A photo of Piper, the famous bird-chasing dog who keeps the runways clear at Michigan’s Cherry Capital Airport, won the 2016 Shutter Shootout and claimed the top prize as the U.S. Coast Guard’s Photo of the Year.
Piper and his handler, Airport Operations Supervisor Brian Edwards, work as a K9 Wildlife Control team at Traverse County’s Airport. The pup works in all conditions and recently returned to the job after a foot injury.
The Coast Guard’s Shutter Shootout is a social media-driven online competition to showcase Coast Guard men and women from around the world who captured remarkable photographs of rescues, patrols, operations and training days. The contest is a March Madness-type bracket competition. You can see other entries and previous winners on the Coast Guard’s Shutter Shootout blog.
Piper and Edwards’ work keeping the runways clear is documented on Facebook, YouTube, and Instagram.Piper even has his own website: http://www.airportk9.org/
“This allows the aircraft to identify a threat and actively prosecute that threat through avoidance, deception or jamming techniques,” Mike Gibbons, Vice President of the Boeing F-15 program, told Scout Warrior in an interview a few months ago.
These updated EW capabilities replace the Tactical Electronic Warfare Suite, which has been used since the 1980s, not long after the F-15 first deployed. The service plans to operate the fleet until the mid-2040’s, so an overhaul of the Eagle’s electronic systems helps maintain U.S. air supremacy, the contract announcement said.
Boeing won the initial contract for the EPAWSS project last year and hired BAE Systems as the primary subcontractor.
Overall, the US Air Force is vigorously upgrading the 1980s-era F-15 fighter by giving new weapons and sensors in the hope of maintaining air-to-air superiority over the Chinese J-10 equivalent.
The multi-pronged effort not only includes the current addition of electronic warfare technology but also extends to super-fast high-speed computers, infrared search and track enemy targeting systems, increased networking ability and upgraded weapons-firing capability, Air Force and Boeing officials said.
“The Air Force plans to keep the F-15 fleet in service until the mid-2040’s. Many of the F-15 systems date back to the 1970’s and must be upgraded if the aircraft is to remain operationally effective. Various upgrades will be complete as early as 2021 for the F-15C AESA (Active Electronically Scanned Array) radar and as late as 2032 for the various EW (electronic warfare) upgrades,” Air Force spokesman Maj. Rob Leese told Scout Warrior a few months ago.
The Air Force currently operates roughly 400 F-15C, D and E variants. A key impetus for the upgrade was well articulate in a Congressional report on the US and China in 2014. (US-China Economic and Security Review Commission —www.uscc.gov). Among other things, the report cited rapid Chinese technological progress and explained that the US margin of superiority has massively decreased since the 1980s.
As an example, the report said that in the 1980s, the US F-15 was vastly superior to the Chinese equivalent – the J-10. However, Chinese technical advances in recent years have considerably narrowed that gap to the point where the Chinese J-10 is now roughly comparable to the US F-15, the report explained.
Air Force and Boeing developers maintain that ongoing upgrades to the F-15 will ensure that this equivalence is not the case and that, instead, they will ensure the superiority of the F-15.
Among the upgrades is an ongoing effort to equip the F-15 with the fastest jet-computer processer in the world, called the Advanced Display Core Processor, or ADCPII.
“It is capable of processing 87 billion instructions per second of computing throughput, translating into faster and more reliable mission processing capability for an aircrew,” Boeing spokesman Randy Jackson told Scout Warrior.
High tech targeting and tracking technology is also being integrated onto the F-15, Gibbons added. This includes the addition of a passive long-range sensor called Infrared Search and Track, or IRST.
The technology is also being engineered into the Navy F-18 Super Hornet. The technology can detect the heat signature, often called infrared emissions, of enemy aircraft.
“The system can simultaneously track multiple targets and provide a highly effective air-to-air targeting capability, even when encountering advanced threats equipped with radar-jamming technology,” Navy officials said.
IRST also provides an alternate air-to-air targeting system in a high threat electronic attack environment, Navy, Air Force and industry developers said.
The F-15 is also being engineered for additional speed and range, along with weapons-firing ability. The weapons-carrying ability is being increased from 8 up to 16 weapons; this includes an ability to fire an AIM-9x or AIM-120 missile. In addition, upgrades to the aircraft include adding an increased ability to integrate or accommodate new emerging weapons systems as they become available. This is being done through both hardware and software-oriented “open standards” IP protocol and architecture.
The aircraft is also getting a “fly-by-wire” automated flight control system.
