Douglas Crowder, a retired commander of the 7th Fleet and a former deputy chief of naval operations, who reviewed the four-page directive issued on Sept. 15, a copy of which was obtained by The New York Times. “We ought to be doing this anyhow.”
Richardson is expected to announce additional guidance to the Navy in the next several days that builds off Rowden’s directive. “We took some time to stop, take a break, and review our fundamentals, to ensure that we’re operating safely and effectively and to correct any areas that required immediate attention,” Richardson told the senators last week.
The new orders come as the fallout continues from four Navy accidents in the western Pacific this year, including the two fatal crashes: the destroyer USS Fitzgerald colliding with a freighter near Tokyo in June, and a second destroyer, the USS John S. McCain, colliding with a tanker last month while approaching Singapore.
The commander of the Navy’s Pacific Fleet, Adm. Scott H. Swift, said this week that he would retire after being notified that he was no longer in the running to take charge of the Pentagon’s overall Pacific Command, which would oversee any military operations against North Korea.
Vice Adm. Joseph P. Aucoin, the former head of the 7th Fleet, based in Japan and the Navy’s largest overseas, was removed last month in connection with the accidents. And Rowden himself has also said he will retire early.
It has been a sobering time for commanders not just in the 7th Fleet, which has been closely scrutinized, but also the Navy’s other fleets based overseas. They are all taking a hard look at how to balance their operational requirements against eroding training and maintenance standards.
“We found some things about risk that didn’t match what we thought, and we’re making changes in things we discovered,” Vice Adm. Kevin M. Donegan, commander of the 5th Fleet based in Bahrain, said in a telephone interview.
“When we have something like this happen, we do rigorous homework,” Donegan said. “We’re not standing fast.”
There is little argument, however, that a shrinking Navy is performing the same duties that a larger fleet did a decade ago, and that constant deployments leave little time to train and maintain ships amid their relentless duties.
Gen. Joseph F. Dunford Jr. DoD Photo by Navy Petty Officer 2nd Class Dominique A. Pineiro
Gen. Joseph F. Dunford Jr., the chairman of the Joint Chiefs of Staff, told senators during a hearing on Sept. 26 about his visit to the Navy destroyer USS Barry several months ago, and of his learning that the ship had been at sea for 70 percent of the past 12 months.
“When we go back now and we look at were they able to do all the training necessary, and what was their life like during those 12 months, 70 percent of the time underway is an unsustainable rate,” Dunford said. “We’re going to have to make adjustments in the demand. That will incur managing operational and strategic risk, there’s no doubt.”
Many of the changes in Rowden’s order smack of simple common sense.
Hard to see and track electronically, naval vessels have long posed special perils to nighttime navigation. In addition to radar, all but the smallest commercial vessels use the so-called Automatic Identification Systems to broadcast information about their position, course, and speed. Military vessels typically carry the systems but often turn them off because the captains do not want to reveal so much information. That will change under the new orders.
“Successful mission accomplishment cannot be our sole measure of effectiveness,” Rowden said in his directive. “We must take greater heed of the manning, maintenance, training, and certification pillars that collectively foster success.”
Rowden also ordered standardized rules for watch teams on the bridge when the captain is not present; new reporting requirements for major equipment failures and near misses; and manually tracking vessels that come with 5,000 yards of a Navy ship to avoid collisions.
The Navy has allowed ships to rely on grueling watch schedules that leave captains and crews exhausted, even though the service ordered submarines to abandon similar schedules two years ago. A Government Accountability Office report from May said sailors were on duty up to 108 hours each week.
The new rules essentially will adopt studies by the Naval Postgraduate School to develop a shorter watch schedule to match circadian rhythms, which uses three hours of watch duty and nine hours off. Recognizing the benefits, the Navy ordered submarines to move to a similar schedule in 2015.
Senators harrumphed last week that sleep-deprived sailors presented an obvious problem begging for a solution. “If we know that somebody’s working a 100-hour workweek, I’m not sure we need a study,” McCain said acidly.
I had heard the story many times, personally. But until today I had never heard Marine Lt. Gen. John Kelly’s telling of it to a packed house in 2010. Just four days following the death of his own son in combat, Kelly eulogized two other sons in an unforgettable manner.
Two years ago when I was the Commander of all U.S. and Iraqi forces, in fact, the 22nd of April 2008, two Marine infantry battalions, 1/9 “The Walking Dead,” and 2/8 were switching out in Ramadi. One battalion in the closing days of their deployment going home very soon, the other just starting its seven-month combat tour.
Two Marines, Corporal Jonathan Yale and Lance Corporal Jordan Haerter, 22 and 20 years old respectively, one from each battalion, were assuming the watch together at the entrance gate of an outpost that contained a makeshift barracks housing 50 Marines.
The same broken down ramshackle building was also home to 100 Iraqi police, also my men and our allies in the fight against the terrorists in Ramadi, a city until recently the most dangerous city on earth and owned by Al Qaeda. Yale was a dirt poor mixed-race kid from Virginia with a wife and daughter, and a mother and sister who lived with him and he supported as well. He did this on a yearly salary of less than $23,000. Haerter, on the other hand, was a middle class white kid from Long Island.
They were from two completely different worlds. Had they not joined the Marines they would never have met each other, or understood that multiple America’s exist simultaneously depending on one’s race, education level, economic status, and where you might have been born. But they were Marines, combat Marines, forged in the same crucible of Marine training, and because of this bond they were brothers as close, or closer, than if they were born of the same woman.
The mission orders they received from the sergeant squad leader I am sure went something like: “Okay you two clowns, stand this post and let no unauthorized personnel or vehicles pass.” “You clear?” I am also sure Yale and Haerter then rolled their eyes and said in unison something like: “Yes Sergeant,” with just enough attitude that made the point without saying the words, “No kidding sweetheart, we know what we’re doing.” They then relieved two other Marines on watch and took up their post at the entry control point of Joint Security Station Nasser, in the Sophia section of Ramadi, al Anbar, Iraq.
A few minutes later a large blue truck turned down the alley way—perhaps 60-70 yards in length—and sped its way through the serpentine of concrete jersey walls. The truck stopped just short of where the two were posted and detonated, killing them both catastrophically. Twenty-four brick masonry houses were damaged or destroyed. A mosque 100 yards away collapsed. The truck’s engine came to rest two hundred yards away knocking most of a house down before it stopped.
Our explosive experts reckoned the blast was made of 2,000 pounds of explosives. Two died, and because these two young infantrymen didn’t have it in their DNA to run from danger, they saved 150 of their Iraqi and American brothers-in-arms.
When I read the situation report about the incident a few hours after it happened I called the regimental commander for details as something about this struck me as different. Marines dying or being seriously wounded is commonplace in combat. We expect Marines regardless of rank or MOS to stand their ground and do their duty, and even die in the process, if that is what the mission takes. But this just seemed different.
The regimental commander had just returned from the site and he agreed, but reported that there were no American witnesses to the event—just Iraqi police. I figured if there was any chance of finding out what actually happened and then to decorate the two Marines to acknowledge their bravery, I’d have to do it as a combat award that requires two eye-witnesses and we figured the bureaucrats back in Washington would never buy Iraqi statements. If it had any chance at all, it had to come under the signature of a general officer.
I traveled to Ramadi the next day and spoke individually to a half-dozen Iraqi police all of whom told the same story. The blue truck turned down into the alley and immediately sped up as it made its way through the serpentine. They all said, “We knew immediately what was going on as soon as the two Marines began firing.” The Iraqi police then related that some of them also fired, and then to a man, ran for safety just prior to the explosion.
All survived. Many were injured … some seriously. One of the Iraqis elaborated and with tears welling up said, “They’d run like any normal man would to save his life.”
What he didn’t know until then, he said, and what he learned that very instant, was that Marines are not normal. Choking past the emotion he said, “Sir, in the name of God no sane man would have stood there and done what they did.”
“No sane man.”
“They saved us all.”
What we didn’t know at the time, and only learned a couple of days later after I wrote a summary and submitted both Yale and Haerter for posthumous Navy Crosses, was that one of our security cameras, damaged initially in the blast, recorded some of the suicide attack. It happened exactly as the Iraqis had described it. It took exactly six seconds from when the truck entered the alley until it detonated.
