The answer is yes and no – but that’s a post for another time.
Many currently serving in the military or part of the veteran community felt equal parts excitement and curiosity about the Space Force’s way forward. After all, it’s something that was kicked around for months before any official announcement, which prompted ideas from current servicemembers about uniforms, rank names, and whether there would be a Space Shuttle Door Gunner.
Mulling over the organizational culture of a service that doesn’t exist yet is a good time to remind everyone the U.S. has a number of uniformed services that are oft-overlooked.
The U.S. Military has a great reputation among veterans.
1-5. The military branches
Since the Space Force exists only in our hearts and minds and not yet in uniforms, the existing five branches of the military make up the first five notches on this list. If you’re reading We Are The Mighty (or… if you’ve heard of things like “history”), you’ve probably heard of the Armed Forces of the United States: U.S. Army, U.S. Marine Corps, U.S. Coast Guard, U.S. Navy, and U.S. Air Force.
With the exception of the Coast Guard, which is directed by the Department of Homeland Security during times of peace, the big four are directed by the U.S. Department of Defense. For more information about the history, culture, and people in these branches, check out literally any page on this website.
Vice Admiral Jerome Adams, Surgeon General of the United States.
6. United States Public Health Service Commissioned Corps
This uniformed division of the Public Health Service creates the beautiful utopia of a branch that doesn’t have enlisted people. Because it doesn’t. It consists only of commissioned officers and has zero enlisted ranks – but they do have warrant officers. While the PHS are labeled noncombatants, they can be lent to the Armed Services and they wear Navy or Coast Guard uniforms and hold Navy or Coast Guard ranks.
The U.S. PHS falls under the Department of Health and Human Services and its top officer is the Surgeon General, which is why they’re always wearing a uniform.
NOAA Corps pilots. Considering risk vs. reward, you 100 percent joined the wrong branch.
7. National Oceanic and Atmospheric Administration Commissioned Officer Corps
Or simply called the “NOAA Corps,” as it falls under the National Oceanic and Atmospheric Administration. The NOAA Corps also has no enlisted or warrant ranks and is comprised entirely of commissioned officers. It is also the smallest of all the uniformed services, with just 321 officers, 16 ships, and 10 aircraft, compared to the PHSCC’s 6,000 officers.
They serve alongside DoD, Merchant Marine, NASA, State Department, and other official agencies to support defense requirements and offer expertise on anything from meteorology to geology to oceanography and much, much more. The Corps is a rapid response force, shuttling experts where they need to be in quick succession while supporting peacetime research. They can be incorporated into the Armed Forces during times of war, and so wear Navy and Coast Guard uniforms and rank, by order of the President of the United States.
The Air ForceWC-130H aircraft veered to the left on the runway, almost rolling into the grass before the crew was able to get it airborne.
The pilot quickly made the decision to return to the Georgia airfield they had just departed. The pilot directed the shutdown of engine one, operating on the remaining three.
“Coming back,” the pilot repeated five times over the next 30 seconds.
Investigators said that within those few seconds the pilot improperly applied nine more degrees with the left rudder, “which resulted in a subsequent skid below three-engine minimum controllable airspeed, a left-wing stall, and the [mishap aircraft’s] departure from controlled flight.”
No other “meaningful direction” was given to the crew other than an order to “brace” just before impact.
The plane was airborne for two minutes overall before it crashed down into Georgia State Highway 21 roughly 1.5 miles northeast of the Savannah/Hilton Head International Airport, killing all aboard.
A newly released mishap report determined that the WC-130 crash that claimed the lives of nine members of the Puerto Rico Air National Guard in 2018 was largely due to pilot error. But troubling engine and maintenance issues documented in the aging aircraft raise more questions about the cause of the catastrophic May 2, 2018 mishap.
C-130J Hercules and WC-130J Hercules fly in formation during an Operation Surge Capacity exercise April, 5, 2014, over the Mississippi Gulf Coast region.
(U.S. Air Force photo by Senior Airman Nicholas Monteleone)
The WC-130, which belonged to the 156th Airlift Wing, Muñiz Air National Guard Base, Puerto Rico, had recurring issues with its first engine, according to the Aircraft Accident Investigation
Board Report released Nov. 9, 2018. The issues were documented a month before the aircraft’s final flight, as well as the day of the deadly crash.
The crew should have more closely followed emergency procedure and called for immediate action after discovering one of the aircraft’s engines was malfunctioning, Millard said. Instead, the malfunction led to loss of control of the plane, causing it to crash, the report found.
Experts who spoke with Military.com, however, pointed out that lapses in maintenance deeply disadvantaged the crew even before the aircraft left the runway. The plane, which had been in service more than 50 years, was on its final journey to the “boneyard” at Davis-Monthan Air Force Base, Arizona when it went down.
