All 176 people on board were killed when a Ukraine International Airlines plane crashed in Iran early on Wednesday morning.
Authorities in Iran and Ukraine, as well as at the airline, have offered statements and press conferences, but a number of key unanswered questions are still swirling.
Investigations have kicked off amid rampant speculation that current political tensions between the US and Iran could have contributed to the plane crash.
Information about who was on the passenger jet — Flight PS 752 — and what happened before the crash remain lacking.
Here are the unanswered questions.
What happened on the flight?
A complete timeline of the flight is yet to emerge.
We know that the plane took off at 6:12 a.m. local time on Wednesday and lost contact about two minutes later.
But we don’t know exactly what time it crashed — just that it was only in the air for a few minutes, based on flight-tracking software, and that the debris was found about six miles from the airport from where it took off.
Authorities also said the plane burst into flames shortly after takeoff, but whether the plane was already on fire before it crashed to the ground is not yet clear.
A video shared by the partially state-run Iranian Students’ News Agency appears to show the plane on fire in the air before hitting the ground and filling the sky with flames, but the video’s content and connection to this crash has not yet been verified.
Who was killed?
Ukraine’s foreign minister said that the victims mostly came from Iran and Canada.
Sky News identified the three UK citizens on board, while the airline identified the pilots as Volodymyr Gaponenko, Alexei Naumkin, and Sergey Khomenko. All had a minimum of 7,600 hours on Boeing 737 planes. Vice also identified some Canadian victims.
Ukraine International Airlines said it will post the passenger list on its website “after final confirmation of their presence on board of the aircraft.”
Was the plane shot down?
Some aviation experts have argued that the plane was likely shot down; others have said it was too early to speculate about the cause.
But the idea that the plane was deliberately downed, including shot down by a missile, is speculation at the moment, and its account is contradicted by authorities.
Ukraine’s president, Volodymyr Zelensky, warned against “speculation or unchecked theories regarding the catastrophe” until official investigations were done. He said, “Our priority is to establish the truth and those responsible for this terrible catastrophe.”
Iranian authorities said in the hours after the crash that it had been caused by technical problems, dismissing the idea that it could have been a terrorist or military attack.
President Volodymyr Zelensky.
Qassem Biniaz, an official at the Iranian Ministry of Roads and Urban Development, told state news agency IRNA that an engine caught fire and the pilot was unable to regain control, The New York Times reported.
Meanwhile, Ukrainian Prime Minister Oleksiy Honcharuk refused to rule out the idea that the plane could be downed by a missile, but cautioned against speculation before the investigation.
CFM, the French-American maker of the jet engine, said that any speculation on causes was premature, according to Reuters.
“We have no further information at this time. Any speculation regarding the cause is premature,” the company said.
Ukraine’s embassy in Tehran initially dismissed the idea of terrorism or a rocket attack soon after the crash, blaming an engine failure instead. But that statement was later replaced by one that says the cause is unknown and is being investigated.
According to Reuters, the embassy said the earlier statement was based on preliminary information but was not official, and that Iranian authorities had asked the embassy to remove it.
It also said that the plane was one of the best in its fleet and had an experienced crew. The airline had never had a fatal flight before.
The airline’s vice president of operations, Ihor Sosnovsky, said the airline doubted the crew had made mistakes: “Given the crew’s experience, error probability is minimal.”
The plane model, the Boeing 737-800 NG, has been in the air since the 1990s, and is considered the most popular aircraft in use today. It has been involved in some crashes in the past, though no recent crashes have been attributed the plane’s design.
The crash may ramp up pressure for Boeing as it deals with the fallout of two fatal crashes by two 737 Max planes in 2018 and 2019, both of which were believed to be caused by a flawed flight-control system.
But the 737 model involved in Wednesday’s crash does not use the same software believed to have played in a role in those doomed flights.
Boeing said in a Wednesday statement: “This is a tragic event and our heartfelt thoughts are with the crew, passengers, and their families. We are in contact with our airline customer and stand by them in this difficult time. We are ready to assist in any way needed.”
