Far too many of us believe the things we see in TV shows and movies. Sometimes, the things we watch alter how we look at history or how we live our lives moving forward.
Many fictional stories are so engrossing that we buy into their mythology — it becomes our new truth.
Unfortunately, just because it’s dramatic and holds our attention tightly doesn’t mean it’s true. Rarely, however, do we go back and fact check the medical myths perpetuated by movies.
So, let’s do a little truth seeking.
The beginning of frostbitten hands.
Rubbing cold injuries to keep them warm
We’ve all heard stories of people heading into frigid environments and developing cold-related injuries during to their excursions.
No, we’re not talking about that “cold” that gave you the sniffles; we’re talking about human tissue damaged from exposure to freezing temperatures. Frostbite, as it’s known, has been the cause of many lost fingers, toes, ears, and cheeks among adventurous outdoorsmen. In the brutal cold, the body limits the flow of warm blood to comparatively frivolous areas in order to keep your vital organs up and running. As a result, the distal areas don’t the oxygen they need to sustain living tissue, and they start to die off.
In many movies, you’ll see characters rub these areas together to keep them warm — bad idea. On the inside of the near-frozen human tissue usually lay small icicle-like formations that can act as teeny-tiny razors, cutting the neighboring tissue when smashed together.
The best way to treat cold-related injuries is by covering the affected area with clean cloth and adding a warm compress.
Holding a person’s tongue during a seizure
People with epilepsy are prone to experiencing seizures. We’ve seen them occur time and time again in movies. During the frantic episodes, we invariably hear a character instruct someone to put something in the seizing character’s mouth to prohibit the patient from swallowing their tongue.
The truth is, however, that putting something in their mouth may obstruct the airway, causing further, greater damage. The correct way to treat an epileptic seizure is by clearing the nearby area of any potentially harmful objects, laying the patient on their side, loosening any clothing that may be caught around their neck, and waiting that sucker out.
We’ve seen this awful way of treating a simple nose bleed in several TV shows. Yes, tilting your head back does prevent blood from pouring out of one’s nose. However, the blood doesn’t just disappear. When you tilt your head back during a bloody nose, three things can happen:
The blood enters the oral cavity and the patient spits it out.
The blood enters the oral cavity and the patient swallows it. Yuck.
The blood passes into the windpipe and the patient chokes on it.
Your best bet is to lean the patient forward, catch the blood, and pinch the bridge of the nose to occlude the blood vessels.
Choking happens when an object blocks the trachea or windpipe. This life-threatening emergency needs to be handled quickly and in the right way as you only have few minutes before permanent damage occurs.
Patting someone on the back is one of the worst things you can do. Tapping on a choking person’s back can cause the object to move further down the person’s throat — and that’s really, really bad.
The Heimlich maneuver is the best thing you can do — if you do it properly. Here’s a primer:
Please, never take medical advice from an action movie. We’ve watched both Vincent Vega (as played by John Travolta) in Pulp Fiction and Stanley Goodspeed (as played by Nicolas Cage) in The Rock administer medication via a long-ass needle directly into a heart.
This is a bad, bad idea. You could puncture your lung, collapse it, or, straight-up stab the heart muscle, causing terrible internal bleeding.
The US Air Force’s newest air refueling aircraft, the KC-46A Pegasus, is undergoing a variety of tests out of Edwards Air Force Base, California.
Starting on April 29, 2019, the KC-46 conducted the first refueling test with a Travis AFB C-5M Super Galaxy. The testing is a part of a larger test program to certify aerial refueling operations between the KC-46 and 22 different receiver aircraft.
Maj. Drew Bateman, 22nd Airlift Squadron chief of standardization and evaluation and a C-5M pilot, flew the Air Force’s largest aircraft for testing on April 29, 2019. He flew it again May 15, 2019.
“The April 29 sortie was the first where the KC-46 and the C-5M made contact,” Bateman said. “That was awesome to be a part of. You have a few pinch me moments in life and this was one of them for me. Not everyone gets to be a part of something like this. We were able to get two aircraft together for the first time.”
“Every test flight begins with a continuity check so the KC-46 crew ensures they can connect and disconnect safely with our aircraft,” Bateman added. “From there, we continue testing a variety of items at multiple speeds and altitudes throughout the sortie.”
A Boeing KC-46A.
One capability Bateman and his C-5M crew mates tested with the KC-46 was the ability to connect with both aircraft near max gross weight.
“For these tests, we were required to be over 800,000 pounds with cargo and fuel,” Bateman said. “Our 60th Aerial Port Squadron Airmen developed a load plan. The expediters loaded the cargo onto the airplane, and our maintainers ensured the C-5M was flyable. It’s a huge team effort to ensure we are mission ready. I feel like I have the smallest part of it. I just fly the airplane.”
A KC-46A Pegasus during testing with a C-5M Super Galaxy for the first time on April 29, 2019.
(U.S. Air Force photo by Christian Turner)
On April 29, 2019, Master Sgt. Willie Morton, 418th Flight Test Squadron flight test boom operator, oversaw operations in the back of the KC-46 during the testing process.
“This was a once-in-a-lifetime opportunity,” Morton said. “I was a KC-10 Extender boom operator at Travis for about 13 years so going to the KC-46 and being a part of the next step in aerial refueling is pretty awesome. I have the chance to provide input on an aircraft that will be flying missions for many years.”
A United States Air Force KC-10 Extender.
(U.S. Air Force photo by Master Sgt. Mark C. Olsen)
To complete refueling with the KC-46, boom operators must use a series of cameras that project a 3D image on a screen. These refueling experts then use that image to carefully guide aircraft into position, Morton said.
“We are testing capabilities at low altitudes, high speeds, high altitudes and high speeds, as well as heavy and light gross weights so we know how the aircraft will respond,” he said. “We have to find the optimal speed the C-5M can fly at to support refueling. We are also doing our best to ensure the mechanical compatibility of the KC-46 and C-5M.”
According to Lt. Col. Zack Schaffer, 418th FLTS KC-46 Integrated Test Force director, the testing is a joint effort between the USAF and Boeing.
“The KC-46s being used for this test effort are owned by Boeing and operated by a combined Air Force and contractor crew,” Schaffer said. “All the test planning and execution is being led by the 418th FLTS, part of the 412th Test Wing at Edwards. The flight test program evaluates the mechanical compatibility of the two aircraft at all corners of the boom flight envelope, as well as handling qualities of both the tanker, boom and receiver throughout the required airspeed and altitude envelope at different gross weights and center of gravity combinations.”
The 418th FLTS is also responsible for developmental testing of the C-5M, and is providing a test pilot to support the C-5M side of the certification testing, Schaffer added. The C-5M was crewed primarily by the 22nd AS with augmentation from the 418th.
A United States Air Force C-5 Galaxy in flight.
