For me, Memorial Day has always been about more than just picnics and barbecues. I have five members of my family buried in Arlington National Cemetery. The earliest served in the Spanish American War, and all the way to World War II. It’s important that their service be honored and remembered — especially on Memorial Day.
In early May 2011, I was looking for some way to give back to my country. I worked as a flower grower in Ecuador and I had an idea. Memorial Day used to be called Decoration Day. After the Civil War, people would go to cemeteries and decorate gravesites with flowers.
I met with two other Ecuador-based American flower growers, and together we were able to coordinate a massive donation of fresh flowers. I called up the administration at Arlington National Cemetery and said, ‘We’ve got 10,000 roses for you, for Memorial Day.'” And they happily accepted the offer.
Memorial Day Flowers Foundation at Fort Logan National Cemetery.
And that was how the Memorial Day Flowers Foundation had its start. Scouts and other volunteers place a flower in front of each headstone. Volunteers quietly read every headstone and note the dates and circumstances. This moment of reflection and remembrance is important. It’s a very personal tribute.
What began at Arlington National Cemetery on Memorial Day in 2011 with 10,000 roses, has expanded to dozens of cemeteries around the country. Last year, the foundation distributed 400,000 flowers at 41 cemeteries and other Memorial Day observances around the country.
That expansion would not have been possible without volunteers and broad-based partnerships and support. These days, the foundation sources flowers from 80 to 90 farms, including farms in California, Colombia, Ecuador, and Ethiopia.
Since 2013, we have worked with local groups to organize floral tributes for Memorial Day at National Cemeteries and Veterans Cemeteries across the U.S.
Our growth would not have been possible without the guidance and involvement of the National Cemetery Administration. Cemetery directors find our efforts provide a way for the general public to connect with their mission to honor our late veterans and instill an appreciation for the sacrifices they make.
Memorial Day Flowers Foundation volunteers prepare roses at the Houston National Cemetery.
We also distribute bouquets of flowers to gold star families attending the TAPS National Military Survivor Seminar over Memorial Day Weekend, organized by the Tragedy Assistance Program for Survivors.
In 2019, more than 100 cemeteries are participating in the Memorial Day Flowers Foundation’s efforts around the country.
The numbers amaze me every time I look at them. Now we talk about tens of thousands of flowers. We still have a long way to go, before every veteran’s gravesite is recognized on Memorial Day, but we are well on our way to reaching that goal.
I also know the difference just one flower can make. One year, as we gave out flowers on Memorial Day, I handed a rose to an older woman. She thanked me and said, “His father brought me roses the day he was born.” Then she invited me to walk with her to visit her son’s gravesite. And as we stood there together in the hot sun and she told me her son’s story, I knew one flower could mean everything to one person
Placing a flower for Memorial Day to honor a fallen service member or veteran is a quiet tribute; a heartfelt reminder of just what flowers can mean to people — and what it means to honor the sacrifices of U.S. military members and their families. It brings together people from all walks of life to honor those who have served our country and it helps all of us learn more about our history.
This article originally appeared on VAntage Point. Follow @DeptVetAffairs on Twitter.
In a March 2019 executive order, President Trump made a clear avenue for U.S. military veterans to transition into the Merchant Marine after their military service ends. This is a great thing for the men and women of the U.S. military who want to continue a life of service, but many will wonder what exactly the Merchant Marine is and what serving in it really requires.
During peacetime, the Merchant Marine is not a part of the military, but they do support military operations aboard ships like Kaiser-class replenishment oilers and Hope-class vehicle cargo ships. Its regular mission is the import and export of cargo in and out of the United States.
Components of the Merchant Marine are both civilian sailors and government-owned ships. During wartime, the Merchant Marine can be used as the sealift component of the U.S. Naval Reserve.
1. Call them “Mariners”
While the Merchant Marine could go by many names, the preferred term is “mariner.” The terms sailor, seaman, and Marine are used elsewhere, and merchant mariners don’t need to try and be more than they are – they have an illustrious history of their own.
2. It has an illustrious history of its own
So much so, it’s worth mentioning twice. The merchant mariners of the United States have existed in some form or another since the founding of our country, and have distinguished themselves in “getting the stuff to the fight” whenever called upon.
Their first action came when a bunch of merchants off the coast of what is now Maine boarded a lumber schooner and sailed out to the HMS Margaretta in the aftermath of the Battles of Lexington and Concord. Yes, this is during the American Revolution.
The lightly-armed rabble of merchant seamen not only captured the Royal Navy’s armed sloop of war, they harassed the British for the remainder of the war.
3. It officially dates back to 1936
In the days leading up to World War II, Congress and President Roosevelt passed the Merchant Marine Act of 1936, which states:
“It is necessary for the national defense… that the United States shall have a merchant marine of the best equipped and most suitable types of vessels sufficient to carry the greater portion of its commerce and serve as a naval or military auxiliary in time of war or national emergency…
4. War is not kind to the mariners
When the declaration of war on Japan forced the nationalization of the merchant marine fleet, it was a merger of American government needs and interest combined with the private sector’s means of getting the men and cargo to their destinations – for which the companies received handsome contracts. Weapons and armed guards from the U.S. Navy were then posted on ships.
