Deep within the mountains of Gifu Prefecture, in a small farming village hidden away from the fast-paced city life, the family of a fallen Japanese soldier eagerly waited for the return of a precious heirloom. For the first time in 73 years, the Yasue family can finally receive closure for the brother that never came home from war.
World War II veteran Marvin Strombo traveled 10,000 miles from his quiet home in Montana to the land of the rising sun to personally return a Japanese flag he had taken from Sadao Yasue during the Battle of Saipan in June 1944.
The USMC veteran carried the flag with him decades after his time serving as a scout sniper with 6th Marine Regiment, Second Marine Division. He cared for the flag meticulously and never once forgot the promise he made to Yasue as he took the flag from him in the midst of war.
As a young corporal, Strombo looked up from his position on the battlefield, he noticed he became separated from his squad behind enemy lines. As he started heading in the direction of the squad’s rally point, he came across a Japanese soldier that lay motionless on the ground.
“I remember walking up to him,” said Strombo. “He was laying on his back, slightly more turned to one side. There were no visible wounds and it made it look almost as if he was just asleep. I could see the corner of the flag folded up against his heart. As I reached for it, my body didn’t let me grab it at first. I knew it meant a lot to him but I knew if I left it there someone else might come by and take it. The flag could be lost forever. I made myself promise him, that one day, I would give back the flag after the war was over.”
As years went on, Strombo kept true to his promise to one day deliver the heirloom. It was not until the fateful day he acquainted himself with the Obon Society of Astoria, Oregon, that he found a way to Yasue’s family.
Through the coordination of the Obon Society, both families received the opportunity to meet face-to-face to bring what remained of the Yasue home.
Sadao’s younger brother, Tatsuya Yasue, said his brother was a young man with a future to live. When Sadao was called upon to go to war, his family gave him this flag as a symbol of good fortune to bring him back to them. Getting this flag back means more to them than just receiving an heirloom. It’s like bringing Sadao’s spirit back home.
Tatsuya was accompanied by his elder sister Sayoko Furuta and younger sister Miyako Yasue to formally accept the flag. As Tatsuya spoke about what his brother meant to not only his family, but the other members of the community, he reminisced over the last moments he had with him before his departure.
Tatsuya said his family received permission to see Sadao one last time, so they went to him. He came down from his living quarters and sat with them in the grass, just talking. When they were told they had five more minutes, Sadao turned to his family and told them that it seemed like they were sending him to somewhere in the Pacific. He told them he probably wasn’t coming back and to make sure they took good care of their parents. That was the last time Tatsuya ever spoke to his brother.
As Strombo and Yasue exchanged this simple piece of cloth from one pair of hands to the next, Strombo said he felt a sense of relief knowing that after all these years, he was able to keep the promise he made on the battlegrounds of Saipan.
The reunion also held more emotional pull as it took place during the Obon holiday, a time where Japanese families travel back to their place of origin to spend time with loved ones.
Although Strombo never fought alongside Yasue, he regarded him almost as a brother. They were both young men fighting a war far from home. He felt an obligation to see his brother make it home, back to his family, as he had made it back to his own. Strombo stayed true to his word and honored the genuine Marine spirit to never leave a man behind.
Before the advent of stealth technology, the variable that mattered more than any other in terms of tactical aircraft survivability and lethality was speed. So in 1955 the U.S. Air Force issued a request for a high-altitude, long-range bomber that could go Mach 3 while carrying either a conventional or nuclear payload. After a few trips to the drawing board and some mods to the Air Force’s requirements, North American Aviation was awarded a developmental contract based on their submission.
Enter the B-70 Valkyrie, a revolutionary scream-machine that was nearly four times as fast as the legacy B-52s it was designed to replace. The Valkyrie was huge — 185 feet long and 30 feet tall with a maximum takeoff weight at a whopping 542,000 pounds. The bomber was powered by six General Electric J-93GE turbojet engines that could each deliver 30,000 pounds of thrust in full afterburner. But it’s massive size and power was belied by sleek lines that made it arguably the most aesthetically-pleasing aircraft ever built.
The B-70 had a crew of four — a pilot, co-pilot, bombardier, and defense systems operator each seated in comfortable cocoons with clamshell doors. In the event of an emergency each cocoon could rocket away from the aircraft individually.
