A C-130J assigned to the 41st Airlift Squadron at Little Rock Air Force Base performs low-level training through the Alaskan mountains July 21, 2016. (U.S. Air Force/Senior Airman Stephanie Serrano)
For the last five years, Air Force Special Operations Command has been working toward incorporating a high-energy laser weapon on its newest AC-130J gunship. It now plans to test-fire a 60-kilowatt laser in 2022, according to a program officer affiliated with the program.
“If it is successful — and we are planning for success — then it will feed into our new requirements and potentially a new program down the road,” said Air Force Col. Melissa Johnson, program executive officer for fixed-wing programs at Special Operations Command. She spoke during last week’s Virtual Special Operations Forces Industry Conference, hosted by the National Defense Industrial Association.
“If this goes forward past the demo … we’ll have an additional [research, development, test and evaluation] program going forward,” Johnson said, as reported by NDIA‘s National Defense Magazine.
Johnson explained that previous tests have largely been ground-based and done in conjunction with the Naval Surface Warfare Center in Dahlgren, Virginia. The next, scheduled for fiscal 2022, will be onboard the AC-130 aircraft, she said.
The J-model aircraft achieved initial operational capability in September 2017.
The fourth-generation AC-130 is slated to replace the AC-130H/U/W models, with delivery of the final J-variant sometime in 2021, according to the Air Force.
Along with the 105mm cannon sported by its cousin, the AC-130U model, the AC-130J is equipped with a 30mm cannon “almost like a sniper rifle. … It’s that precise; it can pretty much hit first shot, first kill,” Col. Tom Palenske, then-commander of 1st SOW, told Military.com during a trip to Hurlburt in 2018.
Palenske said that a laser would be the ultimate ace in the hole, making disabling other weapons systems easier.
“If you’re flying along and your mission is to disable an airplane or a car, like when we took down Noriega back in the day, now, as opposed to sending a Navy SEAL team to go disable [aircraft] on the ground, you make a pass over that thing with an airborne laser and burn a hole through its engine,” he said.
Palenske was referring to 1989’s Operation Nifty Package mission to capture and remove Panamanian leader Manuel Noriega from power, during which a SEAL team “disable[d] his aircraft so he couldn’t escape.”
With a laser, “it’s just like that. And you just keep going on, and there’s no noise, no fuss, nobody knows it happened. They don’t know the thing’s broken until they go and try to fire it up,” he said at the time.
AFSOC had hoped to incorporate the laser onto the aircraft this year. Johnson said gaps in funding, not technological maturity, were behind the delay.
“After several years of seeking stable funding, we are there,” she said.
Then-AFSOC commander Gen. Brad Webb made a similar remark in 2018.
“The challenge on having the laser is funding,” Webb said during the Air Force Association’s Air Warfare Symposium that year. “And then, of course, you have the end-all, be-all laser questions: ‘Are you going to be able to focus a beam, with the appropriate amount of energy for the appropriate amount of time for an effect?’
“We can hypothesize about that all we want. My petition is, ‘Let’s get it on the plane. Let’s do it. Let’s say we can — or we can’t,” Webb said.
In the 1994 classic Forrest Gump, the eponymous character begins his life story by talking about how his mama always said you can tell an awful lot about a person by their shoes. That’s very much true — if they’re not all wearing the same combat boots.
So, what personal belonging can you use to judge someone when everyone’s issued the same gear? That’s right: a troop’s vehicle.
Take, for example, a Toyota Prius driver. Chances are they’re a fresh, butterbar Lieutenant who graduated from some West Coast university before going to Officer Candidate School. They’re also probably the type of officer who doesn’t see anything wrong with telling the gritty, chain-smoking first sergeant that he technically outranks him. Then they’ll wonder what that blur they saw was just before getting choked out…
9. POS clunker
Troops can joke about not giving a single f*ck, but when this troop says it, you know they absolutely mean it.
If they’re not a broke E-1 who just needed a way to get around post, then their life and career are likely in the same condition.
8. Reasonable (and bland) car
This person probably has their life together. They got the car at a reasonable rate and they’re probably a pretty nice person who will help the new guy in the unit get squared away. And then — poof — they’re ETSing to go to college on the GI Bill.
These inoffensive, average troops will likely never be brought up in anyone’s “no sh*t, there I was” story.
7. Lifted pick-up truck
There’s no way this person is able to see through their rear-view mirror. They’ve either got a truck bed full of crap they’re helping other people move around, they can’t see through their many gun racks, or they’ve printed out their enlisted record brief and have plastered every medal they’ve ever been awarded on there.
6. The ironic white Toyota Hilux
This guy thinks he’s a joker. The white Toyota Hilux is the vehicle of choice of many of the terrorists he fought. This guy thinks it’s freaking hilarious to drive one around as a trophy vehicle (but they probably just picked it up off Craigslist).
They’ll probably tell the squad an unfunny joke in the middle of formation, look around when no one laughs, and then say it again before being told to shut the f*ck up.
5. Brand-new Mustang or Corvette
These guys fall into one of two categories. Maybe they actually do understand cars and take pride in their baby. Maybe they saved up money to find the perfect muscle car at a decent rate. Maybe they’re not a complete showoff. Nine times out of ten, the three previous statements are false.
The one guy who regularly maintains his Corvette in the barracks parking lot absolutely hates the other nine because they give him a bad name.
4. Mysterious Nissan Skyline GT-R R34
Don’t ask questions of this guy. You don’t know where or how they got the vehicle and you’re afraid to hear the answer.
This guy actually does know cars, which could be useful on motor pool days — if they weren’t at their fourth dental appointment this month.
3. Minivan with military spouse stickers
“F*ck my life” is the mantra of this troop. You’ll find these senior NCOs in the training room talking about their glory days. They used to be somebody. Once they were loved by their troops and feared by their enemies. This man was a goddamn war hero…
…And now his life is babysitting troops. He tells his men Tide Pods aren’t edible before going home and watching the same episode of Paw Patrol for the 500th time with his three kids.
2. The Harley Cruiser
Remember the first sergeant that choked out the butterbar in the earlier Prius example? This is that guy.
It’s nothing personal — this dude truly does hate everyone. He’s definitely going to remind people that it takes an act of Congress to demote him before he takes his KA-BAR to the Hilux Joker’s tires.
1. High-end luxury vehicle
This person hasn’t spent a day of their adult life outside of the military but they will scare people right into the retention office like they’re on commission.
They’re probably married and their civilian spouse is almost guaranteed to raise hell at the main gate if they’re not saluted.
“Do you know who the hell my husband is?” — “Do you know the hell I am, ma’am?” (Photo by Valerie OBerry)
Lockheed Martin’s F-35 Lightning II Joint Strike Fighter has cost more money than any weapons system in history, but a bright new idea from the same company could see its best bits gutted and slapped into the world’s deadliest combat jet: The F-22.