“The engine malfunction is most definitely large factor and I would say the catalyst for the events that unfolded,” said an Air Force instructor pilot who flies a mobility aircraft and agreed to speak to Military.com on background about the report’s findings. “It appears the [report] narrowed in on a particular piece of the engine (the valve housing assembly) which had intermittent issues with [revolutions per minute] over its lifetime with multiple different engines.”
Nine died in the crash: Maj. José R. Román Rosado, the pilot; Maj. Carlos Pérez Serra, the navigator; 1st Lt. David Albandoz, a co-pilot; Senior Master Sgt. Jan Paravisini, a mechanic; Master Sgt. Mario Braña, a flight engineer; Master Sgt. Eric Circuns, loadmaster; Master Sgt. Jean Audriffred, crew member; Master Sgt. Víctor Colón, crew member; and Senior Airman Roberto Espada, crew member.
The Air Force ordered an immediate investigation into the accident. Days later, after Military Times published an in-depth report showing that military aviation accidents have increased over the last five years, the service directed its wing commanders to hold a one-day pause in order to conduct a safety review with airmen, assessing trends and criteria that may have led to the recent rash of crashes.
Unsolved maintenance problems
The newly released investigation shows that the plane was cleared for flight even though the recorded oscillation data of the plane’s outermost left engine did not match its intended performance.
The WC-130 made its ferry flight from Puerto Rico to Savannah, Georgia, on April 9, 2018. And the flight crew operating the [mishap aircraft] “experienced an RPM issue with engine one, and reported the incident for troubleshooting and repair,” the report said.
While the crew found a fix, maintainers struggled to replicate both the in-flight operations and the solution the pilots used to better understand the what went wrong. They found they couldn’t recreate the crew’s original solution, which was to switch “on the propeller governor control to mechanical governing,” to see if that rectified the issue, it said.
A U.S. Air Force Lockheed C-130E-LM Hercules (s/n 64-0510) from the 198th Airlift Squadron, 156th Airlift Wing, Puerto Rico Air National Guard, prepares to take off from Muniz ANGB, Puerto Rico, on Feb. 29, 2004.
According to post-mishap interviews, during a second maintenance engine run, the “mishap maintainers observed engine one produced 99% revolutions per minute,” the report said.
But the digital flight data recorder (DFDR) said otherwise.
The DFDR indicated “engine one never reached sustained RPM above 96.8% and had significant oscillations between 95% and 98%,” it said.
The Air Force investigators said that when performing an engine run, the [technical order] requires a range “of 99.8% to 100.02% RPM, as displayed on a precision tachometer, to verify an engine is operating properly at 100%.2.”
The maintainers, who failed to use a precision instrument, missed a chance to diagnose a fluctuating, weaker engine.
“Good enough” mentality
The maintainers should have noted these red flags, the instructor pilot who spoke with Military.com said.
“The maintainers… failed to properly conduct the inspection of the engine,” the instructor pilot said. “The crew likely would have never stepped to the aircraft that day, at least not without the engine being verified to have reached the required power threshold, versus over 2 percent lower than the minimum.”
In the report, maintainers are faulted for having a “good enough” mentality about the aircraft’s condition.
Twitter user @MikeBlack114, a self-identified Air Force aircraft maintenance officer, also faulted the “good enough” mentality as a reason mistakes were made in a tweet thread. Furthermore, leadership should have paid better attention, he said.
“I’ll let someone with wings address the aircrew piece, but the mx [maintenance] portion is almost unfathomable,” Black said in a Twitter thread. “If you’re in a leadership position of an organization involved with flying and you aren’t uncovering the skeletons (believe me, they’re there, just a question of how severe they are) you aren’t looking hard enough.”
Another problem, according to the report, was the maintainers observing the aircraft did not use a tachometer to justify the data.
The report noted that they had conducted the engine test runs without the instrument because the compatible adapter plug to connect the precision tachometer to the aircraft was not available.
“During the engine runs and without the use of a precision tachometer, [mishap maintainer one] and [mishap maintainer two] knew that 100% RPM was the speed the engine should operate at, but believed 99% was sufficient to conclude their maintenance because of the wider gauge range provided in the [technical order],” the report said. “Thus, the mishap maintainers never corrected the engine one discrepancy and did not resolve the RPM issue.”
On May 2, 2018, engine one’s RPMs once again revealed an anomaly.
During takeoff, engine one’s RPMs fluctuated and couldn’t be stabilized when the first mishap pilot “advanced the throttle lever into the flight range,” according to the report.
“Engine one RPM and torque significantly decayed, which substantially lowered thrust,” investigators added.
While the banked turn the pilots made into the failed engine “was well below the minimum air speed needed for proper control of the aircraft, the [mishap aircraft] did still have enough airspeed to maintain flight,” the report said.
“The crew put the aircraft in a disadvantageous energy state by rotating (lifting off) 5 knots early and failing to accelerate as required by the procedures,” the instructor pilot said. “Unfortunately, this was not an unrecoverable situation by any means, and one crews in all airframes train to regularly.”
The reason for the initial flight in April 2018 was to conduct routine in-tank fuel cell maintenance in Georgia. The 165th Airlift Wing at Savannah Air National Guard Base had the means to do this, unlike the Puerto Rico Guard’s 156th Wing.
Puerto Rico’s facilities sustained substantial damage during Hurricane Maria and could not offer the maintenance at home station, the report said.
Although Adjutant Gen. Isabelo Rivera, the commanding officer of the Puerto Rico National Guard, said at the time of the crash the aircraft was more than 60 years old and one of the oldest C-130s in the fleet, its history and maintenance record say otherwise.
The aircraft, tail number 65-0968, rolled off the assembly line in 1965 as a standard C-130E, its records show.
“Sometime in the early 1970’s, it was converted to a WC-130H for use in weather reconnaissance (the “W” designation indicates the weather modifications),” the report said.
The engines were also “upgraded from T56-A-7 to the T56-A-15 at that time (which changed the “E” designation to “H”),” it said.
The aging aircraft life was extended because the wing had been expected to change missions. But that transition never came.
The fiscal 2016 budget “initially divested the six WC-130H aircraft from the Puerto Rico Air National Guard “and provided direction to move the 156th Airlift Wing to the RC-26, a manned Intelligence, Surveillance, and Reconnaissance (ISR) platform,” the report said. “However, this direction did not prove viable, as there was no requirement for a manned ISR mission in the United States Northern Command Theater.”
Millard, the investigator, said in the report there were no outstanding time compliance technical orders that would have restricted the plane from from flying.
Still, there should have been more transparency, the instructor pilot said.
“As an aircraft commander, there’s a ‘trust but verify’ mentality with the maintenance crews, but our knowledge is limited. So when a crew chief hands me the signed forms,” he said, “I have to trust those procedures and previous discrepancies have been fixed in accordance with the maintenance technical orders.”
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
I was made aware of the stunning video below by my son Lorenzo, who’s a big LEGO fan. The footage has just been posted by the “Beyond the Brick” Youtube channel and shows the crazy cool MCAS Marine Corps Air Station that Paul Thomas put on display at Bricks by the Bay 2019, an annual gathering of LEGO builders, enthusiasts and fans held in Santa Clara in mid-July.
The LEGO diorama was inspired by Marine Corps Air Ground Combat Center Twentynine Palms but it’s (obviously) not a replica: it is a fictional representation of a U.S. Marine Corps base with aircraft and vehicles that you could find at an MCAS. Thomas created the 10 x 7.5 feet diorama in modules (since his garage could not accommodate it all) in about 6 months.
Another view of the Marine Corps Air Station by Paul Thomas.
(Screenshot from Beyond the Brick’s YT video)
Along with F-35B Lightning II jets, there are MV-22 Osprey tilt-rotor aircraft, CH-53E Super Stallion and AH-1Z Viper helicopters as well as a rotating radar, a security checkpoint at the gate of the base, hangars used for inspection and maintenance activities, various vehicles and much more.
Pretty impressive, isn’t it?
US Marines Air Base in LEGO | Bricks by the Bay 2019
This year, the only two Medal of Honor recipients were both Army veterans, who were receiving the medals for courageous, sacrificial actions in combat during the Vietnam War. Here are the stories of Spc. Five James McCloughan and Capt. Gary M. Rose, presented again to commemorate their courageous, sacrificial actions that earned them the highest military honor in the land.
On July 31, President Trump awarded the Medal of Honor to former to former Spc. 5 James McCloughan during a White House ceremony for gallant actions in the Vietnam War.
McCloughan, a medic, was one of 89 Soldiers in Company C, 3rd Battalion, 21st Infantry Regiment, 196th Infantry Brigade, Americal Division who fought on Nui Yon Hill, near the city of Tam Kỳ, from May 13 to 15, 1969.
Within minutes of landing there on May 13, about 2,000 enemy soldiers had the unit surrounded and two of the unit’s helicopters were shot down, Trump related during the ceremony. Seeing a badly wounded Soldier lying in an open field, McCloughan blazed through 100 meters of enemy fire to carry the Soldier to safety.
