By now you’ve seen (ad nauseam) the results of FaceApp, a Russian-based photo filter app that realistically adds wrinkles, grey hairs, and, well, years to faces. Further investigation to the origins of the app — and its Terms & Conditions — has prompted a demand for a federal investigation into the company behind the app and the potential security risks it poses to Americans.
“FaceApp was developed by Russians. It’s not clear at this point what the privacy risks are, but what is clear is that the benefits of avoiding the app outweigh the risks,” read a security alert from DNC chief security officer Bob Lord, as reported by CNN.
In a letter to the FBI and the FTC, Senator Chuck Schumer (D-NY) stated, “FaceApp’s location in Russia raises questions regarding how and when the company provides access to the data of U.S. citizens to third parties, including foreign governments. I ask that the FBI assess whether the personal data uploaded by millions of Americans onto FaceApp may be finding its way into the hand of the Russian government, or entities with ties to the Russian government.”
See the full letter right here:
BIG: Share if you used #FaceApp:
The @FBI @FTC must look into the national security privacy risks now
Because millions of Americans have used it
It’s owned by a Russia-based company
And users are required to provide full, irrevocable access to their personal photos datapic.twitter.com/cejLLwBQcr
NPR reported that FaceApp had topped Apple’s and Google’s app download charts by Wednesday, July 17, attracting big celebrities and your roommate and that guy you went to high school with alike. While it can be fun to see what forty years can do to a face, there are a number of potential risks involved.
First there’s the matter of privacy. In order to use the app, you give FaceApp access to your device and some personal information. According to NPR, data privacy experts warn against these kinds of apps, especially after Facebook reported up to 87 million of its users’ personal information was compromised by a third party analytics firm.
Second, we are in a new age of facial recognition software, which can be used to target certain groups or individuals, potentially putting innocent people at risk.
When Johnny Cash took the stage at California’s San Quentin State Prison on Feb. 24, 1969, one of the songs he would record there was destined to become one of Cash’s most iconic songs, as well as one of his biggest hits: “A Boy Named Sue.” It held the top spot on the country charts for five straight weeks and it was his biggest hit, climbing to the second slot on the Billboard 100 chart.
“The Man in Black” was a veteran of the United States Air Force, a morse code operator who spent much of his career spying on the Soviet Union. In fact, Cash was the first person in the West to learn that Stalin died in 1953. As a matter of fact, his distinctive facial scar was the result of good ol’ military medicine.
“A Boy Named Sue” is the story of a boy who was abandoned by his dad at a young age — after giving the boy a female name. Sue finds his dad at a bar years later and gets into a pretty nasty brawl with the old man. That’s when his dad reveals he named the boy Sue so as to make Sue tough even when his dad wasn’t around to raise him.
The song about a boy trying to kill his father probably resonated with Cash’s audience that day.
The author of the song was also a veteran. Shel Silverstein, beloved around the world for his poetry, humor, and illustrations, was drafted by the U.S. Army to fight in Korea — but by the time he arrived the war was over. He was assigned to Stars and Stripes in the Pacific, part of the new peacetime Army. And thus a legendary military writer was born to the veteran community.
It was Silverstein who penned Cash’s now-famous song about the boy with a girl’s name, although Cash put his own twist on it. During the original San Quentin recording, Cash added the line, “I’m the son of a bitch that named you Sue!” In Silverstein’s original writing, there were no curse words used. Even so, the “son of a bitch” line was censored out of the album.
Forget business in the front, party in the rear. Iran is all business. There’s no party around back. At least, not for the most American of all possible hairstyles: the mullet. The mullet is so American, in fact, that it’s banned in Iran for precisely that reason. Iran’s Ministry of Culture and Islamic Guidance said goodbye to the haircut for being “un-Islamic.”
The haircut was on a list of “decadent Western haircuts” that were banned, alongside ponytails, spiked hairstyles, and long hair in general in 2010.
The year was a difficult one for Iran, coming on the heels of the Green Movement, which protested the 2009 Presidential election and pushed for the removal of the Iran’s much-reviled (but reelected anyway) Mahmoud Ahmadinejad. The countrywide protests were the largest since the 1979 Iranian Revolution that saw Imperial Iran transformed into the Islamic Republic.
“…from my cold, dead head.”
It’s fun to laugh at the idea of banning an American hairstyle that itself has been the butt of thousands of jokes for decades, but the reality is a little less funny. The hairstyle ban is part of a series of punishments from the anti-Western Cultural Ministry and part of the reprisals against the Iranian people for the Green Movement protests.
Raids, arrests, and human rights violations came immediately after the protests, but bans like the one on un-Islamic hairstyles are the enduring legacy of such knee-jerk reactions. Iranian police would start shutting down barber shops offering such hairstyles and fine the owners.
