China’s navy is growing at a rapid rate. On Dec. 17, 2019, China commissioned its first homegrown aircraft carrier, the Shandong, into service as part of the People’s Liberation Army Navy, Chinese state media reported.
The new carrier entered service at the naval port in Sanya on the South China Sea island of Hainan. The ship bears the hull number 17.
China joins only a handful of countries that maintain multiple aircraft carriers, but its combat power is still limited compared with the UK’s F-35B stealth-fighter carriers and especially the 11 more advanced carriers fielded by the US.
The Shandong is the Chinese navy’s second carrier after the Liaoning, previously a rusty, unfinished Soviet heavy aircraft-carrying cruiser that was purchased in the mid-1990s, refitted, and commissioned in 2012 to serve as the flagship of the Chinese navy.
The Shandong is an indigenously produced variation of its predecessor. It features improvements like an upgraded radar and the ability to carry 36 Shenyang J-15 fighters, 12 more than the Liaoning can carry.
Construction of a third aircraft carrier is believed to be underway at China’s Jiangnan Shipyard, satellite photos revealed earlier this year.
China’s first and second carriers are conventionally powered ships with ski-jump-assisted short-take-off-barrier-arrested-recovery launch systems, which are less effective than the catapults the US Navy uses on its Nimitz- and Ford-class carriers.
The third aircraft carrier is expected to be a true modern flattop with a larger flight deck and catapult launchers.
A J-15 taking off from Chinese aircraft carrier Liaoning.
“This design will enable it to support additional fighter aircraft, fixed-wing early-warning aircraft, and more rapid flight operations,” the US Department of Defense wrote in its most recent report on China’s military power.
The US Navy has 10 Nimitz-class carriers in service, and it is developing a new class of carrier. The USS Gerald R. Ford is undergoing postdelivery tests and trials, and the future USS John F. Kennedy, the second of the new Ford-class carriers, was recently christened at Newport News Shipyard in Virginia.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
This week, nearly 10 years after he was killed in combat operations in Iraq, U.S. forces brought home the remains of F-16 pilot Maj. Troy Gilbert, who died saving the lives of U.S. service members and coalition allies.
On Nov. 27, 2006, Gilbert and his wingman were flying back to base when they got the call that an AH-6 Little Bird helicopter had been shot down. Enemy insurgents had the crew, along with the coalition forces called in to support, outnumbered and pinned down.
With little fuel left, the two F-16 pilots changed course and headed to the hotly contested warzone just outside of Taji, Iraq. Due to fuel limitations, the pilots were forced to take turns refueling and providing air support to the troops under fire. By the time Gilbert was able to make his first approach, the calls for support had grown more urgent. Insurgents attacked with truck-mounted heavy machine guns, rocket-propelled grenades, small arms fire and mortars.
Gilbert, a friendly Texas Tech graduate dubbed “Trojan” by his fellow aviators, acted quickly and aggressively. To avoid causing civilian casualties by dropping the bombs he carried under his wings, he opted for low-altitude strafing passes using his 20-milimeter Gatling gun. Gilbert made his first pass, destroying one truck and dispersing the others which were almost upon the friendly forces 20 miles northwest of Baghdad. Keeping his eye on the enemy targets moving at high speed, he conducted a second pass from an even lower altitude.
He continued firing on the enemy forces during a dynamic and difficult flight profile, impacting the ground at high speed on the second pass. Reports say the crash killed him instantly. However, Al Qaeda insurgents took Gilbert’s body before U.S. forces were able to get to the scene, leading to 10 long years of a family waiting for their husband, father, son and brother to come home.
He was survived by his wife Ginger Gilbert Ravella, sons Boston and Greyson, and daughters Isabella, Aspen and Annalise.
In a letter to Gilbert’s wife from the Army element commander whose troops the F-16 pilot was supporting that day, the commander wrote that Gilbert saved his unit from “almost certain disaster” as insurgents prepared to attack their position with mortars.
“With no ability to protect ourselves on the desert floor, we most certainly would have sustained heavy casualties,” he wrote. “Troy, however, stopped that from happening. His amazing display of bravery and tenacity immediately broke up the enemy formation and caused them to flee in panic. My men and I will never forget the ultimate sacrifice your husband made for me and my men on Nov. 27th, and we will always be in his debt.”
“Major Gilbert’s motivation to succeed saved the lives of the helicopter crew and other coalition ground forces,” then-president of the accident investigation board and current Air Force Chief of Staff Gen. Dave Goldfein said in his safety report.Goldfein saluted as Gilbert’s remains were solemnly carried from the C-17 that brought him home this week.
Also on hand was Gen. Robin Rand, Air Force Global Strike Command commander. Rand regarded Gilbert as a friend, first meeting him when he was an F-16 pilot at Luke Air Force Base, Arizona, and eventually crossing paths again when Gilbert became his executive officer at Luke. The relationship continued when Gilbert served under Rand’s command in the 332nd Air Expeditionary Wing at Balad Air Base, Iraq in 2006.
“Troy fought like a tiger in battle that day,” Rand said. “No doubt, his actions on Nov. 27, 2006 illustrate greatness, but those actions that day aren’t what made him great. What made him great was his commitment to adhere in every facet of his life to our three treasured core values of integrity first, service before self, and excellence in all we do.”
Rand recalled how Gilbert spent much of his off-duty time at Balad volunteering in the base hospital or supporting the unit chapel. He said base medics were so overcome by Gilbert’s death that they came to see him, asking if they could name a wing of the hospital after him, and enlisted groups petitioned to have the Balad Air Base chapel annex renamed “Troy’s Place.”
Following the accident, U.S. forces recovered DNA which provided enough information to positively identify Gilbert. His funeral, with full military honors, followed Dec. 11, 2006 at Arlington National Cemetery. In September 2012, some additional, but very limited, remains were recovered and interred during a second service Dec. 11, 2013.
Then, on Aug. 28, an Iraqi tribal leader approached a U.S. military advisor near al Taqaddam, Iraq, and produced what he claimed to be evidence of the remains of a U.S. military pilot who had crashed in Iraq during Operation Iraqi Freedom. The Iraqi said he was a representative of his tribe, which had the remains and the flight gear the pilot was wearing when he went down.
The tribal leader turned over the evidence to the U.S. advisor who immediately provided it to U.S. experts for testing at the Armed Forces Medical Examiner System at Dover Air Force Base, Delaware. AFMES confirmed the evidence Sept. 7 through DNA testing.
With this verification, U.S. military advisors in Iraq reengaged the tribal leader who subsequently turned over the remains, including a U.S. flight suit, flight jacket and parachute harness.
Gilbert’s remains, promptly prepared for return to the U.S. for testing, arrived Oct. 3 at Dover AFB. Airmen at Dover conducted a dignified transfer upon arrival at the base, which was attended by Gilbert’s family, base officials and senior Air Force leaders, to include the Secretary of the Air Force Deborah Lee James, Goldfein, Rand, and Chief Master Sergeant of the Air Force James Cody.
AFMES confirmed Oct. 4 through dental examination and DNA testing that all remains received were those of Maj. Gilbert. His lost remains had been recovered and fully repatriated.
“First and foremost I want say God is forever faithful,” Gilbert Ravella said. “He was good whether this recovery ever happened or not. But we praise Him, in His infinite mercies, for granting us this miracle after almost 10 years of waiting, hoping and praying.
“Second, I want to thank not only the brave Special Operations Forces that ultimately found Troy’s body but also each and every single Airman, Soldier, Sailor and Marine who searched or supported the recovery mission during these last 10 years,” she said. “As each of them put on the uniform and gave their best efforts, not fully knowing if they made a difference, I can assure them that they laid the stepping stones which led to this final victory. Justice was served.
James also praised the unwavering commitment of those who endeavored to bring the fallen fighter pilot back to U.S. soil.
“We are grateful to all those within the U.S. military, the U.S. government and beyond who never gave up and worked so hard to help return this American hero home to his final resting place,” James said. “As an Air Force, we are absolutely committed to leaving no Airman behind and to honoring the memory of warriors like Maj. Gilbert who have made the ultimate sacrifice in service to our nation.”
Goldfein echoed James’ sentiments saying Gilbert represented the best ideals of America’s Airmen.
“As an Air Force officer, husband and father, Troy Gilbert truly represented what being an Airman is all about,” Goldfein said. “He was committed to serving his country, his team and his family in everything he did. On the day he died, he characteristically put service before self when he answered the short-notice call to support coalition ground forces who had come under attack. He put his own safety aside and saved many lives that day.”
Now, finally, a decade later, Gilbert has returned to the country he so valiantly served. At the request of his family, his remains will be interred at Arlington National Cemetery in the coming months along with the remains originally recovered in 2006 and 2012.
“The memory of my five children watching their father’s flag-draped transfer case being unloaded from the cargo hold and carried by his brothers-in-arms back to American soil renews my hope for all mankind,” said Gilbert Ravella. “Attending the dignified transfer at Dover Monday night was the closest we have been to Troy in 10 years. That was bittersweet.
“However, the memory of his sacrificial selflessness, his passionate love for Jesus Christ, his devotion to his family and to his beloved country echoed in their footsteps long after the transport vehicle drove him away,” she said. “From the bottom of my heart I want everyone to know how grateful the kids and I have been for your years of prayers. There is no doubt they reached the very ears of God.”
“As our military promised, no one was left behind on the field of battle,” Gilbert Ravella said. “Troy is home.”
A new generation of beach-storming landing craft will soon be helping GIs land on enemy shores – but unlike those used in the Normandy invasion, this version will be driven by soldiers.
In what may seem like a blast from the past, the Army just awarded a $1 billion contract to an Oregon company to build the so-called “Maneuver Support Vessel (Light)” for its soldiers of the future.
According to a report by Defense News, Vigor, a shipbuilding company in Oregon, won the contract to replace the Army’s old force of Landing Craft Mechanized 8 (LCM-8) vessels, also known as “Mike Boats.” According to the 16th Edition of the Naval Institute’s Guide to Combat Fleets of the World, the United States Army had 44 LCM-8s on hand.
The Army’s current landing craft are about 73 feet long and can go about 150 miles, and have a crew of four. The vessels are capable of hauling just under 55 tons, according to a United States Navy fact sheet. They can reach a top speed of nine knots when loaded.
The new Maneuver Support Vessel (Light) will be about 100 feet long, and able to reach speeds of up to 18 knots. Cargo options will include two Strykers, an M1A2 Abrams tank, or four Joint Light Tactical Vehicles with trailers.
An Army release noted that the vessels will be used to support “intra-theater transportation of personnel and materiel.” The vessels will help transport supplies and personnel in areas where ports are either degraded or denied, and to assist in bringing supplies ashore from prepositioned sealift vessels.
“Watercraft are not something we buy very often, but they are essential to meeting Army-unique maneuver requirements,” Scott Davis the Army’s program executive officer, Combat Support and Combat Service Support said. The Army plans to buy 36 of these new vessels by the end of 2027.
The M1A2 SEP Abrams has ruled the world of armor since Operation Desert Storm. But that was over 25 years ago – and tank design innovation hasn’t stood still.
In fact, everyone is trying to get a better tank — particularly the Russians. Well, if a major tank in your inventory had a very poor performance like the T-72 did in Desert Storm, you’d be looking to upgrade, too.
Russia’s first effort at an upgrade was the T-90 main battle tank. According to Globalsecurity.org, the T-90 is an evolutionary development of the T-72. It has the same gun as the tank that flopped during Desert Storm, but it did feature some new survivability enhancements, like the TShU-1-7 Shtora-1 optronic countermeasures system.
The tank saw a lot of exports, most notably to India, which has plans to buy up to 1,600 of these tanks, according to Sputnik International. Syria used T-90s acquired from Russia in 2015, according to Al-Masdar News, and Algeria also has a substantial arsenal of T-90s, according to a report from Russia’s Interfax news agency.
The T-90, though, is not quite capable of standing up to the Abrams, largely due to the fact it is still an evolved T-72.
The T-14 Armata, though, is a very different beast. According to Globalsecurity.org, it bears more of a resemblance to the Abrams and Leopard 2 and has a remote-controlled gun in an unmanned turret. Specs on that site note that it not only has a new 125mm gun, but also carries two AT-14 anti-tank missiles. According to the London Telegraph, British intelligence has claimed that “Armata represents the most revolutionary step change in tank design in the last half century.”
Ben Barry of the International Institute for Strategic Studies noted that the combination of the Armata’s ability to take a larger gun in the future and its active protection system could be game-changers.
T-14 Armata (Photo from Wikimedia Commons)
“This has the potential to greatly reduce the firepower of Nato infantry. Of course, there are few Armata yet, and it is not clear how rapidly they will enter service,” an IISS land warfare specialist and former British army brigadier told the Telegraph. “But as they do, they will increase the effectiveness of Russian armoured forces.”
Could the Armata take down the Abrams? That remains to be seen. It’s not like the Abrams has stood still since it was introduced in 1980. And an M1A3 version is reportedly in development, according to a 2009 Army Times report.
For many service members, especially those stationed overseas, mail can be a lifeline to family, friends, and feeling connected to home. For those stationed within U.S. Air Forces in Europe and Air Forces Africa, there is a team of Airmen dedicated to providing timely, cost effective, and efficient mail services.
The USAFE-AFAFRICA Air Postal Squadron represents the major command as the single point of contact for Air Force postal matters. The squadron provides policy, procedures, and guidance for all USAFE-AFAFRICA postal operating locations and exercises command of aerial mail terminals assigned to the USAFE-AFAFRICA AIRPS.
In a nutshell, the squadron ensures all mail travelling to and from the major command is transported by the fastest and most reliable means possible, while also ensuring delivery to the proper destination. These Airmen use their skills to bridge the distance between service members stationed in Europe and their loved ones.
“Our mission is essentially to get your mail to you,” said Staff Sgt. Dereth Worrell, USAFE AFAFRICA AIRPS noncommissioned officer in charge of command postal transportation. “What my flight does, as we like to put it, if the post offices in the [U.S.] and Army Post Offices here are A and Z, we cover everything from B to Y. We set up things like how your mail moves, what it takes to move, or should a new APO open.”
The AIRPS postal transportation flight validated a total volume of approximately 40 million pounds of inbound and outbound mail moved from Sept. 1, 2016 to Sept. 1, 2017.
The journey a package undergoes to reach its final destination is a long process requiring many moving parts. Once a package is dropped off at a local post office in the states, it is shipped to a U.S. Postal Service sorting facility in Chicago, within the O’Hare International Airport, that is two football fields long. This facility processes Priority Mail and Priority Mail Express Military Service going overseas, whether it’s civilian, military, or Department of State. Joint Military Postal Activity military personnel are assigned as liaisons to the USPS at the Chicago mail sorting facility.
At the sorting plant, mail is sorted and loaded onto commercial aircraft flying to one of three main hubs for military mail in Frankfurt, Germany, London, and Istanbul. However, for military post offices in Germany, Belgium, and the Netherlands, mail can also be shipped to a USPS sorting facility in Jersey City, New Jersey, to a facility that processes retail ground and space available mail destined for APOs in those three countries.
“No one really thinks about the transportation aspect,” Worrell said. “They think, ‘Oh, I ordered this or my friends or family sent me this, and two weeks later it shows up in my box.’ It takes a lot of work. You’re dealing with so many entities and factors that can change everything, such as weather or civil disturbances. Waiting two and half weeks to get something isn’t that bad considering everything that box has to go through in order to get to you.”
The squadron has detachments at the hubs, for which the air postal squadron provides the tools, resources, policy, and oversight while adhering to postal policies outlined by USPS, the Air Force, Military Postal Service Agency, and the Air Force and Army major commands in Europe. They also manage mail movement to include the monitoring of Department of Defense official and personal mail in military and commercial transportation channels.While most mail handling is done by contractors, the Airmen in the detachments oversee the offloading, inspecting, sorting, and loading onto trucks the mail undergoes.
“My favorite part was when I was working at the air mail terminal in Turkey and actually seeing everything move, getting to load up the trucks, make sure everything was there and sending it off,” Worrell said. “It was very physical, and yes you were pretty much doing the same thing every day – I pick up box, I move box – but it was eye-opening.”
The Air Force works hand-in-hand with the Army to deliver mail throughout Europe. The Air Force is in charge of air transportation, but once all the packages and letters have been loaded into their respective trucks, the Army takes over the ground transportation.
“Mail is a very significant component of morale and greater morale has proven to be a major contributor to Airmen productivity,” said Master Sgt. Gregory Sartain, USAFE AFAFRICA AIRPS functional area manager. “Happy folks are better working folks. We are directly contributing to the delivery of Grandma’s cookies to the Airman who’s never been overseas.”
USAFE AFRICA AIRPS not only handles the transportation of personal mail, they are also responsible for the transportation of official mail throughout the theater.
“Not only do we have a big piece of the personal mail side for every Airman, civilian, and Department of Defense contractor, but we also directly contribute to the mission by ensuring the units have the parts, equipment and supplies needed to execute their missions,” Sartain said. “We’re talking about aircraft parts, communications pieces, things that are very important.”
The air postal squadron Airmen not only provide mail services to those stationed overseas, but when deployed they provide the same services to the military members downrange.
“Mail is appreciated in garrison, however, when you’re in a deployed environment, it’s different,” Sartain said. “When the Airman, Soldier, Marine, or Sailor gets that letter from home that smells like their girlfriend’s perfume, or they get cookies from mom while in a hostile and austere condition, it means more. There’s nothing more gratifying then handing a package to a service member and see their face light up. I really enjoy the deployments, being able to provide that morale support, which at times is crucial in a wartime situation.”
U.S. Air Force Col. David Skalicky, the 354th Operations Group commander, and Lt. Col. James Christensen, 356th Fighter Squadron commander, taxi the first F-35A Lightning II fifth-generation fighter jets assigned to the 356th Fighter Squadron on the flight line at Eielson Air Force Base, Alaska, April 21, 2020. The 354th Fighter Wing’s F-35As partnered with the F-22 Raptors stationed at Joint Base Elmendorf-Richardson, will make Alaska the most concentrated state for combat-coded fifth-generation fighter aircraft. (U.S. AIR FORCE PHOTO // MASTER SGT. KAREN J. TOMASIK)
In his last public appearance in 1935, Billy Mitchell, a former U.S. Army brigadier general and airpower visionary, testified before Congress that Alaska was the most strategic place in the world. From there, he said, U.S. Army aircraft could reach any capital in the northern hemisphere within nine hours. Mitchell cited, “Whoever holds Alaska will hold the world.” An Arctic presence enables global reach for whoever holds this region and the same is true today – although the flight times have drastically decreased.
Activity in the Far North is heating up, both environmentally and with competing sovereign interests. With the changing of maritime access due to receding land and sea ice, Russia has been refurbishing airfields and infrastructure, creating new bases, and developing an integrated network of air defense, while seeking to regulate shipping routes. China is also seizing the chance to expand its influence to obtain new sources of energy and faster shipping routes.
“The Arctic is among the most strategically significant regions of the world today – the keystone from which the U.S. Air and Space Forces exercise vigilance,” said Secretary of the Air Force Barbara Barrett.
Chief of Staff of the Air Force Gen. David Goldfein, left, Secretary of the Air Force Barbara Barrett and Chief of Space Operations Gen. John Raymond attend a video conference at the Pentagon with members of the Atlantic Council think tank to discuss the rollout of the Arctic strategy, Arlington, Va., July 21, 2020. They discussed the Department of the Air Force’s first guiding strategy for operating in the Arctic region. (U.S. AIR FORCE PHOTO // ERIC DIETRICH)
“This Arctic Strategy recognizes the immense geostrategic consequence of the region and its critical role for protecting the homeland and projecting global power,” Barrett said.
The strategy outlines how the Air and Space Forces will enhance vigilance, reach and power to the nation’s whole-of-government approach in the Arctic region through four coordinated lines of effort: vigilance in all domains, projecting power through a combat-credible force, cooperation with allies and partners and preparation for Arctic operations.
The number one Department of Defense priority is homeland defense.
“The strategic value of the Arctic as our first line of defense has reemerged and (U.S. Northern Command) and (North American Aerospace Defense Command) are taking active measures to ensure our ability to detect, to track and defeat potential threats in this region,” Air Force Gen. Terrence O’Shaughnessy, recently told the Senate Armed Services Committee. He is the commander of NORAD and USNORTHCOM.
As the combatant commander charged with homeland defense, O’Shaughnessy is seeing the front line of homeland defense shifting north, making it clear the Arctic can no longer be viewed as a buffer. In a recently published commentary, O’Shaughnessy stated, “The Arctic is a potential approach for our adversaries to conduct strikes on North America and is now the front line in our defense.”
North American Aerospace Defense Command F-22s, CF-18s, supported by KC-135 Stratotanker and E-3 Sentry AWACS aircraft, intercepted two Russian Tu-142 maritime reconnaissance aircraft entering the Alaskan Air Defense Identification Zone on Monday, March 9th. (U.S. AIR FORCE PHOTO)
When it comes to the Arctic, U.S. Air and Space Forces are responsible for the majority of DoD missions in the region, including the regional architecture for detecting, tracking and engaging air and missile threats. Space Professionals in the region are responsible for critical nodes of the satellite control network that deliver space capabilities to joint and coalition partners, as well as the U.S. national command authority.
“Integrating space capabilities into joint operations fuels the joint force’s ability to project power anywhere on the planet, any time,” said Chief of Space Operations Gen. Jay Raymond. “The Arctic is no different. Spacepower is essential to Arctic operations, allowing us to see with clarity, navigate with accuracy, and communicate across vast distances.”
Protecting America’s interests in the homeland and abroad entails more than a vigilant defensive posture. Joint Base Elmendorf-Richardson and Eielson Air Force Base, Alaska, present combat capability with fifth-generation fighters as well as mobility and refueling aircraft. The Air Force provides the capability to reach remote northern locations via the New York Air National Guard’s 109th Airlift Wing which operates ski-equipped LC-130s that can land on ice.
“Our unique positioning in locations like Alaska, Canada and Greenland are integrated with multi-domain combat power,” said Air Force Chief of Staff Gen. David L. Goldfein. “These locations harness powerful capabilities, and their unwavering vigilance to protecting the homeland represents a strategic benefit that extends well beyond the region itself.”
Cooperation with Allies and Partners
Alliances and partnerships are key in the Arctic, where no one nation has sufficient infrastructure or capacity to operate alone. Interoperability is especially critical in the Arctic due to the terrains, limited access, and low density of domain awareness assets. Many regional allies and partners have dedicated decades of focus to the Arctic, developing concepts, tactics and techniques from which the joint force can greatly benefit. Indigenous communities possess millennia of knowledge about the Arctic domain passed down through generations. Working with indigenous communities helps Air and Space Forces understand the Arctic environment, enriches training and exercises, and ensures recognition of their contributions to Department of the Air Force activities.
Airmen with the 109th Airlift Wing cooperate with the Royal Canadian Air Force’s 440th Squadron to load equipment on their Twin Otter aircraft in support of Air National Guard exercise Arctic Eagle February 23rd, 2020. (U.S. AIR NATIONAL GUARD PHOTO // TECH. SGT. JAMIE SPAULDING)
“Strong relationships with regional allies and partners, including at the local level, are a key strategic advantage for the U.S. in the Arctic,” Barrett said. “U.S. Air and Space Forces are focused on expanding interoperability with peers that value peaceful access in the region, and we appreciate our local hosts that have welcomed Department of the Air Force installations, Airmen and Space Professionals as part of their communities for decades.”
Preparation for Arctic Operations
The Arctic’s austerity requires specialized training and acclimation by both personnel and materiel. The ability to survive and operate in extreme cold weather is imperative for contingency response or combat power generation.
“Spanning the first airplane flights in Alaska in 1913 to today’s fifth-generation aircraft and sophisticated space monitoring systems operating in the region, the Arctic has consistently remained a location of strategic importance to the United States,” Barrett said. “While the often harsh weather and terrain there call for appropriate preparations and training, Airmen and Space Professionals remain ready to bring the nation’s Arctic air and space assets to bear to support the National Defense Strategy and protect the U.S. homeland.”
354th Security Forces Squadron Combat Arms Training and Maintenance (CATM) instructors oversee Airmen preparing to fire an M-249 Squad Automatic Weapon at Eielson Air Force Base, Alaska, Jan. 9, 2020. CATM instructors are responsible for training Airmen how to use various small arms weapon systems. (U.S. AIR FORCE PHOTO // SENIOR AIRMAN BEAUX HEBERT)
Eighty-five years have passed since Mitchell’s proclamation about Alaska, made just eight days before his death, and his words still ring true. The same could be said about his foretelling of the attack on Pearl Harbor or his vision of building the world’s mightiest Air Force. During his military career, his outspoken predictions were met with ridicule, which ultimately led to him resigning his commission. Mitchell’s strategic foresight on Alaska is no coincidence to the Air Force’s long history and appreciation to the Arctic, which has now led to the forward-looking approach by leadership to stabilize the region for years to come.
The Air Force and the Navy have their own little rivalry going.
Granted, United States Navy pilots are pretty good in many respects, and so are the planes, but the Air Force claims they’ve got air superiority. So when they need to buy a plane from the Navy, it’s… awkward — especially when it involves bombers, something that should be the purview of the Air Force.
Here are six of the most…notable acquisitions the Air Force ended up making from the Navy.
1. Douglas A-24 Banshee
While better known as the SBD Dauntless, the Army Air Force bought a number of these planes. Aviation historian Joe Baugher noted that some were intended to help defend the Philippines, but the outbreak of World War II saw them diverted to New Guinea. Others saw action in the Aleutians and Gilbert Islands.
2. Curtiss A-25 Shrike/Helldiver
The Army Air Force got the SB2C — the notorious “Son of a [Bleep] Second Class” — during World War II. Joe Baugher noted that the Army Air Force never even bothered using them in combat, either exporting them to the Royal Australian Air Force or handing them over to the Marine Corps for use from land bases.
3. Douglas B-66 Destroyer
When the Air Force was looking for a replacement for the A-26/B-26 Invader as a tactical bomber, they settled on a version of the Navy’s A3D Skywarrior. However, the Air Force planned to use it very differently, and so a lot of changes were made, according to Joe Baugher.
The B-66 turned out to be an ideal electronic-warfare platform. One was famous under the call-sign “Bat 21,” leading to one of the most famous — and costly — search and rescue efforts in history.
4. Lockheed RB-69A Neptune
The Air Force was looking for some planes for electronic intelligence missions around the Soviet Union and China when they settled on taking seven P-2 Neptune maritime patrol planes from the Navy, and designating them as RB-69As.
Aviation historian Joe Baugher reveals that the exact origin and ultimate fate of these planes is a mystery, probably intentionally so, given the top-secret nature of intelligence-gathering flights over China and Russia.
5. Douglas A-1 Skyraider
Joe Baugher reported that the Air Force found this classic warbird to be so suitable for the counter-insurgency mission in 1962, they took 150 A-1Es from Navy surplus. The planes were modified for dual controls.
In fact, the Air Force wanted the plane as early as 1949, but harsh inter-service rivalry (including controversy stemming from the “Revolt of the Admirals”) meant the Air Force had to wait to get this plane. It was a fixture on search-and-rescue missions during the Vietnam War.
6. Vought A-7 Corsair
This is probably one of the most successful purchases of a Navy bomber by the Air Force. As was the case with the Air Force basing the B-66 off the A3D, they made changes to the A-7.
Most notable was giving it the M61 Vulcan and a thousand rounds of ammo. Yes, the Air Force gave the A-7 the means to give bad guys the BRRRRRT! The A-7s saw action over Panama in 1989, and were even used to train F-117 pilots. The A-7D was retired in the early 1990s with the end of the Cold War.
Just as the Super Bowl was about to kick off this Sunday, viewers were treated to an amazing commercial celebrating the 100th anniversary of the NFL. Last season, the NFL broke out its first 100 year celebration commercial which featured an astounding amount of NFL legends playing a black-tie version of “kill the man with the ball.”
This year, the NFL took it outside and showed a kid fielding a kick and running across several NFL stadiums and cities, juking and avoiding tacklers and getting encouragement from various NFL legends telling him to, “Take it to the House Kid!”
We see Jim Brown, Joe Montana, Christian McCaffrey, Drew Brees, Payton Manning, Jerry Rice, and Barry Sanders, among others, as the kid takes the ball and (in an amazing, cool, interactive moment) runs onto the live Super Bowl field to deliver the game ball to the referees.
But there is one part of the vignette which really tugs at the heartstrings. One of the many stadiums the kid runs by is in Phoenix. As he nears, he stops at the statue honoring the late Pat Tillman.
Tillman was a safety for the Arizona Cardinals who famously turned down a .6 million dollar contract shortly after 9/11, so he could serve in the military. He and his brother enlisted in the Army, and Tillman became an Army Ranger. After serving one tour in Iraq, Tillman deployed to Afghanistan, where he was killed on April 24, 2004, in a friendly fire incident.
The homage to Tillman is an emotional moment and an integral part of American history.
Having fast hands and quick feet are just a few of the skill sets boxers need to possess to survive in the ring.
This month, sports fans are eagerly anticipating the much-talked-about Mayweather versus McGregor fight, so check out our list of men who went from serving their country, to “duking-it-out” in the ring.
During the early 1940s, Louis reportedly joined the Army after fighting in a Navy charity bout and was assigned to a segregated cavalry. He served proudly for the next fours years and earned himself the Legion of Merit medal for exceptionally meritorious conduct.
Fighting under the name “Kid Blackie” and “The Manassa Mauler,” Dempsey began his professional boxing career in 1914. During WWII, Dempsey joined the New York State National Guard before serving in the Coast Guard where he retired in 1953 reaching the rank of commander.
3. Ken Norton Sr.
Norton joined the Marine Corps in 1963 where he began to develop his boxing skills. Shortly after his discharge in 1967, Norton turned pro and started fighting elite boxers like Muhammed Ali. He retired in the early ’80s with the outstanding winning record of 42-7.
4. Rocky Marciano
Marciano was drafted into the Army in 1943 and discovered his boxing talent while stationed at Fort Lewis, Washington. In 1946, he dominated an amateur armed forces boxing tournament taking first place. After a brief hiatus to pursue a baseball career, Marciano eventually returned to boxing where he began racking up knock outs.
Spinks joined the Marine Corps in 1973, giving him an opportunity to develop his boxing skills. Spinks fought in the 1976 Olympic games in Montreal and squared off with the legendary Muhammed Ali who he beat after fighting for 15 brutal rounds.
Spinks retired from the sport of boxing in the mid-’90s with the record of 26-17.
Nicknamed “Semper Fi,” Herring began his boxing training in the early 2000s before enlisting in the Marine Corps where he served two tours in Iraq. During his time in the Marines, Herring found himself on the All Marine Corps boxing team and competing on the national stage.
Two Defense Department artificial-intelligence experts testified on Capitol Hill Dec.11, 2018, on DOD’s efforts to transform delivery of capabilities enabled by artificial intelligence to the nation’s warfighters.
Lisa Porter, deputy undersecretary of defense for research and engineering, and Dana Deasy, DOD’s chief information officer, testified at a hearing of the House Armed Services Committee’s subcommittee on emerging threats and capabilities.
The John S. McCain National Defense Authorization Act for fiscal year 2019 directed the defense secretary to conduct a comprehensive national review of advances in AI relevant to the needs of the military services. Section 238 directed the secretary to craft a strategic plan to develop, mature, adopt and transition AI technologies into operational use.
“Today we are experiencing an explosion of interest in a subfield of AI called machine learning, where algorithms have become remarkably good at classification and prediction tasks when they can be trained on very large amounts of data,” Porter told the House panel. Today’s AI capabilities offer potential solutions to many defense-specific problems, such as object identification in drone video or satellite imagery and detection of cyber threats on networks, she said.
Deputy undersecretary of defense for research and engineering Lisa Porter.
However, she added, several issues must be addressed to effectively apply AI to national security mission problems.
“First, objective evaluation of performance requires the use of quantitative metrics that are relevant to the specific use case,” she said. “In other words, AI systems that have been optimized for commercial applications may not yield effective outcomes in military applications.”
DOD is working to address such challenges and vulnerabilities in multiple ways, she said, most of which will leverage the complementary roles of the new Joint Artificial Intelligence Center and the department’s research and engineering enterprise.
Second, Porter said, existing AI systems need enormous amounts of training data, and the preparation of that data in a format that the algorithms can use, in turn, requires a large amount of human labor.
“AI systems that have been trained on one type of data typically do not perform well on data that are different from the training data,” she noted.
The JAIC’s focus on scaling and integration will drive innovation in data curation techniques, while the Defense Advanced Research Projects Agency will pursue algorithms that can be “robustly trained with much less data,” Porter said.
“The high-performance computing modernization program is designing new systems that will provide ample processing power for AI applications on the battlefield,” she added.
Department of Defense Chief Information Officer Dana Deasy.
Countering adversarial AI is one of the key focus areas of DARPA’s “AI Next” campaign, she emphasized. “Ultimately, as we look to the future, we anticipate a focus on developing AI systems that have the ability to reason as humans do, at least to some extent,” Porter said. “Such a capability would greatly amplify the utility of AI, enabling AI systems to become true partners with their human counterparts in problem solving. It is important that we continue to pursue cutting-edge research in AI, especially given the significant investments our adversaries are making.”
Three themes of JAIC effort
Deasy detailed the JAIC and highlighted three themes of its effort.
“The first is delivering AI-enabled capabilities at speed,” he said. “JAIC is collaborating now with teams across DOD to systematically identify, prioritize and select mission needs, and then rapidly execute a sequence across functional use cases that demonstrate value and spur momentum.”
The second theme is all about scale, he said.
“JAIC’s early projects serve a dual purpose: to deliver new capabilities to end users, as well as to incrementally develop the common foundation that is essential for scaling AI’s impact across DoD,” he explained. “This means [the use of] shared data, reusable tools, libraries, standards, and AI cloud and edge services that helped jumpstart new projects.”
The third theme is building the initial JAIC team.
“It’s all about talent,” he said. “And this will be representative across all the services and all components. Today, we have assembled a force of nearly 30 individuals. Going forward, it is essential that JAIC attract and cultivate a select group of mission-driven, world-class AI talent, including pulling these experts into service from industry.”
In November 2018, before more than 600 representatives of 380 companies, academic institutions and government organizations at DOD’s AI Industry Day, Deasy said, he announced that the department had achieved a significant milestone: “JAIC is now up and running and open for business.”
In September 2005, Mexican Marines arrived under the Mexican flag to Harrison County, Miss. It was the first time in 159 years that Mexican troops operationally deployed inside the United States. There, they met U.S. Marines and U.S. Navy sailors. But they weren’t there to do battle; they were there to clear the debris.
Harrison County was hit by one of the most intense hurricanes ever to hit the United States. Harrison County was devastated by the strongest winds of the whole storm.
Hurricane Katrina making landfall on the U.S. Gulf Coast, August 2005.
Hurricane Katrina was the fourth most intense storm ever to hit the United States. The storm killed more than 1,800 people, making it the deadliest to hit the United States since 1928. It was also the costliest hurricane in terms of physical damage done to the areas affected by the hurricane. In all, the total price tag for Katrina’s damage came to a whopping 5 billion – but just throwing money at a problem doesn’t fix it.
Damage wrought on communities by storms like Katrina require an all-hands approach to recovery, especially in the immediate aftermath. Charitable organizations like the American Red Cross, Oxfam, and Habitat for Humanity responded. So did many members of the international community, even those considered to be at odds with American foreign policy at the time. Those who offered assistance included traditional allies Germany, the UK, and Canada. But even those who did not have the considerable resources of the West, like Mexico. That’s how Mexican Marines ended up clearing timber from schools around Mississippi.
Sailors from the Dutch and Mexican navies distribute water and Meals, Ready to Eat (MREs) to residents of D’Iberville, Miss.
(FEMA photo by Mark Wolfe)
In the immediate aftermath of the hurricane, then-President of Mexico Vicente Fox sent a message to the United States, saying:
“In the name of the people and of the government of Mexico, I assure you of my deepest and most sincere condolences for the devastating effects caused by Hurricane Katrina.”
Mexico’s Red Cross sent Rescue Experts to New Orleans while the Mexican Navy deployed off the American Gulf Coast with helicopters, ATVs, amphibious ships, tankers, medical personnel, and tons of food aid. The Mexican Air Force later flew 200 more tons of food in as a convoy of trucks from Mexico shipped hundreds of tons more. It was the first time since the Mexican-American War (which ended in 1848) that Mexico’s troops were inside the United States, and they were here to help.
The Mexicans also helped clear debris and distribute supplies to Harrison County, hit especially hard by Katrina’s intense winds. Gulfport, Miss. took the brunt of the damage, but the surrounding areas were devastated as well. The following month, having finished cleaning up and distributing supplies, the mission ended, and Mexico went home.
A corroded blade that came loose on a Marine CorpsKC-130T transport aircraft at 20,000 feet above Mississippi caused the deaths of 15 Marines and one Navy corpsman in 2017, according to a Marine Corps accident investigation released Dec. 6, 2018.
The propeller blade — improperly maintained by Air Force maintenance crews in 2011 and later overlooked by the Navy, according to officials — set off a series of cascading events that would cut the aircraft into three pieces before it fell to the ground on July 10, 2017, in a LeFlore County field, officials wrote in the investigation.
“Warner Robins Air Logistics Complex failed to remove existing and detectable corrosion pitting and [intergranular cracking] on [Propeller 2, Blade 4] in 2011, which ultimately resulted in its inflight liberation,” investigators wrote. “This blade liberation was the root cause of the mishap.”
The aircraft, which belonged to Marine Aerial Refueling Squadron 452, out of Newburgh, New York, had been tasked with transporting six Marines and a sailor belonging to Marine Corps Forces Special Operations Command from Cherry Point, North Carolina, to Yuma, Arizona, for team-level pre-deployment training.
Seven service members were from MARSOC’s 2nd Marine Raider Battalion; nine Marine aircrew belonged to the squadron, VMGR-452. All 16 troops aboard the aircraft perished in the crash.
Sgt. Maj. Randall Anderson, the sergeant major assigned to Marine Aerial Refueler Transport Squadron 452, calls roll during a memorial service at Stewart Air National Guard Base, Newburgh, New York, Aug. 27, 2017. Nine Marines assigned to VMGR-452 were among the 16 dead following a KC-130T Super Hercules crash.
(U.S. Air Force photo by Staff Sgt. Julio A. Olivencia Jr.)
“I found that the deaths of Maj. Cain M. Goyette, Capt. Sean E. Elliott, Gunnery Sgt. Mark A. Hopkins, Gunnery Sgt. Brendan C. Johnson, Staff Sgt. Robert H. Cox, Staff Sgt. William J. Kundrat, Staff Sgt. Joshua M. Snowden, Petty Officer 1st Class Ryan M. Lohrey, Sgt. Chad E. Jenson, Sgt. Talon R. Leach, Sgt. Julian M. Kevianne, Sgt. Owen J. Lennon, Sgt. Joseph J. Murray, Sgt. Dietrich A. Schmieman, Cpl. Daniel I. Baldassare and Cpl. Collin J. Schaaff occurred in the line of duty and not due to their misconduct,” an investigator said.
“Neither the aircrew nor anybody aboard the KC-130T could have prevented or altered the ultimate outcome after such a failure,” officials said.
The crew had come over in two KC-130Ts from Stewart Air National Guard Base, New York. The two planes swapped missions, investigators said, “due to difficulties with cargo and embarkation” with one of the aircraft.
The destination of the flight, call sign “Yanky 72,” was Naval Air Facility El Centro, California.
The KC-130T carried thousands of pounds in cargo, including “two internal slingable unit 90-inch (ISU-90) containers, one Polaris Defense all-terrain utility vehicle (MRZR), and one 463L pallet of ammunition,” officials said. Also on board were 968 lithium-ion batteries, 22 cans of spray paint, one compressed oxygen cylinder, personal baggage and military kits, weighing about 2,800 pounds.
Propeller Two, including the corroded Blade Four, or P2B4, on the aircraft had flown 1,316.2 hours since its last major overhaul in September 2011, according to the documents. The aircraft had last flown missions May 24 through July 6, 2018, accumulating more than 73.3 hours within those two weeks.
The aircraft entered service in 1993. The propeller in question was made by UTC Aerospace Systems.
On the day of the accident, after it had detached from the rotating propeller, P2B4 sliced through the port side of the main fuselage, the 73-page investigation said.
The blade cut into the aircraft and then “passed unobstructed through the [mishap aircraft’s] interior, and did not exit the airframe but rather impacted the interior starboard side of the cargo compartment where it remained until cargo compartment separation,” it said. Its impact cut into the starboard interior support beam.
The violent force shook through the plane, causing the third propeller engine to separate from the aircraft. It bounced back into the aircraft, striking the right side of the fuselage and forcing a portion of one of the fuselage’s longerons to buckle. Its impact also caused significant damage to the starboard horizontal stabilizer, causing “the stabilizer to separate from the aircraft,” the investigation said.
A KC-130T Hercules in flight.
(Photo by James M. Cox)
Soon after, the aircraft’s cockpit, center fuselage and rear fuselage would all break apart mid-air during its rapid descent.
The pilots and crew involved in the cataclysmic event likely experienced immediate disorientation and shock, rendering them immobile, officials said.
Investigators said an average of 5 percent of blades processed in the past nine years by Warner Robins (WR-ALC) were Navy or Marine Corps blades. The maintenance paperwork for the 2011 work on P2B4 no longer exists because, per Air Force regulations, work control documents are destroyed after a period of two years, the investigation noted.
During the quality control and quality assurance process, where items are inspected and approved or rejected based on their conditions, investigators said Warner Robins used ineffective practices and bypassed critical maintenance procedures.
Some of the other blades and propellers also were considered unsatisfactory, investigators said.
According to the report, the aircraft also missed an inspection in the spring. A 56-day conditional inspection is required when, within 56 days, the engine has not been run or the propeller has not been manually rotated “at least three consecutive times” on the aircraft, or a propeller has not “been flowed on a test stand at an intermediate level maintenance activity.” Investigators said there was no supported evidence that a checkup was conducted.
The Navy also neglected to impose a check-and-balance system on the WR-ALC’s work, investigators stated.
“Negligent practices, poor procedural compliance, lack of adherence to publications, an ineffective QC/QA program at WR-ALC, and insufficient oversight by the [U.S. Navy], resulted in deficient blades being released to the fleet for use on Navy and Marine Corps aircraft from before 2011 up until the recent blade overhaul suspension at WR-ALC occurring on Sept. 2, 2017,” officials said.
A Naval Air Systems Command (NAVAIR) liaison stationed at WR-ALC also did not check on the maintenance being done, according to Military Times and Defense News. Leaders at the base had “no record” of the liaison ever checking procedures, the report said.
Since the accident, multiple agencies — including the Navy; Air Force; respective commands; UTC Aerospace, maker of the propeller; and officials from Lockheed Martin, the aircraft’s manufacturer — have convened to streamline practices and procedures to prevent any more similar catastrophic events, the documents said.
Investigators recommended the joint team’s primary objective be to create a “uniform approach” to overhauling procedures for both Air Force and Navy C-130T blades.
“WR-ALC plans to upgrade and improve their … process[es],” which will include the use of additional robotics, automation, and a wider scope of what’s inspected, the investigation said.
That includes more refined paperwork filings into “one consolidated electronic document identifying all defects and corrective actions,” it said.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.