In August 1944, the successes of D-Day were in the rear-view mirror and American troops were engaged in the long slog to Berlin. One group of American soldiers got a surprise when, while chasing German soldiers east, they captured a military train only to find that sections of it were filled with lingerie, perfume, and other treats.
(Chris Tingom, CC BY 2.0)
After Allied troops took the beachheads at D-Day, there were optimistic predictions that they could take Berlin by Christmas. But it wasn’t to be. It took weeks just to fight through the hedgerows of Normandy, and Germany stiffened its resistance everywhere possible.
Free French forces, resistance members, and British and American units maneuvered east, trying to keep as much pressure on German troops as they could.
As the line shifted east, German troops would burn supplies they were abandoning, but tried to keep vehicles, especially tanks, in good working order, so they could use them to kill American and other Allied soldiers. So the attackers quickly learned to seize as much as they could whenever possible.
German armored troops roll through Denmark in April 1940.
(Danish Ministry of Defence)
As June ground into July and then August, the push east accelerated. Paris was liberated and, on August 26, Free French General Charles de Gaulle led a parade into the city.
About that time, the 3rd Armored Division was pushing to Soissons, a city 55 miles northeast of Paris. German soldiers pulling back were using railroads to quickly move equipment but, according to a story in Stephen E. Ambrose’s book Citizen Soldiers, one unit had overestimated how long it had to load onto the train and get going.
When U.S. troops arrived, they saw a train preparing to roll out with tanks and armored vehicles loaded onto it. Every armored vehicle that escaped would need to be killed in eastern France, Belgium, or Germany. The train had to be stopped.
U.S. troops fire their machine gun during battle in Aachen, Germany.
U.S. tanks and half-tracks opened fire as machine gunners and mortarmen rushed into position. Most of their rounds were bouncing off the German armor, but the sheer volume of fire was keeping German drivers and crew out of their vehicles, allowing American troops to keep the upper hand.
Most of the Germans who stayed to fight were killed or captured, and those who escaped into the woods were rounded up by the French resistance. The Germans had dallied too long, and now the train belonged to the U.S. troops.
When they began assessing their find, they were surprised to find little ammunition, medical supplies, or food, all materiel that they needed. Instead, the Germans had loaded the train with candy, women’s lingerie, and lipstick.
It appeared that the German soldiers had raided French shops and, when it came time to run, had prioritized gifts for girlfriends and family over packing or destroying their own supplies, getting a faster exit to save the vehicles, or even just absconding with their lives and arms.
A woman writes a message on a U.S. tank in Belgium
Their mistake was U.S. gain. The 3rd Armored took the vehicles, other U.S. troops seized millions of pounds of beef, grain, flour, coal, and more. Many items were given to the French public to alleviate shortages caused by Nazi occupation, but other items were pressed into the war effort to keep American troops moving.
Ambrose doesn’t reveal what happened to the love train’s more romantic contents, but it’s likely that some of it made it back to the states in reverse care packages, but most of it probably stayed right there in France, consumed by the people lucky enough to get their hands on it.
On June 8, 1956, U.S. Air Force Tech. Sgt. Richard Fitzgibbon died of gunshot wounds sustained in South Vietnam. He was the first casualty of what would be known to history as the Vietnam War.
Except it wasn’t a Viet Cong bullet that killed Fitzgibbon — it was a fellow airman.
Fitzgibbon was assigned to the Military Assistance Advisory Group, training South Vietnamese airmen in Saigon. A crew chief, he confronted the plane’s radio operator when they came under fire mid-flight, making sure the operator did his job.
After the mission, the radio operator stewed over the altercation, heading to a bar to have a few drinks and loosen up. Except he drank heavily, and the incident only intensified his anger.
Later that day, the man approached Fitzgibbon on the porch of his barracks room as he handed out candy to Vietnamese children and shot the crew chief to death.
Fitzgibbon was a Navy veteran of World War II who later joined the Air Force. His son Richard joined the Marines and fought in Vietnam. He was killed in combat near Quang Tin in 1965.
Richard Fitzgibbon Jr., left, and Richard Fitzgibbon III. The father was killed in Vietnam in 1956, while the son died there in 1965. (Photo from Sen. Ed Markey)
Technical Sergeant Fitzgibbon’s name wasn’t added to the Vietnam Memorial Wall until 1999, after a lobbying campaign from his family, with the help of Senator Ed Markey. The Department of Defense had to first change the criteria for adding a name — specifically identifying the start of the war.
But the centerpiece of the US Navy’s fleet has a decade-old gap in its submarine defenses, and filling it may require new, unmanned aircraft.
A US Navy S-2G Tracker in the foreground, accompanied by its successor, the S-3A Viking, over Naval Air Station North Island, California, in July 1976.
(US Navy photo)
‘It’s got legs’
During the Cold War and the years afterward, aircraft carriers had fixed-wing aircraft and helicopters for anti-submarine-warfare operations. For much of that period, the fixed-wing option was the S-3 Viking.
Introduced in 1974, the turbofan S-3 was developed with Soviet submarines in mind. It replaced the propeller-driven S-2 Tracker, carrying a crew of four. It wasn’t particularly fast, but it had a 2,000-mile range and could stay airborne for up to 10 hours to hunt submarines.
“It’s got legs,” said Capt. John Rousseau, who flew the Navy’s last Vikings as part of an experimental squadron before their retirement in early 2016.
It had strong surface-search abilities to find periscopes, a magnetic anomaly detector to search for submerged subs, and gear to analyze sounds from sonobuoys it dropped in the ocean. Its search and processing capabilities tripled its search area. And in a war scenario, it could fire Harpoon missiles at ships and drop torpedoes and depth charges to destroy submarines.
An S-3A Viking with a Magnetic Anomaly Detection boom extending from its tail in May 1983.
(US Navy photo)
“It can go fast and long. The radar, even though it’s old, there’s not many better. We still spot schools of dolphins and patches of seaweed” when patrolling off California, Rousseau said in 2016.
The Viking performed a variety of missions, including cargo transport, surveillance and electronic intelligence, search and rescue, and aerial refueling, but it was a mainstay of the carrier anti-submarine-warfare efforts.
Helicopters deployed on carriers typically perform close-in ASW, usually within about 90 miles of the ship. The S-3, with a longer range and the ability to linger, filled the midrange-ASW role, operating about 90 to 175 miles from the carrier.
Land-based aircraft, like the P-3 Orion and now the P-8 Poseidon, have flown the longest-range submarine patrols.
‘The leadership totally turned over’
As the sub threat lessened after the Cold War, the S-3 was reoriented toward anti-surface operations. During the 2003 invasion of Iraq, an S-3 attacked a ground target for the first time, firing a missile at Saddam Hussein’s yacht.
“Navy One,” a US Navy S-3B Viking carrying President George W. Bush, lands on the aircraft carrier USS Abraham Lincoln on May 1, 2003.
(US Navy photo by Photographer’s Mate Airman Gabriel Piper)
An S-3 designated “Navy One” even flew President George W. Bush to the aircraft carrier USS Abraham Lincoln in May 2003. Some of the Navy’s last S-3s operated over Iraq in the late 2000s, looking for threats on the ground.
The S-3 was eventually able to deploy torpedoes, mines, depth charges, and missiles.
With the addition of Harpoon anti-ship missiles, the S-3’s designation in the carrier air wing shifted from “anti-submarine” to “sea control,” according to “Retreat from Range,” a 2015 report on carrier aviation by Jerry Hendrix, a retired Navy officer who took part in force-structure planning and carrier-strike-group operations.
Amid shifts in Navy leadership and the rise of new threats after the Cold War, the S-3 lost favor. It officially left service in 2009. There was nothing to replace it.
“There was a slow transition in the makeup of the air wing, as well as a slow transition in the changeover in the leadership of the air-wing community,” Hendrix, now a vice president at Telemus Group, told Business Insider. As a naval aviator, Hendrix spent over a decade in P-3 patrol squadrons that routinely conducted maritime patrols looking for foreign submarines.
“By the time we got … to replace the S-3, essentially the leadership totally turned over to the short-range, light-attack community, led by the F/A-18 Hornet pilots, and also they’ve been operating for the better part of 20 years in permissive environments,” Hendrix said, referring to areas such as the Persian Gulf, where threats like enemy subs are almost nonexistent.
Because of the lack of other threats, the S-3 was relegated largely to a refueling role during its final years, mainly as a recovery tanker for aircraft returning to the carrier.
“When it came time to make a decision, they said, ‘Well, we really don’t need the recovery tanker. I can do recovery tanking with other Hornets, and this anti-submarine warfare doesn’t seem all that important to us because there’s not submarines around us,'” Hendrix said. “So they made a decision to get rid of the S-3.”
A US Navy S-3 Viking refuels another S-3 Viking over the Caribbean Sea in May 2006.
(US Navy photo by Photographer’s Mate 3rd Class Christopher Stephens)
The S-3s that were retired had thousands of flying hours left in their airframes. Dozens are being held in reserve in the “boneyard” at Davis-Monthan Air Force Base in Arizona.
“They actually got rid of the S-3 early in the sense that the community still had a viable population of aircraft,” Hendrix said.
Their departure left a hole in carrier defenses that remains unfilled, especially when carrier groups are far from the airfields where P-8 Poseidons are based.
More helicopters have been added to the carrier air wing, Hendrix said. “However, the helicopters don’t have either the sensors or the mobility to be able to really patrol the middle zone” in which the S-3 operated.
Sailors on the Arleigh Burke-class guided-missile destroyer USS McCampbell load a MK-46 torpedo on an MH-60R Sea Hawk helicopter during an ASW exercise in the Pacific Ocean in March 2014.
(US Navy photo by Mass Comm. Specialist 3rd Class Chris Cavagnaro)
Nor does the arrival of the P-8 Poseidon — a vaunted maritime patrol aircraft introduced in 2013 to replace the P-3 — make up for the Viking’s absence, according to Hendrix.
“We haven’t brought the P-8s in in a one-to-one replacement basis for the older P-3s, and so they’re not really in sufficient numbers to do the middle-zone and outer-zone anti-submarine-warfare mission for the carrier strike groups,” he said. “So we haven’t filled that requirement in force structure.”
‘The Navy could mitigate this vulnerability’
Amid the increasing focus on facing a sophisticated adversary, discussion has intensified about changing the composition of the carrier air wing to replace the capabilities — anti-submarine warfare in particular — shed after the Cold War.
“ASW will become an increasingly important [carrier air wing] mission as adversary submarine forces increase in their size, sophistication, and ability to attack targets ashore and at sea using highly survivable long-range weapons,” said a recent report on the carrier air wing by the Center for Strategic and Budgetary Assessments.
A Navy S-3B Viking from the aircraft carrier USS Carl Vinson on January 23, 1995. It carries a refueling pod under its left wing, and openings in the fuselage for dropping sonobuoys are visible in the rear.
(US Navy photo by PH1 (AW) Mahlon K. Miller)
Longer-range anti-ship missiles allow subs to be farther outside carrier helicopters’ operational range, the report argued. (Long-range land-based weapons may also hinder ASW by reducing the area in which the P-8 can operate.)
“The increasing range of submarine-launched cruise missiles may result in [carrier air wing] aircraft being the only platforms able to defend civilian and other military shipping as well as high-value US and allied targets ashore from submarine attack,” the report added.
Unmanned systems — sensors as well as unmanned underwater and surface vehicles — are seen as an option to extend the carrier’s reach. (The Navy has already awarded Boeing a contract for unmanned aerial refueling vehicles.)
“The Navy could mitigate this vulnerability using distributed unmanned sensors to find and track enemy submarines at long ranges and over wide areas,” the CSBA report said, adding that ships and aircraft in the carrier strike group could then use anti-submarine rockets to keep enemy subs at bay rather than trying to sink all of them.
Boeing conducts an MQ-25 deck-handling demonstration at its facility in St. Louis, Missouri, in January 2018.
(US Navy/Boeing photo)
The need to operate at longer ranges with more endurance and higher survivability also makes unmanned aerial vehicles appealing additions to the carrier air wing, according to the CSBA report.
“There’s potential there,” Hendrix said, but he added that using the vehicles in the ASW role would be complicated.
“A lot of times doing anti-submarine warfare, there’s a lot of human intuition that comes into play, or human ability to look at a sensor, which is a very confused sensor, and pick out the information” that may indicate the presence of a submarine, he said.
Much of the midrange mission vacated by the S-3 Viking is done within line-of-sight communication, meaning a range in which sensors can communicate with one another, so, Hendrix said, “you could use an unmanned platform to go out and drop sonobuoys or other sensors … and then monitor them, or be the relay aircraft to send their information back to” the ASW station aboard the carrier, where humans would be watching.
“I could see an unmanned platform playing in that role in the future.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Hump Day Horoscopes in your mouth, you nasty boots. Noadamus here, operator and internet prophet with crystal magic who can see the future. Okay, I made the crystal crap part up, but I was raised by hippies and weaned on goats’ milk, so open your ear holes and listen to PaPa Bear.
Go crazy. You’re not paying.
Some weeks suck, but not this one — not for you, at least. Your favorite kind of friends want to party, the ones who pay for everything. Money is basically falling into your pocket and your mental capacity is amped up to the max. You might even manage to keep your secret love affair hidden. Just watch your mouth through the weekend, because tempers run hot this week.
Can’t go home ’cause you have to work past COB and Household 6 won’t shut up about it? Just take a deep breath, everything starts to look better closer to the weekend. You might even find some time to nerd out on whatever Dungeons Dragons spells you’re casting. By next Wednesday, you’re a powerhouse, smoldering and passionate.
Seriously dude (or dudette), chill the F’ out, ‘fore you give yo-self a hernia. Your energy is almost unlimited, but everyone’s patience is not. You’re kicking ass and taking names, crushing every PT event, and you’re goddamn Jonny Ringo at the range, but you don’t know everything, and next week, a family member won’t hesitate to remind you, repeatedly.
You’re gonna get some attention. Doesn’t mean you want it.
The weekend brings a surge of energy, useful during CQB and for meeting your future ex-girl/boyfriend. Your tactical knowledge pays off and thrusts you into a leadership role, but causes you more disruption than your stubborn ass would care for. You are likely to be recognized as the subject-matter expert.
Wednesday has you on edge. Take a knee and drink water. You’ll live… probably. Not everyone is out to get you, and people still like you, and yes, everybody thinks you’re clever. Snuggle up with your woobie, and if you can suck it up until next week, your silver tongue will return and you’ll be a superstar at work again. Speaking of stars, if you got pipes, middle of next week is a great time to rock an open mic.
Whatever secrets you’re hiding are subject to rumor and gossip this Wednesday. Just remember your SERE training: say nothing, and by the weekend, people will move on to more interesting talk. Early next week, everyone from your significant other to the MPs to the crustiest Gunny in the division wants to butt heads with you. And they call you sensitive? By the middle of next week, things are starting to look up.
You’re really only sabotaging yourself.
Remember that one time you let your friends talk you into doing the stupid-ass sh*t that almost got you court-martialed? Oh wait, that’s this Wednesday. Pull your head out of your ass, Corporal, and try not to pick any more fights at work. Next week looks good for your wallet; guess all that day-trading is finally paying off.
Wednesday is a trifecta of suck. The house (or family) is demanding money, friends and coworkers are overly argumentative, and your buddy told everyone about your browser history. It’s called cyber security. Seriously, sergeant. Next week sucks, too, but at least after the weekend, nobody is busting your balls at work. I’m prescribing some meditation classes — you must chillax.
Why you stirring up so much shit? Your neighbors are pissed, the morons in your unit are pissed, every damn instructor you have to deal with is pissed. You need to ask yourself — who’s actually the asshole here? Here’s a hint: It’s you, you pretentious snob. You cannot win all of these battles and some of these people are on your side. Don’t be such a blue falcon, buddy f*cker.
It’s probably for the best that you still live in the barracks.
If all of your idiot friends overdraft their credit cards at the gentlemen’s club, does that mean you will, too? Dumb question, we both know you will. Don’t wake up Thursday morning five bills in the hole. In fact, this Wednesday and every night through this weekend, just stay in the barracks and watch a documentary on Buddha or something. Oh yeah, don’t let your aggression get the better of you next week.
You’re bleeding money trying to keep up with your rent and your drinking escapades. Don’t get mad when people get pissed off by your scandalous behavior and your inability to commit to a relationship. The good news is that next week you will remember you have a job and, even though you will not have the most squared away uniform, your aggression will inspire others and make peers and supervisors alike forget how much of a flake you are.
Trust me, I really want to lie to you and say things are looking up, but… things continue to be terrible for you and you will continue to be a moody asshole. You can’t use this excuse to be a miserable human being; you’re better than that. If you have children, keep them occupied this week or they might burn down your house, and no one wants to listen to you b*tch anymore.
Since interest rates are down compared to last year — and likely to remain unchanged or fall even further in 2020 — it’s a good time to be strategic about where you save money.
A certificate of deposit (CD) can offer good earning potential without any of the risk of a stock market investment or the variable interest rates of a high-yield savings account.
When you open a CD, you agree to lock your money up for a specific period of time — usually anywhere from three months to five years — in exchange for a fixed annual percentage yield (APY). You typically can’t access your cash until the CD’s maturity date without incurring a penalty, which makes it a good place to safely grow money that you need at a certain date and not before then. It can also help curb impulse spending.
Currently, the best CDs are offering between 2% and 2.25% APY for varying minimum deposits and terms between 12 months and five years. Generally, the longer the term length, the higher the rate. Any term shorter than a year probably isn’t worth it right now, since the rates are comparable to the best high-yield savings accounts.
You can’t add money to a CD after the initial funding period (usually between 10 and 14 days), so it’s not the right type of account for actively saving money. But if you already have cash set aside for a future purchase, a CD is worth considering. Here are five times to open a CD for your savings:
1. You’re waiting to buy a house
Saving for a down payment can take years. But just because you finally reach your savings goal doesn’t mean you have to buy a house right away. Maybe mortgage rates aren’t where you’d like them to be or you just haven’t found a place you love yet. If you’ve decided to wait at least a year to buy a house, a CD can keep your down payment safe and earning a consistent return in the meantime.
2. You’re planning a home renovation
If there’s a home improvement project on your to-do list next year, but you already have the cash, consider opening a CD to earmark the savings. As long as the renovation isn’t something that needs attention right away (think: a big leak or a damaged roof), then you can lock in a high interest rate now to earn more on your money while you iron out the details of the project — and actually find the time to do it.
3. You spend a lot during the holidays
The end-of-year holidays seem to get more expensive every year. Make it easier for your future self by setting aside a cash reserve now that you can use next year for shopping, booking travel, and buying gifts. Once your CD matures, you can use the cash to put toward your holiday purchases if the timing is right or replenish the fund you pulled from.
4. You have big travel plans
If you’re actively saving for a travel fund, a high-yield savings account is the way to go. But, if you’ve already reached your goal, or even part of it, and want to make sure the money stays safe until you’re ready to jet off, try a CD. You won’t be able to dip into the account for impulse spending and you’ll wind up with even more money than you started with thanks to above average interest rates.
5. You’re preparing for a move
Between packing supplies, movers, and buying new stuff, moving can run up a lengthy tab. But setting up a moving fund? That’s something many of us plan to do, but never quite get around to.
If you know you’ll be moving in the future, whether to a new state or just a new neighborhood, consider setting aside some extra cash in a CD so you can be sure there’s no scrambling for money when the time comes. It doesn’t need to be a ton of cash — some of the best CDs require to open — but you’ll need to add something to start earning a return.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
When it comes to aviation, original ideas are few and far between. Much of the progress that happens in the space can be considered more evolutionary than revolutionary. The F-15E Strike Eagle multirole fighter, for instance, was an evolution of the F-15 Eagle, an air-superiority fighter. This is often the case with transport planes, too.
For example, the general appearance of transport planes hasn’t changed much over the decades. There’s a huge, mostly hollow fuselage, high-mounted wings, and, at the very least, a rear ramp used to load vehicles or pallets of cargo. In developing cargo planes, the real issue isn’t figure out how to transport something, it’s figuring out how to transport that much.
A Y-20 in flight. This plane is based on the Russian Il-76 Candid transport.
(Photo by Alert5)
When the Chinese Communists were looking for a solution for massive-scale logistics, they decided to develop an aircraft based on the Il-76 “Candid” family of planes. They took this already-impressive aircraft and put it on a metaphorical steroid regimen, just like the ones former baseball sluggers Manny Ramirez and Alex Rodriguez used to bulk up.
The Il-76 can haul 44 tons of cargo. Communist China’s Y-20, their ‘roided-out version of the Russian plane, hauls up to 66 tons. The Y-20 has a top speed of 572 miles per hour and a maximum range of 2,796 miles. The Il-76 can go for 2,734 miles at a top speed of 559 miles per hour.
China has acquired 30 planes in the Il-76 Candid, 22 of which are transports similar to this Indian Air Force Il-76.
(U.S. Air Force photo by Tech. Sgt. Shane A. Cuomo)
Now, that still doesn’t quite match up with the United States’ logistical powerhouse, the C-17, which can carry up to 85 tons of cargo up to 2,400 nautical miles. Additionally, the C-17 can be refueled in flight, so it can reach anywhere in the world. But compared to the baseline Il-76, the Y-20 is a substantial improvement, and gives Communist China a better plane — even if it’s still waiting on the WS-20 engines.
Watch the video below to see this plane go through some of its paces.
Artillery is the king of the battlefield, but the big artillery pieces can’t be everywhere at once – and sometimes their response time is pretty long. Thankfully, for the grunts of today, the mortar is available. Think of this as portable artillery – capable of providing some very quick-response fire support for grunts.
The M252 Medium Weight Extended Range Mortar fits right into a vital niche, especially for lighter infantry units like the 10th Mountain Division, 82nd Airborne Division, and Marine units. According to a fact sheet from the Minnesota National Guard, this system weighs 91 pounds and is operated by a crew of three. That said, usually there will be other guys assigned to help carry additional rounds.
The system can fire up to 30 rounds a minute, but you’re more likely to sustain a rate of 16 rounds a minute. A wide variety of ammo is available as well – anything from high explosive rounds to illumination flares to smoke rounds to white phosphorous. In short, this mortar, usually held at the battalion level of the light units, can do anything from concealing friendly troops to marking targets to blowing bad guys to smithereens.
As is the case with Ma Deuce and machine guns, mortar crews need proper training and plenty of practice to make the most of these systems. The procedures can be rehearsed sometimes using the M880 short-range round, but other times, you need to go out to the range and do the live-fire “full Monty.”
You can see troops train on the M252 at the mortar range at the Grafenwoehr training area in the video below.
The war to shake off Great Britain wasn’t just a North American war. What started out as a means for keeping the unruly colonies in the fold quickly devolved into a global war among major European powers. By the time the Siege at Yorktown was over, there were actually 44 more battles to be fought for American independence.
Peace talks were ongoing when news of the Franco-American victory reached negotiators in Paris, but that didn’t hurry matters along. A preliminary deal wouldn’t happen until the next year. In the meantime, the Founding Fathers knew that Britain would continue fighting and India would be the last place anyone would learn of a treaty.
Back on the Indian subcontinent, the British were having trouble with the locals there too. One of them, Hyder Ali, the Sultan of Mysore, had long aligned himself with the French. Mysoreans had been fighting the British for years while the Americans were fighting. But the very capable Hyder Ali died in 1783, leading the British to believe the time was right to end the nuisance once and for all.
The crown quickly dispatched an army and a fleet of warships to lay siege to the Mysorean city of Cuddalore. In response, the French sent a force of their own. The two sides would meet there in June 1783, three months before the ink on the Treaty of Paris would dry.
The city was blockaded by the Royal Navy by sea as British and Bengali troops surrounded it by land. Though equally powerful on land, the French fleet was outgunned by the British as they sailed toward Cuddalore. Using reinforcement troops meant for the city as gunners, the French attacked the British for three hours, forcing the British to leave the waters around the city.
With the Royal Navy on its way out, the French were free to reinforce the defenses of Cuddalore, which they did. But the British Army didn’t relent. For a month, the French attempted to break the siege but were repelled over and over. Disease and thirst soon took over as the major force on the battlefield, but that didn’t matter either.
What finally broke the siege was news from Paris that the American Revolution was over and that a preliminary deal had been signed in November 1782 – the news was just late getting to India.
In the end, Cuddalore was returned to the British anyway with France receiving its old possession of Pondicherry in the exchange, and the Americans receiving their independence from King George III.
F-35B Lightning II aircraft, attached to the F-35B detachment of the “Flying Tigers” of Marine Medium Tiltrotor Squadron (VMM) 262 (Reinforced), are currently in the Indo-Pacific region deployed aboard the amphibious assault ship USS Wasp (LHD 1).
Wasp, flagship of Wasp Amphibious Ready Group, with embarked 31st Marine Expeditionary Unit (MEU), is operating in the region “to enhance interoperability with partners and serve as a ready-response force for any type of contingency.”
F-35B flying in “Third Day of War” configuration.
(US Marine Corps photo)
Images being released these days show the Marines STOVL (Short Take Off Vertical Landing) aircraft in VMFA-121 markings carrying external weapons during blue water ops, a configuration being tested for quite some time and known as CAS (Close Air Support) “Beast Mode” (or “Bomb Truck”).
In particular, the aircraft are loaded with 2x AIM-9X (on the outer pylons) and 4x GBU-12 500-lb LGB (Laser Guided Bombs).
Marines load a Guided Bomb Unit (GBU) 12 onto an F-35B Lightning II aircraft attached to the F-35B detachment of the “Flying Tigers” of Marine Medium Tiltrotor Squadron (VMM) 262 (Reinforced) aboard the amphibious assault ship USS Wasp (LHD 1). Wasp, flagship of Wasp Amphibious Ready Group, with embarked 31st Marine Expeditionary Unit, is operating in the Indo-Pacific region to enhance interoperability with partners and serve as a ready-response force for any type of contingency.
(US Navy photo by Mass Communication Specialist 3rd Class Sean Galbreath)
This configuration involving external loads is also referred to as a “Third Day of War” configuration as opposed to a “First Day of War” one in which the F-35 would carry weapons internally to maintain low radar cross-section and observability from sensors.
As we explained in a previous story: “as a conflict evolves and enemy air defense assets including sensors, air defense missile and gun systems and enemy aircraft are degraded by airstrikes (conducted also by F-35s in “Stealth Mode”) the environment becomes more permissive: in such a scenario the F-35 no longer relies on low-observable capabilities for survivability so it can shift to carrying large external loads.”
LO (Low Observability) is required for penetrating defended airspaces and knocking out defenses at the beginning of a conflict, but after the careful work of surface-to-air missile hunting is done (two, three days, who really knows?), the F-35 is expected to “go beast”.
An F-35B Lightning II aircraft, attached to the F-35B detachment of the “Flying Tigers” of Marine Medium Tiltrotor Squadron (VMM) 262 (Reinforced), lands aboard the amphibious assault ship USS Wasp (LHD 1). Wasp, flagship of Wasp Amphibious Ready Group, with embarked 31st Marine Expeditionary Unit (MEU), is operating in the Indo-Pacific region to enhance interoperability with partners and serve as a ready-response force for any type of contingency.
(US Navy photo by Mass Communication Specialist 1st Class Daniel Barker)
In “Beast Mode“, exploiting the internal weapon bays, the F-35A can carry 2x AIM-9X (external pylons), 2x AIM-120 AMRAAM (internal bomb bay) and 4x GBU-31 2,000-lb (pylons) and 2x GBU-31 PGMs (internal bay). It’s not clear whether the F-35B can launch from a Wasp-class amphibious assault ship in this configuration.
On Sept. 27, 2018, U.S. Marine Corps F-35B jets made their combat debut. U.S. Marine Fighter Attack Squadron 211, the “Wake Island Avengers”, of the 13th Marine Expeditionary Unit, used their F-35B Lighting II Joint Strike Fighters to hit insurgent targets in Afghanistan’s Kandahar Province launching from U.S. Navy Wasp-class amphibious assault ship USS Essex (LHD-2) on station in the Persian Gulf. The aircraft used in the strike were loaded with GBU-32 1000-lb JDAM (Joint Direct Attack Munitions) but were also equipped with the externally mounted GAU-22 25mm gun pod in addition to the weapons in the internal bays. And sported the radar reflectors too.
An F-35B takes off with 2x AIM-9x and 2x GBU-12 LGBs.
(US Navy photo by Mass Communication Specialist 2nd Class Sarah Myers)
Back to the “Beast Mode”, F-35B have launched from the flight deck of amphibious assault ship USS America (LHA 6) with inert 500-pound GBU-12 Paveway II laser-guided test bombs during operational testing and the third phase of developmental testing for the STOVL stealth aircraft conducted by Marine Operational Test and Evaluation Squadron 1 (VMX-1), Marine Fighter Attack Squadron 211 (VMFA-211) and Air Test and Evaluation Squadron 23 (VX-23) in 2016. Still, the ones just released are probably the very first images of the aircraft launching in “Beast Mode” operationally.
Flight deck crew members guide an F-35B Lightning II aircraft, attached to the F-35B detachment of the “Flying Tigers” of Marine Medium Tiltrotor Squadron (VMM) 262 (Reinforced), in preparation for flight operations aboard the amphibious assault ship USS Wasp (LHD 1). Wasp, flagship of Wasp Amphibious Ready Group, with embarked 31st Marine Expeditionary Unit (MEU), is operating in the Indo-Pacific region to enhance interoperability with partners and serve as a ready-response force for any type of contingency.
(US Navy photo by Mass Communication Specialist 1st Class Daniel Barker)
According to a Pentagon test office document recently obtained by Bloomberg, “Durability testing data indicates service-life of initial F-35B short-takeoff-vertical landing jets bought by Marine Corps “is well under” expected service life of 8,000 fleet hours; “may be as low as 2,100″ hours.”
This would mean that some of the early F-35B jets would start hitting service life limit in 2026.
This article originally appeared on The Aviationist. Follow @theaviationist on Twitter.
The Norwegian frigate HNoMS Helge Ingstad was lost on Nov. 13, 2018, five days after it collided with a Greek oil tanker and began taking on water. Now, the Norwegian Navy has recovered the wreck and begun salvage operations, and videos showing the process from the early underwater surveys to now have been released online.
Norwegen Military KNM Helge Ingstad-Raised and Breathing Air Again-
The ship suffered severe damage and seemed to leak water in what were supposed to be watertight compartments (Norway and the ship’s builder, a Spanish firm, are fighting over whether a design and construction failure led to the sinking or not). But the ship sank slowly, giving the crew some time to get a tug to push it into shallow water.
This was too little to save the ship, but has made salvage easier. Divers were sent in to collect sensitive documents and to remove the ship’s dangerous ordnance, from torpedoes to missiles. Surprisingly, as seen in the video above the torpedoes were placed into what was, essentially, a modified dumpster.
After removal, the munitions were detonated in a remote location, and two large barges with cranes were moved over the wreck to very slowly raise it up in late February. It took time for the water to run out of the wreck, and salvage crews were sent in to help open hatches and valves to get as much of the water out as possible.
Now, the ship’s remains are at Haakonsvern, Norway’s primary naval base, where salvage operators are taking careful steps to preserve as much evidence of how the sinking played out as possible while also preserving what components might still be saved.
The HNoMS Helge Ingstad was heavily damaged in the crash and sank slowly over five days.
Sensitive electronics exposed to seawater are being transferred into freshwater or chemical baths as saltwater becomes more corrosive when exposed to air. Approximately 1,400 parts have been scheduled for this treatment.
In the meantime, the Norwegian Navy is in a tough spot. They maintain only a small fleet, and they had five main surface combatants when the Helge Ingstad was lost, meaning they’re down 20 percent of the primary combat power.
The bottom line for the military is always cost-effectiveness (barring elite tier-1 units). As we’ve seen with the Modular Handgun System competition, acquisitions are driven by the lowest bid and not necessarily performance. The argument between Glock and Sig Sauer aside, the necessity of fiscal responsibility forced the Army to limit the effectiveness of their .30-06 ammunition prior to America’s entry into WWII.
The Spanish-American War showed the inferiority of the Krag to the Mauser (U.S. Army)
The Army adopted its first smokeless powder cartridge, the .30-40 Krag, to replace the black powder .45-70 in the early-1890s. After a review of the cartridge’s performance in the Spanish-American War, the U.S. Army ordnance corps made modifications to the round in an attempt to match the ballistics of the superior 7x57mm Mauser cartridge used by the Spanish during the war. Though the ordnance department succeeded in increasing the muzzle velocity of the .30-40, the new cartridge had a tendency to damage the rifles that shot it due to the increase in pressure.
In 1903, following the recommendations of the infantry Small Arms Board, the Army replaced the .30-40 with a higher velocity cartridge, the .30-03. Also called the .30-45 due to its 45 grain powder charge, the .30-03’s service was short-lived. The heavy 220 grain M1903 bullet required high pressures and temperatures to achieve its maximum effective velocity which caused severe bore erosion in rifle barrels. Additionally, the bullet’s weight and roundnose design still left it ballistically inferior to its European 7mm and 8mm counterparts. After just three years, the .30-03 was replaced by the venerable .30-06.
The M1 Garand was designed in .30 caliber due to the surplus of wartime ammo (Springfield Armory)
Equipped with a modern pointed spitzer bullet, the .30-06 was more effective at long range than the .30-03. However, the Army’s claim of a maximum range of 4,700 yards was disproved when the cartridge saw service in WWI. Machine gun barrages used as indirect fire with the .30-06 M1906 round proved to be 50% less effective than expected. In 1918, extensive testing showed that the M1906 cartridge actually had a maximum effective range of 3,300 to 3,400 yards. The Germans experienced a similar problem with their ammo which they solved by replacing the flat-based bullet with a boat-tail bullet. The result for the Germans was a round with a maximum range of approximately 5,140 yards.
In 1926, the U.S. Army ordnance corps applied the same solution to the .30-06. After extensive testing of the 7.5x55mm Swiss GP11 cartridge, the ordnance corps replaced the M1906 flat-based bullet with the M1 Ball’s boat-tail bullet. The new round had a higher ballistic coefficient, greater muzzle velocity, and a maximum range of approximately 5,500 yards. Despite the development of the .30-06 M1 Ball cartridge, the Army continued to field the M1906 cartridge.
Left to right: M1903, M1906, M1 Ball, M2 Ball, and M2AP .30 caliber bullets (Public Domain)
With over 2 billion rounds of wartime surplus ammunition, the Army needed to expend the old ammo before it introduced the new. Over the next decade, old stocks of M1906 rounds were shot in training as the supply of the new M1 Ball ammo was allowed to grow. However, by 1936, the Army realized that its new long-range rifle round had a serious problem—it was too effective.
Firing ranges are designed with an emphasis on safety. When Murphy’s Law rears its ugly head and Private Joe Schmo has a negligent discharge at an angle that lobs a bullet as far as it can possibly travel, that round needs to land within a designated impact area. As a result, military firing ranges of the day had all been designed with the ballistics of the .45-70, .30-40 Krag, and .30-06 M1906 rounds in mind. Due to its increased maximum range, the performance of the .30-06 M1 Ball was beyond the safety limitations of most ranges.
Infantrymen fire both the M1 Garand and M1903 Springfield (U.S. Army)
With war looming on the horizon and the cost of modifying ranges to accommodate the M1 Ball prohibitively expensive, an emergency order was issued to manufacture mass quantities of a new .30-06 round that more closely matched the ballistics of the expended M1906 cartridge as quickly as possible. Developed in 1938, the new M2 Ball cartridge was nearly identical to the M1906, though it had a slightly greater maximum range of 3,450 yards. While the M2 Ball became the standard cartridge for the U.S. military, the Marine Corps retained stocks of the superior M1 Ball ammo for use by their snipers and marksmen.
Despite its ballistic inferiority to the M1 Ball, the M2 Ball was still an extremely capable cartridge. It saw service through WWII, Korea, and even saw limited use in Vietnam before it was replaced by the 7.62x51mm and 5.56x45mm NATO rounds. Today, a high volume of military surplus firearms chambered in .30-06 and a dwindling supply of military surplus ammunition has led to many manufacturers producing commercial .30-06 M2 Ball ammo.
An unmanned surface vehicle suddenly appeared on the Potomac River Test Range and, much like the ospreys that inhabit the area, it was on a mission to traverse the river – autonomously.
Nearby, an osprey watched the unusual sight from its nest as an array of autonomous guns and missile systems were lined up on a pier.
Distinguished visitors gathered on that pier to see the sight – a demonstration of Textron Systems’ Common Unmanned Surface Vehicle. They listened intently as Navy and corporate leaders discussed their collaboration to weaponize a CUSV capable of multiple missions.
“The reason we collaborate is because we as a nation find ourselves in a situation where we can no longer take time to deliver capability to our warfighters,” John Fiore, Naval Surface Warfare Center Dahlgren Division technical director, told government, defense contractors, and military personnel at the March 28, 2018 event. “We as a warfare center and you as industry are tasked to make sure our Sailors and Marines can deploy, execute their mission, and come home safely to their families and loved ones.”
NSWCDD engineers explained how the weapon technologies they developed will be evaluated for integration with Textron Systems’ CUSV to create a new modular autonomous weapon system to impact the Fleet’s maritime operations. There is currently no program or acquisition in place to implement these efforts, as they are in the early development stages without funding or planning to implement into the Fleet.
“Our first project is what we are calling a Surface and Expeditionary Warfare Mission Module which will consist of our engagement technology paired with our Battle Management System (BMS) controlling a Longbow Hellfire Missile,” said Chris Nerney, NSWCDD technical program manager for Unmanned Systems. “The idea is a mission package that could slide into the CUSV modular mission bay and provide a direct and indirect fire capability.”
(U.S. Navy photo)
The Navy and Textron Systems plan to prove the developmental concept that combines direct and indirect fire capability with a gunfire demonstration in late 2018, followed by a live missile shoot in 2019.
“We are creating a modular surface and expeditionary warfare payload with a gun and a missile weapon system to be evaluated for integration onto the common unmanned surface vehicle,” said Kevin Green, NSWCDD technical lead for Ship-to-Shore Precision Engagement Integration and Prototype. “This payload could enable warfighters to counter fast attack craft and fast inshore attack craft and it could provide ship-to-shore fire support for expeditionary and special operations forces. It also gives us a baseline development effort to operate and perform further research and development.”
Meanwhile, Nerney, Green, and their Textron Systems collaborators are envisioning how new payloads in the CUSV mission bay could benefit warfighters in various missions from maritime interdiction and special operations to surface warfare encounters that include engaging fast attack craft and fast inshore attack craft as well as other threats.
“We’re demonstrating the realm of the possible, proof of concept, and leveraging a Textron developmental craft and proven weapon systems with the Hellfire, BMS, and other capabilities,” said Wayne Prender, Textron Systems vice president of Control & Surface Systems. “Now, we’re bringing those technologies together and implementing them in an autonomous way that’s unique and new.”
For surface and expeditionary warfare missions, warfighters could use a modular, plug and play unit designed to fit the CUSV mission bay. This mission module includes sensors for targeting, a weapon station with a gun, and a launcher system for missiles. It could provide capabilities to enable a myriad of missions outlined in the Unmanned Surface Vehicle Master Plan.
NSWCDD engineers are creating the payload in response to guidance outlined in the Navy’s recent USV Strategic Roadmap and the Marine Corps Operating Concept. Moreover, they determined that weaponizing a USV with both direct and indirect fire capability could expand the USV mission portfolio to include surface warfare, maritime security, and maritime interdiction operations in addition to special operations forces and expeditionary forces support.
(U.S. Navy photo by Mass Communication Specialist Seaman Scott Youngblood)
“We are developing automated weapon systems that provide tactically effective automation of the entire kill chain, and we’re doing so with minimal dependence on what is usually an unreliable datalink,” said Green. “Our experience integrating unmanned systems has taught us that the weapon systems must be just as automated as the platforms themselves in order to reduce the number of operators and operate reliably beyond line of sight.”
Specifically, Sailors and Marines could be able to use the Battle Management System to fire missiles and precision guided munitions from the CUSV. They would use the autonomous system for detection, tracking, and direct fire engagement.
“If the decision was made to outfit the CUSV with a variety of payloads, it could be deployed from nearly any large ship and could be deployed in significant numbers from a U.S. Navy ship or a Joint High Speed Vessel type platform to perform a variety of roles,” said Nerney. “We are focused on the Mine Countermeasures Unmanned Surface Vehicle today because it’s the Navy’s only program of record unmanned surface vehicle platform. It’s also our concept of modular plug and play weapon systems integrated onto a USV that can be scaled up or down as appropriate. If the Navy or Marine Corps decide to build big unmanned surface vehicles, we could scale the guns and missiles up. If the decision is to go with swarms of small USVs, then we could scale the system down accordingly.”
Between now and the live fire test, NSWCDD and Textron Systems will work together to rapidly develop and integrate as proofs of concept a variety of surface and expeditionary warfare payloads for the CUSV to include operations with unmanned air and subsurface vehicles.
“Our partnerships with industry allow us to move fast,” said Fiore. “If you’re the one that’s going to be giving this capability to warfighters, I want you to be effective in doing that. That’s what motivates us and that’s why we collaborate. That’s why it’s so important for us to have you here today with your equipment and have you partnering with us.”
The Navy’s collaboration with Textron Systems began in 2011 when the developmental Common Unmanned Surface Vehicle was developed and used in a variety of Navy demonstrations.
In December 2017, the company signed a cooperative research and development agreement with NSWCDD. The agreement covers the integration of missile, designator, and remote weapon station payloads to Textron Systems’ developmental CUSV with its 3,500-pound payload capacity on the deck and a payload bay measuring 20.5 x 6.5 feet.
(U.S. Navy Photo by Mass Communication Specialist Seaman Patrick W. Mullen III.)
The company previously contracted with the Navy to develop the new Unmanned Influence Sweep System – minesweeping units towed by the CUSV – which will perform a mine countermeasure mission in support of a littoral combat ship.
“Building on the UISS program as the foundation, we signed the Cooperative Research and Development Agreement with Dahlgren,” said Prender. “We began to prototype surface warfare packages and other payloads that will strengthen the flexibility and potential capability of our platform and continue to inform the Navy and Marine Corps and overall surface community what the realm of the possible can be as they begin to expand the use of unmanned systems – in this case unmanned surface vehicles.”
The CRADA points out that NSWCDD will develop a government-owned open architecture weapon control system to include both hardware and software. Implementations of this design will enable rapid development to support and control a variety of precision guided weapons. This open architecture concept will allow vendors to provide munitions and subsystems for future capabilities as long as the munitions and subsystems support the government owned interfaces.
“We are only limited by our imaginations,” said Nerney. “Other ideas in the works for mission packages include intelligence, surveillance and reconnaissance. We can develop mission packages to support the carrying and launching of UAV’s – armed and unarmed. This will give us a hunter-killer over-the-horizon capability by pairing the armed common unmanned surface vehicle with an armed Firescout, laser weapon, or vessel-stopping equipment.”
No matter how hard you try and avoid it, vehicles get stuck in the mud. It can even happen to an Abrams tank. Sometimes, as with the case of the Abrams, the vehicle is able to escape the sticky situation on its own, but what happens when the vehicle can’t manage to get free on its own devices?
Thankfully, there’s a way to handle that situation. The United States Army (and the United States Marine Corps) has a vehicle designed to help others get out of the mud and get the supplies it is hauling to the troops. That vehicle is the M984 Wrecker, part of the Heavy Expanded Mobility Tactical Truck family.
According to OshKosh Defense, the latest version of this tactical tow truck is the M984A4. It has a crew of two, a top speed of 62 miles per hour, and can go 300 miles on a 155-gallon tank of gas. You read that right; it gets really sucky gas mileage — a bit less than two miles per gallon.
But here’s the capability that you get in exchange for guzzling gas: The M984A4’s recovery winch can haul 30 tons, which is enough to get most vehicles out of a muddy situation. Its crane hauls seven tons. It can retrieve objects weighing up to 25,000 pounds. This truck is a tactical, AAA-roadside-assistance machine, and it weighs less than 55,000 pounds, meaning it can be hauled by C-130 Hercules transport planes.
Check out the video below to watch an M984 crew practice getting a vehicle out of the mud at Fort McCoy: