War correspondent Sebastian Junger, most famous for his documentaries “Restrepo” and “Korengal” that followed paratroopers in the Korengal Valley, has teamed up with Nick Quested to create a new documentary with National Geographic detailing the hell that is life in ISIS-controlled territory.
“Hell on Earth: The Fall of Syria and the Rise of ISIS” is cut together from over 1,000 hours of footage, most of it filmed inside the so-called caliphate.
This 13-minute teaser tells the story of families trying to escape, at first with smugglers and then on their own when their smuggler is caught by ISIS.
(Be warned that some of the images in the documentary are disturbing)
Previous reporting has shown how ISIS maintains control in its territory, how it makes its money, and how it recruits and deploys fighters.
None of it is good.
Torture and public executions are used to keep populations cowed, and money is raised through debilitating taxes, sex slavery, robbery, and other pursuits. And its fighters are recruited through international networks and then deployed at half pay or less, often as undertrained frontline fighters that amount to little more than human shields.
A U.S. Coast Guard crew based in Astoria, Oregon, returned after a 2.5-month deployment that yielded the seizure of $11 million in cocaine and marijuana, officials said.
The Steadfast, which earned the nickname “El Tiburon Blanco,” or the white shark in English, returned April 23 after seizing 700 pounds of cocaine and 170 pounds of marijuana. The cutter’s deployment included a 69-member crew, plus helicopter personnel from the Air Station Humboldt Bay and a law enforcement team, said spokeswoman Senior Chief Rachel Polish.
The crew patrolled the eastern Pacific Ocean and seized the drugs from two smuggling incidents off the Central American coast, according to a news release. The crew unloaded the drugs April 20 during a port call in San Diego.
Polish said she could not disclose, for security reasons, the specific locations and general trajectory taken by the Steadfast for those operations. However, the crew traveled 12,000 miles that began with a training stop at a U.S. naval station in Washington before heading south, according to the news release. The crew also stopped in Mazatlan, Mexico, with $2,500 in supplies and equipment, and guardsmen helped repair and paint a classroom and exterior of a school.
Polish said the deployment was part of the broader Operation Martillo — Spanish for hammer. Since its launch in 2012, the U.S. Navy, Coast Guard and other agencies have seized 693 metric tons of cocaine, $25 million in cash, and hundreds of vessels and aircraft, and they have arrested 1,863 people, according to the U.S. Southern Command website.
Drug smugglers off the Florida coast called the Steadfast “El Tiburon Blanco” when she was based in St. Petersburg, according to the news release. The vessel’s reputation for busting up smugglers made her the first cutter to be awarded the “gold marijuana leaf, indicating one million pounds of marijuana seized,” officials said.
The 49-year-old Reliance Class Cutter made her home in Astoria in 1994.
Mawlawi Helal, the Taliban’s self-proclaimed governor for northern Baghlan province, has been killed along with his top four commanders and up to 15 more fighters in Dand-e-Ghori district, Ikramuddin Saree, the security chief for the province, told Anadolu Agency.
Local media reported a few civilian casualties in the raid, but the officials have not acknowledged any.
U.S. Marine Corps Cpl. Daniel Hopping during a mission to disrupt Taliban forces in Larr village and establish a presence in the area. (DoD photo by Cpl. Joseph Scanlan, U.S. Marine Corps/Released)
In February, the Taliban confirmed the death of their governor for Kunduz Mullah Abdul Salam in a U.S. airstrike in the Dasht-e-Archi district.
In mid-April, the Afghan officials also claimed to have eliminated the militants’ shadow governor for Takhar province in the same district.
Meanwhile, the Ministry of Defense (MoD) has stated in a message that three al-Qaeda affiliates have been killed in an air raid in southern Zabul province.
The Taliban, on the other hand, claimed to have killed a district police chief and 10 other policemen in the Shenkai district of the province.
Zabul lies between Ghazni and Kandahar, where the Taliban are quite active, particularly in the rural parts.
Gul-e-Islam, spokesman for the provincial government, has only confirmed the death of district police chief Saifullah Hotak and one of his guards. He claimed the militants’ assault on security check posts has been repulsed.
The NATO mission in Afghanistan has announced strong desire to eliminate Daesh and other terrorist groups in 2017, however, aspiration for a peace deal with the Taliban has been expressed on a number of occasions.
The US Air Force’s push to develop operational flying saucers 60 years ago laid the conceptual groundwork for one of the variants of Lockheed Martin’s F-35, MIT Technology Review reports.
