Russia’s proposed new military transport will be a behemoth of an aircraft — assuming such a plane can even fly and Russia is even vaguely serious about actually building it.
According to the Kremlin propaganda outfit RT, citing design specifications from Russia’s Military-Industrial Commission, the new PAK TA transport will have the improbable ability to achieve supersonic flight while carrying massive payloads. The Kremlin plans to acquire 80 PAK TAs by 2024.
The introduction of the PAK TA is in keeping with Moscow’s stated goals of modernizing its air fleet within the next decade. Russia has dedicated $130 billion through 2020 for the modernization of its aging air force, which is largely made up of Soviet-era aircraft.
But until prototypes of the plane are built and begin flying, there is no telling how well the plane will actually perform or if it is even practical. Russia’s fifth-generation fighter, the T-50, has run into design problems. According to the Indian Air Force, the joint Indian-Russian variant of the T-50 still has numerous stealth and engine problems even at a late stage in its development.
And the PAK TA presents an even greater challenge. A supersonic plane of its size and cargo capacity — an anticipated 200 tons — could land only on a very long, reinforced runway that may need to be designed specifically for the plane. It would necessitate an astonishingly large fuel load, which would further limit the number of airports from which the aircraft could take off and land. It would also have an enormous wingspan that would make the plane an easy target for enemy forces.
On a more basic level, who would entrust 200 tons of cargo aboard such an outlandish, experimental aircraft?
It would be an astonishing accomplishment if a prototype ever takes the skies — never mind 80 finished planes.
For now, the aircraft is at most an aspiration for Russia. It may also just be a propaganda ploy meant to highlight the Kremlin’s modernization drive and create the impression that Russia’s military-industrial complex possesses technological capabilities beyond its actual capacity.
Even if the PAK TA may be crude Kremlin psy-ops, the concept art for the new aircraft is still pretty spectacular. Here’s what Moscow is claiming about its fanciful superplane of the distant and probably nonexistent future.
The PAK TA is being developed by the Russian aviation company Ilyushin.
The next-generation carrier is touted as being able to travel at supersonic speeds, carry up to 200 tons of cargo, and have a range of 4,350 miles.
The PAK TA’s payload capacity is envisioned as being 80 tons more than that of the US’ largest cargo plane, the C-5 Galaxy.
RT estimates that a fleet of PAK TA’s could carry 400 T-14 Armata heavy tanks. Left unaddressed is why anyone would risk loading 400 tanks into a fleet this ridiculous.
The plane is thought to feature an upper gas turbine as well as twin electrically powered fans. The back of the plane’s wings will generate vectored thrust — assuming a single one is ever built.
In the wake of Pearl Harbor, President Franklin D. Roosevelt ordered the Navy to find a way to get more aircraft carriers into the fleet quickly.
As Japan “ran wild” during the first six months of the war, nine Cleveland-class light cruisers were converted into aircraft carriers. The ships served during World War II, with one — USS Princeton (CVL 23) — being sunk during the Battle of Leyte Gulf.
The United States Navy later added two more light carriers, the Saipan-class vessels USS Saipan (CVL 48) and USS Wright (CVL 49)
Now, the light carrier could be making a comeback. According to a report from Popular Mechanics, the Navy has received $30 million to come up with a preliminary design for a light carrier. This is being pursued at the behest of Senator John McCain (R-AZ), the chairman of the Senate Armed Services Committee.
The report noted that the Navy had operated what amounted to “light” carriers in the Cold War. However, these “light” carriers were the fleet carrier designs (the Essex-class and Midway-class vessels), which had become “light” due to the development of the super-carriers, starting with USS Forrestal (CV 59).
The most notable of these “light” carriers, were the three Midway-class ships: USS Midway (CV 41), USS Franklin D. Roosevelt (CV 42), and USS Coral Sea (CV 43).
