Landing a plane on an aircraft carrier is a very dangerous task. Even the movies recognize this – remember the harrowing crash that kills off Charlton Heston’s character in Midway? So, just how easily can a carrier landing go bad?
Very easily. Take a look at all that’s involved: Unlike landing at an air force base, the target is moving. There’s also a lot less space. Yes, a Nimitz-class nuclear-powered aircraft carrier is four and a half acres of sovereign United States territory, but that’s still much smaller than Mountain Home Air Force Base.
There’s also a much shorter stopping distance. Mountain Home Air Force Base a has a runway that’s 13,510 feet long. A Nimitz-class aircraft carrier is all of 1,092 feet long — the angled deck used for landing doesn’t even span the length of the carrier. A plane landing has to catch one of four arresting wires and, if it does, there’s always a chance the wire might snap.
Managing that landing is rough, too. If you’re too high, you don’t catch the runway. Too low, you have a ramp strike.
There’s a reason that carrier landings, especially at night, have caused naval aviators stress. A 1991 Los Angeles Times article noted that these nighttime landings cause pilots more anxiety than combat. The risk is always there, no matter how much training and technology goes into improving the skills of pilots or making things easier.
Technology breaks, planes can be damaged (as was the case at the end of Midway), or some pilot’s luck just happens to run out on some cold night out at sea. When carrier landings go bad, the pilot’s only recourse is to trust in an ejection seat and the luck that’s betrayed him once already. Check out the Navy training video covering these horrible mishaps below:
There’s nothing better to do while you’re out camping with the people you tolerate love than to crack open a beer and roast some marshmallows over a nice fire. I mean, who doesn’t love a little puffed sugar that’s slightly caramelized?
As everyone knows, the entire state of Hawaii has collectively forgotten the last time they gave a f*ck. Many people are taking the recent volcanic eruption with far less seriousness than natural disasters deserve — unlike here in Los Angeles, where a light drizzle brings the entire city to a terrified stand-still.
Many Hawaiians have reacted to the flow of lava by taking photos of the incoming molten rock and, generally, taking the whole thing in stride. Twitter user @JayFurr was trolling the official United States Geological Survey — Volcanoes twitter account and asked if it was okay to roast marshmallows in the heat given off by the lava.
Erm…we’re going to have to say no, that’s not safe. (Please don’t try!) If the vent is emitting a lot of SO2 or H2S, they would taste BAD. And if you add sulfuric acid (in vog, for example) to sugar, you get a pretty spectacular reaction. — USGS Volcanoes? (@USGSVolcanoes) May 29, 2018
Which is all legitimate advice. Sulfur dioxide is, essentially, air pollution and hydrogen sulfide is what gives volcanoes that farty smell (hence the joke in Shrek). The sulfuric acid within the vog (or volcanic fog) actually has a really kick-ass reaction when met with sugar. Check the video below for example.
The USGS took the trolling in stride, even if nearly every news outlet insists they took it seriously. For obvious reasons, getting close to lava is a dumb idea and, from the get-go, it was obvious this Twitter user was kidding — Jay Furr’s account even says he’s from Vermont.
But this wasn’t the only time the idea of cooking marshmallows over a pool of magma has come up. Storytrender on YouTube did it a while back in New Zealand. There’s no audio, but you can kind-of see the guy wince while he eats the roasted marshmallow.
Anything close to the maximum structural speed for a jet is usually just for the glossy brochure—99.9% of the time we don’t come close to reaching it. There was one time, though, that I pushed the F-16 as fast as it could go.
I was stationed in Korea and there was a jet coming out of maintenance; the engine had been swapped out and they needed a pilot to make sure it was airworthy. It was a clean jet—none of the typical missiles, bombs, targeting pod, external fuel tanks were loaded. It was a stripped down hot-rod capable of it’s theoretical maximum speed.
When we fly, we usually go out as a formation to work on tactics; every drop of fuel is used to get ready for combat. This mission, however, called for me to launch as a single-ship and test the engine at multiple altitudes and power settings. The final check called for a max speed run.
Justin “Hasard” Lee in the cockpit of an F-16 (Sandboxx)
I took off, entered the airspace, and quickly started the profile. Topped off, I could only carry 7,000 pounds of internal fuel; never enough with the monster engine behind me burning up to 50,000 pounds of fuel per hour. I knocked out the various tasks in about 15 minutes and then was ready for the max speed run.