How will the investigations work?
Under international rules, Iran must investigate the crash, though typically a number of different investigations take place into plane crashes.
Ukraine International Airlines said it would take “all measures” to determine the cause of the crash, and that Ukraine, Iran, and Boeing representatives would also be involved.
But Boeing, a major American company with close ties to the US government, may face problems in getting involved with the investigation because of US sanctions on Iran and newly heightened tensions between the two countries.
It is not clear what the role the independent US National Transportation Safety Board, which investigates plane crashes, will play. It said it is “monitoring the developments” and is working with US agencies to “determine the best course of action.”
Investigators have not yet released a timeline for when they expect to release any preliminary conclusions. Final reports usually take months to complete.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Bell helicopter has now attached the wing to the fuselage of a new, next-generation tiltrotor aircraft engineered to reach speeds of 280 knots, fly for 800 kilometers on one tank of fuel, hover and maneuver in “high-hot” conditions and function as both a utility and attack helicopter platform.
The intention is to build an advanced, high-tech tiltrotor demonstrator aircraft to take flight in November of 2017 as part of an effort to ultimate build a future aircraft able to begin operations in the 2030s.
“There is one long wing. We attach the middle of the wing to the fuselage – the entire wing is one piece bolted to the fuselage of the airplane. One wing covers both sides. The wing is attached with aircraft grade structural fasteners. There are enough aircraft fasteners to provide sufficient strength to hold the aircraft together,” Vince Tobin, Vice President of Advanced Tiltrotor Systems, Bell Helicopter, told Scout Warrior in an interview.
The new Bell tiltrotor, called the V-280 Valor, is part of the Army’s Joint Multi-Role Technology Demonstrator program aimed at establishing requirements and paving the way toward a new Future Vertical Lift aircraft designed to meet a wide range of new requirements.
The concept behind the Army’s joint Future Vertical Lift program is to engineer a forward-looking, future aircraft able to reach airplane speeds and yet retain and ability to hover and maneuver like a helicopter.
“The aircraft will have an ability to come to a hover in challenging conditions and then, while at a hover, operate at low speeds with maneuvering capability to roll and yaw. We want it to have the handling perspective to make the aircraft able to do what it is able to do,” Tobin added.
In addition, the future aircraft is intended to be able to use fuel-efficient engine technology to allow an aircraft to travel at least 800 kilometers on a single tank of fuel. Such an ability will enable the aircraft to operate more easily one a single mission without needing Forward Arming and Refueling Points, or FARPs.
The idea is to engineer and aircraft able to fly from the west coast to Hawaii without needing to refuel.
“FVL is a high priority. We have identified capability gaps. We need technologies and designs that are different than what the current fleet has. It will carry more equipment, perform in high-hot conditions, be more maneuverable within the area of operations and execute missions at longer ranges,” Rich Kretzschmar, project manager for the FVL effort, told Scout Warrior in an interview several months ago.
Requirements for the program are still being refined for the Army-led program, which is aimed at service future aircraft for all four services.
These requirements, now being put into actual demonstrator aircraft built by both Bell and a Boeing-Sikorsky industry teams, include building and aircraft able to reach speeds greater than 230 knots, hover in thin air at 6,000-feet and 95-degrees Fahrenheit, achieve a combat radius of at least 434 kilometers and be configured to include emerging sensors and mission equipment technologies likely to emerge by the 2030s.
“We had set 230 as the speed requirement because we wanted to push the technology. We wanted people to bring new ideas and new configurations to the table,” Dan Bailey, JMR TD Program Manager, said in an interview with Scout Warrior several months ago.
Advancing Tiltrotor Technology
Bell intends to build upon and advance existing tiltrotor technology such as that which is currently operation in the Bell-Boeing V-22 Osprey aircraft. The Osprey continues to perform well in a wide range of missions and has recently been selected by the Navy to perform the Carrier On-board Delivery or COD mission transporting troops, equipment and weapons on-and-off surface ships.
The V-280 Valor is designed to be slightly bigger than an existing Black Hawk helicopter and use 24-inch seats to carry 11 passengers with gear, Tobin said.
“What Bell has done is taking its historical V-22 aircraft, and all the demonstrators before that, and applies them to this next-generation tilt-rotor. It is a straight wing versus a V-22 which is not straight. This reduces complexity,” Bailey explained. “They are also building additional flapping into the rotor system and individual controls that should allow for increased low-speed maneuverability.”
The tiltrotors are slated to go on in November, Tobin added.
“We will get the gear boxes and transmission in before we get those blades on,” Tobin explained.
Depending upon ultimate requirement established by the Army and DoD, Bell expects to engineer an attack variant of the aircraft with a slightly different fuselage configuration.
“An armed attack version will have a gun, 2.75in folding-fin rockets and some type of point-to-point missile – hellfire or some later generation missile that would guide off of a laser or IR. We are being open ended in that we are not designing any specific requirement,” Tobin explained.
The new attack variant is expected to use a modernized or next-generation of existing Apache sensors and targeting systems called the Modernized Target Acquisition Designation Sight/Pilot Night Vision Sensor, or MTADS/PVS.
When it comes to sensors and mission equipment, Bell engineers are building a tiltrotor aircraft with what is called “open architecture,” meaning software and hardware able to quickly integrate new technologies as they emerge. The concept is to construct a helicopter that is not intended to operate today but rather advance technology well into the 2030s and beyond. Therefore, it will need to anticipate the weapons, sensors, computer processors and avionics likely to emerge by the 2030s.
Part of this effort includes the integration of a 360-degree sensors suite quite similar to the one used on the F-35 Joint Strike Fighter called a Distributed Aperture Systems, or DAS.
“Instead of having sensors mounted to the turret, you have sensors that are mounted to the aircraft – so essentially you have sensors staring in 360-degrees around the aircraft at any given time. Those images are stitched together so it appears as one continuous image to the pilot. Both pilots can make use of the same system,” Tobin said.
This technology will also allow troops riding in the back of the aircraft to wear goggles or a helmet giving them a view of the surrounding sensor feeds as they transit to a mission, Tobin added.
The DAS system will also form the basis a small-arms enemy fire detection technology which will search for and locate the signature of incoming enemy attacks. The sensors will be able to discern the location and heat signature coming from enemy small arms fire, giving the aircraft and opportunity to quickly attack with its weapons – lowering risk of injury to the pilots, crew and passengers.
The V-280 Valor will also have yet-to-be-determined Degraded Visual Environment technology that allows sensors to see through obscurants such as brown-out conditions, bad weather and other impediments to navigation. Part of this will also include a system called Controlled Flight into Terrain wherein an aircraft has an ability to quickly re-route itself it is approaching a dangerous obstacle such as a mountain, rock wall or building structure.
This will likely draw upon a semi-autonomous navigation technology built into the aircraft known as “fly-by-wire.” Bell Helicopter developed the initial algorithms for this technology, which is also now on the V-22 Osprey.
Another survivability technology potentially slated for the aircraft is a system known as Common Infrared Countermeasure, or CIRCM; CIRCM is a lighter weight variant of an existing technology which uses a laser-jammer to throw incoming enemy missiles off course – therefore protecting the aircraft.
“We are looking to the DoD customer to see what they want. Either way we can get that on the airplane,” Tobin explained.
The Russian Defense Ministry says it has killed four Islamic State commanders in an airstrike targeting the extremist group outside Syria’s eastern city of Deir al-Zour, including a former senior security official from Tajikistan.
The ministry said in a Sept. 8 statement that 40 militants were killed in the air strike, including Abu Muhammad al-Shimali, who is responsible for foreign IS fighters, and Gulmurod Halimov, a former Tajik Interior Ministry commander.
It said the airstrike targeted a gathering of IS warlords in an underground bunker near Deir al-Zour.
“According to confirmed data, among the killed fighters are four influential field commanders,” the ministry said.
