VA is teaming up with the Elizabeth Dole Foundation (EDF) and the American Red Cross Military Veteran Caregiver Network (MVCN) to provide one-year, free, premium LinkedIn subscriptions to Veteran caregivers. Donated by LinkedIn, the free premium subscriptions help Veteran caregivers get noticed by recruiters, build out a network, stay in the know on new jobs that fit their skills, and apply for new opportunities.
In addition, LinkedIn offers a free year of unlimited access to over 15,000 business, creative and technology courses. The courses are all taught by industry experts through the LinkedIn Learning platform. Veterans may also request a free one-year premium subscription here: www.linkedin.com/military.
Caregivers support one of VA’s key priorities
VA values its long-standing relationships with the Elizabeth Dole Foundation and the American Red Cross. Together, we work to strengthen and bridge the gaps in services and resources in the community for caregivers.
The Elizabeth Dole Foundation will soon share this offering with their military and Veteran caregiver community. Over the coming weeks, the Dole Foundation will be sharing this with the Foundation’s Hidden Heroes Caregiver Community, an online platform that connects thousands of military caregivers to a network of peer support and other resources.
The American Red Cross MVCN welcomes Veteran caregivers to join their Employment and Workplace Support Group if they are interested.
Specifically for the Veteran community, LinkedIn has created two learning paths.
Transition from Military to Civilian Employment: This learning path will help youis designed to navigate your job searches, helping you while building youra professional identity, assists in preopreparing prepare for interviews, negotiatinge salariesy, and even get promotionsed once you’ve after been hired.
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To make the most of LinkedIn, use these resources:
LinkedIn for Veterans: This course provides a “LinkedIn 101” tutorial for everything from selecting and uploading the right picture to searching and applying for jobs.
Finding Your Purpose After Active Duty: This course is all about the intangibles of transition – understanding the Veteran’syour value to civilian employers, dealing with the uncertainty of transition, and wrestling with some of the challenges inherent in this process.
“LinkedIn is exited to support the Department of Veterans Affairs (VA) who has teamed up with the Elizabeth Dole Foundation and the American Red Cross Military Veteran Caregiver Network to offer Premium to family members of wounded veterans. These parents, spouses, and children of returning service members often disrupt their career paths to take on the important role of a caregiver.” Sarah Roberts, Head of Military and Veterans Programs, LinkedIn.
The Elizabeth Dole Foundation is excited to share this new, free offering with their military and Veteran caregiver community. Over the coming weeks, the Dole Foundation will be sharing this with the Foundation’s Hidden Heroes Caregiver Community, an online platform that connects thousands of military caregivers to a network of peer support and other resources. This offering is also available to military and Veteran caregivers who request to join Hidden Heroes in the coming weeks!
“We’re very excited to team up with LinkedIn and the VA on this very exciting offering,” said Steve Schwab, CEO of the Elizabeth Dole Foundation. “Finding flexible employment has always been a challenge for the military caregivers we serve, and in the midst of COVID-19, this continues to be a top need for caregivers. We are excited to make this offering available to our community and continue to find ways we can creatively support military families during this difficult time.”
The American Red Cross MVCN welcomes Veteran caregivers of all eras to join their custom, secure, caregiver– only Network. The MVCN is delighted to host Sarah Roberts, Head of Military and Veteran Programs at LinkedIn to demonstrate how LinkedIn can support caregiver employment. Caregivers interested in a free Premium LinkedIn Subscription are encouraged to join the Employment and Workplace Support group where the ongoing issues of caregiver employment are shared.
Brig. Gen. Edward L. Vaughan is the Air National Guard Special Assistant to Maj. Gen. Scott F. Smith, the Director of Training and Readiness, Deputy Chief of Staff for Operations, Headquarters U.S. Air Force, Arlington, Va. The directorate, encompassing seven divisions and the Air Force Agency for Modeling and Simulation, is responsible for policy, guidance and oversight of Air Force operations.
General Vaughan also serves as the lead for the Air Force Physiological Episodes Action Team (AF-PEAT) and co-leads the ad hoc Joint-PEAT, along with Navy Rear Adm. Fredrick R. Luchtman.
General Vaughan completed Reserve Officer Training Corps at Rensselaer Polytechnic Institute and received his commission as honor graduate from ANG’s Academy of Military Science. He previously served in leadership roles at the squadron, group, wing and higher headquarters levels in both the mobility and combat air forces. General Vaughan commanded the 156th Airlift Wing, Puerto Rico, and Detachment 1 of the 13th Air Expeditionary Group (formerly the 13th Expeditionary Support Squadron), Antarctica.
During an interview with Airman Magazine, Gen. Vaughan discussed his new post leading the joint investigation of Unexplained Physiological Episodes (UPEs) and his experiences as a mobility and combat airman and safety officer.
Airman Magazine: Please tell us about your new job investigating Unexplained Physiological Episodes.
Brig. Gen. Vaughan: As part of my role working in A3T, I’ve been tasked by the A3 Lt. Gen. Mark Kelly to lead the Physiological Episodes Action Team, also known as the PEAT.
PE stands for physiological episode or event. Essentially it’s any anomaly in the interaction among the aircrew, equipment, and environment that causes adverse physical or cognitive symptoms, which may impede the ability to fly..
What we’ve done across the Air Force and all aircraft, but most recently with the T-6 fleet, is to investigate what causes PEs. In some cases an Unknown PE will immediately reveal to us what happened. Maybe there was some sort of contamination in the cockpit due to an oil leak or some other fumes, so we’re able to identify it as a known physiological event.
In other cases, pilots will experience symptoms, come down and land, report them and we don’t know exactly what the cause is until we investigate further.
Members of the Navy Physiological Episodes Action Team and Air Force PEAT listen to a discussion between Rear Adm. Fredrick R. “Lucky” Luchtman (left) and Air Force Brig. Gen. Edward L. “Hertz” Vaughan (right) as they lay the ground work for the Joint Physiological Episodes Action Team, or J-PEAT.
(Photo by Scot Cregan)
Airman Magazine: Tell me about the PEAT. What is the structure and objective of the team?
Brig. Gen. Vaughan: The AF-PEAT is Air Force Physiological Episodes Action Team. Now, previously this has been known as the UPE IT or Unexplained Physiological Events Integration Team. We’re working very closely with our Navy partners and they came up with a pretty good name – Physiological Episodes Action Team. In the interest of both jointness and keeping it simple for all the flying community, we’ve aligned names with the Navy.
Of course, that’s not the only thing we’ve learned from the Navy. The Navy’s had some great success in exploring what happens in physiological episodes, what happens to aviators, and we’ve been able to learn a lot from them and they’ve learned from us as well.
Airman Magazine: How does the PEAT operate?
Brig. Gen. Vaughan: We have two meetings per week. Every Friday the Air Force PEAT meets. Who is on this action team? The answer is those people who are required for that particular meeting.
We’ll have the topics of the week, sometimes we’re looking at specific incidents with airplanes, specific episodes, and other times we may be investigating new equipment that’s coming out, new procedures, new training or maybe there’s the results of an investigation that we’ll need to review. We have standing members of the team, about half a dozen, that are there at every meeting.
Then we have another kind of a second layer of folks, which gets us up closer to 20 people, who come in as needed. That second layer includes folks from the acquisition community or the 711th Human Performance Wing. We don’t necessarily need to have them come to every meeting, but there’s times we really need somebody from human performance wing present. That’s one meeting.
Then immediately following that meeting, we have, what I call the Joint-PEAT. It’s really an ad hoc Joint Physiological Episodes Action Team with the Navy. It is very much a joint effort in that we work closely together and meet weekly to keep a steady battle rhythm so as things come up during the week, if they’re not an emergency or if it’s not something that we’ve got to address right at that minute, we’ll be able to put it together on Friday. We know that once a week we’re going to have a meeting where we can sit down face-to-face and hash these things out.
My Navy counterpart is Rear Adm. Frederick Luckman, he goes by “Lucky”. My call sign is “Hertz”. We immediately got to a Hertz-Lucky professional friendly demeanor. We go through an awful lot of coffee. He and I meet as often as we can to share data. Like I said, we cannot share the information fast enough.
The Navy is doing a lot of good work. They had a series of issues with physiology not only in the F-18, but T-45s, and they’ve had very good success in their T-6 fleet. They have a T-6 fleet that’s about half the size of the Air Force’s. They have slightly different models, some of theirs are newer models, but the oxygen systems are very similar.
The Navy adopted early on, in response to some of the lessons they learned from other airframes, significant maintenance practices in their T-6 oxygen system that we found very useful. We watched the Navy adopt those, saw the results of it and in those cases we’ve been able to adopt it exactly the same way that they have.
