South Korean lawmaker Lee Cheol-hee said that North Korean hackers have stolen classified military documents, including the US and South Korea’s most current war plans and plans to kill Kim Jong Un, the Financial Times reports.
Lee said that defense officials revealed to him that 235 gigabytes of data had been stolen, 80% of which has yet to be identified.
But Lee said the theft included Operational Plan 5015, the US and South Korea’s current plan for war with North Korea.
The news follows a May announcement from South Korea’s defense ministry saying its military network had been breached.
“This is a total failure of management and monitoring [of classified information],” Shin Jong-woo, a researcher at the Korea Defense and Security Forum told the Financial Times of the hacks.
Russia says it has asked Canada to hand over case files on a 95-year-old former Nazi death-squad member to help Moscow investigate the mass murder of children at a Soviet orphanage during World War II.
Helmut Oberlander, who was born in Ukraine and became a German citizen during the war, lives in Canada.
He obtained Canadian citizenship in 1960 and courts have repeatedly ruled Oberlander’s citizenship should be revoked because he lied about his participation in a Nazi death squad during the war. In December Canada’s Supreme Court refused to hear his appeal on the government’s decision to strip him of his passport, bringing him a step closer to actual deportation from Canada.
Russia’s Investigation Committee announced on February 14 that it wanted Canada’s case and legal files on Oberlander, saying it was checking his possible involvement in a 1942 “genocide” at an orphanage in the Sea of Azov town of Yeysk.
The committee said in a statement that a death squad equipped with “mobile gas chambers” was deployed in 1942 and 1943 to the German-occupied Krasnodar region.
“As a result of one such operation, on October 9 and 10, 1942, a mass murder of children at the Yeysk orphanage was committed,” it added.
At the time, Oberlander served as a translator for the Nazis’ mobile killing squads, the committee said.
Oberlander has said he was forced to join one of the squads at the age of 17 and did not take part in any atrocities.
Last year, Russian investigators said they had opened a probe into suspected genocide after declassified documents in the Krasnodar region revealed that the bodies of 214 disabled foster children who had fled the Crimean Peninsula for nearby Yeysk were found after Nazi forces were driven out of the area.
Think you have a great idea that will revolutionize Army readiness and resilience? The Army wants to boost your chance at making it happen.
Starting in June 2019, the Army implemented a formal process to capture and evaluate grassroots, personal readiness, and resilience initiatives, before considering the idea for potential Army-wide use.
The new process, outlined in the just released Initiative Evaluation Process technical guide, is designed to ensure ideas can demonstrate results, have applicability Army-wide and avoid duplication or unintended consequences.
“Not every good idea, even if it’s a great idea, may hit the mark,” said Joe Ezell, a Management and Program Analyst at the Army’s G-1 SHARP, Ready and Resilient (SR2) Directorate. “Sometimes people don’t quite understand the second and third order effects associated with their good idea … and the execution of that idea might not quite evolve into what they are looking for.”
(U.S. Army photo)
Previously, the Army may have implemented ideas sent by local installations, but without thorough analysis or resourcing, those initiatives fell by the wayside. The new technical guide, developed jointly by SR2 and the Army Public Health Center (APHC), requires that proposed initiatives undergo a five-step screening process to assess effectiveness and Army-wide applicability.
Army program managers, Army leaders or anyone with a great idea to improve soldier, civilian, and family member personal readiness and resilience can begin the process of fielding it by reaching out to their Commander’s Readiness and Resilient Integrator (CR2I).
This first step in the process provides the individual leader or organization proposing an idea with the backing of a work group that will help them gather effectiveness data, walk them through the other steps in the process and, if the idea has merit, put together the proposal package for submission to the local installation commander. The initiative will then undergo review at several echelons before it is potentially forwarded to the Army G-1 level.
Although the process may seem cumbersome, it is not intended to inhibit innovation, instead it is meant to refine it, said David Collins, Evaluations Branch Chief at SR2.
(U.S. Army photo by Davide Dalla Massara)
“As with any good ideas, it has to be well thought out,” Collins said. “It forces people to think about outcomes. Oftentimes we just think about execution, we never really think about the impact.”
