As tensions with North Korea escalate in the wake of that country’s sixth nuclear test, the United States is also flexing its military muscle.
One of the primary systems being spun up is the B-1B Lancer.
This Cold War-era bomber is a very powerful system – it carries 84 500-pound bombs internally, and also could carry another 44 externally. Should Russia try to take the Baltic states of Estonia, Latvia, and Lithuania, the Lancer is very likely to take out their ground forces with weapons like the CBU-97.
That sort of deadly precision can also apply to Kim Jong Un’s massed artillery. The preferred weapon in this case would be more along the lines of the GBU-31 Joint Direct Attack Munition. Each B-1 can carry up to 24 of these weapons, enabling it to knock out hardened artillery bunkers. The B-1B can also use smaller GBU-38 JDAMs, based on the Mk 82 bomb, to hit other positions.
According to an Air Force fact sheet, the B-1B Lancer entered service in 1986. It has a top speed of Mach 1.2 at sea level, and “intercontinental” range. Among the other weapons it can carry are the AGM-158 Joint Air-to-Surface Standoff Missile. A Navy release noted that the B-1B recently tested an anti-ship version of the JASSM.
You can see the B-1B carry out one of its recent training missions over Korea in the video below. Note the heavy F-15 escort. These are valuable bombers – and only 66 are in the active Air Force inventory.
The Los Angeles class submarine is the backbone of the US Navy submarine fleet. The nuclear-powered fast attack submarine represents two generations of undersea technology and has been a part of the U.S. Navy’s attack submarine fleet for close to half a century.
Air Force F-35A Joint Strike Fighters coordinated close air support with Navy SEALs, trained with F-15Es and A-10s, dropped laser-guided bombs and practiced key mission sets and tactics in Idaho as part of initial preparations for what will likely be its first deployment within several years, senior service officials said.
“We are practicing taking what would be a smaller contingent of jets and moving them to another location and then having them employ out of that location,” Maj. Gen. Jeffrey Harrigian, Director, F-35 Integration Office told Scout Warrior in an interview.
While the Marine Corps has publically said it plans to deploy its Short-Take-off-and-Landing F-35B aboard an amphibious assault ship by 2017, the Air Force has been reluctant thus far to specify a deployment date for its F-35A variant.
However, Harrigian did say the Air Force plane would likely deploy within several years and pointed to recent mini-deployments of 6 F-35As from Edwards AFB in Calif., to Mountain Home AFB in Idaho as key evidence of its ongoing preparations.
“They dropped 30-bombs – 20 laser-guided bombs and 10 JDAMS (Joint Direct Attack Munitions). All of them were effective. We are trying to understand not only how we understand the airplane in terms of ordnance but also those tactics, techniques and procedures we need to prepare,” Harrigian explained.
During the exercises at Mountain Home AFB, the F-35A also practiced coordinating communications such as target identification, radio and other command and control functions with 4th-generation aircraft such as the F-15E, he added.
The training exercises in Idaho were also the first “real” occasion to test the airplane’s ability to use its computer system called the Autonomic Logistic Information System, or ALIS. The Air Force brought servers up to Mountain Home AFB to practice maintaining data from the computer system.
A report in the Air Force Times indicated that lawmakers have expressed some concerns about the development of ALIS, which has been plagued with developmental problems such as maintenance issues and problems referred to as “false positives.”
“This is a new piece of the weapons system. It has been challenging and hard. You have all this data about your airplanes. We learned some things that we were able to do in a reasonable amount of time,” Harrigian said.
F-35A “Sensor Fusion”
The computer system is essential to what F-35 proponents refer to as “sensor fusion,” a next-generation technology which combines and integrates information from a variety of sensors onto a single screen. As a result, a pilot does not have to look at separate displays to calculate mapping information, targeting data, sensor input and results from a radar warning receiver.
Harrigian added that his “fusion” technology allows F-35A pilots to process information and therefore make decisions faster than a potential enemy. He explained how this bears upon the historic and often referred to OODA Loop – a term to connote the Observation Orientation, Decision, Action cycle that fighter pilots need to go through in a dogfight or combat engagement in order to successfully destroy the enemy. The OODA-Loop concept was developed by former Air Force strategist Col. John Boyd; it has been a benchmark of fighter pilot training, preparation and tactical mission execution.
“As we go in and start to target the enemy, we are maximizing the capabilities of our jets. The F-35 takes all that sensor input and gives it to you in one picture. Your ability to make decisions quicker that the enemy is exponentially better than when we were trying to put it all together in a 4th generation airplane. You are arriving already in a position of advantage,” Harrigian explained.
Also, the F-35 is able to fire weapons such as the AIM-9X Sidewinder air-to-air missile “off boresight,” meaning it can destroy enemy targets at different angles of approach that are not necessarily directly in front of the aircraft.
“Before you get into an engagement you will have likely already shot a few missiles at the enemy,” Harrigian said.
The F-35s Electro-Optical Targeting System, or EOTS, combines forward-looking infrared and infrared search and track sensor technology for pilots – allowing them to find and track targets before attacking with laser and GPS-guided precision weapons.
The EOTs system is engineered to work in tandem with a technology called the Distributed Aperture System, or DAS, a collection of six cameras strategically mounted around the aircraft to give the pilot a 360-degree view.
The DAS includes precision tracking, fire control capabilities and the ability to warn the pilot of an approaching threat or missile.
An F-35B dropping a GBU-12 during a developmental test flight. | U.S. Air Force photo
The F-35 is also engineered with an Active Electronically Scanned Array Radar which is able to track a host of electromagnetic signals, including returns from Synthetic Aperture Radar, or SAR. This paints a picture of the contours of the ground or surrounding terrain and, along with Ground Moving Target Indicator, or GMTI, locates something on-the-move on the ground and airborne objects or threats.
F-35A Joint Strike Fighter Deployment
The Air Force plans to announce what’s called Initial Operational Capability, or IOC, of its F-35A at some point between August and December of this year; seven F-35As are preparing for this at Hill AFB, Utah.
There is an operational unit at Hill AFB which, this coming June, is slated to go to Mountain Home for its training and preparation. They are the 34th Fighter Squadron
“All of this is part of a robust schedule of activities,” Harrigian added.
Following this development, the F-35A will be ready for deployment, Harrigian explained.
Once deployed, the F-35 will operate with an advanced software drop known as “3F” which will give the aircraft an ability to destroy enemy air defenses and employ a wide range of weapons.
Full operational capability will come with Block 3F, service officials said.
Block 3F will increase the weapons delivery capacity of the JSF as well, giving it the ability to drop a Small Diameter Bomb, 500-pound JDAM and AIM 9X short-range air-to-air missile, Air Force officials said.
As per where the initial squadron might deploy, Harrigian said that would be determined by Air Combat Command depending upon operational needs at that time. He did, however, mention the Pacific theater and Middle East as distinct possibilities.
“Within a couple years, I would envision they will take the squadron down range. Now, whether they go to Pacific Command or go to the Middle East – the operational environment and what happens in the world will drive this. If there is a situation where we need this capability and they are IOC – then Air Combat Command is going to take a hard look at using these aircraft,” he said.
When people think hovercraft, the Landing Craft Air Cushion (also known as the LCAC) comes to mind. Understandably so — that hovercraft has been a vital piece of gear for the Navy and Marine Corps when it comes to projecting power ashore. But these are not the first hovercraft to be used in service. In fact, hovercraft saw action with both the Navy and Army during the Vietnam War.
In 1966, the Navy acquired four Patrol Air Cushion Vehicles, or PACVs (pronounced “Pack-Vees”), for test purposes and deployed them to Vietnam. The hovercraft quickly proved very potent, delivering a lot of firepower and speed and reaching areas inaccessible to traditional tracked or wheeled vehicles.
Patrol Air Cushion Vehicles packed a lot of firepower and were fast — but they never got past an operational test.
A PACV was equipped with a turret that held one or two M2 .50-caliber machine guns mounted on top of the cabin, which held a crew of four. There were also two M60 general-purpose machine guns, one mounted to port and the other to starboard. Additionally, there were two remote-controlled emplacements for either M60s or Mk 19 automatic grenade launchers.
The hovercraft could reach a top speed of 35 knots and had a maximum range of 165 nautical miles. But as maintenance and training proved problematic, especially given the trans-Pacific supply lines, the Navy decided to pull the plug. The Army, however, remained interested. The hovercraft operated primarily from a land base, but could also be deployed from amphibious ships (like today’s LCACs).
PACVs worked with the Navy’s Light Attack Helicopter Squadron Three (HAL-3), providing a fast response to enemy activity.
The Army acquired three Air-Cushion Vehicles, which operated within the 9th Infantry Division. Two were configured for attack missions and both were destroyed in 1970. The other, which was tooled as a transport, was shipped back to the United States.
Learn more about these early hovercraft that did some damage in Vietnam in the video below.
This fall, Air Force fighter pilots taking to the skies to train might find themselves going up against a ghost.
Pilots chasing “enemy” jets in air-to-air dog-fighting exercises or avoiding them during training targeting runs will see the familiar sign of the F-16 Fighting Falcon. The Air Force is converting older-generation, retired F-16 fighters that were wrapped and stored at the military’s aircraft boneyard in the Arizona desert into the latest unmanned drone called the “QF-16.”
A QF-16 full scale aerial target from the 82nd Aerial Targets Squadron takes off on its first unmanned flight at Tyndall Air Force Base, Fla. Sept. 19, 2013. The 82nd ATRS operates the Department of Defense’s only full-scale aerial target program. The QF-16 will provide a fourth generation fighter representation of real world threats . (U.S. Air Force photo/Staff Sgt. Javier Cruz)
The QF-16 is a “full scale aerial target” and for all intents and purposes it looks like the sleek, single-engine jet that was built by General Dynamics (now part of Lockheed Martin) and first flown during the height of the Cold War — with the same body, same size, same profile, same maneuverability as the manned Fighting Falcon. The target drone is converted so it has similar radar signatures and capabilities as potential adversary aircraft – including the latest generation of the multi-role F-16 flying today – that U.S. pilots might encounter in the not-so-friendly skies.
The Air Force’s F-16 drone program became fully operational in September when the Air Combat Command declared it had reached initial operational capability.
“This leap forward in airframe capabilities, combined with advanced electronic pods, will allow us to properly test and evaluate our 5th generation aircraft and weapons,” Lt. Col. Matthew Garrison, who commands the 82nd Aerial Target Squadron based at Eglin Air Force Base, Florida, said in a Sept. 26 news release. The squadron belongs to the 53th Wing, which serves as the Air Force’s only operational test unit.
The orange-tipped jet drones can break the sound barrier in supersonic flight, sans pilot – and even reach 9Gs. That’s as tough as the latest high-tech jets out there — U.S.-built or otherwise. The “pilot,” though, is on the ground, controlling the drone just as other unmanned aircraft .
Various onboard sensors and instruments in the drone jet collect data and information that can be used by whoever’s got the finger on a missile (or other ordnance and weaponry) directed at it from the ground control station. During a 2014 ground missile test fired at the drone that registered a “kill” hit, an engineer described its role as a target to help in weapons training.
“The QF-16’s mission is really to act as a target and validate weapons systems. So, we do have a scoring system on the airplane and its job is to tell us basically how close the missile came and its trajectory,” Paul Cejas, a chief engineer, said in a Boeing news release.
Maintainers begin post-flight checks on the first Lot 1 production model QF-16 after it arrived at Tyndall Air Force Base, Fla., March 11. The aircraft is the first of 13 deliveries to the 82nd Aerial Targets Squadron, a geographically separated unit of the 53rd Wing, headquartered at Eglin Air Force Base. The QF-16 will replace the QF-4 as the next generation aerial target. (Courtesy photo)
St. Louis-based Boeing Defense, Space Security got the first contract in 2010 to create as many as 126 of the drones. It flew the first unmanned flight – with an empty cockpit – over Tyndall AFB in Florida’s Panhandle in 2013.
As of March, Boeing had delivered 11 QF-16s to the Air Force, and the most-recent contract called for the conversion of another 30 target drones, according to the company. Several dozen retired jets are undergoing conversion. The F-16s are pulled from the boneyard at Davis-Monthan Air Force Base, where several hundred of the mothballed jets are parked in the sun outside of Tucson, Arizona. Crews with the 309th Aerospace Maintenance and Regeneration Group help prepare for the trek to Florida, where the bulk of the conversion work is done.
The first QF-16 arrives at Tyndall escorted by a QF-4 Nov. 19. The QF-16 will undergo developmental testing by Boeing and eventually become part of the 53rd Weapons Evaluation Group. The QF-16 is a supersonic reusable full-scale aerial target drone modified from an F-16 Fighting Falcon. At this time, the group uses QF-4s, made from 1960s F-4 Phantom, to conduct their full-scale aerial target missions. The targets allow the Air Force and allied nations to have a realistic understanding of what they could face on the battlefield. (U.S. Air Force photo by Chris Cokeing)
The QF-16 isn’t the first unmanned fighter-like drone. But it is the latest generation, replacing the QF-4, an aerial target created from the previous generation of F-4 Phantom jets, which saw their glory during the Vietnam War.
There’s simply not enough of them left, and time has aged them toward obsolescence. The Air Force flew its final QF-4 mission on Aug. 17 at Holloman AFB in New Mexico, and the service plans to officially retire it in December.
The E-4B “Nightwatch” plane, which would allow the president to give military orders in the event of a nuclear war and has served as a mobile Pentagon for defense secretaries, is worn out, Defense One’s Marcus Weisgerber reports.
The so-called Doomsday plane — which is the Air Force’s four E-4Bs and the Navy’s E-6B “Mercury” — has been in service since the 1970s, much like Air Force One, and is expected to keep flying through the 2020s. But to preserve the planes, Secretary of Defense Mark Esper has had to use other military aircraft when traveling, including a C-17 Globemaster and a C-32 airliner, both smaller than the E-4B.
“A number of aircraft are in a maintenance status to ensure they remain flyable for this no-fail mission for the next decade,” Lt. Col. David Faggard, an Air Force spokesman, told Defense One.
“Upgrades and maintenance include avionics, wiring, communication equipment, and other components to ensure the platform remains viable in a modern world,” Faggard said.
The E-4B dates to the 1970s, but it needs to have advanced technology to carry out its most important mission — directing US forces in a nuclear war.
(US Department of Defense)
The distinctive hump behind the cockpit of the aircraft holds satellite antennae, and the plane’s advanced electronics allows the president to order nuclear missile launches from assets on land, in the air, and at sea. It also has no windows except the ones at the cockpit.
The Air Force would not say exactly how many of the aircraft were in for repairs and upgrades, but the number of issues that the E-4B and its Navy counterpart, the E-6B, have faced recently are worrisome.
As Defense One reports, it’s sometimes difficult to obtain parts for the aircraft because they’re so old. And in 2011, an E-4B carrying then-Defense Secretary Robert Gates broke down on the runway in Belgium.
Just weeks ago, one of the Navy’s E-6B Mercury planes was grounded after it hit a bird, causing at least million in damages. In March 2019, another E-6B made an emergency landing in Oklahoma after a fire broke out on board.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
When people consider joining the military, many times they get confused about the differences between branches, especially when those branches have missions that, at a glance, seem similar. In the case of the Navy and the Coast Guard, they both have boats and airplanes and operate around the water. So how are they different?
Well, here are five major ways:
The Navy has a $148 billion budget for Fiscal Year 15. The Navy has around 325,000 active service members and 107,000 reserve service members.
The Coast Guard has a $9.8 billion budget for fiscal year 2015. The Coast Guard has 43,000 active service members and 8,000 reserve service members. In terms of size, the U.S. Coast Guard by itself is the world’s 12th largest naval force.
(U.S. Navy photo by Photographer’s Mate Airman Apprentice Patrick Gearhiser)
The U.S. Navy has 272 deployable combat ships and more than 3,700 aircraft in active service (as of March 2015).
The Coast Guard operates nearly 200 cutters, defined as any vessel more than 65 feet long, and about 1,400 boats, defined as any vessel less than 65 feet long, which generally work near shore and on inland waterways. The service also has approximately 204 fixed and rotary wing aircraft that fly from 24 Coast Guard Air Stations throughout the contiguous United States, Alaska, Hawaii, and Puerto Rico.
The Navy is a warfighting force governed by Title 10 of the U.S. Code and is part of the Department of Defense. The mission of the U.S. Navy is to maintain, train, and equip combat-ready naval forces capable of winning wars, deterring aggression and maintaining freedom of the seas.
The Coast Guard is a maritime law enforcement and search and rescue entity governed by Title 14 of U.S. Code and is part of the department of homeland security. (Prior to 2004 it was part of the Department of Transportation.) However, under 14 U.S.C. § 3 as amended by section 211 of the Coast Guard and Maritime Transportation Act of 2006, upon the declaration of war and when Congress so directs in the declaration, or when the President directs, the Coast Guard operates under the Department of Defense as a service in the Department of the Navy.
The Navy is organized into eight different warfare communities: Surface, Amphibious, Undersea, Air, Special Operations (SEALS), Expeditionary Warfare (EOD, Construction, Riverine), Cyber Warfare/Information Dominance, and Space. These communities offer a number of career options for those interested in driving and maintaining ships, airplanes, or submarines or fighting the nation’s bad guys in direct ways. The Navy also needs doctors and lawyers and supply types as well as a host of other support jobs that are both rewarding in uniform and sought after on the civilian side.
The Coast Guard’s 11 mission areas — ports, waterways, and coastal security; drug interdiction; aids to navigation; search and rescue; living marine resources; marine safety; defense readiness; migrant interdiction; marine environmental protection; ice operations; and other law enforcement — also give myriad career options to those interested in ships (albeit smaller ones) and airplanes. The main difference is the USCG’s overall mission is not to wage war but to enforce maritime law. That’s not to say that Coast Guardsmen aren’t ever involved in trigger-pulling – quite the contrary. In fact, those involved in mission areas like drug interdiction and other law enforcement operations are arguably more likely to use their weapons than the average fleet sailor.
Coast Guard aviation candidates go through the U.S. Navy’s flight school curriculum. (There have even been two USCG astronauts.)
Despite the fact the Coast Guard falls under DHS, members are subject to the Uniform Code of Military Justice and receive the same pay and allowances as members of the same pay grades in the other four armed services.
5. Duty stations
The U.S. Navy has bases worldwide and assignments are based primarily on warfare specialty. For instance, if you’re an aviator you’ll be based at an air station in places like San Diego or Virginia Beach as well as deployed aboard an aircraft carrier that can cruise anywhere around the world the situation demands.
Coast Guard has air stations for helicopter and other aircraft, boat stations for launching small boats, and sectors and districts to coordinate the activities of all those assets. Coast Guard stations are located at intervals along the coast of the continental US-based on the response time for search and rescue missions. Those same units also perform coastal security missions.
World War II proved that tanks were very vulnerable to air attack. To deal with that threat, the United States and Soviet Union both developed some anti-aircraft guns that could keep up with and protect that valuable armor.
The “Duster” was the popular nickname for the M42 self-propelled anti-aircraft gun. This vehicle took a tried-and-true weapon system, the twin 40mm Bofors gun that was responsible for eliminating many enemy planes in World War II, and mated it with the chassis of the M41 Walker Bulldog light tank. The result was a vehicle that would stick around for nearly two decades after its successor, the M163, entered service.
The M42 was intended to shoot down planes, but like the M45 “Meat Chopper,” it was also lethal against ground targets.
The 40mm Bofors gun was the heart of the system. The M42 packed 336 rounds of 40mm ammo for the twin guns, which could fire 120 rounds a minute, giving the vehicle a bit less than 90 seconds of sustained firing time. The powerful 40mm guns had an effective range of 11,000 yards, or six-and-a-quarter miles.
The M42, like the M45 “Meat Chopper,” proved to be very potent in the air-to-air role but made an even bigger impact on the ground. It seems that, like aircraft, lightly-armored trucks and troops in the open don’t fare too well after meeting up with the 40mm.
Even with the introduction of the M163, the M42 hung around through most of the 1980s.
(Photo by Chitrapa)
As surface-to-air missiles were fielded, the Duster stuck around as a supplement to systems like the MIM-23 HAWK. The introduction of the M163 saw the Duster more often fielded with reserve units, where it hung on until 1988.
Despite not seeing use with American armed forces, the system is still in use with a number of countries around the world.
North Korea launched a new satellite Feb. 7 as Americans were watching Super Bowl pregame coverage (or updating social media to let all their friends know they weren’t watching it). Apparently, North Korea wanted to see the game too, so they flew their brand-new satellite almost directly over the stadium.
Unfortunately for sports fans in the Hermit Kingdom, the satellite missed the game by an hour and so if it caught anything it was only players touching the Lombardi Trophy and Peyton Manning talking about Budweiser.
The timing of North Korea’s launch was no accident.
“The date of the launch appears to be in consideration of the weather condition and ahead of the Lunar New Year and the U.S. Super Bowl,” Jo Ho-young, chairman of the South Korean National Assembly Intelligence Committee, told the BBC.
The new satellite, which is North Korea’s second, doesn’t appear to do anything besides orbit the globe. Both of North Korea’s satellites orbit the Earth every 94 minutes, but no signals have been detected emitting from either one. The first was launched in 2012.
It’s not clear if the satellites were ever designed to broadcast data to Earth or if they simply malfunctioned. The new satellite is already facing issues and is currently tumbling in orbit.
Still, with North Korea developing more powerful nuclear weapons and pursuing new missile technologies, the U.S. and its allies in Southeast Asia are looking for ways to head off potential attacks.
Seabees from Naval Mobile Construction Battalion (NMCB) 133 deployed for the first time in mid-February 2019 to 5th, 6th, and 7th Fleet AOR’s with organic 3-D printing capabilities.
The process known as additive manufacturing describes the technologies that build 3-D objects by adding layer-upon-layer of material, whether the material is plastic, metal, or concrete. The process involves the use of a computer and special CAD software, which can relay messages to the printer so it “prints” in the desired shape.
NMCB-133 was outfitted with several “Tactical Fabrication (TACFAB) Kits” consisting of 3-D scanners, printers, laptops computers and the software to tie them all together. Cmdr. Luke Greene’s vision is to use his TACFAB kits both at the command headquarters in Camp Mitchell, Rota, Spain and also throughout NMCB-133’s various job sites in Europe, Africa and Southeast Asia.
Rear Adm. Brian Brakke, Commander, Navy Expeditionary Combat Command, left, is briefed on the capabilities of additive manufacturing using a 3-D printer during a Naval Mobile Construction Battalion 133 field training exercise at Camp Shelby.
The capability to engineer and print both original designs and certain stock numbered items will be a game changer for the Seabees. They are testing the ability to manufacture both Class IX repair parts and Class IV building materials. Access to these critical components can often be the difference between mission success and lengthy delays.
NMCB-133 is excited for this ground breaking opportunity coming off of a highly successful inter-deployment training cycle where they had a chance to use the printers summer 2018 during their Field Training Exercise (FTX). The goal was to test the proof of concept of using 3-D printers in the field to produce needed supplies and repair parts.
According to Lt. Michael Lundy, a reservist attached to the Fleet Readiness and Logistics staff for the Office of the Chief of Naval Operations who helped NMCB-133 facilitate the use of several 3-D printers in the field, the possibilities of this technology are endless.
“We printed more than 30 different parts and identified 50 others so far that need to be drawn up by engineering aids on the computer. Once these drawings are complete we link the computer to the printer,” Lundy said. “The upside to this process is with the proper database they can print repair parts as opposed to waiting 30 to 90 days for new parts to come in. The only constraint to this technology for Seabees is their imagination.”
A selection of more than 30 different parts made in the field using a 3-D printer in use during Naval Mobile Construction Battalion 133’s field training exercise on board Camp Shelby, Miss. Fifty other parts were identified that can be drawn up by Engineering Aids on the computer. Once these drawings are complete they can be linked to the 3-D printer via a computer and produced.
(Photo by MCCS Jeffrey Pierce)
Ensign Femi Ibitoye, NMCB-133’s Alfa Team Commander, worked in architectural design prior to his service in the Navy, and has experience useful for this technology.
“I have experience drawing plans in 3-D and in prototyping using specific programs. The iterative process used in architecture is very similar to the process used in Additive Manufacturing,” Ibitoye said.
Chief Construction Mechanic Gail Best was witness to the true potential of this technology.
“We were able to print a bushing for the adjustable shock absorber used on our medium tactical vehicle replacement tractors and wreckers. We cannot order this particular part separately, so if it fails, we have to replace the entire shock absorber,” Best said. “The shock absorbers cost K each, however, we were able to print a new bushing here in the field for about id=”listicle-2629427852″ and install it. We had three vehicles go down due to a failure of a minor plastic part. We were able to print them, install them, and get the vehicles back up and running,” Best said.
According to Cmdr. Joe Symmes, 22 Naval Construction Regiment’s supply officer, in the not-too-distant future, 3-D printing could give Seabees the ability to print needed supplies and repair parts on the battlefield.
“Additive manufacturing capabilities are an important component to future Seabee readiness. Imagine being able to carry a warehouse in a box that has the capability to print assets across almost all classes of supply,” Symmes said. “Now imagine that ‘virtual inventory’ has the ability to adapt to changing scenarios on the battlefield with minimal to no communications across the electromagnetic spectrum. For a logistician these concepts were the stuff of sci-fi films just a few years ago. Now they are available in commercial, off-the-shelf products that are accessible to households across America.”
The first woman to enlist in the Marine Corps with an infantry contract is headed to boot camp later this year.
A 19-year-old female applicant had contracted into the Marines’ delayed entry program, selecting to enlist in the infantry, Jim Edwards, a spokesman for Marine Corps Recruiting Command, told Military.com.
The contract means that she will enter the 0300 community, with her specific military occupational specialty to be determined according to the needs of the Marine Corps at School of Infantry training in Camp Geiger, North Carolina, he said.
The poolee is set to ship to recruit training between October and December of this year, Edwards said. At this point, she has not been publicly identified and she has opted not to conduct any interviews, he said.
There will be numerous physical hurdles to cross before she gets to an infantry unit in the fleet.
In order to qualify for the infantry contract, the recruit had to pass an enhanced initial strength test including a mile-and-a-half run, three pullups, an ammunition can lift and crunches, Marine Corps spokesman Capt. Philip Kulczewski told Military.com.
She will have to pass this enhanced IST again after she reaches boot camp at Marine Corps Recruit Depot Parris Island, South Carolina. Non-infantry recruits, on the other hand, take a strength test with no ammunition can lift requirement and the option for women to conduct a flexed-arm hang, instead of pullups.
About 45 days into boot camp, the recruit and all other recruits slated for infantry jobs will need to pass a physical fitness test that includes a six-pullup requirement, Kulczewski said.
If a recruit fails to pass any of these tests, they risk being reclassified into a non-infantry job.
And that is proving to be a stringent requirement.
Among male recruits, 1,457 have taken the tests and 46 have been reclassified.
Kulczewski said the female recruits who were counted in this data were attempting to enter one of 11 ground combat jobs that the Marine Corps opened to women in 2014, ahead of the mandate at the start of this year to allow women into every combat specialty. These previously opened jobs include low-altitude air defense gunner, field artillery radar operator, and repairer/technician for a variety of combat vehicles, among others.
Before getting assigned a specific MOS, men and women entering the infantry field also must pass a range of job-specific physical skills tests administered once they reach the School of Infantry.
Applicants for all infantry jobs must demonstrate the ability to conduct a casualty evacuation of a combat-loaded teammate, scale a wall, and conduct an MK-19 machine gun lift. Other job-specific skills include breaching a door with a battering ram, conducting a 20-kilometer ruck run, lifting a tank towbar, and more.
An old sailor’s myth claims that any ship which fails to break a bottle of champagne during its christening ceremony is cursed forever.
This seemed to be exactly the case with the Soviet ballistic missile submarine K-19, later nicknamed “Hiroshima” by its crew after an accident in 1961 which almost resulted in a nuclear accident which would have rivaled the size and effect of Chernobyl, years later.
If it was any consolation to the horrified sailors who witnessed the champagne bottle bounce intact off the K-19’s stern during its induction ceremony, the sub was already thought to be cursed thanks to the deaths of a number of shipyard workers involved in its construction. Upon its acceptance to the Soviet Navy, its 35-year old captain, Nikolai Zateyev called the ship unfit for service, noting that the USSR’s rush to catch up to American submarine advances had caused the country to cut corners in designing its new vessels.
Regardless, the K-19 entered into active service and set sail on its maiden voyage in 1961, operating in the North Atlantic below the shipping lanes that crisscrossed the Atlantic. On the 4th of July — while millions of families made their way to parks to barbecue and watch fireworks in the United States — the K-19’s powerplant experienced a leak in its cooling system while the vessel was submerged southeast of Greenland.
If something wasn’t done to solve the cooling issue immediately, a nuclear meltdown would have followed, causing untold amounts of radiation to spew over the North Atlantic, and almost certainly travel over into Western Europe or even parts of Canada and the United States.
Zateyev ordered his crew to devise a “jury-rigged” cooling system, using scrounged-up parts and components of the submarine to re-route water into tubes around the reactors. In the meanwhile, members of the crew volunteered to go into the reactor spaces to attempt to fix the system, receiving fatal doses of radiation almost instantaneously.
None of the ship’s engineering crew would survive, and many more died from radiation poisoning in the years after the near-meltdown. Many of these sailors were later buried in lead coffins, quietly and away from the public eye.
According to David Miller in his book “Submarine Disasters,” a distress signal emitted from the K-19 was soon picked up by nearby American warships, whose crew offered to assist the stricken sub and her complement. However, Zateyev, worried about losing his ship to the United States — then the enemy during the height of the Cold War — decided instead to sail towards a nearby Soviet diesel submarine. That linkup allowed the K-19’s crew to offload safely.
In the aftermath of the near-catastrophe, the Soviet Navy sought to downplay the nature of the incident, forcing the crew of the K-19’s 1961 cruise to swear an oath of secrecy; violations would result in a lengthy stay at a gulag.
Nevertheless, a number were still decorated for bravery and their role in preventing what could have been an unmitigated disaster. Zateyev went on to serve in the Soviet Navy for another 25 years, passing away eventually from lung disease. The official report on the condition of the sick sailors stated that they were suffering from a form of mental illness.
That, however, wasn’t the end of K-19’s story. Now widely known throughout the Soviet Navy as “Hiroshima,” the ship was repaired and reentered into active duty.
In 1969, a collision with an American submarine disfigured Hiroshima, ending its patrol prematurely. In the 1970s, the submarine suffered a series of fires that killed 30 sailors and wounded scores more. The K-19 was clearly, by this point, living up to its curse.
The oath inflicted upon the 1961 cruise sailors was lifted after the fall of the Soviet Union, and what was once a closely-guarded secret was told to the world. In 2006, former Soviet President Mikhail Gorbachev made public the courageousness of the crew in a letter to the Nobel Prize committee, nominating the survivors for a Nobel Peace Prize.
K-19 was finally retired from service in 1991 having been active for nearly 30 years, and accumulating hundreds of thousands of miles transiting through the world’s oceans. Instead of preserving the ship as a monument to the men who served aboard her, and had a hand in saving millions from nuclear poisoning, the Russian government elected to dismantle and dispose of the vessel, finally ridding its navy of the cursed ship.