The F-35 comes in three variants, with key mechanical differences for the Air Force, Marines, and Navy – the F-35A, F-35B, and F-35C respectively.
Of the three models, the F-35B is the most technologically different.
Unlike the F-35A and F-35C, the Marines needed their variant to be capable of conducting short take-off and vertical landing (STOVL) operations.
This request necessitated that the F-35B be given a lifting fan. And, as Desire Francine G. Fedrigo, Ricardo Gobato, Alekssander Gobato note in a paper at the Cornell University Library, the F-35B’s lifting fan has its conceptual roots in flying saucers.
Between 1954 and 1961, the US Air Force spent $10 million attempting to develop a flying saucer that became known as an Avrocar. The Avrocar was a vertical and/or short take-off and landing (V/STOL) saucer that was powered by one giant central fan.
Despite its seven years of development, the Air Force failed to make the Avrocar into a mission capable vehicle that could potentially replace helicopters.
MIT Technology Review notes that the aircraft was “hot and almost unbearably uncomfortable for the pilot. And it demonstrated various idiosyncrasies such as taking five seconds to turn 90 degrees to the left but 11 seconds to turn the same amount to the right, presumably because of its central rotating fan.”
However, despite the Avrocars’ failings, the technology did point researchers towards the feasibility of developing and embedding a central lift fan turbine within an aircraft for variations of vertical take-off and landing (VTOL) technology.
“The concept of a lift fan, driven by a turbojet engine is not dead, and lives today as a key component of Lockheed X-35 Joint Strike Fighter contender,” Fedrigo notes, adding that the conceptual framework of the Avrocar helped General Electric’s own development of a booster fan propulsion system.
Whereas the Avrocar’s development ultimately failed, though, GE’s “Vertifan” went on to prove the concept of successful lifting fan technology. This in turn lead to a DARPA sponsored development challenge that gave birth to lifting fans being used in the F-35B.
The F-35B was declared ready for combat by the Marine Corps on July 31.
The U.S. Army is hosting a fly-off starting a year from now, and some of the biggest names in defense manufacturing are working in earnest to win it.
The Army put out a “request for proposals,” better know in procurement circles as an “RFP,” last year as the first step in their Joint Multi-Role Technology Demonstrator (JMRTD) program, and the competition is down to two efforts: The V-280 “Valor” by Bell Helicopter and the SB-1 “Defiant” by Boeing and Lockheed-Martin. The two designs take wildly different approaches to meet the JMRTD performance requirements that include the ability to reach an airspeed of 230 knots and fly a combat radius of around 275 miles. The Valor is a tiltrotor aircraft, which builds on Bell’s experience and learnings with the V-22 “Osprey,” and the Defiant is a coaxial rotor design, which uses two rotors spinning in opposite directions above the fuselage and a thruster aft.
The two designs take wildly different approaches to meet the JMRTD performance requirements that include the ability to reach an airspeed of 230 knots and fly a combat radius of around 275 miles. The Valor is a tiltrotor aircraft, which builds on Bell’s experience and learnings with the V-22 “Osprey,” and the Defiant is a coaxial rotor design, which uses two rotors spinning in opposite directions above the fuselage and a thruster aft.
“We realize there’s still a pretty significant filter out there about the troubled history of the tiltrotor,” said Robert Hastings, Bell’s EVP for communications and government affairs . “But the Marines today would tell you it’s transformational. Younger pilots who never had to unlearn bad habits from other airplanes are flying the V-22 in ways we never imagined.”
Hastings, who flew Cobras and Blackhawks in the Army and also served as the Assistant Secretary of Defense for Public Affairs during Robert Gates’ tenure at the Pentagon, related a conversation he had with a V-22 squadron commander during the most recent Singapore Air Show. The CO told him that at that moment he had Ospreys in Australia, Okinawa, and the Philippines as well as at the show.
“He was a lieutenant colonel with an operational sphere of influence as big as what an admiral had a generation ago,” Hastings said. “To quote Gen. Davis, the Marine Corps’ assistant commandant for aviation: ‘The V-22 has not only changed the way we operate; it changed the way the enemy worries about us.'”
But while Hastings readily lists the V-22’s successes in the nation’s most recent conflicts, including how the CV variant has been used by the Air Force Special Operations Command, he is quick to point out that the V-280 is what he called a “clean sheet design.”
“The V-22 is largely a 1980s product,” he said. “Manufacturing is different today.”
Hastings explained digital designs along with more precise machining allows parts “to slip into place very nicely” instead of having to be sanded down and otherwise manipulated by technicians along the assembly line as they had to while making the Osprey. With these sorts of improvements, Bell is striving to make the V-280 cost half of the V-22’s $71 million unit flyaway cost.
Bell has partnered with Lockheed-Martin to give the Valor a state-of-the-art cockpit suite, building on what engineers and test pilots have learned during the development of the F-35. While there’s no plan for helmet visor symbology (which has been a challenge to develop during F-35 testing), Hastings said the cockpit’s “open architecture” could afford V-280 pilots that capability in the future. The cockpit also accommodates a wide array of sensors and mission packages, which are designed to give the Valor a lot of combat agility.
Bell is calling their JMRTD candidate a “third generation” tiltrotor. (V-22 is second generation.) The V-280 differs from its predecessor in a number of ways: It’s much lighter because it’s constructed entirely of carbon-based materials. It has a straight wing instead of the Osprey’s forward-swept wing. It has a side door instead of an aft ramp.
Hastings also pointed out that — with an internal fuel cell added in the cabin area — the Valor can fly 2,100 miles, which will give the Army a self-deploy capability it’s never had before.
“Imagine a future where the 82nd Airborne is told to deploy, and the aviation division commander says to his aviation unit commander, ‘Meet me at the Horn of Africa in three days,'” Hastings said. “He doesn’t have to worry about a third of his strategic lift assets being tied up by those helicopters.”
The JMRTD fly off program will last two years, and at the end of it the Army will pick one of the two airplanes to replace its force of 2,000 Blackhawks and 800 Apaches. (And Hastings pointed out that the utility and attack variants of the Valor have 85 percent commonality beneath the prop-rotor — another cost-saving feature, he said.) The Army wants the new airplanes ready for war by 2029.
“We believe that helicopters will be around forever,” Hastings said, “but we think helicopters have reached as far as you can expand them. We think tiltrotors have a ton of growth in terms of what you can do with them.”
In the ultimate irony of Cold War-era surveillance, one of America’s most effective spy planes — and literally the fastest plane ever built — could never have happened without the help of its intended target, the Soviet Union.
Turns out the Americans bought the metal it needed to help the SR-71 Blackbird withstand the temperatures of supersonic travel from its longtime rival Russia. These are just a few of the fun facts the Smithsonian revealed in a recent video on the plane.
The documentary features a tour of the SR-71 at the Smithsonian National Air and Space Museum. Former Blackbird pilot Buz Carpenter joins the tour, giving the lowdown on what kept the stealthy plane up in the air. Carpenter flew the SR-71 hundreds of times during its time in service, and he even flew the airplane that now resides at the Smithsonian.
The SR-71 had three nose options: A training nose, a radar nose, and a camera nose capable of taking a 72-mile wide photo. The film in that camera was 5 inches wide and 2 miles long. It had to be processed in 500-foot rolls.
The radar nose wasn’t required for navigation. The SR-71 had a pod that read the location of the stars in the sky and, as long as you gave the plane its initial position on the planet, the plane would know where it was anywhere in the world. This was 12 years before the global positioning system was first imagined by the U.S. military.
While the radar nose could assist with avoiding enemy ground fire, the Blackbird’s jamming and missile countermeasures usually meant — not to mention its 2,200 miles-per-hour speed — enemy surface-to-air missiles missed by a mile. Literally.
That top speed meant the average temperature of the plane’s skin was upwards of 600 degrees. At that temperature, it couldn’t be built with aluminum, so it had to be built with 93 percent titanium – and that titanium came from Russia.
The Russians never knew to whom they were selling the titanium, but they sold enough to build 32 SR-71 Blackbirds — planes used primarily to spy on the Soviet Union. The windows were made of quartz and the plane was built with intentional gaps in the wings and fuselage to account for heat expansion during flight. The airplane grows about 2 inches in width and 4 inches in length because of the frictional heat. The hottest part of the plane could get to 1,200 degrees.
The plane’s engines are unique to the Blackbird because no jet engine can absorb supersonic air. So they were specially designed to expand and contract with the airspeed. The extremely high airspeed gave the jet a unique sonic boom as it broke the sound barrier, and the Air Force routinely overflew foreign heads of state to remind them the U.S. could see them.
Of the 12 Blackbirds rendered unserviceable (none were shot down), four of those came from tire failure. Engineers solved this by cutting the amount of fuel the plane carried during takeoff. A normal mission would see one or two in-flight refuelings. The plane had to refuel every two hours, either in air or on land.
This video shows airmen and soldiers rescue people, three women, and three children, after a building near Songtan, South Korea caught fire and trapped them in a third-story apartment. Luckily, Songtan is near Osan Air Base. Local airmen from the 51st Fighter Wing at Osan and the 8th Fighter Wing at Kunsan Air Base, along with soldiers from the 35th Air Defense Artillery Brigade happened to be in the area and rushed to the scene.
The Korea service of the Armed Forces Network shared the mobile phone video of the rescue, as Army Master Sgt. talks about grabbing a blanket from a nearby store to use to catch children, as their mother tosses them out of the high window.
In all, the troops rescued three women and three young children.
The Obama administration isn’t capable of fighting the type of war necessary to defeat the Islamic State, a former CIA official told The Hill.
“I don’t think they understand the kind of war they need to fight,” Henry Crumpton, a former CIA official who led teams in Afghanistan against the Taliban, told the publication. “They’re waging the war they want to fight but not the one that will lead to success.”
The Obama administration’s efforts against the Islamic State, also known as ISIS or ISIL, have been aimed at propping up the Iraqi government in Baghdad while conducting airstrikes against jihadist targets throughout Iraq and Syria.
The US has also expressed support to use the Shiite-dominated Iraqi central government to channel arms and other forms of aid to Sunni tribal fighters and members of the Kurdish militia.
But the US has refused to directly assist groups outside the Baghdad government for fear of stoking sectarianism within the country. The Obama administration has also pledged not to send combat troops to Iraq and not to expand the US’ on-the-ground military presence beyond small deployments of military advisers and trainers.
Crumpton, who joined the CIA in 1981, believes this limited support is insufficient when facing an enemy like ISIS. In his view, the US needs a greater military and intelligence footprint in Iraq if it wants to fully dismantle the militant group.
“You have to have an intelligence presence on the ground. It really is a question of deep intelligence and empathy,” he told The Hill. This would allow the US to conduct a larger number of precision strikes against the group while also better anticipating its future moves.
A more robust intelligence network would also allow the US to understand the political dynamics at the ground level. This information could be leveraged to form alliances and work toward political solutions among Sunni tribes disgusted with both ISIS and the central Iraqi government.
US airstrikes against ISIS are also becoming less effective because the group has changed its tactics. It now houses prisoners within its main buildings and is increasingly fighting within densely populated civilian areas. These new practices are aimed at deterring airstrikes, as the US is reluctant to take actions that would harm civilians.
ISIS’ adaptive tactics, coupled with US reluctance to become more deeply involved in the conflict, has led to a cold streak in the fight against the group. In May, ISIS seized the Iraqi provincial capital of Ramadi, just 77 miles from Baghdad. At the same time, the Iraqi military has proved less and less capable of fighting the group.
For the first time ever, measurements from NASA Earth-observing research satellites are being used to help combat a potential outbreak of life-threatening cholera. Humanitarian teams in Yemen are targeting areas identified by a NASA-supported project that precisely forecasts high-risk regions based on environmental conditions observed from space.
“By joining up international expertise with those working on the ground, we have for the very first time used these sophisticated predictions to help save lives and prevent needless suffering for thousands of Yemenis,” said Charlotte Watts, chief scientist with the United Kingdom’s Department for International Development.
Cholera is a disease caused by consuming food or water contaminated with a bacterium called Vibrio cholerae. The disease affects millions of people every year, resulting in severe diarrhea and even death. It remains a major threat to global health, especially in developing countries, such as Yemen, where access to clean water is limited.
Starting this spring, the British government and international aid groups in Yemen began using these new cholera forecasts to target their work in reducing cholera risk. That work includes promoting good hygiene to prevent the spread of the water-borne disease and distributing hygiene and cholera treatment kits. The results to date suggest the forecast model has the potential to fundamentally change how the international community addresses cholera.
The research on forecasting cholera outbreaks funded by NASA’s Applied Sciences Program is being led by hydrologist and civil engineer Antar Jutla at West Virginia University, Morgantown, along with Rita Colwell and Anwar Huq, microbiologists from the University of Maryland, College Park.
The NASA forecast tool divides the entire country of Yemen into regions about the size of a typical U.S. county, and predicts the risk of cholera outbreaks in each region. To calculate the likelihood of an outbreak, the science team runs a computer model that combines satellite observations of environmental conditions that affect the cholera bacteria with information on sanitation and clean water infrastructure.
The predicted cholera risk based on analysis and satellite data in Yemen, June 2017. Blue color indicates low risk of cholera while red color indicates high risk of cholera.
The actual number of cholera cases in June 2017. The red area represent reported cholera cases.
In 2017, the model achieved 92 percent accuracy in predicting the regions where cholera was most likely to occur and spread in Yemen that year, even identifying inland areas that are not usually susceptible to the disease but suffered outbreaks. The Yemen cholera outbreak was the world’s worst in 2017, with more than 1.1 million suspected cases and more than 2,300 deaths, according to the World Health Organization.
“The model has done an excellent job in Yemen detecting triggers of cholera outbreaks,” said Jutla, “but there is still a lot of work we need to do to have this forecast model give accurate predictions everywhere.”
International humanitarian organizations took notice. This January, Fergus McBean, a humanitarian adviser with the U.K.’s Department for International Development, read an article about the NASA-funded team’s 2017 results and contacted them with an ambitious challenge: to create and implement a cholera forecasting system for Yemen, in only four months.
“It was a race against the start of rainy season,” McBean said.
The U.S. researchers began working with U.K. Aid, the U.K. Met Office, and UNICEF on the innovative approach to using the model to inform cholera risk reduction in Yemen.
In March, one month ahead of the rainy season, the U.K. international development office began using the model’s forecasts. Early results show the science team’s model predictions, coupled with Met Office weather forecasts, are helping UNICEF and other aid groups target their response to where support is needed most.
“This ground-breaking initiative is a testament to the importance of interdisciplinary and multi-agency efforts to improve disease preparedness and response,” said John Haynes, program manager for health and air quality applications in NASA’s Earth Science Division, at the agency’s headquarters in Washington.
McBean believes in this new approach. “We are confident acting on the model’s predictions this year. We know that acting early is a more effective way of operating and is likely to result in a much better outcome for people.”
Colwell, who compared the 2017 Yemen results to passing the first stage of a three-stage drug trial and discovering the drug is saving the lives of a particular type of patient, said that the science team’s next step is to create global risk maps for cholera. In the same way meteorologists issue severe storms warnings, these risk maps and forecasts would allow people to prepare for and prevent outbreaks.
NASA uses the vantage point of space to understand and explore our home planet, improve lives and safeguard our future. Earth observations and information made possible by NASA form the foundation for critical environmental planning and decisions by people all over the world. The agency makes its Earth observations freely and openly available to those seeking solutions to important global issues.
Featured image: The United Nations Children’s Fund, with support from U.K. Aid, distributes clean water and information about cholera to prevent outbreaks of the disease in Yemen. Humanitarian teams in Yemen are targeting areas identified by a NASA-supported project that precisely forecasts high-risk regions based on environmental conditions observed from space.
This article originally appeared on NASA. Follow @NASA on Twitter.
“We were driving down I-5 in California heading back to Marine Corps Base Camp Pendleton and a car pulled out in front of us, swerved, hit a wall going about 65 mph and then rolled a couple of times,” said Peach.
Peach then pulled in front of the vehicle and rushed to the man’s aid.
“I was scared the entire time but I saw a lifeless body sitting in the car and I wasn’t just going to turn my head and do nothing about it,” said Peach. “Then I saw the smoke and knew I only had a certain amount of time before the car caught on fire.”
Peach then tried, without success, to break the windows of the car.
“One of my best friends and I ripped off the back hatch and I just barreled right in there,” said Peach. “The whole time I was feeling around for other people because I couldn’t see anything. Once I found him he was tangled up in his seat belt and I couldn’t get him loose.”
Peach then left the car and grabbed a flare from another driver who had pulled over to help. He then went back into the vehicle, cut the seat belt and fireman-carried the man out. He attended to the injured man until paramedics arrived.
Following the incident, Peach was hospitalized for smoke inhalation.
“Sgt. Peach is the embodiment of what we look for in our [non-commissioned officers],” said Lt. Col. Reginald McClam, commanding officer of 1st Battalion, 8th Marine Regiment. “I’m proud of him and I know the family that he brought into the Marine Corps by saving their family, is happy he was there.”
After putting his life on the line Peach found himself gaining more than a new medal.
“I talk to the family every other day,” said Peach. “It feels good being able to help somebody out. It’s not about the awards. I never thought when this happened that I’d get this [award]. I’m just glad I was there and able to help.”
After serving in the US Navy during the Vietnam War, George Platt faithfully wore his identification tag — informally known as a “dog tag.”
Like every other member of the military, he was originally issued two, but at some point one went missing.
The other one, however, was always with him throughout most of his adult life.
“He had it with him when I first met him,” said his wife of 30 years, Sheila Platt. The couple met in 1983.
Years later, sometime after George Platt was diagnosed with early onset Alzheimer’s disease, the lone tag that he’d worn for so long disappeared.
“I just assumed when I didn’t see it that he put it somewhere in the house, and I would come across it,” said Shelia Platt. “I never did, and I stopped thinking about it.”
Her husband died in 2014 at the age of 67 and she gave his clothing to Goodwill. But she did not find the tag.
Three years passed, and then something happened. Something “amazing.”
Chain of events
William “Biff” Trimble served in the US Air Force in Southeast Asia about the same time as George Platt.
Today, he volunteers with Disabled American Veterans Chapter 86, driving veterans to medical appointments. As a result, he sometimes has one of the DAV vans parked outside his home.
That fact provided a critical link in the chain of events that was to follow.
On a recent weekend, Trimble’s regular postal carrier was making Express Mail deliveries in the vicinity of Bing’s Landing. Hurricane Irma had swept through and left behind a lot of street debris there. By chance, the carrier spotted a small metal rectangle in the debris and picked it up.
It was a military dog tag belonging to George Platt.
The carrier had the tag with her as she drove her regular route when she spotted the DAV van parked in Trimble’s driveway. She approached Trimble and his wife, showed them the dog tag and said, “I found this on the street; is there anything you can do?”
Trimble accepted the tag and took it to the DAV post, where he gave it to chapter treasurer Larry Rekart.
Rekart checked the chapter’s membership records, but did not find George Platt there. So he turned to the telephone directory.
At a time when many people rely solely on cell phones and the telephone white pages are shrinking, the Platts’ number was still listed. Sheila Platt had never changed it.
The day the phone rang, she had just returned home after having evacuated because of the storm. It marked the conclusion of an unhappy two weeks for Shelia Platt. She had evacuated just two days after attending her mother’s funeral.
When she answered the phone, the voice at the other end asked to speak with her husband.
She said simply that he wasn’t there, so the caller — it was Rekart — asked if he was speaking with Mrs. Platt.
She admits becoming irritated at first but what Rekart said next surprised her. Someone had found her husband’s dog tag and she could pick it up at the DAV office.
She wanted to tell someone about this incredible development, but her confidant had always been her mother. She wondered: “Who do I call for this? Who do I call to tell this story to?”
She settled on her husband’s niece. Then, by chance, the man who served as best man at the Platts’ wedding texted her to find out if she’d returned from her evacuation, so she called him.
“I said, ‘You will not believe this story,'” she said.
At last, Sheila Platt went to the DAV office to retrieve the missing ID. It was an emotional moment.
“I hadn’t cried over him in a long time,” she said, “and when I came here, I started.”
Bing’s Landing is almost nine-and-a-half miles from the Platt home. And it’s on the opposite side of the Matanzas River. By Sheila Platt’s account, her husband wouldn’t have gone there.
So, how did his dog tag end up so far from home?
It was a source of speculation when she met with members of the DAV. One person asked if her house had ever been robbed, but she said no. Another asked if she had given any of her husband’s clothing away, and she remembered the Goodwill.
Today, she wonders if the tag had been in a pocket she hadn’t checked before donating the clothing. Still, that may be as close as she ever gets to solving the mystery.
Sheila keeps the tag on a fob for now and plans to do something more permanent with it eventually.
George Platt, she said, “was just a great guy; he was a great husband.”
The tag, she added, was “something that was important to him. The fact that he lost it or whatever I attribute to the Alzheimer’s. Because it was something that he always kept with him.”
A government official says a Jordanian soldier faces murder charges in the shooting deaths of three US military trainers at a Jordanian air base.
He says the soldier will be tried by a military court, starting June 7th. The official spoke on condition of anonymity because he was not authorized to brief reporters.
The US Army Green Berets were killed November 4 at the Al-Jafr air base in southern Jordan. They came under fire as their convoy entered the base.
Jordanian officials initially said the trainers sparked the shooting by disobeying orders from Jordanian soldiers.
The slain Americans were 27-year-old Staff Sgt. Matthew C. Lewellen, of Kirksville, Missouri; 30-year-old Staff Sgt. Kevin J. McEnroe of Tucson, Arizona; and 27-year-old Staff Sgt. James F. Moriarty of Kerrville, Texas.