Savannah Guthrie announces new $1M reward for recovery of mom Nancy Guthrie

(WASHINGTON) — The Pentagon’s decision to send the 31st Marine Expeditionary Unit, a 2,200-troop force, to the Middle East is fueling new speculation about whether the conflict with Iran could involve U.S. ground troops, a step that would mark a dramatic escalation and potentially push the already unpopular war into a far more dangerous phase.

It could take up to two weeks, or the end of March, before the unit is in place and its presence unlikely to significantly shift the dynamics of the war on its own, experts say. A Marine Expeditionary Unit (MEU) can deliver an initial surge of troops quickly, but seizing and holding key terrain, or sustaining a prolonged fight, would almost certainly require a far larger ground force.

Experts say the MEU would likely be used to conduct raids across the Iranian shoreline to gain a foothold in areas across the crucial oil shipping waterway, the Strait of Hormuz, which has emerged as a contested point of the conflict.

A Quinnipiac University poll from earlier this month showed 74% of registered voters opposed sending U.S. ground troops into Iran while 20% supported it.

Asked Tuesday if he was afraid of the Iranian regime’s assertion that U.S. boots on the ground “will be another Vietnam,” President Donald Trump replied, “No, I’m not afraid. I’m really not afraid of anything.”

Sailing from the Pacific, it will likely take up to two weeks for Marines to be in place in the Middle East, and it is not yet clear what those troops would be used for. The unit operates as a self-contained, sea-based force — essentially a floating hub capable of launching troops, aircraft and equipment without relying on nearby bases or infrastructure. 

Reopening the Strait of Hormuz would unlock a waterway through which 20% of the globe’s oil supply transits each day. Its closure has seen gas prices soar and markets roiled. Trump has referenced shorelines from which the Iranians can attack vessels transiting the waterway.

“Now we are pounding that area, that coast, as you know, left side,” Trump said Monday. “We’re pounding it like really pounding it hard.”

According to Michael Eisenstadt, a senior fellow at the Washington Institute, the MEU could take part in land-based “raids” on targets along that coast.

“There’s a number of missions where you can conceivably see a MEU playing a role, either unilaterally or kind of in conjunction with maybe the deployment of larger Army units,” said Eisenstadt, who believes the deployment of the MEU was likely related to the strait.

Iranian fortifications along the coast that could “interfere with convoy operations,” Eisenstadt said, could be U.S. targets. Top military leaders have said they’ve explored the potential uses of convoys, or warship escorts, to facilitate the safe passage of commercial shipping through the strait.  

Raiding parties could target missile storage bunkers that are hardened and difficult for U.S. warplanes to destroy from the air.

The idea would be to “clear out the shore and then use air power to prevent them from returning once you’ve cleared out those areas,” Eisenstadt said.

Such an operation would not by itself create conditions for smooth sailing in the strait, experts told ABC News. 

“My concern is that it takes so little to disrupt the shipping industry, Eisenstadt said. “If there’s a small, you know, kind of a small residual [Iranian] capability, it could still potentially be very disruptive.”

The 2,200 Marines in the MEU would limit any operation longer than a raid, which have pre-planned withdrawals. To get on land, these types of Marine units primarily seize footholds by riding small watercraft onto beaches or by helicopter insertion.

“Normally in an amphibious assault, you have all sorts of Navy landing craft behind you to sustain the force ashore. There’s none of that. There’s none of that logistical tail that would allow them to remain ashore,” said retired Marine Col. Steve Ganyard, an ABC News contributor.

Leaving strategic waters in the Pacific

The 31st Marine Expeditionary Unit is primarily based in Japan, where it routinely trains with the Japanese Self-Defense Forces on skills in high demand across the Pacific, including rapidly seizing small islands. Earlier this month, it took part in a major annual exercise that featured amphibious assault drills, marksmanship training and operations focused on capturing hostile terrain, according to the Defense Department. 

Their removal from the region removes one of the primary ground combat elements in the Pacific, which could respond to a crisis with China or North Korea. Other significant combat elements in the region include the Army’s 2nd Infantry Division, stationed to bolster South Korea’s frontline against Pyongyang, as well as the Army’s 25th Infantry Division in Hawaii and the 11th Airborne Division in Alaska.

“That leaves a ground combat and amphibious capability gap in the region,” Carlton Haelig, an expert in military operations and fellow at the Center for New American Security, said. 

The 11th Marine Expeditionary Unit, based out of Camp Pendleton, California, is preparing to deploy to the Pacific, according to Pentagon imagery.

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(HOUSTON) — A man has been arrested and charged with murder in an apparent case of mistaken identity that turned deadly early Christmas Day, according to police.