In World War II, the light carriers helped bolster the air power of the Third Fleet and Fifth Fleet. Mostly, this was by adding a huge complement of fighters. According to “Aleutians, Gilberts, and Marshalls,” Volume VII in Samuel Eliot Morison’s “History of United States Naval Operations in World War II,” an Essex-class carrier usually carried 36 F6F Hellcats, 36 SBD Dauntless dive bombers, and 18 TBF Avenger torpedo bombers.
The usual air group for an Independence-class light carrier was 24 F6F Hellcats and 9 TBFs. Independence-class light carriers displaced 11,000 tons, compared to 30,000 for the Essex.
What could be the light carrier of today?
Popular Mechanics looked at two options. One was essentially to use the America-class amphibious assault ship to operate about 20 F-35Bs from, along with MH-60R helicopters and V-22 Osprey tankers. The other option is to modify the America design to use catapults and arresting gear to operate planes like the F/A-18E/F and F-35C.
Either way, these carriers would not have the capabilities of a supercarrier like USS Nimitz (CVN 68) or Gerald R. Ford (CVN 78). The air groups would be smaller, and the light carriers would not likely have nuclear power.
However, the lighter carriers could handle a number of missions — including convoy escort and operations like those in Libya or Somalia, freeing up the supercarriers for major conflicts against a country like China or Russia.
NORTH SEA (Oct. 10, 2020) Marines with Marine Fighter Attack Squadron (VMFA) 211 conduct pre-flight checks on F-35B Lightning II Joint Strike Fighters aboard the Royal Navy aircraft carrier HMS Queen Elizabeth (R 08) in the North Sea, Oct. 10, 2020. VMFA-211 is an F-35B Lightning II squadron assigned to Marine Aircraft Group 13, 3rd Marine Aircraft Wing. Its mission is to intercept and destroy enemy aircraft under all weather conditions and attack and destroy surface targets in support of Fleet Marine Expeditionary Forces. (U.S. Marine Corps photo by 1st Lt. Zachary Bodner).
The Second World War saw extensive international cooperation amongst the allied militaries. US and UK aircraft and aircraft carriers conducted joint operations in the Atlantic and Pacific theaters. In fact, the British even loaned an aircraft carrier to the U.S. Navy during WWII. Renamed USS Robin, HMS Victorious launched American aircraft into combat alongside her compliment of British aircraft. Despite continued partnerships in fights against Al-Qaeda and the Taliban in the 21st century, American warplanes have not flown combat missions from a foreign aircraft carrier again until now.
HMS Queen Elizabeth is the largest vessel that the Royal Navy has ever put to sea. The 65,000-ton warship is the pride of the British fleet. Still, she is smaller than the Nimitz-class carriers sailed by the U.S. Navy. As such, her flight deck still requires a ramp to launch aircraft. This, however, is exactly the kind of operating environment that the F-35 Lightning II was designed for.
Capable of short-takeoffs and vertical-landings, the F-35B is flown by the Royal Air Force and Navy as well as the U.S. Marine Corps. Marine F-35Bs trained aboard HMS Queen Elizabeth in 2018 to validate interoperability. However, the assignment of Marine Fighter Attack Squadron 211 (VMFA-211) to the Queen Elizabeth marks the first combat deployment and sortie of American warplanes from a foreign carrier since WWII.
The 10 F-35Bs from VMFA-211 are joined by 8 F-35Bs of the RAF’s 617 Squadron, the famous “Dambusters.” It is the largest deployment of the F-35 to date.
On June 22, 2021, the Ministry of Defence announced that an undisclosed number of US and UK F-35Bs flew combat missions against ISIS from HMS Queen Elizabeth. The missions were flown in support of Operations Shader and Inherent Resolve. The MoD did not specify the locations of the missions or the targets that were struck. Also on June 22, the Marines announced that the blended air wing began combat operations on June 18.
HMS Queen Elizabeth is the lead ship of the UK’s Carrier Strike Group 21. British Secretary of State for Defence described the carrier strike group as, “the largest concentration of maritime and air power to leave the UK in a generation.” The seven-month, 30,000-mile mission will take it to 40 countries through the Mediterranean Sea, the Indian Ocean and the Pacific. The carrier strike group includes a U.S. destroyer and a Dutch frigate and is expected to transit the South China Sea as a show of force.
Feature image: U.S. Marine Corps photo by 1st Lt. Zachary Bodner
If Shulkin is confirmed, he would be the first non-veteran to head the VA. With its nearly $180 billion budget, the VA is the second-largest federal agency behind the Defense Department.
Many veterans groups had pushed for Trump to keep current VA Secretary Robert McDonald on the job, but the president-elect has signaled he wants someone else to reform the agency in part by giving vets more access to private care — an issue he frequently raised during his campaign.
A selection for the post, expected last month, was delayed after the two frontrunners — Dr. Delos “Toby” Cosgrove, an Air Force veteran who served in Vietnam and president and CEO of the Cleveland Clinic, and Luis Quinonez, an Army veteran of Vietnam and founder of IQ Management Services — dropped out of consideration.
Shulkin was confirmed for his current position at the VA in 2015. In that role, he oversees the Veterans Health Administration and a health care system that covers nearly nine million veterans across more than 1,700 sites.
A physician, Shulkin has previously served as president at Morristown Medical Center, Goryeb Children’s Hospital, Atlantic Rehabilitation Institute and the Atlantic Health System Accountable Care Organization, according to his VA biography. Shulkin also previously served as president and chief executive officer of Beth Israel Medical Center in New York City.
He received his medical degree from the Medical College of Pennsylvania, and completed his internship at Yale University School of Medicine, and residency and fellowship in general medicine at the University of Pittsburgh Presbyterian Medical Center.
The US Air Force’s push to develop operational flying saucers 60 years ago laid the conceptual groundwork for one of the variants of Lockheed Martin’s F-35, MIT Technology Review reports.
The F-35 comes in three variants, with key mechanical differences for the Air Force, Marines, and Navy – the F-35A, F-35B, and F-35C respectively.
Of the three models, the F-35B is the most technologically different.
Unlike the F-35A and F-35C, the Marines needed their variant to be capable of conducting short take-off and vertical landing (STOVL) operations.
This request necessitated that the F-35B be given a lifting fan. And, as Desire Francine G. Fedrigo, Ricardo Gobato, Alekssander Gobato note in a paper at the Cornell University Library, the F-35B’s lifting fan has its conceptual roots in flying saucers.
Between 1954 and 1961, the US Air Force spent $10 million attempting to develop a flying saucer that became known as an Avrocar. The Avrocar was a vertical and/or short take-off and landing (V/STOL) saucer that was powered by one giant central fan.
Despite its seven years of development, the Air Force failed to make the Avrocar into a mission capable vehicle that could potentially replace helicopters.
MIT Technology Review notes that the aircraft was “hot and almost unbearably uncomfortable for the pilot. And it demonstrated various idiosyncrasies such as taking five seconds to turn 90 degrees to the left but 11 seconds to turn the same amount to the right, presumably because of its central rotating fan.”
However, despite the Avrocars’ failings, the technology did point researchers towards the feasibility of developing and embedding a central lift fan turbine within an aircraft for variations of vertical take-off and landing (VTOL) technology.
“The concept of a lift fan, driven by a turbojet engine is not dead, and lives today as a key component of Lockheed X-35 Joint Strike Fighter contender,” Fedrigo notes, adding that the conceptual framework of the Avrocar helped General Electric’s own development of a booster fan propulsion system.
Whereas the Avrocar’s development ultimately failed, though, GE’s “Vertifan” went on to prove the concept of successful lifting fan technology. This in turn lead to a DARPA sponsored development challenge that gave birth to lifting fans being used in the F-35B.
The F-35B was declared ready for combat by the Marine Corps on July 31.
The Boston Marathon bombing on April 15, 2013 killed three and wounded 264 others. The attack was committed by two American brothers of Chechen descent who set off a couple of pressure cooker explosives they learned to make from an English language al-Qaeda magazine. One of the brothers died after the other brother ran him over with a stolen SUV following a shootout with law enforcement. The other brother is in prison, awaiting execution.
At least 14 of the the bombing victims required amputations. Anyone who undergoes amputations of limbs for any reason will go through the five psychological stages of grief, but 20-22 percent of all amputees will experience some form of post-traumatic stress, according to studies from the National Institute of Health. For the civilian victims of the Boston Marathon Bombing, their stress is coupled by the two explosions, just 12 seconds apart, that killed three, injured scores more, and took one or more of their limbs.
The aforementioned studies show the ability to cope with an amputation be affected by pain, level of disability, the look of the amputated limb and associated prosthetics, and the presence of social supports. The 14 amputee survivors of the bombing received a ready network of support from wounded warriors, veterans of the wars in Iraq and Afghanistan, who lost limbs during their service. Within days of the attack, injured veterans arrived in Boston to meet the survivors.
“We felt as amputees compelled to get out here,” said Captain Cameron West, a Marine who lost a leg in Afghanistan. “It won’t define them as a person … soon all of them will be able to do everything they could before the terror attack.”
“Military combat veterans are not the only victims of PTSD,” said Dr. Philip Leveque, a pharmacology researcher, WWII veteran, and author of “General Patton’s Dogface Soldier of WWII.” “Civilians in a horrific event like those in Boston will not only be victims of these events but may be mistreated by their physicians with morphine-like drugs, antidepressants, and anti-seizure drugs, which can cause adverse side effects, including suicide.”
Chris Claude is a 33-year-old Marine Corps veteran from Pennsylvania. He met with marathon amputees and told the Associated Press it was his chance to provide the kind of support he got after the amputation of his right leg following a 2005 bomb blast in Iraq. B.J. Ganem, a Marine who lost his left leg in Afghanistan, said all he saw was resilience. The two groups came together again later in 2013, at the New England Patriots home opener. They were honored on the field together before the game.
“I like the idea of the amputees coming out on the field together,” Claude said. “It’s another way for people in the crowd to see the human spirit can’t be broken.”
During the Cold War air-to-air warfare was alive and well. The Soviets had a huge air force, and their fighters were a viable threat to NATO aircraft. As a result, American fighter crews trained extensively in matters pertaining to shooting down other airplanes.
We trained using Top Gun’s “defense in depth” theory that was built around the idea that no matter how many forward-quarter, long-range missiles a fighter was carrying, there was a good chance the threat would make it into the visual arena. This arena had many nicknames – “getting into the phone booth” or “putting the knife in your teeth” – but was (and still is) best-known as “dogfighting.”
The first trick of a dogfight is getting sight of your opponent. The oft-repeated maxim is “You can’t shoot what you don’t see.” That trick gets trickier when fighting multiple aircraft at the same time, what we call a “many v. many” or “Battle of Britain” scenario.
I was a Tomcat radar intercept officer (the guy in the backseat like “Goose” in the movie “Top Gun”). The problem of dogfighting multiple aircraft at once was made easier in the F-14 because there were two of us in the airplane. Good crew coordination allowed the pilot to go after one bandit while the RIO made sure no other threats were in a position to take a shot.
Dogfighting is the most exhilarating part of tactical aviation. The hard turns, the crush of the G forces, and the intensity of the comms over the radio between wingmen make it a wild, heart-pounding experience. And because of the variables – different pilots flying different airplanes in different conditions – every dogfight is unique.
To simulate the threat aggressor squadrons existed at all the major fighter bases. The squadrons flew American assets that supposedly replicated the flying qualities of Russian airplanes. For instance, an F-5’s characteristics were a lot like those of a MiG-23, and the A-4 was somewhat like a subsonic MiG-21.
Those of us in fighter commands at the time – the mid-1980s – dreamed of going up against the real thing. And one day while conducting training out of Naval Air Station Fallon in Nevada we found out that our dream was going to come true – sort of.
We were scheduled to participate in a secret program called “Constant Peg.” In the late ’70s the U.S. Air Force had come into the possession of a few Soviet aircraft that Israel had captured from Syria. Over the years that inventory grew to more than a dozen airplanes acquired from places like Pakistan and China.
The Constant Peg aircraft were assigned to the 4477th Test and Evaluation Squadron – “The Red Eagles” – based at Tonopah in the Nevada desert, a place I’d never heard of until the day of our first missions when pilots from the Red Eagles came to Fallon to brief us.
The Red Eagle reps reviewed the performance characteristics of the aircraft we’d be flying against. In our case that day we were doing 1 v 1s against a MiG-23 (what they had designated the YF-113 for OPSEC purposes) and a MiG-21 (what Constant Peg designated the YF-110).
As much as the brief focused on the dogfights it emphasized the admin around the mission, specifically the fact that, although we would be dogfighting closer to Tonopah than Fallon, in case of an aircraft emergency in no case were we to consider Tonopah a suitable divert field unless the emergency was so serious that not landing at Tonopah meant we’d crash. And if we would end up landing at Tonopah we were warned that we’d wind up spending at least two weeks there before we’d be allowed to fly back.
These rules struck us as pretty intense, but we figured it was what a secret program like Constant Peg demanded.
A few hours later we launched and flew south until we rendezvoused with the MiG-23. It was surreal to see an airplane we’d only seen in photographs for years before that, and the airplane looked smaller than we’d expected.
We went through the choreography of the dogfight as we’d planned, taking advantage of the fact that the MiG-23 was a “bleeder” in terms of turn rate, which meant that the airplane lost a lot of airspeed (compared to the Tomcat) when attempting hard turns. We also did a speed demo that showed us trying to outrun the MiG-23 was potentially a bad idea.
Then we joined up with the MiG-21 and did another dogfight, this one quicker than the first because we needed to conserve some gas to get back to Fallon. Again, it was surreal to fly formation on an enemy aircraft, studying the details that the Red Eagle pilot pointed out to us (in cryptic terms for OPSEC purposes) over the radio. The MiG-21 wasn’t as fast as the MiG-23, but it had a better turn rate.
When we got back from the flight my pilot and I debriefed over a classified phone with the Red Eagle pilots we’d flown against. After we hung up, we went over the high points with each other, both remarking that it had been very cool to go against the real airplanes for once.
Then my pilot, who was the squadron operations officer and senior to me, said something that struck me as curious: “I’ll bet Constant Peg isn’t the only thing going on at Tonopah,” he said. “There’s something else there they care about more than MiGs.”
I didn’t give the comment another thought until months later when the Air Force finally admitted that “the secret test aircraft” that had crashed in the middle of the Nevada desert in 1984 killing the pilot who also happened to be a three-star general – too senior for normal test flights – had actually been a MiG-23.
I asked my operations officer what he thought about the Air Force admission, and again he hinted at the idea that there was something else bigger going on a Tonopah. “They would’ve stuck with the original story otherwise,” he said. “I’m pretty sure they offered up the MiGs hoping the press would stop digging beyond that.” I asked him to put a finer point on the thought, but he just shrugged and said he didn’t know anything more.
Just less than three years later the operations officer’s hunch was proved correct as the U.S. Air Force introduced the F-117 Nighthawk – the first stealth fighter – to the world. It turned out that the Air Force had been developing that amazing new capability since the late 1970s conducting test flights mostly at night out of Tonopah. Those involved with the program were stationed hundreds of miles away at Nellis Air Force Base outside of Las Vegas and would fly in on a special airliner at the beginning of the work week and fly back home at the end of it. Families had no idea what their service members did during that tour.
The F-117 carried the day during Desert Storm in ’91, and the world watched in wonder as DoD released the cockpit footage that showed bombs hitting exactly where the crosshairs were placed while the airplanes penetrated enemy defenses totally unseen by radars.
Even more amazing, especially when considering how information flows in today’s internet age, is how the Air Force managed to keep the Stealth Fighter a secret all those years. (There were a couple of reports of UFOs made by locals over the years, but the Air Force managed to dismiss those.)
Not only was Constant Peg great training for American fighter crews, it provided a cover for the super-secret development of the F-117 – a stroke in sneaky brilliance that saw to the success of a platform that is arguably the most effective and revolutionary in the history of highly classified programs.
Berlin is known as the techno music capital of the world. Much to the chagrin of Detroit, where the style originated, the German city took the style and baked it right into their up-and-coming ’90s culture. How that happened has a unique history, including political events that allowed the city to flourish with its own thriving music scene.
Techno music as we know it wouldn’t exist today without the fall of the Berlin Wall and the German Democratic Republic. Here’s why:
When East Germany reunified with the West, there was a lull. A lull in government jurisdiction, in law enforcement, and in collecting assets. For years, large buildings that had disputed ownerships sat empty with no one keeping an eye on them and no one enforcing what took place within their walls. Because of this lack of order, young music fans were given the chance to thrive.
They would host parties in these abandoned buildings, illegally, but with little consequence. An underground movement began where locations spread by word of mouth. The were multiple-day parties in industrial settings where there were basically no rules — sex, drugs, and dancing were all welcome. The only rule? Remain respectful to those around you.
Parties were first held through an underground scene, radios or flyers would provide instructions to call a number at a certain time, and the person receiving the call would provide the location of the party. Usually, a single party was held for a day or two at a location, then it was off to the next spot to avoid attracting too much attention.
Techno enthusiasts explored and found empty buildings across East Berlin where they could throw their parties. Factories, empty apartment buildings, former military sites, even condemned buildings. Most locations had been confiscated by Nazis, then sat empty while legal battles determined the property’s rightful owner. In the meantime, they fell into disrepair and served as the perfect locations for multi-day techno raves.
Before the fall
Before the fall of the wall, East Germans had their radio censored. Young people would travel near the wall where they could, on occasion, pick up radio signals from West Berlin’s freeform waves, including disco parties that were often broadcast. Some dance parties, few and far between, were hosted in East Germany. That, however, required an appeal to the government, which took months of red tape to become approved.
But once the wall was taken down, all bets were off. East Germans were now free to attend techno dance scenes. But they were soon outgrown, with the ability to only hold about 100 people at a time. A need emerged, and techno fans began creating their own parties. Finding bigger and bigger venues to fit their growing fan base.
A legal venture
Over time, these industrial buildings were transformed and turned into actual dance and music clubs. Eventually, it became a business, owned by the same people who were previously throwing parties illegally. Techno events were no longer on a pop-up schedule, but a certified brand. It’s worth noting that liquor or attendance permits weren’t yet enforced; the government was still working on regulating. There simply wasn’t infrastructure in place to check on a business’ paperwork. This allowed these non-experienced entrepreneurs to roll in more money early on, and brush up on their business chops as regulations were put into place.
Of course, over time, the disco scene in Germany became more regulated. With the government seeing it as an important part of tourism and city revenue, it provided support, allowing the town’s techno business to grow far quicker than in other countries (like Detroit). To account for a growing club scene, Germany did away with things like closing times (the clubs stay open all weekend) and dress codes (you might just a naked person dancing. Don’t be alarmed). There was also no “last call” for alcohol. Today, it continues to offer thriving nightlife opportunities to citizens and visitors alike, as well as providing huge profits for the city as a whole.
She is “currently a poolee,” Marine Capt. Adam Flores told the Beaufort Gazette, “and will begin recruit training in the near future.” Opha Mae will be the 21st such mascot, but her starting date is currently unknown.
She will eventually take over duties, which include attending ceremonies and graduations, from Cpl. Legend, who is in poor health, the Beaufort Gazette said.
The suspected mastermind of the Paris attacks that killed 129 people was killed in a massive police raid north of Paris Wednesday.
The raid was conducted by over 100 police officers and soldiers who rushed into an apartment building in Saint-Denis and attacked the apartment at 4:16 a.m., according to the Washington Post. The reinforced door stayed close, triggering a seven-hour siege.
“Allah blinded their vision and I was able to leave… despite being chased after by so many intelligence agencies,” he told Dabiq, an ISIS magazine.
“All this proves that a Muslim should not fear the bloated image of the crusader intelligence,” he added. “My name and picture were all over the news yet I was able to stay in their homeland, plan operations against them, and leave safely when doing so became necessary.”
Apparently, Abaaoud’s luck ran out. Abaaoud’s cousin also died in the raid when she detonated a suicide device, according to Fox News.
The raid came after French police received a tip from a waiter. The raid was part of a larger effort to prevent a potential follow-up attack aimed at Paris’s financial district, French officials told The Washington Post.
One police dog was killed in the raid, a 7-year-old named Diesel.
France’s military and police forces were already fighting the international terror organization before Friday’s Paris attacks, but have launched an increased number of police raids and military airstrikes since they suffered the worst attack on their territory since World War II.
As debate continues on the impact of President Trump’s executive order which halted the Syrian refugee program indefinitely, and placed a temporary 120-day ban on people coming from seven Muslim-majority countries that President Obama listed as “concerning” in 2015, are the ways the U.S. military has been affected.
Members of Arizona’s Air National Guard have been working with Iraqi pilots since 2012 to fly the F-16 Fighting Falcon. The program was expected to continue through at least 2020, according to a Department of Defense press release when the program began. Under Trump’s travel pause, no more Iraqi pilots will be able to enter the country.
Arizona Sen. John McCain is working to exempt Iraqi pilots from the executive order, and released a joint statement with fellow Rep. Sen. Lindsey Graham over the weekend.
“At this very moment, American troops are fighting side-by-side with our Iraqi partners to defeat ISIL. But this executive order bans Iraqi pilots from coming to military bases in Arizona to fight our common enemies,” the statement read. “Our most important allies in the fight against ISIL are the vast majority of Muslims who reject its apocalyptic ideology of hatred.”
Interpreters for US troops stuck in limbo
Many combat veterans who worked with interpreters in Iraq and Afghanistan are angry that the travel ban has compromised the safety of those who they say were instrumental in keeping them safe during combat deployments.
“Doing so would send a strong signal to those who show such immense courage to advance U.S. security interests at a risk to their own safety, as well as the many veterans and warfighters who’ve relied on the service of these individuals for their own protection and to accomplish their objectives,” the letter said.
Increased tensions with countries in the Middle East
Several allies in the Middle East sent cables to the White House on Monday, warning that the ban could be used as a propaganda tool for ISIS, and make the area more dangers for U.S. troops and coalition forces.
Qatar was the most critical of the executive order, with a senior official telling U.S. diplomats, “You could not have given our adversaries better propaganda material,” according to CBS News. He mentioned that despite the beginning decline of ISIS, “The timing of this has given the group a lifeline.”
In an interview with CBS, former CIA deputy director Mike Morell echoed the sentiments, saying, “It’s playing right into the ISIS narrative. ISIS has not said anything about this yet, but people around ISIS, who amplify its message, are talking about it, and they are saying, ‘See? We told you, this is a war against Islam.’ So this is going to be a recruitment boon for ISIS.