Russian media announced on Jan. 11, 2019, that it had significantly improved the stealth on its Su-57 fighter jet by applying a coating to the glass canopy on the cockpit, as well as similar upgrades to its Tu-160 nuclear bomber.
Russia’s state-owned defense corporation Rostec told Russian media the new coating “doubles radar wave absorption and reduces the aircraft cockpit’s radar signature by 30%” and added that Russia’s Su-57, Su-30, Su-34, Su-35, and MiG-29K jets already have the upgrade.
But none of those jets, including the Su-57, which Russia explicitly bills as a stealth fighter, are considered that stealthy by experts contacted by Business Insider.
While Russia’s Sukhoi fighter/bombers have enviable maneuverability and serious dogfighting capability, only the US and China have produced true stealth fighters.
Conspicuous rivets jutting out of the airframe and accentuator humps spoiled any possible stealth in the design, the scientist said.
Radar absorbing materials have been used to disguise fighter planes since World War II and have some utility, but will do little to hide Russian jets which have to carry weapons stores externally.
Other experts told Business Insider the Su-57’s likely mission was to hunt and kill US stealth aircraft like the F-22 or F-35.
TASS, a Russian state-run media outlet, described the Su-57 as a “multirole fighter designed to destroy all types of air targets at long and short ranges and hit enemy ground and naval targets, overcoming its air defense capabilities.”
But Russia has declined to mass-produce the jet despite declaring it “combat proven” after limited engagements against rebel forces in Syria that didn’t have anti-air capabilities.
Enlisted airmen could be piloting the RQ-4 Global Hawk, the Air Force’s biggest drone aircraft, before the year is out, according to a senior Air Force official.
Air Force Deputy Chief of Staff for Operations Lt. Gen. John Raymond told lawmakers on Tuesday that “starting in the end of FY ’16 or FY ’17 we’re going to begin the transition to enlisted RPA pilots for Global Hawk aircraft.”
That means the first enlisted airmen to pilot the high-altitude surveillance drone made by Northrop Grumman Corp. could be in place before the current fiscal year ends on Sept. 30.
Raymond offered his remarks during a hearing before the Senate Armed Services Airland Subcommittee, which is headed by Sen. Tom Cotton, a Republican from Arkansas.
Air Force Secretary Deborah Lee James announced the move toward enlisted Global Hawk pilots just three months ago. They will fly the remotely piloted aircraft under the supervision of rated officers, she said.
Under questioning Tuesday by Sen. John McCain, a Republican from Arizona and chairman of the Senate Armed Services Committee, Raymond confirmed that only the RQ-4 would be piloted by enlisted personnel — at least for now.
“I grew up in Space Operations,” Raymond said. “Years ago we started out with engineer officers who flew the satellites, then went to operator officers — you didn’t have to have an engineering degree — and then we transitioned to enlisted operators.
“We’re taking a very deliberate approach to this,” he added. “We’re going to start with the Global Hawk. We’re very comfortable our enlisted airmen are going to be able to do that [mission].”
The Air Force then will look at the possibility of having enlisted airmen fly the MQ-1B Predator and MQ-9 Reaper, which carry out strike in addition to surveillance missions, Raymond said.
McCain, noting the Air Force has a shortage of rated officers, asked whether it would not have been better to start off using enlisted personnel.
“I wasn’t in this position or this job at the time, but it’s where we are,” Raymond said. “I think it was important that we have a capability. It was a technology demonstrator with significant growth and I think using the pilots we had to do that was a smart move at that time.”
Flying boats played an unheralded, but crucial part in some of World War II’s biggest naval battles. For example, pilots in Consolidated PBY Catalinas made the discovery of the Japanese carriers at Midway and helped locate the German battleship Bismarck.
So, why aren’t flying boats still serving in the United States military today? That’s a good question. After all, both China and Russia are still using them and, starting in 2000, have introduced new versions, like the AVIC AG-600 and the Beriev Be-200. Yet the last flying boat in U.S. service was the HU-16 Albratros, which the Coast Guard retired in 1983.
Flying boats have the advantage of using the ocean as a runway, which, unlike other launching points, can’t be cratered by bombs. Any atoll, bay, or cove could be a forward base for these patrol aircraft. But they are also huge, which imposes range and performance penalties that other, land-based planes don’t face.
The end of the flying boat was largely due to the island-hopping campaign of World War II. The United States military built a lot of airbases throughout the course of that war, many of which had long runways. This allowed long-range, land-based planes, like the Consolidated PB4Y Liberator/Privateer to operate.
The PB4Y, a version of the B-24 adapted for maritime patrol, was able to haul 12,800 pounds of bombs at a range of 2,796 miles. The Martin P5M Marlin, by comparison, could only haul 8,640 pounds of weapons 2,051 miles. Although land-based planes outclassed flying boats in terms of cargo transport, they remained useful in search-and-rescue missions, but the helicopter soon pushed them out of that role, too.
Flying boats could remain useful, but the fact is global construction and advances in aviation technology have made them largely redundant in many military roles. These majestic vessels will hang around, but there are fewer and fewer taking flight each day.
The most successful U.S. Navy carriers of the postwar era all belong to a class named in honor of World War II’s most successful admiral, Chester W. Nimitz. The class’s lead ship, commissioned in 1975, bears the fleet admiral’s name. The Nimitz-class aircraft carriers were, at the time, the largest warships ever constructed. Although superseded by the new Ford class, the ten Nimitz carriers will continue to form the bulk of the Navy’s carrier force for the next twenty to thirty years. Many project a half a century or more.
The story of the Nimitz carriers goes back to the mid-1960s. The U.S. Navy was in the process of spreading nuclear propulsion across the fleet, from submarines to cruisers, and had just commissioned the first nuclear-powered aircraft carrier, Enterprise, in 1961. As older carriers were retired, the Navy had to decide whether to switch over to nuclear power for future ships. Secretary of Defense Robert McNamara was ultimately convinced to proceed with nuclear power on the grounds that nuclear carriers had lower operating costs over their service lifetimes. He ordered the construction of three nuclear-powered carriers.
The result was the Nimitz class. Its first ship was laid down on June 22, 1968. The ship built on the Navy’s prior experience with both conventionally powered supercarriers and the Enterprise. The Nimitzretained the layout of previous carriers, with an angled flight deck, island superstructure and four steam-powered catapults that could launch four planes a minute. At 1,092 feet she was just twenty-four feet longer than the older Kitty Hawk, but nearly nineteen thousand tons heavier. More than five thousand personnel are assigned to Nimitz carriers at sea, with three thousand manning the ship and another two thousand in the air wing and other positions.
Lower operating costs were not the only benefits of nuclear power. Although nuclear-powered carriers have a maximum official speed of thirty-plus knots, their true speed is suspected to be considerably faster. Nimitz and her sister ships can accelerate and decelerate more quickly than a conventional ship, and can cruise indefinitely. Like Enterprise, it is nuclear powered, but it also streamlined the number of reactors from eight to two. Its two Westinghouse A4W reactors can collectively generate 190 megawatts of power, enough to power 47,500 American homes. Finally, nuclear propulsion reduces a carrier battle group’s need for fuel.
Of course, the real strength of a carrier is in its air wing. The Carrier Air Wings of the Cold War were larger than today’s. During the 1980s, a typical carrier air wing consisted of two squadrons of twelve F-14 Tomcat air-superiority fighters, two squadrons of twelve F/A-18 Hornet multi-role fighters, one squadron of ten A-6 Intruder attack bombers, one squadron of 4-6 E-2 Hawkeye airborne early-warning and control planes, ten S-3A Viking antisubmarine planes, one squadron of four EA-6B Prowler electronic warfare planes and a squadron of six SH-3 antisubmarine helicopters. With slight variations per carrier and per cruise, the average Nimitz-class carrier of the Cold War carried between eighty-five and ninety aircraft.
Today the carrier air wing looks quite different. The venerable F-14 Tomcat aged out and was replaced by the F/A-18E/F Super Hornet. The A-6 Intruder was retired without a replacement when the A-12 Avenger carrier stealth bomber was canceled in 1991. The S-3A Viking was retired in the 2000s, and the EA-6B Prowler was replaced by the EA-18G Growler electronic attack aircraft. This resulted in a smaller carrier air wing of approximately sixty planes without dedicated fleet air defense, long-range strike and antisubmarine warfare platforms.
The Nimitz-class carriers have participated in nearly every crisis and conflict the United States has been involved in over the past forty-two years. Nimitz was involved in the failed attempt to rescue U.S. embassy personnel from Tehran in 1980, and a year later, two F-14s from Nimitzshot down two Su-22 Fitters of the Libyan Air Force during the Gulf of Sidra incident in 1981. During the Cold War, Nimitz-class carriers conducted numerous exercises with regional allies, such as NATO and Japan, designed to counter the Soviet Union in wartime.
During Operation Desert Storm, the Nimitz-class carrier Theodore Roosevelt participated in air operations against Iraq. In 1999, Theodore Roosevelt again participated in the NATO bombing of Yugoslavia. After 9/11, Carl Vinson and Theodore Roosevelt participated in the first air strikes against the Taliban and Al Qaeda. Since then, virtually all Nimitz-class carriers supported air operations over Afghanistan and both the invasion and subsequent occupation of Iraq.
Over a thirty-year period ten Nimitz carriers were built. The last, George H. W. Bush, incorporated the latest technology, including a bulbous bow to improve hull efficiency, a new, smaller, modernized island design, upgraded aircraft launch and recovery equipment, and improved aviation fuel storage and handling.
The Nimitz-class carriers are a monumental achievement—an enormous, highly complex and yet highly successful ship design. The ships will carry on the Nimitz name through the 2050s, with the entire class serving a whopping eighty consecutive years. That sort of performance—and longevity—is only possible with a highly professional, competent Navy and shipbuilding team.
Christopher Anderson, an aide to former Special Envoy to Ukraine Kurt Volker, testified that the White House canceled a Navy freedom-of-navigation operation in the Black Sea after President Donald Trump complained to then-national security adviser John Bolton about a CNN report that framed the operation as a counter to Russia, Politico reported.
According to Anderson’s testimony, the news report in question came from CNN and characterized the operation as antagonistic toward Russia. Anderson testified that Trump called Bolton at home to complain about the article, and the operation was later canceled at the behest of the White House, Anderson said.
“In January, there was an effort to get a routine freedom-of-navigation operation into the Black Sea,” Anderson testified. “There was a freedom-of-navigation operation for the Navy. So we — we, the US government — notified the Turkish government that there was this intent.”
The Arleigh Burke-class guided-missile destroyer USS Donald Cook transits the Black Sea.
(U.S. Navy photo by Mass Communication Specialist Seaman Edward Guttierrez III)
While Anderson in his testimony placed the report in January, details from his testimony match a story from early December, which had the headline “US makes preparations to sail warship into the Black Sea amid Russia-Ukraine tensions.”
Anderson said the White House asked the Navy to cancel the freedom-of-navigation operation because the report portrayed the operation as a move to counter Russia, which has increased its naval presence there since annexing Crimea in 2014. In November 2018, its forces attacked Ukrainian assets transiting the Kerch Strait, which connects the Black Sea with the Azov Sea. Russia seized three Ukrainian ships and held 24 Ukrainian service members captive.
“We met with Ambassador Bolton and discussed this, and he made it clear that the president had called him to complain about that news report. And that may have just been that he was surprised,” Anderson said.
Former national security adviser John Bolton.
(Photo by Gage Skidmore)
“We don’t — I can’t speculate as to why, but that, that operation, was canceled, but then we were able to get a second one for later in February. And we had an Arleigh-class destroyer arrive in Odessa on the fifth anniversary of the Crimea invasion.”
The White House did not respond to Insider’s requests for comment. US 6th Fleet did not address Black Sea transits in December 2018, but said all operations in January and February of 2019 went according to schedule.
“U.S. 6th Fleet conducted our naval operations in the Black Sea region as scheduled in January and February 2019. The U.S. Navy will continue to operate in the Black Sea consistent with international law, to include the Montreaux Convention,” according to spokesman Cmdr. Kyle Raines.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The Constant Phoenix jet touched down at the air base in Okinawa on April 7, the Nikkei newspaper reported.
The aircraft was scheduled to arrive earlier, on March 24, but engine problems resulted in its delay.
The WC-135 jet has been deployed before to Japan and has been carrying out missions in the region since October 2006, when North Korea conducted its first nuclear test.
The aircraft previously found radioactive debris consistent with a North Korea nuclear test during previous missions.
North Korea continues to allocate more than 15 percent of its national budget to defense expenditures, according to Pyongyang’s Workers’ Party newspaper Rodong Sinmun.
“In order to handle the critical situation of the nuclear threat and endless war provocations of the United States and its followers, we will apportion 15.8 percent of all spending to defense expenditures, in order to strengthen the self-defense and pre-emptive capabilities centered around our nuclear armed forces,” Pyongyang stated April 12.
But North Korea also revived its foreign affairs committee during a meetings of its Supreme People’s Assembly the second week of April, a possible sign Kim Jong Un may be willing to take a step back from escalating tensions with the United States.
The US Navy has declared its F-35Cs ready for combat, but the service’s own testing data says the stealth fighters designed to take off and land on aircraft carriers are nowhere close to ready, an independent nonpartisan watchdog reports.
“The F-35C is ready for operations, ready for combat and ready to win,” Vice Adm. DeWolfe Miller, commander of Naval Air Forces, said in February 2019 as the Navy announced that the fighter had achieved initial operating capability. “We are adding an incredible weapon system into the arsenal of our Carrier Strike Groups that significantly enhances the capability of the joint force.”
But the Project on Government Oversight, a nonprofit government-accountability group, warned March 19, 2019, that despite these claims, the F-35C, like the other variants, “continues to dramatically underperform in crucial areas including availability and reliability, cybervulnerability testing, and life-expectancy testing.”
An F-35C Lightning II carrier variant joint strike fighter.
(U.S. Navy photo by Mass Communication Specialist Eli K. Buguey)
While still secretary of defense, Jim Mattis demanded last fall that the Navy and the Air Force strive to achieve a fleet-wide mission-capable rate of 80% for their fighters by October 2019. The Navy’s carrier-capable F-35 variant is apparently nowhere close to that target, having consistently achieved unacceptably low fully mission-capable rates.
The mission-capable rates for the Navy’s F-35Cs dropped from 12% in October 2016 to zero in December 2017, with figures remaining in the single digits throughout 2018, the oversight group reported, citing Navy documents. The US Navy, according to Military.com, also has only 27 of the required 273 F-35Cs, and the mission-capable rates do not apply to aircraft in testing, training, or depot.
“The fully mission capable rate for the full fleet is likely far below” the target set by Mattis, the watchdog concluded.
It said the Navy had opted to move forward with the aircraft “in spite of evidence that it is not ready for combat” and that it could “put at risk missions, as well as the troops who depend on it to get to the fight.”
The group’s analysis follows the release of a disconcerting report from the Defense Department’s director of operational, test, and evaluation in January that called attention to F-35 readiness issues, such as life expectancy, cybersecurity, and stagnant aircraft availability.
Two F-35C Lightning II aircraft.
(U.S. Navy photo by Chief Mass Communication Specialist Shannon E. Renfroe)
“Fleet-wide average availability is below program target value of 60% and well below planned 80% needed,” the official report said. “The trend in fleet availability has been flat over the past three years; the program’s reliability improvement initiatives are still not translating into improved availability.”
The F-35 Joint Program Office responded to that report, saying the problems presented in the report were being “aggressively addressed.”
The JPO told Business Insider that as of January 2019, the mission capable rate for the Navy’s F-35C was 56 percent. “The Program Office has identified the enablers to increase our mission capability rates,” a JPO spokesman explained.
“We will continue to learn and improve ways to maintain and sustain F-35C as we prepare for first deployment,” the Joint Strike Fighter Wing commodore, Capt. Max McCoy, said as the Navy’s carrier-capable variant was declared “ready for combat” February 2019. “The addition of F-35C to existing Carrier Air Wing capability ensures that we can fight and win in contested battlespace now and well into the future.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
When it comes to the economics of adult entertainment, things are pretty similar to its Silver Screen counterpart. There’s a lot of money spent behind the scenes to make the films. Locations, production crews, and other associated costs can really make a dent in even the most well-prepared budget.
“It’s a process,” says adult actress Mercedes Carrera in an interview with We Are The Mighty. “And sometimes it’s not as fun as people think it is.”
Time is money. There’s no room for errors, no time for first-timers to start in the mainstream adult film world. And not just anyone can get their foot in the door.
So when Carrera tweeted to her fan base about the idea of casting average-joe veterans to co-star in her upcoming project, the response blew her away.
“I just threw a tweet out like two days ago,” Carrera recalls during a February 2017 interview. “It said ‘contact me, I’m gonna do this whole vet only thing. It’s gonna be its own site.’ ”
Carrera’s tweet was part of her plan to launch a new adult entertainment website that is veteran focused — including using vets as actors.
