Veteran-led dig of Revolutionary War battlefield seeks to shed light on history, empower disabled vets
The project, which was organized by the American Veterans Archaeological Recovery (AVAR), took place over the course of four weeks and ended in February.
Fourteen veterans came to Kershaw County in South Carolina to excavate where the Battle of Camden was fought in August 1780, but they weren't just looking for musket balls.
AVAR founder Stephen Humphreys told Fox News Digital that the archaeologists-in-training were using GPS receivers to collect spatial data in order to learn more about the battle, which was considered a devastating loss for the colonial forces.
"A lot of Americans haven't heard about it… but it's an extremely significant battle for the South in particular and for the North as well," the expert explained. "One of the big research questions is, you know, how much the American militia really fight, because the American militia really catch the brunt of the blame for losing the battle."
Part of the mission was to improve historical understanding of the conflict by gathering enough data to generate a heat map of the battle's movements.
"The American militia textual sources indicate that they break almost immediately… and so we wanted to see, 'archaeologically, is that true?'" Humphreys explained. "So we're working in those areas to see how much American fire is there over here. How much did the American militia actually engage before they retreated?"
Looking for old artifacts may sound more straightforward than what the AVAR archaeologists are doing, but Humphreys emphasized that collecting spatial data helps shed more light on the movements of the battle.
"[We're] using intensive metal detector survey to plot exactly where the different forces were during the battle, what the movements were," he described. "We're getting spatial data for every musket ball that's found on the site, plotting that on a giant GIS [geographic information system] map. And that allows us to see, ideally, where some of these units were on the day of the battle and where they weren't."
"And what you end up with is basically a heat map that shows patterns on the battlefield, and we use that to evaluate where the troops were firing from, where they were firing at," Humphreys added.
Humphreys, a U.S. Air Force veteran who deployed during Operation Iraqi Freedom and Operation Enduring Freedom, holds a Ph.D. in archaeology from Durham University. He has participated in digs across the world, ranging from Israel to Sicily to the U.K.
Humphreys founded AVAR in 2016 to give veterans a chance to become archaeologists. Many of his students bring unique traits to the field, and Humphreys noted that a good portion of AVAR's veterans are disabled.
"They're willing to put in the extra work… they have a profound appreciation for those sites as hallowed ground."
"While most of our veterans do have various disabilities, we really focus on the strengths that they bring to the field," Humphreys said. "And we leverage those, which is why we focus so much on conflict sites. We really do find that military veterans bring a unique understanding and a unique respect for those sites."
The AVAR founder also said that working on-site can help reduce symptoms of stress, anxiety and depression for disabled veterans — but the main focus of AVAR is to get them jobs.
"They bring excellence and teamwork," Humphreys said of his veterans. "They can bond together really, really quickly. They understand how to get the work done. The veteran work ethic really is unsurpassed in this field."
"Our vets do work harder than most of the other people out there, and they are in demand for that," he added. "And they're willing to put in the extra work, go the extra mile to find every artifact that might relate to that person and tell that personal story."
Humphreys also described the American Revolution site as being "special," and noted that veterans often feel an attachment to such areas.
"They have a profound appreciation for those sites as hallowed ground," he said. "You walk out there, you feel the wind blowing through the pine trees that are there now, and it's just got a presence to it."
The excavation's partner organizations also included the American Battlefield Trust, the Historic Camden Foundation, the South Carolina American Revolution Trust and the South Carolina Institute for Archaeology and Anthropology.
American Battlefield Trust President David Duncan told Fox News Digital that it was an honor to be part of the excavation.
"AVAR's mission demonstrates multiple ways in which preserved battlefields remain impactful: as a means for us to deepen our understanding of the past through tangible exploration and as a venue for the betterment of the mental and physical well-being of veterans," Duncan said.
"We were honored to bring this immensely impactful program to Trust-owned land and be a part of this meaningful program."
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Fox News
an hour ago
- Fox News
Prince William and Prince George to be separated by ‘morbid rule' for monarchy's protection: experts
Prince George recently turned 12 years old, and according to royal experts, one "morbid rule" is now expected to go into effect. Royal protocol advises that George will no longer be allowed to fly with his father, Prince William. Heirs are required to fly separately to preserve the line of succession should an accident occur while they are traveling. William, 43, is heir to the throne. "The Prince and Princess of Wales and their children are the future of the royal family," royal expert Richard Fitzwilliams told Fox News Digital. "Accidents do happen, and this seems like a sensible precaution which ought to be observed, as it was with King Charles and William during Queen Elizabeth's reign." "There are reports that the king and William, who is a pilot, disagree over this," Fitzwilliams shared. "But it should be necessary to point out that Harry is fifth in line to the throne... and only four working royals are under 70… The need for Prince George as second in line to the throne to fly separately from his father surely makes sense." Fox News Digital reached out to Kensington Palace for comment. WATCH: PRINCE WILLIAM ADAMANT ABOUT GIVING HIS CHILDREN A NORMAL LIFE: AUTHOR The king's former pilot, Graham Laurie, previously confirmed on "A Right Royal Podcast" that he initially flew Charles, William, Harry and Princess Diana together, but that changed when William turned 12, Us Weekly reported. "After that, he had to have a separate aircraft, and we could only fly all four together when they were young with the written permission of Her Majesty," said Laurie, as quoted by the outlet. "When William became 12, he would fly normally in a 125 from Northolt, and we would fly the 146 out with the other three on." British broadcaster and photographer Helena Chard claimed to Fox News Digital that the king had made it known that he expected George to travel separately from his father. She noted that father and son will have to "adjust to the change." "Traditional royal travel protocol expects a future heir to travel separately from their father, especially when 12 years old," Chard explained. "Direct heirs should not fly together. Previous generations left children at home with governesses when traveling. This, however, caused a lot of upset for the children. King Charles can vouch for this; he desperately missed his parents when they were away on tour." Still, Chard said that it's likely George and William will ease into the change. "This important matter is being debated as it could impact the future of the monarchy," she claimed. "Travel arrangements for the heir to the throne are important at any age. And the Wales family have always traveled together… There are many rules, expectations and traditions that the royal family is expected to follow." British royals expert Hilary Fordwich pointed out to Fox News Digital that the rule isn't set in stone. However, she noted that it's a travel protocol that monarchs have taken seriously over the years. "Rules, such as not traveling by plane or car together, now that Prince George is 12, are unwritten but a tradition," she explained. "This ensures that the next in line and heir are not lost. It has, on occasion, been relaxed or bent. Now, with the king's health issues, combined with his advanced age, it is considered extremely important to ensure Prince George's safety." "Prince William and Princess Catherine are adhering to many rules, especially those protecting the succession," Fordwich shared. "But to a certain extent, they've reinterpreted other rules, relaxing or even disregarding others, in an admirable attempt to become a more relatable modern family. Every royal generation has likewise updated traditions, thereby remaining relevant." "The restrictions on William and George flying together are a decades-long edict to ensure continuity should one die in a travel accident," added royal expert Ian Pelham Turner. "Whether this will change or be challenged by William in the future and break decades of tradition is not known," he said. "But these days, with the royal family, that is not uncommon." Royal author Robert Jobson previously wrote in his biography, "Catherine, the Princess of Wales," that the king "raised concerns" with William over his helicopter use with his wife, Kate Middleton, and their three children. William had expressed a strong desire to fly with his entire family. Not only did this reportedly spark a tense disagreement, but the king presented William, an experienced pilot, with "a formal document acknowledging the risks involved and taking full responsibility for his actions." A spokesperson for Kensington Palace, which handles the offices of the Prince and Princess of Wales, didn't immediately respond to Fox News Digital's request for comment. A spokesperson for Buckingham Palace declined to comment. "There have been several royals who have perished in plane crashes," Fordwich previously explained to Fox News Digital. "As a result, Queen Elizabeth II was particularly sensitive regarding who could and would be permitted to fly together. Rules were put in place years ago regarding the prohibition of royal heirs from flying together." "Much of the royal protocol was insisted upon by the late Queen Elizabeth II," Chard pointed out. Still, the Prince and Princess of Wales aren't afraid to bend the rules on occasion, she said. "[In the past], Prince George would have endured certain rites of passage," Chard explained. "However, the Prince and Princess of Wales do not agree with some of the old-fashioned traditions, such as the 'blooding ritual,' especially when these traditions are not etched in stone. This makes perfect sense as some expectations, especially trivial and old-fashioned etiquette, are no longer relevant in today's modern world." "A few traditions that the Prince and Princess of Wales have broken tend to be fashion-related. I imagine not complying with some of the protocol is a much-welcomed shift." "The royals are far more touchy-feely these days, selfies are occasionally permitted, especially by William," said Fitzwilliams. "The king is a hugger, and William and Catherine communicate by video. The succession to the throne is pivotal to the future of the monarchy, and the deep rift in the royal family underlines its importance. [Still], George should not fly in the same aircraft as his father." Christopher Andersen, author of "The King," previously told Fox News Digital that once George turned 12, he and his father would mark the beginning of a lifestyle change after the "morbid rule" kicks in. "Starting at age 12, heirs to the throne are required to take air trips separately to preserve the line of succession should an accident occur," said Andersen at the time. "When William turned 12, he began flying in a separate royal jet apart from his father and brother Harry," he shared. "It's a morbid rule, but then again, when they turn 16, all senior royals are also asked to help plan their own funerals."
Yahoo
4 hours ago
- Yahoo
NTSB finds Army chopper in fatal midair crash was above altitude limit
Investigators probing the January midair collision of a passenger plane and an Army helicopter over Washington that killed 67 people found the chopper was flying higher than it should have been and the altitude readings were inaccurate. The details came out of the first day of National Transportation Safety Board hearings in Washington, where investigators aim to uncover insights into what caused the crash between the American Airlines plane from Wichita, Kansas, and the Black Hawk helicopter over Ronald Reagan National Airport. The board opened the three days of hearings by showing an animation and playing audio and video from the night of the collision, as well as questioning witnesses and investigators about how the Federal Aviation Administration and the Army may have contributed to nation's deadliest plane crash since November 2001. It's likely too early for the board to identify what caused the crash. The January incident was the first in a string of crashes and near misses this year that have alarmed officials and the traveling public, despite statistics that still show flying remains the safest form of transportation. Animation, altimeter discrepancy The hearing opened Wednesday with a video animation showing where the helicopter and airliner were leading up to the collision. It showed how the helicopter flew above the 200 feet (61 meters) altitude limit on the helicopter route along the Potomac River before colliding with the plane. Investigators said Wednesday the flight data recorder showed the helicopter was actually 80 feet to 100 feet (24 to 30 meters) higher than the barometric altimeter the pilots relied upon showed they were flying. So the NTSB conducted tests on three other helicopters from the same unit in a flight over the same area and found similar discrepancies in their altimeters. Dan Cooper with Sikorsky helicopters said that when the Black Hawk helicopter involved in the crash was designed in the 1970s, it used a style of altimeter that was common at the time. Newer helicopters have air data computers that didn't exist back then that help provide more accurate altitude readings. Chief Warrant Officer Kylene Lewis told the board that she wouldn't find an 80 to 100 foot discrepancy between the different altimeters on a helicopter alarming because at lower altitudes she would be relying more on the radar altimeter than the barometric altimeter. Below 500 feet (152 meters), Lewis said she would be checking both instruments and cross referencing them. DC helicopter route permanently closed after fatal Black Hawk crash She said as long as an altimeter registers an altitude within 70 feet of the published altitude before takeoff the altimeter is considered accurate under the checklists. Army officials said a discrepancy of 70 to 100 feet (21 to 30 meters) between the Black Hawk's altimeters is within the acceptable range because pilots are expected to maintain their altitude plus or minus 100 feet. The greater concern is that the FAA approved routes around Reagan airport that included such small separation distances between helicopters and planes when planes are landing. 'The fact that we have less than 500 foot separation is a concern for me,' the Army's Scott Rosengren said. But Rosengren said that 'if he was king for a day' he would immediately retire all the older Black Hawk models like the one involved in this crash and replace them with newer versions of the helicopters. Previously, NTSB Chairwoman Jennifer Homendy highlighted that the published helicopter routes around Washington D.C. would allow planes and helicopters to routinely come within 75 feet of each other during landing. Army officials said Wednesday that the flight manual for these older Black Hawks doesn't highlight the discrepancies in altimeters that has been documented previously, but typical flight separations are at least 500 feet (152 meters) around airports. Previously disclosed air traffic control audio had the helicopter pilot telling the controller twice that they saw the airplane and would avoid it. The animation ended with surveillance video showing the helicopter colliding with the plane in a fiery crash. Investigations have already shown the FAA failed to recognize a troubling history of 85 near misses around Reagan airport in the years before the collision, and that the Army's helicopters routinely flew around the nation's capitol with a key piece of locating equipment, known as ADS-B Out, turned off. Aviation attorney Bob Clifford, who is working to file one of the first lawsuits against the government next month, said he hopes NTSB will look beyond the immediate factors that caused this crash to highlight the bigger ongoing concerns in the crowded Washington airspace. Proposed changes Even though the final NTSB report won't be released until sometime next year, U.S. Sen. Ted Cruz introduced legislation Tuesday to require all aircraft operators to use both forms of ADS-B, or Automatic Dependent Surveillance Broadcast, the technology to broadcast aircraft location data to other planes and air traffic controllers. Most aircraft today are equipped with ADS-B Out equipment but the airlines would have to add the more comprehensive ADS-B In technology to their planes. 'There cannot be a double standard in aviation safety,' Cruz said. 'We should not tolerate special exceptions for military training flights, operating in congested air space.' The legislation would revoke an exemption on ADS-B transmission requests for Department of Defense aircrafts. It also would require the FAA to evaluate helicopter routes near airports and require the Army Inspector General to review the Army's aviation safety practices. Homendy said her agency has been recommending that move for decades after several other crashes. Transportation Secretary Sean Duffy said that while he'd like to discuss 'a few tweaks,' the legislation is 'the right approach.' He also suggested that the previous administration 'was asleep at the wheel' amid dozens of near-misses in the airspace around Washington's airspace. 'Fact-finding proceeding' Homendy said the hearings over the next few days will be a 'fact-finding proceeding.' The NTSB will also post thousands of pages of evidence from the crash investigation online. FAA Administrator Bryan Bedford said that he expects 'we're going to have some very uncomfortable conversations over the next two and a half days' but that 'they need to be had in the clear light of day – and simply put the best interest of the traveling public ahead of any of our personal interests, perhaps.' The hearings in Washington involve NTSB board members, investigators and witnesses for organizations involved in the crash. Federal officials have also raised concerns over the nation's outdated and understaffed air traffic control system. During January's mid-air crash above Washington, one controller was handing both commercial airline and helicopter traffic at the busy airport. Associated Press writers Leah Askarinam, Ben Finley and Rio Yamat contributed to this story.
Wall Street Journal
6 hours ago
- Wall Street Journal
Why So Many People Get Financial Advice That Is Wrong for Them
The typical American consumes about 10 pounds of chocolate a year. That's a lot of chocolate. But averages can be misleading. Around 10% of Americans don't like chocolate at all.
