Navy F-5 Crashes off Key West, Pilot Safely Recovered

A Navy F-5N Tiger II crashed about 25 miles off the coast of Naval Air Station Key West, Fla., at 9:20 a.m local time., the service announced on Wednesday. The pilot of the fighter, assigned to the “Sun Downers” of Fighter Squadron Composite (VFC) 111, was recovered by the crew of a MH-60S Knight Hawk. […]

An F-5N Tiger II assigned to the Sun Downers of Fighter Squadron Composite (VFC) 111 launches from Boca Chica Field in 2014. US Navy Phoro

A Navy F-5N Tiger II crashed about 25 miles off the coast of Naval Air Station Key West, Fla., at 9:20 a.m local time., the service announced on Wednesday.

The pilot of the fighter, assigned to the “Sun Downers” of Fighter Squadron Composite (VFC) 111, was recovered by the crew of a MH-60S Knight Hawk. The pilot was flown to a Miami hospital for further treatment, according to a service statement.

“The safety and well-being of our pilot remains our top priority. The cause of the incident will be investigated. More details will be released as they become available,” reads the statement.

In 2017, an F-5II assigned to the Sundowners crashed off the coast of Key West. The pilot was recovered by the Coast Guard following the crash.

The Sun Downers are Navy Reserve’s fleet adversary program fly as an opposition force in air combat training. Pilots train against the Navy, Marine Corps U.S. Air Force, Air Force Reserve, and Air National Guard fighter squadrons.

The following is the complete May 31, 2023, statement from the service.

We can confirm that a Navy pilot assigned to a Naval Air Station Key West-based Fighter Squadron Composite (VFC) 111 “Sun Downers,” ejected from an F-5N aircraft approximately 25 miles from Boca Chica Field at approximately 9:20 a.m. today. A NAS Key West Search and Rescue crew launched an MH-60S helicopter and rescued the pilot, who is being transported to a Miami-area hospital for further evaluation.

VFC-111 is a Navy Reserve squadron composed of Training and Administration of the Reserve (TAR) and Selected Reserve personnel.

The safety and well-being of our pilot remains our top priority. The cause of the incident will be investigated. More details will be released as they become available.

Marines Prove CH-53Es Can Resupply Ballistic Missile Submarines

Hauling goods via transport helicopter to replenish a military unit is a routine assignment. Dangling supplies over a ballistic submarine skimming across the Western Pacific is anything but routine. A pair of CH-53E Super Stallion helicopters made a supply run to ballistic missile submarine USS Maine (SSBN-741) as it traveled in the Philippine Sea. The vertical replenishment […]

U.S. Marine Corps Staff Sgt. Joseph McDonnell, a crew chief with Marine Heavy Helicopter Squadron (HMH) 462, 1st Marine Aircraft Wing, III Marine Expeditionary Force, lowers a package to the Ohio-class ballistic missile submarine USS Maine (SSBN-741) during a vertical replenishment (VERTREP) in the Philippine Sea, May 9, 2023. US Marine Corps Photo

Hauling goods via transport helicopter to replenish a military unit is a routine assignment. Dangling supplies over a ballistic submarine skimming across the Western Pacific is anything but routine.

A pair of CH-53E Super Stallion helicopters made a supply run to ballistic missile submarine USS Maine (SSBN-741) as it traveled in the Philippine Sea. The vertical replenishment mission marked a rare occasion for Marine Corps aviation to lend its hand to support an Ohio-class submarine.

The “Heavy Haulers” air crews of Marine Heavy Helicopter Squadron 462 – based at Miramar Marine Corps Air Station, Calif., but currently assigned to Japan-based 1st Marine Aircraft Wing – conducted the May 9 vertical replenishment mission for one of the Navy’s strategic nuclear weapons-carrying submarines.

”This was the first time that 1st MAW conducted a vertical resupply for an Ohio-class ballistic missile submarine, delivering critical resources without disrupting maritime security operations,” Maj. Rob Martins, a 1st MAW spokesman in Japan, told USNI News via email.

For the Navy, having the Marine Corps’ heavy-lift helicopters perform resupply missions adds to the network of support for maritime logistics across the vast Pacific. As one of the Navy’s ballistic missile nuclear submarines, the Bangor, Wash.-based Maine spends much of its time submerged during its long undersea patrols. The boat’s operations remain secretive.

“The U.S. Navy’s ballistic missile submarine force has demonstrated yet again that we have the proven capability to work seamlessly alongside III Marine Expeditionary Force to execute our mission, allowing us to remain on station,” Cmdr. Travis Wood, commander of the Bangor, Wash.-based Maine, said in a Marine Corps news release about the mission. “Rotary-wing vertical replenishment such as this allows us to quickly resupply so that we can constantly maintain pressure against any adversary who would wish to do harm to the homeland.”

The recent helicopter resupply mission provided training for the aircrews and showcased another slice of how the Marine Corps’ “stand-in-force” deployed and operating in the Indo-Pacific region would support undersea maritime forces in a potential future conflict. The Marine Corps defines the stand-in force as the Marines operating in the first island chain – stretching from the Japanese islands to Taiwan, parts of the Philippines and down to Borneo – within the range of Chinese weapons.