While some may question whether the star’s use of veteran “free talent” is taking advantage of former service members — even using words like “exploitation” — she insists that is both an oversimplification and simply untrue.
“I’m not going to be making money off of vets,” Carrera says. “The numbers just don’t work out for me in that. I still have to pay for some locations, I have to pay my production staff. This project will be a sub-site from my website, but I already know that no one is gonna buy 80 percent of these scenes.”
The tweet was picked up by one website and her inbox was soon flooded with a thousand emails. To say she’s a big deal among veterans is an understatement, in her eyes. She gets messages and emails all the time from servicemen and women, just to tell her that her work helped get them through a deployment, despite General Order Number One, which prohibits work like hers in the CENTCOM theater.
“It’s probably two thousand by now,” she adds. She gets three new emails every minute. And answering them has become a sort-of full-time job, one she says she truly enjoys.
Her outreach to the veteran community is nothing new. In 2016, she took Army Sgt. Anthony Berg to the Adult Video News Awards, one of her industry’s biggest nights.
To her, wasn’t a publicity stunt, she still keeps in touch with Berg and his wife, and both attended the awards with her.
The reasons for her devotion to vets is simple, she says. Carrera is a military brat — her father served in Vietnam and he, like many other returning Vietnam veterans, did not get the homecoming Iraq and Afghanistan veterans receive today.
People actually spit and hurled things at him as left the airport, she said.
“It was a different time, and he was getting out as the war was very unpopular,” Carrera recalls. “And he was coming back to Los Angeles at the time so you can imagine the social climate.”
Aside from her family connection to veterans, Carrera says she genuinely loves them and connects with the community. She has a lot of respect and admiration for a community who cares more about their friends than themselves, and that includes the vets who respond to her her contests.
“They take care of each other,” she says. “This happened when I took a date to AVN last year, too. These guys are, instead of submitting themselves, they’re submitting their buddies.”
Veterans interested in her veteran movie project will have to provide their own time and travel and pay for industry-standard disease screening. The adult film industry is one with inherent health risks and is regulated by state government.
“When I perform, I always pay my own travel expenses and for my own tests,” she said. “We all [in the adult industry] pay for our own tests all the time. That’s the nature of the industry.”
Carrera hasn’t always been an adult video actress. She began her career as an aerospace engineer. Though she still loves to “build sh*t,” Carrera recalls her move to the adult industry as a natural one for her.
While there are a few veterans who have transitioned from the military to the adult industry, there aren’t many. And though some may want to join the ranks of her world, Carrera can tell you that breaking in isn’t easy.
“The failure rates for new men are 80-90 percent,” she says. “Producers don’t even want to audition new guys. It’s too much of a risk to the production cost. For those veterans who do want a break in the industry, I’m offering them a chance to see if they can do it.
She doesn’t see veterans as victims she can take advantage of, she just wants to give aspiring veterans the opportunity they may not have had otherwise.
In Mercedes Carrera’s mind, we all give back to our veterans in our own way. This project will be her way.
“I’m at a point in my career in the where my recommendations carry weight and I’ve earned that by earning my stripe in the industry,” she says. “Veterans have reached out to me for years asking me how to get started, and now I have the chance to help them.”
The Navy won’t file criminal charges stemming from the drowning death of Seaman James Derek Lovelace in SEAL training.
The San Diego County medical examiner had ruled the 21-year-old sailor’s May 6, 2016, death in a swim tank in Coronado a homicide, saying in a July 2016 autopsy report that the “actions, or inactions, of the instructors and other individuals involved were excessive and directly contributed to the death.”
Navy Cdr. Liam Hulin, director of the Naval Special Warfare Basic Training Command, reviewed the findings of a Naval Criminal Investigative Services probe and determined that Lovelace’s drowning “was not the result of a crime and will not pursue criminal charges against any personnel in connection with the death,” according to a statement issued on April 10 to The San Diego Union-Tribune.
“Our thoughts and prayers remain with the Lovelace family,” said Hulin in the statement. “No loss of life in training is an acceptable loss.”
A safety review into the incident that had been put on pause by the criminal investigation will now begin, according to the Navy.
The 21-year-old Lovelace died during Combat Swimmer Orientation, a test that takes place in the first week of Basic Underwater Demolition/SEAL (BUD/S) training to assess a SEAL candidate’s swimming abilities.
Students tread water and perform what the Navy says are survival skills that include removing a swim mask, uniform, and their boots.
The county medical examiner’s autopsy report revealed that a SEAL instructor repeatedly dunked Lovelace and that the student’s drowning was exacerbated by a heart condition.
“To honor those who have fallen in combat we must provide the most realistic and operationally relevant training possible. To honor those who have fallen in training we must effectively mitigate the risks of that training,” said Capt. Jay Hennessey, Commander, Naval Special Warfare Training Center.
“[Naval Special Warfare] training has been refined over more than 50 years, informed throughout by lessons learned in combat overseas as well as in training at home. We learn not only from our successes, but also from operational and training failures, mistakes and accidents. While these tragic occasions are infrequent, they greatly impact our small close-knit force and magnify the responsibility we feel to our teammates who have paid the ultimate price.”
U.S. Navy SEALs splash into the water from a combat rubber raiding craft attached to an 11-meter rigid hull inflatble boat, during a capabilities exercise, at Joint Expeditionary Base Little Creek – Fort Story. (U.S. Navy Photo by Petty Officer 2nd Class Gary L. Johnson III.)
The medical examiner’s probe indicated that Lovelace suffered from an anomalous coronary artery, which might have contributed to sudden cardiac death during the intensive training exercise. Although Lovelace appeared conscious when pulled out of the pool, witnesses said his [skin] had turned purple, his lips blue.
Navy officials have long contended that the medical examiner’s homicide ruling meant only that Lovelace died “at the hands of another” and did not necessarily suggest a crime had been committed.
Lovelace was from Crestview, Florida. Navy officials briefed his father in Florida on April 8.
“We have maintained contact with the Lovelace family,” said Naval Special Warfare spokesman Capt. Jason Salata. “Our primary point of contact, is Seaman Lovelace’s father. He is designated as his official next of kin, as a courtesy the Navy has also reached out to Seaman Lovelace’s siblings and offered counseling and other services. As part of the prosecutorial review of this case, the father’s input was carefully considered.”
In an email to the Union-Tribune, Salata said that the criminal probe followed Pentagon protocols standard to any death that occurs in training. Led by the Navy Region Southwest’s chief trial counsel, a team of prosecutors with no ties to the SEALs reviewed the probe’s findings before they were forwarded to Naval Special Warfare’s commanders.
When asked by the Union-Tribune if any SEAL instructors would receive letters of reprimand or counseling statements for their role in the incident, Salata wrote that no other action “is being taken on anyone in connection with the case.”
Students in Basic Underwater Demolition/SEAL class 279 participate in a surf passage exercise during the first phase of training at Naval Amphibious Base Coronado. Surf passage is one of many physically strenuous exercises that BUD/S class 279 will take part in during the seven weeks of first phase. (U.S. Navy photo by Kyle Gahlau)
Salata said that the Navy intends to make the probe’s findings public once criminal investigators close their case.
Lovelace was only in the first week of a student’s six-month odyssey to become a SEAL. A notoriously difficult course, only about a quarter of the candidates make it through without dropping out.
In the wake of his drowning, Naval Special Warfare Basic Training Command paused the program to review and reinforce protocols for pre-training briefs, emergency action, and all in-water instruction procedures, Navy officials told the Union-Tribune.
The Navy added instruction on the signs and symptoms of water training injures and lifesaving procedures.
Today, two additional safety observers are in the water with the class, plus two safety swimmers at the water’s edge to remove struggling students quickly. The instructor-student ratio now is one to seven; it was one to 10.
In 2016, 75 students could be in the water at one time. Now, no more than 49 can enter the pool.
He was at least the fifth SEAL student to die during training over the past three decades.
In 1988, John Joseph Tomlinson, 22, from Altoona, Pa., died of hypothermia near the end of a 5 1/2 -mile ocean swim off Coronado in the 17th week of the 25-week course.
Ten years later, Gordon Racine Jr., 25, of Houston died during a pool exercise in his first month of training.
In 2001, Lt. John Anthony Skop Jr., 29, of Buffalo, N.Y., died during a “Hell Week” swim.
Three years later, Boatswain Mate 1st Class Rob Vetter, 30, died at a Coronado hospital days after he collapsed during a conditioning run in the second week of the program.
Objective Zero is a mission-driven tech start-up that leads the pack in the fight against veteran suicide, connecting every veteran in America to suicide prevention support and resources. Their arsenal just got a powerful, new weapon.
The Objective Zero Foundation just launched a new mobile app that offers tools and resources to reduce the number of suicides within the military and veteran community. Research shows that social connectedness and access to resources are important factors in preventing suicide, both of which users can find within the Objective Zero app.
The nonprofit organization is comprised entirely of unpaid volunteers and leverages the latest technology and a crowd-sourced model to deliver services on a massive scale at a fraction of the cost. Roughly 92 cents of every dollar is put toward the Program Fund, used to sustain and improve the Objective Zero mobile app and train peer supporters.
The app connects veterans, current military members, their families, and caregivers to a nationwide support network of trained listeners via voice, video, and text message at the touch of a button.
(Blake Bassett | YouTube)The mobile app also connects its users to military and veteran-centric resources, as well as yoga provided by Comeback Yoga and meditation content through Headspace, to enhance user wellness.
“The only thing that stopped me was the fact that I thought putting that round in the chamber was going to wake my wife up,” says co-founder Justin Miller on his struggle with suicidal ideations. “I’m living proof that Objective Zero is going to work. When I was suicidal, a brother contacted me, and that conversation saved my life. With the Objective Zero app, we’ve built a platform where veterans can hit one button and be anonymously connected to other veterans who have lived and breathed the same things.”
Since then, the organization built a staff of veterans and an advisory board of clinical psychologists and counselors to launch their tech-driven strategy to help their community with what is arguably its biggest problem.
Objective Zero is built to save lives and empower veterans by connecting them and building camaraderie and solidarity.
You can sign up for the app as a user with an anonymous username or as an Ambassador. OZ Ambassadors receive calls, texts, and video chats from veterans and are there to be their pillar of support. You don’t need to be a veteran or behavioral health specialist to become an Ambassador.
Ambassadors spend time training to help veterans in need and they continue their learning after achieving the title. It requires dedication to the community but is a very rewarding process. Imagine fighting veteran suicide every day, just by using your phone to communicate as you would with a good friend or relative.
The Objective Zero app is now available to download for free in the United States on the Apple App Store and the Google Play Store.
Please visit www.objectivezero.org for more information about the Objective Zero Foundation, the Objective Zero App, and the mission of preventing suicide within the military community.
The Air Force is surging forward with a massive, fleet-wide modernization overhaul of the battle-tested, Vietnam-era B-52 bomber, an iconic airborne workhorse for the U.S. military dating back to the 1960s.
Engineers are now equipping all 76 of the Air Force B-52s with digital data-links, moving-map displays, next-generation avionics, new radios and an ability to both carry more weapons internally and integrate new, high-tech weapons as they emerge, service officials said.
The technical structure and durability of the B-52 airframes in the Air Force fleet are described as extremely robust and able to keep flying well into the 2040s and beyond – so the service is taking steps to ensure the platform stays viable by receiving the most current and effective avionics, weapons and technologies, Eric Single, Chief of the Global Strike Division, Acquisition, told Scout Warrior in an interview.
The B-52 has a massive, 185-foot wingspan, a weight of about 185,000 pounds and an ability to reach high sub-sonic speeds and altitudes of 50,000 feet, Air Force officials said.
“Their structure, service life and air frames are good until around 2040. They are built very strong structurally. This is not a structural modification, but upgrades to the capabilities and the avionics,” Single explained. “You are taking this old structurally sound airframe and putting modern avionics, modern communications technology and modern weaponry into it.”
Known for massive bombing missions during the Vietnam War, the 159-foot long B-52s have in recent years been operating over Iraq and Afghanistan.
The B-52 also served in Operation Desert Storm, Air Force statements said. “B-52s struck wide-area troop concentrations, fixed installations and bunkers, and decimated the morale of Iraq’s Republican Guard,” an Air Force statement said.
In 2001, the B-52 provided close-air support to forces in Afghanistan during Operation Enduring Freedom, service officials said. The B-52 also played a role in Operation Iraqi Freedom. On March 21, 2003, B-52Hs launched approximately 100 CALCMs (Conventional Air Launched Cruise Missiles) during a night mission.
