Some uniform changes are welcome in the U.S. military (goodbye, ABUs!) and some are very much not. There are uniform features troops love because it actually makes their jobs easier. There are fabrics that are easier to wear, and there are styles that just became iconic over time. For instance, imagine if the Marine Corps suddenly changed their dress blues to an all-white uniform to match the Navy whites – there would be rioting from Lejeune to Pendleton.
That’s almost what happened when the Navy ditched the bell-bottoms on its dungarees.
That just does not look like a good work uniform.
The U.S. Navy had been sporting the flared cuffs on its work uniforms since 1817. The idea was that sailors who would be working on the topmost decks, who were presumably swabbing it or whatever sailors did up there back then, would want to roll their pants up to keep them from getting wet or dirty. Sailors were also able to get out of their uniforms faster in the event that they had to abandon ship for some reason.
When in the water, then-woolen pants even doubled as a life preserver. Now, that’s a utility uniform. In 1901, the fabric of the uniform was changed to denim, and the Navy’s dungarees were born. They still sported bell-bottom pants.
The Navy will still find ways to look absurd to the other branches, don’t you worry.
Bell-bottoms even appeared on the sailors’ dress uniform as far back as the early 19th century. The Navy got rid of the bell-bottom on its dungarees at the turn of the 21st Century, some 180 years later. In 1999, the Navy phased out the pants with flared 12-inch bottoms for a utility uniform that features straight-legged dark blue trousers. Sailors were not thrilled.
“They are trying too hard to make us look like the Coast Guard and the Air Force,” said Petty Officer Chad Heskett, a hospital corpsman on the frigate USS Crommelin. “It’s taking too much away from tradition. It will cost the Navy more to buy these new uniforms.”
By 2001, the bell-bottoms were gone.
Heskett wasn’t alone in his disdain for the new uniforms. The loss of “tradition” was echoed throughout the Navy, as is often the case with new uniforms. The Navy was adamant about the change, however, and the new utility uniforms were phased in on schedule. It turned out to be a good decision.
For tradition, the Navy will always have its crackerjacks.
The Trump administration plans to retrofit an existing facility in Jerusalem into an embassy with the goal of moving its staff there from Tel Aviv in 2019, US officials said on Jan. 18 2018.
The New York Times and Wall Street Journal quoted US officials on record, who said the State Department plans to reconfigure an existing consular facility that the US has operated out of Arnona in West Jerusalem since 1948.
Announcing the controversial move, US President Donald Trump said he planned on setting forth architects and planners to design a new facility. And his secretary of state, Rex Tillerson, has told reporters that a formal move would be at least three years off.
But Trump and his son-in-law, Jared Kushner, who is leading the administration’s peace push, have since favored an expedited timetable, the Times reported. Tillerson continues to favor a longer timeframe.
“The secretary’s primary focus is on security,” said Steve Goldstein, undersecretary of state for diplomacy and public affairs, according to the Journal report. “We will not be moving to a new facility.”
The US building girds the Green Line, which served as Israel’s border before the 1967 war.
It was the pivotal battle that most historians believe turned the tide against the Nazis for good in World War II, resulting in a cascade of defeats as the Wehrmacht beat its retreat to Germany from the Soviet Eastern Front.
But it wasn’t always that way, and in the opening months of Operation Barbarossa the German army seemed poised for a stunning victory against the Red Army.
But many believe Adolf Hitler wanted to capture the city as a thumb in the eye to Soviet leader Josef Stalin, for whom the city was renamed.
Initially, the German army was able to push well into the city, taking the Univermag department store at its center. But the Red Army dug into the city’s industrial areas along the banks of the Volga river and the battle ground down into a brutal street-by-street slugfest.
One of the Red Army’s most accomplished generals, Marshall Georgi Zhukov, hatched a plan to surround the 6th Army and cut off its supply lines. And by mid-November, the Soviets began to squeeze the Nazis inside the city.
As winter descended, the Germans were running out of food, ammunition and other supplies, and when a rescue mission launched by Field Marshall Erich Von Manstein failed to break through, the Nazi’s fate was sealed. The German forces under the command of Gen. Friedrich Paulus eventually surrendered in early February 1943.
While the Soviets lost nearly 500,000 men in the battle, the Wehrmacht surrendered 91,000 soldiers and lost nearly 150,000. (Photo via Wikimedia Commons)
It was a horrific battle waged on a titanic scale in a battlefield unlike any seen in modern times. In all, the Germans lost about 147,000 men in the battle while surrendering 91,000. The Soviets took even more catastrophic losses, with 480,000 dead and 650,000 wounded. An estimated 40,000 civilians were killed in the fighting.
“Right now, tens of thousands of National Guard members are deployed to help us fight back against COVID-19, including those in critical medical specialties. Normally, they lead ordinary civilian lives as neighbors, coworkers, coaches and parents. However, when this crisis struck, they sprang into action as citizen soldiers and airmen, putting their lives on hold — and on the line — for our safety. If you appreciate those who are doing double duty to keep us safe, this is the time to donate!
Until the tide turns and our Guard troops can return to their families full-time, this will continue to be a huge and extremely stressful deployment. The extra comforts and support the USO can provide all of our deployed troops make a world of difference. Help us bring a little home to our heroes while they fight to keep our homes safe.”
Fifty years after Neil Armstrong said, “One small leap for man, one giant leap for mankind,” during the historic Apollo 11 moon landing, one American soldier will take the next “giant leap” into space.
Col. Andrew Morgan, astronaut and Army emergency physician, is counting down to his launch for a nine-month mission aboard the International Space Station, July 20, 2019 — the 50th anniversary of the Apollo 11 moon landing.
Morgan, a Special Forces battalion surgeon with more than 20 years of military service, is the first Army Medical Corps officer to be selected as an astronaut.
Along with his crewmates, Morgan is scheduled to arrive at the ISS six hours after blasting off from Baikonur Cosmodrome in Kazakhstan, where he will serve as a flight engineer for Expedition 60, 61, and 62.
“It is a tremendous honor to launch on the 50th anniversary of the Apollo 11 mission,” Morgan said during an interview Monday from Star City, Russia. “The entire crew of Expedition 60 has been entrusted with being the torch bearers of the next generation of space exploration.”
With St. Basil’s Cathedral in Moscow’s Red Square providing the backdrop, Expedition 60 crewmember Col. Andrew Morgan, NASA astronaut and Army emergency physician, poses June 28, 2019, as part of traditional pre-launch activities.
(Photo courtesy of Beth Weissinger)
He added there is no better way to commemorate the achievements of Apollo 11 than with a mission to space with an international crew.
It will be Morgan’s first space mission. His crew members include Alexander Skvortsov of the Russian space agency Roscosmos and Luca Parmitano, an Italian astronaut from the European Space Agency.
Morgan and his crewmates will facilitate research on various projects, including mining minerals in the Solar System, looking into methods for engineering plants to grow better on Earth, and examining cells from Parkinson’s patients in zero gravity to better understand neurodegenerative diseases, according to a NASA press statement.
Morgan joined NASA as a member of the 2013 astronaut class, and was assigned his specific flight 18 months ago.
However, according to Morgan, he is a soldier first.
During the space mission, Morgan plans to pull from his military experience, where he is certified as a military flight surgeon and special operations diving medical officer.
Army Astronaut Col. Drew Morgan, NASA Detachment, U.S. Army Space and Missile Defense Command/Army Forces Strategic Command, receives the oath of office during an underwater promotion ceremony in the Neutral Buoyancy Laboratory.
(NASA Neutral Buoyancy Laboratory photo)
“I am a sum of my experiences,” Morgan said. “The Army has been a critical part of my experiences since the very beginning.”
Where he is today is because of the Army, he added.
In 1996, while a cadet at West Point, Morgan, along with his team, earned the national collegiate title for competitive skydiving. His military career also includes time with the Army’s “Golden Knights” demonstration parachuting team.
Skydiving is a “core part” of who I am, Morgan said. He added the “calculated risk taking” and entrusting his life with team members parachuting laid the foundation he needed to become an astronaut.
Shortly after parachuting, he became the battalion surgeon for the 1st Battalion, 3rd Special Forces Group (Airborne), also known as the “Desert Eagles.”
After three years serving on flight status, combat dive, and airborne status with the Desert Eagles, he was selected for a strategic operations assignment in the Washington, D.C., area, according to his NASA biography.
Col. Andrew Morgan.
“I’m a soldier, a physician, and an astronaut,” Morgan said. “I made the decision to be a soldier when I was 18, and I am very, very proud of that.”
There are a lot of similarities between military deployments and being an astronaut, he said, including time apart from his family.
Morgan’s family are no strangers to deployments. The astronaut has deployed multiple times with the Special Forces in direct combat support operations to Afghanistan, Africa, and Iraq.
Married for nearly 20 years and a father of four, Morgan said his family is ready for the upcoming mission.
They understand the makeup of the mission, he said, and “we are all in this together.”
“I want to make everybody proud,” Morgan added. “I want to accomplish my mission with a team that’s highly effective. If I can accomplish all of that and come home safely to my family, then mission accomplished.”
Before seven of the Navy’s carrier-variant F-35 Joint Strike Fighters embarked aboard the carrier USS George Washington for a third and final round of developmental testing, they completed a required ashore training period, practicing landings at Choctaw Naval Outlying Field near Pensacola, Florida.
The landings went well — maybe a little too well.
“They were landing in the same spot on the runway every time, tearing up where the hook touches down,” Vice Adm. Mike Shoemaker, head of Naval Air Forces, told an audience at the Center for Strategic and International Studies in Washington, D.C., on Thursday. “So we quickly realized, we needed to either fix the runway or adjust, put some variants in the system. So that’s how precise this new system is.”
The new system in question is called Delta Flight Path, a built-in F-35C technology that controls glide slope and minimizes the number of variables pilots must monitor as they complete arrested carrier landings. A parallel system known as MAGIC CARPET, short for Maritime Augmented Guidance with Integrated Controls for Carrier Approach and Recovery Precision Enabling Technologies, is being developed for use with the Navy’s F/A-18 E/F Super Hornets and EA-18G Growlers. Together, these systems may allow carriers to operate with fewer tankers, leaving more room for other aircraft, Shoemaker said.
Military.com reported on the implications of this new landing technology from the carrier George Washington earlier this week, as the first operational pilot-instructors with Strike Fighter Squadron 101, out of Oceana, Virginia, began daytime carrier qualifications on the aircraft. On Thursday, Shoemaker had an update on the ongoing carrier tests.
Of about 100 F-35C arrested landings were completed on the carrier, he said, 80 percent engaged the No. 3 wire, meaning the aircraft had touched down at the ideal spot. As of Monday, there had been zero so-called bolters, when the aircraft misses an arresting wire and must circle the carrier for another attempt.
“I think that’s going to give us the ability to look at the way we work up and expand the number of sorties. I think it will change the way we operate around the ship … in terms of the number of tankers you have to have up, daytime and nighttime,” he said. “I think that will give us a lot of flexibility in the air wing in the way we use those strike fighters.”
Tankers, or in-air refueling aircraft, must be ready when aircraft make arrested landings in case they run low on fuel during landing attempts. Fewer bolters, therefore, means a reduced tanker requirement.
“Right now, we configure maybe six to eight tankers aboard the ship,” Shoemaker said. “I don’t think we need … that many. That will give us flexibility on our strike fighter numbers, increase the Growler numbers, which I know we’re going to do, and probably E-2D [Advanced Hawkeye carrier-launched radar aircraft] as well.”
The F-35C’s last developmental testing phase is set to wrap up Aug. 23. MAGIC CARPET is expected to be introduced to the fleet in 2019, officials have said.
“Raven 08, Deci Tower, cleared for take-off, wind calm.”
I’m in the backseat of a Tornado IDS belonging to the 154° Gruppo (Squadron) of the 6° Stormo (Wing) from Ghedi, currently deployed to Decimomannu airbase, Italy, for the yearly training activity in the Sardinian firing ranges. The words of the controller, that I can hear quite clearly before the noise will spread through the cockpit making all the subsequent communications barely readable, have a double meaning to me: first, they give the “go ahead” to the most exciting part of my flight in a Tornado (the very first one on this kind of aircraft); second, they mark the end of the long and delicate stage of the jet flight preparation; a preparation that determines either the success or failure of the sortie from the journalistic point of view.
Italian aircraft IDS Tornado flies over a live fire range in exercise Eager Centaur II in an undisclosed location, Southwest Asia, March 14, 2016. Eager Centaur II is conducted to complete initial joint terminal attack controller training and exercise the SPMAGTF-CR-CC Fire Support Coordination Center, to include combined arms live-fire tactics, techniques, and procedures. (U.S. Marine Corps photo by Cpl. Clarence A. Leake)
A flight in a jet usually lasts between 45 and 110 minutes (longer if it includes aerial refueling, but it’s not the case): in my case, fully exploiting the (short) time available to “observe” a mission from the inside and collect all the photos and video material for both aviation magazines, this blog and its connected social networks, is paramount. A flight in a combat aircraft represents an almost unique opportunity and it is important to make the most out of it. If something in the backseat goes wrong, if a camera body fails or a lens proves to be unsuitable for the photo session, there will hardly be a second chance. In about 20 years I’ve had this opportunity quite a few times, hence here are a few suggestions based on my little (if compared to others) experience in a combat aircraft. If you are going to fly in a fast jet for the first time, because you were invited or simply because you’ve paid for a ride, maybe the following few tips will help you maximize your experience.
Even though the thrill of flying in a jet fighter is always the same, learning from the past mistakes as well as the experience gained over the years, have been pivotal to perfecting the preparation of the mission so as to minimize the risk that something unexpected can jeopardize the reportage’s success. For example, during one of my first jet flights, to have a back-up in case of problems with the main camera, I decided to put a compact camera in one of the pockets of the flight suit, the one located more or less over the right’s lower leg. Fortunately, I did not need it. In fact, I hadn’t taken into account that the anti-G suit, dressed over the normal flight suit, would have made the “emergency” camera inaccessible during the flight! Since then, I only use the pockets of the anti-G pants for all those small accessories I might need in the cockpit.
With regard to the flight gear, in addition to my mask, I always try to use my own helmet, which is also easily recognizable by the bright yellow-green checkerboard on the cover. However, this is not always possible: for instance, in the case of the Eurofighter, the aircrews have to use the specific flight equipment designed for the Typhoon flight line which differs from that used on any other Italian Air Force aircraft and includes, among the other things, a Gentex ACS (Aircrew Combat System) helmet and an EFA / ACS mask. For my flight in the Tornado, I had to use to an HGU-55G helmet, with the characteristic 154th squadron’s “red devil” symbol painted on the cover, that I was lent by the unit.
Back to the preparation of the mission, once the flight gear’s check and fitting have been completed, I think the most important thing is the inspection of the rear cockpit of the aircraft: it is essential to know how to “move” in the backseat, where to attach the GoPro so that it is both stable and reachable (to modify some settings or move it), evaluate the size of any storage compartment to see if it can be used to accommodate a camera body or lens. In fact, digital cameras have greatly simplified life in a jet: when I was still using color slide films I needed to change the rolls several times during the flight. This forced me to continuously estimate the number of photographs I could take so that I didn’t run out of shots during a maneuver: in order to replace the finished roll with a new one, it was necessary to remove the gloves, be more or less stable (that is, in level flight) and have the time to safely remove and store the used roll before inserting a new one; an operation that would take just a few seconds in other conditions but, performed in a very narrow space, strapped into the ejection seat, wearing the heavy helmet, the mask, the Secumar, etc., was, especially at the beginning, quite challenging. With the advent of digital photography, this problem has been solved.
Returning to the preparation of the flight, once understood how to move (or not move) in the rear cockpit, it is important to discuss with the crews that will take part in the mission and determine which phases of the missions will be suitable for some aerial shots. Although I have had the opportunity to arrange “pure” air-to-air photo sessions, I usually prefer to take part in missions that bring me in the aircraft’s operational environment: I am a journalist and I find it much more interesting for my readers (and for myself) to see and recount the mission from a privileged point of view, focusing on both the tactical aspects of the flight and the technical details of the employed weapon systems. This means that the time available for photography is normally reduced to about ten minutes: during the transition to the operating zone or during the RTB (Return To Base) phase.
Obviously, a sortie with well-defined operational goals leaves little room for aerobatics or formations flying in favor of light: if you are part of a 3-ship that is acting as “Red Air” in a 4 vs 3 supersonic training mission, as in my flight in the Eurofighter, the aircraft will fly towards the operational area in fighting wing, with a significant spacing from one another, and the time for close formation will be reduced to a few minutes. However, as I have already explained, I prefer a few clicks from a realistic operational situation rather than taking part in a sortie that is particularly cool from a photographic point of view, but “poor” from the operational one. Generally, “how to arrange the aircraft” and “when to take photographs” are topics discussed with the aircrews during the briefing and reviewed, if necessary, during the flight, asking the pilot in the front seat to assume a specific attitude so as to obtain a particular shot.
Dealing with the photographic equipment, in addition to the GoPro and camera, I bring with me what I need inside a large removable pocket that comes with velcro to be attached to the anti-G at the thigh: here is where I put spare batteries or extra lenses, like fisheye and zoom for the iPhone, used to take short videos or photos that complement the work of the DSLR camera. As for the camera, I strongly recommend removing any type of strap to prevent it from coming into contact with the stick, throttle or, worse, with the ejection seat handle. From 1999 to today, I have carried several camera bodies with me, but the lens I prefer in the back seat is almost always the Canon 28-135 USM, an extremely reliable, versatile and lightweight lens, more than adequate for my needs. If you do not have hundreds of flights under your belt, photographing air-to-air from the cockpit of a military aircraft is not an easy task: properly framing the other jets during some maneuvers requires some physical effort (the camera is subject to the same accelerations as aircraft meaning that in a 5 g turn the camera weighs five times its weight on the ground …) and gives very nauseous feelings, too. Luckily, I have never needed it, but I always bring a bag for nausea in the anti-G pocket; I also drink a lot of water and limit carbohydrates, alcohol, or spicy foods ahead of flying. Anyway, pro photographers, with hundreds if not thousands of flight hours in fast jets, such as Katsuhiko “Katsu” Tokunaga, Jamie Hunter, or Frank Crebas (to name but few), may provide much more expert advice about air-to-air photography and related tips and tricks.
The opportunity to fly in a high-performance aircraft every now and then has given me some exciting and long-lasting memories: the formation aerobatics with the TF-104, the BBQ (Ultra-low level flying) with AMX, the LIFT (Lead In Fighter Trainer) sortie with the T-346A or the supersonic BVR (Beyond Visual Range) interception flown as Aggressor with the Eurofighter.
The U.S. Air Force announced plans to ramp up its pilot training to produce 1,500 pilots a year by fiscal 2022. Now, Air Education and Training Command (AETC) has divulged preliminary blueprints on how it anticipates accomplishing the task.
Air Force Secretary Heather Wilson said before a Senate Armed Services readiness and management support subcommittee hearing Oct. 10, 2018, that the service will increase its current 1,160 pilot training slots to 1,311 in fiscal 2019, aiming for 1,500 every year shortly thereafter.
“AETC has been tasked to produce about 1,500 pilots per year … That number includes active-duty Air Force, Air Force Reserves, Air National Guard and international students,” command spokeswoman Marilyn Holliday told Military.com this in October 2018.
While the undertaking is in its initial stages, the command will use programs such as the experimental Pilot Training Next — paired with Pilot Instructor Training Next — to improve how teachers and incoming students work together.
U.S. Air Force Second Lt. Brett Bultsma, Pilot Training Next student, and Capt. Jeffery Kelley, PTN instructor pilot, prepare for a training flight aboard a T-6 Texan at Austin-Bergstrom International Airport in Austin.
(U.S. Air Force photo by Sean M. Worrell)
AETC is also updating its Undergraduate Pilot Training (UPT) curriculum to streamline how quickly the Air Force can produce new pilots, Holliday said.
“The final touches to the new Undergraduate Pilot Training syllabi were adjudicated and are now in the initial stages of execution,” she said.
Revising pilot training
The curriculum’s redesign gives squadron commanders the ability to refine training to better meet the needs of individual students, AETC said in a recent release.
Previously, students went back and forth between simulators and the flight line. The new syllabus moves “11 simulators that had been previously spread out over a three- to four-month time frame, into a single block of training prior to the first flight in the aircraft,” Holliday said.
It’s also a blended learning model, she said, that incorporates several best practices from “advanced military flight training and civilian flight training.”
Students will cut their training time from 54 to 49 weeks once the changes are fully implemented.
“We are still in the early phase of executing the syllabus redesign, but initial performance from students indicates increased pilot performance,” Holliday said.
Students will advance at their own pace. Previously, they had to wait until the entire class completed stages or assignments before moving on to the next. AETC will now allow for individual students to complete courses faster or slower as needed, officials said.
Holliday said this will not alter the official course length, but the time a given student spends in the course could change. The first UPT students to use the adjusted curriculum will graduate in spring 2019, she said.
Pilot Training Next
Thirteen students graduated from the first, experimental Pilot Training Next (PTN) class in August 2018 after six months of learning to fly in virtual-reality simulators. The program ran 24 weeks and “included 184 academic hours, with approximately 70 to 80 flight hours in the T-6 Texan II, as well as approximately 80 to 90 hours of formal flight training in the simulator,” Holliday said. Students also trained on their own time in the simulators.
“We want to learn as fast as possible,” said 2nd Lt. Christofer Ahn, a student pilot, in an interview before graduating. “Being able to use the simulators is a huge step in allowing us to accelerate through our training.”
U.S. Air Force students and instructor pilots from the Pilot Training Next program fly a T-6 Texan during a training flight at Austin-Bergstrom International Airport.
(U.S. Air Force photo by Sean M. Worrell)
The service recently announced there will be a second class to test Pilot Training Next before the results are briefed to Wilson and Chief of Staff Gen. David Goldfein, who will decide whether the program will be incorporated into formal pilot training. The second class will begin training in January 2019.
Holliday said that lessons learned from PTN have already been incorporated into traditional Undergraduate Pilot Training, as well as Pilot Instructor Training.
Instructors are also refining the ways they connect with students through innovation and simulation training. With a program called Pilot Instructor Next, they are looking for ways to develop what AETC calls the “Mach-21” airman, or the next generation of 21st century pilots.
Lt. Gen. Steven Kwast, the AETC commander, coined the term to describe what the Air Force wants in its new pilots.
“A Mach-21 Air Force essentially is comprised of airmen who learn faster, adapt faster and strategically out-think the enemy, because they are moving at Mach-21 speed,” he said.
To produce such high-quality and sought-after pilots, instructors need to up their game.
“Through Pilot Instructor Training Next, AETC flying squadrons have been equipped with virtual-reality simulators and 360-degree video headsets to integrate into syllabi,” Holliday said. “Since implemented, there have been measurable benefits from the addition of technology, and 10 instructor pilots are slated to graduate from the PIT Next program each month.”
U.S. Air Force Second Lt. Brett Bultsma, Pilot Training Next student, and Capt. Jeffery Kelley, Pilot Training Next instructor pilot, prepare for a training flight aboard a T-6 Texan at Austin-Bergstrom International Airport.
(U.S. Air Force photo by Sean M. Worrell)
Its biggest advantage, AETC says, is the ability to test students in high-stress environments in the safe space of a simulator.
“Virtually, instructors can put students in any situation to determine if they would recognize the danger and whether or not they take the right course of action,” Holliday said. “Students also have the opportunity to take home mobile-video headsets, which connect to the pilot’s smartphone and allow for on-command and on-demand training, which has also been helpful.”
She added, “Incorporating this level of technology and deep-repetition learning allows these students to see the flight environment so many more times than they would have in the past.”
Aircrew Crisis Task Force
AETC is also coordinating with the Aircrew Crisis Task Force — set up in 2016 by the Pentagon — building on its “holistic plan to ensure the Air Force’s pilot requirements are met through retention of currently trained pilots as well as through the production pipeline.”
At the Oct. 10, 2018 hearing, Wilson said the Air Force is placing an emphasis on addressing the national aircrew shortage by focusing on pilot quality of service and quality-of-life issues.
The task force has looked at ways of giving fighter pilots and aircrew the ability to stay in rotations longer at select commands and bases in an effort to create stability for airmen affected by the service’s growing pilot shortage.
“We continue to work with the Aircrew Crisis Task Force to ensure our pilot production planning encompasses an airman from commissioning through training and then to their operational flying units,” Holliday said.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
Senior U.S. military officials said April 7 that they were looking into whether Russia aided Syrian forces in this week’s deadly chemical attack on civilians in Idlib province.
“We think we have a good picture of who supported them as well,” one senior military official told reporters at the Pentagon, adding that the Pentagon was “carefully assessing any information that would implicate the Russians knew or assisted with this Syrian capability.”
The officials said that at a minimum, the Russians failed to rein in the Syrian regime activity that has killed innocent Syrian civilians. They said Russia also failed to fulfill its 2013 guarantee that Syria’s chemical weapons would be eliminated.
The U.S. military officials noted that they had not seen evidence of Russian involvement in the chemical attack. However, the officials said the Russians had an aviation unit based at the airfield where the attack originated and have “chemical expertise in country.”
U.S. military officials have shown reporters the Syrian aircraft flight path that was taken April 4 from al-Shayrat airfield to the town of Khan Sheikhoun, where more than 80 people were killed in the attack that local doctors said involved sarin nerve gas.
On April 7, U.S. military officials said that after the attack, they watched a small drone, also called a UAV, flying over the hospital in Khan Sheikoun where victims of the chemical attack were being treated.
“About five hours later, the UAV returned, and the hospital was struck by additional munitions,” one official said.
The senior military official said the U.S. did not know why the hospital was struck or who carried out the strike, but had determined that it was potentially done “to hide the evidence of a chemical attack.”
Meanwhile, senior military officials said the United States and Russia would maintain a line of communication aimed at preventing midair collisions of their warplanes in Syrian airspace. That contradicted Moscow’s earlier assertion that it had suspended those communications in protest against the Tomahawk cruise missile strike on al-Shayrat airfield.
The communication line is primarily used to ensure that Russian and U.S. planes conducting combat missions in Syria do not get into unintentional confrontations. The U.S. is using the airspace to conduct strikes against Islamic State terrorists.
The U.S. used the line to inform the Russians of the intent to strike in order to warn any Russians who were at the base, officials said.
The April 6 U.S. strike used 59 Tomahawk cruise missiles to hit targets on the Syrian airfield, including about 20 aircraft, aircraft storage facilities, ammunition supply bunkers, and radars, officials said.
A U.S. military official told Voice of America there was an area on the airfield known to have been used as a chemical weapons depot. The source said that the U.S. military did not know whether chemical weapons were still in that area, but out of an abundance of caution to avoid potential casualties, the missiles did not strike that area.
Other U.S. military officials told Voice of America the strikes did not target the airfield runways so as to not threaten Russians, adding that the Tomahawk type used was for “precision strikes, not cratering.”
One military official deemed the strikes as “appropriate, proportionate, precise, and effective.”
The office of Syrian President Bashar al-Assad described the strikes in a statement on April 7 as “reckless” and “irresponsible.” The statement added that the attacks were “shortsighted” and a continuation of a U.S. policy of “subjugating people.”
Russia, which is providing troops and air support to the Assad government, condemned the U.S. military action, calling it “aggression against a sovereign state,” and said it was suspending a memorandum of understanding with the U.S. for flight safety over Syria.
The North’s missile program goes back decades, and includes secessions by the country, and then blatant ramp-ups of nuclear proliferation.
1. They signed a NPT under President Clinton
In 1994, the U.S. and North Korea agreed to a non-proliferation treaty, aiming, among other things, to normalize political and social relations between the two companies, and requiring the North to convert their graphite-moderated 5MWe nuclear reactor and two others under construction into light water reactors within 10 years.
Under the agreement, the U.S. was to provide 500,000 tons of heavy fuel oil per year, until the first of the light water reactors could be built.
The agreement broke down in 2003, ending with North Korea withdrawing from the NPT. Officials in both countries widely speculated the U.S. only entered into the agreement because they assumed, after the death of Kim Il-sung 1994, the North Korean government would collapse.
2. They use the offer of drawing down as a bribe
Beginning with the NPT agreement in 1994, and as recently as 2012, North Korea has dangled the idea of backing down from their effort to create nuclear weapons in exchange for aid—food, money and energy being the top requests.
3. Their missile tests often happen around the same time each year
During the spring, South Korean and U.S. military troops conduct joint drills on the Korean peninsula, something the North Koreans have always found to be threatening. Officials in the North have said the drills are an obvious threat, and practice for eventual invasion of the country. It is often during these annual drills in South Korea that the North makes grand statements about their capabilities, or launches some sort of missile as a show of force.
4. They have become more aggressive under Kim Jong-un
After the death of the former North Korean leader, Kim Jong-il, the country became more aggressive with missile launches and nuclear expansion. Jong-il’s son, Kim Jong-un, assumed power as supreme leader of North Korea in late 2011, and since then, the country has forged ahead with nuclear warhead developments, has launched more missiles and is less responsive to negotiation tactics than past leaders.
Soldiers take part in pathfinder training at the Liberty Pickup Zone at Fort Benning, March 21, 2019. (U.S. Army/Patrick Albright)
The U.S. Army may close or drastically alter its Pathfinder School at Fort Benning, Georgia, as part of a sweeping review of all service schools operating in the reality of the stubborn COVID-19 pandemic.
Army Times reported that the service is considering shuttering the historic, three-week course that was created during World War II to train special teams of paratroopers how to guide large airborne formations onto drop zones behind enemy lines.
Army Training and Doctrine Command (TRADOC) confirmed that the Pathfinder course — which also trains soldiers how to conduct sling-load helicopter operations — is part of the review being conducted by the service’s Combined Arms Center, or CAC.
TRADOC spokesman Col. Rich McNorton told Military.com that no decision had been made as to “which ones are we going to turn off, convert to distance [learning] or in some cases go to a mobile training teams. … Pathfinder School is in there with all of those courses.”
The CAC has been conducting an analysis of all TRADOC schools for about four months to see whether they are meeting the needs of combat commanders, he added.
Shrinking defense budgets have forced the Army to look for ways to save money by possibly reducing travel needed for some training courses.
“COVID-19 accelerated that process because, all of the sudden, now we’ve got these restrictions,” McNorton said. “Some courses that we have are a week long and, in order to sustain that, we have to quarantine them for two weeks and then they start it. And it doesn’t make sense to do that.”
McNorton said what will likely happen is that the Army will prioritize which courses will remain the same and which ones will convert to mobile training teams or distance learning.
Another option may be to relocate a course, such as the Master Gunners courses at Fort Benning designed to provide advanced training to gunners on M1 tanks and Bradley fighting vehicles.
Part of TRADOC Commander Gen. Paul Funk II’s guidance is “looking at and saying, ‘Hey does it make sense for everybody to go to Fort Benning for this particular course? How about we push it out to Fort Hood where the tankers are and not bring them in?'” McNorton said.
He said he isn’t sure when the review will be complete, but any recommendation to close an Army school will have to be approved by the service’s senior leadership.
“This stuff gets briefed up to senior leaders, and the senior leaders can say, ‘Bring that one back. We are not getting rid of it,'” McNorton said.
In 2004, the U.S. Army unveiled its new combat uniform, complete with upgrades including wrinkle-free fabric and a digitized camouflage print. The Army Combat Uniform (ACU) had many changes (18, in fact), but one of the troop favorites was the shoulder pocket.
Obviously, pockets themselves weren’t new to military uniforms. The quintessential pant-leg cargo pocket was indispensable in the Korean War; as a result, cargo pockets have adorned military combat uniforms (and military-inspired fashion?) ever since. They were also used on blouses during the Vietnam War, and after 9/11, they got fancy even more utilitarian.
“This isn’t about a cosmetic redesign of the uniform,” said Col. John Norwood, the project manager for Clothing and Individual Equipment. “It’s a functionality change of the uniform that will improve the ability of Soldiers to execute their combat mission.”
One of the favored changes was the addition of the shoulder pocket, which replaced the bottom pockets on the jacket after troops realized they couldn’t access the front of their uniform while wearing body armor. The shoulder, however, was a handy location. These were tilted forward and buttons were replaced with zippers for function and comfort in combat.
How many airmen does it take to change a cargo aircraft tire? Too many, according to J.D. Bales, Air Force Research Laboratory and Junior Force Warfighter Operations team member of the Materials and Manufacturing Directorate.
The 60th Aircraft Maintenance Squadron, part of the Air Mobility Wing at Travis Air Force Base, California, who maintain the US Air Force’s largest aircraft, the C-5M Super Galaxy, contacted the JFWORX team seeking assistance to increase the safety and decrease the manpower requirements of the current tire-changing process.
Each C-5 tire wears down approximately 0.002 inches per landing on an aircraft that has 28 tires. The current tire changing method is performed several times a week. It is a complicated multistep procedure that requires up to five people working together for an extended period of time with a number of safety risks due to the size and weight of the tires and tools.
The design of the hub consists of a single large nut that holds the wheel in place. Heavy tools ensure placement of the wheel (almost 4 feet in diameter). The spanner wrench, used to tighten the nut, weighs 15 pounds and has to be held accurately in position so the nut can be tightened to the appropriate torque specification.
The rear wheel assembly of a C-5M Super Galaxy aircraft inside a hangar at Travis Air Force Base, California, March 13, 2019.
(US Air Force photo by Heide Couch)
Current C-5 cargo airplane tire replacement requires up to five airmen with a multitude of tools to replace a tire, Aug. 26, 2019.
(Air Force Research Laboratory/Donna Lindner)
The new C-5 cargo airplane tire replacement platform requires only three airmen with one tool to replace a tire, Aug. 26, 2019.
(Air Force Research Laboratory/Donna Lindner)
The nose and main landing gear tires of a C-5M Super Galaxy hang over a parking spot at Dover Air Force Base, Delaware, June 25, 2015.
(US Air Force/Roland Balik)
Two 30-ton tripod aircraft jacks hold up the nose section of a C-5M Super Galaxy, at Dover Air Force Base, Delaware, June 25, 2015.
(US Air Force photo/Roland Balik)
Airman 1st Class Vincent Gaspara, left, and Nathan Shull, center, and Tech. Sgt. Andrew Hamilton, right, all crew chiefs assigned to the 436th Aircraft Maintenance Squadron, remove a C-5M Super Galaxy main landing gear wheel and tire assembly, at Dover Air Force Base, Delaware, April 22, 2014.
(US Air Force/Roland Balik)
Airman 1st Class Vincent Gaspara, left, and Tech. Sgt. Andrew Hamilton, right, both crew chiefs assigned to the 436th Aircraft Maintenance Squadron, install a new C-5M Super Galaxy main landing gear wheel and tire assembly at Dover Air Force Base, Delaware, April 22, 2014.
(US Air Force/Roland Balik)
Airman 1st Class Vincent Gaspara, left, and Nathan Shull, center, and Tech. Sgt. Andrew Hamilton, right, all crew chiefs assigned to the 436th Aircraft Maintenance Squadron, secure a C-5M Super Galaxy main landing gear wheel and tire assembly to the main landing gear bogie at Dover Air Force Base, Delaware, April 22, 2014.
(US Air Force/Roland Balik)
Airman 1st Class Nathan Shull, 436th Aircraft Maintenance Squadron crew chief, cleans the number four main landing gear bogie assembly of a C-5M Super Galaxy, at Dover Air Force Base, Delaware, April 22, 2014.
(US Air Force/Roland Balik)
Tech. Sgt. Andrew Hamilton, front, 436th Aircraft Maintenance Squadron crew chief, inspects the main landing gear brake assembly of a C-5M Super Galaxy at Dover Air Force Base, Delaware, April 22, 2014.
(US Air Force/Roland Balik)
Airman 1st Class Vincent Gaspara, 436th Aircraft Maintenance Squadron crew chief, rolls a defective C-5M Super Galaxy main landing gear wheel and tire assembly, at Dover Air Force Base, Delaware, April 22, 2014.
(US Air Force/Roland Balik)
A defective C-5M Super Galaxy main landing gear wheel and tire assembly prior to being taken away for maintenance April 22, 2014, at Dover Air Force Base, Delaware, April 22, 2014.
(US Air Force/Roland Balik)
The primary technical focus of JFWORX projects is the rapid development of customer-centric projects that will provide real-world solutions to existing warfighter needs.
JFWORX develops near term, innovative solutions to warfighter operational needs. Department of Defense organizations interested in working with the JFWORX team can contact the Materials and Manufacturing Directorate’s Corporate Communications team at AFRL.RX.CorpComm@us.af.mil to learn more.
The Air Force Research Laboratory (AFRL) is the primary scientific research and development center for the Air Force. AFRL plays an integral role in leading the discovery, development, and integration of affordable warfighting technologies for our air, space, and cyberspace force. With a workforce of more than 11,000 across nine technology areas and 40 other operations across the globe, AFRL provides a diverse portfolio of science and technology ranging from fundamental to advanced research and technology development. For more information, visit: www.afresearchlab.com.
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