Throughout world history, leaders have needed expeditionary units to enforce their rules abroad. When diplomacy fails and time is of the essence, sometimes sending in the full Army is not viable. U.S. citizens may need to be rescued, property protected, or to prevent the slaughter of our allies. The nation needs action immediately; the President needs something destroyed overnight and deploys the Marines – The President’s Fist.
The Constitution grants Congress the sole power to declare war. Congress has declared war on 11 occasions, including its first declaration of war with Great Britain in 1812. Congress approved its last formal declaration of war during World War II. – Senate.gov
Without congressional approval, the president cannot deploy troops. Check. However, presidents have a trump card – the 1973 War Powers Act. Under 50 U.S. Code § 1541 – Purpose and policy section C states:
The constitutional powers of the President as Commander-in-Chief to introduce United States Armed Forces into hostilities, or into situations where imminent involvement in hostilities is clearly indicated by the circumstances, are exercised only pursuant to (1) a declaration of war, (2) specific statutory authorization, or (3) a national emergency created by attack upon the United States, its territories or possessions, or its armed forces.
When I was in boot camp I was told, ‘If the president wants a Marine to protect a Wendy’s overseas, there would be a Marine there within 24 hours.’ There is some truth in that joke. It wasn’t long after the War Powers Act went into effect that presidents used their new power to protect the weak and defeat the strong. There is a fine legal line that the president must walk but thankfully it is clearly defined as Low-Intensity conflict.
At some point along the conflict spectrum envisioned by military and national security strategists, a LIC (Low-intensity conflict) becomes a mid-intensity conflict.’ Presumably, at this point, congressional authorization would be required for military action, provided that the conflict does not involve a direct attack against U.S. territory or U.S. military forces stationed abroad, because the conflict would be considered a “war” under Article I of the Constitution. Thus, conflicts such as those in Korea, Vietnam, or Iraq-Kuwait would require congressional approval prior to the commitment of U.S. military forces. On the other hand, military operations that fall below this point would be considered LIC, and under a theory of presidential prerogative, would not be subject to such a constitutional restriction in the absence of specific legislation. — PRESIDENTIAL PREROGATIVE UNDER THE CONSTITUTION TO DEPLOY U.S. MILITARY FORCES IN LOW-INTENSITY CONFLICT, MARK T. UYEDA
So, now we’ve established that the president does have the power to deploy troops but nowhere does it specifically say Marines are the force for these deployments. Technically the president can send any branch he wants.
Legally, yes, the President can now deploy whatever forces he wants instead of the Marines, but in practice that simply doesn’t happen, except for small actions by small, covert SOCOM teams, and stuff like that. Whenever it is determined that an actual military task force needs to put boots on the ground somewhere and establish an American military presence, the Marines are still the go-to. This is especially true in “flash-points” around the globe, when unstable situations develop quickly and without much warning. – Sgt. Mitch Carroll USMC
Roman emperors had Praetorians, an elite imperial guard tasked with protecting the emperor. Marines share a similar role in protecting the President of the United states. There are only four Marines that are within close proximity to the president at all times.
Semper Fidelis, ‘Always Faithful’ comes from never having taken up arms and marched on the capital… a lifetime commitment to America and the Marine Corps. A history not all branches share with the Marines. Even the Marine Corps Band is known as ‘The President’s Own’ and is known as America’s oldest continuously active professional music organization.
As the initial invasion force of choice, the Marines have also played a huge part in humanitarian aid on behalf of the president.
Here is a quick timeline since the 1973 War Powers Act was ratified provided by fas.org:
1974 – Evacuation from Cyprus. United States naval forces evacuated U.S. civilians during hostilities between Turkish and Greek Cypriot forces.
1975 – Evacuation from Vietnam. On April 3, 1975, President Ford reported U.S. naval vessels, helicopters, and marines had been sent to assist in evacuation of refugees and U.S. nationals from Vietnam. Evacuation from Cambodia. On April 12, 1975, President Ford reported that he had ordered U.S. military forces to proceed with the planned evacuation of U.S. citizens from Cambodia.
South Vietnam. On April 30, 1975, President Ford reported that a force of 70 evacuation helicopters and 865 marines had evacuated about 1,400 U.S. citizens and 5,500 third country nationals and South Vietnamese from landing zones near the U.S. embassy in Saigon and the Tan Son Nhut Airfield.
1982 – Sinai. On March 19, 1982, President Reagan reported the deployment of military personnel and equipment to participate in the Multinational Force and Observers in the Sinai. Participation had been authorized by the Multinational Force and Observers Resolution, P.L. 97-132.
Lebanon. On August 21, 1982, President Reagan reported the dispatch of 800 marines to serve in the multinational force to assist in the withdrawal of members of the Palestine Liberation force from Beirut. The Marines left September 20, 1982.
1983 – Grenada. On October 25, 1983, President Reagan reported a landing on Grenada by Marines and Army airborne troops to protect lives and assist in the restoration of law and order and at the request of five members of the Organization of Eastern Caribbean States
F-35 Lightning II fighter aircraft from the U.S, United Kingdom, and Israel participated in Exercise Tri-Lightning over the Eastern Mediterranean Sea, June 25, 2019.
Exercise Tri-Lightning was a one-day defensive counter air exercise involving friendly and adversary aircraft from the three participating countries and consisted of active and passive air defense operations.
This exercise is a demonstration of the interoperability between the U.S., U.K., and Israel using the F-35A, F-35B, and F-35I respectively.
“We build capacity with our strategic partners to harness our air component’s capabilities and skills,” said Lt. Gen. Joseph Guastella, U.S. Air Forces Central Command commander. “The transatlantic strategic relationship between the U.S. and our allies and partners has been forged over the past seven decades and is built on a foundation of shared values, experience and vision.”
A U.S. Air Force pilot from the 4th Expeditionary Fighter Squadron enters the cockpit of a F-35A Lightning II before Exercise Tri-Lightning June 25, 2019, at Al Dhafra Air Base, United Arab Emirates.
(U.S. Air Force photo by Staff Sgt. Chris Thornbury)
The U.S. Air Force F-35As flew from Al Dhafra Air Base, United Arab Emirates, the Royal Air Force F-35Bs flew from RAF Akrotiri, Cyprus, and the Israeli Air Force F-35Is flew from Nevatim Air Base, Israel.
“Tri-Lightning was an exercise which had been planned for months and it provided an outstanding opportunity for the squadron to operate and learn from our fellow F-35 community,” said U.K. Wing Commander John Butcher, Squadron 617 commanding officer. “In addition it allowed us to share and gain valuable experience that we will be able to exploit during future training and potentially operational deployments, whether embedded on the Queen Elizabeth or from overseas air bases.”