Given the B-52s historic role in precision-bombing and close air support, next-generation avionics and technologies are expected to greatly increase potential missions for the platform in coming years, service officials said.
Communications, Avionics Upgrades
Two distinct, yet interwoven B-52 modernization efforts will increase the electronics, communications technology, computing and avionics available in the cockpit while simultaneously configuring the aircraft with the ability to carry up to eight of the newest “J-Series” precision-guided weapons internally – in addition to carrying six weapons on each wing, Single said.
Eight B-52s have already received a communications (coms systems) upgrade called Combat Network Communication Technology, or CONECT – a radio, electronics and data-link upgrade which, among other things, allows aircraft crews to transfer mission and targeting data directly to aircraft systems while in flight (machine to machine), Single explained.
“It installs a digital architecture in the airplane,” Single explained. “Instead of using data that was captured during the mission planning phase prior to your take off 15 to 20 hours ago – you are getting near real-time intelligence updates in flight.”
Single described it key attribute in terms of “machine-to-machine” data-transfer technology which allows for more efficient, seamless and rapid communication of combat-relevant information.
Using what’s called an ARC 210 Warrior software-programmable voice and data radio, pilots can now send and receive targeting data, mapping information or intelligence with ground stations, command centers and other aircraft.
“The crew gets the ability to communicate digitally outside the airplane which enables you to import not just voice but data for mission changes, threat notifications, targeting….all those different types of things you would need to get,” Single said.
An ability to receive real-time targeting updates is of great relevance to the B-52s close-air-support mission because fluid, fast-moving or dynamic combat situations often mean ground targets appear, change or disappear quickly.
Alongside moving much of the avionics from analogue to digital technology, CONECT also integrates new servers, modems, colored display screens in place of old green monochrome and provides pilots with digital moving-map displays which can be populated with real-time threat and mission data, Single said.
The new digital screens also show colored graphics highlighting the aircraft’s flight path, he added.
Single explained that being able to update key combat-relevant information while in transit will substantially help the aircraft more effectively travel longer distances for missions, as needed.
“The key to this is that this is part of the long-range strike family of systems — so if you take off out of Barksdale Air Force Base and you go to your target area, it could take 15 or 16 hours to get there. By the time you get there, all the threat information has changed,” said Single. “Things move, pop up or go away and the targeting data may be different.”
The upgrades will also improve the ability of the airplane to receive key intelligence information through a data link called the Intelligence Broadcast Receiver. In addition, the B-52s will be able to receive information through a LINK-16-like high-speed digital data link able to transmit targeting and Intelligence, Surveillance and Reconnaissance, or ISR information.
The CONECT effort, slated to cost $1.1 billion overall, will continue to unfold over the next several years, Single explained.
Twelve B-52 will be operational with CONECT by the end of this year and the entire fleet will be ready by 2021, Single said.
The Air Force is also making progress with a technology-inspired effort to increase the weapons payload for the workhorse bomber, Single added.
The 1760 Internal Weapons Bay Upgrade, or IWBU, will allow the B-52 to internally carry up to eight of the newest “J-Series” bombs in addition to carrying six on pylons under each wing, he explained.
The B-52 have previously been able to carry JDAM weapons externally, but with the IWBU the aircraft will be able to internally house some of the most cutting edge precision-guided Joint Direct Attack Munitions and Joint Air-to-Surface Standoff Missiles, among others.
“It is about a 66 percent increase in carriage capability for the B-52, which is huge. You can imagine the increased number of targets you can reach, and you can strike the same number of targets with significantly less sorties,” said Single.
Single also added that having an increased internal weapons bay capability affords an opportunity to increase fuel-efficiency by removing bombs from beneath the wings and reducing drag.
The first increment of IWBU, slated to be finished by 2017, will integrate an internal weapons bay ability to fire a laser-guided JDAM. A second increment, to finish by 2022, will integrate more modern or cutting-edge weapons such as the Joint Air-to-Surface Standoff Missile, or JASSM, JASSM Extended Range (ER) and a technology called Miniature Air Launched Decoy, or MALD. A MALD-J “jammer” variant, which will also be integrated into the B-52, can be used to jam enemy radar technologies as well, Single said.
IWBU, which uses a digital interface and a rotary launcher to increase the weapons payload, is expected to cost roughly $313 million, service officials said.