The Air Force is vigorously pursuing new avionics, radar, targeting sensors, weapons, glass cockpit displays and Artificial Intelligence for its F-22 stealth fighter to try to sustain air supremacy amid Russian and Chinese 5th-generation stealth fighter technical modernization, service officials said.
The service has an ambitious, wide-ranging set of objectives woven into this initiative; the Air Force aims enable the F-22 to ID targets at longer ranges, respond more efficiently to sensor input, sustain an air-to-air combat superiority over near-peer rivals and lay down a technical foundation such that the aircraft can quickly embrace new weapons, technologies, sensors and software as they emerge – all so that the F-22 can serve all the way out to 2060.
The multi-pronged effort is inherently connected to early iterations of increased computer automation and AI, as a mechanism to integrate otherwise disparate elements of F-22 avionics, sensors and mission systems. Common IP protocol standards, including both software and hardware, are engineered to provide a technical backbone enabling upgrades and integration of a variety of interconnected systems—to include radar warning receivers, AESA radar, LINK 16 connectivity, improved weapons, emerging sensor and targeting configurations and new transponders, able to identify friend or foe.
“The Air Force has made progress with efforts to upgrade sensors on the F-22. The Air Force continuously looks for ways to upgrade and enhance capabilities based on threats around the world, to include the F-22 sensors,” Capt. Emily Grabowski, Air Force spokeswoman, told Warrior Maven.
In concept and application, AI can lower a hardware footprint and increasingly use advanced algorithms to perform processes without requiring as much human intervention. For instance, a more integrated computer processor is better-equipped to potentially perform real-time analytics during a mission to make adjustments as maintenance and combat circumstances may require. Faster analytics, relying on newer forms of computer automation, can more quickly identify problems, recognize threats and streamline various cockpit functions.
In particular, this can mean the emergence of multi-function sensors where single systems can simultaneously perform different missions and organize incoming data. Such AI-oriented technologies can have targeting benefits for combat, threat-recognition improvements, longer-range enemy identification or weapons delivery applications.
Ken Merchant, Lockheed Vice President of F-22 Programs explained this to Warrior Maven in an interview, “we are starting AI, which includes what includes what we call enterprise sustainment organization. Our cockpit is still a series of six displays. Should we go to glass and synthesize new sensor inputs in front of the pilot? Can I squeeze all that information into a small display and sustain those for next 20-years, or should I go to glass?”
Many of these considerations, in terms of specifics, are expected to inform an upcoming mid-life upgrade and sustainment enterprise for the F-22 fleet. Merchant said the mid-life upgrade will not only extend the functional service life of the aircraft for several more decades, but also reduce technical risk. The mid-life work on the aircraft, slated for 2024, is primarily geared toward maintaining F-22 technological superiority while both China and Russia fast-track 5th-generation stealth aircraft.
Exploration of AI for the F-22 aligns, in many respects, with the current “sensor fusion” technologies built into the F-35; this includes organizing and displaying information from Electro-Optical/Targeting Systems (EOTS), Distributed Aperture Systems (DAS) and other sensors onto a single screen. Relying on advanced algorithms, this system is often referred to as man-machine interface, able to lower the “cognitive burden” placed on pilots, who can be freed up to focus on other priorities and decisions.
Specifically, Merchant said, F-22 engineers were already exploring a lightweight DAS-like sensor system for the F-22, able to bring advanced tech to the F-22 without compromising stealth advantages or maneuverability.
Computer-enabled AI, naturally, can greatly expedite completion of the Air Force’s long-discussed OODA-loop phenomenon, wherein pilots seek to quickly complete a decision-making cycle – Observation, Orientation, Decision, Action – faster than an enemy fighter. The concept, dating back decades to former Air Force pilot and theorist John Boyd, has long informed fighter-pilot training and combat preparation.
If pilots can complete the OODA loop more quickly than an enemy during an air-to-air combat engagement, described as “getting inside an enemy’s decision-making process,” they can destroy an enemy and prevail. Faster processing of information, empowering better pilot decisions, it naturally stands to reason, makes a big difference when it comes to the OODA loop.
This entire effort synchronizes with a current 3.2b software upgrade (covered extensively in Part 2 of the F-22 series), which uses agile software development to, among other things, upgrade F-22 weapons systems.