The Valkyrie used “compression lift” — a phenomenon that occurs when a conical body (the fuselage) under the center of a wing pushes air to the sides, which increases pressure and therefore lift — to travel upwards of 7,500 nautical miles supersonic. At takeoff the wingtips were straight, but a high speeds they’d angle down as much as 65 degrees to create the necessary compression.
The bomber had a number of unorthodox moving parts including movable canards on the nose and a ramp in front of the windscreen that would raise at high speed to create a more aerodynamic airframe (and it also gave the pilot very poor visibility in that regime).
Mach 3 creates a lot of air friction, and friction creates heat, so the Valkyrie was built with honeycomb stainless steel and (sparingly, like 9 percent) titanium, which was expensive and in short supply back in those days.
North American was funded to built a single test aircraft — designated the XB-70 — at a cost of $750 million. The inaugural test flight was delayed by maintenance and other technical issues by three years. All of the Valkyrie’s revolutionary subsystems came with their own problems — honeycomb structures broke, hydraulic systems hemorrhaged fluid, and control surfaces didn’t fit right.
At the same time the tactical world began to change. Better ICBMs made Air Force planners wonder whether they needed long-range bombers at all. And the introduction of the Soviet-made SA-2 surface-to-air missile rendered even the speedy B-70 vulnerable. Based on these factors as well as the projected cost of the Valkyrie, the Eisenhower administration grew sour on the program. The Air Force reduced the program funding to a single asset that would be used for experimental research testing only.
But the presidential election of 1960 changed the landscape. President Kennedy believed the Valkyrie was important in the arms race. The program budget was upped by $265 million and the test plan was reworked to include warfare capabilities and not just research.
A year later the Kennedy administration understood the Eisenhower administration’s issues with the airplane, and the Valkyrie was once again relegated to a research program — however the requirement was reworded with the caveat that if the Air Force requirement necessitated the need for the B-70 the program would be quickly modified to also test for combat operational capabilities.
The Valkyrie’s maiden flight occurred on May 11, 1964 out of Edwards Air Force Base. The plan was to take the airplane supersonic on the first flight, but a landing gear problem kept them subsonic. The XB-70 also had a minor hydraulic fire but managed to land safely.
North American XB-70A Valkyrie in flight. (Official USAF photo)
The airplane finally went supersonic on it’s third test flight and eventually broke a number of speed records including 70 sustained minutes of supersonic flight, 50 of them at greater than Mach 2.
But the test team also discovered that extended supersonic flight punished the airframe beyond its existing design limits, and they had to modify parts of the intake system and fuselage as the test plan went forward.
The first XB-70 reached Mach 3 only once — on it’s 18th test flight on October 14, 1965 — and that speed did substantial damage to the leading edge of one of the wings. (Luckily nothing was sucked into the intakes.) After that the airplane was limited to no greater than Mach 2.5.
A second XB-70 was built after comprehensive wind tunnel testing that yielded a modified design of the intake system, the hydraulics, and the wings. The new design made the airplane more stable, especially at high speeds. On May 19, 1966 the second Valkyrie flew Mach 3 for 33 minutes.
But test problems persisted. One flight forced test pilot Joe Cotton to jump a circuit breaker with a paper clip to get the landing gear to come down. (Basically, a $750 million airplane was saved with a 39 cent paperclip.)
Then one of the contractors pushed the notion of a “family photo,” an idea that proved to be the true beginning of the end for the Valkyrie. General Electric wanted to use a private Learjet to shoot both film and still photos of the XB-70 flying in formation with a T-38, F-4, F-104, and an F-5 — all GE-powered jets.
The requisite approvals were obtained, and on June 8, 1966 the four Air Force test jets launched to rendezvous with the XB-70 at the end of a test event. The five-jet formation flew around the Edwards AFB airspace for about 40 minutes without incident while the Learjet got the desired footage and photos. But as the formation was breaking up to return to base, disaster struck.
The F-104 drifted left until its left wing hit the XB-70’s right wing. At that point the Starfighter flipped over and rolled inverted over the top of the Valkyrie, striking the vertical stabilizers and left wing of the bomber. The F-104 exploded, destroying the Valkyrie’s rudders and damaging its left wing. With the loss of both rudders and damage to the wings, the Valkyrie entered an uncontrollable spin and crashed into the ground north of Barstow, California. NASA Chief Test Pilot Joe Walker (who was flying the F-104) and Carl Cross (the XB-70’s co-pilot who was on his first Valkyrie flight) were killed. Al White (XB-70 pilot) ejected, sustaining serious injuries, including one arm crushed by the closing clamshell-like escape crew capsule moments prior to ejection.
