A dramatic rescue of a little girl trapped by ISIS gunfire was captured Friday on video.
David Eubank, a former Special Forces soldier-turned-aid worker, was filmed as he ran out in the open amid ISIS sniper fire to rescue the girl as two other men covered him with rifle fire.
“I thought, ‘If I die doing this, my wife and kids would understand,” Eubank told the Los Angeles Times.
According to the Times, Eubank’s dramatic rescue played out on a street in the Iraqi city of Mosul, where ISIS snipers were firing at civilians that were attempting to flee. Wearing only a t-shirt, bulletproof vest, and helmet, Eubank is seen running out into the street approximately 150 yards where he picks up the girl and brings her back safely behind a tank.
Eubank, 56, served for a decade with the US Army Special Forces. After leaving the military, he founded an aid group called the Free Burma Rangers, which seeks to bring “hope and love to people in the conflict zones of Burma, Iraq, and Sudan,” according to its website.
On July 2, 2021, the Kansas City Royals had 106-year-old Mabel Johnson throw the first pitch. As America’s oldest Coast Guard veteran, it was a special moment.
She was 28 years old and living in New York City when America entered into World War II. Johnson felt called to serve and walked down to the Armed Forces Recruiting Office. The newly created Coast Guard Women’s Reserves caught her eye, she said in an interview with KCTV from 2019.
Johnson enlisted in what was known as the SPARS (Semper Paratus – Always Ready) and boarded a train to Florida for boot camp. With the world at war and fighting-able men needed at sea, this was the Coast Guard’s answer to fulfilling the vital positions on land. Over 10,000 women volunteered to enlist and fill these roles.
The Coast Guard SPARS were also the first women allowed into a military academy.
After basic training, Johnson was assigned as a storekeeper with the Coast Guard’s 9th District in Cleveland, Ohio as a Second Class Petty Officer. In March of 1945, she married a Merchant Marine while on approved leave from her Coast Guard duties. Just two months later, victory was declared in Europe.
In an interview with the Coast Guard Compass, Johnson shared how bells were ringing throughout the day, whistles were blowing and everyone was throwing paper out of windows. “Euclid Avenue was knee deep in paper,” she said.
Following the end of the war, Johnson requested a “mutual” transfer to New York City to be near her husband where she served until 1946 when the SPARS was officially dissolved. Despite its official end, it marked a new beginning for the Coast Guard. Johnson has continually been recognized by modern Coast Guard leadership throughout the years and repeatedly honored for her service.
With Johnson living outside of Kansas City since 1991, throwing the first pitch for the Royals was extra special. The scheduled event was a celebration of the 75th anniversary of World War II ending, which had been delayed a year due to the pandemic.
Looking back on her time in the Coast Guard during World War II, Johnson told KCTV that she’d serve and do it all over again if she could.
“I am extremely proud of our Coast Guard SPARS. No matter their age, they continue to represent our core values of Honor, Respect, and Devotion to Duty,” Master Chief Petty Officer of the Coast Guard Jason Vanderhaden said. “Bravo Zulu Ms. Mabel Johnson, you are a role model for all.”
Ethiopian Airlines’ deadly crash on March 10, 2019, was the second disaster involving a Boeing 737 Max 8 aircraft in the last five months.
The apparent similarities to the crash of Lion Air in October 2018 has sparked an outcry from US lawmakers as other countries — including China, Britain, Australia, and more — ground the plane pending further investigation.
Here’s what we know so far about March 10, 2019’s crash and any similarities to the Lion Air disaster so far:
All of the 157 people on board were killed
When the Ethiopian Airlines plane plunged to the ground shortly after takeoff from Addis Ababa en route to Nairobi, all 149 passengers and eight crew were killed.
The airline’s CEO told journalists that those involved hailed largely from African countries, as well as 18 Canadians, eight Americans, and others from a handful of European countries.
One passenger, who accidentally missed the crashed flight by two minutes, said in a Facebook post that he was “grateful to be alive,” despite being angry previously that no staff could help him find his gate.
Boeing, the US-based manufacturer of the 737 Max 8 involved in the crash, said March 12, 2019, it will soon roll out a software update in response to the two crashes.
At the heart of the controversy surrounding the 737 MAX is MCAS or the Maneuvering Characteristics Augmentation system. To fit the MAX’s larger, more fuel-efficient engines, Boeing had to redesign the way it mounts engines on the 737.
This change disrupted the plane’s center of gravity and caused the MAX to have a tendency to tip its nose upward during flight, increasing the likelihood of a stall. MCAS is designed to automatically counteract that tendency and point the nose of the plane downward.
Initial reports from the Lion Air investigation indicate that a faulty sensor reading may have triggered MCAS shortly after the flight took off.
Here’s the company’s full statement:
For the past several months and in the aftermath of Lion Air Flight 610, Boeing has been developing a flight control software enhancement for the 737 MAX, designed to make an already safe aircraft even safer. This includes updates to the Maneuvering Characteristics Augmentation System (MCAS) flight control law, pilot displays, operation manuals, and crew training. The enhanced flight control law incorporates angle of attack (AOA) inputs, limits stabilizer trim commands in response to an erroneous angle of attack reading, and provides a limit to the stabilizer command in order to retain elevator authority.