Halimov, often referred to as the IS “minister of war,” is a former commander of the Tajik Interior Ministry’s riot police, known as OMON, who had received US training while serving in that position.
He made an online announcement in May 2015 that he had joined IS.
Tajikistan has issued an international warrant for his arrest, and the United States has offered $3 million for information on his whereabouts.
The Russian Defense Ministry said Halimov was present at the meetingof IS warlords and was fatally wounded in the air strike. It said he had been evacuated to the Al-Muhasan area, 20 kilometers southeast of Deir al-Zour.
There have been several unconfirmed reports from both northern Iraq and Syria since 2015 that Halimov was killed while fighting alongside IS forces.
Tajik authorities have repeatedly rejected those reports, saying they think he is still alive.
Heavy fighting continues between Syrian government forces, backed by Russia, and IS fighters seeking to reinstate a siege of Deir al-Zour.
Russian President Vladimir Putin this week congratulated his Syrian counterpart, Bashar al-Assad, after Syrian state media said government troops had broken the three-year long siege of the city by IS forces.
In the months after Russia began a campaign of air strikes in Syria in September 2015, Western officials said it mainly targeted not IS militants, but other opponents of Assad.
The Royal Navy has spent a lot of money on the Queen Elizabeth-class carriers, HMS Queen Elizabeth, which will enter service this year, and HMS Prince of Wales, slated to enter service in 2020. But these vessels, with the billions of pounds spent on their construction, may have a serious flaw that could have fatal consequences.
Let’s acknowledge some basic Aircraft Carrier 101: The primary weapon of an aircraft carrier is the aircraft on board. For the Queen Elizabeth class, this will likely be at least two dozen V/STOL version of the Joint Strike Fighter, what America calls the F-35B, along with Merlin HM.2 helicopters. This is a very potent air wing, arguably the most potent the Royal Navy has deployed on a carrier.
But take a look at America’s newest entry in that class: The nuclear-powered aircraft carrier USS Gerald R. Ford (CVN 78). Yes, it has an air wing with four squadrons of multi-role fighters, plus others of helicopters, electronic warfare planes, and airborne radars. But it also has self-defense systems.
The Sixteenth Edition of the Naval Institute Guide to Combat Fleets of the World reports that the Ford has RIM-162 Evolved Sea Sparrow Missiles, RIM-116 Rolling Airframe Missiles, and Mk 15 Phalanx Close-In Weapon Systems. This provides three layers of defense against incoming missiles that the escorts don’t shoot down first.
The Queen Elizabeth-class carriers will be equipped with three Mk 15 Phalanx Close-In Weapon Systems. There are four 30mm autocannon for use against small boats. That’s it. Only one layer of defense – and that one layer isn’t quite the state of the art. Naval-Technology.com reports that the Queen Elizabeth is fitted for the ASTER 15 missile (now called the Sea Viper), but actual installation depends on finds being made available.
This is a glaring omission. The United Kingdom lost eight aircraft carriers in World War II. Unless this armament issue is resolved, HMS Queen Elizabeth could be the ninth. You can see more about this potential Achilles Heel in the video below.
Tomahawks are flying, tensions are rising, and we’re just over here collecting memes and giggling. Here are 13 of our favorite funny military memes from this week, starting with a little shout out to the ships that conducted the strikes:
ATLANTIC OCEAN — The aircraft carrier USS Gerald R. Ford (CVN 78) is bringing vital information to the fleet from its Aircraft Compatibility Testing (ACT), which began off the East Coast, January 16.
ACT is allowing the crew of Ford to further test its Electromagnetic Aircraft Launch System (EMALS) and Advanced Arresting Gear (AAG), two Aircraft Launch and Recovery Equipment (ALRE) systems unique to Ford.
It’s also allowing the crew and embarked test personnel to rigorously evaluate the effect of the CVN 78 air wake, or burble, and its compatibility with all types of fleet aircraft the Navy utilizes on an aircraft carrier.