Causing Achy Breaky Hearts.
It’s a strange notion that the mullet is considered a part of the Western cultural invasion of Iran, considering it’s a hairstyle that may have emerged in the ancient Middle East anyway. At first glance, the look that made Billy Ray Cyrus a cultural icon (for the brief time he was) should seem ridiculous to Iranian Morality policemen, but it’s not the only Western cultural trend to endure in the country.
Iranian men forego beards (even as beards are very much in back in the United States) while embracing neckties and European designer brands. These trends are hard to ignore, but the mullet should hardly seem comparable to the appeal of Prada and Givenchy.
“The proposed styles are inspired by Iranians’ complexion, culture and religion, and Islamic law,” said Jaleh Khodayar, who is in charge of the Modesty and Veil Festival. It was there that acceptable hairstyles were revealed. Also out are things like eyebrow plucking for males and excessive hair gel.
Failure to comply with the new hair regulations for men would result in a forced, bad haircut, courtesy of Iran’s Morality Police. The clerics who run Iranian society believe the looks will ultimate cause their way of life to disappear. But they also believe that sexy, revealing clothing causes earthquakes.
Earthquakes are definitely because of Niloofar Behboudi and Shabnam Molav and not the 1,500-km long fault line running through Iran.
Master Sergeant George Hand US Army (ret) was a member of the 1st Special Forces Operational Detachment-Delta, The Delta Force. He is a now a master photographer, cartoonist and storyteller.
(The featured cartoon courtesy of the author. A flash-bang is a concussion grenade that does not produce primary fragmentation, only extreme sound and blinding flash that serves to stun an enemy momentarily upon a room entry.
Depicted is a team preparing to enter a room of unknown threat posture, substituting the flash-bang preparation drill with a can of “explosive” spray adhesive. “Lid’s off!” replaces the usual “Pin’s out!” referring to the flash-bang’s safety pin whose removal is the last step before throwing the grenade.
In the final scene, the threat is neutralized by the exploding can of “spooge” rendering the threat stuck to walls, floors, and other incapacitating postures.)
(A typical Flash-Bang grenade used by Law Enforcement; no fragmentation, just loud extreme loud noise and flash. Flash-Bangs are categorized as non-lethal riot control devices.)
“Spooge” somehow became the nickname for the cans of spray adhesive we used to stick paper targets, bull’s eyes, and the like to a target stake downrange. It simply was the quickest and most convenient way to stick paper to cardboard and get on to the business of sending maximum rounds down range on a near-daily basis.
(In all its glory, the 3M Super 77CA Multipurpose spray adhesive can)
Spray adhesive was for paper on cardboard. For attaching cardboard to a wooden target, slat roofing tacks were used. Roofing tacks are a short nail with a very wide and flat head. It happened that when our Delta brother, Cuz, was hurriedly attaching a fresh target paper he noted his target backing was pulling apart from the wooden target slat.
Not wanting to lose the time to run the 150 meters back to the target shed to retrieve a proper hammer, Cuz decided that the spooge can already in his hand possessed sufficient merit to serve to pound in the tack. Within a few smacks on the roof tack with the bottom edge of the can it burst, completely engulfing his head and face.
Cuz’s ballistic eye protection was glued to his face, and his hair was covered. He staggered around blindly and calling out:
“Little help… a little help over here — we have a situation!”
We quickly engage in the attempt to pull his eye protection away from his face so he could see again, a ponderous and painful process.
“Well guys… that’s why we wear this safety equipment, you know?” he recited flatly, mimicking a certain redundant preaching that was certain to result from the incident.
“Cuz, I think you better just head on straight home from here and see about getting that spooge out of your hair; there’s not much else you can accomplish here… unless you want to finish hammering that nail with a fresh can…” our Troop Sergeant joked.
As fortune would have it, Cuz’s Mrs. was a hairdresser and knew just how to work the glue from out of Cuz’s hair and off his face. She did a remarkable job; when Cuz returned to work the next day, there was not so much of a hint of the adhesive in his hair, a vision that I found truly extraordinary.
For sure I endured the nagging and pining need for a cartoon to portray the event. As bizarre as it was, it was sure to be a cinch to find the humor…the humor in a can of target spooge that blew up in Cuz’s face like a… a flash-bang grenade. There it was; the vision in my head of spooge cans replacing bangers in a tactical building entry, the bad guys glued to the walls, floors, and fixtures. I stuck a fork in it *cuz* it was done.
Soon enough, I felt Cuz’s eye on me for a time, then he finally approached me when I was alone; I felt I already knew what was coming and was right:
“Yo Geo… this isn’t going to find its way into the cartoon book, is it?”
Oh, the shame! Yet again a man was missing the glory of being immortalized in the Unit cartoon book. I had to remind him; I had to remind them all that they WANTED to be in the cartoon book for the balance of time, though it might not be a thing they recognized immediately. I had to explain to Cuz the same way I had to explain it to every candidate:
Just because you got hurt or injured or humiliated due to an unfortunate blunder committed while on the job… do NOT think you should get a pass for that from the unit Cartoonist. That will not happen — if you dance you’re going to have to pay the band, and if you have to pay the band you might as well make sure it plays your favorite tune!
“Recall if you will that the cartoonist has a measure of reputation to maintain with his public. The fact that you make the cartoon book is purely a business decision, one entirely devoid of any emotion or sympathy… a cold, impersonal, heartless business decision. I am the cartoonist; I AM THE BAND!
Exactly 108 years ago on Nov. 14, 2018, carrier aviation was born from an experiment that would eventually evolve into one of the most important aspects of modern warfare.
Here are some impressive moments in the history of carrier aviation.
Eugene Burton Ely flies his Curtiss Pusher biplane from USS Birmingham (Scout Cruiser No. 2), in Hampton Roads, Virginia, during the afternoon of Nov. 14, 1910.
(US Navy photo)
1. Eugene Burton Ely flew a Curtiss Pusher biplane off the deck of the USS Birmingham on Nov. 14, 1910, marking the first time the Navy had launched a plane from a warship, which came only seven years after the Wright Brothers’ first flights. This moment can be considered the birth of carrier aviation.
Squadron Commander E H Dunning attempting to land his Sopwith Pup on the flying-off deck of HMS Furious, Scapa Flow, 7 Aug. 1917. He was killed when his aircraft veered off the flight deck and into the sea.
3. British Royal Naval Air Service pilot Edwin H. Dunning successfully landed an aircraft on a moving warship, the HMS Furious, for the first time on Aug. 2, 1917. He died five days later on a follow-up attempt, demonstrating the challenge of landing on a ship at sea.
A Sopwith Cuckoo, which was designed to take off from British carriers but land ashore, dropping a torpedo.
4. The first plane specifically designed to take off from an aircraft carrier and drop torpedoes was the Sopwith Cuckoo. The plane, which lacked the ability to land on a carrier, completed its first flight in June 1917. As this technology evolved, it would play a critical role in future battles.
5. The Douglas SBD Dauntless Dive Bomber, unquestionably the most important carrier-based aircraft in the Pacific Theater of World War II, entered service with the US military in 1940. The bomber carried a 1,000-pound bomb and was responsible for sinking 300,000 tons of enemy shipping, everything from submarines to battleships to carriers, reportedly more than any other Allied aircraft.
7. US Navy Lt. Edward “Butch” O’Hare became the first naval aviator to win the Medal of Honor for defending the American aircraft carrier USS Lexington from a wave of Japanese heavy bombers on Feb. 20, 1942. He took on a formation of nine Japanese bombers, shooting down roughly half a dozen enemy planes. He would later lead the first nighttime mission from a carrier on Nov. 26, 1943. O’Hare was killed during that mission.
Douglas SBDs of USS Yorktown´s air group head back to the ship after a strike on Japanese ships in Tulagi harbor on 4 May 1942.
8. The Battle of the Coral Sea, fought May 4-8, 1942, was the first naval battle in history in which the two opposing naval surface forces never came within sight of one another, highlighting the true warfighting range of carrier-based fighters and bombers.
The U.S. Navy Lockheed KC-130F Hercules from Transport Squadron 1 (VR-1), loaned to the U.S. Naval Air Test Center aboard the aircraft carrier USS Forrestal (CVA-59) on 10 October 1963.
9. On Oct. 30, 1963, a C-130 Hercules pulled off the seemingly impossible, landing on the aircraft carrier USS Forrestal. There in the North Atlantic, the C-130 became the heaviest aircraft to ever land on an aircraft carrier.
An F-35C Lightning II carrier-variant of the Joint Strike Fighter makes an arrested landing aboard the aircraft carrier USS Nimitz.
(U.S. Navy photo courtesy of Lockheed Martin by Andy Wolfe)
10. A carrier version of the F-35, the most expensive aircraft in history, landed on an aircraft carrier for the first time in November 2014. Four years later, an American F-35B conducted its first combat operation from the deck of a US Navy amphibious assault ship.
Iran’s military has released footage of what it says was its attack on a US drone on June 20, 2019.
Iran Military Tube, a YouTube channel that describes itself as the force’s unofficial media center, published a 52-second-long video that seems to show an Iranian missile launcher shooting at a object in the sky, followed by an explosion.
