The first African-American to earn aviator wings in the Marine Corps and the first one to receive a brigadier general star in the Corps has been honored as the namesake of the Navy’s upcoming DDG 121, an Arleigh Burke-class destroyer.
Marine Corps Lt. Gen. Frank E. Petersen, Jr. joined the Navy in 1950 and was commissioned as a Marine officer in 1952. He served in Korea and Vietnam before retiring in 1988. Before his retirement, he was the senior-most aviator in the Marine Corps and the Department of the Navy.
During his time in Korea and Vietnam, Petersen flew over 350 combat missions. He flew more than 4,000 hours during his career and was shot down over Vietnam in 1968. His awards include the Navy Distinguished Service Medal, the Distinguished Service Medal, and the Distinguished Flying Cross.
“The courage and perseverance of Lt. Gen. Petersen throughout his distinguished and ground-breaking career make him especially deserving of this honor,” Secretary of the Navy Ray Mabus said. “Those who serve aboard DDG 121 will, for decades, carry on the storied legacy of this Marine Corps hero.”
On May 28, 1754, then 22 year-old Lieutenant Colonel George Washington defeated a party of French scouts in southwestern Pennsylvania, an event that would become the first engagement of the French and Indian War.
During the pre-America days the French and the American colonists had some disputes about who owned land in what is now the Northeastern United States. Two years before, Washington had been appointed adjutant in the Virginia colonial militia. The following year, he administered a warning to the French in Ohio Valley, warning them to abandon the territory to the British crown. A number of skirmishes and land disputes continued as tension rose to a head.
On May 28, 1954, on the verge of war, Virginia Royal Governor Robert Dinwiddie sent Washington to the frontier land of Pennsylvania to instruct the French to leave. In a surprise attack, Washington’s party killed ten French soldiers and took twenty-one prisoners. Only one of Washington’s men was killed.
For his victory, Washington was appointed a full colonel.
Fighting in the French and Indian War began in 1754, but Britain and France did not officially declare war against one another until May 1756. Also known as the Seven Years War, the fighting continued until the signing of the Treaty of Paris in February 1763.
The war would have lingering effects on the fate of America; King George II and the British parliament would levy taxes against the colonists to pay down the war debt, taxes the colonists would soon grow tired of paying…
Featured Image: British forces under fire from the French and Indian forces at Monongahela, when the Braddock expedition failed to take Fort Duquesne.
The head of the National Guard said Oct. 26 that the Pentagon will continue to investigate re-enlistment bonuses paid to thousands of California National Guard soldiers a decade ago and will force those who wrongfully accepted them to pay the money back.
Chief of the U.S. National Guard Bureau Air Force Gen. Joseph Lengyel said his office is looking into more than 13,600 cases that could be fraudulent, but he admitted investigators have to prove that the soldier knew they were accepting upwards of $15,000 they didn’t qualify for.
“The tie goes to the soldier,” Lengyel said at a breakfast meeting with defense reporters in Washington. “If their hands are clean where this soldier is doing their duty and doing their job, it is not our intent to try to enforce this hardship on them 10 years later.”
A nationwide furor erupted after a Los Angeles Times story revealed the California National Guard was demanding repayment with interest for some bonuses it doled out to its Guard troops as an incentive to re-enlist during the height of the Iraq war. The former head of the state’s Guard incentive program was later convicted of filing over $15 million in false claims and the bureau began looking into the scope of the problem in 2012.
Some soldiers, the Times story alleges, have been forced to pay pack tens of thousands of dollars to the government after nearly a decade — some who sustained severe injuries during their subsequent deployments and have been financially ruined by the errors.
President Obama weighed in on the scandal Oct. 25 and reportedly ordered the Pentagon to speed up the audits, but he stopped short of asking for a blanket amnesty, the Times said.
Pentagon chief Ash Carter said in a statement the next day that he’s ordered a suspension of the paybacks and has asked his office to establish a more streamlined process to investigate fraud claims and allow Guard soldiers a speedier appeal.
“This process has dragged on too long, for too many service members,” Carter said. “Too many cases have languished without action. That’s unfair to service members and to taxpayers.”
Guard officials claim over 13,600 questionable bonuses were paid out to California soldiers in the mid-2000s — some for re-enlistment incentives, others for education reimbursement. About 1,100 bonuses were given to soldiers who officials allege were not entitled to them, about 4,000 were error free and about 5,300 had paperwork errors. There are still about 3,200 that Guard officials are still trying to track down.
So far about 2,000 soldiers have been asked to pay back all or part of their bonus cash, Guard officials say.
Lengyel explained some of the more egregious cases included officers who took the cash to re-up when the money was intended to help fill the enlisted ranks, some who took bonuses to stay in certain jobs even though they were already in the process of changing their roles in the Army Guard and others who took re-enlisted bonuses despite being on track to take a slot at officer candidate’s school.
“Was there an intent to trick the system, to take advantage of the fact that apparently there’s some new sheriff in town who’s handing out bonuses?” Lengyel wondered. “Unfortunately with all of this was mixed in some proven intent to defraud the government, in some cases. There was some intent to take money knowingly that you weren’t entitled to by some people.”
But he added that likely the vast majority of soldiers who took the bonuses didn’t have any intent to illegally work the system.
“We think there are a lot of people out there who were 22-year-old soldiers who were given information that they thought by all means they were entitled to the money,” Lengyel said. “They were told they could take this money, they were told that they were entitled to this money, they took the money, the re-enlisted and they went about whatever they were doing and they were given bad data.”
Guard officials say there are more cases of alleged fraud in the re-enlistment bonuses for National Guard troops in other states, but that they pale in comparison to the California errors. Lengyel said in all about $50 million in questionable bonuses were paid out in California during the period, and the Guard is investigating each one individually.
The National Guard is granting exceptions, he added, particularly for those who were paid bonuses without submitting records that they were actually eligible. Lengyel said, for example, a bonus paid out to a soldier that didn’t forward a copy of a high school diploma will likely be given a pass since he couldn’t have joined the Guard without it in the first place.
“That’s a technicality by which this member shouldn’t be levied a fine,” Lengyel said. “The blanket rule is to do the right thing.”
Lawmakers on both sides of the aisle have been outraged by the story, with some already calling for an investigation into the issue and forwarding language to an upcoming defense bill that would give some bonus recipients amnesty. National Guard officials say they did notify Congress of the potential for bonus fraud but nothing was done.
Vet groups have been quick to side with California guardsmen, arguing it’s unfair to put so many soldiers in financial peril due to a former military official’s malfeasance.
“If any of these people were misled about their own eligibility for the bonus with the intent to keep them on, they shouldn’t be held responsible for that,” said John Hoellwarth, National Communications Director for AMVETS. “We think the benefit of the doubt has to be with the soldiers,”
Lengyel said his office is sending investigators to California to help speed up the process of determining whether a bonus or incentive was paid in error in hopes of helping affected soldiers get on with their lives.
“We’re focused on helping those service members who were doing the right thing and served their country and thought they were entitled to a bonus to get this out of their past and out of their way,” Lengyel said. “And we want to help California do that, and help the service members do that as quickly as we possibly can.”
There’s not a lot a veteran won’t do for his buddies, especially if they’re still in the service and the veteran is out. This is particularly helpful for troops who are deployed because their buddy back home knows exactly what they need. And you know what people fighting a war could use more than anything else? A beer.
John “Chickie” Donohue set out to get a few beers to his best Army buddies — while they were fighting in Vietnam. That’s one hell of a beer run.
In 1967, the war in Vietnam was heating up. Unbeknownst to the U.S., the Tet Offensive was still to come, but that didn’t mean the fighting was inconsequential. More than 11,000 American troops would die in the fighting that year. The largest airborne operation since World War II happened in February, 1967, the 1st Marine Division was engaged with the Army of North Vietnam, and the U.S. Army was chasing down Viet Cong south of the DMZ — in short, it was a busy year.
M113 armored vehicles advance in Vietnam during Operation Junction City, 1967.
Donohue had already served four years in the Marine Corps and was working as a sandhog — a kind of miner — for the city of New York. He was a native of Inwood, a Manhattan neighborhood at the very northern tip of the island. As 1967 progressed, he saw many, many funerals of Inwood natives who were killed in Vietnam. Meanwhile, he grew sick of antiwar protestors who criticized troops who were sent there.
One day, Chickie Donohue was at his local watering hole when the bartender remarked that troops over in Vietnam deserved a pat on the back and a cold beer. Donohue agreed. He agreed so much that he took a gig as a merchant seaman on a ship taking supplies and ammunition to Vietnam. He packed a bag and a supply of beer and set sail.
Chickie Donohue worked as an oiler aboard the Drake Victory steamer.
The trip took two months and Donohue actually drank all the beer he brought along. But he grabbed more upon arrival and set out to find a half dozen of his old friends who were stationed in country. His first stop was actually where his ship docked, Qui Nhon harbor, where his friend Tom Collins was deployed with the 127th Military Police Company.
“I said, ‘Chickie Donohue, what the hell are you doing here?'” Collins told the New York Times. “He said, ‘I came to bring you a beer.'”
That wasn’t his last stop. He journeyed throughout the country to bring cold ones to his old friends fighting a war that Americans back home were increasingly hostile toward. His friends, who sometimes just happened to bump into Donohue on his trek to see them, were amazed.
Beer run recipients in Quang Tri Province, 1968.
Donohue even took fire from the enemy a few times.
For his friends, Chickie was a sight for sore eyes. A New York Times reporter documented their reactions to the retelling of Donohue’s story when they were interviewed for the book about Chickie’s biggest beer run. It even helped some of them get through the war and work on their post-traumatic stress.
“Seeing Chick gave me a lot of encouragement that I was going to make it back,” said Bob Pappas, who was a communications NCO in Long Binh. Pappas was demoralized after hearing about the deaths of longtime Inwood friends. Donohue’s cold one gave him a little hope.
But even local residents of Inwood who knew Chickie Donohue his whole life couldn’t believe the story of his beer run. For decades after, New Yorkers and fellow sandhogs alike told him he was full of it. But in March, 2017, he released his book about the trip, “The Greatest Beer Run Ever: A True Story of Friendship Stronger Than War,” and held a book signing with recipients of the beers present.
“For half a century, I’ve been told I was full of it, to the point where I stopped even telling this story,” he said. But still “I didn’t have to buy a beer for a long time in Inwood.”
“When was the last time you actually met the animal you ate for dinner?”
Jon Darling, a former Army Ranger and scion of a long line of farmers and restaurateurs, now runs one of the most humane livestock farms in South Carolina, where he strives to be a shepherd to the sheep he raises and to the people who eat them.
When Meals Ready To Eat host August Dannehl visited Darling’s farm, he found himself in a world where things are done with purpose and uncommon care.
Though his family had always been in the food business, Darling turned to a new brotherhood after the attacks on September 11th: the Army. When he got out, he looked for peace in other places, and found it the moment he stepped on a farm.
Working with other people in that way gave him the same feeling of fraternity that being in the military did, and his interactions with the animals he raises brings him a calm sense of satisfaction as he delivers meat to restaurants with a humane guarantee.
Darling raises his sheep to live free and happy lives, and professes to feeling no fundamental conflict when it comes time for him to bring one of those lives to an end.
Unlike factory farming operations, which treat animals as commodities and people as thoughtless consumers, farms like Darling’s are working to reconnect people to an awareness of the sacrifice that keeps us humans at the top of the food chain. Through quiet leadership and outreach in the form of regular community dinners that center around the slaughter, preparation, and enjoyment of one of his lambs, Darling is reawakening the people he serves to the circle of life on Planet Earth.
A gathering of conscientious diners at Darling Farm. (Meals Ready To Eat screenshot)
Darling’s community appreciates the work he does, and agrees that the animal that dies for a meal should be celebrated. That’s why they join him for meals at his farm; to celebrate the animal that nourishes them. They attribute his ability to listen, rather than just to act, to his military service.
Small farming is both Darling’s family legacy and his way of healing—but his neighbors add that his style of farming is also therapeutic for the community, and society. Knowing the animal rather than only viewing it as meat makes a difference in the level of respect given to the earth. Darling points out that his method is healthier for the animals as well as the land he uses to farm them.
Here’s hoping that sharing his story and life’s work with Dannehl and Meals Ready to Eat will help spread the good word far and wide.
One would think that without a security clearance, the Director of Naval Intelligence would lose his job. In the case of Navy Vice Adm. Ted Branch, that didn’t happen.
Branch was caught on the periphery of the “Fat Leonard” scandal, due to his actions while commanding officer of the nuclear-powered aircraft carrier USS Nimitz (CVN 68).
You’ve probably heard of it by now. Numerous Navy officers and individuals tied to a contractor in the Far East have been indicted for all sorts of charges, including retired Navy Rear Adm. Bruce Loveless, whose indictment was unsealed on March 14, according to a Defense News report.
Branch had his security clearance suspended in 2013, months after he became Director of Naval Intelligence. A March 2016 report by USNI News noted that then-Secretary of the Navy Ray Mabus discussed the situation with the Senate Armed Services Committee in a hearing.
“When I was informed in late 2013 that Adm. Branch was possibly connected to the GDMA case, I thought because of his position I should remove his clearance in an excess of caution. I was also told — assured — at that time that a decision would be made in a very short time — in a matter of weeks, I was told — as to whether he was involved and what would be the disposition of the case,” Mabus explained to Senator Joni Earnst (R-IA).
Branch’s situation had languished for almost two and a half years at that point.
“Naval intelligence is OK. The whole situation is less than optimal and frustrating, but we are where we are,” he told Military.com in Feb. 2016. “And we will persevere. And I will lead in this capacity until somebody tells me to go home.”
Branch retired on Oct. 1, 2016, upon the confirmation of his successor, Vice Adm. Jan Tighe.
During Branch’s time as captain of the Nimitz, the 10-part PBS documentary series “Carrier” was film on the vessel. The series was produced by Mel Gibson’s Icon Productions, the same company that did the Oscar-winning film “Hacksaw Ridge.”
If not for a twist of fate, the 1948 VC-121A Lockheed Constellation that once transported the nation’s 34thpresident might have become a crop duster or turned into scrap metal.
The Columbine II was the first plane to fly with the call sign “Air Force One” when it carried President Dwight D. Eisenhower for the first two years of his administration. However, the aircraft would have been lost to history without the intervention of three men – one who bought the plane almost 50 years ago, the friend who helped save it from the scrap heap, and the man whose aviation company purchased it two decades later with plans to restore it to its 1950s glory.
“I didn’t want to see somebody drinking a beer and wonder if the metal from that can came from that plane,” said Karl D. Stoltzfus, whose Dynamic Aviation Company purchased the “Connie,” as Lockheed Constellations are commonly called, in 2015.
In March, Stoltzfus had the aircraft flown for the first time in 13 years, except for a brief test flight a few days earlier, to Dynamic Aviation in Bridgewater, Virginia. Lockie Christler, son of the late Mel Christler, who bought the plane from the Air Force in 1970, flew the Columbine II from Marana Regional Airport, Arizona, where it had sat since 2003, to Virginia. The almost 60-year-old plane made a stop at the Mid-America Flight Museum in Mount Pleasant, Texas, before Christler made the final four-hour flight to Bridgewater, with Stoltzfus piloting the chase plane, a Beechcraft King Air.
Christler gives most of the credit for the Columbine II’s restoration to his father, who died in 2005, Stoltzfus and Harry Oliver, who emphasized the importance of saving the plane and was the majority owner when it was sold.
“If it weren’t for men like my father, Harry and Karl, along with others, a lot of these airplanes wouldn’t be around,” Christler said. “Once we realized this was Eisenhower’s airplane, we couldn’t let it be scrapped.”
The plane was built as a C-121A at Burbank, California, and converted to a VC-121A-LO to carry VIPs in 1953. The Columbine II, named after the Colorado state flower by first lady Mamie Eisenhower, became the official presidential aircraft later that year. Over New Charlotte, North Carolina the following year, an Eastern Airlines flight had the same call numbers as the Columbine II, and confusion ensued when both planes shared the same airspace. Because of the incident, the “Air Force One” call sign became used for any plane the president was on board.
The plane, while hardly resembling the Air Force One flown by presidents from John F. Kennedy to Barack Obama, included marble floors and a mahogany desk where Eisenhower wrote the “Atoms for Peace” speech he gave to the U.N. General Assembly in 1953. The Columbine II also took him to Korea, both as a president-elect and during his administration.
In 1954, the aircraft was replaced by the Columbine III, which Eisenhower used for the remainder of his presidency. The Columbine II continued in service as a VIP transport for Eisenhower’s vice president, Richard M. Nixon, and others, such as Queen Elizabeth II, before it was finally retired to Davis-Monthan Air Force Base, Arizona, in 1968. The Air Force stripped the aircraft and fitted it with mismatched landing gear, an error that, in an odd twist of fate, led to the aircraft being spared from destruction long enough for its historical value to be discovered by its new owners.
Up for auction
The Columbine II was sold to Christler as part of a package lot with four other Connies for $35,000 in a surplus auction at the Davis-Monthan AFB aircraft “boneyard.” He didn’t know one of the five planes had a presidential past and planned to make it part of his crop-dusting operation. Christler rebuilt the other four VC-121s for spraying operations, but didn’t convert the Columbine II because its starboard main gear had been replaced with the wrong part from a Lockheed 1049 Super Constellation. The incorrect landing gear, again, saved the Columbine II from being converted to a crop-duster. Instead, it was used for supplying the other four Connies with parts.
Mel Christler was considering cutting the aircraft up as scrap when Robert Mikesh of the Smithsonian Institution contacted him in 1980 and informed him that his Connie with the serial number 48-610 was a former presidential aircraft.
“The first time we saw it, we obviously didn’t realize whose plane it was,” Lockie Christler said, “but when you find out it was Eisenhower’s, now you’re stuck with it. You have a presidential plane you can’t melt up because people wouldn’t think very highly of you. So, for all of these years, it’s kind of been a liability, and it finally turned into an asset.”
Christler tried to find a buyer who could restore the Columbine II, but couldn’t find one. He was struggling to decide what to do with the plane when Oliver visited him at his Greybull, Wyoming, home in August 1989, and asked about his plans for the Columbine II. Oliver said Christler planned to send the plane to the smelter if he didn’t have a buyer by November.
“I just said, ‘Now we can’t do that,'” Oliver said. “‘It’s a little bit of history, and it should be saved.”
At Christler’s request, Oliver drove to Tucson, Arizona, with a friend to look at the plane and saw the damage, but thought it wasn’t anything that couldn’t be repaired. The two men completed a $150,000 functional restoration of the Columbine II in 1990 and had it flown to Abilene, Kansas for Eisenhower’s centennial celebration. Afterward, they moved the Connie to Roswell and Santa Fe, New Mexico, before it was flown to Marana, where it remained under a lease agreement until it was sold to Stoltzfus in 2015.
Stoltzfus, a self-proclaimed history buff, learned about the Columbine II from an article in an aviation magazine and wanted to see the plane restored to its 1950s condition so he asked one person what he should do – his then-8-year-old grandson. “I think we should buy it,” the boy told him.
Then Stoltzfus asked his twin brother Ken to check out the plane in Arizona. After hearing that there wasn’t any damage that couldn’t be overcome, he sent Dynamic Aviation mechanics to begin repairs. When he first saw the plane, it was in rough condition.
“Every hose, I mean every piece of rubber was bad,” Stoltzfus said. “There were a lot of things about the airplane that gave you reason to say this was going to be a lot of work. They hadn’t really run the engines, but you knew there was going to be a lot of trouble with them, and there was. But the good part was it didn’t have any corrosion. Otherwise, we wouldn’t have bought the airplane.”
Although he can’t divulge the actual price he paid, Stoltzfus said it was less than the $1.5 million listing price. Dynamic Aviation will begin a full restoration project on the Columbine II in three to six months, which Stoltzfus expects to be completed in two to three years. He has obtained drawings and documentation that he hopes will help him restore the plane to its original color codes and original manufacturer materials.
“I think the airplane can be used to educate people on the 1950s, not just about Air Force One and not just about Eisenhower,” he said. “These were generally considered to be good years in America. They weren’t perfect, but they were generally good. We got out of the Korean War, so it was a peaceful time, and it was a good time economically and was when we started to build the interstate. So it was just a good time in American history.”
When it’s fully restored, Stoltzfus hopes to take the historic aircraft to air shows and display it for the public at the company’s airport in Bridgewater. In the meantime, he’s looking for anyone who might have aircraft parts or stories to share from the Connie’s era.
Oliver is grateful that somebody was interested enough in saving the plane.
“When I started this project, I was 52 years old, and I’m 77 now,” he said. “I don’t have the energy to do it anymore, and I’m just glad that somebody does. It is a piece of history, and now it’s going to be where people can see it, smell it and touch it.”
Once the silver Connie with the purple flower on its nose is restored to its Air Force One glory, it will have three men to credit for saving this piece of American history for future generations.
Even though one of the three didn’t live to see the Columbine II’s restoration, his son thinks it would have made him proud.
“Oh, he’s got a big smile on his face right now,” Christler said. “I know he’s proud that it has a great home where it’s supposed to be. It’s within a hundred miles of Washington, D.C, where it had some important flying to do.”
In today’s combat environments, it’s not at all uncommon to see U.S. Marines burdened with more than 150 pounds of gear, with reports of some loadouts climbing over 200 for those tasked with operating or supporting larger weapons systems.
It goes without saying that carrying that much weight on foot can compromise a war fighter’s ability to operate, but that begs the question: just how much can you carry on your back before your trading gear for combat effectiveness?
It turns out, a whole lot less than you’d think.
FYI: It doesn’t get easier if you try to carry it higher.
(U.S. Navy photo by Mass Communication Specialist 1st Class James R. Stilipec)
According to research conducted by Marine Corps Capt. Courtney Thompson at the Naval Postgraduate School, the most a Marine should be stuck carrying into the fight is a comparatively measly 58 pounds. While that may sound like a lot for your average Sunday hiker, for America’s warfighters, that’s a figure that seems impossibly low for today’s combat operations.
The problem with that figure is that the vast majority of that 58-pound load is occupied by non-negotiable personal protective equipment. A standard combat loadout tends to weigh in at around 43 pounds on its own — combat loadout in this case meaning flak jacket, Kevlar helmet, rifle and the standard gear you wear rather than pack. Whatever you may need for long term survival or other mission requirements has to be added to that 43-pound baseline, meaning the 58-pound combat-cutoff would allot only fifteen pounds for all other gear, from breaching tools to spare socks and MREs.
“Marines always have to be prepared to engage with the enemy,” said Captain Thompson. “In doing so, they typically have personal protective equipment, weapons, and other gear. Ultimately, the goal is to make those Marines as lethal and survivable as possible, and my thesis works towards that same goal.”
Like going into combat with a full grown dude on your back.
(U.S. Air Force photo by Airman 1st Class Caleb Nunez)
Captain Thompson’s research, of course, won’t create an immediate change in loadouts for troops in combat. Any Marine with a pair of knees can tell you that carrying 200 pounds on your back will make even the most basic infantry tactics an exercise in exhaustion and managed injury. Current combat loads are dictated by mission requirements, not comfort. But that isn’t to say that the research won’t lead to changes in the future. Her work was awarded the Stephen A. Tisdale Thesis Award by the Naval Postgraduate School Department of Operations Research, and according to Thomspon, the Marine Corps has taken notice.
“The commanding general of the Marine Corps War-fighting Lab is asking for my research and results,” Thompson said. “I also worked with a few people at Marine Corps Systems Command who’ve been looking at this problem specifically so they may use it to help support their further research.”
While it may be a long time before Marines see any relief in their combat loadouts, Thompson’s research can benefit any of us wondering just how effective we are with our kits on (whether it’s a hiking kit or full battle rattle). For most of us (if you’re still in Marine Corps shape), you should cut it off at around 58 pounds of total gear strapped to your body. If you’re not quite the Marine you used to be… that number is probably a bit lower.
Typically, the role of “Doc” in the convoy is as a passenger. While remaining alert and attentive, I also felt that I needed to keep my unit motivated and focused while they did their various jobs.
I took the task very seriously by acting as the Convoy DJ, playing the greatest hits for combat effectiveness!
Whether you cue up your own playlist for leaving the wire or DJ for the entire crew, stepping off is always better with an anthem.
Here are 8 tracks to help “kick the tires and light the fires.”
1. AC/DC — Highway to Hell
No convoy playlist is complete without a track from these rock Gods ripping through the airwaves. AC/DC has plenty of great hits to choose from, however, this song really says exactly how I felt about the roads we traveled in Iraq.
Perhaps it’s a little on the nose, but if you deployed to Iraq this song needs no explanation. All other lyrics aside, you can’t pass on a track with the refrain, “Bombs over Baghdad!” to really pump up that mission essential adrenaline.
You’ve got F/18s launching from an aircraft carrier, Navy SEALs on fast boats, guys jumping out of a helicopter into the surf — now add a wailing guitar riff and a pulsating drum beat and you have the ingredients for a Navy commercial that almost had me signing up for another 10 years.
You’ve also got an epic anthem to keep the troops pumped on those exceptionally long convoys.
(GodsmackVEVO | YouTube)Even if you’re no longer jocking up and taking the wheel of some Mad Max-esque war machine to go spread freedom and democracy around the world, you can still rock out to these amazing songs.
Every convoy needs some musical motivation. Whether you’re taking the kiddos to school, enjoying a leisurely Sunday drive or simply heading into the office for another day of crushing it, cue up this playlist and have an epic journey.
“What happens if somebody knocks on the door of the Oval Office and says, ‘Mr. President, they’ve launched’?” Sen. Jim Risch said.
Mattis replied: “Our ballistic-missile-defense forces at sea and in Alaska and California … the various radars would be feeding in, and they would do what they’re designed to do as we make every effort to take them out.”
“The response — if that’s what you’re referring to — would, of course, depend on the president,” Mattis said. He explained that the president would see a “wide array” of options that included cooperation with US allies.
“Defenses will go,” Mattis said. “The president will be woken up or whatever, but our commands are — we rehearse this routinely.”
Secretary of State Rex Tillerson added: “Some judgment would be made over whether a necessary and proportionate response is required.”
But neither Tillerson nor Mattis would categorically rule out a nuclear first strike on North Korea. Both made statements to the effect that if the US knew a North Korean nuclear attack on the US was imminent, President Donald Trump reserved the right to preempt it with a launch.
“The fact is that no president, Republican or Democrat, has ever forsworn the first-strike capability,” Tillerson said. “That has served us for 70 years.”
Joseph W. Sullivan served in the Army during WWII. When the Korean War broke out, the Brooklyn native left to fight his second war. He would not return home. Cpl. Sullivan was assigned to the 37th Field Artillery Battalion, 2nd Infantry Division near Kunu-Ri, North Korea when he was killed in action on November 30, 1950. His daughter, Eileen, was just four years old.
Eileen Sullivan Alber spent her life loving and idolizing her father whom she never knew. “My father died a hero trying to save people,” she said. “I have no memory of him at all except a couple of pictures. I always wanted to have something with me of him.” On her 75th birthday, Alber’s wish came true.
In 1946, Roger Goodland bought a used Army duffel bag from a surplus store. He used it for camping trips, but always wondered about the GI whose name was stenciled on it, Joseph W. Sullivan. Before the internet era, such a search was extremely difficult. “I so many times looked at that bag and wondered who Joseph W. Sullivan was,” Goodland recalled. “Before the internet, there was no way of being able to find him.”
Upon browsing the Korean War Project website, Goodland found a plea posted by Alber for anyone with memories or mementos of her father to get in touch with her. “When we found Eileen’s posting that was so touching, there was no doubt that that was where the bag needed to go,” Goodland’s wife, Alice, said. The Goodlands tracked Alber down via Facebook and sent her the duffel bag.
Alber met with the Goodlands via Zoom to express her appreciation. “My family is so grateful to you and Alice for blessing our life with this gift,” she told them. Over 70 years after her father’s death, Alber finally has a piece of him to hold on to in the form of his 81-year-old duffel bag.
President Donald Trump says he’s found a new candidate for the civilian post of Navy secretary.
His name is Richard Spencer, and he’s a former financial industry executive. Spencer is also a former Marine Corps captain.
The White House says Spencer most recently was managing partner of Fall Creek Management, a privately held management consulting company in Wyoming. Spencer also was vice chairman and chief financial officer for Intercontinental Exchange Inc., a financial market company, and president of Crossroads Group, a venture capital firm that was bought by Lehman Brothers in 2003.
Trump’s first choice for Navy secretary, businessman Philip Bilden, withdrew from consideration in February. Bilden cited privacy concerns and the difficulty of separating from his business interests.
The Army is working on a future Bradley Fighting Vehicle variant possibly armed with lasers, counter-drone missiles, active protection systems, vastly improved targeting sights, and increased on-board power to accommodate next-generation weapons and technologies.
Also designed to be lighter weight, more mobile, and much better protected, the emerging Bradley A5 lethality upgrade is already underway — as the Army works vigorously to ensure it is fully prepared if it is called upon to engage in major mechanized, force-on-force land war against a technically advanced near-peer rival.
As the Army pursues a more advanced A5, engineered to succeed the current upgraded A4, it is integrating 3rd Generation Forward Looking Infrared sensors for Commanders and Gunners sights, spot trackers for dismounted soldiers to identify targets and an upgraded chassis with increased underbelly protections, and a new ammunition storage configuration, Col. James, Schirmer Project Manager Armored Fighting Vehicles, said earlier this Fall at AUSA.
BAE Systems, maker of the Bradley, told Warrior the platform’s modernization effort is designed in three specific stages. The first stage in the modernization process was the Bradley Track Suspension to address suspension upgrades, BAE statements said. The subsequent Bradley A4 Engineering Change Proposal, soon to enter production, improves mobility and increases electrical power generation. More on-board power can bring the technical means to greatly support advanced electronics, command and control systems, computing power, sensors, networks, and even electronic warfare technologies.
Maj. Gen. David Bassett, former Program Executive Officer for Ground Combat Systems, described the upgrades in terms of A3 and A4 focusing upon the Bradley from the turret ring down — leading the A5 effort to more heavily modernize Bradley systems from the turret up. This includes weapons sights, guns, optics, next-generation signals intelligence, and even early iterations of artificial intelligence, and increased computer automation.
During several previous interviews with Warrior, Bassett has explained that computer-enabled autonomous drones will likely be operated by nearby armored combat vehicles, using fast emerging iterations of artificial intelligence. These unmanned systems, operated by human crews performing command and control from nearby vehicles, could carry ammunition, conduct reconnaissance missions, test enemy defenses or even fire weapons – all while allowing manned crews to remain at a safer stand-off distance. At one point, Bassett told Warrior that, in the future, virtually all armored vehicles will have an ability to be tele-operated, if necessary.
Also, while Army Bradley developers did not specifically say they planned to arm Bradleys with laser weapons, such innovation is well within the realm of the possible. Working with industry, the Army has already shot down drone targets with Stryker-fired laser weapons, and the service currently has several laser weapons programs at various stages of development. This includes ground-fired Forward Operating Base protection laser weapons as well as vehicle-mounted lasers. A key focus for this effort, which involves a move to engineer a much stronger 100-kilowatt vehicle-fired laser, is heavily reliant upon an ability to integrate substantial amounts of mobile electrical power into armored vehicles.