Gender integration is vital for the success of women in the military, the commander of US Southern Command said July 13 at the closing ceremony of the second Women in Military and Security Conference held in Guatemala City, Guatemala.
Navy Adm. Kurt W. Tidd made opening and closing remarks at WIMCON 17, a two-day conference on gender perspectives in force development and military operations co-hosted this year by the Southcom commander and the Guatemalan armed forces.
Photo courtesy of Southcom
In attendance were US Ambassador to Guatemala Todd D. Robinson, Guatemala Chief of Defense Maj. Gen. Juan Perez, and regional leaders.
The first WIMCOM was held last year in Trinidad and Tobago.
Over the past two days, Tidd said, “we’ve shared insights and observations and learned from one another’s experiences. We’ve celebrated our progress and identified the obstacles that still remain in our paths. And we’ve reinforced … a commitment to equality, a commitment to equity, a commitment to opportunity.”
The admiral said the Western Hemisphere offers a potential model for regional cooperation on gender integration and advancing gender perspectives.
“This week we’ve seen how much we have to share with one another, and I know this is only the beginning of setting the standard for the rest of the world,” Tidd added.
Community of Interest
The Southcom commander proposed two ideas for the group going forward, the first being to commit to establishing a formal community of interest to further the topic.
“Southcom will happily take on the task to find the best tool for continuing this vitally important conversation,” he said, “and we will use the contact information you provide today to share this forum once we create it.”
Gender advisors — subject matter experts attending the conference — are ideal members, Tidd added, but other personnel also will add value and over the next year the community can work on issues identified at WIMCOM 2017 as focus areas for improvement.
Second, the admiral said, is a need to collect better data to document progress.
“We have a term in English called baselining — determining a minimum starting point to use for comparisons,” he explained. “There’s clearly a lot more work to be done on [the kinds of] data we need to gather and share, but we’ve all heard this week about the importance of using data to further this message.”
Southcom, he said, offered to serve as a regional observatory to help keep track of integration progress by country, regional advances and obstacles to advancement.
Tidd added, “If you will get us the data and research, we’ll help collate it and make it available for our collective use.”
Other highlights from the meeting included the idea that equality for women in the military requires male acceptance and collaboration; that qualification and advancement for everyone should be based on capability, competency and character; and that fair standards should be set and all should be required to meet them.
The admiral also asked for ideas or recommendations for the focus of WIMCOM 2018.
“I sincerely hope that you’ll seek to replicate the face-to-face, candid conversations we sought to foster in this conference,” the admiral said. “Hopefully this is just the beginning, not the end, of those types of conversations.”
Matt Perry wouldn’t be the first active-duty Sailor to make the jump to NASCAR, but he would be the first to make his debut by crowdfunding it.
The south Georgia native has been bombing around dirt and asphalt since the tender age of six. As a teen, he became an amateur drifter, making his way around the region while drag racing in the dirt of northern Florida. When he graduated from high school, he enlisted in the U.S. Navy, becoming a fourth-generation service member.
His passion for motorsports never went away, though. He competes in AutoCross while training for the big time at places like Willow Springs International Raceway and Irwindale Speedway.
Perry’s first stock car race came in September 2017, when he competed in the Whelen All-American Series at Meridian Speedway. He made history by becoming the first enlisted U.S. Navy Sailor to compete in NASCAR. He finished in the top ten as a NASCAR rookie.
Matt Perry is now looking to enter the 2018 season racing Super Late Models as well as Modifieds in the NASCAR Whelen All-American Series and he strives to make the NASCAR K&N Pro Series. But he needs helps — an enlisted sailor doesn’t make a lot of money.
“It has been an incredible journey to make it into NASCAR,” Perry says. “But sadly, the cost to race is too high for me to manage it by myself. I have a lifelong dream to make this a full career and won’t stop until we, as a team, have reached my goal.”
By 1967, the United States was firmly committed to the war in Vietnam. That year saw 485,600 American troops in country. That’s like arming the entire population of Kansas City and moving them into another country.
So yeah, they were invested.
But from the start, the Vietnam War was unlike the previous American wars. There was no real front, the enemy could be anywhere, and most importantly, they didn’t always fight like a conventional army in the mountains, jungles, or rice paddies.
Hackworth was tasked with creating an elite commando unit from the already elite Special Forces long range reconnaissance patrol units. The mission of what he would call Tiger Force was more than just intelligence gathering. As he put it, he wanted to “out-guerrilla the guerrillas.”
In 1967, Hackworth was out of the unit, and it was assigned to Vietnam’s Central Highlands, where it conducted a six-month long terror campaign in the Song Ve Valley and as part of Operation Wheeler. The mission was so brutal and so deep in enemy territory, members of the Tiger Force did not expect to survive.