An F-35A Lightning II from the 4th Expeditionary Fighter Squadron taxis the runway at Al Dhafra Air Base, United Arab Emirates, before Exercise Tri-Lightning June 25, 2019.
(U.S. Air Force Photo by Staff Sgt. Chris Thornbury)
The F-35s from the three nations played as primary friendly, or blue, force players in this exercise while a variety of other aircraft played the aggressor roles, simulating realistic combat situations between the advanced F-35s and previous generation fighters.
“The exercise today reflects the close cooperation between the participating nations, said Brig. Gen. Amnon Ein-Dar, Israel Chief of Air Staff. “This training opportunity between Israel, the U.S. and Britain, strengthens shared capabilities and overall cooperation amongst allies.”
Military drop tanks are attached under fighters and bombers, giving them extra fuel to extend their range, but easily falling away if the plane gets in a fight and needs to prioritize agility and weight over range. The drop tanks are light, aerodynamic, empty shells when not filled with fuel, and that actually makes them a great starting point for hot rods.
And the hot rod community noticed these tanks during the Cold War, with some innovative spirits snapping them up to create tiny, fast cars. Now, these “lakesters” are quick racers that humans will cram themselves into to race across salt flats and other courses.
Getting ahold of a steel drop tank to convert was easy for a few decades after World War II, but enthusiasts now have to look harder for longer to find one of the few remaining, unconverted drop tanks.
A P-38 Lightning with its drop tanks during World War II.
And they aren’t likely to get much help from the military. Modern militaries have often opted for more exotic materials for new drop tanks, reducing their weight and, therefore, the fuel usage of the plane. A lighter drop tank costs less fuel, and so provides more range, but the composite materials aren’t always great for racers.
It will only get worse, too. Drop tanks have a massive drawback for modern planes: They increase the plane’s radar signature while reducing the number of weapons it can carry. So the military and the aviation industry are shifting away from drop tanks, opting instead for “conformal fuel tanks.”
These are auxiliary tanks made to fit like a new, larger skin on an existing plane. They’re a little harder to install, and they can’t be jettisoned in flight, but they extend range with less drag and a much lower radar penalty. And they can be packed tighter to the body of the jet, allowing the plane to keep more of its agility than it would have with heavy tanks hanging from its wings.
Sorry, racers. Keep looking for the World War II-classics.
Anyone who loves the U.S. military and the troops who fight in it is familiar with their nickname. Over the years, American troops have earned many – Johnny Reb, Billy Yank, Dogface, Grunt, Jarhead, Doughboy – you get the point. There is one all-encompassing nickname used all over the country, applicable to any branch, and used by troops and civilians alike: G.I.
Kinda like that, except real.
When we see the word “GI” many of us probably think of the phrase “Government Issue” or “General Issue” used back in the days of World War II. And that thought is both true and not entirely the whole story. While many of the items produced and used by the government were considered General Issue, including the men who were drafted and enlisted to fight, that’s not what the original “GI” really meant.
Going back to World War I, many of the items made for and used by the government of the United States for military purposes were stamped “GI” – but not because it was Government Issue. It was government issue, but that’s not the reason for stamping it. That’s like stamping your jeans with “Purchased at Wal-Mart.”
We know you got that stuff at Target anyway.
When troops originally saw GI slapped on some piece of government property, they were likely mopping the floors or doing some other kind of cleaning work, because GI, meant “galvanized iron,” and more often than not was found on buckets used by the U.S. military. Since the one thing all U.S. troops get experience with is cleaning, the term spread to include all things U.S. military, including the people themselves. By World War II, U.S. troops were affectionately known as G.I.s all around the country.
Once a Warrior by Team Rubicon’s CEO Jake Wood is more than a memoir; it’s a deep look inside the heart and mind of a modern American combat veteran. It’s also an extraordinary story of courage, loss and finding a beacon of hope within purpose.
Wood’s journey to putting on a uniform and serving his country began in the most unlikely of places: Mauthausen. He was only seven years old when he toured the concentration camp in Austria responsible for murdering untold numbers of Jewish people. Wood was horrified by the evil that took place but also awed by the photos of the American soldiers responsible for liberating the prisoners. He wanted to be them. Although his father hoped there would never be anything for him to liberate when he grew up, 9/11 changed everything.
When the towers fell during the terrorist attacks on September 11, 2001 Wood was a freshman on a football scholarship at the University of Wisconsin. He felt a sense of guilt for choosing football over exploring West Point, knowing the country would be going to war. A few years later he watched the news as they announced the death of former NFL player turned soldier Pat Tillman. It shook him. Wood knew what he had to do. After he finished his last football game during his senior year, he announced he was going to the Marine Corps.
Wood served four years as a Marine with two combat tours, one in Iraq and another in Afghanistan. His memoir will bring you in and out of his experiences at war and the life he tried to rebuild when he got home. Although he is best known now for being the CEO of Team Rubicon, the story of getting there wasn’t without hardship or loss. It was the culmination of so much that made him want to write his story. Ultimately, it was the birth of his first child that solidified his commitment to tell it.
“My daughter was born two years ago and it made me want to try to put my life in perspective. That started a soul searching journey for me. Part of it was because I knew my daughter would ask me about my time at war. I felt like I owed her a better response,” Wood explained. He began writing some of the book over 10 years ago by chronicling the events of Iraq and Afghanistan. He shared that re-reading those words over a decade later not only caused a new reflection, but it forced him to come to terms with his experiences in combat. He was ready to put it all out there.
As much as it was difficult for Wood to put his life in the pages of Once a Warrior, it was a relief at the same time. Ultimately, he hopes his story will inspire veterans to know their worth. “I think we have an entire generation of veterans who are hanging in the balance. Who they are going to become is whatever we tell them they are. If the broken veteran narrative prevails, we’ll have a generation of men and women lost to that. But if we reframe it and say, ‘You have so much more to give and you are stronger. America needs you, the battle isn’t over there it’s here,’” he explained.
The chain of events that led to him finding purpose again was remarkable in that, had they happened any differently, the Team Rubicon and Jake Wood the world knows – wouldn’t exist. “The universe has this weird way of presenting us with these moments where decisions become really consequential,” he said.