The F-22’s development started in the 1980s, when computers took up much more space. That didn’t stop Lockheed’s engineers from building a 62-foot-long, 45-foot-wide twin-engine fighter jet with the radar signature of a marble.
The F-22 even kicked off a new category of fighter. Instead of air superiority, like the F-15, F-22s wear the crown of air dominance, as it can dogfight with the best of them or pick them off from long range before it’s even seen.
The F-35 benefits from stealth in much the same way, but with a smaller frame, smaller weapons loadout, and a single engine, it mainly works as shorter range missions with a focus on hunting down and destroying enemy air defenses, rather than aerial combat.
An F-22A Raptor (top) from the 43rd Fighter Squadron at Tyndall Air Force Base, Fla., and an F-35A Lightning II joint strike fighter from the 33rd Fighter Wing at Eglin Air Force Base, Fla., fly over the Emerald coast Sept. 19, 2012.
(U.S. Air Force photo by Master Sgt. Jeremy T. Lock)
The F-35 can do this much better than the F-22 because it’s got newer technology and compact computing and sensors all around it.
So Lockheed has proposed, as Defense One reported, putting the F-35s brains, its sensors and computers, inside an F-22 airframe for an ultimate hybrid that would outclass either jet individually.
Instead of a sixth-generation fighter — a concept that the US has earmarked hundreds of millions for and which strains the imagination of even the most plugged in military planner as the world hasn’t even adjusted to fifth generation fighters — why not combine the best parts of demonstrated concepts?
“That can be done much, much more rapidly than introducing a new design,” David Deptula, a retired Air Force lieutenant general who now leads the Mitchell Institute for Aerospace Studies, told Defense One.
But what seems like a giant windfall for the US, having on hand two jets that could be combined into the best the world’s ever seen, could actually upstage the F-35, which has only just now started to make deliveries to US allies.
The US will spend a solid trillion dollars on the F-35 program, and will export it to NATO and Asian allies, but while the jet solves a lot of problems around modern air combat, it’s not a one-size-fits all solution.
In that way, an F-22/F-35 hybrid could preserve the best parts of both jets in a new and powerful package that could put the US miles beyond anything its adversaries can touch, but in doing so, it could kill the F-35 before it even gets a chance to prove itself.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The US Marine Corps plans to arm its forces with a new anti-ship missile that will allow US troops to sink enemy ships from shore-based launchers 100 miles away, a capability the Marines have been chasing with China’s growing navy in mind.
The Corps has decided to spend roughly $48 million on Raytheon’s Naval Strike Missile, a long-range precision strike missile the Navy ordered last year for its littoral combat ships and future frigates, Raytheon announced this week.
The service has made fielding this capability a priority.
“There’s a ground component to the maritime fight. You have to help the ships control sea space. And you can do that from the land,” Commandant of the Marine Corps Gen. Robert Neller told USNI News earlier this year. “We’ve got to be able to attack surface platforms at range.”
Breaking Defense reported in January 2019 that the Marines were considering Lockheed Martin’s Long-Range Anti-Ship Missile, the Naval Strike Missile, and Boeing’s Harpoon as options for the kind of capability the Corps desires as the US military readies itself to defeat a powerful rival like Russia or China.
Army experiments with land-based launch of Naval Strike Missile during RIMPAC 2018.
(David Hogan, AMRDEC WDI)
The Naval Strike Missile, which was manufactured by Norway’s Kongsberg Defence Systems in partnership with Raytheon, carries a 275-pound warhead, has a range of over 100 nautical miles, and can be fired from ships and mobile shore-based launchers.
The Army experimented with a land-based launch of the Naval Strike Missile during last year’s Rim of the Pacific exercise, when the weapon was fired from a truck at a decommissioned ship off Hawaii.
The Marines have yet to select a suitable mobile launch platform, which could be Lockheed’s M142 High Mobility Artillery Rocket System or one of two large, heavy trucks from Oshkosh, Breaking Defense previously reported. The Corps told Military.com two years ago they wanted a launcher that could be easily moved by a V-22 Osprey.
The Corps still has some important experimentation and decision-making to do before the Naval Strike Missile can be effectively fielded from shore-based batteries.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
In July 2019, President Trump signed into law the Let Everyone Get Involved in Opportunities for National Service Act – the LEGION Act. In brief, the legislation says the United States has been in a period of constant warfare since Dec. 7, 1941, the day the Japanese Empire bombed Pearl Harbor and brought the United States into World War II.
What this means for other areas of the law is up for other people to debate. What this means for veterans is that servicemen and women who were killed or wounded in previously undeclared periods of war are now eligible for expanded benefits.
The most apparent benefit of the new LEGION Act legislation is that now every veteran who served since the bombing of Pearl Harbor is eligible to join the American Legion. This will affect some 1,600 veterans who were killed or wounded during their service, which just so happened to be during a previously undeclared period of global conflict. The American Legion says this act honors their service and sacrifice.
“This new law honors the memories of those veterans while allowing other veterans from those previously undeclared eras to receive all the American Legion benefits they have earned through their service,” said American Legion National Judge Advocate Kevin Bartlett.
This also means the eligibility window will run until the U.S. is no longer at war, which – historically speaking – may never happen.
The war in Afghanistan alone has outlasted two uniform designs.
Veterans with an interest in joining the American Legion still need to meet the other requirements of membership, such as having an honorable discharge. Joining the Legion means more than finding cheap drinks at the local post. The American Legion is not only a club for veterans, it’s also a powerful lobby in Congress and offers its membership benefits like temporary financial assistance, scholarship eligibility, and even help in getting VA disability claims through the system.
By expanding its network to include thousands of new veterans, the American Legion is better able to leverage its membership with members of Congress as well as state and local elected officials and legislative bodies – after all, it was the American Legion who drafted the first GI Bill legislation and helped to create the Department of Veterans Affairs.
So feel free to stop by for more than just a cheap beer.
Basic trainees in the Air Force are being issued “Stress Cards.” If basic training gets too hard or they need a time out they can just pull these out and the instructor has to stop yelling at them.
No joke. I heard it from my cousin. Or my friend John. My buddy swears he saw them being handed out to the new trainees. Kids today just don’t have the chutzpah my generation does. One time when I was platoon leader in Somalia, this kid handed me one and asked for a time out, I kid you not.
None of that is true, of course. The stress cards myth is usually attributed to the Air Force, due to the perceived ease of Air Force basic training, and the Chair Force reputation. Sometimes, Bill Clinton introduced them to the Army (because the 90s were that awesome). In the legend, they’re yellow, because if you need to use one, you’re yellow too! Even some Airmen are guilty of perpetuating it. Whenever someone hears about the stress card myth, they are usually doomed to repeat it.