The investigation concluded that Walker was unable to properly perceive his motion relative to the Valkyrie, leading to his aircraft drifting into contact with the XB-70’s wing. The accident investigation also pointed to the wake vortex off the XB-70’s right wingtip as the reason for the F-104’s sudden roll over and into the bomber. There was also a lot of CYA and finger-pointing among Air Force leadership regarding who had actually approved the “family photo,” and ultimately the punishment for improperly vetting the event fell to the lowest levels of the chain of command.
Although the remaining Valkyrie continued to fly test events, the mishap crushed any chance of the airplane being used as an operational asset. On February 4, 1969 the XB-70 flew to Wright-Patterson AFB to be made into an exhibit at the National Museum of the United States Air Force — the final flight for a powerful and visually stunning airplane the likes of which will never be seen again.
There’s a new mobile streaming app in town that’s hoping to corner the market on the white space in your day — specifically, those seven to 10 minute gaps where you’d love to be entertained. Introducing Quibi, whose name and premise are based upon giving you quick bites of big stories.
After watching some of their trailers, we can assure you: you won’t be disappointed. Spoiler alert: The release we’re looking forward to the most? We Are The Mighty’s very own show, TEN WEEKS — the first look inside U.S. Army basic combat training in two decades. Make sure you download Quibi now to know when TEN WEEKS is available.
Quibi Founder Jeffrey Katzenberg Goes Over The New Streaming Service
The daily essentials are a great way to get your news or recaps in just a few minutes. The movies in chapters and shows are equally captivating with excellent storytelling and star-studded casts.
From Reese Witherspoon narrating an animal documentary to the story behind the I Promise School with LeBron James, the cast of these shows is nothing shy of impressive. With celebrities like Jennifer Lopez, Kristin Bell, Ben Stiller, Will Arnett, Ozzy Osbourne, Jay Leno, Ariana Grande, James Corden, Zooey Deschanel, Matthew McConaughey, Tina Fey, Jack Black and the list goes on — it’s easy to see how co-founders Jeffrey Katzenberg and CEO Meg Whitman put id=”listicle-2645654109″.75B into content.
German Chancellor Angela Merkel is calling for the eventual creation of a European army, echoing a suggestion by French President Emmanuel Macron that recently angered the U.S. president.
“What is really important, if we look at the developments of the past year, is that we have to work on a vision of one day creating a real, true European army,” Merkel said in a speech before the European Parliament in Strasbourg on Nov. 13, 2018.
“A common European army would show the world that there will never again be war between European countries,” she said.
Merkel said she envisioned a European army that would function in parallel with NATO and come under a European Security Council, centralizing the continent’s defense structure.
“Europe must take our fate into our own hands if we want to protect our community,” Merkel said.
Her comments came a week after Macron called for a European army that would give Europe greater independence from the United States as well as defend the continent against such possible aggressors as Russia and China.
His comments provoked an angry response from U.S. President Donald Trump and prompted Trump to step up calls on European countries to increase their contributions to NATO.
President Donald J. Trump visits Suresnes American Cemetery to honor the centennial of Armistice Day, Paris, France, Nov. 11, 2018.
(Photo by Cpl. Kevin Payne)
On Nov. 13, 2018, after returning from a visit to France where his clash with Macron featured prominently, Trump tweeted again on the subject.
“Emmanuel Macron suggests building its own army to protect Europe against the U.S., China, and Russia. But it was Germany in World Wars One Two — How did that work out for France? They were starting to learn German in Paris before the U.S. came along. Pay for NATO or not!” Trump wrote.
Macron did not publicly respond to Trump’s latest tweet. But former U.S. Secretary of State John Kerry noted that France helped the fledgling United States win its war of independence against Britain in the 18th century and criticized Trump for “insulting our oldest ally.”
“Stop tweeting! America needs some friends,” Kerry said.
The French and German proposals to create a European army are controversial within NATO and the EU, where many member states are reluctant to give up national sovereignty on defense issues.
NATO chief Jens Stoltenberg has said “more European efforts on defense is great, but it should never undermine the strength of the transatlantic bond.”
That sentiment was echoed by U.S. Defense Secretary Jim Mattis on Nov. 13, 2018.
U.S. Defense Secretary Jim Mattis.
“We see NATO as the cornerstone for the protection of Europe in the security realm and we fully support nations doing more to carry the load,” Mattis said.
