With the news that Army Lt. Gen. H. R. McMaster has been chosen to serve as National Security Advisor to President Donald Trump, this marks the fourth time an active-duty military officer has filled this position.
Here is a look at the previous three.
1. Air Force Lt. Gen. Brent Scowcroft
Brent Scowcroft was active-duty for less than a month while serving as National Security Advisor to President Gerald Ford, taking the job on Nov. 3, 1975, and retiring on Dec. 1, 1975. Still, he is technically the first active-duty military officer to serve in this position.
Scowcroft served for the remainder of the Ford administration, then was tapped to serve as National Security Advisor for a second stint under George H. W. Bush – holding that post for the entirety of that presidency. During his second run as NSA, Scowcroft’s tenure saw the fall of the Berlin Wall, Operation Desert Storm, and the collapse of the Soviet Union.
2. Navy Vice Adm. John M. Poindexter
Perhaps the most notorious active-duty officer to hold the position due to his involvement in the Iran-Contra affair, Poindexter was National Security Advisor to President Ronald Reagan during the 1986 Freedom of Navigation exercises in the Gulf of Sidra that turned violent, Operation El Dorado Canyon, and the Reykjavik Summit in October, 1986.
Poindexter was initially convicted on five charges connected with Iran-Contra, but the convictions were tossed out on appeal. In 1987, he retired at the rank of Rear Admiral (Upper Half).
3. Army Lt. Gen. Colin L. Powell
Probably the most notable active-duty officer to serve in the post, Colin Powell served as National Security Advisor from November 1987 to the end of Ronald Reagan’s second term. While he was in that position, the U.S. and Iran had a series of clashes culminating in Operation Praying Mantis and the downing of an Iranian Airbus by the guided-missile cruiser USS Vincennes (CG 49).
After his tenure as National Security Advisor, Powell went on to serve as Chairman of the Joint Chiefs of Staff – then was Secretary of State during George W. Bush’s first term as president.
As a note for the fashion-watchers, while all three predecessors wore suits, We Are The Mighty has learned from a source close to senior Trump staffers that incoming Nationals Security Advisor McMaster has been given the option to wear his uniform while holding the post.
A spokesperson for Scowcroft noted, “It is not against the law but it is not usually done.”
Neither Powell nor the White House Press Office responded to a WATM request for comment by post time.
The Army and the Air Force are launching a new, collaborative war-gaming operation to assess future combat scenarios and, ultimately, co-author a new inter-service, cross-domain combat doctrine.
The concept of cross-domain fires, something inspiring fast-growing attention at the Pentagon, is grounded in the premise that future war challenges will require air, land, sea, space, and cyberspace synergies to a much greater extent than may have been envisioned years ago.
Operating within this concept, Army TRADOC Commander Gen. David Perking and Air Force Air Combat Command Commanding General are launching a new series of tabletop exercises to replicate and explore future warfare scenarios – the kind of conflicts expected to require technologically advanced Army-Air Force integration.
In a Pentagon report, Holmes said the joint wargaming effort will “turn into a doctrine and concept that we can agree on.”
Such a development would mark a substantial step beyond prior military thinking, which at times over the years has been slightly more stove-piped in its approach to military service doctrines.
Interestingly, the new initiative may incorporate and also adjust some of the tenants informing the 1980’s Air-Land Battle Doctrine; this concept, which came to fruition during the Cold War, was focused on integrated air-ground combat coordination to counter a large, mechanized force in major warfare. While AirLand battle was aimed primarily at the Soviet Union decades ago, new Army-Air Force strategy in today’s threat environment will also most certainly address the possibility of major war with an advanced adversary like Russia or China. In fact, the Army’s new Operations 3.0 doctrine already explores this phenomenon, as it seeks to pivot the force from more than a decade of counterinsurgency to preparedness for massive force-on-force warfare.
Jumping more than 40 years into the future beyond AirLand Battle into to today’s threat climate, the notion of cross-domain warfare has an entirely new and more expansive meaning. No longer would the Air Force merely need to support advancing armored vehicles with both air cover and forward strikes, as is articulated in Air-Land Battle, but an Air Force operating in today’s war environment would need to integrate multiple new domains, such as cyber and space.
After all, drones, laser attacks, cyber intrusions, and electronic warfare (EW) tactics were hardly on the map in the 1980s. Forces today would need to harden air-ground communications against cyber and EW attacks, network long-range sensor and targeting technology, and respond to technologically-advanced near-peer attack platforms, such as 5th-generation stealth fighters or weaponized space assets.
These considerations are at the heart of the Army-Air Force initiative. A recent article in the National Defense University Press, authored by Holmes and Perkins, defines the parameters of this emerging Army-Air Force cross-domain initiative.
“The rate and speed of current and future world events will not allow us the time to synchronize federated solutions. In order to present the enemy with multiple dilemmas, we must converge and integrate our solutions and approaches before the battle starts. We must also become sensor-shooter agnostic in all our platforms, and we must develop a common operating picture,” the article in the National Defense University Press states.
While the particulars of any new doctrine have yet to be determined, based in large measure upon what is learned through these upcoming war games, the U.S. military services are already moving forward testing and advancing the broad parameters of cross-domain fires.