This progressive series of F-22 modernization enhancements feeds into a commensurate effort to update 1980s and 1990s computer technology, in some cases drawing on commercially available technical innovations, such as RedHat open-source software, Merchant explained. The mid-life upgrade will address much of this in an effort to ensure the pumps, valves and integrated core processors are brought up-to-date.
Newer F-22s are already getting advanced AESA radar, not unlike what is already on the F-35, engineered to accommodate software upgrades as they emerge. This architecture enables the aircraft radar warning receiver to broaden its threat library to identify new enemy aircraft. These upgrades involve the installation of new transponders able to quickly identify “friend or foe” aircraft more efficiently, developers explained.
“You can see air-to-air targets coming your way and a ground target will appear as a blip on a screen – with an information tag on it based on intel telling you what it is,” Merchant said.
Interoperability with the F-35 and 4th-gen aircraft will also be greatly improved by the addition of more LINK 16 data-link technology; the F-22 will be able to wirelessly transmit targeting, mapping and other sensor information to other aircraft without needing to rely upon potentially “hackable” voice transmissions, Merchant explained. Merchant said Lockheed and the Air Force are planning some initial flight tests of this transmit improvement by the end of this year.
“This will help everybody that is airborne see a common picture at the same time,” Merchant added.
A hardware portion of the upgrades, called a “tactical mandate,” involves engineering new antennas specifically designed to preserve the stealth configuration of the F-22, John Cottam, Lockheed F-22 Program Manager, told Warrior Maven.
“New antennas have to be first constructed. They will be retrofitted onto the airplane. Because of the stealth configuration putting, antennas on is difficult and time consuming,” he said.
Air Force is already using wirelessly-enabled automation to facilitate real-time analytics for conditioned based maintenance on board F-16s.
Automated CBM can help identify potential points of failure while an aircraft is in-mission and therefore increase safety and reliability while also lower costs and streamlining maintenance. AI is one of the emerging ways this can increasingly be accomplished. At the same time, AI is also fundamental to rapid targeting, navigation and other aircraft functions – it allows the aircraft to keep pace with rapid technology change and add new algorithms or computer processing tech as it becomes available.
Upgrading computer tech is something the Air Force is pursuing across the fleet, recognizing its significance to future combat; for instance, the service is progressing with an ongoing effort to equip the F-15 with the fastest jet-computer processor in the world, called the Advanced Display Core Processor, or ADCPII. Boeing developers tell Warrior Maven the system is capable of processing 87 billion instructions per second of computing throughput.
The F-22 will also continue to upgrade its collision avoidance technology which is somewhat different than the F-16s ground collision avoidance system which can automatically re-route an aircraft headed for collision. The F-22 system simply keeps the aircraft above a certain altitude in the event that a pilot is incapacitated. Also, auto-navigation software could be used to help an F-22 maneuver, re-position during an air-to-air engagement or land in challenged circumstances. A technology of this kind, called Delta Flight Path, is already operational on the F-35; the software helps guide the aircraft independently in circumstances where that might be necessary.
Autonomous, or semi-autonomous, flight is a fast-evolving technology across the US military services which increasingly see AI as a key wave to future warfare; the Air Force has already experimented with unmanned F-16s and there is a lot of work going more broadly in this area. Former Navy Secretary Ray Mabus once said the service’s F-35C will likely be the last “manned” fighter. This question, continues to inform an ongoing debate. AI enabled autonomous flight, while bringing some advantages without question, also has limitations, military scientists and engineers explain.
Thus far, AI-enabled computer programs are able to complete procedures much more quickly than efficiently, in many instances, than a human can. At the same time, there is still not as of yet a suitable substitute for the kind of problem-solving and dynamic decision-making ability provided by human cognition, scientists explain. For this reason, future explorations place a premium on machine-learning and autonomy as well as man-machine interface wherein algorithms are advanced to support a human functioning in the role of command and control.
For instance, Air Force former Chief Scientist Dr. Gregory Zacharias often talked about these questions over the course of several interviews with Warrior Maven in recent years. As an expert specialist in the area of autonomy, he talked about a fast-approaching day wherein pilots will be able to control nearby drone “wing-men” from the cockpit of an F-35 or F-22. Such a technology, naturally, could enable forward operating drones to conduct reconnaissance missions, test enemy air defenses and even fire weapons – all while a pilot remains at a safer standoff distance acting in the role of command and control.
Guardsmen from the Utah Army National Guard implemented a policy of doing physical exercise prior to using the bathroom at the organization’s headquarters in Draper, Utah.