“Fly by wire means when the pilot provides the input – straight to a computer than then determines how to have the aircraft perform the way it wants – provides electrical signals for the more quickly and more safely move from point to point as opposed to using a mechanical controls stick,” Gibbons explained.
Along with these weapons upgrades and other modifications, the F-15 is also getting upgrades to the pilot’s digital helmet and some radar signature reducing, or stealthy characteristics.
However, at the same time, the F-15 is not a stealthy aircraft and is expected to be used in combat environments in what is called “less contested” environments where the Air Force already has a margin of air superiority over advanced enemy air defenses.
For this reason, the F-15 will also be increasing networked so as to better support existing 5th-generation platforms such as the F-22 and F-35, Air Force officials said.
The intent of these F-15 upgrades is to effectively perform the missions assigned to the F-15 fleet, which are to support the F-22 in providing air superiority and the F-35 in providing precision attack capabilities, Leese said.
“While these upgrades will not make these aircraft equivalent to 5th generation fighters, they will allow the F-15 to support 5th generation fighters in performing their missions, and will also allow F-15s to assume missions in more permissive environments where capabilities of 5th generation fighters are not required,” Leese added.
Gibbons added that the upgrades to the F-15 will ensure that the fighter aircraft remains superior to its Chinese equivalent.
“The F-15 as a vital platform that still has a capability that cannot be matched in terms of ability to fly high, fly fast, go very far carry a lot. It is an air dominance machine,” Gibbons explained.
The promised investigation into the circumstances of the recent, devastating Navy collisions has turned up zero evidence that cyber attacks disabled either the USS Fitzgerald or USS John S. McCain.
Navy Adm. John Richardson said in an all-hands call streamed live on Facebook Aug. 30 that, despite the Navy giving an “amazing amount of attention” to the postulate that cyber attacks were behind the collisions of the USS Fitzgerald and the USS John S. McCain, the investigation has found no evidence of such claimed attacks.
“We’ve given that an amazing amount of attention,” Richardson said. “It is sort of a reality of our current situation that part of any kind of investigation or inspection is going to have to take a look at the computer, the cyber, the information warfare aspects of our business. We’re doing that with these inspections as well, but to date, the inspections that we have done show that there is no evidence of any kind of cyber intrusion.”
“We’ll continue to look deeper and deeper but I just want to assure you that, to date, there’s been nothing that we’ve found to point to that,” Richardson said.
Richardson said in a tweet Aug. 21 that there may have been indications of cyber intrusion, but said the Navy would continue looking into that possibility. With his recent all-hands call, Richardson has all but foreclosed completely the potential for a discovery of a cyber intrusion involved in the collisions of the Navy vessels.
2 clarify Re: possibility of cyber intrusion or sabotage, no indications right now…but review will consider all possibilities
The statement effectively puts to rest the enormous amount of speculation in security circles about whether cyber attacks were in any way involved in disrupting the navigational systems of these two Navy vessels, but even in the beginning other experts suspected that negligence was a far more likely explanation.
“The balance of the evidence still leads me to believe that it was crew negligence as the most likely explanation — and I hate to say that because I hate to think that the Navy fleet was negligent,” University of Texas at Austin aerospace professor Todd Humphreys told USA Today.
Boeing just announced that the U.S. Navy awarded the company a more than $12 million contract for “non-recurring design and development engineering for an engineering change proposal” to transition the Blue Angels from Hornets to Super Hornets. This prospect is exciting for aviation aficionados and air show fans nationwide — not to mention the Blue Angels pilots themselves — so how soon will the change happen?
To find out WATM spoke with Navy Capt. David Kindley, the Naval Air System Command’s program manager for both Hornets and Super Hornets. Not only is Kindley the man in charge of supporting the Navy’s Hornet and Super Hornet fleets with engineering updates and maintenance improvements, during his Navy flying career he amassed almost 3,400 flight hours in both the old and new versions of the airplane.
Kindley started the conversation by making it clear that the contract “is by no means the transition taking place. We don’t have a specific date. It could take years.”
However, he explained that the genesis of the current effort was a desire from Radm. Del Bull, the Chief of Naval Air Training (the Blue Angels’ parent command), to “move the transition to the left,” as Kindley put it.
“There’s a perception in the fleet that NAVAIR moves too slowly,” Kindley said. “We see this as an opportunity to show we can go faster.”