And while you may think merchant shipping seems like an easy place to ride out the war, you’d be wrong. The merchant marine suffered the highest casualty rate of any branch serving in the war. For every 26 people who served aboard merchant marine ships, one of those would die, at a rate of almost four percent.
5. They didn’t get veteran status for 30 years
After all was said and done and American GIs went home and bought houses and went to college, merchant mariners struggled for the same benefits for risking their necks just as much as the guys who fought in the Army, Navy, Marines, and Coast Guard. World War II merchant mariners weren’t afforded veteran status until 1988.
Merchant Mariners who worked in hostile waters during the Korean War, Vietnam War, and Desert Storm are still waiting for veteran status.
6. The Merchant Marine never stops
When the treaties are signed, and the troops go home, the U.S. Merchant Marine still has a lot of work to do. Who do you think took all those men and vehicles back to the United States? Or moved occupation troops to Japan? Or hauled cargo for the Marshall Plan in Europe?
Most service members and their families will see a reduction in their tax bills in 2019, but there are a number of changes in U.S. federal tax laws that they need to be aware of, said Army Lt. Col. Dave Dulaney, the executive director of the Pentagon’s Armed Forces Tax Council.
“The last tax year has been quite exciting with all the changes that were made,” Dulaney said. He noted that the Internal Revenue Service will start accepting tax returns Jan. 28, 2019, for tax year 2018.
A number of pieces of legislation affect military taxpayers, he said: The Tax Cuts and Jobs Act, the Veterans Benefits and Transition Act and the Combat-Injured Veterans Tax Fairness Act are just a few.
Tax cuts for troops
The Tax Cuts and Jobs Act will mean that most service members will see a reduction in federal taxes for 2018, he said. There is an overall reduction of 3 percent for most military families under this act, Dulaney said, in addition, the standard deduction doubled, as did the Child Tax Credit. “Because of these three things, most of our military families are going to see a substantial reduction in overall tax liability,” he said.
There are also some special provisions that apply to military personnel. Service members who served in the Sinai Peninsula since June 9, 2015, are now eligible for the combat zone tax exclusion, the colonel said.
“This was retroactively applied and what that means is that since taxpayers have up to three years to file an amended tax return to make a claim for refund, those service members who served in the Sinai back in 2015 would be eligible to file an amended tax return, and they need to do it quickly,” he said.
Service members with questions should go to their local tax assistance centers, Dulaney said, noting that this change should affect about 2,000 service members.
Members of the armed forces are still able to deduct their unreimbursed moving expenses incurred during permanent change of station moves, he said.
There are changes to deductions for travel to drill for reservists. “Reservists cannot take deductions for drill duty expenses that are under 100 miles,” he said. Those driving more than 100 miles can still take deductions.
For military spouses there is a significant change as part of the Veterans Benefits and Transition Act of 2018. “This allows military spouses to elect to use their service member’s state of legal residence for state and local taxes,” he said. “
In the past a spouse may have had to file a different state tax return because they had split legal residences. For example, if a service member with a legal residence of New York moved to Virginia and married a person with a legal residence from that state.
“Now, our military spouses can now elect to use the legal residence of the military member for purposes of filing their state and local taxes,” Dulaney said. “Now military couples will no longer have to file different state tax returns … additionally it will reduce the overall tax burden for military families.”
Finally, the Combat-Injured Veterans Tax Fairness Act has been implemented for veterans who received disability severance pay and had tax withholding applied to the pay. “Now under the tax code, disability severance pay is not taxable under certain situations,” he said. More than 133,000 veterans who have received this pay are eligible for relief under the act.
The vets have until July 2019 to file for a refund.
There are a number of aids for military personnel and their families as they prepare their taxes. Each base has a Volunteer Income Tax Assistance Program office that will help. To find your local office, visit Military OneSource.
Think back to literally any time you’ve sat on a plane as you travel for the holidays. Each time, you’ve been greeted by an all-too-familiar voice. The PA system hisses to life and you hear, “ladies and gentlemen, ehhh, good morning. Welcome aboard. This is, ehh, your, uhhh, captain speaking…” before the rest of the relevant travel information is droningly rattled off.
It doesn’t matter who the pilot is, where you’re taking off from, or what the country of destination is — every single one of the 850,000 plus pilots out there take on the exact same speech pattern and pseudo-West Virginian accent.
That’s all thanks to one man.
Civilian pilots and co-pilots follow a very thorough script before each flight. This rehearsed speech checks every required box and lets passengers know what to do in any given situation. It’s a speech we’re all used to hearing by now and, honestly, if we didn’t, it’d feel a little weird.
As we all know, plane passengers come from all walks of life — and the airlines must do their best to accommodate everyone. So, pilots are instructed to speak as clearly (and consistently) as possible. Contrary to popular belief, there’s no such thing as speaking “without an accent,” so pilots do the next best thing, which is to adapt the most “neutral” accent: the Rust Belt or the Upper Midwestern accent.
