The photograph in this post shows a U.S. Navy Lockheed Martin F-35C Lightning II of Air Test and Evaluation Squadron 23 (VX-23) “Salty Dogs” during a test flight. Released by the Naval Air Warfare Center Aircraft Division, the image was taken as the stealth aircraft, carrying external AIM-9X Sidewinder AAMs (Air-to-Air Missiles), flies transonic: indeed, what makes the shot particularly interesting are the schlieren shock waves that flight test photographers captured as the JSF transitioned from sub-sonic to supersonic.
Schlieren imagery is a modern version of a 150-year-old German photography technique, used to visualize supersonic flow phenomena: a clear understanding of the location and strength of shock waves is essential for determining aerodynamic performance of aircraft flying at supersonic speed in different configurations, for improving performance as well as designing future jets.
“Schlieren imaging reveals shock waves due to air density gradient and the accompanying change in refractive index,” says the NASA website that published an extensive article about this particular kind of photography few years ago. “This typically requires the use of fairly complex optics and a bright light source, and until recently most of the available schlieren imagery of airplanes was obtained from scale model testing in wind tunnels. Acquiring schlieren images of an aircraft in flight is much more challenging. Ground-based systems, using the sun as a light source, have produced good results but because of the distances involved did not have the desired spatial resolution to resolve small-scale shock structures near the aircraft.”
This schlieren image of a VX-23 F-35C flying transonic shows the shock waves generated by the stealth aircraft.
(US Navy photo by Liz Wolter)
Noteworthy, while schlieren imaging dramatically displays the shock wave of a supersonic jet (image processing software removes the background then combines multiple frames to produce a clear picture of the shock waves) change in refractive index caused by shock waves can also become visible when aircraft move at speed much lowen than transonic, as shown in photographs taken in 2018.
A T-38C passing in front of the sun at supersonic speed, generating shockwaves.
Here what I wrote last year about a crazy cool image of an F-35 flying through the famous Star Wars canyon taken by photographer Jim Mumaw:
At speed lower than the transonic region, air flows smoothly around the airframe; in the transonic region, airflow begins to reach the speed of sound in localized areas on the aircraft, including the upper surface of the wing and the fuselage: shock waves, generated by pressure gradient resulting from the formation of supersonic flow regions, represent the location where the air moving at supersonic speed transitions to subsonic. When the density of the air changes (in this case as a consequence of shock waves) there is a change in its refractive index, resulting in light distortion.
Generally speaking, shock waves are generated by the interaction of two bodies of gas at different pressure, with a shock wave propagating into the lower pressure gas and an expansion wave propagating into the higher pressure gas: while the pressure gradient is significant in the transonic region, an aircraft maneuvering at high-speed through the air also creates a pressure gradient that generates shock waves at speed much lower than the speed of sound.
This article originally appeared on The Aviationist. Follow @theaviationist on Twitter.
If there’s one thing every military veteran has in common, it’s that we all went through a recruiter — but experiences may vary. For example, some recruits had either high-value skills or were willing to take any job the recruiter might offer and, thus, were pursued by military recruiters. Others had to seek one out. Either way, our feelings about our recruiters rise and fall as our career progresses.
At first, many feel like they were bamboozled by their recruiter. As if somehow, they lied to us.
Maybe they made us promises they had no intention of keeping. Maybe they said we were going to get a bonus when we didn’t, or maybe the bonus wasn’t as big as promised. Or maybe the recruiter told us we could go in “Open General” and then choose to be an Airborne Cryptologic Language Analyst when we’re in basic training and we wouldn’t have to take whatever the Air Force chose to give us.
(U.S. Air Force photo by Ave I. Pele)
The fact of the matter is that every U.S. enlisted troop has a recruiter story. The recruiting process is the one thing every branch of the military has in common. From MEPS to the naked duck walk to going on a trip with a group of strangers whose only common bond is a manila envelope full of personal information, this is the area of the military that transcends branch of service — one that all Coast Guardsmen, soldiers, sailors, airmen, and Marines experience equally.
But what we don’t realize until we’re grown up a little and have a little rank on our sleeves or collars is that recruiting is a really, really tough job.
“Yeah, we all totally love this uniform.”
1. Everyone thinks recruiters are g*ddamn liars.
I know I kinda covered this one, but it’s a big deal. Not because the recruits think recruiters are lying — who cares what they think? They can go home if they want to. It’s that people already in the military think recruiters are liars. That’s the whole thing about recruiters — the one tired joke that never stops playing.
People think you’re out there luring high school kids into a Marine Corps-painted Astro van with promises of chest candy. Or that you somehow prey on minorities and low-income communities. Or that you’re filling the ranks with sub-par people just to make an invisible quota of some kind. The Army doesn’t exactly sell itself, so recruiters must be tricking these kids somehow.
“What’s the matter, you already have the haircut.”
2. Recruiters are competing with a great job market.
The unemployment rate of Americans between 16 and 24 — prime military recruiter targets — fell to a 50-year low in 2018. For recruiters, people who have to bring in a certain number of recruits to keep the Army, Air Force, and Navy Departments going for the foreseeable future — this is a terrible thing.