Still, Boeing’s statement has done little to calm fears of global air travel regulators around the world.
The US’ air safety regulator on March 11, 2019, said the plane was still safe to fly. And for now, the Federal Aviation Administration does not appear to be following the rest of the world in grounding the plane.
“External reports are drawing similarities between this accident and the Lion Air Flight 610 accident on Oct. 29, 2018,” the FAA said March 11, 2019. “However, this investigation has just begun and to date we have not been provided data to draw any conclusions or take any actions”
A handful of American lawmakers, including at least three senators and a representative, have called on the FAA to ground the plane. Amid those calls, US Secretary of Transportation Elaine Chao and her entourage of staff flew on a 737 Max 8 from Austin, Texas back to Washington D.C. March 12, 2019.
“The department and the FAA will not hesitate to take immediate and appropriate action,” Chao said, according to CNBC.
Pilots in the United States also reported issues with the plane in the months leading up to March 10, 2019’s crash. One pilot said the flight manual was “inadequate and almost criminally insufficient,” according to the Dallas Morning News.
Those complaints were made in the Federal Aviation Administration’s incident database which allows pilots to report issues about aviation incidents anonymously. They highlighted issues with the Max 8’s autopilot system, which had been called into question following the crash of Lion Air Flight 610 in October 2018. That incident also involved a Boeing 737 Max 8 plane.
More countries ground Boeing 737 MAX 8 aircraft after Ethiopian Airlines crash
“We are not surprised by the negative stock reaction, as the 737 represents the strongest backlog, free cash flow (FCF and potential upside from further rate increases,” Ken Hubert, an analyst at Canaccord Genuity, said in a note to clients on March 11, 2019.
“We view the risk as less about near term expenses, but the full year 737 delivery estimates for BA could be impacted. We do not expect BA to slow the 737 pull from suppliers. Moreover, the larger risk is the reputational concern for BA,” he continued.
The 737 MAX comprised 2.2% of Southwest’s scheduled available seat miles (ASM) for March 2019, and is projected to grow to 2.6% by June 2019. The airline reportedly said March 12, 2019 that it’s “working with Customers individually who wish to rebook their flight to another aircraft type.”
United Airlines and American Airlines also operate the plane in the US, where there are 74 of them registered according to the FAA. Around the world, 59 airlines operate 387 of the 737 Max 8 and 9, the agency said.
For the last decade, Russian-made engines have been propelling US national security satellites into space.
While this has proven to be a good approach in the past, the time has come for a new breed of rocket engine that’s American-made.
On Feb. 29, the US Air Force — who runs the national security launch missions — announcedthat it will invest up to $738 million to put an end to America’s reliance on the Russian-made RD-180 rocket engines.
RD-180 engines currently power the Atlas V rocket, which is owned and run by the United Launch Alliance (ULA) aerospace company.
And over the last 10 years, the Atlas V has helped ferry expensive and sensitive national security payloads into space for the Air Force.
But in recent years, as political tensions grew between the US and Russia, ULA’s use of the RD-180 engines has come under fire.
After the Crimean crisis in 2014,Congress called to permanently terminate the Air Force’s reliance on Russian-made rocket engines by building a program that would see functional, American-made rocket engines by the end of 2019.
Now is the right time
As part of its announcement on Feb. 29, the Air Force said it will award ULA up to $202 million, which will go toward the construction of ULA’s new Vulcan rocket — scheduled to launch for the first time in 2019.
Vulcan is expected to run on rocket engines designed and constructed by the American aerospace company Blue Origin, which is owned by Amazon founder Jeff Bezos.
But Blue Origin isn’t the only company working on taking back America’s role as a leader in rocket propulsion systems.
In direct competition is the rocket propulsion manufacturer company Aerojet Rocketdyne, which just got a major vote of confidence.
The rest of that $738 million the Air Force is willing to invest — which equates to a whopping $536 million — was dedicated to Aerojet Rocketdyne.
Right now, Aerojet is constructing its AR1 rocket engine, which the company says could be used to propel the Atlas V, Vulcan, as well as other rockets currently under development.
While ULA has contracted with Blue Origin to build its BE-4 rocket engines for the Vulcan rocket, ULA also has a contract with Aerojet, as back up.
If Blue Origin’s efforts to build the BE-4 rocket engine falter, then ULA will turn to Aerojet’s AR1 to power the Vulcan.
ULA and Aerojet have until Dec. 31, 2019 to design, build, and test its new engines.
“While the RD-180 engine has been a remarkable success with more than 60 successful launches, we believe now is the right time for American investment in a domestic engine,” Tory Bruno, ULA’s president and chief executive officer, said in a release.
The Air Force will likely have high-speed, long-range and deadly hypersonic weapons by the 2020s, providing kinetic energy destructive power able to travel thousands of miles toward enemy targets at five-times the speed of sound.
“Air speed makes them much more survivable and hard to shoot down. If you can put enough fuel in them that gets them a good long range. You are going roughly a mile a second so if you put in 1,000 seconds of fuel you can go 1,000 miles – so that gives you lots of standoff capability,” Air Force Chief Scientist Greg Zacharias told Scout Warrior in an interview.