Not only is this neutral accent easy to understand, it’s also comforting. A 2018 study showed that over 50 percent of all passengers have more confidence in a pilot with an Upper Midwestern, Southern Californian, or Great Lakes accents (all notably neutral accents). Passengers have the least amount of confidence in a pilot that speaks with a Texan, New Yorker, or Central Canadian accent (all notably thick accents).
But that accent doesn’t explain the slightly staggered speech pattern that pilots use to tell us about the weather conditions waiting for us at our destination. Many recognize that as a nod to the aviation world’s biggest badass: Brigadier General Chuck Yeager.
The story of Chuck Yeager reads almost like a comic book superhero. A young aircraft mechanic became one of the first to fly the P-51 Mustang, earned a Bronze Star for saving his navigator after being shot down and captured, was put back in the sky by a direct action from Supreme Allied Commander Gen. Eisenhower, and then went on to achieve “ace-in-a-day” status in the first victory over a jet fighter… And that’s all before he became an officer and test pilot and the first man to break the sound barrier.
In addition to his laundry list of notable accomplishments, Chuck Yeager also holds the distinction of being one of the coolest and most admired pilots in history.
And there’s no denying that Chuck Yeager’s middle-of-nowhere, West Virginia accent is stoic and calming. When he speaks, everyone listens. Other military pilots have been imitating his twangy voice ever he was a test pilot and, as his legend grew, more and more pilots took on his accent.
When the 1983 film, The Right Stuff, was released, moviegoers were pulled into his life’s story. Audiences watched as he was denied the chance to go into space despite overwhelming qualifications because of a lack of a college degree. Sam Shepard‘s portrayal of Yeager was so spot-on and captivating that he stole the show, even if Chuck wasn’t the main character. Since then, nearly every single aspiring pilot has, consciously or otherwise, started adapting his accent.
But while we’re here: let’s set the record straight. The long, drawn-out pauses aren’t necessarily a “Chuck Yeager” thing. Like all imitations, the characteristics of his speech have been greatly exaggerated over time, but Yeager is undeniably the origin.
Milesperawesome asks: Could you get in trouble legally if you murdered someone in space? Asking for a friend.
While it might seem like something out of science fiction, given that humans are presently in space and soon enough mass space tourism is going to open up the possibility for many, many more, it’s only a matter of time before someone commits a crime in space, with it being alleged the first already occurred in 2019, which we’ll get to shortly. So what exactly happens if someone does break the law in space? Could you, say, commit murder and get away scot-free?
To begin with, while you might think it can’t actually be possible to commit a crime in space because no country seemingly has jurisdiction there, you’d be wrong. Much like the myth that you can do whatever you want in international waters because no country holds sway, it turns out, among other agreements and rules, International laws are a thing.
On that note, while aboard a given vessel, the ship you’re on officially hails and is registered from some nation or group of nations (like the European Union) and the laws from said entities are binding aboard it in most cases while it’s out at sea. This is outlined in the United Nations Convention for the Law of the Sea, “every State shall effectively exercise its jurisdiction and control in administrative, technical and social matters over ships flying its flag.”
Mare Liberum (1609) by Hugo Grotius is one of the earliest works on law of the sea.
While obviously there isn’t exactly a court case history to back this up, the general consensus is that the same basic idea will hold true for ships in space, and certain agreements to date concerning space ships do seem to bear that out, as well as help give a partial framework for judges to work with.
For example, in the Outer Space Treaty, beyond more or less attempting to ensure space stays free from any claim of national sovereignty, most pertinent to the topic at hand, it notes,
State Party to the Treaty on whose registry an object launched into outerspace is carried shall retain jurisdiction and control over such object, and over any personnel thereof, while in outer space or on a celestial body.
More or less mirroring this idea, on the International Space Station, the partnered nations came up with the Intergovernmental Agreement on Space Station Cooperation, which states, in part, the nations, “may exercise criminal jurisdiction over personnel in or on any flight element who are their respective nationals.”
As Joanne Gabrynowicz, the editor of Journal of Space Law- which is totally a thing by the way- elaborates, “The law of the nation that contributed and registered the module applies to that module… Further, each astronaut is governed by the law of the nation they represent. Therefore, which nation’s criminal jurisdiction will apply depends on which nation’s module the alleged crime was committed and which nation the alleged perpetrator is from.”
It’s also noteworthy that this Space Station Agreement has already anticipated countless other things that may happen in space and how various nations can work together amicably to resolve them, leading many space lawyers- which are also totally a thing- to speculate that elements of this agreement are likely to get adopted into a more general, universal agreement at some point down the line. And in the meantime, judges may well lean on it, among other existing agreements and analogous cases here on Earth, when attempting to decide legal matters as they begin happening outside of the ISS.
Speaking of these analogous cases, much like when a person travels to another nation and then commits a crime, there are plenty of existing agreements and fodder for authorities to draw from when crimes are committed in space. While there certainly will be the occasional dispute, as even happens between nations on Earth over such matters today, there is a pretty good outline already in place as to how it will probably be sorted out.