Brig. Gen. Edward L. Vaughan, head of the Air Force Unexplained Physiological Events Integration Team, and Rear Adm. Fredrick R. Luchtman, Navy Physiological Episodes Action Team lead, discuss ongoing efforts to minimize the risk of Physiological Episodes.
(U.S. Navy photo by Cmdr. Scot Cregan)
Airman Magazine: How does the timely resolution of PEs, affect training and readiness?
Brig. Gen. Vaughan: Looking at the National Defense Strategy, lethality is the primary objective and, for the Air Force, that equates to readiness. Are we ready to fight? You know, the question is readiness for what? Ready to do what? It’s ready to prosecute the war, ready to fight. In some cases, being ready to go out and influence and be that presence where we need to be.
If we’re having equipment struggles, delays in our programs, or we’re having to stand-down aircraft or cancel missions because of physiological episodes that will get in the way of us being ready. It will get in the way of us executing any plans we may have out there. So it’s important for us to get the information back, put the fixes in, get those funded, fielded and executed as quickly as possible. Once we do that, we’re going to enhance readiness and capability as we grow toward the Air Force We Need.
It also eliminates a distraction. Anytime you have aircraft mishaps of any kind, anytime you have a cluster of these PEs, it’s going to create a distraction, not just for the frontline airman, but for their families, and anybody else associated with it. Anybody involved with the operation and maintenance will have a distraction. That distraction takes our eye off the readiness ball. That’s one of the reasons that you’ll see the PEAT, Physiological Episodes Acting Team, embedded right in A3T. A3T’s tasking is training and readiness.
Airman Magazine: What types of symptoms are commonly associated with PEs?
Brig. Gen. Vaughan: Symptoms span the spectrum of what can happen to people on airplanes. I’ll caveat this with Air Force aviators receive extensive training in physiology and what may happen to them in tactical aviation. All pilots and other aircrew going through their initial training, experience the hypobaric chamber, we call it the altitude chamber. They get used to what it’s like to operate at high altitudes and what happens during decompression. They also have routine refresher training in all aspects of aviation physiology.
One of the main reasons for doing that training is so that each aviator can learn what their individual symptoms will be. No two people will react the same to an aircraft or environmental stimulus and, in fact, the same person may have different reactions on different days based on fatigue, fitness, nutrition, or other personal factors.
It’s important for each aviator to have a sense of what symptoms they might have, especially the early onset symptoms, so they can take early appropriate action to safely recover the aircraft or get out of the environment that’s causing the problem.
Some of these symptoms can range from things like tingling in the extremities, fingers and toes, headaches or nausea. There are actually cases of folks having euphoria, while other folks may become belligerent. They know if you’re flying along and all of a sudden you just feel a little irritated for no particular reason it may be time to check your oxygen system, look at the environment you’re in or determine if that’s caused by something else. Then take appropriate action to mitigate the risk.
Airman Magazine: You have said that when investigating and mitigating PEs, “We can’t share information fast enough.” Describe what you mean and how that process can be improved?
Brig. Gen. Vaughan: Sharing the right information and then making sense of the information is very important in dealing with this phenomenon. What we do right now in the Air Force is we listen to the pilots. Pilots will land and give us a debrief – What happened? When did it happen? What types of conditions were going on in the airplane?
You’ll find that in the Air Force fleet, and the Navy fleet as well, most of the aircraft have pretty sophisticated sensors when it comes to their engines and other aircraft systems. When they land that information is downloaded, aggregated, and acted upon. Much of the critical data is available real time and available to the pilot for immediate action. Each aircraft is slightly different as technology improves, but the amount of data that we’re able to download from a given flight is enormous. But hard data on the human weapon system is slim to none.
This gets into right into some of the themes of Secretary of the Air Force has talked about going into artificial intelligence, big data analytics. How do we deal with all this data, make some sense of it and not run down the wrong path to get a wrong conclusion?
I will tell you one area though, where we’re still struggling, not only the Air Force, but also the Navy and our colleagues at NASA, is collecting data from the actual human weapon system.
We want to know things like pulse rate, oxygen content in the blood, cognitive functions, any anomalies with eyesight, but these are very hard things to sense independently without interfering with the aviators while they conduct their mission.
That’s a fascinating area of research that’s happening out at the 711th Human Performance Wing at Wright Patterson Air Force Base in conjunction with the Navy Medical Research Unit Dayton. What they’ve started to do, both those labs working together and along with some NASA support, is fielding some prototypes, such as sensors that might go, for example, in the (oxygen) mask or on the pilot’s helmet.
We actually know real-time information about the oxygen system in an airplane. We have sensors on the actual system to know the content of oxygen and other gases that might be presented to the aviator. What we don’t know is what happens in system losses; what happens between the actual oxygen production or the oxygen source and the pilot’s breathing. Furthermore, we don’t know the pilot’s ability to uptake that oxygen. There’s a lot of medical and physiological processes that we need to monitor better.
A technique called Hybrid 3D Printing, developed by AFRL researchers in collaboration with the Wyss Institute at Harvard University, uses additive manufacturing to integrate soft, conductive inks with material substrates to create stretchable electronic devices.
(Wyss Institute photo)
Airman Magazine: What does the end state of this research look like? Are you talking about monitoring physiological responses of pilots during missions in real time?
Brig. Gen. Vaughan: That’s absolutely correct. We’d like to get to an end state where the human weapon system is instrumented in such a way that’s noninvasive and nonintrusive. The aviators won’t feel the sensors and it doesn’t interfere with their duties at all, but that that data is available just like you would read all the instruments on an engine. We’re trying to figure out, is that five years from now, two years from now or 20 years from now?
If you think of the human on the loop or in the loop going forward, especially in cyber systems and integrating across all-domain operations, it’s going to be more important than ever to make sure that the human weapon system is keeping up and that we’re able to monitor that.
So we’re looking at sensors that might be wearable. A lot of folks out in the community are familiar with wearable fitness monitors and the chips that go in your shoes if you’re going to run a race to keep track of where you are. One of the challenges we have in aviation is the sensors that might be worn in commercial practice that people might buy at a local store are not suitable for the aviation environment, particularly tactical aviation.
Not only do you have the pressure and temperature anomalies that occur as airplanes travel up and down, but in tactical aviation, fighters, bombers and training aircraft, there’s an awful lot of G-loading. There can be anomalies that go from high altitude to low altitude in very short order and that has a lot of wear and tear on the sensors. Some sensors are embedded in clothing and depend on contact with the skin. For example, in order to prepare themselves for a mission, aviators will strap down tighter than you might in an automobile to keep them safe, but that may also cause bulges in the clothing that interferes with sensory contact. There’s a lot of research yet to be done and a lot of development ahead of us.
I’m looking forward to the Air Force potentially investing more in that research. I’m especially impressed with our ability to work with our joint partners with the Navy and the Army, which is coming on board later this month, in this PEAT effort. They’ve got a lot of exciting things happening in their aerospace medicine field and then NASA has been a partner throughout. You really can’t beat, from an intellectual capacity standpoint, having partners like the 711th Human Performance Wing and NASA. We’ve got the best partners in the world.
Airman Magazine: Are there other interagency or commercial partners in the research and investigation of PEs?
Brig. Gen. Vaughan: Absolutely. Some of the companies that produce our aircraft have divisions dedicated to human physiology and enhancing the ability of the human to perform in or on the loop. They provide enhancements such as providing sensors and digital displays. In some cases, even an augmented reality display, which we have in many aircraft, where there’s a lens that comes over one eye and not only can you see your environment, but that lens will produce a heads-up display of images that will help you interpret what you’re seeing on the ground.
Not only do we have industry partners that helping us with this, we also have universities and some international partners. Primarily we’re working through the Navy to access the folks that are doing that work on the outside, but we’re going to start working a little more with our international affairs group here in the Air Force to foster those partnerships.
Airman Magazine: Do you see a time when human sensor capability will be baked in rather than bolted on?
Brig. Gen. Vaughan: I think we’re going to get to that point. Right now, we’ve got to be sensitive to the fact, that if we start utilizing every sensor that’s available commercially, we run the risk of interfering with the mission and maybe causing a distraction. The last thing we want to do is have sensors be the cause of problems. We want the sensors to help us solve those problems.
We’re looking at ways to prototype these things. Edwards Air Force Base, for example, where we do a lot of research and development flight testing, has been very instrumental in working with the 711th Human Performance Wing and the system program offices for the airplanes, to include the T-6, F-15, F-16 and others, in doing some remarkable testing that gives us great foundational data. That foundational data is important to determine where we do the development going forward. Also, we recently shook hands on an agreement with the Civil Air Patrol to help us collect, assess, and sort through the many commercially available wearable sensors.