A year into building Team Rubicon, Clay Hunt – fellow Marine veteran and one of Wood’s closest friends – committed suicide. Although Hunt’s story has been told, Once a Warrior opens a curtain into the devastation and other myriad emotions Wood experienced in the days after. It’s a stark reminder of the cost of war that even having purpose couldn’t stop. “I just felt like people should hear his story. It’s played out 20 times a day in this country. I felt like if I could humanize that for people…when you hear Clay’s story, it makes it real,” he shared. Hunt wasn’t the only Marine that Wood lost. He wears the names and lives of four Marines on his wrist, a constant reminder for him to pay it forward because as he says, he survived and they didn’t.
Too many people within the American public utter, ‘Thank you for your service,’ with a sense of rote memorization – a reaction when they don’t know what else to say. Wood wants them to take it deeper. “Most veterans want to share their stories, it’s a literal moral burden and by sharing it they are sharing the weight of those actions or experiences,” he said. “It’s important for the public to hear these stories, as democracy we send our sons and daughters off to war. It’s less than 1 percent of an all volunteer force and we owe it to them to understand what that actually means when we make the decision to use force overseas.”
Once a Warrior pulls the reader in and out of the moments that changed the trajectory of Wood’s life and built the foundation of who he is today. It’s also a deep look into the raw reality of an American combat veteran’s life after war. The pages of this book offer a compelling account of courage and resiliency through devastating loss, but also…hope. Despite witnessing the horrors of war and disaster, Wood remains inherently hopeful for the future. When asked what he would say to those reading his story, he was direct. “My call to action for Americans would be… be worth fighting for. Live your life like you are worth fighting for.”
A Vice News journalist took the Army’s new combat fitness test, scoring a 502 out of 600 while talking to the team that is implementing the new test about how it works, what it tells them about soldier performance, and how it will affect the Army in the future.
What It Takes To Pass The Army’s Combat Fitness Test
Alzo Slade, the journalist, completed all six events in the new test, including the maximum deadlift, standing power throw, hand-release push-ups, sprint drag carry, leg tucks, and two-mile run.
Alzo deadlifted 300 pounds, threw the medicine ball 11.2 meters, did 42 hand-release push-ups, completed the sprint drag carry in 1:52, completed 13 leg tucks, and completed his two-mile run in 19:16.
Except for the two-mile run, that puts Alzo far ahead of the minimums. He more than doubled the deadlift requirement, over tripled the requirement for the push-ups, and did 13 times the minimum for leg tucks. Combined, this meant that Alzo qualified for the most physically demanding jobs. If you watch the video and see Alzo, it won’t come as a huge surprise. He looks pretty fit.
New York National Guard soldiers take the Army Combat Fitness Test on March 9, 2019.
(U.S. Army National Guard Sgt. Katie Sullivan)
But of course, any discussion of the Army’s new PT test includes the question, “Why?” The Army has tried to replace its test over and over. And the reasons for the Army Combat Fitness Test will sound similar to those for previous, failed PT test replacement efforts.
The push-ups, sit-ups, and two-mile-run of the old PT test was simply not a good predictor of physical performance in combat, the Army’s most important physical arena. It allowed long rests between events and tested a limited number of muscle groups.
But the new test, if implemented, has six events in 50 minutes. The lion’s share of that time goes to the two-mile run, but soldiers will also be required to lift weights, throw weights, and complete a complex shuttle run that tests complex movements. This is more like a Crossfit workout.
And while that can sound intimidating, remember that a journalist coming in off the street earned a 502 on the current score tables. You can outscore a civilian journalist, right?
NASA astronaut Col. Tyler N. “Nick” Hague waits to be lowered into the pool containing a mockup of the International Space Station at the Johnson Space Flight Center’s Neutral Buoyancy Laboratory for Extravehicular Activity training in Houston, Tex., Apr. 27, 2017. (U.S. Air Force photo by J.M. Eddins Jr.)
(Editor’s note: The following is a reposting of an Airman magazine story and an episode of BLUE, which aired in 2017 on AFTV, about Air Force astronauts assigned to NASA. Additional information from NASA is added to mark the culmination of a nearly decade-long goal to once again launch American astronauts from U.S. soil via NASA’s Commercial Crew Program with SpaceX and Boeing. On Wednesday, May 27, 2020, Air Force Col. Robert Behnken and retired Marine Col. Douglas Hurley are scheduled to pilot the inaugural, manned mission of the SpaceX Crew Dragon spacecraft atop a SpaceX Falcon 9 rocket.)
A new era of human spaceflight is set to begin as American astronauts once again launch on an American rocket from American soil to the International Space Station as part of NASA’s Commercial Crew Program. NASA astronauts Robert Behnken and Douglas Hurley will fly on SpaceX’s Crew Dragon spacecraft, scheduled to lift off on a Falcon 9 rocket at 4:33 p.m. EDT May 27, from Launch Complex 39A in Florida, for an extended stay at the space station for the Demo-2 mission.
As the final flight test for SpaceX, this mission will validate the company’s crew transportation system, including the launch pad, rocket, spacecraft, and operational capabilities. This also will be the first time NASA astronauts will test the spacecraft systems in orbit.
Behnken and Hurley were among the first astronauts to begin working and training on SpaceX’s next-generation human space vehicle and were selected for their extensive test pilot and flight experience, including several missions on the space shuttle.
Behnken will be the joint operations commander for the mission, responsible for activities such as rendezvous, docking and undocking, as well as Demo-2 activities while the spacecraft is docked to the space station. He was selected as a NASA astronaut in 2000 and has completed two space shuttle flights.
It is a career in space that had its beginnings in the Air Force ROTC program at Washington University in St. Louis.
“The Air Force felt strongly that I should get a physics degree, and so I did that. But I was interested in engineering, and I did a mechanical engineering degree as well,” Behnken said in a 2017 interview with Airman magazine.
“It was a time, in 1992, that the Air Force was not bringing everybody immediately on active duty… I had a pretty long wait, so I applied for graduate school and an educational delay, and the Air Force looked kindly on that. I got that opportunity and picked up a National Science Foundation fellowship in the process, so I had a way to pay for school; the Air Force let me take advantage of that until I had earned my PhD at Caltech.”
Behnken’s first assignment was as a mechanical engineer at Eglin Air Force Base, Florida, working on new development programs at the Air Force Research Laboratory. It was there that his commanders, both test pilot school graduates, suggested he plot a similar career course.
“The lieutenant colonel and the colonel said, ‘Hey, you should think about test pilot school,'” Behnken said. “I applied and was accepted, and ended up out at Edwards Air Force Base (California) doing some flight tests on an F-22 when it was very early in its development process before being selected as an astronaut and moving to Houston.”
Behnken flew two Space Shuttle missions; STS-123, in March 2008, and STS-130, in February 2010. He performed three spacewalks during each mission.
His training for the Crew Dragon mission has been unique among recent astronauts.