On top of this, even should you renounce your citizenship and be aboard your own vessel that likewise has no ties to any nation (perhaps even with you declaring said ship a nation of its own), it is likely if you did anything serious, especially against someone who does still have citizenship with some nation, you would still face prosecution for any crimes, perhaps via an International Criminal Court or even a special tribunal. (Although, in this case, we’re hoping such a court will be given the new, much cooler moniker of Galactic Criminal Court at some point.)
As the director of the Space Policy Institute at George Washington University, Henry Hertzfeld, states,
Although there is no sovereignty outside a spacecraft, there are analogies to the law on ships in international waters and also to issues that might occur in Antarctica; both places with no national sovereignty. So, although this is not a settled issue, my reading is that being in space and technically outside of any nation’s sovereignty or jurisdiction is not sufficient to avoid being charged with a crime…
Of course, even then there still is a lot of potential for gray area. For example, one of the world’s leading space lawyers, Joanne Gabrynowicz, outlines one such scenario for people on the International Space Station, which has a pretty well defined set of rules as previously noted,
Each of the modules is registered by a different country, so that means that if you’re in the US laboratory, you’re on a piece of US territory… If you mosey over to the Japanese module, you are now in Japan. So, it’s like an embassy. It’s national territory….What happens if it’s been a long hard day at the American lab, and a European astronaut punches a Canadian in the American module, but then runs over to the Japanese module? Who has jurisdiction over that? …
But, of course, that is just a jurisdictional issue. If a serious enough crime was committed, the person’s going to get prosecuted somewhere. It just might be a bit of a bureaucratic nightmare in some cases to sort out where.
When moving over to scenarios like actual colonization of places like Mars, once a colony is setup, it will no doubt enact its own laws, which those living there will have to agree to, whether explicitly or implicitly, not too dissimilar to moving to a new country on Earth. And likewise it is probable that extradition agreements and the like will be setup little different from agreements between nations on Earth.
Coming back around to the question of if there has ever yet been a crime committed in space, this allegedly occurred during astronaut Anne McClain’s six month stint on the ISS in 2019. During that span, she supposedly accessed her recently ex-wife’s bank account several times, allegedly to double check there was enough money in the accounts to cover bills and to care for the pair’s son. On the other hand, her ex, Summer Worden, took the matter more seriously, viewing it as illegal access to her accounts, thus potentially subjecting McClain to certain identity theft laws.
NASA astronaut Anne McClain.
Because McClain is an American citizen, was aboard the American module of the International Space Station when she allegedly committed the crime, was using one of NASA’s computers at the time, and her supposed victim is likewise American, she was very clearly under the jurisdiction of the United States. However, as far as we can find, nothing ever came of these accusations other than a NASA investigation and a whole lot of news reports. McClain is still an astronaut for NASA and otherwise no further updates on the matter have ever been made public, so presumably either it was decided no crime was actually committed or the former couple settled the matter amicably and the investigation was dropped.
But to sum up, no matter where you are in the universe, you can be fairly sure that judges the world over will be happy to cite similar type scenarios that have happened on Earth and existing agreements in making sure you are prosecuted for crimes, assuming said crimes were serious enough to be worth the effort involved, or someone kicks up enough of a stink about it. And while there still is plenty of gray area, as soon as space tourism becomes a relatively common thing and people start committing crimes in space, it seems likely that the various nations the world over will quickly develop a comprehensive and more definitive set of rules to govern such things when the need arises.
All that said, there are an awful lot of ways a seemingly innocuous sequence of events can lead to someone’s death in space. Accidents happen- a faulty valve isn’t necessarily proof someone murdered someone else, even if they loathed each other. In some such ways someone could die in space, any halfway decent lawyer could instill reasonable doubt in the minds of the jurors, especially if hard evidence couldn’t be attained. After all, the expense of investigating such a crime thoroughly may well be enormous in some cases, thus making it so such a detailed investigation may not be done, or even possible.
So let’s just say in many cases it’s going to be a lot more difficult to tell if there was someone behind such an event, or if it was just an accident… Leading us to perhaps one of the cooler new jobs that are going to be a thing in the coming decades- space detectives.
Ever wonder what the longest prison sentence ever given out is? Well, wonder no more. This was a whopping 141,078 years. It was given in 1989 in Thailand to Chamoy Thipyaso and each of her seven accomplices for defrauding more than 16,000 Chinese investors as a part of a massive Ponzi scheme.
If you’re wondering, in the United States, the longest sentence for some form of corporate fraud was only 845 years. This was handed down in 2000 to Sholam Weiss, for his role in the collapse of National Heritage Life Insurance. By contrast, Bernie Madoff was only given 150 years for his 2009 conviction of defrauding thousands in a multi-billion dollar Ponzi scheme.
The second and third longest prison sentences (for any crime), globally, were given to Jamal Zougam (42,924 years) and Emilio Suárez Trashorras (49,922 years) for their roles in the 2004 train bombings in Madrid.
As for the longest prison term overall in the United States, it was given in 1994 to Charles Schott Robinson who was convicted of six counts of rape garnering him 5,000 years in prison each- a whopping 30,000 year sentence.
Also in Oklahoma, Darron B. Anderson and Allan W. McLaurin each had in the thousands of years ranges of prison time imposed for the kidnapping, robbery and rape of an elderly woman. Anderson was initially only sentenced to 2,200 years, but upon his second trial (he appealed and won a new one), that second jury imposed a sentence of 11,250 years. McLaurin was initially sentenced to 21,250 years, but the appellate court reduced it to a mere 500 years.
The longest prison sentence imposed in Australia was given to Martin Bryant in 1996 for the Port Arthur, Tasmania massacre where he killed 35 and injured 23 others. His sentence included 1,035 years without parole plus 35 life sentences, one for each life he took.
As I covered in the above video, there’s a lot going on the HRP that cut out much of the nonsense that occurred during the standard push-up test. So yes, they’re harder. Not only physically but also for your coordination. Here’s why:
Long sleeves can definitely help if you like to cheat at the top of the push-up.
(U.S. Army photo by Sgt. Osvaldo Martinez)
NO MORE BOUNCE.
The stretch reflex response in the chest is a powerful force.
In the HRP every rep starts from a dead stop, this means that you can’t load your chest with the stretch reflex response. This levels the playing field a bit for those of you who don’t know how to use the stretch reflex and sucks for anyone who is used to banging out 100+ “bouncing” reps.
This movement is harder and takes longer than you’d think.
(U.S. Army Photo by Cpl. Tomarius Roberts)
The HRP requires you to have your index finger just to the inside of your shoulder. This narrow position is equivalent to a close grip bench press. It’s much more triceps dominant than a standard press. It also almost entirely removes the risk of shoulder impingement.
The TLDR of it is most people are slowly sawing a hole in their shoulder socket when they perform pressing movements. The narrow hand position helps relieve a lot of that stress.
That being said, this means you WILL BE WEAKER performing the hand release narrow stance push-up than you would with the standard variation.
I know they’re Marines…it’s a cool pic.
(Photo by Lance Cpl. Zachary Beatty)
TIME IS YOUR ENEMY.
The 2-minute time limit wasn’t generally a problem for most people with the standard push-up. Most people blow their whole wad well before the time expired.
With the HRP time is a very large factor. You need to conduct one push-up every two seconds in order to fit all the reps in.
Maybe you can do 60 reps, but doing all 60 in 120 seconds is a whole other story. I would venture to guess that I need to be able to do 70 or 80 hand-release push-ups in order to be able to do 60 fast enough to be within the time limit.
I don’t think the mask would make push-ups harder so much as just generally uncomfortable. That’s the military in a nutshell…
(U.S. Army photo by Spc. ShaTyra Reed/ 22nd Mobile Public Affairs Detachment)
OBVIOUS CORE CONTROL.
An argument I’d be willing to engage in is one that states that the HRP actually requires more core strength that the Leg Tucks….Oh yeah!
The standard push-up allowed for this sneaky thing to happen that was often left uncorrected. The hips were allowed to sag, the core could be weak, for multiple reps before it became so egregious that the grader would mention it.
Because the HRP starts every rep from a dead stop, any core weakness becomes immediately apparent and can be called out on the first rep that the body isn’t perfectly in alignment.
This means your core needs to be strong, or it will give out well before your pressing muscles run out of steam. Unlike the leg tucks, which I talked about here, where for 90% of soldiers, your grip or back strength will give out before your core.
Practice, practice, practice.
(U.S. Army photo by Sgt. 1st Class Jason Hull)
How to train for HRP
There are four things you need to focus on in order to be properly prepared for the HRP.
Core Control- You need to plank, a lot. Practice the RKC plank 2-3 times a week. The RKC plank is where you contract every muscle of your body while holding the plank.
Press from a dead stop- Train using paused reps and presses from the rack. You need to learn how to start every rep from a dead stop. Standard pressing movements that use the stretch reflex response of the chest are going to set you up for disappointment come test day.
Practice high reps with long periods of time under tension- 120 seconds of work is about 4-5 times as long as a standard set of any exercise. You need to prepare your body for that task in muscular endurance. Practice slow sets with 45+ seconds of time under tension and/or sets of 15-20 reps on the bench press and 20-40 reps of push-ups to build your muscular endurance.
Practice the full movement- It’s harder than it looks to get your hands back to the exact perfect pushing position for every rep. You need to practice it and build the mind-muscle connection so that you can focus on putting out come test day and not have to worry about hand placement.
That’s it folks. If you want a plan to help train for the HRP, check this out. It trains all the aspects of pressing that I just covered. In order to prepare for the ACFT, you need more than just exercises. You need to be particular about how you’re training. That’s what this plan does, and all my plans for that matter.
A coronavirus outbreak aboard the aircraft carrier USS Theodore Roosevelt has the Navy scrambling to test the entire crew. At the current testing pace, it could be stuck in port for almost a month, but the Navy is trying to cut that time down.
Three cases were reported aboard the TR on Tuesday. By Friday morning, more than 30 sailors aboard the carrier had reportedly tested positive for the coronavirus, according to Fox News.
In response to the outbreak, the Navy, as acting Secretary of the Navy Thomas Modly said Tuesday, is testing 100 percent of the crew for the virus. The ship is at port in Guam, and it is unclear exactly when the ship will head to sea again on its deployment.
The ship has the ability to test about 200 people per day, Modly told radio show host Hugh Hewitt Friday. The aircraft carrier has roughly 5,000 people on board including its crew, aviation squadrons and onboard staffs.
“At a pace of 200 a day, that could take 25 days,” the acting secretary said. “Obviously, that’s not acceptable, so we’re driving towards a quicker ability to do that.”
“We’re flying in more test kits from other large deck ships that we have,” he said, adding that the Navy is “also sending certain number of samples off the ship so that we can get responses more quickly.”
The TR is one of two US carriers in the Pacific, the other being the USS Ronald Reagan, which is currently in port at Yokosuka Naval Base in Japan. Fox News reported Friday that at least two cases have been reported aboard the Reagan.
Modly has repeatedly insisted that the TR remains ready to fulfill its mission if it was ordered to do so in an extreme situation, like the US entering a war.
“If there were a reason for her to go into action, she could easily go do that. We would just go,” he said Friday.
Modly told Hewitt that he does not have a date on when the TR will return to its assigned mission. “We’re just working through this as quickly as we possibly can,” he said.
Notice the combination there? Aviation, radio engineering, and technical problems? That’s because he was very interested in how radio waves reflected off of objects; how radar actually worked at the most detailed and precise levels. He didn’t know it, but his work would put him at the forefront of a new American industry: stealth engineering.
And certain shapes were unlikely to reflect much energy back to the radar, meaning you could make a large object appear very small if you just gave it the right shape.
Much of Ufimtsev’s work was quietly translated into English where a number of American scientists read it. A 1962 paper translated as Method of Edge Waves in the Physical Theory of Diffraction was of particular interest. Many U.S. scientists simply saw the paper and incorporated it into their own research, or they rebuffed it and went about their day. But there was one team of engineers who saw the paper and saw it as potentially groundbreaking.
Lockheed engineers working in the “Skunk Works” division, the same engineers who made America’s first jet fighter during World War II, saw the chance to create something entirely new and novel. What if they could create an entire plane with the shapes and materials that sent little energy back to a radar?
Such a plane could be large, like the size of a bomber or fighter, but would show up on radar as a little bit of electromagnetic noise. It would be invisible as long as no one knew to look for it, and it would still be challenging to detect even after its existence was disclosed.
Best of all, the growing number of homing missiles that American pilots would face would become essentially useless. Homing missiles needed a strong radar signal to get within range of an enemy target before switching to a seeker built into the missile. This process would almost certainly not work against a stealth aircraft, making the pilots much safer.
There were plenty of possible uses for such a plane, but Lockheed started by building a ground-attack plane, though they further camouflaged the program by labeling it a fighter, the F-117 Nighthawk dubbed the “Stealth Fighter.” The same lessons were later used in the B-2 bomber and are now present—in new forms—the F-22 and F-35. And some of Ufimtsev’s work will undoubtedly be recognizable in the B-21 Raider.
Ufimtsev has gotten recognition from the Soviet Union, the Russian Federation, and even the U.S. for his work. He has been named to prestigious positions at universities like UCLA in California. He is 90 years old.
The Air Force announced the name of a service member who has been recovered from a C-124 Globemaster aircraft that was lost on Nov. 22, 1952.
Air Force Staff Sgt. Eugene R. Costley has been recovered and will be returned to his family in Elmira, New York, for burial with full military honors.
On Nov. 22, 1952, a C-124 Globemaster aircraft crashed while en route to Elmendorf Air Force Base, Alaska, from McChord Air Force Base, Washington. There were 11 crewmen and 41 passengers on board. Adverse weather conditions precluded immediate recovery attempts. In late November and early December 1952, search parties were unable to locate and recover any of the service members.
On June 9, 2012, an Alaska National Guard UH-60 Blackhawk helicopter crew spotted aircraft wreckage and debris while conducting a training mission over the Colony Glacier, immediately west of Mount Gannett. Three days later another AKNG team landed at the site to photograph the area and they found artifacts at the site that related to the wreckage of the C-124 Globemaster. Later that month, the Joint POW/MIA Accounting Command and Joint Task Force team conducted a recovery operation at the site and recommended it to be monitored for possible future recovery operations.
A U.S. Army UH-60 Black Hawk helicopter.
(U.S. Air National Guard photo by Tech. Sgt. Matt Hecht)
In 2013, additional artifacts were visible and every summer since then, during a small window of opportunity, Alaskan Command, AKNG personnel and Air Force Mortuary Affairs Operations have been supporting the joint effort of Operation Colony Glacier.
Medical examiners from the Armed Forces Medical Examiner System positively identified Costley’s remains, which were recovered in June 2018. The crash site continues to be monitored for future possible recovery.
For more information, please contact Air Force public affairs at 703-695-0640. For service record specific information, please contact the National Archives at 314-801-0816.
The success of Operation Overlord, the Battle of Normandy that established a bridgehead on the continent for the Allies, required everyone to do their part. Even the people of occupied France had a role to play, and theirs was as significant as the men who landed on the beaches.
One Special Forces officer, Cpt. Joseph Ivanov, wants to help their stories live on for the next generation by erecting a monument to them.
