Getting supplies to Marines ashore is growing more complex as new threats reach the space between ships and the beach, so leaders are looking to high-tech self-driving ships to get the job done.
The Navy’s mysterious 132-foot-long autonomous Sea Hunter vessel could move fuel, ammunition, and other heavy supplies from large ships out to small teams of Marines, sea service leaders said May 8, 2019, at the Sea-Air-Space expo outside Washington, D.C.
“If we can do what we’ve demonstrated with Sea Hunter … with logistics, to program that connector to meet that force at a location to sustain them and provide them with what they need, that is where we’re going to have to practice, practice, practice and learn and adapt our structure to be responsive to that,” said Rear Adm. Jim Kilby, director of warfare integration.
Sea Hunter, an entirely new class of unmanned sea surface vehicle.
(US Navy photo)
Marines and sailors recently practiced sustaining ground troops operating at various points ashore during amassive amphibious exercise called Pacific Blitz. During that exercise, it became clear they must leverage the distance unmanned vessels can travel without risk to personnel, Brig. Gen. Stephen Liszewski, director of operations for Marine Corps Plans, Policies and Operations, told Military.com.
“The unmanned piece is the untapped potential,” Liszewski said. “We know that is one way we can get after this ability to operate in a more distributed and lethal environment.”
Ideally, the services would use a mix of drone aircraft and unmanned ships to get the job done, he added. There are times when they’ll need the speed and range of unmanned aircraft, he said, but they can’t carry everything.
Sea Hunter, an entirely new class of unmanned sea surface vehicle.
(US Navy photo)
“With a surface connector, you’re going to be able to move larger volumes of things, particularly if you’re talking ammunition or bulk liquids like water or fuel,” Liszewski said. “Clearly, aviation speed or range is what you get, but it’s not one or the other. You’ve got to have both [surface connectors and air assets].”
Although the F-35 Lightning II regularly makes headlines for all the wrong reasons, Air Force pilots at Edwards Air Force Base in California have begun weighing in on the jet’s capabilities, and it’s good news.
US Air Force Lt. Col. Raja Chari, director of the F-35 integrated test force and commander of the 461st Flight Test Squadron, said that the F-35’s automated systems free up the pilot to focus on mission planning in an interview with Defense News.
“Each plane is its own command and control platform,” said Chari, who also has experience flying a legacy platform, the F-15.
“You don’t have to do as much stick and rudder, just getting to and from, because there are so many automated modes to use on the F-35 … [It] is almost as easy as breathing.”
US Air Force Maj. Raven LeClair, also of the 461st flight test squadron, raved about another unique aspect of the Joint Strike Fighter, the “glass” or dual touch-screen display which is highly customizable by individual pilots.
“It’s the Burger King jet,” Chari said of the F-35’s versatile setups. “You can have it however you want, your way.”
Combined with the F-35’s helmet, which employs six infrared cameras positioned around the plane to allow pilots to see through the jets’ airframe, F-35 pilots have an unprecedented awareness of the entire battle space.
“In this plane it’s 360 degrees and a much larger range of stuff that you are looking at so that you are not just thinking about what your particular jets doing, but now you are looking at other elements in a national strike package,” said Chari.
“So whether that’s looking at ground targets or emitters or air targets, you are building a much bigger picture than the traditional planes.”
Chari also spoke highly of the F-35’s ability to fly at a high angle of attack, or with its nose pointed up, saying that pilots are learning to use this quality to perform close-in flight maneuvers.
Not only are pilots touting the F-35’s next-gen capacities, maintainers are big on the plane’s internal diagnostic system.
Though critics have claimed that the Joint Strike Fighter’s Autonomic Logistics Information System (ALIS), a system that internally tracks and diagnoses problems with each part of each plane worldwide, could be wiped out by a single server failure, maintainers told Defense News that the claim is ludicrous.
“We’ve had that happen multiple times, and we can still use ALIS,” said RJ Vernon, supervisor of the Third Air Force about server failures affecting the F-35. In the event of a long-term server failure, the worst-case scenario would be that maintainers have to track the parts manually, which they already do with legacy fighters.
On the whole, Lockheed Martin contractors and Air Force technicians agree, the ALIS is a big help.
“It tells you everything you need to know instantly,” Vernon said. “ALIS reduces our troubleshooting drastically, it makes my job very easy.”
Air Force Staff Sgt. Cody Patters, who as worked on the A-10 and F-16s, said the F-35 was far easier to work on. His only complaint was waiting on the computer to load new tasks.
“We could teach you in 15 minutes,” Patters said of the user-friendly interface.
Additionally, the F-35 was built with maintainers in mind. The time they save working on the plane will translate to millions of dollars in savings over the life of the program.
For example, the panels of the plane allow easy access to maintainers, like the nose that comes off in a single piece. Also, the weapons bay doesn’t require cleaning, because the missiles are launched with air pressure instead of explosives that leave behind residue.
“Our jobs are drastically easier because of the way the jet takes care of itself,” concluded Patters.
At least 34 people were reported killed and dozens more wounded after explosions ripped through Zaventem Airport and a metro station in Brussels on Tuesday morning.
The attacks came days after Saleh Abdeslam, a suspect in last year’s Paris attacks, was arrested in the Belgian capital, which is also the de facto capital of the European Union.
Clint Watts, a senior fellow at the George Washington University Center for Cyber and Homeland Security, said on Tuesday that the Brussels attacks were in line with an “iceberg” theory of terrorist plots.
That theory purports that, just as for every iceberg seen above water, the underlying mass of a terror network and its plots are not immediately visible — or, “for every attacker, there are usually three to four additional people who helped facilitate the plot.”
“That the eight attackers in Paris used more explosive belts than ever before seen in the West suggests a sizeable European terrorist facilitation network,”Watts wrote for War on the Rocks in November.
He added: “The iceberg theory of terrorist plots suggests we should look for two, three, or possibly four dozen extremist facilitators and supporters between Syria and France. This same network is likely already supporting other attacks in the planning phase.”
Belgian officials have long been aware of the existence of an ISIS-linked terrorist cell in Brussels, believed to be centered in the district of Molenbeek. Belgium’s interior minister, Jan Jambon, has called Molenbeek “the capital of political Islam in continental Europe,” and multiple suspects have been arrested there in connection to the Paris attacks.
Outside Belgium, at least 18 people have been detained across Europe since November for their alleged roles in the Paris attacks, The New York Times reported last weekend.
‘Considerable planning and coordination’
Tuesday’s attacks in Brussels bear a shocking similarity to the methods employed by ISIS in Paris on November 13, experts said. Those attacks are believed to have been coordinated by ISIS’ external operations wing, using multiple attacks across the city to overwhelm the police and evade capture.
Just as the Paris attackers planned their assault for at least three months prior to the attack, experts believe the attacks that rocked Brussels on Tuesday morning were most likely months in the making, the timing driven more by a desire to act before being disrupted than by revenge for Abdeslam’s arrest.
“Twin coordinated attacks on Belgian transport sites. Maybe revenge for Abdelslam, but planned and prepped ages ago,” ISIS expert Michael Weiss, author of “ISIS: Inside the Army of Terror,” tweeted on Tuesday.
“Plots like this take weeks or months to put in motion,” McCants told Business Insider on Tuesday. “If the attackers are associates of Abdeslam, then they probably moved up the timetable of a preexisting plot to avoid capture.”
Significantly, traces of explosives were found in a Brussels apartment rented by the terrorists weeks before they carried out the terrorist attacks, The New York Times reported, suggesting the existence of a makeshift bomb factory in the heart of Belgium’s capital.
Terrorism expert Mia Bloom, professor of communication at Georgia State University and author of two books on terrorist-recruitment methods, told Business Insider “a plot of this caliber requires considerable planning and coordination.”
“It is likely that Abdeslam’s cell has been plotting this prior to his arrest (there was a substantial arms cache found),” Bloom said.
She added: “Coordinated attacks (multiple attacks in the same location, happening around the same time) tend to require the most planning. While it’s impossible to know for certain, in my humble opinion, it is highly unlikely that these attacks took only a few days.”
Geopolitical and security analyst Michael Horowitz largely echoed this sentiment in a statement to Business Insider.
“I think that more than a retaliation, the attacks (likely planned months ago), were in reaction to it: The cell was likely concerned that Abdeslam would talk and his capture eventually lead to dismantling of their own cell.”
JM Berger, coauthor of “ISIS: The State of Terror,” said in an email to Business Insider that while it was “very early to draw any major conclusions,” it was “certainly possible this attack had already been planned and the timetable was moved up after the arrest.”