The end result will be that the best ideas will rise to the top and get pushed through up to the highest levels for evaluation and possible implementation Army-wide, Collins said. Other ideas may work better at the local or regional level, and commanders can still count on the IEP process to validate those initiatives.
The proposal package the CR2I puts together is intended to show the quantifiable impact an idea has, and gather objective evidence that will reinforce the value of the idea so that when a new program is presented to senior Army leaders, they will be able to make evidence-based decisions. The IEP will “save time, energy and effort across the board,” Ezell said.
Grassroots efforts have traditionally driven innovation in the ranks, so if you are ready to submit your idea, download the technical guide and reach out to your local CR2I now.
An amphibious vehicle hit a gas line sparking a fire that injured 14 Marines and a sailor during a training exercise at a California base earlier this week, a US military official said Sept. 15.
The vehicle got stuck and as it tried to get free, it hit the gas line, said the official who was not authorized to discuss the incident publicly so spoke on condition of anonymity.
The Marines from the 1st Battalion, 1st Marine Regiment, and 3rd Assault Amphibian Battalion and a Navy corpsman were conducting a combat readiness evaluation as part of their battalion training at about 9:30 a.m. Sept. 13 when the amphibious vehicle ignited in an inland area of Camp Pendleton, north of San Diego, said Marine 1st Lt. Paul Gainey.
The troops were sent to area hospitals, including eight who were rushed to a burn center. On Sept. 13, five were listed in critical condition. The Marine Corps has declined to release information on their conditions since then, citing privacy concerns.
The command is investigating the cause of the incident. Gainey said he had no further information to release.
The armored vehicle is used to carry troops and their equipment from Navy ships onto land. It resembles a tank and travels through water before coming ashore. It has been used in the Marine Corps since the 1970s.
In 2013, a 21-year-old Camp Pendleton Marine died and four others were injured when ordnance ignited an amphibious assault vehicle during a training exercise at Marine Air Ground Combat Center Twentynine Palms, in the California desert.
The Marine Corps has since developed a safer mine clearing system for its amphibious assault vehicles.
On Dec. 19, 2017, B-52 Stratorfortress (60-0051), with the 93rd Bomb Squadron/307th BW AFRC was about to land at Barksdale AFB, Louisiana, when the crew heard something that sounded like a thud coming from the outside of the bomber. The aircraft landed safely, but once on the ground the crew discovered that the sound they heard was actually a lightning strike that tore a person-sized gash completely through the tail of the aircraft.
“Close encounters” between civil and military aircraft and lightnings occur every now and then around the globe.
In the 1980s, some F-16 Fighting Falcon jets were lost after being struck by lightinings. In one case, the lightning ignited the vapors in the empty centerline tank, which exploded causing extended damage to the aircraft’s hydraulic system.
Since lightning strikes are quite rare (1 event each year on average) these are seldom a real risk to military or civil aviation.
Furthermore, planes are shielded by a so-called Faraday Cage made by a conducting material, that blocks out external static electrical fields: charges redistribute on the conducting material and don’t affect the cage’s interior.
All commercial and mil planes have to meet several safety lightining-related requirements to get the airworthiness certifications required in the U.S. and Europe. For instance, they must be able to withstand a lightning strike without suffering significant airframe damage, without any possibility of accidental fuel ignition in the tanks and preserving the avionics and systems failures induced by the electromagnetic field created by the electrical charges of the lightning.
After assessing the damage, it was determined that the tail was damaged beyond repair and would have to be replaced: a large-scale, and uncommon, repair.
The B-52 is equipped with a lightning arrester designed to mitigate damage from lightning strikes, but this one was too strong even for the jet’s safeguards. “We see a handful of strikes every year, but out of all the maintainers we have, no one had seen lightning damage that bad,” said Lt. Col. George P. Cole, III, 307th Maintenance Squadron commander in a public release.
“I’ve been with the unit for fifteen years and this is the first time we have had to change a tail,” said Senior Master Sgt. Michael Nelson, 307th MXS flight maintenance superintendent. “We only had one other maintainer on our team that has ever changed one.”
According to the U.S. Air Force, Master Sgt. Eric Allison, 307th MXS B-52 aircraft mechanic, was the only maintainer on the eight person team with experience replacing a tail prior to the lighting strike. “It’s challenging because you have to position the tail just right and it is a two-thousand pound piece of metal,” he said. “It is like lining up the hinges when replacing a door,” said Tech. Sgt. David Emberton, 307th MXS B-52 aircraft mechanic. “You have to line it up correctly and the whole time it is twisting and flexing.”