Watch Iran’s video — which came with dramatic backing music — below. It has been republished by outlets including The Washington Post and Sky News, which attribute the clip to Iran’s military. Reuters also published a screengrab from the video, attributing it to Iran’s IRINN news agency.
The purported video of the strike is dark because the attack took place early June 20, 2019, around 3.30 a.m. local time.
Footage of Iranian air defence shooting down American RQ-C Global Hawk in Persian Gulf
The video concludes with a map showing Iranian and international airspace around the Gulf, and the purported flight path of the drone, a US Navy RQ-4A Global Hawk.
Washington maintains that the drone had been in international airspace in the Strait of Hormuz, and never entered Iranian airspace.
President Donald Trump said that the drone attack was a “terrible mistake” by Iran, and reportedly approved plans for military attack before abruptly pulling out.
The US Federal Aviation Administration issued an emergency order prohibiting US operators from flying in Iran-controlled airspace over the Strait of Hormuz and Gulf of Oman in the wake of the drone attack.
Multiple airlines, including Australia’s Qantas and the Netherlands’s KLM, have also diverted or canceled flights that would fly over parts of Iranian airspace.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
In July 1918, militaries were experimenting with aircraft carriers, especially the American and British navies. But, as far as any of the Central Powers knew, carrier operations were an experiment that had borne only limited fruit. No carrier raids had significantly damaged targets ashore. And that was true until July 19, when a flight of Sopwith Camels took off from the HMS Furious and attacked German Zeppelin facilities at Tondern, Denmark.
The British carrier HMS Furious with its split deck.
(Imperial War Museums)
America was the first country to experiment with aircraft carriers after civilian pilot Eugene Ely flew a plane off the USS Birmingham, a modified cruiser, in 1911. But as World War I broke out, the naval power of Britain decided that it wanted to build its own carrier operations, allowing it to float airfields along the coasts of wartime Europe and other continents.
This required a lot of experimentation, and British aviators died while establishing best practices for taking off, landing, and running the decks of carriers. One of the ship experiments was the HMS Furious, a ship originally laid down as a light battlecruiser. It was partially converted during construction into a semi-aircraft carrier that still had an 18-inch gun, then converted the rest of the way into a carrier.
After its full conversion, the Furious had a landing-on deck and a flying-off deck split by the ship’s superstructure. This, combined with the ship’s exhaust that flowed over the decks, made landing tricky.
The Furious and other carriers and sea-based planes had scored victories against enemies at sea. But in 1918, the Royal Navy decided it was time to try the Furious in a raid on land.
Sopwtih Camels prepare to take off from the HMS Furious to attack German Zeppelin sheds in July 1918.
(Imperial War Museums)
On July 19, 1918, two flights of Sopwith Camels launched from the decks with bombs. There were three aircraft in the first wave, and four in the second wave. Even these takeoffs were tricky in the early days, and the second wave of aircraft suffered three losses as it was just getting going. One plane’s engine failed at takeoff, one crashed, and one made a forced landing in Denmark.
But the first wave was still strong, and the fourth bomber in the second wave was still ready and willing to get the job done.
Building housing German Zeppelins burns at Tondern in July 1918.
Hitting Tondern was especially valuable as it was a convenient place from which to attack London. So the four remaining pilots flew over German defenses and attacked the Zeppelins there, successfully hitting two sheds which burst into flames.
Luckily, each of those housed an airship at the time, and the flames consumed them both. They were L.54 and L.60. The Zeppelin L.54 had conducted numerous reconnaissance missions and dropped over 12,000 pounds in two bombing missions over England. The Zeppelin L.60 had dropped almost 7,000 pounds of bombs on England in one mission.
While the destruction of two Zeppelins, especially ones that had already bombed England and so loomed in the British imagination, was valuable on its own, the real victory for England came in making exposed bases much less valuable.
The Western-most bases had been the best for bombing England, especially Tondern which was protected from land-based bombers by its position on the peninsula, but they were now highly vulnerable to more carrier raids. And the HMS Furious wasn’t Britain’s only carrier out there.
Germany was forced to pull its Zeppelins back to better protected bases, and it maintained Tondern as an emergency base, only there to recover Zeppelins that couldn’t make it all the way back home after a mission.
This wasn’t the first or only time a fighter had caught a Zeppelin in the air, but it was one of the highest fights that had succeeded against a Zeppelin, and it meant that sea-based fighters had taken out three Zeppelins in less than a month, and all three losses had taken place in facilities or at an altitude where Germany thought they were safe.
Master Sergeant George Hand US Army (ret) was a member of the 1st Special Forces Operational Detachment-Delta, The Delta Force. He is a now a master photographer, cartoonist and storyteller.