You can watch the last six seconds of their young lives. Putting myself in their heads I supposed it took about a second for the two Marines to separately come to the same conclusion about what was going on once the truck came into their view at the far end of the alley. Exactly no time to talk it over, or call the sergeant to ask what they should do. Only enough time to take half an instant and think about what the sergeant told them to do only a few minutes before: ” … let no unauthorized personnel or vehicles pass.”
The two Marines had about five seconds left to live. It took maybe another two seconds for them to present their weapons, take aim, and open up. By this time the truck was half-way through the barriers and gaining speed the whole time. Here, the recording shows a number of Iraqi police, some of whom had fired their AKs, now scattering like the normal and rational men they were—some running right past the Marines. They had three seconds left to live.
For about two seconds more, the recording shows the Marines’ weapons firing non-stop…the truck’s windshield exploding into shards of glass as their rounds take it apart and tore in to the body of the son-of-a-bitch who is trying to get past them to kill their brothers—American and Iraqi—bedded down in the barracks totally unaware of the fact that their lives at that moment depended entirely on two Marines standing their ground. If they had been aware, they would have know they were safe … because two Marines stood between them and a crazed suicide bomber.
The recording shows the truck careening to a stop immediately in front of the two Marines. In all of the instantaneous violence Yale and Haerter never hesitated. By all reports and by the recording, they never stepped back. They never even started to step aside. They never even shifted their weight. With their feet spread shoulder width apart, they leaned into the danger, firing as fast as they could work their weapons. They had only one second left to live.
The truck explodes. The camera goes blank. Two young men go to their God.
Not enough time to think about their families, their country, their flag, or about their lives or their deaths, but more than enough time for two very brave young men to do their duty … into eternity. That is the kind of people who are on watch all over the world tonight—for you.
The aircraft, which have been launching strikes on Islamic State targets in Iraq and Syria since July, are now conducting high-intensity, seven-day-a-week operations to protect the ground forces moving into Mosul.
Rear Adm. James Malloy, the commander of the Eisenhower carrier strike group, told Military.com in an exclusive interview this week that the crew of the carrier has been tireless as conditions on the ground intensify.
“The sailors are motivated and focused and understand the sense of urgency with this enemy,” he said. “And the ground [conditions are] a direct result of naval power projected ashore. So it’s pretty easy to explain to them both what they’re doing and the effect that they’re having on the enemy.”
The carrier, which deployed in June, launched about 116 airstrikes on Islamic State targets during its transit through the Eastern Mediterranean sea, and more than 1,330 since its arrival in the Arabian Gulf as of Sunday, Malloy said. But these numbers, he noted, did not take into account the aircraft that were at that moment in the air over Mosul.
While strikes have been ongoing in and around Mosul for months in anticipation of the last major offensive into the city, operations have changed in recent weeks as the assault began.
Navy pilots are destroying fewer deliberate targets — fixed objectives they’re assigned to hit before they launch from the carrier deck — and more dynamic targets, often moving objectives that they are assigned after they arrive in the region and check in with the air controller.
Nearly 90 percent of strikes launched from the Eisenhower are now assaulting dynamic targets, Malloy said.
“The reason why [dynamic] targeting is much more critical now is because that is in direct support of troops on the ground moving against the enemy,” he said. “So by the time the pilots get to their targets from the carrier, the forward line of troops may have moved and the surgical precision of Navy air is critical to be able to impact the battle as it is occurring.”
Typical dynamic targets are command and control nodes and key areas where Islamic State militants will attempt to conduct resupply and ground maneuver in response to being attacked.
“They are being targeted as they try to do that, so we are accelerating the ground campaign with the airstrikes,” Malloy said.
The Eisenhower will likely remain in the region for several more months until its deployment concludes. On Thursday, multiple media outlets reported that Iraqi and Peshmerga troops, shored up with a small contingent of U.S. advisers, had finally breached the limits of Mosul.
For the Super Hornets, known for speed, precision and maneuverability, it’s an opportunity to show off what they can do.
“As a major offensive is occurring, the dynamic targeting capability of the aircraft come to fore,” Malloy said. “And that is where they shine for the most part: their responsive capability from the air.”