While much progress has been made by Air Force and Pentagon scientists thus far, much work needs to be done before hypersonic air vehicles and weapons are technologically ready to be operational in combat circumstances.
“Right now we are focusing on technology maturation so all the bits and pieces, guidance, navigation control, material science, munitions, heat transfer and all that stuff,” Zacharias added.
Zacharias explained that, based upon the current trajectory, the Air Force will likely have some initial hypersonic weapons ready by sometime in the 2020s. A bit further away in the 2030s, the service could have a hypersonic drone or ISR (intelligence, surveillance, reconnaissance) vehicle.
“I don’t yet know if this is envisioned to be survivable or returnable. It may be one way,” Zacharias explained.
A super high-speed drone or ISR platform would better enable air vehicles to rapidly enter and exit enemy territory and send back relevant imagery without being detected by enemy radar or shot down.
By the 2040s, however, the Air Force could very well have a hypersonic “strike” ISR platform able to both conduct surveillance and delivery weapons, he added.
A weapon traveling at hypersonic speeds, naturally, would better enable offensive missile strikes to destroy targets such and enemy ships, buildings, air defenses and even drones and fixed-wing or rotary aircraft depending upon the guidance technology available.
A key component of this is the fact that weapons traveling at hypersonic speeds would present serious complications for targets hoping to defend against them – they would have only seconds with which to respond or defend against an approaching or incoming attack.
Hypersonic weapons will quite likely be engineered as “kinetic energy” strike weapons, meaning they will not use explosives but rather rely upon sheer speed and the force of impact to destroy targets.
“They have great kinetic energy to get through hardened targets. You could trade off smaller munitions loads for higher kinetic energy. It is really basically the speed and the range. Mach 5 is five times the speed of sound,” he explained.
The speed of sound can vary, depending upon the altitude; at the ground level it is roughly 1,100 feet per second. Accordingly, if a weapon is engineered with 2,000 seconds worth of fuel – it can travel up to 2,000 miles to a target.
“If you can get control at a low level and hold onto Mach 5, you can do pretty long ranges,” Zacharias said.
Although potential defensive uses for hypersonic weapons, interceptors or vehicles are by no means beyond the realm of consideration, the principle effort at the moment is to engineer offensive weapons able to quickly destroy enemy targets at great distances.
Some hypersonic vehicles could be developed with what Zacharias called “boost glide” technology, meaning they fire up into the sky above the earth’s atmosphere and then utilize the speed of decent to strike targets as a re-entry vehicle.
For instance, Zacharias cited the 1950s-era experimental boost-glide vehicle called the X-15 which aimed to fire 67-miles up into the sky before returning to earth.
China’s Hypersonic Weapons Tests
Zacharias did respond to recent news about China’s claimed test of a hypersonic weapon, a development which caused concern among Pentagon leaders and threat analysts.
While some Pentagon officials have said the Chinese have made progress with effort to develop hypersonic weapons, Zacharias emphasized that much of the details regarding this effort were classified and therefore not publically available.
Nevertheless, should China possess long-range, high-speed hypersonic weapons – it could dramatically impact circumstances known in Pentagon circles and anti-access/area denial.
This phenomenon, referred to at A2/AD, involves instances wherein potential adversaries use long-range sensors and precision weaponry to deny the U.S. any ability to operate in the vicinity of some strategically significant areas such as closer to an enemy coastline. Hypersonic weapons could hold slower-moving Navy aircraft carriers at much greater risk, for example.
An April 27th report in the Washington Free Beach citing Pentagon officials stating that China successfully tested a new high-speed maneuvering warhead just last week.
“The test of the developmental DF-ZF hypersonic glide vehicle was monitored after launch Friday atop a ballistic missile fired from the Wuzhai missile launch center in central China, said officials familiar with reports of the test,” the report from the Washington Free Beacon said. “The maneuvering glider, traveling at several thousand miles per hour, was tracked by satellites as it flew west along the edge of the atmosphere to an impact area in the western part of the country.”
Scientists with the Air Force Research Laboratory and the Pentagon’s research arm are working to build a new hypersonic air vehicle that can travel at speeds up to Mach 5 while carrying guidance systems and other materials.
Air Force senior officials have said the service wants to build upon the successful hypersonic flight test of the X-51 Waverider 60,000 feet above the Pacific Ocean in May of 2013.
The Air Force and DARPA, the Pentagon’s research entity, plan to have a new and improved hypersonic air vehicle by 2023.
The X-51 was really a proof of concept test designed to demonstrate that a scram jet engine could launch off an aircraft and go hypersonic.
The scramjet was able to go more than Mach 5 until it ran out of fuel. It was a very successful test of an airborne hypersonic weapons system, Air Force officials said.
The successful test was particularly welcome news for Air Force developers because the X-51 Waverider had previously had some failed tests.
The 2013 test flight, which wound up being the longest air-breathing hypersonic flight ever, wrapped up a $300 million technology demonstration program beginning in 2004, Air Force officials said.
A B-52H Stratofortress carried the X-51A on its wing before it was released at 50,000 feet and accelerated up to Mach 4.8 in 26 seconds. As the scramjet climbed to 60,000 feet it accelerated to Mach 5.1.
The X-51 was also able to send back data before crashing into the ocean — the kind of information now being used by scientists to engineer a more complete hypersonic vehicle.