Student: “Sergeant, how long do I have to deploy my reserve parachute if my main fails to open?”
Sergeant: “The rest of your life, son… the rest of your life.”
There is no argument that Tier-1 units routinely engage in dangerous training: climbing skyscraper structures, engaging in gunfights in close quarters and confined spaces, hunkering down nexts to explosive breaching charges that are barely an arm’s reach away as they ignite… A cringe-worthy component to that list that hooks every seasoned operator’s attention is airborne operations, because most things that go wrong during them can be fatal.
The feature image, Toad Jumper, is of course a parody of “towed jumper,” an airborne term used to describe a paratrooper whose static line, a 15-foot nylon cord that pulls open the jumper’s parachute, doesn’t separate from the aircraft. On the rare occasion that the parachute pack fails to break free from the static line anchored to the jump aircraft, the paratrooper will be towed behind the aircraft at ~120MPH spinning and slamming against the airplane. It is a horrid and deadly event.
Paras line up and hooked up. Static lines are hooked to anchor cable; they are routed correctly OVER the men’s arms. Mac’s had looped under his arm.
My best friend and renowned firearms trainer Patrick Arther “Mac”McNamara was a towed jumper on his very first training jump with the Army’s Airborne School in Ft. Benning, GA. His static line had unfortunately looped under his arm, cushioning the tug of the line and preventing it from effectively pulling his parachute loose.
Mac spun wildly and bounced off of the kin of the aircraft… then his static line fortunately was able to pull away his pack and deploy his parachute canopy correctly. The violent tug of the static line ripped his biceps muscle from his humerus bone and pulled it down to his forearm. He was in severe pain and unable to use his damaged arm.
When it rains it pours, and since Mac was not able to use his arm, he could not steer his parachute for a safe up-wind landing. Rather than face into the wind a parachute defaults to running down (with) the wind at higher speed. Mac braced himself, cringing before the impending impact with the ground.
Patrick McNamara frame grab from one of his training videos reveals the gnarly scar on his left biceps, a staunch reminder of being a towed (toad) jumper
He hit with great speed tumbling and flipping in excruciating pain. Landing is the most critical step in a jump that the jumper can have the most control over. The jumper must correctly assess the wind direction and turn himself to face into the wind by maneuvering the lines that suspend him from his canopy.
A paratrooper must perform a proper Parachute Landing Fall (PLF) to preclude broken bones and other injuries, and finally, a jumper must quickly securehis parachute to prevent being dragged across the ground resulting in potential death.
Now, the instructors on the Drop Zone, the Black Hats, saw Mac’s cartwheel landing and began to scream at him through electrically amplified megaphone:
“HEY LEG! WHO THE HELL TAUGHT YOU TO DO A DOWN-WIND LANDING, LEG!”
A leg was a term used to refer to a soldier who was not airborne qualified. By military doctrine, soldiers can be referred to as regular straight-leg infantry, and airborne infantry. Leg is a mildly derogatory term, yet a moniker of pride used by airborne forces.
Airborne pipe-hitters from the Israeli Defense Force (IDF) packed in their jump aircraft
Now Mac was being dragged by the wind across the ground further contributing to his anguish, as he could not release his parachute connection on his chest. That further infuriated the Black Hats:
“GODDAMNIT LEG, PULL YOUR CANOPY RELEASES, LEG… YOU STINKING LEG!!!”
A fellow student ran in front of Mac’s inflated parachute and collapsed it. Mac now had to stow all of his parachute into a kitbag and carry his gear to an assembly zone where students were gathered… all with just one good arm and the other in extreme pain.
Airborne soldier about to make contact with the ground; always a tense moment
Mac stumbled to the assembly point. His assessment of the event sums up what an amazing warrior Pat Mac is, and why I regard him such esteem to this day (words to the effect): “I didn’t really know what to think at the time; I mean, it was my first time and I really had no idea what to expect. To me, that was just what jumping was like… what every jump would be like… and I was willing to accept that.”
Pulling open his BDU shirt he saw that his biceps had been reassigned south of his shoulder to his forearm; the skin was stretched so tight that it had taken on a transparent form revealing the color of the sinew and blood vessels thereunder. He showed it to a couple of other students to see if their arms all looked the same way; none did. Only then did Mac realize his plight.
Mac had to have surgery to pull his bicep back up to his humerus to re-attach it, leaving him a gnarly scarred reminder. One of my team brothers in Delta also suffered the same fate as Mac in jump school. His static line looped under his arm. When he jumped he was momentarily towed; his biceps torn and pulled down to his forearm.
His biceps never really recovered to its original position, rather a bit low on his humerus toward his elbow. It really looked funny when he flexed his biceps, intentionally flexing it often in the gym with accompanying remarks such as: “(flexing) Just came in to pump up ol’ Betsy here… I know she looks pretty ripped now, but you should have seen how ripped she was in jump school!”
The trauma associated with a towed jumper scenario would easily be “quittin’ time” for most folks, with no fault assigned or explanation required. For Pat McNamara it was just one entry in a long line of threats that tried to beat him down and prevent him from obtaining his warrior goal. He went on to be arguably the best physically fit and top-performing Delta Operator of our era, and continues today to even exceed the standards that we maintained in the Unit.
Claims piled up at the VA Regional Office in Winston-Salem, N.C.
A $16 billion effort to give veterans lifetime electronic health records that meshed with the Pentagon’s has been marked by repeated delays and oversight failures that could have put patients at risk, according to reports from the VA Inspector General.
The IG reports released Monday detailed confusion in the overall implementation of the plan and failures to train staff and put in place adequate equipment for the pilot program, such as new laptops.
The first IG report, titled “Deficiencies in Infrastructure Readiness for Deploying VA’s New Electronic Health Record [EHR] System,” looked at how the Department of Veterans Affairs went about implementing the initial billion, 10-year contract with Cerner Corp. of Kansas.
The VA now estimates that the contract, awarded in May 2018 by then-Acting VA Secretary Robert Wilkie without competitive bidding, will now cost at least another billion for management and equipment.
The second report focused on delays and failures in the pilot program, even after it was scaled back from three test sites to one at the Mann-Grandstaff VA Medical Center (VAMC) in Spokane, Washington.
One of the main findings of the second report was that patient safety at the Spokane facility could have been put at risk due to poor preparation for the planned switchover to the Cerner system in the pilot program.
The IG’s report found that the VA and the Spokane leadership failed to hire and train adequate staff to handle the transition, and overlooked the impact on how the hospital would continue to function while the inevitable kinks in the system were worked out.
“For example, online prescription refills, the most popular form for refilling prescriptions at the facility, was identified as a capability that would be absent when going live,” the IG’s report said of the pilot program at the Mann-Grandstaff VAMC. “The OIG determined that the multiple work-arounds needed to address the removal of an online prescription refill process presents a patient safety risk.”
In addition, the IG found that the VA’s expanded program to allow veterans to choose community care — made policy by the Mission Act of 2018 — had suffered as the Spokane facility focused on the switchover to EHR.
“The OIG identified that facility leaders addressed recent in-house access to care challenges within primary care, but a significant backlog of 21,155 care in the community consults remained as of January 9, 2020,” the report said.
Outrage on the Hill
In May 2019, VA Secretary Robert Wilkie identified the transition to EHR as one of his top priorities, noting its potential “to change the way our veterans are treated, but also change the way we do business, to make the delivery of our services more efficient, make it more timely.”
In that same month, then-acting Defense Secretary Patrick Shanahan took a beating during a hearing of the House Defense Appropriations Subcommittee when he projected a possible four-year delay in implementing the transition.
“I don’t ever recall being as outraged about an issue than I am about the electronic health record program,” Rep. Kay Granger, R-Texas, told Shanahan.
“For 10 years we’ve heard the same assurances” that the electronic health records problem will be solved, Rep. Hal Rogers, R-Kentucky, said. “It’s incredible that we can’t get this fixed.”
Veterans were suffering “because of bureaucratic crap,” he added.
Over the years, previous attempts to mesh the EHR systems of the VA and DoD have either failed or been abandoned, most recently in 2013 when then-Defense Secretary Leon Panetta and then-VA Secretary Eric Shinseki dropped an integration plan after a four-year effort and about id=”listicle-2645875913″ billion spent.
The goal of the new effort to integrate the records was to overcome the track record of failure by the VA and the DoD to meet a congressional mandate to bring their separate medical records systems in line with one another, ensuring a seamless transition for service members to civilian life.
In its overview of the VA’s latest attempt, the IG report noted that “there are tremendous costs and challenges associated with this effort.”
Under the current plan the VA’s legacy information system — Veterans Information Systems and Technology Architecture (VistA) — would be replaced by Cerner’s commercial off-the-shelf solution called “Millennium.”
The plan was to have VA’s Millenium mesh with DoD’s electronic health record system — Military Health System (MHS) GENESIS — which at its core also consists of Cerner’s Millennium, the IG report said.
The ultimate connection of VA and DoD’s electronic health records “will result in a comprehensive, lifetime health record for service members,” the report said, improving health outcomes by giving providers more complete information.