“It highlights the importance of 1st MAW’s established forward presence, which allows us to seamlessly integrate with our naval partners operating in the first island chain,” Martins said.

The beefy CH-53E helicopter’s three engines give it enough internal and external lift capability, enabling it to carry a light armored vehicle or Humvee from a sling load. The platform’s long-running role as the Marine Corps’ king of external lift will be replaced by the CH-53K King Stallion later this decade. How much cargo a helicopter can externally sling-load depends on several factors, such as load weight, distance to the mission, altitude and climate.

U.S. Marines with Marine Heavy Helicopter Squadron (HMH) 462, 1st Marine Aircraft Wing, III Marine Expeditionary Force, complete a vertical replenishment (VERTREP) with the Ohio-class ballistic missile submarine USS Maine (SSBN 741) in the Philippine Sea, May 9, 2023. US Marine Corps Photo

While the CH-53E can travel more than 600 miles on a tank of fuel, its refueling probe stretches its legs and reach much farther.

The helicopter’s in-flight capability enables it to conduct a wider range of missions supporting the “stand-in-force” poised against adversaries in a future conflict in the Indo-Pacific region. In that scenario of the service’s Force Design 2030 modernization plan – which is driving much of the service’s current training focus – SIF units in the first-island chain would operate in the range of Chinese missiles, the place where fighting on land, at sea and in the air would be the most likely.

“The intricacies of seamlessly sustaining the force through naval integration and aviation-delivered logistics is a testament to our adaptability, readiness, and ability to project power within the Indo-Pacific,” Col. Christopher Murray, who commands Marine Aircraft Group 36 in Okinawa, Japan, said in the 1st MAW news release.

As interoperability goes, it’s not every day that Marines get to work closely with the Navy’s boomer fleet. On March 27, 2022, Marines from Task Force 61/2 trained with the surfaced guided-missile submarine USS Georgia (SSGN-729) near Souda Bay, Greece, to launch and recover their inflatable, combat rubber raiding craft. On Feb. 2, 2021, Force Reconnaissance Marines and an MV-22B Osprey with Japan-based III Marine Expeditionary Force joined together for an integration exercise off Okinawa with the guided-missile submarine USS Ohio (SSG-726).

Nimitz Carrier Strike Group Now Near Guam, Makin Island Amphibious Ready Group Heading East

Aircraft carrier USS Nimitz (CVN-68) and its escorts are operating off the coast of Guam awaiting the call to assist in disaster relief ashore, two Navy officials told USNI News. Last week, Nimitz was dispatched to aid civil authorities if requested in a defense support of civil authorities (DSCA) after Super Typhoon Mawar passed near […]

USS Nimitz (CVN-68) on May 26, 2023. US Navy Photo

Aircraft carrier USS Nimitz (CVN-68) and its escorts are operating off the coast of Guam awaiting the call to assist in disaster relief ashore, two Navy officials told USNI News.

Last week, Nimitz was dispatched to aid civil authorities if requested in a defense support of civil authorities (DSCA) after Super Typhoon Mawar passed near Guam with 140 miles per hour and waves up to 30 feet high, according to the National Weather Service.

There’s been widespread destruction across the island, including power and water outages across the U.S. territory that’s home to 150,000. The territory’s leadership has formally petitioned the Biden administration for federal assistance.

Until civil authorities formally request aid, the carrier is assisting by providing communication assistance to the island, according to a Navy official.

It’s the worst typhoon to hit Guam since Typhoon Pongsona made landfall in 2002.

“Most of Guam is dealing with a major mess that’s going to take weeks to clean up,” Landon Aydlett, a meteorologist with the National Weather Service, said last week.

The strike group deployed on Dec. 3 and has been operating in the Western Pacific since Dec. 16th, according to the USNI News Fleet and Marine Tracker.

Nimitz deployed with Carrier Air Wing 17 embarked, guided-missile cruiser USS Bunker Hill (CG-52), guided-missile destroyers USS Wayne E. Meyer (DDG-108), USS Chung-Hoon (DDG-93), USS Decatur (DDG-73) and USS Paul Hamilton (DDG-60). It’s unclear which of the strike group’s escorts are operating nearby.

Meanwhile, USS Makin Island (LHD-8) and the 13th Marine Expeditionary Unit departed Pearl Harbor, Hawaii and are headed east toward the West Coast, officials confirmed to USNI News. The Pentagon had considered also dispatching the Makin Island ARG top support potential humanitarian relief operations on Guam, but has elected instead to send the ARG closer to the U.S.

Makin Island, USS John P. Murtha (LPD-26) and USS Anchorage (LPD-23) left San Diego on Nov. 9.

Defense Department Leadership Face Chart

The following is the Defense Department organizational face chart of top leadership as of March 6, 2023.

Download the document here.

The following is the Defense Department organizational face chart of top leadership as of March 6, 2023.

Download the document here.

Philippine Coast Guard Will Hold First-Ever Trilateral Exercise with U.S., Japan

MANILA — The Philippine Coast Guard will hold maritime exercises with the U.S. Coast Guard and the Japan Coast Guard near the Chinese-occupied Scarborough Shoal this week. The trilateral maritime exercise will start on June 1, and will be held in the waters of Mariveles, Bataan, is the first for the PCG which is facing […]

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MANILA — The Philippine Coast Guard will hold maritime exercises with the U.S. Coast Guard and the Japan Coast Guard near the Chinese-occupied Scarborough Shoal this week.

The trilateral maritime exercise will start on June 1, and will be held in the waters of Mariveles, Bataan, is the first for the PCG which is facing an aggressive China in the South China Sea.

BRP Melchora Aquino (MRRV-9702), BRP Gabriela Silang (OPV-8301), BRP Boracay (FPB-2401) and one 44-meter multi-role response vessel will conduct the exercise with National Security Cutter USGCC Stratton (WMSL-752) and Japanese patrol vessel Akitsushima (PLH-32).

According to the PCG, the trilateral maritime exercise would strengthen interoperability through communication exercises, maneuvering drills, photo exercises, maritime law enforcement training, search and rescue and a passing exercise.

“Participating coast guard personnel will demonstrate a scenario involving a suspected vessel involved in piracy,” reads a statement from the Philippine government.
“The joint law enforcement team from the three coast guards will carry out a boarding inspection followed by a operation.

PCG Officer-in-Charge Vice Adm. Rolando Lizor Punzalan said the combined maritime exercise would also improve maritime cooperation and understanding.

“The U.S. Coast Guard and Japan Coast Guard have been assisting us in our human resource development program, particularly in law enforcement training. This is a good opportunity to thank and show them what our personnel learned from their programs,” Punzalan Jr. noted.

The week-long engagement will also involve a sporting event to strengthen the three Coast Guards’ camaraderie, a special interest exchange for women in maritime law enforcement, and an expert exchange for PCG personnel’s professional development.
The exercises followed the government’s installation of five additional navigational buoys off the coast of Luzon Island as Manilla asserts its sovereignty over nearby waters, while China placed its own buoys.

Last month a China Coast Guard Cutter nearly collided with PCG patrol vessel BRP Malapascua (MRRV-4402).

Malapascua (MRRV-4402) and BRP Malabrigo (MRRV-4403) encountered a PLAN Type 054A frigate, hull number 549, 7 nautical miles from Pag-asa Island, internationally known as Thitu Island and part of the disputed Spratly Islands, on April 21,” reported USNI News.
“Embarked media reported and filmed a near collision between the two ships when the CCG . The Philippines ship stopped its engines and reversed, averting a potential collision.”

Marine Expeditionary Units Making Do Until Amphibious Combat Vehicles Join the Fleet

Amid a delay in fielding the Marine Corps’ new Amphibious Combat Vehicle program, sailors and Marines are adjusting how they move Marines ashore. Last summer, the three ships in the Makin Island Amphibious Ready Group became the first U.S. Navy vessels certified to operate the new ACVs. But a late-stage change ahead of their deployment […]

A member of Explosive Ordnance Disposal Mobile Unit (EODMU) 1 Expeditionary Mine Counter Measure (ExMCM) Company 1-3 participates in a raise, tow, beach operation with Marines from I Marine Expeditionary Force (MEF) at Marine Corps Base Camp Pendleton, Calif., Feb. 17, 2023. US Navy Photo

Amid a delay in fielding the Marine Corps’ new Amphibious Combat Vehicle program, sailors and Marines are adjusting how they move Marines ashore.

Last summer, the three ships in the Makin Island Amphibious Ready Group became the first U.S. Navy vessels certified to operate the new ACVs. But a late-stage change ahead of their deployment meant the ARG and the 13th Marine Expeditionary Unit would deploy without the new armored vehicles that are able to swim from an amphibious warship to shore across the open ocean.

During the last amtrac age, the Marine Corps’ amphibious assault doctrine called for two-thirds of Marines to hit the shore from the sea, while a third of the force would fly. But without the AAVs or ACVs, the Marine Corps is rethinking how to deploy Marines ashore. In the interregnum between the amtracs and the new ACV, the MEUs have adapted to employ other ship-to-shore capabilities.

The Makin Island ARG/MEU – which has been deployed to the Indo-Pacific for the last seven months – has instead relied on its five Landing Craft Air Cushions and one Landing Craft Utility to land Marines ashore.

“We saw no degradation to any capability in our ship-to-shore connectors during any portion of the exercise,” Col. Samuel Meyer, the commanding officer of the 13th Marine Expeditionary Unit embarked with the Makin Island ARG, told USNI News in an interview last week.

The ability to pivot to the other platforms, for which the ARG/MEU also has certifications, demonstrates the nimbleness of the amphibious force, USS Makin Island (LHD-8) commanding officer Capt. Andria Slough told USNI News.

Marines from I Marine Expeditionary Force (MEF) at Marine Corps Base Camp Pendleton, Calif., Feb. 17, 2023. US Navy Photo

“I think that just goes back to show how agile these L-class ships, with their combined Marine compliment, really are. You can change that plan – it happened to change for deployment – but it can change for specific missions too. And we’ve seen that in the past, specifically with humanitarian aid, disaster relief, or small security packages that are needed wherever. Not everything’s a full-scale war. So we’re very scalable, very agile,” Slough said.

USS Makin Island (LHD-8) and amphibious transport docks USS John P. Murtha (LPD-26) and USS Anchorage (LPD-23) deployed in November as an ARG with the 13th MEU embarked. Since then, the ARG/MEU has participated in a host of exercises throughout the Indo-Pacific with regional allies and partners like Japan and the Philippines.

“When you have the change of a configuration, you don’t have a loss of capability. So it’s the team together that manifest this robust capability and it’s a team fight,” Meyer said.

A 2020 amtrac accident that killed eight Marines and a sailor off the coast of California’s San Clemente island upended the Marine Corps’ planned transition from the AAV to the ACV. The Marine Corps suspended AAV waterborne operations following the 2020 accident and permanently banned the Vietnam-era AAVs from waterborne operations in late 2021.

A Marine sits atop a LAV-25 aboard a landing craft utility in the well deck of USS Bataan (LHD-5) on April 23, 2023. USNI News Photo

The Bataan Amphibious Ready Group and the 26th Marine Expeditionary Unit were slated to be the first East Coast ARG/MEU to deploy with the ACVs. But the ongoing operational pause meant the MEU had to rethink its ship-to-shore capabilities without the ACVs, one Marine told USNI News on an embark to Bataan last month.

In place of ACVs, Bataan was filled with the Marines’ LAV-25 light armored vehicles. The LAVs were both in the big deck’s vehicle stowage and packed aboard two LCUs in Bataan’s well deck. The amphibious assault battalion cross trained to operate 11-meter rigid hull inflatable boats, 26th MEU commander Col. Dennis Sampson told USNI News during an interview aboard Bataan in April.

“What we’ve done is taken Marines that are familiar with water operations from the amphibious assault battalion Navy coxswain courses to a high standard, and we also put them through a maintenance course that is associated with those 11-meter RHIBs,” Sampson said.
“We’re heavily reliant on our aviation assets to build combat power ashore. We’re more reliant on LCACs and LCUs but they’re not equivalent to tracks. We’d like to have those ACVs.”

An ACV with 3d Assault Amphibian Battalion, 1st Marine Division onshore and USS Anchorage (LPD-23) and two Navy safety boats in the water. USNI News Photo

It’s unclear when the Marine Corps will deploy the ACVs for the first time. After the service decided not to deploy the new vehicles with the 13th MEU, Marine Corps deputy commandant for combat development and integration Lt. Gen. Karsten Heckl said last year that the 15th MEU would be the first to deploy with the ACVs.

Last month, when announcing a new training unit to help with the ACV transition, the Marine Corps said it would not “speculate on future deployments,” but wants to focus on training the operators.

For now, the Marines out with the fleet feel they have what they need to achieve their missions.

“I don’t think there’s any capability lost for anything that we’ve done. We certainly look forward to the modernization of the ACV when it comes out, but that will be when it’s ready and that will be on a future MEU,” Meyer said.

Report on Navy TAGOS-25 Ocean Surveillance Shipbuilding Program

The following is the Congressional Research Service May 18, 2023 In Focus report, Navy TAGOS-25 Ocean Surveillance Shipbuilding Program: Background and Issues for Congress. From the report The Navy in FY2022 procured the first of a planned class of seven new TAGOS-25 class ocean surveillance ships at a cost of $434.4 million. The Navy’s FY2024 […]

The following is the Congressional Research Service May 18, 2023 In Focus report, Navy TAGOS-25 Ocean Surveillance Shipbuilding Program: Background and Issues for Congress.

From the report

The Navy in FY2022 procured the first of a planned class of seven new TAGOS-25 class ocean surveillance ships at a cost of $434.4 million. The Navy’s FY2024 budget submission shows that the ship’s estimated procurement cost has since grown to $789.6 million—an increase of $355.2 million, or 81.8%. The Navy’s proposed FY2024 budget requests $355.2 million in additional cost-to-complete procurement funding to pay for this cost growth. The Navy wants to procure the second TAGOS-25 class ship in FY2025.

Meaning of TAGOS Designation

In the designation TAGOS (also written as T-AGOS), the T means the ships are operated by the Military Sealift Command (MSC); the A means they are auxiliary (i.e., support) ships; the G means they have a general or miscellaneous mission; and the OS means the mission is ocean surveillance. The TAGOS-25 program was previously known as the TAGOS(X) program, with the (X) meaning that the precise design for the ship had not yet been determined. Some Navy budget documents may continue to refer to the program that way.

TAGOS Ships in the Navy

TAGOS ships support Navy antisubmarine warfare (ASW) operations. As stated in the Navy’s FY2024 budget submission, TAGOS ships “gather underwater acoustical data to support the mission of the Integrated Undersea Surveillance System (IUSS) by providing a ship platform capable of theater anti-submarine acoustic passive and active surveillance…. The two current classes of [TAGOS] surveillance ships use Surveillance Towed-Array Sensor System (SURTASS) equipment to gather undersea acoustic data.” Figure 3 shows a simplified diagram of a TAGOS-25 ship with its SURTASS arrays.

Current TAGOS Ships

The Navy’s five aging TAGOS ships include four Victorious (TAGOS-19) class ships (TAGOS 19 through 22) that entered service in 1991-1993, and one Impeccable (TAGOS-23) class ship that entered service in 2000. As of the end of FY2021, all five were homeported at Yokohama, Japan. The ships use a Small Waterplane Area Twin Hull (SWATH) design, in which the ship’s upper part sits on two struts that extend down to a pair of submerged, submarine-like hulls . The struts have a narrow cross section at the waterline (i.e., they have a small waterplane area). The SWATH design has certain limitations, but it has features (including very good stability in high seas) that are useful for SURTASS operations.

Quantity, Schedule, and Design

The Navy wants to procure seven TAGOS-25 class ships as replacements for its five in-service TAGOS ships. The first TAGOS-25 class ship was procured in FY2022. The Navy wants to procure the second through fifth ships in the class in FY2025-FY2028 at a rate of one ship per year. The Navy’s notional design for the TAGOS-25 class employs a SWATH design that would be larger and faster than the in-service TAGOS ships.

Download the document here.

Investigation: Medical Safety Net Failed SEAL Candidate Kyle Mullen; Navy Weighing Potential Punishments

Navy lawyers are reviewing an investigation to determine potential punishments for sailors who may bear responsibility for the death of a SEAL candidate in 2022, USNI News has learned. In his endorsement of the command investigation into the death of 24-year-old Seaman Kyle Mullen, Naval Education Command commander Rear Adm. Peter Garvin recommended that sailors […]

Navy SEAL candidates participate in Basic Underwater Demolition/SEAL (BUD/S) training in 2018. US Navy Photo

Navy lawyers are reviewing an investigation to determine potential punishments for sailors who may bear responsibility for the death of a SEAL candidate in 2022, USNI News has learned.

In his endorsement of the command investigation into the death of 24-year-old Seaman Kyle Mullen, Naval Education Command commander Rear Adm. Peter Garvin recommended that sailors spread around 10 different functions involved in the training and treatment of Basic Underwater Demolition/SEAL training candidates could face accountability actions. A Navy spokesperson would not give specific numbers of sailors that are at risk for punishment. The decision would be left up to commanders based on recommendations from Navy lawyers, USNI News understands.

The March 24 endorsement tops a November investigation into the circumstances surrounding Mullen’s Feb. 4, 2022 death that identified several gaps within the medical oversight of SEAL training, especially around the “Hell Week” graduation exercise. A lack of written policy and guidance, including on medical issues associated with Hell Week and training, as well as insufficient communication led medical providers to miss the deteriorating conditions of Mullen and other unnamed SEAL candidates.

Kyle Mullen

“This investigation identifies risks that aggregated as the result of inadequate oversight, insufficient risk assessment, poor medical command and control, and undetected performance-enhancing drug use; and also offers actionable solutions to mitigate those risks going forward,” Garvin wrote in his endorsement of the investigation performed by Rear Adm. Benjamin Reynolds, the director of operations and plans (N3) for the Office of the Chief of Naval Operations.

An October investigation into Mullen’s line of duty death found the sailor died of bacterial pneumonia with a contributing factor to be cardiomegaly – an enlarged heart. The timeline surrounding Mullen’s death, included in the May 25 investigation as well as the October investigation, found that Mullen struggled with respiratory issues throughout Hell Week before ultimately succumbing to pneumonia after he completed the phase.

A lack of communication between medical providers resulted in Mullen’s deteriorating condition going unmonitored. Another SEAL candidate also struggled with respiratory challenges and was taken to the hospital with Mullen. The unnamed candidate was ultimately intubated and also diagnosed with pneumonia.

Mullen sought medical assistance at the urging of his classmates on Feb. 3, 2022, after his worsening condition, including a hacking cough and a dark-colored fluid pouring out his nose and mouth when he sat up, worried them.

While on the way to medical, the candidates were stopped by an unnamed person who told them it was not time to go to medical as the candidates were going to be woken up and there would be a sick call.

The investigation does not say what happened during the sick call that morning.


Download the document here.

Mullen was treated on Friday, Feb. 4, 2022 with high-flow oxygen due to a low oxygen saturation level. His vital statistics returned to normal after being treated with oxygen and he appeared normal, talking about playing football at Yale and singer Taylor Swift.

He then returned to training before needing to go back to the ambulance for a second time due to respiratory distress.

The medical providers in the ambulance treated Mullen as if he were suffering from Swimming Induced Pulmonary Edema, a medical condition that can be associated with cold water exposure and causes people to have breathing difficulties and spew frothy, pink sputum. SIPE is a common occurrence among SEAL candidates and Reynolds’ investigation found that medical providers may have normalized it, preventing them from seeing signs and symptoms of other conditions like pneumonia.

The medical provider who treated Mullen with oxygen in the ambulance did not alert other medical professionals about the course of treatment. Mullen’s treatment in the field was not noted in the BTC medical log. The next time a medical provider checked Mullen, they noted hearing diffused crackles in his lungs.

Without knowing Mullen had needed oxygen, the medical professional did not recognize that there might have been a more serious concern and did not order additional diagnostic testing.

“In the absence of reported symptoms, a field report of respiratory issues, or abnormal vital signs, the diffuse crackles in the lungs were not enough by themselves for [redacted] to trigger SIPE protocol or pursue any further diagnostic workup,” according to the May investigation.

Mullen repeatedly declined to go to the hospital or seek medical care despite his worsening condition, out of fear that he would get dropped from SEAL training.

SEALs training off Coronado, Calif., in 2018. US Navy Photo

“He had told friends and family that would ‘not ring the bell no matter what,’ and would die before he quit,” according to the May investigation.

The May investigation noted that candidates shared concerns about seeming weak or dropping from the training, which led to a reluctance to seek medical treatment. In some cases, this led Navy providers to recommend against going to the hospital for treatment, as the medical professionals would not understand the conditions the candidates experienced as part of BUD/S. Each candidate received a hard copy of a medical brief urging them to go to the Navy Special Warfare Center duty medical officer over civilian medical personnel.

“The hard copy of the NSWCEN medical debrief provides the phone number for the Duty Medical Officer and stated: ‘Do Not go and see other medical providers. We will see you at any time (If it is a true emergency call 911). … IF YOU GO AND SEE OTHER MEDICAL PERSONNEL WHO DO NOT UNDERSTAND HELL WEEK, THEY MAY ADMIT YOU TO THE HOSPITAL OR GIVE YOU MEDICINES THAT ARE NOT COMPATIBLE WITH TRAINING,’” according to the investigation.

At Basic Underwater Demolition/SEAL at the time of Mullen’s death, both Navy Special Warfare Command and Navy Special Warfare Command Basic Training Command had medical units overseeing sailors undergoing SEAL training that operated independently of each other but adjacently, which led to disjointed continuity of care and policies not being followed.

During Mullen’s class, the BTC Medical and the Navy Special Warfare Center Medical were not meeting or doing cross-training.

“At a minimum, the [Navy policy] requires that when a patient is handed over for subsequent care or treatment, the care providers must be coordinated to ensure optimal continuity of care, including a process to receive or share relevant patient information related to the reason for referral, the patient;’s physical and psychosocial status, a summary of care, treatment, and services provided and progress toward goals, and a list of current medication,” according to the May inspection.

The Navy Special Warfare Center did not have a signed directive to govern its medical center or the BTC medical center. It instead operated using an unsigned standard operating procedure, which did not address medical practice or protocols for caring for SEAL candidates in the field or during evolutions, according to the inspection.

Emergency Action Plans were to be reviewed by the Navy Special Warfare Center Senior Medical Officer, but instead the Basic Training Command instruction gave reviewing authority to the BTC Medical department head.

“The EAP in place at the time of class 352 [Mullen’s class] was not signed by the NWSCEN SMO but was instead signed by [redacted], an independent corpsman in the BTC Medical Department,” according to the May investigation.

The breakdown between the units meant that BTC medical corpsmen sometimes could not reach medical providers at Navy Special Warfare Center. Medical providers with Navy Special Warfare Center did not have the BTC medical log to review before conducting their medical checks, which also affected the continuity of care.

As a fix to some of the issues raised in the May inspection, the Navy Special Warfare Center Medical Department and the BTC Medical Department were merged for a 180-day trial, according to the inspection.

Three other members of Mullen’s class were sent to the hospital with symptoms of pneumonia. One was diagnosed with another bacterial strain of pneumonia with the other two discharged with “productive cough.” One of the three candidates had been monitored on the whiteboard for SIPE.

Medical staff checked Mullen multiple times after he finished Hell Week and conducted a final medical check at 1 p.m. Friday, Feb. 4, 2022, without diagnostic tools. The Navy Special Warfare Center then closed its medical clinic and assigned a duty provider to be on call by phone.

Around 2 p.m., Mullen’s condition deteriorated and a candidate went to the medical center to get help, but it was empty. The candidates then called the duty provider, who said that Mullen could go to the hospital if he was in a bad condition, but it would likely result in him being admitted. Another medical check would happen in the morning.

The candidates called the duty provider again when another candidate started to have difficulties breathing and wanted to seek hospital care. Mullen also needed care, with an unnamed person telling the candidates that the medical office was closed and to call 911.

SEAL candidates perform physical training on the beach during Basic Underwater Demolition/SEAL (BUD/S) training at Naval Special Warfare (NSW) Center in Coronado, Calif., May 4, 2020. US Navy photo.

