Even though President Donald Trump’s defense budget is committed to keeping the A-10 Thunderbolt II attack plane, as many as three squadrons could still be shut down.
According to a report in DefenseNews.com, the Air Force says that unless funding to produce more new wings for the A-10 is provided, three of the nine squadrons currently in service will have to be shut down due to fatigue issues in their wings. Re-winged A-10s have a projected service life into the 2030s.
“We’re working on a long-term beddown plan for how we can replace older airplanes as the F-35 comes on, and we’ll work through to figure out how we’re going to address those A-10s that will run out of service life on their wings,” Gen. Mike Holmes, the commander of Air Combat Command told DefenseNews.com.
Presently, only 173 wing kits have been ordered by the Air Force, with an option for 69 more. The Air Force currently had 283 A-10s in service, but some may need to be retired when the wings end their service lives.
The A-10 has a number of supporters in Congress, notably Rep. Martha McSally, who piloted that plane during her career in the Air Force. In the defense authorization bill for Fiscal Year 2017, Congress mandated that at least 171 A-10s be kept in service to maintain a close-air-support capability.
According to MilitaryFactory.com, the A-10 was originally designed to bust enemy tanks, and was given the 30mm GAU-8 gatling gun with 1,174 rounds. It can also carry up to eight tons of bombs, rockets, missiles and external fuel tanks.
Fully 356 Thunderbolts were upgraded to the A-10C version, which has been equipped with modern precision-guided bombs like the Joint Direct Attack Munition, or JDAM. A total of 713 A-10s were built between 1975 and 1984.
Navy veteran and Food Network Allstar, August Dannehl cooks a four course meal for his fellow vets based on stories from their service. A braised pork belly inspired by the MRE’s feared dehydrated pork product, Chicken Tagine inspired by a training mission in Morocco – these elements provide the backdrop for a holiday celebration between veterans.
Donna’s first visit to Morocco was for a training mission with the Marine Corps. It was on this trip that she and her unit befriended the owner and crew of a small local restaurant. They would eat there so often that their business provided new clothing for all of the servers and their families and when it came to leave, they were made this delicious parting meal.
Chicken Tagine w/ Preserved Lemon and Saffron CousCous
Inspired by Donna’s Service in Morocco
8 lg. chicken thighs
2 tbs spice mix
1 head cauliflower, cut into bite-size florets
1 large white onion, diced
3 cloves garlic, diced
1 tbs grated fresh ginger
2 tsp saffron
2 tb tomato paste
2 cups low-salt chicken stock
1 cup castelvetrano olives
3 ½ tbs sweet paprika
1 tbs garlic powder
2 tsp cinnamon
3 tbs ground coriander
2 tbs ground turmeric
1 tbs ginger powder
½ tbs ground cardamom
2 ½ tsp ground allspice
3 cups couscous
3 cups low-salt chicken stock
4 tbs. unsalted butter
2 tsp. saffron threads (crumbled)
extra virgin olive oil
salt and pepper to taste
½ bunch cilantro, leaves
Prepare the CousCous by heating the chicken stock, butter and saffron over medium-heat until boiling. Add couscous and reduce heat to low, and simmer for 10-12 minutes (until couscous is tender). Add salt, pepper and drizzle of olive oil to taste. Set aside.
Combine the spices in a dry sauté pan set over low heat, and toast them gently until they release their fragrance, 2 minutes or so. Transfer to a bowl, and allow to cool. Preheat oven to 350. Season the chicken thighs with the salt, pepper and 2 tablespoons of the spice mix, along with 2 tablespoons of the olive oil.
Heat the remaining olive oil in a large dutch over over medium heat, and sear the chicken in batches, starting skin-side down, until the thighs are browned. Remove all but two tablespoons of the fat in pan, then return it to the heat, and brown the cauliflower and add the chicken.
Reduce heat below the pan, and add the onion, garlic, ginger and saffron. Cook, stirring, until the onions are translucent, approximately 5 minutes. Add tomato paste, lemons and chicken stock and simmer until reduced by 1/3. Cover pot and transfer to over for 30 mins.
Serve with on top of couscous with cilantro garnish.
With the debate on close-air support raging between those who think the F-35 Lightning can perform the role versus those who think the A-10 Thunderbolt II (aka the Warthog) can’t be beaten, one other plane that excels in this role has been all but forgotten.
Marine Corps Air Station Cherry , North Carolina – Maj. James S. Tanis lands an AV-8B Harrier during field carrier landing practice sustainment training at Marine Corps Auxiliary Landing Field Bogue, N.C., Dec. 5, 2014. (Photo By: Cpl. J. R. Heins)
The McDonnell-Douglas/British Aerospace AV-8B+ Harrier has played a role for decades supporting troops on the ground in combat.
The Harrier had caught the fancy of Hollywood for a while – notably being used to evacuate a defector in the beginning of “The Living Daylights” – and especially after it proved to be a war-winning weapon in the Falklands in 1982. The U.S. Marines had a similar plane in the AV-8A Harrier.
Then, around 1985, the AV-8B and GR.5 entered service, offering a greater payload for ground attack. The 1990s saw the AV-8B+ enter service with the APG-65 radar used on the F/A-18 Hornet.
So, how does this plane stack up against the competition is a close-air support mission?
In a max-payload configuration, the AV-8B+ can carry 14 Mk 82 500-pound bombs. The AV-8B+ can carry a wide variety of other weapons as well, including the Mk 84 2,000 pound bomb, CBU-87 and CBU-100 cluster bombs, the AGM-65 Maverick air-to-ground missile, GPS-guided Joint Direct Attack Munitions (JDAMs), and laser-guided bombs.
The Harrier also features an internal gun – the 25mm GAU-12 — with 300 rounds of ammo. While not as powerful as the A-10’s GAU-12, this gun still packs a punch.
So, how does this stack up to the F-35B which the Marines are using to replace the Harrier?
The F-35B can carry JDAMs, but cannot carry any 2,000-pound bombs. As this Military.com video shows, 2,000 pound bombs are sometimes needed to support grunts.
U.S. Marines with Marine Fighter Attack Squadron 121, 3rd Marine Aircraft Wing, conduct the first ever hot load on the F-35B Lightning II in support of Weapons and Tactics Instructor Course 1-17 at Marine Corps Air Station Yuma, Ariz., Sept. 22, 2016. (Staff Sgt. Artur Shvartsberg)
Even though the F-35 has a larger maximum payload (15,000 pounds to the AV-8B’s 9,200 pounds), not being able to drop the bigger bombs can be a problem. The F-35 also doesn’t carry the Maverick missile, which can be a problem when there are ground-based air defenses.
The lack of an internal gun is another killer. Sometimes, you don’t need a big bang, especially when you have to be aware of collateral damage. When you drop a 500-pound bomb, that’s still a lot of high explosives going off.
Even the AGM-114 Hellfire used on drones has caused some civilian casualties when taking out high-ranking terrorists.
The Marines need new aircraft, particularly since they had to be bailed out by the boneyard earlier this year. The high-tech F-35B may be a good replacement for the F/A-18C Hornets the Marines desperately need to replace, but the AV-8B+ may need to stick around a while to help with the close-air support mission.
Because like the Hog, it can do stuff that the F-35 just can’t do.
Preserving the secrets both Avengers: Infinity War and Avengers: Endgame wasn’t just a job for fans who saw leaks of the film online, but also, a huge undertaking on the part of Marvel Studios. And now, in the just-released digital home video version of Endgame, Marvel bosses reveal exactly how they kept certain huge spoilers from leaking.
We already knew that several cast members didn’t get complete scripts for Infinity War and Endgame, but now executive producer Trinh Tran and Marvel chief Kevin Feige have explained there were “code red” and “code blue” versions of these scripts. What does it mean? Well, it turns out the code blue scripts had fake versions of several character deaths where those characters…lived!
On the just-released digital download of Avengers: Endgame for home video, there’s a 6-minute video called “Avengers Script Security and the Secret Scenes of Infinity War and Endgame.” Here, Marvel presents animated versions of the code blue fake scripts, written in such a way to disguise the fact various characters died in both films. Here’s a breakdown of the shockingly hilarious scenes, but to get the full effect, you really should snag Endgame on streaming.
Warning: spoilers for both Endgame and fake alternate scenes in Endgame and Infinity War follow! Stop reading now if you haven’t seen the movie, or don’t want to be spoiled on the alternate plot twists of these bizzaro scenes.
“Loki Plays a Trick”
At the beginning of Infinity War, Loki tried to stab Thanos, but was then strangled to death. It was a shocking way to start the movie, but in the fake script, Loki uses a magic trick and flies away in a stolen space pod, waving at Thor. Thanos, bizarrely, sees no need to go after him. WHAT.
“Gamora Shakes It Off”
Everybody was devastated by Gamora’s death in Infinity War, but in the fake version of the script, there was a scene called “Gamora Shakes It Off.” Right after Gamora is thrown to her death, Thanos sees his daughter as a kind of absurd puppet on strings who hands him the Soul Stone. This then magically creates a pair of giant scissors that cut Gamora free of magic puppet strings. Boom! She’s alive! She tells Thanos not to destroy half the universe, but he teleports away. Bottom line, in this version Gamora is alive!
“The Vision Crashes”
After Thanos pulls the Mind Stone out of Vision at the end of Infinity War, the character was totally dead. But, in the fake version of the script, right after Wanda is cradling Vision’s lifeless body, his eyes light up again and he speaks in the cadence of the computer Jarvis, Tony Stark’s A.I. which Vision merged with, back in Avengers:Age of Ultron. So, in this version, Vision lives, but kind of as weird computer version of himself.
“Thanos Keeps It Together”
At the beginning of Endgame, Thor, somewhat redundantly, cut off Thanos’s head. But, in the fake version of the script, Thor’s ax-hammer just bounces-off of Thanos’s head. And then, Thanos simply takes a nap and Thor shrugs his shoulders and walks away. Considering that a 2014 version of Thanos ended-up returning later in the movie, it feels like that the impact of this silly alternate take isn’t all that different?
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.
On May 20, 1927, Charles Lindbergh became a legend by making the first nonstop trans-Atlantic flight.
In 1925, New York hotel owner Raymond Orteig offered a $25,000 prize (that’s over $350,000 today!) to the pilot who could successfully fly from New York to Paris. Trans-Atlantic flights were risky with the technology of the day – six pilots had already died in attempting the flight.
Born in 1902, Lindbergh learned to fly at the age of 20, getting his start as a “barnstormer” — pilots who traveled the country performing aerobatic stunts and selling joyrides. He joined the United States Army Air Service in 1924, but the Army didn’t need active-duty pilots at the time, so he returned to civilian aviation.
Lindbergh began his historical attempt with take off from Roosevelt Field in Long Island, New York. Lindbergh chose took off knowing that the day’s weather was questionable, and that only 12 days before, World War I aces Charles Nungesser and Francois Coli went missing in their own attempt.
Lindbergh flew a customized plane, retrofitted from a Ryan M-2 aircraft powered by a Wright (yes, that Wright) Jf-C engine and a longer fuselage, longer wingspan, and extra struts to accommodate the weight of the fuel needed to cross the Atlantic.
The now-famous monoplane, The Spirit of St. Louis, successfully carried Lindbergh for over 33 hours before landing in Paris to a hero’s welcome. He became an instant celebrity and received the Distinguished Flying Cross from President Calvin Coolidge.
Featured Image: (Left) Charles Lindbergh, with Spirit of St. Louis in the background. (Right) The Spirit of St. Louis on display at the National Air and Space Museum.
Russia has recently been in the news for its aggressive bomber patrols. Well, the United States has apparently flipped the script with the Russians and done a little bomber patrolling of its own.
According to a report by Reuters, at least one Sukhoi Su-27 Flanker was scrambled to intercept a Air Force B-52H Stratofortress that was flying in international airspace over the Baltic Sea along Russia’s border.
Russia Today reported that the B-52 intercept was followed by Moscow scrambling a MiG-31 Foxhound to intercept a Norwegian P-3 Orion maritime patrol aircraft. The Norwegian plane was operating in international airspace over the Barents Sea, a location where Russia deploys its force of nuclear-powered ballistic missile submarines. The Russian media outlet also noted that NATO is conducting exercises in Romania.
Russia has carried out a number of similar operations against the United States, Japan, and Europe, prompting their own fighter alerts and intercepts. Russia has usually used the Tu-95 “Bear” bomber capable of firing cruise missiles, like the AS-15, in these missions.
The B-52H has been part of America’s arsenal since 1961. According to an Air Force fact sheet, 58 B-52s are in the active inventory, with another 18 in reserve. The B-52 has a top speed of 650 miles per hour, an unrefueled range of 8,800 miles, and can carry up to 70,000 pounds of nuclear or conventional ordnance, including long-range cruise missiles like the AGM-86. It is expected to remain in service until 2040.
Imagine being a landlord, finding out your tenant was missing, and then walking into a house of horrors when cleaning out their space. That’s exactly what happened during World War I in Hungary. An unsuspecting landlord found out his tenant had gone MIA. Rather than finding normal personal belongings within the home, he found preserved bodies, all women who had been reported missing in months before.
At least, that’s one way the story is told.
Another is that the enlisted soldier, Bela Kiss, was known for stockpiling gasoline in preparation for war rations. While he was away at war, his gasoline was needed and confiscated by said landlord. However, rather than fuel, they found foul odors and blood-less bodies — essentially pickled human remains. In all, 24 metal drums had been sealed in a vat of alcohol. Each victim was strangled, had puncture marks on their necks and were void of blood, leaving authorities to believe he was an aspiring vampire.
The victims were almost all female, with one male body.
Kiss was conscripted (drafted) to the Hungarian Army in 1914. While away, he left his home in the care of his cleaning lady; he also willed her his money. Unfortunately for her, this led police to believe she was involved. However, she showed them around the property, including a locked room that she wasn’t allowed to enter. Inside the room were countless books on strangulation and poisoning. There were also letters from more than 74 women that Kiss was manipulating. Long before “catfishing” was a term, he would put out false marriage requests in the paper and try and woo the women out of their money through letters. He also pretended to be a matrimonial agent or a fortune teller to lure a larger audience of women. He stole money from as many women as he could, but only invited those without family ties to visit. Those women would unfortunately become his victims. Many of the women were reported missing but ultimately never found, until Kiss’s drums were opened.
Upon the discovery of Kiss’s killings, the Army sent for his arrest. However, he was able to evade arrest for several years. It’s thought that he swapped identities with a deceased soldier. Several sightings were reported in the next several years, but ultimately, he was never caught.
The last official sighting of Kiss took place in 1932 in New York City, when he was spotted by homicide detective, Henry Oswald. Oswald saw Kiss coming off of a Subway train, but was unable to reach him. They later found that he was working as a janitor, but when they had gone to search for him, he was gone.
The Navy plans to test-fire a deadly high-tech, long-range electromagnetic weapon against a floating target at sea later this year – as part of the fast-paced development of its new Electromagnetic Rail Gun.
The rail gun uses an electromagnetic current to fire a kinetic energy warhead up to 100 miles at speeds greater than 5,000 miles an hour, a speed at least three times as fast as existing weapons.
In the upcoming test, the kinetic energy projectile will seek to hit, destroy or explode an at sea target from on-board the USNS Trenton, a Joint High Speed Vessel, service officials said.
The test shots, which will be the first of its kind for the developmental, next-generation weapon, will take place at Eglin Air Force Base, Fla.
During the test, the rail gun will fire a series of GPS-guided hypervelocity projectiles at a barge floating on the ocean about 25 to 50 nautical miles away,
The weapon will be fired against a floating target, in an effort to test the rail gun’s ability to destroy targets that are beyond-the-horizon, Navy officials said.
The Navy is developing the rail gun weapon for a wide range of at-sea and possible land-based applications, service officials added.
The weapon’s range, which can fire guided, high-speed projectiles more than 100 miles, makes it suitable for cruise missile defense, ballistic missile defense and various kinds of surface warfare applications.
The railgun uses electrical energy to create a magnetic field and propel a kinetic energy projectile at Mach 7.5 toward a wide range of targets, such as enemy vehicles, or cruise and ballistic missiles.
The weapon works when electrical power charges up a pulse-forming network. That pulse-forming network is made up of capacitors able to release very large amounts of energy in a very short period of time.
The weapon releases a current on the order of 3 to 5 million amps — that’s 1,200 volts released in a ten millisecond timeframe, experts have said. That is enough to accelerate a mass of approximately 45 pounds from zero to five thousand miles per hour in one one-hundredth of a second, Navy officials added at a briefing last Spring.
Due to its ability to reach speeds of up to 5,600 miles per hour, the hypervelocity projectile is engineered as a kinetic energy warhead, meaning no explosives are necessary. The hyper velocity projectile can travel at speeds up to 2,000 meters per second, a speed which is about three times that of most existing weapons. The rate of fire is 10-rounds per minute, developers explained at last years’ briefing.
A kinetic energy hypervelocity warhead also lowers the cost and the logistics burden of the weapon, they explained.
Although it has the ability to intercept cruise missiles, the hypervelocity projectile can be stored in large numbers on ships. Unlike other larger missile systems designed for similar missions, the hypervelocity projectile costs only $25,000 per round.
The railgun can draw its power from an onboard electrical system or large battery, Navy officials said. The system consists of five parts, including a launcher, energy storage system, a pulse-forming network, hypervelocity projectile and gun mount.
While the weapon is currently configured to guide the projectile against fixed or static targets using GPS technology, it is possible that in the future the rail gun could be configured to destroy moving targets as well, Navy officials have explained over the years.
Possible Rail Gun Deployment on Navy Destroyers
Also, the Navy is evaluating whether to mount its new Electromagnetic Rail Gun weapon from the high-tech DDG 1000 destroyer by the mid-2020s, service officials said.
The DDG 1000’s Integrated Power System provides a large amount of on board electricity sufficient to accommodate the weapon, Navy developers have explained.
The first of three planned DDG 1000 destroyers was christened in April of last year.
Navy leaders believe the DDG 1000 is the right ship to house the rail gun but that additional study was necessary to examine the risks.
Also, with a displacement of 15,482 tons, the DDG 1000 is 65-percent larger than existing 9,500- ton Aegis cruisers and destroyers.
The DDG 1,000 integrated power system, which includes its electric propulsion, helps generate up to 58 megawatts of on-board electrical power, something seen as key to the future when it comes to the possibility of firing a rail gun.
It is also possible that the weapon could someday be configured to fire from DDG 51 Arleigh Burke-class destroyers. Something of that size is necessary, given the technological requirements of the weapon.
For example, the Electro-magnetic gun would most likely not work as a weapon for the Navy’s Littoral Combat Ship.
Russian officials aren’t really known for their sensitivity, at least, not lately. But getting free press for a new children’s bed designed after a missile that investigators say killed almost 300 civilians on their way from Amsterdam to Kuala Lumpur seems downright tacky.
A Russian bed company is throwing some fuel on international outrage over the Buk air defense missile system that Western investigators believe downed Malaysian Airlines flight MH17 over Ukraine in 2014. All 298 people aboard the aircraft died. Russia has denied its missiles blew up the plane.
The St. Petersburg-based company CARoBUS, the maker of the beds, told the BBC World Service they saw “nothing unusual” about the design.
The company makes other unique beds, such as sports cars, trains, ships, aircraft, and others.
The Russian government has strenuously denied it had any role in shooting down the civilian airliner, but Dutch authorities are adamant Moscow’s missile system was to blame.
In a statement released October 1st, Dutch Foreign Minister Bert Koenders said “given the convincing nature of the evidence, Russia should respect the results that have been presented, rather than impugning the investigation and sowing doubt.”
Russian people – commenters on the original Fontakastory – thought the design was in poor taste. One commenter called the bed a “Freudian slip.”
In the days after the September 11th attacks on the United States and the subsequent invasion of Afghanistan, the Taliban leader known as “Mullah Omar” fled the state he’d helped form after fighting to liberate it from the Soviet Union. The CIA believed he’d fled to Pakistan and the U.S. military issued a reward of $10 million for his capture.
His real hiding place was just three miles from the U.S.’ FOB Wolverine in Siuray. He was never more than 80 miles from Kandahar, the site he fled when the U.S. invaded Afghanistan.
The governing body of the Taliban operated out of Quetta, Pakistan after being forced out of Afghanistan in 2001. Afghanistan’s Defence Ministry, the Pentagon, and the CIA all agreed that until his death in 2013, Mohammed Omar was there with them all. But what international intelligence agencies didn’t know about Omar could fill a warehouse. Very few photos of the man were ever taken, and he let very few people into his inner circle. Foreign intelligence services didn’t even know that Omar had died for two years following his death from Tuberculosis in 2013.
A new report from the Zomia Center, a think tank dedicated to studying ungoverned spaces, says that Omar died just three miles from FOB Wolverine, a base full of hundreds of American troops.
Omar in 1992.
Bette Dam, a Kabul-based journalist, working in Afghanistan between 2009 and 2014, traveled around the country trying to find a more complete picture of Omar. She spoke with friends, relatives, bodyguards, drivers, and other insurgent leaders, many of whom had fled and lived with Omar in the days following the U.S. invasion. Mullah Omar never left Afghanistan. The man who refused to give up Osama bin Laden renounced his leadership of the Taliban and then disappeared.
He found himself in two remote villages, each house close to an American military forward operating base. The first was in Qalat, near FOB Lagman. He hid there for four years, coming close to capture by U.S. troops only twice. The next village was Siuray, three miles from FOB Wolverine. Mullah Omar lived behind a larger family home in the traditional mud hut that is often found in rural Afghanistan. He lived there until his death in 2013.
Omar spent much of his time alone or with his bodyguard, Jabbar Omari, who provided journalist Bette Dam with much of the information she would later corroborate. The Taliban’s leader ate and prayed alone, and even cooked for himself much of the time. The two men were always afraid of being found out and took great pains to stay indoors and speak very softly, if at all. In the evenings, Omar would listen to BBC Pashto while his bodyguard listened to Voice of America’s Dari service on the radio.
Omar never mentioned Osama bin Laden or why he refused to hand the al-Qaeda leader over to the U.S. Even when bin Laden was killed in 2011, Omar didn’t say anything in response, he only ever criticized al-Qaeda’s view of Islam. When Omar died, his bodyguard buried him in the sand without a coffin, though he would later be dug up and given an Islamic funeral at a nondescript location. He died without appointing a successor to the Taliban movement and without leaving a message to his family or followers. He just died.
It’s not necessarily the ship that comes to mind when you think about America flexing its muscles abroad to project seapower and dominance.
But when the U.S. Coast Guard’s Barque Eagle, known as “America’s Tall Ship,” came into port here [Oslo, Norway] May 5, 2019, for the first time since 1963, the locals were eager to see it. More than 1,300 people visited the ship May 5, 2019; the vessel sees 90,000 tourists each year, officials said.
The ship trains hundreds of cadets each summer on the basics of navigation and seamanship — something the service believes can still make a tough and ready Coastie despite the emergence of a near-peer power competition.
It’s not always about learning on the newest technology. The Coast Guard thinks some things are just meant to be done old school.
As the sun sets, a crew member acts as lookout aboard Barque Eagle in the North Atlantic, April 2, 2014.
(U.S. Coast Guard photo by Petty Officer 2nd Class LaNola Stone)
“They don’t come here to learn how to sail, although that is a bonus,” said Chief Petty Officer Kevin Johnson, the training cutter’s command chief, master-at-arms and food service officer for the last three years.
“We’re teaching you how to work as a team,” he said during an hour-long tour of the ship. “And it’s tradition.”
Two groups of 150 cadets each will soon embark on the service’s 12-week summer program. The first group is comprised of third-class cadets, the second of first-class cadets.
The cutter will likely hit its max capacity of 234 crew with each group; 50 enlisted and eight officers man the ship year round. Roughly 40 percent of the trainees are women, Johnson said.
The ship, which has only basic radars for navigation, will also host a number of international cadets during the training program. Members “from as far as Micronesia” have come to learn team building and leadership on the Eagle, designated WIX-327, he said.
Coast Guard Academy cadets learn how to furl sail on the Eagle‘s bowsprit under the tutelage of a petty officer while sailing among the British Virgin Islands in 2013.
(U.S. Coast Guard photo)
Life onboard the ship is meant to give cadets the “life as an enlisted person” experience, demanding strength and discipline, he said. They’ll climb to the top of the mainmast, which towers above the deck at 147 feet. Most cadets know that “someone still has to put the flag up” and furl the sail by hand.
“They still climb the rigging,” Johnson said, adding that the small boats need to be lowered by hand.
He said two cadets have gone overboard during his tenure: one while touching up the hull en route to Ireland and another who lost balance on the rigging and fell into the water.
“They’re both OK,” said Johnson, a 19-year veteran of the service.
Helm station on the U.S. Coast Guard’s Barque Eagle.
The cadets will take their meals in five shifts, retire to the berthing quarters to sleep, and leave the ship to explore cities when “there isn’t work that needs to be done,” he said.
The 295-foot vessel is rooted in training. Built in 1936, it was formerly known as the Horst Wessel and operated by Germany for its cadet training program during World War II before it was captured by the British in 1945. It was then traded to the U.S. a year later.
During a four-year service life extension program, completed last year, more than 1,500 square feet of original German hull plate was removed and replaced, Johnson said. The ship was home-ported in Baltimore, Maryland, while the upgrades were being finished.
The Eagle requires “constant maintenance,” and the cadets and crew know it, he said. During its 19-day trip across the Atlantic en route to Portsmouth in the United Kingdom last week, two sails split during bad weather. One split more than once.
The New York Fire Department vessel, Firefighter, honors the Coast Guard Cutter Eagle as it rests anchored at the Statue of Liberty, Friday, Aug. 5, 2011.
“I think they even got the sewing machines out” to fix them, Johnson said. There are layers of baggywrinkle — old, fringe-like rope — meant to protect the sails from chafing.
The ship has been largely Atlantic-based, sailing to the Caribbean and various European locations. The Eagle has visited Australia, but otherwise hasn’t made its way to other parts of the Pacific Rim. “Not yet, anyway,” Johnson said.
The Eagle, which can hit 17 knots max speed under sail, heads next to Kiel, Germany, to pick up the first summer class of cadets. It will then sail to Copenhagen, Denmark; Antwerp, Belgium; the Netherlands; the Azores; and finally back to the Coast Guard Academy in New London, Connecticut, which will be its homeport after this summer.
The German-turned-American trainer will also participate in events marking the 75th anniversary of the D-Day landings and the Battle of Normandy on June 6, 2019
This article originally appeared on Military.com. Follow @militarydotcom on Twitter..
China has announced plans to begin production of a new two-seat variant of the Chengdu J-20 fifth-generation fighter that would, according to Chinese officials, dramatically increase the platform’s offensive capabilities. This announcement comes on the heels of China’s other significant J-20 announcement this week, relating to China’s decision to stop sourcing Russian engines for their stealth fighter. China will instead modify an existing domestic power plant for its purposes.
The J-20 “Mighty Dragon” is China’s first operational stealth aircraft, entering active service in March of 2017. The J-20 is indeed stealthy, though there remains some debate about just how effective the jet’s design may be. Some still argue that its front canards could potentially offer a weapons-grade lock on the jet when it’s flying horizontally across an aircraft’s field of view. Like all other fifth-generation fighters, the J-20 isn’t just sneaky, it also boasts a secure data link and the sort of advanced avionics one might expect from a data-fusing flying computer of its ilk. It has, however, suffered from long delays in its purpose-built engine program, forcing the Chinese to utilize Russian-sourced AL-31F engines.
Earlier this week, China announced plans to stop using the Russian power plant and to discontinue efforts on their purpose-built WS-15 engine that had been slated for the advanced fighter. Instead, China will now work to modify its existing fourth-generation fighter engine, the WS-10C, for the stealth jet. According to Chinese claims, the WS-10C will be as capable as the Pratt & Whitney F119 engine that powers America’s top air superiority fighter, the F-22 Raptor. This goal is hardly surprising, as the development of the J-20 was based largely on stolen plans for the F-22 in the first place.
The planned engine change is intended to offer the J-20 the same sort of thrust vector control the Raptor uses for acrobatic maneuvers during aerial warfare–a change that was already announced for the J-20B currently in production. In order to match the F-22, these modified engines will also have to offer super-cruising capabilities, or the ability to maintain supersonic speeds without the use of an afterburner, on par with that offered by the Raptor. Supercruising allows a fighter to fly further faster, while still keeping enough gas in its tank for a lengthy fight once it arrives.
But new engines aren’t the biggest change on the horizon for China’s J-20. A design change of a much broader stroke announced by the Chinese government earlier this week would see the aircraft modified to serve as a fighter bomber, adding a second seat in the cockpit for an onboard weapons officer and potentially increasing the aircraft’s payload capacity as a result of the design changes required to accommodate another crew member.
Every 5th generation fighter in operation on the planet is a single-seat aircraft, from the original F-22 Raptor to the advanced F-35 Joint Strike Fighter and even Russia’s troubled Sukhoi Su-57 Felon. It’s unlikely that China will produce only two-seat J-20 variants in the future, but the addition of a J-20 fighter bomber could offer a new level of capability to China’s People’s Liberation Army.
Single-seat aircraft tend to be smaller and highly capable in the air, and while all fifth-generation fighters are considered multi-role in their range of capabilities, a two-seat J-20 could improve the aircraft’s survivability in contested airspace as well as its ability to effectively engage ground targets.
While a single-seat fighter has one operator tasked with managing everything from flying the jet to identifying and engaging targets, two-seat fighters have a second crew member to offload some of those responsibilities on. Most two-seat fighters utilize a single pilot and a second weapons officer (think Maverick and Goose, respectively, in Top Gun). While the pilot manages the battlespace, the weapons officer or co-pilot can manage weapons systems, communications, and electronic warfare capabilities.
Two-seat fighters are, however, much heavier than single-seat jets on average, so the added capability comes with a trade-off in performance.
“An upgraded twin-seat J-20 could carry more offensive weapons and have stronger air-to-ground attack capabilities, so … it would become both a fighter and a bomber,” Song Zhongping, a former PLA instructor, said to the South China Morning Post.
Of course, building a two-seat J-20 isn’t as simple as just stretching the fuselage and bolting a new chair in. The aircraft itself will likely have to undergo significant modifications to support both the new crew member and any added capabilities the PLA wants incorporated into a new J-20 fighter bomber.
If China manages to bring its WS-10C engine into full fifth-generation maturity, it will offer a significant capability increase for the fighter itself, and it will almost certainly find a home in the two-seat J-20 as well. However, despite China’s headline-grabbing announcements over the past week, all of these changes should be regarded as notional at best right now. Of course, that doesn’t mean to discount the potential capability of the J-20 in the future, but as far as claims about military superiority go, China’s reputation is almost as compromised as Russia’s.