“After exhausting its 240-second fuel supply, the vehicle continued to send back telemetry data until it splashed down into the ocean and was destroyed as designed,” according to an Air Force statement. “At impact, 370 seconds of data were collected from the experiment.”
This Air Force the next-generation effort is not merely aimed at creating another scramjet but rather engineering a much more comprehensive hypersonic air vehicle, service scientists have explained.
Hypersonic flight requires technology designed to enable materials that can operate at the very high temperatures created by hypersonic speeds. They need guidance systems able to function at those speeds as well, Air Force officials have said.
The new air vehicle effort will progress alongside an Air Force hypersonic weapons program. While today’s cruise missiles travel at speeds up to 600 miles per hour, hypersonic weapons will be able to reach speeds of Mach 5 to Mach 10, Air Force officials said.
The new air vehicle could be used to transport sensors, equipment or weaponry in the future, depending on how the technology develops.
Also, Pentagon officials have said that hypersonic aircraft are expected to be much less expensive than traditional turbine engines because they require fewer parts.
For example, senior Air Force officials have said that hypersonic flight could speed up a five- hour flight from New York to Los Angeles to about 30 minutes. That being said, the speed of acceleration required for hypersonic flight may preclude or at least challenge the scientific possibility of humans being able to travel at that speed – a question that has yet to be fully determined.
In an action that has been long overdue, Congress has approved the award of the Congressional Gold Medal to members of the famed Merrill’s Marauders of World War II. The House passed the resolution last week after the Senate had approved it last fall. It is expected that President Donald Trump will sign it shortly.
Only one Congressional Gold Medal is awarded each year to a person or institution. It is deemed, “the highest expression of national appreciation for distinguished achievements and contributions” according to the award’s official website.
Merrill’s Marauders were named after General Frank Merrill. The 3,000-strong unit was officially the 5307th Composite Unit. It was trained to work behind Japanese lines during the Burma campaign of World War II.
Marauders move under fire against Japanese positions.
Unfortunately, combat, disease, and time have taken their toll. Today there are only eight surviving members of the famed unit. When the push for awarding the medal began in 2016, there were still 28 Marauders still alive.
“I feel like I’m floating on air,” Robert Passanisi, a 96-year-old veteran of the unit, who is also the spokesman for the surviving members and a historian, said when hearing the news.
“It has been a long journey, and we’ve had to struggle through three congressional sessions to obtain this great honor,” Passanisi said. “My one regret is that only eight of us are alive to enjoy this historic honor.”
Some individual members of the unit, including Japanese-American interpreters as well as OSS troops who fought with the Merrill’s Marauders in Burma, had already been awarded the Congressional Gold Medal.
The House passed the bill one day after the 77th anniversary of 2,000 volunteers boarding the SS Lurline on Sept. 21, 1943, in San Francisco to ship out to New Caledonia. There, another 1,000 veterans from the South Pacific front joined them.
After the U.S. troops had been driven out of Burma by the Japanese in 1943, the Americans decided that they needed a “Long Range Penetration” mission behind Japanese lines. The plan was to disrupt and destroy the enemy’s supply lines and communications, to attack him from behind, and to try to regain the Burma Road.
General Joseph “Vinegar Joe” Stilwell grimly summarized the campaign: “I claim we got a hell-of-a-beating. We got run out of Burma, and it is as humiliating as hell. I think we ought to find out what caused it, go back, and retake [Burma].”
The call went out for volunteers for “A Dangerous and Hazardous Mission.” Over 3,000 men answered that call, some from far-flung bases in Panama and Trinidad; others were veterans from New Guinea, Guadalcanal, and elsewhere. Thus the 5307th Composite Unit (Provisional) was born.
Merrill (holding the map) with members of his staff.
The unit got its nickname from Time correspondent James R. Shepley. Reporters sent to cover the fighting in Burma were looking for a hook to capture the imagination of the American public back home. Nicknaming the unit served that purpose.
Frank Merrill didn’t look like a man whose job it was to lead a Special Operations Task Force behind enemy lines. Although he was a powerfully built man, he was plagued with a bad heart and poor eyesight. He had graying hair and smoked his pipe non-stop. He had little experience commanding troops but was a brilliant and unshakable leader.
During training and operations, Merrill drove himself even harder than his men; because of that, they loved, respected, and believed in him. The Chinese troops, part of General “Vinegar Joe” Stillwell’s command, loved him nearly as much as General Chenault, the commander of the “Flying Tigers.”
Merrill was born in the small town of Hopkinton, Mass. (the starting point for the Boston Marathon.) He tried unsuccessfully to get into West Point before joining the Army as a private. Working his way up to Staff Sergeant, he was finally accepted to the U.S. Military Academy on his sixth application. He graduated and was commissioned as a cavalry officer.
Merrill spent time in Japan as an assistant military attaché and learned Japanese while stationed there. Just prior to Pearl Harbor, he was assigned to the Chinese-Burma Theater and was with Stillwell on his long march out of Burma.
He trained his unit hard, working them for three months with Orde Wingate’s Chindits, the British unit that had already carved a name for themselves in the theater.