By the time emergency services reached Mullen, he was unresponsive. Watchstanders had not performed CPR because they were not trained, according to the May investigation.

The investigation also noted issues with Basic Training Command Medical leadership, with corpsmen in the BTC Medical Department raising concerns about lack of leadership, medical competency and poor temper for an unnamed leader.

Capt. Bradley Geary

Capt. Bradley Geary, the commander of the Basic Training Command at the time of Mullen’s death, opted to mentor the leader instead of relieve him.

The investigation also highlighted concerns about the rate of attrition for Mullen’s class and the prior classes. Geary attributed the attrition rate to a lack of mental toughness by the current generation, according to the investigation.

Civilian employees had been hired as mentors to provide continuity, but tension arose between civilian employees and active-duty instructors. As a result, Geary told the civilians, who had raised concerns about the training’s increased risk, to allow the active-duty instructors to take on more of a leadership role.

Attrition rates during Geary’s tenure surpassed historical ones, raising red flags. In 2021 and 2022, attrition in the first three weeks of Phase 1, which comes before Hell Week, was 48 percent and 49 percent, respectively, compared to the historical average of 30 percent.

To adjust the attrition rates, Geary mandated that candidates must get six hours of sleep a night before Hell Week and ended additional training, which had been seen as extra work.

“Capt. Gear maintained a view that the high attrition was caused, among other reasons, by the current generation having less mental resilience, or being less ‘tough,’” according to the investigation. “As a result, while he removed ruck-runs and added mandatory sleep, he made the decision to take no additional action on the deficient controls on instructor cadre execution and heightened attrition continued through Class 353.”

Geary, along with Capt. Brian Drechsler, was responsible for overseeing the medical care of the candidates. Geary turned over the command to Capt. Timothy Sulick in June 2022.

Report to Congress on U.S. Amphibious Warship Programs

The following is the May 22, 2023, Congressional Research Service report, Navy LPD-17 Flight II and LHA Amphibious Ship Programs: Background and Issues for Congress. From the report The Navy is currently building two types of amphibious ships: LPD-17 Flight II class amphibious ships, and LHA-type amphibious assault ships. Both types are built by Huntington […]

The following is the May 22, 2023, Congressional Research Service report, Navy LPD-17 Flight II and LHA Amphibious Ship Programs: Background and Issues for Congress.

From the report

The Navy is currently building two types of amphibious ships: LPD-17 Flight II class amphibious ships, and LHA-type amphibious assault ships. Both types are built by Huntington Ingalls Industries/Ingalls Shipbuilding (HII/Ingalls) of Pascagoula, MS. Required numbers and types of amphibious ships are reportedly ongoing matters of discussion and debate between the Navy, the Marine Corps, and the Office of the Secretary of Defense (OSD). Projected numbers of amphibious ships, procurement of LPD-17 Flight II class ships, and proposed retirements of older amphibious ships have emerged as prominent items in Congress’ review of the Navy’s proposed FY2024 budget.

The Navy’s 355-ship force-level goal, released in December 2016, calls for achieving and maintaining a 355-ship fleet with 38 larger amphibious ships, including 13 LPD-17 Flight II class ships. The Navy and OSD have been working since 2019 to develop a new force-level goal to replace the 355-ship force-level goal, but have not been able to come to closure on a successor goal. Required numbers of amphibious ships are reportedly a major issue in the ongoing discussion. The Marine Corps supports a revised Navy ship force-level goal with 31 larger amphibious ships, including 10 LHA/LHD-type ships and 21 LPD-17s. Section 1023 of the FY2023 NDAA amends 10 U.S.C. 8062 to require the Navy to include not less than 31 operational larger amphibious ships, including 10 LHA/LHD-type ships and 21 LPD- or LSD-type amphibious ships.

The Navy’s FY2024 30-year (FY2024-FY2053) shipbuilding plan shows the projected number of amphibious ships remaining below 31 ships throughout the 30-year period, with the figure decreasing to 26 ships in FY2035 and to 19 to 23 ships in FY2053. Marine Corps officials have stated that a force with fewer than 31 larger amphibious ships would increase operational risks in meeting demands from U.S. regional combatant commanders for forward-deployed amphibious ships and for responding to contingencies

The Navy’s FY2023 budget submission proposed truncating the LPD-17 Flight II program to three ships by making the third LPD-17 Flight II class ship—LPD-32—the final ship in the program. The Navy’s proposed FY2023 budget submission requested funding for the procurement of LPD-32 in FY2023, but programmed no additional LPD-17 Flight II class ships or LPD-type ships of a follow-on design through FY2027. Congress, in acting on the Navy’s proposed FY2023 budget, funded the procurement of LPD-32 in FY2023 and provided $250.0 million in advance procurement (AP) funding for the procurement in a future fiscal year of LPD-33, which would be a fourth LPD-17 Flight II class ship.

The Navy’s FY2024 budget submission, like its FY2023 budget submission, proposes truncating the LPD-17 Flight II program to three ships by making LPD-32 the final ship in the program. The Navy’s FY2024 budget submission does not request any funding for the procurement of LPD-33 and programs no additional LPD-17 Flight II class ships or LPD-type ships of a follow-on design through FY2028. The Marine Corps’ FY2024 unfunded priorities list (UPL) includes, as its top unfunded priority, $1,712.5 million in procurement funding for procuring LPD-33 in FY2024.

The most recently procured LHA-type ship is LHA-9. The Navy’s FY2024 budget submission estimates its procurement cost at $3,834.3 million (i.e., about $3.8 billion). The ship has received a total of $2,004.1 million in prior year advance procurement (AP) and procurement funding. The Navy’s proposed FY2024 budget requests the remaining $1,830.1 million needed to complete the ship’s procurement cost.

Section 129 of the FY2023 National Defense Authorization Act (NDAA) (H.R. 7776/P.L. 117-263 of December 23, 2022) permits the Navy to enter into a block buy contract for procuring up to five LPD-17 and LHA-type amphibious ships.

Download the document here.

U.K. Royal Navy ‘Distressed and Concerned’ by Illegal Chinese Salvage of WWII Wrecks

An illegal Chinese salvage operation is raiding two United Kingdom World War II warship wrecks off the coast of Malaysia for scrap steel, aluminum and brass fittings, prompting a statement of concern from the Royal Navy, USNI News has learned. Chuan Hong 68 used a large dredging crane to pluck scrap from the wrecks of […]

Illegal salvage earlier this year over the suspected site. Photo via New Straits Times

An illegal Chinese salvage operation is raiding two United Kingdom World War II warship wrecks off the coast of Malaysia for scrap steel, aluminum and brass fittings, prompting a statement of concern from the Royal Navy, USNI News has learned.

Chuan Hong 68 used a large dredging crane to pluck scrap from the wrecks of battleship HMS Prince of Wales (52) and battlecruiser HMS Repulse, according to local press reports. Both were sunk on on Dec. 10, 1941, days after Pearl Harbor, by Japanese bombers, resulting in the loss of 840 sailors.

Professional diver Hazz Zain flagged the illicit commercial operation local authorities after local fisherman spotted the dredger over the wreck sites, reported the New Straits Times this week.

The illegal salvage has thrown a sharp spotlight on how vulnerable historic heritage sites are to thieves intent on plundering war graves, the director general of the Museum of the Royal Navy said in a Tuesday statement.

“What we need is a management strategy for the underwater naval heritage so that we can better protect or commemorate these ships. That may include targeted retrieval of objects,” Dominic Tweddle said.
“If resourced correctly, the existing Royal Navy loss list can be enhanced to be a vital tool to begin to understand, research and manage over 5,000 wrecks before they are lost forever.”

A retouched Japanese photograph of HMS PRINCE OF WALES (upper) and REPULSE (lower) after being hit by Japanese torpedoes on Dec. 10, 1941.

The wreckage site is in the extended economic zone of Malaysia. Authorities there told news organizations they are investigating the reported looting of the two ships and the discovery of material in a beachside scrap yard that could have been from them.

The battleship is resting upside down in 223 feet of water near Kuantan in the South China Sea. The wreckage of the battlecruiser is several miles away.

News reports from the U.K. and Australia say salvage vessel Chuan Hong 68 was dredging with a deep-reach crane for the “high-quality steel” used to build the two warships. The steel could be smelted for other uses. The value comes from the steel’s production before the use of nuclear weapons and testing and is important for use in manufacturing some scientific and medical equipment.

The salvage vessel has been operating in the region since early this year, new agencies reported.

British news organization have often reported about previous illegal dredging of this site and others for steel, copper and specially manufactured propellers. For example, The Guardian reported six years ago that at least 40 vessels have been destroyed in these operations.

In addition to the British warships, the same waters off Indonesia and Singapore contain wreckage sites of 40 Australian, Dutch and Japanese warships and merchantmen that have already been destroyed.

Sailors of HMS Prince of Wales abandoning ship to the destroyer HMS Express. Imperial War Museum Photo

New Straits Times reported that Chuan Hong 68  “is also wanted by Indonesian authorities for plundering the remains of sunken Dutch warships HNLMS De Ruyter, HNLMS Java and HNLMS Kortenaer in the Java Sea.”

The U.S. Navy has also expressed concern over its own wrecks in the Western Pacific. To the south, cruiser USS Houston (CA-30) and Australian warship HMAS Perth sank a few months after Prince of Wales and Repulse during the Battle of Sunda Strait on March 1, 1942. More than 650 U.S. sailors and Marines died when Houston sank, and more than 350 died when Perth sank.

The U.S. and Australia have worked with Indonesia to preserve the sites as war graves, USNI News has reported.

Five years ago, the U.K. Ministry of Defense was so concerned over the illegal dredging of wreckage sites, scavenging and looting that it dispatched a task force of survey vessels to the region to investigate the wrecks’ status. The ministry said then it would also monitor the water by satellite to keep track of activity near the sites.

“We are upset at the loss of naval heritage and the impact this has on the understanding of our Royal Navy history,” Twiddle said.