I was at 25,000 feet when I pushed the throttle forward, rotated it past the detent and engaged full afterburner—I would have 5 minutes of useable fuel at this setting. I could feel each of the 5-stages lighting off, pushing me forward. I accelerated to Mach 1—the speed of sound that Chuck Yeager famously broke in his Bell X-1—and started a climb. A few seconds later 35,000 feet went by as I maintained my speed. Soon I was at 45,000 feet and started to shallow my climb to arrive at the 50,000 foot service ceiling. This was as high as I could go, not because the jet couldn’t go higher, but because if the cockpit depressurized, I would black out within seconds.
(U.S. Air Force photo by MSgt. Don Taggart)
Looking out at 50,000 feet, the sky was now a few shades darker. I could start to see the curvature of the earth. To my right was the entire Korean peninsula—green with a thin layer of haze over it. To my left, a few clouds over the Yellow Sea separating me from mainland China.
As I maintained my altitude, the jet started to accelerate. At 1.4 Mach, with only about 2 minutes of fuel left, I bunted over and started a dive to help with the acceleration. In my heads-up-display 1.5 Mach ticked by, backed up by an old mach indicator slowly spinning in my instrument console.
Justin “Hasard” Lee (Sandboxx)
At 1.6 Mach, the jet started to shake. I was expecting it—the F-16 has a flight region around that airspeed that causes the wings to flutter. Still, this jet had a lot of hours on the airframe, and if anything were to fail, the breakup would be catastrophic. Similarly, ejecting at that speed would be well outside the design envelop—the air resistance at Mach 1.6 is about 300 times what a car experiences at highway speeds. A few pilots have tried, only to break nearly every bone in their body.
So now, the option was slow down until the vibration stopped, or push though until it smoothed out on the other side. I was running low on fuel, so I elected to increase my dive so I could accelerate faster. Slowly 1.7 Mach ticked by, next 1.8, and then at 1.9, everything smoothed out. I was now traveling 1,500 mph over the Yellow Sea. The cockpit started feeling warm so I took my hand off the throttle and put it about a foot away from the canopy and could feel the heat radiating through my glove, similar to sticking your hand in an oven.
At this point I was entering the thicker air at 35,000 feet which was preventing the Mach from going any higher. I was also nearly out of fuel, so I pulled the throttle out of afterburner and into military-power—the highest non-afterburner power setting. Despite a significant amount of thrust still coming from the engine, the drag at 1.9 Mach caused the jet to rapidly decelerate, pushing me forward until my shoulder-harness straps locked. It took over 50 miles for the jet to slow down below the mach.
Justin “Hasard” Lee (Sandboxx)
Taking a jet to 1.9 mach isn’t any sort of record; in fact, some aircraft have gone twice as fast. It is an interesting feeling, though, to be at the limit of what an iconic aircraft like the F-16 can give you. Thousands of incredible engineers, who I never had the chance to meet, designed the plane and you are now realizing the potential of what they built. The heat and vibration, coupled with being outside the ejection envelope, let you know the margin of safety is less than it normally is.
I’ve since moved on to the F-35 which correctly prioritizes stealth, sensor fusion, and networking over top speed, so that’s likely as fast as I’ll ever go. It was a visceral experience that was a throwback to the 50’s and 60’s—where the primary metrics a plane was judged by how high and fast it could go.
SAN ANTONIO – May 20, 2020 – Only 55% of Americans know the true meaning of Memorial Day, with many confusing it as a salute to all veterans*. To elevate Americans’ understanding, USAA today announced a Memorial Day national tribute that encourages all Americans to honor the more than 645,000 fallen military heroes even during this time period when the traditional parades and large gatherings have been cancelled or minimized.
PoppyInMemory.com is a virtual destination hosted by USAA that pays tribute to military members who lost their lives in conflict, and showcases the meaning of the poppy flower which became a remembrance symbol inspired by the World War I poem, “In Flanders Fields.” The site offers users a variety of ways to engage, including dedicating a virtual poppy to a hero that gave their life in battle, the ability to learn about each military conflict and the losses suffered, and information on the many ways in which Americans can #HonorThroughAction this Memorial Day.
“During today’s trying times, we are inspired by all the acts of heroism around us,” said Wayne Peacock, USAA CEO. “Those heroic acts serve as a reminder that Americans have always triumphed through adversity because of their willingness to sacrifice for something larger than themselves. We owe a debt of gratitude to those who have put their lives on the line during the COVID-19 pandemic. This Memorial Day, even as we remain physically separated, we ask our country to come together as they do every year and honor the memory of those who gave the ultimate sacrifice to defend the freedoms we hold dear.”