(U.S. Air Force photo by Brett Snow)
“Additionally, the military utility, lighting compatibility and fuel transfer functionality is also being evaluated,” Schaffer said. “The testing is expected to take approximately 12 sorties to complete.”
Once the testing is complete, the results will be used to develop the operational clearance necessary to allow KC-46s to refuel the C-5M for missions.
“The C-5M is also one of the receivers required to complete the KC-46 Initial Operational Test and Evaluation program, which is a prerequisite to the KC-46 being declared operationally capable,” Schaffer said. “Completing the testing necessary to expand the operational capabilities of the KC-46 is a critical step in modernizing the Air Force’s aging tanker fleet. The 60th Air Mobility Wing at Travis has provided outstanding support to ensure this testing can get the warfighter expanded capabilities as soon as possible.”
Identifying potential problems is also a focus of the testing, Moore added.
“It’s important, if any issues are identified during the testing, to ensure counter measures are created to overcome those issues,” Moore said. “We want to get the best product to the warfighter to extend global reach and mobility.”
Travis is scheduled to receive its first KC-46 in 2023.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Humanity is fated to explore, colonize, and come up with new ways to assert dominance over the forces of nature. The timeline of recorded history is marked by inventions that have propelled us forward to achieve the impossible and expand our collective intelligence. The early explorers navigated the violence of the open ocean by using the stability of the heavenly bodies to guide them.
Before sailors could brave the blank spots on the map, they had to know where home was and how to find their place in the world. By charting the stars, keeping precise time, and using their honed senses, humanity was given the tools needed to explore ever outward.
The Vikings used known points
The vikings sailed far enough from shore to lose sight of landmasses in a time before there was a proven method of navigation. They passed down knowledge of stars, coasts, currents, navigational landmarks, and wildlife to create mental maps.
They would make notes of unique mountain formations and follow currents favored by pods of whales for feeding. They also used a plumb bob, an instrument used to determine water depth by tying a weight to a rope and plopping it into the ocean. Viking sailors navigated by using their senses: listening to the calls of seabirds, allowing them to estimate which region they were in. They’d verify their guess by tasting the water to gauge the amount of fresh water flowing into the sea.
Flóki Vilgerðarson, who appeared in HISTORY’s Vikings, was a real person who used caged ravens when traveling. When he thought land was near, he would release a raven. If it circled the boat, there was no land. If it flew away, the ship followed it towards land. This technique was adopted by other vikings who followed in the footsteps of this pioneer.
Vikings crossed the Atlantic Ocean to found colonies in Iceland, Greenland, and Vinland using these techniques and raided western Europe with impunity, without fear of sea.
Let me sing you the song of my people…
The Polynesians used songs
The Polynesians used songs to navigate the seas, an art passed down from master to apprentice over generations. They maintained guilds on each island that would identify sources of food and directed sailors towards them in times of famine and traded this knowledge for other resources. To identify where they were, they made close observations of sea signs, just as the vikings did, and recorded extremely detailed directions in the form of song lyrics.
The guilds also safeguarded the secrets of constructing outrigger canoes capable of making long voyages across the Pacific Ocean.
With this, I will make my own empire! With blackjack — and freedom!
The British invented the chronometer to identify latitude
Celestial navigation was turned into a science by the British. In 1714, the British government declared a prize of £20,000 be award to whomever could solve the problem of finding a ship’s current longitude position while out on the open ocean. John Harrison was clockmaker who believed the answer was in accurate timekeeping. He proved that one could find their latitude by calculating the position of the sun, moon, stars, or other celestial bodies in relations to the current time to find where you are on the globe.
Making a correct calculation required a timepiece that would not lose its accuracy due to storms, temperature changes, or manufacturing limitations. If one didn’t know the exact time, the almanacs and journals that outlined the location of celestial bodies were, basically, useless.
Harrison made the H4, a chronometer the size of a watch, and it was able to accurately keep GMS time in any clime and place, regardless of conditions. On its maiden voyage to Jamaica, it was only off by five seconds by the journey’s end.
“I don’t know how many people were outside the vehicle, but I heard them counting down ‘three, two, one, lift!’ while they moved the weight of the tree off the car. I pushed up on the roof with my back to allow just enough room to get the boy out without causing further injury to him,” said the corpsman of 15 years. The boy’s head had been lodged into the side of his own left knee. The vehicle’s roof was also pushed into the child’s back.
At this point, Rory Farrell had already saved the boy’s mother who was not breathing in the front seat of the vehicle. He was now determined to save her trapped son.
Farrell, a native of Colchester, Connecticut, had always shown compassion and the willingness to help others even at a young age, according to his family.
“In that time, there have been moments that hinted to the amazing young man he would become. Sparks of light in moments of darkness that were ignited by Rory,” said Alexandra McGrath, one of his sisters.
Farrell had never been to Yosemite National Park in California before deciding to vacation there. After suffering a hand injury, he thought a simple camping trip would help him “push the reset button.”
Tree involved in the accident at Yosemite National Park.
(U.S. Marine Corps photo)
It was Labor Day weekend 2017, a very busy time to visit the park. Farrell left a day earlier than anticipated. The U.S. Navy special amphibious reconnaissance corpsman finished up on a weapons range the day prior, where he supported U.S. Marines at Camp Pendleton, California, and decided it would be a good idea to keep his medical bag with him on the trip nearly 400 miles away. He did not know just how important that choice would be.
The following day soon after arriving in the park, he realized just how crowded it could be. Not wanting to be around that many people, Farrell decided to drive farther up north in the park.
After some time on the road, he eventually decided to turn around and started to backtrack his way toward the crowds once again for no particular reason.
“To this day, I still look back and say ‘wow that was a big decision,'” said Farrell.
It was only 15 minutes after he turned around that a tree, later measured to be 33 inches in circumference and 110 feet high, fell onto a parked Toyota Prius, crushing the car no more than 100 meters in front of him.
“It didn’t make sense at first, because you’re just seeing a giant tree crush a car,” said Farrell.
He got out of his truck and ran toward the vehicle to figure out how he could help.
Farrell saw two occupants outside of the vehicle and breathed a sigh of relief, thinking everyone made it out OK. He then saw the facial expression and desperation of the driver, clearly panicking – speaking no English – made it clear to Farrell that there were still people in the car.
Running up to the crushed vehicle, he could see a woman unresponsive in the front passenger’s seat and just behind her a 4-year-old little boy pinned down by the roof of the car, trapped in his booster seat.
“In a situation like that, time is of the essence,” said Farrell.
Because there were two people, he had to make the immediate decision of who to assess first. The mother was not pinned in the vehicle. He saw this as an opportunity to get her out of there quickly, according to Farrell.
He gave a single rescue breath to the mother, who responded. He then directed a few bystanders who had arrived at the scene to take the mother out of the vehicle and get her to safety, according to the accident report.
Because of the boy’s position and not wanting to risk further injury to him, Farrell decided to get into the vehicle and push up on the roof with his back while bystanders outside lifted the tree off the car just enough for the child to be removed from his booster seat.
Rear view of white Toyota Prius involved in the accident at Yosemite National Park. Photo taken after the tree and occupants have been removed from the vehicle.
(U.S. Marine Corps photo)
With the boy free from the weight of the tree, Farrell could start a more detailed assessment. He felt for a pulse, which was high.
“As a medic, this is a good sign, a really good sign,” said Farrell.
The boy was not breathing, and his jaw was locked in place. Farrell’s attempted rescue breath did not work as it did with the child’s mother.
Realizing the increasing danger of the tree pushing into the roof, Farrell called for a bystander to come grab the boy as he passed him through the window. After getting out of the car himself, he immediately took the boy back and put him next to his mom, according to Farrell.
After manipulating his jaw enough to get it open and clearing the airway of any blockage, Farrell gave another rescue breath. This time the boy responded, taking a breath.
Remembering he had his medical supplies in his truck, he sprinted to retrieve the bag and return to the boy and his mother to further administer first aid.
Farrell heard a bystander on the phone with emergency services and requested to speak with the dispatcher. He disseminated vital information to the 911 operator, including a recommendation to fly the patients out instead of using ground transportation. The dispatcher requested a medevac, according to the accident report.
An ambulance arrived shortly after to transport the two to their respective helicopters. Farrell was asked by the paramedics to ride with the boy and further assist until they reached the medevac crew. He hopped into the ambulance and continued his efforts. He did so until the boy was turned over to the helicopter crew.
Farrell’s preparedness for this situation stems from his occupation as a special operations independent duty corpsman.
“Since Rory was a little boy, he has dreamed of being in the military,” said Megin Farrell, another one of his sisters.
With this goal in mind and the aspiration to help others, he joined the Navy in 2004 to be a corpsman. From there, he worked his way into the special operations community.
He became a special amphibious reconnaissance corpsman or SARC, giving him a unique opportunity to complete additional and more challenging schooling, furthering his personal goal of being able to help others, according to Farrell.
Whether during this incident or when helping an injured Marine or sailor on one of Farrell’s multiple overseas deployments, his reaction is no different.
On his behalf, Farrell’s family traveled to Washington, D.C., Sept. 12, 2019, and accepted the U.S. Department of the Interior Citizen’s Award for Bravery for his actions and heroism.
“I was at the right place at the right time with the right training to make a difference, and that’s what’s important in a situation like this,” said Farrell.
Farrell is currently deployed aboard the USS Boxer with the 11th Marine Expeditionary Unit.
This article originally appeared on Marines. Follow @USMC on Twitter.
That’s just the cost of transporting and preparing the body, and holding a small viewing. If you want a service and a wake, expect to pay more.
If you want a fancy casket, expect to pay an average of ,000 for it. Amazon, Costco, and Walmart sell caskets for less than id=”listicle-2632767403″,000, but some fancy ones cost more than ,000.
If you just want to be buried in a pine box, be sure to check local laws. Some states don’t allow that.
The cemetery will cost you even more.
While some states allow you to be buried in biodegradable caskets and some even have natural burial preserves where they allow you to be buried in the woods, most don’t.
A burial plot in a public cemetery will cost between 0 and ,000. If you want to be buried in a private cemetery, that price can go up to ,000 in some places. If you’re in a city, the price can easily go up to ,000 for the gravesite alone.
If you want to be cremated and have your ashes buried, expect to pay up to ,500 for the plot.
Of course, there are additional fees. You have to pay for them to dig the hole and fill it back up; this can cost more than ,000. Just doing the paperwork (some places require a permit to be buried) can reach up to id=”listicle-2632767403″,000. Some fancy cemeteries even charge a fee for “perpetual care;” this is the cost of upkeep for the cemetery — cutting grass, planting trees etc.
If you want a tombstone, expect to pay at least 0 to ,000.
Paying the high cost of dying
Cemeteries aren’t regulated by the federal government. They don’t have to comply with the Federal Trade Commission’s Funeral Rule, which requires an itemized bill allowing you to pick and choose which services you wish to buy. Some states have regulations, but many do not.
Don’t expect to get a line of credit from the funeral home or cemetery, either. They want payment up front. What will they do if your family doesn’t pay the bill, dig you back up?
What will the VA pay?
Since you’re reading this, you probably are a veteran. Doesn’t the VA pay for all of this?
It will pay some, but not all, of your burial costs, and probably very little of your funeral costs. Of course, all these benefits are only for veterans with at least an “other-than-dishonorable” discharge.
(U.S. Navy photo by Mass Communication Specialist 2nd Class Todd Frantom)
Burial and plot allowance
The VA will pay a burial allowance to an eligible veteran’s family to help defray burial and funeral costs. The burial allowance is a tax-free benefit paid automatically. If you are eligible for a plot allowance the VA requires receipts to show the actual cost paid.
If the death occurs while hospitalized by the VA, it will pay a 0 burial allowance and 0 for a burial plot.
If the death is considered service-connected, the VA will pay a burial allowance of up to ,000 and may reimburse some of the costs of transporting remains.
If the death isn’t service-connected, the VA pays a burial allowance of 0.
For an indigent veteran with no next of kin, the VA will furnish either a casket or cremation urn for interment in either a national, state or tribal veterans cemetery.
In most cases, spouses are eligible for burial next to the veteran at little or no cost. Also, markers are provided.
Arlington National Cemetery has very limited space for burial; there is more space available for inurnment of cremated remains. Only certain veterans are eligible for burial at Arlington.
(U.S. Army photo by Spc. James K. McCann)
If you wish to be buried in a civilian cemetery, the VA may pay a small fee, as described earlier, for your plot allowance. It will also provide a free headstone. Some states also help with the cost of burial and the cost of setting a headstone.
Whatever the case, it’s a good idea to make a plan. Also, remember that the funeral director can help with a lot of this stuff. They know how to submit the paperwork to the VA, and usually how to get the most out of your state benefits as well.
How many carriers does the United States Navy have? Well, between the ten Nimitz-class nuclear-powered aircraft carriers and the freshly commissioned USS Gerald R. Ford (CVN 78), the first of her class, you might think the answer is 11 — but you’d be underestimating. There are nine other ships in the fleet that can serve as carriers in a pinch.
Those are the eight Wasp-class amphibious assault ships and the single America-class vessel in service. Their primary role, currently, is to carry about a battalion’s worth of Marines and attachments, usually in conjunction with an amphibious transport dock, like USS San Antonio (LPD 17), and a landing ship dock, like USS Whidbey Island (LSD 41). But these massive ships are actually much more versatile.
Just look at a ship like USS America. What does she look like? Well, there’s a flat deck all the way down the ship and an island on the right. In fact, if you were to take a look at perhaps the greatest U.S. Navy ship of World War II, the aircraft carrier USS Enterprise (CV 6), you may notice a striking similarity.
Today, USS America, as well as her Wasp-class predecessors, haul around the Air Combat Element of a Marine Expeditionary Unit. In Tom Clancy’s 1996 book, Marine: A Guided Tour of a Marine Expeditionary Unit, the 26th Marine Expeditionary Unit was equipped with six AV-8B Harriers, twelve CH-46 Sea Knight helicopters, eight CH-53E Sea Stallion helicopters, eight AH-1W Cobras, and three UH-1N Hueys for a deployment. That is a total of 37 aircraft.
But imagine for a moment that you were able to mess around with the numbers a little. First, let’s offload all of the helicopters. Instead, let’s put an entire squadron of 15 Harriers on board, or offload the six Harriers in favor of a squadron of 16 F-35B Lightnings. Next, let’s add about a dozen of the Navy’s MH-60R Seahawk helicopters. And presto, you now have an air group on board that is outclassed only by the air groups on the French Charles de Gaulle and the U.S. Navy’s Nimitz- and Ford-classes of carriers.
Because the America and the Wasp were designed to haul Marines around, they’re not going to perform as well as a full-scale carrier. They’ll also have a much more limited capacity than their larger counterparts. But they could fill in somewhere in a pinch. In essence, they are “backup carriers” and you never know when having those backups might save America’s butt.
There are certain things that some soldiers and service members may take for granted: equipment provided, a full plate of food, ammunition for their weapons. It might seem like there is a mystical force operating behind the scenes to make these resources magically appear, but it’s a result of the organized, detailed planning, and execution that is logistics.
Soldiers, sailors, and civilians with the U.S. Transportation Command helped to further advance the efficiency of military logistics by testing a high-speed vessel to transport troops and cargo across the Black Sea, Aug. 24, 2018.
“This is a great opportunity to test this vessel and the crewmembers,” said Navy Cmdr. Steven Weydert, the USNS Carson City military detachment officer in charge. “Hopefully it opens up more options for the Army and any other service to develop interoperability in this area of responsibility for multiple missions and to support our allies.”
Members of U.S. Transportation Command oversee the docking of the USNS Carson City (T-EPF 7) at the Port of Constanta, Romania, Aug. 24, 2018.
(U.S. Army photo by Sgt. Kris Bonet)
Soldiers, Abrams Battle Tanks, and Bradley Fighting Vehicles departed the Poti Sea Port in Georgia on Aug. 22, 2018, aboard the USNS Carson City and docked at the Port of Constanta, Romania after a two-day voyage. The Carson City is the first high-speed vessel of its kind to travel the Black Sea in support of U.S. Army Europe operations.
Carson City (T-EPF 7) is a Spearhead-class expeditionary fast transport, a high-speed, shallow draft vessel that can hold up to 600 short tons, sail across 1,200 nautical miles (1,381 miles) at an average speed of 35 knots (40 mph). The vessel’s role is to support joint and coalition force operations for the Army and Navy by transporting troops, military vehicles, supplies, and equipment.
Sgt. Matthew Grobelch, a transportation management coordinator with the 839th Transportation Battalion, helps to load U.S. military cargo at the Port of Constanta, Romania, Aug. 24, 2018.
(U.S. Army photo by Sgt. Kris Bonet)
“Looking forward to future exercises being planned to take place in the Balkans as well as the Black Sea region, the T-EPF is perfect for some of those smaller ports that we want to utilize but can’t get the larger ships to dock,” said Lt. Col. John Hotek, commander of the 839th Transportation Battalion. “This proved that its a very viable solution, very cost effective, [and] very economical and efficient.”
This proof-of-principle operation brought together two of three service component commands that make up USTRANSCOM: the Navy’s Military Sealift Command and the Army’s Surface Deployment and Distribution Command.
Soldiers with the 2nd Battalion, 5th Cavalry Regiment stage their Abrams Battle Tanks at the Port of Constanta, Romania, Aug. 24, 2018 after downloading them from the USNS Carson City.
(U.S. Army photo by Sgt. Kris Bonet)
“We’re trying to incorporate other services like the Navy’s MSC and see how well we can use this asset to deploy and redeploy units to various exercises and real-world missions,” said Sgt. 1st Class Miguel Elizarraras, cargo specialist with the 839th Transportation Battalion, 598th Transportation Brigade. “We’re testing the capabilities of the vessel to transport a company-size element of infantry or mechanized units in and out of port in a faster way.”
As part of the Army’s Surface Deployment and Distribution Command, the mission of the 839th is to provide strategic transportation support to joint military forces throughout the Mediterranean, Caspian and Black Seas as well as the vast majority of the continent of Africa.
Pfc. Albert Hsieh, an armor crewman with the 2nd Battalion, 5th Cavalry Regiment, inspects an Abrams Battle Tank after it is staged at the Port of Constanta, Romania, Aug. 24, 2018.
(U.S. Army photo by Sgt. Kris Bonet)
Equally important, the Navy’s MSC has the responsibility for providing sealift and ocean transportation for all U.S. military services, as well as replenishments and controlling the military transport ships.
“I have a tendency sometimes to say ‘we work in the shadows,'” said Hotek. “We are that strategic link between the tactical and operational force, and the Department of Defense’s command structure that determines the movements.”
The USNS Carson City’s success in traversing the Black Sea will affect the planning of future exercises within the European training environment.
74 years ago the U.S. Marine Corps underestimated their enemy, what they had anticipated to be a short battle against the outnumbered Japanese troops ended up as a 36-day siege resulting in nearly 7,000 Marines losing their lives. There was no doubt the U.S. would successfully complete their mission, however the landing forces were not prepared for the Japanese that were well entrenched and had prepared for battle, resulting in one of the bloodiest battles in U.S. Marine Corps history.
Iwo Jima has since become a memorial ground to honor all of the American and Japanese troops that died in the battle. Today Japan and the U.S. are allies, on occasion service members are able to visit the island and reflect on the history. Stepping foot on an iconic battle site of World War II is a once in a lifetime opportunity that most service members do not get to experience. Marines and sailors of Okinawa were fortunate enough to visit the island and learn about some of the history of that Battle.
A professional military education presentation was given on the beaches by U.S. Marine Corps 1st Lt. Evan C. Clark, the training officer of 7th Communication Battalion, July 2, 2019. The Marines and sailors hiked the 5k trail from the flight line to the beach, along the way were various memorials of those who fought during this 36-day battle.
U.S. Navy Lt. Hal Jones prays at the base of Mt. Suribachi, Japan, July 2, 2019. Jones, the Navy Chaplain of 7th Communication Battalion, spoke with the Marines and sailors and did a moment of silence to honor the service members that died in the Battle of Iwo Jima.
(U.S. Marine Corps photo by Lance Cpl. Brienna Tuck)
“One memorial stood out to me as especially moving,” said Clark. “There was a memorial built where U.S. and Japanese veterans of the Battle of Iwo Jima were brought back, where they met stands a plaque honoring their reunion.”
Marines and Sailors of 7th Communication Battalion hiked to the beaches of Iwo Jima, Japan, July 2, 2019.
(U.S. Marine Corps photo by Lance Cpl. Brienna Tuck)
The plaque was made for the 40th anniversary of the Battle of Iwo Jima when American and Japanese veterans of the war returned to the island. They came together in friendship to honor the sacrifices of those who fought bravely and honorably.
Marines and Sailors of 7th Communication Battalion collect sand from the beaches of Iwo Jima, Japan, July 2, 2019.
(U.S. Marine Corps photo by Lance Cpl. Brienna Tuck)
Following the presentation, U.S. Navy Lt. Hal Jones, the Chaplain for 7th Comm. Bn. offered a prayer and proposed a moment of silence to honor and respect all of the people that died during the events that took place on Iwo Jima.
“Any person that has served has seen pictures from Iwo Jima, particularly the raising of the flag on Mt. Suribachi,” said Jones.
But it’s impossible to fully comprehend from just pictures as to how many bodies were here strewn all over the beach and the extreme difficulty they went through. Being here has brought a better understanding of what took place here. — U.S. Navy Lt. Hal Jones, the Chaplain for 7th Comm
Marines and Sailors of 7th Communication Battalion listen during a Professional Military Education on the beaches of Iwo Jima, July 2, 2019.
(U.S. Marine Corps photo by Lance Cpl. Brienna Tuck)
Both Clark and Jones said they believe the presentation to be important and beneficial to the Marines and sailors serving their country.
“More than anything, it is a reminder of our history,” said Clark. “This is why we exist as a service. This is where we rediscover the importance of what the Marine Corps does.”
This article originally appeared on Marines. Follow @USMC on Twitter.
Sergeant Fritz Niland had more to do with Band of Brothers than Saving Private Ryan – save for being the inspiration for the movie’s central plot. Historian Steven Ambrose even wrote about Niland in his book, “Band of Brothers – E Company, 506th Regiment, 101st Airborne, from Normandy to Hitler’s Eagle’s Nest.” Niland, like the fictional Ryan, lost three brothers in combat, and found out about them all in the same day.
Sadly, his mother did too.
From left to right, the Niland Brothers, Edward, Preston, Robert, and Fritz.
No one had to go searching for Sgt. Niland. He didn’t need to be saved. Niland went looking for his brothers after D-Day, while assigned to the 101st Airborne Division in Europe. His brother Bob was in the 82d Airborne, also fighting in Europe. While looking for his brother Bob, he discovered Bob was killed on D-Day. According to Ambrose, Bob Niland’s platoon was surrounded, so Bob manned a machine gun to harass the Germans so his unit could break through. They did, and Bob went through three boxes of ammo before he was killed in action. Fritz then went searching for another brother, Preston.
Preston Niland was a second lieutenant and platoon leader in the 4th Infantry Division. He too landed on D-Day, but with his men at Utah Beach. Fritz discovered that Preston Niland was killed in action on D+1 at Normandy’s Crisbecq Battery. Fritz returned to the 506th with the heartbreaking news. The news got worse from there.
Frederick “Fritz” Niland is buried at Fort Richardson National Cemetery, Alaska.
Upon returning to his unit, Father Francis Sampson informed Fritz Niland that a third brother was killed by the enemy. Technical Sergeant Edward Niland, who had been imprisoned by the Japanese in the China-India-Burma theater was considered killed in action. Fritz Niland was now the sole surviving son of his family. The Army decided to send him home as soon as possible. His mother had received all three War Department telegrams on the same day. No platoon was sent to take him home, instead, Father Samson escorted Niland to Utah Beach, where he was flown home to complete his service stateside.
Luckily, Edward Niland wasn’t actually dead. He’d been held prisoner by the Japanese after being shot down in May 1944. He was held for over a year before being liberated in 1945. Word had not yet come to the European theater when Fritz found out about his brothers. The two surviving brothers actually moved to their native Tonawanda, N.Y. when they left the Army, and Edward actually outlived Fritz by a full year. Edward died in 1984, while Fritz passed in 1983.
Robert and Preston are buried side-by-side at the American Cemetery near Colleville-sur-Mer, Normandy, France.
In the Air Force, we call them wingmen. In the Army, they’re called battle buddies. In the Marines, they’re swim buddies. Name aside, the idea is simple and clear: Accompany your wingman in all possibly dangerous or questionable situations. You keep your wingman out of trouble or, in some cases, make sure they don’t get in trouble alone.
For the most part, the concept is well understood and regularly executed. There are, however, a few absolutely unacceptable areas of failure when it comes to implementing the concept. Here’s a tough pill to stomach: Sexual assault is, unfortunately, all too common throughout the military.
Having a few good wingmen can play an instrumental role in preventing such behavior. And while, ultimately, only the assaulter is responsible for their actions, it’s up to you, the wingman, to keep a watchful eye. Implementing these techniques will help make the military a safer culture for everyone.
It’s that simple.
(Photo by sholefet.com)
Consent is not optional
If you see any kind of behavior that’s flirting with the line, don’t take (or let anyone take) a chance.
This one’s simple enough, and it deserves to be at the top of this list.
Have a plan.
Establish your team and roles before you go out
It doesn’t matter if it’s just the two of you going out or an entire group, build set of rules for everyone to stick by. Know exactly who is responsible for watching who and make sure everyone has at least one person accountable for their safe return. Set up a triple-check system for when someone is breaking away from the group.
As long as everyone sticks with the established rules and takes care of who they are expected to take care of, everyone will get home fine.
Actual footage of the new Sergeant’s first weekend off.
Know your limits… and your team’s limits
It’s almost as if they issue you a stronger liver and a standard-issue drinking habit upon swearing in. As a result, many of us tend to carry on as if liquor isn’t impairing our judgement and decision-making abilities. Here’s a fact: it is.
Knowing what you can actually handle (and what your buddies can handle) is crucial to having an incident-free night. Know your team.
It is a yes? An undeniable and clear yes? Does it ever become a no? Please understand consent.
Consent should be simple. No means no, and that’s that.
While you’re out partying and sparks fly with someone, typically, there’s some amount of intoxication involved, and that can muddle things up. What might start as a “yes” might morph as the night goes on. It’s simple: When you hear a “no” (or anything that isn’t explicitly a “yes”) stop immediately. Do not slow down and creep on creepin’ on. Do not try to guilt or coerce the other party into continuing. Do not do anything other than stopping. Just stop.