“Soldiers will perform one [Army Combat Fitness Test] leg tuck (LTK) to enter and/or exit,” a sign read in front of both female and male bathrooms.
The new rule, which the Utah Guard says will not be strictly enforced, was given by its senior enlisted leader, Sgt. Maj. Eric Anderson. A public affairs officer for the Utah Guard said the directive is not intended to be a serious mandate and is purely for motivational purposes.
“One of the weaknesses we noticed in our soldiers is the leg tuck,” Maj. DJ Gibb said to Insider. “We just had a couple of these pull-up bars in our work-out areas.”
The sign is intended to be a friendly prompt that “when [soldiers] get a chance, [they] should,” Gibb said, referring to the leg tuck.
(DoD photo by Benjamin Faske)
The purpose of the loose rule was to motivate its soldiers to pass the ACFT, the Army’s newest physical assessment test. Soldiers are expected to take two ACFT assessments by this month, and the Army will officially begin administering on-the-record tests starting October 2020.
The ACFT is comprised of six separate, timed events ranging from deadlifts to a two-mile run. The leg tuck, one of the events, requires soldiers to “complete as many … as possible in two minutes” on a pull-up bar as they “maintain a relative vertical posture while moving the hips and knees up and down without excessive swinging or kipping.”
“The LTK assesses the strength of the Soldiers grip, arm, shoulder and trunk muscles,” the Army says on its website. “These muscles assist Soldiers in load carriage and in avoiding injuries to the back.”
U.S. Army Sgt. 1st Class Danny Gonzalez, Recruiting and Retention Command, New Jersey Army National Guard, carries two 40-pound kettlebells during the Army Combat Fitness Test.
(New Jersey National Guard photo by Mark C. Olsen)
The ACFT is slated to replace the Army’s antiquated Army Physical Fitness Test (APFT). The APFT consisted of a timed two-mile run, push-ups, and sit-ups and has been in use by the Army since 1980. Critics assailed the APFT for not adequately measuring the combat readiness of a soldier, and calls for a revamped test prompted the Army to research newer methods of assessing physical fitness.
Despite some concerns in the military community about the new ACFT, namely potential injuries and costs of the program, Gibb said the Utah Guard was “confident” that the new standards will continue to be met.
“I think we do put an emphasis on the readiness of our soldiers, and it’s attributed to little things like this,” Gibb said.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The military has very talented photographers in its ranks, and they constantly attempt to capture what life as a service member is like during training and at war. This is the best of what they shot this week:
Eleven C-17 Globemaster IIIs line up on the runway at Moses Lake, Wash., after an airdrop during exercise Rainier War Dec. 10, 2015. Rainier War is a semiannual large formation exercise, hosted by the 62nd Airlift Wing, designed to train aircrews under realistic scenarios that support a full spectrum operations against modern threats and replicate today’s contingency operations.
An F-16 Fighting Falcon receives fuel from a KC-135R Stratotanker during exercise Razor Talon Dec. 14, 2015, over the coast of North Carolina. The aircrew and other support units from multiple bases conducted training missions designed to bolster cohesion between forces.
A CH-47 Chinook helicopter crew, assigned to 16th Combat Aviation Brigade, 7th Infantry Division, U.S. Army Alaska drops off United States Air Force Airmen during a field training exercise at the Joint Pacific Alaska Range Complex, Alaska, Dec. 9, 2015.
An explosive ordnance disposal (EOD) technician, assigned to the 20th CBRNE Command, checks for a simulated improvised explosive device during an exercise at Aberdeen Proving Ground, Md., Dec. 9, 2015.
PACIFIC OCEAN (Dec. 14, 2015) Capt. Brian Quin, commanding officer of Wasp-class amphibious assault ship USS Essex (LHD 2), takes a “selfie” with Tigers during a Tiger Cruise. Essex is the flagship of the Essex Amphibious Ready Group and, with the embarked 15th Marine Expeditionary Unit (15th MEU), is deployed to the 3rd Fleet area of responsibility.
SAN DIEGO (Dec. 10, 2015) Santa Claus gives a pediatric patient a gift at Naval Medical Center San Diego (NMCSD). Santa Claus and NMCSD staff members brought patients toys and cookies to lift their holiday spirits.