“Training for these missions is really wrapped into the development process. We’re learning the vehicles as they’re designed and built, and then that will be part of our training material,” Behnken said.
“All of us are Air Force and Navy test pilot school graduates and we’re really participating in a development process so that we can then kind of bring our space flight experience to the designs as they come to the table. If there’s something that needs to be changed, we give them that feedback, and then they figure out what the cost impact is and decide how well they can incorporate our feedback into their design.”
Lifting off from Launch Pad 39A atop a specially instrumented Falcon 9 rocket, Crew Dragon will accelerate its two passengers to approximately 17,000 mph and put it on an intercept course with the International Space Station.
Once in orbit, the crew and SpaceX mission control will verify the spacecraft is performing as intended by testing the environmental control system, the displays and control system and the maneuvering thrusters, among other things. In about 24 hours, Crew Dragon will be in position to rendezvous and dock with the space station. The spacecraft is designed to do this autonomously but astronauts aboard the spacecraft and the station will be diligently monitoring approach and docking and can take control of the spacecraft if necessary.
After successfully docking, Behnken and Hurley will be welcomed aboard the station and will become members of the Expedition 63 crew. They will perform tests on Crew Dragon in addition to conducting research and other tasks with the space station crew.
Although the Crew Dragon being used for this flight test can stay in orbit about 110 days, the specific mission duration will be determined once on station based on the readiness of the next commercial crew launch. The operational Crew Dragon spacecraft will be capable of staying in orbit for at least 210 days as a NASA requirement.
Upon conclusion of the mission, Crew Dragon will autonomously undock with the two astronauts on board, depart the space station and re-enter the Earth’s atmosphere. Upon splashdown just off Florida’s Atlantic Coast, the crew will be picked up at sea by SpaceX’s Go Navigator recovery vessel and return to Cape Canaveral.
The Demo-2 mission will be the final major step before NASA’s Commercial Crew Program certifies Crew Dragon for operational, long-duration missions to the space station. This certification and regular operation of Crew Dragon will enable NASA to continue the important research and technology investigations taking place onboard the station, which benefits people on Earth and lays the groundwork for future exploration of the Moon and Mars starting with the agency’s Artemis program, which will land the first woman and the next man on the lunar surface in 2024.
“It’s a pretty exciting job. As a test pilot, the thing that we all hope is that we might get a chance to test a new airplane. We’re getting to test a new spacecraft. We’ll be the first people to fly on this vehicle, so we’re really the space test pilots for a brand-new spaceship, which is pretty cool,” Behnken said.
(Editor’s Note: Originally posted July 24, 2017, this article concentrated on the training of Air Force Col. Tyler Nicklaus “Nick” Hague, as he was the next of the Air Force astronauts scheduled to fly to the International Space Station. His first launch was on Soyuz MS-10, which aborted shortly after take-off on October 11, 2018. His second launch, on March 14, 2019, was successful, taking him and his fellow Soyuz MS-12 crew members to join ISS Expedition 59/60. He would spend just more than 202 days in space and completed nearly 20 hours of extravehicular activities, or space walks, before returning to Earth in October of 2019.)
On the rare instances when Col. Tyler N. “Nick” Hague returns from a day at the office and walks through the door of his own home, the oldest of his two boys occasionally asks, “Daddy, were you in space today?”
Not such a childish question when you consider the actual distance and travel time when Hague finally rides into space aboard a Russian Soyuz rocket in September of 2018.
It will only take him about 12 minutes to arrive in low-Earth orbit from Baikonur Cosmodrome, Kazakhstan, only 249 miles above the planet’s surface. In comparison, Hague traveled two miles farther when he was just a boy of 12; a total of 251 miles from his home in Hoxie, Kansas, to Colorado Springs, Colorado, where he first laid eyes on the place where his journey into space would actually begin – the United States Air Force Academy.
“Growing up in western Kansas, staring up at the sky at night, seeing all those stars, I’ve always wanted to do something involved with space,” said Hague. “I couldn’t find a better program in terms of being able to study astronautical engineering with building actual satellites and doing all that hands on work at an undergraduate level. That just didn’t exist anywhere else at that time and so that was the place I wanted to go.”
He graduated from the academy and was commissioned as a second lieutenant in 1998 and began a 20-year journey that would bring him to the International Space Station to begin a six-month mission as flight engineer on ISS Expedition 57/58.
During this journey, Hague earned a masters degree in engineering from MIT, worked on advanced spacecraft technologies at Kirtland Air Force Base, New Mexico, flight tested at Edwards AFB, California, completed a five-month deployment to Iraq to conduct experimental airborne reconnaissance in 2004, returned to the Air Force Academy to teach astronautics, became an advisor for the U.S. Senate on national defense and foreign policy, served as a congressional appropriations liaison for United States Central Command at the Pentagon and finally as deputy division chief for research and development at the Joint Improvised Explosive Device Defeat Organization before being selected for astronaut training in 2013.
“I applied the first time (to the astronaut training program) in 2003, so it took 10 years and three applications in order to finally get selected,” said Hague. “Twenty years ago could I look at what was going to lie before me and map all of that out that would connect that point to this point? There are all these different opportunities that I would have never been able to line up on my own, but the service in the Air Force has made it possible.”
When he finally received his crew assignment, Hague quickly learned that being an astronaut still means racking up a lot of miles on earth.
In this calendar year of mission training, Hague has logged five flights from Houston to Star City, Russia, where he has spent 33 weeks training on the Russian ISS modules – which make up half of the station – and the Soyuz launch vehicle.
When combined with flights to the European Space Agency training facility in Colon, Germany, and the Japan Aerospace Exploration Agency (JAXA) Tsukuba Space Center north of Tokyo for eight more weeks of training on those agency’s modules this year, Hague is closing on 100,000 miles of travel within the Earth’s atmosphere to prepare for the relatively short commute to ISS.
Much of Hague’s time in Star City is spent training for that 12-minute trip aboard Soyuz into space and the corresponding return trip six months later. A training emphasis that fellow Air Force astronaut Col. Michael Hopkins explains exists for a very good reason.
“The majority of your training will be associated with the ride up and the ride home. We have a two-year training flow and as much as a year of your time during that two years will be spent over in Russia and your time in Russia the majority of that time is being spent on the Soyuz vehicle,” said Hopkins, who has already spent six months aboard ISS in 2013-2014. “But just like airplanes, the critical phase of flight is take off and landing. That’s when if anything goes wrong, when you don’t have that much time to deal with it. Aboard the ISS you usually have days if not weeks to assess and correct a problem.”