In a war where the U.S. military relied on body counts as a measure of success, Tiger Force was ready to do its part. Hackworth once noted, “You got your card punched by the numbers of bodies you counted.”
Tiger Force went into villages the Viet Cong relied on for support and shelter in the Spring and Fall of 1967 and drove the villagers out of their homes using brute force. They allegedly used some disturbing methods to achieve those ends.
The Toledo Blade’s Michael D. Sallah, Mitch Weiss, and Joe Mahr (right) won the 2004 Pulitzer Prize for their eight months of investigation and reporting on the alleged war crimes committed by Tiger Force.
“Women and children were intentionally blown up in underground bunkers. Elderly farmers were shot as they toiled in the fields. Prisoners were tortured and executed — their ears and scalps severed for souvenirs. One soldier kicked out the teeth of executed civilians for their gold fillings.”
The three journalists say the Army commandos, far from friendly areas and left without support, routinely violated the laws of armed conflict, killed unarmed civilians, dropped grenades on women and children, and covered up the incidents during the official Army investigations.
Some members of the Tiger Force today aren’t even disputing the allegations. Doyle, along with others, claims to have lost count of how many people they killed.
”I’ve seen atrocities in Vietnam that make Tiger Force look like Sunday school,” Doyle told the New York Times. “Everybody I killed, I killed to survive. They make Tiger Force out to be an atrocity. Well, that’s almost a compliment. Because nobody will understand the evil I’ve seen.”
The Army investigated the allegations for four and a half years but no charges were ever filed and the men of tiger Force became some of the most decorated in the Vietnam War. They were even awarded a Presidential Unit Citation.
For its part, the Army told the Toledo Blade that, barring any new evidence coming to light, the investigations would remain closed, even after comparing the newspaper’s information with their official records.
Editor’s note: With news of the Air Force potentially awarding the contract for the next-generation bomber and Congressional Republicans reaching an agreement with the White House on the defense budget, WATM presents a short primer by our friend Winslow Wheeler on how the Pentagon tends to complicate how much things actually cost.
On Wednesday March 25, 2009, an F-22 crashed near Edwards Air Force Base in California. Sadly, the pilot was killed. The news articles surrounding this event contained some strange assertions about the cost of the crashed airplane. Based on the price asserted in the Air Force’s “fact” sheet on the F-22 that was linked to a Pentagon news release on the crash, the press articles on the crash cited the cost per aircraft at $143 million.
It was incomplete, to put it charitably, but the media passed it on nevertheless. The extant “Selected Acquisition Report” (SAR) from the Defense Department is the definitive DOD data available to the public on the costs for the F-22. The SAR showed a “Current Estimate” for the F-22 program in “Then-Year” dollars of $64.540 billion. That $64.5 billion was for 184 aircraft.
Do the arithmetic: $64.540/184 = $350.1. Total program unit price for one F-22 calculates to $350 million per copy. So, where does the $143 million unit cost come from? Many will recognize that as the “flyaway” cost: the amount we pay today, just for the ongoing production costs of an F-22. (Note, however, the “flyaway” cost does not include the pilot, fuel and other consumables needed to fly the aircraft away.)
The SAR cost includes not just procurement costs, but research and development (RD) and some military construction, as well. At about the same time as the crash, a massive lobbying effort had started to buy more F-22s, to reverse Secretary of Defense Robert Gates impending announcement (in April 2009) that he wanted no more. F-22 advocates were asserting the aircraft could be had for this bargain $143 million unit price. That was, they argued, the “cost to go” for buying new models, which would not include the RD and other initially high production costs already sunk into the program.
Congressional appropriations bills and their accompanying reports are not user-friendly documents, but having plowed through them for decades, I know many of the places and methods that Appropriations Committee staff like to use to hide and obscure what Congress and the Pentagon are actually spending. Let’s check through the 2009 congressional appropriations for the F-22. Most – but not all – of the required information is contained in HR 2638, which contained the Department of Defense Appropriations Act for fiscal year 2009.
In the “Joint Explanatory Statement” accompanying the bill, the House and Senate appropriators specified that $2.907 billion was to be appropriated for 20 F-22s in 2009. The math comes to just about what the Air Force said, $145 million per copy. So, what’s the problem?
Flipping down to the section on “modification of aircraft” we find another $327 million for the F-22 program. Switching over to the Research and Development section, we find another $607 million for the F-22 under the title “Operational System Development.” Some will know it is typical for DOD to provide “advance procurement” money in previous appropriations bills to support the subsequent year’s purchase.
In the case of the 2009 buy of 20 F-22’s, the previous 2008 appropriations act provided “advance procurement” for “long lead” F-22 items to enable the 2009 buy. The amount was $427 million. Here’s the math: $2.907 + $.327 + $.607 + $.427 = $4.268 billion for 20 aircraft. That’s $213 million each.
Do not think these data represent an exceptional year. If you check any of the annual buys of F-22s, you will find the same pattern: in addition to the annual “procurement” amount, there is additional “modification,” RD” and advance procurement.
A few weeks later, F-22 advocate Sen. Saxby Chambliss, R–Ga., attempted to amend the 2010 DOD “authorization” bill coming out of the Senate Armed Services Committee to buy seven more F-22s for $1.75 billion, or $250 million each. The Chambliss effort, almost certainly worked out in close association with Lockheed Martin – a major F-22 plant is in Marietta, Ga. – surely sought to pay Lockheed the full amount to procure more aircraft: not $143 million each, but $250 million.
Clearly, Chambliss and Lockheed knew about some additional F-22 costs not included in my estimate of $213 million. The pathology of low-balling a weapon’s costs goes far beyond the F-22 example cited here; it is a basic tenet of bureaucratic behavior; it helps a program acquire support by top DOD management and Congress.
Understatement of cost does not occur in isolation in the Pentagon; it is accompanied by an overstatement of the performance the program will bring, and the schedule articulated will be unrealistically optimistic. Once the hook is set in the form of an approved program in the Pentagon (based on optimistic numbers) and an annual funding stream for it from Congress (based on local jobs and campaign contributions), the reality of actual cost, schedule and performance will come too late to generate anything but a few pesky newspaper articles.
About the author: Winslow T. Wheeler focuses on the defense budget, why some weapons work and others don’t, congressional oversight, and the politics of Pentagon spending. Before joining the Center for Defense Information in 2002, he worked on Capitol Hill for four U.S. Senators from both political parties and for the Government Accountability Office. At GAO and the Senate, Wheeler focused on Pentagon budget issues, weapons testing, the performance of U.S. systems in actual combat, and the U.S. strategic “triad” of nuclear weapons.
When you think of the Gulfstream, you probably think of a jet that’s used by A-list celebrities and corporate CEOs – all of whom are living the high life.
Well, that is true. In fact, the Pentagon has a fleet of Gulfstream 550s dubbed the “C-37B” for the VIP transport role, including for President Trump (who owns a 757 of his own).
But if all you see is a cushy transport for execs, you’re missing the potential of the Gulfstream, company officials say.
In fact, the plane could do a whole lot more than fly high-rollers in comfort. The company is using the G550 as a platform for multiple missions, including for missile range instrumentation, a multi-mission version, and even for command and control. Some of these variants were being shown off by Gulfstream at a display at the 2017 SeaAirSpace Expo in National Harbor, Maryland.
The G550 has a lot going for it. It has long range, over 6,750 nautical miles, or about 12 hours of endurance. It is also reliable – the Gulfstream website notes its 99.9 percent mission-ready rate means that this plane misses one flight every five years.
This bird could very well become a larger part of the DOD inventory – proving that airframes can do much more than you might think they can at first glance.
Over a period of several years, Adolf Tolkachev, an engineer overseeing a radar development lab at a Soviet state-run defense institute, passed the US information and schematics related to the next generation of Soviet radar systems.
Tolkachev transformed the US’s understanding of Soviet radar capabilities. Prior to his cooperation with the CIA, US intelligence didn’t know that Soviet fighters had “look-down, shoot-down” radars that could detect targets flying beneath the aircraft.
This was vitally important information. Thanks to Tolkachev, the US could develop its fighter aircraft, and its nuclear-capable cruise missiles, to take advantage of the latest improvements in Soviet detection — and to exploit gaps in Soviet radar systems.
The Soviets had no idea that the US was so aware of the state of their technology. If a hot war had ever broken out between the US and the Soviet Union, Tolkachev’s information may have given the US a decisive advantage in the air and aided in guiding cruise missiles past Soviet detection systems. Tolkachev helped tip the US-Soviet military balance in Washington’s favor. And he’s part of the reason why, since the end of the Cold War, a Soviet-built plane has never shot down a US fighter aircraft in combat.
Pulitzer Prize-winning author David Hoffman’s newly published book “The Billion Dollar Spy” is the definitive story of the Tolkachev operation. It’s an extraordinary glimpse into how espionage works in reality, evoking the complex relationship between case officers and their sources, as well as the extraordinary methods that CIA agents use to exchange information right under the enemy’s nose. And it revisits a compelling example of the unexpected ways in which technology can effect intelligence collection.
In the 1960s, the CIA was attempting to develop a hand-held two-way communications system that would allow case officers to swap messages with sources without having to physically meet.
There were a few possible advantages to these early Short-Range Agent Communications devices (SRAC). SRAC systems could eliminate detection risks associated with face-to-face meetings. Messages could be sent directly to sources, rather than left in vulnerable “dead drops” or conveyed through risky “brush passes” in public. Agents could transmit instructions in text-form over short distances, using radio frequencies that were far more difficult to intercept than those used for long-range or telephonic communications.
Buster, an early version of SRAC, had “two portable base stations — each about the size of a shoe box — and one agent unit that could be concealed in a coat pocket,” Hoffman writes. “With a tiny keyboard one and a half inches square, the agent would first convert a text message into a cipher code, then peck the code into the keypad. Once the data were loaded — Buster could hold 1500 characters — the agent would go somewhere within a thousand feet of the base station and press a ‘send’ button.”
This “primitive text-messaging system” underwent a major upgrade in the late 1970s. The Discus, a greatly improved version of Buster, “eliminated the need for the bulky base station and could transmit to a case officer holding a second small unit hundreds of feet away.” The Discus consisted of just two devices that could send and receive messages, along with a keyboard larger and more user-friendly than Buster’s. The terminals were small enough to fit in an agent or source’s coat pocket.
In addition, the Discus automatically encrypted its messages, eliminating the cumbersome process of converting communications into cipher code. It could also transmit a larger data load than its predecessor.
As Hoffman puts it, the device was “way ahead of its time,” a hand-held personal messaging system in an era when there was “nothing remotely like the Blackberry or the iPhone” in existence — except for the Discus.
Although there are no open-source images of the Discus, the CIA has published images of early text-messaging systems used by rival agencies. This East German device from the mid-1960s could wirelessly send and transcribe morse code messages at a range of up to 300 miles. Its
At one point, the CIA considered giving Tolkachev a Discus that he could use to signal his handlers for meetings, since just relaying even basic messages in Cold War-era Moscow ran a a significant risk of exposure. Some hoped the Discus could eventually be used to send intelligence: “While the traditional method of dead drops usually took a day or longer to signal, place, and collect, the electronic communicator could transmit urgent intelligence almost instantly,” Hoffman writes.
The Discus could be “an invulnerable magic carpet that would soar over the heads fo the KGB.”
But there were a few drawbacks. In order to send and receive a message, both users had to remain still. A user would know that a message had arrived when a red light flashed on the device, but had to remain in place until they were positive it had been received. On top of that, even something as basic as checking for a flashing light on a concealed piece of complex electronics could give an operative away in a city swarming with counter-intelligence agents.
The Discus was also obvious spy equipment. There was no plausible cover story that a source could concoct if the device were ever spotted. It would almost necessarily compromise the source and expose the CIA’s work.
There was another, more fundamental problem with the technology. The Tolkachev operation was successful in large part because a succession of talented CIA case officers had built up trust with the radar researcher based on little more than hand-written notes and brief and infrequent face-to-face meetings. From that, the CIA was able to build a profile of Tolkachev, analyzing his motives and state of mind and ensuring that the Agency wouldn’t alienate, needlessly endanger, or psychologically break one of the most important intelligence assets in US history.
That was only possible because of masterful case officer handling of Tolkachev. “Human intelligence” methods that would still be essential to espionage regardless of how far technology advanced — as Hoffman writes, some of the agents involved in handling Tolkachev realized that in spite of the the Discus’s impressive technology, “they still needed to look the agent in the eye, and Tolkachev needed to shake the hand of a case officer he could trust.”
Tolkachev was eventually given a Discus, but never successfully used it to contact the CIA. Other, less technically sophisticated methods proved more effective in his case.
Hand-held communication devices are now ubiquitous around the world. The Discus represented a huge step forward, and it’s a virtually unknown fore-runner of smart phone technology. But it’s still an example of how even the most vaunted technology doesn’t automatically solve every problem in intelligence and national security. The human element will always be decisive — no matter how good the technology may look.
Earlier in October, the Navy, Air Force, and Coast Guard worked together to save the life of a 73-year-old mariner in the Pacific Ocean.
In the morning hours of October 2, the Lady Alice, an 84-foot commercial fishing vessel sent out an emergency message. It was sailing approximately 150 miles east of Hawaii when one of its crew got sick. The victim’s fellow sailors notified the Joint Rescue Coordination Center in Honolulu, Hawaii, that the 73-year-old man was suffering from what appeared to be a stroke.
Despite administering medication to the victim, his shipmates were concerned that his situation might deteriorate. It was then decided that a team of Pararescuemen would jump next to Lady Alice and provide emergency medical care to the man.
A few hours later, three PJs from the 129th Rescue Wing jumped with their gear from an Air Force HC-130 Combat Talon II and then boarded the fishing vessel. Upon assessing the patient, the Air Commandos determined that he needed more advanced care and that a medical evacuation was necessary. The Navy was then called in, and an MH-60 Seahawk chopper from Helicopter Maritime Strike Squadron 37 transported the patient directly to the hospital.
Pararescuemen assigned to the California Air National Guard 129th Rescue Wing transfer a patient from an HH-60G helicopter to land-based medical facilities. This image shows an older rescue by the unit (U.S. Air Force).
“One of the greatest difficulties when dealing with cases in the Pacific is distance,” said Michael Cobb, command duty officer for Joint Rescue Coordination Center Honolulu in a press release. “This is why partnerships with our fellow armed services are so important out here. The Coast Guard, Navy, and Air Force all have different capabilities and through teamwork, we were able to aid a mariner in need.”
Throughout the operation, a Coast Guard HC-130 from Air Station Barbers Point provided regular weather updates and general support.
The 129th Rescue Wing is part of the California National Guard.
This is another successful non-combat rescue operation for the Air Force’s Pararescuemen. Recently, and in two separate incidents, PJs saved a man and his daughter and a teen hiker who had gotten lost in the wilderness of the Pacific Northwest.
This rescue operation showcased the interoperability between the three services, an interoperability that becomes ever more relevant and important. Great Power Competition (GPC) is the era of warfare, in which Russia, in the shorter term, and China, in the longer term, are the main threats to U.S. national security.
China currently fields the largest navy in the world. Although the U.S. Navy is aiming at a 500-ship fleet by 2045, it will be some time before that strategic vision turns into an operational capability. As a result, inter-service cooperation and interoperability are of the essence to enhance the overall effectiveness of the military.
The victim was the master of the Lady Alice. In a ship, a master is responsible for navigation. The rank used to exist in the Navy as well (it was a warrant officer position) but has long been replaced by the currently active rank of Lieutenant Junior Grade.
The rank of Master also appears in the popular film “Master and Commander,” starring Russel Crowe which takes place in the Napoleonic Wars. That version of the rank, which was between the rank of Lieutenant and Post Captain, was active in the Royal Navy during the Age of Sail and was given to officers who commanded a ship not large enough to merit a master or a captain (in rank).
Researchers have identified a compound that blocks the spread of pancreatic and other cancers in various animal models. When cancer spreads from one part of the body to another in a process called metastasis, it can eventually grow beyond the reach of effective therapies. Now, there is a new plan of attack against this deadly process, thanks to scientists at the National Institutes of Health, Northwestern University and their collaborative research partners.
The team collaborated to identify a compound, which they named metarrestin, that stopped tumor metastasis in multiple animal models. Mice treated with metarrestin also had fewer tumors and lived longer than mice that did not receive treatment. These results were published May 16, 2018, in Science Translational Medicine.
In patients, metarrestin potentially could be effective as a therapy after cancer surgery. Because advanced cancers are difficult to completely remove with surgery, doctors typically give chemotherapy to try to kill undetected cancer cells left behind and prevent the cancer from coming back. Metarrestin could be added to such standard drug therapy.
Metarrestin breaks down an incompletely understood component of cancer cells called the perinucleolar compartment (PNC). PNCs are found only in cancer cells, and in a higher number of cells in advanced cancer, when it has spread to other sites in the body.
Co-author Sui Huang, M.D., Ph.D., and her colleagues at Northwestern University Feinberg School of Medicine, Chicago, showed early on that the more cancer cells with PNCs in a tumor, the more likely it would spread. Her findings suggested that reducing PNCs might translate to less cancer progression and possibly better outcomes in patients.
To test these ideas, Huang approached Marugan to tap into NCATS’ expertise in screening, chemistry, compound development and testing to evaluate more than 140,000 compounds for their potential effectiveness in eliminating PNCs in cells in advanced cancer.
While nearly 100 compounds initially showed some activity, the investigators identified one compound that could effectively break down PNCs in advanced prostate cancer cells. With the help of researchers at the University of Kansas, Lawrence, they modified the compound to make it work better as a potential drug and evaluated the effects of the molecule in different assays, or tests, in the laboratory. They found that metarrestin could block the way prostate and pancreatic cancer cells spread.
In collaboration with co-author Udo Rudloff, M.D., Ph.D., from NIH’s National Cancer Institute’s (NCI) Center for Cancer Research, the group evaluated the effects — including toxicity — of metarrestin in pancreatic cancer mouse models. The investigators found that it prevented the further spread of pancreatic cancer by disrupting the protein-making machinery of cancer cells, and mice treated with metarrestin lived longer than mice without treatment.
“Cancer cells are rapidly dividing and need to make more proteins than healthy cells to help carry out various activities, including the ability to spread,” Rudloff said. “Interfering with the system stalls cancer cell metastasis.”
Rudloff and his NCI group currently are working with scientists at the NCATS-led Bridging Interventional Development Gaps program to collect the pre-clinical data on metarrestin needed to further its development as a candidate drug. The scientists plan to file an Investigational New Drug (IND) application in the fall with the U.S. Food and Drug Administration (FDA). FDA IND approval is necessary before a candidate drug can be tested in patients.
The research was funded by NCATS and NCI through their intramural programs, and in addition, the National Human Genome Research Institute grant U54HG005031, the National Institute of General Medical Sciences grants R01GM078555 and R01GM115710, NCI grant 2 P30 CA060553-19, the V Foundation, a donation from the Baskes family to the Robert H. Lurie Comprehensive Cancer Center, donations from ‘Running for Rachel’ and the Pomerenk family via the Rachel Guss and Bob Pomerenk Pancreas Cancer Research Fellowship to NCI, the Robert H. Lurie Comprehensive Cancer Center – Translational Bridge Program Fellowship in Lymphoma Research and the Molecular Libraries Initiative funding to the University of Kansas Specialized Chemistry Center.
About the National Center for Advancing Translational Sciences (NCATS): NCATS conducts and supports research on the science and operation of translation — the process by which interventions to improve health are developed and implemented — to allow more treatments to get to more patients more quickly. For more information about how NCATS is improving health through smarter science, visit https://ncats.nih.gov.
About the National Institutes of Health (NIH): NIH, the nation’s medical research agency, includes 27 Institutes and Centers and is a component of the U.S. Department of Health and Human Services. NIH is the primary federal agency conducting and supporting basic, clinical, and translational medical research, and is investigating the causes, treatments, and cures for both common and rare diseases. For more information about NIH and its programs, visit www.nih.gov.
Doctors, nurses, and other embarked medical personnel aboard the hospital ship USNS Comfort (T-AH 20) conducted a mass casualty training exercise in preparation for visiting medical sites in Central and South America, Oct. 13, 2018.
The exercise tested Comfort’s crew in mass casualty triage, care, and first-aid practices. Participants included multi-service members, partner nation service members, and mission volunteers.
“A mass casualty event, by nature, is chaotic,” said Lt. Jessie Paull, a general surgery resident embarked on Comfort. “Being able to practice, it gets your nerves under control.”
Lt. Cmdr. Cynthia Matters, from Claremore, Okla. assigns surgeries during a mass casualty exercise aboard the hospital ship USNS Comfort.
(U.S. Army photo by Spc. Joseph DeLuco)
The event started on the flight deck of the ship and continued down to Comfort’s casualty receiving area.
“Getting the team squared away is essential to execute this mission during a real event,” said Paull.
Sailors, aboard the hospital ship USNS Comfort, conduct stretcher bearer training during a mass casualty drill.
(U.S. Navy photo by Mass Communication Specialist 3rd Class Devin Alexondra Lowe)
The exercise included various medical procedures, including basic medical triage techniques, blood tests, and computed tomography (CT) scans.
Lt. Cmdr. Arthur Lammers, an anesthesiologist assigned to the hospital ship USNS Comfort, practices patient transfer during a mass casualty exercise.
(U.S. Army photo by Spc. Joseph DeLuco)
“This is exactly what I would hope to see coming from a group of professionals on, essentially, day three of our mission,” said Capt. William Shafley, commander, Task Force 49.
Lt. Cmdr. Joshua Barnhill, an anesthesiologist assigned to the hospital ship USNS Comfort, conducts surgery preparation training during a mass casualty exercise.
(U.S. Army photo by Spc. Joseph DeLuco)
Comfort is on an 11-week medical support mission to Central and South America as part of U.S. Southern Command’s Enduring Promise initiative. Working with health and government partners in Ecuador, Peru, Colombia, and Honduras, the embarked medical team will provide care on board and at land-based medical sites, helping to relieve pressure on national medical systems caused partly by an increase in cross-border migrants. The deployment reflects the United States’ enduring promise of friendship, partnership, and solidarity with the Americas.
There was a time when cars (and many other things) were built to last as long as you maintained them. Unfortunately it seems as if planned obsolescence has become the manufacturing industry’s purview and buyers are brainwashed into believing that “new” is synonymous with “better.” Things are pretty disposable now. The general paradigm has gone from repair to replacement, depriving people of any willingness to fix what’s broken or modify an aging piece of equipment.
So what does this outta sight/outta mind mentality say about people who never learned how to repair anything? Their lack of resourcefulness, coping skills, and self-reliance is as obvious as Quentin Tarantino’s foot fetish. Think about how they’ll react if things break down on a Great Depression-type scale once again. I’m talking all-out chaos with no power, no food, and no cell phones to post selfies every 10 minutes. Those same people will get desperate and look to strip the well prepared of everything they have. Time to start planning contingencies.
While many might think this 1994 Land Cruiser has passed its vehicular shelf life, owner Joe Galt is a dedicated prepper who doesn’t subscribe to the instant gratification mindset. This passionate family man stays up to snuff on the latest survival trends, studies the works of James Wesley Rawles, and wanted to turn his aging family SUV into a viable bug-out rig. Whether it’s bad weather, war, EMPs, or if the latest crop of Evergreen State College students ever get anywhere near a job on Capitol Hill, Joe has already planned his disaster response accordingly.
There are several reasons Galt felt a Land Cruiser of this ilk made for the perfect SHTF vehicle. It’s vintage, yes, but as previously stated, sometimes you’re better off that way. “The 1994 is a specific year I was looking for. I wanted the least amount of electronics possible,” he says. “I also wanted it because it had front and rear floating axles, front and rear coil spring suspension, front and rear disc brakes, ABS, and factory electronic lockers, which is a combination of components that, to this day, I think there’s very few produced today that have every one of those elements on it.”
Galt has actually owned several Land Cruisers over the years. This FJ80 version was picked up at a used car lot in remarkably good shape, and became the family SUV for many years. After clocking a total of about 250,000 miles and becoming increasingly concerned about disaster events, Joe reached the point where he decided to breathe some new life into a platform that already had a lot going for it. He wanted something nimble, easy to work on, reliable, and the right size to carry both family and gear safely out of his hometown of Denver if something went awry.
“Whether it’s winter storms, a volcanic ash event that could come from Yellowstone, or an EMP, I wanted to be prepared for anything that might make driving hard,” Galt says. “The Land Cruiser fit that bill so well that, even in today’s market, trying to find another vehicle like it is almost impossible. If I bought a new one, I could end up spending a hundred grand. As a kid I lived through the Mount St. Helens explosion and seeing what that did to people and communities was kind of devastating. It’s an unlikely event, but it’s an event that eventually will occur again.”
The stock inline-six is a notoriously sluggish (and thirsty) powerplant. Switching to a Euro or Japanese diesel wasn’t practical when it came to maintenance and parts accessibility. Joe went with the venerable Cummins in the form of a ’93 5.9L 6BT from Reviva in Minneapolis. The motor was brand new with zero miles, completely remanufactured, and dimensionally similar to the original 4.5L 1FZE. It was adapted to the vehicle courtesy of Diesel Conversion Specialists in Montana. Bringing the specs to roughly 240 hp and 420 lb-ft of torque was a huge improvement. It all breathes through a Safari snorkel.
Next was pairing it with to the transmission. Here’s where things get interesting. “In the ’93 and ’94 FZ platform, Toyota used the Aisin A442F transmission, which was designed for commercial use, and adapted to the Land Cruiser. Cummins has now adopted Aisin as its transmission producer, so there’s a natural bearing between engine and trans, but using a conversion kit mates it very nicely to the stock transmission, transfer case, and entire driveline.” The torque converter was rebuilt and provides flawless power and integration.
Suspension work was next on the list. Slee Off-Road, who specializes in aftermarket Toyota components, provided a 6-inch lift kit, rear springs, and a number of other suspension upgrades. Old Man Emu front heavy-duty coil springs and shocks were added to compensate for the increased weight of the Cummins. Tom Wood’s double cardan driveshafts round out the underpinnings to account for the lift. ARB slotted brakes were added to improve the existing system.
A Uniden CB radio and portable Baofeng HAM radio keep communications in order, and much of the electronic work can be credited to 3D-Offroad. An Outback drawer system keeps extra supplies organized and locked up. Slee Off-Road skid plates and rock sliders help traverse rocky terrain without getting banged up. “I never go anywhere without my poncho, my Cabela’s sleeping bag, and my Kelly Kettle,” Galt says. “I also carry first aid, firearms, extra ammo, tow straps, tools, lubricants, spare parts, and a full complement of Western U.S. maps.”
An auxiliary battery system stays disconnected and can be used in the event of an EMP. Part of the beauty of a vehicle of this age is that no electronics are needed (except the starter) to run the motor or transmission. It can all be run mechanically, which may be outdated, but is a superior design to modern systems if you’re in a dire situation and need to make repairs in the field.
Overall, there’s probably another $55,000 sunk into the vehicle, but that’s still cheaper than a new Land Cruiser, and more practical. “You can go down the road at 90 mph with the 4.10 gears I have and it rides as nice as my ¾-ton Dodge Ram,” Galt says. Although it weighs roughly 7,000 pounds (over a ton more than stock), the diesel manages about 15 to 19 mph versus the original 8 to 9 mph. It’s already been on a 1,200-mile trip after its completion and gets a 400-mile workout on an average weekend. Just goes to show you that old doesn’t mean obsolete.
Shortly after the end of World War II, the scientists who developed the atomic bombs dropped on Japan tried to envision the kind of nuclear event that could lead to the destruction of not just cities, but the entire world.
A declassified document shared by nuclear historian Alex Wellerstein gives the verdict that scientists at the Los Alamos laboratory and test site reached in 1945. They found that “it would require only in the neighborhood of 10 to 100 Supers of this type” to put the human race in peril.
In 1945, the Los Alamos scientists concluded it would only take between 10 and 100 “Super” bombs to end the world. pic.twitter.com/01I8ypmIP0
They reached this conclusion at a very early point in the development of nuclear weapons, before highly destructive multi-stage or thermonuclear devices had been built. But the scientists had an idea of the technology’s grim potential. “The ‘Super’ they had in mind was what we would now call a hydrogen bomb,” Wellerstein wrote in an email to Business Insider.
At the time, the scientists speculated they could make a bomb with as much deuterium — a nuclear variant of hydrogen — as they liked to give the weapon an explosive yield between 10 and 100 megatons (or millions of tons’ worth of TNT).
For perspective, the atomic bombs dropped on Hiroshima and Nagasaki had a yield of around 15 kilotons, or 0.015 megatons. These theorized bombs were several orders of magnitude more powerful than those that wrought destruction on Japan earlier that year.
The apocalypse brought on by these 10-100 super bombs wouldn’t be all fire and brimstone. The scientists posited that “the most world-wide destruction could come from radioactive poisons” unleashed on the Earth’s atmosphere by the bombs’ weaponized uranium. Radiation exposure leads to skyrocketing rates of cancer, birth defects, and genetic anomalies.
The Los Alamos scientists understood the threat that airborne radiation would pose in the event of nuclear war. “Atmospheric poisoning is basically making it so that the background level of radioactivity would be greatly increased, to the point that it would interfere with human life (e.g. cancers and birth defects) and reproduction (e.g. genetic anomalies),” says Wellerstein. “So they are imagining a scenario in which radioactive byproducts have gotten into the atmosphere and are spreading everywhere.”
Wellerstein says that this fear of widespread nuclear fallout was hardly irrational and that concerns over the atmospheric effects of nuclear detonations were “one of the reasons that we stopped testing nuclear weapons aboveground in 1963, as part of the Limited Test Ban Treaty.”
Taking both of the estimated scales to the extreme — 100 superbombs yielding 100 megatons of fission each — would result in a total yield of 10,000 megatons. As Wellerstein notes, that’s the same amount of fission that Project SUNSHINE determined was enough to “raise the background radioactivity to highly dangerous levels” in a 1953 study.
That degree of nuclear power — though not necessarily accompanied by the radioactive component critical to meeting the fears documented here — rested in the hands of both the U.S. and Russia during the Cold War.
A deactivated Soviet-era SS-4 medium range nuclear capable ballistic missile displayed at La Cabana fortress in Havana, on Oct. 13, 2012. (Photo: Desmond Boylan/Reuters)
In recent decades the total yield of U.S. and Russian nuclear weapons has fallen, such that “the threat of over-irradiating the planet is probably not a real one, even with a full nuclear exchange,” Wellerstein wrote. “A bigger concern is the amount of carbon that would be thrown up in even a limited nuclear exchange (say, between India and Pakistan), which could have detrimental global effects on the climate.”
Back in 1945 the Pentagon had speculated that it would take a few hundred atomic bombs to subdue Russia.
That thought experiment had a strategic bent. But the 1945 estimate seems to have advised caution in the new, uncertain nuclear age.
The scientific push to learn more about the destructive weapons that were so hastily researched and used in the 1940s resulted in important insights as to the consequence of their use. Nuclear weapons aren’t just horrific on the intended, local scale. They can carry consequences on the planet’s ability to foster human life, whether that’s by contributing to the greenhouse effect or irradiating it beyond habitability.
But these are not the first Americans to have been held hostage. A 2017 list from USA Today before Warmbier’s release noted some other incidents dating from 2009 to the present. These cases have involved civilians. However, prior to 1996, when Evan Hunziker swam across the Yalu River, there had been some incidents where American troops were held hostage.
The environmental research ship USS Pueblo (AGER 2) was attacked and captured by North Korean Forces. One American was killed in the initial attack, while 82 others were held for 11 months. The vessel is still in North Korean hands.
2. July 14, 1977
A CH-47 Chinook was shot down by North Korean forces, killing three of the crew. The surviving crewman was briefly held by the North Koreans until he was released, along with the bodies of the deceased.