These are strange times. Life as we know it has constantly been in flux as hourly updates roll in, new laws are enacted, and we draw farther and farther into isolation. It’s been harder than usual to find the light in a dark moment, but there are actually a few good things we can hold onto.
A new appreciation for the older generations
The young appear to be spared from the worst of the virus waging war on the world today. Before coronavirus, it’s hard to recall a time where American culture took a long hard look at its aging generations with such love and appreciation. Knowing our last remaining Holocaust survivors, WWII Veterans, Korean and Vietnam soldiers all fall within the “high risk” category has caused many of us to rethink how we care for our elders.
Will we reimagine elderly care from distant centers to family-centered care? It’s certainly something to consider.
We get to take a hard look at consumption
There’s a long list of things we can’t do right now that’s affecting many of our lives and schedules. Yet, when we really think about it…does any of it actually matter? Coming off the high-speed rat race of life, we have all seen just how materialistic our lives are. What truly matters when it’s all on the line? The ones around you, the people you love.
Let us all take this reset to reconfigure life to slow down a few paces. To become centered, perhaps for the first time, around those who we couldn’t live without and to let go of the things that we realized we didn’t need.
Living life in the fast lane, it becomes easy to look past or completely miss the gaps in our parenting or marital relationships. We’re all pulled in so many directions that we literally do not have the time to do the work. Like it or not, you’re likely taking a long hard look at the product of that life and lucky for you, you have the time to course-correct.
Now is the time to go back to basics, ensuring you have your bases covered. It’s time to address what we can to be on a better and stronger path when life resumes.
Relationships will be stronger for this
With so much uncertainty, and so much free time, it’s likely you’ve thought about who you’re giving your time to, and who in your life you may have neglected a bit. It’s easy in life, especially the military life, to focus solely on life in your current town. Long-distance calls to your former bestie have become less frequent.
Thanks to isolation, there’s absolutely zero reasons for this. It’s time to renew, reconnect and review your friend list.
Push the reset button
Self-care is now daily care with all the time life has granted you. With literally nothing else better to do, why not start that next chapter you’ve been waiting for? Do the virtual Yoga retreat. Bake until you become amazing. Try and fail and try again because, after all, who is watching?
Whatever you do during your quarantine time, do it well and come out stronger for it.
American schoolchildren are usually taught the tradition dates back to the pilgrims, English religious dissenters who helped to establish the Plymouth Colony in present-day Massachusetts in 1620.
As the story goes, friendly local Native Americans swooped in to teach the struggling colonists how to survive in the New World. Then everyone got together to celebrate with a feast in 1621. Attendees included at least 90 men from the Wampanoag tribe and the 50 or so surviving Mayflower passengers, according to TIME. The bash lasted three days and featured a menu including deer, fowl, and corn, according to Smithsonian Magazine.
In reality, Thanksgiving feasts predate Plymouth. You’ll even find a number of localities have vied to claim the first Thanksgiving for themselves.
Settlers in Berkeley Hundred in Virginia decided to celebrate their arrival with an annual Thanksgiving back in 1619, according to The Virginian-Pilot — although The Washingtonianreported the meal was probably little more than some oysters and ham thrown together. And decades before that, Spanish settlers and members of the Seloy tribe broke bread with salted pork, garbanzo beans, and a Mass in 1565 Florida, according to the National Parks Service.
Our modern definition of Thanksgiving revolves around eating turkey, but in past centuries it was more of an occasion for religious observance. The storied 1621 Plymouth festivities live on in popular memory, but the pilgrims themselves would have likely considered their sober 1623 day of prayer the first true “Thanksgiving,” according to the blog the History of Massachusetts. Others pinpoint 1637 as the true origin of Thanksgiving, owing to the fact Massachusetts colony governor John Winthrop declared a day of thanks-giving to celebrate colonial soldiers who had just slaughtered 700 Pequot men, women, and children in what is now Mystic, Connecticut.
The enduring holiday has also nearly erased from our collective memory what happened between the Wampanoag and the English a generation later.
Massosoit, the sachem or paramount chief of the Wampanoag, proved to be a crucial ally to the English settlers in the years following the establishment of Plymouth. He set up an exclusive trade pact with the newcomers, and allied with them against the French and other local tribes like the Narragansetts and Massachusetts.
By the time Massasoit’s son Metacomet — known to the English as “King Philip” — inherited leadership, relations had frayed. King Phillip’s War was sparked when several of Metacomet’s men were executed for the murder of Punkapoag interpreter and Christian convert John Sassamon.
Wampanoag warriors responded by embarking on a series of raids, and the New England Confederation of Colonies declared war in 1675. The initially neutral Colony of Rhode Island and Providence Plantations was ultimately dragged into the fighting, as were other nearby tribes like the Narragansetts.
The war was bloody and devastating.
Springfield, Massachusetts was burned to the ground. The Wampanoag abducted colonists for ransom. English forces attacked the Narragansetts on a bitter, frozen swamp for harboring fleeing Wampanoag. Six hundred Narragansetts were killed, and the tribe’s winter stores were ruined, according to Atlas Obscura. Colonists in far flung settlements relocated to more fortified areas while the Wampanoag and allied tribes were forced to flee their villages.
The colonists ultimately allied with several tribes like the Mohigans and Pequots, despite initial reluctance from the Plymouth leadership.
Meanwhile, Metacomet was dealt a staggering blow when he crossed over into New York to recruit allies. Instead, he was rebuffed and attacked by Mohawks. Upon his return to his ancestral home at Mount Hope, he was shot and killed in a final battle. The son of the man who had sustained and celebrated with the Plymouth Colony was then beheaded and dismembered, according to “It Happened in Rhode Island.” His remaining allies were killed or sold into slavery in the West Indies. The colonists impaled “King Phillip’s” head on a spike and displayed it in Plymouth for 25 years.
How many carriers does the United States Navy have? Well, between the ten Nimitz-class nuclear-powered aircraft carriers and the freshly commissioned USS Gerald R. Ford (CVN 78), the first of her class, you might think the answer is 11 — but you’d be underestimating. There are nine other ships in the fleet that can serve as carriers in a pinch.
Those are the eight Wasp-class amphibious assault ships and the single America-class vessel in service. Their primary role, currently, is to carry about a battalion’s worth of Marines and attachments, usually in conjunction with an amphibious transport dock, like USS San Antonio (LPD 17), and a landing ship dock, like USS Whidbey Island (LSD 41). But these massive ships are actually much more versatile.
Just look at a ship like USS America. What does she look like? Well, there’s a flat deck all the way down the ship and an island on the right. In fact, if you were to take a look at perhaps the greatest U.S. Navy ship of World War II, the aircraft carrier USS Enterprise (CV 6), you may notice a striking similarity.
Today, USS America, as well as her Wasp-class predecessors, haul around the Air Combat Element of a Marine Expeditionary Unit. In Tom Clancy’s 1996 book, Marine: A Guided Tour of a Marine Expeditionary Unit, the 26th Marine Expeditionary Unit was equipped with six AV-8B Harriers, twelve CH-46 Sea Knight helicopters, eight CH-53E Sea Stallion helicopters, eight AH-1W Cobras, and three UH-1N Hueys for a deployment. That is a total of 37 aircraft.
But imagine for a moment that you were able to mess around with the numbers a little. First, let’s offload all of the helicopters. Instead, let’s put an entire squadron of 15 Harriers on board, or offload the six Harriers in favor of a squadron of 16 F-35B Lightnings. Next, let’s add about a dozen of the Navy’s MH-60R Seahawk helicopters. And presto, you now have an air group on board that is outclassed only by the air groups on the French Charles de Gaulle and the U.S. Navy’s Nimitz- and Ford-classes of carriers.
Because the America and the Wasp were designed to haul Marines around, they’re not going to perform as well as a full-scale carrier. They’ll also have a much more limited capacity than their larger counterparts. But they could fill in somewhere in a pinch. In essence, they are “backup carriers” and you never know when having those backups might save America’s butt.
When Ciara Hester, wife of a U.S. Marine, tweeted to Ava DuVernay (Salem, When They See Us), she had no idea the powerhouse director would respond — let alone send a gift.
Hester complimented DuVernay’s red carpet look and said she wanted one like it for the Marine Corps Ball. To her surprise, DuVernay replied asking for her mailing address so she could ship the gown right over.
OMG @ava I need this dress for the Marine Corp Ball. #SheWoreItBest #ShowStopper #TuesdayThoughtspic.twitter.com/sqcIRukFiG
The gown, in a perfect shade of Marine Corps red, arrived in time for the Marine Corps Ball, an exclusive event steeped in tradition and pride. It’s probably one of the biggest events in the military. I literally don’t even know if the other branches, including the branch I served in, care about their balls birthdays?
Like a real life fairy God mother. Thank you @ava for your thoughtfulness and kindness. I had an amazing night and I felt amazing. #honor #marinecorpsbirthday #USMC #Marinespic.twitter.com/FjZWXTAE2Q
The Wilmington, North Carolina, couple were all smiles at the event, with Ciara beaming in a dress that not only fit her perfectly but had pockets (which, we should all know by now, is a very big deal).
I had no clue it had pockets till it arrived. Certainly loved it even more. (Couldn’t have thought that was possible either )
This isn’t the first time celebrities have shown their support for the Marine Corps Ball — many have been known to accept — or request — invitations to attend the ball, including Ronda Rousey and Linda Hamilton. Elon Musk was invited to speak at one, where he was visibly touched by the heroism and sacrifices of the service members in the room.
You wore it well, @CiCihstr! Hope you had a night as lovely as you. xo!https://twitter.com/annaphillipstv/status/1198055140651130880 …
This year, just like every year, America’s port cities will receive a series of special guests, American sailors, Marines, and Coast Guardsmen. But instead of just flooding the city streets with 2,600 Sailors, Marines and Coast Guardsmen complete with dress blues and white cracker jacks, this year’s Fleet Week in New York is bringing a theme: “Remembering World War I.”
U.S. troops from New York State march down the streets of New York City.
The official centennial of the Armistice that ended the Great War may have come and gone, but the pageantry and tradition that surrounds the 100-year anniversary celebration of the end of World War I lives on. The U.S. Navy is partnering with the U.S. World War I Centennial Commission, in a number of activities to tell the story of the 4 million American men and women who wore the uniform a century ago.
For the Navy’s annual visit to New York City, the story will also include the City’s role in the War to End All Wars. Notable events include
The horrible Black Tom explosion which damaged the Statue of Liberty.
The Ill-fated Lusitania’s departure for her last voyage from Pier 54 on Manhattan’s West Side.
The local men and women who fought the war, including the Harlem Hell Fighters and the Rainbow Division
But the history of New York in the Great War is more than just a series of milestones. New York City is also an important place in U.S. Navy history, especially as it pertains to World War I. Half of the U.S. Navy’s World War I ships were built in Brooklyn. Half of all U.S. troops departed from and returned to the piers of Hoboken. The biggest Victory Parade of the war took place down 5th Avenue.
To help tell these incredible stories, the U.S. World War I Centennial Commission is offering subject matter experts, who can help local audiences understand this rich local history, and to possibly connect with their own World War I veteran family members. Five U.S. Navy ships, three U.S. Coast Guard cutters, four U.S. Naval Academy Yard Patrol boats, one Military Sealift Command ship, and two Royal Canadian Navy vessels will participate during 2019 Fleet Week New York, May 22-28.
Being a Marine taught me the importance of giving back. But my last mission may be my most crucial: Instilling the same values in my son.
Two years ago, I was built like a tank. I’ve been built like that my entire life, having grown up as a wrestler in high school and college. Once, way back then, someone looked at me and said, “What the hell are you?”
I look much different now. It’s hard for me to speak for long periods of time, and I’m about half the size I used to be. Now, I’m happy to just get up and walk, which is a mental challenge all by itself. The guy I used to be has been destroyed by chemotherapy.
In late 2015, I was diagnosed with stage-four cholangiocarcinoma, a rare and aggressive form of cancer that starts in the bile ducts. I don’t know how much time I have left; I may not even make it to my 55th birthday this December, but I’m happy that I can go knowing I’ve lived my life in complete service to others and to my family.
Except I have a teenage son, and there’s still so much to teach him.
I won’t be able to impart my wisdom to Mason as he grows up. That’s why I’m making sure he knows, now, the importance of living a life in service, like I have. The lessons are simple: Be humble, be open, and be helpful.
Growing up, my father was constantly working, which meant he wasn’t around a ton. He did the best he could though, and I considered him my best friend. But I didn’t have someone who could mentally challenge me. I got into wrestling in the seventh grade, and my coach became that person for me instead. He ended up being a formidable figure in my life, and I’m still in touch with him today.
You could tell immediately that this man had served in the military — through his mannerisms, his attention to detail, and his level of concentration. I thought, “This guy is incredible.” At an early age, my coach gave me advice that to this day I continue to take to heart:
“Don’t be a wise guy,” he would tell me. “Don’t be a showboat.”
Eventually, I joined the Marines, and that advice is what got me through basic training. Now, it’s something I teach Mason at every opportunity. We have a lot of big talks these days — especially now that I don’t know how long I have left to live — and I try to tell him who I was before the military.
I tell him not to be that guy.
When I enlisted in 1982, I was a very private person. In fact, you could say I was pretty closed off. But interaction with people is important, and you have to be open and outgoing. There is just something about being open to new experiences that makes life more meaningful. It also makes you not afraid to help people.
There is nothing more gratifying than helping others, and there are many avenues for doing that — not just through the military.
I joined the Marines after one year of college because I simply didn’t know what I wanted to do with my life. In fact, the movie “An Officer and a Gentleman,” about a guy who joins the Navy, came out right before I signed up, and that shaped what I thought the military was going to be like.
I was wrong.
My time in the military wasn’t like a Richard Gere action-romance film. It was tough and it was terrifying, but it also made me grow into a man that started to think to myself, “What can I do to give back?” What the Marines did was laser-focus my attention and instilled in me the idea that, “Hey, you’re capable of a hell of a lot more than what you’re doing now.”
I left the service in 1988 and it haunted me for a long time. I just missed it so badly. I still say that the Marine Corps was the best job I ever had. But I can no longer regret leaving, because I have the best family God could give me, and I would never have met my wife and had Mason if I had stayed.
But here’s the thing: When you serve, the experience never truly leaves you; it always stays with you. Every time something tragic occurred, I would quietly shed a tear. When 9/11 happened, I was choked up watching the coverage on TV. I felt like I should be there — I needed to help.
So off I went to Ground Zero, wearing my old and dated fatigues from the ’80s, and was able to get my way onto the search and rescue team that pulled out the first five people. It was surreal; everyone had the same look on their face, much like how they talk about the empty thousand-yard stare of soldiers who served in Vietnam. There was a gray, pinkish powder in the air, like debris mixed with blood. And it covered everything.
My cancer, my family and I believe, has a direct correlation to my time helping on the pile. But I wouldn’t take any of it back, and Mason knows that.
And that’s because service is part of me, now. I tell Mason constantly that being in service is such a selfless act. It’s contributing to something bigger than yourself. It just requires humility and the willingness to be open to help others.
Luckily for me, Mason already has most of these traits. But he’s only 14 and has a lot of growing up ahead of him and will face situations where I won’t be there to talk to him.
And that is the one thing that kills me — figuratively, of course — feeling like I’ve let down my son by dying too soon.
He’s talking right now of going to the Naval Academy in Annapolis, Md. I hope he does. He’s smart and creative, and good in science and math. I can see him being a biomechanical engineer or something similar.
But even if he doesn’t go into military, I just want him to be happy helping people. I tell him that if he sees someone who needs help, help them. It’s a really good feeling. I promise.
One in 10 adults in the US will fall victim to fraud every year. That figure is only rising, and it jumped by 34% in 2018, according to the Federal Trade Commission. The vast majority of that fraud takes place online.
A new study conducted by the Better Business Bureau, FINRA, and the Stanford Center for Longevity sheds light on the channels through which scammers are raking in the most money, based on interviews with 1,408 consumers who submitted tips to the BBB between 2015 and 2018. The median losses reported by respondents was $600.
The study shows that about half of people who were contacted by scammers did not engage, detecting the fraud immediately. Meanwhile, 30% of respondents engaged and did not lose money, while 23% engaged and lost money to a scammer.
While scammers most frequently contacted potential victims using phone and email, relatively few people lost money from phone and email scams compared to scams on other platforms. By contrast, 91% of targets who were contacted by scammers over social media engaged, and 53% lost money. Similarly, 81% of respondents who encountered fraud via a website engaged, and 50% lost money.
Here are the scams that people fall for online, according to the study’s findings, ranked from least to most likely to separate victims from their money.
By this point, people are pretty good at sniffing out bogus tax collection scams, the study found.
The study’s authors define this scam as one in which “imposters pose as government tax collection agents and use threats of immediate arrest or other scare tactics to convince their targets to pay, often requesting that the target load money onto gift cards as payment.”
Fake IRS scams were one of the most highly reported types of grift in the study but had the lowest rates of engagement and people losing money — only 15% of respondents said they engaged with scammers, and only 3% reported losing money.
Of the respondents who reported phishing scams, 18% said they engaged and just 4% said they lost money.
“Phishing” is a catch-all term used to describe scammers who pretend to be a trusted person, like a banker, service provider, or mortgage company, in order to trick victims into sharing private information that can be used against them.
Despite their low rate of success, phishing scams were also among the most frequently reported types of scams, the study found.
Similar to fake tax collection, this scam hinges on grifters pretending to be debt collectors and harassing victims to pay debts that they don’t actually owe.
However, this approach was significantly more effective at fooling people than fake tax collection scams. According to the study, 38% of respondents who reported debt collection scams engaged with scammers, and 12% lost money as a result.
Of the respondents who reported scams involving fake checks or money orders, 64% engaged and 22% lost money.
This convoluted scheme relies on scammers sending victims a fake check, getting them to deposit it, and then asking for some of the “money” back via wire transfer due to a supposed overpayment — hoping that banks don’t notice the check is fake until it’s too late.
In this scam, grifters pose as potential employers and fool victims into thinking they’re being offered a job or considered for a position. From there, they trick victims into sending money to be spent on “training” or “equipment,” or carry out a fake check scam using a bogus paycheck.
This scam was one of the most successful at getting victims to engage. Of the respondents who reported employment scams, 81% engaged with scammers and 25% lost money
Ironically, tech support scams typically take the form of an advertisement, email, or pop-up that warns users their computer may be infected with a bug or virus. Once users engage, scammers then pretend to be an IT professional and badger victims to hand over money in exchange for phony tech support.
While not as many users engage with this scam as with employment scams, it has a high success rate at getting victims to spend money. Of respondents who reported tech support scams, 64% engaged and 32% lost money.
1. Online purchase scams
Online purchase scams were among the most highly reported and successful scams documented by the study, with 84% of respondents who reported online purchase scams engaging with them and 47% losing money as a result.
According to the study, these scams proliferate on websites like Craigslist, eBay, Kjiji, and other websites that directly connect sellers and buyers, and can take many forms.
On the most basic level, scammers list items, collect payment from buyers, and then never ship the goods. Conversely, scammers will sometimes pay for items with a bogus check in order to ask for a refund for “accidentally” overpaying.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
When Boatswain’s Mate First Class James E. Williams finally allowed the Navy to retire him after nearly twenty years of service, he was the proud holder of the Navy’s top seven awards for valor as well as three Purple Hearts and a number of other accolades.
Boatswain’s Mate First Class James E. Williams, the Navy’s most decorated enlisted sailor.
So, how did a young Cherokee boy grow to become one of the U.S. military’s greatest heroes? Well, first, in 1947, he convinced a county clerk to falsify a birth certificate so he could join at the age of 16. His first tour was uneventful, an experience he hated at the time, but learned from, according to a 1998 interview in All Hands Magazine.
“I’d joined the Navy to see the world — and doggonit, I wasn’t moving. I’d got orders to an [landing ship, tank] that just sat around a buoy in the San Diego harbor.”
Landing Ship, Tanks were large supply vessels that could deposit most cargo directly onto the shore when necessary.
“An old chief told me, ‘Son, you got to learn to take orders, even if you disagree with them. That’s the first step to being a good Sailor and a good leader. If you can’t take orders now, you certainly won’t be respected when you give them later.’ Well, I got the message,” said Williams. “Learning discipline was the springboard that helped my Navy career. From then on, I had the sharpest damn knife and the shiniest shoes in the Navy. That’s what I was taught.”
It was this experience and his years of shining shoes and sharpening knives that led to Williams’ proudest day.
“The proudest day of my life had nothing to do with medals, ribbons, citations,” he told All Hands Magazine. “It was when they made me a patrol officer. That position was held only by chiefs and officers. It showed the trust the Navy had placed in me. I always wanted the opportunity to show what I could do. This Vietnam thing was it for me. The Navy gave me the chance to do my job.”
His job would be to take Patrol Boat, River-105 into the small, Viet-Cong-filled rivers of Vietnam.
A Patrol Boat River in the waters of Vietnam.
The crew went out with Williams starting in May, 1966, and the fighting started early. While many of the patrols were quick forays into the river traffic to look for contraband, Williams and his crew saw major combat multiple times before the end of July.
On July 1, Williams and PBR 105 spotted an enemy sampan in the early morning darkness and gave chase. The sampan made for a friendly landing and Williams and his crew quickly came under fire from both the ship and shore. Maneuvering deftly, the men killed five enemies on the boat, captured the vessel and a few ship’s occupants, which were of “significant intelligence value.” He was later awarded the Bronze Star for his actions.
Just 22 days later, PBR-105 once again chased down an enemy sampan, this time at night. Again, they came under fire from enemies on shore but continued to fight. The crew killed six occupants of the boat, one enemy who had made it ashore, and captured the enemy sampan with its cargo and documents intact — again, these were of significant intelligence value. He would later be awarded a Bronze Star for his actions.
Less than a month later, Williams was leading PBR-105 and PBR-101 through the Mekong River in the early evening when they came under fire multiple times from a suspected 100-enemy-gun emplacements on both shores. They stayed in the kill zone, maneuvering and destroying multiple emplacements.
The men intercepted a sampan with two high-ranking Viet-Cong, but Williams was wounded in the face while salvaging documents from it. He kept up his men’s fire and captured 71 classified and sensitive documents before withdrawing. He would later be awarded the Silver Star.
A machine gunner on a Patrol Boat River with his two machine guns.
His greatest heroism under fire came two months later in October, 1966, when PBR-105 and another boat went on what Williams thought would be a routine patrol.
“October 31, 1966, was supposed to be a restful day in the steamy heartland of the Viet Cong,” he said. “But it’s one of those times I won’t never forget, no matter how hard I try. We were on a day patrol, kind of like the ‘relax and recreation’ patrol — nothin’ too heavy.”
But, early in the patrol, the forward machine gunner yelled that he saw two motorized sampans. The motorized boats nearly always carried high-ranking Viet Cong. The Americans gave chase.
The boats attempted to scatter, forcing Williams to choose which to follow, but the Americans quickly killed one and began tracking down the other. The second sampan used the little time it had gained to turn down a shallow canal where the patrol boats couldn’t go.
Williams checked his map. The enemy’s most likely course of action was to follow the canal to its other end, a third of a mile away. He ordered his boats to intercept. Things immediately went sideways.
“We wanted to get them real bad,” he said. “I went around that corner at max sped to cut him off — and, lo and behold, I looked up and didn’t see nothing but boats and people and more boats and more people.”
Not a lot of armor or firepower when you’re dealing with thousands of enemy troops in the water and on shore.
(U.S. Army Center of Military History)
Williams and his boats had run straight into a massive enemy staging area. Suddenly, they found themselves surrounded by multiple companies of Viet Cong fighters. Williams, at the helm, immediately maxed out his engines and used his wake to disrupt the first sampan’s aim, then took off through the gauntlet.
Surprisingly, they made it. Williams later said that it seemed like the sampans were hitting each other more than him as the patrol boats made their mad dash through. Unfortunately for the Americans, they turned with the river only to have their luck worsen.
Their attempted escape landed them in another enemy staging area. Williams decided that the only way to save his shipmates was to fight it out with the Viet Cong, and they did. For over three hours, the patrol boats maneuvered at high speeds and provided fire for one another, cutting down enemy boats and shore positions as fast as they could in a desperate attempt to keep each other alive.
And it worked. The two boats and 10 Americans who went into the river all came back after inflicting a suspected 1,200 enemy casualties and destroying 65 boats. Williams would later be awarded the Medal of Honor for his actions that day, but he still wasn’t done in Vietnam.
Less than three months later, Williams was on a patrol when he saw a dredge strike a mine on Jan. 9, 1967. PBR-105 immediately gave aid and was picking up survivors when the crew heard a tapping coming from inside the hull. Williams jumped into the water.
During repeated dives, he directed the elderly man trapped inside to a nearby hatch, loosened two heavy pipes blocking the hatch, and then ran a line from a nearby tug around the pipes so they could be pulled free. Once the obstruction was removed, Williams and a crew member swam into the still-sinking dredge and pulled the man free, saving his life. He would later receive the Navy and Marine Corps Medal.
A Patrol Boat River and a sampan in Vietnam.
On January 15, less than a week later, Williams was leading a patrol on the Mekong when the crew spotted a large enemy supply movement across one of the river branches. The boat moved to intercept but quickly came under heavy fire from fortified positions on the river banks.
The boat dropped back and called in Vietnamese artillery and U.S. air strikes to reduce the enemy positions, and then forayed back into the river branch. Once again, heavy fire came at them from the shore.
This time, the Americans stayed in the thick of it and took aim at enemy sampans the Vietnamese seemed eager to protect. The PBRs destroyed them before withdrawing. Williams was injured during the withdrawal, but continued to direct the movement and the PBRs’ fire.
The enemy force that the patrol had encountered was later assessed as three heavy weapons companies with 400 men. The patrol was credited with killing sixteen enemies and wounding 20 while destroying nine enemy watercraft, seven structures, and 2,400 pounds of rice. Williams would later receive the Navy Cross for his actions.
No. Of course not. He took his retirement and his Medal of Honor and became a U.S. Marshal, serving his country once again. This time, in South Carolina, Georgia, and Washington D.C.
He died on October 13, 1999, the Navy’s 224th birthday. According to The United States Navy Memorial, an unidentified, retired admiral spoke at Williams’ funeral and said,
“Willie did not seek awards. He did not covet getting them. We did not seek to make him a hero. The circumstances of time and place and the enemy’s presence did that. I know through personal investigation of each incident that he never placed his crew nor his patrol boats in danger without first ensuring the risk was calculated and that surprise was on his side. He always had the presence of mind not to endanger friendly villages. He inspired us all, junior and senior alike. It was my greatest honor to have served with the man who truly led us all with his example of unselfish devotion to duty.”
After the bodies of ten American airmen in their B-24 Liberator were found in the Mao’er Mountains in a remote area of central China, the local villagers did the most extraordinary thing: They banded together to dig an entirely new road to make sure those airmen could be retrieved and returned to their families.
In 1997, the remains of these World War II-era airmen were repatriated to the United States from China. The bodies were entombed in the B-24 where they died, at the very top of China’s tallest mountain, impassable by most. But Chinese farmers on the hunt for herbs came across the rusted sarcophagus in October 1996.
From that day on, it was the mission of the locals to get these ten airmen home.
The summit of Mao’er Mountain is not the easiest place to get to.
Some 52 years before they were found, the ten airmen were flying their second mission in complete darkness. They had just come from a successful raid against Japanese ships of the coast of Taiwan in August, 1944. They could not have predicted they were about to run into the 6,000-foot-tall mountain.
The crash spread debris across the mountain’s dangerous steep and slippery slopes, where it all stayed exactly as it landed for more than half a century before the two farmers came across the wreckage. When discovered, Chinese officials sent video and photo of the site to then-President Bill Clinton. In a show of gratitude for the United States’ wartime efforts, 500 locals of Xingan County banded together for two months to cut a path and dig a road to the crash site so the bodies could be extracted.
American C-47 carrying supplies for Chinese troops. Flying the mountains in China was dangerous for even the more experienced pilots.
By January, 1997, a team of forensics experts from the U.S. POW/MIA Office were able to traverse the mountain path the the site. It was still a treacherous climb, but the road made it all possible. Without the locals’ effort, getting the remains of the airmen back to the U.S. would have been nearly impossible.
“Fifty years ago these brave young men scattered their blood over this beautiful region,” Liang Ziwei, director of foreign affairs in Xingan told a group of assembled reporters.
Identified by their dog tags, they were indeed young – the youngest was just 19 and the oldest was only 27. Their families were notified and the remains sent to Hawaii for official identification.
The historic, lethal and combat-tested AC-130 gunship — known for attacking ISIS and Taliban fighters during close-air support high-risk combat missions — is getting a massive technological upgrade with newer weapons and avionics to increase the effectiveness of the attack platform and extend its service life into future decades, service officials said.
“AC-130 gunship work involves upgrading the plane with weapons, targeting systems and sensor packages,” Col. Robert Toth, Chief of Tactical Aircraft, Special Operations and Combat Search and Rescue Division, told Scout Warrior in an interview.
Early variants of the AC-130 gunship first entered combat in the late 1960s during the Vietnam war. Later variants served in the Gulf War, War on Terror and war in Afghanistan, among other missions.
The gunships, operated by Special Operations Command, are often used to support Special Operations fighters on the ground engaged in combat.
The aircraft is known for its 105mm side-firing cannons which enable it fire from a side-axis position during close-in combat supporting ground troops. The AC-130 Gunship also has a 25mm Gatling gun and a 40mm weapon, according to Air Force statements.
The Lockheed-Boeing built aircraft uses four Allison T56-A-15 turboprop engines, each with 4,300 shaft horsepower; the 155,000-pound aircraft has a 132-foot wingspan and hits speeds of 300 miles per hour. Its crew consists of a pilot, co-pilot, navigator, fire control officer, electronic warfare officers, flight engineer, TV operator, infrared detection operator, loadmaster and four aerial gunners.
The AC-130 gunship is a C-130 aircraft engineered for close-air support combat. Its variants include versions of a 105mm gun, called a M102 Howitzer, fires 33-pound high explosive shells at a firing rate of 10-round a minute. The weapon has a range up to seven miles and is the largest gun ever operated from a US Air Force aircraft, reports have said.
Air Force Special Operators ultimately plan to operate 37 of the newest version of the aircraft, the AC-130J Ghostrider, service officials said.
The aircraft’s 25-millimeter Gatling Gun, the GAU-12, is the same weapon now on the F-35 Joint Strike Fighter; the weapon fires both High-Explosive-Incendiary and Armor Piercing-Incendiary rounds against enemy fighters, buildings and light vehicles, Air Force officials confirm.
In a recent attack, AC-130 gunships and A-10 Warthog close-air support aircraft together destroyed an ISIS fuel convoy of more than 100 vehicles.
The AC-130 gunships make up a small portion of a fleet of roughly 500 C-130 planes throughout the Air Force and Special Operations Command, Toth explained.
The cargo planes are used to airdrop supplies, equipment, weapons and troops in forward deployed locations.
As a propeller-driven aircraft, the C-130s are able to fly and land in more rugged conditions and withstand harsh weather such as obscurants. The propellers make the aircraft’s engines less susceptible to debris flying in and causing operational problems for the engines.
“It really allows you to do that tactical movement of equipment and personnel to take the airplane to the last tactical mile. A lot of our transport strategic airlifters are meant to go to a hard runway to a hard runway somewhere and then they turn over the cargo to be moved to the forward areas to a C-130 or a vehicle. The C-130 allows you to take that cargo and land on a smaller runway or an unimproved airfield,” Toth added.
C-130s are used for domestic, international and warzone transport including homeland security, disaster relief and supply deliveries, among other things.
“There are probably missions that have yet to be dreamed up for the C-130,” Toth said.
The fleet consists of 135 more modern C-130J aircraft and 165 older C-130Hs which have been around since the 80s, Toth explained.
Also, MC-130Js are specially modified airlifters engineered to transport Army Green Berets, Navy SEALs and Army Rangers.
“They are essentially a C-130J further modified with defensive systems with radar countermeasures and infrared radar and advanced sensors for specialized missions. They also can perform in-flight refueling,” Toth explained.
The Air Force remains vigilant about its C-130 fleet to ensure the airframes, wingboxes, avionics and communication systems remain safe and operational. This is particularly true of the older 1980s-era C-130Hs, Toth added.
“The thing that causes the greatest risk to the airplane is the life of the wing. We monitor the wing of the aircraft and as the wings get past their service life, we bring the airplanes back in and bring in new structures — with the primary focus being the center wingbox which is the area where the wings mount to the fuselage,” Toth said.
As for when a C-130 is in need of a maintenance upgrade to preserve and maintain service life, the Air Force uses an assessment metric referred to as “equivalent baseline hours.” The wing-boxes are changed once the aircraft reaches a certain “severity factor” in its operational service time. This is necessary because the wear and tear or impact of missions upon and airplane can vary greatly depending upon a range of factors such as the altitude at which a plane is flying, Toth said.
“Low-level flight may be three to four times the severity factor of flying at a higher level,” he said.
Also, by January of 2020 the entire fleet of C-130s will need to comply with an FAA mandate and be equipped with systems that will relay aircraft position to a greater fidelity back and forth between the airplane and the air traffic management authorities, he added. This will allow them to sequence more aircraft closer together and enhance an ability to move commerce.
Avionics Modernization Program, Increment 1 involves adding new 8.33 radios to the aircraft to improve communication along with initiatives to upgrade cockpit voice recorders and digital data recorders. C-130s will also receive new collision-avoidance technology designed to prevent the planes from hitting terrain or colliding with one another mid-air. Inc. 1 is currently ongoing and is slated to complete by 2019.
AMP Inc. 2 involves a larger-scale effort to integrate digital avionics throughout the airplane. Inc. 2 will require nine-months to one year of work and be completed by 2028, Toth explained.
“This will allow us to bring the airplane from analog to digital, integrate a glass cockpit and use touchscreen displays. We will get away from the old systems of avionics where we had dial-driven instrumentation to where it is all digital. This makes us able to process a lot more information,” Toth said.
As part of the C-130 modernization calculus, the Air Force will consider retiring some C-130Hs and replace them with newly-built C-130Js; the service has authority to acquire an additional 20 C-130Js, Toth added.
“We continue to evaluate where it makes sense to retire and older airplane and instead put that money into buying new airplanes,” he said.
If you thought the ” Top Gun: Maverick” trailer was full of death-defying stunts, it’s got nothing on this hyperlapse video, taken from the cockpit of an F-22 Raptor during a performance at the Fort Lauderdale Air Show in May 2019.
In just two and a half minutes, the pilot performs ten astounding maneuvers, including a Power Loop, a Cobra, and a Tail Slide, where the pilot skims the clear turquoise water of the Atlantic, then launches suddenly into the sky before drifting back down toward the waves.
The barrel rolls, loops, and turns are astounding enough when viewed from the ground, but watching them from inside the cockpit is almost stomach-churning.
The F-22 Raptors demonstration team debuted in 2007 and is based at Joint Base Langley-Eustis in Hampton, Virginia. The team has flown in over 250 demonstrations since 2007, including one in August 2019 with the Royal Air Force Red Arrows in New York City.
The F-22 Raptor performs both air-to air missions and air-to-ground missions in combat, and combines features like stealth and supercruising to be one of the world’s foremost air superiority fighters.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Brittany Boccher, the 2017 Armed Forces Insurance Air Force Spouse of the Year, was named the 2017 AFI Military Spouse of the Year today in a ceremony held in the Hall of Flags at the Chamber of Commerce in Washington, D.C.
Boccher, who lives with her husband and two children aboard Little Rock Air Force Base in Arkansas, has been a military spouse for 11 years.
The president of the Little Rock Spouses’ Club and a board member for the LRAFB Thrift Store, Boccher has devoted years to her military spouse community. In 2016, she helped raise $20,000 in funds and donations with her fellow board members, increased LRSC participation by 800 percent, and providing backpacks for over 300 military children, and more.
Boccher was key to the passage of Arkansas’ House Bill 1162, a law designed to offer tax relief to military retirees who settle in Arkansas.
She is the founder and director of the Down Syndrome Advancement Coalition, a non-profit organization that creates a partnership across Arkansas between other Down Syndrome organizations in order to better advocate for children with the disorder.
Boccher was also advocated for changes to playgrounds and commissaries aboard LRAFB, pressing the installation to make the playgrounds ADA accessible and to secure Caroline Carts for special needs patrons of the commissaries.
In addition to her philanthropic work with military spouses and special needs children, Boccher has her Bachelors Degree in Community Health Education and Kinesiology, a Masters Degree in Nonprofit Leadership and Management, and runs two companies, Brittany Boccher Photography and Mason Chix apparel.
According to her nomination acceptance, Boccher hopes to spend her year as the 2017 AFI Military Spouse of the Year advocating for the Exceptional Family Member Program families and to continue empowering military spouses to success.
The new red, white, and blue paint job would be a change from the light blue color scheme designed by President John F. Kennedy and his wife, Jackie, in the 1960s and which has appeared on every presidential aircraft since.
On October 19, 1962, Boeing delivered a highly modified version of the civilian 707-320B airliner with the serial number 62-26000. It would be tasked with Special Air Missions and get the call sign “SAM Two-six-thousand.”
It was the first jet aircraft built specifically for the US president, and when he was on board the call sign changed to “Air Force One,” which was adopted in 1953 for use by planes carrying the president.
The SAM 26000 would carry eight presidents in its 36-year career — Kennedy, Lyndon Johnson, Richard Nixon, Gerald Ford, Jimmy Carter, Ronald Reagan, George H.W. Bush, and Bill Clinton — as well as countless heads of state, diplomats, and dignitaries.
Below, you can take a tour of the SAM 26000, which is now on display at the National Museum of the Air Force and which one Air Force historian said could justifiably be called “the most important historical airplane in the world.”
In addition to the blue and white colors they picked, the words “United States of America” were painted along the fuselage, and a US flag was painted on the tail. Kennedy reportedly chose the font because it resembled the lettering on an early version of the Constitution.
In June 1963, the plane flew Kennedy to Berlin, where he delivered his “Ich bin ein Berliner,” or “I am a Berliner,” speech.
During the flight into Berlin, “The Russians put MiGs (fighter planes) up on both our wings so we would stay in the corridor over East Germany to West Berlin. They didn’t want us to spy,” said Col. John Swindal, who became commander of Air Force One at the start of Kennedy’s presidency.
That afternoon, Vice President Lyndon B. Johnson helped staffers pull the the casket into the rear of the plane, where seats had been removed to make space. Johnson was sworn in as president on the plane prior to takeoff.
Retired Air Force Master Sgt. John Hames, who worked as a steward on Air Force One between 1960 and 1975, was one of the crew members who helped remove seats to make room for the casket.
“We served a lot of beverages (Scotch) on the way back,” Hames said in 1998. “It was a long ride back to Washington. Nobody wanted to eat. Mrs. Kennedy was in shock. She still had on the blood-stained clothes.”
“You can stand on that spot where President Kennedy’s casket came in — you think about the horror of what was going on and the shock of what happened,” Underwood said. “You can look forward toward the nose of the aircraft and know that’s where the transfer of power took place, and you can see where Mrs. Kennedy sat near the body of her slain husband.”
The SAM 26000 played a prominent role in the presidencies after Kennedy as well.
In 1998, retired Air Force Master Sgt. John Hames, a steward on Air Force One between 1960 and 1975, said the SAM 26000 “was so much faster that we had less time to prepare meals, but we got the job done.”
Kennedy was a “great person for soup. It was a comfort food for him,” Hames told The Cincinnati Enquirer in 1998. “President Johnson was kind of different. He told me that any beef prepared aboard Air Force One had to be well done. He didn’t care for rare beef the way the group from New England did.”
Nixon “ate fairly light … cottage cheese,” Hames said. “President Ford ate almost anything, but he was in such a short time.”
In 1964, Johnson invited reporter Frank Cormier and two colleagues into the plane’s bedroom for an improvised press conference. Johnson, who had just given a speech under the hot sun, “removed his shirt and trousers,” while answering their questions and then “shucked off his underwear” and kept talking while “standing buck naked and waving his towel for emphasis.”
As Nixon exited the plane in China, a “burly” aide “blocked the aisle” to keep staffers from following Nixon, Kissinger said later. Nixon didn’t want anyone messing up his photo with the Chinese premier.
Three months after ferrying him to China, the SAM 26000 took Nixon on an unprecedented visit to the Soviet Union.
Unsuccessful presidential candidate Hubert Humphrey was reportedly given a ride on the plane by President Richard Nixon, according to retired Chief Master Sgt. Stan Goodwin. During the trip between Washington and Minnesota, Humphrey made 150 phone calls to tell people he’d finally made it aboard Air Force One.
During a week of meetings with Soviet leaders, Nixon reached a number of agreements. One set the framework for a joint space flight in 1975. Another was the Strategic Arms Limitation Treaty (SALT), which contained a number of measures to limit the manufacture of strategic missiles capable of carrying nuclear weapons.
In October 1981, it took former presidents Carter, Nixon, and Ford on an uneasy trip to Egypt for the funeral of President Mohammed Anwar Sadat, who had been assassinated a few days before. Then-President Ronald Reagan did not attend because of security concerns.
Secretary of State Alexander Haig, as Reagan’s official representative, took the stateroom, leaving other officials with regular seats. The former presidents were “somewhat ill at ease,” Carter said later.
“It was one and only time that I’d seen three presidents and two secretaries of state standing in line to go to the men’s room,” said retired Chief Master Sgt. Stan Goodwin, who manned the radio on the flight. Things were also tense among staffers on the trip. They reportedly bickered over who got bigger cuts of steak at dinner.
But it was Nixon, whose resignation in 1974 led to Ford taking office, who “surprisingly eased the tension” with “courtesy, eloquence, and charm,” Carter wrote later. Carter and Nixon’s interaction on the plane led to them developing a friendship.
The Boeing 707 that was acting as Air Force One got stuck in the mud at Willard Airport in Champaign-Urbana, Illinois. The SAM 26000, waiting nearby as an alternate, was called in to pick up the president.
The SAM 26000 was officially retired in March 1998, after logging more than 13,000 flying hours and covering more than 5 million miles. While it made more 200 trips in 1997 alone, the lack of parts for the plane as well as its high exhaust and noise levels led to its retirement.
Then-Vice President Al Gore took the plane’s final flight, traveling from Washington to Columbia, South Carolina. “If history itself had wings, it probably would be this very aircraft,” Gore said after the trip.
In May 1998, the plane arrived at Wright-Patterson Air Force Base near Dayton, Ohio. In a nationally televised event, the Air Force retired the plane and turned it over to the National Museum of the Air Force.