President Donald Trump approved a plan to check Beijing over its continued militarization of and actions in the South China Sea.
Over the last few years, China has ambitiously built up islands on reefs and atolls in the South China Sea and militarized them with radar outposts, military-grade runways, and shelters for missile defenses.
Military analysts believe China hopes to expand its air defense and identification zone into the western Pacific and build a blue-water navy to rival the US’s, but six other countries also lay claim to parts of the region.
In 2016, an international court at The Hague deemed China’s maritime claims unlawful and excessive, but China rejected the ruling outright and has continued to build military installations and unilaterally declare no-fly and no-sail zones.
When a country makes an excessive naval claim, the US Navy challenges it by sailing its ships, usually destroyers, close to the disputed territory or through the disputed waters as a way of ensuring freedom of navigation for all. In 2016, the US challenged the excessive claims of 22 nations — China’s claims in the South China Sea, through which $5 trillion in annual shipping passes, were the most prominent.
China has responded forcefully to US incursions into the region, telling the US the moves were provocative and that they must ask permission, which doesn’t align with international law or UN conventions.
“China’s military will resolutely safeguard national sovereignty, security, and regional peace and stability,” China’s Foreign Ministry said in response to US bombers flying in the region.
Under former US President Barack Obama, the US suspended freedom of navigation operations in the South China Sea from 2012 to 2015. In 2016, the US made just three such challenges. So far, under Trump, the US has made three challenges already.
“You have a definite return to normal,” said chief Pentagon spokesperson Dana White
“This administration has definitely given the authority back to the people who are in the best position to execute those authorities, so it’s a return to normal,” she said.
Freedom of navigation operations work best when they’re routine in nature and don’t make news.
They serve to help the US establish the facts in the water, but in the South China Sea, those facts all indicate Chinese control.
When Chinese military jets fly armed over head, when Chinese navy ships patrol the waters, and when Chinese construction crews lay down the framework for a network of military bases in the South China Sea, the US’s allies in the region notice.
An increased US Navy presence in the area won’t turn back time and unpave runways, but it could send a message to allies that the US has their back and won’t back away from checking Beijing.
“We never dreamt that it would be this clear, this beautiful.”
Physical Scientist J.T. Heineck of NASA’s Ames Research Center in California’s Silicon Valley gets his first glimpse at a set of long-awaited images, and takes a moment to reflect on more than 10 years of technique development – an effort that has led to a milestone for NASA’s Aeronautics Research Mission Directorate.
NASA has successfully tested an advanced air-to-air photographic technology in flight, capturing the first-ever images of the interaction of shockwaves from two supersonic aircraft in flight.
“I am ecstatic about how these images turned out,” said Heineck. “With this upgraded system, we have, by an order of magnitude, improved both the speed and quality of our imagery from previous research.”
One of the greatest challenges of the flight series was timing. In order to acquire this image, originally monochromatic and shown here as a colorized composite image, NASA flew a B-200, outfitted with an updated imaging system, at around 30,000 feet while the pair of T-38s were required to not only remain in formation, but to fly at supersonic speeds at the precise moment they were directly beneath the B-200. The images were captured as a result of all three aircraft being in the exact right place at the exact right time designated by NASA’s operations team.
The images were captured during the fourth phase of Air-to-Air Background Oriented Schlieren flights, or AirBOS, which took place at NASA’s Armstrong Flight Research Center in Edwards, California. The flight series saw successful testing of an upgraded imaging system capable of capturing high-quality images of shockwaves, rapid pressure changes which are produced when an aircraft flies faster than the speed of sound, or supersonic. Shockwaves produced by aircraft merge together as they travel through the atmosphere and are responsible for what is heard on the ground as a sonic boom.
The system will be used to capture data crucial to confirming the design of the agency’s X-59 Quiet SuperSonic Technology X-plane, or X-59 QueSST, which will fly supersonic, but will produce shockwaves in such a way that, instead of a loud sonic boom, only a quiet rumble may be heard. The ability to fly supersonic without a sonic boom may one day result in lifting current restrictions on supersonic flight over land.
The images feature a pair of T-38s from the U.S. Air Force Test Pilot School at Edwards Air Force Base, flying in formation at supersonic speeds. The T-38s are flying approximately 30 feet away from each other, with the trailing aircraft flying about 10 feet lower than the leading T-38. With exceptional clarity, the flow of the shock waves from both aircraft is seen, and for the first time, the interaction of the shocks can be seen in flight.
“We’re looking at a supersonic flow, which is why we’re getting these shockwaves,” said Neal Smith, a research engineer with AerospaceComputing Inc. at NASA Ames’ fluid mechanics laboratory.
When aircraft fly faster than the speed of sound, shockwaves travel away from the vehicle, and are heard on the ground as a sonic boom. NASA researchers use this imagery to study these shockwaves as part of the effort to make sonic booms quieter, which may open the future to possible supersonic flight over land. The updated camera system used in the AirBOS flight series enabled the supersonic T-38 to be photographed from much closer, approximately 2,000 feet away, resulting in a much clearer image compared to previous flight series.
“What’s interesting is, if you look at the rear T-38, you see these shocks kind of interact in a curve,” he said. “This is because the trailing T-38 is flying in the wake of the leading aircraft, so the shocks are going to be shaped differently. This data is really going to help us advance our understanding of how these shocks interact.”
The study of how shockwaves interact with each other, as well as with the exhaust plume of an aircraft, has been a topic of interest among researchers. Previous, subscale schlieren research in Ames’ wind tunnel, revealed distortion of the shocks, leading to further efforts to expand this research to full-scale flight testing.
While the acquisition of these images for research marked one of the goals of AirBOS, one of the primary objectives was to flight test advanced equipment capable of high quality air-to-air schlieren imagery, to have ready for X-59’s Low-Boom Flight Demonstration, a mission that will use the X-59 to provide regulators with statistically valid data needed for potential regulation changes to enable quiet commercial supersonic flight over land.