“What we’re doing is validating years of test catapult shots that were done at the EMALS test facility at Lakehurst, New Jersey, and years of arrestments on AAG at Lakehurst, then taking that data, bringing it to sea and using it on installed equipment aboard our ship, now in an austere underway environment with different wind and environmental conditions to build those safe flight envelopes,” said Capt. John J. Cummings, Ford’s commanding officer.
Ford’s ACT has seen the first arrestment and launching of E-2D Hawkeye, C-2A Greyhound, EA-18G Growler, and the T-45 Goshawk aircraft on these new systems unique to Ford-class carriers.
“Honestly it’s great to be the first ones to fly the E-2/C-2 out on an entirely new class of carrier,” said Lt. Cmdr. Eric Thurber, a test pilot assigned to Air Test and Evaluation Squadron (VX) 20.
“We spent some time up at [Joint Base McGuire-Dix] Lakehurst, New Jersey doing some of the developmental testing for the systems before coming to the ship, so it’s neat to have seen the entire system land based; see some of the issues we have here, then go back and correct it and come out to the ship and test it at sea.”
Cummings reflected on the historical aspect of ACT for the entire Ford class of aircraft carriers.
“We are pioneers in this new class to figure it out, and we will. We will do this for the Ford-class and then that’s it, done,” said Cummings. “Our crew is extremely proud to be a part of this historic event; to do this testing and get it to the fleet, and then get ready to accept all fleet aircraft.”
Testing also includes an F/A-18F Super Hornet which was also previously used for testing aboard Ford in 2018. Prior to ATC, Ford had 747 launches and arrestments.
Since getting underway on January 16, Ford has already seen over 70 successful launches and arrestments using the new EMALS and AAG technologies, and will continue to increase the sortie frequency in the second half of testing.
“To see it all come together and see the ship do what it’s designed to do — which is to launch and recover aircraft — it’s extreme pride for our crew and for the aviators who’ve come out here to support that,” said Cummings. “So I’m extremely proud of the work by the team to get here, and we’ll continue to keep pushing to get a lot of flying in this next year.”
This round of testing is allowing the crew to further test the improvements made during its post-shakedown availability (PSA) at Huntington Ingalls Industries-Newport News Shipbuilding while also allowing the crew to gain experience on these unique systems.
Second Lt. Ben Lacount knows that it’s never a good thing to run out of rounds during a firefight. And it’s certainly not a good thing to be surprised that you have.
That’s why he invented the “Lacounter” with help from Navy engineers and a 3D printer that allowed him to cut prototyping time down to a fraction. The device allows shooters to see how many rounds they’ve expended while pulling the trigger so that they’re not in a bind when they do.
The Lacounter even works with belt fed weapons like the M249 and M2 .50cal.
Lacount’s prototype takes advantage of a process known as “additive manufacturing,” and it’s one that could change the face of military logistics forever.
U.S. Marine 2nd Lt. Ben Lacount presents his winning entry from the Marine Corps Innovation Challenge during a showcase at Naval Surface Warfare Center, Carderock Division, in West Bethesda, Md., Aug. 15, 2017. Lacount created an expended rounds counter for the M16 rifle in the Manufacturing, Knowledge and Education Laboratory, Carderock™s additive manufacturing collaborative space. (U.S. Navy photo by Dustin Q. Diaz/Released)
Captain Kyle McCarley helped come up with a new way to carry the “Bangalore torpedo,” an explosive device used to blow up obstacles like barbed wire. While they are very useful, they are bulky, and take up space. But McCarley used a 3D printer to make a quiver-like pack with elastic straps for the devices that can attack to a normal assault pack.
Then there was Staff Sgt. Daniel Diep, an artilleryman. After noticing that the cable for the Chief of Section Display got damaged from debris that got stuck in the cable – something that took a week and $3,000 to fix – he designed a 3D-printed cable head that cost $10 to make.
“The neat thing about this cable cap is the cable heads themselves can be additively manufactured, and Marines like myself can take all the old cables, cut them down, and we can put new heads on them after 3-D printing,” Diep said.
But the neatest trick of all is getting the 3D printers closer to the grunts. Captain Tony Molnar and Master Sgt. Gage Conduto have worked that out – not only by bringing the printers to units at FOBs, but also a processing center to recycle plastic, like water bottles often delivered to troops on deployment. This will be a huge boon for explosive ordnance techs like Conduto.
“I can’t walk down to the Marine Corps machinist with a stinger missile in my hand and say, ‘I need a set of tools made, can you get these back to me next week?'” he said.
But the tech could go even further, than just helping come up with new tools. In fact, it could be a huge game-changer for any forward-deployed unit.
“This container will benefit the Marine expeditionary units and the Marine Corps and DOD because it can do two things: One, it enhances the expeditionary readiness of forward-deployed units by being able to print parts locally on site using recycled materials, and second, it helps those combat units forward by providing stuff that they can’t do, as well as printing stuff for the local populous during humanitarian disaster relief that we couldn’t normally do and that we’d have to pay someone to do,” Molnar told the Navy News Service.
Marine grunts getting inventive — that’s a very frightening thought … for America’s enemies.
The Senate Committee on Armed Services seapower subcommittee will hold hearings this spring to reexamine the future of the frigate program.
“The frigate acquisition strategy should be revised to increase requirements to include convoy air defense, greater missile capability and longer endurance,” McCain said at an event outlining the Center for Strategic and Budgetary Assessments’ recent U.S. Navy fleet architecture study, U.S. Naval Institute News reported.
The littoral combat ship program (LCS) is the skeleton for the Navy’s frigate strategy. Currently, the Navy pans to release a request for proposals on the new frigates in March or April.
McCain criticized the LCS program in December for costing $12 billion, but producing 26 ships, which have “demonstrated next-to-no combat capability.”
“When you look at some of the renewed capabilities, naval capabilities, that both the Russians and the Chinese have, it requires more capable weapon systems,” McCain said.
Each LCS costs around $478 million initially. But as repairs cost increase, the total amount for the 26 ships already delivered to the fleet amounts to $12.4 billion, and the Navy wants to buy a total of 40.
Should the Navy continue to purchase the LCS to bring the total number to 40, the cost will be closer $29 billion for ships that have failed to live up to capabilities promised, and continually breakdown.
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For decades, submarines have been patrolling and protecting America’s ships with honor as they operate deep down below the sea’s surface. Functioning as the “Silent Service,” these vessels have come a long way with their vast array of technological advances and undersea stealth.
But the concept goes back as far as the Revolutionary War, though how it got to the level of today’s technology is a wonder given the dangers of plying the ocean’s depths.
The “Drebbel,” the “Turtle,” and the “Nautilus” were all early versions of submarine technology that never quite got underway. But it wouldn’t be until Confederate Naval Secretary Stephen Mallory authorized the construction of the CSS H.L. Hunley to break the blockade of their southern ports that sub-surface warfare really came into its own.
After completion, the Hunley measured 40-feet long, 4-feet high, and 42-inches wide tightly housing a crew of eight men who had to power the vessel by hand cranking the propeller and steer through the ocean’s dark waters.
During its first testing phase in the fall of 1863, the CSS Hunley failed and sunk killing five crew members. The sub was recovered, but sank again and killed all eight crew, including co-inventor Horace Hunley, later that same year.
Although considered a dud, the Hunley’s commanders still believed in its worth and resurrected the sub from the water for the second time.
It wouldn’t be until Feb. 17, 1864, where the Hunley sank the USS Housatonic and soon after plunged toward the ocean’s floor for a third time killing all of its crew — a real death trap.
Military spouses are sharing the impact Associate Justice Ruth Bader Ginsburg had on their professional ambitions and personal lives.
Ginsburg’s husband, Martin, served in the Army Reserve, leading the couple to be stationed at Fort Sill, Oklahoma, in the 1950s. Her military affiliation and courtroom dissents made her a natural icon to military spouses who say they can relate to the justice’s history of facing — and fighting — barriers.
Ruth Bader Ginsburg and her husband Martin at Fort Sill, Oklahoma. Source: Supreme Court.
Libby Jamison, a Navy spouse of 17 years, currently works in an attorney role for the Department of Veterans Affairs. She enrolled in law school in 2004, shortly after getting married and encountering roadblocks to employment in California.
“I think like a lot of us [military spouses], I had no professional network in San Diego. I didn’t know a single person, so I was just throwing out my resume and hoping someone would bite. … Law school had always been in the back of my mind but I wasn’t sure I could ever pull it off. Since I wasn’t having success getting a job, I decided to take the LSAT and apply to law school,” she said.
Jamison says in law school everyone “knew who the justices were,” but she didn’t make the connection between Ginsburg and the military until a special event that included members, like Jamison, from Military Spouse JD Network (MSJDN) — an organization that advocates for licensing accommodations for military spouses, including bar membership without additional examination, according to its website.
“MSJDN does a Supreme Court swearing in — a lot of groups do that — where you can take 12 folks and be admitted to the Supreme Court as an attorney. It’s more symbolic because most of us aren’t ever going to argue in front of the Supreme Court,” she explained. “I did that in 2013, and so as part of that I started reading more about the court and the justices, and that’s when I stumbled across the military spouse connection [with Ginsburg].”
That network of “lady lawyers” immediately leaned on each other in the hours after learning the 87-year-old justice had passed away on Sept. 18.
“I think I just yelled out ‘no’ in my apartment and was immediately really sad. And then text messages started pouring in from all my fellow lady lawyers and everyone was just collectively mourning, especially because we have claimed RBG as a military spouse attorney,” Jamison said.
Jamison joins friends at the Supreme Court to pay respects to Ruth Bader Ginsburg. Courtesy photo.
In 1956, Ginsburg was one of only nine women at Harvard Law School. She then tied for top of her class at Columbia Law School three years later. Despite those accomplishments, she was rejected for a clerkship at the Supreme Court because of her gender, according to the ACLU’s Women’s Rights Project.
Jamison says Ginsburg’s ultimate success with an unconventional path is something spouses can relate to and should embrace.
“I have been thinking about her legacy a lot the last couple of days. At the time, the process was you graduate law school, you become an associate, you work your way up to partner. That was a normal legal career and that’s not what she had. And she talked about that being a strength and how she probably would not have made it to the Supreme Court if she had gone that traditional route. … I think there’s a really big lesson there, especially for military spouses because we all have that non-conventional career path, no matter how hard we try. Maybe you end up on a different path than your peers, but maybe it ends up being a better path,” Jamison said.
The Brooklyn-born justice served more than 27 years on the Supreme Court, leaving a legacy as “a tireless and resolute champion of justice,” Chief Justice John Roberts, Jr. stated in a press release.
Josie Beets, Army spouse and former president of MSJDN, says she will remember Ginsburg for positioning herself “not just for equality but for a structural change in the way we take on roles in society.”
“She always said … it’s not about women’s liberation, but it’s about men and women’s liberation and this idea that in some ways men are just as locked into their roles that we as a society frame for them, as women are,” Beets said. “Can we be a society that allows men to be more compassionate and to have more of a role in their family, in their day-to-day lives and also be a society that allows women to excel at work without being the de facto caregiver?”
Beets and her daughter visit a makeshift memorial to Ruth Bader Ginsburg. Courtesy photo.
Beets was inspired by her mom to pursue law school and remembers watching Supreme Court hearings as a child.
“My mom went to law school when I was seven and my sister was three. And I remember waking up in the middle of the night and going into the dining room of my grandmother’s house and my mom typing away. … the other piece is I remember watching as a little girl the Anita Hill-Clarence Thomas hearings and just feeling like they were being so mean to her and that that was unfair. I learned early on the Supreme Court is important, in ways that I can’t fully understand as a 10- or 11-year-old, and that women didn’t always get a fair shake — and I carried that with me,” she said.
Beets describes feeling grief stricken when she learned of Ginsburg’s passing.