Use your words and have a conversation that may (or may not) lead to a sober and completely consensual hook-up down the line. Or better yet, maybe you’ll leave the conversation with an understanding of one another. Best of all, you’ll come away without inflicting or sustaining any horrifically permanent scars.
To keep it very simple, just remember: No means no.
That’s all there is to it. Nobody should stop you from having a good time, but it’s up to you to be a good wingman and keep your buddies out of trouble.
We’ve all seen “Florida Man” show up in ridiculous headlines. You know the ones: “Florida man calls 911 over missing beer so many times he gets arrested.” Or how about, “Florida man claims wife was kidnapped by holograms.” The list goes on. In fact, headlines coming out of Florida are so often outrageous that “Florida Man” has become something of a pop culture myth, known for getting into trouble in the most ridiculous ways — ways that only someone in an altered state of mind to conjure up.
Alcohol is undeniably a big part of military culture. Troops are constantly pushing the boundaries of what defines alcoholic behavior. The most prolific offender among the branches is, without a doubt, the Marine Corps. Drunk Marines are notorious for getting into trouble and, by now, it’s practically expected because it happens so often.
At the end of the day, the “Florida Man” has a lot in common with a drunk Marine. Here’s why:
Then the Army has to come clean up the mess.
1. The antics are surprisingly similar
For some reason, “Florida Man” is always noted for his intoxication — and even if it doesn’t make the headline, you can safely assume his state of mind. Drinking, getting rowdy, and stripping in public are some of Florida Man’s favorite pastimes — just like Marines! In fact, if you were to take some of his greatest works and replace “Florida Man” with “drunk Marine,” nobody would bat an eye at it.
No, really. Try it with us:
“Naked Florida Man drinks 2 liters of vodka, burns down house baking cookies on George Foreman Grill”
And make these changes:
“Naked, drunk Marine drinks 2 liters of vodka, burns down barracks baking cookies on George Foreman Grill“
Seamless, right? That’s why we’re not allowed to have toasters in our rooms.
Seriously? Over chicken?
(U.S. Marine Corps)
2. They both exhibit aggressive tendencies
Drunk Marines are, quite possibly, the most irritable people on the planet. Making simple requests or doing anything that might accidentally upset one will likely result in violence.
Tell me, which of these is the real headline?
“Florida Man swings anchor at beachgoers because they ruined his chicken“
“Drunk Marine swings anchor at beachgoers because they ruined his chicken“
Can’t tell? Us neither. This is what happens when you don’t have a battle buddy.
3. Playing with dangerous, live animals
Both Marines and Florida Man have a penchant for messing with whatever wildlife happens to share their environment. Add a little bit of alcohol to the situation, and you might end up with this:
“Florida Man enters convenience store carrying live gator, chases customers“
That could easily be this:
“Drunk Marine enters PX carrying live gator, chases customers“
I feel like I’ve seen both of these before…
Why do drunk people always want to fight cops?
(U.S. Marine Corps photo by Sgt. Jesus Sepulveda Torres)
4. Trying to fight cops
To be fair, drunk Marines will fight anyone when given the chance. But, of course, any challenge of authority will result in direct confrontation. That’s how you get headline swaps like this:
“Florida Man trashes McDonald’s, challenges cops to fight him at jail”
“Drunk Marine trashes chow hall, challenges PMO to fight him”
After evaluating the evidence, we can conclude with near certainty that Florida Man is indeed a US Marine.
Eugene Taylor remembers how eager enlisted airmen like him were to fly.
Taylor, who enlisted in 1968 and deployed to Vietnam, first worked as an avionics technician. Nearly a decade later, Taylor, a tech sergeant, became a T-37 and T-38 flight simulator instructor with the 71st Flying Training Wing at Vance Air Force Base, Oklahoma. He became so adept that he was occasionally given the chance to fly the T-38, with permission from the pilot, during stateside flights.
It has been decades since enlisted airmen had the chance to sit in the cockpit. But as the Air Force faces the greatest pilot shortages since its inception, service leaders are contemplating a return to a model that includes enlisted pilots. A Rand Corp. study, set to be completed this month, is exploring the feasibility of bringing back a warrant officer corps for that purpose. And another, separate Air Force study is examining, in part, whether enlisted pilots could benefit from new high-tech training that leverages artificial intelligence and simulation.
With these moves, the Air Force is inching just a few steps closer to someday getting enlisted airmen back in the cockpit, on a formal basis, for the first time since World War II.
“We have enlisted airmen in our Guard and reserve component who have private pilot’s licenses and fly for the airlines. So it’s not a matter of can they do it, or hav[ing] the smarts or the capability, it’s just a matter of us, as an Air Force, deciding that that’s a route that we want to take,” said Chief Master Sgt. Kaleth O. Wright, the 18th Chief Master Sergeant of the Air Force.
Military.com sat down with the service’s top enlisted leader in February 2018, to talk about enlisted aviators and reinstituting the warrant officer program.
“It’s something we walked away from years ago, and I won’t say that we haven’t been willing to relook at [it],” Wright said, of having enlisted pilots. “It’s nothing that we can’t overcome.”
Creating a Cadre
Wright noted there may be a few bumps in the road before an enlisted cadre could be instituted.
The main challenge would be to structure an appropriate career development path for the airmen, answering questions regarding when and how they would promote and when they would rotate to a new squadron. Wright said thus far officers “naturally float” to a flight commander or squadron commander from base to base, according to a system that has been in place for decades, but questioned whether the same system would work for enlisted pilots.
Additionally, the service would have to study whether enlisted airmen should be granted the right to employ weapons from an aircraft.
“Whether it’s manned or unmanned, if there’s an enlisted airman that’s going to be flying and employing weapons, it requires certain authorities we would have to get by,” Wright said.
For example, enlisted airmen are currently only authorized to be remotely piloted aircraft pilots on the RQ-4 Global Hawk drone, a surveillance-only platform.
Photo courtesy of Eugene Taylor
“That’s just part of our age-old doctrine, that the employment of weapons, that the authority and responsibility lies with officers,” he said.
Reinstituting the warrant officer program could also help leaders decide on acceptable policies that would “determine if it makes us a more lethal and ready fighting force,” Wright said.
“What this is about is not just aviation or flying — it’s about maintaining the technical expertise,” Wright said. “In some cases, having warrant officers will allow us retain that talent and keep those folks doing what they love.”
The Air Force in the past has commissioned studies to look into bringing back warrant officers, with another study from RAND, a nonprofit institution that provides research and analysis studies on public policy, on the way.
“The Air Force is partnering with RAND for a study on the feasibility of warrant officers and we are projecting a completion by the end of March 2018,” Air Force spokeswoman Capt. Kathleen Atanasoff told Military.com.
February 2018, the Air Force began a separate study on whether it could benefit from someday allowing enlisted pilots.
Air Education and Training Command said the study, called the pilot training next initiative, explores how pilots can learn and train faster “by using existing and emerging technologies that can decrease the time and cost of training,” but with the same depth of understanding to produce quality pilots.
That includes using virtual reality simulation and A.I. to get airmen in an aircraft faster, with the potential of expanding the streamlined training.
The study is expected to conclude in August, in hopes of advancing all 20 students in the program: 15 officers and five enlisted airmen.
Foundation of Skills
Taylor, the Vietnam-era airman, served in the 341X1 career field for T-37 and T-38 trainers, which would quickly disappear once the Air Force reasoned enlisted personnel were needed elsewhere.
Once airmen were taught scenarios in a classroom, they would go to him to practice the maneuvers in the simulator.
“I was one of those people as an enlisted instructor, and it was the best job I ever had,” Taylor said in a recent interview with Military.com.
Through months of simulation tech school paired with his past experience working on planes, Taylor had gained the skills he needed to know the aircraft. Taylor’s instructor career field, however, dissolved only a year later, and he moved back into avionics at Columbus Air Force Base, Mississippi. But he remembers his “flight time” and experience with the T-37 and T-38 fondly.
“As a master avionics superintendent, I did get to fly in the back seat of the [T-38] aircraft six times to perform aircraft maintenance at off-station sites,” he said. “I told the pilot that I was a flight simulator instructor pilot at Vance. And when I flew, the pilot would say, ‘You know how to fly this, you do it.’ So, I would,” Taylor said.
Taylor recalled flying the aircraft from Columbus to MacDill Air Force Base,Florida.
“I [then] repaired another T-38 from our base and flew the aircraft back to Columbus. The pilot made the takeoff and landing on both legs of the flight, but I did all radio calls, and navigation,” he said.
Taylor would fly similar routes twice more with the same pilot.
“So yes, enlisted people can definitely perform the job,” he said.
According to a1992 paper for the Air Force Enlisted Heritage Research Institute, the 341X1 and 341X2 career fields, born out of very early service ideals that enlisted members should work side-by-side with officer pilots, were Analog and Digital Trainer Specialists. The fields were part of the larger Aircrew Training Devices 34XXX specialty.
“The contributions of the enlisted men and women in the training devices career field were great,” noted the paper, written by Air Force student Senior Master Sgt. G. A. Werhs of the Senior Noncomissioned Officer Academy. “From its very beginning in 1939 until its end in the late 80s, [the 34XXX] was [an] entirely enlisted career field. All maintenance and operations were performed by highly skilled personnel. Every aircraft in the Air Force inventory had a simulator associated with it and enlisted members were there to operate and maintain it.
“[H]ow many people realize that for nearly 50 years those pilots received much of the initial training on the ground from enlisted soldiers and airmen[?]” Werhs asked.
Taylor suggested the career field closed because the service didn’t want enlisted troops to get to that next level: flying among officers. The service, he said, also had an abundance of pilots at the time.
“The Vietnam War had wound down, so they had more pilots than the Air Force needed,” Taylor said. “By taking away the enlisted instructors, it let them use the pilots that were qualified to fly the T-38 instead of kicking them out of the service.”
But there are many who believe that enlisted airmen, in some capacity, deserve the chance to once again get up in the air.
Rooted in History
Before the Air Force became a breakout service independent of the Army, enlisted pilots were known as “flying sergeants,” receiving a promotion to staff sergeant once they completed pilot training.
Enlisted pilots, in one form or another, date back to 1912. But it wasn’t until 1941, when Congress passed the the Air Corps Act of 1926 and Public Law 99, that enlisted troops were able to receive qualified training.
“We never thought about whether we wanted to be an enlisted pilot or an officer pilot,” said retired Air Force Brig. Gen. Edward Wenglar, a former enlisted pilot. “We just wanted to be pilots, and we would gladly have stayed privates forever just to have the chance to fly,” Wenglar said in a 2003 service release.
Wenglar, who served overseas during World War II, holds the distinction of “achieving the highest rank of any former enlisted pilot,” according to the Air Force. He died in 2011.
Photo courtesy of Eugene Taylor
During World War II, whoever was in the cockpit got grandfathered in and could remain flying. But in 1942, the passage of the Flight Officer Act meant new enlisted recruits no longer got the chance to fly.
The act, Public Law 658, replaced the program’s sergeant pilot rank with the warrant officer rank.
When the Air Force was created in 1947 out of the Army Air Forces, it would bring more than 1,000 legacy warrant officers in. The service stopped the program in 1959, the same year it created the senior and chief master sergeant ranks. The last warrant officer would retire from active duty in 1980.
With more than 3,000 enlisted sergeant pilots throughout the service’s history, 11 of them would become generals and 17 would become flying aces, according to information from the Air Force. More than 150 enlisted pilots would be killed in action.
“Our careers as enlisted pilots made us better men and gave us opportunities later in the civilian world that we never would have been offered,” Wenglar said in 2003.
New Focus on Warrant Officers
“If the Air Force is so very concerned about the pilot shortage, they should consider warrant officers in … the transport pilot, flight engineer, boom operator and drone pilot fields,” said Will Stafford, a former staff sergeant with similar maintenance, tech and simulator experiences as Taylor.
While in the Air Force in the 1970s and 80s, Stafford, outside of his military duties, would fly smaller aircraft such as Cessna 310s, Beechcraft Model 18s and some Douglas DC-3s. On his own, he would eventually become qualified “on 25 different makes and models of fixed-wing aircraft,” he told Military.com.
“If the [Air Force] wants their veteran airmen and airwomen to return, then they had better look at how it has squandered the talent, training and dedication that many of us had, and make some serious changes, beginning with the restart of the warrant officer corps,” Stafford said, referencing the Air Force’s initiative to bring back retirees into staff-rated positions to balance out the ongoing pilot shortage.
“This is cost-effective, and many professional fully-rated civilian pilots who have military experience would have no problem,” he said.
Stafford has tried, unsuccessfully, to start a White House petition on Whitehouse.org to get the administration’s attention about reinstituting the warrant officer corps. He has even tried to petition the Air Force directly by writing to then-Air Force Chief of Staff Gen. Norton A. Schwartz, who Stafford got the chance to meet and work with when Schwartz was just a captain.
Schwartz told Stafford it just wasn’t in the Air Force’s plans.
Key Decisions Ahead
Wright says the new RAND study may give him and Chief of Staff of the Air Force Gen. David Goldfein fresh perspectives.
“We have to be smart about this, right?” Wright said. “This can’t just be, ‘Oh, this is nice to have.’ We have to know exactly what we’re buying [into] and we have a plan to implement it.”
Wright said cost-benefit analysis would play into the decision.
“I’m looking to learn, and the boss [Goldfein] is looking to learn, again, that simple question: Will this make us a more lethal force? Will it make us more efficient?” Wright said.
“There is a chance through the RAND study and through some of our internal studies that the evidence reveals and the analysis reveals that warrant officers won’t move the needle that much,” he said.
While Wright said it’s hard to say when enlisted pilots or a warrant officer program may come back into the Air Force’s ranks, he believes the feat can be achieved in roughly five to 10 years.
“I think it would help would shortages in career fields, I think it would help with retention, I think it would help with career development.
“Now there’s nothing that says that, within our current system we can’t do that same thing. But if you’re asking me what the obvious benefits are,” he said, ” … I think it’s a good thing.”
Over 100 US Marines sent a “strong message” to Russia with a live-fire exercise in Syria after the Russians threatened to conduct strikes near a key US-led coalition base. US Central Command has released several combat photos of that message to a rival power.
U.S. Marine Corps Lance Cpl. Jorge Castrosamaniego, an assault man with 3rd Battalion, 7th Marine Regiment, attached to Special Purpose Marine Air-Ground Task Force, Crisis Response-Central Command, learns how to utilize an 84 mm Carl Gustaf recoilless rifle near At-Tanf Garrison, Syria Sept. 9, 2018.
Russia told the US it wanted to launch strikes near a key US-led coalition base, but the US Marines demonstrated that it would be better for Russia to keep out.
Russia warned the US twice in early September 2018 that Russian, Syrian, and pro-regime forces planned to conduct operations and launch strikes in the deconfliction zone around the At Tanf garrison, accusing the US and its coalition partners of failing to adequately combat terrorists in the area. The US military, together with its regional partners, responded by holding a live-fire exercise reportedly involving air assets, artillery, and other heavy weaponry meant to send the clear message that it is more than capable of taking on any and all threats.
U.S. Marine Corps Lance Cpl. Carter Sampson, an anti-tank missile gunner with 3rd Battalion, 7th Marine Regiment, attached to Special Purpose Marine Air-Ground Task Force, Crisis Response-Central Command, fires a FGM-148 Javelin, a shoulder-fired anti-tank missile, at his target during a live fire demonstration near At-Tanf Garrison, Syria, Sept. 7, 2018.
“The US does not require any assistance in our efforts to destroy ISIS in the At Tanf deconfliction zone and we advised the Russians to remain clear,” CENTCOM spokesman Lt. Col. Earl Brown told Business Insider, adding, “Coalition partners are in the At Tanf deconfliction zone for the fight to destroy ISIS. Any claim that the US is harboring or assisting ISIS is grossly inaccurate.”
U.S. Marine Corps Sgt. Dave Lawless, an assault man with 3rd Battalion, 7th Marine Regiment, attached to Special Purpose Marine Air-Ground Task Force, Crisis Response-Central Command, instructs others how to utilize the Mk 153 shoulder-launch multipurpose assault weapon during operations near At-Tanf Garrison, Syria Sept. 9, 2018.
A U.S. Marine with 3d Battalion, 7th Marine Regiment, attached to Special Purpose Marine Air-Ground Task Force, Crisis Response-Central Command, fires at a target with an M240B machine gun during a live fire demonstration near At Tanf Garrison, Syria September 7, 2018.
The US military informed the Russians that it is not looking for a fight, but it is more than ready should anyone come looking for one.
“The United States does not seek to fight the Russians, the government of Syria or any groups that may be providing support to Syria in the Syrian civil war,” Brown previously told BI in an emailed statement.
“However,” he added, “the United States will not hesitate to use necessary and proportionate force to defend US, coalition or partner forces, as we have clearly demonstrated in past instances.”
U.S. Marine Corps Cpl. Fabian Castro (right), an infantry rifleman with 3d Battalion, 7th Marine Regiment, attached to Special Purpose Marine Air-Ground Task Force, Crisis Response-Central Command, provides security at a position near At Tanf Garrison, Syria September 7, 2018.
The At Tanf garrison in Syria serves as a base for US operations against the Islamic State, as well as an obstacle for broader Russian, Syrian, and Iranian interests in the region.
Russia’s interest in the deconfliction zone has little to nothing to do with combating terrorism in the region, a US defense official told BI. The At Tanf deconfliction zone sits in the middle of a major connection between Tehran and Damascus.
Moscow remains critical of the US military presence in Syria. Nonetheless, Russia agreed to a 55-kilometer deconfliction zone around the At Tanf garrison, and the US military continues to expect the Russians to continue to abide by this agreement.
The US military has previously engaged foreign forces that attempted to enter the deconfliction zone. For instance, last summer, coalition troops “destroyed” pro-regime forces that “advanced inside the well-established deconfliction zone,” CENTCOM said in a statement.
U.S. Marine Corps Lance Cpl. James Gordon, a machine gunner with 3rd Battalion, 7th Marine Regiment, attached to Special Purpose Marine Air-Ground Task Force, Crisis Response-Central Command, fires at his target with an M240B machine gun during a live fire demonstration near At-Tanf Garrison, Syria, Sept. 7, 2018.
U.S. Marine Corps Sgt. Philip Russell, a machine gun squad leader with 3rd Battalion, 7th Marine Regiment, attached to Special Purpose Marine Air-Ground Task Force, Crisis Response-Central Command, provides security at a position near At-Tanf Garrison, Syria Sept. 7, 2018.
U.S. Marines with 3d Battalion, 7th Marine Regiment, attached to Special Purpose Marine Air-Ground Task Force, Crisis Response-Central Command, prepare to board an MV-22 Osprey on to a site near At-Tanf Garrison, Syria, Sept. 7, 2018.
The exercise came as Russia gathered its naval forces in the Mediterranean to assist Syrian and pro-regime troops as they began a major assault on Idlib, the last stronghold of the Syrian rebels.
The United Nations has stressed that a full-scale assault on Idlib would result in a humanitarian catastrophe. Tens of thousands of people have already begun fleeing the area.
The US has warned the Syrian regime led by Syrian President Bashar al-Assad that any use of chemical weapons will be met with a strong, swift response. “The president expects us to have military options in the event that chemical weapons are used,’ Chairman of the Joint Chiefs of Staff Gen. Joseph Dunford said over the weekend, adding, “We have provided updates to him on the development of those military options.”
US strikes on Syria in response to the use of chemical weapons run contrary to Russian interests and have resulted in criticism from Moscow.
Tensions between the US and Russia, however, extend beyond the Syrian battlegrounds
Russia is currently holding major war games with China in the eastern part of the country, and these exercises are expected to be held on a “regular basis” going forward. The Pentagon is watching closely as the two US rivals strive to strengthen military ties.
During the drills, Russian Tu-95 Bear bombers escorted by Su-35 Flanker fighter jets were intercepted by F-22 stealth fighters near Alaska. It was the second time this month that American military aircraft have intercepted Russian bombers near the state.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.