For some, joining the military is something that provides access to opportunity. If someone from Podunk, Conn. (which is a real place, by the way) has the choice of working at the Ice Cream Factory (which does not exist in Podunk, it’s just an example) or joining the Marines during a 17-year-long war, which do you think they might be more inclined toward? As a Marine Recruiter, you have to convince him that a lifetime of mud, dirt, paperwork, and potentially killing ISIS fighters is a better choice than riding dirtbikes at the bonfire Saturday night.
3. Most wannabe recruits aren’t cut out for service.
The Pentagon believes that 71 percent of American youth aren’t able to enlist for a number of reasons. They may be overweight, they may have drug use issues or ear gauges, or maybe they can’t score well on the ASVAB. No matter what the issue is, of the 29 percent left, the Army estimates only seven percent of the remainder is even interested in serving.
So, your job is basically to find those needles in all that haystack.
“Pew pew! … And that’s how you do Army. Just sign your name in crayon.”
4. Training and living as a recruiter is actually incredibly difficult.
Recruiters train to go into a local community and pull out the most potentially exceptional recruits from neighborhoods that might hate you. At the same time, the recruiter has to typify everything that makes the perfect U.S. troop, from physical fitness and on down the line. If you even pass the screening process, every branch of the military has an in-depth intense training school that involves professional development and very detailed instructional lessons on all the ins and outs of your chosen branch of service.
Remember, recruiters are supposed to be demi-gods with all the answers, so it makes sense that to be an example for youth to follow, potential recruiters have to train incredibly hard at it.
In case you didn’t believe me when I said people will hate you. Because they will.
5. You’re (mostly) alone out there.
More than that, a recruiter lives far from a military community, where things might be way more expensive than in your standard military base area. There may be no other military personnel to lean on except for the other recruiters in your area and since none of you are exactly keeping banker’s hours, a potluck jamboree might be hard to schedule.
So you only need to be the perfect picture of physical, mental, and financial health with unlimited energy and money to stay up all night to recognize talent and have all the answers required to get them to give you the first years of their adult life while their parents (who might really, really hate you) look on. No sweat, right?
As NASA sets its sights on returning to the Moon, and preparing for Mars, the agency is developing new opportunities in lunar orbit to provide the foundation for human exploration deeper into the solar system.
For months, the agency has been studying an orbital outpost concept in the vicinity of the Moon with U.S. industry and the International Space Station partners. As part of the fiscal year 2019 budget proposal, NASA is planning to build the Lunar Orbital Platform-Gateway in the 2020s.
The platform will consist of at least a power and propulsion element and habitation, logistics and airlock capabilities. While specific technical and mission capabilities as well as partnership opportunities are under consideration, NASA plans to launch elements of the gateway on the agency’s Space Launch System or commercial rockets for assembly in space.
“The Lunar Orbital Platform-Gateway will give us a strategic presence in cislunar space. It will drive our activity with commercial and international partners and help us explore the Moon and its resources,” said William Gerstenmaier, associate administrator, Human Exploration and Operations Mission Directorate, at NASA Headquarters in Washington. “We will ultimately translate that experience toward human missions to Mars.”
The power and propulsion element will be the initial component of the gateway, and is targeted to launch in 2022. Using advanced high-power solar electric propulsion, the element will maintain the gateway’s position and can move the gateway between lunar orbits over its lifetime to maximize science and exploration operations. As part of the agency’s public-private partnership work under Next Space Technologies for Exploration Partnerships, or NextSTEP, five companies are completing four-month studies on affordable ways to develop the power and propulsion element. NASA will leverage capabilities and plans of commercial satellite companies to build the next generation of all electric spacecraft.
The power and propulsion element will also provide high-rate and reliable communications for the gateway including space-to-Earth and space-to-lunar uplinks and downlinks, spacecraft-to-spacecraft crosslinks, and support for spacewalk communications. Finally, it also can accommodate an optical communications demonstration – using lasers to transfer large data packages at faster rates than traditional radio frequency systems.
Habitation capabilities launching in 2023 will further enhance our abilities for science, exploration, and partner (commercial and international) use. The gateway’s habitation capabilities will be informed by NextSTEP partnerships, and also by studies with the International Space Station partners. With this capability, crew aboard the gateway could live and work in deep space for up to 30 to 60 days at a time.
Crew will also participate in a variety of deep space exploration and commercial activities in the vicinity of the Moon, including possible missions to the lunar surface. NASA also wants to leverage the gateway for scientific investigations near and on the Moon. The agency recently completed a call for abstracts from the global science community, and is hosting a workshop in late February 2018, to discuss the unique scientific research the gateway could enable. NASA anticipates the gateway will also support the technology maturation and development of operating concepts needed for missions beyond the Earth and Moon system.
Adding an airlock to the gateway in the future will enable crew to conduct spacewalks, enable science activities and accommodate docking of future elements. NASA is also planning to launch at least one logistics module to the gateway, which will enable cargo resupply deliveries, additional scientific research and technology demonstrations and commercial use.
Following the commercial model the agency pioneered in low-Earth orbit for space station resupply, NASA plans to resupply the gateway through commercial cargo missions. Visiting cargo spacecraft could remotely dock to the gateway between crewed missions.