A sophisticated ‘foreign infrastructure’
Analysts say the terrorist network’s ability to evade law enforcement after the Paris attacks long enough to plan and execute a major attack in the heart of the EU, even if its timeline was disrupted by Abdeslam’s arrest, is testament to the deep networks jihadists have consolidated across Europe.
“The CT [counter-terrorism] federal police are actually very good,” Ben Taub, freelance contributor for The New Yorker on jihadism in Europe, tweeted on Tuesday. “It’s a numbers issue. Can’t keep up. Networks too deep.”
Navy SEALs are all over the place. In books, at the movies, and on the news. But when they assault a target, they do so quickly and quietly, trying to get the job done before anyone realizes they’re around. Here’s how they do it.
The SEALs will plan their missions down to the finest detail and, when possible, rehearse it beforehand. They’ll review all intelligence and check all their equipment before heading out. When possible, they prefer to time their missions for early morning or late night when the U.S. military’s optical equipment gives them a major edge over the bad guys.
One of the hallmarks of the SEALs are the many cool ways they can arrive at an objective. Their name is even an acronym for sea, air, and land, the three avenues they’ll attack from. They can ride to the beach on a boat deployed from a ship or helicopter, they can parachute in, or they can even move in using clandestine submarines.
While part of the team moves to the target buildings to force entry, part of the team will split off and establish overwatch positions where they’ll keep an eye out for dangers like enemy reinforcements, people trying to escape the target building, and fighters attempting to maneuver on the other SEALs.
SEALs can’t afford to be stopped by minor things like steel doors or fortifications. They’ll go through windows, force open doors, or even blow out walls to get at their targets.
Assault through the house
Once inside, the elite sailors will go through the building and seek out their objective. SEALs train extensively on close quarters combat and urban operations, so they move quickly. As in the picture above, team members look in different directions to ensure they aren’t ambushed.
After grabbing or killing their target, it’s time to leave, or exfiltrate, the objective area. If the SEALs rode a boat in, they might take that back out to sea to link up with a Navy ship. They can also call in helicopter extractions, move out on foot, or take a swim to a rendezvous.
Aerodynamic heating at Mach 6.72 (4,534 mph) almost melted the airframe.
On Oct. 3, 1967, the North American X-15A-2 serial number 56-6671 hypersonic rocket-powered research aircraft achieved a maximum Mach 6.72 piloted by Major Pete Knight.
Operated by the United States Air Force and the National Aeronautics and Space Administration as part of the X-plane series of experimental aircraft in the 1960s, the X-15 was a missile-shaped vehicle built in 3 examples and powered by the XLR-99 rocket engine capable of 57,000 lb of thrust.
The aircraft featured an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage.
The X-15 was brought to the launch altitude of 45,000 feet by a NASA NB-52B “mothership” then air dropped to that the rocket plane would have enough fuel to reach its high speed and altitude test points. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing.
As the X-15 was falling from the B-52 he lit the engine and locked on to 12 degrees angle of attack. He was pushed back into his seat with 1.5 g’s longitudinal acceleration. The X-15 rounded the corner and started its climb.
During the rotation as normal acceleration built up to 2 g’s Pete had to hold in considerable right deflection of the side arm controller to keep the X-15 from rolling to the left due to the heavier LOX in the left external tank. When the aircraft reached the planned pitch angle of 35 degrees his scan pattern switched from the angle of attack gauge to the attitude direction indicator and a vernier index that was set to the precise climb angle.
The climb continued as the fuel was consumed from the external tanks, then at about 60 seconds he reached the tank jettison conditions of about Mach 2 and 70,000 feet. He pushed over to low angle of attack and ejected the tanks. He was now on his way and would not be making an emergency landing at Mud Lake.
“We shut down at 6500 (fps), and I took careful note to see what the final got to. It went to 6600 maximum on the indicator. As I told Johnny before, the longest time period is going to be from zero h dot getting down to 100 to 200 feet per second starting down hill after shutdown.”
Final post flight data recorded an official max Mach number of 6.72 equivalent to a speed of 4534 miles per hour.
From there down Pete was very busy with the planned data maneuvers and managing the energy of the gliding X-15. He approached Edwards higher on energy than planned and had to keep the speed brakes out to decelerate.
On final approach he pushed the dummy ramjet eject button and landed on Rogers lakebed runway 18. He indicated he did not feel anything when he activated the ramjet eject and the ground crew reported they did not see it. Pete said that he knew something was not right when the recovery crew did not come to the cockpit area to help him out of the cockpit, but went directly to the back of the airplane.
Finally when he did get out and saw the damage to the tail of the X-15 he understood. There were large holes in the skin of the sides of the fin with evidence of melting and skin rollback. Now we are talking Inconel-X steel that melts at 2200 degrees F. Later analysis would show that the shock wave from the leading edge of the ramjet’s spike nose had intersected the fin and caused the aerodynamic heating to increase seven times higher than normal. So now maybe we knew why the ramjet was not there.
The following 48-sec footage shows the extent of the damages to the X-15-2 aircraft. Noteworthy, the ramjet detached from the aircraft at over 90,000 feet and crashed into the desert over 100 miles from Edwards Air Force Base.
The X-15A-2 never flew again after the record flight. It is currently preserved and displayed at the United States Air Force Museum, Wright-Patterson AFB, Ohio.
The Centers for Disease Control and Prevention, along with the federal agency responsible for investigating environmental threats, will begin assessing residents near eight active and former military bases for exposure to chemicals found in firefighting foam and other products.
The CDC, along with the Agency for Toxic Substances and Disease Registry (ATSDR), will check for exposure to per- and polyfluoroalkyl substances, referred to as PFAS compounds, which have been linked to infertility, immune disorders, developmental delays in children and some cancers.
The compounds are found in nonstick pots and pans; water-repellent and stain-resistant fabrics; and products that repel grease, water and oil. But they are also found, concentrated, in the foam used on military bases and at airports for fighting aviation fires.
A C-130H Hercules drops a line of fire retardant.
(U.S. Air Force photo by Staff Sgt. Eric Harris)
Research is ongoing into the public health consequences of PFAS compounds, but the Defense Department has identified 401 active and former bases where they are known to have been released into the environment.
It also found 564 public or private drinking water systems off installations that tested above the EPA’s accepted limits.
The DoD is currently working to determine whether area residents were exposed and, if so, to switch to a clean water source and initiate cleanup. The CDC and ATSDR, meanwhile, are studying the extent of exposure and plan to launch studies to understand the relationship between PFAS compounds and health conditions.
The eight communities the agencies will examine this year are: Eielson Air Force Base, Alaska; Peterson Air Force Base, Colorado; New Castle Air National Guard Base, Delaware; Barnes Air National Guard Base, Massachusetts; Stewart Air National Guard Base, New York; Reese Technology Center, Texas; Fairchild Air Force Base, Washington; and Shepherd Field Air National Guard Base, West Virginia.
The investigations follow exposure assessments conducted in Bucks and Montgomery counties, Pennsylvania, near the former Naval Air Station Joint Reserve Base Willow Grove, and the Francis S. Gabreski Air National Guard Base in Westhampton, N.Y.
Firefighters train during an exercise at Francis S. Gabreski Air National Guard Base.
(DoD photo by Senior Airman Christopher Muncy)
CDC officials said the primary goal of the research is to “provide information to communities about levels of the contaminants in their bodies.” This information will help the communities understand the extent of exposure, they added.
“The lessons learned can also be applied to communities facing similar PFAS drinking water exposures. This will serve as a foundation for future studies evaluating the impact of PFAS exposure on human health,” said Patrick Breysse, director of the CDC’s National Center for Environmental Health and ATSDR.
In addition to the contamination of some base drinking water supply systems, DoD investigations found that the groundwater at some facilities contained PFAS compounds.
According to the DoD, as of August 2017, nine Army bases, 40 Navy and Marine Corps bases, 39 Air Force bases and two Defense Logistics Agency sites had groundwater levels of PFAS higher than EPA limits. The DoD tested a total of 2,668 groundwater wells for contamination, finding more than 60 percent above the EPA’s accepted limit.
According to the CDC, the community assessments will include randomly selecting residents to provide blood and urine samples to check PFAS levels. The exposure assessments will use statistically based sampling.
In May 2018, the Environmental Working Group, a non-profit organization that supports research and education on public health concerns related to environmental exposures, released an estimate that as many as 110 million Americans may have PFAS compounds in their drinking water.
A 2018 ATSDR draft toxicology report has associated PFAS compounds with ulcerative colitis, thyroid disease and high blood pressure in pregnant women. In addition, the most commonly used PFAS compounds have been linked to testicular and kidney cancer.
The Air Force in 2018 announced that it had completely transitioned its firefighting services to use foam considered safer to the environment than the original aqueous firefighting foam.
The Army also plans to replace its stockpiles and to incinerate the PFAS-containing foams.
In 2016, the Navy announced a policy to stop releasing foam at its shore facilities except in emergencies and had a plan to dispose of its excess foam. It also announced plans to dispose and replace all shore systems and fire trucks that use the PFAS-containing foam.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
When the police arrived at a retirement community in Utah to conduct a welfare check last month, they were disturbed to find not only the body of the elderly woman who lived there, but a man’s corpse tucked inside a deep freezer in her utility room.
That man was eventually identified as Paul Mathers, who was 58 years old when he was last seen in 2009. He was the husband of the 75-year-old woman also found in the home, Jeanne Souron-Mathers.
“I’ve been here 13 years — this is one of the strangest cases,” Tooele City Police Department Sgt. Jeremy Hansen told news outlets, adding, “We’ve never had anything like this.”
He said police officers had opened Souron-Mathers’ fridge and freezer hoping to find food that would indicate “some type of a timeline” for when she died. But when a detective opened a deep freezer in the utility room, he “immediately finds an unidentified deceased adult male in the freezer,” Hansen said.
The police made the discovery on November 22 and initially called the incident “very suspicious.”
But after several weeks of investigating, the police announced on Monday that they’d found several equally bizarre clues that might help explain the incident.
Video: Police investigate body found in freezer during welfare check
Hansen said investigators searching through Souron-Mathers’ home found a notarized letter from December 2008 that appeared to be from Mathers, declaring that he was not killed by his wife.
“We believe he had a terminal illness,” Hansen told KSTU, adding that Mathers likely died sometime between February 4, 2009 — the date of his last appointment at a Veterans Affairs hospital — and March 8, 2009.
Hansen also told The Salt Lake Tribune that experts had not yet verified whether the signature on the letter truly belonged to Mathers. He added that the woman who notarized the letter in 2008 told the police she never read the document before stamping and signing it.
Investigators also discovered that Souron-Mathers had collected roughly 7,000 in Veterans Affairs benefits after her husband’s death and are still looking into whether she continued to receive Mathers’ Social Security benefits, Hansen said.
Hansen told The Tribune that they were still awaiting an autopsy report to confirm the cause of Mathers’ death but that detectives were “wrapping up” their investigation.
This article originally appeared on Insider. Follow @thisisinsider on Twitter.
His father worked three jobs to put him through private school. He served in the US Navy as a nuclear weapons transshipment pilot, before winning a National Football League Superbowl title with the New York Giants.
He is now president at Academy Securities, a broker-dealer founded in 2009 that employs veterans and service-disabled veterans in areas like investment banking and trading.
McConkey sat down with Skiddy von Stade, CEO of finance career services company OneWire, to talk about his background, and Academy Securities.
During that conversation, he laid out why experience with the military is valuable for those who want to break into the cutthroat financial services industry.
Military culture is honesty, integrity, loyalty, teamwork and by the way, service. We’re in a service industry. Who knows more about those qualities than military veterans? When those qualities and experiences come into helping our clients, it really resonates.
We’re a small company, growing. We’d like to be a bulge-bracket investment bank broker-dealer at some point. We don’t have the resources that the big banks have, but we’re nimble, we’re quick, and we have differentiated types of value that we add. We got nine senior-level retired generals and admirals, people who have fingers on the pulse of geopolitical macro world we live in. And that’s a value to customers if they’re in capital markets. If they’re managing money.
It’s time to start yelling Chesty Puller quotes at the top of your lungs.
You can forget about video games glorifying violence. All that went out the window with the latest iteration of the Battlefield franchise. The new trailer for Battlefield V brings us to World War II in the Pacific Theater and the epic throwdown between the United States Marines and Imperial Japan. The game appears to depict the actual desperate tactics and explosive fighting when East met West in the 1940s.
Get ready for a game that shows the bloody aftermath of banzai charges, flamethrowers, and what happened when two of the world’s most storied, dedicated, and effective fighting forces went head-on.