France has proposed the initial launch of a European intervention force backed by a small group of member states to handle crises in regions such as Africa, which could later be expanded into a European army.
Germany is critical of that proposal, however, as Macron would like to establish the new force outside the EU framework so as to involve the soon-to-depart Britain, which is a defense heavyweight within NATO.
The EU already has so-called battle groups to respond in crisis situations, though they have never been deployed.
Merkel’s speech came days after she announced that she will step down as chancellor when her current term ends.
The EU stands at a critical juncture, with Britain preparing to leave the bloc in March while populist, anti-EU forces are on the rise.
As head of the EU’s largest economy, Merkel has wielded considerable influence in the bloc during her nearly 13 years as chancellor.
But political wrangling at home has diminished her powers. Following months of infighting in her three-way coalition government and two disastrous state elections, Merkel announced on Oct. 29, 2018, that her current term as chancellor would be her last.
Miami-based DJ and Air Force veteran Rodrigo Arana – AKA DJ KA5 – is cooking up something special for his featured guest appearance in the USAA Lounge at BaseFEST this weekend. But don’t expect him to just cue up a list of Top 40 hits and fire them off, one after another. He approaches deejaying the way a trained specialist approaches a mission: he plans, he prepares, he drills, and then, when he’s got you captive on the dance floor, he executes.
Result: the beat drops and you lose your mind.
“I’m always about bringing those vibes that are taking you back to that certain time that was good for you [and] I’m always about trying to perfect my craft. That’s something that the military taught me: you can always do better.”
BaseFEST Powered by USAA kicked off in 2017 with two huge festival dates at Camp Lejune and NAS Pensacola, gathering over 20,000+ fans for each and creating a fun atmosphere of appreciation and support for servicemembers, their families, and friends.
(Photo by USAA)
The mission of the festival is “to provide a platform to give back to family programs on base, boost morale for troops and their families, and build strong base communities that are the backbone of our military.” Musical acts like DNCE, Dustin Lynch, Ha Ha Tonka, and DJ KA5 provide a live and lively soundtrack to a wide variety of activities, games, exhibits, and dining.
For Arana, playing BaseFEST is a chance to reconnect with his veteran family, to celebrate the military education that helped set him on the path to doing what he loves.
“Deejaying is about creating a vibe and creating a feeling. You’re painting. A different song is a different color and you’re creating a masterpiece. So by the end of the night, you step back and you look at the whole paining and you realize how you did this for somebody else.”
If you were a higher-up in the British Empire in the late 1790s, you were probably a little freaked out, and understandably so. You’d just said goodbye to the American colonies and watched the French populace rise up in bloody revolution against their monarchic government—and now French general Napoleon Bonaparte was seizing territory all over Europe and even beyond. You wouldn’t be crazy to think that the general had his eye on the British Isles next. But exactly how you expected the French armies to land on British shores… let’s just say the Brits let their imaginations run away with them a little bit.
For your viewing pleasure, we’ve collected a series of slightly bonkers popular engravings of imaginary invasion methods dating between 1798 and 1805, when the Napoleon’s troops seemed to be looming on the horizon.
Napoleon’s moving castle
This slightly histrionic plan from 1798 shows perhaps the most visually striking paranoid fantasy to come out of the period. In it, a massive windmill-propelled barge carries not only 60,000 men but also an entire castle across the English Channel.
Similarly relying on windmills for power, this illustration of an invasion raft described by a French prisoner of war (who we assume got a kick out of the credulous Brits) somehow makes even less sense than the barge above. It’s basically a fortress on a floating island. Not the most hydrodynamic contraption—and what happens if the water is choppy?
This… thing, part 2
Also from 1798 is this intricate engraving of the imaginary “Raft St. Malo,” which was likely based on the same false information as the last raft. It allegedly “was 600 feet long by 300 broad, mounts 500 pieces of cannon, 36 and 48-pounders, and is to convey 15,000 troops for the invasion of England. In the midst is a bomb-proof, metal-sheathed citadel.”
Oh look, a real boat
Dating to 1803, when hostilities broke out again after a hiatus, this print showing “A Correct VIEW of the FRENCH FLAT-BOTTOM BOATS intended to convey their TROOPS for the INVASION of ENGLAND” is a little more realistic. As the National Maritime Museum explains,
Unlike the earlier prints… with their monstrous and bizarre ‘rafts’ for transporting huge numbers of troops, this shows much more feasible vessels and appears to be based on much better founded information.