Drawing on the interests and capabilities of industry and international partners, NASA will develop progressively complex robotic missions to the surface of the Moon with scientific and exploration objectives in advance of a human return. NASA’s exploration missions and partnerships will also support the missions that will take humans farther into the solar system than ever before.
NASA’s Space Launch System rocket and Orion spacecraft are the backbone of the agency’s future in deep space. Momentum continues toward the first integrated launch of the system around the Moon in fiscal year 2020 and a mission with crew by 2023. The agency is also looking at a number of possible public/private partnerships in areas including in-space manufacturing and technologies to extract and process resources from the Moon and Mars, known as in-situ resource utilization.
May 2, 2018 – Update
As reflected in NASA’s Exploration Campaign, the next step in human spaceflight is the establishment of U.S. preeminence in cislunar space through the operations and the deployment of a U.S.-led Lunar Orbital Platform-Gateway. Together with the Space Launch System (SLS) and Orion, the gateway is central to advancing and sustaining human space exploration goals, and is the unifying single stepping off point in our architecture for human cislunar operations, lunar surface access and missions to Mars. The gateway is necessary to achieving the ambitious exploration campaign goals set forth by Space Policy Directive 1. Through partnerships both domestic and international, NASA will bring innovation and new approaches to the advancement of these U.S. human spaceflight goals.
NASA published a memorandum outlining the agency’s plans to collaboratively build the gateway. Learn more:
When a group of hot-shot fighter pilots praise computers over speed, it’s clear times have changed. Fifth generation aircraft, such as the F-22 Raptor and the F-35 Lightning II, aren’t just powerful — they’re exponentially superior tactical machines.
When he first flew the F-22, Marine Corps Lt. Col. David Berke, who flew the Raptor as an Air Force exchange pilot and now flies the jump-jet F-35B, remarked, “I was enamored by just how powerful the airplane is … but [that’s] the least important thing about the F-22.”
No pilot who flies a fifth generation fighter “will tell you that what’s impressive is what’s on the outside,” Berke said during a Nov. 7 conference sponsored by the Air Force Association’s Mitchell Institute for Aerospace Studies.
Although fourth generation fighter pilots might have felt a “need for speed”, now information is what wins battles. In a high technology war, Berke suggests that the fastest airplane could be the first to die.
Air Force Lt. Col. Scott Gunn said the F-35A that he now flies “is a lot of sensors and computers … a processing machine that has an aircraft wrapped around it.”
Air Force Maj. David Deptula, who flew the F-22 in combat in Iraq and Syria, said what was “particularly useful” to U.S. and allied air forces was the Raptor’s ability “to detect targets in the air and on the ground and distribute that information in near real time.
“With that information, you’re enabling everybody else,” he said.
As potential adversaries field more advanced defensive systems, Berke said a key question about new airframes is “how survivable they are, and how lethal.” The information processing capabilities of fifth generation fighters “improves both of those, exponentially,” he said.
And with their ability to share the information, the fifth generation planes also “make the fourth gen aircraft more survivable,” he added.
Several of the pilots noted that the F-22 and F-35 not only collect massive amounts of data on the threats and other elements of the combat environment, they process the data and present it as crucial information that the pilot can use to make decisions.
“The big thing is not so much the sensors on the airplane, it’s the computers,” Gunn said. Instead of the pilot having to devote a lot of effort operating the sensors and analyzing data, “the airplane is doing that. I’m the one who gets to make the decisions.”
Major Andrew Stolee, an F-22 instructor at the Air Force Weapons School, said an increased speed of decision making is an important factor “in how we conduct air warfare. The biggest gain we get out of these airplanes is what they allow the human to do.”
Although the F-22 currently has problems sharing its sensor information digitally with fourth generation aircraft, Gunn said the F-35 has a Link 16 system that allows it to share battlespace information with the older airframes.
“In a recent exercise,” he said, “when the F-22s ran out of missiles the older fighters asked them to stay to help them find targets.”
“Enabling all the fifth generation aircraft to share battlespace information with the older aircraft, which will make up most of the fighter forces for decades, is one of the major requirements for the future,” said Maj. Gen. Glen VanHerck, commander of the Air Force Air Combat Center.
Another “bill to pay,” VanHerck said, is the need to greatly improve the current air combat training ranges, which cannot adequately duplicate the integrated air defense threats the new fighters must be able to handle. “We’re going to see a lot of our training in the virtual, simulated environment,” he said.
With their unmatched technological advancements and superior aerodynamic designs, fifth generation fighters don’t just exceed air domination capabilities–they define them.
When the Navy announced plans to retire a system in August of 2018, not a lot of media outlets paid attention. Despite its failure to make headlines, the system that’s on the way out is actually one of the most important in the Navy. We’re talking, of course, about the Standard Automated Logistics Tool Set, or SALTS.
Developed in the space of just three weeks during the run-up to Operation Desert Storm, this system has been with the Navy for 27 years — and it makes sure that the personnel in the fight have what they need by rapidly moving data on required parts and available inventory to and from the battlefield electronically.
There is an old saying, “amateurs discuss tactics and strategy, while professionals talk logistics.” Think of it this way: How can the pilot of a F/A-18E Super Hornet be expected to blow an enemy MiG out of the sky if his radar doesn’t work? Yes, launching skilled pilots on the right mission at the right time is critically important, but nothing happens if the moving pieces aren’t in order. The fighters on a carrier, for instance, need spare parts to work (just like your car).
A F/A-18F Super Hornet assigned to Strike Fighter Squadron (VFA) 102 launches from the flight deck of the aircraft carrier USS Ronald Reagan (CVN 76). Such operations would not be possible without enough spare parts.
(U.S. Navy photo by Mass Communication Specialist 2nd Class Kenneth Abbate)
It’s not just the super-complex fighters. Even the M16 rifles and M4 carbines used by SEALs will need spare parts or replacement magazines (which are often ejected and left behind in firefights) — not to mention ammo. Then there are the many other needs of the Navy: Food for the sailors, fuel to keep ships and planes running, the list goes on and on.
These magazines loaded with ammo for M16 rifles and M4 carbines — something Marines and SEALs need in abundance.
(U.S. Navy photo by Mass Communication Specialist 2nd Class James R. Turner)
SALTS enabled sailors on the front to handle Military Standard Requisitioning and Issue Procedures (MILSTRIP) in minutes as opposed to weeks or days. It also could fix some mistakes in seconds. Not bad for a solution that was designed and implemented in three weeks.
The replenishment underway in this photo is one of many made possible by SALTS.
(U.S. Navy photo by Mass Communication Specialist 2nd Class William McCann)
SALTS, though, was running up against advancing computer technology and new cyber-security threats. There is a new system known as One Touch Support, or OTS, that will take over for SALTS. And yes, just like its predecessor, OTS isn’t likely to make headlines, but will play a crucial role for the Navy.
The report details a situation in which Russia’s navy, behind only those of the US and China in size, may soon be capable of denying the US Navy access to the Black and Baltic seas.
Russia’s landgrab in Crimea as well as its enclave in Kaliningrad could lock US forces out of the Black or Baltic seas.
US Lt. Gen. Ben Hodges spoke to this in a Pentagon news briefing earlier this month, saying the nearly 25,000 Russian troops illegally stationed in Crimea had “the ability to really disrupt access into the Black Sea.”
Earlier this year, Russia’s defense ministry announced plans to revive and increase the size and scope of the country’s Black Sea submarine fleet.
The new submarines are designed to excel at warfare in shallower water while being arguably the quietest submarines in the world.
“The new submarine and ship classes will incorporate the latest advances in militarily significant areas such as: weapons; sensors; command, control and communication capabilities; signature reduction; electronic countermeasures; and automation and habitability,” the report states.
The report also describes Russia’s Kalibr missiles, which were put on display in October when Russian boats in the Caspian Sea fired missiles at ground targets in Syria.
The report also speculates that Russia’s fifth-generation aircraft, the PAK FA aka T-50, could be ready for deployment as soon as 2016.
The increased stealth capabilities of the plane, as well as its potential role aboard a new Russian aircraft carrier, could spell big problems for the US.
According to the report, Russia is “reorganizing its personnel structure to more accurately reflect the needs of modern warfare” and will do so by attempting to transition to an all-volunteer force.
The report acknowledges that Russia is under heavy financial strain because of sanctions and historically low oil prices, but the country is nonetheless determined to create a modern navy that is capable of undermining the military superiority of the West.
More than 5,000 troops stationed along the U.S.-Mexico border will not receive additional compensation for working in a dangerous environment, known as “danger pay,” a Pentagon official said on Nov. 6, 2018.
Army Col. Robert Manning, a Pentagon spokesman, said troops do not qualify for the special pay unless they are on duty “in foreign areas, designated as such because of wartime conditions, civil war, civil insurrection, or terrorism.”
“Members who are deployed in support of the Department of Homeland Security’s border mission are not eligible for imminent-danger pay,” he said in a statement on Nov. 5, 2018.
Nor will troops receive hostile-fire pay, which is given to service members in close proximity to a firefight or exposed to a barrage of fire from an enemy combatant. The border mission is considered non-combative, Manning said.
(U.S. Air Force photo by SrA Alexandra Minor)
“Our military will not receive combat pay or hostile-fire pay as they are not deploying to a combat area, nor are they expected to be subject to hostile fire,” he said, adding that they will be eligible for a separation allowance.
“Members with dependents, including those in support of the border mission, who are deployed away from their dependents (and their permanent duty station) for more than 30 days, are eligible to receive family separation allowance retroactive back to the first day of the separation at the rate of 0 per month,” Manning continued.
President Donald Trump tweeted that the caravan of migrants traveling toward the U.S. border could be taken down by lethal force.
“The Caravans are made up of some very tough fighters and people,” he tweeted Oct. 31, 2018. “Fought back hard and viciously against Mexico at Northern Border before breaking through. Mexican soldiers hurt, were unable or unwilling to stop Caravan.”
“We’re not going to put up with that,” Trump said during a White House press conference. “[If] they want to throw rocks at our military, our military fights back. We’re going to consider it — and I told them, ‘consider that a rifle.’ When they throw rocks like they did at the Mexico military and police, I say ‘consider it a rifle.’ “
He revisited his remarks, saying he never said U.S. forces would shoot migrants.
(U.S. Air Force photo by SrA Alexandra Minor)
“What I don’t want is these people throwing rocks. … What they did to the Mexican military is a disgrace,” Trump said. “They hit them with rocks. Some were very seriously injured, and they were throwing rocks in their face. They do that with us, they’re going to be arrested, there are going to be problems. I didn’t say shoot.”
Air Force Gen. Terrence O’Shaughnessy, head of U.S. Northern Command, reaffirmed that “everything that we are doing is in line with and adherence to Posse Comitatus,” a congressional act dating to 1878 prohibiting the military from participating in domestic law-enforcement activities.
You might call it the Doomsday scramble, but it’s not exactly that. It’s when an Air Force bomber wing sends up its planes as quickly as they possibly can – before an inter-continental ballistic missile can hit its target.
Given that it takes an ICBM about 30 minutes, to arrive to its target – that is not a lot of time. In fact, it will get there faster than a pizza you ordered. So, it looks like a base would be doomed before it could get all of its bombers up. Well, you’d be wrong. During the Cold War, Strategic Air Command came up with what they called the “Minimum Interval Take-Off” – or MITO.
In essence, the MITO is a well-rehearsed mad dash to get the planes up. They take off at the rate of four a minute – one every fifteen seconds. This is done by a dance called the “elephant walk” – a specialized form of taxiing to the runway to get bombers (or transports or fighters) ready for a mad scramble.
This video below is from Global Thunder 17, an exercise that took place this past October. It starts with a lot of SUVs and pickups driving like crazy – that’s how the Air Force gets the crews to the planes – which are dispersed to make it harder for one nuke to kill the entire wing. Then the BUFFs taxi to the runway.
Then, one by one, the B-52H Stratofortress bombers take off. The goal is to have an incoming ICBM hit an empty base. So far, this has only been done in drills, but if that Doomsday moment ever comes, it looks as if the Air Force will be ready for it.
We opened fire. . . The battle was a warm one while it lasted. . . While the fight was on, there was nothing to see but Spanish ships burning and sinking. Ship’s Bugler Harry Neithercott, U.S. Revenue Cutter Service McCulloch, Battle of Manila Bay, 1898
The quote above by an eyewitness to the Spanish-American War’s Battle of Manila Bay attests to the fury of this naval conflict as well as the damage inflicted by U.S. warships, including the revenue cutter McCulloch.
The cutter McCulloch was commissioned on Dec. 12, 1897, under the command of U.S. Revenue Cutter Service Capt. Daniel Hodgsdon. Built in Philadelphia, the McCulloch was named for two-time Treasury Secretary Hugh McCulloch. At 220 feet in length and 1,300 tons displacement, the ship was the largest revenue cutter built up to that time. A “cruising” cutter for high seas deployments, it boasted a main armament of one 15-inch bow-mounted torpedo tube and four 3-inch guns, and had an advanced composite hull design with steel planking sheathed with wood.
Before the Spanish-American War commenced, McCulloch made history by steaming from the East Coast to its first station at San Francisco the long way around the globe. This was the first cutter to sail the Mediterranean and transit the Suez Canal. It was also the first to pass through the Red Sea and Indian Ocean, and the first revenue cutter to visit the Far East. Upon arrival at Singapore on April 8, 1898, two weeks before the United States declared war with Spain; orders directed McCulloch to report to Commodore George Dewey and the U.S. Navy’s Asiatic Squadron in Hong Kong. As was common with foreign warships in the Far East at the time, McCulloch hired several Japanese and Chinese men to serve as stewards and in the engine room.
Water color illustration of the McCulloch in combat during the Battle of Manila Bay. Notice the inaccurate hull color of white rather than the navy gray worn at the time of the battle.
(U.S. Coast Guard collection)
On April 27, the squadron stood out of Mirs Bay, China, approaching the Philippines three days later. Dewey’s squadron consisted of cruisers Olympia, Boston, Baltimore and Raleigh; and gunboats Concord and Petrel. McCulloch steamed at the rear of the squadron to protect the storeships Nanshan and Zafire. In the midnight darkness of April 30, Olympia had approached Manila Bay followed by the squadron and McCulloch with the storeships. Just as McCulloch passed El Fraile Rock at the entrance to Manila Bay, built-up soot in the cutter’s smokestack caught fire and lit-up the night. Soon, a Spanish battery on El Fraile opened fire on McCulloch, but USS Boston and McCulloch returned fire and silenced the Spanish gun. During the engagement, McCulloch’s chief engineer, Frank Randall, worked feverishly to quell the blaze and died from the heat and overexertion.
As he entered Manila Bay, Dewey slowed the squadron to four knots. He did this to time his opening salvos to daybreak. He ordered McCulloch to guard the storeships, protect U.S. warships from surprise attack and tow any disabled warships out of enemy range. A little past 5 a.m., the battle commenced with Dewey’s famous command, “You may fire when ready [Capt.] Gridley.” Eyewitnesses to the battle recalled that McCulloch found no need to tow U.S warships out of the battleline. When its duty to protect the storeships and rescue damaged warships had ceased, McCulloch joined the fight firing some of the final rounds of the battle.
Chief engineer Frank Randall of the McCulloch died of a heart attack trying to put out a smokestack fire. His was the only death associated with the Battle of Manila Bay and he was buried at sea.
In the Battle of Manila Bay, Dewey’s warships destroyed the Spanish forces as Manila Bay. Before surrendering, the Spanish had lost their entire fleet including 400 officers and men. No American warship was seriously damaged, eight Americans were wounded and chief engineer Randall the only loss of life. Due to the cutter’s superior speed, Dewey dispatched McCulloch to the closest cable facility at Hong Kong bearing news of the victory and the surrender of Spanish forces. In a message to the secretary of the Navy, Dewey commended Hodgsdon for the efficiency and readiness of the cutter.
In January 1899, over a year after departing the East Coast, McCulloch finally arrived at its new homeport of San Francisco. From San Francisco, McCulloch patrolled the West Coast from Oregon to the Mexican border. During part of this time, the ship sailed under the command of famed cutter captain “Hell Roaring” Mike Healy. Beginning in 1906, the crew undertook the annual Bering Sea patrol duty. During these 20,000-mile cruises, McCulloch became well known for humanitarian relief and its mission as a floating court trying legal cases in towns along the Alaskan coast. McCulloch also enforced fur seal regulations patrolling the waters around the Pribilof Islands and seizing poaching vessels of all nationalities. After returning to San Francisco in 1912, McCulloch resumed patrol operations along the West Coast.
Members of McCulloch’s crew pose with a Spanish shore gun disabled during Battle of Manila Bay.
(U.S. Navy photo)
The 20-year-old cutter joined the fight a second time on April 6, 1917, when the U.S. entered World War I. At 6 p.m., McCulloch received telephone instructions from the division commander to put into effect Mobilization Plan Number One. By 7:25, the cutter received a similar “ALCUT (all cutters)” message from Coast Guard Headquarters. In response, the McCulloch transmitted to the local Navy commander a coded radiogram reading “Commanding Officer, U.S.S. OREGON. Mobilization orders received. Report MCCULLOCH for duty under your command.” McCulloch was one of nearly 50 Coast Guard cutters that would serve under the direction of the U.S. Navy.
On June 13, 1917, still a year before the war’s end, McCulloch was lost in an accident. The cutter collided in dense fog with the Pacific Steamship Company steamer Governor and slowly sank off Point Conception, California, with the loss of one crew member. Fast forward to the summer of 2016, when National Oceanic and Atmospheric Administration (NOAA) remotely operated underwater vehicles identified a ship lying in deep water off the California coast. The outline and size of the image closely resembled that of the McCulloch. In October 2016, a joint NOAA-U.S. Coast Guard underwater survey positively identified the wreck as the famous cutter. The discovery was announced to the public in mid-June of 2017, 100 years after its final plunge.
McCulloch was one of five ships lost during World War I. In 1917, the ship sank after a collision in the fog off the coast of California.
(San Francisco Maritime National Historical Park)
During the ship’s 20-year career, McCulloch performed the missions of search and rescue, ice operations, law enforcement, environmental protection, humanitarian relief, and maritime defense. The ship recorded many firsts, such as the first cutter to steam through the Mediterranean and Red seas, transit the Suez Canal, and visit the Far East by way of the Indian Ocean. In addition, its West Coast cruising territory extended from the Arctic and Alaska to southern California. Cutter McCulloch and the men who sailed it remain a part of the legend and the lore of the long blue line.
Wait times at Department of Veterans Affairs hospitals and clinics have gone down significantly from recent years and are now shorter on average than those in private-sector health care, at least in big cities, according to a new study from the Journal of the American Medical Association (JAMA).
Critics of the study pointed out that main contributors to the JAMA report were current and former VA executives, including Dr. David Shulkin, who was fired as VA secretary in 2018 by President Donald Trump.
In a statement, VA Secretary Robert Wilkie said the JAMA report published Jan. 18, 2019, showed that the VA “has made a concerted, transparent effort to improve access to care” since 2014, when wait-times scandals and doctored records led to the resignation of former VA Secretary and retired Army Gen. Eric Shinseki.
“This study affirms that VA has made notable progress in improving access in primary care, and other key specialty care areas,” Wilkie said.
VA Secretary Robert Wilkie.
The cross-sectional JAMA study of wait-time data from VA facilities and private-sector hospitals focused on primary care, dermatology, cardiology and orthopedics in 15 major metropolitan areas.
The findings were that “there was no statistically significant difference between private sector and VA mean wait times in 2014” and, in 2017, “mean wait times were statistically significantly shorter for the VA,” the JAMA report said.
“In 2014 the average wait time in VA hospitals was 22.5 days, compared with 18.7 in the private sector,” the study said, but in 2017, “mean wait time at VA hospitals had gone down to 17.7 days, while rising to 29.8 for private practitioners.”
The study, titled “Comparison of Wait Times for New Patients Between the Private Sector and Department of Veterans Affairs Medical Centers,” relied on wait-time data provided by the VA and calculated private-sector data from a survey conducted by a physicians’ search firm, Merritt Hawkins, using the so-called “secret shopper” method in nearly 2,000 medical offices in metropolitan areas.
“For the secret shoppers method, the research associates at MH [Merritt Hawkins] called physicians’ offices asking to be told the first available time for a new-patient appointment,” the JAMA study said.
“This earliest availability was recorded as the wait time. However, the VA data record scheduled wait times, which may not reflect the earliest available appointment,” the study said.
The JAMA report also noted that rural areas and follow-on care were excluded from the analysis and said that “follow-up studies are critical to analyze access to the entirety of VA health care,” since nearly one-quarter of veterans live in rural areas.
The overall conclusion of the report was that “access to care within VA facilities appears to have improved between 2014 and 2017 and appears to have surpassed access in the private sector for 3 of the 4 specialties evaluated,” with the exception of orthopedics.
In 2014, the VA was rocked by wait-time scandals and allegations of manipulated data at the VA medical center in Phoenix, Arizona. “This incident damaged the VA’s credibility and created a public perception regarding the VA health care system’s inability to see patients in a timely manner,” the JAMA report said.
The VA has since worked to improve access and reduce wait times.
“There is evidence suggesting that these efforts have improved access to care, including reports that 22% of VA patients are now seen on the same day as the requested appointment,” the report said. However, “Despite, these efforts, the adequacy of access to VA care remains unclear.”
As a result of the 2014 scandals, the VA initiated the Choice program to expand private-care options for veterans. Last year, Congress passed and President Trump signed into law the VA Mission Act to consolidate and streamline the Choice program, which has been riddled with inefficiencies.
In June 2018, the Government Accountability Office issued a report stating that many veterans who opted for the Choice program to avoid wait times still faced delays that could stretch for months before seeing a doctor.
In response to the JAMA report, a posting on the Disabled American Veterans website came under the heading: “Veterans Affairs Spins ‘JAMA Study’ It Authored On VA Wait Times.”
In addition to Shulkin, the posting noted that another contributor to the JAMA study was Dr. Carolyn Clancy, the former acting head of the Veterans Health Administration. She was replaced in July by Dr. Richard Stone as acting head of the VHA and has now taken the position at the VA of deputy under secretary for discovery, education and affiliate networks.
Stone, the former deputy surgeon general of the Army, has yet to receive Senate confirmation. The VHA has not had a permanent head since Shulkin left the position in January 2017 to become VA secretary.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
As an Afghan-American linguist, Sgt. Zabi Abraham strives to help the two countries he loves.
Originally from Afghanistan’s Nangarhar Province near the border of Pakistan, Abraham first served as a contractor to support U.S. Special Forces units.
Before and during operations, Abraham, now 35, would translate for the soldiers and share knowledge about his country’s customs and traditions.
“They respected me a lot,” he recalled, “and also gave me the chance to explain every situation to them.”
The soldiers also taught him about America, and he became interested in the opportunities it offered.
Years later, those opportunities led him on a path to U.S. citizenship. He also had the chance to return to Afghanistan, where he now serves as an advisor for one of the U.S. Army’s newest units, the 1st Security Force Assistance Brigade.
Sgt. Zabi Abraham, center, an advisor with the 1st Security Force Assistance Brigade’s 5th Battalion, interprets a conversation between Lt. Col. Zachary Miller, right, the battalion commander, and an Afghan National Army officer during an Afghan-led operation near Kabul, Afghanistan, Sept. 16, 2018.
(U.S. Army photo by Sean Kimmons)
In Afghanistan, about a quarter of the labor force is unemployed and more than half of the population lives below the national poverty line, according to the most recent data provided by The World Bank.
Determined to have a better life, Abraham’s hard work as a contractor helped him be recommended for a special immigration visa. In 2013, he was approved and moved his family to the United States to start a new journey.
His first taste of America left him amazed when he and his family first stepped foot onto U.S. soil while switching planes in Chicago.
Sgt. Zabi Abraham, center, an advisor with the 1st Security Force Assistance Brigade’s 5th Battalion, speaks with Afghan soldiers during an Afghan-led operation near Kabul, Afghanistan, Sept. 16, 2018.
(Army photo by Sean Kimmons)
“We saw everything was very nice and very fresh. We said that this is the life,” he said, smiling.
His family chose to live in Missouri and, at first, it took some time to adapt to the American way of life.
The endless choices at megastores, a variety of pay systems (Afghanistan mainly relies on cash), and the other differences in American culture presented some challenges.
“At the beginning, it was little bit hard,” he said. “Everything was very new for us.”
Abraham and his wife also wanted to be a dual-income family, so both obtained learner’s permits so they could drive themselves around.
Although it is legal for women to drive in Afghanistan, many families restrict them from doing so due to safety concerns.
Abraham and his wife studied for the driver’s test and frequently practiced behind the wheel. Once the test came, they both passed.
“It was such a big experience and a good day for us,” he said.
Joining the Army
While things went well in his new home, his heart still longed for Afghanistan and he searched how he could help rebuild the war-torn country.
In 2015, he walked into an Army recruiter’s office and told them he once served as a linguist with U.S. soldiers. Impressed, a recruiter suggested he become an active-duty interpreter.