The Battlefield series is getting back to its World War II roots as DICE brings players back to the Pacific War for the first time in ten years. If you loved Battlefield 1942 and Battlefield 1943, then Battlefield V Chapter 5: War in the Pacific needs to be on your “must list” this October. The new Battlefield features the amphibious assaults we’ve come to expect and the all-out war that only this series can muster.
Prepare to land United States Marines on the beaches of Iwo Jima in one of the first two new Battlefield maps with authentic, iconic weapons of the era, including the M1 Garand Rifle and the M1919A6 Browning Machine Gun. True to the history of engagements between the Japanese and American Marines, the game also features the use of the traditional katana carried by Japanese troops, and the flamethrower used by the Marines in the Pacific, both of which are featured heavily in the trailer above. The Iwo Jima map will be released at the end of October, and you’ll be able to defend Wake Island in December – just like the Marines did in 1941.
Not sure if the flamethrower tank is available for in-game use, but it should be, amirite?
Also coming is a new “Pacific Storm” map, where players will fight the elements along with the enemy while securing points of control using ships, planes, and tanks in an island-hopping campaign of their own design. Among those planes is the Marine Corps’ legendary F4U Corsair and the Sherman tank, weapons that are now synonymous with American forces in the Second World War.
If you need a Battlefield refresher on Xbox One, PC, or PlayStation 4, there are free Grand Operations trials happening now through Monday, Oct. 28, and another free trial weekend on Friday, Nov. 1 through Monday, Nov. 4. Trials can be played once per EA account and per computer.
Battlefield V is available now on Xbox One, PlayStation 4, and PC. Follow Battlefield on Twitter and Instagram, like on Facebook, and subscribe to the YouTube channel. Hop in and join the Battlefield Community on the Battlefield Forums, Reddit, and Discord.
For more about Battlefield V Chapter 5: War in the Pacific, check out the official web page here.
The newspaper Stars and Stripes has an interesting little niche in its place in American journalism. Wherever the Armed Forces of the United States may go, Stars and Stripes reporters might just go along with them. The idea of such a paper can be traced back to the Civil War, the reporting as we know it dates back to World War I. While the paper is a government-funded entity reporting on military operations, you might find it full of the hardest-working most objective staff in the world.
And if their movie is to be believed, maybe the craziest staff in the world to boot.
The documentary film The World’s Most Dangerous Paper Route is the story of the unsung heroes who deliver the news to the front lines of Iraq, Afghanistan, and anywhere else the U.S. military gets the newspaper – and everywhere they’ve been for the past 100 years. The film includes never-before-seen imagery from the Stars and Stripes archive of photographers and writers who were in the war zones with the fighting men and women from Verdun to Saigon.
The list of correspondents and contributors to the legendary newspaper include Andy Rooney, Bill Maudlin, Steve Kroft, Shel Silverstein, and Pulitzer Prize-winner Pete Arnett, to name just a few. Even the civilians working on the staff used to see combat – one civilian in Vietnam even saw action with every major combat unit to go through the country during the war.
How does one news outlet get so much access to the United States military while still retaining their credibility, you might ask. The answer is that even though Stars and Stripes is funded by the Department of Defense, its creative and editorial direction are protected from the Pentagon by Congress. It is something that the readership of the paper looked forward to receiving every time they could, so says Gen. David Petraeus, interviewed for The World’s Most Dangerous Paper Route.
“It is, in a way, the hometown newspaper of the U.S. military,” Petraeus says.
This is an organization that not only knew what was happening back home, as a matter of course, but also was embedded with the troops on the ground, and knew what was going on in-country. The reporters at Stars and Stripes put their lives on the line to produce a newspaper for the troops – and anyone who might pick up a copy.
In The World’s Most Dangerous Paper Route, the viewer goes on a journey downrange to the battlefields of Iraq and Afghanistan to see what it’s like to cover the United States military and its operations in today’s Global War on Terror. In places like Afghanistan, picking up the computer and getting a wifi signal isn’t as easy as it may be anywhere else in the world. Here, physical newspapers that provide unquestioned reporting are all American forces have to read and understand the world around them and the world which continues to go on without them back home.
Find out how important the newspaper has been to American troops, see the unparalleled access and legendary images captured by the Stars and Stripes staff, and feel the nerve-wracking stress of seeing an unarmed camera operator out in combat, carrying only a camera.
The World’s Most Dangerous Paper Route can be watched free with an Amazon Prime subscription.
The patient transport team prepares to receive a patient aboard the hospital ship USNS Comfort (T-AH 20) on April 2, 2020, while the ship is moored in New York City in support of the nation’s COVID-19 response efforts. Comfort serves as a referral hospital for non-COVID-19 patients currently admitted to shore-based hospitals.
Military medical staff are departing underused Navy hospital ships and field medical centers to relieve overburdened civilian doctors in New York City’s hard-hit hospitals as the coronavirus crisis wears on.
“We’re a fresh face, we’ve got the energy and enthusiasm,” said Air Force Col. Jennifer Ratcliff, who has brought medical teams to Lincoln Hospital and Jacobi Medical Center in the Bronx.
The staff there “are tired and have been working very, very long days and weeks,” said Ratcliff, commander of the 927th Aerospace Medical Squadron at MacDill Air Force Base in Florida.
The Navy’s 1,000-bed hospital ship Comfort was sent to the city, arriving at Pier 90 in Manhattan on March 30, to take on the expected overflow of trauma patients from city hospitals as local doctors treated COVID-19 cases. But the patient flow has not materialized, Defense Secretary Mark Esper said at a Pentagon news conference Tuesday.
“The strategy has changed,” he said. “We’re moving off the Comfort our doctors, a portion of our doctors, and putting them into New York City hospitals to provide relief.”
He did not give the number of doctors being reassigned from the Comfort, but said a total of 2,100 military physicians, nurses and medical aides are now in the city and will be augmented soon by additional medical teams coming from the Army.
Ratcliff said the military reinforcements have been well-received.
“You can walk around the hospital and just see that the attendings and the residents are really happy to have us,” she added.
“We’re onboarding hospitals pretty much since we arrived,” Navy Capt. Joe Kochan said of the 1,100 volunteer doctors, nurses and medical aides from the reserves who deployed to the city last week.
“As it stands right now, we’re really pushing out into the hospitals to support their needs,” said Kochan, executive officer of the Operational Health Support Unit based at Portsmouth, Virginia.
When he announced the deployment of medical personnel into the city on April 5, Esper said about 300 would go to 11 city hospitals. It was unclear Tuesday whether that number had increased.
Kochan and Ratcliff joined Army Lt. Col. Leslie Curtis, chief nurse at the 9th Field Hospital out of Fort Hood, Texas, in a telephone conference from New York City to the Pentagon to stress the ongoing needs of the city despite the converted Javits Center and the Comfort being underused thus far.
Fifteen Urban Augmentation Medical Task Forces will be deployed nationwide to assist cities in the fight against coronavirus, and four of those task forces, each consisting of 85 personnel, will be sent to New York City, the Army said.
The military has sought to adjust its efforts in New York City to the shifting requests coming from city and state authorities.
The original intent was to have the Comfort and a field medical facility at the Javits Convention Center treat non-COVID-19 patients to ease some of the burden on overcrowded local hospitals. But the demand to treat non-COVID patients did not emerge in a city on lockdown.
The city then asked that the Comfort and the Javits Center be used only for COVID-19 patients, and the military agreed, but bureaucratic and logistical problems hindered the transfer of patients.
COVID-19 patients first had to be taken to local hospitals to be screened, but the agreement now is to have ambulances take patients directly to the Javits Center or the Comfort.
As of Monday, about 320 patients were at the 1,500-bed capacity Javits Center. The last report Friday from the Pentagon on the Comfort said that there were more than 50 patients aboard the 1,000-bed ship.
Curtis, who has been working at the Javits Center, acknowledged the delays in bringing in patients. “First, we had to determine what the needs were,” she said. Then, the focus turned to “streamlining the bureaucracy, which everyone wants to do at every level.”
“Every day, we’re finding more ways,” she said. “I think this is moving in the right direction.
“We do want to do this. We have the ability to scale up to whatever the demands are, based on the needs of the city or any particular mission that is required,” Curtis added.
There has been speculation that the Comfort might be pulled out of New York City and sent elsewhere, but Ratcliff said she had seen no signs that the military’s efforts in the city would slacken.
“The city, I believe, still needs our assets,” she said. “I don’t think there’s talk of scaling that back but, again, we’ll do whatever the government of New York needs.”
New York Gov. Andrew Cuomo on Tuesday described a city still in need of support despite continuing signs that new coronavirus cases had hit a plateau.
“We’re reducing the rate of infection,” he said. But another 778 deaths from coronavirus were recorded in the city Monday.
“That is terrible, terrible, terrible news,” he said.
Captain Wild Bill Wichrowski of the Cape Caution. Photo courtesy of Discovery.
Capt. Wild Bill Wichrowski’s year started tragically.
A Navy veteran, Wichrowski is one of the captains on “Deadliest Catch,” a Discovery Channel series about Alaska’s crab industry. He was close friends with two of the five men who died when the Scandies Rose, a 130-foot crab boat, went down in icy, turbulent conditions in the Gulf of Alaska on New Year’s Eve. Two crew members survived.
The Coast Guard’s 20-hour search for survivors will be featured on “Deadliest Catch” at 8 p.m. Tuesday (Eastern time).
“It’s hard to drum all this up again, really,” Wichrowski said. “You lose friends. You lose family. And the part that sticks is that any time, it could be you.”
Captain Wild Bill Wichrowski is in the wheelhouse at the helm of the Summer Bay.
The episode of the long-running reality series follows the Coast Guard’s role from the time it received a distress call until the search, which covered 1,400 square miles, was suspended.
Although Wichrowski was not in contact directly with the Coast Guard during that time, he followed the rescue mission’s progress closely.
“They’re our lifeline,” Wichrowski said. “Some of the stuff they do with the helicopters and the C-130s and the ships and the hard-bottom inflatables [boats] is truly amazing. The Coast Guard’s our last chance for survival when we’re having trouble.”
The investigation into the Scandies Rose disaster is ongoing and could last “many months,” said Scott McCann, the Coast Guard’s public affairs officer for the 17th District.
Captain Wild Bill Wichrowski stands proudly on deck of his boat.
Wichrowski’s own ties to the military began early.
His father, Charles Thomas Wichrowski, was a drill instructor at Parris Island in South Carolina during the Korean War. The youngest of three brothers, Wichrowski said he did not always appreciate his strict upbringing in Pennsylvania.
“I probably didn’t really like [my father] that much at the time, but he was training me to be a leader from Day One,” Wichrowski said. “In his eyes, there was only one place to be, and that was in charge.”
Wichrowski’s tour in the Navy happened almost by accident.
Before he wrecked his father’s new car on homecoming night, he had planned to go to school and study business administration. The cost of the repairs, along with other financial constraints in his family, prompted Wichrowski to enlist in 1975.
Armed with a love of the ocean, he headed West. He served as an electrician’s mate at naval stations in California, Idaho and Washington State.
Wichrowski enjoyed the camaraderie and travel in the military and proved to be invaluable in stressful situations. He recalled one time a typhoon in Taiwan knocked out a generator. Wichrowski ran to the other end of the tossed ship on a wall, hurdling people along the way, to work on it.
On another occasion in San Diego, Wichrowski was about to go on liberty when a transformer caught fire. He was not on duty, but he restored the power anyway, then left suddenly to meet his girlfriend before other potential issues arose.
“When I got back, the XO [executive officer] on the bridge, he had seen the whole thing,” Wichrowski said. “And I’m thinking, ‘Oh, I’m going to get my butt reamed.’ But he said he was pretty amazed about how quickly I reacted.”
Wichrowski said the bonds of boat crews are similar to those in the military. Photo courtesy of Discovery.
Wichrowski, who served for four years, said what he learned in the Navy resonates today.
“It’s the whole reason why I’m successful,” he said.
The bonds formed among boat crews are not unlike those developed in the military. That’s why the sinking of the Scandies Rose hit Wichrowski hard. He knew the boat’s captain, Gary Cobban Jr., and engineer, Art Gacanias, well, but thankfully the loss of life was not worse.
Landon Cheney, Wichrowski’s No. 2 man on the Summer Bay, used to work on the Scandies Rose and considered returning before it sank.
“I’m pretty certain that if he was on board, he wouldn’t have made it,” Wichrowski said.
As painful as the loss of the Scandies Rose remains, Wichrowski intends to watch Tuesday night.
“I hope to,” he said. “… It should never be forgotten, but it’s still tough to review over and over.”