Airman Magazine: What’s the benefit to the force of being able to process and utilize PE data faster?
Brig. Gen. Vaughan: So for example, right now if we have a physiological event in the aircraft, we typically execute emergency procedures, get to a safe backup source of oxygen if it’s available, descend to an altitude where it’s safe to breathe ambient air and then land as soon as possible at the nearest suitable airfield.
Perhaps what will happen in the future, with sensors on board, you may be able to head off that emergency. Sensors may alert the pilots to the fact that they are entering a phase of flight or a set of activities or an environment, where they’re at higher risk of these kinds of anomalies. By alerting the pilot to that, they may be able to mitigate it or avoid a physiological event.
Furthermore, if there is a situation in flight, the sensors on board that gives them real time readings may enable them to do a better job of assessing what’s going on.
But this is where it gets insidious. With physiological events, one serious possible symptom is an inability to assess the situation.
Now that’s a pretty extreme symptom, but you may have those situations come up. In which case, presenting the data to the pilot as numbers or another traditional data format might not be as useful as, maybe, an alert light. There are some programs out there that cause the oxygen mask to vibrate a little bit. We do this with the control stick in airplanes as well. With such an equipped aircraft if you were to get into a stall, the control stick vibrates, They call it a stick shaker. Applying these proven technologies to other areas are all in prototype and being tested.
Zach Demers, an aerospace engineer, demonstrates the Automatic Ground Collision Avoidance System (Auto GCAS) in an F-16 flight simulator at the Air Force Research Laboratory, Wright-Patterson Air Force Base, Ohio.
(Photo by Master Sgt. Brian Ferguson)
Airman Magazine: Weren’t you involved in the adoption of another pilot safety system?
Brig. Gen. Vaughan: Formerly, I served as the Air National Guard’s national director of safety. Part of our safety portfolio is flight safety and in that we have some advanced fourth and fifth- generation aircraft, but we also have legacy systems out there. Systems that don’t have baked-in ground collision avoidance systems.
We worked very hard with the system program office and the Pilot Physician program in the United States Air Force to bring on board these Auto G-CAS systems (Automatic Ground Collision Avoidance System). We have confirmed saves in situations where the pilot may have lost awareness. It doesn’t have to be a physiological event. It can be task saturation or other things that cause the pilot to lose awareness of proximity to the ground. Traditional GCAS systems will alert the pilot, such as an X symbol in the heads-up display, letting them know they’re near the ground and need to pull back on the stick.
In the Auto G-CAS, the aircraft sensors can actually determine the point where the pilot can no longer recover, due to the limits of human reaction time, and the system takes over the jet and recovers it for the pilot. As soon as the aircraft is in a safe regime, it returns the control back to the pilot. And that’s also had a couple of great saves for us.
Airman Magazine: You mentioned the Pilot Physician program, what is that and are they involved in the J-PEAT and investigating of UPEs?
Brig. Gen. Vaughan:Pilot Physician is a very unique program in the Air Force and its highly specialized. These are individuals are rated aviators of all sorts, but primarily pilots. Then they go to medical school and change their job category. So they’re no longer primarily pilots for the Air Force, they’re now physicians for the Air Force.
They’ve enabled to help us understand what’s going on both operationally and medically and where those two things meet. In other situations, you have pilots who were trying to describe what’s happening to them in the airplane and then you have medical doctors trying to understand that description. There can be things lost in translation between the communities.
The Pilot Physicians speak both aviation and medicine fluently, are able to identify with the pilots and, in many cases, have flown that exact aircraft being investigated.
Lt. Col. Jay Flottmann, pilot physician and 325th Fighter Wing chief of flight safety, explains how a valve in the upper pressure garment and the shape and the size of oxygen delivery hoses and connection points contributed to previously unexplained physiological issues during F-22 flights.
(Photo by Senior Airman Christina Brownlow)
Airman Magazine: Are there specific examples of investigations that benefitted from Pilot Physician experience and expertise?
Brig. Gen. Vaughan: Lt. Col. James “Bones” Flottman was the Pilot Physician directly involved in the F-22 investigation that we did a few years ago. The F-22 had a series of physiological episodes. He was the one that was able, as an F-22 pilot and a physician, to credibly determine that it was a work of breathing issue.
It was a combination of factors, we don’t need to go into all the specifics right here, but he was able to bridge the gap between pilot practices, things they’ve been taught to do and things they did through experience, and what was happening medically. That resulted in improvements in the whole system – improvements in some of the hardware and improvements in the pilot practices. Not only was he able to help the investigation team solve that, he was able to then go back and credibly relate this to the pilots, restoring faith both in the system, in the Air Force process.
There’s another one that is a friend of mine, retired Col. Peter Mapes. Dr. Pete Mapes is a classic Pilot Physician. He was a B-52 pilot and a fantastic doctor, as are all of them. He and I worked closely together on Auto G-CAS, as well as several key people in engineering and operations. He was really the driving force, along with Lt. Col. Kevin Price, at the Air Force and the OSD level to push that development and production through, especially for the legacy aircraft.
He also had a role in many other aviation safety improvements to include helicopters, specifically wire detection. A lot of helicopters have mishaps because they strike power lines. He was instrumental in getting some of those systems put into helicopters and out into the fleet.
He was also instrumental in improving some of the seat designs and some of the pilot-aircraft interface designs as well. Really too many to mention.
Another great a success story for the Air Force, when it comes to the Pilot Physician program is Col. Kathy Hughes, call sign “Fog”. She’s flown the T-38 and A-10, a great flying background, and has been a wonderful physician for the Air Force. She really explored the use, the application and the design of our G-suits and was able to help the Air Force evolve into a full coverage G-suit. So now the G-suits that our fighter aviators fly are more standardized and more effective than the previous generations of flight suits. Thanks, in large part, to her work. I recently met her at aviation safety conference where she is helping commercial interests design better ejection seats.
That’s just three examples. There’s a whole laundry list.
We also have advising both the Navy and Air Force PEAT, Col. William P. Mueller; call sign “Ferris”. Col. Mueller was an F-4 fighter pilot and now one of the top physicians in aerospace medicine. He’s been absolutely invaluable in helping us understand what’s going on with the physiological episodes. He not only sits on the Air Force PEAT, but he also has a permanent membership sitting on the Navy’s PEAT. So he’s part of that joint interaction and offers a fearless perspective on improving training.
Col. Kathryn Hughes, a pilot-physician and director, Human Systems Integration, 711th Human Performance Wing, sits on the stairs of a centrifuge at Wright-Patterson Air Force Base, Ohio, April 22, 2016.
Brig. Gen. Vaughan: I like using the email analogy. So most of us have email. Those that work in an office may have one for work and one for personal use, or maybe even more than that. If you’re like me at all, if you skip checking your emails for even one day, you find yourself in a huge email deficit. Now imagine all the sensors, whether it’s a cyber system, aircraft systems, space system, and each piece of all the data being collected as an email coming to you. Within minutes you would be completely overwhelmed with data. So we’re going to rely on systems to help us sort through the data and present those things that are most important now for decision making.
Those other pieces of information that we might want later for analysis, it will store those and present them at the appropriate time. So that gets after artificial intelligence. We need these systems to work with the human in the loop. We don’t necessarily want it to be standalone. We want it to be integrated with humans and that’s where the real challenge comes in, because as an aviator flying an airplane, the data I want right at that moment to prosecute the fight, may be different than the data a cyber operator working with me in that operation may need at that same moment. Artificial Intelligence or underlying data systems will have to be smart enough to give the data to the operator that’s needed to make the right decision.
I recently spent some time with Satya Nadella, CEO of Microsoft. I asked him about this wicked technology problem of applying artificial intelligence on the tactical edge. His advice about leveraging cloud technology to perform advanced operations on big data, where and when needed, has been invaluable.
Airman Magazine: How does recorded data on individual pilots allow you establish baseline physiology and find relationships between PEs that may occur in aircrew from different units and bases?
Brig. Gen. Vaughan: We’re already finding benefit from that data, so the 711th Human Performance Wing is working very closely, in this case with the T-6 system program office, and some big data analytic gurus. These folks will take large volumes of data and slice and dice it to find where there might be some differences from what would be considered a baseline or normal.
Then they can dig into those differences and see if there is something to learn. They’re finding a lot of great results that help us improve the systems. Because physiological events involve humans and each human has such a different reaction and an individual person will have a different reaction on a different day, it can be difficult to look at a small sample size and draw any big lessons. We need large sample sizes and that’s where you can start to kind of tease out the pieces of the data that are going to move us forward.
As we worked with the Navy on the Physiological Episode Action Team we have found that pilots in the Air Force and the Navy are more informed than ever. They know people in the tech business and the pilots talk amongst themselves and share information and they’re finding these wearable sensors.
Most of the wearable sensors are not suitable for aviation use. They just can’t provide good data under those conditions, but it’s worth exploring. Talking to Admiral Luckman, we wanted to find a way to get these sensors, and most of them are small things like fitness monitors, that just aren’t allowed in our environment right now, into the cockpit just to see how they survive a flight. The Civil Air Patrol, which flies general aviation aircraft, fly with their smart phones and other types of equipment.
They have a tremendous safety record, but they also have a completely different set of rules than we do. They typically just follow the AIM and the FAA civilian flight rules. Most of those flight rules don’t have any prohibitions on bringing equipment in your pocket or your flight bag.
So recently we sat down with some of the leaders of the Civil Air Patrol to work out a memorandum of understanding whereabouts we’ll get these ideas and sensors to our pilots in the fleet. Some of them will appropriately go through Air Force and Navy channels and may end up being something of a program of record in the long term.
Others that we can’t cross that gap and into the system, we’ll offer those to Civil Air Patrol and, at their option, they can start flying those. It’s not official flight test, but they can at least tell us, does this thing survive a flight up to 10,000 feet and back. And that piece of information might be just enough. That then allows our system program office with the labs to start taking a closer look.
Brig. Gen. Vaughan: So that’s a great question and that’s why I think the development of sensors and better understanding of baseline human physiology is so important.
The RPA environment is just the tip of the iceberg. As we look at humans in the loop or on the loop, human physiology, whether it’s in cyber, RPAs, intel, space, any of the other missions that we’re doing, is a very important consideration.
What we don’t have yet is a tremendous amount of baseline data. What’s physiology supposed to look like in those situations? So when it’s different, how would we know it? That’s some of the work that’s going on right now at the labs is base-lining that data.
I will tell you that while the environment of RPAs is uniquely different than the environment in airplanes, but it’s not always easier. You have a lot of folks that are out there engaged in very serious operations, life and death situations, that they are dealing with for hours on end and then go home every night to their families and to would be a normal environment. Most people have coping mechanisms to deal with that. But that’s one of the areas of research that folks are looking at in the labs – how do we better prepare people to go back and forth between these kinds of environments?
Maj. Bishane, an MQ-9 Reaper pilot, controls an aircraft from Creech Air Force Base, Nevada. RPA personnel deal with the stressors of a deployed military service member while trying to maintain the normalcy of a day-to-day life.
(Photo by Staff Sgt. Vernon Young Jr.)
Airman Magazine: Let’s shift gears and talk about your career history. How does leading PEAT differ from your past experiences as a safety officer at a wing or a squadron?
Brig. Gen. Vaughan: Prior to this, I worked for Secretary Mattis in OSD reserve integration. We basically informed OSD policy relative to the seven different reserve components out there to include the Air National Guard.
Before that, I served as commander of the 156th Airlift Wing. As a wing commander, it is a minute-by-minute duty to make risk decisions and it’s very important to realize the consequences of those decisions and understand that whole risk matrix.
In my current position, I’m not a commander of anything. I’m not really in charge of folks specifically. We have a team, but we come together as required. So this job is more informative. One of our primary roles is to inform commanders. As they give us data, we give them back context so they can make better risk decisions.
It also allows the labs to put a focus on their studies enabling the system program offices to acquire and improve systems to support the mission. So this job is very different in that respect.
I think having been a commander previously helps me understand what these commanders they need to hear and how they want to receive that data so it doesn’t overwhelm them.
Airman Magazine: What is it you would like the pilots and aircrew to know about you, the PEAT and their part in preventing and mitigating PEs?
Brig. Gen. Vaughan: I traveled to Randolph Air Force Base and I had the opportunity to meet with some of the higher headquarters staff. I met with the commander of 19th Air Force and I was very encouraged and reassured with everyone’s openness to really solving this problem as aggressively and quickly as possible, talking about physiological episodes, but also, in a broader sense, the sustainment of the T-6 and sustainment of other airframes for which people might be interested.
I feel good about where that’s going. I also had a real eye-opener when I had an opportunity to meet with some of the T-6 pilots. We met off base. We decided to meet in a restaurant in a casual environment. We wanted that format because I wanted to hear really unfiltered what some of these T-6 pilots, who are some of the most experienced pilots in the Air Force flying that mission, that airframe. I was able to learn a lot. They have great faith in their chain of command and leadership. They have valid and serious concerns about physiological episodes, as does the commander all the way up to the chief of staff and the Secretary.
I think being able to hear their perspective, share with them my firsthand knowledge of meeting with senior level commanders in the Air Force bridged some gaps. I also was able to hear some very specific engineering questions and connect some of those pilots directly with some of the engineers at the system program office and some folks within their own chain of command that they just haven’t connected with yet. Just trying to get those dialogues going, because the solutions that the air Force is putting into place, whether it’s T-6 or any other airframe, are usually phased. Some of them require major investment, money and time-wise, and those take a little longer to accomplish.
So how do you bridge the gap between today and when we get to that promised land if some of those bigger fixes and it comes down to some solid risk management? In the case of the T-6, there’s a whole list of maintenance protocols that we handle and emergency procedures for the pilots that don’t necessarily reduce the number of these events, but they can reduce the severity and certainly mitigate the consequences. That’s what we’re trying to do. We don’t want a situation where any physiological episode goes far enough to lead to a permanent injury or harm of an aviator destruction of property. We want to catch those things as early as possible through these mitigation techniques.
Another thing I got to do when I was at Randolph was shadow the maintainers as they did maintenance on a T-6 that had a physiological episode. In the past, when these things would happen, there wasn’t a specific protocol. They would do their very best to look at the oxygen system, but there wasn’t a protocol on how to do that.
T-6 Texans fly in formation over Laughlin AFB, TX.
(Photo by Tech. Sgt. Jeffrey Allen)
Over the last year, with the help of a lot of the pilots, doctors, chain of command folks, human performance wing – a big team effort, when the airplane lands after one of those instances it’s an automatic protocol for that oxygen system.
In most cases it’s removed and a new one is put in and the suspect system then gets this thorough going over at the depot level and not only do we fix that, that particular system and return it to service. We’re able to learn a lot and collect data points. In some cases, we don’t find the specific cause in that system and then we look elsewhere – maybe more pilot interviews, talking to the doctors and trying to piece it together.
The protocols that are out there now not only helped mitigate the consequences of these events until we field new equipment, but they also help us in collecting data that will inform better decisions going forward.
But in the heart of its “caliphate” in Iraq and Syria, the group suffered at least one important setback: losing a substantial portion of its oil-exports income,according to the Iraq Oil Report.
Without the major source of revenue and foreign currency, the group might have a reduced ability to maintain the appearance of state-like services and functions inside the caliphate, potentially harming its ability to hold on to territory as global efforts against the group intensify.
The Iraq Oil Report’s December 28 story is one of the most detailed accounts of the jihadist group’s oil infrastructure that’s publicly available. It’s based on interviews with over a dozen people living in ISIS-controlled areas, including anonymous oil-sector workers. The story also includes descriptions of documents from the nearly 7 terabytes of data seized from the compound of Abu Sayyaf, the ISIS oil chief for Syria killed in a US Special Forces raid in May.
The story provides a mixed picture of ISIS’s oil resources 16 months after the start of a US-led bombing campaign against the group.
The US was slow to understand the strategic value of targeting ISIS’s oil infrastructure, viewing oil platforms, refineries, and vehicles “as a financial target with less battlefield urgency, rather than military targets,” according to Iraq Oil Report.
Even with the loss of nearly all of its oil fields in Iraq, ISIS still controls a single conventional refinery in the country, in Qayyarah, near Mosul.
Less efficient open-pit refining techniques and continued control of oil fields in Syria mean that fuel prices within the Islamic State have stabilized somewhat in parts of the caliphate after fluctuating wildly over the past year and a half.
The report contains one piece of evidence that the Middle East may be well past the heyday of the ISIS oil economy. ISIS’s once formidable oil-export economy, which used to produce $40 million in revenue a month for the group, has all but evaporated.
As the story recounts, ISIS oil exports were once a highly centralized operation, with middlemen like tanker-truck drivers paying about $10 to $20 per barrel at the point of sale.
ISIS would then recuperate the apparent discount on the barrel of oil through a series of tightly imposed transit taxes. The oil would hit the Turkish market through truckers or ISIS officials bribing officials in either Turkey or Iraqi Kurdistan.
The caliphate’s oil industry was staffed using 1,600 workers, most of whom were recruited from around the world. Because of global disruptions to the oil industry, even an illicit non-state group like ISIS didn’t have trouble running an international recruiting drive for skilled labor, as workers were “enticed with ‘globally competitive’ salaries at a time when the oil industry was undergoing waves of layoffs.”