“My ass in a band box”
Not all Brits bought into the technological hype, however. The cartoon above shows a small-statured Napoleon on a donkey, sailing over to the British Isles in a decidedly non-threatening box labeled “Invasion.”
Balloons, ships, and a tunnel
Perhaps the craziest idea came from Napoleon himself, who imagined a three-pronged approach to invading Britain using hot air balloons, ships, and foot soldiers via a tunnel dug under the English Channel, as illustrated in this 1803 French engraving.
So what actually happened? None of the above. Urged on by fears of French innovation, the British government invested heavily in defense measures, including a number of forts and a massive naval blockade of the Channel. Napoleon’s attempt to piece together a big enough flotilla to break through the blockade ended up being a major flop.
On April 21, 1918, the Red Baron was killed in action.
Manfred von Richthofen, known to allies and enemies as the Red Baron, was a dog-fighting legend in a time when planes were made of wood, fabric, and aluminum.
After joining the German army as a cavalryman, the Barron quickly switched to the Imperial Air Service in 1915, and took to the skies over the western front by 1916.
Between 1916 and 1918, the Red Baron downed 80 enemy aircraft, easily surpassing all flying-ace records of the time.
While many Ace pilots of the era were known for risky and aggressive aerial acrobatics, the Baron was a patient tactician and expert marksman. He preferred to dive upon his enemies from above, often with the sun at his back. His two most famous aircraft, the Albatros D.III and Fokker Dr. I, were painted bright red to honor his old cavalry regiment.
On April 21st, while hunting British observation aircraft, the Red Baron and his squadron ventured deep into Allied French territory. They quickly got into a tussle with an Allied squadron, and the Baron began to stalk a Canadian Air Force plane.
In the heat of the chase, the Baron flew too low to the ground, and was fired upon from below. Sources differ on who fired the shot, but the kill is often credited to an Australian machine gunner using a Vickers gun.
The Baron was struck in the chest by a single .303 bullet. Even as he died, he still managed to make a rough landing. By most accounts, his plane was barely even damaged.
He was buried by Allied forces with full military honors.
Red Flag has become an icon of training exercises for pilots. No, it didn’t get the Hollywood-blockbuster treatment of Top Gun, but the main Operation Red Flag, located at Nellis Air Force Base near Las Vegas, has, arguably, become the premiere exercise in recent years.
The original idea behind Red Flag was simple: During the Vietnam War, the Air Force realized that many of the pilots they lost were downed in their first ten missions over enemy territory. So, they realized if they could simulate a war and give a pilot their first ten “missions” in peacetime, the loss rate would go down. As the low loss rates of Desert Storm, Allied Force, and the War on Terror have shown, the idea’s worked pretty well over the years.
Other countries have also taken up the idea. Israel runs a version of Red Flag, called Blue Flag, in which American units have taken part — and have had nothing but rave reviews to share afterward. The Dutch have their own version of this exercise as well.
According to Scramble Magazine, the Royal Netherlands Air Force is going to host Frisian Flag 2018. The magazine also noted that Dutch F-16 Fighting Falcons will fly alongside planes from five NATO allies: France, Germany, Spain, Poland, and the United States of America.
France is sending a mix of Mirage 2000D and Rafale multi-role fighters, Germany will send some Eurofighter Typhoons, Poland is sending MiG-29 Fulcrums and F-16C Fighting Falcons, Spain is sending F/A-18 Hornets, while the United States is sending F-15C/D Eagles from the Oregon Air National Guard. The exercise will take place in the middle of April, with privately owned, German A-4N Skyhawks (formerly of the Israeli Defense Forces) flying as the aggressors.
It sounds like this Flag could be very interesting — but we’re going to recommend the pilots stay away from a certain locally-legal product.
Each year, this five-day intensive training program, also known as Cool School, teaches over 700 servicemembers the survival skills necessary to fight back against nature and survive in the Arctic.
“Mother nature does not like you in this situation,” Survival Instructor Staff Sgt. Seth Reab, tells his students in the morning freeze. “She’s violent. She’s harsh. Your job is to survive until help comes; her job is to find a way to take your life.”
The Air Force’s Cool School, which brings in more than 700 participants every year across all service branches, takes place outside Eielson Air Force Base, deep inside Alaska. Temperatures average about 30 degrees below zero.
At the start of the course, all participants are given the emergency equipment they would have depending upon what plane they would be flying.
