Walk into any military hospital, and you can usually get away with calling any of the medical personnel “Doc” if you’re unfamiliar with the individual military branches’ rank structure.
It happens all the time.
But bump into any Navy hospital corpsman and refer to him as a “medic,” and you’re going to get the stink-eye followed by a short and stern correction like, “I’m not a medic, I’m a corpsman.”
The fact is, both Army medics and Navy corpsmen provide the same service and deliver the best patient care they can muster. To the untrained civilian eye — and even to some in the military — there’s no difference between two jobs. But there is.
We’re here to set the record straight. So check out these five things that separate Army medics and Navy corpsmen.
1. They’re from different branches
The biggest difference is the history and pride the individual branch has. Let’s be clear, it’s a significant and ongoing rivalry — but in the end, we all know they’re on the same team.
2. M.O.S. / Rate
Combat Medic Specialists hold the MOS (military occupational specialty) of 68 Whiskey — these guys and gals are well trained. They also have 18 Delta — designated for the special forces community.
A Hospital Corpsman holds a rate of “0000” or “quad zero” after graduating “A” school. They then can go on to a “C” school to receive more specialized training like “8404” Field Medical Service Technician, where the sailor will usually find him or herself stationed with the Marines.
Both jobs are crucial on the battlefield.
The Combat Medic Badge is awarded to any member of the Army Medical Department at the rank of Colonel or below who provided medical care to troops under fire.
The “Caduceus” is the Navy Corpsman rating insignia.
Both symbols feature two snakes winding around a winged staff.
Hospital corpsmen deploy on ships, as individual augmentees, and as support for Marines on combat operations.
5. Advance Training
Although both jobs take some serious training to earn their respected titles, the Navy takes double duty as many enlisted corpsmen become IDCs, or Independent Duty Corpsmen.
Considered the equal of a Physician’s Assistant in the civilian world (but their military credentials don’t carry over), IDCs in most cases are the primary caregiver while a ship is underway, or a unit is deployed. After becoming an IDC, the sailor is qualified to write prescriptions, conduct specific medical procedures, and treat many ailments during sick call.
If you’re interested in learning more about becoming an Army medic or Navy Corpsman — contact a local recruiter today.
Can you think of any other differences between Corpsmen and Medics? Comment below.
Turkey unveiled a full-scale mock-up of a new indigenous stealth-fighter concept on June 17, 2019, at the 2019 Paris Air Show.
The unveiling of the new TF-X, which is expected to be Turkey’s first homegrown fifth-generation fighter, comes as the US prepares to kick its ally out of the F-35 program in response to the country’s planned purchase of the Russian S-400 surface-to-air missile system.
“Our machine is a mock-up, but in 2023 there will be a real machine, and first flight is in 2025, and [it will be in] service in 2028,” Temel Kotil, the president and CEO of Turkish Aerospace Industries Inc. (TAI), the company behind the model and new fighter concept, revealed at the event, Defense News reported.
The TF-X program was launched to replace the Turkish Air Force’s aging fleet of F-16s. The fighter was intended to be interoperable with other Turkish Air Force assets, including the F-35, TAI said on its company website.
The mock-up TAI showed off at the air show is the twin-engine version, one of three different variations the company has explored in recent years, The War Zone reported, adding that the aircraft shares design similarities with the Lockheed Martin F-22 and F-35.
A promotional video highlighted some of the potential capabilities of the new TF-X. For example, the aircraft is said to be capable of flying at Mach 2 and have a combat radius of roughly 600 nautical miles. Kotil told reporters that it would be able to carry the Meteor beyond-visual-range air-to-air missile in the internal weapons bay.
TAI is involved in the fuselage production for the F-35, which gives it the knowledge and skills necessary to develop a homegrown fifth-generation fighter, the company said. “Hopefully, this will be also a good fighter for NATO and the NATO allies,” Kotil said, according to Defense News.
This aerospace program may be taking on new urgency as the US takes steps to remove its NATO ally from the F-35 program, a direct response to Ankara’s unwavering decision to purchase the S-400 despite US objections.
“Turkey’s procurement of the S-400 will hinder your nation’s ability to enhance or maintain cooperation with the United States and within NATO,” Patrick Shanahan, the acting Pentagon chief, recently wrote in a letter to Turkish Defense Minister Hulusi Akar, CNN reported.
The US has said the F-35 and S-400 are incompatible because the latter could be used to collect intelligence on the US fighter. The US has given Turkey until July 31, 2019, to reach an agreement.
If Turkey fails to do so, the US will block its ally from purchasing the F-35 and permanently halt the training of Turkish pilots on the advanced fighter. The training program has already been suspended.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The Navy’s first newly built Ship-to-Shore Connector maritime warfare craft launched on the water in early 2018, paving the way for stepped up production and introducing a new era in modern amphibious warfare for the Marines.
Naval Sea Systems Command recently awarded a deal to Ship-to-Shore connector-maker Textron to acquire long-lead early procurement materials for the new fleet of watercraft. The new SSC mobile amphibious connectors are able to transport larger armored vehicles, such as an Abrams tank, from amphibious assault ships to combat ashore.
The new SSCs are designed to replace the existing fleet of Landing Craft Air Cushions (LCAC) able to move Marines, weapons and supplies from ship to shore for amphibious operations. The connectors will integrate emerging computer technology able to reduce the needed crew size and perform more functions independently.
The upgraded amphibious ship-to-shore craft includes lighter weight composite materials, Increased payload capacity, modernized engines, and computer automated flight controls, Textron Systems Vice President of Marine Systems Scott Allen told Warrior Maven in an interview in early 2018.
The SSC’s new Rolls Royce engines will have more horsepower and specialized aluminum to help prevent corrosion. The lighter weight be enable a better lift capacity, allowing the craft to transport up to 74-tons — enough to transport heavy armored vehicles from ship to shore for an amphibious assault, Allen said.
Textron Ship-to-Shore Connector.
The Navy’s 72 existing LCACs, in service since the 80s, can only transport up to 60-tons, reach speeds of 36-knots and travel ranges up to 200 nautical miles from amphibious vehicles, Navy officials explained.
Textron engineers also say the SSC is built with digital flight controls and computer automation to replace the traditional yoke and pedals used by current connectors. As a result, on-board computers will quickly calculate relevant details such as wind speed and navigational information, they explained.
The new SSC’s have also moved to a lower frequency for ship electronics, moving from 400 Hertz down to 60 Hertz in order to better synchronize ship systems with Navy common standards, Textron developers explained. Along with these properties, the new craft reduces the number of gear boxes from eight to two.
With some of the existing fleet of LCACs approaching 30-years of service, the Navy needs to begin replacing them with new ones, service officials have told Warrior Maven.
The new Rolls Royce engine is the same one currently used in an MV-22 Osprey tilt-rotor aircraft, Textron developers said. The new SSCs also increases the strength of the deck and improve the propellers when compared with existing LCACs.
An amphibious assault vehicle assigned to 3rd Battalion, 3rd Marine Regiment, embarks the well deck of the amphibious transport dock ship USS Green Bay (LPD 20).
(U.S. Navy photo by Mass Communication Specialist 1st Class Chris Williamson)
LCACs can access over 70-percent of the shoreline across the world, something the new SSCs will be able to do as well, service officials said.
Designed with over-the-horizon high-speed and maneuverability, LCACs are able to travel long distances and land on rocky terrain — even driving right up onto the shore.
In order to bridge the gap from existing LCACs to the new SSCs, the Navy implemented a special service life extension program for the LCACs — many of which are now approaching three decades of service.
The LCACs were re-engined with new engines, given new rotating machinery, new command and control systems, new skirts and fixes to corrosion issues. The effort is designed to put another 10 years of life back into the LCAC, Navy officials described.
The idea with the service life extension is to bridge the time-lapse or gap until the new SSCs are ready to enter the force in larger numbers, senior Navy officials explained.
Some of the enhancements being engineered into the SSCs are designed to address the changing threat landscape in a modern environment, a scenario that is expected to change how amphibious operations will be conducted in the future.
Since potential adversaries now have longer-range weapons, better sensors and targeting technologies and computers with faster processing speeds, amphibious forces approaching the shore may need to disperse in order to make it harder for enemy forces to target them. This phenomenon, wherein potential adversaries have advanced weaponry designed to make it harder for U.S. forces to operate in certain areas such as closer to the shore, is described by Pentagon analysts as “anti-access/area-denial.”
This article originally appeared on Warrior Maven. Follow @warriormaven1 on Twitter.
Eugene Taylor remembers how eager enlisted airmen like him were to fly.
Taylor, who enlisted in 1968 and deployed to Vietnam, first worked as an avionics technician. Nearly a decade later, Taylor, a tech sergeant, became a T-37 and T-38 flight simulator instructor with the 71st Flying Training Wing at Vance Air Force Base, Oklahoma. He became so adept that he was occasionally given the chance to fly the T-38, with permission from the pilot, during stateside flights.
It has been decades since enlisted airmen had the chance to sit in the cockpit. But as the Air Force faces the greatest pilot shortages since its inception, service leaders are contemplating a return to a model that includes enlisted pilots. A Rand Corp. study, set to be completed this month, is exploring the feasibility of bringing back a warrant officer corps for that purpose. And another, separate Air Force study is examining, in part, whether enlisted pilots could benefit from new high-tech training that leverages artificial intelligence and simulation.
With these moves, the Air Force is inching just a few steps closer to someday getting enlisted airmen back in the cockpit, on a formal basis, for the first time since World War II.
“We have enlisted airmen in our Guard and reserve component who have private pilot’s licenses and fly for the airlines. So it’s not a matter of can they do it, or hav[ing] the smarts or the capability, it’s just a matter of us, as an Air Force, deciding that that’s a route that we want to take,” said Chief Master Sgt. Kaleth O. Wright, the 18th Chief Master Sergeant of the Air Force.
Military.com sat down with the service’s top enlisted leader in February 2018, to talk about enlisted aviators and reinstituting the warrant officer program.
“It’s something we walked away from years ago, and I won’t say that we haven’t been willing to relook at [it],” Wright said, of having enlisted pilots. “It’s nothing that we can’t overcome.”
Creating a Cadre
Wright noted there may be a few bumps in the road before an enlisted cadre could be instituted.
The main challenge would be to structure an appropriate career development path for the airmen, answering questions regarding when and how they would promote and when they would rotate to a new squadron. Wright said thus far officers “naturally float” to a flight commander or squadron commander from base to base, according to a system that has been in place for decades, but questioned whether the same system would work for enlisted pilots.
Additionally, the service would have to study whether enlisted airmen should be granted the right to employ weapons from an aircraft.
“Whether it’s manned or unmanned, if there’s an enlisted airman that’s going to be flying and employing weapons, it requires certain authorities we would have to get by,” Wright said.
For example, enlisted airmen are currently only authorized to be remotely piloted aircraft pilots on the RQ-4 Global Hawk drone, a surveillance-only platform.
Photo courtesy of Eugene Taylor
“That’s just part of our age-old doctrine, that the employment of weapons, that the authority and responsibility lies with officers,” he said.
Reinstituting the warrant officer program could also help leaders decide on acceptable policies that would “determine if it makes us a more lethal and ready fighting force,” Wright said.
“What this is about is not just aviation or flying — it’s about maintaining the technical expertise,” Wright said. “In some cases, having warrant officers will allow us retain that talent and keep those folks doing what they love.”
The Air Force in the past has commissioned studies to look into bringing back warrant officers, with another study from RAND, a nonprofit institution that provides research and analysis studies on public policy, on the way.
“The Air Force is partnering with RAND for a study on the feasibility of warrant officers and we are projecting a completion by the end of March 2018,” Air Force spokeswoman Capt. Kathleen Atanasoff told Military.com.
February 2018, the Air Force began a separate study on whether it could benefit from someday allowing enlisted pilots.
Air Education and Training Command said the study, called the pilot training next initiative, explores how pilots can learn and train faster “by using existing and emerging technologies that can decrease the time and cost of training,” but with the same depth of understanding to produce quality pilots.
That includes using virtual reality simulation and A.I. to get airmen in an aircraft faster, with the potential of expanding the streamlined training.
The study is expected to conclude in August, in hopes of advancing all 20 students in the program: 15 officers and five enlisted airmen.
Foundation of Skills
Taylor, the Vietnam-era airman, served in the 341X1 career field for T-37 and T-38 trainers, which would quickly disappear once the Air Force reasoned enlisted personnel were needed elsewhere.
Once airmen were taught scenarios in a classroom, they would go to him to practice the maneuvers in the simulator.
“I was one of those people as an enlisted instructor, and it was the best job I ever had,” Taylor said in a recent interview with Military.com.
Through months of simulation tech school paired with his past experience working on planes, Taylor had gained the skills he needed to know the aircraft. Taylor’s instructor career field, however, dissolved only a year later, and he moved back into avionics at Columbus Air Force Base, Mississippi. But he remembers his “flight time” and experience with the T-37 and T-38 fondly.
“As a master avionics superintendent, I did get to fly in the back seat of the [T-38] aircraft six times to perform aircraft maintenance at off-station sites,” he said. “I told the pilot that I was a flight simulator instructor pilot at Vance. And when I flew, the pilot would say, ‘You know how to fly this, you do it.’ So, I would,” Taylor said.
Taylor recalled flying the aircraft from Columbus to MacDill Air Force Base,Florida.
“I [then] repaired another T-38 from our base and flew the aircraft back to Columbus. The pilot made the takeoff and landing on both legs of the flight, but I did all radio calls, and navigation,” he said.
Taylor would fly similar routes twice more with the same pilot.
“So yes, enlisted people can definitely perform the job,” he said.
According to a1992 paper for the Air Force Enlisted Heritage Research Institute, the 341X1 and 341X2 career fields, born out of very early service ideals that enlisted members should work side-by-side with officer pilots, were Analog and Digital Trainer Specialists. The fields were part of the larger Aircrew Training Devices 34XXX specialty.
“The contributions of the enlisted men and women in the training devices career field were great,” noted the paper, written by Air Force student Senior Master Sgt. G. A. Werhs of the Senior Noncomissioned Officer Academy. “From its very beginning in 1939 until its end in the late 80s, [the 34XXX] was [an] entirely enlisted career field. All maintenance and operations were performed by highly skilled personnel. Every aircraft in the Air Force inventory had a simulator associated with it and enlisted members were there to operate and maintain it.
“[H]ow many people realize that for nearly 50 years those pilots received much of the initial training on the ground from enlisted soldiers and airmen[?]” Werhs asked.
Taylor suggested the career field closed because the service didn’t want enlisted troops to get to that next level: flying among officers. The service, he said, also had an abundance of pilots at the time.
“The Vietnam War had wound down, so they had more pilots than the Air Force needed,” Taylor said. “By taking away the enlisted instructors, it let them use the pilots that were qualified to fly the T-38 instead of kicking them out of the service.”
But there are many who believe that enlisted airmen, in some capacity, deserve the chance to once again get up in the air.
Rooted in History
Before the Air Force became a breakout service independent of the Army, enlisted pilots were known as “flying sergeants,” receiving a promotion to staff sergeant once they completed pilot training.
Enlisted pilots, in one form or another, date back to 1912. But it wasn’t until 1941, when Congress passed the the Air Corps Act of 1926 and Public Law 99, that enlisted troops were able to receive qualified training.
“We never thought about whether we wanted to be an enlisted pilot or an officer pilot,” said retired Air Force Brig. Gen. Edward Wenglar, a former enlisted pilot. “We just wanted to be pilots, and we would gladly have stayed privates forever just to have the chance to fly,” Wenglar said in a 2003 service release.
Wenglar, who served overseas during World War II, holds the distinction of “achieving the highest rank of any former enlisted pilot,” according to the Air Force. He died in 2011.
Photo courtesy of Eugene Taylor
During World War II, whoever was in the cockpit got grandfathered in and could remain flying. But in 1942, the passage of the Flight Officer Act meant new enlisted recruits no longer got the chance to fly.
The act, Public Law 658, replaced the program’s sergeant pilot rank with the warrant officer rank.
When the Air Force was created in 1947 out of the Army Air Forces, it would bring more than 1,000 legacy warrant officers in. The service stopped the program in 1959, the same year it created the senior and chief master sergeant ranks. The last warrant officer would retire from active duty in 1980.
With more than 3,000 enlisted sergeant pilots throughout the service’s history, 11 of them would become generals and 17 would become flying aces, according to information from the Air Force. More than 150 enlisted pilots would be killed in action.
“Our careers as enlisted pilots made us better men and gave us opportunities later in the civilian world that we never would have been offered,” Wenglar said in 2003.
New Focus on Warrant Officers
“If the Air Force is so very concerned about the pilot shortage, they should consider warrant officers in … the transport pilot, flight engineer, boom operator and drone pilot fields,” said Will Stafford, a former staff sergeant with similar maintenance, tech and simulator experiences as Taylor.
While in the Air Force in the 1970s and 80s, Stafford, outside of his military duties, would fly smaller aircraft such as Cessna 310s, Beechcraft Model 18s and some Douglas DC-3s. On his own, he would eventually become qualified “on 25 different makes and models of fixed-wing aircraft,” he told Military.com.
“If the [Air Force] wants their veteran airmen and airwomen to return, then they had better look at how it has squandered the talent, training and dedication that many of us had, and make some serious changes, beginning with the restart of the warrant officer corps,” Stafford said, referencing the Air Force’s initiative to bring back retirees into staff-rated positions to balance out the ongoing pilot shortage.
“This is cost-effective, and many professional fully-rated civilian pilots who have military experience would have no problem,” he said.
Stafford has tried, unsuccessfully, to start a White House petition on Whitehouse.org to get the administration’s attention about reinstituting the warrant officer corps. He has even tried to petition the Air Force directly by writing to then-Air Force Chief of Staff Gen. Norton A. Schwartz, who Stafford got the chance to meet and work with when Schwartz was just a captain.
Schwartz told Stafford it just wasn’t in the Air Force’s plans.
Key Decisions Ahead
Wright says the new RAND study may give him and Chief of Staff of the Air Force Gen. David Goldfein fresh perspectives.
“We have to be smart about this, right?” Wright said. “This can’t just be, ‘Oh, this is nice to have.’ We have to know exactly what we’re buying [into] and we have a plan to implement it.”
Wright said cost-benefit analysis would play into the decision.
“I’m looking to learn, and the boss [Goldfein] is looking to learn, again, that simple question: Will this make us a more lethal force? Will it make us more efficient?” Wright said.
“There is a chance through the RAND study and through some of our internal studies that the evidence reveals and the analysis reveals that warrant officers won’t move the needle that much,” he said.
While Wright said it’s hard to say when enlisted pilots or a warrant officer program may come back into the Air Force’s ranks, he believes the feat can be achieved in roughly five to 10 years.
“I think it would help would shortages in career fields, I think it would help with retention, I think it would help with career development.
“Now there’s nothing that says that, within our current system we can’t do that same thing. But if you’re asking me what the obvious benefits are,” he said, ” … I think it’s a good thing.”
Sure, quarantine might be lonely and lead to mild symptoms of desperation, boredom and straight up crazy, but this song by Black Rifle Coffee Company legends Mat Best and Tim Montana might be the best thing to come out of these dark days yet.
Enough Ghurkas accepted the offer and the British set up the Gurkha Brigade. Over 200 years later, Gurkhas continue to serve in the Brigade of Ghurkas, and British officers are still sent to Nepal each year to grade potential recruits and decide which young Himalayan men will be allowed to join the brigade.
The selection process includes interviews and exams, but it focuses on endurance, drive, and physical health. According to the documentary below, thousands of men will come out to compete for positions in the Gurkha units — most of them aiming for the about 230 slots open in the British Army each year.
To get a slot, they have to pass physical tests, math and English exams, and outcompete their peers in races — sometimes with heavy loads on long paths up the Himalayan mountains.
This award-winning documentary from Kesang Tseten follows a group of potential Gurkha warriors through the selection process, showing how they deal with the stress as well as what they must do to even enter training. Check it out below:
A Russian-American crew of three has arrived at the International Space Station (ISS), marking success in the second attempt to reach the craft after an aborted launch in October 2018.
The Russian Soyuz rocket carrying U.S. astronauts Nick Hague and Christina Koch along with Russian cosmonaut Aleksei Ovchinin arrived at 0101 GMT/UTC on March 15, 2019, a few minutes ahead of schedule after a six-hour flight.
The craft lifted off without incident from the Baikonur cosmodrome in Kazakhstan on March 14, 2019.
The Soyuz MS-12 flight reached a designated orbit some nine minutes after the launch, and the crew reported they were feeling fine and all systems on board were operating normally.
NASA astronauts Nick Hague (left) and Christina Hammock Koch (right) and Alexey Ovchinin of the Russian space agency Roscosmos (center).
On Oct. 11, 2018, a Soyuz spacecraft that Hague and Ovchinin were riding in failed two minutes into its flight, activating a rescue system that allowed their capsule to land safely.
That accident was the Russian space program’s first aborted crew launch since 1983, when two Soviet cosmonauts safely jettisoned after a launch-pad explosion.
The trio were joining American Anne McClain, Russian Oleg Kononenko, and Canadian David Saint-Jacques, who are currently on board the ISS. They will conduct work on hundreds of experiments in biology, biotechnology, physical science, and Earth science.
MARINE CORPS BASE QUANTICO, Va. — Marine lieutenants at The Basic School were the first to complete a new test that could eventually change the way officers are assigned to military occupational specialties.
The Marine Corps is no longer using a World War II-era General Classification Test new officers have been taking for decades. In its place is an aptitude test millions of civilians take every year during the hiring process for major corporations.
About 300 students at TBS were the first to take the Criteria Cognitive Aptitude Test, or CCAT, here this week. Data collected over the next several years could change how lieutenants are screened for special billets and placed into their career fields.
Before the test, the officers were told they were the first in line to help improve the Marine Corps’ MOS assignment process.
“The purpose of this test is to determine indicators of success within a MOS as it pertains to mental indicators,” a slide describing the test stated. “This test will likely aid in shaping the future of MOS assignments, assignment to career level education, and screening for special billets.”
The test includes 50 questions — a mix of verbal, math, logic and spatial-reasoning problems. Officers are asked to answer as many as possible in the allotted 15-minute test window.
The older test typically took officers more than two hours to complete. Since the schoolhouse has a packed curriculum, 2nd Lt. Issachar Beechner was relieved this one took a fraction of the time.
“You don’t get a lot of new things in the Marine Corps, so it’s good to be part of something new,” he told Military.com after completing it.
Beechner and 2nd Lt. Kelly Owen didn’t complete all 50 questions in the 15 minutes. Beecher got through 28 and Owen through 39.
That’s common when it comes to the CCAT, said Capt. Oludare Adeniji, an operations research analyst here at Quantico who helped lead the search for a replacement to the decades-old General Classification Test.
“That’s a part of how we get reliable scores,” Adeniji said.
A big flaw with the old test, he added, was that it was no longer providing the Marine Corps with useful data. Officers across the board were receiving high marks, but men and white officers tended to perform better than women and those in minority groups. That raised questions about possible biases on the outdated test.
“When we did a study this past summer, we saw that officers that are assessing over the last 10 years or so were all skewed to one side of that test,” Adeniji said. “What we’re trying to do with the CCAT is re-center it and have a proper distribution of scores.”
With the new test, the Marine Corps will not only collect about 10,000 officers’ scores, but will gather information on how those Marines perform in their career fields. Once they have about five years’ worth of data, they’ll examine possible connections between the test scores and MOS performance.
Analyzing that data is part of a Marine Corps-wide emphasis on talent management, Adeniji said.
“When you place an officer in a job that [they are] successful at and they feel that they’re good at it, it’s a retention tool,” he added. “They perform better, and the Marines are better off for it because they’ve been aligned in accordance with their capabilities.
“We’re trying to better understand the officer that comes through the door here and what they’re already good at so we can … say, ‘Hey, you show indicators that you’d be good within these MOSs.'”
Last year, the CCAT was given about 3 million times by civilian employers, Adeniji said. The Marine Corps looked at about a dozen different tests before selecting this one. The review to replace the General Classification Test took about four years.
Maj. Craig Thomas, a spokesman for Manpower and Reserve Affairs, said that TBS won’t change how it assigns officers to their MOSs for at least five years. Students at TBS can request a copy of their test results, but their scores won’t bar them from serving in specific fields.
Adeniji agreed. “The test is not directive,” he said. “… We’re not screening people out [of any MOSs]. We’re informing decision making.”
Owen joined the Marine Corps on a law contract, but she hopes to switch into the infantry. Beechner hopes to become a fixed-wing pilot and fly the F-35 Joint Strike Fighter or a KC-130 tanker.
Both compared the CCAT to other cognitive placement tests they took in college. Beechner said the test was like the multiple-choice Armed Services Vocational Aptitude Battery new recruits and officer candidates take before joining the Marine Corps.
The officers completed the web-based test on their own computers. It doesn’t require any studying or prep work since it’s meant to assess their general knowledge.
Owen said she’s glad to see the Marine Corps looking at ways to improve officers’ career placement.
“If you can place somebody in an MOS that will allow them to enjoy their career more, they’re more likely to stay,” she said.
Air Force Staff Sgt. Robert Gutierrez had accompanied top special operators in some of the most dangerous missions of the War on Terror, including the Battle of Shok Valley. He was a combat controller assigned to Army Special Forces, calling in attack runs from aircraft supporting the Green Berets.
In 2009 he was tested like never before when, during a raid to capture a high-level Taliban leader, Gutierrez was shot in the chest. The round passed through his lung, collapsing it and ripping a chunk out of his back.
Gutierrez had seen this kind of wound before and estimated he had three minutes left to live.
“I thought about [my job], what I would do before I bled out,” Gutierrez told Fox News while discussing the raid. “That I would change the world in those three minutes, I’d do everything I could to get my guys out safely before I died.”
He stayed on the radio, calling in strikes from aircraft to help the team escape alive. At one point, enemy fighters were lined up on a wall only 30 feet from him. Gutierrez called in three A-10 danger close gun runs against the fighters. The rounds struck so close to Gutierrez that his ear drums burst from the explosions. After the first of the three runs, he allowed an Army medic to insert a needle into his lung, relieving some of the pressure that was forcing his lungs closed. It was the only time he came off the radio despite his injuries.
In fact, through all the chaos of the fight, Gutierrez remained so calm and clear on the radio that the pilots supporting the operation didn’t realize he was injured until he was removed from the battlefield.
“He said he would be off of the mic for a few to handle his gunshot wounds,” Air Force Capt. Ethan Sabin told Business Insider. “Until that point he was calm, cool and collected.
Gutierrez was medically evacuated from the battle after nearly four hours of fighting and losing over half of his blood. No American lives were lost in the raid, a success credited largely to Gutierrez’s extraordinary actions. He recovered from his wounds and was awarded the Air Force Cross, second only to the Medal of Honor for valor awards.
In January the U.S. Central Command announced that U.S. and coalition airstrikes against Islamic State targets in Iraq and Syria destroyed some 184 Humvees, 58 tanks and nearly 700 other vehicles. The number of ISIS military vehicles destroyed may seem significant, but is really just a drop in the bucket compared to the militants’ overall firepower.
While specific numbers are difficult to come by, reports suggest that ISIS has a huge fleet of vehicles – including tanks – its possession. Last year, for example, the jihadists captured 2,300 Humvees from Iraqi forces when they captured the city of Mosul, some of which were then converted to armored vehicles.
Unlike traditional nation states ISIS doesn’t produce tanks or other weapons in factories, and unlike past insurgent forces that were supported by a nation state ISIS isn’t being armed or equipped by a major power either. Yet the group’s fleet of vehicles continues to grow. In May ISIS captured U.S.-built equipment, including M1A1 tanks after the group took control of the town of Ramadi, 60 miles west of Baghdad. The militants’ haul reportedly included about 100 wheeled vehicles and dozens of tracked vehicles.
There should be concern that ISIS has become so well armed, experts warn. In addition to modern military hardware, militants have also captured Cold War-era weaponry from Syrian forces. The nation was supported throughout the Cold War by the Soviet Union and built up vast quantities of Warsaw Pact armaments. Today those weapons – everything from AK-47 assault rifles to T-72 main battle tanks – are being utilized by all sides in the ongoing Syrian Civil War.
“Syrian rebel groups probably make the most extensive use of heavy equipment at the moment, thanks largely to battlefield successes,” Jeremy Binnie, Middle East/Africa Editor for IHS Jane’s Defence Weekly, told FoxNews.com. “But that is also a product of the Syrian military’s vast inventory of Soviet-era weapons and equipment, (as well as) its inability to destroy this materiel after it has been captured.”
Many of these Syrian rebels likely served in the military at some point and this may provide them with the knowledge to operate and, more importantly, maintain the equipment.
There is a growing concern that these weapons have allowed groups to operate more like an actual army than merely as insurgents. This has enabled them to take and actually hold ground. ISIS has not only tanks but towed field guns and artillery pieces, which allow the group to conduct shelling against Iraqi military targets from a great distance; as well as fixed anti-aircraft guns and even shoulder-mounted anti-aircraft weapons. Each of these presents serious problems. While the fixed anti-aircraft guns threaten coalition aircraft, shoulder-mounted anti-aircraft weapons could take down a commercial airliner.
“Rocket-fired grenades and shoulder-launched missiles have long been available in black markets in the Middle East and Africa, but this higher-end stuff is coming from other sources,” Seth Jones, director of international security and defense policy center at the RAND Corp. told FoxNews.com. “This really shows that conventional weapons are a reason for concern. In many ways we’re largely past the stage of nuclear proliferation unless it was provided by a state, and that isn’t likely to happen. However, these anti-aircraft weapon systems of all sizes are still a reason for concern.”
Armored vehicles are increasingly a problem as well, and one factor is that tanks – especially Soviet era ones – aren’t that difficult to maintain and are difficult to destroy.
“Modest investment in an old tank can become a successful weapons platform,” David Willey, curator of The Tank Museum in the U.K., told FoxNews.com. “Today’s modern anti-tank weapons now cost as much as what an old tank costs on the black market, so it makes destroying a tank an expensive proposition.”
The cost factor is largely because western doctrine in destroying a tank is far different to the likely tactics of a rebel force. “There is the cost of flying a combat aircraft and its weapons system,” Robert Farley, assistant professor at the Patterson School of Diplomacy and International Commerce, told FoxNews.com.
Rebel groups might just as easily use a gasoline bomb – much like the Finnish-devised “Molotov Cocktail” of World War II – or other IED (improvised explosive device) added Farley. It may be rare that such improvised weapons could truly take out a tank but it would certainly put the crew at risk, especially if they are not locked inside the tank.
ISIS and other rebel groups, have largely, not attempted their own aerial sorties, despite the fact that combat aircraft from Iraq and Syria have also been captured.
“There are number of reasons why ISIS hasn’t taken to the sky, even as there are reports that they do have people who could fly,” Farley told FoxNews.com. “In the case of Iraq there are Sunni pilots who are likely fighting with ISIS, and the group even likely has maintenance crews who could prepare the planes for flight.”
However, there are logistics to overcome, including the lack of proper fuel, not to mention spare parts. There is also the fact that a single plane can only do so much.
“You drive a tank down the road, and if it breaks you still have a tank that you can repair and the crew, which can still fight,” Farley added. “If you put a vintage Soviet Mig21 in the air and it crashes it doesn’t make a lot of sense.”
The final equation for why ISIS aircraft remains grounded is likely a psychological, according to Farley, “ISIS knows that there are American fighter jocks who want nothing more than to put an ISIS flag on the cockpit and have a combat air kill. It is quick death for anyone who gets into an ISIS plane.”
In fact, ISIS is just one of several group that have built up powerful arsenals that include weapons that were typically only fielded by major powers.
“The extent to which non-government forces use heavy weapons typically depends on the level of external support they receive, the local availability of such equipment, and their ability to maintain it,” Binnie told FoxNews.com. “The Polisario Front [in Western Sahara] has numerous Soviet-era armored vehicles thanks to Algerian support rather than victories over the Moroccan military.”
Other nations such as Libya and Iran have been the alleged suppliers of weapons to groups such as Al-Shabaab in Somalia and the Houthi rebels in Yemen. Since the downfall of Muammar Gaddafi large quantities of weapons have flown out of Libya and across the region. This included not only Gaddafi’s vast caches of convention weapons but also small arms and other weapons intended to be used by the Libyan rebels. Now some of these weapons are reportedly in the hands of Al Qaeda-linked militants and other radicalized groups.
“It is certainly unhelpful to the west that a range of rebel groups in Africa, the Middle East and as far away as South East Asia have acquired everything from small arms to tanks,” added Rand Corp.’s Jones. “It has facilitated their ability to achieve their objectives and there isn’t enough emphasis that this access to weapons has given rise to rebel groups.”
Al Qaeda, ISIS, Al-Shabaab and other groups certainly could have gotten weapons on the black market, but the lack of stable governments in Libya and Syria have made it easier for these groups to get armed – and with weapons past insurgents might have only dreamt of possessing.
“The collapse of the Libyan military in 2011 has allowed many of the militias in that country to obtain heavy equipment,” added Binnie. “The same is true in Iraq after the military collapse in 2014, although the ISIS struggles to keep that equipment operational due to coalition airstrikes and probably a lack of spares and familiarity with U.S. equipment.”
While the ISIS arsenal remains an ongoing concern for the U.S. and its allies in Operation Inherent Resolve, other shadows of the Cold War remain visible in the Middle East. The Pentagon, for example, has been warily eyeing a Russian military buildup in Syria as Moscow protects its interests in the civil-war ravaged country.
The U.S. Air Force confirmed in mid-2019 that the AC-130U gunship (affectionately known as “spooky”) had finished its final combat deployment. The last Spooky gunship returned from a mission to Hulbert Field, Florida, on July 8. Spooky’s final ride ushers in the new era of the AC-130J Ghostrider. So as Spooky’s illustrious career pridefully rises to the rafters, we look back on some of the coolest facts about the AC-130U gunship.
Each one costs about 0 million
According to the USAF website, one Spooky AC-130U runs about 0 million. Compare this to the infamous “brrrrrt brrrrrt” A-10 Warthog’s total unit cost of million. This makes the AC-130U one of the single most expensive units in the Air Force. The rest of these facts make Spooky’s price tag make a bit more sense.
The cockpit of the AC-130U, 2016.
(Senior Airman Taylor Queen)
It takes a crew of 13 to operate
That’s right, it takes a baker’s dozen airmen to operate Spooky. The 13 crew members consist of: a pilot, a co-pilot, a navigator, a fire control officer, an electronic warfare officer, a flight engineer, a loadmaster, an all-light-level TV operator, an infrared detection set operator, and finally—four aerial gunners.
It can attack two targets simultaneously
The “fire control system” in the AC-130U is capable of targeting two separate targets, up to one kilometer apart, and then engaging each target individually with two different guns. This versatile offensive advantage is referred to, simply as “dual-target attack capability.” And you thought your job required multi-tasking.
The AC-47 “Puff the Magic Dragon”, 1965.
It was originally nicknamed “Puff the Magic Dragon”
The original (and unofficial) nickname was “Puff the Magic Dragon.” This nickname came about for the predecessor of the AC-130U. The predecessor was the Douglas AC-47 Spooky. It was developed and utilized during the Vietnam War. “Puff” ran so that “Spooky” could walk.
It contains over 609,000 lines of software
The versatile functionality of the AC-130U Spooky gunship also calls for extremely advanced onboard computer processing. One single Spooky gunship has over 609,000 lines of software. For reference, a complicated iPhone full of apps would contain about 50,000 lines of software. The software on the AC-130U covers advanced sensor technology, fire control systems, infrared technology, global positioning, navigation, and radar.
Air Force AC-130U Gunship Close Air Support Live-Fire Training
In a testament to both the maintainers quality of work, and the exorbitant price tag—only 47 AC-130s (of any variant) have ever been built… since the Vietnam War. Another reason why so few have been built is because their role in nighttime counter insurgency is incredibly specific. If it ain’t broke, don’t fix it.
And only 7 AC-130s have been lost
Six of these were lost during the Vietnam conflict, when the AC-130s humble beginnings were just recently developed. In modern conflicts, the most significant lost AC-130 was the Spirit 03 that was tragically lost in the Iraqi conflict on Jan. 30, 1991, from a lone shoulder-fired surface to air missile. The attack came after the ship had battled through the cloak of night, but doubled back after refueling to defend ground forces after dawn had broke. There were no survivors, but the bravery and service of the Spirit 03 lives on.
Chinese military personnel departed a naval base in Zhanjiang on July 18, destined for Beijing’s new base in the East African country of Djibouti.
China started construction on the base, which it officially calls a “logistics facility,” in February 2016, and it has not said when the base might formally start operations.
The Chinese navy has been assisting anti-piracy efforts in the Gulf of Aden and peacekeeping missions in Africa for some time, but the base in Djibouti will be Beijing’s first such facility overseas.
“The base will ensure China’s performance of missions, such as escorting, peacekeeping, and humanitarian aid in Africa and west Asia,” state news agency Xinhua said. “The base will also be conducive to overseas tasks including military cooperation, joint exercises, evacuating and protecting overseas Chinese, and emergency rescue, as well as jointly maintaining security of international strategic seaways.”
Djibouti, home to about 800,000 people, also has French and Japanese troops, is strategically located in the Horn of Africa, sitting on the Bab el-Mandeb Strait, a gateway to Egypt’s Suez Canal and one of the world’s busiest shipping corridors.
And the new Chinese base is just a few miles from Camp Lemonnier, a major US special-operations outpost.
“We’ve never had a base of, let’s just say a peer competitor, as close as this one happens to be,” US Africom Command chief Marine Gen. Thomas Waldhauser said in March.
Camp Lemonnier, a US military base in Djibouti, is strategically located between the Horn of Africa and the Arabian Peninsula. (Google Maps)
“Yes, there are some very significant operational security concerns, and I think that our base there is significant to US because it’s not only AFRICOM that utilizes” it, Waldhauser said at the time. US Central Command, which operates in the Middle East, Joint Special Operations Command, and European Command are active there as well.
A Chinese Foreign Ministry spokesman said July 12 that the Djibouti base was “primarily used for the better fulfillment of international obligations,” and that, “China’s defense policy is defensive in nature. This has not changed.”
State-run media outlet the Global Times was less reserved, saying in an editorial on July 12, “It is certainly the PLA’s first foreign naval base … It is not a supply point for commercial use.”
The base in Djibouti is just one project China has undertaken in the East African country.
Chinese banks have funded at least 14 infrastructure projects in the country, including a railway connecting Djibouti and Ethiopia, valued at $14.4 billion. Beijing has made similar investments throughout the continent.
US officials, as well as countries in the region, have expressed concern about the capabilities the new base gives Beijing and what it may augur about Chinese ambitions abroad.
The US Defense Department said in a June report that the Djibouti base, “along with regular naval vessel visits to foreign ports, both reflects and amplifies China’s growing influence, extending the reach of its armed forces.”
“China most likely will seek to establish additional military bases in countries with which it has a longstanding friendly relationship and similar strategic interests, such as Pakistan, and in which there is a precedent for hosting foreign militaries,” the report said.
Other countries in South Asia — India in particular — are concerned about Chinese activity in the region and see the Djibouti base as another part of Beijing’s “string of pearls,” which refers to Chinese facilities and alliances among Indian Ocean countries, including Bangladesh, Myanmar, and Sri Lanka.
China is already heavily involved in the Pakistan port of Gwadar and is building a network of roads and power plants under a project known as China-Pakistan Economic Corridor. Civilian ports that Beijing has helped build in places like Pakistan and Sri Lanka can also receive naval vessels, fueling suspicions that China aims to deepen its strategic capacities in the region.
India sees the Djibouti base as a potential hub for Chinese surveillance operations and has objected to China’s planned shipping network with Pakistan, saying it cuts through disputed parts of Kashmir.
Analysts have also said New Delhi is worried by Chinese submarines, warships, and tankers present in the Indian Ocean. India has tracked Chinese submarines entering the Indian Ocean since 2013, and a 2015 US Defense Department report also confirmed that Chinese attack and missile submarines were operating in the Indian Ocean.
“The pretext is anti-piracy patrols in the Gulf of Aden,” a Indian defense source told The Times of India in May. “But what role can submarines play against pirates and their dhows?”
“If I were Indian I would be very worried about what China is up to in Djibouti,” a Western diplomat briefed on Chinese plans said in March 2016.
Other countries in the region have looked for ways to balance against what is seen as China’s growing influence. Australia and India, along with countries like Vietnam and Japan, have considered informal alliances to bolster regional security in light of growing Chinese influence and doubts about US commitment under President Donald Trump.
This week, the Indian, Japanese, and US navies started the Malabar 2017 exercise in the Bay of Bengal. The exercise, which this year features three aircraft carriers, is seen by some as a effort to check Chinese activity in the region.
China has criticized such military balancing and has dismissed suggestions that it plans to expand its footprint abroad. After the US Defense Department report issued in June, Beijing said it did “not seek a sphere of influence.”
U.S. Army soldiers descending on a field outside Mont Saint Michel.
(U.S. Army photo by Sgt. Avery Cunningham)
The jump celebrated the 75th anniversary of jumps by three-man “Jedburgh” teams ahead of the Allied invasion of Normandy during WWII. Around 300 Allied troops dropped behind enemy lines to train and equip local resistance fighters.
The “10th SFG(A) draws [its] lineage from the Jedburghs. We’re celebrating their combined effort to liberate Western Europe with local forces,” a senior enlisted soldier assigned to 10th SFG (A) said in a statement.
A US soldier collecting his parachute after landing.
(U.S. Army photo by Sgt. Alexis K. Washburn)
“Overall it was a great jump. It was smooth and went as planned,” one soldier who made the jump explained, adding, “It’s an outstanding experience to be able to honor the paratroopers who jumped into France during World War II.”