The overseas travel has two-week breaks when Hague returns to Houston for training on the US systems and for extravehicular activity (EVA), or spacewalks, and an opportunity to sleep in his own bed for a change. This fierce training and travel tempo is one of the drawbacks for astronauts, as well as their spouses and children.
NASA astronaut Robert Behnken, STS-130 mission specialist, takes a break in the mission’s second session of extravehicular activity (EVA) for construction and maintenance on the International Space Station in February of 2010 to allow air scrubbers to remove CO2 that had built up in his space suit. During the five-hour, 54-minute spacewalk, Behnken and astronaut Nicholas Patrick connected two ammonia coolant loops, installed thermal covers around the ammonia hoses, outfitted the Earth-facing port on the Tranquility node for the relocation of its Cupola, and installed handrails and a vent valve on the new module. (Photo/NASA)
“I spend six weeks in Star City, and then come back for a couple weeks, and then I’ll go back for six weeks,” said Hague. “There is a stress on the family, and they miss out on the things that I could be doing with them at home, and on the weekends. I’m TDY a lot, but my family’s making the same kinds of sacrifices that I see service families making day in and day out. I think that, that’s something that everybody that wears a uniform can appreciate.”
However, NASA has embarked on a new collaborative mission with commercial partners SpaceX and Boeing to provide an alternative to Soyuz for manned trips to and from the ISS. Cooperation in the development of new low-orbit launch vehicles by these commercial companies based in the United States will provide the Air Force with more orbital lift options and will also bring astronauts closer to home for training and for longer periods of time.
“It’s important for us to be able to return launch to Florida. You know, from a crew perspective, I can tell you that it makes it a whole lot easier on the crew, because you stop having to send people (to Star City, Russia) for six weeks at a shot over, and over, and over again and reduce the strain on the families,” said Hague.
“It’s also important from a redundancy perspective. Right now it’s Soyuz only, so if something happened with the Soyuz, now we’re looking for a way to get astronauts up there. It’ll provide us that flexibility to continue to fly Soyuz, and fly out of Florida and for the Russians to do the same.”
Once again the Air Force is a lynchpin in the development of a barrier breaking technology as astronaut Col. Robert Behnken is one of four test pilots for the commercial spacecraft and Hopkins is part of the team developing communications, displays and procedures for the new launch vehicles.
“Currently, my major focus is on one of those commercial crewed vehicles. It’s the Boeing CST-100 Starliner. I’m working as one of the CAPCOMs for that program; the communicator who would be talking to the astronauts in the vehicle as they’re going uphill and docking to the station,” said Hopkins. “There’s a lot of new material that we have to learn and figure out what the launch day is going to look like and what docking is going to look like and what the landing is going to look like.”
After one unmanned test of both the SpaceX Crew Dragon spacecraft and Falcon 9 rocket and Boeing’s CST-100 Starliner, two-astronaut crews will fly subsequent tests before operational flights will begin taking six astronauts per flight to the ISS. Astronauts, such as Behnken, will not only flight-test the vehicles, but they are deeply involved in the design and development phase of the vehicles that is currently underway.
“The training for these missions is really wrapped into the development process. So we’re learning the vehicles as they’re designed and built, ” said Behnken, veteran of two of the Space Shuttle missions that built the ISS and the only active-duty member of the test crews. “(The test crews are) Air Force and Navy test pilot school graduates, and we’re really participating in a development process so that we can bring our space flight experience to the designs as they come to the table… that should wrap up around mid-2018 for both vehicles, and hopefully if the schedules hold, that’s when we’ll fly in space.”
These astronauts are the most recent in a continuing legacy of Air Force support of NASA and space exploration since the space program’s inception.
A total of eighty-five Air Force astronauts have traveled into space, from three of the first NASA astronauts, the Mercury Seven, Lt. Col. Gus Grissom, Col. Gordon Cooper and Major Deke Slayton, to two of the crew of Apollo 11, the first humans to set foot on the Moon, Col. Edwin “Buzz” Aldrin and Maj. Gen. Michael Collins to Col. Jack Fischer, flight engineer for ISS Expedition 51/52, currently traveling at over 17,000 miles per hour (5 miles per second) for 25,000 miles on each of his 15.5 orbits per day aboard ISS.
Still more, like Hague, are in training for upcoming flights, and numerous Air Force personnel support both manned and unmanned NASA missions.
“The Air Force is supporting the mission on a daily basis,” said Hague. “It’s flight docs assigned here, search and rescue crews that are helping bring us home, we’ve got the range support for launching cargo and soon we’re going to be launching Americans back out of Florida. There’s also guys that are looking at all the radar coming back down from space trying to track space debris and they help us prevent things from flying into the Space Station, so they’re protecting us on a daily basis.”
Of course, participation in the civilian space program reaps great benefits for the Air Force from supporting space exploration and research. “The Air Force gets access to space, and so from an expense standpoint, NASA’s already paid for that, now all you have to do is develop your experiment, and then we can get it onboard,” said Hopkins. “Then you get the astronaut’s time. We don’t go and charge the Air Force for the time of the astronaut on board that’s executing their experiment. You’re getting access to a microgravity laboratory, right? It’s a very unique laboratory, in fact the only one in existence.”
The Soyuz TMA-04M rocket launches from the Baikonur Cosmodrome in Kazakhstan on Tuesday, May 15, 2012 carrying Expedition 31 Soyuz Commander Gennady Padalka, NASA Flight Engineer Joseph Acaba and Flight Engineer Sergei Revin to the International Space Station. Photo Credit: (NASA/Bill Ingalls)
The partnership between the Air Force and NASA is a collaborative research relationship that fills gaps in each other’s research and facilities.
According to Dr. Morley Stone, chief technology officer of the Air Force Research Laboratory at Wright Patterson AFB in Dayton, Ohio, the Air Force benefits from NASA’s experience with human performance in microgravity environments, as NASA benefits from the Air Force’s research in the macrogravity realm of high sustained G-forces.
Both are participating in research on hypersonics, autonomous systems, artificial intelligence and materials that can survive extreme environments.
“I would say certainly NASA is up near the top, as probably our most important federal partnership,” said Stone.
Life aboard the ISS is tightly scheduled to accommodate the necessary daily planning conference with ground controllers, two hours of exercise necessary to maintain the astronauts’ bodies in a microgravity environment, performing EVA for scheduled station maintenance or repairs and conducting the experiments sent to ISS by researchers on the ground, military and civilian.
However, on occasion, there are small gaps where astronauts can indulge the kid inside that still looks upon the cosmos in wonder. Behnken had such an opportunity on his second STS mission to install components on the ISS. During an EVA to install the cupola observation window for Earth observation and photography, Behnken and a crewmate exerted themselves to the point that exhaled carbon dioxide was building up inside their suits faster than the air scrubbers could eliminate it.
“My partner and I had both worked harder than the suit could keep up with, and we got the chance to take about a 15-minute break,” said Behnken.
“They told us to “Attach yourself to the space station, and sit there, and look around. And don’t breathe too hard, because we’re trying to catch up with the scrubbing that’s on the suit.
“When you’re outside on a spacewalk, you get a panorama view that just can’t be captured with any of the windows … You get to see sunrises, and sunset, and that angular view of the atmosphere with thunderstorms lightning themselves up,” said Behnken.
“It’s of the whole majesty of the Earth, which is just awesome.”
In 2007 I was a fresh-out-to-pasture journalist, trying not to lose my sanity as an Army wife and stay at home mom. I had worked most recently as a reporter for The Fayetteville Observer, but my husband, a Special Forces soldier, kept getting deployed. We couldn’t afford a nanny, and no daycare in town stayed open late enough to watch our son until I could get off work.
The Observer offered me an opportunity to write a blog and two weekly columns from home, and that’s how I came to meet Mike Giglio, a fresh-out-of-college writer for Charlotte Magazine, working on a story about military families at Ft. Bragg.
But back in 2007, he came to my house, sat in my living room, made the requisite comments about the adorableness of my toddler, and interviewed me. He has since told me that I was the first person he had interviewed about war. He has interviewed many, many more people since. He wrote then:
Rebekah Sanderlin looks like an Army wife from a movie: the hero pulls out her picture in the opening scene, she has dark hair, engaging eyes, and a warm smile, she’s holding his kid, and you’re already hoping he makes it out of this thing alive.
12 years and as many deployments later, my husband and I are still married and, indeed, he appears to have made it out of this thing alive.
I followed Giglio’s career from a distance after that, watching as his byline hopped up to the big leagues and then across the ocean, first to London and then to Istanbul, and then right into the heart of war.
Now a journalist for The Atlantic, he spent four years living in Turkey and Syria, interviewing members of the Islamic State, their enablers, and legions of others who were pushing back against ISIS’ terror quest for power, embedding with U.S. military units as well as low-level groups of resistance fighters.
His book is part memoir, part chronicle. We see the early movements of ISIS in the form of sources and scoops that grow into defeats and victories. He is unflinching in the descriptions but avoids the war-porn tendencies lesser writers find irresistible. There are no heroes and no villains, only humans showing up, day after day. Characters come and go, lost to war and the swirling chaos of life. There are no neat and tidy endings. This is news – news never ends.
His sparse, direct, writing style is appropriately like chewing on broken glass. A book about ISIS shouldn’t be overwrought. There’s too much gore, too much horror, too much human misery, for a writer in love with adjectives. No one needs those adjectives.
Of an Iraqi Special Forces soldier, he writes:
“So when militiamen kidnapped Ahmed from a checkpoint in Baghdad one day, they didn’t just torture him. They put a circular saw to his forehead and tried to peel off his face. Then they put a hood over his head, shot him five times, and tossed his body in a garbage dump, thinking he was dead. Ahmed survived, though, and was found by an elderly man, who carried him to a hospital. When he recovered, he had gained his nickname – The Bullet, for what couldn’t kill him – and he returned to his turret.
These are not pages to read before bed.
Giglio is captured and nearly executed, and he survives being hit by a suicide bomber. He sets these encounters on the table, like an indifferent dinner party host, as if to say, “Here it is. Make of it what you will.” And, of course, there is only one thing to make of it: ISIS is even worse than you thought.
I read Mike’s book during the vacant, pedestrian, moments of my mom-life. Sitting in my daughter’s gymnastics class, reading about the young Syrian mother who watched helplessly as a wall collapsed on all four of her children during a bombing. In the front seat of my minivan, parked at the high school, waiting for that once-toddler-now-teenager, reading about a man whose seven siblings were all killed by ISIS. Sitting in a doctor’s office waiting room while a friend’s wrist was being x-rayed, reading about ISIS fighters gathering body parts from numerous people into one duffel bag, only to leave the bag in the middle of a street.
I read about Mike, being zip-tied and beaten by a jeering mob in Egypt, before being thrown into a prison bus and carted to a sports arena, where sham trials and public executions were being held for political prisoners. And then the zip ties are cut from his wrists and he is inexplicably released. I think about the cub reporter I first met in my North Carolina living room, as eager for adventure as any young soldier.
He is in Iraq, embedded with a battalion from the Iraqi Counter Terrorism Force (ICTF) in Mosul when the results of the 2016 election are announced, and Americans of all political persuasions are melting down. He writes:
“I wondered if, when a country was at war for so long but only a select few ever waged it, the rest of society began to go a certain kind of crazy. Some played at civil war while others vowed to flee to Canada as political refugees, and too many Americans seemed to want to pull a bit of conflict into their lives just when so many people around the world were risking everything to escape from it.”
And then he finally escapes it himself, perhaps for good, writing this about then-new President Trump’s premature declaration of victory over ISIS: “As in the past, America was looking to move on from the region before the war was really over – leaving much of Iraq and Syria in ruins and ISIS still a threat. This was an impulse I embodied, too. As Colonel Arkan had once explained, the thing about going to war far from home is that you can always walk away from it.”
If you’re lucky, Mike. Only the lucky get to walk away.
Myth: Helicopters will drop like a rock when the engine shuts down.
In fact, you have a better chance at surviving in a helicopter when the engine fails than you do in an airplane. Helicopters are designed specifically to allow pilots to have a reasonable chance of landing them safely in the case where the engine stops working during flight, often with no damage at all. They accomplish this via autorotation of the main rotor blades.
Further, when seeking a helicopter pilot’s license, one has to practice landing using this no-power technique. When practicing, instead of actually shutting the engine off completely though, they usually just turn the engine down enough to disengage it from the rotor. This way, if the student encounters a problem during a no-power landing, the helicopter can be throttled back up to avoid an accident. Given that this isn’t an option during actual engine failure, it’s critical for helicopter pilots to practice this until they have it down pat.
A landing via autorotation is also sometimes necessary if the rear rotor blades stop functioning properly, no longer countering for the torque of the main rotor blades, so the helicopter will spin if the engine isn’t turned off. Whether this happens and the pilot shuts off the engine or in the case of actual engine failure, once the engine drops below a certain number of revolutions per minute, relative to the rotor RPM rate, a special clutch mechanism, called a freewheeling unit, disengages the engine from the main rotor automatically. This allows the main rotor to spin without resistance from the engine.
