A highly decorated Army Special Forces soldier pleaded guilty to charges of drug trafficking conspiracy, admitting he attempted to smuggle nearly 90 pounds of cocaine from Colombia to Florida aboard a military aircraft in August 2018.
Master Sgt. Daniel Gould first smuggled 10 kilograms of the narcotic in early 2018, according to the US Attorney’s statement. A co-defendant in the trial traveled to Colombia with the payment for the first load, which Gould then placed in a gutted-out punching bag.
According to a report by the Panama City News Herald, Gould had a driver transport the cocaine to Bogota, where it was placed on a military aircraft and transported to the US. The cocaine was then distributed in northwest Florida, according to the US Attorney’s statement. Gould was assigned to 7th Special Forces Group, an Army command garrisoned at Eglin Air Force Base in the same region.
Master Sgt. Daniel Gould.
(US Army photo)
The conspirators reinvested the money from the first load, sending about ,000 back to Colombia on another military aircraft. Then, in early August 2018, Gould returned to Colombia to retrieve the second load of cocaine.
Using the same method, Gould hid 40 kilograms — nearly 90 pounds with a street value over id=”listicle-2625024194″ million, according to US attorneys — in the punching bags. The cocaine was discovered at the US Embassy in Bogota on August 13, 2018, when the bags went through an X-ray. Gould had already departed Colombia when the drugs were discovered, and was waiting in Florida to retrieve them.
Gould recently separated from the Army, according to the Herald. The Green Beret received the Silver Star, the nation’s third-highest military award for valor, for combat action in Afghanistan in 2008.
One of Gould’s co-defendants, 35-year-old Henry Royer, pleaded not guilty to the same charges of drug trafficking, according to the Herald. A third man, Colombian national Gustavo Pareja, has also been indicted.
Gould will be sentenced on March 12, 2019; he faces 10 years to life on each count of conspiracy.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The US military is developing a new, longer-range air-to-air missile amid growing concerns that China’s advanced missiles outrange those carried by US fighters.
The AIM-260 air-to-air missile, also known as the Joint Air Tactical Missile (JATM), is intended to replace the AIM-120 Advanced Medium Range Air-to-Air Missiles (AMRAAM) currently carried by US fighters, which has been a go-to weapon for aerial engagements. It “is meant to be the next air-to-air air dominance weapon for our air-to-air fighters,” Brig. Gen. Anthony Genatempo, Air Force Weapons Program Executive Officer, told Air Force Magazine.
“It has a range greater than AMRAAM,” he further explained, adding that the missile has “different capabilities onboard to go after that specific [next-generation air-dominance] threat set.”
Russia and China are developing their own fifth-generation fighters, the Su-57 and J-20 respectively, to compete against the US F-35 Lightning II Joint Strike Fighter, and these two powerful rivals are also developing new, long-range air-to-air missiles.
The Sukhoi Su-57.
In particular, the US military is deeply concerned about the Chinese PL-15, an active radar-guided very long range air-to-air missile (VLRAAM) with a suspected range of about 200 km. The Chinese military is also developing another weapon known as the PL-21, which is believed to have a range in excess of 300 km, or about 125 miles.
The PL-15, which has a greater range than the AIM-120D AMRAAM, entered service in 2016, and last year, Chinese J-20 stealth fighters did a air show flyover, during which they showed off their weapons bays loaded with suspected PL-15 missiles.
J-20 stealth fighters of PLA Air Force.
Genatempo told reporters that the PL-15 was the motivation for the development of the JATM.
The AIM-260, a US Air Force project being carried out in coordination with the Army, the Navy, and Lockheed Martin, will initially be fielded on F-22 Raptors and F/A-18 Hornets and will later arm the F-35. Flight tests will begin in 2021, and the weapon is expected to achieve operational capability the following year.
The US military will stop buying AMRAAMs in 2026, phasing out the weapon that first entered service in the early 1990s for firepower with “longer legs,” the general explained.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
President Donald Trump is ordering the Pentagon to create the first new US military service branch in seven decades to establish “American dominance in space,” and while experts quickly knocked the idea as premature — there’s no doubt that space is a warfighting domain.
Satellites power GPS, which powers most civilian navigation and US military equipment. Satellites also time stamp transactions at US stock exchanges. Commercial satellites also relay internet, telephone, and radio communciations. The US, without its space assets, could suffer societal collapse at the hands of its rivals before a single terrestrial battle is fought.
For this reason, experts assess that space absolutely has become a warfighting domain, and one that may soon see lasers on space ships duking it out in a war above the clouds.