The idea came to him after watching a documentary about the dedication of a monument to Operation Neptune in 2012. Neptune was the code name of the seaborne invasion of Normandy that began on Jun. 6, 1944. As a member of Special Forces, Ivanov sees the French Resistance as an essential part of special warfare’s history and development. He was surprised to find no memorial existed in their home country to commemorate their role in Operation Overlord.
“It’s like 67 years later, they put a monument at Utah Beach to commemorate Operation Neptune, what the Navy did,” he told journalist Jeff Stoller. “How did we go so long without paying a tribute to these men and women?”
French Resistance fighters were also known as the French Forces of the Interior or the Maquis, depending on where you sat in the Allied chain of command. They were resistance cells and guerrilla fighters made up of men, women and even children who actively worked against occupying German troops and Vichy French collaborators.
They were everything the Nazis hated, from academics to Communists, French Nationalists to Catholics, Protestants, even Jews. To facilitate the D-Day landings that closed out WWII, the Resistance conducted intelligence gathering on German troop movements and fortifications as well as sabotage raids on critical infrastructure.
To pay homage to those who fought in the Resistance during Operation Overlord, Ivanov first contacted Steven Spears, who created the Operation Neptune memorial at Utah Beach. The artist excitedly designed a monument that features three figures around a bicycle, each representing an aspect of the resistance, the guerrillas, the auxiliary, and the underground.
In the design is a middle-aged man with a rifle, who represents the guerrillas. Next to him is a boy on the bicycle who represents the auxiliary. The third figure is a woman handing out a communication, representing the underground.
Once the scale model design was carved, the two reached out to Operation Democracy, a nonprofit whose goal is to strengthen the historic and necessary bonds of friendship between France and the United States through significant educational projects. Operation Democracy offered its organization as a means for the effort to take tax-free donations toward the construction of the monument.
Ivanov paid for the work himself up to this point, and hopes to raise enough money to finish a full-scale construction and ship it to Normandy in time for it to be dedicated on the 77th anniversary of the D-Day landings in June 2021.
The Polish president has bestowed a high honor on the US Army commander in Europe as Poland marked its Armed Forces Day with a military parade.
President Andrzej Duda bestowed the Commander’s Cross with a Star of the Order of Merit on Lt. Gen. Ben Hodges, the commander of the US Army in Europe.
Some 1,500 Polish soldiers then paraded in Warsaw, while fighter planes and other aircraft flew in formation above.
Polish President Andrzej Duda. Wikimedia Commons photo by Radosław Czarnecki.
Poland’s marching soldiers were joined by a small unit of US troops, some of the thousands who deployed to Poland this year as part of efforts to reassure European countries concerned about possible Russian aggression.
US Ambassador to Poland Paul Jones said on Twitter that the Americans were proud to march alongside their Polish allies.
Nintendo’s new version of the Nintendo Switch costs just $200, and it’s scheduled to arrive on Sep. 20, 2019.
The Nintendo Switch Lite, which was revealed on July 10, 2019, after months of rumors, is similar to the flagship $300 Nintendo Switch in many ways — and crucially different in a few ways.
Outside of price, here’s how the two Nintendo Switch versions stack up:
1. The Nintendo Switch Lite costs 0 less because it’s a portable-only console.
The Nintendo Switch is named as such for its ability to switchbetween form factors.
You can take it on-the-go, as a handheld console! You can dock it at home and play games on your TV, as a home console! You can even prop it up on its built-in kickstand, detach the two gamepads, and play multiplayer games with a friend, as a standalone screen/console! Madness!
The Nintendo Switch Lite, however, isn’t quite so verstatile. It’s intended for one thing: Handheld gaming.
Like the Game Boy, Game Boy Color, Game Boy Advance, Nintendo DS, and Nintendo 3DS before it, the Nintendo Switch Lite is a portable game console. It runs the same games as the Nintendo Switch, but it can only be used as a portable game console.
2. The Nintendo Switch Lite is smaller than the flagship Nintendo Switch, in both its body and screen sizes.
On the standard, 0 Nintendo Switch console, the touch screen is 6.2 inches. On the new Nintendo Switch Lite, the touch screen comes in at 5.5 inches.
Similarly, as seen above, the overall size of the Switch Lite’s body is shorter and skinnier than the standard Switch console.
3. The Joy-Con gamepads don’t detach from the Switch Lite.
Another major selling point of the original Nintendo Switch console was its removable gamepads — the so-called “Joy-Con” controllers. A single Nintendo Switch console, with Joy-Cons, is a two-player standalone gaming system! Pretty incredible!
But the Nintendo Switch Lite is a handheld console, intended for a single person to use it as a handheld console. Thus, the Joy-Cons are built directly into the hardware.
Notably, you can pair various other Switch controllers to the Switch Lite — the Joy-Cons, for instance, or the Switch Pro Controller — which is handy if you still want to play multiplayer games like “Mario Kart 8 Deluxe” on the itty-bitty screen.
4. The d-pad is an actual d-pad now.
For many, the version of a d-pad on the left Joy-Con was an abomination. Four directional buttons? Instead of a connected d-pad? What?!
The Nintendo Switch Lite solves that issue by putting in a standard d-pad.
5. The battery life is a little better on the Switch Lite.
Are you looking for a whopping half hour increase in battery life? You’ve come to the right place: The Switch Lite is exactly that. Instead of a maximum of 6.5 hours (like the original Switch), the Nintendo Switch Lite has a maximum of 7 hours.
As always, though, battery life will differ based on the game you’re playing: Games with intense graphical needs will chew through your battery faster, as will playing games online. So if you’re playing “Super Smash Bros. Ultimate” online with the brightness up, your mileage will very likely vary.
6. The Switch Lite comes in three colors: Yellow, Grey, and Turquoise.
The standard Nintendo Switch has a few different color options based primarily around swapping Joy-Cons of various colors, but the Nintendo Switch Lite is going all-in on color choice.
In addition to the three seen above — the standard colors that the Switch Lite will be offfered in — expect special editions, like the “Pokémon” one that arrives this November with the new game “Pokémon Sword Shield.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The German Navy in World War II found a clever but risky method of extending their submarine patrols by building “milk cows,” specialized submarines covered in fuel tanks to refuel their brethren, and drawing the fire of American destroyer and planes.
Submarines were a game-changing weapon in World War I and remained a great strategic tool in World War II, allowing relatively few men to destroy enemy ships, drowning enemy personnel and destroying important ordnance. But they had a range problem.
The German U-461, a milk cow. It was sunk July 30, 1943, with another milk cow and an attack submarine.
The German standard in World War II was the Type VII C, which had “saddle tanks” that could hold enough fuel for a patrol of 6,500 miles, which might sound like a lot — but is actually fairly limited. U-Boats needed enough fuel to get from their pens, to the start of their patrol, through their route, and then back to the pen. Attacking ships near the U.S. east coast or the Caribbean required a 5,000-mile round trip, leaving just 1,500 miles’ worth of fuel for actually patrolling and attacking.
So, naval planners and engineers came up with a crafty solution: Turn some submarines, dubbed “milk cows,” into refuelers by strapping massive tanks to the outside, and have them refuel the other subs. The milk cows also carried medical personnel and necessary supplies.
This allowed the German submarines to move farther into the Atlantic, preying on convoys that would’ve otherwise thought they were safe. Better, it allowed the submarines to stay on patrol longer, meaning that German subs with the milk hookup were now limited only by mechanical issues. A single milk cow could tend to about 12 other subs.
The USS Cory, top right, attacks U-801, a German submarine that was attempting a linkup with the milk cow U-488, which the Cory was hunting. Cory never found U-488, which was later sunk by an aircraft from the USS Croatan in April, 1944, while attempting to link up with a boat that needed medical assistance.
Germany ordered 10 of them, and they became one of the most important assets in the Atlantic Ocean.
But the Americans and their allies understood how the milk cows tipped the balance, and they prioritized targeting them. The Allied Naval Headquarters in London ordered, “Get the Milk Cows at any cost!” a message that supposedly originated with Prime Minister Winston Churchill, who later said that the U-boats were his only real fear.
Once the Allies captured the German enigma machine and built up their anti-submarine warfare fleets, open season was declared on milk cows, and the milk cows were uniquely vulnerable.
The milk cow U-459 sinks after suffering an attack from an English bomber.
(Photo: Royal Air Force, Public Domain)
While they could dive deeper than other ships thanks to a thicker hull, they were more bulbous and took longer to get underwater at all. And they were larger, making them easier to spot both with the naked eye and with sonar or radar. But most importantly, they relied on high-frequency radio waves to make contact with their supported subs and set up rendezvous. Since the Allies could read those transmissions, they could crash the parties and strike the cows.
The first was sank by good luck in August 1942 when a seaplane happened over the milk cow U-464 at sea on its maiden patrol. The seaplane, a Catalina, damaged it with depth charges and radioed its position to nearby ships. The commander scuttled the boat to prevent its capture.
Open season on milk cows started the following May. The boat U-463 was spotted on the surface by a British bomber, which managed to drop a number of depth charges directly onto the ship before it could register the danger and dive. It went down with all hands.
The following June, four milk cows were sank, two of them in one battle. Boats U-461 and U-462 were working together on a single German sub when all three were spotted by Allied bombers. The bombers radioed the position and began their attack. The submarines put up a stiff resistance, but ended up prey to the 5 bombers and multiple surface ships that arrived on scene. All three sank.
By October 1943, only three milk cows remained either in the fleet or under active construction. All three would sink before the war ended.
Modern U.S. subs have no need of milk cows and can actually spend an entire cruise undersea with no resupply.
(U.S. Navy Mass Communication Specialist 1st Class Jeffrey M. Richardson)
The U.S. Navy in World War II relied on surface ships as submarine tenders, but even that role has been largely phased out as America focuses on nuclear-powered submarines that can stay at sea for months without assistance, generating their own power and cleansing their own water thanks to the nuclear reactor. They can even create their own oxygen to stay under longer.
Eventually, the ships do need fresh food, but that’s generally achieved when crews rotate out. There’s simply no need for modern milk cows.