There is truth to the myth, but it wasn’t the Army or even the Air Force. In the 1990s, the cards were issued to new recruits as a means of telling them of what their options were if they got depressed. It contained basic information such as chaplain services and what to tell your Recruit Division Commander, etc. instead of deserting or washing out. And they were blue, because if you need these services, you were probably blue too.
The Blues Card was not a Get Out of Jail Free Card, though some RDCs reported troops holding it up while being disciplined, trying desperately (and probably in vain) to use it in that way. If you waved this in your RDC’s face, he probably made you eat it.
The Army did issue “Stress Control Cards” which were the equivalent of a wallet-based mood ring. the recruit or soldier could put their finger on a special square, which would turn colors to indicate a range of stress levels, from “relaxed” to “most stressed.”
For those of you who used to be in the Army or Navy, imagine your Drill Instructor or RDC’s response to your waving this card around while they’re trying to discipline you. How would that have gone? Tell us in the comments below.
Emir Abdelkader was born the son of a respected military leader who had helped harass French occupiers in Algeria. As might be expected, young Emir continued his father’s war against the French in a conflict that had religious overtones since, you know, the Algerians were mostly Muslim and the French predominantly Christian. But when he rode forth to save Christians from angry mobs in 1860, France conferred on him its top military honors, the Grand Cross of the Legion of Honor.
Emir Abdelkader as a military leader in the late 1830s.
Further successes on the battlefield and in negotiations gave him control of more land and pushed most French forces back to a few ports. His success on the battlefield in service of Algerian independence led to him being dubbed the “George Washington of Algeria.”
But Abdelkader was unable to defeat the larger and better equipped French military forever. A renewed French campaign in 1840 slowly ground down Abdelkader and his supporters and, in 1847, he surrendered to a French general and the duc d’Aumale, the French king’s son.
But his story was not over. He was a prolific writer and was widely respected in the region and across the world. So, when political violence erupted into a summer civil war in 1860, Abdelkader’s calls for calm incited some popular support for peace.
A statue of Emir Abdelkader in Algeria.
(Mouh2jijel, CC BY-SA 3.0)
But the violence did continue and spilled into Damascus, now the capital of Syria. Abdelkader rode forth with his guard and supporters and personally rounded up Christians and took them back to his compound where he and his men guarded them. He put a bounty out for the safe delivery of any Christians to him and his men. And, he sent guards to escort local Christian leaders and officials back to safety.
His efforts were credited at the time with saving thousands, and he had hundreds of Christians at a time sheltered under his protection.
Russian state-owned media outlet Sputnik recently ripped China’s J-15 fighter jet for its many failings.
In 2001, China purchased a T-10K-3 (a Su-33 prototype) from Ukraine and later reversed engineered it into the J-15 fighter jet.
And Moscow, apparently, is still a little sour about it.
The J-15 is too heavy to operate efficiently from carriers, has problems with its flight control systems, which has led to several crashes, and more, Sputnik reported, adding that Beijing doesn’t even have enough J-15s to outfit both of its carriers.
“The J-15’s engines and heavy weight severely limit its ability to operate effectively: at 17.5 tons empty weight, it tops the scales for carrier-based fighters,” Sputnik reported, adding that “The US Navy’s F-18 workhorse, by comparison, is only 14.5 tons.”
“The Asia Times noted that Chinese media has disparaged the plane in numerous ways,” Sputnik added, “including referring to it as a ‘flopping fish’ for its inability to operate effectively from the Chinese carriers, which launch fixed-wing aircraft under their own power from an inclined ramp on the bow of the ship.”
Admiral Kuznetsov aircraft carrier.
China’s first carrier, the Liaoning, is a Kuznetsov-class carrier like the Admiral Kuznetsov, and both use short-take off but arrested recovery launch systems.
Sputnik then piled on by interviewing Russian military analyst Vasily Kashin.
“Years ago the Chinese decided to save some money and, instead of buying several Su-33s from Russia for their subsequent license production in China, they opted for a Su-33 prototype in Ukraine,” Sputnik quoted Kashin.
“As a result, the development of the J-15 took more time and more money than expected, and the first planes proved less than reliable,” Kashin added.
But as The National Interest pointed out, the former Soviet Union regularly copied Western military concepts and products.
“Considering that China has the same habit, there is a poetic justice here,” The National Interest’s Michael Peck wrote.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
In 2015-2016, Wagner mercenaries moved from Ukraine to Syria, Sergey Sukhankin, an associate expert at the International Centre for Policy Studies in Kyiv, told Business Insider in an email.
The mercenary group was contracted by Syria’s state-owned General Petroleum Corp to capture and secure gas and oil fields by ISIS, reportedly being given 25% of the proceeds, according to the Associated Press.
Wagner mercenaries were sent to Sudan in early January 2018, according to Stratfor.
The Wagner mercenaries were sent to Sudan “in a conflict against the South Sudan” to back up Sudanese President Omar al-Bashir’s government “militarily and hammer out beneficial conditions for the Russian companies,” Sukhankin said.
The mercenaries are also protecting gold, uranium and diamond mines, Sukhankin said, adding that the latter is the “most essential commodity.”
Russian President Vladimir Putin has a cozy relationship with al-Bashir. The two leaders met in Moscow in late 2017, where al-Bashir asked Putin for protection from the US.
The Hague has had an arrest warrant out for al-Bashir since 2009 for crimes against humanity.
3. Central African Republic
In early January 2018, Stratfor reported that Wagner mercenaries might soon be sent to CAR, and Sukhankin said that there are now about 370 mercenaries in CAR and Sudan.
Sukhankin said that Wagner mercenaries have the same general mission in CAR — protecting lucrative mines and propping up the government regime.
In December 2017, the UN allowed Russia to begin selling weapons to the CAR, one of the many ways Moscow is trying to influence the continent. The CAR government is trying to combat violence being perpetrated by multiple armed groups along ethnic and religious lines.
“Russian instructors training our armed forces will greatly strengthen their effectiveness in combating plunderers,” President Faustin-Archange Touadera said in early April, according to RT, a Russian state-owned media outlet.
“The Russian private sector is also seeking to invest in the country’s infrastructure and education,” RT reported.
“Moscow seems more interested in filling its coffers through the Wagner deals than in preparing for a massive investment drive [in Africa],” Stratfor reported.
The Wagner Group might also be operating in other countries now or in the future.
“Potentially, the Balkans if any conflict erupts,” Sukhankin said. “The Russians had sent PMC’s in 1992 to Bosnia. In case something occurs, this might happen once again.”
Wagner mercenaries might also soon be sent to Libya, one Wagner commander told RFERL in March 2018.
“There are many fights ahead,” the commander told RFERL. “Soon it will be in Libya. [Wagner] is already fighting in Sudan.”
Russia has been engaging more and more with Libya since 2016, supporting the faction led by military commander Khalifa Haftar. Meanwhile, NATO backs the the Government of National Accord, led by Fayez al-Sarraj.
Wagner commanders said that demand for their mercanaries will continue to grow as “war between the Russian Federation and the United States” continues, RFERL reported.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Maxwell Atchisson’s automatic assault shotgun, dubbed the AA-12, delivers pure destruction to anything in its line of fire. The AA-12 can unload a 20-round drum of 12-gauge shotgun shells in under four seconds at a devastating 360-rounds-per-minute.
It’s in a class all its own as it provides troops with an insane rate of fire with relatively low recoil.
“The versatility of that gun is frankly amazing,” said John Roos from On-Target Solutions. “The absence of recoil means a light person, any military member, can fire that weapon and there’s no trepidation when you’re firing it. Sometimes a 12-gauge can be intimidating. This one looks intimidating, but it’s a pussy cat when you fire it.”
The AA-12 excels in clearing rooms, reactions to ambushes, and many other combat situations. The stainless steel parts reduce maintenance and enhance reliability for the close-quarter urban and jungle fighting it was made for.
Anything within the 100-meter max effective range will be destroyed. If not, the AA-12 can still use less-than-lethal stun rounds to incapacitate hostiles. But if you absolutely need to get rid of whatever is in front of you, pop in a high explosive FRAG-12 round to make it like another automatic weapon we all know that fires explosive rounds.
The modified AA-12 was tested by select U.S. military units in 2004 but has seen limited use. Maxwell Atchisson also makes a semi-automatic variant for civilian use.
The AA-12 may be the natural successor in a long line of terrifying shotguns, but the HAMMER is a proposed unmanned defense system which would have two of these bad boys attached on top of a remote-controlled ground drone.
It’s hard to say goodbye to a loved one, even if they may not understand what “goodbye” means. When the Harworth Family relocated to South Korea from Fort Bragg, they had to leave behind Zeus, the family dog. Putting Zeus under the care of a family friend, they took off for Asia in 2012 with the hopes that they would see Zeus again.
Just a few months later, the friend told Ben Harworth that his beloved Chow Chow-German Shepherd-Rottweiler-mixed best friend had died. The family was devastated.
Time went on and the Harworth’s pain over losing their family friend slowly eased and life continued as it always had — but that’s not where the story ends.
Much after the dog’s reported demise, Laura Williams of Durham, N.C., picked up what looked like a Rottweiler along the roadside. It was thin and gaunt but otherwise looked like a healthy dog. She picked him up and took him to the nearby Banfield Pet Hospital where veterinarians found the canine was microchipped. The information on the chip told them that the dog’s name was Zeus and that he belonged to the Harworth Family.
The Raleigh-based hospital called the Harworths — who were living in Washington State in 2015. When the family found out their beloved Zeus, presumed dead for three years, was actually alive, they were ecstatic.
“We all got chills,” Williams told Raleigh’s CBS affiliate WNCN. “The girl from the vet got chills. I got goosebumps and I almost started crying because, for the past three years, they thought their dog was dead.”
The hospital arranged a Skype reunion between the family and their dog – Zeus’ tail wagged furiously for the entire duration. Sadly, this was the only meeting they could arrange at the time. Zeus was suffering from heartworm and was unable to fly the 3,000 miles to the Harworths’ new home.
But don’t worry — the story doesn’t end there, either.
Banfield Pet Hospital covered the cost of treating Zeus’ heartworm, but the employees there went a step further. Banfield’s practice manager, Rachel Overby, decided to drive Zeus home. She took him nearly 3,000 miles to reunite Zeus with his family after three long years.
Zeus was met by Ben, Melody, and the entire Harworth family (along with a crew of reporters who followed the journey on Instagram with the hashtag #GetZeusHome). Tears no doubt filled everyone’s eyes as Zeus climbed out of the van that made the cross-country trip to get him home.
The only difference in the Harworth family was the addition of Bear, a nine-pound Chihuahua that joined the family after Zeus’ supposed death.
No one is sure why the Harworths’ family friend told them Zeus passed away or even how Zeus managed to make it from the Fayetteville area to the Raleigh-Durham area of North Carolina. The Harworths hadn’t spoken to that friend in the three years since Zeus’ alleged passing.
Brig. Gen. Edward L. Vaughan is the Air National Guard Special Assistant to Maj. Gen. Scott F. Smith, the Director of Training and Readiness, Deputy Chief of Staff for Operations, Headquarters U.S. Air Force, Arlington, Va. The directorate, encompassing seven divisions and the Air Force Agency for Modeling and Simulation, is responsible for policy, guidance and oversight of Air Force operations.
General Vaughan also serves as the lead for the Air Force Physiological Episodes Action Team (AF-PEAT) and co-leads the ad hoc Joint-PEAT, along with Navy Rear Adm. Fredrick R. Luchtman.
General Vaughan completed Reserve Officer Training Corps at Rensselaer Polytechnic Institute and received his commission as honor graduate from ANG’s Academy of Military Science. He previously served in leadership roles at the squadron, group, wing and higher headquarters levels in both the mobility and combat air forces. General Vaughan commanded the 156th Airlift Wing, Puerto Rico, and Detachment 1 of the 13th Air Expeditionary Group (formerly the 13th Expeditionary Support Squadron), Antarctica.
During an interview with Airman Magazine, Gen. Vaughan discussed his new post leading the joint investigation of Unexplained Physiological Episodes (UPEs) and his experiences as a mobility and combat airman and safety officer.
Airman Magazine: Please tell us about your new job investigating Unexplained Physiological Episodes.
Brig. Gen. Vaughan: As part of my role working in A3T, I’ve been tasked by the A3 Lt. Gen. Mark Kelly to lead the Physiological Episodes Action Team, also known as the PEAT.
PE stands for physiological episode or event. Essentially it’s any anomaly in the interaction among the aircrew, equipment, and environment that causes adverse physical or cognitive symptoms, which may impede the ability to fly..
What we’ve done across the Air Force and all aircraft, but most recently with the T-6 fleet, is to investigate what causes PEs. In some cases an Unknown PE will immediately reveal to us what happened. Maybe there was some sort of contamination in the cockpit due to an oil leak or some other fumes, so we’re able to identify it as a known physiological event.
In other cases, pilots will experience symptoms, come down and land, report them and we don’t know exactly what the cause is until we investigate further.
Members of the Navy Physiological Episodes Action Team and Air Force PEAT listen to a discussion between Rear Adm. Fredrick R. “Lucky” Luchtman (left) and Air Force Brig. Gen. Edward L. “Hertz” Vaughan (right) as they lay the ground work for the Joint Physiological Episodes Action Team, or J-PEAT.
(Photo by Scot Cregan)
Airman Magazine: Tell me about the PEAT. What is the structure and objective of the team?