Once the engine fails or otherwise is shut off, the pilot must immediately lower the pitch, reducing lift and drag, and the helicopter will begin to descend. If they don’t do this quick enough, allowing the RPM of the main rotor to drop too far, they’ll then lose control of the helicopter and will likely not get it back. When this happens, it may well drop like a rock. However, this isn’t typical because as soon as the freewheeling unit disengages the engine, the pilot is trained to respond appropriately immediately.
Exactly what the correct glide angle is to maintain optimal rotor RPM varies with different helicopter designs, but this information is readily available in the helicopter’s manual. The glide angle also varies based on weather conditions (wind, temperature, etc.), weight, altitude, and airspeed, but in all cases a correct glide angle has the effect of producing an upward flow of air that will spin the main rotor at some optimal RPM, storing kinetic energy in the blades.
As the helicopter approaches the ground, the pilot must then get rid of most of their forward motion and slow the decent using the stored up kinetic energy in the rotors. If done perfectly, the landing will be quite gentle. They accomplish this by executing a flare, pitching the nose up, at the right moment. This will also have the effect of transferring some of that energy from the forward momentum into the main rotor, making it spin faster, which will further allow for a smooth landing. Because the flare will often need to be somewhat dramatic, the tricky part here is making sure that the rear of the helicopter doesn’t hit the ground. Ideally the pilot executes the flare (hopefully stopping most all the forward motion and slowing the decent to almost nothing), then levels the nose out just before touchdown.
Autorotation may sound like a fairly complex and difficult thing to do, but according to one instructor I briefly chatted with about this, it’s really not all that difficult compared to a lot of other aspects of flying a helicopter. In fact, he stated that most students have a lot more trouble when they first try things like hovering, than they do when they first try a no-power landing. Granted, this is partially because students don’t try autorotation landings until they are near the end of their training, so they are more skilled than when they first try a lot of other maneuvers, but still. It’s apparently not nearly as difficult as it sounds and most of the problems students have just stem from being nervous at descending at a higher rate than normal.
You can see a video of someone executing a near perfect autorotation landing below:
The military does a lot of things, from humanitarian aid missions to security operations for the world’s shipping lanes, but without a doubt, the thing the military excels at is war-fighting. Specializing in such a dramatic and chaotic enterprise requires a great deal of preparation, planning, and above all else, communicating.
In fact, communication plays an integral role in just about everything the military does — from fire teams that need to “shoot, move, and communicate” in combat operations to policy level decisions that need to be relayed and enforced across a massive body of service members across dozens of different commands. At the end of the day, the military may use weapons to enforce America’s foreign policy, but it’s the communication from the top down and back again that really makes it happen.
Of course, communicating isn’t always easy — especially over great distances and in hectic environments. That’s why the U.S. military relies on numerous forms of communication systems, teaches common hand gestures in combat training, and instills the use of the phonetic alphabet, sometimes referred to as the “military alphabet” when communicating over radios or telephone lines.
The phonetic alphabet wasn’t originally intended for military use — back when a group of French and English language teachers led by Paul Passy invented it, the point was to have an international system of transcription. It didn’t take long, however, for the military to recognize its value in relaying letters across communication lines that were susceptible to background noise or interference in the signal.
Today, many service members are expected to memorize the phonetic alphabet (often at basic training) and use it commonly when communicating over the radio or telephone. As a result, it’s not all that uncommon to hear veterans continue to use it while talking on the phone — not as a means of holding on to their military pasts, but because the method has proven extremely effective when it comes to relaying the spelling of a name (for instance) over a phone line. While a listener might mistake a “B” for “P,” as an example, it’s pretty tough to mistake “Bravo” for “Papa.”
There have been changes to the phonetic alphabet over the years, bringing us to the most modern iteration in common use today among members of the U.S. military.
As a child, birthdays are a big event. Every year is celebrated like it’s the biggest day of the year. Then there are milestone birthdays: They’ll hit the sweet 16 and get their license, turn 18 and join the military, turn 21 and they legally drink…and then that’s about it. Unless they’re looking for a sarcastic “congratu-f***ing-lations,” it’s just another day in the military.
Even though some members of the chain of command have good intentions, it’s best not to test the waters by letting everyone know it’s your birthday. Here’s why:
Don’t think you can just take in the singing. You’ll be in the front leaning rest position through it all.
(photo by Staff Sgt. Ken Scar)
Your gift is embarrassment
Think of the moment when you go to a chain sit-down restaurant and one of your buddies mentions it’s your birthday to the staff and they come out to sing “happy birthday” with almost no excitement in their voice.
Imagine that except it’s the rest of your company singing, they all know you, and they’re slightly agitated because they have to take ten seconds out of their day to sing to you.
The intention is to make you awkward. And it works almost every single time.
And yet for some reason, they always add the “And one more for the Corps. One more for the unit! One more for the First Sergeant!” Like the “one per year” thing didn’t apply. How old do they think you are?
(Photo by Lance Cpl. Crystal Druery)
Push-ups for every year
If troops let it slip that they’ve successfully made another orbit around the sun, it’s not like there will be a surprise party secretly waiting in the training room. The poor unfortunate souls are often given the most re-gifted present in the military: push-ups.
There’s no spite in this. And despite how civilians feel about push-ups, they really aren’t that bad. But the troop owes Uncle Sam one push-up for every year they’ve been on this Earth. It’s in good fun though and they’re almost always done with a grin.
Happy birthday, ya poor b******.
(Meme via Terminal Lance)
There (usually) won’t be cake
Cakes are actually a lot harder to find on military installations than you’d think. If the kindhearted soul who does want to do right for the party, they’ll need to go off-post.
For everyone else (and those troops in the field or deployed) they’ll often just get a doughnut or the pound cake that comes in the MRE. Candles are optional but they’re occasionally cigarettes.
“Cool. You’re older. Now get back to work.”
(U.S. Army Photo)
It’s still a regular work day
In between the awkwardness, the pranks, and mediocre reception, the Army goes rolling along. It’s still just a regular old day.
Some chains of command may give single troops a day off (usually as a consolation prize because they give married troops their anniversary off.) Some don’t. The work still needs to get done and it’ll feel like it’s just any of the other 364 days in a year.
You know your squad has your back if they carry your home from the bar.
(U.S. Army Photo)
But the squad (usually) does care
The squad is your new family. Just like your siblings went out of their way to make sure your birthday was special, so do your squad-mates.
Just like the push-ups, the squad will usually get together and buy shot for every year you’ve been on this Earth and share them with you.
