With soldiers increasingly being asked to shoulder heavier workloads, the Army hopes to compensate them for their efforts with a 3.1 percent pay raise.
The Army’s $182.3 billion budget proposal for fiscal year 2020 includes the highest pay increase for soldiers in a decade. Additionally, the service plans to raise basic housing allowances by 3.2 percent and basic subsistence allowances by 2.4 percent.
After launching a new recruiting initiative this year, the Army is aiming for a modest end-strength target next year, hoping to have 480,000 active-duty soldiers, 336,000 National Guard members and 189,500 reservists by 2020.
While much of the Army’s fiscal year 2020 budget focus has centered on modernization efforts, Under Secretary of the Army Ryan D. McCarthy and Lt. Gen. Thomas Horlander, the military deputy for Financial Management and Comptroller, discussed the importance of readiness and quality of life during a budget briefing at the Pentagon March 12, 2019.
“Readiness will continue to be the number-one priority for the Army,” McCarthy said.
McCarthy said two-thirds of the Army’s brigade combat teams are at their “highest state of readiness.” Army leaders have asked for steady and consistent funding to supplement its readiness efforts, which helped support 32 combat training center rotations this year.
Under Secretary of the Army Ryan D. McCarthy.
“Because of the consistent funding that we’ve gotten at a higher level here over the last couple of years, [it] has really allowed us to make some readiness gains,” Horlander said.
To meet its readiness goals, the Army proposes to increase its operations and maintenance budget to .6 billion. The plan covers an increase to infantry one-station unit training from 14 to 22 weeks. It will also provide funding to train 58 brigade combat teams, six security force assistance brigades and 11 combat aviation brigades. The service additionally plans to increase spending for flight crew hours for both active-duty and National Guard members.
The operations budget funds multi-lateral exercises in the Pacific region and in Europe to help bolster partnerships with allies, a crucial element identified in the National Defense Strategy.
“There are a lot of efforts to strengthen the partnerships with our allies,” Horlander said.
The service has prioritized improving housing standards, as senior leaders have visited post housing at different installations in recent months. The Army is asking for an additional 0 million for the restoration and modernization of soldiers’ barracks and installation facilities. Some funding will go toward three new housing projects, Horlander said.
The Army is seeking billion for its research, development and acquisition funding that will go toward newer weapons systems.
Capt. Bryson McElyea fires the M16 rifle.
(U.S. Army photo by Visual Information Specialist Gertrud Zach)
The Army will cut funding from certain weapons platforms and legacy systems will be cut to funnel more funding toward the Army’s modernization efforts. McCarthy said that 93 programs were eliminated and an additional 93 will be reduced or delayed beginning in fiscal year 2020 to fiscal 2024.
“These choices were complex and difficult. At times people will focus in on … winners and losers,” McCarthy said. “But what we look at is the choices we had to make from a modernization standpoint to be the Army that we need by 2028.
While the Army will shift its focus from legacy programs, McCarthy said that some of the platforms will still be needed. Those programs will be gradually enhanced to bridge the gap between newer and older weapons systems.
The Army’s FY20 budget request now awaits approval from Congress.
The invasion of Normandy, known today as D-Day, was one of the seminal moments of history. It was a massive operation that included airborne drops, amphibious assaults, and a host of other missions. The fact that all of these moving parts were orchestrated using the (relatively) primitive technology of the time is an amazing accomplishment — one that culminated in a decisive victory for Allied forces.
But how would it all go down if it happened today?
The overnight airborne drop
The airborne operation as part of a hypothetical, modern-day Normandy Invasion would be fairly similar to that of World War II. We’d still have paratroopers make their jump in the middle of the night, but there’d be a few key differences. Firstly, we’ve gotten a little better at putting paratroopers where they aught to be — this means more troop concentration and fewer “Little Groups of Paratroopers.”
Secondly, today’s paratroopers can drop alongside HMMWVs equipped with heavy firepower, like the M2 machine gun, the Mk 19 automatic grenade launcher, and the BGM-71 TOW missile. Additionally, each soldier now has either a M72 Light Anti-tank Weapon or the M136 AT-4.
The pre-attack bombardment
On D-Day, five battleships, including USS Nevada (BB 36), provided fire support for the massive operation. America no longer has any battleships in service. Today, the biggest guns would be on the Zumwalt-class destroyers, which can launch a variety of munitions.
However, the real heavy lifting would be done by Joint Direct Attack Munitions on the fortifications. On D-Day, Allied forces dropped a lot of bombs and fired a lot of heavy shells towards the Nazis in hopes of hitting something vital. Since then, our aim has improved. JDAMs can hit within 30 feet of an aimpoint. Laser-guided bombs are even more accurate.
The amphibious assault
Perhaps the most iconic element of D-Day was the amphibious landings. Higgins boats hit the shores en masse and under extremely heavy fire as Allied troops spilled out and onto the sand. Today, we’d likely use helicopters to get behind initial defenses. Heli-borne assaults would likely take place overnight, focusing on key objectives, like Pegasus Bridge.
At this stage, Apache and Cobra helicopter gunships would provide covering fire, using AGM-114 Hellfire missiles to knock out — or at least suppress — any German positions that survived the precision-guided munitions.
Past the beach
All throughout a modern D-Day, there’d be deeper strikes. Aircraft like the F-15E Strike Eagle, the A-10 Thunderbolt, the Tornado GR.4, and the B-1B Lancer would be dropping bombs on German units further inland. Some of the bombs would be GATOR mine systems, which are, essentially, air-dropped minefields, to delay reinforcements long enough for American, Canadian, and British troops to consolidate a beachhead.
In short, the Nazis of World War II had a slight chance of stopping the Allies on D-Day. Today, there’d be no stopping it.
Why are the Marvel movies so damn popular? Well, that might be the wrong question, because the more important question should be: how did the Marvel movies get to be so damn funny? What are the best jokes in the funniest Marvel movies?
From “Iron Man” in 2008 to “Avengers: Endgame” in 2019, one thing moviegoers have always been able to count on from these films is a one-liner quip machine even in the bleakest of installments. Figuring out all the funniest moments in all 22 installments of the official Marvel Cinematic Universe might seem like a task better suited to one of Tony Stark’s supercomputers, but since Jarvis and Friday aren’t real, you’ll have to deal with human bias. So, with that in mind, here are 18 of the best jokes from the entire Marvel Cinematic Universe. And to avoid saying any of these jokes are better or worse than others, we’re just listing these jokes in chronological order.
Warning: Joke spoilers for all Marvel movies ahead!
1. “Let’s face it, this is not the worst thing you’ve caught me doing.”
When Pepper Potts walks in on Tony messing with his Iron Man suit, this classic Stark comeback cannot be beaten.
2. “We have a Hulk.”
From the 2012 “Avengers,” Tony Stark’s rebuttal to Loki’s boast “I have an army” is “We have a Hulk.” This is made all the sweeter when you consider Loki himself says “We have a Hulk” when he stands-up to Thanos in “Infinity War.”
3. “Better clench up, Legolas.”
Tony Stark’s pop culture references are an artform. If you don’t know who Legolas is and why this is funny, I’m sorry that I have to explain this to you: Legolas is an elf archer from “Lord of the Rings.” Hawkeye is an archer. Okay. enough explaining.
4. “I’m a huge fan of the way you lose control and turn into an enormous green rage monster.”
This Tony Stark quip is preceded by him complimenting Bruce Banner on his scientific achievements, which of course, is totally overshadowed by his ability to Hulk-out.
5. “No hard feelings, Point Break.”
I’m not going to explain this reference. I’ll explain “Lord of the Rings” references, but not this one. Either you get it, or you don’t. (If you’re reading this website and you’re a dad, I’m guessing you get this.)
6. “I understood that reference!”
Steve Rogers is great when he gets super-earnest in subsequent Avengers flicks, but he’s pretty much the best when he’s struggling with 21st-century pop culture references. In the first “Avengers,” when Steve actually understands one of Nick Fury’s references to “The Wizard of Oz,” his reaction is pure gold.
7. “The city is flying. We’re fighting an army of robots. And I have a bow and arrow. None of this makes sense.”
One of the funniest meta-fictional lines in any Marvel movie. Hawkeye knows nothing about his role in these movies makes sense.
8. “Why would I put my finger on his throat?”
You could, in theory, do an entire list of just great jokes and funny moments from both “Guardians of the Galaxy” movies and their appearances in “Infinity War” and “Endgame.” I’ve tried to prevent too many “Guardians” jokes from dominating this list. But still, when Star-Lord is trying to reason with Drax in that prison, this visual gag where Drax doesn’t understand the pantomime for killing someone is hilarious.
9. “If I had a black light, this place would look like a Jackson Pollock painting”
A crass joke that flies over the head of kids and into the ears of knowing adults. Nice. Totally on-brand from Chris Pratt’s Star-Lord. Also, fun fact, this line was ad-libbed by Chris Pratt on the spot.
10. “He says he’s an a-hole, and I’m quoting him here, but he’s not 100 percent…a dick”
John C. Reilly’s small role in “Guardians of the Galaxy” is underrated. It just is.
11. “If you say one more word, I’ll feed you to my children! I’m kidding. We’re vegetarians.”
M’baku might not be as famous as T’Challa in the kingdom of Wakanda, but he’s pretty much the funniest person in “Black Panther.”
12. “He’s a friend from work!”
When Thor realizes he’s supposed to fight the Hulk in “Ragnarok,” he’s thrilled and relieved. This line is fantastic because it’s so relatable, but it’s made ten times sweeter when you know that a Make-A-Wish kid actually suggested the line in the first place. True story!
13. “Dude, you’re embarrassing me in front of the wizards.”
Tony Stark and Bruce Banner’s reunion in “Infinity War” is full of a lot of great moments, but this joke is easily the best.
14. “OH! we’re using our made-up names!”
The lovable innocence of Tom Holland’s Peter Parker is always great and when he understandably doesn’t understand that Dr. Strange’s real name is Dr. Strange, it’s one of the funniest moments in the entire series.
15. “Kick names. Take ass”
Mantis’ mangling of a pretty common cliche turns it into something very different thanks to her naivite — and impeccable timing.
16. “I get emails from a raccoon, so nothing sounds crazy.”
Black Widow is super tired in this “Avengers: Endgame” one-liner, but her workplace emails are certainly a little different than yours. Or are they?
17. “What’s up, regular-sized man?”
Rhodey gets in on the one-liner action, in one of the best jokes for “Endgame.” Picking on Ant-Man might not be nice, but it is hilarious.
18. “As far as I’m concerned, that is America’s ass.”
Paul Rudd, an actual comedic actor who found his way into the Marvel universe as Ant-Man, gets what is probably the very best line in “Avengers: Endgame.” This joke is so good, it gets repeated by Steve Rogers as he’s staring at former-him’s ass.
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.
The Air Force announced April 23, 2019, new rules on Operational Camouflage Pattern uniforms that aim to better fit the needs of airmen and the jobs they do while also holding fast to tradition.
The changes highlighted include authorization of the two-piece Flight Duty Uniform in garrison and updated patch guidance for the OCP uniform.
“During the initial rollout of the OCP, we originally matched our sister services regarding patch configurations as we sought to emphasize our role as a joint warfighting force,” said Air Force Chief of Staff Gen. David L. Goldfein.
“In response to overwhelming feedback received from airmen, we will make an easy ‘sleeve swap’ of the patch configuration to further elevate our focus on honoring the heritage of squadrons as the war-fighting units of the world’s greatest Air Force. We will now place the squadron patch on the right sleeve along with the U.S. flag and move the higher headquarters patch to the left sleeve of the OCP.”
OCP uniform guidance.
Additionally, to provide commanders with expanded uniform options to fit myriad missions, on April 15, 2019, the two-piece flight suit, otherwise known as the 2PFDU, will be authorized to be worn in both garrison and deployed locations. The 2PFDU continues an effort to provide airmen with improved form, fit and function to perform their duties in any environment.
The traditional flight duty uniform will also continue to be an option. Squadron commanders will now have the flexibility to make combat uniform decisions based on what is best for their airmen to meet mission requirements.
“The new unit patch configuration of the OCP and 2PFDU also aligns with the traditional FDU, elevating the significance of squadron focus and identity, which supports CSAF’s intent to revitalize squadrons,” said Lt. Gen. Mark D. Kelly, Headquarters Air Force deputy chief of staff for Air Force operations.
In May 2018, Air Force leaders decided to transition to the OCP following feedback from airmen that it is the best, battle-tested utility uniform available. It will also eliminate the need to maintain two separate uniforms – one for in-garrison and one for deployments.
The service expects to fully transition to OCPs by April 1, 2021.
Just before 2 p.m. on Saturday, Feb. 28, 1959, in the clear sky 5 miles north of Prescott, Arizona, something went wrong aboard an Air Force C-121G Super Constellation aircraft. The pilots, Navy Lt. j.g. Theodore Rivenburg and Cmdr. Lukas Dachs, had mere seconds to react as their large transport plane stalled 1,500 feet above the rough granite and cactus-covered ground below.
Rivenburg and Dachs throttled up their four-radial piston engines and tried to raise the nose as the silver plane made a right turn 2 miles south of the Prescott Municipal Airport. As the turn tightened, the bank steepened and the Super Connie snap rolled into a near-vertical dive.
The pilots had no time to recover.
March 1, 1959, cover of the Arizona Republic with news of the Constellation Crash outside Prescott, Arizona. Courtesy of Newspapers.com.
Witnesses driving on state Route 89 told an Arizona Republic reporter that the plane “exploded ‘like an atom bomb’ as it slammed into the ground alongside the highway.”
In addition to Rivenburg and Dachs, the crash killed everyone else on board, including Lt j.g. Edward Francis Souza, Petty Officer 2nd Class James Miller, and Petty Officer 2nd Class Calvin Coon.
Sixty-one years later, the reasons behind the accident remain a mystery. The Air Force investigated, but the plane wasn’t equipped with a flight data recorder, so investigators had limited information about those terrifying final moments. The Air Force’s redacted crash report, released via a Freedom of Information Act request, notes good weather and no mechanical issues, and describes the crash’s cause as “undetermined.”
Remnants of wreckage from the C-121G that crashed near Prescott, Arizona, on Feb. 28, 1959. Photo by Brandon Lingle/Coffee or Die Magazine.
Over the years, scrub brush and manzanita grew over the blackened scars of the accident site. Monsoon thunderstorms and winter winds veiled the scraps of aluminum and wiring beneath sand and gravel. The bright Arizona sun turned the relics a pale gray. With each year, fewer and fewer of those who remember the crash remain. The tragedy might have faded completely if the city of Prescott hadn’t purchased 80 acres that included the crash site in 2009 to create a recreation area on the land.
By chance, the Prescott trail manager and some concerned citizens recovered the lost saga, and the city of Prescott dedicated the Constellation Trails to the memory of the crew in a powerful combination of history and outdoor recreation.
The vision for Lockheed’s Constellation aircraft began in a 1939 meeting between Howard Hughes and corporate brass. Hughes wanted a fleet of commercial aircraft for moving passengers and cargo across the country, and Lockheed wanted his business. The result was a first-of-its-kind commercial plane that, according to Lockheed, featured the industry’s first hydraulic power controls, cruising speeds faster “than most World War II fighters at 350 mph,” and a pressurized cabin for 44 passengers that allowed the plane to fly above most bad weather, creating a smooth and comfortable ride.
The Lockheed VC-121A Constellation 48-0614 Columbine was the personal aircraft of Dwight D. Eisenhower when he was commander at Supreme Headquarters Allied Powers Europe in the early 1950s. It is now preserved at the Pima Air Space Museum in Tucson, Arizona. Photo courtesy of Wikipedia.
By 1942, the military saw the Constellation as a potential transport, and in 1944 Hughes broke cross-country speed records in the olive-green military version called the C-69. After World War II, TWA bought the military’s C-69s and converted them into commercial aircraft. In 1951, Lockheed introduced the Super Constellation, which featured “air conditioning, reclining seats and extra lavatories,” as well as unheard-of fuel efficiency.
From the 1950s through the 1970s, Super Constellations crisscrossed the globe as commercial and military workhorses. They saw action in Korea and Vietnam. In addition to hauling troops and cargo, Super Connies ran rescue missions, mapped Earth’s magnetic field, acted as the earliest airborne early warning platforms, hauled scientists to Antarctica, served as the Navy Blue Angels’ support plane, and even became the first Air Force One under President Dwight D. Eisenhower.
The crew of the ill-fated Super Connie, tail number 54-4069, was assigned to Navy logistics support squadron VR-7 at Moffett Field, California. The unit — part of the joint Military Air Transport Service, or MATS — moved people, patients, cargo, and mail throughout the Pacific. As part of the MATS, precursor to Military Airlift Command, the Navy operated and maintained the aircraft that belonged to the Air Force. According to a 1959 Naval Aviation News magazine feature on the unit, VR-7 helped maintain a supply line from California to Asia and the Middle East.
THE LAST LOG ENTRY CAME AT 1:44 P.M. […] MINUTES LATER, WHILE FLYING NORTH, AF 4069 MADE THAT RIGHT TURN INTO OBLIVION 2 MILES SOUTH OF THE PRESCOTT AIRPORT.
The southern route passed “through Hawaii, Kwajalein, Guam, and the Philippines. From Manila, the Embassy route continues on to Saigon, Bangkok, Calcutta, New Delhi, Karachi, ending in Dhahran.” And the northern route ran from “California west to Hawaii, Wake Island, thence to Tokyo, returning by way of Midway Island to Hickam.”
The magazine said that the aircraft could carry 76 passengers or 67 litter patients or a payload of more than 10 tons. And in terms of size, “the big Connie exceeds two railroad boxcars in length. If upended, its wings would easily tower higher than a 10-story building.”
The crew was on a nine-day temporary duty trip for training to orient themselves around Naval Air Station Litchfield Park, now Phoenix Goodyear Airport. The Prescott airport’s tower logs show AF 4069 practiced approaches and touch-and-go landings at the airport the day before the crash. Around 8:45 a.m. the following morning, the plane arrived in the area for more practice. At 11:32 a.m., AF 4069 left the area, returned to NAS Litchfield Park, switched aircrews, and took off again at 12:45 p.m.
The No. 1 Wright R-3350 engine starts on Lockheed Super Constellation Southern Preservation of Australia’s Historical Aircraft Restoration Society at Illawarra Regional Airport. The aircraft is an ex-US Air Force C-121C (Lockheed Model 1049F), c/no. 4176, s/no. 54-0157. Photo courtesy of Wikipedia.
After departure, the crew most likely conducted high-altitude training, “basic air work and emergencies” until 1:30 p.m. The last log entry came at 1:44 p.m. when the crew reported a forest fire 20 miles south of Prescott. Minutes later, while flying north, AF 4069 made that right turn into oblivion 2 miles south of the Prescott airport.
“The nose came up and a roar of power was heard,” the Air Force crash report states. “The right wing dropped sharply as the plane entered a near vertical dive to the ground, with the right wing leading at time of impact.”
The report continues, “Witness states the gear and flaps were up,” and the next two lines are blacked out.
The “Findings” section says, “The primary cause of this accident is undetermined,” and “investigation of the wreckage revealed no material or mechanical failure.” The last line before a redacted paragraph of recommendations says, “the aircraft apparently stalled too close to the ground to effect recovery.”
The reason for the stall is unknowable.
Constellation Trails. Photo by Brandon Lingle/Coffee or Die Magazine.
