The VH-92 was selected to replace the VH-3 Sea King as the new Marine One. But this isn’t the first time the Sea King has been supplanted by a variant of the S-92 — in fact, Canada already did the same thing with its fleet of 28 maritime combat helicopters.
Sikorsky S-92s in Canadian service that were modified for anti-submarine warfare are known as CH-148 Cyclones. These aircraft operate primarily from Canada’s force of 12 Halifax-class frigates, which are equipped with RIM-7 Sea Sparrow missiles, RGM-84 Harpoon anti-ship missiles, a 57mm gun, and 324mm torpedo tubes.
The CH-148 has been through a long RD cycle and has cost more than twice as much as originally planned.
(Photo by Gerry Metzler)
These versatile helicopters are designed to hunt down submarines using the Mk 46 anti-submarine torpedo, but they also handle search and rescue, tactical transport, and surveillance missions.
The CH-148s are nearing the end of production. Canada has accepted 15 aircraft to date in an interim configuration, and begins accepting aircraft in a final production configuration in June 2018. Initial operational capability is slated to be achieved later in 2018. This much-anticipated helicopter is the result of an extremely long research and development program — the first helicopter that was delivered from the program was seven years behind schedule. To date, the program’s total cost has ballooned to over twice its original size.
The CH-148 will also handle search-and-rescue missions, like this S-92 does for the Irish Coast Guard.
(Photo by Riatsnapper)
The CH-148 has a crew of four. In the anti-submarine warfare mode, it packs two Mk 46s. These torpedoes have a top speed of 45 knots and a maximum range of just under seven miles. As a tactical transport, it can haul 22 troops – roughly two squads of grunts. The helicopter has a top speed of 190 miles per hour and can go just under 280 miles without refueling.
You can learn more about this helicopter in the video below.
US Air Force B-52 Stratofortress bombers — America’s longest-serving bomber aircraft — are expected to get an upgrade that will allow them to drop bombs like never before.
The service is currently testing a major upgrade for the decades-old bombers, as well as the revolutionary Conventional Rotary Launchers (CRLs). The upgrade will increase the number of munitions a single B-52 bomber can drop at one time, the Air Force revealed in a recent statement.
CRLs are rotating munition systems located inside the bomb bay that allow the heavy, long-range bombers to carry a larger and more varied payload of conventional smart bombs and other guided munitions.
“Before these launchers, the B-52 was not capable of carrying smart weapons internally,” Air Forces Strategic (AFSTRAT) Armament Systems manager Master Sgt. Adam Levandowski said when the first CRLs were delivered to the service in November 2017. “Now each CRL allows for internal carriage, which adds an additional eight smart bombs per aircraft,” he further explained.
(U.S. Air Force photo by Gerald R. Willis)
The addition of the new CRLs increased the B-52’s smart weapon carrying capacity by 67 percent.
B-52 bombers flew into battle with the new launchers for the first time in December 2017, setting a new record for largest number of bombs ever dropped from the airframe, Military.com reported at the time.
A long-standing issue with the CRLs has been that power could only be supplied to four munitions at a time. The planned upgrade will provide full power to all internal munitions at once. In the past, aircrews could only power four munitions on one pass, as anything more might risk blowing the circuit breakers mid-flight.
“Now, a B-52 going into a war zone has the ability to put 20 munitions on a target area very quickly,” Senior Master Sgt. Michael Pierce, 307th Maintenance Squadron aircraft armament superintendent, said, referring to the eight internal weapons and the 12 additional munitions stored under the wings.
These figures refer to the AGM-158 Joint Air-to-Surface Standoff Missiles (JASSMs) used in testing. The bombers can carry potentially larger quantities of other munitions.
“The entire effort to modify the CRL moved pretty quickly,” Pierce said. “The bottom line is yesterday we had the capability to deliver 16 weapons at one time and today we can deliver 20 of them.”
The Air Force is expected to upgrade all B-52s once testing is complete.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The US Navy’s submarine service is easily the most powerful ever fielded in the history of submarine warfare. Consisting of Los Angeles, Seawolf, Virginia and Ohio-class boats, this all-nuclear force is silent and deadly, prowling the world’s waterways without anybody the wiser.
While the unlimited range, the quiet and very stealthy nature of these combat vessels makes them incredibly dangerous, it’s their armament that plays the biggest part in making them the most lethal killing machines traversing the oceans today.
Every American submarine in service today is armed with the Mark 48 Advanced Capability torpedo, the latest and greatest in underwater warfare technology. These “fish” are designed to give submarine commanders a flexible tool that can be used to destroy enemy vessels, or serve as remote sensors, extending the operational capabilities of submarines far beyond what they’re inherently able to do while on patrol.
As you can probably tell, these next-level torpedoes have undergone a considerable evolution from their predecessors of decades past. Advanced on-board computers, propulsion systems and explosives combine within the frame of the Mark 48 to make it a highly lethal one-shot-one-kill solution for every American submarine commander serving today.
Like many weapons fielded on modern battlefields the Mark 48 ADCAP is “smart,” meaning that it can function autonomously with a high degree of efficiency and effectiveness, allowing for unparalleled accuracy. When fired in anger, the Mark 48 rushes to its target using a “pumpjet propulsor” that can push the torpedo to speeds estimated to be above 50 mph underwater, though the actual stats are classified.
The high speeds were originally a major requirement to allow American subs to chase down fast-moving Soviet attack submarines, which were also capable of diving deep and out of range, thanks to reinforced titanium pressure hulls.
The Mark 48 is initially guided by the submarine which deploys it through a thin trailing wire connected to the boat’s targeting computers and sensors. Upon acquiring its target, the wire is cut and the torpedo’s internal computers take over, guiding the underwater weapon home with precision.
In days past, when torpedoes missed their target, they would likely keep swimming on until exhausting their fuel supply, or until they detonated. That’s not the case with the Mark 48, however.
When the Mark 48 misses its target, it doesn’t stop hunting. Instead, it circles around using its onboard computers to reacquire a lock and attempt a second attack.
This time, it probably won’t miss.
When the Mark 48 reaches its target, that’s when all hell breaks loose. Though earlier torpedoes would be programmed to detonate upon impacting or nearing the hull of an enemy vessel, the Mark 48 takes a different path… literally.
When attacking surface vessels, it travels below the keel of the ship, which is generally unprotected, detonating directly underneath. The massive pressure bubble that results from the gigantic explosion doesn’t just slice through the bulk of the target boat – it also literally lifts the ship out of the water and snaps the keel, essentially breaking its back.
When attacking a submarine, it detonates in close proximity to the pressure hull of the enemy boat, corrupting it immediately with a massive shockwave. Once the Mark 48 strikes, it’s game over and the enemy ship’s crew, or at least whoever is left of them, will have just minutes to evacuate before their boat makes its way below the surface to Davy Jones’ locker.
The US Navy is in the process of exploring upgrades to the Mark 48, including diminishing the noise generated by its engine in order to make it nearly undetectable to its targets, and enhancing its in-built detection and targeting systems.
Currently, the Navy fields the Common Broadband Advanced Sonar System variant of the Mark 48 – the 7th major upgrade the torpedo has undergone over its service history.
The B-2 Spirit is one of the most clandestine and rare planes in the world. Only 21 were ever built, and they reportedly have a stealth profile similar to that of a large bird despite their 170-foot wingspan. And they’re invisible to many infrared seekers, despite four large engines.
Here’s how engineers made a massive plane with large engines nearly invisible to systems designed to detect threats exactly like the B-2.
The B-2’s stealth profile is the result of extensive computer testing that wasn’t possible before its design. While the F-117 and B-1 were stealth aircraft, they were designed by nerds with slide rules and minimal computer modeling because the technology and the computers necessary simply didn’t exist.
But when it was time to design the B-2, the all-powerful nerds had super computers and leveraged them to create a model that had no flat surfaces with which to reflect radar directly back to the sensor. While a machine with no flat surfaces is harder to manufacture, the increase in stealth was deemed worthy of extra costs.
If the B-2 were flying directly towards the radar, most of the waves would actually be reflected 90 degrees away from the receiver, giving the radar operators next to nothing to work with.
But of course, the flying wing would lose most of its stealth if the engines were mounted outside of its high-tech form. So the engines were mounted inside with special openings for intake and exhaust that, again, would not reflect radar waves back to the dish.
It has a few (mostly classified) systems to help with this. The exact shape of the exhaust helps a lot, but it also cools its exhaust and mixes it with the outside air to create a final exhaust that is at nearly the same temperature as the air flowing into the intake.
This greatly frustrates pursuing missiles and fighters, but obviously still leaves it vulnerable if someone spots the plane and talks fighters into the vicinity to hunt it.
Anyone who has worked with most other jets knows that you can typically hear them before you see them, often by a matter of hundreds of feet. It’s the sound that lets you know to look for the plane, but the B-2’s tiny acoustic signature means that most observers on the ground won’t know there’s anything in the sky to look for.
Combined, this makes the B-2 a plane with little radar observability, that’s too quiet for most people on the ground to notice it flying nearby, and it gives off little heat, frustrating missiles and fighters sent to down it.
All of this still requires good pilots and planning. Determined defenders could use low-frequency radar waves and skilled fighters to hunt down a B-2 following a too-populated or well-defended route. But the last element of B-2 stealth comes from good intelligence, allowing pilots and planners to send the bombers in through relatively undefended routes or through routes the B-2 can defeat.
Because that’s a big part of the B-2’s mission. It’s not supposed to act as the primary bomber in most circumstances. It’s a first-wave attacker, clearing the air defenses on the ground and opening “alleys” for less stealthy aircraft. Ideally, they get a picture of the air defenses they will attack from reconnaissance aircraft like the RC-135 and are then able to dismantle them piece by piece.
But the B-2 can and has been sent against other targets, including bunkers in Iraq housing command and control elements during the invasion of that country. This is particularly useful when planners need to eliminate a target too early in the timeline to dismantle the air network first.
After all, if an enemy commander shows himself at a rally in the capital during an air campaign, you aren’t going to wait for the B-2s to finish opening the air corridors, you’re just going to send in B-2s to the final target (or you send B-1s if the B-2s can’t get there in time). You can get the radars later.
And that’s what’s so great about the B-2. While the plane costs more dollars per hour of flight than many others and carries fewer bombs than planes like the B-52 and B-1, it can hit targets that few other platforms can, largely because of its amazing stealth.
Recently, Russia released new video of the KH-35U “switchblade” anti-ship cruise missile in action, a weapon that can be fired from surface ships or aircraft and flies extremely quickly towards target ships, which are then destroyed in a massive explosion.
The video shows a Su-34 being prepared for takeoff, then jumps to ships being struck by a missile before cutting again to a Su-34 landing. The KH-35U carries an over-1,000-pound warhead and is reportedly capable of destroying vessels of up to 5,000 tons.
The Russians test fired eight missiles during the exercise, according to the Russian Defence Ministry, and all eight hit their targets.
The missile video is impressive and fun to watch, but it’s left many U.S. observers worrying. Russia claims the weapon is impossible to stop and that it renders all current ship defenses powerless.
Both the Su-57 and the T-14 were impressive programs on paper that slowly wilted in the bright light of day. Now, there are few orders for either platform, even from within Russia, as the capabilities ended up being low and the costs high.
(Alex Beltyukov and Vitaly V. Kuzmin, CC BY-SA)
But these are Russian defense claims about a Russian weapon, so it’s prudent to take them with a grain of salt. After all, the T-14 Armata and PAK FA (which became the Su-57) programs haven’t lived up to the hype.
But the KH-35U is a fielded weapon. The first KH-35 came out in the 1980s, and the U variant has been in the field for years. It flies close to the water, can be fired from aircraft ranging from helicopters to jets, and can be carried by surface ships. If Russia’s claims are accurate, it can eliminate destroyers and littoral combat ships with just one shot. Carriers would likely be crippled or destroyed with a shot, but certainly couldn’t withstand sustained bombardment.
A ship is destroyed by a KH-35U anti-ship cruise missile during a Russian test.
So, should America be shaking in its boots? Well, the target ship in the Russian video is a stationary, civilian vessel, and hitting that with a missile is a far cry from getting a cruise missile into the hull of an American carrier sailing at a decent clip with its Phalanx close-in weapon systems firing off rounds.
Meanwhile, the F-35C will have a range about 10 percent greater before aerial refueling. So, aircraft carriers will have plenty of breathing room as long as they keep the radars and patrols up.
But some task forces have little-to-no jet support, and a Su-34 or a similar aircraft could get within range and release the missile. And what’s worse is that the Russians may have already sold the missile to at least one other country. North Korea’s Kumsong-3 anti-ship cruise missile bears a striking resemblance to the KH-35U, meaning that a rogue state may be able to strike American ships from 500 miles away.
Though, again, we should avoid getting too far into speculation without our grains of salt. After all, the Russian military has a history of stripping down the export versions of their weapons, just like the U.S. And, ownership of a missile doesn’t mean you have the expertise and tactical excellence to properly employ it.
Paracord, commonly known as “550-cord,” is a simple, nylon, kernmantle rope that was originally used by paratroopers in World War II for suspension lines. The tiny bit of fabric is designed to have a minimum breaking strength of 550 lbs — hence the unofficial name.
But the usefulness of paracord has extended far beyond Airborne units. Throughout the decades that’ve followed its introduction, troops have found many creative and ingenious uses for the cord. Here’s what makes it such a versatile tool:
Paracord is abundant in nearly every supply room
The main reason why so troops use paracord for virtually everything is that supply rooms have spools of it laying around. If you ask nicely, they can toss you a bunch off the hand receipts.
On a post-9/11 deployment, the cord (and ponchos that are rarely used in the desert) is used to zone tents, marking off the area “owned” by each troop.
Paracord can secure anything
The cord can support up to 550 pounds before you run the risk of snapping it. For most tasks, this is more than enough. Because of its strength, it’s the go-to tie-down strap for many military operations.
It’s used for everything, from acting as a stand-in shoelace or belt to securing sensitive equipment, like NVGs and rifle optics. The U.S. Army trusts paracord.
It’s perfect for arts and crafts
On a deployment, you’ll have plenty of downtime. Troops get pretty ingenious when coming up with ways to pass that extra time. It’s not uncommon to see troops learning how to make key chains, rosaries, and survivalist bracelets out of 550-cord.
The idea here is that if a troop ever needs some cord, they can snap off the plastic that holds their little doll together and unwind several feet of it for good use. When a troop doesn’t need some cord, they have a toy. Joy!
Paracord can be used everywhere
The cord is remarkably durable. The strength comes from the interwoven braids and the outer cord protects those braids from withering in the elements, making it water and sand resistant. 550-cord can easily hold together a radio antennae through a hot Afghan summer.
But it really has been used everywhere. In a 1993 repair of the Hubble Space Telescope, senior engineer Mark Neuman fixed things up with thermal blankets with 35 feet of paracord. This means that the -billion-dollar astrological marvel was fixed using about of paracord.
It can become a makeshift anything
If you’re in a bind and all you have is your trusty paracord bracelet, you’re in luck because this stuff can be made into anything. The cord’s guts can be great for sewing, fishing, and starting a fire while the outside can make a great shoe lace or trap.
The P-38 Lighting was a superb long-range fighter in all theaters of the war. The plane is best known for the “Zero Dark Thirty” operation of the Pacific Theater – the shoot-down of Admiral Isoroku Yamamoto by Capt. Tom Lanphier.
But the P-38 didn’t get there right away.
In fact, given its ground-breaking design, it was going through a lot of teething problems.
According to AcePilots.com, one of the biggest problems was compressibility. The P-38 was one of the first planes to deal with it due to its high speed (up to 420 miles per hour), especially when they dove.
This P-38 compressibility chart is taken from a USAAF P-38 pilot training manual. Pilots of early P-38s (ones without the 1943 dive flap retrofit) were advised against steep dives as compressibility would force the plane to dive more steeply as well as immobilize the controls, a situation that could prove fatal if initiated below 25,000 feet. (U.S. Air Force graphic)
What would happen is a shock wave of compressed air would form, keeping the plane’s elevators from working. The P-38s would be caught in a dive, and unable to pull out until they got to lower altitudes.
As a result, German fighters knew that diving was a way to escape. One pilot who had a close call was Air Force legend Robin Olds, who described his incident in an episode of “Dogfights.”
After a lot of work, Lockheed designed some flaps that would help address the issue by changing the airflow enough so the elevators would be able to function.
A number of kits were put together to be installed on P-38s in the field, but those destined to go to England never got there, hamstringing the P-38s there.
A Royal Air Force pilot mistook the United States Army Air Force Douglas C-54 Skymaster cargo plane carrying the kits for a Luftwaffe Fw 200 Condor maritime patrol plane. Given the Condor’s reputation, they were prime targets. The C-54 was shot down, and the kits were lost.
As a result, the P-38s went into combat unable to pursue a German fighter diving to escape the “Fork Tailed Devil” and fight another day.
The Army plans to fly its Vietnam-era workhorse CH-47 Chinook cargo helicopter for 100 years by continuously upgrading the platform through a series of ongoing technological adjustments designed to improve lift, weight, avionics and cargo handling, among other things.
The Army goal is to allow the helicopter, which was first produced in the early 1960s, to serve all the way into the 2060s – allowing the aircraft service life to span an entire century.
“Our primary goal is maintaining the CH-47F’s relevance to the warfighter,” Lt. Col. Ricard Bratt said in a special statement to Scout Warrior.
The latest model, called the Chinook F helicopter, represents the latest iteration of technological advancement in what is a long and distinguished history for the workhorse cargo aircraft, often tasked with delivering food, troops and supplies at high altitudes in mountainous Afghan terrain.
Able to travel at speeds up to 170 knots, the Chinook has a range of 400 nautical miles and can reach altitudes greater than 18,000-feet. Its high-altitude performance capability has been a substantial enabling factor in the mountainous regions of Afghanistan.
The aircraft is 52-feet long, 18-feet high and able to take off with 50,000 pounds. The helicopter can fly with a loaded weight of 26,000 pounds. In addition, the aircraft can mount at least three machine guns; one from each window and another from the back cargo opening.
The Chinook F is in the process of receiving a number of enhancements to its digital cockpit called the Common Avionics Architecture System, or CAAS, such improved avionics, digital displays, Line Replacement Units, navigational technology, multi-mode radios, software and emerging systems referred to as pilot-vehicle interface. Pilot-vehicle interface involves improved computing technology where faster processor and new software are able to better organize and display information to the crew, allowing them to make informed decisions faster.
By 2018, the Army plans to have a pure fleet of 473 F-model Chinooks. By 2021, the Army plans to field a new “Block 2” upgraded Chinook F which will increase the aircraft’s ability to function in what’s called “high-hot” conditions of 6,000 feet/95-degrees Fahrenheit where lower air pressure makes it more difficult to operate and maneuver a helicopter.
The Block 2 Chinook will also be engineered to accommodate a larger take-off maximum weight of 54,000 pounds, allowing it to sling-load the Army’s new Joint Light Tactical Vehicle underneath. This provides the Army with what it calls a “mounted maneuver” capability wherein it can reposition vehicles and other key combat-relevant assets around the battlefield in a tactically-significant manner without need to drive on roads. This will be particularly helpful in places such as Afghanistan where mountainous terrain and lacking infrastructure can make combat necessary movements much more challenged.
The Chinook F is also in the process of getting new rotorblades engineered with composites and other materials designed to give the helicopter an additional 1,500 pounds of lift capability, Army officials explained.
Another key upgrade to the helicopter is a technology called Cargo-On/Off-Loading-System, or COOLS, which places rollers on the floor of the airframe designed to quickly on and off-load pallets of equipment and supplies. This technology also has the added benefit of increasing ballistic protection on the helicopter by better protecting it from small arms fire.
“The COOLS system has been added to the current production configuration and continues to be retrofitted to the existing F fleet. We have completed approximately 50-percent of the retrofit efforts. Since its fielding we made very minor design changes to improve maintainability.
The helicopter will also get improved gun-mounts and crew chief seating, along with a new vibration control system.
“We are finalizing design efforts on an improved vibration control system that, in testing, has produced significant reduction in vibration levels in the cockpit area,” Bratt said.
The F-model includes an automated flight system enabling the aircraft to fly and avoid obstacles in the event that a pilot is injured.
Additional adjustments include the use of a more monolithic airframe engineered to replace many of the rivets build into the aircraft, Army officials said.
“The program is looking at some significant airframe improvements like incorporating the nose and aft sections of the MH-47G (Special Operations Variant) on to the CH-47F. In addition, the program office has conducted an in depth structural analysis with the intent of setting the stage for increased growth capacity of the airframe for future upgrades,” Bratt said.
The CH-47 F program is also planning to add Conditioned-Based Maintenance to the aircraft – small, portable diagnostic devices, which enable aircraft engineers to better predict maintenance needs and potential mechanical failures, service officials said.
The CIRCM system is an improved, lighter-weight version of Advanced Threat Infrared Countermeasures, called ATIRCM, — a high-tech laser jammer that is able to thwart guided-missile attacks on helicopters by using an infrared sensor designed to track an approaching missile. The system fires a multiband heat laser to intercept the missile and throw it off course,
ATIRCM has been fielded now on helicopters over Iraq and Afghanistan. CIRCM, its replacement, lowers the weight of the system and therefore brings with it the opportunity to deploy this kind of laser counter-measure across a wider portion of the fleet.
Chinooks are also equipped with a combat-proven protective technology called Common Missile Warning System, or CMWS; this uses an ultraviolet sensor to locate approaching enemy fire before sending out a flare to divert the incoming fire from its course.
Finally, over the years there have been several efforts to engineer a small-arms detection system designed to locate the source of incoming enemy small-arms fire to better protect the aircraft and crew.
Russia says that it will turn its new drone, which is about to make its maiden flight, into a sixth-generation aircraft, according to TASS, a Russian state-owned media outlet.
“Okhotnik will become a prototype of the sixth generation fighter jet,” a Russian defense industry official told TASS, adding that the sixth generation fighter “has not yet taken full shape, [but] it’s main features are known.”
The single-engine Okhotnik (“Hunter” in Russian) drone has a top speed of 621 mph, and might make its maiden flight in 2018, according to Popular Mechanics, citing TASS.
Popular Mechanics also published a supposed picture above of the Okhotnik, which was posted on a Russian aviation forum called paralay.iboards.ru.
Russia “may use [the Okhotnik] as a platform to develop technologies for an ‘autonomous’ or more likely pilotless drone,” Michael Kaufman, a research scientist at CNA, told Business Insider.
Possible picture of the Okhotnik drone.
(Screenshot / paralay.iboards.ru)
But Kaufman added that the claims are rather questionable since TASS sourced a Russian defense industry official.
“Any technological advances from the Okhotnik development could be carried into future aircraft or drone design,” Sim Tack, the chief military analyst at Force Analysis and a global fellow at Stratfor, told Business Insider, “and this [TASS] source may be a proponent of that route.”
“As far as I see it, this is a large drone similar to X-47B, with sizable payload,” Kaufman said. Popular Mechanic’s Kyle Mizokami likened the Okhotnik to the American RQ-170 Sentinel drone.
Still, it’s unclear exactly what the Okhotnik’s capabilities are now, and what they would be if turned into a sixth-generation fighter — a concept that is still not fully realized.
The Okhotnik drone in its current capacity has an anti-radar coating, and will store missiles and precision-guided bombs internally to avoid radar detection, Popular Mechanics reported.
The Army is currently seeking soldiers to provide feedback through online gameplay in order to contribute to the development of the future force.
Operation Overmatch is a gaming environment within the Early Synthetic Prototyping effort. Its purpose is to connect soldiers to inform concept and capability developers, scientists and engineers across the Army.
Through a collaborative effort between TRADOC, U.S. Army Research and Development Command and Army Game Studio, Operation Overmatch was created to encourage soldier innovation through crowd-sourcing ideas within a synthetic environment.
“Soldiers have the advantage of understanding how equipment, doctrine and organization will be used in the field — the strengths and weaknesses,” said Michael Barnett, chief engineer at the Army Game Studio and project lead for Operation Overmatch. “And they have immediate ideas about what to use, what to change and what to abandon — how to adapt quickly.”
Within Operation Overmatch, soldiers will be able to play eight versus eight against other soldiers, where they will fight advanced enemies with emerging capabilities in realistic scenarios.
Players will also be able to experiment with weapons, vehicles, tactics and team organization. Game analytics and soldier feedback will be collected and used to evaluate new ideas and to inform areas for further study.
Currently, the game is in early development, Vogt said.
One of the benefits of collecting feedback through the gaming environment within ESP is the ability to explore hundreds — if not thousands — of variations, or prototypes, of vehicles and weapons at a fraction of what it would cost to build the capability at full scale, Vogt explained. A vehicle or weapons system that might take years of engineering to physically build can be changed or adapted within minutes in the game.
“In a game environment, we can change the parameters or the abilities of a vehicle by keystrokes,” he said. “We can change the engine in a game environment and it could accelerate faster, consume more fuel or carry more fuel. All these things are options within the game — we just select it, and that capability will be available for use. Of course, Army engineers will determine if the change is plausible before we put it in the scenarios.”
The game currently models a few future vehicles to include variants of manned armored vehicles, robotic vehicles and unmanned aerial vehicles. The scenarios are centered on manned/unmanned teaming at the squad and platoon level in an urban environment. Through game play, soldiers will provide insights about platform capabilities and employment.
Air Force One is a lot more than just the President’s plane. It’s also one of the most iconic symbols of America. So besides the President, what’s Air Force One carrying that makes it so special?
BLUF: Air Force One is a formidable flying bunker that probably has all kinds of high-tech, super-cool gadgets, and features that we, the lowly public, will never know. But there are some facts about the President’s bird that we do know.
A look inside the secrets of Air Force One
For decades, Air Force One has been volleying Presidents around the country and the world. So, what kinds of secrets does it hold? Well, for one thing, there’s a lot of planning that goes into every trip the aircraft takes – even short jaunts. That’s because each flight requires several contingency plans. Crew members are highly training and always on alert for something out of the ordinary to happen. So they spend countless hours exploring what-if scenarios.
But it turns out that a flying Air Force One is actually safer than a sitting Air Force One. That’s because the air space around the presidential plane is always secure. And, since the aircraft has been modified to repel airborne missiles and jam enemy radar. On the other hand, parked on the runway opens Air Force One up to all kinds of possibilities – all the more reason for the President’s flight crew to remain vigilant.
But what about those secrets?
No one will ever totally know what the aircraft can do or what deep secrets it holds. But there are some really wild features that the President’s plane has that you won’t find anywhere else.
For example, Air Force One comes equipped with an emergency room. The medical annex is a fully-stocked, ready-to-go operating room. There’s even a fully stocked pharmacy onboard, too.
Two fully equipped kitchens can serve 100 people at any given time. To ensure that the President’s food isn’t tampered with, undercover Air Force chefs go on shopping trips to local markets and then vacuum seal meals ahead of time.
If that’s not wild enough, the President and other passengers enjoy 4,000 square feet of space. And just to make sure everyone knows where the President’s rooms are, the carpet is different. In the Presidential Quarters, the carpet has stars on it.
Air Force One is completed waxed by hand before the President flies in it. Of course, the engine and other operational devices are checked too. But can you imagine how long it must take to hand wax a Boeing 747?
Flamethrowers have always brought a unique, visceral dynamic to war. Back in World War I and World War II, specialized troops carried them — and they were relied on to clear out fortifications. This was particularly important in the Pacific Theater as the Marines (and Army) made their way across the various atolls and island chains.
The problem with flamethrowers then was that they had to be worked by troops. The mixture was, by necessity, volatile. If the fuel tank got hit, the Marine or soldier with the flamethrower went up in flames rather than turning enemy troops into crispy critters. Furthermore, you had to get very close to use a flamethrower effectively.
In World War II, however, the United States began to install flamethrowers in tanks. This solved the fuel tank’s vulnerability to bullets while it was on the back of the Marine or soldier, but the range was still short. Eventually, flamethrowers changed from something like a backpack to something more like a rocket, launchable from systems like the M202 FLASH.
Russia, however, has taken this concept to its extreme. In the late 1980s, the T-72 chassis was used as the basis for a large, rocket-launching flamethrower called the TOS-1. The TOS-1 carries up to 30 220mm rockets that it can fire to a range of just over two miles. The TOS-1 saw action in Chechnya, Iraq, and the Soviet-Afghan war.
According to the news agency TASS, Russia has created a new rocket-launching flamethrower, the Tosochka TOS-2, based on the T-14 Armata. The system has a range of just over six miles and the vehicle can travel over 300 miles on a single tank of gas. In short, Russia is likely to be able to make opposing troops feel some serious heat.
Learn more about this powerful rocket launcher in the video below:
Each branch of the United States Armed Forces has their own elite troop, proficient in using a sniper rifle — and the Coast Guard is no different. Surprised? You’re not alone. One of the only times troops sing their praises is when they “come out of nowhere” and beat most branches’ snipers in competition, year after year.
Sure, it’s always hilarious to poke fun at our tiniest brother branch for being puddle pirates, but when it comes down to it, mission after mission, the Coast Guard has continuously proven themselves as cut from the same cloth. Okay, maybe just the MSRT guys — but still.
Everyone wants to mock the coasties until they realize what the coasties actually do…
(U.S. Coast Guard photo by Lt. Daniel Lavinder)
The Coast Guard equivalent to special operations is the Maritime Security Response Team, or MSRT. They’re the front line troops shouldering the burden of the War on Drugs. And they’re not just busting college frat boys who’re smoking a bit of weed on their daddy’s yacht either. These guys are constantly going toe-to-toe with some of the deadliest cartels in the world. These are the guys that are bringing billion-dollar criminal enterprises to their knees.
When the Coast Guard goes out to stomp narcoterrorists, they send the MSRT to interdict them. Among them are the often-forgotten snipers.
Snipers across the Department of Defense focus their training on several factors, depending on the role they play. A Marine recon sniper, for example, must train in camouflaging themselves and moving without being seen — often through miles of difficult terrain for weeks at a time. Coast Guard snipers don’t worry about because that’s not in their area of operations — there’s no hiding on the open ocean.
There’s very little technological assistance — that’s all skill from the sniper.
(U.S. Coast Guard)
Instead, they focus their entire training on balancing the perfect shot — often from a helicopter or vessel, compensating for the ebb and flow of the waves, into another speeding vessel. It is an art form that they’ve definitely mastered.
Another key difference between Department of Defense snipers and the coasties is that they’re rarely aiming for individual enemies. They are armed with a Robar RC-50 anti-material rifle and their goal is to disable the engines of speeding boats. They need to capture and imprison the drug traffickers, after all.
When the engine is disabled, the interdiction team boards, and the enemy fights back, well, the rifle is meant to disintegrate reinforced steel. Even criminals aren’t dumb enough to keep fighting when they see what it can do to a comparatively squishy human being.
Last year, the snipers of the Coast Guard’s HITRON (Helicopter Interdiction Tactical Squadron), successfully made their 500th interdiction (or drug bust) since their founding in 1998. Check out the video below that celebrates hitting this milestone.