Jonathan Ross Mata, 39, was charged on Wednesday with the murder of 25-year-old Desmond Butler, according to the Houston Police Department.

Investigators said that Mata and his wife received a phone call from their daughter telling them she had been assaulted by her boyfriend. They then drove to a gas station parking lot in the 9900 block of Bellaire, expecting their daughter to be dropped off, according to Houston Police.

As Butler’s gray Honda Pilot drove into the parking lot around 1 a.m., police said he passed Mata’s black GMC, which was parked at one of the pumps. As Butler drove past, a woman got out of the GMC and began chasing his vehicle and attempting to open the back passenger door of the Honda, believing Mata’s daughter was inside, police said.

At the same time, Mata exited the GMC and fired his gun at the victim’s vehicle as it exited the parking lot, according to police.

Butler, police said, then attempted to drive away when he was struck by gunfire and crashed his vehicle into a pole in an adjacent parking lot. The suspects got back into their vehicle and drove northbound on the feeder road, authorities said.

Butler was taken to a local hospital by paramedics and was later pronounced dead, according to police.

Mata and Butler did not know each other, police said.

Mata turned himself into police on Wednesday and has been booked into the Harris County Jail. 

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(WASHINGTON) — The National Transportation Safety Board on Tuesday presented a cockpit visual simulation demonstrating what contributed to the deadly mid-air collision between an Army helicopter and an American Airlines jet near Washington, D.C., last year.

The simulation indicates it was very difficult for both aircraft to see each other before the January 2025 crash that occurred as the jet was landing at Ronald Reagan National Airport, killing 67 people, according to the NTSB.

The first video shows the last three minutes before the collision from the viewpoint of the right seat of the helicopter. 

Around 8:46:15, a magenta circle with a label “Flight 5342” appears just above the horizon on the right side of the upper portion of the screen.  The label “Flight 5342” fades out about 8:46:35. The magenta circle tracks the lights of Flight 5342 and remains visible until the airplane becomes visually recognizable about a minute later.

 After a Traffic Alert and Collision Avoidance System warning indicated in the transcript, the local controller on the ATC recording is heard asking the pilots if they have the CRJ (Flight 5342) in sight and the pilots confirm they do. It remains unclear what they thought they had in sight. There was only one controller working both the helicopter and plane traffic, the NTSB said.

 The simulation screen goes black at the moment of the collision. 

The second animation shows the viewpoint of pilots from Flight 5342 as the plane approaches the runway to land. According to the cockpit voice recorder transcript shared by the NTSB, the last words about one second before the crash from both the first officer and the captain were “oh” and “ohhh ohhhh” as the animation shows the helicopter colliding with the plane. 

About 90% of wreckage from both aircraft was recovered by the NTSB.  

A third animation shows what the local controller from the DCA tower saw at the time of the crash as they were handling the air traffic and issuing instructions. Based on the recordings, the NTSB said Flight 5342 was not warned by the controller of the nearby helicopter at any point. A conflict alert came 26 seconds before the collision between the two aircraft as they were 1.6 miles apart, according to the NTSB. 

According to the NTSB, the local tower said they were concerned about the close proximity of the helicopter and Flight 5342. 

“This coupled with the conflict alert that was active at the time, the controller should have issued a safety alert, which would have included updated traffic advisory information and an alternate course of action if feasible, neither were done. In this case, had a safety alert been issued, it would have increased the situation awareness of both crews and alerted them of their closing proximity to one another. Additionally, a timely safety alert may have allowed action to be taken by one or both crews to avoid avert the collision,” NTSB investigator Brian Soper said at the hearing.

NTSB Chair Jennifer Homendy also said that a $400 GPS device known as ADSB-In could have prevented the DCA crash. The NTSB has recommended ADSB-In be required in aircraft 17 times since 2006, but the FAA has repeatedly disregarded the recommendation, she said.

The system would have alerted the American Airlines crew 59 seconds before the crash that they were going to collide, and the helicopter crew would have been alerted 48 seconds before the crash, the NTSB chair said. The Army has since installed the system.

DCA controller overwhelmed

The controller working the night of the crash was handling both helicopter and plane traffic and had been doing so for four hours, NTSB investigators said.

A human behavior investigator said the controller’s mental awareness had diminished over time. He should have given a definitive warning of the impending collision and he should have given clear avoidance instructions, the investigator said.

NTSB investigators said the last communication between the helicopter and the controller where they asked the pilot if they have the AA5342 in sight was “not a safety alert by definition, but it was an attempt to de-conflict.” 

Ninety seconds before the collision, the local controller working in the tower became overwhelmed as he was handling aircraft both on ground and in the air. On the night of the collision, the controller was working two controller positions. This is a routine practice which is usually done later at night when the aircraft volume goes down. 

The NTSB said, “keeping the local control and helicopter control positions combined on the night of the accident, increased the local controller’s workload and reduced his situation awareness.”

Investigators said the controller could have asked for the positions to be decombined because of being overwhelmed, but it would have taken at least a couple of minutes before anyone else could take over. Additionally, the assistant local controller and the supervisor overseeing operations at the time could have served as an extra set of eyes to help the local controller.

However, Homendy revealed that at the time, the assistant controller was writing down information on helicopters and the supervisor did not exhibit situational awareness as they learned during the interview that the supervisor only recalled one helicopter in the area at the time when there were five.

Following the crash, the NTSB issued recommendations for better training to be provided for controllers so they can recognize safety issues and threats in the environment.

NTSB chair’s concerns

Ahead of Tuesday’s hearing, Chair Homendy said she fears that some of the agency’s safety recommendations, which will be issued at the conclusion of the hearing, may once again go unimplemented. 

“Of course I’m concerned. We have 300 aviation recommendations that still haven’t been implemented. Those recommendations were issued because somebody died or was injured, and they have not been implemented yet. So here we are again,” Homendy told ABC News.

“So yes, at the end of this, I am concerned that we’re going to issue recommendations and that they won’t be implemented,” Homendy said. “I can tell you, and anyone who knows me knows I vigorously advocate for the implementation of our recommendations. I don’t care when it is. Could be 50 years later, as I did with positive train control, and I will not hold back on these.” 

At Tuesday’s hearing, NTSB investigators will present their investigative findings to board members and the public. NTSB board members, including Homendy, will then question investigators and the parties to the investigation. 

At the end of the hearing, the board members will vote on the probable cause of the crash and the agency’s safety recommendations. The NTSB can only make recommendations and does not have the authority to enforce them, therefore they are not always adopted.

Though a formal final report will be released two weeks after the hearing, this hearing will mark the end of what Homendy described as “one of the most complex investigations” conducted by the agency, which they had aimed to conclude by the first anniversary of the mid-air collision. 

Homendy told ABC News the investigation “was not easy and it was definitely not straightforward.” 

“We will start in one direction and then take it in a different direction, depending on what we’re finding, and then we’ll exclude things that didn’t have anything to do with the investigation. But we have to do our due diligence to make sure that we’re tracking all of that down, all that evidence to support that it wasn’t a factor, while also looking at the issues that were,” Homendy said. 

Homendy said the helicopter altimeter discrepancy is what surprised her the most in this investigation. 

“The altimeters I did not see coming, that we would have some problems with how the altimeters were reading,” Homendy said.

During last year’s three-day investigative hearing, investigators said they found discrepancies in the altitude data shown on radio and barometric altimeters on Army helicopters after conducting test flights following January’s accident.

It is likely that the helicopter crew did not know their true altitude due to notoriously faulty altimeters inside this series of Black Hawks, according to the investigation. At their closest points, helicopters and planes flew within 75 feet of each other near DCA, an astonishingly close number. During the hearings, the NTSB was told Army Black Hawks can often have wrong readings and a margin of error of +-200 feet.

Another key focus of Tuesday’s hearing is the close proximity of the helicopter route to the runways at Reagan National Airport. According to the NTSB, which cited FAA surveillance data, there were over 15,000 close-proximity events between helicopters and commercial aircraft at DCA between October 2021 and December 2024. 

Homendy said warnings about the close proximity were raised by people, but they were ignored. 

“Years ago, that hot spot was identified and [people] repeatedly tried to say that the helicopter route needed to be moved, and nobody listened. It was like the ultimate in government bureaucracy,” Homendy said. 

“They were completely ignored. Told it couldn’t be done, not responded to, said it would probably be too political. Those are quotes from our interviews, but they went nowhere.” 

At last year’s hearing, FAA officials cited “bureaucratic process” as a deterrent to addressing these issues.

Other topics expected to be discussed include the approval of helicopter routes near DCA,  the experience level of the air traffic controllers working in the tower at the time of the crash, the visibility study, and the testing of the barometric altimeters.  

When asked what stays with her from this investigation, Homendy pointed to a personal item recovered with the wreckage. 

“In the hangar, we had the Black Hawk laid out. We had the wreckage laid out for 5342 and on the side next to 5342 there were some personal effects, and a lot of people mentioned different things, but every time I passed, there was a brown teddy bear, just eight inches maybe, and it was muddy and dried mud, dried water, and I just kept looking at the teddy bear, and that’s the thing that sticks with me,” Homendy said. 

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