How a space war would go down
(U.S. Navy photo)
“If there was a war between a US and a China, for example, each side would likely try to take away the commanding heights of space from each other,” Peter W. Singer, a strategist at non-partisan think tank New America and the author of “Ghost Fleet: A Novel of the Next World War,” told Business Insider.
But instead of starships chasing each other in dogfights and “Star Wars” like duels in zero gravity, Singer said that most of a space fight would actually take place on plain old earth, though lasers are on the table.
The US and its adversaries would fire missiles at their adversary’s satellites powering navigation and trade, possibly from traditional land launchers or from ships at sea. The US has plans to streamline the launching of satellites, and hopes any future space attacks can be thwarted by quick, cheap launches of constellations of small satellites.
Singer pointed out that the US has observed Russian “killer or kamikaze satellites” maneuvering out in space in ways that suggest they could attack or block US satellites.
“They also might be using directed energy of some kind to either blind or damage a satellite. That directed energy might be laser, ground based or space based,” said Singer.
The real fighting is still on earth
(U.S. Air Force photo by Technical Sgt. Cecilio Ricardo)
But much of the fighting wouldn’t be as flashy as space-fired lasers knocking out killer satellites, instead, it would likely take place in a “cross between space and cyber” warfare, according to Singer.
US and rival cyber warriors would start “trying to go after the communication links between space and earth on the ground. They might be trying to jam or take control of the satellites,” he said.
An investigation into events that led to the reliefs of the commanding officer, former executive officer and command master chief of the guided missile destroyer USS Bainbridge earlier this month implicated 15 other officers and senior leaders on the ship in the scandal.
Cmdr. Sean Rongers, Cmdr. Brandon Murray, and Command Master Chief Richard Holmes, were relieved April 7 by Destroyer Squadron 28 commander Capt. Richard Brawley after an investigation found fireworks were being stored aboard the Bainbridge in violation of Navy instructions and unlawful gambling was taking place among officers, officials said.
A 149-page preliminary inquiry report released to Military.com through a Freedom of Information Act request found the ship’s leaders also failed to get a pregnant officer transferred off the ship in keeping with Navy policy, conducted certain ship maneuvers that endangered gear, and encouraged relaxed uniform guidelines under long underway periods with the sale of “no-shave chits.”
A command climate survey also obtained by Military.com dating from February also found that the ship’s top officers presided over a command marked by exeptionally poor trust in leadership and leadership and organizational cohesion.
According to the February investigation, Rongers, the commanding officer, directed the purchase of just under $1,500 worth of fireworks for a July 4 display aboard the Bainbridge, using funds from the ship’s morale, welfare and recreation account. In April 2015, Rongers directed a subordinate to purchase the fireworks, knowing that the ship had conducted a similar fireworks display in 2013.
The subordinate, whose name is redacted in the report, negotiated a deal with the company Phantom Fireworks to buy the pyrotechnics. An overnight trip was made to purchase the goods, which included fireworks with names like “The Beast Unleashed” and “Swashbuckler 72-shot.”
Some of the fireworks purchased were not available for sale in Virginia, the investigation shows. Then, while the ship was operating in the Virginia Capes area, near Virginia Beach, Rongers dispatched rigid-hulled inflatable boats to pick the fireworks up at Rudee Inlet in a late-night operation.
Rongers told investigators that the fireworks were brought aboard via late-night boat operations in order to avoid force protection measures or other regulations that might have prohibited them coming through the main gate when the ship was pierside in Norfolk, Virginia. He also said he checked with another officer about the legality of using MWR funds for fireworks and got the all-clear. The officer, whose name is redacted in the investigation, denied that Rongers had checked with her.
The fireworks were stored in black trash bags in the ship’s pyro locker, near its barbershop. Ultimately, however, officials from Destroyer Squadron 28 got wind of the fireworks plan when a prospective weapons officer from the Bainbridge raised concerns, saying he had already confronted Rongers and Murray, the executive officer about having them stored aboard ship.
Rongers had the fireworks removed from the ship and loaded into his own car. The MWR funds used to purchase them were never reimbursed, however.
Investigators found that Rongers and Murray failed to do the research needed to ensure the fireworks purchase and display were legal. They violated MWR policy prohibiting funds from being used to pay for “hazardous activities,” according to the report, and Rongers “rationalized” his actions because a fireworks display had taken place before, even though Navy policy prohibits fireworks being stored aboard ship and transported the way that they were.
Rongers did not immediately respond to a request for comment from Military.com.
The gambling accusations stem from a weekly Friday night officers’ poker game that took place in the Bainbridge officers’ wardroom with Rongers and Murray’s consent and participation during the ship’s 2015 deployment. There was a $10 buy-in, and participants played with chips in lieu of money and kept scores and money owed written on a piece of paper.
Concerns arose after an officer was asked to pay a buy-in fee she claimed she was never informed about. A legal officer approached Rongers and Murray with doubts about the legality of the command-sanctioned game, according to the report, but they dismissed these concerns, saying no one was forced to play.
Ultimately, the game was temporarily closed down and replaced by a non-gambling game night with activities like Uno and Risk. However, the game started up again later in the deployment, investigators found.
The investigation also revealed a booming business: the purchase of “no-shave chits” which allowed Navy personnel to grow facial hair or, if female, to wear their hair in a ponytail during long periods underway. At $30 a pop, the MWR raised nearly $12,700 on a single deployment from sale of the chits, the investigation found. The ship’s leaders sanctioned this practice, and Rongers even purchased a chit at one point, documents show. While the practice of selling the chits is fairly common, investigators found, it is not permitted by policy.
Bainbridge leadership also fell afoul of policy when an officer became pregnant. Though regulations stipulate that pregnant sailors need to be transferred off-ship by the 20th week of pregnancy, she was not transferred until some five weeks after that deadline, even though the report shows she repeatedly brought the matter to the attention of her chain of command. Moreover, Murray waited until January 2016 — past the pregnancy’s 20-week point — to inform the ship’s placement officer of the need to transfer the officer, even though he was aware of the situation in November, the investigation found.
Finally, Rongers’ handling of the Bainbridge on breakaways following underway replenishment caused alarm among sailors and led to the loss of some gear, the investigation found. On multiple occasions, witnesses testified, Rongers would conduct the breakaways at high speed, before personnel and gear were secured. In one case, sailors ordered to clear the deck could hear items tumbling around as the ship broke away. Two aluminum drip pans were lost over the course of the deployment, and one “killer tomato” or inflatable naval gunnery target, was struck loose by the wind, but was ultimately recovered.
Investigators faulted many other officers for failing to take appropriate action in light of the improper behavior taking place aboard the Bainbridge. While Rongers and Murray were advised they were suspected of violating articles 92 and 133 of the Uniform Code of Military Justice, violation of a general order and conduct unbecoming of an officer and gentleman, respectively, 16 others were cited on suspicion of dereliction of duty or violation of a general order.
These include the ship’s chief engineer, the supply corps officer, the weapons officer, the force protection officer, the recreational services officer, the Tomahawk leading chief petty officer and others, though the names of these individuals were redacted.
Investigators recommended that Rongers face non-judicial punishment for directing a subordinate to illegally transport and store fireworks. They also recommended that the ship’s chief petty officers ensure sailors are taught lessons on “misplaced loyalty” with regards to the fireworks incident, since many aboard ship were found to have covered for leadership, rather than adhered to policy.
While the investigation does not cover how problems with the ship’s command affected the rank-and-file, a command climate survey from the time reveals troubling trends. Fifty-three percent of sailors on the Bainbridge rated their trust in leadership unfavorably, according to the survey. On leadership cohesion, 63 percent of sailors gave unfavorable ratings, and 47 percent of sailors rated organizational cohesion unfavorably. Organizational processes received a 52 percent unfavorable rating, and 42 percent of sailors rated their job satisfaction unfavorably.
A spokesman for Naval Surface Force Atlantic, Lt. Cmdr. Myers Vasquez, said Rongers, Murray and Holmes remain assigned to SURFLANT in Norfolk. Vasquez said the administrative process was still ongoing for the sailors named in the investigation and declined further comment.
Jan Mayen is north of Iceland and between Greenland and Norway, the latter of which administers and supplies it with regular flights by C-130 aircraft.
It has been used for centuries for whaling, hunting, and, more recently, meteorological monitoring. During the Cold War, it was a base for communications and navigation systems. Though it doesn’t have a usable port, its airfield can be used for research and search and rescue.
The island is also above the Arctic Circle and, the release noted, “along sea-routes connecting Russia to the Atlantic Ocean.”
The assessment and survey took place from November 17 to 24, but the squadron “spent several months working with the host nation to find the optimal time” to do it, US Air Forces Europe said in an email.
The visit by the survey team was its first airfield assessment there, and before the survey, US aircraft could not land there.
“The 435th CRS was there to conduct a landing zone survey and assessment so C-130J Super Hercules aircraft can land at the Jan Mayen airfield in order to provide transport and resupply to the station located there,” US Air Force Staff Sgt. Kyle Yeager, a member of the squadron, said in the release.
Members of the 435th Contingency Response Squadron conducting a landing-zone survey.
(US Air Force/Staff Sgt. Kyle Yeager)
The 435th CRS is the “unit of choice” for these airfield surveys because of its “cross-functional makeup,” comprising more than 25 Air Force specialties that train together for unique challenges, Air Forces Europe said.
Its members were joined by members of the 435th Security Forces Squadron, which was there to do “a security assessment of the airfield to ensure that it met Air Force security requirements for C-130 operations,” said Tech. Sgt. Ross Caldwell, a member of that squadron.
“We must be trained and certified on many different tasks to counter any threat and survive in any environment we are tasked to operate in,” Caldwell said.
“If the [Contingency Response Group] goes, we go,” Caldwell added, referring to the US Air Forces Europe unit that assesses and opens air bases and performs initial airfield operations.
Gunner’s Mate 1st Class Christopher Carlson watches the Royal Norwegian navy frigate Thor Heyerdahl pull alongside the USS Harry S. Truman in October 2018.
(US Navy/Mass Comm. Specialist Seaman Joseph A.D. Phillips)
The Norwegian Sea in particular has also gotten more attention, as Russia’s growing submarine fleet — which is far from the size of its Cold War predecessor but much more sophisticated — would need to traverse it to get to the Atlantic.
The USS Harry S. Truman became the first US carrier to sail above the Arctic Circle since the 1990s when it arrived in the sea in late 2018 for Trident Juncture, NATO’s largest exercise since the Cold War.
Navy ships carrying Marines to the exercise first stopped in Iceland, where the Navy has spent millions refurbishing hangars at Naval Air Station Keflavik to accommodate more US Navy P-8 Poseidons, considered the best sub-hunting aircraft out there. P-8s will visit Keflavik more often, but the Navy has said it’s not reestablishing a permanent presence, which ended in 2006.
In November, the Navy publicized visits by surface ships and submarines to Norway for exercises, tweeting photos of the nuclear-powered attack sub USS Minnesota loading MK-48 torpedoes at Haakonsvern naval base in Bergen.
That deployment also saw B-2s fly into the Arctic, performing “an extended duration sortie over the Arctic Circle” in early September. US Air Forces Europe called it the B-2’s “first mission this far north” in Europe.
While the Jan Mayen airfield may be able to handle cargo and mobility aircraft like the C-130J, strategic bombers like the B-2 or the B-52, which also flew into the Arctic in late 2019, may not be able to operate there.
But it’s always better to have more places to land.
“You’ve got Fairford, you’ve got Keflavik, you’ve got other places … It’s not just one spot that if you crater the runway that’s it,” Jim Townsend, an adjunct senior fellow at the Center for a New American Security and a former Defense Department official, told Business Insider after the B-2s visited Iceland last year.
US Air Force fuel-distribution operators conduct hot-pit refueling on a B-2 Spirit bomber at the Keflavik air base in August.
(US Air Force/Senior Airman Thomas Barley)
Jan Mayen’s airfield “would add another option in that region, and the surveys are often a critical piece of the Global Air Mobility Support System, ensuring unfamiliar airfields are safe to land for a variety of Air Force mobility aircraft,” US Air Forces Europe said in its email.
During the Cold War, Iceland sat in the middle of the Greenland-Iceland-UK gap, through which Russian subs would have to pass to reach the North Atlantic. Russian submarines’ newfound ability to strike cities and infrastructure in Europe with sub-launched missiles has led to arguments that NATO needs to operate farther north, closer to the Barents Sea, to keep an eye on them.
Jan Mayen is closer to the Barents — but if there’s a role it could play in operations up there, the US military isn’t saying.
“It would be inappropriate for us to speculate about possible future operations by US or partner nation forces,” US Air Forces Europe said when asked about the island’s future.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The USS John F. Kennedy, the second of the Navy’s Gerald R. Ford-class advanced nuclear-powered aircraft carriers, reached 70% completion in late February 2018, according to shipbuilder Huntington Ingalls.
Like the first-in-class Gerald R. Ford, the Kennedy’s construction is being done with a modular technique, in which smaller parts of the ship are welded together to form larger chunks, called superlifts, that are then hoisted together.
The latest construction milestone came when crews at Huntington Ingalls’ Newport News Shipbuilding dropped an 888-ton superlift — a 171-foot long, 92-foot wide section composed of berthing areas, electrical-equipment rooms, and workshops — into place between the carrier’s bow and midship.
Below, you can see footage of the superlift being moved into place by the company’s 1,157-ton gantry crane at Dry Dock 12.
The latest superlift took 18 months to construct and it “represents one of the key build-strategy changes for Kennedy: building superlifts that are larger and more complete before they are erected on the ship,” Mike Butler, the program director for the Kennedy, said in a Huntington Ingalls press release.
Construction on the Kennedy started in February 2011, with the “first cut of steel” ceremony at Newport News. The ship’s keel was laid in August 2015, and it hit the 50%-constructed mark in June 2017, when crews moved the 1,027-ton lower-stern section — containing rudders, tanks, steering-gear rooms, and electrical-power-distribution rooms — into place.
“We are pleased with how construction on the Kennedy is progressing, and we look forward to additional milestones as we inch closer to christening of the ship,” Butler said in the February 2018 release. The Kennedy is set to launch in 2020.
Like the Ford, the Kennedy contains an array of advanced features, including the Electromagnetic Launch System and Advanced Arresting Gear, both of which assist with launching and landing aircraft. (The Ford lacked one notable feature: urinals.)
The Ford, however, was delivered to the Navy two years later than planned and cost about $12.9 billion — 23% more than originally estimated.
The Government Accountability Office warned in summer 2017 that the $11.4 billion budget set for the Kennedy was unreliable and didn’t address lessons learned during the building of the Ford. The Pentagon partially agreed with those conclusions.
In August 2017, Huntington Ingalls completed the first-cut-of-steel ceremony for the third Ford-class carrier, the USS Enterprise.
In other words, Mattis wants a full examination of all the hours of burdensome, irrelevant training service members have to undergo before deployment.
“I want to verify that our military policies also support and enhance warfighting readiness and force lethality,” Mattis said.
Mattis also asked for a review into what should be done about permanently non-deployable service members.
The memo states that the review will be headed by a working group under the Pentagon’s undersecretary for personnel and readiness, a position currently occupied by Anthony M. Kurta. While President Donald Trump recently tapped Robert Wilkie for the job, Wilkie has not yet been confirmed by the Senate.
Mattis has recently involved himself in various personnel issues, particularly by encouraging Congress to block an amendment by GOP Rep. Vicky Hartzler to the annual defense budget bill that would have prevented Department of Defense funds from being used to pay for transgender medical treatments. Hartzler’s amendment failed after 24 Republicans voted against it.
Recommendations from the new review Mattis has set in motion are due by Dec. 1, 2018.
“But you’re right, we have a politically correct military and it’s getting more and more politically correct every day. And a lot of the great people in this room don’t even understand how it’s possible to do that.” he said.
On Dec. 19, 2017, B-52 Stratorfortress (60-0051), with the 93rd Bomb Squadron/307th BW AFRC was about to land at Barksdale AFB, Louisiana, when the crew heard something that sounded like a thud coming from the outside of the bomber. The aircraft landed safely, but once on the ground the crew discovered that the sound they heard was actually a lightning strike that tore a person-sized gash completely through the tail of the aircraft.
“Close encounters” between civil and military aircraft and lightnings occur every now and then around the globe.
In the 1980s, some F-16 Fighting Falcon jets were lost after being struck by lightinings. In one case, the lightning ignited the vapors in the empty centerline tank, which exploded causing extended damage to the aircraft’s hydraulic system.
Since lightning strikes are quite rare (1 event each year on average) these are seldom a real risk to military or civil aviation.
Furthermore, planes are shielded by a so-called Faraday Cage made by a conducting material, that blocks out external static electrical fields: charges redistribute on the conducting material and don’t affect the cage’s interior.
All commercial and mil planes have to meet several safety lightining-related requirements to get the airworthiness certifications required in the U.S. and Europe. For instance, they must be able to withstand a lightning strike without suffering significant airframe damage, without any possibility of accidental fuel ignition in the tanks and preserving the avionics and systems failures induced by the electromagnetic field created by the electrical charges of the lightning.
After assessing the damage, it was determined that the tail was damaged beyond repair and would have to be replaced: a large-scale, and uncommon, repair.
The B-52 is equipped with a lightning arrester designed to mitigate damage from lightning strikes, but this one was too strong even for the jet’s safeguards. “We see a handful of strikes every year, but out of all the maintainers we have, no one had seen lightning damage that bad,” said Lt. Col. George P. Cole, III, 307th Maintenance Squadron commander in a public release.
“I’ve been with the unit for fifteen years and this is the first time we have had to change a tail,” said Senior Master Sgt. Michael Nelson, 307th MXS flight maintenance superintendent. “We only had one other maintainer on our team that has ever changed one.”
According to the U.S. Air Force, Master Sgt. Eric Allison, 307th MXS B-52 aircraft mechanic, was the only maintainer on the eight person team with experience replacing a tail prior to the lighting strike. “It’s challenging because you have to position the tail just right and it is a two-thousand pound piece of metal,” he said. “It is like lining up the hinges when replacing a door,” said Tech. Sgt. David Emberton, 307th MXS B-52 aircraft mechanic. “You have to line it up correctly and the whole time it is twisting and flexing.”
Another possible obstacle was finding a replacement but instead of ordering it from the 309th AMARG (Aerospace Maintenance and Regeneration Group), the maintainers from the 307th Maintenance Squadron found that one tail was available from a retired jet.
“Having that tail on hand saved us a great deal of time because ordering it from AMARG would have taken months,” Nelson said.
So, the 307th MXS completed the works and made the B-52 available for flight operations in just a couple of weeks. Sporting a different tail reclaimed from another decommissioned B-52, still able to take to air again.
By the way, the Stratofortress has already proved it can fly with damages to the tail: actually, even with a detached vertical stabilizer, as happened 54 years ago, when a B-52H involved in a test flight lost its tail at about 14,000 feet over New Mexico. Six hours later, the civilian test pilot Chuck Fisher and his three-man crew managed to perform the first and only Stratofortress’s tailless landing.
White phosphorous, often known by the nickname “Willie Pete,” is possibly one of the oddest and most controversial weapons on military frontlines, including in American units. Its use as a chemical weapon is banned, but its use as an incendiary weapon is simply limited, and use as a signaling device is fine.
U.S. Air Force drops a white phosphorous bomb on a Viet Cong position in 1966.
(U.S. Air Force)
First, let’s look at why some weapons are illegal, especially chemical weapons. Chemical weapons work by interrupting human processes, some via very gruesome means. Mustard gas causes extreme respiratory irritation, sometimes to the point that those hit by it will develop fatal lung infections. Sarin gas can cause muscle convulsions, paralysis, and respiratory arrest. Both can permanently disfigure people.
In other words, gruesome ways to be wounded or killed.
As a chemical weapon, phosphorous can be released as a gas that is breathed in by the enemy, burning the insides of their lungs and killing them by cooking them from the inside out. Or, it can be introduced into enemy water supplies to poison them. It’s illegal to use phosphorous in either of these ways.
But phosphorous is a peculiar beast because, while there are no legally accepted military uses for sarin or mustard gas, there are accepted uses of white phosphorous, because it can also burn people externally or its white smoke can be used to screen troop movements or mark battlefield locations.
The chemical burns at about 86 degrees Fahrenheit. And, when burning, phosphorous emits 5,000 degrees of heat. So, it can spontaneously combust on a warm day, and it can easily sustain its own reaction once it gets going. If it’s cold outside, then even a small charge in an artillery shell can ignite the reaction.
Once it’s burning, phosphorous emits clouds of thick smoke. For infantry and other maneuver troops attacking an enemy position, that means phosphorous smoke can block the view of defenders trying to kill them. This use of phosphorous is completely legal. It can also be used to mark enemy positions which, again, is completely legal.
Shells from M777A2 155mm Howitzer cannons rain white phosphorous on a target during a four-day, live-fire exercise following the conclusion of Talisman Saber 13 in Australia on Aug 3, 2013.
(U.S. Marine Corps Sgt. Paul Robbins Jr.)
But if you release still-burning phosphorous into the air and get that onto people, then it’s extremely dangerous. Phosphorous, again, will continue burning as long as it’s exposed to oxygen and above 86 degrees. So, if a chunk lands on a person’s shoulder, it will stay above 86 degrees and will keep releasing 5,000 degrees of heat until it runs out of fuel or is drowned in water or mud.
But even drowning phosphorous won’t work long-term in human skin, because it will re-ignite from the body heat the moment the water stops flowing. So, in Vietnam, American troops learned to cut the chunks of phosphorous out with knives if any friendlies were hit.
This use of phosphorous is legal, as long as the shooter takes “care” to prevent exposing civilians to the weapon.
And this is the thing that some groups will point to as insane. If it’s illegal to use it as a chemical weapon, how can you use the chemical as a weapon without it being a chemical weapon?
Well, first, everything is a chemical, and pretty much all weapons that aren’t iron or stone rely on chemical reactions of some kind. Bombs are explosive chemical reactions. Napalm and other incendiary weapons rely on chemical reactions that release a lot of heat, burning the flesh of enemy troops. It’s not a chemical reaction that is banned, or the release of heat. Chemical weapon laws really only apply to those weapons which directly interact with the target’s cells.
But heating the cells up, as you would with napalm, is legal.
And that’s how white phosphorous, as an incendiary weapon, works. It’s stored safely encased, then fired against an enemy, exposing it to the air and igniting it in the process. Once the burning phosphorous hits enemy troops, it sears them. A World War II test of phosphorous smoke screens found that, when fired against mock German defenders, the smoke screen would kill or seriously wound 40 percent of the defenders before the U.S. infantry arrived to fight them.
War Dept Film Bulletin 55 White Phosphorus VS High Explosive 1943 (full)
War Dept Film Bulletin 55 White Phosphorus VS High Explosive 1943 (full)
And that’s why, as long as the weapon is legal in any context, there will be an incentive for commanders to use it. Without overhead cover, 40 percent of the defenders could be knocked out by the smoke screen. By the smoke screen. High explosive mortar rounds used in the same World War II test generated only 24 percent casualties.
Remember, the point of war is to force an enemy into submission to achieve some political goal. It’s gruesome, but it always includes humans killing humans, and explosions and burning are accepted methods of killing each other in war.
And so, the question that will confront investigators looking into Israel’s actions will be, “How was the weapon used? And did it cause undue damage to civilians?” Those are the same questions they would have to look at if a bomb was dropped on a church or hospital.
Was this a valid military act, or maybe a valid act that went awry? Or was a commander deliberately harming civilians?
A few years ago, there was a viral Facebook post about a woman getting a haircut before Memorial Day weekend. She had lost her husband in a Navy helicopter crash months prior. He died on deployment, never having met their youngest son. So, when the smiling receptionist wished her a “Happy Memorial Day” after she had buried her spouse, the words cut extra deep.
Before you tag every veteran and service member on Facebook and wish them a Happy Memorial Day, remember that, in this community, Memorial Day means something much, much bigger than the start of summer. The day feels fraught with memories of those we’ve lost, mixed with gratitude for the times we’ve had.
While it is true that every day is Memorial Day for the families of the fallen, they aren’t asking that you stay inside and wallow.
But we do owe it to them to pause. Reflect. Remember. Honor.
Gold Star wife Krista Simpson Anderson, who lost her husband, Army Staff Sgt. Michael Harrison Simpson, in Afghanistan in 2013, said, “I get upset when people scold others for enjoying the weekend or having BBQs. What do you think our service members did before they died? Mike sure did enjoy his family and friends. What better way to honor them than to be surrounded by family and friends living. But we are also so grateful for your pause and reflection as you celebrate our heroes and the lives that they lived.”
Krista Anderson and her sons pose for a photo in 2014.
(Photo by Staff Sgt. Marcus Butler)
Memorial Day and Veterans Day are different holidays with unique purposes — and unique ways to honor each.
How to honor Veterans Day
Veterans Day is the day to tag all your people, posting photos with your brother in uniform or the selfie with your bestie before he or she deployed. Veterans Day celebrates the living who served our country. Offer veterans a discount at your business. Call your favorite vet on the phone and thank him or her for their service. Attend a parade. Celebrate a veteran.
How to honor Memorial Day
Memorial Day is about remembering and honoring every single man and woman who has died for our freedoms — men and women who were mommies and daddies, sons and daughters, husbands and wives, brothers and sisters, patriots, incredible Americans and really, really great friends.
The United States Marine Band on Memorial Day.
(Photo by Spc. Cody W. Torkelson)
You want to honor and celebrate patriotism and the military this Memorial Day? Then you have to honor the complicated feelings surrounding it. Express your knowledge that this day is about remembrance.
Tens of thousands of NATO troops have converged on Norway for Trident Juncture, the alliance’s largest military exercise in nearly two decades.
The exercise officially starts on Oct. 25, 2018, but the arrival of thousands of troops and their equipment in the harsh environs of the North Atlantic and Scandinavia hasn’t gone totally smoothly.
On Oct. 23, 2018, four US soldiers were injured in a roadway accident as they delivered cargo to Kongens Gruve, Norway, in support of the exercise.
“The accident occurred when three vehicles collided and a fourth vehicle slid off the pavement and overturned while trying to avoid the three vehicles that had collided,” the US Joint Information Center said, according to Reuters.
One of the soldiers was released shortly after being hospitalized, and as of late Oct. 23, 2018, the three others were in stable condition but still under observation, according to the information center. The troops and their trucks were assigned to the Army’s 51st Composite Truck Company, stationed in Baumholder, Germany.
A US Army Stryker vehicle completes an uncontested wet-gap crossing near Chełmno, Poland, June 2, 2018.
(US Army photo by 1st Lt. Ellen Brabo)
US ships taking part have also encountered trouble.
The amphibious dock landing ship USS Gunston Hall, part of a group of ships carrying a Marine Corps contingent to the exercise, returned to port in Reykjavik, Iceland, on Oct. 22, 2018, after heavy seas caused damage to the ship and injuries to its sailors.
The US 6th Fleet, which oversees operations in the Atlantic around Europe, said the ship’s well deck and several of the landing craft aboard it were damaged. The Gunston Hall returned to port for a damage assessment, though there was no timetable for its completion, the fleet said.
The sailors who were injured received medical treatment and returned to duty.
A landing craft enters the well deck of the USS Gunston Hall to embark for Trident Juncture 2018, Oct. 3, 2018.
(US Navy photo by Mass Comm. Specialist 3rd Class Colbey Livingston)
The amphibious transport dock ship USS New York, also on hand for the exercise, also returned to Reykjavik “as a safe haven from the seas until further notice,” the fleet said.
A 6th Fleet spokesman told Navy Times that the seas were challenging “but not out of the [Gunston Hall’s] limits” and that the USS New York “will remain in port until it is safe to get underway.”
The Gunston Hall and the New York were part of a group led by the amphibious assault ship USS Iwo Jima that left the US in October 2018, carrying some 4,000 sailors and Marines.
US Marines with the 24th Marine Expeditionary Unit hike to a cold-weather training site in Iceland, Oct. 19, 2018.
(US Marine Corps photo)
It’s not clear if the absence of the Gunston Hall and the New York will affect the exercise, the 6th Fleet spokesman told Navy Times.
Trident Juncture will include some 50,000 soldiers, sailors, marines, and other personnel from each of NATO’s 29 members as well as Sweden and Finland. The drills will be spread across Scandinavia and the waters and airspace of the Baltic Sea and the North Atlantic.
Massing men and machines for such exercises rarely goes off without problems.
Maciejewski is also a 1st Lt in the Army Reserves and serves as the Executive Officer of the 303rd Military Police Company, Jackson, MI. We Are The Mighty interviewed Maciejewski following his heroic actions.
WATM: How did you feel when you arrived on the scene?
Maciejewski: I’m human just like everyone else. I have those same human emotions and feelings that everyone else has, yet, I need to set that aside. Even though I’m nervous responding to these types of calls, I can’t let the family see that. They need to have the trust in me that I’m going to make things better, that I am a professional, and I will fix the problem. If I respond in a frantic, excited manner, that creates even more chaos on the scene. Maintaining a steady calm nerve was paramount to everyone’s safety.
WATM: What was your thought process at the scene?
Maciejewski: I have many different thoughts running through my head just trying to respond to the scene, for example, what is the fastest route to the call, listening for dispatch information over the radio, operating my patrol car safely with emergency lights activated, reading dispatch notes on my computer, how am I going to handle the call when I arrive, basically creating a game plan of priorities of work in my head, are just some things I am running through my head going to high intensity calls like these.
Once on scene, however, as I saw the family rushing to my vehicle, training immediately kicked in. I recognized the baby not breathing and went through steps to clear that airway as fast as possible. In the video you can see the family all frantic, moving around me, mom grabbing my arms, however, I can’t acknowledge that commotion. I need to fix the problem at hand but simultaneously trying to console the family that everything will be ok.
WATM: What happened after you handed the baby over to the firefighters?
Maciejewski: At that point, I had already recognized the baby was crying and breathing on her own. I felt a sense of joy in me when the firefighters wrapped her in a blanket, checked her vitals in the ambulance and returned outside the ambulance with the infant in much better condition. I could see her face was no longer purple, she was gaining the color in her face back and almost appeared as if nothing happened. She was so relaxed.
After the news from the firefighters came back the baby was much better, mom collapsed to the ground again requiring us to then tend to her aid. She eventually regained consciousness and was reunited with her baby in the ambulance to both be transported to the local hospital for further evaluation. I spoke with dad who was very distraught. He just wanted to see his wife and baby in the ambulance and be with his family before going to the hospital. Once he saw they were both going to be ok, he thanked all the firefighters and police officers on scene for taking the best care of his family.
WATM: How are you feeling now? What sort of responses have you been getting from the community and beyond?
Maciejewski: I still feel a great sense of joy that everything worked out in the end. I’m being hailed as a hero across the nation, however, in my humble opinion, I was placed on that scene for a reason: to preserve life. Simply put, I was just doing my job as I was trained to do. Being in the spotlight and having so much outpouring of love and support from people across the world is something indescribable. There are Chiefs of Police from various jurisdictions across the country reaching out to thank me for a job well done.
WATM: Is there anything else you would like readers to know?
Maciejewski: Stories like this happen every day. Police officers across the world deal with these intense, life-altering situations every day, but they’re not always caught on camera. We don’t do the job for fame or seeking recognition. We take the oath, we wear the badge, to protect the citizens of our great nation.