The Marauders were divided into three battalions and formed into six combat teams (400 per team), color-coded Red, White, Blue, Green, Orange, and Khaki. There were two teams to a battalion. The rest of the men formed the H.Q. and Air Transport Commands.
During the next four months, Merrill’s Marauders would take part in five major and 30 minor engagements with the Japanese veteran 18th Division which had taken both Singapore and Malaya.
In their first action against the Japanese 18th Division, they moved to set up blocking positions at Walawbum 10 miles behind the Japanese lines. General Tanaka, who commanded the Japanese forces, fearing that Stillwell was trying to encircle his forces, promptly attacked the Marauders.
The Americans beat back several bayonet attacks and caused significant casualties. The Japanese had 650 dead and as many wounded. The Americans had just seven killed and 36 wounded.
In the south, Wingate’s Chindits were hitting Tanaka hard cutting the railway lines and forcing him to withdraw northward. After two months of near-constant fighting, the Marauders were reeling; many of them were already sick with malaria. But their biggest mission lay ahead.
Less than a year after its creation, the unit was tasked with conducting a long and dangerous mission over the mountains. They had to trek across nearly 1,100 miles over the mountainous, nearly impenetrable jungle, in the foothills of the Himalayas, with no tanks or heavy artillery, to attack the Japanese. Their goal was to capture the important Japanese airfield at Myitkyina. The Operation would be known as “End Run.”
Capturing the airfield would benefit the supply aircraft since it would no longer have to fly over “the Hump” to ferry supplies to Kunming, China. It would also allow the Allies to construct the Ledo Road through which supplies could also travel to Kumming.
Augmenting the Marauders, who were down to about 50 percent strength due to casualties and tropical diseases, were two Chinese regiments and 300 Kachin tribesmen who were led by the OSS.
Merrill, having just returned to duty after his second heart attack, was beside the men and encouraging them all the way. The trek was so steep, muddy, and treacherous. Merrill’s men would lose half of their pack animals, along with their necessary equipment. And nearly half of the men became sick with amoebic dysentery after drinking water from streams that the Chinese were using the streams as a latrine.
After wiping out a small Japanese garrison at Ripong, 149 of the men came down with typhus. Several of the men died including Colonel Henry Kinnison, one of the team leaders. The Marauders arrived at their target location on the night of May 16.
The next morning they began their assault which was led by Lt. Colonel Charles Hunter. The Marauders and two Chinese regiments snuck past the Japanese undetected and attacked the airfield from the north, south, and west. They took the Japanese completely by surprise.
Not only did they seize the airfield but the Chinese troops also took a ferry landing on the Irrawaddy River. By 1530 hrs on the 17th of May, Merrill had radioed the code words “Merchant of Venice” which meant that the airstrip was already set for taking in C-47 transport aircraft.
Lord Mountbatten sent Stillwell the following message:
“By the boldness of your leadership, backed by the courage and endurance of your American and Chinese troops, you have taken the enemy completely by surprise and achieved a most outstanding success by seizing the Myitkyina airfield.”
The airfield seizure was considered a brilliant military move. Yet the Americans had lost a major opportunity in not capturing the town of Myitkyina. The town was only defended by about 700 Japanese troops but Hunter had been given no orders to take it.
Additionally, a fresh division, the British 36th, could have easily joined the Americans but Stillwell wanted no part of the British in this operation. This was a big mistake. Stillwell then sent anti-aircraft crews and engineers to fix an airstrip that was already totally operational, instead of securing badly needed arms and ammunition. By the time Merrill’s Marauders’ 2nd Battalion attacked the town, the Japanese had been reinforced and now had 3,500 well dug-in troops. The Marauders’ attacks failed.
Merrill and Stillwell in Burma.
Diseases, typhus, malaria, and dysentery, kept reducing the Marauders’ numbers until only 200 effective riflemen were left. In response, Stillwell scraped together more engineers and support troops; yet these men were totally green.
The Japanese managed to hold onto the town of Myitkyina until late summer. By then, the Marauders were no longer an effective fighting outfit. They were pulled out of the line finally in June and disbanded by August.
But by the excellent efforts of both the Marauders and the Chindits, the airfield at Myitkyina saved the transports from flying over the dangerous “Hump” into China. And with the Ledo Road complete, the 1,100-mile supply route to Kunming was now open.
Merrill was promoted to Major General and was transferred to the Pacific Theater. He was the Chief of Staff of the 10th Army under General Buckner during the Okinawa campaign. Later he held the same position for the Sixth Army in the Philippines. He was present on the battleship Missouri for the Japanese surrender in Tokyo Bay.
After the war, he was briefly the Deputy Chief for the Military Advisory for the Philippines but a third heart attack forced him into retirement. He returned to his native New England and retired in New Hampshire where he was given the job of State Highway Commissioner by the governor. Merrill died of a heart attack in Fernandina Beach, Florida on December 11, 1955. He was only 52 years old. He was buried at West Point next to General Stillwell per his wishes.
On August 10, 1944, the surviving Merrill’s Marauders were consolidated into the 475th Infantry, which continued service in northern Burma until February 1945. In June of 1954, the 475th Infantry was redesignated as the 75th Infantry. Thereby, the men of Merrill’s Marauders became the parents of the 75th Infantry Regiment, from which descended the 75th Ranger Regiment of today. This is why the six colors that represented the Marauders’ combat teams are now worn on the beret flash of the Ranger Regiment.