Airmen from the New York Air National Guard’s 109th Airlift Wing delivered more than 100,000 pounds of cargo to the most northern permanently inhabited place in the world, Sept. 26 to Oct. 4, 2019, as part of a joint operation with the Canadian Armed Forces.
Twenty airmen from the 109th, based at Stratton Air National Guard Base in Scotia, New York, flew seven missions to Canadian Forces Station Alert as part of the twice a year effort to supply the station.
The resupply mission is known as Operation Boxtop and takes place in the spring and fall.
“The US Air Force’s New York Air National Guard is uniquely qualified to help us apply practical lessons from decades of successful Antarctic operations to the Arctic environment,” said US Air Force Brig. Gen. Edward Vaughan, the deputy commander for the Canadian North American Aerospace Defense Command Region.
New York Air National Guard airmen from the 109th Airlift Wing and Royal Canadian Air Force airmen from 8 Wing, who teamed up to resupply Canadian Forces Station Alert as part of Operation Boxtop, in front of a New York Air National Guard C-130 at Thule Air Base, Greenland, Oct. 3, 2019.
(Canadian armed forces/Leading Seaman Paul Green, 8 Wing Imaging)
The station, located on Ellesmere Island, Nunavut — 490 miles south of the North Pole — is home to around 55 Canadian Forces military and civilian personnel year-round.
Canadian Forces Station Alert, built in 1956, maintains signals intelligence facilities to support Canadian military operations, hosts researchers for Environment and Climate Change Canada, and plays a key role in projecting Canadian sovereignty in the Arctic.
A C-130 assigned to the New York Air National Guard’s 109th Airlift Wing with cargo at Thule Air Base, Greenland prior to being flown to Canadian Forces Station Alert on Ellsmere Island, Nunavut, September 30, 2019.
(Canadian armed forces/Leading Seaman Paul Green, 8 Wing Imaging)
The wing, which flies the largest ski-equipped aircraft in the world, teamed up with the Canadian Armed Force’s 8 Wing, based in Trenton, Ontario to conduct the mission. 8 Wing is the higher headquarters for the Alert station.
The Canadian Forces asked specifically for funded the 109th’s participation in accomplishing the resupply mission as part of broader bi-national Arctic Force Package initiatives, according to Vaughan.
“Beyond operating the amazing LC-130 aircraft, the men and women of the 109th Airlift Wing are polar execution experts,” Vaughan added.
David Jacobson, US ambassador to Canada at the time, in front of the CFS Alert welcome sign, April 19, 2010.
The mission profile called for one C-130 from the 109th to fly to Thule Air Base in Greenland, the northernmost installation operation by the US military, and then fly cargo from there to Alert. The 109th personnel included two full crews of six airmen, for a total of twelve, and eight maintenance personnel.
The 109th Airlift Wing carried bulk cargo which allowed the Canadian Armed Forces, which employed a C-130J and C-17 cargo plane, to focus on carrying fuel for generators and heating, explained New York Air National Guard Major Jacob Papp, an aircraft commander.
The three aircraft flew missions around the clock to supply the Alert outpost.
A south-facing view of Canadian Forces Station Alert, May 30, 2016.
(Kevin Rawlings/Wikimedia Commons)
The conditions in the Arctic this time of year can be less than ideal, Papp said. The crews experience freezing fog, low visibility and high winds, making approaches and landing difficult at times. Despite the weather, the 109th Airlift Wing crews were able to complete 37.4 hours of flying for the operation, he added.
“It was great to get out there and use the skills that we train for all the time, to land on a really short strip given the conditions and unimproved surface.” Papp said. “We look forward to working with them (Canadian Forces) again.”
The 109th Airlift Wing has a long history of operating in the Arctic in support of American and Canadian operations. In 2014, 2015 and 2016, the 109th Airlift Wing participated in Operation NUNALIVUT, an annual Arctic operations exercise.
A C-130 flown by airmen from the New York Air National Guard’s 109th Airlift Wing takes off from Canadian Forces Station Alert on Ellsmere Island, Nunavut, after dropping off supplies on Sept. 30, 2019.
(Canadian armed forces/Leading Seaman Paul Green, 8 Wing Imaging)
“Operating in the polar regions has been a 109th Airlift Wing core competency for the better part of 50 years, so assisting in this year’s Operation Boxtop is most definitely in the 109th wheelhouse,” said Major Gen. Timothy LaBarge, the commander of the New York Air National Guard.
“As we continue to demonstrate our collective abilities and competencies in the polar regions, I believe this effort by the 109th tangibly illustrates our ability to operate and project power in the High North,” La Barge said.
A CC-130J Hercules aircraft prepares to depart Canadian Forces Station Alert in Nunavut to bring more fuel to the station while another CC-130J Hercules approaches its parking spot to deliver fuel during Operation Boxtop, April 21, 2015.
(Canadian armed forces/Cpl Raymond Haack)
This historic resupply mission was conducted relatively late in the fall to help prove that science, logistics and other objectives in the Arctic can be met, according to Vaughan.
“This late season resupply of Canadian Forces Station Alert, the most northern military outpost on Earth, further demonstrates US-Canadian resolve in protecting the Arctic environment,” Vaughan said.
The Canadian NORAD Region works with the Continental United States NORAD Region to provide airspace surveillance and control for both countries.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Transitioning out of the military and back into civilian life can be pretty overwhelming — and no one should have to brave this rocky terrain alone.
DAV (Disabled American Veterans) is a nonprofit charity that is committed to keeping the promise made to our nation’s heroes: Their sacrifices would be met with gratitude and support.
One of the ways in which DAV offers its support is empowering service members and providing them with opportunities for success in the workforce. DAV recognizes how valuable service members are to society and knows how to connect them to employers in such a competitive job market.
Not only does the organization act as a resource for employment opportunities, but it also assists in obtaining the health care benefits that veterans and their families deserve.
“DAV assists veterans with more than 250,000 benefit claims annually. In 2017, DAV helped secure more than $4 billion in new and retroactive benefits to care for veterans, their families and survivors. DAV employs over 260 national service officers who are ready to review your medical records, help you establish your disability rating, set up health care benefits, and connect with services that support your civilian life,” said Navy veteran and We Are The Mighty host August Dannehl.
Beyond just helping veterans directly, DAV also focuses on educating the public about all of the sacrifices made by our service members and the the support needed for them to comfortably ease back into civilian life.
“DAV works on Capitol Hill as a highly motivated, knowledgeable and respected advocate for veterans,” continued Dannehl.
Check out the video below for five ways that DAV will aid your transition out of the military:
We Are The Mighty is proud to partner with DAV, the leader in lifetime support for veterans.