“We’re seeing a level of physical detail here that I don’t think anybody has ever seen before,” said Dan Banks, senior research engineer at NASA Armstrong. “Just looking at the data for the first time, I think things worked out better than we’d imagined. This is a very big step.”
The X-59 Quiet SuperSonic Technology X-plane, or QueSST, will test its quiet supersonic technologies by flying over communities in the United States. X-59 is designed so that when flying supersonic, people on the ground will hear nothing more than a quiet sonic thump – if anything at all. The scientifically valid data gathered from these community overflights will be presented to U.S. and international regulators, who will use the information to help them come up with rules based on noise levels that enable new commercial markets for supersonic flight over land.
Additional images included a “knife-edge” shot of a single T-38 in supersonic flight, as well as a slow-speed T-34 aircraft, to test the feasibility of visualizing an aircraft’s wing and flap vortices using the AirBOS system.
The images were captured from a NASA B-200 King Air, using an upgraded camera system to increase image quality. The upgraded system included the addition of a camera able to capture data with a wider field of view. This improved spatial awareness allowed for more accurate positioning of the aircraft. The system also included a memory upgrade for the cameras, permitting researchers to increase the frame rate to 1400 frames per second, making it easier to capture a larger number of samples. Finally, the system received an upgraded connection to data storage computers, which allowed for a much higher rate of data download. This also contributed to the team being able to capture more data per pass, boosting the quality of the images.
In addition to a recent avionics upgrade for the King Air, which improved the ability of the aircraft to be in the exact right place at the exact right time, the team also developed a new installation system for the cameras, drastically reducing the time it took to integrate them with the aircraft.
“With previous iterations of AirBOS, it took up to a week or more to integrate the camera system onto the aircraft and get it working. This time we were able to get it in and functioning within a day,” said Tiffany Titus, flight operations engineer. “That’s time the research team can use to go out and fly, and get that data.”
While the updated camera system and avionics upgrade on the B-200 greatly improved the ability to conduct these flights more efficiently than in previous series, obtaining the images still required a great deal of skill and coordination from engineers, mission controllers, and pilots from both NASA and Edwards’ U.S. Air Force Test Pilot School.
Using the schlieren photography technique, NASA was able to capture the first air-to-air images of the interaction of shockwaves from two supersonic aircraft flying in formation. These two U.S. Air Force Test Pilot School T-38 aircraft are flying in formation, approximately 30 feet apart, at supersonic speeds, or faster than the speed of sound, producing shockwaves that are typically heard on the ground as a sonic boom. The images, originally monochromatic and shown here as colorized composite images, were captured during a supersonic flight series flown, in part, to better understand how shocks interact with aircraft plumes, as well as with each other.
In order to capture these images, the King Air, flying a pattern around 30,000 feet, had to arrive in a precise position as the pair of T-38s passed at supersonic speeds approximately 2,000 feet below. Meanwhile, the cameras, able to record for a total of three seconds, had to begin recording at the exact moment the supersonic T-38s came into frame.
“The biggest challenge was trying to get the timing correct to make sure we could get these images,” said Heather Maliska, AirBOS sub-project manager. “I’m absolutely happy with how the team was able to pull this off. Our operations team has done this type of maneuver before. They know how to get the maneuver lined up, and our NASA pilots and the Air Force pilots did a great job being where they needed to be.”
“They were rock stars.”
The data from the AirBOS flights will continue to undergo analysis, helping NASA refine the techniques for these tests to improve data further, with future flights potentially taking place at higher altitudes. These efforts will help advance knowledge of the characteristics of shockwaves as NASA progresses toward quiet supersonic research flights with the X-59, and closer toward a major milestone in aviation.
Thousands of cryptocurrency enthusiasts are taking part in an international scavenger hunt to find clues that promise to lead the winners to a prize of $1 million in bitcoin.
It’s called Satoshi’s Treasure, and it’s a game that’s part logic puzzle and part scavenger hunt, with clues found in both the digital and physical worlds. Each clue will reveal a fragment of the digital key used to access the game’s bitcoin wallet, and the winner will be the first person or team to put together at least 400 of these fragments to be able to claim the $1 million worth of bitcoin, according to cryptocurrency news site CoinDesk.
Nearly 60,000 people have signed up on the Satoshi’s Treasure website to receive notifications about new clues and game updates, CoinDesk reported May 12, 2019.
The game is being run and funded by a group of crypto investors. One of the co-creators of Satoshi’s Treasure, crypto investor Eric Meltzer, told CoinDesk that no single person knows all the locations of the clues or all of the key fragments.
“There are so many unknowns in this game that we kind of just want to see what happens,” said Meltzer, founding partner of crypto investment firm Primitive Ventures. “Part of the meta game that I think people are going to like is trying to figure out who is behind this.”
Game organizers say that since the first clues were released on April 16, 2019, many teams have been formed to work together toward finding key fragments and solving the game. A team organizing tool called Ordo has already been created, which will help to properly credit those who solve clues, and fairly divide up the id=”listicle-2637018554″ million prize at the end for the winning team.
According to the Satoshi’s Treasure website, the hunt is intended to “test the mettle of anyone who wishes to add some excitement to their lives.” The game has a simple set of rules that revolve around the tenant of “do no harm” — keys will not be hidden on private properties, no clues will require any destruction, and participants need to “always show respect” for fellow hunters.
CoinDesk reports that teams comprise of not only veteran crypto users, but also those new to bitcoin and those who are in it for the thrill of the hunt. The game’s creators say Satoshi’s Treasure prioritizes accessibility to anyone who wants to participate. For example, the latest clue was found on physical business cards distributed at the Magical Crypto Conference this weekend in New York.
“I’d say Satoshi’s Treasure is so exciting because it’s the pure joy of a treasure hunt,” crypto investor Nic Carter told CoinDesk. “It’s global and anyone can participate.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
“It’s really hard for me to quit anything … I expect to have bad days. I expect to make mistakes and have setbacks. It’s just second nature for me to keep moving.”
Writer, producer and former Navy SEAL Remi Adeleke doesn’t fit into molds. His life has been filled with a gamut of opportunities for which he didn’t qualify. But with help from a recruiter and the voice of his mom in his mind reminding him of excellence, he proved that he would overcome the bad choices he’d made as an at-risk youth to master his future.
Now, he’s passionate about motivating young people of the same background to know what they can accomplish beyond the limitations society has put on them based on their race or what area they’re from.
Adeleke didn’t grow up with hopes of becoming a Navy SEAL. He’d never seen one in person or thought about becoming a member of the highly-trained elite team of special operations forces. They were just the intriguing cool guys in the movies.
His father died when he was a young boy, and his mom was left alone to care for him and his brother Bayo. So, she moved her family from Africa to the Bronx in New York City. Unfortunately, inner-city communities like the Bronx are plagued with crime, high unemployment, inadequate educational opportunities, and extreme poverty, and Adeleke became a product of his surroundings. He was selling drugs and getting into other illegal activities. By the time he tried to join the military, he had two warrants out for his arrest. But Adeleke had an unexpected supporter that changed his life. His recruiter, Tianna Reyes, was a fellow Bronx native who understood his environment and went to bat for him because she knew no one else would give him a chance.
“She really believed in me,” he said. As a result, his record was expunged, and on July 2, 2002, he was sworn into the U.S. Navy.
Adeleke’s first time learning about special operations forces was in boot camp, and he was hooked.
But once again, he didn’t fit the bill.
“I was totally unqualified to go to BUD/S (basic underwater demolition SEAL training) because I didn’t have the academic scores. My ASVAB scores weren’t high enough. I couldn’t swim. I couldn’t run. I was super skinny, and I was not in shape for the program,” Adeleke explained.
But during his first command at Camp Pendleton, he took matters into his own hands.
“I created a regimen and started training. I would run three miles to the pool, jump in the shallow end, and try to figure it out. Over time I began to get better, and I would run three miles back to my barracks,” he said.
He also purchased the book “ASVAB for Dummies” and eventually retook the test.
Adeleke then went even further and asked his leading petty officer to give him a split shift schedule so he could train harder. He qualified for SEAL training within six months, but this still didn’t seal the deal for him. After a year of being in SEAL training, he had failed his aquatic test so many times that he was kicked out.
“I failed a dive test four times and ultimately got kicked out of school,” he added.
Still, he refused to quit after being sent back to the fleet. Adeleke trained for a-year-and-half with the Marines and went back to SEAL training and became a SEAL.
In his book “Transformed,” he documents his life, the challenges he’s faced, and the lessons he’s learned. His driving force now is giving back to communities like the one he grew up in. Acting in a major film — “Transformers: The Last Knight” — and now working as a screenwriter and director aren’t enough if he can’t share the lessons. He attributes this to one thing — his faith.
“This is not about me. It’s about people. How can I serve people? How can I bless people?” he said.
Adeleke emphasizes a desire to expose Black youths to the Navy SEALs, as he was the only Black graduate in his class of SEALs. Since 2012, the U.S. Navy has stated it is actively looking for minority SEALs, yet less than 1% of them are Black. Adeleke says part of the blame goes to Hollywood for the lack of positive Black images they put in the world.
The idea that white people can do anything is normalized and reinforced by Hollywood, while Black children rarely see themselves in strong, affluent roles.
Exposure to proper education is another mission. Not only are the kids not exposed to SEALs, but urban schools also lack essential tools required to join, like access to pools to learn to swim.
“You don’t see educators allowing top tier military professionals such as special operators, pilots, or doctors into their inner-city schools to say you can do this too,” he explained.
To add to the lack of representation, Adeleke has received layers of pushback from inner-city schools and prisons when his team asks if he can speak to the inmates or students.
“The schools that give me the hardest time to get into [to speak] are inner-city, predominantly African American schools,” he said.
His frustration is palpable. The root of the problem is that predominantly white schools are financially backed with an outpouring of community support to expand and better their students’ opportunities. In contrast, minority community schools, which mostly receive funding from property taxes, still fall victim to the American system’s discrimination.
“You’ve got to go through all this red tape. But when you go to these schools in suburbia, it’s, ‘Hey, you want to come speak? Come!’ I’ve got an open-door policy to so many schools in suburban areas, but I don’t in urban areas,” Adeleke shared.
And when asking the reason, he is told it’s the city officials and their rules. But Adeleke has a knack for breaking down barriers.
“Overcoming adversity has become second nature to me,” he said. “I kind of learned that through osmosis by living with my mother.”
During 2020, as big brands claimed they would actively diversify and seek out Black creators, one major studio stuck to their word and sought Adeleke out to produce a show.
“In the Hollywood side, I have seen some things change,” he said.
As his weight in Hollywood grows, Adeleke hopes to help give minority youth more exposure and experiences through the imprint of his future television and film work.
Hundreds of defectors from Islamic State have massed in Syria’s Idlib province, with many planning to cross the nearby Turkish border and find ways back to the Middle East, North Africa, and Europe.
Several dozen former fighters have already made it across the heavily patrolled frontier to towns and cities in Turkey’s south in recent weeks, the Guardian has confirmed. Four Saudi Arabian extremists arrived in a southern Turkish community in early September after paying smugglers $2,000 each for the perilous journey past border guards who have shot dead scores of infiltrators this year alone.
The exodus of fighters from areas controlled by ISIS to other parts of Syria and Iraq has continued throughout the past year, as the terror group has lost much of its former heartland to a concerted assault by Iraqi troops, forces allied to the Syrian regime and a US-led air coalition in both countries.
However, large numbers of militants and their families are now trying to leave the war-battered states altogether – posing significant challenges to a global intelligence community that, for the most part, views them as a hostile and unmanageable threat, and sees limited scope for their reintegration.
A Saudi national who fled Syria in late August told the Guardian that as many as 300 former ISIS members, many of them Saudis, had established a community north of Idlib city, which is now dominated by the al-Qaeda affiliate, Jabhat al-Nusra.
“Most want to leave, like me,” said the 26-year-old, who called himself Abu Saad. “A lot of them realise that the group they were with tricked them. Others don’t trust Nusra. There are not many who believe that the people that they were with were on the right path.”
Abu Saad said the Saudi nationals, as well some Europeans, Moroccans, and Egyptians, had gathered together as a buffer against al-Nusra, which has exerted its influence across Idlib and the surrounding countryside by toppling its rivals. ISIS has not had an organised presence in the area since early 2014 when it was ousted by a rebel assault that saw its members flee east to the town of al-Bab in the Aleppo hinterland and further into Minbij, Tabqa, Raqqa, and Deir Azzour.
Former members of the group, however, have steadily been returning to Idlib and seeking refuge since late 2015. “That was when I left,” said Abu Saad, speaking days after he arrived in southern Turkey. “Others joined me later, and more are coming now.”
The full scale of the extremist exodus from ISIS-held parts of Iraq and Syria remains unclear, with most of the land it conquered having been recaptured, leaving a divided and demoralized rump with next to nowhere to hide. One of ISIS’s two main centers of power – Mosul in Iraq – fell in February, and the other – Raqqa in Syria – is slipping further into the hands of US-backed Kurdish forces who had already hounded the group from most of Syria’s northeast.
Tens of thousands of ISIS fighters are believed to have been killed in the battle to retain territory it seized from mid-2014, and thousands more homegrown extremists are believed to have returned to their communities.
But the numbers of foreign fighters who have survived and are looking to return to their homes have been more difficult to gauge. So too have the true intentions of men who had allied themselves to the world’s most feared terror group during its ascendancy, but claim no further part of it as its reach and influence dwindles.
French officials have said privately that they would rather that nationals who traveled to join ISIS died on battlefields and have no plans to support those who now want to return. Other European states have expressed similar sentiments.
ISIS defectors had at one point been of high interest to intelligence agencies who had made little ground in penetrating the group as it consolidated a hold on swaths of Syria and Iraq and plotted attacks in Europe and beyond.
As the group has capitulated, MI6, the CIA, and France’s DGSE have had increasing access to informants whom they have met within Kurdish controlled areas of Syria’s northeast and in northern Iraq. The increased access to informants with real-time information has left those who fled earlier with less leverage over governments who might otherwise have agreed to talk with them.
“It’s a lot better than it used to be,” said one intelligence official. “We have a more complete picture than we did.”
Abu Saad said he would not return to Saudi Arabia if doing so meant a prison sentence. “A rehabilitation program? Maybe,” he said. “I went to Syria some time in 2012. I went to support the Syrian people and in the first few months I was with the Muhajirin.”
“It wasn’t until early the next year that my unit swore allegiance to ISIS. It was a poisoned flower. It wasn’t what I expected.”
As the group’s fate worsened, tensions increased within its ranks, Abu Saad claimed. Summary executions were carried out on increasingly flimsy pretexts, such as insubordination, or making contact with Syrian opposition groups, he said. Over time, arguments about the ideology and theology also intensified.
“They don’t understand the Tawheed (the oneness of God). They are always arguing about it. I saw no justice with them. I saw cruelty. But how could I disagree? It had such a hierarchy. Everyone has a boss who they are afraid of. And above them all was [ISIS leader Abu Bakr al-Baghdadi.] He was the ultimate authority and no one could argue with him about religious law. If you tried to defy them about anything, you put yourself in danger.”
“My job was to inspect prisons. If there were abuses then I would report on them. One time in Minbij, there was a lady in a cell for 13 days with no toilet and no water for cleaning. She was there because she threatened to kill a man who had killed her husband. There was worse than that though. There were people in prison who had done nothing wrong at all.
“In Idlib, there are around 300 people trying to escape. Many of them are Saudis. Some want to see their families one last time and they say they will accept what’s coming to them. I don’t know any of them who believe in the [Islamic] State. They all ran away for a reason.”
Chances are you’ve a seen one buzzing overhead at a park or above neighborhood streets, and companies like Intel and GoPro are rushing to cash in on the trend.
But not everyone is a fan of the remotely-piloted devices, especially when drones go places they shouldn’t to surreptitiously shoot video footage of private events or to cause other potential security concerns.
A group of engineers in England has come up with a way to thwart the drone menace: A shoulder-fired air-powered bazooka known as the Skywall 100 that can down a drone from 100 meters away. Rather than obliterate the drone in the sky, the SkyWall’s missile traps the drone in a net, bringing it down to the ground intact.
A spokesperson for OpenWorks Engineering, which makes the Skywall 100, wouldn’t provide a price for the device, noting that price will depend on quantity purchased and other factors. In development for seven months, the SkyWall 100 is expected to be in some customer hands by the end of the year, he said.
The company has created a video to show off how it works. Check it out:
Airports are a no-go zone for drones, given the safety problems that arise when the little quad-copters enter the airspace of commercial airliners.
OpenWorks Engineering | YouTube
An unauthorized quad-copter drone is clearly going someplace it shouldn’t.
OpenWorks Engineering | YouTube
Security is quickly alerted to the drone intruder and rushes to the scene.
OpenWorks Engineering | YouTube
Luckily the security guard has a special briefcase in his jeep.
OpenWorks Engineering | YouTube
And look what’s inside…
OpenWorks Engineering | YouTube
The SkyWall 100 is pretty big and weighs about 22 pounds, but it is quickly hoisted atop the security guard’s shoulder.
OpenWorks Engineering | YouTube
To use it, you look through the special “smart scope” which calculates the drone’s flight path and tells you where to aim.
OpenWorks Engineering | YouTube
A digital display makes it easy to lock on to the flying target.
OpenWorks Engineering | YouTube
The SkyWall uses compressed air to fire a projectile that can travel up to 100 meters (roughly 328 feet). It can be reloaded in 8 seconds.
OpenWorks Engineering | YouTube
Once the projectile is in the air, it releases a wide net to catch the drone.
OpenWorks Engineering | YouTube
After snagging the drone in the net, a parachute is deployed to bring the drone back to earth without getting damaged.
OpenWorks Engineering | YouTube
The security guard can then go retrieve his prey and rest comfortably knowing that he saved the day.