Merrill was inducted into the Ranger Hall of Fame in 1992. In his honor, Camp Frank D. Merrill in Dahlonega, Georgia, is home to the 5th Ranger Training Battalion and the mountain phase of the U.S. Army Ranger School.
In March 2018, the United States Paralympic Team sent 18 U.S. military veterans to PyeongChang, South Korea to compete for Olympic gold. That’s just under a quarter of the whole U.S. team. They competed in alpine skiing, curling, and sled hockey, bringing home more than a couple of gold medals — 36 medals in all.
They represented all branches of the U.S. military and have deployed to all areas of the Earth in support of the United States. According to the New York Times, the games are, in a way, getting back to their military roots. The Paralympic Games started off as the Stoke Mandeville Games in 1948 which, at the time, were specifically for wounded World War II veterans.
Today, funding for Paralympic athletes is more readily and widely available to aspirants who are also military veterans. Even as the number of returning, wounded veterans gets lower overall, the number of vets on the Team USA roster swells. It’s just more difficult for a non-veteran to get a start, considering the support that comes from the Department of Veterans Affairs and nonprofits like the Semper Fi Fund.
But once on the team, they’re Team USA — all the way. There is no rift between the veterans and non-veterans. This year’s USA Sled Hockey Team featured five Marines and two Army veterans among the 17 members of the team. They took home the gold.
I’m honored and proud to be able to wear our colors and the big ‘USA’ on the front of our jerseys,” says Rico Roman, one of the two Army veterans. “It’s great to be out there with other veterans and to be able to represent our country on the highest level of Paralympic athletics in our sport of sled hockey.
Justin Marshall, who is a non-veteran member of the USA’s Wheelchair Curling Team, says he would never be resentful of the extra funding available to veterans. They’re his teammates.
“Almost every guy in my family served in the military, and I probably would have followed except I had my spinal cord stroke when I was 12,” Marshall told the New York Times. “It helps them so I can’t be mad at them for it. I wish I had that extra funding, but I don’t, so I just try to find another way to take care of that.”
For Army Sgt. Shaun Castle, the Army was becoming a career.
As a military policeman in the early 2000s, Castle had some key war-zone assignments to Kosovo, Macedonia and the Middle East that were tracking toward a bright future in the service.
But in 2005, Shaun suffered a spine injury that eventually ended his Army career. And while he recovered enough to serve as a police officer in Alabama, his prior-service injury worsened and he had to leave the force, losing the use of his legs.
Undaunted, Shaun focused on getting a college degree and earned a place on the roster of the University of Alabama wheelchair basketball team where he’s also a member of the 2020 Paralympic Games development team.
In 2012, after standing under the Paralympic banners of the Birmingham-based Lakeshore Foundation, Castle began training six days per week – hard work that has paid dividends for the now collegiate and professional sports star who plays for the University of Alabama’s men’s wheelchair basketball team and the USA Developmental team. Castle also has played professional wheelchair basketball in Lyon, France, and is a Paralympic hopeful for the 2020 Games in Tokyo, Japan. (Photo from Shaun Castle)
An advocate for Paralyzed Veterans of America and the Lakeshore Foundation, Castle has participated in numerous radio spots and other promotions in which he’s known for making mundane topics – like MREs (meals ready to eat) – sound interesting. In 2016, Castle pioneered the construction of an arena dedicated solely to wheelchair basketball at the University of Alabama. (Photo from Shaun Castle)
As the confetti of the New Year celebration is swept away, love begins to take over. We watch the red and pink heart covered “things” fill the stores in anticipation of February 14th – Valentine’s Day. The history of this day is long and can be traced back to ritualistic goat sacrificing for fertility long before we heard the ruminants of “roses are red and violets are blue” poems and exchanged sweet cards.
Weird sacrifices aside, the modern-day Valentine’s Day is aimed at celebrating love. Gone are the days of it just being about the special someone in your life. Now, Americans are also buying gifts for family members, children’s classmates, coworkers, and even 27% of Americans are celebrating with gifts for their pets!
The National Retail Federation reports that 2020 will be the biggest spending year for Valentine’s Day; the average person is planning to spend upwards of $196.31 each this February 14. Although spending is definitely up, that same report showed that only half of Americans are actually celebrating the holiday down from 61% in years past. Those that are choosing to rebel against all things V-Day related in strong protest against what they feel is an over-commercialized and single person ostracizing holiday.
For a military spouse, this day can come with its own set of challenges, especially if their service member is deployed. When the service member is gone, military spouses are already fighting internal debilitating mental health battles and balancing already overloaded plates. The idea of celebrating a day which is traditionally aimed at couples – hurts. But who says love has to hurt?
Love has long been associated with kindness. Did you know that random acts of kindness have been found to increase heart health by lowering blood pressure for the person performing the act? That same study also found that it reduces feelings of stress, anxiety, and increases happiness. This year, random acts of kindness week kicks off on February 13th – the day before Valentine’s Day! It’s a sign.
So, despite the disdain for cupid’s day – whatever your reasons – you can make it your own special kindness-filled day. Here’s are 5 ways to spread the love this Valentine’s Day:
Go buy those annoyingly pink cards and candies, then leave them for strangers to find. Their smiles will make you forget how much you dislike V-Day, promise.
Give a valentine to your community
Remember that park filled with trash? Clean it up. That foul-mouthed graffiti on the wall? Scrub it off. Love doesn’t have to be directed at a person, go love on your community.
Visit a nursing home
Feeling blue about being alone? I promise the residents of your local nursing homes are even more lonely. Go spend some time with those that are forgotten, you’ll feel better for it. One study found that those that are kind to others have reduced feelings of depression.
Go serve a meal
The best way to the heart is through the stomach, right? Go feed a meal to those with next to nothing. Volunteers taper off after Thanksgiving and Christmas – shelters are desperate for help to continue their good work. Find your local homeless shelter and get to work.
The Humane Society is always in need of someone to love on the animals in their care. Did you know that when humans love on dogs, the love hormone oxytocin increases for both man and their best friend? Go walk some dogs and snuggle some kittens.
This Valentine’s Day, try and check your automatic reflex to grimace as you walk through the stores covered in pink. Instead, make the day your own special day filled with love and kindness. What are you waiting for?
The U.S. Army is slowing down its timeline to acquire a fleet of Joint Light Tactical Vehicles, an armored Humvee replacement that some have criticized as being better suited to past wars.
The Army’s $178 billion proposed budget for fiscal 2021 earmarks $894.4 million to buy “1,920 JLTVs of various configurations as well as 1,334 JLTV-T companion trailers,” according to a Feb. 10 Army statement.
“They are reductions; they are not cuts,” Maj. Gen. Paul Chamberlain, director of Army budget, told reporters at the Pentagon. “We are extending the production life for JLTV.”
The Army began slowing its JLTV acquisition strategy last year, announcing it would buy 2,530 JLTVs in fiscal 2020, a significant reduction from its 2019 purchase of 3,393 vehicles.
The JLTV was one of 93 programs the Army cut or reduced last year, putting roughly billion in savings toward the Army’s ambitious modernization effort.
Last April, then-Secretary of the Army Mark Esper said that the JLTV was essentially designed to fight a war with the kind of improvised explosive device (IED) threats that existed in Iraq.
The JLTV became a modernization priority for the Army and Marine Corps in the early days of Iraq, after the Humvee proved unable to protect troops from deadly IEDs.
Army leaders said last year that the service was considering lowering its procurement objective of buying 49,000 JLTVs by the mid-2030s.
Now Army budget officials say that the service has extended JLTV’s production life until 2041.
“The total number remains the same; it’s just over a longer period that it is going to be procured,” Chamberlain said.
Oshkosh Corp. was selected in August 2015 over Lockheed Martin Corp. and AM General LLC to build the JLTV, but Army budget officials said Tuesday that the service may award another competitive JLTV contract in 2022 to get a better deal.
“Normally, we do that to drive price down on the end-state, so if you have competition in the production space, you will eventually get some savings out of it,” John Daniels, deputy assistant secretary of the Army for Plans, Programs and Resources, told reporters at the Pentagon.
“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.
What do you buy the woman who’s operator AF? Guns, guns, and more guns. And maybe some leggings. Previously, we explored what to buy the man in your life who’s operator AF. The list was inspired by my quest to find the perfect gift for my husband, but that prompted him to ask me what I wanted in return. Apparently a million dollars and a pool weren’t going to happen on such short notice. Thus, this list was born:
1. Sport Earmuffs
Sound Management | Honeywell Howard Leight™ Impact® Sport Earmuffs
These cancel out harmful sounds, which sounds just about right for the impending arrival of the in-laws.
Amplifies low-level sound up to 4 times
Protection against harmful noise
Folds for convenient storage
Soft headband for greater wearer comfort
Connects to iPod, MP3 and other devices
Low energy consuming features a 4-hour automatic shut-off
Features patented Air Flow Control™ technology for optimal attenuation
2. Nike Field Boots
It’s shitty, but Nike doesn’t make these in women’s sizes. Math will have to happen here.
Quick-drying synthetic leather overlays for durability and support
Multiple ventilation zones that allow the boot to breathe and drain quickly
Genuine leather footbed for durability, flexibility and comfort
Nike Free-inspired outsole, designed for traction and natural range of motion
Sticky rubber forefoot lugs for exceptional traction on all terrain
Weight: 15.9 ounces (men’s size 9)
3. Tactical Pants
WOMEN’S STRYKE PANT
These are roomy enough for kneepads… for kneeling on the range!
6.76 oz. Flex-Tac ripstop fabric
Articulated knees (kneepad ready)
Bartacking at major seams and stress points
12 pockets sized for tactical use
Operator AF or no, every woman capable of pulling the trigger should own a handgun. This tiny thing fits perfectly into numbers 5 & 6 on my list.
Caliber / System: 9×19 / Safe Action
LENGTH: 159 mm / 6.26 in.
WIDTH: 26 mm / 1.02 in.
LENGTH BETWEEN SIGHTS: 132 mm / 5.20 in
HEIGHT: 108 mm / 4.25 in.
BARREL LENGTH: 86 mm / 3.39 in.
Weight UNLOADED: 509 g / 17.95 oz.
Weight LOADED: 634 g / 22.36 oz.
TRIGGER PULL: ~2.5 kg / ~5.5 lbs.
TRIGGER TRAVEL: ~12.5 mm / ~0.49 in.
BARREL RIFLING: right hand, hexagonal
LENGTH OF TWIST: 250 mm / 9.84 in.
Magazine Capacity: STANDARD: 6
Because who doesn’t appreciate a woman in leggings.
Built-in Trigger Guard for added protection
Fast breakaway retention tab holsters your gun securely in place
No gun grips rubbing your thighs
No printing through your skirt
Fast and smooth draw time
Great for all seasons, all day/night wear
An additional accessory compartment
Right handed draw only
6. Concealed carry corset
Dene Adams® corset holsters
Buy 2. Trust me.
Actual shapewear garment
Fast breakaway retention tab holsters your gun securely in place
Fast and smooth draw time
Great for all seasons, all day/night wear
Comes with a Universal Trigger Guard Insert
Measures and stays true to size
Hand wash/ Line dry
Gun Fit: Compact to Micro (Up to 7.9 inches)
Closure: Two rows of hook and eye
Extenders: Classics Corset Size Extenders
7. Eye Pro
M FRAME® 2.0 STANDARD ISSUE BALLISTIC – ANSI Z87.1 STAMPED
Eye pro is important AF, and I don’t trust my eyes to anyone other than Oakley.
ANSI Z87.1 Stamped
Our performance sunglasses meet and exceed the impact-resistance standards of the American National Standards Institute (ANSI)
The two Broad Area Maritime System aircraft arrived in Guam in January.
The U.S. Navy deployed the MQ-4C Triton Broad Area Maritime System (BAMS) to Andersen Air Force Base, Guam, for the first operational deployment. According to the official photos, the two aircraft arrived at their forward operating base on Jan. 12, 2020, even though the deployment was announced only on January 26.
The Triton is operated by Unmanned Patrol Squadron (VUP) 19, the first Unmanned Aircraft System (UAS) squadron of the US Navy, in an Early Operational Capability (EOC). VUP-19 will develop the concept of operations for Intelligence, Surveillance and Reconnaissance (ISR) missions with the MQ-4C in the 7th Fleet, where it will complement the P-8A Poseidon. The Initial Operational Capability (IOC), planned for 2021, will include four air vehicles with capacity to support 24/7 operations, according to the Navy.
“The introduction of MQ-4C Triton to the Seventh Fleet area of operations expands the reach of the U.S. Navy’s maritime patrol and reconnaissance force in the Western Pacific,” said Capt. Matt Rutherford, commander of Commander, Task Force (CTF) 72. “Coupling the capabilities of the MQ-4C with the proven performance of P-8, P-3 and EP-3 will enable improved maritime domain awareness in support of regional and national security objectives.”
The Triton will bring in the Pacific theater new capabilities with an increased persistence, as wrote in a previous article by our Editor David Cenciotti:
The U.S. Navy’s MQ-4C “Triton” Broad Area Maritime Surveillance (BAMS) is an ISR (Intelligence Surveillance Reconnaissance) platform that will complement the P-8A Poseidon within the Navy’s Maritime Patrol and Reconnaissance Force family of systems: for instance, testing has already proved the MQ-4C’s ability to pass FMV (Full Motion Video) to a Poseidon MPA (Maritime Patrol Aircraft). An advanced version than the first generation Global Hawk Block 10, the drone it is believed to be a sort of Block 20 and Block 30 Global Hawk hybrid, carrying Navy payload including an AN/ZPY-3 multi-function active-sensor (MFAS) radar system, that gives the Triton the ability to cover more than 2.7 million square miles in a single mission that can last as long as 24 hours at a time, at altitudes higher than 10 miles, with an operational range of 8,200 nautical miles.
An MQ-4C Triton unmanned aircraft system (UAS) taxis after landing at Andersen Air Force Base for a deployment as part of an early operational capability (EOC) to further develop the concept of operations and fleet learning associated with operating a high-altitude, long-endurance system in the maritime domain. Unmanned Patrol Squadron (VUP) 19, the first Triton UAS squadron, will operate and maintain two aircraft in Guam under Commander, Task Force (CTF) 72, the U.S. Navy’s lead for patrol, reconnaissance and surveillance forces in U.S. 7th Fleet.
This first deployment was actually expected to happen in late 2018, after the MQ-4C was officially inducted into service on May 31, 2018. However, in September 2018, VUP-19 had to temporarily stand down its operation following a Class A mishap with the new aircraft. As stated by Cmdr. Dave Hecht, a spokesman for Naval Air Force Atlantic, to USNI News in that occasion, the Triton “had an issue during flight and the decision was made to bring it back to base. While heading in for landing, the engine was shut down but the landing gear did not extend. The aircraft landed on its belly on the runway. No one was hurt and there was no collateral damage.”
The announcement of this first deployment arrived just as Germany canceled its plans to buy four MQ-4C for signals intelligence missions (SIGINT), opting instead for the Bombardier Global 6000, as the Triton would be unable to meet the safety standards needed for flying through European airspace by 2025, as reported by DefenseNews.