A Marine with Alpha Company, 2nd Assault Amphibian Battalion, awaits the order to lock down the hatches as the unit prepares to conduct company-level beach operations on Camp Lejeune, North Carolina, Dec. 5, 2015. During this exercise the unit conducted maneuvers as a mechanized infantry company in preparation for upcoming operations.
A U.S. Marine assigned to Marine Heavy Helicopter Squadron (HMH) 461, sits on top of a CH-53E Super Stallion aircraft at Marine Corps Air Station New River, North Carolina, Dec. 15, 2015. HMH-461 conducted helicopter rope suspension training with 1st Battalion, 8th Marine Regiment, and 2nd Recon Battalion.
The crew of Coast Guard Cutter Escanaba returns to their homeport of Boston, Dec. 19, 2015, following a successful 52-day deployment in the Eastern Pacific Ocean. The crew aboard the Escanaba successfully interdicted 1,009 kilograms of cocaine, two vessels, and five suspects, in support of Operation Roundturn.
Coast Guard Air Station Los Angeles crew conducts emergency aircraft evacuation trainingSubscribe to Unit Newswire Subscribe 2 Crew members of Coast Guard Air Station Los Angeles conducted emergency aircraft evacuation training at Loyola Marymount University on Dec. 16, 2015. Each member is harnessed into an aircraft seat situated inside a metal simulated aircraft cabin.
The U.S. military conducts mission-based training events year-round, but Arctic Edge 2018 is a unique opportunity that has brought more than 1,500 U.S. military personnel from 20-plus units together to train in arctic conditions throughout the Alaska range.
For Special Operations Command North, a component of U.S. Special Operations Command with headquarters at Peterson Air Force Base, Colorado, it is an ideal environment to test their ability to operate in extreme weather conditions.
“It’s a chance for us to get up here in these extreme conditions and conduct training to make sure the equipment is working, and we are keeping those skill sets sharp,” said the director of operations for Joint Special Operations Task Force Alaska.
Names, ranks, and service affiliations of special operations service members involved with the exercise are not included in this story for operational security and privacy reasons.
Conducting long-range movements in severe weather over treacherous terrain with limited visibility is challenging for even the most experienced operator. The teams have endured sub-zero temperatures and near whiteout conditions since the first team deployed March 7, 2018.
During the evolution, one advanced operating base team and two operational detachment alpha teams — which consist of both mobility- and mountain-trained personnel — were deployed to Alaska’s Utqiagvik and Anaktuvuk Pass. So far, the teams have completed long-range ground and air infiltration events, which included an airdrop of equipment as well as reconnaissance and direct-action operations. The teams also used new communication systems to enhance their capabilities in a cold-weather environment.
The company operations officer said the biggest obstacle the teams have overcome is identifying and, in some cases, developing new equipment needed for operations in such austere environments.
“We have guys in Anaktuvuk and we have guys in Barrow, two completely different terrains, and it requires two different load-outs,” he said. “So, [we’re] finding the solutions for equipment and getting people to understand that there is no one-size-fits-all [packing list].”
With the diverse terrains and cold weather, the company operations officer said, training events like Arctic Edge allow the teams to maintain perishable skills.
“It’s cold in Colorado,” the operations officer said, “but we don’t deal with the temperatures that they deal with up here. So, the ability to come up here and train in Alaska is phenomenal.”
In 1984, the Army was studying all sorts of paranormal phenomena, from men trying to walk through walls and move objects with their mind to killing goats from 100 feet away. One of the lesser-known experiments was in “astral projection” with soldiers trying to move their consciousness to a different time and space. And the most exotic locale they tried to reach was a million years ago on Mars.
They didn’t let him read the information in the envelope. So he didn’t know he was being asked to focus on the planet Mars in the year 1 million B.C.
His reports get pretty weird, pretty fast though. At the first set of coordinates, the subject claims to see a pyramid and the “after effect of a major geologic problem.” When told to go back to a time before the geologic event, he starts describing an entire ancient civilization.
I just keep seeing very large people. They appear thin and tall, but they’re very large. Ah…wearing some kind of strange clothes.
These thin and tall people lived in a series of structures built in the walls of massive canyons.
…it’s like a rabbit warren, corners of rooms, they’re really huge, I don’t, feel like I’m standing in one it’s just really huge. Perception is that the ceiling is very high, walls very wide.
The best part is how the guide responds to this. Remember, he’s hearing a “psychic” describe what ancient Mars was like. And when he hears that the rooms are large and laid out like a rabbit warren, he responds, “Yes that would be correct.”