Americans will notice that several military veterans, athletes, entertainers and ardent military supporters will join USAA to #HonorThroughAction by sharing on social media what Memorial Day means to them. On Snapchat, USAA is debuting its first ever augmented reality Snapchat Lens, a unique experience that brings USAA’s Poppy Wall of Honor to life digitally through the Snapchat app. The USAA Lens will allow Snapchatters to dedicate their own poppy to a fallen loved one by interacting with a digitized version of the Poppy Wall of Honor.
This year’s “Poppy in Memory” is a digital-only continuation of an experience that has run the past two years and featured the temporary Poppy Wall of Honor installation on the National Mall near the Korean Way Memorial in Washington, D.C.
*Source: The Harris Poll on behalf of University of Phoenix April 9-11, 2019 among 2,025 U.S. adults ages 18 and older.
Retired Gen. James Thurman recently told Army aviation officials they’ve got to “quit apologizing” to the Pentagon and ask for what they need to win the next war.
“The Air Force doesn’t apologize, the Navy doesn’t apologize, so don’t apologize. You’ve got to go forward and put the bill on the table, and you’ve got to have the analytical data to back it up. That’s what happens in the Pentagon,” he said during a panel discussion last week at the Association of the United States Army’s Hot Topic event on aviation.
Thurman, who commanded U.S. Forces Korea from 2011 to 2013, made his comments during a discussion on the Army’s effort to track training and readiness against the backdrop of the service’s six-priority modernization effort.
Future vertical lift is the Army’s third of six modernization priorities. Aviation officials must compete for the same resources advocates of the other priorities — long-range precision fires, the next generation combat vehicle, a mobile network, air and missile defense, and soldier lethality — are vying for if the service is going to field a new armed reconnaissance aircraft and a new long-range assault aircraft by 2028.
“You’ve got to fight for it … if we don’t modernize this force, we are going to lose the next fight. It’s as simple as that,” Thurman said, warning of the progress potential adversaries are making in battlefield technology. “If you look at what the Russians are doing and what the Chinese are doing, in my mind, the Chinese are number one right now.”
The Lockheed-Boeing SB-1 Defiant.
In addition to modernizing, Army aviation officials say the branch needs to use training resources more effectively to ensure units are at the appropriate readiness levels.
“I think we do ourselves a disservice anytime we are funded to a certain level and under-execute for multiple reasons,” said Maj. Gen. William Gayler, commander of the Aviation Center of Excellence and Fort Rucker, Alabama. “If we fly less and we still call ourselves trained, that is doing a disservice to us … because the Army will resource us at a lesser level.”
Army aviation accounts for 25 percent of the service’s budget for training and sustainment, said retired Lt. Gen. Kevin Mangum, vice president for Army Aviation Programs, Rotary and Mission Systems at Lockheed Martin. But, he said, “aviation is the only branch where the number of [Training and Doctrine Command] seats is limited by budget.”
“For every other branch, we determine how many seats are required and fund it,” he said. “For aviation, seats are based on funding available.”
Mangum said he agrees with Thurman’s advice. “Don’t apologize, but we’ve got to use that 25 percent of the Army budget as effectively and efficiently as we can.”
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
When the Navy announced plans to retire a system in August of 2018, not a lot of media outlets paid attention. Despite its failure to make headlines, the system that’s on the way out is actually one of the most important in the Navy. We’re talking, of course, about the Standard Automated Logistics Tool Set, or SALTS.
Developed in the space of just three weeks during the run-up to Operation Desert Storm, this system has been with the Navy for 27 years — and it makes sure that the personnel in the fight have what they need by rapidly moving data on required parts and available inventory to and from the battlefield electronically.
There is an old saying, “amateurs discuss tactics and strategy, while professionals talk logistics.” Think of it this way: How can the pilot of a F/A-18E Super Hornet be expected to blow an enemy MiG out of the sky if his radar doesn’t work? Yes, launching skilled pilots on the right mission at the right time is critically important, but nothing happens if the moving pieces aren’t in order. The fighters on a carrier, for instance, need spare parts to work (just like your car).
A F/A-18F Super Hornet assigned to Strike Fighter Squadron (VFA) 102 launches from the flight deck of the aircraft carrier USS Ronald Reagan (CVN 76). Such operations would not be possible without enough spare parts.
(U.S. Navy photo by Mass Communication Specialist 2nd Class Kenneth Abbate)
It’s not just the super-complex fighters. Even the M16 rifles and M4 carbines used by SEALs will need spare parts or replacement magazines (which are often ejected and left behind in firefights) — not to mention ammo. Then there are the many other needs of the Navy: Food for the sailors, fuel to keep ships and planes running, the list goes on and on.
These magazines loaded with ammo for M16 rifles and M4 carbines — something Marines and SEALs need in abundance.
