This week’s Borne the Battle features Wayne Hanson, the Chairman of the Board of Directors for Wreaths Across America (WAA).
WAA is a national campaign that coordinates wreath-laying ceremonies at over 1,700 national cemeteries, culminating at Arlington National Cemetery. The three-fold purpose of WAA aims to remember fallen U.S Veterans, honor those who currently serve, and teach children the value of freedom. Here, Hanson explains WAA’s humble beginnings and its rise into the national organization that it is today.
In this episode, Hanson discusses his time in the Army and the socio-political atmosphere of when he returned from Vietnam. He talks about transition and his gradual involvement at WAA. Lastly, he shares the four words from a stranger that kept him motivated to work even to this day.
For more information on Wreaths Across America, or for info on how to volunteer, visit the WAA website.
This article originally appeared on VAntage Point. Follow @DeptVetAffairs on Twitter.
The nuclear threshold is crossed when a supply convoy gets hit with a nuclear-tipped torpedo. Nuclear detonations occur at Beale Air Force Base and Warsaw, Poland. Kaliningrad is destroyed by a Trident missile.
This sobering video is about an hour – but well worth the time to watch.
Watching the events unfold in this fictional video should be a solemn reminder of the importance of nuclear deterrence, strong defensive postures, and, above all, strong international diplomatic relationships.
Four spouses and two fiancées of veterans eligible for the Department of Veterans Affairs‘ family caregiver program have filed a lawsuit against the VA for denying or improperly revoking their benefits.
In a suit filed Jan. 22, 2018, in the U.S. Court of Federal Claims, the plaintiffs, led by Florida resident Zamantha Tapia, fiancée of Army veteran Cesar Silva, allege that the VA did not follow the laws and regulations governing the department’s Comprehensive Assistance for Family Caregivers program, which provides compensation and health benefits to those who provide care for seriously injured post-9/11 veterans.
According to the suit, Silva and Tapia’s application was denied, and the benefits of the other plaintiffs were inappropriately downgraded or terminated without proper investigation or determination.
In 2017, veterans and their caregivers enrolled in the program began seeing their benefits curtailed or terminated — often with no reason given, other than that their VA providers determined they no longer needed help with their daily activities.
In August 2018, the VA Office of Inspector General found that across the VA, facilities didn’t adequately manage the program, failing to provide consistent access to it, improperly accepting ineligible veterans and declining to monitor the health statuses of nearly half the veterans it discharged from the program.
The IG also learned that the department paid out .8 million to caregivers of veterans who weren’t eligible for the program, and the VA “failed to manage the program effectively because it did not establish governance that promoted accountability for program management,” staff members wrote in the report.
In 2015, plaintiff Jennifer Wilmot and her husband George Wilmot, an Army National Guard veteran who served from October 2007 to May 2013, were booted from the program.
The Wilmots were accepted into the caregiver program in 2013 but should have received the highest level of compensation rather than the level they were awarded, according to attorneys Jason Perry and Luke Miller.
Then came the dismissal.
“After completing a comprehensive review of your medical records, it appears that you have met the intention of the program and your participation will be discontinued,” VA officials wrote to the Wilmots.
The lawsuit calls the termination “arbitrary and capricious.”
Silva was deployed to Iraq from November 2003 to August 2004, sustaining shrapnel injuries in an attack. According to the lawsuit, he received a VA disability rating of 70 percent in 2009 for rotator cuff strain and impingement and suffers from chronic headaches, degenerative joint disease, back pain and neuropathy. He also has PTSD, TBI, memory loss, depression and irritable bowel syndrome.
Tapia and Silva applied for the family caregiver program in 2014 but were denied. According to the suit, the VA found that Silva did not need assistance for physical injuries and said his mental health conditions were not service-connected. They reapplied in 2017, but following a phone assessment, VA officials said that Silva was not “receiving medical treatment” — an error, the lawsuit alleges — and that Tapia was “an enabler.”
According to Perry, an attorney in Wellington, Florida, and Miller, of Military Disability Lawyer LLC in Salem, Oregon, the plaintiffs have asked the court to certify the suit as a class action, meaning that other affected caregivers could sign on if it is approved.
They estimate that the VA received more than 100,000 applications for the family caregiver program between May 2011 and September 2018 and, therefore, thousands may be able to sign on to the possible class action.
The plaintiffs also are requesting that the VA stop what they perceive as arbitrary dismissals from the program and are seeking monetary compensation in an amount “to be determined at trial,” according to the suit.
The federal government has until March 25, 2019, to file a response in the case, and a status conference is scheduled for March 29, 2019, according to court documents.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
The U.S. Coast Guard’s only operational heavy icebreaker, the Polar Star, recently completed a mission to cut a resupply channel through Antarctic ice in the Ross Sea, but the ship’s 150-strong crew grappled with engine failure and flooding during the trip.
The Seattle-based Polar Star left port in December for Antarctica to support Operation Deep Freeze 2018, the U.S. military’s contribution to the U.S. Antarctic Program, which is run by the National Science Foundation. The Polar Star was charged with clearing a path through 15 miles of ice — some of it up to 10-feet thick.
The Polar Star traveled through nearly 300 miles of pack ice before it reached fast ice, which is ice that’s actually connected to Antarctica, on Jan. 8, the Coast Guard said. After passing through the fast ice, the Polar Star reversed course to break the ice up further, clearing a channel for resupply ships.
“Although we had less ice this year than last year, we had several engineering challenges to overcome to get to the point where we could position ourselves to moor in McMurdo,” Polar Star commanding officer Capt. Michael Davanzo told Maritime Executive.
On Jan. 11 2018, there was a failure in one of the ship’s three main gas turbines, which produce the power needed for the ship’s propellers to break up thick, multi-year accumulations of ice. The Polar Star’s crew traced the problem to a programming error between the engine and the ship’s electrical system — which, like much of the ship, dates back to the 1970s.
Five days later, a shaft seal failed, allowing 20 gallons of frigid seawater a minute to flood the engine room. The crew responded quickly, stanching the flow with an emergency shaft seal. Afterward, they were able to remove the water from the ship’s engineering space and perform more permanent repairs on the faulty seal.
“The crewmembers aboard Polar Star not only accomplished their mission, but they did so despite extreme weather and numerous engineering challenges. This is a testament to their dedication and devotion to duty,” Vice Adm. Fred Midgette, commander of the U.S. Coast Guard’s Pacific Area, told Maritime Executive.
McMurdo Station, opened in 1955, is one of three stations operated year-round by the National Science Foundation and acts as a staging area for teams headed to the South Pole and other research stations deeper in Antarctica. It is built on the southernmost patch of solid ground that is still accessible by ship. Its average temperature in January, which is a summer month, is 26 degrees Fahrenheit. Summertime supply deliveries allow the station to stay open.
In addition to the Coast Guard, Air Force, Navy, Army, and National Guard personnel contribute to Operation Deep Freeze, which is led by Pacific Air Forces.
The Polar Star, which was commissioned in 1976, is the Coast Guard’s only operational heavy icebreaker, and it can break ice up to 21 feet thick. (It has one medium icebreaker, the Healy, which mainly does scientific work.) The Polar Star’s sister ship, the Polar Sea, was commissioned the same year but left service in 2010 because of repeated failures in its main engines.
In 2017, the Coast Guard determined that the Polar Sea would be too expensive to refurbish, even though its hull remains sound. The Polar Star was refurbished in 2012.
Many of the parts needed to keep the Polar Star running are no longer in production. Coast Guard personnel pull needed gear from the Polar Sea, but they’ve also had to order secondhand parts from eBay. The ship sails with a year’s supply of food in case it gets stuck.
Coast Guard Commandant Adm. Paul Zukunft has said the Polar Star is “literally on life support,” and the service plans to build at least three heavy and three medium icebreakers to fill out the fleet. The first one is expected by 2023.
The harsh conditions in the polar regions take a toll on the 41-year-old Polar Star. It is scheduled to return to the U.S. in March, at which point it will go into drydock for repairs. It is the only Coast Guard cutter to go into drydock every year.
“If the Polar Star were to suffer a catastrophic mechanical failure, the nation would not be able to support heavy icebreaker missions like Operation Deep Freeze, and our nation has no vessel capable of rescuing the crew if the icebreakers were to fail in the ice,” Midgette told Maritime Executive.
Eugene Taylor remembers how eager enlisted airmen like him were to fly.
Taylor, who enlisted in 1968 and deployed to Vietnam, first worked as an avionics technician. Nearly a decade later, Taylor, a tech sergeant, became a T-37 and T-38 flight simulator instructor with the 71st Flying Training Wing at Vance Air Force Base, Oklahoma. He became so adept that he was occasionally given the chance to fly the T-38, with permission from the pilot, during stateside flights.
It has been decades since enlisted airmen had the chance to sit in the cockpit. But as the Air Force faces the greatest pilot shortages since its inception, service leaders are contemplating a return to a model that includes enlisted pilots. A Rand Corp. study, set to be completed this month, is exploring the feasibility of bringing back a warrant officer corps for that purpose. And another, separate Air Force study is examining, in part, whether enlisted pilots could benefit from new high-tech training that leverages artificial intelligence and simulation.
With these moves, the Air Force is inching just a few steps closer to someday getting enlisted airmen back in the cockpit, on a formal basis, for the first time since World War II.
“We have enlisted airmen in our Guard and reserve component who have private pilot’s licenses and fly for the airlines. So it’s not a matter of can they do it, or hav[ing] the smarts or the capability, it’s just a matter of us, as an Air Force, deciding that that’s a route that we want to take,” said Chief Master Sgt. Kaleth O. Wright, the 18th Chief Master Sergeant of the Air Force.
Military.com sat down with the service’s top enlisted leader in February 2018, to talk about enlisted aviators and reinstituting the warrant officer program.
“It’s something we walked away from years ago, and I won’t say that we haven’t been willing to relook at [it],” Wright said, of having enlisted pilots. “It’s nothing that we can’t overcome.”
Creating a Cadre
Wright noted there may be a few bumps in the road before an enlisted cadre could be instituted.
The main challenge would be to structure an appropriate career development path for the airmen, answering questions regarding when and how they would promote and when they would rotate to a new squadron. Wright said thus far officers “naturally float” to a flight commander or squadron commander from base to base, according to a system that has been in place for decades, but questioned whether the same system would work for enlisted pilots.
Additionally, the service would have to study whether enlisted airmen should be granted the right to employ weapons from an aircraft.
“Whether it’s manned or unmanned, if there’s an enlisted airman that’s going to be flying and employing weapons, it requires certain authorities we would have to get by,” Wright said.
For example, enlisted airmen are currently only authorized to be remotely piloted aircraft pilots on the RQ-4 Global Hawk drone, a surveillance-only platform.
Photo courtesy of Eugene Taylor
“That’s just part of our age-old doctrine, that the employment of weapons, that the authority and responsibility lies with officers,” he said.
Reinstituting the warrant officer program could also help leaders decide on acceptable policies that would “determine if it makes us a more lethal and ready fighting force,” Wright said.
“What this is about is not just aviation or flying — it’s about maintaining the technical expertise,” Wright said. “In some cases, having warrant officers will allow us retain that talent and keep those folks doing what they love.”
The Air Force in the past has commissioned studies to look into bringing back warrant officers, with another study from RAND, a nonprofit institution that provides research and analysis studies on public policy, on the way.
“The Air Force is partnering with RAND for a study on the feasibility of warrant officers and we are projecting a completion by the end of March 2018,” Air Force spokeswoman Capt. Kathleen Atanasoff told Military.com.
February 2018, the Air Force began a separate study on whether it could benefit from someday allowing enlisted pilots.
Air Education and Training Command said the study, called the pilot training next initiative, explores how pilots can learn and train faster “by using existing and emerging technologies that can decrease the time and cost of training,” but with the same depth of understanding to produce quality pilots.
That includes using virtual reality simulation and A.I. to get airmen in an aircraft faster, with the potential of expanding the streamlined training.
The study is expected to conclude in August, in hopes of advancing all 20 students in the program: 15 officers and five enlisted airmen.
Foundation of Skills
Taylor, the Vietnam-era airman, served in the 341X1 career field for T-37 and T-38 trainers, which would quickly disappear once the Air Force reasoned enlisted personnel were needed elsewhere.
Once airmen were taught scenarios in a classroom, they would go to him to practice the maneuvers in the simulator.
“I was one of those people as an enlisted instructor, and it was the best job I ever had,” Taylor said in a recent interview with Military.com.
Through months of simulation tech school paired with his past experience working on planes, Taylor had gained the skills he needed to know the aircraft. Taylor’s instructor career field, however, dissolved only a year later, and he moved back into avionics at Columbus Air Force Base, Mississippi. But he remembers his “flight time” and experience with the T-37 and T-38 fondly.
“As a master avionics superintendent, I did get to fly in the back seat of the [T-38] aircraft six times to perform aircraft maintenance at off-station sites,” he said. “I told the pilot that I was a flight simulator instructor pilot at Vance. And when I flew, the pilot would say, ‘You know how to fly this, you do it.’ So, I would,” Taylor said.
Taylor recalled flying the aircraft from Columbus to MacDill Air Force Base,Florida.
“I [then] repaired another T-38 from our base and flew the aircraft back to Columbus. The pilot made the takeoff and landing on both legs of the flight, but I did all radio calls, and navigation,” he said.
Taylor would fly similar routes twice more with the same pilot.
“So yes, enlisted people can definitely perform the job,” he said.
According to a1992 paper for the Air Force Enlisted Heritage Research Institute, the 341X1 and 341X2 career fields, born out of very early service ideals that enlisted members should work side-by-side with officer pilots, were Analog and Digital Trainer Specialists. The fields were part of the larger Aircrew Training Devices 34XXX specialty.
“The contributions of the enlisted men and women in the training devices career field were great,” noted the paper, written by Air Force student Senior Master Sgt. G. A. Werhs of the Senior Noncomissioned Officer Academy. “From its very beginning in 1939 until its end in the late 80s, [the 34XXX] was [an] entirely enlisted career field. All maintenance and operations were performed by highly skilled personnel. Every aircraft in the Air Force inventory had a simulator associated with it and enlisted members were there to operate and maintain it.
“[H]ow many people realize that for nearly 50 years those pilots received much of the initial training on the ground from enlisted soldiers and airmen[?]” Werhs asked.
Taylor suggested the career field closed because the service didn’t want enlisted troops to get to that next level: flying among officers. The service, he said, also had an abundance of pilots at the time.
“The Vietnam War had wound down, so they had more pilots than the Air Force needed,” Taylor said. “By taking away the enlisted instructors, it let them use the pilots that were qualified to fly the T-38 instead of kicking them out of the service.”
But there are many who believe that enlisted airmen, in some capacity, deserve the chance to once again get up in the air.
Rooted in History
Before the Air Force became a breakout service independent of the Army, enlisted pilots were known as “flying sergeants,” receiving a promotion to staff sergeant once they completed pilot training.
Enlisted pilots, in one form or another, date back to 1912. But it wasn’t until 1941, when Congress passed the the Air Corps Act of 1926 and Public Law 99, that enlisted troops were able to receive qualified training.
“We never thought about whether we wanted to be an enlisted pilot or an officer pilot,” said retired Air Force Brig. Gen. Edward Wenglar, a former enlisted pilot. “We just wanted to be pilots, and we would gladly have stayed privates forever just to have the chance to fly,” Wenglar said in a 2003 service release.
Wenglar, who served overseas during World War II, holds the distinction of “achieving the highest rank of any former enlisted pilot,” according to the Air Force. He died in 2011.
Photo courtesy of Eugene Taylor
During World War II, whoever was in the cockpit got grandfathered in and could remain flying. But in 1942, the passage of the Flight Officer Act meant new enlisted recruits no longer got the chance to fly.
The act, Public Law 658, replaced the program’s sergeant pilot rank with the warrant officer rank.
When the Air Force was created in 1947 out of the Army Air Forces, it would bring more than 1,000 legacy warrant officers in. The service stopped the program in 1959, the same year it created the senior and chief master sergeant ranks. The last warrant officer would retire from active duty in 1980.
With more than 3,000 enlisted sergeant pilots throughout the service’s history, 11 of them would become generals and 17 would become flying aces, according to information from the Air Force. More than 150 enlisted pilots would be killed in action.
“Our careers as enlisted pilots made us better men and gave us opportunities later in the civilian world that we never would have been offered,” Wenglar said in 2003.
New Focus on Warrant Officers
“If the Air Force is so very concerned about the pilot shortage, they should consider warrant officers in … the transport pilot, flight engineer, boom operator and drone pilot fields,” said Will Stafford, a former staff sergeant with similar maintenance, tech and simulator experiences as Taylor.
While in the Air Force in the 1970s and 80s, Stafford, outside of his military duties, would fly smaller aircraft such as Cessna 310s, Beechcraft Model 18s and some Douglas DC-3s. On his own, he would eventually become qualified “on 25 different makes and models of fixed-wing aircraft,” he told Military.com.
“If the [Air Force] wants their veteran airmen and airwomen to return, then they had better look at how it has squandered the talent, training and dedication that many of us had, and make some serious changes, beginning with the restart of the warrant officer corps,” Stafford said, referencing the Air Force’s initiative to bring back retirees into staff-rated positions to balance out the ongoing pilot shortage.
“This is cost-effective, and many professional fully-rated civilian pilots who have military experience would have no problem,” he said.
Stafford has tried, unsuccessfully, to start a White House petition on Whitehouse.org to get the administration’s attention about reinstituting the warrant officer corps. He has even tried to petition the Air Force directly by writing to then-Air Force Chief of Staff Gen. Norton A. Schwartz, who Stafford got the chance to meet and work with when Schwartz was just a captain.
Schwartz told Stafford it just wasn’t in the Air Force’s plans.
Key Decisions Ahead
Wright says the new RAND study may give him and Chief of Staff of the Air Force Gen. David Goldfein fresh perspectives.
“We have to be smart about this, right?” Wright said. “This can’t just be, ‘Oh, this is nice to have.’ We have to know exactly what we’re buying [into] and we have a plan to implement it.”
Wright said cost-benefit analysis would play into the decision.
“I’m looking to learn, and the boss [Goldfein] is looking to learn, again, that simple question: Will this make us a more lethal force? Will it make us more efficient?” Wright said.
“There is a chance through the RAND study and through some of our internal studies that the evidence reveals and the analysis reveals that warrant officers won’t move the needle that much,” he said.
While Wright said it’s hard to say when enlisted pilots or a warrant officer program may come back into the Air Force’s ranks, he believes the feat can be achieved in roughly five to 10 years.
“I think it would help would shortages in career fields, I think it would help with retention, I think it would help with career development.
“Now there’s nothing that says that, within our current system we can’t do that same thing. But if you’re asking me what the obvious benefits are,” he said, ” … I think it’s a good thing.”
Defense Secretary James Mattis reportedly views himself as President Donald Trump’s “babysitter,” and his efforts to restrain the bombastic leader apparently created tensions with former White House national security adviser H.R. McMaster.
McMaster sought to provide Trump with an array of military options against North Korea, but the defense secretary allegedly refused to put all the options on the table in front of Trump, McMaster aides told The New Yorker. Meanwhile, the president reportedly did not pick up on Mattis’s alleged attempts at stonewalling, and McMaster declined to expose his colleague.
One senior National Security Council official told The New Yorker that Mattis felt like he had to play “babysitter” to Trump.
What’s more, McMaster’s aides claimed the widespread reports that he was specifically pushing for a so-called “bloody nose” strike against North Korea were false. A bloody nose strike would involve an attack against North Korea strong enough to intimidate and embarrass Kim Jong Un’s regime, but not serious enough to spark a full-blown conflict. Many experts have warned such a strike could have catastrophic consequences and would not go as smoothly as its proponents believe.
(U.S. Navy photo by Chief Mass Communication Specialist James E. Foehl)
There is limited intelligence on the location of North Korea’s military assets — including its nuclear weapons. Moreover, in November 2017, the Joint Chiefs of Staff determined that a ground invasion would be necessary to fully dismantle North Korea’s nuclear program. In short, a bloody nose strike would risk allowing North Korea to retaliate against the US or its allies with any number of military options, not excluding its nuclear arsenal.
The Trump administration’s discussions surrounding military options against North Korea largely came as the rogue state conducted a series of long-range missile tests in 2017. These tests — part of Pyongyang’s larger goal of developing a nuclear weapon capable of reaching the mainland US — resulted in harsh economic sanctions being leveled against the reclusive nation and led to a war of words between Trump and Kim.
But North Korea’s relationship with the US appears to be shifting in 2018 as Trump and Kim are set to hold a historic meeting about denuclearization. On April 20, 2018, North Korea announced it would cease its long-range missile and nuclear tests and close its primary nuclear testing site. Trump celebrated this development on Twitter, describing it as a sign of “progress being made for all!”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The US military is researching ways to capture moisture in the air and deliver it to troops as drinking water in arid environments, the Defense Advanced Research Projects Agency (DARPA) revealed in a recent statement.
DARPA, the Pentagon’s research arm, has launched the Atmospheric Water Extraction (AWE) program to explore ways to extract potable water from the air in quantities sufficient to meet troop’s demands for drinking water in less hospitable areas, such as desert regions.
The US military has troops serving across the Middle East in countries like Iraq, Syria, and Afghanistan, as well as parts of Africa. The military currently relies on deliveries of bottled water or the purification of fresh and salt water sources for drinking water in these locations.
Neither “are optimal for mobile forces that operate with a small footprint,” Seth Cowen, the AWE program manager at DARPA, said in a statement, adding that “the demand for drinking water is a constant across all Department of Defense missions, and the risk, cost, and complexity that go into meeting that demand can quickly become force limiting factors.”
(U.S. Air Force photo by Master Sgt. Andy Dunaway)
The new AWE program will focus on developing a compact, portable device designed to provide an individual soldier with a daily supply of potable water, as well as a larger device that can be transported on a standard military vehicle and meet the demands of an entire company.
DARPA is putting an emphasis on advanced sorbents, materials able to absorb liquids, that can rapidly pull water from the air over thousands of repetitions and quickly release it without requiring significant amounts of energy, the agency said in a statement. Additionally, AWE solutions will need to be suitable for highly-mobile forces.
“If the AWE program succeeds in providing troops with potable water even in arid climates, that gives commanders greater maneuver and decision space and allows operations to run longer,” Cohen said, adding that this technology could potentially “diminish the motivation for conflicts over resources by providing a new source of drinking water to stressed populations.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Sen. John McCain does not want President Donald Trump at his funeral.
The Arizona senator is battling brain cancer, and news about his funeral arrangements prompted at least one fellow senator, Orrin Hatch of Utah, to protest McCain’s wish to bar Trump from his farewell service. McCain reportedly prefers Vice President Mike Pence to represent the current administration in Trump’s place.
Hatch called McCain’s decision “ridiculous” according to multiple news reports, and said that he would choose differently because Trump is “a very good man.”
In July 2015, Trump said of McCain: “He’s not a war hero … he was captured. I like people that weren’t captured.” And in September 2017, months after McCain’s cancer diagnosis was announced, Trump reportedly mocked the senator again.
In the opening days of 1991’s Operation Desert Storm, ships and aircraft from the United States, Great Britain, and Canada, intercepted the Iraqi Navy as it tried to flee into Iran. The resulting battle in the waters between the Shatt al-Arab waterway and Bubiyan Island was one of the most lopsided naval engagements in history, and the Iraqi Navy essentially ceased to exist.
Desert Storm did not go well for Iraq.
Operation Desert Storm kicked off in earnest on Jan. 17, 1991 as Saddam Hussein’s Iraqi forces refused to leave Kuwait, the neighbor it invaded just a few months earlier. When the deadline to leave passed, Coalition forces took action. One of those actions involved massive naval forces in the Persian Gulf. In the face of this overwhelming opposition, Iraq’s Navy decided to follow the example of Iraq’s Air Force.
They would immediately gear up, head out, and attempt to escape to Iran and away from certain death. Unlike the Air Force, the Navy never quite made it.
Iraq’s Air Force: Property of Iran.
Allied naval forces were actually the first to respond to Iraqi aggression. A joint American-Kuwaiti task force captured Iraqi oil platforms, took prisoners on outlying Iraqi islands, and intercepted an Iraqi attempt to reinforce its amphibious invasion of the Saudi Arabian city of Khafji – those reinforcements never arrived. Instead, the ships they were on were annihilated by Coalition ships.
Any remaining Iraqi Navy ships tried to escape to Iranian territorial waters in a mad dash to not die a fiery, terrible death. They were counting on the idea that small, fast, and highly maneuverable missile craft could make littoral waters too dangerous for heavy oceangoing ships.
Back when Battleships weren’t museums.
In the end, upwards of 140 Iraqi ships were either destroyed by Coalition forces or fled into the hands of the Iranian Navy. American and British ships, British Lynx helicopters, and Canadian CF-18 Hornets made short work of the aging flotilla, in what became known as the “Bubiyan Turkey Shoot.”
The only shot Iraq’s navy was able to fire in return was a Silkworm missile battery, from a land-based launcher, at the American battleship USS Missouri. The missile was destroyed by a Sea Dart missile from the UK’s HMS Gloucester, rendering it as effective as the rest of Iraq’s Navy.
His father worked three jobs to put him through private school. He served in the US Navy as a nuclear weapons transshipment pilot, before winning a National Football League Superbowl title with the New York Giants.
He is now president at Academy Securities, a broker-dealer founded in 2009 that employs veterans and service-disabled veterans in areas like investment banking and trading.
McConkey sat down with Skiddy von Stade, CEO of finance career services company OneWire, to talk about his background, and Academy Securities.
During that conversation, he laid out why experience with the military is valuable for those who want to break into the cutthroat financial services industry.
Military culture is honesty, integrity, loyalty, teamwork and by the way, service. We’re in a service industry. Who knows more about those qualities than military veterans? When those qualities and experiences come into helping our clients, it really resonates.
We’re a small company, growing. We’d like to be a bulge-bracket investment bank broker-dealer at some point. We don’t have the resources that the big banks have, but we’re nimble, we’re quick, and we have differentiated types of value that we add. We got nine senior-level retired generals and admirals, people who have fingers on the pulse of geopolitical macro world we live in. And that’s a value to customers if they’re in capital markets. If they’re managing money.
Man, you cut yourself off from the outside world for one extended weekend and you miss everything. Apparently, lettuce is now dangerous and, supposedly, generals carrying “assault” weapons in Afghanistan are dangerous, and some tribe in the Indian Ocean that’s capable of firing a metric f*ckload of arrows into moving airplanes is dangerous, too.
So, if you’ve managed to not die from tainted lettuce or North Sentinelese archers this week, congratulations! You’ve earned yourself some memes.