Few things in battle are scarier than a gas attack during a ground assault. The air grows thick with toxic mist, and the world shrinks to the view from a hot, sterile mask.
It’s the attack most troops have dreaded since the tactic was first used on a large scale at the Second Battle of Ypres over 100 years ago. Chemical warfare was outlawed in the wake of World War I, but it’s something that American forces still prepare for.
During a recent mock battle with the Australia military dubbed Exercise Koolendong in Darwin, Australia, Leathernecks from the 1st Battalion, 1st Marine Regiment trainers dropped CS gas into fighting positions to force the troops to deal with a chemical attack in the middle of a firefight.
Photos from the exercise show how difficult it is for troops to fight during a chemical attack and provide an eery reminder of the mustard gas-blanketed battlefields on the War to End All Wars.
1. The assault began with simulated artillery firing in on Marine and allied positions
2. Despite the gas drifting into their positions, the Marines had to stand their ground
3. Range safety officers peer through the gas-filled haze to keep Marines injury free
4. Getting a gas mask on in time to stay alive in the middle of a fight can be a daunting task
5. Despite the restricted vision and discomfort, Marines still have to put rounds down range and keep the enemy at bay
Marines with Company C, 1st Battalion, 1st Marine Regiment, fire at enemy positions during a CS gas attack during a live fire range August 18, 2016, at Bradshaw Field Training Area, Northern Territory, Australia. (U.S. Marine Corps photo by Sgt. Sarah Anderson)
6. Troops take precious minutes testing the air to determine how best to survive the attack
7. It’s just as important for medical personnel to practice treating and evacuating casualties during a chem-bio attack
8. As America’s potential adversaries look for ways to defeat U.S. troops with unconventional weapons, it’s important that the services practice fighting during a chemical or biological attack — no matter how remote the possibility
Vice Adm. Mike Shoemaker, Commander, Naval Air Forces, is visiting T-45C training commands across the fleet April 6 to April 8 to address recent concerns.
Shoemaker is visiting Naval Air Station Kingsville, Texas, NAS Pensacola, Florida, and NAS Meridian, Mississippi, to talk face-to-face with instructor pilots and student pilots about their physiological episodes experienced in the cockpits of T-45C training aircraft. Shoemaker will listen to their concerns and communicate the ongoing efforts to tackle the problem.
On Friday, March 31, roughly 40 percent of flights in the T-45C training commands in Meridian, Pensacola and Kingsville were canceled because of the operational risk management issues raised by local IPs.
“Our instructor pilots were implementing a risk management practice we require they do prior to all flights,” Shoemaker explained. “It was important for me to come talk with my aviation team members and hear their concerns as we work this challenging issue together. We ask a lot of our pilots, and we owe it to them to ensure they understand we are doing everything we can to fix this problem and that they have access to top leadership.”
“This will remain our top safety priority until we fully understand all causal factors and have eliminated PEs as a risk to our flight operations,” Shoemaker continued. “The NAE [Naval Aviation Enterprise] has been directed to expedite solutions for PEs and to prioritize those efforts.”
Engaging with aircrew face-to-face at their home stations is only the most recent in a series of activities undertaken by CNAF and the NAE to deal with PEs. Even before the concerns were raised by the pilots, CNATRA had scheduled expert engineers to visit the training sites and educate them on the ongoing efforts to fix the machines, and to enable the engineers to hear pilot feedback directly. The Navy implemented an operational pause for its T-45C fleet Wednesday at the direction of Shoemaker in response to the T-45C pilots’ feedback about the potential for PEs. That operational pause has been extended to allow Naval Aviation Leadership time to review the engineering data and developing a path forward for the fleet that will ensure the safety of its aircrew.
“We have the right team of NAVAIR [Naval Air Systems Command] program managers, engineers and maintenance experts in conjunction with Type Commander Staffs, medical and physiological experts immersed in this effort working with the same sense of urgency to determine the root causes of PEs,” Shoemaker said.” To tackle this as effectively as possible, we are using an ‘unconstrained resources’ approach to the problem, meaning we have not been nor will we be limited by money or manpower as we diligently work toward solutions.”
As far back as 2010, NAVAIR established a Physiological Episode Team (PET) to collect data, investigate occurrences of PEs and coordinates with technical experts to identify and develop solutions based on root cause determinations. Naval Aviation has provided training and encouraged reporting of PEs since the development of the PET.
Finding the causes is a challenging problem on a complex, highly sophisticated platform. Though the number of components and configurations of the aircraft make finding “smoking guns” difficult, Naval Aviation has continued to implement multiple lines of effort across over the past couple years to mitigate the risks. Naval Aviation requires pilots train in the simulator using a Reduced Oxygen Breathing Device to improve aircrew recognition of physiological symptoms related to hypoxia.
The improved On Board Oxygen Generating System material, known sieve bed (filter) material has been installed in all T-45, and new oxygen monitors are being fielded as part of an operational test in Pensacola. Sorbent tubes, devices that detect contaminants in breathing gas air, are also are being provided to pilots and, as soon as our inventory supports, will be required on every flight to help ensure we capture any PE event that might yield clues to the contamination agent.
Other mitigating efforts in place include: refinements to aircrew procedures; improved maintenance practices and procedures for better system reliability; releasing Air Frame Bulletin (AFB)-794, which changes inspection intervals to improve the rate of component failure detection; procurement of a cockpit pressurization warning system.
In one of his many previous messages to the Force, Shoemaker explained that, “Our aviators must be able to operate with confidence in our platforms and in their ability to safely execute their mission. To help ensure we eliminate this risk, collection and reporting of event data and your continued leadership is critical.”
MHSRS is a scientific meeting focused on the unique medical research needs of the U.S. armed forces and their families. Scientists from across the Department of Defense (DoD) and their partners from across industry and academia share information about current and future research initiatives designed to improve the health, readiness, and survivability of warfighters, on and off the battlefield.
Rear Adm. Bruce Gillingham, director, medical resources, plans and policy, Office of the Chief of Naval Operations, spoke to Navy Medicine researchers about the importance of finding solutions to the challenges sailors, Marines, soldiers, and airmen face today and in battle spaces of the future.
“The next fight is going to be very different from what we’ve faced in past conflicts,” said Gillingham. “We need to look beyond the golden hour to the platinum ten minutes. What are we doing to stop the bleeding? What are we doing to ensure our hospital corpsmen have the training they need? I know you are all working on these and other fundamental issues our warfighters face. There’s a tremendous energy and enthusiasm in this room and it’s good to know people of your caliber are tackling these problems.”
Gillingham also challenged the researchers to look to alignment — with the needs of operational forces and each other. He encouraged everyone to do all they could to take advantage of the opportunity MHSRS provides to meet scientists and partners they can work with.
Rear Adm. Bruce Gillingham, director, medical resources, plans and policy, Office of the Chief of Naval Operations, and other senior leaders speak at the general officer round-table discussion during the 2018 Military Health System Research Symposium.
“Innovation occurs through the collision and exchange of ideas,” he added. “Are we bumping into the people we can work with at this meeting?”
Echoing that sentiment was Capt. Adam Armstrong, commander, Naval Medical Research Center, whom has oversight of eight research labs located around the globe, who also spoke to the scientists gathered at the Navy breakout session.
“What I like about this meeting is that we can start conversations,” Armstrong said. “We can discuss different aspects of research and we can keep talking and exchanging thoughts. We can take advantage of the synergy in this room and bring it back to our labs and our research.”
In addition to comments from Gillingham and Armstrong, a panel of researchers highlighted a few of Navy Medicine’s current science and technology initiatives, including the use of bacteriophages for the treatment of multidrug-resistant infections, medical evacuations and en route care for injured warfighters, and treatments for motion sickness. These topics will also be presented by Navy Medicine researchers during regular breakout sessions throughout the symposium. Other topics that will be presented Navy scientists include:
Telehealth for increasing access to behavioral health care
Human performance and survivability in extreme environments
Precision medicine in critical care for the injured warfighter
Mitigating physiologic episodes in aviation
The health and readiness of military families (a new session topic this year, proposed by one of our Navy Medicine researchers)
Looking to the future and the Navy’s Indo-Pacific area of responsibility, military medical research, and development will play an important role in finding solutions to the unique challenges the Navy and Marine Corps team may face in the maritime operational setting and disaggregated operations at sea and ashore.
Navy Medicine West leads (NMW) Navy Medicine’s Western Pacific health care system and global research and development enterprise. Throughout the region, NMW provides medical care to nearly 700,000 beneficiaries across 10 naval hospitals, two dental battalions, and 51 branch clinics located throughout the West Coast of the U.S., Asia, and the Pacific. Globally, NMW also has oversight of eight research laboratories across the U.S. and overseas that deliver high-value, high-impact research products to support and protect the health and readiness of service members.
Featured image: Rear Adm. Bruce Gillingham, director, medical resources, plans and policy, Office of the Chief of Naval Operations, and other senior leaders speak at the general officer round-table discussion during the 2018 Military Health System Research Symposium.
Not too long ago at Thule Air Base, Greenland located in the Arctic, a change of command ceremony was taking place.
Outgoing 821st Air Base Group US Air Force Commander — Col. Mafwa Kuvibidila — passed the flag to her successor Col. Timothy J. Bos.
In her outgoing speech, Kuvibidila thanked everyone in the audience for supporting her during her command. This included members of the US Army Corps of Engineers, New York District.
These ceremonies happen every few years, but what’s been consistent at the base is the Army Corps’ presence. For over half a century, the Army Corps has performed construction for the base. Presently, it’s consolidating the base by 40% to save energy, tax-payer money and to sustain its readiness.
Kuvibidila, who managed the base for the past year, understands the importance of consolidation.
She said, “For Thule it’s a matter of looking at the best way to use the infrastructure currently on base, and what is needed to support it to maximize resources.”
Thule Air Base in Greenland.
(US Army Corps of Engineers)
Thule, Air Base Mission
Thule pronounced “Two Lee” is Latin for northernmost part of the inhabitable world. Thule Air Base is located in the northwestern corner of Greenland, in a coastal valley 700 miles north of the Arctic Circle and 950 miles south of the North Pole.
The base is the United States’ northern most military installation that has the responsibility of monitoring the skies for missiles in defense of the United States and its allies.
For over half a century, the base has been home to active-duty Air Force members who live and work in this remote Arctic environment to perform National security.
Throughout this time, the Army Corps under extreme weather conditions and less daylight hours, has helped the base fulfill its mission by constructing many structures including several dormitories, an aircraft runway and surrounding apron and taxiways, and a medical facility.
Now the Army Corps is helping once again, by consolidating and modernizing the base’s infrastructure.
In the early 1950s, the base’s main mission was to be an aircraft refueling stop. It was home to 10,000 personnel, US military troops, as well as a support staff comprised of Danish and Greenlandic national people.
During the Cold War Era, the base’s mission changed and it is now home to less personnel that are mainly performing early missile warnings and space surveillance for the United States.
The base has many buildings spread out over the entire base. Many of these buildings are still in use, but have become severely weatherworn and energy and fuel is being wasted to heat them. They are also a distance from the base’s central power plant that requires maintaining long pipes to transport heat to them.
Many of these old buildings are being demolished and new buildings are being constructed closer together to make them easier to reach and to save energy.
A contingency dorm that will provide living quarters for the over-flow of visitors at Thule Air Base, June 2019.
(US Army Corps of Engineers/JoAnne Castagna)
The US Military has been on a mission to save energy and costs. Because of this, the U.S. Air Force tapped into the expertise of the Army Corps to consolidate the base. “This includes demolishing old facilities and constructing new ones that will be situated or consolidated more centrally near the hub of the base where the airfield, hangars, dining facility, hospital and runway are located,” said Stella Marco, project manager, New York District, U.S. Army Corps of Engineers.
The Army Corps is performing this work in partnership with two Army Corps agencies that have expertise in performing construction in an Arctic environment — the Cold Regions Research Engineering Lab and the US Army Corps of Engineers Engineer Research Development Center.
Kuvibidila recalls the consolidation work that she witnessed during her command. “There were multiple projects being worked on during my time at Thule from a new dorm, to finalizing new consolidated facilities for vehicle maintenance and supplies, along with various power projects,” she said.
The main structures that are being constructed are dormitories for non-commissioned officers who are on temporary duty and contingency lodging for the overflow of visitors, scientists, re-fueling operation crews, contractors, maintenance operations specialists and temporary duty personnel.
Recently, the Army Corps completed the construction of three, multi-story high rise dormitories for non-commissioned officers. Currently, construction is ongoing on the upgrade and renovation of two additional dormitories and 636 existing dorm rooms.
Marco said that the older dorms were the “gang-latrine” types, where a person staying at Thule would be assigned an individual room that contained the amenities of a bed, television, desk and a closet, however, all showers and toilet areas were located down a hall, in one area, that would require the guest to walk down through a public hallway to use.
She said the new dorms were constructed more into suites or modular units and are more conducive to privacy and to providing proper rest, relaxation and personal well-being.
A module consists of two or four individual bedrooms that lead into a centralized living area along with a partially shared bathroom. Modules provide some degree of privacy for the officers. Additionally, each floor has a common kitchen and dining area for residents to gather in.
Also contingency lodging is also being renovated to provide living quarters for the over-flow of visitors.
This involves renovating some of the existing old fashioned, trailer-like living quarters named “flat-tops” currently occupied by Danish and Greenlandic support staff and contractors that work on the installation.
In addition to new living quarters being constructed and renovated, the aircraft runway was just reconstructed and repaved in asphalt as were the surrounding aprons and taxiways.
“The runway is the lifeline to Thule Air Base since the waterways are only passable by sealift from July to mid-September,” said Marco.
“By using lessons learned of Arctic construction, the latest knowledge of constructing in permanently frozen ground called permafrost, along with the latest construction and paving practices, has allowed the Army Corps to build the best new runway possible,” said Marco.
Thule Air Base from the top of a nearby mountain, June 2019.
(US Army Corps of Engineers/JoAnne Castagna)
Working on the runway was challenging due to the extreme weather conditions.
Paving the 10,000 foot long runway was performed in three phases — one each year — because the construction season was limited from June through mid-September. Half the runway was paved one year and the other half was paved a second year.
“Since only half the runway was available each year for pilots to use, they had to be able to land and stop their aircraft on 4,000 feet of paved area. During this time, mainly C-130 Aircraft were used because of its ability to stop in such a short span,” said Marco.
Another challenge was to lay the asphalt during the warmest temperatures possible. Asphalt cannot be paved in cold temperature because it will not adhere properly and will fail. To read more about constructing in the Arctic, please see the sidebar “Construction Challenges in the Arctic.”
Other facilities constructed to consolidate the base include a consolidated base supply and civil engineering facility to house the maintenance shops, including sheet metal, painting and carpentry, and a new vehicle maintenance equipment storage facility.
These new and renovated buildings are going to be heated with an upgraded heating system.
Thule’s central power plant provides the base’s electricity and heating. Over the last few years, the Army Corps has provided the plant new energy-efficient exhaust gas heat recovery boilers and engines.
With this new equipment, the Army Corps is creating a new steam distribution system that will provide heat to most of the base.
These new engines create substantial surplus heat. This excess heat is going to be turned into steam that will be piped — by new pipes — to other buildings on the base. When the steam reaches the other buildings, it will be converted into hot water to be used for heat.
All of this consolidation work is needed to maintain readiness on the base. Kuvibidila said it is more important than ever before to improve base readiness. She said, “The current primary focus of the base is to support space, science, and allied operations and being able to continue that support will be critical.”
A window view from one of the dormitories at Thule Air Force Base, June 2019. Mount Dundas is in the distance.
(US Army Corps of Engineers/JoAnne Castagna)
Side Bar: Construction challenges in the Arctic
Arctic construction can be challenging due to severe weather and limited daylight, which requires the use of unique building materials, techniques and fast-paced construction.
Most of northern Greenland is covered with permafrost, which is permanently frozen ground — ranging from 6 feet to 1,600 feet in depth.
This requires structures to be constructed with a special elevated Arctic foundation. If buildings are not constructed off of the ground, the heat from inside the building can melt the permafrost, making the ground unstable and causing buildings to sink.
Buildings are elevated 3 feet from the ground with the use of spread footings that go down about 10 feet deep and concrete columns that come up and support the floor system above the ground.
Construction takes place during the summer and autumn months when the temperature is a “balmy” 40 degrees Fahrenheit. In the winter, temperatures can be as low as minus 30 degrees Fahrenheit.
It is also during the summer and autumn months that there is sufficient daylight.
Because of Thule’s proximity to the North Pole, the region has 24 hours of sunlight from May through August and 24 hours of darkness from November through February.
The less cold temperatures make it possible to break up the iced shipping lanes. This allows cargo ships into port supplied with fuel and construction materials.
Building materials include concrete foundations, insulated steel and metal walls, roof panels and prefabricated parts so that the workers can perform construction rapidly.
When the winter season begins, workers begin interior construction. This work includes constructing mechanical, electrical, plumbing and fire protection systems that are designed to withstand extreme frigid sub-zero temperatures.
Underage soldiers were often allowed to enlist during the Civil War — especially if they chose a non-combat position such as bugler or drummer boy. This led to boys barely in their teens suffering wounds alongside the grown men.
In one case, a 12-year-old boy nearly lost his left hand and arm when it was shattered by an artillery shell.
Sometime in 1864, he was serving in battle when an artillery shell burst nearby. The shrapnel ripped through his left hand and arm. He is widely regarded as having been the youngest Civil War casualty.
The Massive Ordnance Air Blast bomb — known colloquially as the MOAB, or “Mother of All Bombs” — was born and raised at Eglin Air Force Base.
On April 6, the enormous weapon was used for the first time in combat, dropped in Afghanistan by an MC-130 from the Air Force Special Operations Command headquartered at Hurlburt Field. While the Air Force would not confirm if the aircraft was connected to Hurlburt, the bomb’s local roots run deep.
On March 11, 2003, the Air Research Laboratory at Eglin performed the first test detonation of a 21,000-pound MOAB over Range B-70 north of Wynnhaven Beach, Florida. Residents reported feeling shock waves and hearing loud noises miles away from the drop site.
“My dog shook for 15 minutes,” Santa Rosa County resident Stephanie McBride told the Daily News at the time. “The house, a little bit.”
With tensions with Iraq at a fever pitch (the United States would invade that country just nine days later) the military-friendly Emerald Coast embraced the concept — and the name — of the nation’s largest non-nuclear bomb.
The day of the blast, Nancy Benaquis and Greg Haymore at MannaTee’s Castle in Fort Walton Beach, Fla., designed a MOAB T-shirt complete with a mushroom cloud and the words, “We tested the big one!” At $9.98 each, the shirts sold briskly.
“We sold one to a man who told us he worked on the bomb,” Haymore told the Daily News in May 2003.
In 2005, local chef Chris Shrunk created a different kind of MOAB — the “Mother of All Burgers” — and in 2011 local gamers were excited to see the MOAB featured in that year’s version of the “Call of Duty” video game.
Eglin’s Air Force Research Laboratory Munitions Directorate developed the massive bomb in less than three months. The Prototype Munition Fabrication Facility produced the precision guided munitions, and the base’s 46th Test Wing tested them.
“What makes Eglin particularly valuable is that it can do research, development, and testing all in one place,” local economist David Goetsch said. “The base was able to turn around that bomb in a very short time frame because they had all three capabilities.”
On May 20, 2004, the 14th (and final) MOAB to be produced was put on display at the Air Force Armament Museum. On April 13, mere hours after the bomb detonated, visitors to the museum gathered around the exhibit to take photos and selfies in front of the famous weapon.
“Bombs, and the scientists and researchers who produce them, are an important part of our community’s economy,” Goetsch added. “Air Force leaders have a bias toward aircraft, but they’re just fancy airliners if they don’t have weapons.”
“At Eglin, we make weapons.”
U.S. Rep. Matt Gaetz weighed in on April 13 on the decision to use the MOAB.
“President Trump’s decision to drop the GBU-43 shows his deep commitment to eradicating ISIS worldwide,” said Gaetz, whose congressional district includes Eglin.
“This message was part of his campaign, and eliminating ISIS is critical to the long-term security of the United States. The president’s actions also send a clear message that we will no longer tolerate attacks on our troops — and that those who do so can expect a swift and strong response.”
“As Northwest Floridians, we are proud to train the most lethal warfighters and to test the most advanced weaponry in the world,” Gaetz added. “The president’s decision highlights our military’s need for expanded testing facilities — in particular, the Gulf Test Range south of Eglin Air Force Base.”
The U.S. Army destroyed a flying drone target with a Hellfire missile fired from a truck-mounted launcher designed to protect ground troops from enemy rockets, mortars, artillery fire, cruise missiles and aircraft, service officials explained.
The live-fire test, which took place at White Sands Missile Range, N.M., a Multi-Mission Launcher shot the Hellfire out of one of 15 rotating launch tubes mounted onto a mobile tactical truck.
“The MML is mounted on a medium tactical vehicle. The launcher can rotate 360 degrees and elevate from 0 to 90 degrees. It consists of fifteen tubes, each of which can hold either a single large interceptor or multiple smaller interceptors,” an Army statement said.
With ISIS rocket fire killing a U.S. Marine at a firebase in Iraq recently, this emerging ground-based troop protection is the kind of system which could quickly make and operational difference for forces in combat situations.
The firing represents an adaptation of the Hellfire missile, a 100-pound tank-killing weapons typically fired from aircraft such as Gray Eagle, Predator and Reaper drones and Apache attack helicopters, among others.
The Hellfire was fired as part of a development force protection technology called “Indirect Fire Protection Capability Increment 2-Intercept (IFPC Inc. 2-I).” The live fire exercise demonstrated the ability to fire a second interceptor type because the Multi-Mission launcher has also fired a ground-launched Stinger anti-aircraft missile and a AIM-9X missile, an air-to-air attack weapon adapted for ground-fire troop protection.
“We are fully integrated with AIM-9X and Longbow (Hellfire). This is a monumental effort by our PEO family,” Col. Terrence Howard, Project Manager, Cruise Missile Defense Systems Project Office, PEO Missiles and Space told Scout Warrior.
The Multi-Mission launcher works in tandem with radar and fire-control software to identify, track, pinpoint and destroy approaching enemy air threats with an interceptor missile.
IFPC Inc 2-I is a joint collaborative effort between the Army’s Program Executive Office for Missiles and Space’s Cruise Missile Defense Systems Project Office and the Army Aviation and Missile Research, Development and Engineering Center, an Army statement said.
“This is a capability that, when fully matured and fielded, will match and counter a very wide variety of sophisticated airborne threats. MML will greatly help protect our ground troops from harm’s way under the most stressing battlespace operating conditions,” James Lackey, Director of AMRDEC, told Scout Warrior in a statement.
The IFPC Inc 2-I System will use a technology called Integrated Air and Missile Defense Battle Command System for its command and control along with a Sentinel radar system to provide 360-degree protection with the ability to engage simultaneous threats arriving from different angles of attack, Army officials said.
“MML (Multi-Mission Launcher) gives me confidence we can do more of these types of efforts when it comes to future prototyping,” Lackey added.
The live-fire demonstration involved Army subject matter experts, industry participants and international partners interested in the systems’ development.
“This is a marked achievement that proves the open systems architecture of the IFPC capability works as designed. We have demonstrated the ability to offer a multiple interceptor solution to defeat multiple threats. True multi-mission capability” Lt. Col. Michael Fitzgerald, IFPC Product Manager.
Weapons development experts are now using telemetry and data collection systems to assess the results of the live fire with a mind to quickly preparing the system for combat use. The weapon should be ready for combat within three to five years.