Brig. Gen. Vaughan: The AF-PEAT is Air Force Physiological Episodes Action Team. Now, previously this has been known as the UPE IT or Unexplained Physiological Events Integration Team. We’re working very closely with our Navy partners and they came up with a pretty good name – Physiological Episodes Action Team. In the interest of both jointness and keeping it simple for all the flying community, we’ve aligned names with the Navy.
Of course, that’s not the only thing we’ve learned from the Navy. The Navy’s had some great success in exploring what happens in physiological episodes, what happens to aviators, and we’ve been able to learn a lot from them and they’ve learned from us as well.
Airman Magazine: How does the PEAT operate?
Brig. Gen. Vaughan: We have two meetings per week. Every Friday the Air Force PEAT meets. Who is on this action team? The answer is those people who are required for that particular meeting.
We’ll have the topics of the week, sometimes we’re looking at specific incidents with airplanes, specific episodes, and other times we may be investigating new equipment that’s coming out, new procedures, new training or maybe there’s the results of an investigation that we’ll need to review. We have standing members of the team, about half a dozen, that are there at every meeting.
Then we have another kind of a second layer of folks, which gets us up closer to 20 people, who come in as needed. That second layer includes folks from the acquisition community or the 711th Human Performance Wing. We don’t necessarily need to have them come to every meeting, but there’s times we really need somebody from human performance wing present. That’s one meeting.
Then immediately following that meeting, we have, what I call the Joint-PEAT. It’s really an ad hoc Joint Physiological Episodes Action Team with the Navy. It is very much a joint effort in that we work closely together and meet weekly to keep a steady battle rhythm so as things come up during the week, if they’re not an emergency or if it’s not something that we’ve got to address right at that minute, we’ll be able to put it together on Friday. We know that once a week we’re going to have a meeting where we can sit down face-to-face and hash these things out.
My Navy counterpart is Rear Adm. Frederick Luckman, he goes by “Lucky”. My call sign is “Hertz”. We immediately got to a Hertz-Lucky professional friendly demeanor. We go through an awful lot of coffee. He and I meet as often as we can to share data. Like I said, we cannot share the information fast enough.
The Navy is doing a lot of good work. They had a series of issues with physiology not only in the F-18, but T-45s, and they’ve had very good success in their T-6 fleet. They have a T-6 fleet that’s about half the size of the Air Force’s. They have slightly different models, some of theirs are newer models, but the oxygen systems are very similar.
The Navy adopted early on, in response to some of the lessons they learned from other airframes, significant maintenance practices in their T-6 oxygen system that we found very useful. We watched the Navy adopt those, saw the results of it and in those cases we’ve been able to adopt it exactly the same way that they have.
Brig. Gen. Edward L. Vaughan, head of the Air Force Unexplained Physiological Events Integration Team, and Rear Adm. Fredrick R. Luchtman, Navy Physiological Episodes Action Team lead, discuss ongoing efforts to minimize the risk of Physiological Episodes.
(U.S. Navy photo by Cmdr. Scot Cregan)
Airman Magazine: How does the timely resolution of PEs, affect training and readiness?
Brig. Gen. Vaughan: Looking at the National Defense Strategy, lethality is the primary objective and, for the Air Force, that equates to readiness. Are we ready to fight? You know, the question is readiness for what? Ready to do what? It’s ready to prosecute the war, ready to fight. In some cases, being ready to go out and influence and be that presence where we need to be.
If we’re having equipment struggles, delays in our programs, or we’re having to stand-down aircraft or cancel missions because of physiological episodes that will get in the way of us being ready. It will get in the way of us executing any plans we may have out there. So it’s important for us to get the information back, put the fixes in, get those funded, fielded and executed as quickly as possible. Once we do that, we’re going to enhance readiness and capability as we grow toward the Air Force We Need.
It also eliminates a distraction. Anytime you have aircraft mishaps of any kind, anytime you have a cluster of these PEs, it’s going to create a distraction, not just for the frontline airman, but for their families, and anybody else associated with it. Anybody involved with the operation and maintenance will have a distraction. That distraction takes our eye off the readiness ball. That’s one of the reasons that you’ll see the PEAT, Physiological Episodes Acting Team, embedded right in A3T. A3T’s tasking is training and readiness.
Airman Magazine: What types of symptoms are commonly associated with PEs?
Brig. Gen. Vaughan: Symptoms span the spectrum of what can happen to people on airplanes. I’ll caveat this with Air Force aviators receive extensive training in physiology and what may happen to them in tactical aviation. All pilots and other aircrew going through their initial training, experience the hypobaric chamber, we call it the altitude chamber. They get used to what it’s like to operate at high altitudes and what happens during decompression. They also have routine refresher training in all aspects of aviation physiology.
One of the main reasons for doing that training is so that each aviator can learn what their individual symptoms will be. No two people will react the same to an aircraft or environmental stimulus and, in fact, the same person may have different reactions on different days based on fatigue, fitness, nutrition, or other personal factors.
It’s important for each aviator to have a sense of what symptoms they might have, especially the early onset symptoms, so they can take early appropriate action to safely recover the aircraft or get out of the environment that’s causing the problem.
Some of these symptoms can range from things like tingling in the extremities, fingers and toes, headaches or nausea. There are actually cases of folks having euphoria, while other folks may become belligerent. They know if you’re flying along and all of a sudden you just feel a little irritated for no particular reason it may be time to check your oxygen system, look at the environment you’re in or determine if that’s caused by something else. Then take appropriate action to mitigate the risk.
Airman Magazine: You have said that when investigating and mitigating PEs, “We can’t share information fast enough.” Describe what you mean and how that process can be improved?
Brig. Gen. Vaughan: Sharing the right information and then making sense of the information is very important in dealing with this phenomenon. What we do right now in the Air Force is we listen to the pilots. Pilots will land and give us a debrief – What happened? When did it happen? What types of conditions were going on in the airplane?
You’ll find that in the Air Force fleet, and the Navy fleet as well, most of the aircraft have pretty sophisticated sensors when it comes to their engines and other aircraft systems. When they land that information is downloaded, aggregated, and acted upon. Much of the critical data is available real time and available to the pilot for immediate action. Each aircraft is slightly different as technology improves, but the amount of data that we’re able to download from a given flight is enormous. But hard data on the human weapon system is slim to none.
This gets into right into some of the themes of Secretary of the Air Force has talked about going into artificial intelligence, big data analytics. How do we deal with all this data, make some sense of it and not run down the wrong path to get a wrong conclusion?
I will tell you one area though, where we’re still struggling, not only the Air Force, but also the Navy and our colleagues at NASA, is collecting data from the actual human weapon system.
We want to know things like pulse rate, oxygen content in the blood, cognitive functions, any anomalies with eyesight, but these are very hard things to sense independently without interfering with the aviators while they conduct their mission.
That’s a fascinating area of research that’s happening out at the 711th Human Performance Wing at Wright Patterson Air Force Base in conjunction with the Navy Medical Research Unit Dayton. What they’ve started to do, both those labs working together and along with some NASA support, is fielding some prototypes, such as sensors that might go, for example, in the (oxygen) mask or on the pilot’s helmet.
We actually know real-time information about the oxygen system in an airplane. We have sensors on the actual system to know the content of oxygen and other gases that might be presented to the aviator. What we don’t know is what happens in system losses; what happens between the actual oxygen production or the oxygen source and the pilot’s breathing. Furthermore, we don’t know the pilot’s ability to uptake that oxygen. There’s a lot of medical and physiological processes that we need to monitor better.
A technique called Hybrid 3D Printing, developed by AFRL researchers in collaboration with the Wyss Institute at Harvard University, uses additive manufacturing to integrate soft, conductive inks with material substrates to create stretchable electronic devices.
(Wyss Institute photo)
Airman Magazine: What does the end state of this research look like? Are you talking about monitoring physiological responses of pilots during missions in real time?
Brig. Gen. Vaughan: That’s absolutely correct. We’d like to get to an end state where the human weapon system is instrumented in such a way that’s noninvasive and nonintrusive. The aviators won’t feel the sensors and it doesn’t interfere with their duties at all, but that that data is available just like you would read all the instruments on an engine. We’re trying to figure out, is that five years from now, two years from now or 20 years from now?
If you think of the human on the loop or in the loop going forward, especially in cyber systems and integrating across all-domain operations, it’s going to be more important than ever to make sure that the human weapon system is keeping up and that we’re able to monitor that.
So we’re looking at sensors that might be wearable. A lot of folks out in the community are familiar with wearable fitness monitors and the chips that go in your shoes if you’re going to run a race to keep track of where you are. One of the challenges we have in aviation is the sensors that might be worn in commercial practice that people might buy at a local store are not suitable for the aviation environment, particularly tactical aviation.
Not only do you have the pressure and temperature anomalies that occur as airplanes travel up and down, but in tactical aviation, fighters, bombers and training aircraft, there’s an awful lot of G-loading. There can be anomalies that go from high altitude to low altitude in very short order and that has a lot of wear and tear on the sensors. Some sensors are embedded in clothing and depend on contact with the skin. For example, in order to prepare themselves for a mission, aviators will strap down tighter than you might in an automobile to keep them safe, but that may also cause bulges in the clothing that interferes with sensory contact. There’s a lot of research yet to be done and a lot of development ahead of us.
I’m looking forward to the Air Force potentially investing more in that research. I’m especially impressed with our ability to work with our joint partners with the Navy and the Army, which is coming on board later this month, in this PEAT effort. They’ve got a lot of exciting things happening in their aerospace medicine field and then NASA has been a partner throughout. You really can’t beat, from an intellectual capacity standpoint, having partners like the 711th Human Performance Wing and NASA. We’ve got the best partners in the world.
Airman Magazine: Are there other interagency or commercial partners in the research and investigation of PEs?
Brig. Gen. Vaughan: Absolutely. Some of the companies that produce our aircraft have divisions dedicated to human physiology and enhancing the ability of the human to perform in or on the loop. They provide enhancements such as providing sensors and digital displays. In some cases, even an augmented reality display, which we have in many aircraft, where there’s a lens that comes over one eye and not only can you see your environment, but that lens will produce a heads-up display of images that will help you interpret what you’re seeing on the ground.
Not only do we have industry partners that helping us with this, we also have universities and some international partners. Primarily we’re working through the Navy to access the folks that are doing that work on the outside, but we’re going to start working a little more with our international affairs group here in the Air Force to foster those partnerships.
Airman Magazine: Do you see a time when human sensor capability will be baked in rather than bolted on?
Brig. Gen. Vaughan: I think we’re going to get to that point. Right now, we’ve got to be sensitive to the fact, that if we start utilizing every sensor that’s available commercially, we run the risk of interfering with the mission and maybe causing a distraction. The last thing we want to do is have sensors be the cause of problems. We want the sensors to help us solve those problems.
We’re looking at ways to prototype these things. Edwards Air Force Base, for example, where we do a lot of research and development flight testing, has been very instrumental in working with the 711th Human Performance Wing and the system program offices for the airplanes, to include the T-6, F-15, F-16 and others, in doing some remarkable testing that gives us great foundational data. That foundational data is important to determine where we do the development going forward. Also, we recently shook hands on an agreement with the Civil Air Patrol to help us collect, assess, and sort through the many commercially available wearable sensors.
Airman Magazine: What’s the benefit to the force of being able to process and utilize PE data faster?
Brig. Gen. Vaughan: So for example, right now if we have a physiological event in the aircraft, we typically execute emergency procedures, get to a safe backup source of oxygen if it’s available, descend to an altitude where it’s safe to breathe ambient air and then land as soon as possible at the nearest suitable airfield.
Perhaps what will happen in the future, with sensors on board, you may be able to head off that emergency. Sensors may alert the pilots to the fact that they are entering a phase of flight or a set of activities or an environment, where they’re at higher risk of these kinds of anomalies. By alerting the pilot to that, they may be able to mitigate it or avoid a physiological event.
Furthermore, if there is a situation in flight, the sensors on board that gives them real time readings may enable them to do a better job of assessing what’s going on.
But this is where it gets insidious. With physiological events, one serious possible symptom is an inability to assess the situation.
Now that’s a pretty extreme symptom, but you may have those situations come up. In which case, presenting the data to the pilot as numbers or another traditional data format might not be as useful as, maybe, an alert light. There are some programs out there that cause the oxygen mask to vibrate a little bit. We do this with the control stick in airplanes as well. With such an equipped aircraft if you were to get into a stall, the control stick vibrates, They call it a stick shaker. Applying these proven technologies to other areas are all in prototype and being tested.
Zach Demers, an aerospace engineer, demonstrates the Automatic Ground Collision Avoidance System (Auto GCAS) in an F-16 flight simulator at the Air Force Research Laboratory, Wright-Patterson Air Force Base, Ohio.
(Photo by Master Sgt. Brian Ferguson)
Airman Magazine: Weren’t you involved in the adoption of another pilot safety system?
Brig. Gen. Vaughan: Formerly, I served as the Air National Guard’s national director of safety. Part of our safety portfolio is flight safety and in that we have some advanced fourth and fifth- generation aircraft, but we also have legacy systems out there. Systems that don’t have baked-in ground collision avoidance systems.
We worked very hard with the system program office and the Pilot Physician program in the United States Air Force to bring on board these Auto G-CAS systems (Automatic Ground Collision Avoidance System). We have confirmed saves in situations where the pilot may have lost awareness. It doesn’t have to be a physiological event. It can be task saturation or other things that cause the pilot to lose awareness of proximity to the ground. Traditional GCAS systems will alert the pilot, such as an X symbol in the heads-up display, letting them know they’re near the ground and need to pull back on the stick.
In the Auto G-CAS, the aircraft sensors can actually determine the point where the pilot can no longer recover, due to the limits of human reaction time, and the system takes over the jet and recovers it for the pilot. As soon as the aircraft is in a safe regime, it returns the control back to the pilot. And that’s also had a couple of great saves for us.
Airman Magazine: You mentioned the Pilot Physician program, what is that and are they involved in the J-PEAT and investigating of UPEs?
Brig. Gen. Vaughan:Pilot Physician is a very unique program in the Air Force and its highly specialized. These are individuals are rated aviators of all sorts, but primarily pilots. Then they go to medical school and change their job category. So they’re no longer primarily pilots for the Air Force, they’re now physicians for the Air Force.
They’ve enabled to help us understand what’s going on both operationally and medically and where those two things meet. In other situations, you have pilots who were trying to describe what’s happening to them in the airplane and then you have medical doctors trying to understand that description. There can be things lost in translation between the communities.
The Pilot Physicians speak both aviation and medicine fluently, are able to identify with the pilots and, in many cases, have flown that exact aircraft being investigated.
Lt. Col. Jay Flottmann, pilot physician and 325th Fighter Wing chief of flight safety, explains how a valve in the upper pressure garment and the shape and the size of oxygen delivery hoses and connection points contributed to previously unexplained physiological issues during F-22 flights.
(Photo by Senior Airman Christina Brownlow)
Airman Magazine: Are there specific examples of investigations that benefitted from Pilot Physician experience and expertise?
Brig. Gen. Vaughan: Lt. Col. James “Bones” Flottman was the Pilot Physician directly involved in the F-22 investigation that we did a few years ago. The F-22 had a series of physiological episodes. He was the one that was able, as an F-22 pilot and a physician, to credibly determine that it was a work of breathing issue.
It was a combination of factors, we don’t need to go into all the specifics right here, but he was able to bridge the gap between pilot practices, things they’ve been taught to do and things they did through experience, and what was happening medically. That resulted in improvements in the whole system – improvements in some of the hardware and improvements in the pilot practices. Not only was he able to help the investigation team solve that, he was able to then go back and credibly relate this to the pilots, restoring faith both in the system, in the Air Force process.
There’s another one that is a friend of mine, retired Col. Peter Mapes. Dr. Pete Mapes is a classic Pilot Physician. He was a B-52 pilot and a fantastic doctor, as are all of them. He and I worked closely together on Auto G-CAS, as well as several key people in engineering and operations. He was really the driving force, along with Lt. Col. Kevin Price, at the Air Force and the OSD level to push that development and production through, especially for the legacy aircraft.
He also had a role in many other aviation safety improvements to include helicopters, specifically wire detection. A lot of helicopters have mishaps because they strike power lines. He was instrumental in getting some of those systems put into helicopters and out into the fleet.
He was also instrumental in improving some of the seat designs and some of the pilot-aircraft interface designs as well. Really too many to mention.
Another great a success story for the Air Force, when it comes to the Pilot Physician program is Col. Kathy Hughes, call sign “Fog”. She’s flown the T-38 and A-10, a great flying background, and has been a wonderful physician for the Air Force. She really explored the use, the application and the design of our G-suits and was able to help the Air Force evolve into a full coverage G-suit. So now the G-suits that our fighter aviators fly are more standardized and more effective than the previous generations of flight suits. Thanks, in large part, to her work. I recently met her at aviation safety conference where she is helping commercial interests design better ejection seats.
That’s just three examples. There’s a whole laundry list.
We also have advising both the Navy and Air Force PEAT, Col. William P. Mueller; call sign “Ferris”. Col. Mueller was an F-4 fighter pilot and now one of the top physicians in aerospace medicine. He’s been absolutely invaluable in helping us understand what’s going on with the physiological episodes. He not only sits on the Air Force PEAT, but he also has a permanent membership sitting on the Navy’s PEAT. So he’s part of that joint interaction and offers a fearless perspective on improving training.
Col. Kathryn Hughes, a pilot-physician and director, Human Systems Integration, 711th Human Performance Wing, sits on the stairs of a centrifuge at Wright-Patterson Air Force Base, Ohio, April 22, 2016.
Brig. Gen. Vaughan: I like using the email analogy. So most of us have email. Those that work in an office may have one for work and one for personal use, or maybe even more than that. If you’re like me at all, if you skip checking your emails for even one day, you find yourself in a huge email deficit. Now imagine all the sensors, whether it’s a cyber system, aircraft systems, space system, and each piece of all the data being collected as an email coming to you. Within minutes you would be completely overwhelmed with data. So we’re going to rely on systems to help us sort through the data and present those things that are most important now for decision making.
Those other pieces of information that we might want later for analysis, it will store those and present them at the appropriate time. So that gets after artificial intelligence. We need these systems to work with the human in the loop. We don’t necessarily want it to be standalone. We want it to be integrated with humans and that’s where the real challenge comes in, because as an aviator flying an airplane, the data I want right at that moment to prosecute the fight, may be different than the data a cyber operator working with me in that operation may need at that same moment. Artificial Intelligence or underlying data systems will have to be smart enough to give the data to the operator that’s needed to make the right decision.
I recently spent some time with Satya Nadella, CEO of Microsoft. I asked him about this wicked technology problem of applying artificial intelligence on the tactical edge. His advice about leveraging cloud technology to perform advanced operations on big data, where and when needed, has been invaluable.
Airman Magazine: How does recorded data on individual pilots allow you establish baseline physiology and find relationships between PEs that may occur in aircrew from different units and bases?
Brig. Gen. Vaughan: We’re already finding benefit from that data, so the 711th Human Performance Wing is working very closely, in this case with the T-6 system program office, and some big data analytic gurus. These folks will take large volumes of data and slice and dice it to find where there might be some differences from what would be considered a baseline or normal.
Then they can dig into those differences and see if there is something to learn. They’re finding a lot of great results that help us improve the systems. Because physiological events involve humans and each human has such a different reaction and an individual person will have a different reaction on a different day, it can be difficult to look at a small sample size and draw any big lessons. We need large sample sizes and that’s where you can start to kind of tease out the pieces of the data that are going to move us forward.
As we worked with the Navy on the Physiological Episode Action Team we have found that pilots in the Air Force and the Navy are more informed than ever. They know people in the tech business and the pilots talk amongst themselves and share information and they’re finding these wearable sensors.