The first challenge for the program office and relevant fleet commands is to identify 11 Super Hornets (including a couple of two-seat F/A-18Fs) that can be turned into Blue Angel assets. (The Blue Angels only take 7 airplanes — not including “Fat Albert,” the C-130 they use to ferry parts and support personnel — on the road with them, but they have 11 in their possession.) Boeing isn’t manufacturing new Super Hornets specifically for the demonstration team, so the Navy will have to “rob Peter to pay Paul,” as the old saying goes, to make it happen.
“Super Hornets are a precious commodity,” Kindley said. “This transition is competing with the fact that the fleet is desperate for them.”
Kindley explained that the early version of the Super Hornet didn’t incorporate the advanced mission software used by fleet squadrons, and therefore those jets are only good for training new pilots on basic handling and not the full warfighting capability of the airplane. That makes them good candidates for use by the Blue Angels who don’t need drop bombs and shoot missiles while they’re flying their air show routine.
Kindley isn’t concerned about the basics of transitioning a squadron from “legacy” Hornets to Super Hornets. “We do this all the time,” he said. “This isn’t hard.”
But he allows that the Blue Angels aren’t just another Navy squadron, and he sums up their specific challenges to NAVAIR as “springs, smoke, and paint.”
“Springs” refers to the mechanical device that Blue Angels jets have attached to the control stick that creates 7 pounds of forward pressure, which allows pilots more positive control and allows them to fly smoother. However, there’s an air conditioning duct in the Super Hornet cockpit that doesn’t exist in the regular Hornet right where the spring should attach, so the engineers have to figure out a workaround.
During the show, Blue Angels jets do something other fleet jets don’t do under normal circumstances: They trail smoke. That dramatic effect is created when special chemicals mix with the air behind the plane. Creating that effect is the “smoke” part of Kindley’s concerns.
The real estate required to make smoke is realized by taking the gun out of the nose and replacing it with a tank. After conducting the initial engineering investigation, NAVAIR engineers discovered two things: The subcontractor’s production line for making the tanks is shut down, and it doesn’t matter anyway because the old tank won’t correctly fit into the Super Hornet’s nose, so they have to have new ones made.
And then there’s the paint. “Painting an airplane isn’t hard,” Kindley said. “But un-painting an airplane can be really hard.”
What he means is as Boeing strips a Super Hornet to bare metal, corrosion could be discovered. That sort of discovery demands that the contractor reach back out to NAVAIR with a “request for engineering investigation.” That potential makes it hard to scope a contract because there’s no way to know exactly how much corrosion an airplane might have until the paint comes off. And, of even greater concern to Kindley, it’s tough to predict how much time the entire process of repainting 11 jets might take.
And when it gets down to the nitty-gritty of transitioning the Blue Angels to new jets, time will matter a lot. The team’s show season ends each year in early November. The pilots, maintainers, and other support personnel have a few weeks off over the holidays, and then they start training for the next season the follow February, operating out of NAF El Centro in California’s Imperial Valley about an hour east of San Diego. That means whatever refresher training pilots and maintainers need has to occur before the show routine training starts — basically, the time between Thanksgiving and Valentines Day.
While the justification for all of this effort is that Super Hornets are easier to maintain and cheaper to fly than legacy Hornets, anyone who’s flown both types, like Kindley, knows that the Super Hornet has a lot more thrust available. That performance improvement alone should make for a more dynamic Blue Angels show in the future with faster climbs and tighter high-G turns.
But before they push the current show’s envelope, Blue Angels pilots wanted to see how the Super Hornet performed doing the current routine. Last year the team’s commanding officer, Capt. Tom Frosch, and the opposing solo pilot, Marine Capt. Jeff Kuss (who was killed in a mishap while launching on a practice sortie out of Nashville two months ago), successfully flew their parts of the routine using a Super Hornet simulator.
“The Super Hornet was designed to fly inverted for twice as long as the legacy Hornet can,” Kindley explained. “There was only one move — “the double Farvel” — that we were concerned about, but we found we won’t have to modify the airplane at all.”
Kindley would also like to see the crowd-pleasing “high alpha pass,” where the lead and opposing solo planes fly down the show line at very slow speed while cocked up at an extreme angle, flown even slower and more cocked up.
“The Super Hornet flies slower better than any airplane I’ve ever seen,” Kindley said. The legacy Hornet flies with about 60 knots of forward airspeed at 25 alpha (the angle between the line of the fuselage and the direction of the airplane’s travel); the Super Hornet can fly even slower at 60 alpha. But, Kindley warns, the engines on a Super Hornet are spread farther apart than a legacy Hornet and so flying in a maximum alpha regime close to the ground could cause a controllability problem if a Super Hornet pilot loses an engine.
