Among the many planes flying sorties against the Islamic State of Iraq and Syria is a version of the C-130. No, not the AC-130 gunship – although that plane did help blow up a lot of ISIS tanker trucks according to a 2015 Military.com report.
Here we’re talking about the EC-130H Compass Call. And while the highly-modified cargo plane doesn’t have the firepower appeal of the AC-130, it brings a lot of lethal wizbangery to the fight.
Things can go pear-shaped even with the best-laid operational plans when comms are crystal clear. Commanders can issue orders, and subordinates receive them and report information up the line.
Now imagine being an ISIS commander who is unable to send orders to units, and concurrently, they can’t send you any information. You’re now fumbling around, and figuratively blind as a bat against the opposition.
When the anti-ISIS coalition comes, backed up by special operators and air power, pretty soon you find yourself in a world of coalition hurt.
According to an Air Force release, the EC-130H has been doing just that against ISIS. This plane is loaded with jamming gear that cuts off communications.
According to an Air Force fact sheet, it works with the EA-18G Growler, the F-16CJ Fighting Falcon, and the EA-6B Prowler. The plane, though, has been in service since 1983. It was first designed to help take down air-defense networks, usually by working with other planes like the F-4G Wild Weasel and the EF-111 Raven.
These are old airframes. The plane may have entered service in 1983, but the airframes are old.
“We have a 1964 model out here on the ramp and you run the gamut of issues from old wiring to old structural issues (and) corrosion. You find that many of the items on the aircraft have been on there for well over 20 or 30 years, and parts fail all the time. So the aircraft more often than not come down and they need us to fix it before it can fly again safely,” 1st Lt. John Karim, the Aircraft Maintenance Unit officer in charge with the 386th Expeditionary Aircraft Maintenance Squadron, told the Air Force News Service.
They might be old, they don’t make things go boom, but they still help kick some terrorist ass.
It’s about the most useful item the U.S. military has ever issued and has earned a soft spot in every servicemember’s heart for its versatility and the cozy comfort it delivers when Mother Nature turns against you.
But while the success of the elegant square of quilted heaven rests largely on its simplicity, it has recently received a much-needed update that’ll deepen a trooper’s smile.
Enter the Woobie 2.0.
Marines are now being issued the so-called “enhanced poncho liner,” which to most of those who’ve cuddled up to its synthetic-filled goodness will notice has a huge upgrade that many a servicemember has been clamoring for for years. The new version of the woobie keeps its various tie down points and parachute chord loops, but adds a heavy-duty reversible zipper to turn the thing into a no joke cammo cocoon.
One of the most logical moves in the poncho liner’s redesign is the addition of a reversible, heavy-duty zipper to turn it into a lightweight sleeping bag. (Photo from Breach Bang Clear)
“They added the zipper because most people like to use these as a really lightweight sleeping bag,” said Brian Emanuel, general manager at Climashield, which make the insulation that gives the woobie its magical warmth.
The changes to the new poncho liner are more than skin deep, with the old insulation being replaced by the more durable Climashield insulation that can be compacted tighter, is lighter than the old version but delivers more insulated goodness than the poncho liner of old.
“Basically you now have the same weight and 50 percent more warmth,” Emanuel said.
The insulation is so tough, the new woobie doesn’t need to have as much stitching (the old version had what’s called “dumbbell quilting” in order to keep the insulation in place). In fact, the insulation and new shell materials are so tough, there didn’t need to be any stitching at all — typically a major contributor to cold spots when the mercury dips.
But the Corps was worried about large rips, so developers kept some stitches running down the liner’s length.
While the Marine Corps has outfitted the enhanced poncho liner to its Leathernecks, the Army is still tweaking the design for its own use, Emanuel said.
“They tried to entice the Army to adopt this system as is, but they’ve decided to change the dimensions so it’s the exact same size as their tarp, which is significantly larger than what the Marines have,” Emanuel explained.
So Climashield is trying to work with the Army to decrease the weight of their poncho liner by reducing the amount of insulation with the larger size.
“We’ve said we can reduce the weight by 10 percent from what you’re using today and deliver 30 percent more warmth,” he added.
Specialist Bryan Anderson’s first question when he came out of a seven-day coma and saw his mother was, “What are you doing in Iraq?” But his mother wasn’t in Iraq. She was at his bedside at Walter Reed Medical Center.
A week before Anderson had been on his second combat tour, once again serving as an Army MP this time charged with training members of the Iraqi police. His unit had to travel the streets of Baghdad in up-armored Humvees to get to the various police stations around the city, and they were getting hit by IEDs on a daily basis.
“It wasn’t a matter of if we’d get hit, but when we’d get hit,” he said.
Anderson’s exposure was increased by the fact that the unit commander liked his squad. “He knew we knew what we were doing,” he said. “So our mission became to take him wherever he wanted to go to do whatever he wanted to do.”
And his CO wanted to see everything. “He was ‘Capt. America,’ as we called him,” Anderson said. “I get what he was trying to do – lead by example – but at the time we viewed it as he was putting our lives in danger because he was going out to the same Iraqi police stations every day.”
Although they tried to stay unpredictable with their routes and times, there were only so many police stations and so many ways to get to them. The odds caught up to Anderson on October 23, 2005 at 11 o’clock in the morning. He was driving the last of three Humvees in a slow-moving convoy when an IED triggered by a laser beam exploded next to him.
“I had both my hands on the bottom of the steering wheel and one leg curled under the other because we were only doing, like, five miles per hour, which is why we’re all still alive,” Anderson explains. “The IED was set for a vehicle traveling 30 miles an hour, so instead of going through the passenger compartment the explosion took off the front of the Humvee.”
But although the detonation didn’t happen as the insurgents had planned, the toll on Anderson’s body was substantial. “I saw smoke, fire, and sparks coming through my door,” he said. “And then it was pitch black because there was so much smoke.”
The soldier riding shotgun jumped out before the vehicle stopped with shrapnel in his wrist and hip. The gunner got what Anderson called the “Forrest Gump wound” – shrapnel to his butt – and he jumped out of the turret.
Anderson tried to get out of the Humvee but couldn’t, unaware of his wounds. The two others busted the bolts off the driver’s side door and pulled him out of the wreckage.
“All I could see was my friends running back and forth like they’d just seen a ghost, and I knew something was wrong,” Anderson said.
He tried to use his right hand to swipe the flies away from his face, and noticed that his index finger tip was missing. He turned his hand over and could see shattered bones and torn ligaments.
As he was looking at his right hand a fly landed in his left eye. He went to swipe it with his other hand, but “whiffed,” as he put it. His left hand was gone.
Then he looked down. His legs were gone. He couldn’t process what he was seeing. “There’s no way that just happened,” he thought to himself. “I’m dreaming.”
“Then I got this weird feeling, like, ‘Oh, man, my mom’s gonna kill me,” he said.
Then he looked up at the soldier who was attending to him and asked, “Do you think I’m ever going to get laid again?”
It took the medevac helicopter 12 minutes to get to the scene. Anderson was having trouble breathing because his right lung had collapsed with the concussion of the bomb. The shock was wearing off a bit, and he described the initial pain sensation as a “burning all over, like putting on too much Icy Hot.”
The helo landed in what Anderson described as “an impossible place.” Once they were airborne he passed out.
He awoke seven days later to see his mother standing over him, saying, “You had an accident.”
Anderson considered his injuries and thought to himself, “Really?” Fortunately his entire family was there along with his mother – his identical twin brother, his sister, his aunts and uncles. “That gave me enough strength to say screw it,” he said. “One day at a time, right?”
He spent 13 months at Walter Reed, six weeks in-patient and the rest living at the Malone House as he did physical therapy. For the first four months he had a good attitude, sort of what he called a “wait and see” outlook. But then he fell into deep depression. “I’d look at myself as a triple amputee and ask, ‘What am I possibly going to be able to do?'”
He had panic attacks and flew into uncontrollable rage. He didn’t sleep for two weeks. Then one day he was sitting by a reflecting pond near the Malone House talking to his twin brother who asked him if he was listening to music. Anderson replied that he wasn’t. His brother gave him a CD of a mutual friend’s band.
“I was listening to the chorus of this one song,” he recounts. “The words got to me: ‘Life’s been less than kind. We’ve all been hurt; we’ve all been sorry. Take a number, stand in line. How we survive is what makes us who we are.’ For some reason that just resonated with me, and at that moment I felt like I’d grabbed the first rung of the ladder to pull myself out of this hole.”
The second rung was an impromptu trip to Las Vegas. “I was able to just be a dude for the first time in a long time,” he said. “I had fun, and that forced me to think about what’s in front of me. It made me live in the moment.”
When he got back to Walter Reed he mediated at the reflecting pond again, and it struck him that he had two choices: He could roll over and die or he could go live his life.
“At that moment I made the decision to start figuring out what I could and couldn’t do,” he said. “And it turns out there’s not a lot I can’t do.”
Anderson started skateboarding and snowboarding again. And, after being profiled in Esquire magazine and receiving a couple of offers, he decided to head to LA to pursue an acting career, something he’d always wanted to do.
His first gig was as a stunt driver in “The Dark Knight.” On the set he befriended the movie’s star, Heath Ledger. “He was a skater,” Anderson said. One day he mentioned to the actor that it was intimidating to talk to him with his Joker makeup on. Ledger replied, “You realize I could say the same thing about you, right?”
Anderson’s next role was in “The Wrestler” in which he has a brief scene handing Mickey Rourke one of his prosthetic legs to use as a weapon against an opponent. After that he played a wounded Navy SEAL accused of murder on “CSI: New York.”
Following a couple of episodes of “All My Children,” a cameo in “The Wire,” and an episode of “Hawaii Five-O” he landed a part in “American Sniper.”
“I was standing next to Clint Eastwood and Bradley Cooper thinking, ‘This is crazy,'” Anderson said.
The first scene he was in had no script. “Bradley Cooper told us, ‘Clint likes to do things natural,’ and he told us to just say whatever we wanted. Nobody was talking, so I just wound up taking the lead and telling the story about how my right hand was saved the day I was hit because I reached for a cigarette.”
Anderson’s plan for a future in Hollywood is pretty simple: “More parts,” he said.
Whatever happens he’s going to leverage the main lessons his life since that tragic and fateful day in Iraq has taught him: “Nobody’s going to make you happy. You have to do that yourself,” he said. “And take advantage of all the opportunities that come your way.”
Nuclear technology for power is not a new concept; we’ve been doing it for decades through fission. Fission occurs when an atom is split into smaller fragments, creating small explosions resulting in the release of heat energy. Fusion, on the other hand, is the process by which gas is heated up and separated into its ions and electrons. When the ions get hot enough, they can overcome their mutual repulsion and collide, fusing together, hence its name — fusion. When this happens, the energy released is three to four times more than that of a fission reaction, according to Lockheed Martin.
Lockheed Martin aims to mimic the fusion process within a small magnetic container designed to release its hundreds of millions of degrees of heat in a controlled fashion. These devices will be small enough to be used on planes and other vehicles.
Its compact size is the reason for which the engineers and scientists at Lockheed Martin believe they can achieve this technology so quickly. A small device size allows them to test and fail quickly under budget.
In this video Tom McGuire, a research engineer and scientist at Lockheed Martin explains how they plan to bottle the power of the sun within a decade:
It’s not necessarily the ship that comes to mind when you think about America flexing its muscles abroad to project seapower and dominance.
But when the U.S. Coast Guard’s Barque Eagle, known as “America’s Tall Ship,” came into port here [Oslo, Norway] May 5, 2019, for the first time since 1963, the locals were eager to see it. More than 1,300 people visited the ship May 5, 2019; the vessel sees 90,000 tourists each year, officials said.
The ship trains hundreds of cadets each summer on the basics of navigation and seamanship — something the service believes can still make a tough and ready Coastie despite the emergence of a near-peer power competition.
It’s not always about learning on the newest technology. The Coast Guard thinks some things are just meant to be done old school.
As the sun sets, a crew member acts as lookout aboard Barque Eagle in the North Atlantic, April 2, 2014.
(U.S. Coast Guard photo by Petty Officer 2nd Class LaNola Stone)
“They don’t come here to learn how to sail, although that is a bonus,” said Chief Petty Officer Kevin Johnson, the training cutter’s command chief, master-at-arms and food service officer for the last three years.
“We’re teaching you how to work as a team,” he said during an hour-long tour of the ship. “And it’s tradition.”
Two groups of 150 cadets each will soon embark on the service’s 12-week summer program. The first group is comprised of third-class cadets, the second of first-class cadets.
The cutter will likely hit its max capacity of 234 crew with each group; 50 enlisted and eight officers man the ship year round. Roughly 40 percent of the trainees are women, Johnson said.
The ship, which has only basic radars for navigation, will also host a number of international cadets during the training program. Members “from as far as Micronesia” have come to learn team building and leadership on the Eagle, designated WIX-327, he said.
Coast Guard Academy cadets learn how to furl sail on the Eagle‘s bowsprit under the tutelage of a petty officer while sailing among the British Virgin Islands in 2013.
(U.S. Coast Guard photo)
Life onboard the ship is meant to give cadets the “life as an enlisted person” experience, demanding strength and discipline, he said. They’ll climb to the top of the mainmast, which towers above the deck at 147 feet. Most cadets know that “someone still has to put the flag up” and furl the sail by hand.
“They still climb the rigging,” Johnson said, adding that the small boats need to be lowered by hand.
He said two cadets have gone overboard during his tenure: one while touching up the hull en route to Ireland and another who lost balance on the rigging and fell into the water.
“They’re both OK,” said Johnson, a 19-year veteran of the service.
Helm station on the U.S. Coast Guard’s Barque Eagle.
The cadets will take their meals in five shifts, retire to the berthing quarters to sleep, and leave the ship to explore cities when “there isn’t work that needs to be done,” he said.
The 295-foot vessel is rooted in training. Built in 1936, it was formerly known as the Horst Wessel and operated by Germany for its cadet training program during World War II before it was captured by the British in 1945. It was then traded to the U.S. a year later.
During a four-year service life extension program, completed last year, more than 1,500 square feet of original German hull plate was removed and replaced, Johnson said. The ship was home-ported in Baltimore, Maryland, while the upgrades were being finished.
The Eagle requires “constant maintenance,” and the cadets and crew know it, he said. During its 19-day trip across the Atlantic en route to Portsmouth in the United Kingdom last week, two sails split during bad weather. One split more than once.
The New York Fire Department vessel, Firefighter, honors the Coast Guard Cutter Eagle as it rests anchored at the Statue of Liberty, Friday, Aug. 5, 2011.
“I think they even got the sewing machines out” to fix them, Johnson said. There are layers of baggywrinkle — old, fringe-like rope — meant to protect the sails from chafing.
The ship has been largely Atlantic-based, sailing to the Caribbean and various European locations. The Eagle has visited Australia, but otherwise hasn’t made its way to other parts of the Pacific Rim. “Not yet, anyway,” Johnson said.
The Eagle, which can hit 17 knots max speed under sail, heads next to Kiel, Germany, to pick up the first summer class of cadets. It will then sail to Copenhagen, Denmark; Antwerp, Belgium; the Netherlands; the Azores; and finally back to the Coast Guard Academy in New London, Connecticut, which will be its homeport after this summer.
The German-turned-American trainer will also participate in events marking the 75th anniversary of the D-Day landings and the Battle of Normandy on June 6, 2019
This article originally appeared on Military.com. Follow @militarydotcom on Twitter..
Let’s face it, when the Army bought the Stryker, in one sense, they were really just catching up with the Marines, who were making an 8×8 wheeled, armored vehicle work for quite a while. Now, though, the Marines are getting a new system for one variant of their Light Armored Vehicles, the LAV-AT, which will make them even deadlier and easier to maintain.
According to a release by Marine Corps Systems Command, the LAV-ATM project gives this version of the LAV a new turret. The LAV will still be firing the BGM-71 Tube-launched, Optically-tracked, Wire-guided missile.
“Compared to the legacy version, the new turret is unmanned, it fires both wire-guided and radio frequency TOW missiles, and it can acquire targets while on-the-move with an improved thermal sight,” said Jim Forkin, Program Manager’s Office LAV-ATM team lead.
“The turret is important because it protects Marines and gives them an enhanced capability that they didn’t have before,” Chief Warrant Officer 4 Michael S. Lovell, Ordinance Vehicle Maintenance officer, PM LAV team, explained.
A Marine tests the enhanced vision capability—part of an upgrade to the Light Armored Vehicle’s Anti-Tank Weapon System—during new equipment training Sept. 18-29, at Camp Pendleton, Calif. Marine Corps Systems Command completed its first fielding of four upgraded ATWS in September. (United States Marine Corps photo)
The new LAV also makes maintenance easier with an on-board trouble-shooting system that allows operators and maintenance personnel conduct checks on the systems involved with the vehicle and turret. Learning how to use the new turret takes about one week each for operators and maintainers. The Marines have also acquired 3D computer technology to enhance the training on the new LAV-AT.
But the real benefit of the turret is that “Marines who serve as anti-tank gunners will be able to do their job better,” according to Chief Warrant Officer Lovell. “We’re providing a product that gives Marines an enhanced anti-tank capability improving their forward reconnaissance and combined arms fire power on the battlefield.”
Enemy tanks will hopefully be unavailable for comment on these enhancements.
Dream Foundation was founded in 1994 with a mission to serve terminally ill adults and their families by providing end-of-life dreams that offer inspiration, comfort, and closure. In September 2015, the organization introduced Dreams for Veterans – a program for terminally ill veterans.
“For 21 years we’ve had the privilege of fulfilling over 25,000 final dreams for terminally ill individuals, including veterans of all ages,” said Kisa Heyer, Dream Foundation’s CEO. “Given the number of dream requests we’ve received from the military community has jumped exponentially in recent years, we felt compelled last year to create Dreams for Veterans, a program designed to address the specific needs of our nation’s heroes and their families. Our team is working to double the number of terminally ill veterans we serve in the next three years.”
Dream Foundation has fulfilled 829 dreams specifically for veterans since it was founded in 1994, and since the launch of their Dreams for Veterans program they have fulfilled 111 dreams for veterans. Their motto is: “If you served, you can dream.”
Veteran Joe Hooker who served in Vietnam passed away last summer, but not before he was able to fulfill a promise he had made 40 years ago. On his way back from the war, he made a stop in Honolulu, Hawaii. That visit inspired a lifelong desire to go back to Hawaii “to honor the men and women that gave their life at Pearl Harbor,” as he put it. In his application to Dream Foundation he wrote that he wanted to “learn, touch and understand what happened there.”
The foundation approved this application and sent him along with his brother and sister-in-law on a VIP tour of Pearl Harbor. Although he was suffering from cancer and heart disease, he was able to pay his respects to his fellow brothers and sisters in arms.
Carl Johnson and Lucinda “Cindy” Niggel have also had their final dreams fulfilled by Dream Foundation.
Floreville, Texas resident Carl Johnson, 92, is World War II Army veteran who landed on the sands of Normandy on D-Day. Johnson earned two Bronze Stars, a Silver Star and a Purple Heart. He now has lung disease and has been told by doctors he only has a couple of months to live. He hadn’t seen Ronnie, his disabled son who lives upstate New York, in eight years.
“I always said I wanted to give Ronnie a hug before I got laid down beside my wife,” Johnson said. His caregiver contacted Dream Foundation, and in February he was able to wrap his arms around his son one last time.
“I spent a whole day with him and on top of that, [I got to see] lot of my wife’s relatives – she has a quite a few!” Johnson said. “They say you can’t win them all, but when you win them all, it’s a miracle.”
Lucinda “Cindy” Niggel, 59, is Navy veteran with terminal breast cancer. Aside from trips to the doctor or hospital, Niggel has spent most of her time confined in her home, on constant oxygen. When Lucinda told a friend she wanted to get out of her house and visit someplace tropical, that friend suggested she look into Dream Foundation.
Dream Foundation provided Cindy and a companion with a vacation to Captiva Island, complete with airfare and funds for food and transportation. “They’re true to their word, and the application process is not hard,” Niggel said. “The trip was amazing. I felt like I was in paradise.”
To learn how you can support Dream Foundation click here.
Russian snipers and separatist marksmen trained in Russian military camps outmatch their Ukrainian counterparts in the Donbas conflict with better rifles, equipment, and ammunition, an analysis by the Washington-based Jamestown Foundation says.
Given that the conflict in eastern Ukraine has entered a positional phase of trench warfare, the role of snipers and the advantages Russia-backed forces have in this area is more acute, the think tank said on February 25.
In these conditions, snipers are “an effective multiplier on the battlefield, able to precisely strike long-range enemy targets, conduct indispensable reconnaissance of enemy movements and positions, as well as demoralize enemy troops,” the analysis said.
When the war broke out in April 2014, Ukraine was using Soviet-era Dragunov (SVD) rifles, while their better-funded and technologically more advanced adversary was using the same rifles but with new barrels, scopes, and high-quality rounds.
“Russian professional snipers at the middle and rear lines” were using bolt-action rifles that “fire three times farther than the SVD rifles.”
Lack of funding made it challenging to buy Ukrainian shooters night-vision devices, camouflage, rangefinders, ammunition, thermal sights, and silencers, something the Russia-backed forces are in no shortage of, it said.
Therefore, Jamestown Foundation wrote, Kyiv is still playing catch-up.
Prior to America’s official entry into World War II, the U.S. Navy was involved in “short of war” operations against Nazi Germany. In some cases this involved escorting merchant ships that were steaming to help supply England.
Tensions between the U.S and Germany increased after a Nazi submarine fired on the destroyer USS Greer (DD 145).
But, as Samuel Eliot Morison pointed out in the “Battle of the Atlantic,” the U.S. was still operating under neutrality legislation. So, when they did stuff to Nazi vessels, they needed to have some legal grounds outside of a war declaration.
On Nov. 6, 1941, the light cruiser USS Omaha (CL 4) and the destroyer USS Somers (DD 381) were on patrol in the South Atlantic looking for a German raider. Two months had passed since the Greer had been fired on, and since then, the destroyer Kearny (DD 432) had been torpedoed and the destroyer USS Reuben James (DD 245) had been sunk.
The Omaha and Somers then came across a ship claiming to be an American merchant vessel out of Philadelphia. The interaction with the vessel drew suspicions, and the Omaha, under the command of Capt. Theodore E. Chandler, ordered the vessel to stop. A boarding party came aboard just as scuttling charges went off. The boarding party kept the ship from sinking, and determined its true identity as the German blockade runner Odenwald.
The ship was taken to Puerto Rico, where the cargo – over 6,200 tons, including 103 truck tires and lots of rubber – and the vessel were sold off. According to Samuel Eliot Morison, the Navy justified the intercept by claiming that the Odenwald was a suspected slave trader.
In 1947, the Odenwald’s owners sued the Navy over the seizure. It didn’t pan out for them at all. The boarding party and prize crew assigned to the vessel, though, made out big-time: $3,000 each. Crew on board the Omaha and Somers got two months of pay and allowances.
That’s a prize worth as much as $34,000 today.
Chandler, though, never got that bonus. Although he was promoted to rear admiral, in January 1945, his flagship, the heavy cruiser USS Louisville (CA 28), was hit by kamikazes off Iwo Jima. While assisting in fighting fires, his lungs were badly injured, and he died of his wounds soon after.
U.S. Air Force Staff Sgt. March Tighe, 60th Maintenance Squadron gives a briefing to Dr. Richard Joseph, Chief Scientist of the United States Air Force, Washington, D.C., during his visit to Travis Air Force Base, Calif., July 12, 2018. Joseph toured David Grant USAF Medical Center, Phoenix Spark lab and visited with Airmen. Joseph serves as the chief scientific adviser to the Chief of Staff and Secretary of the AF, and provides assessments on a wide range of scientific and technical issues affecting the AF mission. (U.S. AIR FORCE PHOTO // LOUIS BRISCESE)
Senior U.S. Air Force leaders are embracing and promoting the concept that if their Airmen are not failing, then they are, more than likely, not moving forward.
They believe pushing the envelope is necessary to keep the U.S. Air Force dominant and the occasional failure should be viewed by supervisors not as a negative, but as part of a greater positive.
In this series, we hear senior Air Force leaders give examples of how taking calculated risks and failing throughout their careers taught them valuable lessons, propelled them to future success and made them better leaders.
Dr. Richard J. Joseph, Air Force chief scientist, believes failure is a necessary component and result of the scientific method. The failures of ideas and theories, when tested through experimentation and prototyping, inform, and are often the root of, future successes.
However, he also believes that project failures are often rooted in past successes of large technological bureaucracies. Large organizations with far-reaching strategic plans often stifle the creativity, experimentation and risk acceptance necessary to achieve game-changing technological advances.
Dr. Richard J. Joseph, Chief Scientist of the U.S. Air Force, looks through virtual reality goggles at Barksdale Air Force Base, La., Nov. 29, 2018. The harness training was a requirement before flying on a B-52 Stratofortress with the 20th Bomb Squadron. (U.S. AIR FORCE PHOTO // SENIOR AIRMAN PHILIP BRYANT)
Joseph serves as the chief scientific adviser to the chief of staff and secretary of the Air Force, and provides assessments on a wide range of scientific and technical issues affecting the Air Force mission. He has more than 40 years of experience as a physicist, directed energy researcher, senior program manager, national security advisor and executive.
DR. WILL ROPER, ASSISTANT SECRETARY OF THE AIR FORCE FOR ACQUISITION, TECHNOLOGY AND LOGISTICS
As the Air Force’s Service Acquisition Executive, Dr. Will Roper oversees Air Force research, development and acquisition activities with a combined annual budget in excess of billion for more than 465 acquisition programs.
He promotes the concept of “Fail Fast, Fail Forward” as a foundational culture shift necessary to keep the U.S. Air Force dominant.
This philosophy is manifested in his promotion of rapid prototyping and funding innovative ideas through Air Force Pitch Day and AFWERX’s Spark Tank.
Roper believes that by spending money to develop fledgling technologies and ideas quickly, and then prototyping them rapidly, flaws are found much earlier in the development process.
Dr. Will Roper, assistant secretary of the Air Force for acquisition, technology and logistics, speaks to a crowd of small businesses, venture capitalists, and Airmen during the Inaugural Air Force Pitch Day in Manhattan, New York, March 7, 2019. Air Force Pitch Day is designed as a fast-track program to put companies on one-page contracts and same-day awards with the swipe of a government credit card. The Air Force is partnering with small businesses to help further national security in air, space and cyberspace. (U.S. AIR FORCE PHOTO // TECH SGT. ANTHONY NELSON JR.)
This method avoids committing to the huge cost of the much longer traditional system and weapons development and acquisition where flaws are only found years and hundreds of millions of dollars later. Then the Air Force is stuck with that flawed system for decades.
However, in order for “Fail Fast, Fail Forward” to work, Roper believes the Air Force must adjust its attitude towards risk.
He points out that his own success actually points to a persistent flaw in the Air Force’s tolerance for risk – people are only rewarded for taking a risk that pays off. Roper insists that to foster an innovative culture, people must be rewarded for taking a good risk in the first place.
“Why are the people who succeed the only people we cite when we talk about risk taking as a virtue?” Roper said. “I’m trying to be very mindful with Air Force program managers and people taking risk that they get their evaluation and validation for me at the point that they take the risk.”
Is there anything else that aggravates already overworked military spouses more than micro complaints from their civilian friends? Probably not.
Being married to the military is a lot like hastily extinguishing small government-issued trash can fires, only to realize you will never put them all out no matter how hard you try. The government loves issuing trash can fires, and by year three, you learn to sit back and roast marshmallows over them instead.
Yes, military spouses evolve quickly from the simple state that was their civilian life to the constant state of chaos surrounding a life of service. Nothing is more annoying than forcing a passive-aggressive “oh that must be hard for you” head nod when Susie starts rattling off her civilian life complaints.
See if your friend’s grievances made our list.
When their spouse’s 48-hour business trips are made to seem as hard as a deployment
Civilian- “Oh your spouse is away a lot too? My John, he has to travel a whole three times a year for work and I just don’t know what to do with myself during those weekends he’s away.”
If eyes could emit laser beams, military spouses would be the first to be equipped with them. How many times have you as a spouse had to endure this comparison? No Susan, John’s work trips to Denver are nothing like the average work trips that the military sends our spouses on. A good day is when you find out your spouse did not get recycled in Ranger school (again) and you’ll see them in a short 60 days from now.
When they complain about having the same boring job for the last 10 years
Civilian- “Ugh, you are so lucky not to have to work. I’ve been at this same boring job for the last 10 years and I can’t wait to retire.”
To an outsider looking in, an unemployed military spouse living in Hawaii might seem like a choice or even a benefit, but the military community knows better. Not only are there periods where military life keeps us from working, but the few of us who do, find it near impossible to find the kind of employment that offers such unicorn benefits like retirement.
When their schedules are “so busy”
Civilian- “We are busy bees I tell you. The kids have their sports and I just have to find time to shop for the right piece to go above the mantle before it just drives me nuts. Don’t even get me started on how I had to push back my hair appointment.”
The first year after a PCS for military spouses involves the trial and error of everything from coffee shops to dentists, to assessing what is still missing or broken from the move. By the time we get settled in enough to get our kids in sports clubs or half-ass decorate the living room, new orders roll in. Nothing is busier than a military spouse eating a “fridge purge” sandwich on the way to baseball where she plans to make the seventh call to find out when the movers are coming this week taking her to a place she has to Google to find.
When they complain about that one time they had to move
Civilian- “Moving (down the street) was a nightmare. It took forever to go through our things. I never want to do that again.”
Nothing brings salty military spouses more joy than to hear your tragic horror story about your move down the block to that custom home you designed yourself which will perfectly meet every single one of your family’s needs. That sounds hard.
Yes, we military spouses who can live entire decades of our lives half packed and ready to move (again) in 18 months sympathize with your hardship. We who live as lifelong renters in someone else’s 1999 cookie-cutter home with beige everything feel bad that it was difficult to pick precisely the right marble for your countertops. We who must label trash cans as “do not pack” cannot fathom how difficult it was for you to leisurely watch the actual professional movers delicately move your furniture with actual customer service in mind.
We are military spouses and we have zero time for your civilian complaints.
The A-10 is a Cold War-era ground-attack plane known for its iconic gun designed to shred tanks and for its tough titanium armor designed to take hits and keep flying.
That durability is noticeable not only on the battlefield, but also increasingly on Capitol Hill, where supporters of the Thunderbolt II, popularly known as the Warthog or simply Hog, have seemingly succeeded in dissuading Air Force officials from renewing attempts to retire the snub-nosed plane.
The Air Force’s fiscal 2018 budget request released this month calls for keeping its fleet of A-10s — which stood at 283 as of Sept. 30 — in service for at least five more years.
To recap: The service — facing financial pressure driven by spending caps known as sequestration — made multiple attempts in recent years to retire the Warthog to save an estimated $4 billion a year and to free up maintainers for the F-35 Joint Strike Fighter, the stealthy fifth-generation fighter jet designed to replace the A-10 and legacy fighters.
In 2016, then-Defense Secretary Ash Carter announced the A-10 retirement would be delayed until 2022 after lawmakers complained that doing so would rid the military of a “valuable and effective” close-air-support aircraft.
However, fiscal 2017 budget request documents showed the Air Force still planned to remove A-10 squadrons in increments between 2018 and 2022 to make room for F-35A Lightning II squadrons coming online.
Members of Congress, notably Arizona Republicans Sen. John McCain, a former Navy pilot, and Rep. Martha McSally, who flew A-10s during her Air Force career, fiercely opposed the move, and included language in the bill that would prohibit retirement of the Warthog until the Air Force could prove the F-35 is able to perform similar missions as effectively on the battlefield.
In October, Air Force Materiel Command chief Gen. Ellen Pawlikowski said the depot line for the A-10 was cranking back up as part of an effort to keep the Cold War-era aircraft flying “indefinitely.”
The planes, which entered service in 1976 and have deployed to the Middle East, Europe and the Pacific, have played an outsized role in the air campaign that began in 2014 against the Islamic State of Iraq and Syria, or ISIS, helping provide close-air support for Iraqi and U.S. partner forces on the ground. (A-10 fans describe the distinctive sound its seven-barrel 30mm GAU-8 Avenger rotary cannon makes when firing as “brrrt.”)
So the retirement push appears to have dissipated — at least, for now.
Indeed, the Air Force’s budget request for the fiscal year beginning Oct. 1 includes modest funding for A-10 modifications in coming years. The service over the past decade worked with Boeing Co. to replace the wings on 173 of the aircraft as part of a program scheduled to wrap up this year.
For fiscal 2018, the service asked for $6 million in procurement funding to upgrade the A-10 with the latest version of the satellite-based transponder known as the Automatic Dependent Surveillance-Broadcast, or ADS-B, to comply with a Federal Aviation Administration rule for the new technology, according to budget documents.
In addition, the service requested $17.5 million in research and development funding to test the ADS-B Out software on the A-10 squadrons through 2022, budget documents show.
This work “extends the viability and survivability” of the aircraft, according to an Air Force spokeswoman who spoke to Military.com on background because she wasn’t authorized to speak publicly about the budget request. “As long as we can continue to fund these fleets, they will be survivable and lethal.”
Through the wing replacement program and maintenance work, the Air Force wants to preserve the longevity of the aircraft, potentially by doubling its life from 8,000 flight hours to 16,000 flight hours.
In an interview with FlightGlobal earlier this year, then-Air Combat Commander Gen. Herbert “Hawk” Carlisle suggested new wings on the plane could keep it flying into the 2030s.
The spokeswoman couldn’t say whether this program would be expanded into future years.
“This is exactly why we need long-term budget stability and flexibility — no longer reacting to make tradeoff decisions year to year,” she said. “We’re not in the position right now, but we don’t know” what could happen next year.
We’ve all heard of fighter aces. We’re talking legends like Robin Olds, Duke Cunningham, Pappy Boyington, James Howard, Jimmy Thach, and Swede Vejtasa. Germany had their own aces, and while Erich Hartmann and Adolf Galland are just some who attained immortality with their feats in the skies, others, like Otto Kretschmer and Gunther Prien, were renowned for what they did under the sea.
Kretschmer and Prien were both considered “U-boat aces,” and according to uboat.net, they were part of an elite group. Out of 498 men in World War I, and 1,401 in World War II who commanded U-boats, only a total of 71 men sank more than 100,000 tons of enemy shipping. The tonnage totals are eye-popping in comparison to American commanders, many of whom were rotated out of front-line duty to train new crewmen, similar to the policy used for ace fighter pilots like Thach.
America’s top sub skippers, like Eli Reich or Joe Enright, earned their notoriety on single missions. Reich sank the only battleship to be sunk by American submarines during the war, avenging fallen shipmates, while Enright holds the distinction of sinking the Shinano, the largest vessel ever sink by a submarine.
Germany’s U-boat aces pulled some incredible feats, themselves. Prien, for instance, earned his fame by sneaking into the British naval base of Scapa Flow and sinking the battleship HMS Royal Oak. 825 British sailors died when the Revenge-class battleship was hit by three torpedoes.
Kretschmer was the top-ranking U-boat ace of World War II, sinking 46 ships totaling over 274,000 tons of displacement. Compare that to the JANAC total credited to USS Tang (SS 306), Medal of Honor recipient Richard O’Kane’s command, which sank 24 ships totaling 93,824 tons of displacement.