Those days are apparently over.
US airstrikes have destroyed hundreds of ISIS-linked tanker trucks and cut into ISIS’s refining capacity. Low global oil prices have made smuggling a losing business proposition as well, especially in light of fuel shortages within the caliphate itself.
“The group can no longer generate enough fuel to comfortably meet demand within its own territory, as evidenced by high and volatile prices: there is virtually nothing left to export,” the article states. “Global crude prices are now so low that, even if smugglers were able to cross international borders, the expense of the trip – measured in fuel, time, and bribes – would likely erase any profits.”
Overall, the export business is “defunct,” the Iraq Oil Report states, and the article pushes back against “press reports” suggesting that ISIS is “financed through smuggling routes that have been largely dormant for more than a year.”
At the same time, ISIS has proven remarkably resilient, keeping control over a large swath of Iraq and Syria despite a handful of battlefield defeats and the loss of its oil exports. And as the Iraq Oil Report article says, ISIS’s control over territory stems from the weakness of the Iraqi state and the alienation of Iraq’s Sunni minority from the government in Baghdad. The loss of ISIS’s oil revenue doesn’t solve the deeper, underlying problems that enable the group’s control over so much of the country.
Still, reduced exports cut off ISIS’s access to foreign currency and reduces its ability to provide social services to people living under the group’s control — something that undermines its claim to ruling over a state-like political entity. It’s highly unlikely that ISIS will ever reconstitute the $1 million-a-day-type revenue streams it was able to establish by mid-2014.
The reported end of large-scale ISIS oil exports also shows that the US-led campaign against ISIS has at least fulfilled one strategic objective, even as the group continues to hold substantial territory and carry out attacks around the world.
The United States has unveiled new sanctions against the Iranian metallurgical sector, blacklisting several companies, including domestic and foreign subsidiaries of the country’s main steel producer.
The Treasury Department said on June 25 that the sanctioned entities included four manufacturing companies and four sales agents as part of a crackdown on entities believed to fund Iran’s “destabilizing behavior” worldwide.
The United States “remains committed to isolating key sectors of the Iranian economy until the revenues from such sectors are refocused toward the welfare of the Iranian people,” Treasury Secretary Steven Mnuchin said in a statement.
The sanctions freeze any U.S. assets held by the companies and generally prohibit Americans from dealing with them.
The move is part of U.S. effort to slash Iranian revenues since President Donald Trump withdrew in May 2018 from a 2015 nuclear deal between Tehran and world powers.
The new U.S. sanctions target one domestic and four foreign subsidiaries — operating in either Germany or the United Arab Emirates — of Iran’s Mobarakeh Steel Company, which Treasury said accounts for about 1 percent of Iran’s gross domestic product.
Mobarakeh Steel Company was blacklisted in 2018 for allegedly providing millions of dollars annually to an entity with close ties to Iran’s paramilitary Basij force, which is controlled by the Islamic Revolutionary Guards Corps (IRGC).
Also targeted were three aluminum, steel, and iron producers in Iran, which Treasury said contributed to billions of dollars in sales and exports of Iranian metals every year.
A company which the Treasury said had addresses in China and Hong Kong was also sanctioned for allegedly transferring graphite to a blacklisted Iranian entity in 2019.
2017 was an unsurprisingly eventful year for the US Navy.
New ships, such as the USS Washington and USS Gerald R. Ford, were commissioned. The USS Fitzgerald and USS John McCain were involved in collisions. Hurricane victims in the mainland U.S. and Puerto Rico were aided. The terrorist group ISIS and Syrian forces were hit with cruise-missile strikes.
These are just a few of the developments and events. With 2017 coming to a close, we rounded up some of the best Navy photos taken this year that highlight its missions and duties.
Take a look:
23. Sailors create snow angels on the flight deck of the aircraft carrier USS Dwight D. Eisenhower on Jan. 7 after returning home from a deployment.
(Photo from U.S. Navy)
22. The USS John S. McCain conducts a patrol in the South China Sea on Jan. 22 while supporting security efforts in the region.
(Photo from U.S. Navy)
21. A member of the Naval Mobile Construction Battalion 5 traverses a mud-filled pit while participating in the endurance course at the Jungle Warfare Training Center in Okinawa, Japan, on Feb. 17.
(Photo from U.S. Navy)
20. The amphibious assault ship USS Makin Island transits the Arabian Sea on March 3.
(Photo from U.S. Navy)
19. An electrician’s mate fireman and damage controlman practice pipe-patching drills during a damage-control training team exercise on the flight deck of the USS Barry on March 5.
(Photo from U.S. Navy)
18. Members of the Leap Frogs, a U.S. Navy parachute team, jump out of a C-130 Hercules during a skydiving demonstration above Biloxi High School in Mississippi on April 6.
(Photo from U.S. Navy)
17. Sailors assigned to Underwater Construction Team 2 conduct a pier inspection in Apra Harbor, Guam, on June 13.
(Photo from U.S. Navy)
16. A medium-range ballistic-missile target is launched from the Pacific Missile Range Facility in Hawaii. It was successfully intercepted by SM-6 missiles fired from the USS John Paul Jones on Aug. 29.
(Photo from U.S. Navy)
15. A Naval aircrewman rescues two dogs at Houston’s Pine Forest Elementary School, a shelter that required evacuation after floodwaters from Hurricane Harvey reached its grounds on Aug. 31.
(Photo from U.S. Navy)
14. The USS Oscar Austin fires its Mark 45 5-inch gun during a live-fire exercise in the Arctic Circle on Sept. 12.
(Photo from U.S. Navy)
13. A sailor interacts with students during a community engagement event at Lumut Naval Base in Malaysia on Sept. 20.
(Photo from U.S. Navy)
12. A Naval aircrewman comforts a Puerto Rican evacuee following the landfall of Hurricane Maria on Sept. 25.
(Photo from U.S. Navy)
11. Sailors bring the USS Washington to life during the commissioning ceremony for the Virginia-class attack submarine at Naval Station Norfolk on Oct. 7.
(Photo from U.S. Navy)
10. US Navy search-and-rescue swimmers assigned to the USS Howard save a loggerhead sea turtle entangled in a half-sunken fishing boat on Oct. 16.
(Photo from U.S. Navy)
9. Seabees fill a crater using a “super sack” during a rapid airfield damage repair exercise on Oct. 17.
(Photo from U.S. Navy)
8. A sailor assigned to the USS Wasp reunites with her grandma (right) and aunt during a family assessment in Puerto Rico on Oct. 25 in the aftermath of Hurricane Maria.
(Photo from U.S. Navy)
7. Sailors man the rails of the USS Oscar Austin as the ship departs Oslo, Norway, following a port visit on Oct. 31.
(Photo from U.S. Navy)
6. The USS Nimitz, USS Ronald Reagan, and USS Theodore Roosevelt aircraft carriers and their strike groups in the Pacific Ocean on Nov. 12.
(Photo from U.S. Navy)
5. A sailor signals the launch of an F/A-18E Super Hornet from the flight deck of the USS Reagan on Nov. 18.
(Photo from U.S. Navy)
4. Airmen install a bleed air valve on an F/A-18C Hornet in the hangar bay of the USS Roosevelt on Dec. 4.
(Photo from U.S. Navy)
3. A sailor returning home from a deployment aboard the USS Nimitz in support of Operation Inherent Resolve kisses his wife on Dec. 10.
(Photo from U.S. Navy)
2. A US Navy diver performs underwater cutting operations using a Broco torch on a mooring system in Guam on Dec. 12.
(Photo from U.S. Navy)
1. The new USS Gerald R. Ford aircraft carrier transits the Atlantic Ocean on Dec. 13.
The US Navy has reportedly launched 59 cruise missiles at airfields controlled by Syrian President Bashar al-Assad in response to a chemical attack that killed at least 80 people in the northwestern part of the country on Monday.
Tomahawk missiles were launched from two Navy warships stationed in the Mediterranean according to CNN, and NBC News.
No casualties have yet been reported but officials tell NBC News that no people were targeted.
Missiles hit runways and military infrastructure used by Syrian and Russian forces, who the US blames for using chemical weapons in the attack on Monday.
Several prominent GOP Senators and Representatives urged strikes on Syria after evidence of chemical attacks surfaced. The strike, while not targeting troops themselves, carried a high risk of killing Syrian and Russian servicemen in collateral damage.
US soldiers are patrolling Afghanistan with a new tool that lets them see the battlefield like never before — personal, pocket-sized drones.
The 3rd Brigade Combat Team, 82nd Airborne Division has deployed to Afghanistan with Black Hornet personal reconnaissance drones — a small, lightweight unmanned aerial vehicle produced by FLIR Systems that can be quickly and easily deployed to provide improved situational awareness on the battlefield.
A 3rd BCT paratrooper prepares to launch a Black Hornet in Kandahar, Aug. 9, 2019.
(US Army photo by Maj. Thomas Cieslak)
Soldiers are taking these nano drones on patrol in combat zones.
The 3rd Brigade Combat Team deployed to Kandahar province in Afghanistan in July from Fort Bragg in North Carolina to replace the 2nd Brigade Combat Team, 10th Mountain Division, Stars and Stripes reports.
Army paratroopers have been “routinely” using the Black Hornets, recon drones that look like tiny helicopters, for foot patrols, the Army said in a statement.
“The Black Hornet provided overhead surveillance for the patrol as it gauged security in the region and spoke to local Afghans about their concern,” a caption accompanying a handful of photos from a recent patrol in Kandahar explained.
A 3rd BCT paratrooper with a Black Hornet drone.
(US Army photo by Maj. Thomas Cieslak)
These UAVs offer “immediate situational awareness of the battlefield,” the Army said previously.
The Army awarded FLIR a multimillion-dollar contract earlier this year to provide Black Hornet drones to US troops.
A little over 6 inches in length and weighing only 1.16 ounces, these drones are “small enough for a dismounted soldier to carry on a utility belt,” according to FLIR Systems.
These UAVs offer beyond-visual-line-of-sight capability during day or night out to distances of up to 1.24 miles and have a maximum speed of about 20 feet a second.
These drones, which are able to transmit high-quality images and video, can also be launched in a matter of seconds and can quietly provide covert coverage of the battlefield for around half an hour, Business Insider saw firsthand at an exclusive FLIR technology demonstration.
The Black Hornets “will give our soldiers operating at the squad level immediate situational awareness of the battlefield through its ability to gather intelligence, provide surveillance, and conduct reconnaissance,” Lt. Col. Isaac Taylor, an Army public affairs officer, previously told Business Insider.
Paratroopers on patrol in Kandahar province in Afghanistan.
(US Army photo by Maj. Thomas Cieslak)
These drones have the potential to be a real “life-saver” for US troops.
Soldiers in the 3rd Brigade Combat Team, 82nd Airborne Division were the first troops to get their hands on the new Black Hornet drones, part of the Soldier Borne Sensor (SBS) program.
Back in the spring, soldiers trained for a week at Fort Bragg with the new drones, getting a feel for the possibilities provided by this technology.
“This kind of technology will be a life-saver for us because it takes us out of harm’s way while enhancing our ability to execute whatever combat mission we’re on,” Sgt. Ryan Subers, one of the operators, said in a statement.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Recent changes in tax law mean that many in uniform could see big returns when they file their 2018 taxes.
“This last tax year has been quite exciting with all of the changes that occurred to it,” said Army Lt. Col. David Dulaney, executive director of the Armed Forces Tax Council. “The good news is that most of our service members should see a substantial reduction in their overall federal taxes for 2018.”
One way service members can maximize their tax refund is to log onto Military OneSource and take advantage of MilTax, a free suite of services designed specifically for service members. MilTax includes personalized support from tax consultants and easy-to-use tax preparation and e-filing software.
(Photo by Mike Strasser, Fort Drum Garrison Public Affairs)
• MilTax is available to active-duty, reserve and National Guard service members. Additionally, thanks to new language in the National Defense Authorization Act, “service” has been expanded to included transitioning service members — those who have separated or retired will be able to make use of MilTax for up to a year after leaving the military.
• MilTax is available through www.militaryonesource.mil and includes online tax preparation software designed specifically for military personnel and the unique circumstances that surround military life.
• Through Military OneSource and MilTax, service members have access to expert tax consultants specially trained to address tax issues related to military service. During tax season, consultants are available seven days a week from 7 a.m. to 11 p.m. in the Eastern time zone at 800-342-9647.
• Using MilTax, eligible individuals can file one federal and up to three state tax returns through the Military OneSource website. The service is available now through Oct. 15, 2019, for extended filers.
• At some installations, the Volunteer Income Tax Assistance program, or VITA, allows service members to sit down face to face with a tax professional to help prepare their tax forms.
• All service members are required to pay taxes. Military service doesn’t mean service members don’t have to pay. Fortunately, MilTax is free to those eligible to use it.
“One of the worst things we can hear is a military service member went out and paid for tax services that we provide for free through the DOD,” said Erika R. Slaton, program deputy for Military OneSource. “We want to ensure our service members and families know they are supported and we provide the best possible support for them in completing their tax services.”
The Marine Corps is nearing the end of testing for a new heavy-lift helicopter expected to be a game-changer for the service.
The CH-53K King Stallion is on track to enter service in 2019, replacing aging and worn CH-53 Echo heavy-lift helicopters.
While the aircrafts look similar, and have comparable footprints, program managers said April 9, 2018, at the annual Sea-Air-Space exposition that the new aircraft represents a leap forward in capability and intelligence.
“[This is] the most powerful helicopter the United States has ever fielded,” said Marine Col. Hank Vanderborght, the Corps’ H-53 program manager. “Not only the most powerful, the most modern and also the smartest.”
The King Stallion recently lifted an external load of 36,000 pounds into a hover and hoisted a Joint Light Tactical Vehicle into the air, expanding a capability envelope that is ultimately expected to see the new helicopter carrying three times the load that its predecessor could handle.
(US Marine Corps photo)
With flight tests ongoing since October 2015, the King Stallion has logged more than 800 flight hours and is headed into the final stages of testing before initial operational capability sometime in 2019
Smart controls and a fly-by-wire system make the aircraft safer to fly and decrease the workload for the pilot, Vanderborght said.
“A month ago, I got to fly the 53K for the first time,” said Vanderborght, a CH-53E pilot by trade. “It is absolutely night and day between Echo and the Kilo. I could have pretty much flown the entire flight without touching my controls.”
That matters, he said, because in “99-plus percent” of aviation mishaps, a major cause is human error.
“In degraded visual environments, we lose sight of the ground and crash the aircraft. If you’re able to take the human out of the loop, you’re going to increase that safety factor by multiple Xs,” he said. “That’s what the 53K is going to do for the Marines.”
The CH-53K is equipped to fly so the pilot “pretty much could be sipping on a martini while the aircraft does its thing,” Vanderborght said.
All that capability comes with a price tag, but it’s not as high as some feared it would be.
In 2017, Rep. Niki Tsongas, D-Mass., raised concerns that the per unit cost for the King Stallion was climbing, to $122 million apiece in development. Program officials said the aircraft was never set to cost that much in production.
Vanderborght said the unit cost of the aircraft is now set to come in at $87 million. While that means the King Stallion will still be the most expensive helo the Marine Corps has ever bought, it’s below the service’s initial cost estimate of $89 million in production.
The British Army has laid to rest three soldiers killed in World War I 100 years after their deaths fighting Imperial German troops in France at the Battle of Cambrai. The human remains were discovered in 2016, and the British government has worked for three years to identify the remains using a combination of archival research and DNA identification.
British soldiers with the 23rd Battalion present folded flags to the families of Pvts. Paul Mead and Chris Mead.
The three men were recovered by the Commonwealth War Graves Commission in 2016. But the only identifying artifact found with them was a single shoulder title for the 23rd Battalion based out of the Country of London. The Joint Casualty and Compassionate Centre went to work narrowing down the possible identities of the unknown soldiers.
Historical research gave them a short list of nine names and they conducted DNA testing of both the recovered remains and of descendants and family members of nine lost soldiers. That research identified privates Henry Wallington and Frank Mead, but did not identify the third set of remains. Wallington and Mead were killed Dec. 3, 1917.
So the JCCC organized a funeral for the men at the Hermies Hill British Cemetery near Cambrai, France, just a few miles from where the remains were originally found at Anneux, France. The ceremony was held with full military honors provided by the 23rd Battalion, London Regiment. The deceased soldiers had served in an earlier version of the London Regiment that was disbanded in 1938.
Family members of Pvts. Paul Mead and Chris Mead lay flowers on their family members’ graves during a ceremony in France in June 2019.
Three family members attended the ceremony and were surprised at the modern soldiers’ support for comrades killed over a century ago.
“We have never been to a military funeral before,” said Margot Bains, Wallington’s niece. “It was beautifully done with military precision and it was so moving and to see the French people here too.”
“I am absolutely amazed the time and the trouble the [Ministry of Defence] JCCC, the soldiers, everybody involved have gone to has been fantastic,” Chris Mead, great nephew of Pvt. Meade, said. “We couldn’t have asked for any more. It has been emotional.”
The JCCC has said that it will continue to pursue identification of the third deceased soldier.
France continues to host the remains of many Allied troops killed in World War I and World War II. The U.S. is currently celebrating the 75th Anniversary of D-Day along with its French and British allies from World War II.
The Navy may consider alternative aircraft carrier configurations in coming years as it prepares for its new high-tech, next-generation carrier to become operational later this year, service officials have said.
The USS Gerald R. Ford is the first is a series of new Ford-class carriers designed with a host of emerging technologies to address anticipated future threats and bring the power-projecting platform into the next century.
Once it’s delivered, the new carrier will go through “shock trials” wherein its stability is testing in a variety of maritime conditions; the ship will also go through a pre-deployment process known as “post-shakedown availability” designed to further prepare the ship for deployment.
Navy leaders are now working on a special study launched last year to find ways to lower the costs of aircraft carriers and explore alternatives to the big-deck platforms.
The Navy study is expected to last about a year and will examine technologies and acquisition strategies for the long-term future of Navy big-deck aviation in light of a fast-changing global threat environment, service officials said.
Configurations and acquisition plans for the next three Ford-class carriers – the USS Ford, USS Kennedy and USS Enterprise are not expected to change – however the study could impact longer-term Navy plans for carrier designs and platforms beyond those three, service officials have said.
Although no particular plans have been solidified or announced, it seems possible that these future carriers could be engineered with greater high-tech sensors and ship defenses, greater speed and manueverability to avoid enemy fire and configurations which allow for more drones to launch from the deck of the ship. They could be smaller and more manueverable with drones and longer-range precision weapons, analysts have speculated. At the same time, it is possible that the Ford-Class carrier could be adjusted to evolve as technologies mature, in order to accommodate some of the concerns about emerging enemy threats. Navy engineers have designed the Ford-Class platform with this ability to adapt in mind.
The service specifically engineered Ford-class carriers with a host of next-generation technologies designed to address future threat environments. These include a larger flight deck able to increase the sortie-generation rate by 33-percent, an electromagnetic catapult to replace the current steam system and much greater levels of automation or computer controls throughout the ship, among other things.
The ship is also engineered to accommodate new sensors, software, weapons and combat systems as they emerge, Navy officials have said.
The ship’s larger deck space is, by design, intended to accommodate a potential increase in use of carrier-launched technologies such as unmanned aircraft systems in the future.
The USS Ford is built with four 26-megawatt generators, bringing a total of 104 megawatts to the ship. This helps support the ship’s developing systems such as its Electro-Magnetic Aircraft Launch System, or EMALS, and provides power for future systems such as lasers and rail-guns, many Navy senior leaders have explained.
The USS Ford also needs sufficient electrical power to support its new electro-magnetic catapult, dual-band radar and Advanced Arresting Gear, among other electrical systems.
F/A-18 Hornet takes off from the deck of the USS Abraham Lincoln | Wikipedia
As technology evolves, laser weapons may eventually replace some of the missile systems on board aircraft carriers, Navy leaders have said.
“Lasers need to get up to about 300 kilowatts to start making them effective. The higher the power you get the more you can accomplish. I think there will be a combination of lasers and rail guns in the future. I do think at some point, lasers could replace some existing missile systems. Lasers will provide an overall higher rate of annihilation,” Rear Adm. Thomas Moore, Program Manager for Carriers, said last year.
Should they be employed, laser weapons could offer carriers a high-tech, lower cost offensive and defensive weapon aboard the ship able to potential incinerate incoming enemy missiles in the sky.
The Ford-class ships are engineered with a redesigned island, slightly larger deck space and new weapons elevators in order to achieve a 33-percent increase in sortie-generation rate. The new platforms are built to launch more aircraft and more seamlessly support a high-op tempo.
The new weapons elevators allow for a much more efficient path to move and re-arm weapons systems for aircraft. The elevators can take weapons directly from their magazines to just below the flight deck, therefore greatly improving the sortie-generation rate by making it easier and faster to re-arm planes, service officials explained.
The next-generation technologies and increased automation on board the Ford-Class carriers are also designed to decrease the man-power needs or crew-size of the ship and, ultimately, save more than $4 billion over the life of the ships.
Regarding the potential evaluation of alternatives to carriers, some analysts have raised the question of whether emerging technologies and weapons systems able to attack carriers at increasingly longer distances make the platforms more vulnerable and therefore less significant in a potential future combat environment.
Some have even raised the question about whether carrier might become obsolete in the future, a view not shared by most analysts and Navy leaders. The power-projection ability of a carrier and its air-wing provides a decisive advantage for U.S. forces around the world.
For example, a recently release think tank study from the Center for New American Security says the future threat environment will most likely substantially challenge the primacy or superiority of U.S. Navy carriers.
“While the U.S. Navy has long enjoyed freedom of action throughout the world’s oceans, the days of its unchallenged primacy may be coming to a close. In recent years, a number of countries, including China, Russia, and Iran, have accelerated investments in anti-access/area denial (A2/AD) capabilities such as advanced air defense systems, anti-ship cruise and ballistic missiles, submarines, and aircraft carriers. These capabilities are likely to proliferate in the coming years, placing greater constraints on U.S. carrier operations than ever before,” the study writes.
In addition, the study maintains that the “United States will be faced with a choice: operate its carriers at ever-increasing ranges – likely beyond the unrefueled combat radiuses of their tactical aircraft – or assume high levels of risk in both blood and treasure,” the CNAS study explains.
Navy officials told Scout Warrior that many of the issues and concerns highlighted in this report and things already being carefully considered by the Navy.
With this in mind, some of the weapons and emerging threats cited in the report are things already receiving significant attention from Navy and Pentagon analysts.
The Chinese military is developing a precision-guided long-range anti-ship cruise missile, the DF-21D, a weapon said by analysts to have ranges up to 900 nautical miles. While there is some speculation as to whether it could succeed in striking moving targets such as aircraft carriers, analysts have said the weapon is in part designed to keep carriers from operating closer to the coastline.
The U.S.-China Economic and Security Review Commission, a Congressional panel of experts, published a detailed report in 2014 on the state of Chinese military modernization. The report cites the DF-21D along with numerous other Chinese technologies and weapons. The DF-21D is a weapon referred to as a “carrier killer.”
The commission points out various Chinese tests of hypersonic missiles as well. Hypersonic missiles, if developed and fielded, would have the ability to travel at five times the speed of sound – and change the threat equation regarding how to defend carriers from shore-based, air or sea attacks.
While China presents a particular threat in the Asia Pacific theater, they are by no means the only potential threat in today’s fast-changing global environment. A wide array of potential future adversaries are increasingly likey to acquire next-generation weapons, sensors and technologies.
“Some countries, China particularly, but also Russia and others, are clearly developing sophisticated weapons designed to defeat our power-projection forces,” said Frank Kendall, the Pentagon acquisition chief said in a written statement to Congress in January of last year. “Even if war with the U.S. is unlikely or unintended, it is quite obvious to me that the foreign investments I see in military modernization have the objective of enabling the countries concerned to deter and defeat a regional intervention by the U.S. military.”
Enemy sensors, aircraft, drones and submarines are all advancing their respective technologies at an alarming rate – creating a scenario wherein carriers as they are currently configured could have more trouble operating closer to enemy coastlines.
At the same time – despite these concerns about current and future threat environments, carriers and power projects – few are questioning the value, utility and importance of Navy aircraft carriers.
Future Carrier Air Wing
The Navy is working on number of next-generation ship defenses such as Naval Integrated Fire Control –Counter Air, a system which uses Aegis radar along with an SM-6 interceptor missile and airborne relay sensor to detect and destroy approaching enemy missiles from distances beyond the horizon. The integrated technology deployed last year.
Stealth fighter jets, carrier-launched drones, V-22 Ospreys, submarine-detecting helicopters, laser weapons and electronic jamming are all deemed indispensable to the Navy’s now unfolding future vision of carrier-based air power, senior service leaders said. Last year, the Navy announced that the Osprey will be taking on the Carrier On-Baord Delivery mission wherein it will carry forces and equipment on and off carriers while at sea.
Citing the strategic deterrence value and forward power-projection capabilities of the Navy’s aircraft carrier platforms, the Commander of Naval Air Forces spelled out the services’ future plans for the carrier air wing at a recent event at the Center for Strategic and International Studies, a Washington D.C think tank.
Vice Adm. Mike Shoemaker, Commander, Naval Air Forces, argued last year in favor of the continued need for Navy aircraft carriers to project power around the globe. His comments come at a time when some are raising questions about the future of carriers in an increasingly high-tech threat environment.
“Even in contested waters our carrier group can operate, given the maneuverability of the carrier strike group and the composition of the carrier air wing,” Shoemaker told the audience at an event in August of last year.
Shoemaker explained how the shape and technological characteristics of the carrier air wing mentioned will be changing substantially in coming years. The Navy’s carrier-launched F-35C stealth fighter will begin to arrive in the next decade and the service will both upgrade existing platforms and introduce new ones.
The Navy plans to have its F-35C operational by 2018 and have larger numbers of them serving on carriers by the mid-2020s.
The service plans to replace its legacy or “classic” F/A-18s with the F-35C and have the new aircraft fly alongside upgraded F/A-18 Super Hornet’s from the carrier deck.
While the F-35C will bring stealth fighter technology and an ability to carry more ordnance to the carrier air wing, its sensor technologies will greatly distinguish it from other platforms, Shoemaker said.
“The most important thing that the F-35C brings is the ability to fuse information, collect the signals and things that are out in the environment and fuse it all together and deliver that picture to the rest of the carrier strike group,” Shoemaker explained.
At the same time, more than three-quarters of the future air wing will be comprised of F/A-18 Super Hornets, he added.
The submarine hunting technologies of the upgraded MH-60R is a critical component of the future air wing, Navy officials have said.
“The R (MH-60R) comes with a very capable anti-submarine warfare package. It has an airborne low frequency sensor, an advanced periscope detection system combined with a data link, and forward looking infrared radar. With its very capable electronic warfare suite, it is the inner defense zone against the submarine for the carrier strike group,” Shoemaker said.
Electronic warfare also figures prominently in the Navy’s plans for air warfare; the service is now finalizing the retirement of the EA-6B Prowler electronic warfare EA-6B Prowler electronic warfare aircraft in favor of the EA-18G aircraft, Shoemaker said.
“We’re totally transitioning now to the EA-18G Growler for electromagnetic spectrum dominance. This will give us the ability to protect our strike group and support our joint forces on the ground,” he said.
Also, the Growler will be receiving an electromagnetic weapon called the Next-Generation Jammer. This will greatly expand the electronic attack capability of the aircraft and, among other things, allow it to jam multiple frequencies at the same time.
The Navy is also moving from its E-2C Hawkeye airborne early warning aircraft to an upgraded E-2D variant with improved radar technology, Shoemaker explained.
“We’ve got two squadrons transitioned — one just about to complete in Norfolk and the first is deployed right now on the Teddy Roosevelt (aircraft carrier). This (the E2-D) brings a new electronically scanned radar which can search and track targets and then command and control missions across the carrier strike group,” Shoemaker said.
Shoemaker also pointed to the Navy’s decision to have the V-22 Osprey tilt-rotor aircraft take over the carrier onboard delivery mission and transport equipment, personnel and logistical items to and from the carrier deck. The V-22 will be replacing the C-2 Greyhound aircraft, a twin-engine cargo aircraft which has been doing the mission for years.
The US Air Force has two of its most elite aircraft — the B-2 Spirit bomber and the F-22 Raptor — training together in the Pacific, reassuring America’s allies and sending a warning to strategic competitors and adversaries about the sheer power the US brings to the table.
These stunning photos show the powerful aircraft tearing across the Pacific, where the US has increasingly found itself facing challenges from a rising China.
A U.S. Air Force B-2 Spirit bomber deployed from Whiteman Air Force Base, Missouri, and two F-22 Raptors from the 199th Fighter Squadron at Joint Base Pearl Harbor-Hickam, Hawaii, fly in formation near Diamond Head State Monument, Hawaii, after completing interoperability training, Jan. 15, 2019.
(U.S. Navy photo by MC2 Kenneth Rodriguez Santiago)
Three B-2 bombers and 200 airmen from Whiteman Air Force Base, Missouri deployed to Joint Base Pearl Harbor-Hickam, Hawaii on Jan. 10, 2019, to support US Strategic Command’s Bomber Task Force mission.
A U.S. Air Force B-2 Spirit bomber deployed from Whiteman Air Force Base, Missouri, and two F-22 Raptors from the 199th Fighter Squadron at Joint Base Pearl Harbor-Hickam, Hawaii, fly in formation near Diamond Head State Monument, Hawaii, during an interoperability training mission Jan. 15, 2019.
(U.S. Navy photo by MC2 Kenneth Rodriguez Santiago)
While B-2 bombers regularly rotate throughout the Pacific, having previously been deployed to Andersen Air Force Base on Guam, the most recent deployment marks only the second time these powerful stealth aircraft have been sent to Hawaii to drill alongside the F-22s.
A B-2 Spirit bomber deployed from Whiteman Air Force Base, Missouri, and F-22 Raptors from the Hawaii Air National Guard’s 154th Wing fly near Joint Base Pearl Harbor-Hickam, Hawaii.
(U.S. Air Force photo by Master Sgt. Russ Scalf)
The stealth bombers were deployed to the Pacific to send a message to allies and adversaries alike, specifically that “the B-2 is on watch 24 hours a day, seven days a week ready to protect our country and its allies.”
The B-2 Spirit bomber is reportedly a crucial part of most war plans to fight China.
(U.S. Air Force photo by Master Sgt. Russ Scalf)
When the B-2s were first deployed to Hawaii October 2018, the US military stressed that the deployment highlighted the bomber’s completely unmatched “strategic flexibility to project power from anywhere in the world.”
An F-22 Raptor from the Hawaii Air National Guard’s 199th Fighter Squadron, conducts an aerial refueling with a KC-135 Stratotanker.
(U.S. Air Force photo by Master Sgt. Russ Scalf)
The F-22 Raptor, an elite air-superiority fighter, which the Air Force asserts “cannot be matched by any known or projected fighter aircraft,” is an extremely lethal aircraft capable of performing air-to-air and air-to-ground combat missions.
When astronauts first saw Earth from afar in the Apollo 8 mission in 1968 — the US’s second manned mission to the moon — they described a cognitive shift in awareness after seeing our planet “hanging in the void.”
This state of mental clarity, called the “overview effect,” occurs when you are flung so far away from Earth that you become totally overwhelmed and awed by the fragility and unity of life on our blue globe. It’s the uncanny sense of understanding the “big picture,” and of feeling connected yet bigger than the intricate processes bubbling on Earth.
In a Vimeo video by Planetary Collective called “Overview,” David Beaver, co-founder of the Overview Institute, recounts the sentiments from one of the astronauts on the Apollo mission: “When we originally went to the moon, our total focus was on the moon. We weren’t thinking about looking back at the Earth. But now that we’ve done it, that may well have been the most important reason we went.”
Seeing cameras turn around in a live feed of Earth for the first time — even for viewers at home — was absolutely life-changing. The iconic “Earthrise” image was snapped by astronaut Bill Anders.
Until that point, no human eyes had ever seen our blue marble from space.
“It was quite a shock, I don’t think any of us had any expectations about how it would give us such a different perspective. I think the focus had been: we’re going to the stars, we’re going to other planets,” author and philosopher David Loy said in the Planetary Collective video. “And suddenly we look back at ourselves and it seems to imply a new kind of self-awareness.”
NASA astronaut Ron Garan explains this incredible feeling in his book, The Orbital Perspective. After clamping into an end of a robotic arm on the International Space Station in 2008, he flew through a “Windshield Wiper” maneuver that flung him in an arc over the space station and back:
As I approached the top of this arc, it was as if time stood still, and I was flooded with both emotion and awareness. But as I looked down at the Earth — this stunning, fragile oasis, this island that has been given to us, and that has protected all life from the harshness of space — a sadness came over me, and I was hit in the gut with an undeniable, sobering contradiction.
In spite of the overwhelming beauty of this scene, serious inequity exists on the apparent paradise we have been given. I couldn’t help thinking of the nearly one billion people who don’t have clean water to drink, the countless number who go to bed hungry every night, the social injustice, conflicts, and poverty that remain pervasive across the planet.
Seeing Earth from this vantage point gave me a unique perspective — something I’ve come to call the orbital perspective. Part of this is the realization that we are all traveling together on the planet and that if we all looked at the world from that perspective we would see that nothing is impossible.
Author Frank White first coined the term, the “overview effect,” when he was flying in an airplane across the country in the 1970s. After looking out the window, he thought, “Anyone living in a space settlement … will always have an overview. They will see things that we know, but that we don’t experience, which is that the Earth is one system,” he says in the Vimeo video. “We’re all part of that system, and there is a certain unity and coherence to it all.”
He later wrote a book about it in 1998.
While this effect is usually relegated to astronauts and cosmonauts, civilians may too be able to experience this effect — that is if space tourism plans ever get off the ground.
A company called World View is slated to start floating people to stratospheric heights in a balloon in 2016. And Virgin Galactic, despite recent road blocks, may eventually zip wealthy customers 62 miles above Earth for a view of a lifetime.
To get more perspective on the overview effect from astronauts and writers, check out the full Vimeo video here: