Jeremiah Woznick dropped out of community college at 19 years old. “I never felt any personal connection between my professors and me,” he said. He joined the Navy, and his first duty station was an aircraft carrier. He took advantage of the ship’s distance learning program and passed his first course in accounting. He fully intended to keep going, but his plans were altered by the 9/11 attacks.
“I was working 15-18 hour days on the flight deck as a firefighter,” Woznick said. “I was trained to know how to shut down the various types of aircraft as well as being able to be a first responder in the event of a flight deck fire or aircraft crash landing.”
By the time Woznick’s enlistment was up, he was a seasoned veteran of three combat cruises at the ripe old age of 21. He moved to Hawaii with the intention of starting his own landscape design business while also pursuing his education using his post-9/11 GI Bill benefits.
“The credits I had received while in the Navy would easily transfer, and — along with the discounts for veterans — the distance learning opportunities had me sold once again on the possibilities,” he said. After some research, Woznick decided to pursue an associate’s degree at Grantham University.
“I found I was using key lessons in my curriculum to apply to my everyday business model,” Woznick said. “My studies were becoming more and more a part of my life, and the results were apparent.”
Woznick finished his associate’s degree in 19 months, and celebrated by surfing some of the biggest recorded waves in history, on the North Shore of Oahu. A few days later Woznick hurt his hand while working his landscaping business, and while he was healing, decided to pursue his bachelor’s degree. Again he chose the distance learning option.
“I always had a hard time focusing in a room full of students and the nuisances of driving to school every day to fight for parking and a good seat was never anything that I looked forward to,” he said. “Being able to study at home in a peaceful environment or even on the beach in Waikiki was such a great way for me to be able to focus.”
While Woznick was working on his degree he began to teach surf lessons. But before he could officially be a surfing instructor he had to earn his “blue card,” which meant he had to pass tests in first aid, CPR, and water safety.
“I couldn’t have trained for these tests if I was sitting in a classroom all day,” he said.
Somewhat ironically, teaching surf lessons allowed Woznick to choose the direction he wanted to go with his bachelor’s degree.
“Teaching surf lessons to 50 students and being able to corral everyone together — different sizes and ages — in a safe way in a dangerous environment was very challenging,” he said. “The students were like different stakeholders, and I was like the project manager trying to manage them and get the project done correctly.”
Always looking for the next opportunity, Woznick had just leveraged his Grantham learning to start a tourism business when he heard about a job a FEMA.
“I found a project specialist in emergency management position with FEMA’s public assistance program through USA Jobs,” Woznick said. “My degree proved to be the major factor in me getting the job.”
His first deployment with FEMA was to Kansas City due to a major flooding event. While onsite he took the time to visit Grantham’s campus.
“It was extremely coincidental that my first FEMA deployment sent me to a spot near Grantham University, the institution that helped me get educated and hired,” Woznick said.
While back in Hawaii between FEMA deployments, he decided to continue his education by pursuing his master’s degree.
“Once I saw the curriculum for project management at Grantham University, I finally realized that that was what I wanted to do with the rest of my life,” he said.
As Woznick started to work toward his MBA — Project Management degree, his grandfather started showing signs of Alzheimers and dementia. His grandmother needed his help.
“I would study at night while my grampa incoherently moved around in his wheelchair nearby,” he remembered. “This was another example of how the school was flexible with my learning schedule. I couldn’t have made it if I’d had to be in class at a set time in a physical location the next day.”
Woznick’s second deployment put much of what he’d learned while pursuing his MBA to work. He was sent to Wimberley, Texas, a city ravaged by floodwaters. “The destruction and devastation were enormous,” he said.
“I worked directly with the city’s fire department and was even honored by the fire chief for my service,” Woznick said. “I could clearly see that the graduate courses I was taking were paying off. The skills I had acquired were being put to the test as I helped the community get grant funds to rebuild the city.”
Then, as if by grand design, the day Woznick found out he’d earned his MBA from Grantham was the same day he got his first pay raise with FEMA.
“I was once training people how to surf, and now I am training people how I can serve them with the FEMA Public Assistance program,” he said. “I could not be the person that I am today without distance education.”
The cyber threat is now our greatest national security challenge, a 21st Century “weapon of mass destruction” that is currently having serious impacts on America and is getting worse – militarily and economically – across public and private sectors, and socially across all segments of society.
Our adversaries around the globe, from rivals like Russia and China to belligerents including ISIS, Iran, and North Korea, have developed significant cyber capabilities. This “global cyber proliferation” is serious and growing worse by the minute. In the late 1950s and early 1960s, the emerging Cold War’s battlefront included the Space Race with the Russians, and eventually a symbolic American on the moon. Today, we have a similar situation: A “Cyber Space Race” which will represent the dominant high ground for decades to come.
We are being hacked and attacked every day in America. Our personal accounts and lives, our critical infrastructures, and there are undoubtedly many serious incursions that we have not detected or have gone unreported. A few recent examples illustrate this point: State-backed Iranian hackers conducted a denial of service attack against US banks to attack United States infrastructure, and not just the banks themselves.
While America’s public and private sector cyber defenses have grown since the mid-1990s, the threat to all elements of national power has grown even more rapidly. America is at high risk. Of particular concern is our soft commercial-sector underbelly, which comprises 85% of Internet use in the United States. Cyber breaches present an unprecedented and often disastrous risk to the value of commercial entities.
Consider the Target, Home Depot, Sony, and Equifax cyber intrusions. Each cost the companies billions in market valuation, lost revenue, employee productivity, reputation, and expenses. While it is harder to quantify than a stock price, companies and institutions are successful in large part due to trust. An individual company violating that trust with their customers can have devastating effects for that company, but the magnitude of recent data breeches strikes fear in the hearts of all Americans and undermines trust in the fundamental institutions of our society.
Cadets, pay attention — our future could be in your hands. (U.S. AF photo by Raymond McCoy)
Just as techniques and technology developed in America’s space program resulted in innovations benefitting the full range of American life, so, too, can military-grade cyber capabilities be leveraged to harden vulnerable government and commercial entities. Techniques and technologies such as the commercial sector onboarding of military-grade technologies, implementing network segmentation to protect sensitive information, applying advanced encryption techniques to protect large databases, ensuring protection from insider threats, and using advanced analytics to uncover risks to commercial internal or external networks.
America must win the 21st Century “Cyber Space Race.” We must mobilize the entire spectrum of American enterprise, from the cyber education of our children to the highest levels of academia, business, and government. The US commercial sector must do everything possible to protect themselves, their customers, and this nation. This includes using military-grade cyber defense capabilities to ensure commercial viability, thus securing America’s increasingly vulnerable economic engine.
Elite soldiers from the Israel Defense Forces’ Shayetet 13 special operations unit joined forces with U.S. Navy SEALS in late March for a joint exercise between the two allies.
According to an IDF statement, the exercise was designed to improve upon the operational capabilities of the special forces of the IDF and of the militaries of Israel’s allies, such as the United States. The drill also included knowledge sharing between fleets, strengthening of common language, and operational cooperation in the field.
On the Israeli side, a Saar 5 missile ship (Eilat), Naval Special Warfare vessels, and other navy crafts took part in the training event. Troops practiced parachuting over the sea and carrying out a nighttime raid on a ship and rescuing hostages in enclosed areas.
Following the drill, the head of operations of the Israeli Navy, Rear Adm. Ido Ben Moshe, said that “the cooperation between the two fleets is reflected in annual drills, reciprocal visits and operational mutuality. During the joint exercises, professional relations are created that contribute to both sides on the strategic level.”
In 2016, IDF Special Forces and U.S. Marines held a joint military exercise in the Negev Desert in part aimed at coordinating techniques for combating terrorist activities. Dubbed ‘Noble Shirley,’ the drill involved special units from the Israeli Air Force and Navy, and ground forces.
During the drill, the troops practiced simulating helicopter landings behind enemy lines, urban warfare both above and below ground, as well as close-range combat and military takeover techniques. The troops also held exercises concentrating on medical response to injured troops in hostile territory as well as the coordination of U.S. and Israeli medical networks.