Kindley also described the legacy Hornet’s flight control response as “crisper,” meaning the airplane took fewer control inputs to get exactly where the pilot wanted it — obviously an important detail considering how close together the Blue Angels fly in the diamond formation — but he said that would be a training issue for the team and not something that required NAVAIR engineers to rewrite the Super Hornet’s flight control laws.
Overall, Kindley characterized the Blue Angels approach to modifying the show with Super Hornets as “walk before you run.”
“I don’t speak for them, but I imagine they’d start by flying the current routine and then, once they got comfortable, seeing how the show could be adjusted to accommodate the Super Hornet’s performance,” he said.
When asked by WATM what the current Blue Angels pilots thought about the potential for Super Hornets, Lt. Joe Hontz, the team’s public affairs officer, said in an email, “We know there are discussions about the possibility of an upgrade down the road. Until a decision is made, we will continue to fly a safe demonstration on the reliable F/A-18 Hornet, which has been a strong platform for the team since 1986.”
The Army’s new body armor designs — slated for fielding in 2019 — include a new protector for soldiers’ most sensitive parts. The harness system protects the femoral arteries, pelvis, and lower abdomen.
The Blast Pelvic Protector will replace the Protective Outer Garment and Protective Under Garment, a two-piece system known as the “combat diaper” that was infamous for the chafing it caused in sensitive areas.
The POG and PUG have other issues besides causing chafing.
“The protection that existed before was letting debris in because it wasn’t fitted close enough to the body,” Cara Tuttle, an Army clothing designer and design lead for the harness said in a press release. “Soldiers weren’t wearing it often enough, and it didn’t come down inside of the leg to protect the femoral artery.”
Surgeons then had to attempt to remove as many small particles from wounded soldiers as they could, increasing the chances of an infection or other complications from surgery.
The new Blast Pelvic Protector covers troops from the waist, down the inner thighs, and around the back to the buttocks. This allows it to guard most of the vulnerable soft tissue in the thighs and provides much more protection for the arteries. Overlapping layers make the fabric protection very effective.
“A layer overlaps in one direction, then the next layer overlaps in the opposite direction, and it keeps alternating,” Tuttle said. “This creates a better barrier for small [debris fragments], which would have to zig-zag through all these layers to get through.”
And the BPP was designed for combat operations.
A series of buckles along the outside of the thighs and a waist strap hold the device in place while providing freedom of movement. Hopefully, the system will also do away with the discomfort of the combat diaper.
The Marine Corps doesn’t promise you a rose garden.
When potential recruits show up to boot camp, they quickly realize what they are in for. While standing on the yellow footprints at either Parris Island, South Carolina or San Diego, California, young men and women are lined up, berated by drill instructors, and then go through a 36-hour whirlwind of receiving.
And then they have three more months to go. It’s a huge culture shock for civilians who have little idea of Marine culture or what happens at boot camp. The shock leads to some complaints, though they will likely never dare mention it to the drill instructors.
1. These drill instructors are literally insane.
They scream, use wild gestures, throw things, and run around a room and back again. In the eyes of a recruit, a drill instructor is an insane person, hell-bent on making his or her life a living hell. They kind of have a point.
During the first three days or so of boot camp, receiving drill instructors take recruits to supply, get their uniforms, feed them, and house them, before taking them to their actual DIs that will have them over a period of three months. As trained professionals, the DIs put on a front of being upset about basically everything a recruit does, right or wrong.
2. There’s no way I can put on this uniform in less than 10 seconds.
One of the “insane” things that drill instructors constantly stress is that recruits move fast. Impossibly fast. DIs will give countdowns of everything — from tying your right boot to brushing your teeth — that usually start from very small numbers like 20 seconds that rapidly dwindle depending on how hard the DI wants to make it.
The countdowns induce a level of stress in recruits that are used to completing tasks at a leisurely pace. When a DI says you have ten seconds to put on your camouflage blouse and bottoms, you better not still be buttoning at 11.
3. How are there no freaking doors on these bathroom stalls right now?
Who needs privacy when you are trying to forge a brotherhood of Marines? Walk into any male recruit “head” (aka the bathroom) at the depot and you’ll notice a couple of things: There is a big trough-like urinal with no dividers, and bathroom stalls have no doors on them.
Even during the times when a recruit is used to having maximum privacy, at the Marine Corps Recruit Depot, there is none. Thankfully, once they are Marines, they will earn their Eagle, Globe, Anchor — and the right to have a bathroom door.