Yeah, the dude asking psychics to describe an ancient Martian civilization was pretty sure what the rooms should look like.
The subject goes on to describe aqueducts, pyramid-shaped storm shelters, and more.
And in the storm shelters, the test subject actually spoke with these massive Martians. It turns out, their society was dying, and massive storms were destroying the planet. The Martians that the subject was speaking to were waiting for it all to collapse. But they had sent a group to populate somewhere new.
It’s like I’m getting all kinds of overwhelming input of the….corruption of their environment. It’s failing very rapidly, and this group went somewhere, like a long way to find another place to live.
No one says that this party of ancient Martians were the first humans. But we all get it, right?
According to a Slate article, retired Army Chief Warrant Officer Joseph McMoneagle claims to have been the test subject. He believes that the experiments were real and that he was really seeing the surface of an ancient planet. But he also says that such exotic requests were rare. He also said that he didn’t like studying Mars or UFOs or anything similar because “there’s no real way to validate the information.”
The Army’s remote-viewing program supposedly shut down in the 1990s because it “failed to produce the concrete, specific information valued in intelligence gathering.”
To support the ongoing efforts to reduce the number of non-deployable soldiers, Army leaders released a new directive designed to encourage soldiers to reach deployable standards outlined in the directive.
If standards are not met within six months, a soldier could face separation.
Secretary of the Army Mark T. Esper and Chief of Staff of the Army Gen. Mark A. Milley prepared the directive, which took effect Oct. 1, 2018.
Maj. Gen. Joseph Calloway, director of military personnel management, Office of the Deputy Chief of Staff, presented the new directive Nov. 15, 2018, in a media briefing at the Pentagon.
The number of soldiers in non-deployable status has been reduced from 121,000 (roughly 15 percent of the total force) to less than 60,000 this past year. In October 2018 alone, the Army posted a reduction of 7,000 non-deployable members.
Calloway said the separated members came from across the force, including unsatisfactory soldiers in the Army Reserve and National Guard and some who were pending separation.
The effort followed the release of a new directive by Defense Secretary James Mattis February 2018 to raise standards for deployable troops across the four military branches, improving readiness and lethality.
The directive highlights two distinctions: for the first time, the Army defines deployability plainly in written form. And the directive marks a culture change that encourages greater accountability among soldiers to maintain readiness and empower commanders.
Deployers from Headquarters Company, 89th Military Police Brigade, unload their equipment into their temporary lodging quarters at Lackland Air Force Base, Texas, in support of Operation Faithful Patriot, Oct. 29, 2018.
(Photo by Senior Airman Alexandra Minor)
“The culture change is particularly important,” Calloway said. “We’re not only defining the deployability and the directive, it’s the first time we’ve ever put on paper what constitutes deployability.”
The directive enables commanders to closely examine non-deployable soldiers on a case-by-case basis.
“The first actions that senior leaders are taking is to ensure commanders understand their authorities; how to use them and that they are supported by senior leadership,” said Diane Randon, principal deputy assistant secretary of the Army for manpower and reserve affairs.
To be certified as deployable, Soldiers must be:
legally, administratively and medically cleared for employment in any environment;
able to operate in harsh environments or areas with extreme temperatures;
able to carry and employ an assigned weapon;
able to execute the Army’s warrior tasks;
able to operate their duties while donning protective equipment such as body armor, helmets, eye protection gloves and chemical or biological equipment.
Finally, soldiers must pass the physical fitness test or be able to meet the physical demands of a specific deployment.
Soldiers who do not meet the standards of the new criteria, or soldiers who become permanently non-deployable after the date of the new directive, will be considered unqualified to serve in any military branch. Soldiers who remain in non-deployable status because of administrative reasons have six months to meet the requirements or face separation.
Calloway noted that the new directive does not apply to all of the remaining 60,000, including those who remain in non-deployable status due to medical reasons. The general estimated about 70-80 percent of the 60,000 remain non-deployable for medical reasons, and another portion for legal reasons.
Wounded warriors who have continued active duty and those on certain types of medical profiles will not be subject to the new directive. Only commanders at the O-6 level and above in a soldier’s chain of command can waive one or more of the six requirements.
Exemptions to the requirements include ex-prisoners of war who were deferred from serving in a country where they were held captive, trainees or cadets who have not completed initial entry training, and Soldiers who are temporarily non-deployable because they received a compassionate reassignment or stabilization to move them closer to an ill family member.
