In this latest episode of Vets Get Real, WATM talks to a group of veterans about the ups and downs of dealing with the Department of Veterans Affairs and the important lessons they learned from transitioning out of the military.
And be sure to keep an eye out for other episodes of Vets Get Real where WATM hosts discussions with vets on topics ranging from relationships to recruiters.
Editor’s note: If you have questions that you’d like to see Vets Get Real about, please leave a comment below.
The Air Force is mired in a deepening pilot crisis, with a shortage of approximately 2,000 pilots from the active-duty Air Force, Air National Guard, and Air Force Reserve at the end of fiscal year 2017 in September.
Now it appears the Air Force is considering a step it has long avoided: training enlisted airmen to be combat aviators.
A new six-month pilot-training program will consist of 15 officers and five enlisted airmen, Maj. Gen. Timothy Leahy, chief of the Second Air Force, told his commanders in a November 30 email, seen by Air Force Times.
Currently, the only Air Force personnel eligible to be pilots are commissioned officers, and achieving officer status requires a four-year college degree.
“Enlisted volunteers will be pioneers in innovating Air Force aviator recruitment, selection, and training processes by demonstrating the potential of non-college graduates to succeed in a rigorous pilot training environment,” Leahy, whose command is responsible for basic military and tactical training for Air Force personnel, wrote in the email.
Leahy added that the training program would provide data to Air Education and Training Command commander Lt. Gen. Steven Kwast about “the potential for enlisted members to train to fly modern combat aircraft,” according to Air Force Times. The email was obtained by former airman Steven Mayne, who runs the unofficial Air Force amn/nco/snco Facebook page.
The email said there was a December 15 deadline for airmen to volunteer online and that those picked would start training on February 15. Those who succeed would take solo flights in T-6 single-engine turboprop training aircraft.
Air Education and Training Command spokeswoman Marilyn Holliday confirmed the email to Air Force Times and said the command “chose to focus on flying training because of the urgency involved with the enterprise.” She added that the program was meant to examine how airmen learn and would look at technology that could lead to better and faster learning.
However, she also downplayed enlisted airmen’s proximity to the pilot’s seat, telling Task Purpose that, while the training program was started because of the need for pilots, the “study is not looking at changing our pilot force, but rather it is exploring new ways to effectively and efficiently deliver training.”
“The plan for this six-month program is to explore the technology available to produce a student, similarly-skilled to a UPT graduate,” Holliday told Task Purpose, referring to the Air Force’s yearlong basic aviation course, Undergraduate Pilot Training.
Officers who pass the six-month course will get pilot’s wings and move on to specialized training, while enlisted airmen who pass will return to the specialty they were selected for during basic training, Holliday said, adding that they could have their flight hours applied to a civilian pilot’s license.
‘The natural progression’
The Air Force said at the end of 2015 that it would begin training enlisted airmen to fly RQ-4 remotely piloted aircraft — part of an effort to meet demand for unmanned-aircraft pilots. At the end of 2016, two master sergeants became the first enlisted airmen in 60 years to complete solo flights during initial flight training.
The Air Force continued that training this year, with 30 enlisted airmen (chosen from 800 initial applicants) starting training for the RQ-4 Global Hawk in March. Outside of that initiative, however, the force has shown little interest in training enlisted airmen to fly manned aircraft.
Despite that reluctance, Air Force Chief Master Sergeant Kaleth Wright told Air Force Timesearlier this year that many enlisted men have pilot’s licenses and that enlisted airmen piloting manned aircraft appeared to be “the natural progression.”
Wright also started a study at the end of the summer to explore what benefit the Air Force would get from bringing back the warrant officer program, which some have said would be a way to properly recognize and compensate enlisted pilots for their expanded duties as fliers.
Air Force officials have pointed to a number of reasons for the force’s pilot shortage including quality-of-life issues, recruitment by private airlines, as well as strain created by three decades of ongoing operations around the world.
The shortage of qualified fliers has also been exacerbated by a bottleneck in the Air Force’s training pipeline, caused by a combination of factors like force drawdowns, longer deployments, and budget restrictions.
Air Force leaders have zeroed in on budget woes as a particular problem.
Air Force Chief of Staff David Goldfein said in November that he worried, “if we cannot move past sequester in its current form, we’re going to break this force.”
This month, with the window closing on budget legislation, Goldfein again sounded alarm about the worst-case scenario for the Air Force: A budget deal that doesn’t lift spending limits put in place by the Budget Control Act.
Such an outcome would “devastate” the Air Force, Goldfein told Air Force Times, adding to problems created by the last budget sequester and hindering the service’s ability to keep pilots in their planes and, in turn, in uniform.
“If you’re not preparing for or executing combat operations, then you’ll likely stop flying,” Goldfein said. “Currencies will lapse, qualifications will cease, and we’ll potentially look back on the timeframe of having an only 2,000 pilots short [force] as a dream.”
The National Football League has been plagued by questions of patriotism in the last few years. But whether or not the NFL kneels or stands this year, it’s important to remember that some of the players and coaches have served, too.
1. George Halas
Halas was instrumental in the creation of the NFL and responsible for founding the team that went on to be the Chicago Bears in 1920. Nicknamed “Papa Bear,” Halas coached the Bears for 40 seasons, leading them to six NFL titles. Halas served in the Navy during World War I and returned to Navy service from 1942-1945.
2. Ralph Wilson, Jr.
Enshrined in the Hall of Fame in 2009, Wilson founded the Buffalo Bills following his service in the Navy during World War II. He was also instrumental in the merger between the AFL and the NFL in 1970.
3. Kevin Greene
Greene retired from the NFL in 1999 and ranks third among all-time sack leaders. He led the NFL twice in that category with an impressive career playing for the Steelers, Rams, Panthers, and 49ers, with five appearances in the Pro Bowl. Greene was a member of ROTC at Auburn and served 16 years in the Army Reserves.
4. Alejandro Villanueva Martínez
Villanueva is an offensive tackle for the Steelers. A veteran Army Ranger, Villanueva was a captain in the Army, served in Afghanistan, and was decorated with a Bronze Star.
5. Tom Landry
Hall of Famer Tom Landry was a coaching phenom for the Dallas Cowboys. He led his team to two Super Bowl titles and had 20 straight winning seasons. Equally impressive was Landry’s service in the Army Air Corps during World War II. The B-17 co-pilot flew 30 missions and survived a crash in Belgium. He passed away in 2000 at age 75 as a legend and a hero.
6. Dick “Night Train” Lane
The Hall of Famer had an incredible 68 career interceptions during his time with the Los Angeles Rams, Chicago Cardinals, and Detroit Lions. For nine straight years (1954-1963), Lane earned first or second-team All-NFL honors. He played in seven Pro Bowls and during his rookie season, had an unprecedented 14 interceptions – a record that still stands today. Lane served in the Army during both World War II and the Korean War.
7. Roger Staubach
Staubach, nicknamed “Captain America,” won the 1963 Heisman Trophy during his time as quarterback at the U.S. Naval Academy. After graduation, Staubach served his commitment in the Navy, which included a tour in Vietnam. Following his service, Staubach joined the Cowboys and played in Dallas for all 11 seasons of his professional football career. During his tenure, the Cowboys won two of their five Super Bowl appearances.
The list of NFL greats who served their country continues with inspiring men like Pat Tillman, George McAfee, Mike Anderson, and so many more. But for every big name in the NFL, there are countless men that gave up their football dreams to serve their country.
You may not have heard of Jack Ankerson, but he only played three NFL exhibition games in 1964 before Uncle Sam called him up to serve his time. By the time his commitment was done, so was his chance to play in the NFL. But Jack, like so many others who chose service above self, is everything that’s right with America and the sports we love to watch.
Whether they’re a hometown hero or a household name, we salute all of our football playing and football-loving veterans.
Last year, the Australian Army hosted one of its largest military exercises with participants from the U.S. Marine Corps and the French military working side-by-side with Australian forces. The three militaries practiced how to work with each other as well as how to best incorporate the strengths of each force.
And that gives us a perfect chance to watch the highly mobile, flexible and lethal Marine artilleryman at work.
For warfighting exercise Koolendong, the 3rd Battalion, 11 Marines brought out their “Triple Sevens.” These are M777 howitzers which fire 155mm shells. An M777 is capable of sending a 103-pound shell to a target almost 14 miles away and of hitting that target within 54 yards thanks to a GPS-guided fuze.
An extended-range version of the round can go almost 23 miles at maximum range.
But of course, the rounds and the howitzers are only as good as the artillerymen manning them, and the Marines in the video above prove themselves quite capable of using their weapon to maximum effect.
While other troops sometimes make fun of artillerymen with accusations that they’re too weak to walk all the way to the target or too dumb for other work, the fact is that artillery requires a crap-ton of math, even more upper body strength, and an insane level of attention to detail.
And that need for strength and attention to detail only gets greater the larger the gun is. And if artillery is king of the battle, the M777 is a roided-out king who could wrestle a lion.
There’s a Marine who ferries ammunition from the truck or ammo supply point to the weapon, which requires a quick movement of dozens of yards while carrying over 100 pounds every time he does it.
There are two Marines who work together to ram the round from its staged position into the breech, something that is accomplished with a massive, heavy tool that they sprint against.
There’s the gunner who’s trying to make sure his weapon is perfectly aimed after each shot, even though it settles into the dirt differently after every firing. The tiniest mistake in his measurements could send the round hundreds of yards off target.
And while the crew is firing at its sustained rate, of two rounds per minute, it can be tough. But their max firing rate is five rounds per minute, meaning that they have to repeat their physically and mentally challenging jobs every twelve seconds without fail. To see what that looks like, check out the video at top if you haven’t already.
Military investigators are trying to piece together the cause of a crash that killed 15 Marines and a sailor in Mississippi in July, but it could be a year or more until any information becomes public.
In the meantime, the Marine Corps’ fleet of KC130T transport planes remains grounded. That plane is similar to the one that crashed near Itta Bena on July 10.
April Phillips, a spokeswoman for the Naval Safety Center, said August 21 that final reports often don’t become public for 12 to 18 months following a crash. Even then, much of the information in the reports is often withheld from public view.
“Ours are done solely to ensure what happened doesn’t happen again,” Phillips said, saying that various military commanders must endorse the report before it’s finished.
Marines and other investigators finished collecting debris August 3, recovering all of the plane’s major components, said Marine Forces Reserve spokeswoman Lt. Stephanie L. Leguizamon. She said last week that there’s still work going on to clean up the crash area.
Naval Safety Center investigators are both reconstructing the wreckage and interviewing witnesses. Their report will ultimately include recommendations to enhance safety.
Victims included nine Marines based at Stewart Air National Guard base in Newburgh, New York, who flew and crewed the plane, plus six Marines and a Navy Corpsman from an elite Marine Raider battalion at Camp Lejeune, North Carolina. The passengers were headed for pre-deployment training in Yuma, Arizona. Cargo included at least some ammunition.
Brig. Gen. Bradley S. James has told reporters that whatever went wrong began when the plane was at cruising altitude. Most of the plane pancaked upside down into a field, but part of it, including the cockpit, broke off and landed far from the fuselage and wings. Debris was scattered for miles over fields, woods, and ponds.
Witnesses said they saw the plane descend from high altitude with an engine smoking, with some describing what pilots call a “flat spin,” where a plane twirls around like a boomerang.
Phillips said the plane didn’t have an in-flight data recorder. That, plus the lack of survivors, could make the debris crucial to determining what happened.
“A lot it, in this case, is likely to come from forensic evidence,” she said.
Phillips said the C-130 and its variants have historically been one of the safest planes operated by the Marine Corps. The Navy classifies its most serious incidents as Class A mishaps, involving death, permanent disability, or more than $2 million in damage. Only two in-flight Class A mishaps were recorded before the Mississippi crash, both in 2002. A KC-130R experienced a flash fire and crashed into a mountain in Pakistan while nearing an airfield, killing seven people. A KC130F crash landed shortly after taking off inCalifornia, causing injuries but no deaths.
The New York squadron is the last Marine unit flying the KC-130T version and is scheduled to upgrade to a newer version in 2019. Only the remaining 12 KC-130Ts are affected by the grounding.
Dr. Seuss is a story-writing legend in America. It’s hard to find anyone who hasn’t read “How the Grinch Stole Christmas,” “The Cat in the Hat,” “The Lorax” or “Horton Hears A Who!”
Army Master Sgt. Nekia Haywood reads to children at Hopkins Elementary School in Chesterfield, Va., March 2, 2018, in celebration of Dr. Seuss’ birthday.
(Photo by Fran Mitchell, Army)
But well before those iconic books were written, Dr. Seuss joined the World War II effort on the home front using his real name, Theodor Seuss Geisel.
At first, he drew posters for the Treasury Department and the War Production Board. But by 1943, Geisel wanted to do more, so he joined the U.S. Army. He was put in command of the animation department of the 1st Motion Picture Unit, which was created out of the Army Signal Corps. There, he wrote pamphlets and films and contributed to the famous Private Snafu cartoon series.
Army Maj. Theodor Geisel.
Private Snafu — which stood for situation normal, all fouled up — was a series of adult instructional cartoons meant to relate to the noncareer soldier. They were humorous and sometimes even raunchy. According to the National Archives’ Special Media Archives Services Division, Geisel and his team believed that the risque subject matter would help keep soldiers’ attention, and because the Snafu series was for Army personnel only, producers could avoid traditional censorship.
Geisel’s cartoons were often featured on Army-Navy Screen Magazine, a biweekly production of several short segments.
Theodor “Dr. Seuss” Geisel at work on a drawing of the Grinch, the hero of his children’s book, “How the Grinch Stole Christmas.”
(Library of Congress photo)
One of Geisel’s most significant military works, however, wasn’t animated. It was called “Your Job in Germany” and was an orientation film for soldiers who would occupy Germany after the war was over. Geisel, who was German-American himself, was assigned to write it a year before the Germans surrendered.
According to Geisel’s biography, “Dr. Seuss and Mr. Geisel,” Geisel said he was sent to Europe during the war to screen the film in front of top generals for approval. He happened to be in Belgium in December 1944, when the Battle of the Bulge — Hitler’s last big counteroffensive in Belgium’s Ardennes forest — erupted. According to his biography, Geisel was trapped 10 miles behind enemy lines, and it took three days before he and his military police escort were rescued by British forces.
According to National Archives staff, it’s possible that the snafu cartoons influenced Geisel’s career as Dr. Seuss. Throughout Snafu, Geisel started using limited vocabulary and rhyme — something noticeable in his later works like “The Cat in the Hat,” which used only 236 words but is one of the best-selling books of all time.
Air Force Gen. John Hyten, the commander of U.S. Strategic Command, shares a “The Cat in the Hat” reading hat before he reads to children at the child development center at Offutt Air Force Base, Neb., April 26, 2018.
(Photo by Navy Petty Officer 1st Class Julie R. Matyascik)
Geisel left the Army in January 1946, having attained the rank of lieutenant colonel. He stayed in the filmmaking industry for a few years, even working on documentaries and shorts that earned Academy Awards, but he eventually switched to using his pen name, Dr. Seuss, to start writing children’s books.
The USS Gerald R. Ford, the first-in-class aircraft carrier that’s been plagued by technical problems and cost overruns, got the first of its 11 advanced weapons elevators on Dec. 21, 2018, “setting the tone for more positive developments in the year ahead,” the Navy said in January 2019.
That tone may be doubly important for Navy Secretary Richard Spencer, who has promised the elevators would be ready by the end of the carrier’s yearlong post-shakedown assessment summer 2018. Spencer staked his job on the elevators, which were not installed when the carrier was delivered in May 2017, well past the original 2015 delivery goal.
Advanced Weapons Elevator Upper Stage 1 was turned over to the Navy after testing and certification by engineers at Huntington Ingalls-Newport News Shipbuilding, where the carrier was built and is going through its post-shakedown period after testing at sea.
The elevator “has been formally accepted by the Navy,” Bill Couch, a spokesman for Naval Sea Systems Command, said in a statement.
Navy Secretary Richard Spencer being briefed by the USS Gerald R. Ford’s commanding officer, Capt. John J. Cummings, on the Upper Stage 1 advanced weapons elevator on the flight deck.
(US Navy photo Mass Comm. Specialist 2nd Class Kiana A. Raines)
The testing and certification “focused on technical integration of hardware and software issues, such as wireless communication system software maturity and configuration control, and software verification and validation,” Couch said.
The Ford class is the first new carrier design in 40 years, and rather than cables, the new elevators are “commanded via electromagnetic, linear synchronous motors,” the Navy said in a news release. That change allows them to move faster and carry more ordnance — up to 24,000 pounds at 150 feet a minute instead of Nimitz-class carriers’ 10,500 pounds at 100 feet a minute.
The ship’s layout has also changed. Seven lower-stage elevators move ordnance between the lower levels of the ship and main deck. Three upper-stage elevators move it between the main deck and the flight deck. One elevator can be used to move injured personnel, allowing the weapons and aircraft elevators to focus on their primary tasks.
The Ford also has a dedicated weapons-handling area between its hangar bay and the flight deck “that eliminates several horizontal and vertical movements to various staging and build-up locations” offering “a 75% reduction in distance traveled from magazine to aircraft,” the Navy said.
Chief Machinist’s Mate Franklin Pollydore, second from left, reviewing safety procedures for the Upper Stage 1 advanced weapons elevator with sailors from the USS Gerald R. Ford’s weapons department.
(US Navy photo by Mass Comm. Specialist 1st Class Jeff Troutman)
The upper-stage 1 elevator will now be used by the Ford’s crew and “qualify them for moving ordnance during real-world operations,” Couch said.
The amount of new technology on the Ford means its crew is in many cases developing guidelines for using it. The crew is doing hands-on training that “will validate technical manuals and maintenance requirements cards against the elevator’s actual operation,” the Navy said.
James Geurts, the Navy assistant secretary for research, development, and acquisition, told senators in November 2018 that two elevators had been produced — one was through testing and another was “about 94% through testing.”
The other 10 elevators “are in varying levels of construction, testing, and operations,” Couch said. “Our plan is to complete all shipboard installation and testing activities of the advanced weapons elevators before the ship’s scheduled sail-away date in July.”
“In our current schedule there will be some remaining certification documentation that will be performed for 5 of the 11 elevators after [the post-shakedown assessment] is compete,” Couch said. “A dedicated team is engaged on these efforts and will accelerate this certification work and schedule where feasible.”
Spencer during a tour of the USS Gerald R. Ford.
(US Navy photo by Mass Comm. Specialist 2nd Class Kiana A. Raines)
That timeline has particular meaning for Spencer, the Navy’s top civilian official.
The Navy secretary said at an event this month that at the Army-Navy football game on Dec. 8, 2018, he told President Donald Trump — who has made his displeasure with the Ford well known — that he would bet his job on the elevators’ completion.
“I asked him to stick his hand out — he stuck his hand out. I said, ‘Let’s do this like corporate America.’ I shook his hand and said the elevators will be ready to go when she pulls out or you can fire me,” Spencer said during an event at the Center for a New American Security in Washington, DC.
“We’re going to get it done. I know I’m going to get it done,” Spencer added. “I haven’t been fired yet by anyone — being fired by the president really isn’t on the top of my list.”
An F/A-18F Super Hornet performing an arrested landing aboard the USS Gerald R. Ford on July 28, 2017.
(US Navy photo by Mass Comm. Specialist 3rd Class Elizabeth A. Thompson)
The weapons elevators have posed a challenge to the Ford’s development, but they are far from the only problem.
Trump has repeatedly singled out the carrier’s new electromagnetic aircraft launch system, or EMALS, which uses magnets rather than steam to launch planes. Software issues initially hindered its performance.
“They have digital. What is digital? And it’s very complicated, you have to be Albert Einstein to figure it out,” Trump told Time magazine in May 2017, referring to the new launch system. “You going to goddamned steam, the digital costs hundreds of millions of dollars more money and it’s no good.”
Spencer said he and Trump had also discussed EMALS at the Army-Navy game.
“He said, should we go back to steam? I said, ‘Well Mr. President, really look at what we’re looking at. EMALS. We got the bugs out,'” Spencer said at the event in January 2019, according to USNI News. “It can launch a very light piece of aviation gear, and right behind it we can launch the heaviest piece of gear we have. Steam can’t do that. And by the way, parts, manpower, space — it’s all to our advantage.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
NO. Nothing of interest happened in the White House, Congress, or Hollywood. And definitely not on Twitter.
I’m joking. Of course it did, this is 2017 and everyone is mad about something… most of those people are justified, but some of them are outraged to be outraged. You can be outraged at how hilarious these military memes are.
Or you can be outraged at how boss that segue was.
1. It’s almost Halloween, are you prepared? (via Pop Smoke)
2. The Navy won Jeopardy this week. (via Navy Crow)
WWII pilot Capt. Jerry Yellin decided to join the military after the attack against Pearl Harbor on Dec. 7, 1941.
I decided at that moment that I was going to fly fighter planes against the Japanese.
And he did. A P-51 driver, he flew 19 missions in total — including the very last combat mission over Japan on Aug. 14, 1945. After the U.S. dropped the first atomic bomb over Hiroshima, Yellin said he didn’t think they’d ever have to fly again, but when Japan refused to surrender, he and his wingmen took to the skies.
On Aug. 13, four days after the bombing of Nagasaki, Yellin was ordered to fly a mission over Nagoya, a hub for Japanese aircraft manufacturing and war equipment production. Before takeoff, his wingman, Phil Schlamberg, told Yellin, “If we go on this mission, I’m not coming back.”
Yellin told his wingman to stay on his wing. They exchanged a thumbs up from their cockpits, but Schlamberg’s feeling proved to be true — he went missing during the mission.
It was the last combat mission of World War II, and according to Yellin, Schlamberg was the last casualty. To his dismay, Yellin learned that the Japanese had surrendered three hours before, but the pilots didn’t receive the message in time.
This year, Yellin took to the skies again in a Stearman PT-17, just like the one he trained in during the war at the once-called Thunderbird Field II at the Scottsdale Airport. His flight was part of a Veterans Day event to build a memorial to honor early aviation pioneers and veterans.
Having a museum to remind people of who we were then and what we are now is extremely, extremely important.
Check out Capt. Yellin’s flight and hear the inspiring vet talk about what it meant to serve during World War II right here:
A dramatic video released by the Saif Al Sham Brigades fighting in southern Syria shows an Islamic State guided missile ricocheting off a T-55 tank with a hard metallic smack.
It was close … seriously close. For whatever reason — a dud or a bad shot — the ISIS missile failed to explode. Had it, the blast could have blown up the tank, killed the crew and the rebel filming the incident. The camera operator, stunned by the blast, captures the tank backing off. The T-55 later returns and fires its cannon in a “shoot and scoot” maneuver.
The tank — almost certainly captured from the Syrian army — had no discernible “active protection” systems which can scramble a missile’s guidance systems. The ISIS missile was almost certainly captured … but the origin is unknown.
The Saif Al Sham Brigades is a Free Syrian Army group active in southern Syria and has appeared on lists of CIA-vetted rebel factions. Saif Al Sham counts itself as part of the Southern Front coalition of rebel groups, but this is a loosely-knit organization at the best of times.
The Front has also received support from Turkey, Qatar and Saudi Arabia. It’s unclear if Saif Al Sham specifically has received any funding or weapons from any of these nations.
What the video does demonstrate is the intense pressure anti-tank guided missiles can put on armed combatants in the Syrian civil war. Despite failing to knock out the tank, which was quickly back in action, the close call was enough for the rebels to back up — fast.
Tank-killing missiles have proliferated so much, they’ve effectively halted armored breakthroughs and contributed to a five-year-old stalemate.
Russia says that a new NATO plan to enhance its combat readiness in Europe would weaken security on the continent, and is warning that Moscow would take that into account in its own military planning.
Deputy Foreign Minister Aleksandr Grushko criticized the initiative known as Four Thirties in comments on June 13, 2018. He said that Russia would take all necessary military measures to guarantee its own security.
The initiative “creates a threat to European security,” Grushko told journalists.
Four Thirties, the U.S.-proposed initiative that was supported by NATO defense ministers on June 7, 2018, is meant to protect allies against what NATO says are increased threats from Russia and to bolster combat-readiness by easing the transport of troops across Europe in the event of a crisis.
The plan, whose full details were not revealed, provides for the deployment of 30 troop battalions, 30 squadrons of aircraft, and 30 warships within 30 days. The plan is set to become operational in 2020.
Thousands of NATO troops are already stationed on standby in the Baltic states and Poland as a deterrent, and NATO chief Jens Stoltenberg stressed on June 7, 2018, that the goals of Four Thirties are increased coordination and better mobility.
“This is not about setting up or deploying new forces. It is about boosting the readiness of existing forces across each and every ally,” Stoltenberg said.
“This is about establishing a culture of readiness and we need that because we have a more unpredictable security environment. We have to be prepared for the unforeseen,” he said.
Grushko said that Russia’s “views on the preparations made by the alliance on the eastern flank are well-known. We are acting based on the assumption that it substantially worsens military security in Europe.”
Asked whether Russia will factor Four Thirties into its own military planning, Grushko told journalists, “Without a doubt, we will take it into account.”
“If the need arises, we will take all military-technical measures that will guarantee our security and defense capability,” said Grushko, who is a former ambassador to NATO.
Separately, Russian Foreign Minister Sergei Lavrov on June 13 called on NATO to ensure that no state or group would strengthen their security at the expense of the security of others — the so-called “indivisible security” concept.
“We will continue to call on our NATO counterparts to respect all the agreements…which declare drawing new dividing lines to be unacceptable and emphasize the need to ensure indivisible security so that no one has to strengthen their security by damaging the security of others,” Lavrov said in Moscow after talks with Greek Foreign Minister Nikos Kotzias.
A New York military aviation researcher got more than she bargained for on a dream trip to a battle-scarred South Pacific island — the chance to help solve the mystery of an American soldier listed as missing in action from World War II.
Donna Esposito, who works at the Empire State Aerosciences Museum in upstate Glenville, visited Guadalcanal in the Solomon Islands this spring and was approached by a local man who knew of WWII dog tags and bones found along a nearby jungle trail. The man asked if Esposito could help find relatives of the man named on the tags: Pfc. Dale W. Ross.
After she returned home, Esposito found that Ross had nieces and nephews still living in Ashland, Oregon. A niece and a nephew accompanied Esposito on her late July return to Guadalcanal, where they were given his dog tags and a bag containing the skeletal remains.
Although it’s not certain yet the remains are the missing soldier’s, the nephew who made the Guadalcanal trip is confident they will be a match.
“It’s Uncle Dale. I have no doubt,” said Dale W. Ross, who was named after his relative.
The elder Ross, a North Dakota native whose family moved to southern Oregon, was the third of four brothers who fought in WWII. Assigned to the Army’s 25th Infantry Division, he was listed as MIA in January 1943, during the final weeks of the Guadalcanal campaign. He was last seen in an area that saw heavy fighting around a Japanese-held hilltop.
When the Japanese evacuated Guadalcanal three weeks later, it was the first major land victory in the Allies’ island-hopping campaign in the Pacific.
Ross’ relatives handed the remains — about four dozen bones, including rib bones — to a team from the Pentagon agency that identifies American MIAs found on foreign battlefields. On August 7, the 75th anniversary of the start of the Battle of Guadalcanal, an American honor guard carried a flag-draped coffin containing the bones onto a US Coast Guard aircraft.
The Pentagon said the remains were taken to Hawaii for DNA testing.
“Until a complete and thorough analysis of the remains is done by our lab, we are unable to comment on the specific case associated to the turnover,” said Maj. Jessie Romero of the Defense POW/MIA Accounting Agency.
The other three Ross brothers made it back home, including the oldest, Charles, who served aboard a Navy PT boat in the Solomons and visited Guadalcanal in the vain attempt to learn about his brother Dale’s fate.
Ross’ niece and nephew made their trip last month with Esposito and Justin Taylan, founder of Pacific Wrecks, a New York-based nonprofit involved in the search for American MIAs from WWII. They met the family whose 8-year-old son found the dog tags and remains. They also were taken to the spot on a slope in the jungle where the discovery was made.
“I never met this man, but I was a little emotional,” Ross, 71, said of the experience.
For Esposito, 45, finding evidence that could solve a lingering mystery in an American family’s military history is the most meaningful thing she’s ever done in her life.
“I can’t believe this has all happened,” she said. “It has been an amazing journey.”
A spinal cord injury (SCI) is a debilitating medical condition. It limits the function of movement and control in the body. As a result, having an SCI can lead to reduced aerobic fitness, glucose intolerance and insulin resistance. This is due to autonomic dysfunction, muscle wasting, increased regional and total body fat mass, and relative inactivity.
The Central Virginia VA Health Care System has unique expertise treating Veterans with these injuries.
The Congressionally Directed Medical Research Programs has awarded a grant for .7 million to the Central Virginia VA Health Care System and Virginia Commonwealth University. In turn, these researchers will study spinal epidural stimulation in people with spinal cord injuries. The grant is the first of its kind at a VA medical center.
VA research teams will collaborate on using spinal epidural stimulation treatment with a robotic suit. Hopefully, the result will be an improved quality of life for those suffering with spinal cord injuries. Researchers currently use VA’s robotic exoskeleton suits to improve SCI patients’ mobility and outlook for their prognosis.
New breakthrough can help people stand, step and walk
“A new, scientific breakthrough can help people stand, step and even walk again,” said Dr. Ashraf Gorgey. Gorgey is director of research for the Spinal Cord Injury and Disorders unit and principal investigator for this clinical trial. “It’s called lumbosacral epidural stimulation, or ES. Our research team has used the ‘ES Robot Suit’ for three months in one person with tetraplegia. The patient showed remarkable improvements in motor control. We aim to implant 20 Veterans who have a spinal cord injury with electrodes in their spine.”
Gorgey says they aim to enhance muscle volitional control. Dr. Robert Trainer supports the program by implanting the device. Muscle volitional control includes the ability to perform sit-to-stand activity, overground stepping and limit secondary complications in persons. This may include other benefits similar to improvement in the cardiovascular system and bladder functions. These are common side effects for SCI patients.
The study will measure the effectiveness of resistance training for Veterans using exoskeletal-assisted walking and ES. It will look for improvements in motor recovery, cardio-metabolic health and bladder control.
“The clinical trial will be conducted and completed entirely at CVHCS in Richmond,” Gorgey said.