4. This recruit really wishes he were treated like a human being.
The moment boot camp begins, drill instructors are teaching recruits that they are pretty much worthless, and they have a long way to go before they earn the title of Marine. Being the “worthless scum” of recruit means not even being able to speak in the first person anymore, and having to ask to do basic human functions, like using the bathroom (often refused on the first request).
No longer can recruits use “I,” “me,” or “my.” Instead, they must say “this recruit” in its place. “Sir, this recruit requests permission to make a sit-down head call,” is the way you ask to go #2. Three months later, it’ll be a bit weird at first when a new Marine can just walk into a bathroom and go.
5. What the hell is fire-watch?
Though it may not seem like it, recruits at boot camp usually get around seven to eight hours of sleep per night. But most will have to pull “fire-watch” during the night. Fire watch, put simply, is guard duty. But unlike a guard duty they may pull in Iraq or Afghanistan behind a machine-gun, guard duty at boot camp means recruits walk around aimlessly in the squad bay for an hour.
Pulling security and protecting your team of Marines is a basic function that recruits need to learn. But it’s also incredibly boring, and seems pretty pointless. And then, sometimes this happens in the middle of it:
6. Going to the head? ‘El Marko’? What language are these people speaking?
The Marine Corps has its own language, and recruits get their first taste of how weird it is during boot camp. There’s naval terminology mixed in with other terms that seem to not make any sense, and it takes a while to pick up. The bathroom is referred to as “the head,” a black Sharpie is now called an “El Marko,” the “quarterdeck” is where the drill instructor “smokes/kills/destroys” recruits.
7. These flies are the devil (Parris Island recruit) — or — These airplanes are the devil (San Diego recruit).
The Marine Corps Recruit Depots on the east and west coasts follow similar training programs, so it’s hard to call either one easier or harder than the other. But they do have their own unique quirks. For recruits on the east coast, Parris Island is known for sand fleas, which make their home in the infamous sand pits and humid air of South Carolina. While recruits are getting “thrashed” — doing strenuous exercise — in the pits, sand fleas provide another terrible annoyance. But don’t dare swat one. If you are caught, a drill instructor is likely to scream about an undisciplined recruit and make you hold a funeral for the fallen creature.
Meanwhile, San Diego recruits live right by the busy airport downtown. Throughout their time there, they will hear airplanes taking off and landing, and it’s usually not a morale boost. While PI recruits are isolated, San Diego recruits often daydream about being on one of those flights taking off from the nation’s busiest single runway airport.
The military has very talented photographers in its ranks, and they constantly attempt to capture what life as a service member is like during training and at war. This is the best of what they shot this week:
Airman Natalie Gaston, a 374th Medical Support Squadron bioenvironmental technician, simulates using an ADM 300, an instrument that measures radiation in the air, at Yokota Air Base, Japan, Feb. 1, 2016. Bioenvironmental engineering first responders use an ADM 300 to protect them from possible contamination while taking samples.
An F-16 Fighting Falcon from the 480th Expeditionary Fighter Squadron takes off from the flightline at Souda Bay, Greece, Feb. 1, 2016, during a flying training deployment. The training included more than 15 aircraft launches a day as part of the training between the U.S. and Hellenic air forces.
U.S. Army Soldiers, assigned to 173rd Airborne Brigade, conduct sling load operations with UH-60 helicopters from 1st Air Cavalry Brigade, 1st Cavalry division, part of an artillery raid during Exercise Allied Spirit IV at 7th Army JMTC’s Joint Multinational Readiness Center in Hohenfels, Germany, Jan. 26, 2016.
A U.S. Army Soldier, assigned to 2d Cavalry Regiment, provides security using his M240B machine gun during a unit reconnaissance patrol, part of Allied Spirit IV, at the Joint Multinational Readiness Center in Hohenfels, Germany, Jan. 20, 2016.
U.S. Army Soldiers, assigned to 82nd Airborne Division Artillery, 82nd Airborne Division, attach a M119A3 howitzer to a CH-47 Chinook helicopter from 82nd Combat Aviation Brigade during sling load operations, part of a division artillery readiness test at Fort Bragg, N.C., Jan. 20, 2016.
TOKYO BAY, Japan (Feb. 05, 2015) Sailors, aboard the Virginia-class attack submarine USS Texas (SSN 775), moor the boat to the pier. Texas is visiting Yokosuka for a port visit. U.S. Navy port visits represent an important opportunity to promote stability and security in the Indo-Asia-Pacific region, demonstrate commitment to regional partners and foster growing relationships.
NORTH PACIFIC OCEAN (Jan 30, 2016) –Hull Maintenance Technician 2nd Class Timothy Dunkel directs a landing craft air cushion (LCAC) fire drill in the well deck of amphibious assault ship USS Bonhomme Richard (LHD 6). Bonhomme Richard is the lead ship of the Bonhomme Richard Amphibious Ready Group and is forward-deployed in the U.S. 7th Fleet area of operation.
PACIFIC OCEAN (Jan. 26, 2016) Gunner’s Mate 3rd Class Maxell Reynolds, from Palm Springs, California, takes part in a command swim call aboard the guided-missile cruiser USS Mobile Bay (CG 53). Providing a combat-ready force to protect collective maritime interests, Mobile Bay, assigned to the Stennis strike group, is operating as part of the Great Green Fleet on a regularly scheduled Western Pacific deployment.
Marines with 2nd Assault Amphibian Battalion, II Marine Expeditionary Force, radio in a CH-53E Super Stallion as part of their avalanche scenario at the Mountain Warfare Training Center in Bridgeport, California Jan. 20, 2016. Marines across II MEF and 2nd Marine Expeditionary Brigade took part in the scenario as part of Mountain Exercise 1-16 in preparation for Exercise Cold Response 16.1 in Norway this March. The exercise will feature military training including maritime, land and air operations that underscore NATO’s ability to defend against any threat in any environment.
A Light Armored Vehicle with 3rd Light Armored Reconnaissance Battalion, 1st Marine Division, take part in a mechanized assault course (MAC) during Integrated Training Exercise 2-16 at Marine Corps Air Ground Combat Center Twentynine Palms, California, Jan. 28, 2016. The training was conducted to strengthen unit coordination and maneuvers during mechanized assaults.
Coast Guard crews routinely train to respond to emergency situations they may encounter while underway. Fire aboard a cutter can cause mass casualties or total loss of the vessel, but proper training can help crewmembers to quickly and safely save lives and the ship.
Adm. Bill Gortney told reporters that, according to the Pentagon’s assessment, North Korea now has the capability to place miniaturized nuclear warheads on its latest KN-08 intercontinental ballistic missile (ICBM).
Pyongyang has “the ability to put a nuclear weapon on a KN-08 and shoot it at the homeland,” Gortney said.
This union of highly advanced military capabilities places an additional strain on US missile defense. The KN-08 is a road-mobile ICBM, meaning that Pyongyang can move the launch system throughout the country.
“It’s the relocatable target set that really impedes our ability to find, fix, and finish the threat,” Gortney said. “And as the targets move around and we if don’t have the persistent stare and persistent [intelligence, surveillance, and reconnaissance] that we do not have over North Korea at this time, that relocatable nature makes it very difficult for us to counter it.”
North Korea experts John Schilling and Henry Kan estimate that the KN-08 would have a maximum range of 5,600 miles, making the missile capable of hitting the West Coast of the Continental US. However, the weapon is unlikely to have the accuracy required for precision targeting on large US cities.
The missile also has yet to be flight tested, raising questions, most prominently from South Korea’s Ministry of Defense, as to whether the missile can even be outfitted with a nuclear warhead.
However, Gortney said the Pentagon continues to believe that Pyongyang has a miniaturized nuclear weapon, and a delivery system capable of reaching the US.
Gortney did qualify his statement by saying noting that it is better to be prepared for a North Korean nuclear capability even if there’s uncertainty as to the actual state of their technology. And he believes that the US could easily deflect a North Korean nuclear strike.
“Should one get airborne and come at us I’m confident we would be able to knock it down,” Gortney reassured reporters.
And before she even got a word in during the event, which is being televised live, the top Republican and top Democrat on the committee gave lengthy and passionate speeches about its work.
Rep. Trey Gowdy (R-South Carolina), the committee chairman, started with a fiery statement ripping into Clinton and rejecting her accusation that his investigation is a partisan sham to try and tear down her presidential campaign.
“Chris Stevens, Sean Smith, Glen Doherty and Tyrone Woods served our country with courage and with honor. They were killed under circumstances most of us could never imagine. Under cover of darkness, terrorists poured through the front gate of our facility and attacked our people and our property with machine guns, mortars and fire,” Gowdy began, according to his prepared remarks.
Gowdy called particular attention to Clinton’s controversial and exclusive use of a personal email server at the State Department, which he said had hindered previous investigations into the 2012 attack.
“This committee is the first committee, the only committee, to uncover the fact that Secretary Clinton exclusively used personal email on her own personal server for official business and kept the public record — including emails about Benghazi and Libya — in her own custody and control for almost two years after she left office,” he said.
“You made exclusive use of personal email and a personal server. When you left the State Department you kept those public records to yourself for almost two years. You and your attorneys decided what to return and what to delete. Those decisions were your decisions, not ours.”
Rep. Elijah Cummings (D-Maryland), the Benghazi committee’s ranking member, followed Gowdy’s remarks with a fiery speech of his own dismissing the committee as unnecessary and partisan.
“They set up this select committee with no rules, no deadline, and an unlimited budget. And they set them loose, Madam Secretary, because you’re running for president,” Cummings declared.
“Clearly, it is possible to conduct a serious, bipartisan investigation,” the Democrat added, according to his prepared remarks. “What is impossible is for any reasonable person to continue denying that Republicans are squandering millions of taxpayer dollars on this abusive effort to derail Secretary Clinton’s presidential campaign.”
Cummings pointed to the heated rhetoric of some Republican presidential candidates on the topic, including former Hewlett-Packard CEO Carly Fiorina, former Arkansas Gov. Mike Huckabee (R), and Sens. Rand Paul (R-Kentucky) and Lindsey Graham (R-South Carolina).
“Carly Fiorina has said that Secretary Clinton ‘has blood on her hands,’ Mike Huckabee accused her of ‘ignoring the warning calls from dying Americans in Benghazi,’ Senator Rand Paul said ‘Benghazi was a 3:00 a.m. phone call that she never picked up,’ and Senator Lindsay Graham tweeted, ‘Where the hell were you on the night of the Benghazi attack?'” he recalled.
Clinton, who spoke next, took a more measured and soft-spoken approach in her opening statement.
Often dubbed the “Second Pearl Harbor,” the West Loch disaster in Pearl Harbor, Hawaii, saw six large landing ships explode, burn, and sink on May 21, 1944, after their cargoes of ammunition and fuel caught fire. The LSTs were moored in a large formation of 34 ships preparing to take part in the invasion of Saipan in the Marianas Islands. LSTs were designed to deliver 10 fully combat-ready tanks onto beaches during amphibious landings and could carry hundreds of tons of supplies.
At Pearl Harbor, the ships were carrying mostly fuel and ammunition, including mortar rounds from a failed test to employ LSTs and their smaller cousins, landing craft tanks, as mortar platforms to support beach assaults.
Soldiers were unloading mortar shells from LCT-963 and onto trucks on LST-353 on May 21 when a fireball suddenly erupted from LST-353.
The Navy was never able to identify a definite cause, but an accident with a cigarette or a mortar round going off and igniting the gasoline fumes have been advanced as probable causes.
Regardless of how the first fire started, its progress through LST-353 was fierce, and the rising heat triggered a second, larger explosion that filled nearby ships with hot shrapnel and spread flaming debris through the docking area.
The other ships, also filled with fuel, ammunition, and other supplies, began trying to get clear while rescue vehicles rushed in to try to save sailors, Marines, and soldiers and put out the flames.
The military also lost three LCTs, 17 tracked vehicles, and eight artillery pieces.
The Navy rallied after the incident, finding new ships and men to take over the mission. The LST fleet for the invasion of Saipan launched only one day late and made it to the Marianas quickly enough to invade on schedule on June 15, 1944.
A media blackout kept most of America from hearing about the incident until it was declassified in 1960. Even today, it remains relatively unknown.
A new 12-page handbook released by the Navy today describes in detail when and how a sailor can complete a gender transition, down to how transgender sailors can participate in urinalysis tests and when it is appropriate to wear clothing of a preferred gender during visits to foreign ports.The guidance also contains a caution for sailors hoping to transition: they will be expected to pass the physical fitness requirements of their preferred gender immediately on transition, and are expected to take the initiative to train to those standards in advance.
As of Oct. 1, sailors were allowed to begin the process to change their official gender designation in personnel systems in accordance with a Pentagon mandate. Beginning in November, the Navy will dispatch mobile training teams to all major commands to explain the new policies and what they mean for the fleet. By July of next year, the Navy and all the other armed services will be accepting transgender applicants into ranks.
But the new guidance from the Navy makes clear that readiness will remain a top priority, even as sailors transition.
“There are no separate or distinct standards for transgender Service members,” the Navy administrative message containing the new guidances reads. “Service members and [military medical providers] must carefully consider the time required to adjust to new PRT standards as part of the medical treatment and transition planning process.”
The Navy’s physical readiness test, or PRT, has different requirements for men and women at every age group. For example, male sailors between the ages of 20 and 24 max out the PRT with 87 push-ups, a 1.5-mile run in 8 minutes, 30 seconds or less, and a 500-yard swim in six minutes, 30 seconds. Women in the same age group need to complete only 48 push-ups, a 1.5-mile run in 9 minutes, 47 seconds, and a 500-yard swim in seven minutes, 15 seconds to max out.
Meanwhile, height and weight standards also differ for male and female sailors. A male sailor who is within standards at 5′ 3″, 155 pounds and plans to transition to female must then meet standards for female sailors, which set the maximum weight for that height at 152 pounds.
Only a military medical provider can determine if a medical waiver is justified for sailors who are out of standards as they transition, the guidance states.
When and how to transition
In order to complete a gender transition while in uniform, sailors must receive an official diagnosis from a military doctor indicating that gender transition is medically necessary, according to the guidance. That diagnosis, along with a medical treatment plan, then must be reported to the appropriate unit commanding officer to for approval of the timing of medical treatment, taking into consideration when the sailor will rotate to another command, deployment and other operational schedules, and how the transition will affect career milestones. If a specific case requires immediate medical treatment, the guidance states it will be treated like any other medical emergency affecting a sailor. In these cases, the sailor may be transferred to limited duty status and “result in an unplanned loss to the command,” according to the Navadmin.
The commanding officer must respond to transition requests within 90 days, according to the new policy. The CO is allowed to take into account impact to the current mission, including “morale, welfare, and good order and discipline of the command,” when determining timeframe to respond to transition requests.
Gender transition treatment plans will differ from sailor to sailor and may include behavioral health counseling, hormone therapy, surgery, and real-life experience, the Navy’s term for for dressing and behaving in public as the preferred non-birth gender.
Sailors are allowed to begin participating in real-life experience before their gender transition is complete and their official gender has been changes in the personnel enrollment system, but must do so only in off-duty status, according to the guidance. All official unit functions, on-base or off, are considered to be on-duty status for sailors, making them off limit for real-life experience outings. And sailors deployed aboard ship face significant limitations: whether working or not, they are considered on-duty on ship at all times. While they can venture out in the clothing of their preferred gender during foreign port visits, these too are subject to restrictions and cultural sensitivities of the country in question.
“Commands need to be cognizant of host-nation laws and social norms when considering RLE in an off-duty status in foreign nations,” the guidance states. “Travel warnings, the State Department’s country-specific website, the DoD Foreign Clearance Guide, and any U.S. regional military commander directives should be reviewed and heeded.”
During transition, some missions may be off-limits for sailors. Transitioning sailors will be restricted from flying and diving ops during medical treatment and there may be limitations for sailors who have access to nuclear weapons, and chemical and biological weapons.
“The Navy’s bureau of Medicine is studying the effects of medical treatments associated with gender transition on members of the aviation and diving communities,” officials with Naval Personnel Command said in a statement.
Gender transition is only complete after a military doctor documents that the service member has completed required medical treatments and written permission from the commanding officer to change the official gender marker in the appropriate personnel administrative systems. While Defense Department guidance says no sailor may be kicked out of the service on the basis of being transgender, sailors are advised to consider the needs of the service when choosing how and when to transition. Transition should be completed during one tour of duty to avoid interrupting medical treatment and requiring additional coordination and a new transition plan, which may disrupt operational requirements at a new command. And transition during boot camp or service academy training is not advised.
“A service member is subject to separation in an entry-level status during the period of initial training … based on a medical condition that impairs the Service member’s ability to complete such training,” the guidance states.
Keeping the fleet comfortable
As a result of transgender sailors being permitted to serve openly, the entire fleet may get a little more modest.
Nudity in berthing and shower facilities is out, according to the guidance, and sailors must maintain a “minimum standard of coverage” walking through spaces, while sleeping, and while using bathrooms and washrooms, in order to show courtesy for others and maintain good order and discipline, according to the guidance.
Unit commanders are prohibited from creating exclusive berthing or bathroom facilities for transgender sailors, but are expected to use their discretion to enact appropriate policies to ensure the protection of privacy for individual sailors.
For urinalysis drug tests, which require that one sailor observe another procure the urine sample, the observer will be another of the same designated gender. But there may be adjustments to ensure the relative comfort level of the observer and the observed. These will be written into a future policy, the Navadmin states.
Though the details may be challenging, Navy officials said the service wants to make sure all qualified personnel find their place in the fleet.
“Our goal is to ensure that the mission is carried out by the most qualified and capable service members,” officials with Naval Personnel Command said in a statement. “If an individual can meet the Navy’s standards, they should be afforded the opportunity to serve.”