With the growing tensions and the many threats that North Korea poses, it’s a safe bet that there is a desire to keep an eye on North Korean dictator Kim Jong Un.
Of course, the DPRK strongman isn’t going to be obliging and tell us what he is up to. According to FoxNews.com, the Air Force is keeping an eye on him – and one of the planes that help do this is quite an old design, even if it has a lot of new wrinkles.
Osan Air Base is best known as the home base of the 51st Fighter Wing, which has a squadron of F-16C/D Fighting Falcons and a squadron of A-10 Thunderbolts. But Osan also is home to a permanent detachment from the 9th Reconnaissance Wing, the 5th Reconnaissance Squadron, which operates the Lockheed U-2S, known as the Dragon Lady.
Yeah, you heard that right. Even in an era where we have Predators, Reapers, and the RQ-170 Sentinels, among other planes, the 1950s-vintage U-2 is still a crucial asset for the United States Air Force.
In fact, according to GlobalSecurity.org, one variant of the U-2, the TR-1, was in production in the 1980s. The TR-1s and U-2Rs were re-manufactured into the U-2S in the 1990s. The TR-1 was notable in that it swapped out cameras for side-looking radar, and it was eventually called a U-2 in the 1990s.
An Air Force fact sheet notes that the U-2S is capable of reaching altitudes in excess of 70,000 feet and it has a range of over 6,090 nautical miles. In short, this plane is one high-altitude all-seeing eye. The planes are reportedly capable of mid-air refueling, but having a single seat means that pilot endurance is often a bigger factor than a lack of fuel.
The Air Force fast sheet notes that the U-2 can carry infrared cameras, optical cameras, a radar, a signals intelligence package, and even a communications package.
The U-2 has proven that it is a very versatile plane. The Air Force is considering a replacement, but that may prove to be a tricky task. While plans calls for the plane to be retired in 2019, a 2014 Lockheed release makes a compelling case for the U-2 to stick around, noting it has as much as 35 years of life left on its airframes.
That’s a long time to get any proposed replacement right.
Ever since the first details were released about a stealth helicopter being used and crashing during the 2011 Navy SEAL raid that resulted in the death of Osama bin Laden, the internet aviation community has been awash with great interest and speculation about the aircraft. Recently, an image of what looks to be a forerunner for the stealth Black Hawk used in the raid surfaced online.
The internet community was quick to perform a visual autopsy on the image and scrutinize it for telling details that might reveal hidden secrets about the enigmatic project. One highly respected and anonymous contributor shared as many explicit details, the type that can only come from firsthand knowledge, as they could without breaching an NDA.
According to this source, the aircraft pictured is a YEH-60A at Edwards Air Force Base in 1989 or 1990. The helicopter is allegedly sporting a “Direction Finding Enhancement Kit”, of which a half dozen were produced. The kit reportedly also featured additional components like tail modifications that do not appear in the picture. This is consistent with the fact that the tail rotor of the crashed Black Hawk from the OBL raid was heavily modified and resembled the tail rotor of the canceled RAH-66 Comanche stealth helicopter.
The tail rotor of the wreckage left behind from the raid (Public Domain)
The anonymous source goes on to detail that those involved in the program nicknamed the aircraft the “Black Blackhawk.” In keeping with its spectral name, the test team took a picture with the helicopter which the source had double exposed with them in and out of the photo. “We all looked like ghosts. This would be a real head-turner on the contest table,” the source said.
At the same time that the “Black Blackhawk” was being tested at Edwards, the Lockheed YF-22 was being tested out of a hangar not too far away. The helicopter can reportedly be seen in some photos of the YF-22 flight test operations. Allegedly, the Lockheed engineers were bewildered when they first saw the YEH-60A with its kit.
At one point, despite the secretive test site, the helicopter’s test pilots had to take off one hour before sunrise and arrive back at Edwards one hour after sunset so that the aircraft would not be observed. Even this was a loosened restriction since the aircraft allegedly had to fly exclusively at night when it first began testing.
While the modern MH-60L Direct Action Penetrators flown by the US Army’s 160th Special Operations Aviation Regiment are not pictured with any sort of stealth kit, the wreckage of the OBL raid helicopter and the release of this image are proof that the technology is out there and has been for some time.
With every generation of servicemen comes the heroes who stand out, putting the needs of the service before themselves. One of these men was almost lost to history, but thanks to his family and their ability to instill passion into anyone who would listen, Thomas James Eugene “Jimmy” Crotty’s story now teaches new generations of Coast Guardsmen what “Devotion to Duty” really means.
From his childhood in Buffalo, New York, to his time at the Coast Guard Academy, Crotty was a gifted academic, athlete, and later, cadet. At the academy, he played basketball and football and served as football team captain, class president and vice president, and company commander over his four years in New London. Crotty took his drive and intelligence into the fleet. While serving on his first cutter, the USCGC Tampa, he was a part of the famed rescue of passengers from the SS Morro Castle.
He also served on the Bering Sea Patrol, known for testing even the most skilled sailors. Serving on cutters from Seattle to New York to San Diego, Crotty’s most important moves came in 1941. By the end of that year, after training with the U.S. Navy, he would find himself as the Coast Guard’s expert on explosives warfare, mine warfare and demolition.
After mine warfare school, Crotty was attached to the In-Shore Patrol Headquarters, where he would serve with a mine recovery unit for the Navy’s Asiatic Fleet in Manila, Philippines. Less than two months after Crotty’s arrival in Manila, the Japanese attacked Pearl Harbor. Three days later, the Japanese would bomb and destroy the majority of the Cavite Navy Yard, headquarters of the Navy in Manila.
After Pearl Harbor, Crotty became the second-in-command on the minesweeper USS Quail. On the Quail, Crotty strategically demolished facilities around the Philippines to keep them from falling into enemy hands, including a U.S. submarine, the USS Sea Lion. The Quail maintained minefields around Manila Bay, as well as shooting down several Japanese aircraft.
During his time on the Quail, Crotty also voluntarily served with the Naval Battalion, alongside Marines and Navy personnel, with the purpose of surrounding the Japanese and forcing their position back to the beaches. In late January, Crotty and the Quail helped coordinate land and sea forces to push out the Japanese hidden in the Jungle and along the rocky and cavernous coastline.
Because of the bombing of Cavite and the encroaching Japanese forces on the island, the Navy moved their headquarters from Cavite to Fort Mills, on Corregidor Island. In April 1942, Crotty transferred to Corregidor where he worked with the Navy’s headquarters staff.
The day that would prove most pivotal in Crotty’s short life was May 5, 1942. The Japanese landed on Corregidor, the last American controlled area in the Philippines. As other forces evacuated, Crotty stayed behind and fought with the Marine Fourth Regiment, First Battalion. An eyewitness said Crotty supervised a howitzer dug-in atop an underground command center on the eastern tip of the island. Only after American forces surrendered the next day did Crotty leave his post. He was captured and transferred to Cabanatuan Prison Camp #1, where he died two months later of diphtheria.
As the youngest of seven children in a close-knit Irish family, Jimmy Crotty was dearly missed. His mother and siblings never forgot the sacrifices Jimmy made, as well as his place in the tight knit family. His siblings passed down his legacy to their children. Even today, the Crotty family has not forgotten the man they call “Uncle Jimmy.”
In a push lead by his great-nephew, Mike Crotty, the family was instrumental in bringing Crotty’s story back to life, which lead to him being posthumously awarded a Purple Heart and Bronze Star, both of which are displayed in the Coast Guard Academy Cadet Memorial Chapel, where the baptismal font is also dedicated to Crotty.
After sharing the story with the U.S. Coast Guard Museum, curator Jennifer Gaudio and the family arranged for their 2014 family reunion to be held at the Coast Guard Academy on the weekend of CGA’s rivalry game with the U.S. Merchant Marine Academy. The Coast Guard Academy surprised the family with the dedication of its 2014 football season to Crotty, and their helmets were adorned with a decal of a mine and the number 34, the year Crotty graduated eighty years prior.
Crotty has since been remembered on the Coast Guard Academy’s Wall of Gallantry, which honors alumni for “distinguished acts of heroic service.” The U.S. Coast Guard Museum also installed an exhibit on Crotty’s life and service.
As violence in Mexico raged with intense competition between rival drug cartels and the Mexican government, the cartels came up with a radical solution for improving their capabilities in the street.
Through ingenious engineering, and by taking a page out of “Mad Max,” cartels created so-called narco tanks.
These home-made armored vehicles, also known in Spanish as “monstruo” for their hulking size, reached peak popularity in 2011 as the Mexican military seized a garage from the Los Zetas that was being used to construct the vehicles. Four narco tanks were seized in the Mexican state of Tamaulipas in addition to an additional 23 trucks that were awaiting modification.
The Mexican military’s subsequent crack-down on the creation of monstrous forced the practice to go underground. Narco tanks are still produced, but today’s versions have their armored paneling on the inside so as to not draw unwanted attention from rival cartels and the military.
Below are some of the most impressive narco tanks from the vehicles heyday.
The behemoth versions of narco tanks were created from modified semi trucks.
Dump trucks were also modified into massive steel-plated monsters.
Even smaller narco tanks were armored almost completely with steel plates that could be upwards of 2 inches thick.
As part of further defensive measures, the tanks were usually equipped with double wheels.
Offensively, narco tanks had armored turrets and weapon bays on the side, out of which cartel members could point assault rifles.
Some vehicles were equipped with battering rams to plow through traffic and any potential roadblocks.
Are you a veteran that is having trouble sleeping? Please join VA’s Office of Connected Care and DAV on Wednesday, Sept. 4, 2019, at 12 p.m. ET for a Facebook Live event – Get Back to Sleep with VA Tools and Technologies.
Getting quality sleep may not sound like a critical health issue, but there is a link between the lack of quality sleep and critical issues like suicidality, high blood pressure, congestive heart failure, diabetes, and an increased risk of depression.
Compounding the problem, sleep issues are highly prevalent among veterans, and there is a shortage of sleep specialists nationwide.
VA experts will discuss sleep tools and technologies like Path to Better Sleep, Remote Veteran Apnea Management Platform (REVAMP), CBT-i Coach, and others. Many of these apps are designed to supplement work with a provider and add to care between appointments. Others are self-guided and can help with strategies for improving and tracking sleep over time.
Experts on the latest technologies
During the Facebook Live event, our experts will discuss how these technologies are helping to deliver care when and where it’s needed and share information about future enhancements of these tools and technologies.
Over the past four months, a small team of air advisors, deployed in support of Combined Joint Task Force – Operation Inherent Resolve to Qayyarah West Airfield, Iraq, combined its efforts to enhance and improve the US Air Force’s compound, changing the working conditions for the airmen assigned there.
When the 370th Air Expeditionary Advisory Group replaced the 123rd Contingency Response Group at Qayyarah West Airfield in early March 2017, they inherited bare bone facilities. The prior contingency response groups had built the US Air Force’s part of Qayyarah West up from scratch to start operations, but their mission was not long term.
There was a small, open tent used for a passenger terminal that exposed waiting service members to the heat, a canopy spread across two conex boxes used as a vehicle maintenance area, which provided limited protection from the sun, and some of the enclosed tents had mold and rotting wood floors.
The air advisors immediately identified that the air terminal operations center tent had a mold issue that needed to be addressed, said Tech. Sgt. Joseph Tenebruso, the 370th Air Expeditionary Advisory Group, Detachment 1 expeditionary maintenance flight chief.
After Qayyarah West Airfield, commonly referred to as “Q-West,” was recaptured from the Islamic State of Iraq and Syria in October 2016, the US Air Force promptly established a presence, repaired the destroyed airfield, and made it ready to be used as a strategic launching pad for the offensive in Mosul.
From mid-October until early March, the 821st and 123rd CRGs deployed personnel to quickly open the airfield and establish, expand, sustain, and coordinate air mobility operations in the austere environment.
The current team from the 370th AEAG was the first air expeditionary force rotation or permanent party to call Q-West home outside of the short-term deployed CRG units assigned to rapidly establish operations.
“Everyone wanted to make this place better than what we came into,” said Staff Sgt. Peter Johnson, the NCO in charge of vehicle maintenance assigned to the 370th AEAG, Det. 1. “We identified the needs to better the compound trying to make things more efficient and safer. Everything we’ve done has a purpose and we worked together as a team to make the improvements happen.”
The small team of air advisors worked together to procure and establish tents to be used as a new passenger terminal, morale facility, vehicle maintenance tent and tactical operations center. With the assistance of their joint-service partners, the tents were placed on flooring designed to reduce future mold issues.
The new passenger terminal helped improve the 370th AEAG’s daily facilitation of large passenger movements for both rotary and fixed wing aircraft in support of CJTF-OIR.
The new vehicle maintenance facility improved efficiency for the maintainers as they can now not only get out of the sun to work on their vehicles, but also complete tasks during all hours of the day.
In order for the compound’s expansion to take place, the power grid needed to be upgraded.
“Staff Sgt. Benton took the lead on expanding the power grid,” said Tenebruso. “He is an AGE guy used to working on flightline equipment, but here he is working on power production and distribution. Thanks to his capabilities we are now almost as close to uninterrupted power as possible, which make our operations much more sustainable.”
Staff Sgt. Shawn Benton, an aerospace ground equipment craftsman, as well as the other maintenance personnel, often work outside of their scope to assist with facility upgrades and sustainment at Q-West.
“We want to make this the best place that we can for future rotations,” said Tenebruso. “Everyone here is under the mentality that we leave this place better than we found it and make it so the next rotation does not have the issues we did. Things are very different than when we first got here.”
Initially, there was not a cargo grid yard for the 442nd Air Expeditionary Squadron’s aerial port function, but the aerial porters worked with the Army to procure Hesco barriers and enclose a 32,000 square-foot grid yard to secure its assets.
With limited resources, the aerial porters scrounged up supplies from around the base to create a gate for the cargo yard and a flag pole out of reconstituted metal. The flag pole, which the whole aerial port team helped place in the ground, is the tallest flag pole on the base, Master Sgt. Cliff Robertson, the 442nd AES’s aerial port superintendent, proudly stated.
Another proud achievement of the Q-West Airmen is their “Iron Paradise” makeshift gym. According to Tenebruso, prior to their arrival there was just a wooden bench and a bar with chains duct taped to it that weighed in at a standard 135 pounds. The air advisors have since built a makeshift squat rack and preacher curl bench and acquired more weights, creating an area often filled with Air Force and Army personnel trying to maintain physical fitness in their austere location.
“I am amazed at how well this team has come together to improve the FOB’s conditions since they got here,” said Maj. Dave Friedel, the 370th AEAG, Det. 1 commander. “They made the camp much more livable while still performing their primary advise and assist mission. It’s all about teamwork here and there are a lot of people working well outside their expertise level to make things happen.”
Tucked away in a rural corner of western New York is a survivor of D-Day. It is a C-47A Skytrain — an airplane that delivered paratroopers over drop zones around Normandy on June 6, 1944 — that has the distinction of being perhaps one of the few – if not the last – of its kind still in flying condition.
Named Whiskey 7 because of the large W7 painted on its fuselage, the Skytrain was the lead aircraft of the second invasion wave in the skies above France.
“That C-47 is one of our stars,” said Dawn Schaible, media director for the National Warplane Museum, the organization that gives Whiskey 7 a home and maintains it both for flying demonstrations and public viewing.
Skytrains have a storied history. None other than Gen. Dwight D. Eisenhower, the supreme Allied commander in Europe, called the Douglas aircraft one of the four “Tools of Victory” that won World War II for the Allies along with the atom bomb, the Jeep, and the bazooka.
The museum is proud of the fact that the aircraft is a true C-47, not a DC-3 conversion. The twin-engine, propeller-driven aircraft was built in 1943, one of more than 10,000 produced during World War II.
Skytrains like Whiskey 7 were the standard transport aircraft of the old U.S. Army Air Corps but also saw service with the British, who called the plane the Dakota.
The statistics regarding the Skytrain are impressive. When used as a supply plane, a C-47 could carry up to 6,000 pounds of cargo. It could also hold a fully assembled Jeep or 37-mm cannon.
When serving in its role as a troop transport, the C-47 carried 28 soldiers in full combat gear. As a medical airlift plane, it could accommodate 14 stretcher patients and three nurses.
On D-Day, Whiskey 7 transported paratroopers from the 3rd Battalion, 505th Parachute Infantry Regiment, 82nd Airborne Division.
The aircraft was actually one of the few that made it to the drop-zone assigned to the paratroopers: the town of Sainte-Mère-Église.
After D-Day, Whiskey 7 served for the balance of the war. Missions included towing gliders carrying men and equipment during Market Garden, the ill-fated airborne operation in Holland that was the largest airborne battle in history but which ended disastrously for the Allies.
After World War II, a civilian aviation company purchased the plane as surplus and converted it to an airliner. The plane then flew both passengers and cargo for decades.
Purchased by a private collector in 1993, it was eventually donated to the National Warplane Museum where it was restored to its D-Day configuration in 2005.
In 2014, Whiskey 7 participated in the 70th anniversary of the D-Day invasion when it flew to France so historical re-enactors could jump from the plane.
The group also included Leslie Palmer Cruise Jr., one of the paratroopers the plane carried on D-Day. According to the museum, he was the last surviving member of his unit who jumped from Whiskey 7 when it was above Normandy in 1944.
Now, Whiskey 7 helps educate visitors to the National Warplane Museum about Operation Overlord and World War II.
Located in Geneseo, N.Y., the museum is a labor of love started by a grassroots group of historic aircraft enthusiasts who fly old war birds and restore airplanes. The museum has more than 15,000 visitors a year who come to view exhibits or attend the annual air show.
“We have amazing artifacts here,” said Schaible. “We figure out how we connect those artifacts with people and help them move beyond the idea that it’s just cool stuff. It’s the men and women and the stories behind the aircraft that make them historical.”
After arresting two American university instructors and laying out what it says was an elaborate, CIA-backed plot to assassinate Kim Jong Un, North Korea is claiming to be the victim of state-sponsored terrorism — from the White House.
The assertion comes as the U.S. is considering putting the North back on its list of terror sponsors. But the vitriolic outrage over the alleged plan to assassinate Kim in April is also being doled out with an unusually big dollop of retaliation threats, raising a familiar question: What on Earth is going on in Pyongyang?
North Korea’s state-run media announced May 7 that an ethnic Korean man with U.S. citizenship was “intercepted” by authorities for unspecified hostile acts against the country. He was identified as Kim Hak Song, an employee of the Pyongyang University of Science and Technology.
That came just days after the North announced the detention of an accounting instructor at the same university, Kim Sang Dok, also a U.S. citizen, for “acts of hostility aimed to overturn” the country. PUST is North Korea’s only privately funded university and has a large number of foreign teachers, including Americans.
What, if anything, the arrests have to the alleged plot is unknown. But they bring to four the number of U.S. citizens now known to be in custody in the North.
“Obviously this is concerning,” White House spokesman Sean Spicer told reporters May 8. “We are well-aware of it, and we are going to work through the embassy of Sweden … through our State Department to seek the release of the individuals there.”
Sweden handles U.S. consular affairs in North Korea, including those of American detainees.
The others are Otto Warmbier, serving a 15-year prison term with hard labour for alleged anti-state acts — he allegedly tried to steal a propaganda banner at his tourist hotel — and Kim Dong Chul, serving a 10-year term with hard labour for alleged espionage.
The reported arrest of another “Mr. Kim” — the North Korean man allegedly at the centre of the assassination plot — is more ominous.
According to state media reports that began May 5, he is a Pyongyang resident who was “ideologically corrupted and bribed” by the CIA and South Korea’s National Intelligence Service while working in the timber industry in Siberia in 2014. The Russian far east is one of the main places where North Korean laborers are allowed to work abroad.
The reports say Kim — his full name has not been provided — was converted into a “terrorist full of repugnance and revenge against the supreme leadership” of North Korea and collaborated in an elaborate plot to assassinate Kim Jong Un at a series of events, including a major military parade, that were held last month.
They allege Kim was in frequent contact through satellite communications with the “murderous demons” of the NIS and CIA, who instructed him to use a biochemical substance that is the “know-how of the CIA” and that the hardware, supplies, and funds would be borne by the South Korean side.
Kim Jong Un attended the military parade on April 15 and made several other appearances around that time to mark the anniversary of his late grandfather’s birthday.
The initial reports of the plot concluded with a vow by the Ministry of State Security to “ferret out to the last one” the organizers, conspirators and followers of the plot, which it called “state-sponsored terrorism.”
The North Korean reports also said a “Korean-style anti-terrorist attack” would begin immediately. Follow-up stories on the plot have focused on outraged North Koreans demanding revenge.
It’s anyone’s guess what a “Korean-style” attack might entail.
“I wonder if Kim Jong Un has become paranoid about the influence Americans are having on North Koreans, and about the possibility of U.S. action against him,” said Bruce Bennett, a senior defence analyst and North Koreaexpert at the RAND Corporation. “Will Kim increase his internal purges of North Korean elites? Will he focus on North Korean defectors, people who the regime would like to silence? Or will he do both?”
Tensions between North Korea and its chief adversaries — the U.S. and South Korea — have been rising over Pyongyang’s nuclear and missile programs, as well as joint U.S.-South Korean military exercises that include training for a possible “decapitation strike” to kill the North’s senior leaders.
Bennett noted that such training has been included and expanded upon in annual wargames hosted by South Korea, which were bigger than ever this year.
The wargames, called Key Resolve/Foal Eagle, just finished, without any signs of North Korean retaliation.
But the current rhetoric from Pyongyang has a somewhat familiar ring to it. Case in point: the movie “The Interview” in 2014.
In June that year, the North denounced the Seth Rogen comedy, which portrays the assassination of Kim Jong Un for the CIA by two American journalists, as “a most wanton act of terror and act of war.” A few months later, hackers broke into Sony Pictures Entertainment computers and released thousands of emails, documents, Social Security numbers, and other personal information in an attempt to derail the movie’s release.
The U.S. government blamed North Korea for the attack. Pyongyang denies involvement, but has praised the hackers.
The North’s claims of a plot to kill Kim Jong Un with a biochemical agent also have an eerie similarity to the assassination of his estranged half brother, Kim Jong Nam, at an airport lobby in Malaysia in February.
In that attack, seen by many as orchestrated by the North, two young women who were allegedly tricked into thinking they were taking part in a television game show, rubbed the deadly VX nerve agent onto the face of the unsuspecting victim, who died soon after.
No one wants to be a buzz kill. That’s the soft social put down we use to avoid an uncomfortable confrontation or even harder — a self-reflection about alcohol. A topic that has a longstanding relationship with the military community in both good ways and bad.
In InDependent’s bold new series “Wellness Unfiltered” they’re going there, into the harder to uncomfortable spaces military wellness typically shies away from in hopes to support the community and stand together to face tough topics.
Justine Evirs, a social entrepreneur, Navy veteran and Navy spouse is not what you would picture as the face of someone struggling with alcohol. In fact, that’s exactly the reason Evirs decided to step up. “There’s no representation here, not as a veteran, as a woman or minority,” she said candidly. “I’m not homeless. I am a mother, a recognized leader and for a long time didn’t see myself as having any issue until I became more familiar with the four stages of alcoholism,” Evirs said, who in the series breaks down the four stages through her own story and provides educational resources and facts.
On the other microphone is Kimberly Bacso of InDependent who explains the goal of the four-part series is to, “present a non-victimizing approach to give the community the tools we need to both destigmatize and recognize what this looks like.”
“Through this exposure we can now be there for each other, even in simple ways like providing attractive non-alcoholic options at gatherings,” Bacso said. InDependent’s approach to wellness as a wider, holistic standpoint really lends itself to tackling and supporting spouses in this space.
Not having a true picture of what healthy drinking looks like was one component of the larger issue for Evirs, who explained she spent years in stages one and two. “There are different stages and different types of alcoholics. With this conversation, my hope is that we can start asking ourselves why we’re drinking — is it to manage stress? And further, to look at our current drinking relationship from a longevity standpoint — will this be ok in five to 10 years?”
In case you’re curious, the lines between stages are not DUIs, arrests or an unmanageable life. The changes are subtle, and depending on the social company you keep, can go unrecognized or become “normalized” through a skewed perception.
Fear was definitely an inhibitor for Evirs, who admits she feared not only the stigma of this label for herself but the impact it may have on her husband’s career also. “Addiction leads to loneliness, something we already have enough of as military spouses,” Evirs said.
To make recognition worse, Evirs explains that the disease remains largely self-diagnosed. Fear, shame and an unhealthy media portrayal of healthy drinking patterns have shrouded this taboo topic for far too long.
What we love about the series is how it comes across as authentic and is hosted within the safe space of InDependent’s blog and Facebook community. “The series is embedded with links where anyone can find resources as well as the entire four-part conversation well after we’ve streamed them live,” Bacso said.
So, what’s the takeaway here no matter where you identify at any stage of the spectrum? Empowerment and the forward motion of the entire military community. “Even if this is not you, I’m willing to bet you know someone who has an unhealthy relationship with alcohol,” Evirs said.
Here’s to an informed and healthy future. In part two, Evirs explains how perspective has changed how she views the “bonding” that is associated with drinking. Are we really connecting over our talents and who we are as people, or is it the drinks?
We’re looking forward to connecting to a changing culture, no matter what is in your hands.
The Marines and Aussie Airmen recently made the news because of a misunderstanding in local dialect and cultural differences. The story then got blown out of proportion, as was reported by LADBible, that the Aussies were ‘banned’ from using their slang. Sure, on the surface, it sounds like a funny headline but when you look a bit deeper into it – the entire situation isn’t as dumb as people are making it out to be.
One of the slang terms to get axed was “nah, yeah.” Anyone who’s ever talked to someone from the Midwest who also says it, knows that just means “yeah.” Another one was “lucked out.” Which isn’t a problem at all if you figure out the context clues to know that it was used either literally or sarcastically.
Aussie slang isn’t really all that difficult to understand. The only one that could actually cause confusion is their slang for sandals – which is ‘thongs.’ Having personally seen an Aussie compound while on deployment, it’s a little jarring to read the signs outside their showers reading “must wear thongs before entering” and expecting everyone to be rocking a Borat man-kini.
Anyways – here are some memes.
There’s an Avengers: Endgame reference in the third meme – so if you don’t care about a minor throwaway joke from early in the film that has since been used in the post-release trailers…
Sgt. Henry Johnson received the Medal of Honor for his actions taken on May 15, 1918, when he beat off a German attack with grenades, his rifle, a knife and, finally, his bare hands to protect a fellow soldier and his unit, the “Harlem Hellfighters.”
The Harlem Hellfighters were a “colored unit” attached to French forces because segregationist policies at the time discouraged allowing black and white U.S. forces to serve side by side. Pvt. Henry Johnson was assigned to sentry duty on the night of Feb. 12 with his fellow soldier, Pvt. Needham Roberts. The pair were attacked by a raiding party of at least 12 Germans. The attackers quickly gained the upper hand against the two soldiers.
This directly threatened not only Johnson and his friend but the Harlem Hellfighters and the French soldiers they were with.
Johnson fought bitterly to protect himself and his friends even after he and Roberts were wounded. Roberts fed Johnson hand grenades as Johnson made it rain on the enemy fighters. Johnson also used his rifle to hold the enemy off until he ran out of both grenades and rifle rounds.
The Germans even tried to abduct Roberts and Johnson protected him with just a knife and personal grit. Johnson was eventually wounded 21 times in the fight but still managed to bring down a few Germans and stab one of them through the head with a bolo knife.
Yeah, even severely wounded he had the strength to shove a knife through a man’s head.
Still, his actions were a big deal when they happened. Johnson’s deeds inspired a lithograph depicting his bravery and Gen. John “Black Jack” Pershing, the head of the American Expeditionary Force and one of America’s highest-ranked generals, personally praised him and Roberts:
Pte. Henry Johnson and Pte. Roberts, while on sentry duty at some distance from one another, were attacked by a German raiding party estimated at twenty men who advanced in two groups, attacking at once from flank and rear.
Both men fought bravely in hand-to-hand encounters, one resorting to the use of a bolo knife after his rifle jammed and further fighting with bayonet and butt became impossible.
President Theodore Roosevelt was a fan of Johnson as well, calling him “one of the five bravest American soldiers in the war.”
After the war, the Winston-Salem, North Carolina native returned to New York where he had been living since his teens. He lived there until his death in Jul. 1929 and is buried at Arlington National Cemetery.
Author’s note: This story originally stated that Henry Johnson’s valorous actions took place on Feb. 12, 1919. Johnson actually saved his unit on May 15, 1918. He received France’s highest valor award, the French Croix de Guerre, on Feb. 12, 1919. We regret the error.
Everyone knows being a Blue Falcon is bad, but no one believes that they’re the blue falcon. Here are 7 indicators that maybe you should start shopping for nests.
1. When someone asks for volunteers, you immediately start thinking of who isn’t doing anything.
Look, it’s the platoon sergeant’s or the chief’s job to figure out who is doing what. If they don’t have a grip on their troop-to-task, that doesn’t make it O.K. for you to start naming who’s free for a tasking.
2. You find yourself saying, “Well, so-and-so did it earlier, first sergeant.”
Keep your mouth shut, snitch. First sergeant doesn’t need to know who snuck to the barracks first during those engrossing Powerpoint presentations battalion put together. Let him yell at you until he runs out of steam, then go back to the stupid briefings and suck it up.
3. You make the kind of mistakes that trigger company recalls.
Everyone screws up a few times a year, which is normal. Not everyone screws up so badly that the entire rest of their unit has to come in Saturday morning. Maybe keep your infractions a little more discreet in the future.
Or, make your mistakes epic enough that the unit will enjoy the recall just because they get to hear the story. “Wait, we’re here because Schmuckatelli crashed the general’s car with the installation command sergeant major’s daughter in the front seat? Can I make popcorn before you start, first sergeant?”
4. You frequently hear bus sounds or the words, “Caw! Caw!”
Yeah, your friends are trying to give you a hint, dude. You’re throwing people under the bus and then buddy f-cking them as they crawl out.
5. You take too much credit — especially for stuff you didn’t do with your own hands.
Always share credit. When you’re praised for rifle marksmanship, mention who helped you train. If you perform superbly at the board, mention the guys in your squad who quizzed you.
But, when you weren’t there, you shouldn’t take any credit. Say who actually did the work. Do not take the recognition, do not take the coin, do not tell stories about it later.
6. You’re always the guy that the team or squad leader has to pull aside.
Look, sucking at your job is a version of being the blue falcon. It’s not as malicious or direct as being a credit hog or a snitch, but not learning how to fulfill your position in the squad screws everyone else over. Read the manuals, practice the drills, watch the other guys in the squad. Learn your role.
7. Someone sent you this list or tagged you on Facebook in the comments.
Yeah, there’s a reason someone thought you, specifically, should read this list. Go back through it with a comb. Read each entry and keep a tally of which apply to you. Then, stop being a blue falcon. Caw caw.
The bodies of two old helicopters sit uncovered on Bob Fritzler’s property. They tower over him as he walks by them on his way to his large garage.
He had to use a giant trailer to haul them out to his farm with his truck. He imagined it felt a lot like driving a semi. He doesn’t worry much about what the weather might do to the old birds outside. He’s just using them for parts.
Fritzler’s real treasure sits in that large garage on his land near Keenesburg. He’s working to restore a U.S. Marine Corps Sikorsky H-34 helicopter, which was flown during Operation SHUFLY, a Marine helicopter operation that primarily ferried troops in Vietnam between 1962 and 1965. Fritzler said it was one of the first helicopters built to drop off troops in combat.
Back then, Fritzler said, helicopters were a huge game changer for Marines. Pilots could drop soldiers off anywhere. Before, they relied on ships, which required a coast.
Fritzler, now 82, served in the U.S. Marine Corps for 11 years. He flew the helicopter when he was a pilot. Several other squadrons flew it, too. He hopes to fix it up and eventually put it into the Smithsonian Museum in Washington, D.C.
Fritzler went to a Marine reunion a couple years ago. There, he met Gerald Hail from Oklahoma who restored old planes back to flyable conditions. Hail invited him out to fly and Fritzler accepted. While out there, Fritzler noticed the H-34.
“I saw bullet hole patches,” Fritzler said. “I knew I could count over 100 bullet holes.”
The bird had aged, with much of the Marine Green paint had worn down to the aluminum. Fritzler’s old squadron number had been painted over with a different squadron’s number, but he still recognized the helicopter as the one he flew.
“I had a real love affair with it,” Fritzler said.
He asked Hail if he could buy it from him so he could restore it. Hail said he’d think about it. About a month later, Hail called Fritzler and told him he’d donate the helicopter if Fritzler would fix it up.
Fritzler’s been working on the restoration project here and there for a couple years. He has experience fixing up machines. He grew up on a farm in Windsor and spent much of his life making farm equipment run again. He thinks that made him fairly handy.
But it’s a lengthy process. It takes time to track down parts that are no longer in production. He bought an old blue and white Marine helicopter for the parts. The previous owner had it certified for commercial use and used it to lift large air conditioning units. Fritzler bought an old Army helicopter, too.
“Both of these (helicopters) are pretty complete,” Fritzler said. Now he just has to figure out which parts the H-34 needs and which ones to take from the others.
He’s not a teenager anymore, either, Fritzler said, so his energy has a limit.
“It didn’t take me long to realize I bit off more than I could chew,” Fritzler said. “I’ve had some help from other guys.”
He works on it for a couple hours a day, sometimes more. He’s mostly working on deconstructing old pieces and finding the new ones to replace them.
Sometimes when Fritzler looks back on his life as a pilot, he wonders if he really did all the things he remembers. It was a long time ago. He did two tours in Vietnam and did some airline flying, too. But his last flight in the cockpit was more than 20 years ago.
“I still love to fly,” he said.
He might not be able to pilot planes anymore, but this may be the next best thing.