Guardians with the USCGC Bertholf captured a semi-submersible boat on Mar. 3 with 12,800 pounds cocaine worth nearly $203 million dollars in its hold. The boat was moving up the Central American Pacific Coast when it was spotted by a Customs and Border Protection aircraft who radioed the Coast Guard cutter.
The bust happened 300 miles southwest of Panama. The U.S. Coast Guard is generally thought of as operating only on the U.S. coast but actually deploys around the world to assist other maritime forces and enforce international law.
Pennsylvania State Rep. Rick Saccone’s bill that would make it a misdemeanor for someone to benefit from lying about military service or receiving decorations or medals unanimously passed the state Senate on June 20th and now heads to Gov. Tom Wolfs desk to be signed into law.
House Bill 168, introduced by Saccone, R-Elizabeth Township, in January, bans anyone from economically benefiting from lying about their service or decorations. Violators could be charged with a third-degree misdemeanor for doing so.
“Our men and women of the armed forces and their families deserve the utmost respect and praise, and criminals who disguise themselves as illegitimate veterans demean our true American heroes,” Saccone said.
Some people have actually tried to make money by falsely claiming veteran status, said Saccone, an Air Force veteran and a 2018 US Senate candidate. They will now be brought to account.
Saccone said lying about military service or medals to make money is truly an insult and discredit to the men and women who have selflessly sacrifices their lives on the battlefield.
Saccone introduced the same legislation in May 2016, calling it the Stolen Valor Act. It unanimously passed the state House in June 2016, but did not advance out of the Senate Judiciary Committee.
When the new legislative session started in January, Saccone re-introduced his bill and it passed the House 190-0 in April.
In 2013, Congress passed the federal Stolen Valor Act, which addressed those who might lie about having military decorations and medals, such as the Congressional Medal of Honor or Purple Heart, in order to obtain benefits.
Those convicted of violating the federal law can face fines and up to a year in jail.
On Day 1 of her training as an astronaut, Navy Lt. Kayla Barron walked out of NASA’s Johnson Space Center and watched with her new colleagues as the moon partially blotted out the sun.
Eclipse glasses in hand, the Naval Academy graduate said she began to get a sense of her place in at the agency. The astronauts are some of NASA’s highest-profile employees, but Barron said they’re just one part of the team.
“Everybody here is really excited about what they’re doing and doing really interesting things,” Barron said August 22 in an interview. “In a big-picture sense, everybody comes to work for the same reason.”
Barron, 29, was working as an aide at the academy in Annapolis when she was selected earlier in the summer to become an astronaut. She’ll now embark on two years of training with 11 other NASA candidates and two Canadians.
Many of the lessons will focus on the workings of the International Space Station, but there is a chance that members of the 2017 class — the agency’s largest in years — could end up on a mission to Mars.
“There’s a lot for us to learn, a lot of new things to master,” Barron said.
Among them: working from the back seat of a training jet, practicing spacewalks in a pool, and getting to grips with speaking Russian.
Barron was initially interested in pursuing a career as a naval aviator, but couldn’t meet the eyesight requirements. But now NASA will train her on its supersonic T-38 jets, working alongside a pilot and learning about making quick decisions and communicating clearly and getting used to extreme G-forces.
Barron will keep her Navy rank but said NASA’s astronaut office blends military and civilian cultures — a reflection of the varied backgrounds of the trainees.
“It’s an interesting kind of melting pot,” she said.
The trainees are expected to bring their own ideas to the class and learn from one another.
Barron, who has a master’s degree from the University of Cambridge and served as one of the first female officers on a submarine, said her military experience taught her about working as an engineer under extreme conditions.
“I think that gives me a bit of perspective on how you can keep your equipment and team running when you’re in a hostile place with limited resources,” Barron said.
During a question-and-answer session between the trainees and three astronauts on the International Space Station, biochemist Peggy Whitson said being able to fix things is one of the most important parts of the job.