“My main reason was to come back and use my skill,” said Abraham, who speaks Dari and Pashto, the two most widely spoken Afghan languages.
In traditional Afghan attire, Zabi Abraham, now a sergeant with the 1st Security Force Assistance Brigade’s 5th Battalion, poses for a photo in Jalalabad, Afghanistan, in 2013.
At basic training, Abraham, still an Afghan citizen, was issued sets of the Army combat uniform along with the other trainees. When the time came to wear the uniform, he could not help but share the moment with his family.
“I was very proud and took some pictures and sent them to my family,” he said. “They were proud of me, too.”
Abraham eventually earned his citizenship and was stationed at Fort Irwin, California, where he and other interpreters helped rotational units at the National Training Center prepare for deployments.
Speaking in his native tongue, Abraham and others role-played as peaceful villagers, insurgents and even detainees to gauge how soldiers responded.
News then spread across the training base about a new unit designed to bolster the train, advise and assist mission in Afghanistan.
The more he heard about the 1st SFAB and its experienced soldiers, many of whom have been deployed to Afghanistan, the more it appealed to him.
“I wanted to be involved with such professional people,” he said.
Now based at the New Kabul Compound in the middle of the country’s capital city, Abraham is one of the most impactful advisors within the brigade’s 5th Battalion.
Often, he is at the battalion commander’s side, translating conversations between him and senior Afghan leaders.
His respectful demeanor and extensive knowledge of Afghan traditions make him a popular soldier to almost every Afghan he meets.
Zabi Abraham, right, now a sergeant with the 1st Security Force Assistance Brigade’s 5th Battalion, prepares to do the Oath of Enlistment while at a military entrance processing station.
“They see him as serving us, but also as serving them,” said Lt. Col. Zachary Miller, the 5th Battalion commander.
During important discussions, Abraham is sort of Miller’s key advisor to ensure things are not lost in translation or to pick up on cultural cues.
“It’s the word choice they are choosing. It may be the way they did or did not answer a certain question,” Miller said. “So, if you got a really quality cultural advisor and interpreter, like we do with Sgt. Abraham, he will stop you from asking a question that is not the right time to ask.”
When the time is right, Abraham will ask those sensitive questions in private to support the mission.
“Even if you get trained on the Dari language,” Miller said, “you’ll never be able to pick up on those things if you’re not a native speaker.”
Wearing the same combat gear as every American soldier over here, Abraham also surprises Afghans when he speaks in their language.
“They don’t realize because I’m in full kit, but after I speak with them they realize I am Afghan,” he said, laughing. “I tell them about the service I provided when I was a linguist with them and right now how I support both countries.
Zabi Abraham, now a sergeant with the 1st Security Force Assistance Brigade’s 5th Battalion, poses for a photo with his wife and two children during a trip to San Diego.
“They are appreciative of my service.”
With his unit’s deployment ending this month, Abraham recently spoke of where his career may go next.
If his family approves — most importantly his wife and two young children — he would like to retire as a soldier.
“Without their support, I could not do anything and achieve my goal here in Afghanistan,” he said. “They are part of my heart.”
Another part of his heart belongs to Afghanistan.
Abraham is in the process of completing his bachelor’s degree and raising his test scores to perhaps re-class to 35P, a cryptologic linguist. That job deals with identifying foreign communications using signals equipment.
Even if he does switch careers, Abraham aspires to be halfway across the world again helping his native country.
“My hope is that one day there is peace in this country,” he said.
Service members have busy schedules, so it can be challenging to carve out time enough to burn those calories. Most of us exercise for about an hour each time we put on our PT gear. Typically, those workouts consists of a multi-mile run alongside our squadmates.
After the PT session, many troops call it a day, but other service members are looking to get as jacked as possible as quickly as they can — which leads us to the burning question:
Which workouts burn the most calories in the least time?
It might sound easy, but running upstairs is anything but — in fact, it burns up to 800 calories per hour. Climbing upward puts more stress on the body, which means you’ll burn more fat in the process. Whenever you up the intensity of your cardiovascular workout, your body will feed on its stored energy to endure.
Have you ever wondered why Olympic swimmer Michael Phelps is so freaking lean despite the fact that he eats upwards of 12,000 calories per day while training? It’s likely because swimming, a low-impact exercise, burns up to 890 calories per hour.
Okay, so we were kind of derided running earlier — and we won’t take it back because it’s boring. But the fact is that it’s one of the best forms of cardio training you can do next to jumping rope. Both exercises move blood throughout the body and burn a sh*t ton of calories per hour. How many exactly? Well, a 200-pound individual can shed well over 1,000 calories if they push themselves.
WATM’s Ryan Curtis hits the streets with stunt driver Jim Wilkey, a Vietnam War vet whose Hollywood credits include “Die Hard With a Vengeance,” “Rush Hour,” “Inception,” “Mad Max: Fury Road,” and “The Dark Knight Trilogy.’ Jim’s experience in the Navy working with a wide range of equipment gave him the knowledge to get started as a stuntman and stunt driver.
Follow along as Jim (bravely) lets Ryan get behind the wheel and try his hand at the stunt course.