However, the indefinite hold put on the pilot program in Spokane underlines the huge challenges ahead in implementing the transition as the nation seeks to recover from the coronavirus pandemic, the IG said.
The report found widespread failure in VA’s preparations to start up the new system in Spokane.
“The lack of important upgrades jeopardizes VA’s ability to properly deploy the new electronic health record system and increases risks of delays to the overall schedule,” the report said. “Until modifications are complete, many aspects of the physical infrastructure existing in the telecommunications rooms [such as cabling] and data center do not meet national industry standards or VA’s internal requirements.”
The VA’s response essentially concurred with the findings and recommendations of the IG’s overview and the separate report on the pilot program in Spokane.
In his response, Dr. Richard Stone, executive in charge of the Veterans Health Administration, said that the VA was working to correct the problems with infrastructure and staffing noted by the IG.
“I appreciate the concerns regarding mitigation strategies and capabilities of the new electronic health records [EHR] system,” Stone said.
He said that as the target date was approaching for the launch of the pilot program in Spokane, “Secretary Wilkie received feedback from clinical and technical staff.”
“He decided to postpone the Go-Live so that the system can provide the greatest functionality at Go-Live and VHA staff are confident in providing care with the new system with the least mitigation strategies,” Stone said.
In 2001, communities near Hill Air Force Base in Utah showed a high risk of developing brain cancer, while Fallon Naval Air Station was investigated for acute childhood leukemia incidents, and Kelly Air Force Base near San Antonio, Texas, was revealed to have contributed to water and air pollution when clusters of cancer and leukemia popped up.
At the time, however, officials kept to a firm statement: Correlation does not equate causation.
In other words, it was clear that military bases were contaminating the water, air, and environment. It was clear that there were higher-than-expected cases of severe illness. It was not clear that one caused the other.
Air Force bases, in particular, show high cases of contamination for a few reasons: jet fuel is extremely toxic by itself, but it is also highly flammable, requiring toxic flame retardants. These leak into the ground and contaminate water supplies; jet fuel is also known to pollute the air, especially in areas like airports or flight lines, where there are high volumes of active engines.
So, while it has been clear since the first World War that the United States and its military has a global impact, and therefore an imperative to maintain military superiority so we may continue to defend not only our way of life, but the livelihoods of our friends and allies, the question remains: at what cost?
Few American veterans will ever officially earn both the Presidential Medal of Freedom and the title of Crow War Chief. Joe Medicine Crow might be the only one. His other awards include the Bronze Star and the French Légion d’Honneur. How he earned the title of War Chief of the Crow tribe is a feat unheard of for decades before World War II started.
But for all his feats, he was still a Private in the U.S. Army.
“Promote ahead of peers.”
There are four criteria to become a Crow War Chief, all of which Joe Medicine Crow accomplished during two years of service with the U.S. Army in Europe:
Touching an Enemy Without Killing Him
Taking an Enemy’s Weapon
Leading a Successful War Party
Stealing an Enemy’s Horse
The Crow did not likely think this would be so difficult in the age of machine guns and tanks, but as Joe Medicine Crow showed, it was clearly not impossible.
Also, that’s Dr. Joe Medicine Crow. Just sayin.
The Native American GI was working in a shipyard in Washington state for the first part of World War II. In 1943, he decided to join the U.S. Army. He came from an incredible nomadic warrior tradition. He was the last person to hear a first-hand account of the Battle of Little Bighorn and his grandfather served as a scout for Gen. George Armstrong Custer before the general’s last stand. Joe Medicine Crow would carry this tradition forward, as well as many others.
Before he left for the war, a medicine man provided him with a painted eagle feather he would wear under his uniform before fighting. He would also paint traditional war paint under his uniform, placing two red stripes on his arms. And then, he became a War Chief, the last Crow War Chief.
Crow lived to the ripe old age of 102.
While fighting at the Siegfried Line, the border fortification that would take the U.S. Army into Germany, the warrior was ordered to take a team – a war party, if you will – and cross a field under a hail of bullets to retrieve some dynamite from a previously destroyed American position. Joe Medicine Crow and seven fellow GIs crossed a field of devastating fire that probably should have killed all of them, grabbed the explosives and blew a huge hole in Hitler’s vaunted line. No one was killed. One down.
After penetrating the line, Joe Medicine Crow and the 103d Infantry advanced on a nearby town that turned out to be heavily defended. As a scout, Joe was ahead of most of his unit. After they were ordered to flank some German defenders, Joe was separated and decided to take a shortcut. That’s when he ran right into a Nazi defender while running at full sprint.
For anyone else, this might have been embarrassing at the least and deadly at the most, but this is Joe Medicine Crow. He sent the Nazi flying and the Nazi’s rifle across the lawn. The American was still standing as he bent over and grabbed his enemy’s weapon. Two down.