(U.S. Navy photo by Mass Communication Specialist 2nd Class James R. Turner)
SALTS enabled sailors on the front to handle Military Standard Requisitioning and Issue Procedures (MILSTRIP) in minutes as opposed to weeks or days. It also could fix some mistakes in seconds. Not bad for a solution that was designed and implemented in three weeks.
The replenishment underway in this photo is one of many made possible by SALTS.
(U.S. Navy photo by Mass Communication Specialist 2nd Class William McCann)
SALTS, though, was running up against advancing computer technology and new cyber-security threats. There is a new system known as One Touch Support, or OTS, that will take over for SALTS. And yes, just like its predecessor, OTS isn’t likely to make headlines, but will play a crucial role for the Navy.
Military service members are all familiar with chaplains, the qualified religious leaders who serve troops and their families, but they are somehow still shrouded in mystery.
If you ever get the chance to talk to one, especially someone with a few deployments under their belt, you’ll start to get an appreciation for what they offer to troops (also, the more I talk to chaplains, the more combat ghost stories I hear…but I’ll just sort through that on my own time…).
Here are seven fascinating facts about chaplains:
U.S. Army chaplain Capt. Thomas Watson, left, and Spc. Timothy Gilbert arrive at Hunter Army Air Field in Savannah, Ga., Jan. 17, 2010 after returning from a nearly year-long deployment in Iraq.
(DoD photo by Tech. Sgt. Brian E. Christiansen, U.S. Air Force/Released)
1. Chaplains don’t fight in combat
Chaplains are in the military — but they do not fight in combat. Chaplains are non-combatants as defined by the Geneva Convention. Chaplains may not be deliberately or indiscriminately attacked and, unless their retention by the enemy is required to provide for the religious needs of prisoners of war, chaplains must not become POWs. And if they are captured, they must be repatriated at the earliest opportunity.
But that doesn’t mean chaplains have never seen combat…which leads us to…
U.S. Air Force Capt. Norman Jones, a chaplain with the 20th Fighter Wing, prays over a draped casket during a simulated ramp ceremony as part of Patriot Warrior 2014 at Fort McCoy, Wis., May 10, 2014.
(DoD photo by Master Sgt. Donald R. Allen, U.S. Air Force/Released)
2. Despite non-combatant status, many have been killed
419 American chaplains have died in the line of duty, including Confederate chaplains during the Civil War.
Father Emmeran Bliemel, a Catholic priest serving in the Confederate Army, became the first American chaplain to die on the field of battle. He was administering last rites to soldiers during the Battle of Jonesborough during the Civil War when he was killed in action by cannon fire.
In 2010, Army Chaplain Dale Goetz was killed in Afghanistan, becoming the first chaplain to die in combat since the Vietnam War.
3. Nine chaplains have been awarded the Medal of Honor
Nine chaplains have been awarded the Medal of Honor.
Four served during the Civil War, one served during World War II, one served during the Korean War, and three served during the Vietnam War.
U.S. Army Chaplain Maj. Carl Phillips, assigned to the U.S. Army Garrison Wiesbaden, leads worship with a hymn during the garrison’s Easter sunrise service, April 1, 2018, in Wiesbaden, Germany.
(U.S. Army photo by William B. King)
4. They represent 200+ denominations
Chaplains in the military represent more than 200 different denominations.
Denominations recognized by the Pentagon include many variations of the major religions of the world — including Christianity, Judaism, and Islam — but Chaplains provide care for people of all faiths.
U.S. Army Capt. Demetrius Walton, a chaplain with the 316th Expeditionary Sustainment Command, navigates a confidence course at Fort Dix, N.J., March 26, 2012.
(DoD photo by Sgt. Peter Berardi, U.S. Army/Released)
5. They hold rank, but not command
In the United States, service members have a constitutional right under the first amendment to engage in religious worship. While chaplains are commissioned officers and can obtain the rank of major general or rear admiral, they will never hold command.
Within the Nuremberg jail, Chaplains Henry Gerecke and Sixtus O’Connor created a 169-square-foot chapel and honored their duty to offer the nazis a chance to return from the darkness and into the light.
Chaplain Emil J. Kapaun moved from foxhole to foxhole under direct fire to provide aide and reassurance to soldiers fighting in the Battle of Unsan. He recovered wounded men and dragged them to safety or he dug trenches to shield them from enemy fire. He was captured and tortured by the Chinese, but even then he continued to resist and provide comfort to his fellow prisoners. He died in captivity on May 23, 1951.
Nearly 4 million veterans and caregivers who were granted privileges to shop at commissaries and exchanges Jan. 1 can finally enjoy access to online features, a Defense Commissary Agency (DeCA) news release said Friday.
However, the new patrons’ access to American Forces Travel (AFT), the official Morale, Welfare and Recreation travel site, is still spotty, according to the latest AFT Facebook post.
Purple Heart recipients, former prisoners of war, veterans with any service-connected disability, and caregivers registered with the VA’s Comprehensive Assistance for Family Caregivers program became eligible to shop at commissaries, exchanges and MWR facilities beginning Jan. 1.
Since then, these new shoppers have experienced issues, including not being able to bring guests on base and trouble accessing MyCommissary and AFT online portals.
DeCA officials said they had to work with Defense Manpower Data Center (DMDC), which is used to confirm shopping privileges, to let new patrons register their Commissary Rewards cards online to access coupons and to use, as available, the Click2Go curbside service.
“In the event a new shopper is still receiving an error message when trying to create an account, they should check with the [Department of Veterans Affairs] to ensure their information and privileges are correctly entered into the system,” DeCA system engineer Clayton Nobles said in a statement. “For those receiving a new Veterans Health Identification Card (VHIC), there may be a delay between when the veteran receives the card and when the system allows them access. This delay can take up to 30 days.”
Eligible veterans must have a VHIC to access bases for shopping or MWR use.
Customers who had access before Jan. 1, such as retired service members, Medal of Honor recipients and veterans with a service-related disability rating of 100%, are not affected.
Meanwhile, AFT is still updating its customer database of “millions of records.”
“We have sent examples to DMDC and they were able to see why some patrons are having issues,” AFT said on Facebook, the only place it is providing updates on the issue. “We will let you know when that resolve has been made and then ask you to try logging on again. Records are being updated every hour.”
But some veterans are getting tired of waiting.
“No luck today. Last week they said it would be fixed this week,” one Facebook user wrote. “The week before, it was going to be fixed last week. I sent a private message this afternoon and got an automated response to call the DMDC help desk at 1-800-727-3677. That number is for the Commissary. After 35 minutes, someone answered the phone and said they could not help me to get verified.”
“When you have a 60 meter rope, and you have to climb 120 meters…you are forced to climb to the end of your rope. From there, your team is hanging at the middle of the mountain deciding if you keep going up or back down.”
Soldiers training at the Chilean Mountain Warfare School quickly learn why it is one of the most respected climbing and survival schools anywhere. The rock climbing requires soldiers to make their own routes up cliff faces, day and night, and secure their own anchors with their climbing partners. For many of the soldiers, it is the toughest course they will ever complete.
Staff Sgt. Norberto Rodriguez, of the 10th Mountain Division’s Light Fighters School, spent five months training in the Chilean Andes alongside students from across central and South America. His experiences are unique as one of a very small number of American soldiers who have successfully completed this world-renowned mountain warfare and survival course.
“When you’re with another army for five months, you learn a lot. You learn how they work. It’s not the same as deploying with another army,” said Rodriguez.
Students at the Chilean Mountain Warfare School hike up a portion of the Chilean Andes during the winter portion of the course.
(Photo by Staff Sgt. John Doe)
While he is no stranger to the cold and snow, being stationed at Fort Drum, the winter conditions while training in the Andes were very different from the weather and geography of upstate New York. Rather than only see the obstacle, Rodriguez chose to see it as a challenge and an opportunity to better himself.
“The first time I put on a pair of skis, I took two steps and fell. Now I can ski with a weapon, no poles, and a full ruck sack while skiing down a mountain.”
Mountain warfare is not new as a discipline. At the United States Army Mountain Warfare School, they train soldiers from across the Army on how to fight effectively in mountainous areas of operation.
“Mountain warfare is an important discipline because it essentially adds another major plane of maneuver–the Z axis [for vertical infiltration]”, said Capt. Nathan Fry of the U.S. Army Mountain Warfare School in Vermont.
A student of the Chilean Mountain Warfare School stands in the snow during the winter portion of the course in the Chilean Andes mountains.
(Photo by Sgt. 1st Class Kelly Simon)
Fry further established that understanding how to use terrain effectively is a major mobility enabler, especially in the vertical terrain of rugged mountains.
“To be successful in operations such as this, mountain warfare units must have soldiers who understand how to live unplugged and off-the-grid…and know how to dress for wild temperature swings, travel light enough to gain thousands of vertical feet in a single day, procure water, and avoid hazards such as rock falls or avalanches,” Fry stated.
The Chilean Mountain Warfare School uses its proximity to the Andes to its advantage when training students. Many of the students that graduate find careers in mountain rescue and specialized mountain infantry units.
As an infantryman, Rodriguez has experienced many patrols, both in training and while deployed. Whether dismounted or from a vehicle, many soldiers are often able to rely on support or resupply if it is needed during a mission. Mountain warfare units do not have readily available resupply options.
Staff Sgt. Norberto Rodriguez checks the harness on his pack mule before heading out for training at the Chilean Mountain Warfare Course.
(Photo by Staff Sgt. John Doe)
“If you finish your water, you have to know how to search for more. And if you finish your food, you have to know how to hunt for it. That’s just one of the things that you learn quick. This is mountain warfare. It’s just different. It’s its own animal,” Rodriguez said.
The five-month course challenged Rodriguez every day. Across two seasons he trained on hand-to-hand combat and is now qualified in mountain survival and ski-borne tactical operations. He learned to work with pack mules in mountainous terrain in day and night operations, and became an experienced rock and ice climber.
The harsh terrain of the Chilean Andes provides a majestic and challenging backdrop for the students of the Chilean Mountain Warfare School.
(Photo by Staff Sgt. John Doe)
“I’ve always loved the outdoors. As an infantryman, you’re doing something wrong if you don’t. But before I went to the Chilean Mountain Warfare School, I wasn’t a rock climber. I wasn’t a skier. None of those things. Those are skills they gave me,” Rodriguez said.
Rodriguez looks forward to sharing his new skills with his future soldiers, and shared that wherever the Army sends him, he knows he has faced larger obstacles before.
While marching back and forth on a hot Kentucky asphalt parade field in the spring of 1967, musical lyrics began to dance around inside John Fogerty’s head —
“It’s been an awful long time since I been home …”
What he recently described as a kind of transcendental meditation, or delirium, would sweep over him during those long hours marching at Fort Knox, a delirium that afforded him time to think about his life, and his dreams —
“But you won’t catch me goin’ back down there alone …”
More than 50 years later, Fogerty is celebrating a half-century of powerful rock music he has created, music that critics often agree helped shape the mindset of many young men and women during and after the Vietnam War era. Before there was Credence Clearwater Revival, however, there was a 20-year-old man trying to make his way on a very different path.
Quite possibly his only military photo, rocker John Fogerty poses in his Army uniform in 1967 prior to becoming a supply clerk.
(U.S. Army photo courtesy of Melissa DragichCordero)
“I was internationally unknown back then,” said Fogerty earlier this month, during a short break in his “John Fogerty: My 50-Year Trip” North American tour, including a stop in Louisville Sept. 20 to perform in the Kentucky Fair and Expo Center at Bourbon Beyond 2019.
As a war in Vietnam was beginning to ramp up in 1966, Fogerty walked into a recruiter’s office around the same time his draft number came up. Whether as a draftee or volunteer, he expected that he would be joining the military. When he left the recruiter’s office, he signed on with the U.S. Army Reserve as a supply clerk.
“I was on active duty for six months, but I was in the Reserves between 1966 and 1968,” said Fogerty.
Soon after enlisting, he went through basic training at Fort Bragg, North Carolina.
Between his time at Fort Bragg and advanced individual training at the Quartermaster School in Fort Lee, Virginia, he found himself stationed at Fort Knox.
“It was pretty intense because this was right at the height of the Vietnam War,” said Fogerty. “Every young man’s clock was running pretty fast.”
As he talked about his time at Fort Knox, memories bubbled up to the surface.
“At various times, we had a kind of special guard duty for 24 hours straight,” said Fogerty. “We had to polish all our brass and our boots were highly spit-shined. Your uniform had to be perfect. We went to a different place where we were on for two hours and then off for about eight.”
He said one particular guard duty shift left a mark on him.
“After I had been there only about five or 10 minutes, I had just walked in, there were two or three guys crowded around this one wall. They were looking at Elvis Presley’s signature — It said, ‘Elvis Presley ’58,'” said Fogerty. “I wish I’d had a camera. Back in those days, we didn’t have phones with cameras in them.”
While on tour with Credence Clearwater Revival sometime between 1968 and 1972, John Fogerty wows the crowds at a concert.
(Baron Wolman photo courtesy of Melissa DragichCordero)
He remembered another time when he decided against going into Louisville on a weekend pass. That same weekend was Kentucky Derby weekend, and he gave a friend of his money to place a bet on a horse in the race — a horse named Damascus.
“I had given my friend but I was always conservative, so I wanted him to make the safest bet, which was for the horse to come in third,” said Fogerty.
Damascus did come in third, but Fogerty didn’t receive any prize money.
“He had bet on that horse to win,” said Fogerty, laughing.
Fogerty shares the Fort Knox alumni stage with another musical great — 1950s rocker Buddy Knox. While stationed at the installation in 1957, Knox was sent to the Ed Sullivan Show to perform two of his big hits at that time.
Fogerty remembered watching that show.
“I saw him on TV wearing his military uniform. He had a heck of a year in ’57. He was part of three different singles that each sold a million,” said Fogerty. “He was with a guy named Jimmy Bowen. On Jimmy Bowen’s record it reads, ‘Jimmy Bowen and the Rhythm Orchids,’ and you assume that was some backing band.
“Well, on Buddy Knox’s record, it reads, ‘Buddy Knox and the Rhythm Orchids,’ and that meant the other person was Jimmy Bowen. [Buddy Knox] had one of the biggest careers of anybody, all in that year.”
While music has played a big role throughout Fogerty’s life, he said no matter how far he travels to perform for others, he is never far away from his military identity.
“Sometimes it shows up in ways you can identify, and you’re really proud of that, especially personal discipline,” said Fogerty. “At other times, it’s just part of what makes you you. I think almost anybody who’s been in the military realizes that there’s a certain amount of maturity you have. You can’t help it; you either shape up or ship out — most of us choose to shape up.”
John Fogerty takes a break to wipe down his guitar. He attributes his brief military service with teaching him about discipline and teamwork as well as influencing some of the music he has written over the past 50 years.
His military experience is not one he shies away from admitting.
“Life is what it is so you can’t change it, but I certainly am proud of that time,” said Fogerty. “There’s a lot of insight that you learn about getting along with people and what is the mindset inside the military, and I’m not talking about people who make policy. I mean grunts like who I was who are cogs in the wheel.
“You really do learn how to discipline yourself and be part of a team that helps make things flow because that’s part of your job.”
Fogerty said his military identity also comes out from time to time in his songs. While the most famous of these is the hit “Fortunate Son,” there are others.
“I have a song called ‘Wrote a Song for Everyone.’ It’s a bit mysterious, but it comes from a guy who went through the military at a very emotional and volatile time in history,” said Fogerty. “And a lot of the songs that talk about, or are reflective of my personality — taking note of class structure or the inequality of the way society works — certainly, those are references to my time in the military.”
Some of the songs have a more direct tie to his military background —
“They came and took my dad away to serve some time, but it was me that paid the debt he left behind …”
A lesser-known hit penned by the man Rolling Stones magazine named the 40th Greatest Guitarist and 72nd Greatest Singer of all time, “Porterville” became the first song the Golliwogs released after they changed their name to Credence Clearwater Revival.
The song was conceived in the heat of central Kentucky, according to Fogerty, forged by a young soldier marching for countless hours on a 1-mile square asphalt parade field, dreaming of someday becoming a rock star.
Navy Lt. Cmdr. Edward H. “Butch” O’Hare was a pioneer of Navy aviation, establishing the Navy’s first night fighter squadron, earning a Medal of Honor and ace-in-a-day status, and probably saving American carrier USS Lexington before his tragic death during a night battle in November, 1943.
The senior Edward O’Hare was murdered by the Al Capone gang while driving home.
O’Hare was the son of a St. Louis, Missouri, businessman with ties to Al Capone’s gang. His father put in a good word to get the younger O’Hare into the U.S. Naval Academy, which led to his being trained as an aviator.
During his training, his father turned against Capone after the events of the Valentine’s Day Massacre and passed financial documents to the IRS. Capone was eventually convicted, but put a hit out on O’Hare’s father. Then-Ensign O’Hare took a break from training to attend his father’s funeral, but went on to earn his wings 18 months before the Pearl Harbor attacks. He earned a reputation as a skilled aviator before America entered World War II.
Edward O’Hare as a pilot during World War II as a lieutenant. He rose to the rank of lieutenant commander and helped create night aviation procedures for the Navy before his death during the war.
His first engagement came near the Pacific island of Rabaul while his wing was temporarily assigned to the USS Lexington. A patrolling submarine spotted waves of Japanese “Betty” bombers heading for the Lexington’s task force on February 20, 1942. Fighters took to the air, and O’Hare and his wingman were the last pair to get airborne.
While the first fighters to take off dealt with the first wave of bombers, a second wave closed in and the O’Hare pair were the only fighters in position to attack. They did a quick test fire of their weapons. O’Hare had four working guns, but his wingman couldn’t fire.
And so O’hare was left facing either eight or nine attacking bombers — accounts differ — with only his F4F Wildcat protecting the carrier. He had just a few minutes to interrupt the enemy attack.
The USS Lexington was America’s second carrier and a legend in World War II. But it likely would have been destroyed early in the war if it weren’t for Lt. Cmdr. Edward H. O’Hare.
O’Hare zipped into position and focused his first attack on two bombers trailing on the right side of the enemy formation, downing both with quick, accurate bursts from his four .50-cal. Browning machine guns against their engines and fuel tanks. By the time he had downed the second bomber, he had overtaken the formation so he wheeled back around and came up the left side.
This time, he hit the rearmost plane with shots to the starboard engine that sent it wheeling toward the sea. O’Hare attacked again, slaughtering a fourth plane and crew with shots through the left wing and cockpit.
It had been only moments, and approximately half of the enemy formation had hit the water or was on its way. But that still left about four bombers heading to Lady Lex. So, O’Hare went in for a third attack pass as the fight drew into range of the Lex’s guns.
He sent a burst into the trail plane and then sent more rounds at the lead plane of the formation, knocking one of its engines off.
The kills had come so fast and furious that officers on the Lexington would later report seeing three fireballs heading for the ocean at once.
Between O’Hare and shipboard gunners, only two of the Japanese “Bettys” were still alive to drop their bombs, and none of the bombs managed to damage the carrier at all. O’Hare would claim six kills from the engagement, but he would only get credited with five. Either way, that took him from zero kills to fighter ace in a single engagement. This made him the Navy’s second fighter ace and its first ace-in-a-day as the service’s air arm was young and relatively small in World War I.
F6F Hellcats were strong successors to the F4F Wildcat and they allowed naval pilots to become more lethal against Japanese forces.
But that couldn’t keep O’Hare engaged, and he returned to combat in 1943, this time flying the Wildcat’s stronger successor, the F6F Hellcat. In just a few months during the latter half of 1943, O’Hare earned two Distinguished Flying Crosses, one for an attack on Japanese forces on Marcus Island where he and his flight destroyed all aircraft on the ground and approximately 80 percent of ground installations, and another for an attack against Wake Island installations where the flight downed three enemies in the air and destroyed planes and installations on the ground.
But the American forces were vulnerable deep in the Pacific, and O’Hare was tasked with finding a way to stop Japanese dusk attacks had allowed damage to the USS Independence. His proposal to create three-plane teams with two Hellcats and a radar-equipped Avenger was quickly adopted. The carriers would detect enemy planes first and vector the fighter in until the Avenger could detect the targets.
In this 1951 photo, the plane closest to the camera is an Avenger, the plane that O’Hare paired with F6F Hellcats in order to make them more effective at dusk and in the early night. The rest of the planes on the deck are F8F Bearcats, successors to the Hellcat.
Right as the Hellcats returned to the Avenger, though, a Japanese plane slipped in behind them and sent a burst through O’Hare’s plane. The tail gunner in the Avenger downed the attacker, but O’Hare and his plane slipped away into the dark and crashed into the water.
Sgt. Bowe Bergdahl received his sentence after pleading guilty to charges stemming from his 2009 capture by the Taliban. While he is receiving no prison time, he has been given a dishonorable discharge.
However, the dishonorable discharge is actually going to follow Bergdahl for the rest of his life. It is such a severe consequence that it can only be imposed by a general court martial, and even then, only after conviction for certain crimes.
According to Lawyers.com, this discharge wipes out any and all military and veteran benefits for Bergdahl. That means no access to the GI Bill for further education, no VA home loans, no VA medical benefits. Bergdahl gets none of these benefits.
In addition, according to 18 USC 922(g), Bergdahl is now prohibited from owning any sort of firearm or ammunition. Even one pistol round could land him 10 years in the federal slammer (see 18 USC 924).
In addition, GettingHired.com notes that a dishonorable discharge is entered into law-enforcement databases. Furthermore, that site pointed out that Bergdahl will probably face “significant problems securing employment in civilian society.”
In short, Bowe Bergdahl may be a free man in that he is serving no prison time, but he has lost out on a lot of benefits, has lost his Second Amendment rights, and will be facing strong public backlash for the rest of his life.
Despite his small size, Audie Murphy proved to be a phenomenal soldier. In 1944, after witnessing the death of a friend during Operation Dragoon, he charged a group of German soldiers, took over their machine guns and other weapons, and proceeded to take out the other enemy soldiers within range using captured artillery.
He was awarded a Distinguished Service Cross for his actions that day, the first of many medals.
Audie Murphy rose through the ranks and was a captain when he was pulled out of the war in 1945. All in all, he earned 33 awards and decorations for his exemplary service during World War II. He was just 20 years old at the time and, as one movie critic later put it, knew more of death than he did of life.