Most of the wearable sensors are not suitable for aviation use. They just can’t provide good data under those conditions, but it’s worth exploring. Talking to Admiral Luckman, we wanted to find a way to get these sensors, and most of them are small things like fitness monitors, that just aren’t allowed in our environment right now, into the cockpit just to see how they survive a flight. The Civil Air Patrol, which flies general aviation aircraft, fly with their smart phones and other types of equipment.
They have a tremendous safety record, but they also have a completely different set of rules than we do. They typically just follow the AIM and the FAA civilian flight rules. Most of those flight rules don’t have any prohibitions on bringing equipment in your pocket or your flight bag.
So recently we sat down with some of the leaders of the Civil Air Patrol to work out a memorandum of understanding whereabouts we’ll get these ideas and sensors to our pilots in the fleet. Some of them will appropriately go through Air Force and Navy channels and may end up being something of a program of record in the long term.
Others that we can’t cross that gap and into the system, we’ll offer those to Civil Air Patrol and, at their option, they can start flying those. It’s not official flight test, but they can at least tell us, does this thing survive a flight up to 10,000 feet and back. And that piece of information might be just enough. That then allows our system program office with the labs to start taking a closer look.
Brig. Gen. Vaughan: So that’s a great question and that’s why I think the development of sensors and better understanding of baseline human physiology is so important.
The RPA environment is just the tip of the iceberg. As we look at humans in the loop or on the loop, human physiology, whether it’s in cyber, RPAs, intel, space, any of the other missions that we’re doing, is a very important consideration.
What we don’t have yet is a tremendous amount of baseline data. What’s physiology supposed to look like in those situations? So when it’s different, how would we know it? That’s some of the work that’s going on right now at the labs is base-lining that data.
I will tell you that while the environment of RPAs is uniquely different than the environment in airplanes, but it’s not always easier. You have a lot of folks that are out there engaged in very serious operations, life and death situations, that they are dealing with for hours on end and then go home every night to their families and to would be a normal environment. Most people have coping mechanisms to deal with that. But that’s one of the areas of research that folks are looking at in the labs – how do we better prepare people to go back and forth between these kinds of environments?
Maj. Bishane, an MQ-9 Reaper pilot, controls an aircraft from Creech Air Force Base, Nevada. RPA personnel deal with the stressors of a deployed military service member while trying to maintain the normalcy of a day-to-day life.
(Photo by Staff Sgt. Vernon Young Jr.)
Airman Magazine: Let’s shift gears and talk about your career history. How does leading PEAT differ from your past experiences as a safety officer at a wing or a squadron?
Brig. Gen. Vaughan: Prior to this, I worked for Secretary Mattis in OSD reserve integration. We basically informed OSD policy relative to the seven different reserve components out there to include the Air National Guard.
Before that, I served as commander of the 156th Airlift Wing. As a wing commander, it is a minute-by-minute duty to make risk decisions and it’s very important to realize the consequences of those decisions and understand that whole risk matrix.
In my current position, I’m not a commander of anything. I’m not really in charge of folks specifically. We have a team, but we come together as required. So this job is more informative. One of our primary roles is to inform commanders. As they give us data, we give them back context so they can make better risk decisions.
It also allows the labs to put a focus on their studies enabling the system program offices to acquire and improve systems to support the mission. So this job is very different in that respect.
I think having been a commander previously helps me understand what these commanders they need to hear and how they want to receive that data so it doesn’t overwhelm them.
Airman Magazine: What is it you would like the pilots and aircrew to know about you, the PEAT and their part in preventing and mitigating PEs?
Brig. Gen. Vaughan: I traveled to Randolph Air Force Base and I had the opportunity to meet with some of the higher headquarters staff. I met with the commander of 19th Air Force and I was very encouraged and reassured with everyone’s openness to really solving this problem as aggressively and quickly as possible, talking about physiological episodes, but also, in a broader sense, the sustainment of the T-6 and sustainment of other airframes for which people might be interested.
I feel good about where that’s going. I also had a real eye-opener when I had an opportunity to meet with some of the T-6 pilots. We met off base. We decided to meet in a restaurant in a casual environment. We wanted that format because I wanted to hear really unfiltered what some of these T-6 pilots, who are some of the most experienced pilots in the Air Force flying that mission, that airframe. I was able to learn a lot. They have great faith in their chain of command and leadership. They have valid and serious concerns about physiological episodes, as does the commander all the way up to the chief of staff and the Secretary.
I think being able to hear their perspective, share with them my firsthand knowledge of meeting with senior level commanders in the Air Force bridged some gaps. I also was able to hear some very specific engineering questions and connect some of those pilots directly with some of the engineers at the system program office and some folks within their own chain of command that they just haven’t connected with yet. Just trying to get those dialogues going, because the solutions that the air Force is putting into place, whether it’s T-6 or any other airframe, are usually phased. Some of them require major investment, money and time-wise, and those take a little longer to accomplish.
So how do you bridge the gap between today and when we get to that promised land if some of those bigger fixes and it comes down to some solid risk management? In the case of the T-6, there’s a whole list of maintenance protocols that we handle and emergency procedures for the pilots that don’t necessarily reduce the number of these events, but they can reduce the severity and certainly mitigate the consequences. That’s what we’re trying to do. We don’t want a situation where any physiological episode goes far enough to lead to a permanent injury or harm of an aviator destruction of property. We want to catch those things as early as possible through these mitigation techniques.
Another thing I got to do when I was at Randolph was shadow the maintainers as they did maintenance on a T-6 that had a physiological episode. In the past, when these things would happen, there wasn’t a specific protocol. They would do their very best to look at the oxygen system, but there wasn’t a protocol on how to do that.
T-6 Texans fly in formation over Laughlin AFB, TX.
(Photo by Tech. Sgt. Jeffrey Allen)
Over the last year, with the help of a lot of the pilots, doctors, chain of command folks, human performance wing – a big team effort, when the airplane lands after one of those instances it’s an automatic protocol for that oxygen system.
In most cases it’s removed and a new one is put in and the suspect system then gets this thorough going over at the depot level and not only do we fix that, that particular system and return it to service. We’re able to learn a lot and collect data points. In some cases, we don’t find the specific cause in that system and then we look elsewhere – maybe more pilot interviews, talking to the doctors and trying to piece it together.
The protocols that are out there now not only helped mitigate the consequences of these events until we field new equipment, but they also help us in collecting data that will inform better decisions going forward.
The Air Force recently released a bunch of crazy pictures of A-10 Thunderbolt IIs getting refueled over Afghanistan, where the US recently redeployed a squadron of 12 Warthogs.
The A-10s were deployed in late January 2018 to Kandahar Air Base as part of a new campaign announced in November 2017. The US is increasing airstrikes on Taliban revenue sources, much of which is opium and heroin drug-producing facilities.
Since then, the US has released several videos of A-10s striking Taliban vehicles, as well as training and drug-producing facilities.