Instead of killing the German, Joe decided to drop the weapon and let his warrior skills take over. The two men fought hand-to-hand for what seemed like hours. When Joe finally got the upper hand and started to kill the Nazi soldier with his hands at the man’s throat. But the German began to whimper, and Joe let him go. Three down.
Then, there’s the task of stealing a horse.
Joe Medicine Crow was scouting a farmhouse behind enemy lines one night when he realized it was full of high-ranking SS officers. They all rode there on horses, which were corralled under guard near the house. Joe Medicine Crow snuck through the guards with only his M1911 to protect him. Having grown up learning to ride horses bareback, mounting one of them in Europe was no problem. He let out a Crow war cry and sang a song as he herded all the horses out of the corral and into U.S. Army lore.
Britain has announced that women can now apply to join the ranks of the Special Air Service and Special Boat Service, their top-tier special operations units, as part of a phased opening of close-combat jobs to women that has been underway since 2016.
A British 22nd Special Air Service member speaks with an F-18D during a simulated Hellfire missile launch during training in 2001.
(U.S. Air Force Senior Airman Rick Bloom)
This will bring the British military in line with other military forces around the world, including the U.S., where more jobs have been opened to women over the past few years.
But, as with other top-tier military units in the west, it’s unclear when the first female candidate will complete training. In the U.S., only a handful of women have made it through Ranger School, and none have been accepted into the Navy SEALs, Army Special Forces, and similar units.
Currently, the British forces have had about three dozen women accepted into armored roles. Now, they can apply to join the Royal Marines and infantry, which opens the door to the SAS and SBS in the future.
Today I attended a land power demonstration on Salisbury Plain, which involved some of the first women to join the Royal Armoured Corps. I am very proud of the work our military does and opening all combat roles to women will ensure we recruit the right person for the right role.pic.twitter.com/pguaeViRcR
Now, however, the goal is to get women into the training funnel and into the combat forces.
Members of the British Special Air Service in the African desert in World War II.
(British Army Film Photographic Unit Capt. Keating)
The British SBS was founded in 1940 and the SAS in 1941. Both were created to lead elite commando raids against targets in World War II, primarily German forces but the occasional attack on Italian forces did take place.
The SBS, meanwhile, launched a daring but ultimately unsuccessful attempt to kidnap Rommel from his desert headquarters.
Both services saw personnel cuts after the war but were eventually re-built over the decades after the war to face new threats. Both services have seen extensive service in the wars in Afghanistan and Iraq, but the British government rarely comments on their activities.
They often work with top-tier U.S. units like Delta Force and SEAL Team 6, but the details of these engagements are rarely released into the public sphere.
For some people, making history is not about what they’re doing but instead why they’re doing it.
On Sept. 6, 2019, six airmen from the 347th Rescue Group completed the HC-130J Combat King II’s first flight to be operated by an all-female aircrew.
While most would be excited just to make history, this crew’s “why” is less about the recognition but more about representation.
“We don’t want to be noticed for being women,” said Senior Airmen Rachel Bissonnette, 71st Rescue Squadron (RQS) loadmaster. “Any person who meets the bar can be an aircrew member. What we want is for the girls who think they can’t do it, to know that they can.”
71st Rescue Squadron (RQS) loadmasters prepare to load a container delivery system on to the ramp of an HC-130J Combat King II, at Moody Air Force Base, Georgia, Sept. 6, 2019.
Capt. Sarah Edwards, 71st Rescue Squadron (RQS) pilot, prepares for takeoff in the cockpit of an HC-130J Combat King II at Moody Air Force Base, Georgia, Sept. 6, 2019.
(US Air Force photo by 2nd Lt. Kaylin P. Hankerson)
71st Rescue Squadron (RQS) pilots prepare for takeoff in the cockpit of an HC-130J Combat King II at Moody Air Force Base, Georgia, Sept. 6, 2019.
(US Air Force photo by 2nd Lt. Kaylin P. Hankerson)
Senior Airman Rachel Bissonnette, left, and Tech. Sgt. Colleen McGahuey-Ramsey, right, both 71st Rescue Squadron (RQS) loadmasters, look out the back of an HC-130J Combat King II as it flies over south Georgia, Sept. 6, 2019.
(US Air Force photo by 2nd Lt. Kaylin P. Hankerson)
Tech. Sgt. Colleen McGahuey-Ramsey, 71st Rescue Squadron (RQS) loadmaster, visually confirms the target for a loadmaster-directed rescue drop, Sept. 6, 2019.
(US Air Force photo by 2nd Lt. Kaylin P. Hankerson)