The FOIA response came with scanned copies of 23 black-and-white photos of the crash scene. It’s tough to make out much in many of them. The images show big splotches of black and gray with hand-drawn dashed lines and explanations. One photo stands out: Two men stand on the highway looking into a hole, hands tucked in their pockets and fedoras tilted on their heads. In the top middle of the frame, a bucket from a ’50s-era backhoe hangs ready to dig. The text on the photo says: “Location of #4 prop dome 6’2″ depth under highway.”
Chris Hosking, Prescott Trails and Natural Parklands coordinator, had no knowledge of the accident when he began planning the area’s trails. While performing an archeological survey to check for Native American ruins and other historic artifacts, he noticed “all these aluminum shards everywhere.”
So he reached out to Cindy Barks, a reporter at the local paper, the Prescott DailyCourier, who helped him figure out that an airplane had crashed there decades before. He knew then that the community should do something special to honor the fallen aviators.
The city chose to name the trail system after the fallen Constellation. One of Hosking’s son’s friends, Cody Walker, read about the project and stepped up to lead an effort to build a monument and host a dedication ceremony as part of an Eagle Scout project.
The memorial plaque dedicating the trails to those who died in the Super Constellation crash of 1959. Photo by Brandon Lingle/Coffee or Die Magazine.
“He went the extra mile,” Hosking says. “He contacted some of the families of the five airmen who were lost in that crash.”
Several of the aircrew’s children, other family members, and unit alumni came to Prescott for the ceremony.
“It was really emotional, you know, because some of these kids were too young to know their dads,” he says. “They knew their dads died in Arizona, but they didn’t know where or why or what happened, so that was a cool way to put some closure on that whole event for them.”
The Constellation Trails weave through sublime rock formations called the Granite Dells. The red granite boulders look like the backdrop of an old Western movie and have served as the set for many early Westerns and other films since 1912.
Constellation Trails. Photo by Brandon Lingle/Coffee or Die Magazine.
Hosking designed a trail system with an outer loop and multiple cut-throughs to the center. Near the trailhead, scrub oak passageways filter the sunlight, and as the trail gains elevation, the rock formations become more and more impressive.
With names like North 40, Ham and Cheese, Hully Gully, Hole in the Wall, Lost Wall, Ridgeback, and Ranch Road Shortcut, the routes in the Constellation Trail system sound like amusement park rides.
“I usually come up with the names,” says Hosking, an avid mountain biker. “Usually it’s a landmark or a view or something that happened there.”
Carving the trails among granite boulders and navigating rock walls and cacti is hard work. While the community funds the projects, there’s no dedicated workforce to actually build the trails, so Hosking depends on a local volunteer group composed primarily of local retirees called the “Over the Hill Gang.”
The Over the Hill Gang volunteers building the Constellation Trails in 2011. Photo courtesy of Chris Hosking.
“We get about 10,000 hours of volunteer time out of those guys,” says Hosking of the group, which started with four volunteers and now has 60 or 70 active members. “I come up with a crazy plan and design, and then those guys come out and we build trail.”
They built the trails in the Dells with hand tools because they couldn’t get heavy machinery past the boulders. Doing so takes significantly more time and effort.
John Bauer, a retired Air Force navigator, has volunteered with the Over the Hill Gang for more than 10 years, and the Constellation Trails were the first he helped build.
“I loved building those trails,” says the former F-4 weapons systems officer, who also served as a navigator on C-130s and C-141s.
These days, Bauer loves to move boulders, and with the rocky topography of the Dells, he was in luck.
The Over the Hill Gang volunteers building the Constellation Trails in 2011. Chris Hosking is on the left and John Bauer is second from left. Photo courtesy of Chris Hosking.
“Some of the trails in other areas are not as interesting — scraping the weeds off a piece of dirt,” the retired lieutenant colonel says. “I’ve done a lot of that, but it doesn’t give me the same amount of joy as moving rocks.”
The trailhead sits at the north end of the park, and the trails gain elevation as they work their way south. According to Bauer, the high ground near the back of the trail system proved the most challenging to build.
“There was a short little connection that went through a very narrow and steep canyon,” he says. “That was probably one of the most difficult parts because working in those little canyons, it’s hard to move the boulders around.”
With rock bars, leverage, sweat, muscle, and grit, the crew cleared an awe-inspiring trail.
Chris Hosking uses a backhoe to build the Badger Mountain trail near Prescott, Arizona. Photo courtesy of Chris Hosking.
“The bigger the boulder, the more people we need to move them,” Bauer says. “We’ve moved some pretty gigantic boulders.”
Small pieces of the aircraft still lie scattered throughout the area. The crew gathered the pieces they found and placed them next to the memorial near the trailhead.
“If you went out and off the trails, off into the shrubs and stuff there, you could still find pieces of that airplane even after all these years,” Bauer says.
The Constellation Trails are just a few miles of trail in an area that features 104 miles of city-owned trails, as well as hundreds of additional miles of trail on nearby Forest Service and Bureau of Land Management land. Easy access and the variety and number of trails has made this stretch of northern Arizona a hiking and mountain biking destination.
Chris Hosking. Photo courtesy of Chris Hosking.
To understand the Constellation Trails, and the larger Prescott Trail System, it’s important to understand a bit about their creator.
Hosking, originally from the United Kingdom, trained as an industrial designer and spent time in the Silicon Valley working for Apple. One day the lifelong outdoorsman realized, “I didn’t really like that living — that particular lifestyle — so I kind of went freelance and moved up to Mammoth Lakes up in the Sierras.”
While in the Sierras, he delved into trail design. Eventually, Hosking and his wife wanted a bigger town to raise their kids in, and after some research, Prescott ended up No. 1 on both their lists. They arrived in Prescott in 2006, and soon after he became Prescott’s trail master.
In 14 years, he’s taken Prescott from 24 miles of trails to more than 100.
“I would put Prescott up against any community in the country as far as the quality of trails, the variety of trails, the access,” he says. “I wouldn’t put it in the same category as Moab. Moab’s like Disneyland — you go there and it’s got every type of trail. We’re not that, we’re a real town with a great trail system.”
Chris Hosking mountain biking at the Constellation Trails, near Prescott, Arizona. Photo courtesy of Chris Hosking.
Hosking attributes the success to the area’s excellent topography, a variety of vegetation, and a volunteer work crew “who don’t mind busting their ass to get things done.”
“I see Prescott as kind of the whole package because it’s a great place for people who live here, and it’s got a huge variety of very easy trails, and then it’s got very technical trails, and everything in between,” he says.