Another possible obstacle was finding a replacement but instead of ordering it from the 309th AMARG (Aerospace Maintenance and Regeneration Group), the maintainers from the 307th Maintenance Squadron found that one tail was available from a retired jet.
“Having that tail on hand saved us a great deal of time because ordering it from AMARG would have taken months,” Nelson said.
So, the 307th MXS completed the works and made the B-52 available for flight operations in just a couple of weeks. Sporting a different tail reclaimed from another decommissioned B-52, still able to take to air again.
By the way, the Stratofortress has already proved it can fly with damages to the tail: actually, even with a detached vertical stabilizer, as happened 54 years ago, when a B-52H involved in a test flight lost its tail at about 14,000 feet over New Mexico. Six hours later, the civilian test pilot Chuck Fisher and his three-man crew managed to perform the first and only Stratofortress’s tailless landing.
Two brothers who formerly owned a Pennsylvania defense contractor and their former chief financial officer have pleaded guilty in a $6 million scheme to overcharge the U.S. Defense Department for Humvee window kits.
The Butler-based contractor, Ibis Tek LLC, removed the former co-owners, Thomas Buckner, 68, of Gibsonia, and John Buckner, 66, of Lyndora, in January along with former CFO Harry Kramer, 52, of Pittsburgh.
The three pleaded guilty on May 31st in Pittsburgh to charges of major fraud against the government and income tax evasion for filing returns that didn’t include the illegal income, and other irregularities. The Buckners will be sentenced Oct. 10 and each faces a likely prison sentence of 41 to 51 months, while Kramer will be sentenced Oct. 18 and faces a likely sentence of 24 to 30 months, Assistant U.S. Attorney Nelson Cohen told the judge.
“Ibis Tek was not and will not be charged” in the scheme, Cohen said. The company released a statement when the criminal charges were announced in March, saying, “Our company was cleared in the related investigation which dates back to activities eight years ago and we, the over 250 employees of the new Ibis Tek, continue forward on our mission, which is to proudly serve the warfighter and our various government customers.”
The Buckners have agreed to repay more than $6 million to the government, and have already repaid nearly $900,000 in income tax losses, according to their attorneys who spoke in court, but declined comment after May 31st’s proceedings. Thomas Buckner has agreed to forfeit $5,085,709 to cover his share of the losses and has already paid $1 million of that debt, defense attorney Alexander Lindsay Jr. said. John Buckner will repay the government $1 million.
Additionally, Thomas Buckner has already repaid more than $423,000 in federal income tax losses, and John Buckner has repaid nearly $457,000, their attorneys said.
The target of the fraud was the Warren, Michigan-based U.S. Army Tank-Automotive and Armaments Command, or TACOM, an arm of the Defense Department which procures military vehicles from contractors.
The brothers scammed the government by purchasing emergency escape window kits for $20 each from a Chinese firm, but selling them to TACOM through a shell company they created called Alloy America, Cohen said. Alloy America was located at Ibis Tek’s address and “served little purpose other than to commit this fraud,” Cohen said. Kramer kept the books for Ibis Tek and Alloy America, Cohen said.
The Buckners and Kramer not only passed on the bogus $70-per-frame cost to TACOM, they also sold scrap aluminum relating to the manufacture of the frames, but kept the money. The Buckners and Kramer were supposed to credit the scrap revenue to TACOM as a way of helping the government agency control costs, Cohen said.
Kramer was charged because he helped the Buckners by filing false tax returns that understated Ibis Tek’s income in 2009 and 2010. The Buckner brothers’ personal tax returns for those years also understated their income because they owned the company 50-50 at the time, Cohen said.
Ibis Tek was sold in February to investors who say the new company had nothing to do with the scam.
More than 1500 service members have lost limbs in the wars in Iraq and Afghanistan since 2001.
For those faced with this traumatic injury, the Department of Defense medical system has adapted in the last 20 years to speed up the recovery process and improve prosthetics.
