The A-10 Thunderbolt II (often called the “Warthog” for its aggressive look and the teeth often painted on its nose cone) is beloved by the troops who need its close-air support and by its pilots — who hear the calls for that support from the controllers on the ground.
“We have this close, personal connection with the guy on the ground,” one pilot said in a recent video touting the A-10’s capabilities. “We hear him getting scared. We hear him getting excited. We hear the bullets flying … it becomes a very personal mission. It hits very close to home.”
Speaking of hitting close to home, ISIS forces met the A-10 for the first time in 2015. In an area near Mosul, the A-10 caused ISIS fighters to break and run as four USAF Warthogs wreaked havoc on their forces there.
“The aircraft sparked panic in the ranks of ISIS after bombing its elements and flying in spaces close to the ground,” Iraqi News quoted an Iraqi Army source as saying. “Elements of the terrorist organization targeted the aircraft with 4 Strela missiles but that did not cause it any damage, prompting the remaining elements of the organization to leave the bodies of their dead and carry the wounded to escape.”
The A-10 also gets love from its pilots. The plane flies close to the ground but is protected by a titanium “bathtub” shell which surrounds the cockpit and allows the pilot to get low and hit the opposing forces with its seven-barreled, 3,900 rounds per minute, depleted uranium ammunition. Its designers made it to be the most survivable aircraft ever built. It also features three sets of backup controls and a foam-lined fuel tank. Ground fire is not going to get this bird easily.
“The [A-10’s GAU-8 30mm] gun really does scare people and that’s nice to know,” Air National Guard Col. Michael Stohler, an A-10 pilot currently flying sorties (air missions) against ISIS forces, told Military.com. “I can tell you we know there’s a real threat there,” he says. “A lot of people have handguns and things to shoot at aircraft.”
The “Warthog” is as popular with senior Air Force leadership as it is with ISIS. In a fight which already cost one major general his job, the Air Force brass are looking to send its battle-hardened, reliable A-10 fleet to the boneyards in order to save $4 billion, probably so they can put that money toward the new, overly expensive and accident-prone F-35 Joint Strike Fighter.
In January, Air Force Secretary Deborah Lee James claimed the A-10 had only flown 11 percent of the 16,000 sorties (manned air missions) against ISIS. Which would be significant if the Warthog arrived in theatre at the same time as other combat platforms. F-16s, F-15Es. B-1 bombers, and the F-22 Raptor all started missions against ISIS in August 2014. The A-10 didn’t arrive until November 2014.
The evidence shows the A-10 works and it’s cheap. As early as 2012, the Air Force’s cost to operate per hour for the A-10 was $17,716. There was no data available for the F-35, but the F-22’s cost per hour $68,362. So while the Air Force actively tries to kill the program, they’re still deploying more A-10s to the theater because Congress won’t let the USAF kill the ground troops’ favorite plane until they come up with a real, viable close air support replacement.
A lost photo may shed new light on the mysterious death of famous aviator Amelia Earhart.
The photo, which will be featured in a new History channel special called “Amelia Earhart: The Lost Evidence,” was discovered in the National Archives more than 80 years after her death. In it, a woman who appears to be Earhart sits on a dock in the Marshall Islands near to a man who resembles her navigator Fred Noonan.
Photo from US National Archives
After becoming the first female pilot to fly a plane across the Atlantic Ocean, Earhart set off to circumnavigate the globe in July 1937. Her plane vanished without a trace during the flight and, by 1939, both Earhart and Noonan were declared dead.
But the new photo, which shows figures that appear like Earhart and Noonan, could challenge the common theory that the plane crashed somewhere in the middle of the Pacific Ocean.
Photo from US National Archives
Shawn Henry, former executive assistant director for the FBI, told NBC News that he’s confident the photo is legitimate and pictures Earhart sitting on the dock.
“When you pull out, and when you see the analysis that’s been done, I think it leaves no doubt to the viewers that that’s Amelia Earhart and Fred Noonan,” said Henry. Her plane appears to be on a barge in the background being towed by a large ship.
Photo from US National Archives
According to NBC News, the team that uncovered the photo believes that the photo demonstrates that Earhart and Noonan were blown off course. The latest photo could suggest that Earhart was captured by the Japanese military, experts told NBC News.
While current Japanese authorities told the news outlet that they had no record of Earhart ever being in their custody, American investigators insisted that the photo strongly suggests that Earhart survived the crash and was taken into captivity.
“We believe that the Koshu took her to Saipan [the Mariana Islands], and that she died there under the custody of the Japanese,” said Gary Tarpinian, the executive producer behind the History project.
Legend has it that no SEAL platoon will use the designation “X-Ray” anymore. The story goes that the last platoon to use the literal nom de guerre had the worst luck — that is to say, a high casualty rate — of any platoon before or since.
“That’s what I’ve heard,” says Gordon Clisham, a member of SEAL platoon X-Ray stationed in Vietnam during its hard-luck run there. “I don’t know if that’s true or not … the platoon lost four men — killed — and everyone was injured at least once.”
Clisham reached out to We Are The Mighty after reading our story about X-Ray in May 2016. He wanted to clear up some facts that he claims might not be as clear cut.
Specifically, Clisham wanted to set us straight on the counterinsurgency operation the SEALs conducted at Ben Tre which was lead by one of the team’s Vietnamese scouts.
“His name was Tong,” Clisham recalls. “I think he was dirty and I couldn’t prove it.”
During the operation, X-Ray was ambushed by the Viet Cong. One story says a SEAL’s own grenades blew up while still on his belt. The explosion blew his glute off. Clisham says that’s not what happened.
A B-40 (a type of rocket-propelled grenade) hit the SEALs Mobile Support Team, Clisham says. The SEAL who supposedly lost a glute was actually P.K. Barnes, and he lost his leg from the knee down as a result of the explosion.
Clisham thinks it was their scout feeding intel to the enemy.
Ben Tre was just one operation among many that went wrong.Clisham estimates that about half the missions conducted by SEAL platoon X-Ray were compromised. They were just walking into one trap after another.
The reason? OPSEC.
Clisham suspects someone, maybe not just Tong, was feeding information to the enemy.
“I even went to Lt. Mike Collins [the unit commander] and said ‘We should get rid of this guy because we’re going on ops without him and we’re getting ambushed, and we go on ops with him, and he walks through the jungle like he’s walking through the park and we never get hit,'” Clisham says. “The boss didn’t want to shoot him, so we didn’t do it.”
“What we had to do before we went out at night or any operation, was to get a clearance,” Clisham, who was the unit intel petty officer at the time, explains. “I would go up to the S2 center, give them our location – never the exact location, we would ask for a ten grid square clearance, so they didn’t know exactly where we were at because a lot of the people working S2 center were VNs [South Vietnamese officers].”
The Army wanted the exact location, but with the Vietnamese working in the intelligence, the SEALs were not willing to give up the coordinates. Lieutenant Collins struck a deal with the Army: SEAL platoon X-Ray would put the location of their ops in a sealed envelope before their mission. If necessary, the Army could open the envelope and provide support. If not, the location remained a secret.
After the first op, Clisham returned to the S2 to find the envelope opened. No one knew who opened it or why.
“There was a lot of hoopla raised about that,” Clisham recalls. “I don’t think anything was ever rectified, but we knew that somebody there was getting in on our intel or information of our location.”
To this day, as certain as he is that Tong, their scout was dirty, Clisham is sure it was a Vietnamese officer in the intel center who was giving their locations to the Viet Cong. To my surprise, he countered the May 2016 story’s claim that VC defectors who turned themselves in for amnesty – called “Chieu Hoi” – were untrustworthy.
“Now, we had a guy that worked with us that was ex-VC,” says Clisham. “That was Ah. He was a good man. He was on our side one hundred percent.”
There’s no exact reason why some veterans remember the details differently. As Clisham says, it was 45 years ago. When he and his fellow SEALs sit down for reunions, they don’t usually talk about what happened. They prefer to tell dirty jokes over cold beers.
But at least now history has a clearer picture of the “hard luck” that surrounded SEAL platoon X-Ray.
Marines and sailors from India Company, 3rd Battalion, 3rd Marine Regiment, make their way to a Marine Medium Tiltorotor Squadron 365 MV-22 Osprey | Marine Corps photo by Sgt. Mark Fayloga
The father of a Marine killed in an MV-22B Osprey crash last year plans to sue the manufacturer of the aircraft, saying design flaws contributed to the tragedy.
Mike Determan lives five miles from Arizona’s Marana Northwest Regional Airport, best-known to some as the site of the deadliest crash in the short history of Marines’ tiltrotor aircraft.
On April 8, 2000, an Osprey attempting to land at the airport stalled and then plummeted in a phenomenon known as vortex ring state, killing all 19 Marines on board. Determan knew the history, but never guessed that tragedy involving the aircraft would strike again much closer to home.
But on May 17, 2015, another Osprey went down — this time at Marine Corps Training Area Bellows, Hawaii. The aircraft had hovered twice for brief periods in severe brownout conditions during a landing attempt, resulting in significant dust intake and “turbine blade glassification,” or the melting of reactive sand at high temperatures, according to an official command investigation obtained by Military.com.
Two Marines aboard the aircraft were killed: Lance Cpl. Matthew Determan, 21, an infantry squad leader with Lima Company, 3rd Battalion, 1st Marines out of Camp Pendleton, California; and Cpl. Joshua Barron, 24, an Osprey crew chief with Marine Medium Tiltrotor Squadron 161, out of Marine Corps Air Station Miramar, California. The other 20 Marines aboard the aircraft sustained injuries of varying severity.
The investigation into the tragic crash recommended new guidelines limiting cumulative Osprey hover time in reduced-visibility conditions to 60 seconds, called for more advanced technology to mitigate brownout conditions, and ascribed partial blame to the pilots of the aircraft and the commanders of the squadron and Marine expeditionary unit it was attached to, saying better decision making and a more effective survey of the landing site might have prevented disaster.
The Naval Air Training and Operating Procedures Standardization program, or NATOPS, would ultimately recommend pilots spend no more than 35 seconds at a time hovering in reduced-visibility conditions.
Suit to name suppliers
But Mike Andrews, an attorney with the Montgomery, Alabama-based law firm Beasley Allen who represents the Determan family, said the problem lies solely with the Osprey. Andrews confirmed he is preparing a lawsuit against Osprey manufacturer Boeing Co. on behalf of the Determans, asking for unspecified compensatory and punitive damages. The suit, which he said will also name other manufacturers of V-22 parts, will be filed in Hawaii in coming weeks, though Andrews said he had not determined whether to file it in federal or state court.
Boeing spokeswoman Caroline Hutcheson declined to comment on the pending litigation.
“I can tell you that this is an unsafe aircraft,” Andrews said. “Our feeling in this case is, our military boys and girls need to have the best equipment possible, and the V-22 is not it.”
He was previously involved in a 2002 lawsuit against Osprey manufacturers Boeing, Textron’s Bell Helicopter unit, and BAE’s U.S. subsidiary following a December 2000 Osprey crash near Jacksonville, North Carolina, which killed all four Marines aboard.
“This is a situation in which we feel the Marine Corps, the military in general, is doing the best they can with a defective product,” Andrews said. “They’ve been sold a bill of goods and they’re trying to work with it. It’s inexcusable.”
A September report from Naval Air Systems Command generated in response to the Bellows crash underscores Mike Determan’s contention that Osprey power loss during reduced visibility landings is far from an isolated incident. The report, obtained by Military.com, highlights three other such events dating back to 2013, one involving the CV-22 Air Force variant of the aircraft.
Two years prior to Bellows on Aug. 26, 2013, a Marine Corps Osprey crashed after experiencing engine compressor stall in a brownout near Creech Air Force Base, Nevada, according to the report. All four crew members walked away, but the aircraft was damaged beyond repair, according to officials.
On Feb. 24, 2015, another disaster was narrowly avoided when a deployed Marine V-22 experienced engine compressor stall in reduced visibility conditions, then recovered and successfully returned to base. Since no mishap occurred, this incident was never reported publicly.
On Dec. 1, 2013, an Air Force CV-22 operating out of North Africa experienced a compressor stall shortly after landing in brownout conditions, resulting in a Class C mishap, signifying damages between $50,000 and $500,000.
The report also found six additional undocumented aircraft power loss incidents in areas that contained “reactive sand,” or sand containing high levels of elements with low melting points. It also found that a second Osprey at Bellows on May 17 had experienced a “near-miss,” though it ultimately avoided stall in the sand cloud.
Determan said he believes the Marine Corps deserves some of the blame for the Bellows crash because officials were slow to apply lessons learned from previous MV-22 stalls in brownout conditions.
“They knew that there was a problem with restricted visibility; they knew it from Creech Air Force Base a year prior,” Determan said. “To send my son and the other Marines in that morning knowing that the sand is reactive and it’s very dangerous … by not doing the pre-work, they’re just putting these guys at huge risk.”
A former V-22 test pilot who spoke with Military.com under condition of anonymity because he is well known in the aviation community said the Osprey is uniquely susceptible to ingestion of sand and dust, which can melt at high temperatures inside the engine, changing airflow and making the engine less efficient. Because the aircraft can fly like an airplane and then tilt its rotors skyward for take-off and landing like a helicopter, its engine inlets are vertical as it descends, the pilot said, making it even more vulnerable to dust intake.
“The Osprey ingests one hell of a lot of dirt and sand,” the test pilot said, adding that the aircraft had higher disc loading than other helicopters, meaning its smaller rotors had to pump a larger volume of air at a higher velocity. “You hover over that sand and you make one hell of a mess.”
Mike Determan has a solution for the Marine Corps: Ground the Osprey until a third-generation tiltrotor, the Bell V-280 Valor, is ready to deploy. That aircraft will not have prototypes ready for a first test flight until 2017, and it’s not yet clear what the Corps’ fielding or purchasing plans with regard to the V-280 might be.
A Marine Corps spokeswoman, Capt. Sarah Burns, said the service has no plans to ground the MV-22, which is quickly becoming the centerpiece of its strategy for crisis response and long-range lift.
“By its very nature, there will always be inherent risk in combat aviation. This is due to the expeditionary nature of U.S. Marine Corps operations and the varied types of missions we fly,” Burns said.
“When mishaps occur we diligently investigate them, and we are transparent with regards to the findings of each investigation,” she added. “In this investigation there were no indications that there is an issue beyond that of the aircraft involved and consequently did not lead to a determination that a grounding of the fleet would be warranted.”
According to figures provided by Burns, the Osprey’s Class A mishap rate, which is calculated based on mishaps involving loss of life or $2 million or more in damage, is roughly in line with or better than comparable aircraft platforms.
Since fiscal 2010, the Osprey has a mishap rate of 3.06 per 100,000 flight hours, Burns said, compared with 3.63 for the CH-53E Super Stallion helicopter; 3.09 for the CH-46 “Phrog” retired by the Marines last year; 4.18 for the UH-1 N Twin Huey and Y Venom choppers; and 1.54 for the AH-1 Z Viper and W Super Cobra. These figures, however, don’t take into account the Jan. 15 tragedy in which two CH-53E Super Stallions collided off the coast of Oahu, killing all 12 Marines aboard.
Marine Corps leaders have staunchly supported the V-22 as the revolutionary future of Marine Corps aviation, along with the brand-new F-35B Joint Strike Fighter. Recent experiments have highlighted the Osprey’s ability to cover long distances at high speeds for raids and inserts; a squadron of Ospreys is now deployed to the Middle East with the Marines’ crisis response force in the region for personnel recovery missions and support of the coalition fight against Islamic State militants.
‘Where are the Ospreys?’
“The question used to be, ‘Where’s the carrier? Where’s the [amphibious ready group/Marine expeditionary unit]?'” Marine Corps Commandant Gen. Robert Neller told an audience at the Atlantic Council in Washington, D.C., on Feb. 11. “Now the question is, ‘Where are the Ospreys?'”
Still, some worry that the Osprey may prove increasingly fragile as it replaces other workhorse Marine Corps rotary-wing platforms and weathers more years of deployment wear and tear.
The fact that Naval aviation was still learning about the Osprey’s vulnerabilities and attempting to mitigate them more than eight years after the aircraft was first deemed deployable in 2007 was a function of the platform’s complexity, the pilot said.
“[Ospreys are] encountering things, they’re going places they have not been before” as the Marine Corps becomes more dependent on the platform, the pilot said. Despite Osprey deployments to Iraq and Afghanistan since 2007, the pilot characterized the aircraft’s use to date as “ash and trash” — transportation and lift, rather than combat.
“You can’t go into a hot [landing zone] with the aircraft. If you do, you’ll break it,” he said. “The aircraft has never been tested to do the extreme maneuvering.’
The level of complexity in the tiltrotor aircraft increases the number of “unk-unks” — unknown unknowns — which are very difficult to test for, the test pilot said. And that doesn’t sit well with Determan, who fears more Marines may be lost to tragic mishaps as new vulnerabilities come to light.
“Nobody really knows how the airframe is going to react when it gets older and older,” Determan said. “Learn from the mistakes and make a better aircraft, and don’t hold back on the cost.”
Based on Boston Dynamics’ PETMAN humanoid robot, ATLAS will most likely go through an I, Robot puberty stage before reaching Terminator adulthood. The robot is being developed with some of the most advanced robotics research and development organizations in the world through DARPA’s Robotic Challenge. The competition’s goal is to develop robots capable of assisting humans in responding to natural and man-made disasters, according to DARPA.
Inspired by the Fukushima nuclear disaster, a robot like ATLAS could mitigate future accidents by sending in a machine where it would otherwise be hazardous to humans. Like in I, Robot, these humanoids should be capable of opening doors, move debris, turn valves, and perform other human tasks.
The fact these robots are being developed to provide relief has done little to mollify the concerns over the threat of killer robots. “At the end of the day people need to remember what the D in DARPA stands for. It stands for Defense,” said Peter Singer, in an interview with NPR. Singer is a senior fellow at the Brookings Institution and author of Wired for War: The Robotics Revolution and Conflict in the 21st Century:
Singer argues that if researchers build a robot that can drive cars, climb a ladder and operate a jackhammer that they can also be used for war. “That means that that robot can manipulate an AK-47,” Singer told NPR.
The challenge finals will take place from June 5-6, 2015 at Fairplex in Pomona, California where robots will be judged on their ability to perform semi-autonomous tasks. The winning team will receive a $2 million prize; runner-up will be awarded $1 million and $500,000 for third place.
Here’s a short of video of the robot’s current capabilities:
A U.S. Naval Academy midshipman received the Navy and Marine Corps Medal Jan. 9 in front of the entire Brigade of Midshipmen assembled in Alumni Hall.
Midshipman 3rd Class Jonathan Dennler, a member of the academy’s 20th Company, received the medal — the highest noncombat decoration awarded for heroism by the Navy — for his heroic actions while leading a Boy Scout troop in July.
While camping in Quetico Provincial Park in Ontario, Canada, the troop was caught in a major storm, with wind gusts of up to 80 mph and lightning strikes. Two trees fell on the campsite, killing a scout and an adult volunteer and severely injuring others.
When Dennler couldn’t contact anyone on the radio for help, he canoed more than 1.5 miles at night in 60 mph winds to a ranger station to bring back help and medical supplies.
The Navy and Marine Corps Medal falls in order of precedence just below the Distinguished Flying Cross and above the Bronze Star. It was first bestowed during World War II to Navy Lt. j.g. John F. Kennedy. Only about 3,000 sailors and Marines have received the award since. To earn this award, there must be evidence the act of heroism involved very specific life-threatening risk to the awardee.
The award came as a surprise to both Dennler and his classmates, who listened in silence while academy superintendent Navy Vice Adm. Ted Carter read the award citation. His classmates then gave him a rousing standing ovation.
“It was an incredibly humbling and unexpected experience,” Dennler said. “I’m very thankful to everyone who helped to make that happen and for the support of my family and friends.”
The award wasn’t a surprise to his parents, who also attended the award presentation. Dennler’s mother, Monica Dennler, described her son as “persistent and tenacious.”
Navy Vice Adm. Ted Carter, the superintendent of the U.S. Naval Academy, right, speaks to the Brigade of Midshipman about the Navy and Marine Corps Medal awarded to Midshipman 3rd Class Jonathan Dennler during a ceremony at Alumni Hall in Annapolis, Md., Jan. 9, 2017. (Navy photo by Kenneth Aston)
“He knows how to persevere, and has a kind heart,” she said. “He was the only one who knew what to do back in high school when a classmate broke their leg at a basketball game, because he was an Eagle Scout.”
“He is a quiet young man who would not want a big fuss, but rightfully deserves it,” said Chief Petty Officer Nicholas Howell, the senior enlisted leader of 20th Company. “Out of his classmates, he is the one who has the level head to think clearly and decisively act to contain the situation and help bring about the best possible solution.”
Dennler is a political science major and completed two years of college at George Washington University before transferring to the Naval Academy.
“USNA has taught me how to work and think in environments where many things are out of my control, and I think the academy helps to create mindsets that put others first,” he said. “I am incredibly thankful for those lessons.”
An active member of the academy’s Semper Fi Society, he hopes to serve in the Marine Corps after graduating in 2019.
Napoleon greeted by the 5th Regiment at Grenoble, 7 March 1815, after his escape from Elba. (Wikimedia Commons).
A sense of purpose and a new mission are important for any veteran after their time in service ends. This is one of the reasons transitioning to a civilian can be so hard. It may be true for all veterans but one historical figure is a prime example of just how detrimental inactivity can be after leaving the military.
When Napoleon was finally defeated (for the first time) in 1814, he was exiled to the island of Elba, cut off from his forces, his country and his loyal citizens. The Bourbon King Louis XVIII took his place on the throne of France. But Napoleon wasn’t destined to die on Elba.
While the Coalition Allies who had unseated the emperor and sent him into exile were arguing about what a post-Napoleonic Europe would look like, the man himself escaped the island and landed in Marseilles. He landed with 1,000 men and met no resistance on his way to Paris, gathering supporters along the way. When he arrived, the king fled and Napoleon was once again the master of France.
He had little time to change much, although he tried anyway. The nations of the Coalition that had sent him to Elba gathered their forces once again. Napoleon called up his armies to come to the defense of France. The emperor also decided he wouldn’t just defend France’s borders, he would go on the offensive. His goal wasn’t to crush the enemy armies, but bring them to the peace table and leave himself in power.
Belgium was his first stop. He hoped to defeat the British troops while they were thinly spread and largely unready for European-style combat. They unseated Prussian defenses, held the British at Quatre Bras and soundly defeated the Prussian army at Ligny. The French army then set its sights on Waterloo.
Waterloo, as everyone knows, was a disaster for the French. The British held off repeated French attacks and were able to link up with a Prussian force that had escaped a weaker French force near Wavre earlier in the day. The battle turned into a rout for the French and Napoleon was forced to retreat to Paris.
The Battle of Waterloo has been digested over and over again in the decades since the outcome of it. Much has been discussed about Napoleon’s judgement and performance, especially compared to his earlier victories in the face of similar odds. The difference at Waterloo compared to other battles, might be the emperor’s fading health.
While on Elba, the usually vigorous and hardworking former artillery officer was noticeably depressed. Although on the island for just a little more than 9 months, Napoleon began to go gray, look more aged, and gained a bit of weight due to inactivity. He also began to experience health problems, including the inability to urinate, and he picked up a harsh case of hemorrhoids.
The French Emperor was basically falling apart with nothing to do but sit and think about what might have been if he was still the leader of France. Maybe if he knew escape was possible before he decided to actually do it, he might have taken better care of himself.
At Waterloo, those hemorrhoids might have had a huge impact on the battle. The emperor, in command of his forces, was unable to sit on his horse for long periods of time. This means he was also unable to get a good survey of the battlefield and the battle itself as it unfolded.
Napoleon’s command style in the days before his exile was one that allowed him to make fast and significant adaptive changes to the way his troops were fighting during a battle, which allowed the French to take advantage of an enemy’s mistakes. If Napoleon couldn’t sit on his horse, he couldn’t see the battle, nor could he adapt to the changes. He was doomed to failure.
The last American to die in World War II was killed three days after the war was over.
After Japan surrendered on Aug. 15, 1945 — what would be called V-J Day (“Victory over Japan”) — the war in the Pacific ended just like it had started in 1941: with “a surprise attack by Japanese war planes,” wrote Stephen Harding in Air Space Magazine.
With just one other bomber alongside and no fighter escort, Army photographer Sgt. Anthony Marchione was flying in an Army Air Force B-32 Dominator bomber aircraft on Aug. 18 with a mission to take reconnaissance photos and ensure Japan was following the cease fire.
But some in the Japanese military had other plans that day. The two B-32’s were shot at by anti-aircraft and enemy aircraft fire soon after they got over Tokyo, and three airmen were wounded, including Marchione.
Japanese Emperor Hirohito had announced over the radio that his country had surrendered, but there were a number of military diehards who vowed to fight on until a formal document was signed (Japan’s formal surrender was not signed until Sep. 2).
“When I got there, Tony was bleeding from a big hole in his chest,” 2nd Lt. Kurt Rupke told Air Space Magazine’s Stephen Harding in 1997 (other eyewitnesses said Marchione was hit in the groin). “He was still conscious when I got to him, and I told him everything was going to be all right. He said ‘Stay with me,’ and I said ‘Yes, I’ll stay with you.’ I did the best I could to stop the bleeding and I held him in my arms.”
According to government microfilm records, when the two B-32s reached Tokyo, anti-aircraft batteries opened fire on them. With flak bursts exploding at what appeared to be a safe distance, the bombers then came under attack from what the American side identified as Nakajima Ki-44 army fighters, known to the Americans as “Tojos” and by Mitsubishi A6M5 Zero naval fighters, dubbed “Zekes” in U.S. parlance. In fact, the Tojos were probably Kawanishi N1K2 Shiden, or “George,” fighters.
According to Dorr, another soldier with Marchione remembered hearing unusual radio transmissions when the pilot of the damaged B-32 asked the other to slow down so it could keep up. One of the Japanese pilots said over the radio in English, “Yes, please slow down so I can shoot you down, too.”
The voice may have belonged to Lt. Saburo Sakai — an English-speaking Japanese ace who confirmed he participated in the engagement — though there is some dispute over whether he fired his guns that day, Defense Media Network reported. But he seemed to take credit for the B-32 shooting and rationalize it in this quote, captured in the book “Imperial Japanese Navy Aces 1937-45” by Henry Sakaida:
“What we did was perfectly legal and acceptable under international law and the rules of engagement. While Japan did agree to the surrender, we were still a sovereign nation, and every nation has the right to protect itself. When the Americans sent over their B-32s, we did not know of their intentions,” Sakai said. “By invading our airspace they were committing a provocative and aggressive act … It was most unwise for the Americans to send over their bombers only a few days after the surrender announcement. They should have waited and let things cool down.”
Regardless of who fired the shots, there is no dispute over what happened before the B-32 landed safely back in Okinawa. Nineteen-year-old Sgt. Anthony Marchione succumbed to his wounds, the last of more than 407,000 Americans to die in World War II.
Some ailing veterans can now use their federal health care benefits at CVS “MinuteClinics” to treat minor illnesses and injuries, under a pilot program announced April 18 by the Department of Veterans Affairs.
The new program, currently limited to the Phoenix area, comes three years after the VA faced allegations of chronically long wait times at its centers, including its Phoenix facility, which treats about 120,000 veterans.
Veterans would not be bound by current restrictions under the VA’s Choice program, which limits outside care to those who have been waiting more than 30 days for an appointment or have to drive more than 40 miles to a facility. Instead, Phoenix VA nurses staffing the medical center’s help line will be able to refer veterans to MinuteClinics for government-paid care when “clinically appropriate.”
On April 19, President Donald Trump plans to sign legislation to temporarily extend the $10 billion Choice program until its money runs out, pending the administration’s plan due out by fall. That broader plan would have to be approved by Congress.
“Our number one priority is getting veterans’ access to care when and where they need it,” said Baligh Yehia, the VA’s deputy undersecretary for health for community care. “The launch of this partnership will enable VA to provide more care for veterans in their neighborhoods.”
Sen. John McCain, R- Ariz., a long-time advocate of veterans’ expanded access to private care, lauded the new initiative as an “important step forward.”
“Veterans in need of routine health care services should not have to wait in line for weeks to get an appointment when they can visit community health centers like MinuteClinic to receive timely and convenient care,” he said.
The Veterans Health Administration said it opted to go with a CVS partnership in Phoenix after VA officials there specifically pushed for the additional option. They cited the feedback of local veterans and the success of a smaller test run with CVS last year in Palo Alto, Calif.
Shulkin has said he wants to expand private-sector partnerships in part by looking at wait times and the particular medical needs of veterans in different communities. Successful implementation of his broader plan will depend on the support of key members of Congress such as McCain, who chairs the Armed Services Committee.
The VA did not indicate whether it received requests from other VA medical centers or how quickly it might expand the program elsewhere.
The current Choice program was developed after the 2014 scandal in Phoenix in which some veterans died, yet the program has often encountered long waits of its own. The bill being signed by Trump seeks to alleviate some of the problems by helping speed up VA payments and promote greater sharing of medical records. Shulkin also has said he wants to eliminate Choice’s 30-day, 40 mile restrictions, allowing the VA instead to determine when outside care is “clinically needed.”
Despite a heavy spotlight on its problems, the Phoenix facility still grapples with delays. Only 61 percent of veterans surveyed said they got an appointment for urgent primary care when they needed it, according to VA data.
Maureen McCarthy, the Phoenix VA’s chief of staff, welcomed the new CVS partnership but acknowledged a potential challenge in providing seamless coordination to avoid gaps in care. She said a veteran’s medical record will be shared electronically, with MinuteClinic providing visit summaries to the veteran’s VA primary care physician so that the VA can provide follow-up services if needed.
The VA previously experimented with a similar program last year in the smaller market of Palo Alto, a $330,000 pilot to provide urgent care at 14 MinuteClinics. CVS says it’s pleased the VA has opted to test out a larger market and says it’s ready to roll the program out nationally if successful.
CVS, the biggest player in pharmacy retail clinics, operates more than 1,100 of them in 33 states and the District of Columbia.
“We believe in the MinuteClinic model of care and are excited to offer our health care services as one potential solution for the Phoenix VA Health Care System and its patients,” said Tobias Barker, chief medical officer of CVS MinuteClinic.
Sgt. 1st Class Charles Martland is being forcibly separated from the U.S. Army because officials say he beat up an Afghan commander, but he recently received a extension on the period in which he can appeal this decision.
In 2011, the Green Beret and Bronze Star recipient admitted to assaulting a local Afghan police commander who he says laughed about raping a boy in Kunduz province. Martland was recommended for involuntary separation through the Army’s qualitative management program in 2015, but wishes to remain in the Army. Then-Army Secretary John McHugh gave him a temporary reprieve. He now has until May 1, 2016 to file an appeal.
Martland, an 11-year veteran currently assigned to the U.S. Army Special Operations Command, had the support of California Representative Duncan Hunter, himself a Marine Corps veteran, and the Veterans of Foreign Wars. Hunter sent a letter to Senator Pat Roberts stating that Martland he has “the full support of his command and immediate leadership.”
Capt. Daniel Quinn was with Martland during the assault and has since left the army.
Quinn and Martland were told by the boy and his mother that the boy was tied to a post and raped repeatedly. Quinn verified the story with locals from other villages. The two Green Berets invited the commander to their base. Martland says he and Quinn only roughly removed the commander from their shared base, while the commander alleges Martland beat him up.
“After the child rapist laughed it off and referenced that it was only a boy, Captain Quinn picked him up and threw him,” Martland wrote in a statement ordered by Rep.Hunter. Martland then proceeded to “body slam him multiple times,” kick him in the rib cage, and put his foot on his neck. “I continued to body slam him and throw him for fifty meters until he was outside the camp,” Martland writes. “He was never knocked out, and he ran away from our camp.”
The incident lasted no more than five minutes, according to the statement.
We would’ve loved to have been a fly on the wall when someone walked into a room and said, “You know what the world needs more of? Motorcycles with miniguns on them!”
Did the people blessed with this kind of wisdom previously work as Sonny Barger’s life coach? It certainly seems like every 1-percenter’s wet dream. Were they perhaps former department of corrections employees who were fired over suggesting that electric chairs be replaced with electric bleachers?
Perhaps they once pitched an ad-campaign slogan to Honda along the lines of, “You meet the nicest people on a motorcycle with a cannon.”
Wherever the idea came from, it apparently didn’t fall on deaf ears.
What was once only possible in movies has finally been brought to life, and RECOIL was privileged to see it in action. Lane splitting just took on a whole new meaning.
Brainstorming sessions between Dillon Aero and Tailgunner Exhaust led to something that looks like the bastard son of Blue Thunder. The Tailgunner Dillon Aero M134X Interceptor, as it’s called, found its way to our email inbox — so we sent our editor, Iain Knievel, out to investigate the situation further. We were all curious to see if this thing was intended for anything other than a potential reboot of Street Hawk (congrats if you even remember that show).
Our research revealed that the M134X was truly an engineering masterpiece. That’s because the brains behind it really know their craft.
You may have seen the work of brothers Cal and Charlie Giordano, proprietors of Tailgunner Exhaust, not only in their Gatling gun-inspired exhaust systems, but creations such as a handmade submarine that have appeared in episodes of Modern Marvels. They decided to approach the minigun gurus at Dillon Aero about creating a promotional conceptual bike.
Unlike many concept vehicles that are all show and no go, this one was engineered to be fully functional and designed for the average rider to operate.
To our knowledge, mounting a functioning minigun to a motorcycle chassis was never attempted until now.
The 300 pounds of recoil generated by the 7.62 NATO-caliber M134 was enough to make people believe that such a feat defied the laws of physics and begged too many unanswerable questions. Even if it could be fired while riding, how long would it take before the frame began to tear? Could it be aimed with any degree of accuracy? Was the driver guaranteed a Darwin Award?
The bike was built not only to defy the naysayers of minigun versatility, but also as a way to deploy the weapon system to the field quickly or to catch a fast-moving vehicle. In order to create a bike that drove and handled well enough to do all this, they chose the proven Yamaha R1 Superbike chassis as the platform. Its aluminum frame and high power-to-weight ratio enables the package to be light on its feet.
To disperse the load, Tailgunner created an aluminum cantilever mount for the gun that attaches where the custom extended swingarm connects. The linear actuator enables the gun to be moved up and down by a switch located where the turn signal formerly resided. The custom fuel tanks were moved to the rear of the bike for better balance. Heavy-duty billet aluminum steering yokes were also specially made for the project. Body panels are all fabricated from aircraft-grade aluminum and covered in MultiCam wrap by Crye Precision. Believe it or not, the whole bike only weighs about 500 pounds.
An air intake was built into the mount and two external air filters were mounted up high to allow for better filtration and easy maintenance. The bike is powered by a Yamaha 1,000cc inline-four with a twin nitrous oxide system. It’s all mated to the six-speed Yamaha transmission. The electronics are powered by a 12-volt battery that runs the motorcycle, with a separate 24-volt battery mounted inside the swingarm to operate the gun. A large Samsung smartphone in front of the driver serves as instrumentation to keep it simple.
The motorcycle doesn’t have to be running to fire. The gun can be armed with a switch on the console in front of the driver. The trigger is very appropriately located where the horn button was. Aiming is accomplished by moving the cantilever up or down and steering the bike right or left. Although that’s really dead reckoning in terms of accuracy, a laser sight and gun-mounted camera may be added in the future, with reticles appearing on the smartphone.
After two years of trial and error, a finished bike finally met the standards of all parties involved. The M134X will be put up for sale when its promotional duties are completed, and it is, in fact, street legal (without the gun, of course, unless you have the proper permits). Tailgunner could even create a replica if the money’s there. Civilian and law enforcement versions are already in the works.
Not only have the minds involved disproven the notion that mounting a minigun on a motorcycle was impossible, but they showed that it could be done in a practical way. Who knows, maybe we’ll see M134Xs roaming the battlefield one day with additions such as smoke screens, oil slicks, or caltrops. It seems the fellas at Tailgunner figured out a way to channel the spirits of Richard Gatling and Burt Munro. Nice to know guys who can come up with things like this are on our side. Check out the full videos on RECOILtv to see the M134X in action.
Don’t think the fun stops there. Cal made this super shorty Timemachinist AR-M134X to complement the Tailgunner Dillon Aero M134X project. It’s an all-billet build based on a Sharps lower and a custom-made Timemachinist/Tailgunner Gatling-style upper.
Since the motorcycle itself and miniguns are nearly unobtainable to the public, you might be seeing AR Gatling Gun-inspired full-float tubes for sale in the future if the interest is there. The barrels don’t spin, but this pistol version has a Noveske 7.5 Diplomat barrel inside it.
While the AR-M134X was designed to look like a minigun barrel assembly, it was engineered to function as a high-performance handguard. Check out more of Cal’s work, such as his custom watches, at www.timemachinistwatches.com.
The F-35B Lightning II aircraft can now take off from a “ski jump,” reports Kelsey D. Atherton at Popular Science.
The Marine Corps’ version of the jet — built for vertical landings and short takeoffs from ships — was successfully tested taking off down a short runway with the assistance of a “ski jump” on Tuesday, according to IHS Jane’s. Interestingly, as Atherton notes, the test was for the benefit of NATO partners with “ski jumps” on their aircraft carriers, not for the U.S. Navy, which does not use them.
For the F-35B, the ‘ski-jump’ will be used to launch jets from the decks of the Queen Elizabeth and Prince of Wales carriers being built for the UK Royal Navy, and may be adopted by other customers such as Italy. Phase I testing will continue for two weeks, ahead of the Phase II trials to take place through the third quarter of the year. The MoD did not disclose what Phase II will entail, but it will likely feature shipborne trials aboard the Queen Elizabeth (QE) aircraft carrier (the first of the two QE-class ships).
So here it is. The F-35B, trying for Olympic gold:
Drones have become an integral part of modern warfare, and the low supply of drones led the US Armed Forces to approve using off-the-shelf drones made by the Chinese giant DJI. However, on August 2, the order came to pull all DJI drones from service – immediately.
The problem is that the US is not the only one using the drones. ISIS and Hezbollah have made wide use of them as well, and the Pentagon worries that their familiarity with the drone’s control systems will makes them a ripe hacking-target that could provide valuable intelligence, such as troop movements.
“All units must cease all use, uninstall all DJI applications, remove all batteries/storage media from devices, and secure equipment for follow-on direction,” read the order, which was signed by Army Air Directorate’s deputy chief of staff Lt. General Joseph Anderson.
In a statement to SUAS News, DJI said that “we are surprised and disappointed to read reports of the US Army’s unprompted restriction on DJI drones as we were not consulted during their decision.”
“We are happy to work directly with any organization, including the US Army, that has concerns about our management of cyber issues. We’ll be reaching out to the US Army to confirm the memo and to understand what is specifically meant by ‘cyber vulnerabilities’.”
The operational risks associated with drones are not new to Israel. In the 1997 ‘Shayetet Disaster,’ Hezbollah utilized information obtained from an unencrypted IDF drone to lay an ambush that killed 11 commandos from the elite Shayetet-13 Special Operations unit.
The terror militia was able to intercept signals sent out by Israel Air Force unmanned aerial vehicles (UAVs) that conducted reconnaissance over the soldiers’ planned route in the five days that preceded the raid. The UAV’s signal was unencrypted and Israel’s enemies could therefore see the video being sent out in real time.
Hezbollah thus gained advance knowledge of the raid and had time to rig powerful explosives at points on the route where they expected the commando soldiers to pass. A force made up of 16 soldiers walked into the ambush and 11 were killed. Four more were injured and only one, the radio operator, was unhurt and called in the rescue force.