The emergency equipment usually works. But everything else in the Arctic will try to kill the participants. This includes subzero temperatures …
… and even dehydration. Despite the abundance of snow, it is extremely difficult to drink enough water under harsh Arctic conditions.
One of the first things students are taught is to harvest snow in parachutes, in order to melt it down for water.
This supply of snow can then be moved into tin cans, in which the snow can be mixed until it melts enough to easily drink.
Warmth is just as important as water. Students are taught to find tender wood with which to build a fire.
In Cool School, students are taught the ideal way to split wood into longer thin splints that will burn more easily and evenly.
Servicemembers learn to create sparks with a metal match. Though somewhat antiquated, metal matches can be used indefinitely.
Once students create a fire, it can be used for signaling, heat, and food preparation.
Students also learn more basic practical skills — they have to change socks in order to keep feet dry so as to avoid hypothermia.
On the first night of school, students are taught to create open primitive shelters that provide little insulation from the elements.
Staff Sgt. Joseph Reimer unpacks his duffle bag during the first night of arctic field training near Eielson Air Force Base, Alaska. The course is five days in duration with instruction in familiarization with the arctic environment, medical, personal protection, sustenance and signaling. Reimer is an explosive ordnance disposal technician assigned to the 354th Civil Engineer Squadron
During the second day, instructors teach students to make more complex A-frame shelters out of wood and a parachute or tarp.
Airman 1st Class Ray Simon prepares the cover for his thermalized A-frame shelter during arctic survival training at Eielson Air Force Base, Alaska. The A-frame shelter is designed to keep the survivor warm and dry to endure harsh arctic nights. Simon is a 3rd Maintenance Support Squadron crew chief.
The A-frame is then covered with almost a foot of snow to provide insulation.
Airman 1st Class Ray Simon looks out of his thermalized A-frame tent during Arctic Survival School training. The thermalized A-frame is designed to keep survivors warm and dry in arctic environments. Simon is a 3rd Maintenance Support Squadron crew chief and also a member of a crash disable damage recovery team responsible for retrieving downed aircraft in emergency situations.
Another vital principle of survival students learn is how to create an effective signal fire by placing a flare inside a base of kindling and smoke-generating tree limbs.
Staff Sgt. Seth Reab ignites a flare in the middle of tender wood to create a smoke signal during a field training lesson at Eielson Air Force Base, Alaska. The signal flare can be seen for up to 10 miles away and much further when rescue help is coming through the air. Reab is an Air Force Arctic Survival School instructor assigned to Det. 1, 66th Training Squadron at Eielson AFB.
Next to the smoke signal, students create a giant letter ‘V’ to alert passing pilots that they are in need of rescue.
You can watch a recap of the Arctic Survival School below.
Australia passed sweeping foreign interference laws on June 28, 2018, that have been one of the most contentious pillars of deteriorating relations with China in recent months.
The laws broaden the definition of espionage and ban foreign agents from influencing politicians, civil society organizations, media, and ethnic groups. Individuals will also be required to register if they’re acting on behalf of a foreign power. Some offenses covered by the laws are punishable by up to 20 years in prison.
“Foreign powers are making unprecedented and increasingly sophisticated attempts to influence the political process, both here and abroad,” Prime Minister Malcolm Turnbull said when he introduced the laws in December 2017, though he made a point of saying he was not speaking about any one country.
But shortly afterwards Turnbull cited “disturbing reports about Chinese influence” and called out an Australian politician for being a “clear case” of someone who took foreign money and then allegedly promoted China’s political views.
In response, China’s Foreign Ministry spokesman Geng Shuang said its government had made a “serious complaint” with Australia and that the claim of foreign interference “poisons the atmosphere of the China-Australia relationship.” The sensationalist state-run Global Times reportedly carried an editorial claiming “[Australia] is beginning to look like a piece of chewing gum stuck to the bottom of China’s shoe.”
And in June 2018 a spokesman for China’s foreign ministry answered questions about the laws by saying: “We hope that all countries could cast off Cold War mindset and strengthen exchanges and cooperation on the basis of mutual respect and equal treatment.”
It’s not the first time the idea of the Cold War has been invoked in discussion around Australia’s current national security.
Duncan Lewis, director-general of the Australian Security Intelligence Organisation (ASIO), recently told a parliamentary hearing that that espionage and interference activities have reached new and dangerous heights.
“The grim reality is that there are more foreign intelligence officers today than during the Cold War, and they have more ways of attacking us,” Lewis said.
Though the federal government had remained hush on the classified report that spurred its foreign interference laws, a number of media outlets have reported that a year-long inquiry found attempts by the Chinese Communist Party to influence Australian politics at all levels. The report also described China as the country of most concern to Australia.
The military has very talented photographers in its ranks, and they constantly attempt to capture what life as a service member is like during training and at war. This is the best of what they shot this week:
Airmen push down on the wing of a U-2 after its landing at Royal Air Force Fairford, England, June 9, 2015. If the aircraft lands slightly off balance, it has the potential to tilt to one side or another.
U.S. Air Force Senior Airman Talon Leinbaugh, 66th Rescue Squadron aerial gunner, conducts aerial surveillance in an HH-60G Pave Hawk over the Pacific Ocean during Angel Thunder 2015, June 11, 2015. Angel Thunder is hosted by the 355th Fighter Wing at Davis-Monthan Air Force Base, Ariz., but many flying operations will extend throughout Arizona, New Mexico and California.
Soldiers from the Japan Ground Self-Defense Force (JGSDF) cast a line from a combat rubber raiding craft to Sailors in the well deck of the amphibious transport dock ship USS Green Bay (LPD 20) during combined training with the 31st Marine Expeditionary Unit (31st MEU).
The U.S. Navy flight demonstration squadron, the Blue Angels, perform the Diamond 360 maneuver at the Ocean City Air Show. The Blue Angels are scheduled to perform 68 demonstrations at 35 locations across the U.S. in 2015.
Paratroopers, assigned to the 173rd Airborne Brigade, rehearse amphibious landings aboard British Navy landing craft as part of Exercise BALTOPS 2015 in Ravlunda, Sweden.
Falling in style. Gunnery Sgt. Eddie Myers, parachute safety officer assigned to Detachment 4th Force Reconnaissance Company, parachutes from a UH-1Y Venom helicopter during airborne insertion training at the flight line aboard Marine Corps Air Station Kaneohe Bay.
Mud bath. Marines and Sailors competed in the 2015 Commanding General’s Cup Mud Run at Camp Pendleton, California.
Just a few months ago, the Coast Guard officially stood up its 22nd rating, the dive rating for enlisted members and dive specialty for chief warrant officers.
More than 1500 service members have lost limbs in the wars in Iraq and Afghanistan since 2001.
For those faced with this traumatic injury, the Department of Defense medical system has adapted in the last 20 years to speed up the recovery process and improve prosthetics.
“Our patients have challenged us by wanting more,” said Col. (Dr.) Mark Mavity, Air Force Surgeon General special assistant for Invisible Wounds and Wounded Warrior Program. “One of the unfortunate truths of war is that medicine does advance based on the large numbers of our service members who become injured.”
About 1.8 million Americans are living with amputations. The psychological challenges patients battle every day can be harsh. For most people, losing a limb profoundly impacts every aspect of their life: mentally, physically and spiritually. A strong support system can be vital to recovery and returning to duty.
Capts. Christy Wise and Ryan McGuire can attest to this. Both Wise, a C-130 pilot, and McGuire, a C-17 pilot, lost a limb and credited their support systems with helping them continuing their service and remain flying.
“In April of 2015, I was stationed at Moody Air Force Base, Georgia. I had been flying for a couple years and had just got back from a deployment,” Wise said. “I was in Florida … out on my paddle board, just behind my best friend’s house, and I was hit by a hit-and-run boat driver. My boyfriend at the time used his t-shirt and made a tourniquet to save my life.”
A couple on a fishing boat saw it all happen and transported Wise to medical care. She lost 70 percent of her blood in approximately three minutes.
Lucky to be alive, Wise said she thought about McGuire, who in 2009, while in pilot training at Laughlin AFB, Texas, lost his leg returned to flying C-17s. She remembered him because he was only a year ahead of her in pilot training.
It was Labor Day weekend when McGuire’s accident happened. He and some friends from pilot training were out tubing.
“There was no place to tie the tube into the boat, so we had the tube in the back of the boat, and I was holding the rope,” McGuire said. “The tube caught some air and flew out the back of the boat, and then the rope unraveled, cinched around my leg and pulled me out of the boat, slammed me into the side of the boat on the way out.”
McGuire said he flew over his friends’ heads and landed in the water. The rope then unraveled around his leg and caused traumatic rope-burn damage from his right knee down to his foot.
“I was able to get back into the back ledge of the boat that’s level with the water, and then the pain started setting in, I knew something was really wrong,” he said. “My pelvis had popped open, or fractured, and my hip had dislocated, so I was in an incredible amount of pain.”
After multiple attempts to save his foot and leg, doctors were forced to amputate below the knee.
“That was probably the lowest point of my life, just going through the amputation surgery, and losing my leg for something that seemed like it was so trivial, and not that big of an accident,” McGuire said.
Even at this low point, McGuire never doubted he wanted to return to flying. But for service members to return to duty after accidents such as these, they must be able to prove they can continue to function, while maintaining the safety of those they support.
McGuire’s unit and leadership backed the idea and began the process of returning him to duty.
“One of the things that I insisted on from the beginning, and all the commanders below me and above me insisted on, is if we’re going to do this, this isn’t a [publicity] stunt,” said Brig. Gen. Craig Wills, director of strategy, plans and programs for Pacific Air Forces.
Wills was the operations group commander at Laughlin AFB when the accident happened. He believes McGuire’s character, and the support he received, was the key to his recovery and return to duty.
“I think this story shows that we have great squadron commanders out there, and in my mind, the squadron commanders involved were the key to this thing,” he said. “Because they never stopped believing in [McGuire], they never stopped for one minute trying to think of a way to help this Airman succeed.”
One of the things McGuire had to prove was that he could stop the airplane with a prosthetic leg and that he could control it without any additional risk.
McGuire also appeared before a board. But even here he wasn’t alone. His squadron commanders and some classmates also flew to San Antonio to testify on his behalf.
“It was amazing for me as the group commander to just look around see all these gentlemen that were lining up to support Ryan,” Wills said.
In 2010, McGuire received word from the medical board that he was cleared to return to pilot training.
Now, several years later, Wise was in the back of an ambulance worrying about her Air Force career.
“I remember laying in the back of an ambulance thinking, ‘I can’t feel my leg, this is not good,'” Wise said. “But worst-case scenario, ‘Ryan did it, I can do it.'”
Wise’s injuries were so severe her leg had to be amputated above the knee.
But before she even left the hospital Wise said the support from her unit and other Airmen had already commenced. She even received phone calls from other amputees wanting to help.
“They would say, ‘Hey, when you’re ready to talk, I got back to flying, we’ll tell you the steps, you can do it, don’t doubt it,'” Wise said.
So, like McGuire, Wise put in the work and proved she could still fly.
“And now I’m here, I’m at Davis-Monthan Air Force Base [Arizona] back on flying status, back to my job and loving it,” she said.
McGuire’s injury may have paved the way for Wise to return to duty, but it is not what helped her regain her flying status.
“That’s when I realized how much support I really had from my unit, from the Air Force, from my family, from my friends,” she said. “I mean, half of my base showed up in the hospital room the next day in Florida. So it’s weird, because it’s such a dark chapter, but such a good chapter too.”
Edwards Air Force Base in California certainly has its fair share of oddball aircraft and eccentric pilots.
But a dude flying a top-secret airplane in a monkey suit?
In 1942, Bell aircraft was developing its P-59 Airacomet, the first jet engine fighter designed by the United States. And although it never saw action, it was an important step in the development of U.S. air power.
It was also a top-secret project at the time. The British had a jet fighter airframe in development since 1941 as did the Nazis.
It was so secret, in fact, that when the P-59 was taxiing, airmen put a fake wooden propeller on her nose so onlookers wouldn’t notice anything odd about the aircraft.
In the air, however, it was a different story. Pilots flying the usual piston-driven aviation engine would report back to base with sightings of a fast-moving plane without a propeller. They also said the plane was flown by a “gorilla, wearing a derby hat, waving a stogie at them.”
The Chief test pilot for Bell Aircraft was Jack Woolams. By the time Bell was testing its P-59 design, Woolams had already served 18 months in the Army Air Corps. He was the man behind the gorilla mask.
Other pilots who were exposed to Woolams’ prank were convinced by Air Force psychologists that they hadn’t really seen the gorilla flying the plane, “because everyone knows you can’t fly without a propeller.”
Woolams was also the first person to fly a fighter aircraft coast-to-coast nonstop and set an altitude record in 1943. Woolams died preparing for an air show in 1946, but he was a man ahead of his time — a harbinger of the nonstop, record-breaking, years of air power development to come for test pilots in the 1950s and 1960s.