“You can’t be hesitant about taking something apart and putting it back together,” Whitson said.
Barron, who said she’s both excited and nervous about learning Russian, asked the astronauts what advice they had about working with crew members from other nations.
Col. Jack Fischer said that it was important not just to learn the language but to gain an understanding of the other culture.
“It’s no different from how you would figure out how to get along with anyone in a small-group dynamic,” he said.
Barron is originally from Richland, Wash., but will now be living in Houston near the space center.
“We all live out in town,” she said. “We have a real life outside of work.”
As a former Navy Hospital Corpsman who served in Afghanistan, treating sick and injured Marines was a daily task. So I compiled a list to help in the event you come across someone who is suffering from a fresh gunshot wound. Basically, follow these steps, and you too can help save a gunshot victim.
1. Don’t freak out.
During a traumatic event, adrenaline will enter your bloodstream, causing your heart rate to increase. You could also experience some tunnel vision. Remember to breathe. The calmer you are, the better you can maneuver your thought process during the situation.
2. Call 9-1-1
Calling 9-1-1 is free from any phone in America, even if it’s turned off for “billing issues.” As long as the battery has some juice, you can dial the popular 3-digit number (just don’t ask the operator to do you a favor and call your relative and forward them a message; not cool).
Note: It’s important to know your location. The operator may ask when you phone in.
3. Check the wound or wounds
While you’re on hold, locate the entry wound. Did the bullet exit anywhere?
A man has 7 holes, where a woman has 8. (Trust me, I was a corpsman.) If the person been shot, they’ll have 1 or 2 extra. Typically, the entrance wound won’t be as large in diameter as the exit, so it can be easily missed when you first go all Magellan exploring.
If the wound is pouring out blood or squirting out rapidly each time your heart beats you’ll want to . . .
4. Stop arterial bleeds
The location of the arterial bleed depends on what technique you’ll use to control the hemorrhage. If the victim’s arm or leg is the affected area, placing a tourniquet above the wound is the best option and only above the joint, never below. But how to make one?
Use your belt or a loose fitting shirt to tie it around the limb – never use a shoelace! Using a shoelace can damage the surrounding healthy skin tissue and just adds to the laundry list of injuries. We don’t want that. For all other areas — arterial bleeds such as neck, groin, and armpit injuries — using a pressure dressing is your last and only option.
Packing the wound with really any fabric on hand – a shirt, t-shirt or a sock (yes, I said sock) – will limit the amount of blood loss. The goal is to get the wound to clot. But what if the bullet entered the chest cavity? Then you’re going to want to …
5. Know your A-B-C’s
No, I’m not referring to the alphabet (although you should totally know it). A-B-C stands for Airway, Breathing, and Circulation. If the victim is screaming in pain, chances are, their airway is clear and they’re breathing well enough. If they’re not, the question becomes how good of a person are you? Good enough to pump oxygen into their lungs via mouth-to-mouth resuscitation?
A bullet lodged in a lung is a bad thing. Oxygen and carbon dioxide shouldn’t be able to escape out any other path than your trachea. This can cause your lung to decompress on itself and collapse it. The room air can penetrate inside the chest cavity and further compress your lungs.
Implement the use of a chest dressing with a flutter valve. By covering the wound with a thin flexible plastic covering and taping 3 sides. Air can only escape, not be brought in. If done correctly, it works every time.
The circulation test is simple. Do they carry a pulse? By checking the patient’s major pulses in their neck, wrists or in their feet. You’ll find out the strength of the heart which will inform you the amount of the blood the body has lost. The stronger the better.
How do I know if the victim has lost to much blood?
6. Is it getting chilly in here?
Blood is the bodies main source of regulating its core temperature of 98.6 degrees. The more blood the victim loses, the lower body temperature will fall and the faster the pulse will become as it increases to provide oxygen through the body. Your buddy (or the stranger you’re trying to save) could start to feel as cold as if they were running naked through the Alaskan wilderness even though it’s a hot summer day in Southern California.
This is called going into shock.
It’s time to warm up. Presuming the patient’s is laying down:
Raise their legs up above their heart. Gravity will pull the blood down their legs and send it back to the heart. Their legs will probably go numb, but it’s a small price to pay. They will either have to die or suffer from “pins and needles.”
Cover the man or woman up with a blanket if you have one.
“Spoon with them” – sounds crazy but I’ve had to spoon a few Marines in my time to warm them back up.
And don’t forget to tell them…
7. The bleeding you can’t see is the one you need to worry about
Internal bleeding to the victim and the Good Samaritan is your worse enemy… but more so for the victim. Without proper medical instrumentation, controlling internal blood loss is impossible externally. Skin bruising may occur as a hematoma sets in.
Treatment: I’ve got nothing, but good luck!
8. Check and recheck
Only the paramedics know how long it will take before they show up. Depending on what neighborhood the crime took place, you could be waiting for a while.
Just kidding, but seriously it could be awhile. So this would be a good time to check all the tourniquets and pressure dressings you literally just learned how to install. Let’s face it: like any maintenance, it takes some practice to do the treatment right.
9. Hang in there
Encouraging the victim everything is going to be okay is a huge part of making it through this horrible event. It’s not a fun situation to be in. Little words of encouragement go a long way, but avoid asking for personal items or an ex-girlfriend’s phone number “just in case they don’t make it.”
10. Pass the word
The paramedics showed up! Great. Now can you tell them what life-saving interventions you performed. Please include:
Where the injuries are located
If you put on a tourniquet, how long ago did you put it on?
Their Zodiac sign
How long ago the shooting occurred
And the most importantly, if you want to go to the hospital with them, ask for a ride – Übers and Taxis can be expensive.
DARPA has been hard at work on the Mission Adaptive Rotor program, a system allowing helicopters to land on sloping, uneven, craggy, or moving surfaces by lowering robotic legs that bend to accommodate the terrain.
While helicopters can already land in plenty of locations other aircraft can’t, there are still a lot of places where landing is tricky or impossible because of the terrain.
The system worked successfully in a recent flight demonstration, but engineers at the Georgia Institute of Technology will continue working on it. Beyond allowing for easier and safer takeoffs and landings, the gear is expected to reduce the damages from a hard landing by as much as 80 percent, according to a DARPA press release.
To see the system in action, check out the video below:
From foreign ports to polar explorations, life at sea is an adventure.
Out of all the service branches, the Navy requires the most traveling from its troops. Life at sea is anything but boring and the foreign port visits with your best friends are worth the long stretches of isolation.
Here are 27 amazing photos of life at sea:
1. Sailors conduct a swim call.
2. USS Green Bay conducts amphibious operations.
3. USS Germantown conducts an amphibious assault exercise.
As French citizens deal with the emotions that surround the Paris attacks that killed 129 people and left many more wounded, the French military has come out swinging against ISIS. Land-based aircraft already deployed on anti-ISIS missions struck targets Sunday night across Raqqa, ISIS’s de facto capital. Ten jets dropped 20 bombs, striking a command center, a recruitment center, a munitions depot, and a training camp, according to the BBC.
But France’s 10 planes in the region can only do so much. Resultantly, France was already sending an aircraft carrier, the Charles de Gaulle, to the region. It can host 40 aircraft and is expected to have 20 strike aircraft onboard when it arrives in the Gulf.
During a Feb. to Apr. 2015 deployment against ISIS in Iraq, the de Gaulle launched 10-15 combat sorties per day for months.
The carrier’s most advanced aircraft are its Dassault Rafales, multirole fighter aircraft that can fire a variety of precision bombs and rocket-boosted munitions at targets. They also carry 30mm cannons with 2,500 rounds for gun runs against enemy personnel and light vehicles.
In addition to its Rafales, the de Gaulle is bringing Super Etendard strike fighters. The Super Etendard brings two 30mm cannons, more GPS guided bombs, and laser-guided missiles to the fight.
Charles de Gaulle also carries a number of support planes to enable the strike aircraft.
U.S. and French intelligence sharing and military cooperation will be important as France steps up its campaign in Syria. The U.S. provided some of the intelligence that enabled Sunday’s strikes in Raqqa, and that partnership will surely lead to more French strike missions in the coming months. Luckily, the Charles de Gaulle already knows how to work with the U.S.
The French Navy in general and the Charles de Gaulle in particular have experience working with the U.S. The Charles de Gaulle supported America’s invasion of Afghanistan, was a hub for the strikes in Libya that ousted Muammer Qaddafi, and previously struck ISIS targets in Iraq.
Air Mobility Command has grounded the C-5 Galaxy cargo planes operating at Dover Air Force Base in Delaware after a nose landing-gear unit malfunctioned for the second time in 60 days.
The stand-down order, issued July 17, affects all 18 C-5s stationed at Dover — 12 of them are primary and six are backup aircraft, according to a release.
The Air Force has 56 C-5s in service.
“Aircrew safety is always my top priority and is taken very seriously,” Air Mobility Command’s chief, Gen. Carlton D. Everhart II, said in a release. “We are taking the appropriate measures to properly diagnose the issue and implement a solution.”
An Air Mobility Command spokesman told Military.com that both malfunctions involved C-5M Super Galaxy aircraft. On May 22 and again July 15, the planes’ “nose landing gear could not extend all the way,” the spokesman said. The C-5M was introduced in 2009 and is the latest model of the C-5.
Air Force personnel will perform inspections “to ensure proper extension and retraction of the C-5 nose landing gear,” Air Mobility Command said. The halt applies only to C-5s at Dover, and Air Mobility Command said it would work to minimize the effect on worldwide operations.
The C-5 is the Air Force’s largest airlifter. It has a 65-foot-tall tail and is 247 feet long with a 223-foot wingspan. The first version, the C-5A, entered service in 1970, and several models have joined the fleet since then.
The C-5M was given more powerful engines, allowing it to carry more cargo and take off over a shorter distance. It can haul 120,000 pounds of cargo more than 5,500 miles — the distance from Dover to Incirlik Air Base in Turkey — without refueling. Without cargo, its range is more than 8,000 miles.
In recent years, budgets cuts and sequestration compelled Air Force leadership to begin taking C-5Ms out of service.
Everhart, the Air Mobility Command chief, said in March that total C-5 inventory had fallen to 56 from 112 a few years ago.
But the Air Force has made moves to reverse that deactivation, saying it plans to move at least eight mothballed C-5Ms back into service, using newly allocated funds, over the next four years.
That return to service would partially overlap with an upgrade project for the active fleet of airlifters that is slated to wrap up in 2018.
“I need them back because there’s real-world things that we’ve got to move, and they give me that … added assurance capability,” Everhart told lawmakers at the end of March.
Marines and sailors from India Company, 3rd Battalion, 3rd Marine Regiment, make their way to a Marine Medium Tiltorotor Squadron 365 MV-22 Osprey | Marine Corps photo by Sgt. Mark Fayloga
The father of a Marine killed in an MV-22B Osprey crash last year plans to sue the manufacturer of the aircraft, saying design flaws contributed to the tragedy.
Mike Determan lives five miles from Arizona’s Marana Northwest Regional Airport, best-known to some as the site of the deadliest crash in the short history of Marines’ tiltrotor aircraft.
On April 8, 2000, an Osprey attempting to land at the airport stalled and then plummeted in a phenomenon known as vortex ring state, killing all 19 Marines on board. Determan knew the history, but never guessed that tragedy involving the aircraft would strike again much closer to home.
But on May 17, 2015, another Osprey went down — this time at Marine Corps Training Area Bellows, Hawaii. The aircraft had hovered twice for brief periods in severe brownout conditions during a landing attempt, resulting in significant dust intake and “turbine blade glassification,” or the melting of reactive sand at high temperatures, according to an official command investigation obtained by Military.com.
Two Marines aboard the aircraft were killed: Lance Cpl. Matthew Determan, 21, an infantry squad leader with Lima Company, 3rd Battalion, 1st Marines out of Camp Pendleton, California; and Cpl. Joshua Barron, 24, an Osprey crew chief with Marine Medium Tiltrotor Squadron 161, out of Marine Corps Air Station Miramar, California. The other 20 Marines aboard the aircraft sustained injuries of varying severity.
The investigation into the tragic crash recommended new guidelines limiting cumulative Osprey hover time in reduced-visibility conditions to 60 seconds, called for more advanced technology to mitigate brownout conditions, and ascribed partial blame to the pilots of the aircraft and the commanders of the squadron and Marine expeditionary unit it was attached to, saying better decision making and a more effective survey of the landing site might have prevented disaster.
The Naval Air Training and Operating Procedures Standardization program, or NATOPS, would ultimately recommend pilots spend no more than 35 seconds at a time hovering in reduced-visibility conditions.
Suit to name suppliers
But Mike Andrews, an attorney with the Montgomery, Alabama-based law firm Beasley Allen who represents the Determan family, said the problem lies solely with the Osprey. Andrews confirmed he is preparing a lawsuit against Osprey manufacturer Boeing Co. on behalf of the Determans, asking for unspecified compensatory and punitive damages. The suit, which he said will also name other manufacturers of V-22 parts, will be filed in Hawaii in coming weeks, though Andrews said he had not determined whether to file it in federal or state court.
Boeing spokeswoman Caroline Hutcheson declined to comment on the pending litigation.
“I can tell you that this is an unsafe aircraft,” Andrews said. “Our feeling in this case is, our military boys and girls need to have the best equipment possible, and the V-22 is not it.”
He was previously involved in a 2002 lawsuit against Osprey manufacturers Boeing, Textron’s Bell Helicopter unit, and BAE’s U.S. subsidiary following a December 2000 Osprey crash near Jacksonville, North Carolina, which killed all four Marines aboard.
“This is a situation in which we feel the Marine Corps, the military in general, is doing the best they can with a defective product,” Andrews said. “They’ve been sold a bill of goods and they’re trying to work with it. It’s inexcusable.”
A September report from Naval Air Systems Command generated in response to the Bellows crash underscores Mike Determan’s contention that Osprey power loss during reduced visibility landings is far from an isolated incident. The report, obtained by Military.com, highlights three other such events dating back to 2013, one involving the CV-22 Air Force variant of the aircraft.
Two years prior to Bellows on Aug. 26, 2013, a Marine Corps Osprey crashed after experiencing engine compressor stall in a brownout near Creech Air Force Base, Nevada, according to the report. All four crew members walked away, but the aircraft was damaged beyond repair, according to officials.
On Feb. 24, 2015, another disaster was narrowly avoided when a deployed Marine V-22 experienced engine compressor stall in reduced visibility conditions, then recovered and successfully returned to base. Since no mishap occurred, this incident was never reported publicly.
On Dec. 1, 2013, an Air Force CV-22 operating out of North Africa experienced a compressor stall shortly after landing in brownout conditions, resulting in a Class C mishap, signifying damages between $50,000 and $500,000.
The report also found six additional undocumented aircraft power loss incidents in areas that contained “reactive sand,” or sand containing high levels of elements with low melting points. It also found that a second Osprey at Bellows on May 17 had experienced a “near-miss,” though it ultimately avoided stall in the sand cloud.
Determan said he believes the Marine Corps deserves some of the blame for the Bellows crash because officials were slow to apply lessons learned from previous MV-22 stalls in brownout conditions.
“They knew that there was a problem with restricted visibility; they knew it from Creech Air Force Base a year prior,” Determan said. “To send my son and the other Marines in that morning knowing that the sand is reactive and it’s very dangerous … by not doing the pre-work, they’re just putting these guys at huge risk.”
A former V-22 test pilot who spoke with Military.com under condition of anonymity because he is well known in the aviation community said the Osprey is uniquely susceptible to ingestion of sand and dust, which can melt at high temperatures inside the engine, changing airflow and making the engine less efficient. Because the aircraft can fly like an airplane and then tilt its rotors skyward for take-off and landing like a helicopter, its engine inlets are vertical as it descends, the pilot said, making it even more vulnerable to dust intake.
“The Osprey ingests one hell of a lot of dirt and sand,” the test pilot said, adding that the aircraft had higher disc loading than other helicopters, meaning its smaller rotors had to pump a larger volume of air at a higher velocity. “You hover over that sand and you make one hell of a mess.”
Mike Determan has a solution for the Marine Corps: Ground the Osprey until a third-generation tiltrotor, the Bell V-280 Valor, is ready to deploy. That aircraft will not have prototypes ready for a first test flight until 2017, and it’s not yet clear what the Corps’ fielding or purchasing plans with regard to the V-280 might be.
A Marine Corps spokeswoman, Capt. Sarah Burns, said the service has no plans to ground the MV-22, which is quickly becoming the centerpiece of its strategy for crisis response and long-range lift.
“By its very nature, there will always be inherent risk in combat aviation. This is due to the expeditionary nature of U.S. Marine Corps operations and the varied types of missions we fly,” Burns said.
“When mishaps occur we diligently investigate them, and we are transparent with regards to the findings of each investigation,” she added. “In this investigation there were no indications that there is an issue beyond that of the aircraft involved and consequently did not lead to a determination that a grounding of the fleet would be warranted.”
According to figures provided by Burns, the Osprey’s Class A mishap rate, which is calculated based on mishaps involving loss of life or $2 million or more in damage, is roughly in line with or better than comparable aircraft platforms.
Since fiscal 2010, the Osprey has a mishap rate of 3.06 per 100,000 flight hours, Burns said, compared with 3.63 for the CH-53E Super Stallion helicopter; 3.09 for the CH-46 “Phrog” retired by the Marines last year; 4.18 for the UH-1 N Twin Huey and Y Venom choppers; and 1.54 for the AH-1 Z Viper and W Super Cobra. These figures, however, don’t take into account the Jan. 15 tragedy in which two CH-53E Super Stallions collided off the coast of Oahu, killing all 12 Marines aboard.
Marine Corps leaders have staunchly supported the V-22 as the revolutionary future of Marine Corps aviation, along with the brand-new F-35B Joint Strike Fighter. Recent experiments have highlighted the Osprey’s ability to cover long distances at high speeds for raids and inserts; a squadron of Ospreys is now deployed to the Middle East with the Marines’ crisis response force in the region for personnel recovery missions and support of the coalition fight against Islamic State militants.
‘Where are the Ospreys?’
“The question used to be, ‘Where’s the carrier? Where’s the [amphibious ready group/Marine expeditionary unit]?'” Marine Corps Commandant Gen. Robert Neller told an audience at the Atlantic Council in Washington, D.C., on Feb. 11. “Now the question is, ‘Where are the Ospreys?'”
Still, some worry that the Osprey may prove increasingly fragile as it replaces other workhorse Marine Corps rotary-wing platforms and weathers more years of deployment wear and tear.
The fact that Naval aviation was still learning about the Osprey’s vulnerabilities and attempting to mitigate them more than eight years after the aircraft was first deemed deployable in 2007 was a function of the platform’s complexity, the pilot said.
“[Ospreys are] encountering things, they’re going places they have not been before” as the Marine Corps becomes more dependent on the platform, the pilot said. Despite Osprey deployments to Iraq and Afghanistan since 2007, the pilot characterized the aircraft’s use to date as “ash and trash” — transportation and lift, rather than combat.
“You can’t go into a hot [landing zone] with the aircraft. If you do, you’ll break it,” he said. “The aircraft has never been tested to do the extreme maneuvering.’
The level of complexity in the tiltrotor aircraft increases the number of “unk-unks” — unknown unknowns — which are very difficult to test for, the test pilot said. And that doesn’t sit well with Determan, who fears more Marines may be lost to tragic mishaps as new vulnerabilities come to light.
“Nobody really knows how the airframe is going to react when it gets older and older,” Determan said. “Learn from the mistakes and make a better aircraft, and don’t hold back on the cost.”