“She [Ginsburg] has opened so many doors that were just painted shut. It’s always been our job to walk through them, but we just have to do it with real vigor and intentionality now. And if we don’t take advantage of the lifetime of opportunities that her work gave to us, we’ve missed our chance,” Beets said.
She adds the best way for military spouses to honor Ginsburg’s life is to “bring someone with you.”
“Particularly in the spouse world, whether your primary role is as the at-home caregiver for family or you’re in the working world, bring someone with you. We are in new situations all the time and we are so challenged all the time, make someone’s challenge a little less burdensome and bring them with you — whether that’s to a networking event or just to lunch with a neighbor to introduce a new spouse to a community. Justice Ginsburg never closed the door behind her. She always brought others up with her and we all have the power to do that every day,” Beets said.
Ginsburg’s journey to the highest court isn’t the only thing she is being remembered for. Her decisions from the bench had a profound impact on the lives of spouses like Brian Alvarado, husband of a now-retired sailor.
Alvarado says he began paying attention to Ginsburg as the fight for marriage equality was taking shape.
“Really 2011, 2012 those years when Prop 8 was really affecting our lives — whether or not our marriage was going to be recognized — that’s when I really started to study who’s who,” he said.
Proposition 8, known as Prop 8, was a California ballot proposition and a state constitutional amendment passed in the 2008 California state election that opposed same-sex marriage, according to Georgetown Law Library. The Alvarados lived in the state at the time.
“When you are in a relationship and you’re not allowed to go about the normal process of growing the relationship, getting engaged, getting married and that whole process — when you have a law in place that dictates that for you, it is a constant thought. It is a constant part of your daily thought process. Imagine that a million times more intense being in a relationship with somebody in the military where there’s already this huge discrimination and generations-long policy and environment where that just wasn’t allowed or wanted in the community,” he said.
Matthew and Brian Alvarado visit the Supreme Court in the days after Ginsburg’s passing. Courtesy photo.
Alvarado described it as feeling like he had no control over his life. Military spouses from same-sex relationships were prevented from moving with their partners, attending command functions or participating in normal volunteer roles.
“Then all of a sudden there is a beacon of hope in a lawsuit or a potential bill or whatever it is that is being presented, you know it’s going to be a long fight but that beacon of hope makes all of that constant anxiety and fear turn right into aggressive positivity,” he said.
The beacon of hope was called Obergefell v. Hodges and it came on June 26, 2015.
“I remember it like it was yesterday. Our phone started going off and the first thing I did was look up the actual written verbiage [of the decision]. I felt like it wasn’t real and I remember in that moment reading and crying and it was like all of those years of weight of being scared of upsetting my husband’s career, afraid of even going onto a military installation … it felt like that light at the end of the tunnel was sitting in my living room,” Alvarado said.
“Nine people sitting in a room hearing opposition and hearing from Jim Obergefell — and then those nine people make a decision, a 5-4 decision, those five people in that moment gave me the right and privilege to live the life that I get to live now. That’s a powerful thing. She [Ruth Bader Ginsburg] changed my life forever.”
Alvarado added that the most effective way that he and others can “continue to bless this country with the legacy of Ruth Bader Ginsburg is for everybody to fight and believe in equality for all human beings.”
Ruth Bader Ginsburg will be buried during a private interment service at Arlington National Cemetery, according to a Supreme Court press release.
In a 1989 incident, the Air Force crew of a B1-B bomber found itself unable to lower the front landing gear during a training flight and was forced to execute an emergency landing in the dry lake bed at Edwards Air Force Base, California.
Investigators later blamed a hydraulic failure, but the crew in the air just knew that they had to reach the ground safely. The Air Force routed the plane to a dry lakebed in California that was often used for landing the space shuttle.
The dust of the Rogers Dry Lake bed is more likely than most surfaces to allow for a safe skid, reducing the risk to the crew and plane. The full landing is visible from a few angles in this video from airailimages:
Feature image: screen capture from YouTube/Airrailimages