If you’ve ever watched a video or seen an ad from Black Rifle Coffee Company, you’ve seen the work and style of co-founder Jarred Taylor. “Everything is devoted to creation,” Taylor said, describing his overall philosophy. “So every piece of time, it might seem like I’m having fun, but everything is devoted to creating stuff for the audience base, on my part.”
Taylor grew up in Novato, California, north of San Francisco. His father was in the U.S. Navy, and they lived on a decommissioned U.S. Air Force base, Hamilton Army Airfield. In 1994, he and his family moved to Bangor, Washington.
“I was always fascinated with the military,” Taylor said. “I loved jets specifically.” But his other passion, from an early age, was film. “I would tell people when I was super young, ‘I wanna make movies, I wanna make movies, I wanna make movies.'”
At age 13, Taylor started making short skateboarding films using his parents’ 8mm camera and a VCR. When he was in high school, technology improved and he began using iMovie to edit. He took all the classes he could about digital media.
Taylor completed high school a year early and joined the Air Force in 2002. As the war in Iraq started, he was eager to get in on the action. “I was kicking and screaming during basic training, trying to find any way to get to that,” he said. When he had the chance to become a Tactical Air Control Party (TACP) — the person responsible for coordinating air strikes on the ground for the Army — he passed selection on his first try.
His role as a TACP meshed nicely with his continuing desire to create movies. “I was in this cool job now where we drop bombs right in front of our face. And I was like, ‘Well shit, no one’s ever really recorded this so I’m gonna do that,'” Taylor said. During two deployments to Iraq, he made films that were eventually used to help with military recruiting.
Jarred Taylor while in the U.S. Air Force.
(Photo courtesy of Black Rifle Coffee Company.)
Taylor re-enlisted — with a hefty ,000 bonus — and became an instructor at the TACP schoolhouse. “It was one of the biggest signing bonuses they ever had,” Taylor said. “I got it and spent pretty much all of it on camera gear and editing stuff. I was gonna go full force on this.”
He began moonlighting in marketing and design work for a variety of companies in the tactical industry as early as 2005. “I had only been in the military for two years before I was searching for something more, wanting to come home from work and continue to work,” Taylor said. “I went to my first trade show with a shitty photo album from Walgreens with a bunch of 4×6 pictures. Everything was always a stepping stone.”
At the same time, Taylor began studying social media, especially YouTube and Facebook. “I’m face deep in how do you get traffic, how do you get the maximum number of people to see this stuff?”
(Photo courtesy of Black Rifle Coffee Company.)
That was when he saw a YouTube video made by a former U.S. Army Ranger named Mat Best. “I took one look at him and his videos he was making and said, ‘You’re it, man. You’re gonna be it,'” Taylor recalled. “This is what the tactical industry was looking for, this is what I’ve been looking for as a partner, somebody who’s perfect for in front of the camera while I’m doing all the things behind it.”
While Taylor was still active duty in the Air Force and Best was deploying as a CIA contractor, they formed Article 15 Clothing and began posting video content on Best’s YouTube channel. By the time they teamed up with another veteran-owned apparel company, Ranger Up, to crowdfund and produce the feature film “Range 15,” they had already created a wide-reaching community that was passionate about their work.
“The script was so ridiculous that no agents could understand how this movie got funded,” Taylor said with a laugh. They managed to pull in well-known actors Keith David, William Shatner, and Danny Trejo to participate in the film, which brought Article 15 even more notoriety within the veteran community.
Through the Article 15 Facebook page, Taylor met Evan Hafer, a former CIA contractor and entrepreneur. The first time they spoke, “We ended up staying on the phone pretty much from 11 to 1 o’clock — two hours,” Taylor said. “We just went down this rabbit hole.”
(Photo courtesy of Black Rifle Coffee Company.)
Taylor, Best, and Hafer began collaborating on multiple projects, and when Hafer suggested starting a coffee company, Taylor and Best were very interested. “Mat and I went chips in on Black Rifle with Evan,” Taylor recalled, “and said, ‘Okay, this is the future. This is going to be the big one that we’re always talking about, so let’s roll with it.'”
“I’m our business development guy,” said Taylor, who’s official BRCC title is Executive Vice President, Partnerships. “Evan points at things that he wants in different markets, anything that’s out there in the realm of where coffee drinkers that generally think like us, and then I go out and find the people and the influencers and the partnerships that can benefit us. I get them to jump on the Black Rifle train.”
But things weren’t always that clear cut. Taylor said he, Best, and Hafer started by running the entire operation by themselves — including “standing there with Evan while he’s roasting coffee, grinding it, and putting it in a bag, putting it in a box, putting a label on it, shipping it.”
Taylor credits much of the company’s success to the relationship he has with Hafer and Best. “We’ve spent more time with the three of us than any of us have spent with anybody else in our entire lives,” he said. “And we still are the focal point of all the big ideas for the company. It’s still coming from the three of us, in a room together making fun of each other until we find something that’s the next thing.”
China has successfully tested a new hypersonic aircraft, a potential “hypersonic strike weapon” that could one day be capable of carrying multiple nuclear warheads and evading all existing defense networks like the US missile shields, according to Chinese state-run and state-affiliated media, citing experts and the domestic designers.
The Xingkong-2 (Starry Sky-2) hypersonic experimental waverider vehicle designed by the China Academy of Aerospace Aerodynamics in Beijing can reportedly achieve a top speed six times the velocity of sound.
During the recent test, conducted Aug 3, 2018, at an unspecified location in northwestern China, the aircraft was first carried by a multistage solid-fueled rocket before it separated to rely on independent propulsion — it is said to have maintained speeds above Mach 5.5 for 400 seconds. The max speed was reportedly Mach 6 or 4,600 miles per hour, according to the state-run China Daily.
The wedge-shaped vehicle made several high-altitude and large-angle maneuvers at a maximum altitude of a little over 18 miles. The aircraft then landed in the targeted area as intended, with observers touting the test as a “huge success.”
The Air Force is working to redesign the gear used by female pilots across the force after facing challenges with current flight equipment.
“We have women performing in every combat mission, and we owe it to them to have gear that fits, is suited for a woman’s frame and (one) can be in for hours on end,” said Air Force Chief of Staff Gen. David L. Goldfein at a Defense Writers Group breakfast, March 2018 in Washington, D.C.
The majority of the equipment currently worn by pilots was built off anthropometric data from the 1960s, a time when only men were in aviator roles.
The lack of variety and representation in the current designs have caused multiple issues for women, said Col. Samantha Weeks, the 14th Flying Training Wing commander, assigned to Columbus Air Force Base, Mississippi.
Many of the uniform issues circulate around G-suits, flight suits, urinary devices and survival vests.
“The challenges other female aviators and I face are the fit and availability of our flight equipment,” said Capt. Lauren Ellis, 57th Adversary Tactics Group executive officer.
Limited sizes and accessibility often force aircrew to order the wrong size and have it extensively altered to fit properly, taking time and money away from the mission, Ellis said.
A participant of the Female Flight Equipment Workshop writes down issues women experience with current urinary devices at AFWERX Vegas, Las Vegas, Jan. 30, 2019.
(U.S. Air Force photo by Airman 1st Class Bailee A. Darbasie)
“All of the bladders on my G-suit need to be modified,” Ellis said. “It’s a lot of work for the Aircrew Flight Equipment, or AFE, Airmen. Even after they’re modified, the proportions don’t fit.”
G-suits are vital anti-gravity gear for aviators. The bladders in the suit fill with air and apply pressure to the pilot’s body to prevent a loss of consciousness during high levels of acceleration. Not having a properly fitted G-suit could lead to hypoxia followed by unconsciousness.
Ellis said ill-fitting flight suits are a common problem for men and women. Aircrew who are significantly above or below average height have a hard time finding suits that fit their body type.
Even if a woman found a flight suit close to her size, the flight-suit zipper is designed for men—not women. Female aircrew struggle with relieving themselves during flights because the flight-suit zipper isn’t designed low enough for them to properly use their urinary devices.
“There are flight suits that were designed with longer zippers for women, but they’re almost never available,” Ellis said. “It’s common for females to have to wait months to receive the flight suit they’ve ordered which causes them to have to wear the male one.”
Participants of the Female Flight Equipment Workshop review various flight-suits designs at AFWERX Vegas, Las Vegas, Jan. 30, 2019.
(U.S. Air Force photo by Airman 1st Class Bailee A. Darbasie)
Along with the possibility of injury and discomfort associated with G-suits and flight suits, women struggle to get their life-saving gear to fit accordingly. The process of ejecting is so powerful, even pilots with well-fitting gear are at a serious risk of injury. It’s important for aviators to be heard and the modernization of equipment for everyone continues, Ellis said.
“In certain situations, having ill-fitting gear, such as harnesses and survival vests, can result in a loss of life,” Ellis said. “If an aircrew member ejects from the aircraft with equipment that doesn’t fit, they can be severely injured or lose their life.”
The Air Force and Air Combat Command are working to find a feasible solution for aircrew members.
Part of the strategy to correct the uniform problem was to take part in several collaborative Female Flight Equipment Workshops at AFWERX Vegas. Female Airmen stationed across the globe traveled to the innovation hub and attended the workshops to explore areas of opportunity and come up with proposed solutions.
“The purpose of the workshops is to bring together female aviators, Aircrew Flight Equipment, Human Systems Program Office personnel and subject matter experts to understand the current products, the acquisition process and the actual needs from the field,” Weeks said.
Throughout the workshops, aviators participated in briefings, as well as discussions and exercises with the agencies involved in the design and distribution of their gear.
“The Human Systems Program Office acquires and sustains all equipment for male and female Airmen,” said Lt. Col. Elaine Bryant Human Systems Program Office deputy chief, assigned to Wright-Patterson Air Force Base, Ohio. “We are committed to hearing our consumers’ voices, and we will make the changes necessary to our current process to meet their needs.”
Participants of the Female Flight Equipment Workshop discuss the advantages and disadvantages of multiple- piece body armor at AFWERX Vegas, Las Vegas, Jan. 30, 2019.
(U.S. Air Force photo by Airman 1st Class Bailee A. Darbasie)
The workshops established the communication needed between the consumer, designers and suppliers to reach a mutual goal of understanding and development.
“We now have some pretty clear actions coming out of the Female Flight Equipment Workshops,” Bryant said. “We’ve heard the feedback, and we want to make sure we have actionable things we’re accomplishing within specific time frames for our consumers.”
The Human Systems Program Office will strive to make progressive changes within their operations and better their acquisition process, explained Bryant.
“We will take the field up on their offers of coming out to the units and meeting the aircrew for whom we supply,” Bryant said. “We’ll ensure we maintain the lines of communication needed to better our program.”
Another major improvement for female aviators is the adoption of the Battlefield Airmen Rapid Resource Replenishment System, a centrally managed equipment facility. BARS is capable of shipping needed resources directly to female aircrew. Using this system will allow women to acquire the proper fitting equipment they need within an acceptable timeline.
“BARS is a step in the right direction,” Ellis said. “Everyone deserves to have equipment that fits them. There are certain things we have to adapt to, but as long as we’re trying to improve and modernize our gear, we can be a more ready and lethal force.”
“The Air Force has evolved over the years and continues to evolve,” Weeks echoed. “Female aviators entering the Air Force now will not have the same issues I had over the last 21 years.”
Information from an ACC news feature was used in this story.
The humble fleet oiler doesn’t get a lot of attention. Today’s version of this vessel, the Henry J. Kaiser-class replenishment oiler, is still relatively slow (capable of reaching a top speed of 20 knots), but it is huge (displacing over 40,000 tons). It makes sense that the ship responsible for hauling gas enough to fuel an entire carrier strike group — both ships and planes — would be a lumbering sea giant.
During the Battle of the Coral Sea, however, one humble oiler did more than provide fuel for the ships in the fight.
That oiler, the USS Neosho (AO 23), saved the American carriers. The Neosho was a Cimarron-class vessel that joined the fleet in 1939. She wasn’t as big (displacing 7,500 tons) or fast (capping out at 18 knots) as today’s oilers, but she was still able to top off the fleet’s tanks.
USS Neosho (AO 23) refuels the carrier USS Yorktown (CV 5) before the Battle of the Coral Sea.
According to the Dictionary of American Naval Fighting Ships, Neosho fulfilled her primary mission prior to the Battle of the Coral Sea, refueling USS Yorktown (CV 5) and USS Astoria (CA 34) afterplanes had carried out strikes against Japanese-occupied Tulagi. It was on the first day of the coming battle, however, that she would do much more than provide fuel.
At the time, the Navy was so short on hulls that she had only one escort, USS Sims (DD 409). A Japanese plane found the Neosho and her lone escort on May 7. The enemy pilot mistook the ship for a carrier. So, the Japanese carriers, Shokaku and Zuikaku, sent their air groups after the oiler. The Sims was quickly sunk and Neosho took seven bomb hits and had a Japanese plane crash into her.
USS Neosho (AO 23) pictured while taking the Japanese attack meant for the carriers USS Lexington (CV 2) and USS Yorktown (CV 5).
The vessel stayed afloat for four days when Allied search planes finally found her. The destroyer USS Henley (DD 391) arrived on the 11th. The 123 survivors that were taken off of the oiler then learned that the United States Navy had turned back the Japanese — in no small part because the Neosho took a strike intended for Lexington and Yorktown.
The Neosho was scuttled, but two other fleet oilers have since borne the name.
Snipers from Belgium, Italy, the Netherlands, Norway, and Spain attended the International Special Training Centre’s Desert Sniper Course in July 2018 at the Chinchilla Training Area here.
ISTC is a multinational education and training facility for tactical-level, advanced and specialized training of multinational special operations forces and similar units, employing the skills of multinational instructors and subject matter experts.
The Desert Sniper Course is designed to teach experienced sniper teams skills for operating in desert environments.
“The students that come to this course all have prior experience,” said a U.S. Army sniper instructor assigned to ISTC. “We help them build upon what they already know in order to operate in a desert environment. During the course we teach them concealment techniques and stalking in desert terrain. This culminates with students conducting missions where they put their newly learned skills to the test.”
A sniper team from the Netherlands collects ballistic data during a nighttime range session during the International Special Training Centre Desert Sniper Course at Chinchilla Training Area, Spain, July 9, 2018.
(Army photo by 1st Lt. Benjamin Haulenbeek)
Because of the nature of their work, the snipers’ names are not used in this article.
Snipers operating in dry or barren environments must take extra measures to alleviate the effects of heat that can increase the challenges when constructing concealed positions, known as hide sites.
Unique camouflage requirements
“The biggest challenges snipers will encounter during most desert operations are the unique camouflage requirements, the heat and exposure to the harsh environment, and having to engage targets at extreme distances,” the U.S. instructor said.
The first week of the course gave students the opportunity to acclimate to the environment.
“We ease into operations by conducting ranges where they collect data for their rifles and learn about environmental considerations such as heat mirage and strong winds that affect their ability to make long shots,” the instructor said. “From there, they practice building hide sites and stalking to refine the skills they’ll need when conducting missions during week two.”
ISTC’s ability to conduct and train across various countries in Europe provides NATO and partner nations the opportunity to participate in cost effective training close to home.
“Spain is the perfect place to conduct this type of training,” a Spanish sniper instructor. “We have the right kind of climate and terrain to replicate the conditions that a sniper team will encounter when deployed in a desert. We also have the space needed to conduct ranges for long-distance shooting, something that is not easy to find in Europe.”
With snipers from multiple countries, the opportunity to share knowledge helped all those who attended.
“One of the greatest benefits is that our courses bring together knowledge and resources from so many places,” the ISTC operations and plans officer said. “By combining efforts and sharing knowledge, the nations that participate in course like Desert Sniper are able to reinforce alliances and strengthen their capability to work together.”
On a recent warm fall afternoon in Charleston, South Carolina, Stacy Pearsall struggled to wind herself down from the daily bustle of ranch life. Flustered from her regular stream of chores and nursing a broken hand for which she recently underwent surgery, the retired Air Force combat photographer fumbled briefly with her phone as she settled into a video-chat interview with Coffee or Die Magazine.
Constant motion is Pearsall’s preferred state of being. A few weeks before she was trampled by one of the rare Brabant draft horses she cares for, another horse kicked her in the head; fortunately, she was wearing a helmet. Even after multiple combat deployments left her with a traumatic brain injury and significant spine and nerve damage, she’s never quite figured out how to listen to her body, slow down, and generally behave like a person with actual physical limitations.
“She’s about as stubborn as one of her donkeys,” says Pearsall’s husband, retired Master Sgt. Andy Dunaway, with a chuckle.
Pearsall’s unflinching resolve is a characteristic she habituated early in her career as she fought to earn her place among the military’s best photojournalists at the Air Force’s elite 1st Combat Camera Squadron, where she carved out a legacy of extraordinary, trailblazing service as one of the best shooters in the Department of Defense.
“I spent my entire career trying to tough everything out,” Pearsall says. “I never wanted to be the one who reflected badly on women. I always had this attitude that I wouldn’t let people in and let people know how bad things were.”
After spending her first four years on active duty processing photos from U-2 surveillance aircraft, Pearsall, whose family’s tradition of military service can be traced back to the Revolutionary War, applied for a spot at 1st Combat Camera, where she says “somebody typically had to die or retire” for a spot to open up. When a former supervisor was assigned to the unit, he encouraged Pearsall to apply, and after a rigorous screening process, she was accepted and joined the unit in 2002.
“I actually wasn’t a very good photographer back then, but I was a hard worker,” Pearsall says. “There was absolutely a ‘good old boys’ climate, so all I could do was earn respect through my work.”
Pearsall’s husband served at the squadron from 2002 to 2010.
“We supported a lot of tier 1 missions and taskings that were only open to men,” Dunaway says. “Some men at the time definitely viewed women as not necessary or less capable.”
Pearsall says she lost count of how many times she was told she couldn’t do an assignment because the unit wanted a man. But as she navigated an often overtly misogynistic culture, she was also exposed to the best training and equipment the military had to offer and a pool of incredibly talented and experienced photographers — many of whom rewarded her determination and work ethic with invaluable mentorship.
“Stacy was always out on assignment or looking for something to photograph,” Dunaway says. “She was always out experimenting with the camera, working to get better, and people noticed that.”
Pearsall’s work ethic earned her a combat deployment to Iraq in late 2003, and the photos she made during her first Iraq tour earned her top honors in the National Press Photographer Association’s 2003 Military Photographer of the Year (MILPHOG) competition, making her the second woman to ever win the prestigious title.
Pearsall was exposed to combat action several times, including an incident in which the HMMWV she was riding in hit a bomb. Her service during that deployment earned Pearsall an Air Force Commendation Medal for valor while documenting combat operations.
“I don’t know why anyone earns a medal for that,” Pearsall says, looking down uncomfortably for a moment and processing. “I think it was for continuing to document even when shit went sideways — for doing my job. I look back and think how ludicrous it is to get a medal for doing your job.”
After returning from Iraq, she earned the privilege of attending the Pentagon’s Military Photojournalism program at Syracuse University’s S.I. Newhouse School of Public Communications in 2004. The yearlong course of study at one of the country’s best journalism schools is the Department of Defense’s most advanced photography course. Only a handful of Air Force members are selected annually, and the service gives its graduates the special designation of “PJ,” or photojournalist.
Dunaway says it was a rare feat for a squadron member to win MILPHOG without first attending the MPJ program, and after excelling at Syracuse, Pearsall was afforded more opportunities to prove herself among her peers.
She ultimately deployed to 41 countries, supporting humanitarian relief missions, special operations forces, combat, and other operations. Her images were used by the president, secretary of defense, and Joint Chiefs of Staff to make informed decisions about military operations.
In 2007, Pearsall was again named Military Photographer of the Year, making her the first and only woman in American history to win the title twice. Her portfolio consisted mostly of images from her second Iraq deployment, and Pearsall also took home top honors in numerous individual categories of the competition, including Combat Photography, Portrait, Pictorial, and Photo Story.
But just as Pearsall appeared to be hitting her professional stride, beneath the surface, she was beginning to break. She had suffered another improvised explosive device blast in Iraq and lived through a bloody ambush during which she was knocked off her feet while rushing to aid a gravely wounded soldier. Her neck slammed into the edge of an ICV Stryker ramp, aggravating the cervical spine trauma she suffered on her first combat deployment. With adrenaline surging through her, Pearsall jumped up and dragged the wounded soldier out of the street and into the Stryker before pinching closed a severed artery in his neck until a medic arrived.
Recalling the ambush, she suddenly stops and goes quiet for several moments. She turns away from the camera, trying to suppress the anguished feelings that always flood back when she tells the story. Gathering herself after several moments, she says, “I just try not to live in that moment too much.”
In 2011, Pearsall shared the whole story on the PBS NewsHour.
It’s not just the trauma of that day’s violence and death that haunts Pearsall. It was, after all, just one of the many intense combat actions she lived through and documented on that deployment, earning a Bronze Star in the process. The thing that seems to pain Pearsall most about the ambush is that she pinpoints the injury she suffered that day as “the beginning of the end” of her military career.
“I got banged up a lot on that deployment,” she says. “But I had always operated under the ideology that if I wasn’t missing a limb and I could see and had a pulse, I should just keep working.”
Soon after suffering the neck trauma, she started having bad side effects from nerve damage. She often found it difficult to hold her camera or other objects as neurological tremors would sometimes involuntarily release her grip on items. The bomb blast from Pearsall’s first deployment had ruptured her eardrum, and the vertigo she suffered from inner-ear damage worsened after the ambush in 2007.
After a friend convinced Pearsall to seek medical treatment in Iraq, a doctor hooked her up to an electrical stimulation device, hoping to alleviate some of her pain.
When the current contracted the muscles in her neck, Pearsall fell backward, nearly passing out from the jolt of excruciating pain. After ordering and reviewing X-rays for Pearsall, the doctor explained the severity of her condition:
“He’s like, ‘I don’t know how to tell you this, Sgt. Pearsall, but you’ve got to go to Balad [Air Base] today. The chopper leaves in four hours. Go pack your shit.’”
Pearsall expected to get a CAT scan and return within 24 hours. Instead, doctors told her she had a cervical spine trauma and wearing a Kevlar helmet and body armor every day was no longer an option without treatment and recovery.
“They wanted to send me to Germany for surgery right away,” she says. “And I was like, ‘No, not doing that.’”
Pearsall never returned to combat. She was sent back to Charleston for long-term nonsurgical treatment. Ultimately, she had to endure a soul-crushing process that required her to go before a medical review board.
“I remember when I was going through that,” Pearsall recalls, “I had an officer in my unit look me in the eye and say, ‘You weren’t wounded.’ The whole process was awful, and after going through all of that, I thought about suicide. It was not a good place to be.”
After she was medically retired, Pearsall found herself making frequent trips to the Ralph H. Johnson VA Medical Center in Charleston. As she carried a head full of bad memories, remorse, and shame to her appointments, she felt alienated and isolated by the constant assumptions by male veterans and staff that she was a dependent rather than a combat veteran.
“In our society, a lot of people, especially older veterans, still don’t associate women with being military veterans,” Dunaway says. “They look at women as a support function, or as being married to a service member.”
Pearsall says at the VA hospital, she was frequently asked if she was bringing her father or husband for a doctor’s appointment. On one especially irritating occasion, the Red Cross was passing out cookies and sodas, and when Pearsall reached for some, her hand was slapped away. The cookies were for veterans only, they told her.
“That really made me resentful and bitter,” she says. “I thought everyone was prejudiced against me.”
In 2008, Pearsall was waiting to see a neurologist at the hospital when an Army veteran from World War II named Mickey Dorsey sat down next to her and changed her life forever.
“I could see him staring at me, and I was getting really pissed,” she says. “When I turned and asked if there was something I could do for him, I found out he was a volunteer at the VA, and he could see that I was struggling and was just looking to help me.”
Pearsall says as she and Dorsey forged a friendship, he inspired her to find a new purpose — another way to serve. She says she set out to honor and thank other veterans with “the only gift I had worth giving, my photography.”
She started bringing her camera to appointments and making portraits of some of the veterans she’d meet. After doctors told her she shouldn’t carry anything more than 5 pounds or stand for long periods, she started bringing a backdrop and lights — stubborn and determined as ever.
That first year Pearsall photographed 100 veterans, and 88 of the portraits were curated for a permanent exhibition in the Ralph H. Johnson VA Medical Center’s Hall of Heroes.
“Suddenly I found myself enjoying what I was doing, and it gave me a sense of purpose,” she says. “It showed me that I could serve outside of a uniform — that I could serve my fellow veterans by helping to challenge people’s perceptions and educate the general public and even the veteran community about who veterans are.”
She set a goal to photograph veterans at other VA facilities and in the nearby area. Soon she was holding exhibitions — some permanent and some pop-up — all over the country. She would curate a number of portraits and invite political leaders, local business owners, and community members to engage in a dialogue with the veterans she photographed.
Since taking her first portrait in late 2008, Pearsall has traveled coast to coast with the VPP, covering 82 cities in all 50 states. She has documented more than 8,500 veterans in more than 189 engagements. Each veteran receives a complimentary, high-resolution portrait that they can share with friends and family. Their portraits and stories are also included in national printed exhibitions, showcased in video productions, and shared via social media, ensuring their contributions to American military history are never lost.
Pearsall’s portraits are displayed at the National Veterans Memorial Museum in Columbus, Ohio, the Pentagon, the Military Service Memorial for America at Arlington National Cemetery, and myriad locations all over the country.
‘They’re everywhere,” she says proudly.
Pearsall says the VPP collection represents the more than 22 million military veterans in the United States.
“They’re young and old, male and female. They come from all walks of life and have varied religious beliefs, levels of education and racial ethnicity,” she says on the VPP website. “What unites them all is their service. It’s a bond that cannot be broken, and I’m proud to be one of them.”
Dunaway says his wife’s work sustains and fulfills her, but most people don’t see that it takes a lot out of her, too. As Pearsall points out, “The hard part for me is I have constant reminders in my pictures.”
“Every time she does a speech or engagement, it brings her PTSD back,” Dunaway says. “But Charlie helps with that.”
Charlie is Pearsall’s service dog. He helps her deal with everything from seizures to post-traumatic stress, hearing and mobility support, and nightmare interruptions.
“Every day is a conscious decision to be present,” Pearsall says. “The emotional stuff that you carry with you — it’s not something you ever get over. It’s just something you learn to carry and how heavy you allow that burden to be.”
With that, Pearsall looks at her watch, and as the interview winds down, she worries aloud that her sincerity and vulnerability might come off “bitter and ugly.” She stresses that her military experience was “incredible on so many levels,” and that she would do it all over again if given the choice.
“I think the military has come a long way,” she says. “The fact that combat arms and special operations roles are now open to women is pretty extraordinary. More women are filling important leadership roles at even the highest levels of the Air Force, and that’s incredible too. So I look at all of that progress, and I am honored to have been part of the growth and to have had the opportunity to experience and to document the history that unfolded while I was in the service.”
The Type 45 frigate HMS Duncan is in transit to the region, as the UK announced it would also deploy Type 23 frigate HMS Kent and support ship RFA Wave Knight. The moves were reported first by Times of London reporter Lucy Fisher and confirmed by MoD.
British frigate HMS Montrose successfully stopped Iranian gunboats from seizing a tanker on July 10, 2019.
The MoD issued a release confirming that the ships would be deployed as part of Operation KIPION, its “commitment to promoting peace and stability as well as ensuring the safe flow of trade, and countering narcotics and piracy.”
“RFA WAVE KNIGHT’s role is to deliver food, fuel, water and other essential supplies to [Royal Navy] and Combined Maritime Forces (CMF) ships,” according to the release. The MoD states that the HMS Kent will take over for the HMS Duncan, a warship currently deploying to the Gulf to “maintain a continuous maritime security presence” in the region.
The news caps off over a month of high tensions between Iran, the US and its allies.
The 190-foot, Panama-flagged Riah oil tanker entered Iranian waters and stopped transmitting location data more than two days ago, according to the AP. Capt. Rajnith Raja from data firm Refinitiv told the AP that losing the signal from the Riah was “a red flag.”
The Riah was last heard from in Iranian waters, near Qeshm Island, the AP reported, citing a US defense official. The Islamic Revolutionary Guard Corps (IRGC), which the US designated as a terrorist organization earlier this year, has a base on the island.
Escalating tensions: Iran calls on United Kingdom to release oil tanker
Britain has agreed to release the Iranian tanker under the condition that it will not transit to Syria.
In June 2019, Japanese and Norweigian tankers were attacked in the Gulf of Oman; the US blamed Iran for the attacks, but Iran has denied responsibility.
The US has proposed a plan for a coalition of allies to patrol Iranian and Yemeni waters as incidents in the Gulf increase.
“We’re engaging now with a number of countries to see if we can put together a coalition that would ensure freedom of navigation both in the Straits of Hormuz and the Bab al-Mandab,” Marine Gen. Joseph Dunford, chairman of the Joint Chiefs of Staff, said July 2019.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The F-111 Aardvark didn’t have a lot of air-to-air kills – it just wasn’t designed to be in aerial combat. It was a supersonic nuclear bomber and recon plane. But a fighter it was not. What it did have was an electronic warfare variant that could help the Air Force control the skies in a particular battlespace. Unlike their combat-ready counterparts, these EF-111A Ravens didn’t have defenses if they were attacked in the air.
So when the unarmed variant scored the only aerial kills in the history of the F-111, it was a memorable occasion.
Normally, it’s just dropping bombs. Not this time.
(U.S. Air Force)
When the United States and its coalition allies launched Operation Desert Storm in 1991, it’s safe to say it took Saddam Hussein’s Iraqi Army and Air Force by surprise. The opening minutes surprised a lot of people, and no one more so than USAF pilot James Denton and Electronic Warfare Officer Brent Brandon – as well as the Iraqi Mirage pilot who was trying to shoot their two-seater EF-111A down.
The EF-111A Raven came under attack from an Iraqi Dassault Mirage Fighter in the first minutes of Desert Storm, Jan. 17, 1991. This was troubling for many reasons, most notably because the EF variant of the F-111 didn’t have any means of protecting itself – it wasn’t supposed to be an aerial fighter. But that was going to change, for at least this one and only time.
The EF-111A Raven variant.
(U.S. Air Force)
For the Iraqi, the EF-111A was a great target of opportunity. He had just evaded an F-15C and managed to enter through the screen of F-15 and F-16 fighters that were supposed to be escorting the EF-111A. The Iraqi attempted to shoot the Raven down with missiles, but well-timed chaff and flares took care of the enemy incoming. When missiles didn’t work, the Mirage switched to guns. Brandon switched from countermeasures to piloting skills.
The EF-111A was originally flying just 1,000 feet above the desert floor, so Denton decided to take it lower and use the plane’s terrain-following radar to stay above the desert and not fly into the ground. The Iraqi pilot wasn’t so lucky. As Denton and Brandon tag-teamed their way above the terrain, Denton saw his opportunity, banking hard into a climb that took him well above the desert. The Iraqi, so focused on his target and not the dark terrain below, slammed hard into the ground, exploding into a fireball that lit up the night.
It was the first F-111 aerial kill in the airframe’s history. It would end up being the only aerial kill for the F-111, and it was done without so much as a weapon fired from the American plane.
It’s been decades since the United States Army attacked a ship on the high seas. The last time it happened was when an AH-6 “Little Bird” with what eventually became the 160th Special Operations Aviation Regiment (better known as “the Nightstalkers”) caught an Iranian vessel, the Iran Ajr, laying mines in the Persian Gulf in 1987.
Well, the Army has now sunk another vessel — with an assist from the Japanese Ground Self-Defense Force. This took place during RIMPAC 2018, when both forces fired ground-based, anti-ship missiles during a SINKEX, an exercise in which a decommissioned ship is towed to a designated location and then hit by live anti-ship missiles, gunfire, and torpedoes.
The Army fired a truck-mounted version of the Kongsberg NSM.
(U.S. Navy photo by Mass Communication Specialist 2nd Class Zachary D. Bell)
Japan’s Ground Self-Defense Force has also been using truck-mounted, anti-ship missiles for a while. Their mainstay in this department is the Type 88, also known as the SSM-1. A slightly modified version of this missile is widely used by Japanese ships, called the Type 90.
The Type 88 has a range of just under 112 miles. The Type 90’s range is a little over 93 miles. The service is soon introducing the new Type 12 truck-launched missile, which will replace both the Type 88 and the Type 90 and has a range of 124 miles.
Japan’s latest truck-mounted anti-ship missile is the Type 12, with a range of 124 miles.
(Japanese Ground Self-Defense Force)
During RIMPAC 2018, these militaries tested their missiles on a decommissioned Newport-class tank-landing ship. Their target, the USS Racine (LST 1191), could carry 29 tanks and 400 troops, was 522 feet long, and displaced almost 8,800 tons. A total of 20 Newport-class ships were built, all of which served at least 20 years with the United States Navy.
Watch the U.S. Army and the Japanese Ground Self-Defense Force launch their missiles in the video below!
The Air Force recently released a bunch of crazy pictures of A-10 Thunderbolt IIs getting refueled over Afghanistan, where the US recently redeployed a squadron of 12 Warthogs.
The A-10s were deployed in late January 2018 to Kandahar Air Base as part of a new campaign announced in November 2017. The US is increasing airstrikes on Taliban revenue sources, much of which is opium and heroin drug-producing facilities.
Since then, the US has released several videos of A-10s striking Taliban vehicles, as well as training and drug-producing facilities.
The Royal Navy released on Twitter on Oct. 23, 2019 an image of the F-35 in “beast mode,” loaded during the tests of the Highly Automated Weapon Handling System with six (two of which internally) Paveway IV dual mode GPS/INS and laser guided bombs, two AIM-132 ASRAAMs (Advanced Short-Range Air-to-Air Missile) on the wingtips and two AIM-120 AMRAAMs (Advanced Medium-Range Air-to-Air Missile) in the weapons bays.
The Paveway IV, latest iteration of the widely spread GBU-12 Paveway II developed for the UK with added GPS guidance, and the ASRAAM, British replacement for the AIM-9 Sidewinder, were specially integrated on the F-35 for the Royal Air Force and Royal Navy, since they don’t operate the GBU-12/EGBU-12 and the AIM-9X fielded by the USMC on their F-35Bs. The Meteor BVRAAM is also expected to be integrated on the aircraft, as the Royal Air Force recently declared it operational and will eventually replace the AMRAAM in the next years.
The first takeoff of a UK Lightning from the HMS Queen Elizabeth.
UK’s F-35B Lightning are currently deployed aboard the HMS Queen Elizabeth aircraft carrier for Operational Testing, while the ship is undergoing the Westlant19 Carrier Strike Group cruise off the East Coast of the United States.
As the Author wrote in a previous article, this deployment is meant to test personnel and aircraft to ensure they are compatible with the carrier. One of the key features of the ship that are being tested is the Highly Automated Weapon Handling System, a system derived from commercial automated warehousing processes that moves palletized munitions from the deep magazine and weapon preparations areas to the hangars and flight deck by using automated tracks and lifts.
One of the big advantages of the HAWHS is the reduction of manpower needed to handle munitions, thus reducing the risks for the crew during one of the most hazardous activities aboard the ship; the crew is now required to handle the weapons only during initial storage and the preparation for use on the aircraft.
The F-35s stored in the hangars of the HMS Queen Elizabeth.
During the following days, the F-35s will fly from the deck of the HMS Queen Elizabeth with various weapon’s loading configurations, including the “Beast mode”, to continue the operational testing. Here’s what our editor David Cenciotti wrote about this configuration in a previous article:
“Beast Mode” is not an official or technical term. At least not within the U.S. Air Force. However is a pretty common way an F-35 configuration involving both internal and external loads is dubbed. Actually, others call any configuration involving external loads “Bomb Truck” or “Third Day of War” configuration. In fact, as opposed to a “First Day of War” loadout, in which the F-35 would carry weapons internally to maintain low radar cross-section and observability, the “Third Day of War” configuration is expected to be used from the third day of an air campaign when, theoretically, enemy air defense assets (including sensors, air defense missile and gun systems and enemy aircraft) have been degraded by airstrikes (conducted also by F-35s in “Stealth Mode”) and the battlespace has become more permissive: in such a scenario the F-35 no longer relies on Low-Observability for survivability so it can shift to carrying large external loads. These conditions are not always met. For instance, LO was not needed when the F-35A was called to carry out the first air strike in the Middle East, nor when the U.S. Marine Corps F-35B carried out the first air strike in Afghanistan.
On the same day, the ship saw also the arrival of the other two UK F-35s scheduled to deploy for Westlant19. The aircraft currently aboard are now ZM148 (BK-14) modex 014, ZM149 (BK-15) modex 015, ZM151 (BK-17) modex 017 from the mixed 207 Squadron/617 Squadron fleet based at RAF Marham and ZM135 (BK-01) modex 001, ZM136 (BK-02) modex 002 and ZM138 (BK-04) modex 004 from the 17 Test and Evaluation Squadron (TES) based at Edwards Air Force Base.
USMC F-35Bs are expected to deploy on HMS Queen Elizabeth in the following days to conduct trials before a joint operational deployment with the RAF/RN F-35s in 2021.
This article originally appeared on The Aviationist. Follow @theaviationist on Twitter.
With a deafening roar that rattled windows, SpaceX — the rocket company founded by Elon Musk — fired up its new Mars rocket-ship prototype for the first time April 3, 2019.
The roughly 60-foot-tall stainless-steel rocket ship, called the “Starhopper” (previously the “Test Hopper”), is a basic prototype of a much larger vehicle called Starship. When completed, perhaps in the early 2020s, the two-stage launcher may stand perhaps 400 feet tall and be capable of landing its nearly 200-foot-tall spaceship on Mars.
The Starhopper prototype gave a full-throated yet brief one-second roar of its sole Raptor engine at 7:57 p.m. CDT on April 3, 2019, based on Business Insider’s eyewitness account.
“Starhopper completed tethered hop. All systems green,” Musk tweeted shortly after the brief firing here on Brazos Island. SpaceX had planned to test the rocket ship earlier this month but had issues with ice-crystal formation in the engine.
A camera on South Padre Island, which is located about 5 1/2 miles from SpaceX’s launch site, recorded the first fiery “hop” test through the haze:
FIRST STARSHIP RAPTOR STATIC FIRE TEST AT SPACEX BOCA CHICA TEXAS
The sound here on Brazos Island was deafening — so loud that part of a resident’s window blinds was knocked off its frame.
“I was cooking collard greens and my house started rattling. It was like a couple of jet airplanes taking off in your living room,” said Maria Pointer, a retired deck officer who lives with her husband, Ray, about 1.8 miles from SpaceX’s new launchpad.
She said previous tests by SpaceX were loud — comparable to the noise of a jet engine — but “this was magnified to about 10 jet-engine roars,” she said.
First Raptor Static Fire test on StarHopper – April 3, 2019
“It reminds you of when the Blue Angels fly over real low,” she added. “That’s the sound. It rattled everything. This was the full Raptor with all the juice going to it. This was the real thing.”
The lone road to SpaceX
SpaceX has been coordinating with Cameron County law enforcement to close access to Highway 4 — the only road into and out of the remote beach community, which about two dozen people share with SpaceX.
During SpaceX’s tests and road closings, renters and longtime residents are permitted to pass through a soft checkpoint about 15 miles east of Boca Chica Village. For safety reasons — the Starhopper is an experimental vehicle that might explode — no one is allowed to pass through a hard checkpoint about 1 1/2 miles west of the launchpad.
Boca Chica Beach, a popular spot with locals from Brownsville and other areas, is also closed during testing operations. Each day of testing has lasted about eight hours.
SpaceX workers taking Starhopper to a launchpad near Boca Chica Beach, Texas, on March 8, 2019.
On April 3, 2019, multiple residents said the road closings had proved increasingly vexing, given their frequency, extended hours, and tightening security meant to ward off gawkers.
When Cameron County, the state, and other authorities gave SpaceX permission to use the site in 2014, the company agreed to close the road about once a month. Ray Pointer said the road had closings more or less every day for the past week.
Despite the tightened security and compounding inconvenience, Maria Pointer said it was fun to hear and see a bit of history taking place.
“This is the good part about it all,” she said. “It’s exciting.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
“We physically left the lab, got into the field with the operators, and observed firsthand the challenges and deficiencies they face,” said Dr. Gregory Burnett, who managed the BATDOK program. “And when I say into the field, I mean we literally rode in the helicopters into hot landing zones, and observed medical Airmen stabilize and package up patients for transport and load them back on the helicopter.”
The result? By observing with the operators, and working with them – no feature was added to BATDOK without a request from the operators – the team was able to avoid what the release called “unforeseen downsides to new technology.” Instead, the researchers and the operators were able to integrate BATDOK into the suite of tactical gear.
The BATDOK app can deliver real-time health status for multiple patients, can keep medical records at a PJ’s fingertips and can house first-aid information and location data all in one place, engineers say.
“BATDOK was designed to not add any additional burden to battlefield Airmen’s tactical ensemble,” Burnett added. “From the beginning, we are designing to enhance capabilities, while aiding their survivability and lethality.”
While PJs and many combat troops deploy with heavy loads, it looks like many won’t mind having this new piece of gear along for the ride.