Gil Stritar, a Prescott Valley resident who hikes nearly every day, says the Constellation Trails are his favorite in the area because of the ease of access and excellent views.
“There’s beautiful photo ops in the narrows sections,” he says. “Most trails in the Granite Dells have big drop-offs and are more remote, so this is a good family choice. Also, this is the most scenic trail in the Dells in my opinion.”
According to Hosking, all the years of hard work, purchasing land, working agreements, and designing and building trails have come into focus this year as the COVID-19 pandemic has spiked visits to trails sometimes by 200 percent to 300 percent. The Constellation Trails have seen 100 percent more traffic.
Constellation Trails. Photo by Brandon Lingle/Coffee or Die Magazine.
“When you have gyms closed and everything is closed, the only way people can really get out and exercise is by going on trails,” Hosking says. “It’s helped us realize what we’ve done and what a benefit it’s been to the community because now people can get out and go hike and get away from things, so we have a lot of stuff to be thankful for.”
Prescott has a large hiking and mountain biking community that’s growing thanks to the National Interscholastic Cycling Association.
“We’ve got seven teams in the area,” says Hosking, including the top two teams in Arizona. “All those kids getting into mountain biking means their parents are getting into mountain biking.”
While some ride their mountain bikes on the Constellation Trails, Hosking says there are usually more hikers due to the rocky terrain and challenging aspects of the trails.
He likes to ride there when he feels like beating himself up and says his favorite trail is “the one I’m on!”
The Littoral Combat Ship has been nothing short of problematic for the US Navy. Engineering and mechanical issues have repeatedly sidelined a number of active LCS warships, sometimes in foreign ports for months at a time. Oddly enough, as much as the LCS has been a pain in the figurative neck, it’s far from the worst frigate-type vessel afloat in today’s modern navies.
In fact, that dubious distinction goes to the yet-to-be-accepted F125 series of “super frigates” commissioned by the German Navy.
Though the first of the F125 ships, the Baden-Württemberg, has already been built and has sailed under its own power, it was returned to its builder by the German government — which isn’t a very good sign.
The German military originally sought a replacement for its Bremen-class frigates in the early 2000s. While the Bremen boats were still fairly young at the time, they were rapidly walking down the path toward obsolescence. With operational costs steadily climbing at a time when the German military planned to make deeps cut in spending, a plan formed in the minds of the country’s highest-ranking civilian and uniformed defense officials.
Instead of ordering frigates that could fulfill just one or two types of missions, they would order and commission the largest frigates in the world to serve as multi-mission platforms. They would, hypothetically, be able to operate away from their German home ports for up to 24 months at a time, function using a smaller crew, and serve on humanitarian and peacekeeping operations around the world as needed.
Additionally, similar to the LCS frigates, these new surface combatants would be able to field modules for various missions, quickly swapped out in port as varying objectives demanded. Special operations forces could also use the new ships as floating staging areas, with the ability to carry four smaller boats and two medium-lift NH90 helicopters.
In 2007, the first contracts for the new frigates — dubbed the F125 class — were inked, outlining an order for a batch of four ships with the potential for more in the future. The deal tallied up to nearly $3 billion USD with an expected delivery date of 2015-2016.
During the construction program, problems began to manifest, and with them came delays and cost overruns. By the time of the lead ship’s christening in 2013, German officials anticipated a commissioning date in 2016 or 2017 at the latest. However, by 2017, the situation had worsened when scores of defects were discovered during testing and evaluation.
The F125 class is far closer in size and constitution to a destroyer than a frigate. Coming in at around 7200 tons, the weight of the vessel (which includes its mission systems, propulsion, machinery, etc.) makes for a major speed disadvantage. The Baden-Württemberg can’t go faster than 26 knots (30 miles per hour) while underway. By comparison, Arleigh Burke-class destroyers, which are just 15 feet longer than the F125s and are in a similar weight class, has been known to achieve speeds in excess of 30 knots (+35 miles per hour) with its engines are cranked up.
Not only does this have an impact on the F125’s performance, it also makes the ship considerably more expensive to operate in the long term.
Hardware and software woes are among the most damning issues plaguing the F125s. Defective mission-critical systems means that the ship is unreliable when at sea and probably completely unusable in combat situations. At this point, the F125s are more like extremely expensive military yachts than they are warships.
To top it off, the Baden-Württemberg has a consistent list to starboard, meaning that the ship is on a permanent lean to the right side.
In late December, 2017, the German military refused to accept the Baden-Württemberg for active service, citing the above flaws and defects. This is the very first time in German history where a warship was actually returned to its builder because it didn’t meet minimum operating standards and requirements.
There is no timeline on when the German Navy will finally accept the F125s into its surface fleet. That won’t happen until all four ships have been refitted and repaired to the satisfaction of German defense officials. Before that, millions of dollars will have to be reinvested into the already highly-expensive program.
Sun Tzu once said that he who is prudent and lies in wait for an enemy who is not, will be victorious.
To be honest, in a way, that is exactly what camouflage is all about. It is not about colors, shapes, or ninja stuff. It is about knowledge, patience, and the manipulation of anything anywhere.
All to achieve one goal: to become the environment. In this article, I am going to give you a small, bitter taste of the art of camouflage.
When I was in the Israeli Airborne SF, I served with one of the SR groups. My secondary specialty in my team was what we call in the IDF, a ‘builder.’ Basically, someone who is capable of concealing anything, from one man to an entire team or vehicles in any environment.
What is camouflage?
Back in the days, when I used to assist as an instructor for the next generation of builders, one of the first questions I asked the young soldiers in every introduction lesson was, ”What does the word ‘camouflage’ mean to you?”
The majority of the answers were split into two: hiding or disappearing.
While both might sound correct, those two words describe a long-living misconception that one experiences when he gets involved with task-oriented concealment work.
Long story short, the majority of the time camouflage begins with understanding the nature of observation.
The purpose of it is not only to hide, but to make you part of the environment, allowing you to safely observe, document, and, when necessary, respond.
Being a master of camouflage means being able to live off nature’s hand for 72 hours (or more), being just hundreds of meters away from the objective, and being able to observe the point of interest all the while.
Let’s say camouflage is the art of manipulation–the controlling of reality.
Fundamentals of Camouflage
There are three fundamental camouflage actions. These are the main principles that are found in any concealing construction.
Hiding: The action of hiding is setting a barrier that separates you physically, and often visually, from the surrounding environment and its unfolding reality.
Blending: Resembling your surroundings by combining different, like elements into a single entity. The main difference between success to failure lays in properly blending subtle details.
Disguising: In short, disguising is an action we perform to alter an existing shape or form. We do that to eliminate or create intentional target indicators, such as smell, shape, or shine. Disguising, for example, is adding vegetation to a Ghillie suit or collecting branches to conceal my hide side.
Knowledge is power. One of the keys to perfect camouflage at the tactical level is the ability to understand what kind of X or Y signatures my presence creates that will lead to my exposure.
TI, or target indicators, are about understanding what signatures my enemy creates in a specific environment. Those target indicators suggest presence, location, and distance in some cases.
There are two dimensions to consider when detecting and indicated presence. The first–and oldest–dimension is basic human sense. The other is technological.
While smelling, hearing, and touching are obvious senses, but those senses normally only come into play in short distance.
Let’s focus on ‘seeing.’
The visual sense is, by far, the most reliable sense for humans. We use it up to 80% of the time to collect information and orient ourselves. So, what kind of visual signatures could I leave that may lead to my exposure? In short:
Shape – The perfectly symmetrical shapes of tents or cars, for example, don’t exist in nature. Those, and the familiar shape of a human being, are immediate eye candy.
Silhouette – Similar to ‘shape,’ but with more focus on the background. A soldier walking on top of the hill or someone sneaking in the darkness with dark clothes against a white wall–the distinction of a foreground element from its background makes a target indicator sharp and clear.
Shine – Surface related. Radiance or brightness caused by emitted or reflected light. Anything that my skin, equipment, or fabrics may reflect. Popular examples would be the reflection of sunlight on hand watches, skin, or optics for example.
Shadow – Shadows are very attractive and easy to distinguish for human eyes, depending on a shadow’s intensity. For example, caves in open fields stand out for miles and are very easy to recognize. As a result, we never use caves for hiding, as they’re a natural draw to the eye.
Color – Let’s make it sure and simple–wearing a pink hoody to a funeral is a good way to stand out. Match your environment.
Oh boy, this is where the real challenge begins! I’m actually going to risk it and say that ghillie suits are becoming less and less relevant today due to increases in technology.
Before we will dive into all that Einstein stuff, these are the main wavelengths used by different devices to find your ass:
Infra-Red / NIR – Used in NVGs, SWIR cameras, etc. Night-vision devices, for example, use active near-infrared illumination to observe people or animals without the observer being detected.
UV – UV radiation is present in sunlight. UV-capable devices are excellent, for example, in snowy environments for picking up differences undetectable by the naked eye.
Thermal – Your body generates a temperature different from any immediate background, such as the ground in the morning or a tree in the evening. Devices tend to set clear separations between the heat or cold of different objects, resulting in pretty nice shapes that are easy to distinguish for the observer.
Radar (radio)– A radar system consists of a transmitter producing electromagnetic waves, an emitting antenna, and a receiving antenna to capture any waves that return from objects in the path of the emitted signal. A receiver and processor then determine the properties of the object. While often used to detect weather formations, ships, structures, etc., there are numerous devices that can give you an accurate position of vehicles and even humans. It’s a long story, hard to manipulate. Such devices exist already in the tactical level.
It is nearly impossible to eliminate your signature against devices who work within the wave length. The only solution is to understand what the human being sees through advanced optics and manipulate the final result.
Buckle up and get your aspirin – we’re moving into the science stuff.
The human and its environment emits different signatures that can be picked up by different technological devices that make use of different types of waves.
Cones in our eyes are the receivers for tiny visible light waves. The sun is a natural source for visible light waves and our eyes see the reflection of this sunlight off the objects around us.
The color of an object that we see is the color of light reflected. All other colors are absorbed.
Technically, we are blind to many wavelengths of light. This makes it important to use instruments that can detect different wavelengths of light to help us study the earth and the universe.
However, since visible light is part of the electromagnetic spectrum that our eyes can see, our whole world is oriented around it.
With the advancement of technology, humanity slowly cracked and understood the existence of other light waves.
We began to see those dimensions through different devices.
Since the visual camouflage has foiled many plans throughout a history of wars and conflicts, militaries around the world began researching the possibilities of using non-visible wavelengths in detecting the signature of specific objects in specific environments.
Camouflage is not about hiding and it’s definitely not only about wearing a ghillie suit or digging deeps foxholes.
It’s an involved, looping process that starts with understanding how humans detect and continues with manipulating this detection.
The old standards, such as ghillie suits, are becoming less and less relevant to the modern battle space as detection technologies advance.
New predators such as SWIR or advance thermal cameras are hard to beat unless you know the device, the interface, and the humans who use it.
As Albert Einstein once said, technology has exceeded our humanity–so get creative.
In 1967, a 77-year-old Dwight D. Eisenhower ascended to the top of the famed St. Louis Arch, the gateway to the West. It wasn’t a planned trip, but the former President decided to go visit it anyway. And he wanted to go to the top, something the Secret Service forbids Presidents, past and present, to do. But Ike was the one who signed off on the construction of the Arch in 1954 and besides – who was going to tell the Supreme Allied Commander “no?”
In case you were wondering about the answer to that question, it’s “no one.”
But he was the only one and even Eisenhower, a former President by the time he ascended to the highest peak of the 630-foot archway, had to do some sneaky work to be able to get to the top over the objections of his contingent of bodyguards. Eisenhower’s visit to the Gateway Arch came after hours, so there were no other tourists around, and it wasn’t a scheduled part of his itinerary, so potential assassins wouldn’t ever have known he would be there. He took the famed tramway up the arch over the objections of the Secret Service.
While Ike isn’t the only President to overrule the objections of the those who protect him, he’s the only one who forced his way up the St. Louis Arch. By the time he came to visit the city on the Mississippi River, two more Presidents had occupied the Oval Office after his tenure. It was a pretty safe bet.
The view inside the top of the arch.
Getting to the top is actually a pretty cleverly designed tram that is part elevator and part Ferris wheel. But the top of the arch is a very small, cramped space that doesn’t make for a lot of room to maneuver or for a lot of people to spend any significant amount of time. It also keeps people relatively close together, which is a problem for a protective unit trying to keep people out of arms reach of the world’s most powerful person.
Despite the cramped space, some 160 people can fit in the top of the arch, and a complete trip to the top takes about 45 minutes on average. That’s a lot of time, space, and opportunity to give a would-be threat.
But in reality, the Leader of the Free World is actually the one in charge, and they can do whatever they want, but the USSS really doesn’t want the President up in the Arch.
On Dec. 23, 1944, 2nd Lt. Charles E. Carlson was killed in action when Nazi planes shot down his P-47 Thunderbolt. Carlson would be missing for almost 73 years until he was identified and buried with full honors at Indiantown Gap National Cemetery in Pennsylvania on Aug. 4, 2017.