“Our patients have challenged us by wanting more,” said Col. (Dr.) Mark Mavity, Air Force Surgeon General special assistant for Invisible Wounds and Wounded Warrior Program. “One of the unfortunate truths of war is that medicine does advance based on the large numbers of our service members who become injured.”
About 1.8 million Americans are living with amputations. The psychological challenges patients battle every day can be harsh. For most people, losing a limb profoundly impacts every aspect of their life: mentally, physically and spiritually. A strong support system can be vital to recovery and returning to duty.
Capts. Christy Wise and Ryan McGuire can attest to this. Both Wise, a C-130 pilot, and McGuire, a C-17 pilot, lost a limb and credited their support systems with helping them continuing their service and remain flying.
“In April of 2015, I was stationed at Moody Air Force Base, Georgia. I had been flying for a couple years and had just got back from a deployment,” Wise said. “I was in Florida … out on my paddle board, just behind my best friend’s house, and I was hit by a hit-and-run boat driver. My boyfriend at the time used his t-shirt and made a tourniquet to save my life.”
A couple on a fishing boat saw it all happen and transported Wise to medical care. She lost 70 percent of her blood in approximately three minutes.
Lucky to be alive, Wise said she thought about McGuire, who in 2009, while in pilot training at Laughlin AFB, Texas, lost his leg returned to flying C-17s. She remembered him because he was only a year ahead of her in pilot training.
It was Labor Day weekend when McGuire’s accident happened. He and some friends from pilot training were out tubing.
“There was no place to tie the tube into the boat, so we had the tube in the back of the boat, and I was holding the rope,” McGuire said. “The tube caught some air and flew out the back of the boat, and then the rope unraveled, cinched around my leg and pulled me out of the boat, slammed me into the side of the boat on the way out.”
McGuire said he flew over his friends’ heads and landed in the water. The rope then unraveled around his leg and caused traumatic rope-burn damage from his right knee down to his foot.
“I was able to get back into the back ledge of the boat that’s level with the water, and then the pain started setting in, I knew something was really wrong,” he said. “My pelvis had popped open, or fractured, and my hip had dislocated, so I was in an incredible amount of pain.”
After multiple attempts to save his foot and leg, doctors were forced to amputate below the knee.
“That was probably the lowest point of my life, just going through the amputation surgery, and losing my leg for something that seemed like it was so trivial, and not that big of an accident,” McGuire said.
Even at this low point, McGuire never doubted he wanted to return to flying. But for service members to return to duty after accidents such as these, they must be able to prove they can continue to function, while maintaining the safety of those they support.
McGuire’s unit and leadership backed the idea and began the process of returning him to duty.
“One of the things that I insisted on from the beginning, and all the commanders below me and above me insisted on, is if we’re going to do this, this isn’t a [publicity] stunt,” said Brig. Gen. Craig Wills, director of strategy, plans and programs for Pacific Air Forces.
Wills was the operations group commander at Laughlin AFB when the accident happened. He believes McGuire’s character, and the support he received, was the key to his recovery and return to duty.
“I think this story shows that we have great squadron commanders out there, and in my mind, the squadron commanders involved were the key to this thing,” he said. “Because they never stopped believing in [McGuire], they never stopped for one minute trying to think of a way to help this Airman succeed.”
One of the things McGuire had to prove was that he could stop the airplane with a prosthetic leg and that he could control it without any additional risk.
McGuire also appeared before a board. But even here he wasn’t alone. His squadron commanders and some classmates also flew to San Antonio to testify on his behalf.
“It was amazing for me as the group commander to just look around see all these gentlemen that were lining up to support Ryan,” Wills said.
In 2010, McGuire received word from the medical board that he was cleared to return to pilot training.
Now, several years later, Wise was in the back of an ambulance worrying about her Air Force career.
“I remember laying in the back of an ambulance thinking, ‘I can’t feel my leg, this is not good,'” Wise said. “But worst-case scenario, ‘Ryan did it, I can do it.'”
Wise’s injuries were so severe her leg had to be amputated above the knee.
But before she even left the hospital Wise said the support from her unit and other Airmen had already commenced. She even received phone calls from other amputees wanting to help.
“They would say, ‘Hey, when you’re ready to talk, I got back to flying, we’ll tell you the steps, you can do it, don’t doubt it,'” Wise said.
So, like McGuire, Wise put in the work and proved she could still fly.
“And now I’m here, I’m at Davis-Monthan Air Force Base [Arizona] back on flying status, back to my job and loving it,” she said.
McGuire’s injury may have paved the way for Wise to return to duty, but it is not what helped her regain her flying status.
“That’s when I realized how much support I really had from my unit, from the Air Force, from my family, from my friends,” she said. “I mean, half of my base showed up in the hospital room the next day in Florida. So it’s weird, because it’s such a dark chapter, but such a good chapter too.”
Going out on the town with a group of veterans is definitely an experience that all civilians should try at least once. Not only will it dispel any preconceived notions that a civilian might have about the troops — we’re not all crazy, loud as*holes — it’s also a crash course in military culture and etiquette.
It’s the best way to learn all of the little details, like where veterans naturally position themselves in a bar (to get a better view of everyone coming in and out) and how they’ll instinctively form a wedge formation as they walk (a secure way of moving from one place to another).
(Photo by Sgt. Matthew Troyer)
After you’ve settled in and you’re throwing back a few cold ones, one question that’s sure to surface from the civilian tag-along is why veterans solemnly make a toast and tap their drink or shot on the bar before resuming a night of heavy drinking. This tradition actually has roots that extend all the way back to ancient times.
The toast is a piece of international bar culture, but the military takes it to the next level. The first part is standard: Someone raises their glass and either dedicates the drink to group’s collective health or says something silly like,
“Life is a waste of time, and time is a waste of life. So let’s get wasted all of the time, and have the time of our life.”
(Photo by Master Sgt. Jeffery Allen)
This brief, poignant message is a way for the person making the toast to appreciate everyone with them. If a veteran is giving that toast, they’ll next tap the drink on the table or bar to appreciate everyone not with them — the fallen. Think of this as a less-messy version of pouring one out for the dead. The veteran first shows respect to those around him or her, then to their fallen comrades, and then, finally, to his or herself by knocking one back.
It’s also seen as a sign of respect to the bartender and the house — who are some of the select few people that a veteran never wants to anger. This same tradition was also seen in ancient Irish times as a way to scare off evil spirits.
So, if you see a veteran do this, by all means, join them. Keep the moment solemn as they are, nod, smile, tap your drink with them, and enjoy your night.
An explosion during a training exercise injured a number of U.S. special operations forces at Fort Bragg on Thursday.
The soldiers were taken to the Army base’s Womack Army Medical Center for treatment, said Lt. Col. Rob Bockholt, a spokesman for the U.S. Army’s Special Operations Command, which is based at Fort Bragg.
Bockholt didn’t yet know the number of soldiers injured or the extent of those injuries. He also could not say what exactly caused them.
More than 50,000 active duty personnel are attached to Fort Bragg, located in Fayetteville, N.C. It is the largest Army installation by population and covers about 161,000 acres. The Special Operations Command has about 23,000 soldiers spread over several sites.
A submarine that just missed serving in World War II may soon find itself making one last dive off the coast of Florida.
According to WPTV.com, the Balao-class submarine USS Clamagore (SS 343) could be towed to a point off Palm Beach County and sunk as an artificial reef. The vessel is currently at the Patriot’s Point Museum in Charleston, South Carolina, along with the Essex-class aircraft carrier USS Yorktown (CV 10) and the Allen M. Sumner-class destroyer USS Laffey (DD 724).
According to the South Carolina Department of Archives and History, the Clamagore is the only surviving GUPPY III-class submarine in the world. Nine GUPPY III-class submarines were built. According to a web page serving as a tribute to these diesel-electric submarines, most of the vessels modified under the Greater Underwater Propulsion Power Program were scrapped, sunk as targets, or sold to foreign countries.
The reason she is going to wind up becoming a reef? The report from WPTV states it is about money.
“The museum up in Charleston is losing money and they would really like to unload this as quickly as possible,” Palm Beach County Commissioner Hal Valeche told the TV station. The alternative to turning the 2,480-ton submarine into an artificial reef is to scrap her.
“We wanted to honor the people that served on it, we wanted to honor the submarine service in general,” Valeche said.
Several organizations are trying to save the Clagamore for continued service as a museum. A 2012 FoxNews.com report indicated that at least $3 million was needed to repair the vessel.
U.S. Marines are known for their fast thinking and courage in a time of need. Marines are taught from day one the core values of honor, courage, and commitment. U.S. Marine Cpl. Alexandra Nowak, an administrative specialist with Alpha Company, Headquarters and Support Battalion, Marine Corps Installations West, Marine Corps Base Camp Pendleton, exemplified unwavering courage when she saved the lives of three people Sept. 20, 2019.
Nowak was driving to pick up her 2-year old daughter and mother at the airport on Interstate Highway 15 in Escondido, California, when she witnessed a multi-car collision resulting in a sports utility vehicle rolling onto its side.
Nowak, a native of Forney, Texas, sprang into action to help the vehicle’s occupants. She was able to successfully retrieve the driver’s uninjured 9-month old and 4-year old children from the vehicle and help them to safety.
After pulling back the broken windshield, Nowak realized that the driver’s arm was almost completely severed. Nowak then retrieved the tourniquet she kept in her vehicle and proceeded to administer first aid and keep the driver conscious until first responders arrived.
“I remember she asked me ‘Am I going to die?’ and I told her, ‘No, I am not going to let you die,'” Nowak said.
Escondido Fire Department Officials and witnesses at the scene credit Nowak’s quick thinking and bravery as the main reason that the driver did not suffer more severe medical issues or even death.
“I was courageous, yes. Would I do it again? Yes. Do I hope I have to do it again? No,” Nowak said.
Those who work with Nowak said her willingness to help was not surprising.
“It’s not surprising that she stopped to help,” said Sgt. Shannon Miranda, an administrative specialist with Alpha Co., HS Bn., MCI-West, MCB Camp Pendleton. “Her mom skills always kick in and she always tries to help people out.”
Nowak acted as any Marine should act in a traumatic event. With quick thinking and implementing the skills taught to her within the Marine Corps, she became a hero to the three people saved that day and an example to all Marines within the Corps.
This article originally appeared on Marines. Follow @USMC on Twitter.
The Defense Advanced Research Projects Agency is known for its baller tech, from helping to invent the internet and Google Maps to developing artificial intelligence and drone swarms. For the last few years, they’ve been looking into how to make vehicles safer in combat without strapping ever-increasing amounts of armor to it.
Demonstrations of DARPA’s Ground X-Vehicle Technologies
The Ground X-Vehicle Technologies (GXV-T) Program is largely complete, and it’s archived on DARPA’s website. Most of the tech has proven itself in the lab and testing, but now some will—and some won’t—get deployed to units over the next few years.
One of the more exciting and groundbreaking technologies is the Multi-mode Extreme Travel Suspension. This equips vehicles with a suspension that can raise wheels 30 inches or drop them 42 inches, and each tire is controlled separately. That means that a vehicle can drive with an even cab, even when the slope is so great that the wheels are separate in height by six feet. It also means that the vehicles can get to hard-to-reach places quickly.
Other tech breakthroughs looking to increase off-road mobility included the Electric In-Hub Motor—which crams an entire electric motor with a three-speed gearbox and cooling into a standard 20-inch rim—and the Reconfigurable Wheel-Track which can roll like a normal tire or turn into a triangular track that works like a mini-tank tread.
But there are also breakthroughs focused on getting rid of windows and making crews able to move faster and more safely. The Virtual Perspective Augmenting Natural Experience program allowed vehicle crew members to drive a windowless RV with better visibility than a normal driver. Not only can they see what would be visible from the vehicle thanks to LIDAR, but they could also “see” the environment from a remote perspective.
Basically, they could be their own ground guide.
The Off-Road Crew Augmentation program, meanwhile, draws an estimated safest path for drivers moving off-road, and it can do so with no windows facing out. That means vehicle designers can create a next-gen vehicle with no windows, historically a weak spot in the armor. Ultraviolet light from the sun slowly breaks down ballistic glass, so “bulletproof” windows aren’t really bulletproof and will eventually expire.
All of the major breakthroughs were part of research partnerships or contracts with different manufacturers, and it remains to be seen whether the military branches will request prototype vehicles that use the tech. But there’s a chance that your next ride, after the current iteration of the JLTV, will be something a little more exotic.