At exercises such as Northern Edge, fighter aircraft have been used in close coordination with Army ground weapons and surface ships to identify and attack targets together in a coordinated fashion. One senior Army official, speaking at length to Warrior Maven, explained that many current mobile ground-attack systems, such as artillery, can be used and adapted for attacks on air and sea enemy targets.
To cite an example, the senior official said an Army Self-Propelled Paladin Howitzer could be used in strategically vital areas, such as the South China Sea, to hold enemy aircraft or enemy ships at-risk.
The Army’s Program Executive Office Missiles and Space, as part of this strategic effort, is currently pursuing software upgrades to the ATACMS missile to better enable the weapon to hit targets at sea. These concepts, which seek to envision roles and dynamics not initially envisioned for a ground-to-ground weapon, comprise the conceptual epicenter of cross-domain fires.
The notion of Cross-Domain fires is woven into the recognition that new sensor technologies, faster computer processing and things like artificial intelligence increasingly enable attack platforms to function as sensors – nodes on a larger, joint, integrated combat enterprise.
A uniquely modern element of this hinges upon the rapid evolution of networking technologies connecting domains in real-time to shorten sensor-to-shooter time and respond to the widest possible range of threats in combat.
The Army’s emerging Integrated Battle Command System is engineered for the purpose of networking nodes within a broader combat apparatus, able to detect threats and relay information across domains. For instance, a land-based sentinel radar could cue a Patriot missile battery or air-attack platform.
Operating through modern command and control systems, aerial ISR nodes could identify targets and relay coordinates to surface ships or ground weapons using next-generation datalinks.
The Air Force plans to actualize key aspects of this with, for instance, LINK 16 upgrades to the F-22 that enable it to improv data-sharing with the F-35 and 4th-generation aircraft in real-time in combat.
“The F-22 program is developing enhanced “5th-to-5th” generation and “5th-to-4th” generation aircraft communications via the TACLink 16 program,” Capt. Emily Grabowski, Air Force Spokeswoman, told Warrior Maven.
Grabowski added that this program includes hardware and software modifications to field LINK 16 transmit on the F-22. While not eliminating the need for voice communication, transmitting and receiving via LINK 16 datalinks can expedite data- and video-sharing, target coordination and more secure non-voice connectivity.
Air Force officials tell Warrior Maven that cross-domain operations are currently figuring prominently in the ongoing Red Flag exercise at Nellis AFB, Nevada.
“Exercises, such as Red Flag, ensure we and our allies are ready to respond to contingencies by providing realistic, advanced, multi-domain combat training in a contested, degraded and operationally-limited environment employing assets in air, space and cyberspace,” Maj. Christina Sukach, Public Affairs Chief, 99 Air Base Wing, told Warrior Maven.
The Red Flag combat exercises, while not discussed in detail by Air Force officials, did assess the challenge of cross-domain connectivity in a GPS-denied environment. This scenario, wherein satellites are attacked or disabled by enemy weapons, speaks to the importance and challenge of cross-domain fires.
Both the Army and the Air Force are currently exploring a wide range of high-bandwidth frequencies and other communications technologies able generate what the military calls “Positioning, Navigation and Timing,” in the absence of GPS.
These moves are of great relevance to the emerging Army-Air Force cross-domain effort because both services currently rely heavily upon GPS for combat systems. The Army’s Blue Force Tracker and handheld navigation systems, coupled with Air Force JDAMS air-ground coordination are all, at the moment, reliant upon GPS. Any new cross-domain doctrine, it therefore stands to reason, would need extend these efforts to specifically incorporate Army-Air Force combat connectivity in a war without GPS.
People enlist in the military for a number of reasons, ranging from anywhere between the insane, “I love shooting stuff” to the more pragmatic, “I need the college money.” Many of us also join because it’s the right thing to do — at least, in our minds. Many who joined the U.S. military in the days following the September 11th attacks are looking down the barrel at their 20-year anniversary. Others joined because the rise of ISIS gave a clear picture of what evil looks like in this world.
Some needed a more direct route to the fight against ISIS. So, they traveled through Iraq or elsewhere to get to Syria, where they could join the Kurdish YPG, the People’s Protection Units, and the YPJ, the Women’s Protection Units, to form the front line against ISIS onslaught in Syria.
You can now actually watch the struggle to liberate the people of Iraq and Syria from the grips of the Islamic State. Hunting ISIS is on History every week on Tuesday at 11pm and it is a no-holds-barred look at the Westerners with the Kurds. Watch the pain and horror of those who suffer under ISIS as well as the elation of civilians and children as their homes are liberated.
The series follows a lot of vets around, but features primarily PJ, a Marine Corps veteran, and his team of Western volunteers as well as Pete, from New Jersey, who leads a team of medics supporting Peshmerga fighters in Iraq.
The lives of American combat veterans fighting ISIS in Syria was documented by camera crews who followed them through checkpoints and training and into their front-line lives in Syria. They came from all over America and all walks of life. Some picked up where they left off as veterans of the Iraq War and others simply wanted to stop the reign of terror, theft, rape, extortion, and violence that comes with ISIS occupation.
But they’re risking a whole lot more than their lives — they could be risking their own freedom.
United States law says anyone who “enlists or enters himself, or hires or retains another to enlist or enter himself, or to go beyond the jurisdiction of the United States with intent to be enlisted or entered in the service of any foreign prince, state, colony, district, or people as a soldier or as a marine or seaman … shall be fined under this title or imprisoned not more than three years, or both.”
But that all depends on the interpretation. In the 1896 Supreme Court decision of Wiborg v. United States, the Court held that it was only illegal if the American was recruited into a foreign service. In the case of Wiborg, Americans armed themselves and made their way to Cuba to train and assist Cuban rebels fighting Spain while the U.S. was at peace with Spain.
The Kurds don’t actively recruit Western fighters, but they also don’t have a state. The Kurds are the world’s largest ethnic minority without a country of their own. Before the ISIS war, there were some 23 million Kurds in the region. But that all depends on how the Kurdish armed forces act on their own. The Peshmerga in Iraq is a pro-Western fighting force. But the Kurdish YPG in Syria – home of the International Brigades – is considered a terrorist organization by America’s NATO ally, Turkey.
You may remember the name John Walker Lindh, an American captured fighting with the Taliban in the days after 9/11. One of the key components to his defense was that he was in the armed forces of another state – the Taliban were the recognized government in Afghanistan – and that he personally didn’t attempt to join al-Qaeda or attack the United States.
The exact number of Americans and other western volunteers fighting ISIS isn’t known for sure, but the Kurds know most of them are military veterans. Though considered terrorists by Turkey, the United States considers all Kurdish forces to be an essential part of the fight against ISIS.
The one thing that is clear is that they can expect no direct help from U.S. troops on the ground in Iraq and Syria. The military and State Department are not obligated to aid volunteers in the two countries (American volunteers have, in fact, been turned away by the U.S. military). If they were caught at the checkpoints on their way back, they would go straight to a local jail.
The Pentagon’s research arm is now demonstrating an entirely new level of aircraft autonomy which blends the problem-solving ability of the human mind with computerized robotic functions.
The Defense Advance Research Project Agency, or DARPA, program is called Aircrew Labor in Cockpit Automation System, or ALIAS.
A key concept behind ALIAS involves a recognition that while human cognition is uniquely suited to problem-solving and things like rapid reactions to fast-changing circumstances, there are many procedural tasks which can be better performed by computers, developers explained.
ALIAS uses a software backbone designed with open interfaces along with a pilot-operated touchpad and speech recognition software. Pilots can use a touch screen or voice command to direct the aircraft to perform functions autonomously.
For instance, various check-list procedures and safety protocols such as engine status, altitude gauges, lights, switches and levers, can be more rapidly, safely and efficiently performed autonomously by computers.
“This involves the routine tasks that humans need to do but at times find mundane and boring. The ALIAS system is designed to be able to take out those dull mission requirements such as check lists and monitoring while providing a system status to the pilot. The pilot can concentrate on the broader mission at hand,” Mark Cherry, President and CEO of Aurora Flight Sciences, told Defense Systems in an interview.
The aircraft is able to perform a wide range of functions, such as activating emergency procedures, pitching, rolling, monitoring engine check lights, flying autonomously to pre-determined locations or “waypoints,” maneuvering and possibly employing sensors – without every move needing human intervention.
Developers explain that ALIAS, which has already been demonstrated by DARPA industry partners Lockheed Martin and Aurora Flight Sciences, can be integrated into a wide range of aircraft such as B-52s or large civilian planes.
Initial configurations of ALIAS include small aircraft such as a Cessna 208 Caravan, Diamond DA42 and Bell UH-1 helicopters, Cherry explained. The ALIAS system is able learn and operate on both single engine and dual-engine aircraft.
Both Lockheed and Aurora Flight Sciences have demonstrated ALIAS; DARPA now plans to conduct a Phase III down-select where one of the vendors will be chosen to continue development of the project.
As algorithms progress to expand into greater “artificial intelligence” functions, computers with increasingly networked and rapid processors are able to organize, gather, distill and present information by themselves. This allows for greater human-machine interface, reducing what is referred to as the “cognitive burden” upon pilots.
There are some existing sensors, navigational systems and so-called “fly-by-wire” technologies which enable an aircraft to perform certain functions by itself. ALIAS, however, takes autonomy and human-machine interface to an entirely new level by substantially advancing levels of independent computer activity.
In fact, human-machine interface is a key element of the Army-led Future Vertical Lift next-generation helicopter program planning to field a much more capable, advanced aircraft sometime in the 2030s.
It is certainly conceivable that a technology such as ALIAS could prove quite pertinent to these efforts; a Joint Multi-Role Technology Demonstration Army ST program is already underway as a developmental step toward engineering this future helicopter. The intention of the FVL requirement, much like ALIAS, is to lessen the cognitive burden upon pilots, allowing them to focus upon and prioritize high-priority missions.
The human brain therefore functions in the role of command and control, directing the automated system to then perform tasks on its own, Cherry said.
“Help reduce pilot workload and increase safety in future platforms,” Cherry said.
Aircraft throttle, actuation systems and yokes are all among airplane functions able to be automated by ALIAS.
“It uses beyond line of sight communication which is highly autonomous but still flies like a predator or a reaper,” John Langford, CEO of Aurora Flight Sciences, told Defense Systems in an interview.
Due to its technological promise and success thus far, ALIAS was given an innovation award recently at the GCN Dig IT awards.
Running operations to maintain this tax base, however, may prove unsustainable for ISIS in the long run.
The militants are quickly racking up more expenses than they can cover, and their oil revenues have been cut by nearly two-thirds due to US airstrikes on oil refineries and the low price of crude, Indira Lakshmanan of Bloomberg reported.
The US has tried to cut off ISIS’ sources of revenue with little success, however: The group has compensated by levying hefty taxes on salaries and businesses, in some cases demanding residents and companies pay them as much as 20% of their income or revenue — 50% if they are employed by the Iraqi government, the New York Times reported.
And after conquering Mosul in June 2014, ISIS imposed a “protection” tax on every Iraqi Christian who refused to convert to Islam. Christians who refused to pay would not receive the protection of ISIS gunmen and could either leave or be killed.
“ISIS makes most of its money from plunder,” Jonathan Schanzer, vice president for research at the Foundation for Defense of Democracies, told Business Insider in May. “We’re seeing that over and over again. They go from one town to the next and knock over a bank or several banks and go house to house and extract whatever is of value.”
“It’s a racket,” Schanzer said. “And that’s how ISIS continues to survive and thrive.
ISIS can continue to tax its captive population for as long as it holds territory, but the militants’ wealth is bound to dwindle as holding this territory is in itself an expensive endeavor. Paying soldiers to rampage across the Middle East is not cheap, either — salaries cost ISIS between $3 million and $10 million every month, and the money the group steals from banks is not being replenished, according to Bloomberg.
“It is important to note that as the sources of ISIL’s wealth — notably the money stolen from banks and revenues from oil sales — are either no longer replenished or will diminish over time,” Jennifer Fowler, deputy assistant secretary of the Treasury for terrorist financing and financial crimes, said in a speech at the Washington Institute for Near East Policy.
“There are already signs that ISIL is unable to provide fundamental services to the people under its control, which Baghdad previously provided or subsidized,” she added.
“While it’s true they’re the best-financed terror group we’ve seen, they’re still an insurgent group, and they have a lot of expenses.”
The US has deported a 95-year-old former Nazi concentration camp guard who had been living in the US for almost 70 years.
Jakiw Palij, who worked as a guard at a labor camp in German-occupied Poland during World War II, was seen exiting a plane in Düsseldorf, Germany, on Aug. 21, 2018. He was then transferred to a stretcher and taken across the city in an ambulance.
The New York Times reported in 2003 that he had had two strokes and was in frail health.
He was deported by Immigration and Customs Enforcement early Aug. 21, 2018, the White House said in a press release. He had been living on welfare in Queens, New York, until his deportation, Germany’s Bild newspaper reported.
Palij was born in a part of Poland that is now part of Ukraine. He trained at the Nazi SS training camp in Trawniki, in German-occupied Poland, in 1943 and served as an armed guard at Trawniki labor camp, the White House said.
Jakiw Palij, at his home in Queens.
The camp is the site of one of the largest massacres of the Holocaust. SS and police officers shot at least 6,000 Jewish inmates at the camp and a nearby subcamp in a single day, on Nov. 3, 1943, according to the US Holocaust Memorial Museum.
Palij immigrated to the US in 1949 as a 26-year-old war refugee and was granted US citizenship in 1959. He lied about his Nazi service during his immigration and naturalization process, saying instead that he spent World War II working in a farm and in a factory, the White House said.
In 2003, a federal judge revoked Palij’s US citizenship for lying in his immigration process. A US judge ordered for his deportation in 2004, but it was implemented in August 2018.
Palij told The New York Times in 2003 that he was “never a collaborator,” claiming instead that his role was to guard bridges and rivers. He also said he joined the Nazis only to save his family.
”They came and took me when I was 18,” he said. “We knew they would kill me and my family if I refused. I did it to save their lives, and I never even wore a Nazi uniform. They made us wear gray guards’ uniforms and had us guarding bridges and rivers.”
But Eli Rosenbaum, the director of a special investigation unit for the Justice Department, said at the time that Palij was “very loyal and very capable and served until April 1945, the last weeks of the war, while other soldiers were deserting right and left.”
Palij also said in 2003: “Let them come and get me. I’m not running. What will they do? Shoot me? Put me in the electric chair? Where are they going to deport me to? What country is going to take an 80-year-old man in poor health?”
Attorney General Jeff Sessions said in a statement on Aug. 21, 2018: “The United States will never be a safe haven for those who have participated in atrocities, war crimes, and human-rights abuses.”
Palij’s case will now be part of an investigation at a Nazi crimes investigation unit in Ludwigsburg, Germany, Bild reported.
The F-22A Raptor is a fifth-generation fighter incorporating fourth-generation stealth technology, radical maneuvering capabilities, the ability to fly at supersonic speed without afterburners and unprecedented pilot situational awareness, making it the most dominant and advanced air superiority fighter in the world.
The Raptor’s sophisticated aerodynamic design, advanced flight controls and thrust vectoring allows it to outmaneuver any known aircraft. A combination of sensor capability, integrated avionics, situational awareness and weapons provides F-22 pilots with a first-look, first-shot, first-kill advantage over adversaries.
The F-22 possesses a sophisticated sensor suite allowing the pilot to track, identify, shoot and kill air-to-air threats before being detected. Significant advances in cockpit design and sensor fusion improve the pilot’s situational awareness.
The F-22A Raptor was introduced Dec. 15, 2005, and a total of 187 operational aircraft were built. The last airframe was delivered to the Air Force in 2012.
Development and Design
The Raptor was developed through the Advanced Tactical Fighter program, which was initially requested by the Air Force in the 1970s to produce conceptual designs of an air-to-ground fighter to complement the air-to-air F-15 Eagle.
The Air Force needed the F-22 as a solution to emerging threats of the Soviet Su-27 Flanker, MiG 29 Fulcrum and the Chinese Shenyang J-11 multi-role fighter aircraft, to maintain air superiority after the Cold War and into the future.
Thus, the request was amended with the advancements in stealth technology and the ATF program was then charged with creating a fighter with the capabilities of speed, agility, electronic warfare and signal intelligence into a stealth airframe which could also provide precision long-rage air-to-air and air-to-ground weaponry.
The Air Force selected the two proposals of contract teams Lockheed/Boeing/General Dynamics and Northrop/McDonnell Douglas, to produce prototypes for flight testing, the YF-22 and the YF-23. The Lockheed YF-22 was ultimately selected in 1991 with the first F-22A being delivered for flight testing in 1997.
The Raptor is equipped with two Pratt Whitney F119-PW-100 afterburning turbofan engines producing 35,000 pounds of thrust each, more than any current fighter. The jet is capable of Mach 1.82 during supercruise, or sustained supersonic flight without afterburners, and able to reach speeds over Mach 2 with afterburners.
In the air-to-air configuration the Raptor carries six AIM-120 AMRAAMs and two AIM-9 Sidewinders. The Raptor also has an internally mounted M61A Vulcan 20 mm-rotary canon embedded inside the right wing.
The Raptor’s ability to collect and share tactical information with legacy aircraft enables U.S. and allied forces to engage targets with unmatched battlespace awareness. With the data processed with the Raptor’s advanced avionics sensors and radars, the aircraft can even designate targets for allies.
During the F-22’s first Operational Readiness Inspection the aircraft was rated excellent in all categories with a 221-0 kill ratio against opposing aircraft.
The F-22 has a significant capability to attack surface targets from high cruise speeds and altitudes. In the air-to-ground configuration the aircraft can carry two 1,000-pound GBU-32 Joint Direct Attack Munitions internally.
The Raptor has the ability to deploy 1,000-pound bombs from 50,000 feet while cruising at Mach 1.5, and can strike a moving target 24 miles away.
Operation and Deployment
Air Force units that operate the F-22 Raptor include:
The 27th Fighter Squadron, Joint Base Langley-Eustis, Virginia
The 94th Fighter Squadron, JB Langley-Eustis, Virginia
The 149th Fighter Squadron, Virginia Air National Guard
The 19th Fighter Squadron, JB Pearl Harbor-Hickam, Hawaii
The 199th Fighter Squadron, Hawaii Air National Guard
The 43rd Fighter Squadron, Tyndall Air Force Base, Florida
The 95th Fighter Squadron, Tyndall AFB, Florida
The 301st Fighter Squadron, Tyndall AFB, Florida
The 90th Fighter Squadron, JB Elmendorf-Richardson, Alaska
The 302nd Fighter Squadron, JB Elmendorf-Richardson, Alaska
The 525th Fighter Squadron, JB Elmendorf-Richardson, Alaska
The 433rd Weapons Squadron, Nellis AFB, Nevada
The first overseas deployment of F-22s was to Kadena Air Base, Japan in February 2007.
F-22s participated in combat sorties for the first time during Operation Inherent Resolve, dropping 1,000-pound GPS-guided bombs on Islamic State of Iraq and Syria targets during the American-led intervention in Syria.
From September 2014 to July 2015, F-22s flew 204 sorties, dropping 270 bombs on 60 different locations.
On June 23, 2015, two F-22s performed the aircraft’s first close air support mission conducting airstrikes protecting friendly forces in Syria.
Did you know?
– The F-22 Raptor has a radar cross-section smaller than a bumblebee, making it nearly undetectable.
– An F-22B two-seat variant was planned in 1996, but cancelled to save development costs.
– The radar on the F-22 changes frequencies over 1,000 times per second to deter detection by enemy forces.
F-22A Raptor Fact Sheet:
Primary function: air dominance, multi-role fighter
Contractor: Lockheed-Martin, Boeing
Power plant: two Pratt Whitney F119-PW-100 turbofan engines with afterburners and two-dimensional thrust vectoring nozzles.
Thrust: 35,000-pound class (each engine)
Wingspan: 44 feet, 6 inches (13.6 meters)
Length: 62 feet, 1 inch (18.9 meters)
Height: 16 feet, 8 inches (5.1 meters)
Weight: 43,340 pounds (19,700 kilograms)
Maximum takeoff weight: 83,500 pounds (38,000 kilograms)
Payload: same as armament air-to-air or air-to-ground loadouts; with or without two external wing fuel tanks.
Speed: mach two class with supercruise capability
Range: more than 1,850 miles ferry range with two external wing fuel tanks (1,600 nautical miles)
Ceiling: above 50,000 feet (15 kilometers)
Armament: one M61A2 20-millimeter cannon with 480 rounds, internal side weapon bays carriage of two AIM-9 infrared (heat seeking) air-to-air missiles and internal main weapon bays carriage of six AIM-120 radar-guided air-to-air missiles (air-to-air loadout) or two 1,000-pound GBU-32 JDAMs and two AIM-120 radar-guided air-to-air missiles (air-to-ground loadout)
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.
Joshua T. asks: What were all those metal things you see on the beaches in pictures of the Omaha landing?
The Normandy Invasions represented one of the single largest military maneuvers in history. Beginning on June 6, 1944, the invasion was the largest amphibious assault of all time and involved what basically amounted to the collective might of a large percentage of the nations in the industrialized world working in tandem to defeat the Nazi war machine. One of the most iconic images of the invasion was that of a French beach covered in oppressive-looking metal crosses. As it turns out, those crosses were merely a small part of an expansive network of sophisticated defences the Allies managed to somehow circumvent in mere hours.
Dubbed “the Atlantic Wall” and constructed under the direct orders of Adolf Hitler himself in his Directive 40, the formidable defences stretched and astounding 2000 miles of the European coast. Intended to ward off an Allied invasion, the Atlantic Wall consisted of endless batteries of guns, an estimated five million mines (of both the sea and land variety) and many thousands of soldiers who occupied heavily fortified bunkers and fortresses along its length.
German soldiers placing landing craft obstructions.
The wall has been described as a “three-tier system of fortifications” where the most valuable and vulnerable locations were the most heavily fortified while positions of lesser importance became known as “resistance points” that were more lightly defended but would still pose an imposing obstacle to any invasion force.
In the rush to create defences, gun batteries were haphazardly thrown together, consisting of basically whatever the Nazis could get their hands on. As a result, everything from heavy machine guns to massive cannons cut from captured French warships were utilized in the construction of fortresses and bunkers. Though they looked threatening, this “confusing mixture of sizes and calibres” proved to be an issue for the Nazis when they couldn’t scrape together the ammunition to arm them all. Still, the guns, in combination with the several other layers of defences, were believed to make the coast of Europe “impregnable”.
The largest of these guns represented the first line of defence of the Atlantic Wall and the Germans spent countless hours practise shelling “designated killing zones” experts predicted Allied ships would most likely use to invade. After this were expansive submarine nets and magnetic mines chained to the ocean floor to deter submarines and ships. In shallower water, the Nazis attached mines to sticks and buried large logs deep in the sand pointed outwards towards the ocean — the idea being boats would either be taken out by the mines or have their bows broken against the poles.
After this was a defensive emplacement known as the Belgian gate which were large heavy fences attached to steel rollers which could be positioned in the shallows. Following this were millions of mines lying just beneath the sands waiting for soldiers who managed to make it ashore.
Along with all of this, there were also those metal cross thingies — or to give them their proper name, Czech hedgehogs.
As the name suggests, the Czech hedgehog was invented in Czechoslovakia and was mostly designed to serve as a deterrent for tanks and other armoured vehicles, as well as in this particular case if the tide was right, approaching ships attempting to land on shore.
Originally designed to sit along the Czechoslovakia-Germany border as part of a massive fortification effort conducted in the 1930s, the hedgehogs never ended up serving their original purpose when the region was annexed by Germany in 1938.
It’s reported that the Czechs originally wanted to build a large wall between the two countries, but a cheaper solution was found in the form of these hedgehogs, which could be mass-produced by simply bolting together beams of steel.
So what purpose did they serve? Put simply, if a tank or other such vehicle tried to drive over one, the result was inevitably it becoming stuck on the thing, and even in some cases having the bottom of the tank pieced by the hedgehog. When used on a beach like this, as previously alluded to, they also had the potential to pierce the hulls of ships approaching the shores if the tide was high at the time.
On top of that, particularly the anchored variety of hedgehogs proved difficult to move quickly as even massive explosions didn’t really do much of anything to them.
Speaking of anchored hedgehogs, it isn’t strictly necessary for the hedgehogs to be anchored to anything normally. It turns out that tanks trying to drive over the unanchored ones had a good chance of getting themselves stuck just the same. In these cases what would usually happen was the hedgehog would roll slightly as the tank tried to power its way over, with then the weight of the tank often causing the steel I-beams to pierce the bottom of the tank, completely immobilizing it. In fact, in testing, unanchored hedgehogs proved slightly more effective than their anchored variety against heavy vehicles.
However, because of the tide issue in this case, to keep the hedgehogs in place, those closest to the water did have thick concrete bases anchoring them in the sand.
Using about a million tons of steel and about 17 million cubic meters of concrete, the broken wall these Czech Hedghogs created was a much more viable option than trying to create a solid wall over such a span, while also not giving the enemy forces too much cover, as a more solid wall would have done.
That said, while initially a deterrent, the hedgehogs ended up helping the Allies after the beaches were secured, as they proved to be a valuable source of steel and concrete that was repurposed for the war effort. For example, almost immediately some of the steel beams were welded to tanks, turning them into very effective mobile battering rams.
Yes you read that correctly — the Allies cut up dedicated anti-tank fortifications and welded them to their tanks to make them even more badass of weapons.
The Soviets also made extensive use of Czech hedgehogs, often using the concrete to literally cement them in place in cities and along bridges to halt German armored divisions in their tracks. As you can imagine, just one of these in a narrow street proved to be an extremely effective barrier that also left the enemy trying to get rid of it open to weapon fire.
While some Czech hedgehogs were constructed to specific factory specifications, which stipulated exact measurements (usually 1.4 meters in height) and materials (anything sturdy enough to survive around 500 tonnes of force), most were made of scavenged materials.
In the end, the hedgehogs along with the countless other fortifications proved to be a formidable, but not impassable obstacle for the Allies. In fact, thanks to a massive, concerted bombardment effort from the naval and air-based forces of the Allies, strategic commando strikes, and the bravery of the hundreds of thousands of troops who physically stormed the beaches all those years ago, all of the defences were bypassed in a matter of hours, though at the cost of several thousand lives on D-Day alone.
Czech hedgehogs are near identical in design (save for their massive size) to caltrops — a tiny metal device designed to always land with a jagged spike pointed straight into the air used extensively throughout history to hinder advancing enemy, particularly effective against horses, camels, and elephants, but also foot soldiers.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
Commandant of the Marine Corps Gen. David H. Berger and Sergeant Major of the Marine Corps Troy E. Black led a motivational run on Joint Base Myer-Henderson Hall, Nov. 5, 2019. The run was held in celebration of the Marine Corps’ upcoming 244th birthday.
The Marines ran from Joint Base Myer-Henderson Hall to the Marine Corps War Memorial where Berger and Black shared some motivation with the Marines.
The run began a week of celebration leading up to the birthday on Nov. 10, 2019.
“Having one day to celebrate the birthday is not good enough,” said the commandant. “We have to have a whole week.”
Commandant of the Marine Corps Gen. David H. Berger and Sergeant Major of the Marine Corps, Sgt. Maj. Troy E. Black join Headquarters and Service Battalion, Headquarters Marine Corps, Henderson Hall Marines during the 2019 Marine Corps birthday run in Arlington, Va., Nov. 5, 2019.
(Photo by Lance Cpl. Morgan Burgess)
Berger then asked Marines to do three things this week. First, to stop and remember all those that have come before them. Second, to celebrate with their Marine Corps family. Finally, to look ahead at where they are going, because the Corps exists to fight and to win.
After the run, there was a moment of silence to honor all those who are forward deployed and all those that have come before them, as well as one final loud war cry that echoed across the base.
This article originally appeared on Marines. Follow @USMC on Twitter.
Bonnie Carroll understands the cost of war as intimately as anyone in America – not the dollars and cents cost but the price paid by families for generations after warriors fall in battle. A few years after losing her husband in a military aircraft mishap in Alaska, Carroll turned her grief into action and founded the Tragedy Assistance Program for Survivors, better known as “TAPS.”
“Twenty years ago there was no organization for those grieving the loss of a loved one who died while serving in the armed forces,” Carroll said while overseeing a recent TAPS event for nearly 50 surviving children held at the U.S. Naval Academy. “We are the families helping the families heal.”
“Grief isn’t a mental illness,” she continued. “It isn’t something you can take a pill for or put a splint over. Grief is a wound of the heart, and there’s no one better to provide that healing than those who’ve walked this journey and are now trained to help the bereaved. And as they help others they continue their own process of healing.”
Carroll pointed out that TAPS has strong relationships and formalized memorandums of understanding with all of the Pentagon’s branches of services but that the mission of assisting survivors is best done by a private organization and not a government bureaucracy.
“We have protocols in place so that when a family member dies, the families are told that TAPS exists,” Carroll said. “They will not be alone.”
That wasn’t always the case. For the first three years of TAPS’ existence the organization had trouble breaking through the mazes that surrounded the entrenched (and generally ineffective) agencies charged with dealing with the families of the fallen.
That changed dramatically in 1997 after the Chairman of the Joint Chiefs of Staff, Gen. John Shalikashvili, attended a TAPS gathering. “Hearing the stories and seeing the healing taking place was a game changer for him,” Carroll said. “When he got up to speak he said, ‘I really didn’t get it until I was here tonight. I didn’t realize how powerful this organization is.'”
And most importantly with respect to DoD’s responsibilities, the general said, “We can’t do for you what you must do for each other.”
Shalikashvilli went on to speak about the loss of his first wife 25 years earlier, which caused his second wife to lean over to Carroll and remark, “He’s never talked about this in public before.”
“In a room where he felt so safe, where he felt like he was in a place where you could share without judgment, he opened up,” Carroll said. “He got it.”
Shalikashvili went to the Joint Chiefs the following week and directed every branch of the service to connect with TAPS.
“We walk alongside the casualty officers,” Carroll said. “When they knock on the door, when they brief families on the benefits, they let the families know that there will always be comfort and care for them.”
The utility of TAPS was made evident on 9-11 when they moved into the space in the Sheraton across from the Pentagon where the FBI had been gathering forensic evidence. “As hope faded of finding remains, TAPS very quietly moved in,” Carroll said. “We were there for six weeks with peers to provide support for the families.”
On the day the family support center closed – all the remains that could be identified had been so, and some families would be going home without resolution – the general in charge said, “We are headed into war and don’t know what lies ahead.” He pointed to the TAPS staffers dressed in red shirts along the conference room’s back wall. “For those in the room who have lost loved ones, the red shirts will be there forever.”
“It was a wonderful hand off,” Carroll said. “Many of those families are still with us today.”
With a small percentage of Americans actually associated directly with the military, TAPS’ role has also been to educate a disengaged public. Carroll told an anecdote about a young boy who refused to wear anything to elementary school but the jeans he was given by his older brother – a soldier who was killed in combat shortly thereafter. The boy’s teacher sent a note home telling the mother that he would be sent home if he didn’t wear something besides those jeans. The mother was emotionally upset and unsure how to react, so she reached out to TAPS for advice.
“We contacted the school’s principal and suggested he help us educate the teacher on how to better deal with the child’s situation,” Carroll said. “We also recommended the teacher allow the boy to do a ‘show and tell’ to the class about his brother and his dedication and sacrifice.” The school took the TAPS staff advice and the situation improved for all parties – civilians and survivors – after that.
TAPS has a core staff of 77 people running seminars, a national help line, doing case work, and facilitating “Good Grief” camps (the organization’s signature offering). Ninety-two percent of the full-time staff are survivors of fallen warriors. The staff is supplemented by more than 50,000 volunteers nationwide.
On this day at the Naval Academy, surviving children team up with midshipmen mentors and do team building exercises in Halsey Fieldhouse and then break into smaller groups for discussions about loss and healing.
“One of my good friends lost her brother in Afghanistan,” Midshipman 4th Class Kyle McCullough, a member of the Midshipmen Action Group, said. “She told me about TAPS and how they helped her through a rough time with her family. When I heard [TAPS] was coming to the Naval Academy I jumped on the opportunity to come out and volunteer.”
For more information on the Tragedy Assistance Program for Survivors go to taps.org or call the toll-free TAPS resource and information helpline at 800-959-TAPS (8277).
Julius Shoulars is 94 and resides in a cozy second-floor apartment in a Virginia Beach retirement community.
During an oral-history interview, he recounted his service in the US Navy as a coxswain during WWII with the 7th Naval Beach Battalion during the D-Day invasions. He later went island hopping in the Pacific aboard an attack transport and returned to Norfolk after serving in both theaters of war.
He started off with, “Well, I got a letter from Uncle Sam saying to report to Richmond.” It was 1943, and the Maury High School graduate reported for screening.
While seated in a room with other recruits, he recalled that, “they asked for 30 volunteers for the Navy and I raised my hand. In the Navy, you get three square meals, a clean bed to sleep in and water to take a shower each day.”
Julius Shoulars, a 94-year-old US Navy veteran, recalls his service during WWII as a coxswain who took part in the D-Day invasion and fought across the Pacific.
(US Navy photo by Max Lonzanida)
Training took him to Camp Sampson, New York and Camp Bradford, Virginia. Bradford was on the Chesapeake Bay, and he recalled mustering at the commandeered Nansemond Hotel in the Ocean View section of Norfolk.
At Bradford, “we were assigned to an experimental outfit called a Naval Beach Battalion. We were issued paratrooper boots, Army jackets, Army pants, Army helmets, and Navy underwear.”
His parents resided in Norfolk, and he visited often. With a smile, he recalled that a friend of his had joined the Army, and left his girlfriend, Ruby back in Norfolk. He was instructed not to talk to her, “but by hell I did. You had to be a fool not to.” This blossomed into a relationship that endured.
By January 1944, they crossed the Atlantic. In England, he recounted, “you know the phrase over here, over paid and over sexed. I think somebody made that up.”
An LCM landing craft, manned by the US Coast Guard, evacuating US casualties from the invasion beaches, brings them to a transport for treatment on D-Day in Normandy, France June 6, 1944.
(U.S. Coast Guard Collection in the U.S. National Archives)
At the “end of May 1944, we were transported to ships taking part in the invasion. We headed out on the 6th aboard anything that would float, even fishing boats from England.”
On the morning of June 6th, 1944 at H-hour, troops hit the “blood red” beaches of Normandy, in an operation that liberated Europe.
While crossing the English Channel, he recalled that, “some of the men were happy, some were anxious, some were sad, some were scared to death. I felt it was going to happen, and there was nothing I could do, so why cry or be joyful; just take it.”
His unit was attached to the 29th Infantry Division, who took Omaha Beach on June 6-7, 1944. Nearly a month was spent there directing landing craft, clearing obstacles, moving supplies, and clearing and burying the dead; a solemn task he recalled with tears in his eyes.
Shoulars, seated, recalls his service as a coxswain assigned to the 7th Naval Beach Battalion, which went ashore during D-Day in June 1944.
(US Navy photo by Max Lonzanida)
His unit headed stateside, and a period of leave was spent in Norfolk with his parents and girlfriend, before joining the crew of the newly commissioned USS Karnes (APA-175) on the West Coast.
He served 18 months on the Karnes, “island hopping” in the Pacific for a total of 76,750 miles. This took him to Pearl Harbor, Midway, Guam, Tinian, Okinawa, Eniwetok Atoll, Ulithi, Subic Bay and Lingayen Gulf, Philippines, among other ports of call while transporting cargo, evacuating the wounded, and transporting service members.
After the Japanese surrendered, the Karnes made its way back to San Francisco. He boarded a train back to Norfolk and was discharged. One of the first things he did was get married, and “eat a 30-cent hamburger at Doumars.”
Doumars on Monticello Avenue was where he first met Ruby. They didn’t want to get married during the war, for fear of making Ruby a widow. They got married upon his return home and spent 66 years together before she passed in 2013.
As for the friend who instructed him not to talk to her, Julius recalled that, “well, me and him never spoke again.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.