When North Vietnamese forces ambushed the unit a short time later, McCloughan again rushed into danger to rescue his wounded men. As he cared for two Soldiers, shrapnel from an enemy rocket-propelled grenade “slashed open the back of Jim’s body from head to foot. Yet, that terrible wound didn’t stop Jim from pulling those two men to safety, nor did it stop him from answering the plea of another wounded comrade and carrying him to safety atop his own badly injured body. And so it went, shot after shot, blast upon blast,” the President said.
As the darkness of night approached, McCloughan continued to crawl through rice paddies, dodging bullets, to rescue wounded Soldiers and bring them to a medevac helicopter. When McCloughan’s lieutenant, seeing the extent of the medic’s own injuries, ordered him to get into the medevac as well, McCloughan refused, saying “You’re going to need me here.”
McCloughan would later say, “I’d rather die on the battlefield than know that men died because they did not have a medic,” Trump related.
Over the next 24 hours, without food, water or rest, McCloughan fired at enemy soldiers, suffered a bullet wound to his arm and continued to race into gunfire to save more lives, the President said.
“Though he was thousands of miles from home, it was as if the strength and pride of our whole nation was beating inside of Jim’s heart,” the President said. “He gave it his all and then he just kept giving.”
In those 48 hours, Jim rescued 10 American Soldiers and tended to countless others, Trump said, adding that of the 89 in the company, their strength had dwindled to 32 by the end of the fighting.
Following the war, McCloughan taught sociology and psychology at South Haven High School in Michigan, and coached football, baseball, and wrestling for 38 years.
McCloughan was joined at the White House ceremony by members of his family, eight other Medal of Honor recipients, and 10 Soldiers who served with him during that epic battle, five of whom McCloughan personally saved.
More than 47 years after his heroic actions in the nation of Laos, during the Vietnam War, Capt. Gary Michael “Mike” Rose was recognized with the Medal of Honor by President Trump at the White House on Oct. 23.
During the Vietnam War, Rose served as a combat medic with the Military Assistance Command Studies and Observations Group, part of Special Forces. He was recognized for actions during a four-day period that spanned Sept. 11 through 14, 1970, in Laos. The mission he was part of, called “Operation Tailwind,” had for many years been classified.
Operation Tailwind was meant to prevent the North Vietnamese Army from funneling weapons to their own forces through Laos, along the Ho Chi Minh trail. The operation inserted 136 men by helicopter, including 16 American Soldiers, deep inside Laos.
“Once they landed in the clearing, they rushed to the jungle for much needed cover,” Trump said. “Soon, another man was shot outside their defensive perimeter. Mike immediately rushed to his injured comrade, firing at the enemy as he ran. In the middle of the clearing, under the machine gun fire, Mike treated the wounded Soldier. He shielded the man with his own body and carried him back to safety.”
That was just the start of the four-day mission, Trump said. There was much more to come.
As the unit moved deeper and deeper through the dense jungle, dodging bullets and explosives, Rose continued to tend the wounded during the four-day mission, even at the risk of extreme danger to himself.
Rose was himself injured, Trump said. On the second day, Rose was hit with a rocket-propelled grenade, which left shrapnel in his back, and a hole in his foot.
“For the next 48 excruciating hours, he used a branch as a crutch and went on rescuing the wounded,” Trump said. “Mike did not stop to eat, to sleep, or even to care for his own serious injury as he saved the lives of his fellow Soldiers.”
When the unit evacuated by helicopter on the fourth day, Rose’s helicopter crashed due to a failed engine. After being thrown from the helicopter, Rose rushed back to the scene to pull his fellow Soldiers out of the burning wreckage.
At the conclusion of Operation Tailwind, thanks to the efforts of Mike Rose, all 16 American Soldiers were able to return home.
During those four days in Laos, “Mike treated an astounding 60 to 70 men,” Trump said. And of the mission, which proved to be a success, “their company disrupted the enemy’s continual resupply of weapons, saving countless of additional American lives.”
In addition to members of his family, 10 of Rose’s brothers-in-arms from the operation also attended the ceremony.
“To Mike and all the service members who fought in the battle: You’ve earned the eternal gratitude of the entire American nation,” Trump said. “You faced down the evils of communism, you defended our flag, and you showed the world the unbreakable resolve of the American armed forces. Thank you. And thank you very much.”
Los Angeles-class fast attack submarine USS Hartford (SSN 768) and Seawolf-class fast attack submarine USS Connecticut (SSN 22) both surfaced in the Arctic Circle March 10, 2018, during the multinational maritime Ice Exercise (ICEX) 2018 in the Arctic Circle north of Alaska.
Both fast-attack submarines, as well the UK Royal Navy submarine HMS Trenchant (S91), are participating in the biennial exercise in the Arctic to train and validate the warfighting capabilities of submarines in extreme cold-water conditions.
“From a military, geographic, and scientific perspective, the Arctic Ocean is truly unique, and remains one of the most challenging ocean environments on earth,” said Rear Admiral James Pitts, commander, Undersea Warfighting Development Center (UWDC).
ICEX provides the U.S. Submarine Force and partners from the Royal Navy an opportunity to test combat and weapons systems, sonar systems, communications, and navigation systems in a challenging operational environment. The unique acoustic undersea environment is further compounded by the presence of a contoured, reflective ice canopy when submerged.
According to Pitts, operating in the Arctic ice alters methods and practices by which submarines operate, communicate and navigate.
“We must constantly train together with our submarine units and partners to remain proficient in this hemisphere,” Pitts said. “Having both submarines on the surface is clear demonstration of our proficiency in the Arctic.”
In recent years, the Arctic has been used as a transit route for submarines. The most recent ICEX was conducted in 2016 with USS Hampton (SSN 767) and USS Hartford (SSN 768).
The first Arctic under-ice operations by submarines were done in 1947-49. On Aug. 1, 1947, the diesel submarine USS Boarfish (SS-327), with Arctic Submarine Laboratory’s founder, Dr. Waldo Lyon, onboard serving as an Ice Pilot, conducted the first under-ice transit of an ice floe in the Chukchi Sea.
In 1958, the nuclear-powered USS Nautilus made the first crossing of the Arctic Ocean beneath the pack ice. The first Arctic surfacing was done by USS Skate (SSN 578) in March 1959. USS Sargo was the first submarine to conduct a winter Bering Strait transit in 1960.
The units participating in the exercise are supported by a temporary ice camp on a moving ice floe approximately 150 miles off the coast of the northern slope of Alaska in international waters. The ice camp, administered by the Arctic Submarine Laboratory (ASL), is a remote Arctic drifting ice station, built on multi-year sea-ice especially for ICEX that is logistically supported with contract aircraft from Deadhorse, Alaska. The ice camp will be de-established once the exercise is over.
China is showcasing its powerful new hypersonic anti-ship cruise missile, which could raise the stakes as tensions flare between China’s military and the US Navy.
China Aerospace Science and Industry Corporation (CASIC) unveiled the CM-401 short-range anti-ship ballistic missile at Airshow China in Zhuhai, the country’s largest military and commercial aviation exhibition.
“The system is intended for rapid and precision strikes against medium-size ships, naval task forces, and offshore facilities,” a CASIC representative told IHS Jane’s Defence Weekly.
The Chinese state-affiliated Global Times, citing a press release from the company that produced the weapon, reported that the missile can travel at speeds roughly six times the speed of sound.
The speed and unpredictable flight patterns made possible through mid-flight changes to the trajectory make the missile much more difficult, if not impossible, to intercept.
The CM-401s are assumed to fly on a “skip-glide trajectory,” The War Zone reported, citing graphics detailing the capabilities of the new system.
“The weapon has the potential of destroying a hostile vessel with one hit,” the paper reported, citing a Chinese military expert. The CM-401 is believed to include an independent phased array radar in the nose for terminal targeting.
The missile, which has a maximum range of 180 miles, can be launched from a shore-based launcher or from a ship-based launch-canister. The Chinese People’s Liberation Army Navy’s new Type 055 destroyers could potentially carry the CM-401 missiles, The National Interest reported, although it is possible the vessel will carry a longer-range variant.”The country will possess greater deterrence against hostile sea attacks, especially from large vessels like aircraft carriers,” a military expert told the Global Times.
Other Chinese anti-ship systems include the DF-21D and DF-26 ballistic missiles, as well as the YJ-12 and YJ-18 supersonic anti-ship cruise missile and a handful of subsonic cruise missiles. The development of a hypersonic strike platform represents a potentially-alarming advancement in stand-off anti-access, area-denial (A2/AD) technology, a consistent challenge for the US military.
A once quiet landscape turned battlefield, the clash of gunfire and shouts ripped through the Shahi-Kot Valley in the early hours of March 4, 2002. As part of an early war effort that targeted al Qaeda and Taliban forces in Afghanistan, the Battle of Roberts Ridge is still known as one of the deadliest engagements during Operation Anaconda.
Above the Takur Ghar mountain top, an MQ-1 Predator aircrew became an unforeseen, close air support asset for a desperate joint special operations team in their time of need.
Deep, black smoke from a crashed, bullet-riddled MH-47 Chinook helicopter filled the air. Among the wreckage were the lead combat controller on the ground, Maj. Gabe Brown, then a staff sergeant, along with the rest of the special operations team who worked to secure casualties and defend their position on the summit.
Pinned down on the landing zone and under direct fire, Brown established communications with an MQ-1 aircrew in the area who had visual of the team. Col. Stephen Jones, then captain and Predator pilot, had already been in the cockpit and was ordered to support just moments after the crash.
Before Jones arrived on station that early morning, he had no idea what he and his team were in for.
An MH-47 Chinook Helicopter.
(U.S. Air Force photo by Airman 1st Class Christopher Callaway)
“I remember coming in on shift that night and there was a lot of commotion,” Jones said. “I was told to get out to the ground control station as soon as possible.”
Throughout the day, Brown said he developed rapport with the Predator pilot as he gave situational awareness updates and assisted with targeting enemy combatants.
“When I had fighters check in, he would buddy lase for those inbound fighters and would help me with the talk-on, so it cut my workload dramatically having him there,” Brown said.
Many other U.S. and coalition aircraft were simultaneously entering and exiting the area. Before authorizing a strike, Brown needed to “talk-on” the respective aircrew, which meant he briefed the situation on the ground to every aircraft that entered the airspace.
With a bird’s-eye view, Jones and his aircrew alleviated some of Brown’s duties and took control of liaising information within the zone, while serving as forward air controllers in the battle.
“(From our cockpits) we were serving as forward air controllers airborne or FACA, and I was serving as the on-scene commander,” Jones said.
He began looking after the survivors, deconflicting airspace for coalition aircraft coming in and out, as well as communicating back to the joint command and control elements about the survivors’ condition as they put together an evacuation plan.
“Gabe was doing a phenomenal job being a controller on the ground calling in close air support, but it was a lot of work,” Jones said. “There were a ton of coalition aircraft coming in and out and some of them didn’t have much play time, meaning they had to get in, develop an understanding of what was going on, receive a nine-line and then drop bombs or shoot their missiles.”
The aircrew took some of the burden from Brown who remained on frequency with Jones, ready to voice commands at any moment.
A U.S. Air Force MQ-1B Predator.
(U.S. Air Force photo by Senior Airman Julianne Showalter)
Brown was able to conserve radio battery life due to the aircrew’s initiative and the MQ-1’s ability to loiter over the battlefield for extended periods of time.
Ground forces were still pinned down from continuous bunker fire when Jones relayed the evacuation plan to Brown. Their team was in need of a precise airstrike that could eliminate the enemy hunkered down deep in the mountainous terrain.
Brown first called upon fighter aircraft.
“We were basically trying to use walk-in ordinance off the fighters, using 500-pound bombs to frag (blast) the enemy out of the bunker and we were unable,” Brown said.
After numerous attempts, Brown and his team were running out of options and daybreak quickly approached…
Brown and his team were considered danger-close due to their proximity to the target, causing concern for aircrew and senior leaders. However, Brown’s need for immediate aerial support outweighed any apprehension.
“It was late in the morning, he (Jones and aircrew) had one shot left and we had been on the ground for a few hours,” Brown said. “I gave my own initials and cleared him hot.”
Jones released the hellfire missile and successfully destroyed the bunker, which allowed U.S. forces on the ground to recuperate and devise a mission plan going forward.
“When that hellfire went into that bunker, beyond a shadow of a doubt, that bunker had been neutralized,” Brown said.
The enemy may not have seen the MQ-1 as it soared overhead, but radical terrorists felt the Predator’s wrath.
Jones and the rest of the MQ-1 aircrew loitered above the combat zone for approximately 14 hours, relaying critical information and laser-guided munitions during the entire fight. Their actions provided key reconnaissance for senior leaders commanding the situation, and directly enabled visual relay between forces on the ground and the combatant commander.
“I credit that pilot, the technology and that airframe with saving my life, as well as the team’s and getting the wounded and KIA (killed in action) off the hilltop that day,” he said.
Macedonia has been trying to join NATO since it became independent 28 years ago. But every application had been blocked by neighboring Greece because of a regional dispute over Macedonia’s name.
Greece agreed to stop blocking Macedonia if it formally renamed itself the Republic of North Macedonia. Lawmakers in both countries in June 2018 agreed to the deal, known as the Prespa Agreement, which is due to take effect soon.
Permanent representatives of the 29 members of NATO signed the Accession Protocol for the future Republic of North Macedonia in Brussels.
Greece objected to the name Macedonia — which the country adopted in 1991 when Yugoslavia collapsed — because Macedonia is also the name of a region of Greece. Politicians in Greece argued that the name suggested the country had ambitions to one day rule Greek Macedonia as well.
Any country could technically veto it. But that’s unlikely, as the only one to object had been Greece until the Prespa Agreement:Macedonia would change its name, and in return Greece would stop blocking its NATO membership.
If the other 29 members ratify the accession, Macedonia would then pass its own ratification legislation, at which point it would become a NATO member.
The US Navy’s latest aircraft carrier deployment began in an unusual way, and it appears to be part of efforts to make the service less predictable.
In a break from the norm, the USS Dwight D. Eisenhower and its strike group deployed immediately after completing a final certification exercise instead of first returning to the carrier’s home port.
Carrier Strike Group 10, a formidable naval force consisting of the Eisenhower, two cruisers, three destroyers and more than 6,000 sailors, set sail on deployment right after completing the Composite Unit Training Exercise, the Navy announced Thursday.
“Upon the successful completion of C2X, strike groups are certified and postured to deploy at any time,” US 2nd Fleet spokeswoman Lt. Marycate Walsh told Insider.
“IKE’s timeline for departure was demonstrative of the inherent agility of our naval forces,” she continued. “There is no one size fits all policy; operations at sea routinely flex for a variety of reasons.”
But the Eisenhower’s latest deployment, as The Virginian-Pilot notes, appears to be a part of the Navy’s efforts to implement dynamic force employment, which the Navy argues makes the fleet much less predictable and strengthens deterrence against potential adversaries.
The Truman executed the first DFE deployment in 2018, when it sailed into the North Atlantic and Arctic shortly after returning from the Mediterranean.
After that deployment, Adm. James G. Foggo III, commander of US Naval Forces Europe-Africa and Allied Joint Force Command Naples, Italy, said: “The National Defense Strategy makes clear that we must be operationally unpredictable to our long-term strategic adversaries, while upholding our commitments to our allies and partners.”
It is unclear where the Eisenhower is currently headed.
“The sailors of IKE Strike Group are trained and ready to execute the full spectrum of maritime operations in any theater,” Rear Adm. Paul Schlise, commander of Carrier Strike Group 10, said in a statement.
“Carrier Strike Groups,” he said, “are visible and powerful symbols of US commitment and resolve to our allies and partners, and possess the flexibility and sustainability to fight major wars and ensure freedom of the seas.”
The bomb-disposal team removed the bomb with a lifting bag and dragged it down the Thames overnight to Shoeburyness, a coastal town 60 kilometers east of the bomb’s original location, a Royal Navy spokeswoman told Business Insider.
The unexploded ordnance is now at a military range in the sea off Shoeburyness, Essex. The Navy plans to attach high-grade military detonators to blow it up.
The bomb-disposal team originally wanted to detonate the bomb on Feb. 13. It has since postponed the operation because of poor weather conditions, the Royal Navy said.
Cmdr. Del McKnight of the Royal Navy’s fleet diving squadron said in a statement on Feb. 13:
The bomb presents no risk to the public in its current location, so we will leave it where it currently sits until tomorrow.
The area where the airport stands used to be an industrial center, and it came under heavy bombardment from German planes during the war. Unexploded bombs still occasionally turn up during construction work.
Sand shifts below service members’ feet as sulfur engulfs the air and humidity lingers across the island. The weight of reality and historical value settles among them as they take in the view of where so many of their fellow service members lost their lives. This is, Iwo To (Iwo Jima).
Marine Aerial Refueler Transport Squadron 152 conducted a historical professional military education for squadrons stationed at Marine Corps Air Station Iwakuni, Japan, Nov. 7, 2017.
They loaded service members on KC-130J Hercules aircraft and flew them from the air station to Iwo To.
Once disembarked from their flights, they broke off into groups and conducted a hike passing by caves, memorials, and old machine-gun nests before reaching the top of Mt. Suribachi.
As the service members gazed across the island from atop Mt. Suribachi they left behind items such as rank, belts, name tapes, and dog tags.
“Never in my entire life did I think I’d ever be in Iwo Jima,” said U.S. Navy Seaman Anthony Adams, a corpsman with VMGR-152. “It blew my mind; the best part of the day was being able to place my shield at the top of Mt. Suribachi.”
Mt. Suribachi was a key strategic position for the Japanese military, serving as the toughest line of defense for the island during World War II. U.S. Marines with the 28th Marine Regiment surrounded and climbed the mountain at an estimated rate of 400 yards per day until the famous raising of the colors atop the mountain.
“It tugs at my heart strings,” said U.S. Marine Corps Sgt. Gregory Voss, an aviation ordnance technician with Marine Aviation Logistics Squadron 12. “This is a huge piece of Marine Corps history. Marines shed blood, sweat, and tears here. Granted I’ve only been in for five years, but this is the most exciting thing that I’ve done in my career. I’m honored that I could be here.”
As the service members began their journey down to the black beaches to collect sand from the once blood-ridden island, exhaustion was present through the sounds of grunts and groans, but not one Marine backed down. They trucked though the beating sun and radiating heat of the active volcano that is Iwo To.
“It was demanding,” said Voss. “Though we didn’t go through what our brothers and sisters went though, it was definitely a challenging — but humbling — experience.”
Service members collected sand from the beaches in whatever container they had so they could take a piece of history with them to keep or give to their families back home. Collecting sand from the beach is a tradition that most guests partake in during their journey across the island.
The beach played a significant role in the advancement on the island. Hundreds of, Landing Vehicles, Tracked (LVTs) carried troops to the steep sulfur beaches of the island as U.S. Naval ships rained fire down upon the Japanese fortifications.
By the end of what was about a month of battle, 27 service members received the Medal of Honor, almost half of them posthumously.
“Tradition, lineage, and Marine Corps history means the world to me,” said Voss. “It reminds me of where we come from. Just to say I was in the same family as Gunnery Sgt. John Basilone is amazing.”
As we celebrate the Marine Corps birthday, it’s important to remember the Marines that drew the line, went above and beyond the call of duty, and their unselfish acts of valor. We must also remember the sailors that fought alongside them, through the bloody, tattered clothing to heal their wounds, and the Coast Guardsmen who replenished their brothers and sisters with supplies as enemy fire came barreling down upon them. On that island, we remember that U.S. Navy Adm. Chester Nimitz said, “uncommon valor was a common virtue.”
Russia will deploy what’s been described as the deadliest nuclear weapon ever aboard mysterious submarines by 2020, Russian state media said, citing a Russian defense-industry source.
The “Poseidon” nuclear-powered torpedo — reputed to carry a 100 megaton nuclear warhead and meant to erupt underwater for maximum effect — will reportedly deploy aboard the Project 09852 sub Belgorod, which is a converted nuclear-powered cruise-missile sub expected to go on combat duty in 2020.
The Russian state news agency TASS said the new Belgorod subs could carry six of the Poseidon nuclear torpedoes, which are sometimes described as drones.
But Russia will reportedly not operate the mysterious submarine alongside its regular armed forces or other nuclear-powered subs. The Main Directorate of Deep-Sea Research will run the ship, according to H.I. Sutton, who said the Belgorod would conduct covert missions with a smaller submarine in tow.
Silhouette of soviet Oscar-II class guided-missile submarine, or Project 949A, “Antey.”
“Russia operates a small number of very small, nuclear-powered submarines that are capable of diving in excess of several thousand meters,” Andrew Metrick, a research associate in the International Security Program at the Center for Strategic and International Studies, said in 2016.
“It’s probably the most shadowy part of the Russian undersea apparatus,” he added.
The new Belgorod submarine is “not operated by their navy. It’s operated by a separate branch of their ministry of defense,” Metrick said.
In addition to six Poseidon torpedoes that experts say could wipe out almost all life on earth, Metrick and Sutton speculated the Belgorod could carry a smaller sub that could dive deeper to cut undersea cables and dramatically disrupt international communications and national economies.
A briefing slide of the alleged Status-6 nuclear torpedo seen on Russian television in 2015.
Unstoppable 3rd-strike vengeance weapon
Russian President Vladimir Putin initially announced the Poseidon in a March 1, 2018, speech, in which he said US defenses could not stop it. Of course, the US has no defenses against any full-scale Russian nuclear attack, but in the case of undersea defenses, the US appears not to have even explored this avenue.
In that speech, Putin confirmed the existence of the Poseidon, which has horrified experts since images of it first leaked in 2015.
The US and other countries field nuclear-powered submarines capable of firing nuclear missiles, but the Poseidon represents a unique danger to life on earth. Most nuclear weapons seek to minimize radioactive fallout and simply destroy military targets. Russia took the opposite approach with the Poseidon.
The weapon is said to use a warhead, perhaps the strongest ever, designed to come into direct contact with water, marine animals, and the ocean floor, kicking up a radioactive tsunami that could spread deadly radiation over hundreds of thousands of miles of land and sea, and render them uninhabitable for decades.
In short, while most nuclear weapons can end a city, Russia’s Poseidon could end a continent.
Russia has also repeatedly threatened the US and Europe with the weapon, which it said it could park off a coast and detonate at a time of its choosing.
(Screenshot/YouTube via Russian Defense Ministry)
Malcolm Davis, a senior analyst at the Australian Strategic Policy Institute, previously told Business Insider that rather than a first- or second-strike weapon, he sees Russia’s new torpedo as a “third-strike vengeance weapon” designed to shatter NATO.
While a nuclear exchange between the US and Russia would cause incredible death and destruction, and plunge much of the world into the dark ages, a stealthy submarine designed to launch six “doomsday” devices would be the most deadly weapon in human history and pose a direct threat to life on earth.
The inclusion of a mini-sub, which experts speculate could destroy vital undersea cables and is operated by a shadowy branch of Russia’s military, suggests another clandestine purpose for this weapon.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.