When the “missing man” formation was flown, it was done by four F-35s.
The F-35s belonged to the 62nd Fighter Squadron, one of 23 assigned to the 56th Fighter Wing at Luke Air Force Base in Arizona, according to the wing’s official webpage. The 56th operates both F-35s and F-16s.
But long before it had the mission to train pilots on the Air Force’s newest multi-role fighter, the 56th Fighter Wing was a combat unit, as was its predecessor, the 56th Fighter Group.
A July 28 release by the Defense POW/MIA Accounting Agency noted that Carlson’s remains had finally been identified. It noted that Carlson’s wingman had believed that the pilot got out, but German officials had claimed his remains had been recovered near the crash site.
The release stated that Carlson would be returned to his family for burial. So, how did the F-35s end up flying the missing man formation?
Back in World War II, the 56th Fighter Group was known as the “Wolfpack,” which included the 62nd Fighter Squadron. Among the pilots who flew with that unit was the legendary Robert S. Johnson, a 27-kill ace who later wrote the book, “Thunderbolt!”
According to an Air Force News Service report, it was because Carlson had been a member of the 62nd when he was killed in action. Squadron commander Lt. Col. Peter Lee had been browsing Facebook when he noticed the patch for the 62nd Fighter Squadron.
“I clicked on the link and that’s how I found out. It started with something as simple as a Facebook post…and next thing you know we’re flying four airplanes over and talking with the family,” he said.
The F-35s flew the missing man formation for Carlson, led by Capt. Kyle Babbitt, who said, “If it had been me on the other side, I would really appreciate this for my family. It’s definitely an honor to take on this responsibility.”
You can see a video about this mission by the 62nd Fighter Squadron below.
Once dubbed “the world’s most dangerous road,” the 7.5-mile stretch from Baghdad’s Green Zone to the airport was called “Route Irish” during the American-led occupation of Iraq.
It was a fitting introduction to the country during the height of the war. For years, Route Irish was a trial by fire: if you survived the drive from the airport, you would be ready for anything.
The Americans and British had a hard time controlling the road for nearly two years. Most taxi drivers refused to go anywhere near it and those that did sometimes got caught up in the mix between the insurgency and the occupation forces. It wasn’t just dangerous for troops; it was dangerous for everyone.
1. It was an easy target.
Irish was the direct airport road, connecting the International Zone (aka the “Green Zone”) with BIAP and the Victory Base Complex. Insurgents of all brands, from loyalists to al-Qaeda in Iraq terrorists knew coalition forces were based along the road and knew they would have to use the road and the areas adjacent. Irish became a magnet for bullets, rockets, mortars, VBIEDs, and hidden IEDs.
Suicide bombers lurked on the exit ramps and road crews repairing holes from previous attacks buried IEDs. It became so bad, that by December 2004, State Department personnel were banned from using Irish and troops began calling it “IED Alley.”
2. The road was a bumpy ride.
All those explosive impacts created craters in the asphalt and littered the road with husks of destroyed vehicles. Besides making the trip seem like you were riding a bucking bronco for miles on end while dodging obstacles, the hastily filled-in holes created by explosions made the trip much longer than it had to be. The craters and garbage also made it easy for insurgents to hide IEDs.
Riding in a Bradley in 127-degree heat with little light and less air flow makes the 8-minute ride seem like it takes hours. Bumping your head on the side of this hotbox a few times will make anyone appreciate a foot patrol or IED sweep.
3. Getting aboard “the Rhino” was intimidating.
“The Rhino” was a Rhino Runner, a 22-seat bus with heavy armor, designed by Florida-based Labock Technologies. Troops, contractors, and VIPs traveling to and from Victory Base, BIAP, or the Green Zone had to mount up into the belly of this behemoth. Looking at this veritable mountain of a vehicle made the first time fobbit on his or her way to Iraqi Freedom’s nerve center think twice about whether or not they could conduct their business via email.
In November 2004, a three Rhino convoy was ambushed on Route Irish with a 250-pound suicide VBIED that made a crater 6 feet wide and 2 feet deep. A dust cloud over 1,000 feet long could be seen for miles around the city. There were no injuries to the 18 people in the vehicle.
4. The road required constant patrols.
Eventually, Irish would be secured by American troops using concrete obstacles, Iraqi Army units, and taking control of the neighborhoods adjacent to the road. Until then, Coalition forces had to keep the road as clean as possible and remove the blown-up car carcasses.
At one point, the Boston Globe reported the U.S. Army dedicated an entire battalion of the 10th Mountain Division to keeping the road as clear and safe as possible. This opened the troops up to constant attacks from suicide bombers, a tactic the military could do little to prevent short of destroying the car before it reached the target.
5. If the attacks weren’t dangerous enough, the Iraqi drivers were.
Because of the frequency and severity of attacks on American and other Coalition personnel (and sometimes sectarian violence) drivers in the city put the pedal to the metal while driving along the road. They so slow down for U.S. vehicle convoys because the turret gunners have no problem taking a few shots at a tailgater.
Iraqis drove the highway at high speeds, veering away from the median (a potential source of IEDs) except when they were veering away from the exits (a source of suicide VBIEDs), and randomly weaved while driving under overpasses for fear of someone dropping something on them.
Civilians who wanted a ride from the Sheraton to the airport could easily hire their own armored shuttle service – for the deeply discounted price of $2,390 each way.
U.S. Army veteran Joshua Griffin trained with Rangers and Green Berets and saw combat in Iraq and Afghanistan during his 13 years of military service. Then he decided to become an officer, join ROTC, and play college football.
The Staff Sergeant is now the oldest player in the country on a major college football team.
The 33-year-old walk-on is in his second season at Colorado State University and he credits his military service with much of his success.
Army Veteran Becomes Oldest College Football Player | NBC Nightly News
Tom Ehlers, CSU’s director of football ops, was impressed with Griffin from the start.
First of all, Griffin cold-called Ehlers in person. At 5’10” and 208 lbs, Griffin certainly looked the part.
More than that, Ehlers quickly realized that “Griffin’s military background could be useful on a young football team in need of leadership.” The problem was that Griffin didn’t have any footage of himself playing — or even the SAT or ACT scores needed to qualify for college attendance.
Still, he was persistent — another skill courtesy of the United States Army. He was finally invited to the walk-on tryouts.
The term walk-on is used to describe an athlete who earns a place on the team without being recruited or, in the case of college football, awarded an athletic scholarship.
Griffin drilled alone in the weeks before tryouts after watching the team practice.
“I would study what the coaches had them doing during individuals and then after practice I would go to these fields right here and I would do exactly what they would do,” he told ESPN.
He was one of three who made the team.
Griffin was attached to the 10th Special Forces and the 160th Special Operations Aviation Regiment while on active duty. His wartime experiences included 2½ years of service overseas — and he still carries unseen scars with him, including hypervigilance and trouble sleeping.
But he carries the brotherhood with him, too. The players, most of whom are a decade younger than Griffin, look up to him — a fact noticed by the coaching staff, who made him one of ten accountability leaders for the team.
“He’s a great example of what soldiers are like out there,” said Lt. Col. Troy Thomas, the professor of military science who runs CSU’s Army ROTC program.”…When you support people through their goals, it’s amazing what they can accomplish. We’ve been able to support Josh while he gets an education and plays athletics. I suspect great things for him in the future.”
By the end of the day on Oct. 5, 2018, there were more than 5,000 active-duty troops deployed to the US-Mexico border, where they are laying razor wire in preparation for the arrival of migrant caravans consisting of potentially thousands of people from across Latin America.
There are roughly 2,700 active-duty troops in Texas, 1,200 in Arizona and 1,100 in California, the Department of Defense revealed Oct. 5, 2018. These figures are in addition to the more than 2,000 National Guard troops that were deployed to the border in April 2018.
(US Air Force photo by Airman First Class Daniel A. Hernandez)
(US Air Force photo by Airman First Class Daniel A. Hernandez)
(US Air Force photo by Airman First Class Daniel A. Hernandez)
(US Air Force photo by Airman First Class Daniel A. Hernandez)
As many as 8,000 troops, if not more depending on operational demands, could eventually be deployed to the border in support of Operation Faithful Patriot
“Barbed wire looks like it’s going to be very effective, too, with soldiers standing in front of it,” Trump, who considers the approaching caravans an “invasion” said at a rally in Cleveland on Oct. 5, 2018.
(US Air Force photo by Airman First Class Daniel A. Hernandez)
(US Air Force photo by Airman First Class Daniel A. Hernandez)
(US Air Force photo by Airman First Class Daniel A. Hernandez)
“There is no plan for US military forces to be involved in the actual mission of denying people entry to the United States,” Chairman of the Joint Chiefs of Staff Gen. Joseph Dunford told reporters Oct. 5, 2018, “There is no plan for the soldiers to come in contact with immigrants or to reinforce the Department of Homeland Security as they are conducting their mission. We are providing enabling capability.”
While women made strides during World War II and Korea to be integrated into the military, Vietnam felt like a step backward as the military initially resisted sending women into any career field to Vietnam.
Then, when the military realized they needed to rely on women from the medical career field, it was still a slow process to add more women to the fight. But as the years passed more women were sent overseas. Many women chose not to serve in the military but were civilians supporting various humanitarian agencies and covering news. While the primary field of the women who served overseas was nursing, there were a number of women outside the medical career field who made an impact on the war and helped lead changes for women in the military.
US Army Women
The first Army nurses arrived in Vietnam in 1956. Their primary job was to train the South Vietnamese nursing skills. The nurses would remain and grow in strength with approximately 5,000 women serving from March 1962 to March 1973. Five Army nurses died during the conflict, including Lieutenant Colonel Annie Ruth Graham and First Lieutenant Sharon Ann Lane.
In 1964, Gen William Westmoreland asked the Pentagon to provide Women’s Army Corps (WAC) members to help the South Vietnamese train their own women’s Army corps. In 1970, when WAC was at its peak, there were 20 officers and 130 enlisted women serving in Vietnam.
US Air Force Women
The Air Force leadership resisted sending women overseas. When the first Air Force Nurses arrived in Vietnam in 1966, it was out of demand and lack of men in the nursing career field. Once the door opened for women to be overseas as nurses, the door for other career fields opened up as well. Women quickly began to take over the duties that their male counterparts had been assigned. In 1967, the first Women in the Air Force (WAF) members served at the headquarters in Saigon. One of the first women in the Air Force to reach the rank of General, Brig Gen Wilma Vaught, ret, was deployed for Vietnam and served in Saigon for a year.
One Air Force nurse died. Captain Mary Therese Klinger died in a C-5 crash that was supporting Operation Babylift which worked to transport babies from orphanages to America for asylum and adoption. She was the last nurse and the only U.S. Air Force Nurse to die in Vietnam.
US Navy Women
The U.S. Navy Nurse Corps began to play an important role during the Vietnam War in 1963. And then in 1964 five Navy Nurses were awarded Purple Hearts after being injured during a bombing on Christmas Eve. They were the first women to receive Purple Hearts during Vietnam.
Only nine women outside the Nurse career field served overseas during Vietnam. The first, in 1967, was Lieutenant Elizabeth G. Wylie. She worked in the Command Information Center as part of the staff of the Commander of Naval Forces in Saigon. She would spend three to six days each month in the field taking pictures and gathering information. She was never under hostile fire and loved, “the opportunity to see the heart of the Navy at work.” In 1972, Commander Elizabeth Barrett became the first female Naval Line Officer to hold command in a combat zone.
Many women volunteered to go overseas but were not given a chance. Women were used within the Navy to backfill positions both at home and in Europe to allow more men to go overseas. Without them directly supporting the war effort, the Navy would have struggled to continue on.
US Marine Corps Women
Women Marines had a small presence in Vietnam. It wasn’t until March 1967 that the first woman Marine arrived in Vietnam. Master Sergeant Barbara Dulinsky was the first to arrive in-country and worked at Military Assistance Command, which was headquartered in Saigon. In total, women Marines in Vietnam normally numbered between eight to 10 enlisted members with one to two officers. There were a total of 28 enlisted women and eight officers between 1967 to 1973.
Military women were not the only women who went overseas to support the war effort. Civilian women worked for a number of organizations to support the war. The Red Cross, USO, Army Special Service and Peace Corps all relied on women to meet their mission. Other women came to Vietnam as foreign correspondents for news organizations. Georgette “Dickey” Chappelle was a writer for the National Observer and was killed by a mine while on patrol with U.S. Marines outside of Chu Lai in November of 1965. In total, 59 civilian women died during the conflict.
One thing to note about the women who served in Vietnam was that all of the women who served overseas were volunteers. They ranged in age from freshly graduated college students in their 20s to seasoned career women in their 40s. Finding the service records and the history of military women and civilians in Vietnam is like trying to piece together a puzzle with lots of missing pieces. Women did not expect special recognition and were just looking for a way to be a part of the fight. They didn’t stand out or request to be excluded; instead they fought to be part of the effort and we can’t forget their contribution and the lives lost.