The United States Navy has rarely had to use its surface-to-air missiles in real combat. In fact, over the last thirty years, far more of the Navy’s action has involved hitting land targets instead of going after enemy aircraft in the skies. That’s one reason why 2016 actions involving the Arleigh Burke-class guided missile destroyer USS Mason (DDG 87) were so notable.
According to a Navy release, the upgrade is going to be an active seeker, like the ones used on the AIM-120 Advanced Medium-Range Air-to-Air Missile and the RIM-174 Standard SM-6 Extended Range Active Missiles. This is a massive shift in the missile’s capabilities.
The safe return to Norfolk by the Arleigh Burke-class guided missile destroyer USS Mason (DDG 87) was made possible by the RIM-162 Evolved Sea Sparrow Missile.
(U.S. Navy Photo by Mass Communication Specialist 3rd Class Maria I. Alvarez)
Since its introduction in 1976, the Sea Sparrow (like the AIM-7 Sparrow) has used semi-active radar guidance, according to a US Navy fact sheet. That means that the ship or plane firing it has to “paint” a target with its radar in order to guide the missile. Not only does this require leaving the radar on, it also means you must predictably point your radar toward the target. Sound like a fun way to fight? We don’t think so, either.
Amphibious assault ship USS Bonhomme Richard (LHD 6) fires a NATO Sea Sparrow surface-to-air missile to intercept a remote-controlled drone. The semi-active guidance of this missile creates a vulnerability for ships and aircraft,
(U.S. Navy photo by Mass Communication Specialist 2nd Class Diana Quinlan)
For a ship, having to leave a radar on to “paint” a target can invite incoming anti-radar missiles, like the Russian AS-12 Kegler, which has a range of up to 21.6 nautical miles. Not only are radars expensive to replace, such an attack would also leave the ship’s missiles without guidance capabilities.
An active seeker, which houses the radar needed for guidance in the missile, greatly reduces that vulnerability, creating a “fire and forget” capability for ships and aircraft.
The RIM-162 Evolved Sea Sparrow Missile can be fired from Mk 29 launchers or from vertical-launch systems.
(U.S. Navy photo by Mass Communication Specialist 3rd Class Patrick Green)
The RIM-162 ESSM Block II, the missile with the active seeker, is currently going through live-fire testing. In the first test, held in July, 2018, the missile successfully destroyed a BQM-74E Chukar target drone.
Bayonets epitomize the warrior mentality. Although it’s been a good while since the last official call was made to “fix bayonets” in an actual combat mission, the ancillary CQC weapon retains a special place in many warfighters’ hearts. Of course, if troops like to attach a sharp, pointy knife to their rifle’s end, then they’d surely love to affix a chainsaw. What could be better?
Chainsaw bayonets have become a trope in popular sci-fi, but there is none more iconic, overly-gratuitous, and awesome than those attached to the Mark 2 Lancer Assault Rifle in the Gears of War series. This futuristic weapon is a massive, fully-automatic rifle outfitted with a roaring chainsaw bayonet. It works well in the game, but it wouldn’t stand a chance in the real world.
There aren’t any official technical specs available for the Lancer, so it’s impossible for us to accurately judge its effectiveness, but we’ve seen a few people try to recreate the chainsaw bayonet themselves. Still, this technique is nowhere near as common as pop sci-fi would have you believe — for good reason.
In real life, the chainsaw bayonet is extremely flawed for a number of reasons. Firstly, there isn’t really any way to store the gasoline needed to power the chainsaw, so it won’t run for long. The workaround here would be to add a larger fuel source, but by doing so, you’d add to the already-bulky weight of the saw.
Then there’s the weight-distribution problem. It’s never an issue for the hulking heroes of Gears of War, but real-world troops aren’t so massive. Adding weight to a rifle will likely throw off its center of balance. When the front of a gun is far heavier than the back, it simply won’t fire accurately.
The center of balance is almost always closer to the butt-stock so the user has more control over control the weapon. Firearms without butt-stocks are also balanced in a way so that the recoil doesn’t shift the sight picture. Attachments to the front of a weapon, like suppressors, can help regulate weight distribution, but these are very specialized tools. The bulk of a functioning chainsaw would be incredibly difficult to offset.
Finally, we have a hard time seeing a situation in which a chainsaw bayonet would be more effective — not just more enjoyable — than a standard bayonet.
For a quick rundown on why this weapon would also be a complete safety hazard, check out this video.
The Saudi-led coalition began striking the Shiite Muslim Houthis in Yemen in 2015 after the Houthis overthrew the government of President Abdu Rabbu Mansour Hadi from the Yemeni capital of Sanaa in 2014.
The Saudi-led coalition has since been accused of conducting unlawful and indiscriminate airstrikes in Yemen, as well as blocking food, fuel, and medicine into the country. Images of emaciated Yemeni adults and children have abounded, and at least eight million people in Yemen are on the brink of famine and one million children are infected with cholera, according to Human Rights Watch.
In a recent strike, the Saudi-led coalition hit a wedding in a village in northwestern Yemen, killing at least 20 civilians and wounding 45 more. The bride in the wedding was among those killed, and the groom was also wounded.
A Pentagon spokesperson, Major Rankine-Galloway, previously told Business Insider that the US sells weapons to countries in the Saudi-led coalition, as well as provides “limited intelligence sharing,” aerial refueling for coalition jets, and training to make coalition airstrikes more precise.
Rankine-Galloway told Business Insider on May 3, 2018, that he could not confirm the Times report “about the deployment of special operations forces,” but provided the following statement:
“The U.S. military has had a mil-to-mil relationship with Saudi Arabia for decades which includes military personnel from the Army, Navy, Air Force, Marines and Special Operation Forces providing training, advising, and assisting in a variety of mission areas. The DOD’s limited non-combat support, such as intelligence sharing, focuses on assisting our partners in securing their borders from cross-border attacks from the Houthis and improving coalition processes and procedures, especially regarding compliance with the law of armed conflict and best practices for reducing the risk of civilian casualties. Due to operational security, we cannot comment further on the makeup of forward-deployed forces.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
Bob Behnken and Doug Hurley targeted to launch in April 2019 aboard a SpaceX Crew Dragon spacecraft atop a Falcon 9 rocket from Launch Pad 39A at Kennedy Space Center in Florida.
NASA is relying on the skills and experience of an active-duty Air Force colonel and a retired Marine colonel to put the U.S. back in the business of manned space launches after a nine-year hiatus.
NASA “will once again launch American astronauts on American rockets from American soil,” NASA Administrator Jim Bridenstine said in a tweet Friday.
For the first time since the space shuttles were retired in 2011, a manned space vehicle will go on a mission to the International Space Station, tentatively set for liftoff from the Kennedy Space Center in Florida on May 27, NASA announced Friday.
Air Force Col. Bob Behnken, 49, of Creve Coeur, Missouri, and retired Marine Col. Doug Hurley, 53, of Endicott, New York, both test pilots and veterans of space shuttle flights, are to be at the controls of the Falcon 9 rocket and Dragon spacecraft owned and operated by SpaceX, the firm founded by technology entrepreneur Elon Musk.
Behnken flew twice aboard space shuttle Endeavour in 2008 and 2010, accumulating more than 37 hours in space walks.
Hurley flew aboard space shuttle Endeavour in 2009 and was the pilot for the last shuttle mission aboard space shuttle Atlantis in July 2011.
Artist’s concept shows a SpaceX Crew Dragon docking with the International Space Station.
Behnken will be the joint operations commander for the mission, and as such will be responsible for activities such as rendezvous and docking and undocking with the space station, NASA said. Hurley will be the spacecraft commander, responsible for launch and landing.
Currently, there are three astronauts aboard the International Space Station: Russians Anatoly Ivanishin and Ivan Vagner, and NASA astronaut Christopher Cassidy.
Since the shuttles were retired, NASA has relied on Russian rockets and spacecraft to get American astronauts to and from the space station, at a cost of about million per astronaut.
The scheduled May 27 launch would be a historic milestone for NASA, marking the first time that U.S. astronauts are carried into orbit on a spacecraft owned and operated by a private entity, rather than a federal agency.
Boeing is also under contract with NASA to develop a vehicle for manned space flight, but its Starliner spacecraft program suffered a series of setbacks in testing.
For the first time outside the U.S., Norwegian and American F-35 Lightning II maintainers worked together on their aircraft June 17, 2019.
A team of five maintainers and four pilots from the 421st Expeditionary Fighter Squadron deployed to Norway for the historic cross-servicing event, during which the maintenance teams received and turned two American F-35As after their arrival from Finland.
The Norwegian air force already operates a fleet of 12 F-35s at Orland Air Base, and plans to eventually employ 52 of the fifth-generation aircraft throughout Norway. The visit was the first time American F-35s have landed in Norway.
“All firsts are special,” said Royal Norwegian Air Force Lt. Col. Eirik Guldvog, 132nd Air Wing executive officer and chief of staff. “For Norway and our European allies, who are entering the fifth-generation fighter era, it’s important to both have the U.S. on board and to train with the other partners around the North Sea.
“To have multinational cooperation within these nations and to have a significant F-35-capable force in the North Atlantic, of course that is important,” Guldvog continued. “This is the first step.”
While the visit was short, it was an opportunity to practice seamless integration in preparation for future deployments.
An F-35A Lightning II.
(U.S. Air Force photo/Samuel King Jr.)
“Air operations are often multinational, so it’s important that we train together and find every opportunity to interact on a normal basis,” Guldvog said.
According to U.S. Air Force Capt. Brett Burnside, 421st EFS F-35 pilot, the entire endeavor felt familiar and without any significant challenges.
“Even though they are from a different country and speak a different language, they are fighter pilots as we are,” Burnside said. “We simply connected with them on our F-35 datalink and it was just like working with any U.S. F-35 unit.”
Burnside said because Norway is a partner in the F-35 program, it’s extremely important to continue to foster this relationship. Additionally, he said Norway’s geographic location is immensely strategic as they have a large responsibility in quick reaction alert to scramble fighters to intercept hostile aircraft in the arctic region if necessary.
The F-35A Lightning II.
(U.S. Air Force photo by Alex R. Lloyd)
The now-proven ability of RNorAF’s Lightning II maintainers to successfully catch and turn American F-35s is a huge milestone for the country.
“F-35s will be the most important combat element within the Norwegian defense agencies,” Guldvog said. “Not just the air force. It will be the most potent offensive capability in Norway.”
A fleet of F-35As is currently deployed to Europe as part of the European Deterrence Initiative, which enables the U.S. to enhance a deterrence posture, increase the readiness and responsiveness of U.S. forces in Europe, support the collective defense and security of NATO allies and bolster the security and capacity of U.S. partners.
It’s been 72 years since the end of World War II, and most vets who served have passed away, with many of them honored as being part of the “Greatest Generation.” However, a few of those still alive are fighting for the recognition they believe they are due, including the one of the last surviving aircrew who took part in one of the most famous attacks in World War II.
According to a report by the London Daily Mail, former RAF aircrewman Johnny Johnson, MBE, who took part in Operation Chastise – the attack on the Mohne, Elbe, and Sorpe dams in 1943, is among those campaigning for World War II veterans of the Royal Air Force’s Bomber Command to receive a medal. And he has some very harsh words for some historians.
“I have a pet hate of what I call ‘relative’ historians. I ask them two questions: ‘Were you there?’ and ‘Were you aware of the circumstances at the time?’ The answer is no, so keep your bloody mouth shut,” he said.
RAF’s Bomber Command, most famously lead by Sir Arthur “Bomber” Harris, carried out numerous bombing missions against Nazi-occupied Europe during World War II. According to the Royal Air Force Benevolent Fund, 55,573 men who served in that command made the ultimate sacrifice.
Bomber Command notably launched missions against German cities, most notably the 1945 bombing of Dresden, often sending over a thousand planes to carry out area-bombing missions against targets at night. The Daily Mail noted that the tactic caused heavy civilian casualties, causing the same politicians who ordered the bomber crews to carry out those difficult missions to distance themselves from the bomber offensive after World War II.
A memorial to Bomber Command’s fallen was not commissioned until 2012. A clasp was also awarded to veterans of Bomber Command, but Johnson is not satisfied.
“All I’m asking for is a Bomber Command medal,” he told the Daily Mail. He also is advocating that ground crews receive recognition for their efforts.
The anti-tank rifle is largely absent from modern combat because today’s tanks have advanced armor that can shrug off many tank rounds, let alone rifle rounds. But that wasn’t always the case.
Anti-tank rifles wreaked havoc on World War I tanks, and most World War II tanks had at least a few weak spots where a good anti-tank rifle could end the fight.
YouTube channel FullMag decided to see what one of these awesome weapons would do to a series of 1/4-inch thick steel plates — and the result is pretty great.
The shooter was using a 20mm anti-tank rifle with its original tungsten ammo. One of the best things about the video is that you can see what made an anti-tank rifle so dangerous for the crew.
When the 20mm round punches past the first few plates, it doesn’t just pass harmlessly through. Instead, shards of metal split off and turn white-hot thanks to the kinetic energy in the round changing to heat.
For the crew inside the tank, the white-hot slivers of metal and larger chunks of steel would be lethal, potentially getting rid of the crew even if none of them were hit by the round itself.
These awesome weapons saved the day for the Allies in a few battles, including Pavlov’s House in the Battle of Stalingrad, where a platoon of Soviet troops held off a Nazi siege for approximately two months thanks to their skillful use of an anti-tank rifle.
See FullMag’s entire video in the embed below. You can skip to 4:15 to just watch the shot and the effect on the steel plates:
The Special Air Service is the longest active special missions unit in existence and has remained one of the best. Staffed with the toughest and most resourceful enlisted and commissioned soldiers the United Kingdom has to offer, the SAS only accepts the cream of the crop. Of all candidates who try to earn the coveted beige beret and the title of “Blade,” only the very best make it through.
In order to thin out the herd, the SAS holds one of the most arduous and rigorous selection and training programs in the modern special operations community. Timed cross-country marches, treks through jungles, and a mountain climb are just a few of the challenges that make joining the SAS an extreme task.
Typically, the SAS runs two selection periods every year, one in summer and the other in winter. While any fully-trained member of the British Armed Forces may apply for selection, the bulk of candidates tend to come from light infantry, airborne, and commando units.
Selection lasts around five months and consists of multiple phases, each designed to break down every candidate and push them to their limits and beyond. That’s probably why the program has an astonishing 90% fail rate. Many drop out due to stress or injury — those who remain must meet and exceed the high standards set by the selection cadre.
It all begins with physical testing designed to ensure that each candidate meets the minimum requirements to join the SAS. Selection then moves forward with a series of forced marches in the Brecon Beacons, a mountain range in South Wales. Candidates are issued rifles, weighted rucks, and rations and are then sent packing. Their ultimate test in the first phase is navigating themselves across Pen y Fan, the highest peak of the Brecon Beacons, alone and within a 20 hour time limit.
This segment, called officially “Endurance,” but popularly known as the “Fan Dance,” holds a special (if not dreaded) place in the hearts of all candidates. It’s such an excruciating and dangerous trek that some have even perished over the years in attempts.
After completing Endurance, all surviving candidates are given weeks of instruction on weapons, tactics, and procedures. This is their first real introduction to the shadowy world in which the SAS generally operates. Lessons on tradecraft, medical care, and hand-to-hand combat are also included. This segment is run in the hot, dense jungles of Brunei, Belize, or Malaysia.
(US Marine Corps)
Upon passing the jungle phase, candidates return to the United Kingdom to Hereford, home of 22 Special Air Service Regiment, where they receive further specialized instruction and undergo testing on their trade. Their marksmanship abilities are honed and developed, their combat driving abilities are refined, and their proficiency with foreign weapons and vehicles is enhanced.
Candidates are also put through airborne school, learning how to conduct static line and freefall jumps, and are committed to a grueling combat survival and resistance program, similar to the US military’s SERE school. After a one week-test during which candidates are hunted down and brutally interrogated, they are finally on their way to joining the active SAS.
By the end of SAS selection, an initial batch of around 200 candidates will have dwindled down to roughly 25. These candidates are sent to operational squadrons for further training and eventual deployment. They represent the finest the British Armed Forces have to offer, and are thus awarded their beige berets and the SAS badge — the winged dagger.
They have earned the right to call themselves “Blades.”
There are 640 muscles in the human body. The primary functions of these critical, fibrous structures are to support movement and help circulate blood throughout our anatomy. Everyone has three different types of muscles: smooth (or visceral), cardiac, and skeletal.
Smooth muscles, like our esophagus and intestines, push the food we eat through our digestive system. Cardiac muscles, also known as myocardium (your heart), contract and relax to move through the body’s vessels. Skeletal muscles layer on top of our bones, connect to the osseous matter via tendons, and move our limbs around.
Although each type of muscle can be damaged in various ways, our skeletal muscles are most often damaged. The leading cause for most of our muscular lacerations — also known as “strains” or “muscle pulls” — is the moving an unprepared set of muscles.
We’re here today to learn what happens to your muscles when they’re pulled. It just might make you rethink how you warm up before your next exercise.
Picture your pre-workout muscles like a frozen rubber band. If you stretch it out fast and far enough, it’ll break. Once we strain a muscle, the neuroreceptors will send a message to our brains, letting it know something’s wrong. These muscular injuries usually feel like a shock and cause our bodies to immediate jerk back into its starting position — protecting the structure. Unfortunately, by the time you feel the pain and your body reacts, the damage might already be done.
The amount of damage the muscle structure sustains helps catalog these injuries into three different categories, based on severity. The lower end of injury is called a “pull,” which means around 5 percent of the muscle was torn. Treatment for these minor injuries typically consists of painkillers and rest.
A “sprain” is the next tier up. Here, a significant percentage of the muscle fibers, greater than 5 percent, are damaged. This type of injury usually requires several weeks of recovery before the person is back to fully functioning.
The diagnosis that no one wants to hear is a “rupture.” This means every fiber in the muscle group has been torn. These injuries are severe and typically require immediate surgery. For many athletes, hamstrings, groin, and quadriceps are the muscle groups most at risk.
Decades ago, a father took his two young sons to the aviation museum at Wright-Patterson Air Force Base, Ohio. Although the father might have known it would be a great vacation for his family, he had no way of knowing the impact the trip would have on his sons’ future decision to join the Air Force.
“I remember that one of the airplanes we stopped at, our dad was like, ‘look it’s a Hercules,'” said Staff Sgt. Jeremy Putnam, a 94th Maintenance Squadron jet engine mechanic here. “We were like that’s really cool and they let us in and we climbed around in it. I just remember it being so big! And then, lo and behold, later I’m an engine guy that works on them. We’ve always been around aircraft and drawn to it.”
Jeremy’s older brother, Joel Putnam, is a 94th Aircraft Maintenance Squadron crew chief at Dobbins Air Reserve Base. The Putnam brothers come from a family legacy of military aviators.
“Our dad was in the U.S. Army air cavalry and he worked on airplanes,” said Jeremy. “That was a big inspiration for both of us to work on airplanes. We come from a long line of military aviators. Our grandfather on our dad’s side was in the Air Force. On our mom’s side, our grandfather was a helicopter crew chief in the Marines and then Army.”
The brothers’ camaraderie growing up continued into their adult lives as they worked in the military. Joel and Jeremy deployed to Qatar and recently participated in Exercise Swift Response together. Exercise Swift Response is an annual U.S. Army Europe-led multinational exercise featuring high-readiness airborne forces from nine nations.
The brothers spoke about their unique experience of partnering with each other in real world scenarios of exercises and missions.
Tech. Sgt. Joel Putnam, a 94th Aircraft Maintenance Squadron crew chief, left, and his brother, Staff Sgt. Jeremy Putnam, a 94th Maintenance Squadron aerospace propulsion technician, pose for a photo in front of a C-130H3 Hercules at Dobbins Air Reserve Base, Ga.
(U.S. Air Force photo by Senior Airman Justin Clayvon)
“We were doing some reconfigurations for the Swift Response exercise, changing from one layout in the cargo department to another,” said Joel. “We were setting up seats for the Army paratroopers to jump out, and I look up and Jeremy is there helping me — tag teaming.”
“Yeah, I didn’t have anything engine related, so I jumped on the airplane to help him set up for the configuration,” Jeremy added.
Joel highlighted that between the two brothers they can take care of a whole plane. “We can go on TDY together and he can do the engine work and I can do the crew chief stuff,” said Joel.
“We can run the plane, we can get it serviced up, gassed and go, or handle any major issues,” added Jeremy.
Joel spoke about completing inspections at Dobbins ARB. When a plane comes in and is jacked up, as Jeremy works on the motor, Joel will be over in the flaps.
Jeremy works as an Air Reserve technician full time at Dobbins ARB. Joel serves as a traditional reservist, frequently working on orders at Dobbins ARB.
The bond between the brothers carries into their civilian life as well. The airmen live as roommates and even produce electronic music and disc jockey together. But their favorite experience is working together in the military.
“Going out and doing real world missions together is really cool,” Jeremy said. “When we grew up playing in the backyard together trying to accomplish something, or helping dad work on the cars, it was together, and now being on a much bigger scale, in a bigger family in the Air Force, still being and working together towards the mission is awesome.”
After nearly two decades of fighting in Afghanistan and Iraq, the Marine Corps is looking to reorient toward its specialty, amphibious operations, while preparing for the next fight against what is likely to a more capable foe.
Peer and near-peer adversaries are deploying increasingly sophisticated weaponry that the Corps believes will make amphibious landings a much more challenging proposition in the future.
The Corps is looking for high-tech weapons to counter those looming threats, but it’s also looking for a sophisticated system to counter a persistent, low-tech, but decidedly dangerous weapon — mines hidden close to shore.
According to a recent post on the US government’s Federal Business Opportunities website, first spotted by Marine Corps Times, the Marine Corps Rapid Capability Office is looking to autonomous and artificial-intelligence technology to “increase Marines’ ability to detect, analyze, and neutralize Explosive Ordnance (EO) in shallow water and the surf zone” — two areas where amphibious ships and landing craft would spend much of their time.
“Initial market research has determined multiple technically mature solutions exist that can assist Marines ability to achieve this capability,” the notice says.
Potential systems envisioned by the Corps’ request for information include autonomous or remotely operated vehicles, unmanned underwater vehicles, and unmanned aerial vehicles outfitted with sensors and other gear to detect and evaluate explosive devices.
“Some solutions may provide the ability to neutralize detected ordnance, which is desired but not required,” the RFI states.
Marines conduct the first amphibious landing in an Assault Breacher Vehicle with a Modified Full Width Mine Plow prototype during Exercise Steel Knight on the West Coast, Dec. 8, 2017.
(US Marine Corps photo)
The Corps wants contractors to submit up to three prototypes from a single family or multiple families of systems.
Requirements outlined in the RFI for contractor-submitted systems include being able to detect and identify explosive devices in waters ranging the surf zone, where depths are less than 10 feet, to very shallow waters, which range from 10 feet to 40 feet in depth.
The proposed system must also be able to navigate and avoid obstacles in the littoral zone, which includes shorelines out to coastal waters of 200 feet in depth or more.
The system submitted to the Corps must also be able to use geolocation information to “mark” explosive devices to within a meter in environments where communications and GPS are contested or denied.
The Corps is also looking for systems that are man-portable and can be launched and recovered by one- or two-man teams in a small boat, like the Combat Rubber Raiding Craft.
A US Marine Corps medium tactical vehicle replacement drives on shore during exercise Baltic Operations 2018 at Ustka, Poland, June 7, 2018.
(Marine Corps photo by Staff Sgt. Dengrier M. Baez)
While mines have grown more sophisticated in recent decades, even rudimentary ones are still a potent threat.
Mines have become a cornerstone of anti-access/aerial-denial strategies adopted by countries like Iran and China, which have plans to deploy them in important maritime areas like the Strait of Hormuz or the South China Sea.
The Navy has dedicated mine-countermeasures systems, including specially designed and equipped Avenger-class ships that are deployed around the world and rapidly deployable MH-53H Sea Dragon helicopters that often accompany Avenger-class ships.
A US sailor lowers a mine-neutralization vehicle from the Avenger-class mine countermeasures ship USS Chief into the water to track mines and simulate delivering an explosive package, Nov. 27, 2017.
(US Navy photo by Mass Comm. Specialist 2nd Class Jordan Crouch)
Those systems are aging, however, and the Navy has been working on a slew of remotely operated and unmanned mine-countermeasures systems that would be deployed aboard the service’s littoral combat ships, with the goal of “taking the man out of the minefield.”
While there has been recent progress with LCS-based anti-mine systems, the LCS program and those mine countermeasures have encountered delays, malfunctions, and cost overruns that have hindered the program and its implementation.
The Corps has also made progress with countering mines that Marines would encounter on shore.
In December 2017, Marines conducted the first amphibious landing with a modified full-width mine plow prototype, which was attached to an assault breaching vehicle and sent ashore on during an exercise on the West Coast.
The regular full-width plow was too big to fit aboard the Navy’s landing craft utility boats. The modified version is easier to transport and safer to use, a Marine Corps Systems Command official said earlier this year, and it gave commanders more flexibility with their ABVs.
Once ashore, the plow supplements the ABV’s other mine-countermeasure systems, helping clear a path for Marines to advance off the beach.
“This plow prototype makes the ABV transportable and gives the commander options to accomplish his tasks on the battlefield,” Alvin Barrons, an assault breaching vehicle engineer, said in a release at the time. “The capability makes the force more lethal because it helps keep other combat vehicles intact and saves the lives of Marines.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The sinking of the Soviet nuclear submarine Komsomolets 30 years ago was one of the worst submarine disasters of all time, and the lasting damages may be far from over.
Norwegian researchers believe that the wrecked K-278 Komsomolets, the only Project 685 Pavnik nuclear-powered attack submarine, is leaking radiation on the seafloor. While two of three preliminary water samples taken on July 8, 2019, show no leakage, one alarming sample showed radiation levels 100,000 times higher than uncontaminated seawater, Norway’s state-owned broadcaster NRK reported.
Low levels of radiation were detected by Russian scientists in the early 1990s and again in 2007, The Barents Observer reported. Norway, which has been taking samples every year since 1990, found elevated concentrations of the radioactive substance cesium-137 near the wreck between 1991 and 1993. No leaks were ever found.
The Norwegian research ship GO Sars set sail on July 6, 2019, from Tromsø to the location in the Norwegian Sea where the Komsomolets sank and sent a Norwegian-built remote-controlled mini-sub to examine the situation. The Soviet submarine, which was lost to the depths with its nuclear reactors, as well as two torpedoes carrying plutonium warheads, is resting at a depth of around a mile below the surface of the sea.
The use of the Ægir 6000 mini-sub is a new approach for the Norwegians, one that is expected to offer more precise readings, NRK reported. “The new surveys,” Ingar Amundsen, Head of Directorate for Radiation Protection and Nuclear Safety explained, “are important for understanding the pollution risk posed by Komsomolets.”
Norway is particularly concerned about the potential impact on commercial fishing in the area.
“It is important that the monitoring of the nuclear submarine continues, so that we have updated knowledge about the pollution situation in the area around the wreck,” researcher Hilde Elise Heldal of the Institute of Marine Research said in a press statement. “The monitoring helps to ensure consumer confidence in the Norwegian fishing industry.”
Heldal said she was not overly surprised by the recent findings given some of the earlier detections of apparent radioactive emissions. Experts have said previously, according to The Barents Observer, that there is little chance of food chain contamination given the limited marine life presence at the depth the wreckage is located.
The massive 400-foot-long Komsomolets was launched in 1983 at Severodvinsk, where it became operational a year later. The Soviet submarine, expected to be the first of a new class of large attack submarines, had the ability to operate at depths below 3,000 feet, making it one of the world’s deepest diving subs, according to the Central Intelligence Agency.
The vessel, attached to the Soviet Northern Fleet, sank on April 7, 1989, about 100 miles southwest of Bear Island after a fire broke out in the engine room. Forty-two of the 69 were killed, most due to exposure resulting from the slow reaction of the Soviet navy to rescue the stranded crew.
News of a possible radiation leak from the Komsomolets comes a little over a week after 14 Russian sailors perished due to a fire aboard a secret submarine believed to be the Losharik, a top secret deep-diving nuclear submarine suspected to have been designed to gather intelligence, tamper with undersea cables and pipelines, and possibly install or destroy defensive sonar arrays.
Norwegian researchers have been monitoring this incident for signs of radioactive contamination.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.