To help soldiers meet deployability standards, Calloway said, the service already has measures in place to reduce non-deployables and injured soldiers beginning in basic training.
U.S. Army recruits practice patrol tactics while marching during U.S. Army basic training at Fort Jackson.
(U.S. Air Force photo by Staff Sgt. Shawn Weismiller)
Soldiers must meet physical and psychological standards based on their desired career fields. The Army has also began to implement holistic health and fitness measures in its training.
“You can never get 100 percent on [reducing the number of non-deployables],” Calloway said. “But the goal is … to get it as low as possible.”
In the past, Calloway said Army leaders used a conservative approach to reporting non-deployables. By upholding stricter standards and holding Soldiers accountable to maintain qualifications for deployability will not only change culture but raise morale and enthusiasm to uphold standards.
In recent selection boards for officers competing to be battalion and brigade commanders, candidates were required to certify that they are deployable and had to pass a physical fitness test. Randon hopes soldiers will see the increased standards at those levels of command as motivation.
“It really is a mindset of inspiring and motivating soldiers to be accountable and to be classified as deployable,” she 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.”
Morale patches are patches troops wear on their uniforms designed to be a funny inside joke, applicable only to their unit or military career field. They are usually worn during deployments, but the wear of morale patches is at the discretion of the unit’s commander.
The patches often (not always) make fun of a depressing, boring or otherwise specific part of the job.
These patches have been around since the military began to wear patches. They are collected and traded by people, both military and civilians, who come across them. Some are more popular than others, but they are usually a lot of fun.
The “Morale Stops Here” patch is pretty popular and is actually repeated by units the world over. It’s really funny the first time you see it.
This is an old one, a throwback to the Air Force’s Strategic Air Command days. “To forgive is not SAC policy” is widely attributed to famed SAC commander Curtis LeMay.
For the benefit of the uninitiated, CSAR stands for Combat Search And Rescue.
Having the Kool-Aid Man as your unofficial mascot is funny enough, but making his hand the lightning-shooting gauntlet in the old SAC emblem is clever.
The JSTARS (or Joint Surveillance and Target Attack Radar System) have a descriptive patch here – as they operate out of trailers at Al-Udeid Air Base, Qatar (in the military, being deployed here is also known as “doing the Deid”).
This is a U.S. Navy patch from Vietnam. The “yacht” is a junk – a historically widespread type of ship used in China and around Southeast Asia. The Tonkin Gulf is where the Vietnam War (or more specifically, the U.S. involvement in it) really ignited.
More from Vietnam. By the end of the 1960’s, the rift between those who served in Vietnam and the perception of the war back home hit its peak.
As the Cold War intensified and the threat of nuclear war seemed more and more unavoidable, the young enlisted and officers whose role in the annihilation of Earth’s population probably felt more than a little stressed.
The tradition continued, well into Desert Storm. If you have morale patches that make others laugh or are highly prized, please post in the comments.
During the opening three days of the Mosul offensive, U.S.-led airstrikes rattled the city at a rate of one bomb every eight minutes, an official said.
The sheer volume of strikes sets the operation apart from others in the ongoing campaign against militants affiliated with the Islamic State of Iraq and Syria, or ISIS, according to Col. Daniel Manning, the deputy director of the Combined Air Operations Center.
“It’s a pretty intense bombing campaign if you think about each of these bombs are precision-guided weapons … so it’s a really high rate to be concentrated over one city over a prolonged period of time,” Manning told Military.com in a telephone interview Friday.
Since Iraqi Prime Minister Haider al-Abadi’s Oct. 16 declaration of the beginning of the assault to recapture Mosul, whose population has dwindled to about 665,000 residents, the air coalition conducted more than 191 strikes through Nov. 1, employing over 1,352 weapons for operations, according to Air Forces Central Command spokeswoman Kiley Dougherty.
From the start of Operation Inherent Resolve in 2014, Dougherty said the coalition has struck Mosul with 1,239 targets, dropping 5,941 bombs.
“You tend to employ more weapons when the weather is better, and when you’re partner forces are on the move because when they’re on the move, they’re finding the enemy, forcing the enemy to reveal themselves, and we’re there to strike them,” Manning said.
“We can certainly employ weapons in all weather — we have sensors that can look through the weather — but [a storm] usually slows down an operation of this size,” he added.
Mosul has been a months-in-the-making operation, Manning said. And planning out the airspace for Air Force and coalition aircraft has been essential to “work the stack” of aircraft operating in a vast city but tight airspace.
Aircraft from drones to fighters to bombers “are given different altitude restrictions, from low to very high where you’re assigned a certain block of altitude at the flight of two aircraft, and you maintain that block knowing that there are aircraft below and above you,” Manning said.
The same goes laterally. If there is an artillery strike from below that has the ability to fire high enough where “it can reach aircraft, you have to stay East or West of a certain line,” he said.
A coveted aircraft during the operation has been the B-52 long-range bomber. The Stratofortresses have the ability to stay airborne for a longer duration, have capable sensors to identify targets, and carry a wide-variety of bombs “attacking everything from vehicles to large-site targets.”
“Frankly, we want our partners and the enemy to see the airpower [the B-52] has overhead,” Manning said. “A B-52 encourages our partner force that we have their back. Being seen is actually a pretty good thing.”
In April, several B-52s arrived at Al Udeid Air Base, Qatar, to join the American-led campaign in place of the B-1B Lancer. The aircraft stepped up lucrative targeting throughout May and June, more than doubling their strikes against weapons caches, then-AFCENT spokesman Lt. Col. Chris Karns told Air Force Times in June.
The tactics ISIS have been using to try and thwart the coalition in Mosul aren’t revolutionary but they’ve complicated the dynamic throughout the city, Manning said. The group has burned oil trenches to throw off intelligence, surveillance and reconnaissance (ISR) aircraft; set off vehicle-borne improvised explosive devices; attempted hostage takeovers; and used snipers to kill coalition forces.
That’s why ISR aircraft — most heavily used throughout the Middle East theater — are a must-have to predict ISIS’ next move while detecting the location of civilians.
In May, Lt. Gen. Charles Brown, now the deputy commander of U.S. Central Command, noted the use of ISR almost always translates into a more clean-cut mission.
“I would actually like to have more ISR and really be able to use it,” he said at the time, “Because what it helps me to do is develop targets [and] … strike at the same time as we develop those targets. The more ISR I have, I can minimize the risk to civilian casualties and continue the precision air campaign that we have.”
“It’s also very likely when ISR aircraft go out over Mosul, they will employ one if not all of the weapons that they have,” Manning said.
For example, MQ-1 Predators and MQ-9 Reaper drones account for 15.6 percent of strikes in OIR, ACC spokesman Benjamin Newell told Military.com last month. They also account for 8.6 percent of all Combined Forces Air Component weapons dropped in OIR. “They are involved in nearly every operation in OIR, in one capacity or another,” Newell said.
“This is a very, very difficult way to fight,” Manning said. “And we can’t say when it’s going to be over.”
WATCH: B-52’s are gearing up to drop bombs on ISIS
More than 70 years ago, a US Army cargo plane dubbed “Hot as Hell” was headed for India on a supply mission. It never arrived, and no one went looking for the doomed aircraft or the eight men on board because military officials had no way of pinpointing where it went down.
All signs of the mission were lost until 2006, when a hiker in northeast India spotted a wing and panel sign with the plane’s name inscribed — “Hot as Hell.” It wasn’t until 2015 that the US Defense Department investigated the crash site and found the remains of 1st Lt. Robert Eugene Oxford.
On June 8th, Oxford will finally be returned home and then laid to rest the following weekend with full military honors in his tiny hometown of Concord, Georgia. Photos of his seven fellow crewmen, none of whom was ever found, will lay beside the coffin and then be placed inside it for burial.
“We were ecstatic that Eugene was found, but we feel guilty there are seven other men on that mountain top,” said Merrill Roan, the wife of Oxford’s nephew. “So we are honoring the other seven. … We have to honor them as well, because they may never get any closure.”
Oxford’s plane departed Kumming, China, on Jan. 25, 1944, said Staff Sgt. Kristen Duus at the Defense Prisoners of War/Missing in Action Agency. Oxford was declared dead two years later.
Oxford’s family didn’t know the wreckage had been found until 2007 when Merrill Roan saw a message on a genealogy website from a relative of another service member on the aircraft. That relative wanted help persuading military officials to investigate the crash site.
Duus’ agency confirmed the crash site correlated with the missing aircraft in 2008. But harmful weather coupled with access issues and security delayed recovery operation efforts until late 2015, Duus said.
Officials say a DNA analysis of Oxford’s remains matched his niece and nephew.
Roan said the family was “shocked and excited” when they heard the news.
Duus said Oxford is one of 74 veterans who have been identified so far this year. She said all service members have been returned to the US for identification before the family is notified and the service member is provided a funeral with honors.
Eighty service members were identified in 2015, and that number more than doubled with 164 the following year, Duus said.
The Missing in Action Agency website says there are more than 86,000 Americans still missing abroad from World War II, the Korean War, and the Vietnam War. Advancements in DNA testing technology and partnerships with other nations has helped find and identify more missing service members than ever, Duus said.
Oxford’s parents, siblings, and any other relatives who saw him leave for World War II have all died since he went missing, said Terrell Moody of Moody-Daniel Funeral Home, which is handling burial arrangements. Still, the long-overdue homecoming of his remains won’t go unnoticed.
A State Patrol escort will guide a hearse carrying Oxford’s casket 50 miles south on Interstate 75 from Hartsfield-Jackson Atlanta International Airport to the funeral home. A funeral will be held June 10th in a school auditorium — the biggest venue in town, Moody said.
“It’s just a huge historical event for our little town,” Moody said. “The phone constantly rings from people wanting information.”
Oxford will be buried in the same plot with his parents, Charles and Bessie Oxford, who had placed a memorial marker for their lost son at the gravesite after his plane went missing seven decades ago.
On Monday, SpaceX conducted a short test flight of a full sized prototype of the Starship they say will soon ferry Americans to Mars.
The Starship SN5 Test Vehicle flew for only about 40 seconds on Monday evening before touching back down to earth at SpaceX’s South Texas facility. Short as the Starship’s little hop may have been, it was a significant leap toward SpaceX founder Elon Musk’s goal of mounting crewed missions to Mars.
The SN5 Starship prototype isn’t the first iteration of the Starship to reach take off. Last year, a smaller prototype vehicle called the Starhopper completed a handful of short flights, reaching as high as 500 feet on one launch before returning to the ground. While these short trips may not seem significant, they actually represent two of the most challenging parts of a any space mission: the take off, and the return to earth.
The Starship mirrors the landing capability of SpaceX’s smaller and proven Falcon 9 rockets. The ability to land and re-use rocket stages has dramatically reduced the cost of orbital missions. The ship will eventually utilize an entire Falcon Heavy, the most powerful rocket in service anywhere on earth today, as it’s first stage. The Falcon Heavy utilizes 31 individual Falcon 9 rockets for propulsion and boasts similar reusability.
SpaceX Falcon Heavy during launch (SpaceX)
The SpaceX Starship prototype is powered by a single Raptor engine, but will eventually be equipped with six of the advanced rocket engines, which in conjunction with its powerful first stage, will give the ship a total crew capacity of up to 100 people.
The combination of the Falcon Heavy with the Starship will make SpaceX’s massive rocket entirely reusable, dramatically reducing the costs associated with long-duration space missions to the Moon or Mars. Importantly, the Falcon Heavy is the only rocket currently capable of making the long trip into lunar orbit with a crew onboard.
SpaceX is currently a strong contender for America’s upcoming moon plans to place astronauts on the Lunar surface by the mid-2020s. Japanese billionaire Yusaku Maezawa has already booked a flight around the moon aboard Musk’s Starship slated for 2023.
The F-35B Lightning II aircraft can now take off from a “ski jump,” reports Kelsey D. Atherton at Popular Science.
The Marine Corps’ version of the jet — built for vertical landings and short takeoffs from ships — was successfully tested taking off down a short runway with the assistance of a “ski jump” on Tuesday, according to IHS Jane’s. Interestingly, as Atherton notes, the test was for the benefit of NATO partners with “ski jumps” on their aircraft carriers, not for the U.S. Navy, which does not use them.
For the F-35B, the ‘ski-jump’ will be used to launch jets from the decks of the Queen Elizabeth and Prince of Wales carriers being built for the UK Royal Navy, and may be adopted by other customers such as Italy. Phase I testing will continue for two weeks, ahead of the Phase II trials to take place through the third quarter of the year. The MoD did not disclose what Phase II will entail, but it will likely feature shipborne trials aboard the Queen Elizabeth (QE) aircraft carrier (the first of the two QE-class ships).
So here it is. The F-35B, trying for Olympic gold: