It’s easy to forget that, even in the midst of World War II, the Army’s administrative requirements marched on. Officers were quickly moved between billets, units were slotted into or pulled out of operational plans, and leaders had to be re-appraised often.
So it’s perhaps not surprising that even men like Lt. Gen. George S. Patton had to take breaks from whooping butt in order to rate other legends like Lt. Gen. Omar Bradley.
Lt. Gen. Omar Bradley poses with actor Marlene Dietrich during a USO tour during World War II.
The September 1943 “Efficiency Report” is remarkably brief. At the time, the Army didn’t have such strict form for evaluation reports. It’s basically a two-page memorandum with only a couple hundred words of text.
But Bradley had helped make 1943 a great year for the Army. He spent much of the year unsticking problems at the front in North Africa. And, after the defeat of II Corps at the Battle of Kasserine Pass, he pushed for an overhaul of the corps and later took command of it from Patton. It was Bradley who led the corps during the invasion of Sicily.
Patton and Eisenhower both wanted Bradley for their own commands, so it’s probably not surprising that he would receive a good rating from Patton.
Lieutenant Generals George S. Patton and Omar Bradley talk with Gen. Dwight D. Eisenhower in Bastogne, Belgium, in 1944.
And, indeed, when Patton rated Bradley on Sept. 12, 1943, he said that Bradley was “Superior” in manner of performance, physical activity, physical endurance, and knowledge of his profession. Four for four at the time. Bradley was a corps commander and Patton recommended him for command of an army.
But the most impressive endorsement of Patton came in question 10 “Of all general officers of his grade personally known to you, what number would you give him on this list and how many comprise your list?”
Patton responded “Number 1. I know all of them.”
The Army gets fairly small at the top, after all.
Lieutenant Generals George S. Patton and Omar Bradley talk with Gen. Dwight D. Eisenhower in Bastogne, Belgium, in 1944. There are a surprising number of photos of these three together.
Gen. Dwight D. Eisenhower, the North African Theater of Operations, United States Army, commander at the time, concurred with the report.
Thanks in part to the brief but strong recommendations of Patton and Eisenhower, Bradley received command of the U.S. First Army in time to command it against Utah and Omaha beaches and then the breakout into the rest of France. Despite some mistakes, he would take command of an Army Group and take the first major hits of the Battle of the Bulge.
He was a four-star general before the war ended and would later rise to lead the Veteran’s Administration and serve as Army Chief of Staff. He was the last person to be promoted to General of the Army, an Army five-star rank.
The entire September 1943 assessment of him by Patton and Eisenhower is available below:
Russia — the country that’s failed to build its super carrier and any meaningful amount of its newest jets or tanks — is now claiming that it’s going to build the world’s first catamaran aircraft carrier, a vessel that would carry an air wing while suffering less drag and costing less than other carriers.
While this effort will likely suffer from the same problems that prevented the construction of the super carrier, it’s still a revolutionary design that’s generating a lot of buzz.
The U.S. has purchased and leased some catamaran ships, but nothing nearly the size of the proposed Russian aircraft carrier. The HSV 2 in the photo has a displacement of less than 5 percent the size of the Russian design.
So, first, let’s explore the highlights. Catamarans are multi-hulled vessels with the hulls in parallel. If you’re unfamiliar, that basically means that if you look at the vessel from the front, you can see a gap right down the middle of the hull near the waterline. The Russian vessel would be a semi-catamaran, so there would be a gap, but it would be beneath the waterline.
This greatly reduces drag and makes the vessel more stable while turning, but also reduces the amount of space below the waterline for aircraft storage, living spaces, and so forth.
Russia’s only current carrier is the Admiral Kuznetsov, and it’s less than impressive.
(U.S. Defense Department)
But it would still carry a healthy complement of aircraft, up to 46, including early warning aircraft and helicopters. That’s a far cry from the Ford’s 75 aircraft, but a pretty nice upgrade over the LHAs’ 30+ aircraft.
The catamaran would have an 8,000-mile endurance, anti-torpedo and anti-aircraft defenses, electronic warfare systems, and four bomb launchers.
All-in-all, that could make for an effective and affordable aircraft carrier. So, will Russia be able to crank this ship out, maybe clone it a couple of times, and become the effective master of the seas?
Russia: Mistral replacement? Storm Supercarrier model unveiled in St Petersburg
Well, no. Almost certainly not. First, Russia has the same spending problem it had when it threw a hissy fit after France cancelled the delivery of two Mistral-class amphibious assault ships. Russia responded with designs for the Storm Supercarrier, a ship larger than America’s Ford-class.
Most defense experts at the time weren’t very worried, and we shouldn’t be now. Russia has few personnel with experience building ships of this size. That’s actually why they wanted to buy the Mistral class in the first place — and the Mistral is half the size of this proposed catamaran.
The Soviet Union constructed the bulk of its ships in areas that broke away when the Soviet Union collapsed. Many were built in Ukraine, which now has a troubled relationship with Russia (to put it mildly). Russia lacks the facilities and personnel for such construction.
The PAK-FA/Su-57 is seemingly a capable fighter despite issues with its engines and other developmental hangups, but Russia simply can’t afford to buy them, or to buy a catamaran carrier.
Infographic from Anton Egorov of Infographicposter.com
And then there’s the money. Russia designed a reasonably modern and well-received tank in the T-14 and a good fighter in the PAK-FA, but they couldn’t build many of them because oil, currently, is way too cheap. Russia’s economy is relatively small — actually smaller than that of Texas or California — and it’s heavily reliant on oil sales.
And then there are the glaring flaws of the design. While the catamaran has the advantages mentioned above, it would have serious trouble moving in rough seas, as catamarans have a tendency to dig their bows into waves in rough conditions — and taking waves from the side would likely be even worse.
In some ways, we know the story of the Mitsubishi A6M Zero. It was a dominant fighter plane in the early portion of World War II in the Pacific Theater, only to become an easy target. But how did this happen?
In some ways, the story we know about the Grumman F6F Hellcat isn’t the whole truth. Yes, the discovery of the Akutan Zero helped the United States beat this plane. But MilitaryFactory.com notes that the Hellcat’s first flight was on June 26, 1942 – three weeks after the raid on Dutch Harbor that lead to the fateful crash-landing of the Mitsubishi A6M flown by Tadayoshi Koga.
Less than six months before Pearl Harbor, the Navy signed a contract with Grumman for a replacement for the F4F Wildcat. Feedback from pilots like Butch O’Hare and other encounters lead to the addition of the Wright R-2800 engine. It also was designed with improved landing gear and visibility. Then, America built a lot of these planes – 12,272 of them. Compare that production run to the 187 F-22 Raptors that the Air Force bought!
What the Akutan Zero did, though, was to provide information that let American pilots make the most of the Hellcat’s advantages. History.com described one ace, Marine Captain Kenneth Walsh described how he knew to roll to the right at high speed to lose a Zero on his tail. Walsh would end World War II with 17 kills. The Zero also had trouble in dives, thanks to a bad carburetor (the famous Spitfire also had carburetor problems).
The Hellcat truly brought hell to the Axis in World War II. It notched 5,165 kills over World War II, and was the primary plane that was in the Marianas Turkey Shoot. The Hellcat even saw action in Korea as a guided bomb, and served until the 1960s in some air forces.
From original programming to the biggest movies released in theaters (albeit, a while ago), there’s a lot to watch on HBO. So we’re here to point out what you need to see right away on HBO Go or HBO Now.
In August 2019, you can finally watch the lord of the seas, “Aquaman,” from the comfort of your own home. You can also check out one of the best movies of 2018, “The Favourite.” And if you are looking for a classic, can we interest you in “The Lost Boys”?
Here are 7 movies to check out on HBO in August 2019:
1. “Body Heat” (Available August 1)
A modern-day telling of the classic film noir “Double Indemnity,” William Hurt is persuaded by his lover, played by Kathleen Turner, to murder her rich husband.
2. “The Lost Boys” (Available August 1)
This late 1980s classic stars Jason Patric and Corey Haim as two brothers who move into a town that turns out to be a haven for young, good looking vampires, led by Kiefer Sutherland.
3. “The Favourite” (Available August 3)
Olivia Colman walked away with the best actress Oscar for her role as Queen Anne in this twisted dark comedy set in early 18th century England. Emma Stone and Rachel Weisz also deliver incredible performances.
4. “Aquaman” (Available August 10)
James Wan’s ridiculously fun superhero movie looks at the origin story of Aquaman. Jason Momoa is perfect in the role of Arthur, while the CGI in this movie is mind-blowing.
5. “Mortal Engines” (Available August 24)
I still have no clue what “Mortal Engines” is. I guess it was a book people liked? Peter Jackson is involved? Hey, this is an example of why HBO exists — see movies you would never dare buy a ticket for.
6. “The Mule” (Available August 27)
Clint Eastwood plays a 90-year-old Korean War vet who, in the hopes of getting some cash, finds himself becoming a drug mule for the Mexican cartel.
A secret plan was passed around the Roosevelt Administration in 1940 and 1941 that called for dozens of American bombers with American crews masked by Chinese markings to fly bombing missions against Japanese cities, crippling crucial war production facilities and, hopefully, keeping Japan too busy with China to attack British and American interests in the Pacific.
For President Franklin D. Roosevelt, the late 1930s and early 1940s were a minefield of grave threats to the American people. The war in Europe posed a significant threat to American allies while growing tensions in the Pacific were looking disastrous to both allied and American interests and territory. All the while, the American economy was still trying to scramble its way out of the Great Depression.
There is debate today about whether Roosevelt was trying to pull a reluctant America into war with Japan in 1940 and 1941, but it is certain that he saw American and British interests as being threatened by the island nation — and he wanted to make sure that the Japanese were either deterred from attacking Western interests or so hamstrung by the war with China that they couldn’t attack.
One of the plans that emerged from his administration would later become known as “JB 355.” It called for the formation of a new Chinese front company using money from the Lend-Lease Act. This company, headed by former Army pilot and then-director of the Chinese Air Force flight school, Claire Chennault, would be a Second American Volunteer Group. Like the First American Volunteer Group, it would be disguised as a Chinese mercenary group but manned by American pilots and supplied with American planes.
The 1st AVG was already formed and undergoing training in the summer of 1941 when JB 355 was approved. With 100 American fighter aircraft and 99 American pilots, it was preparing to attack Japanese air forces and disrupt their shipping operations.
Some of the pilots in the First American Volunteer Group pose with their P-40.
(U.S. Air Force archives)
The mission of the 2nd AVG, approved in July 1941, would be very different. Comprised of 50 American bombers and the appropriate crews, the 2nd AVG was to drop incendiary weapons on Japanese cities, like Tokyo, that were essential to Japan’s war production.
The attacks were tentatively scheduled for November.
So, why didn’t American bombs strike Tokyo the month before Japanese bombs hit Pearl Harbor?
The first planes ordered for the Second American Volunteer Group were Lockheed Hudsons, but they were never delivered because shortages delayed their production until after the Pearl Harbor attacks made the company unnecessary.
(National Museum of the Air Force)
Because American industry was not yet on a full, wartime footing. There simply weren’t enough supplies to fulfill all the approved requests.
Army Chief of Staff Gen. George C. Marshall was struggling to get supplies everywhere they were needed throughout 1941. He detailed some of his efforts and setbacks in a February letter to Lt. Gen. Walter C. Short who had just taken command at Pearl Harbor. In the letter, he explained where all of his supplies were going but promised that his priority was to protect the Navy’s fleet:
You, of course, understand the pressures on the Department for the limited materiel we have, for Alaska, for Panama, and, most confidentially, for the possible occupation of the Azores, not to mention the new leased bases. However, as I have already said, we are keeping clearly in mind that our first concern is to protect the Fleet.
Any troop in today’s military will eventually, inevitably be deployed. Even before the announcement of the new, “deploy or get out” policy, you’d be hard-pressed to find an E-6 or above who doesn’t have a bit of time in the desert under their belt.
Everyone else is simply waiting for their time to come — and those in wait always have a few questions about their upcoming deployment. Unfortunately, it’s kind of hard to describe. You could be a commo guy in a signal unit, constantly dealing with threats up at your retrans site. Conversely, you could be an infantryman who spent years at the rifle range only to stay at a major base and train local forces on how to use their weapons. The fact is, you never know what it’ll actually be like until you’re there — and this is true regardless of rank, position, branch, or unit.
That being said, there are a few universal truths that stretch the spectrum of military service, for POGs, grunts, and special operators alike — and those truths are in direct conflict with what boots have on their mind.
On the bright side, that usually means PT is on your own schedule — but that doesn’t mean you can slack off. You’re probably still going to have to take regular PT tests.
(U.S. Marine Corps photo by Cpl. Ed Galo)
“I’ll have plenty of downtime”
Deployments seem like the perfect time to try and knock out some online college courses so you can get a leg up on your peers and have an easier time finding a job after your service — oh man, you are mistaken.
Your work schedule will shift from the standard of PT in the morning, work call during the day, and time off at night to something that looks more like work 24/7 with maybe a single day off. Sure, you’ll have a few hours here and there between missions, but those will usually get eaten up by catching up on sleep or relaxing with the squad.
Just imagine all the dumb crap that would fill these tents if people had access to wasting their money while deployed.
(U.S. Air Force photo by Senior Airman Marie Cassetty)
“I’ll have so much money when I get back”
On paper, a deployment seems like the perfect way to get out of debt. You’re gone for somewhere between nine to eighteen months, you’ll have nothing to blow your money on, and you’ll get better pay — tax free. This could be just what you need to crawl out of debt. The operative words here are “could be.”
If you’ve got a family back home, that money is being spent on responsibilities. If you’ve got preexisting debt, that money you’re accumulating is going toward paying people back. You’ll be making more than you’re used to back stateside and you’re less likely to waste it on stupid crap, — that is if you can avoid blowing it all in one reckless weekend like so many have before you.
Also, with deployments shrinking down to nine months, units aren’t going to be required to give their troops RR, so… there’s that…
(U.S. Air Force)
“I’ll get R&R when I want to”
All the calculating in the world can’t help you outrun the reach of the Big Green Weenie. There’s no scheduled block leave when it comes to RR. If your deployment is around twelve months, you’re lucky if you’re able to take it somewhere near the mid-point.
Your unit must remain operational, however, and it can’t do that if everyone is gone — so they’re not sending everyone home at the half-way point. Your leave is more than likely going to fall somewhere between three and nine months in. Troops who are expecting the birth of kids get top priority, but it’s a free-for-all after that.
Do not get this twisted. Troops are still in harm’s way every day. The likelihood of an outright firefight, however, has dropped.
(U.S. Army photo by Staff Sgt. Sean A. Foley)
“I’ll get that Combat Action Badge (or equivalent) soon”
If there’s one prized medal within the military, it’s the one that comes after a troop has experienced combat first-hand. There’s an undeniable badassery that comes with the badge, ribbon, medal, etc., but they aren’t just handed out like candy anymore.
These days, fewer and fewer troops are seeing direct combat as America’s responsibilities in the War on Terror shift to more advisory roles with local militaries. Armed conflicts still occur in the Middle East, definitely, but the numbers are shrinking with each passing year. Even if your unit is one of the few that goes outside the FOB, you’ll likely not see combat right away.
Which leads us directly into the next myth about deployments…
The “hearts and minds” part of counter-insurgency truly is a better strategy for the overall well-being of the region. The sooner you adapt, the better time you’ll have outside the wire.
(DoD photo by 1st Lt. Becky Bort)
“My sole mission is to fight the bad guy”
From the moment you enter basic training, you’re fed one purpose. You’re being groomed to become the biggest, baddest motherf*cker Uncle Sam has ever seen. You will shoot, move, and communicate better than anyone else ever has. For the most part, however, that’s just not going to be the case.
If you do manage to get into a unit that will send you outside the wire, 98 percent of what you do are called “atmosphericals.” Basically, this means your unit rides through an area of operations, watching to see if anything goes down, being a show of force to both the civilians who need American aid and any potential threats watching from afar.
Case in point: There is a very specific reason I personally stopped mocking the French forces…
(ISAF photo by MC1 Michael E. Wagoner)
“My foreign counterparts are held to the same standards as me”
American troops are given very strict instruction on how to be professional and courteous while turning an area of operations “less hostile.” Our foreign counterparts do not have the same level of regimented training. Other NATO nations could be treating war like it’s a nine-to-five while the local military’s training curriculum probably doesn’t even cover “minor” things, like properly using a weapon.
But this misconception swings both ways. You might also be surprised to learn that certain allies don’t mess around — and train their “standard” infantry more like special operations.
Walk onto any American military base in the world, and you’re going to encounter some pretty disciplined men and women. Continue walking and you’ll also notice all the hard work each troop puts into their day.
But you may also wonder which one of them deploys and fights in combat versus those who ship off to support the war effort.
Here are six simple ways you can tell a troop isn’t an infantryman:
6. There are no dog tag in their boot laces.
Infantrymen wear a dog tag around their necks and another looped in their left boot — it’s tradition (and practical for identification in the worst case scenario).
A dog tag inserted into the left boot — your motivated left boot.
5. When a troop can count how many MREs they’ve eaten.
MREs — or Meals Ready to Eat — are a staple food for any grunt. The classic meal plan is the troop’s breakfast, lunch, and dinner for as long as you’re in the field or outside the wire. If a troop only had a few during boot camp…they’re probably not a grunt.
4. They remember and brag about their ASVAB score.
It doesn’t take a high ASVAB to become an infantryman. Grunts mostly brag about their shooting scores and how big their egos are versus what they got on their ASVAB.
3. They actually have morale — and you can see it in their eyes.
Read the photo caption — it’s epic.
2. When you sport a “serious face” for a photo, but you’re stationed on a beautiful military installation.
Special operations forces have long been fans of the C-130. Why not? It’s one of the most versatile platforms available. The basic transport has been a standby for airborne units over the years, but when it comes to carrying the precious cargo that is American special operations forces, no ordinary Hercules will do.
Over the course of several decades, the Air Force has developed advanced versions of the C-130 platform to be used specifically by special operations. One of the first was a variant of the old C-130E, dubbed the MC-130E “Combat Talon,” which entered service in 1966. The MC-130P “Combat Shadow,” derived from the HC-130P, entered service in 1986. The MC-130H was a special-operations version of the C-130H that entered service in 1991.
All of these planes, however, are pretty old by now.
A MC-130J with the 413th Flight Test Squadron takes off. Note the winglets on the plane.
(USAF photo by Samuel King)
The C-130J version of the Hercules entered service in 1999, replacing aging C-130E models. Continuing the tradition of its predecessors, the C-130J was also modified for use by special operations forces. Older MC-130Es and MC-130Ps were first in line to be replaced by a total of 37 MC-130Js, according to a United States Air Force fact sheet.
The MC-130J first entered service in 2011. It was given the name “Commando II,” taking on the designation of the Curtiss-Wright C-46 “Commando,” a cargo plane that mostly saw action in the Pacific Theater of World War II and was retired in 1968.
A new MC-130J Commando II taxis on the flightline at Cannon Air Force Base, N.M.
(USAF photo by Senior Airman James Bell)
The MC-130J has a top speed of 415 miles per hour and an unrefueled range of 3,000 miles. It’s capable of refueling up to four helicopters or tiltrotors at a time. It’s also equipped with advanced electro-optical and infra-red sensors.
Learn more about this impressive special-ops plane in the video below!
The United States Army was founded on June 14, 1775, making it the oldest branch of the military. Our soldiers have a damn proud heritage of defending our right to freedom and we are lucky to have them. You might not be familiar with the lyrics of their official song, but you definitely know the tune.
Here are a few more things you might not know about it:
1. It was written by a West Point graduate in 1908
Nuclear blasts create fallout, which can harm you with large doses of radiation.
Cars offer little protection from fallout.
A surer way to survive in the aftermath of a nuclear explosion is to go indoors, stay put, and listen to the radio.
The first thing you’d see if a nuclear bomb exploded nearby is a flood of light so bright, you may think the sun blew up.
Wincing from temporary blindness, you’d scan the horizon and see an orange fireball. The gurgling flames would rise and darken into purple-hued column of black smoke, which would turn in on itself. As a toadstool-like mushroom took shape, the deafening shock front of the blast would rip through the area — and possibly knock you off your feet.
Congratulations! In this hypothetical scenario, you’ve just survived a nuclear blast with an energy output of about 10 kilotons (20 million pounds) of TNT. That’s roughly 66% of energy released by either atom bomb dropped on Japan in 1945.
No one could fault you for panicking after the sight and roarof a nuclear blast. But there is one thing you should never do, according to Brooke Buddemeier, a health physicist and radiation expert at Lawrence Livermore National Laboratory.
“Don’t get in your car,” he tells Business Insider — don’t try to drive, and don’t assume that the glass and metal of a vehicle can protect you.
Why vehicles and nuclear survival don’t mix
Avoiding driving after a nuclear blast is wise because streets would probably be full of erratic drivers, accidents, and debris. But Buddemeier says there’s another important reason to ditch the car: a fearsome after-effect of nuclear blasts called fallout.
Fallout is a complex mixture of fission products, or radioisotopes, that are created by splitting atoms. Many of the fission products decay rapidly and emit gamma radiation, an invisible yet highly energetic form of light. Exposure to too much of this radiation in a short time can damage the body’s cells and its ability to fix itself — a condition called acute radiation sickness.
“It also affects the immune system and the your ability to fight infections,” Buddemeier says.
Only very dense and thick materials, like many feet of dirt or inches of lead, can reliably stop the fallout.
“The fireball from a 10-kiloton explosion is so hot, it actually shoots up into the atmosphere at over 100 miles per hour,” Buddemeier says. “These fission products mix in with the dirt and debris that’s drawn up into the atmosphere from the fireball.”
Trapped in sand, dirt, cement, metal, and anything else in the immediate blast area, the gamma-shooting fission products can fly more than five miles into the air. The larger pieces drop back down, while lighter particles can be carried by the wind before raining over distant areas.
“Close in to the [blast] site, they may be a bit larger than golf-ball-size, but really what we’re talking about are things like salt- or sand-size particles,” Buddemeier says. “It’s the penetrating gamma radiation coming off of those particles that’s the hazard.”
Which brings us back to why a car is a terrible place to take shelter.
“Modern vehicles are made of glass and very light metals, and they offer almost no protection,” he says. “You’re just going to sit on a road some place [and be exposed].”
Buddemeier says he’s asked people what their knee-jerk response to a nuclear blast might be. It wasn’t comforting.
“There was actually a lot of folks who had this notion — and it may be a Hollywood notion — of ‘oh, jump in the car and try to skedaddle out of town if you see a mushroom cloud.'” he says.
However, fallout is carried by high-altitude winds that are “often booking along at 100 miles per hour,” he says, and “often not going in the same direction as the ground-level winds. So your ability to know where the fallout’s gonna go, and outrun it, are… Well, it’s very unlikely.”
What you should do instead of driving
Your best shot at survival after a nuclear disaster is to get into some sort of “robust structure” as quickly as possible and stay there, Buddemeier says. He’s a fan of the mantra “go in, stay in, tune in”.
“Get inside … and get to the center of that building. If you happen to have access to below-ground areas, getting below-ground is great,” he says. “Stay in: 12 to 24 hours.”
The reason to wait is that levels of gamma and other radiation fall off exponentially after a nuclear blast as “hot” radioisotopes decay into more stable atoms and pose less of a danger. This slowly shrinks the dangerous fallout zone — the area where high-altitude winds have dropped fission products. (Instead of staying put, however, a recent study also suggested that moving to a stronger shelter or basement may not be a bad idea if you first ducked into a flimsy one.)
“Try to use whatever communication tools you have,” he says. He added that a hand-cranked radio is a good object to keep at work and home, since emergency providers, in addition to broadcasting instructions, will be tracking the fallout cloud and trying to broadcast where any safe corridors for escape are located.
There is only one exception to the “no cars” rule, says Buddemeier: If you’re in a parking garage with your car, the concrete might act as a shield. In that case, you could stay there and listen to a radio inside your car.
If everyone followed these guidelines after nuclear blast, he says, hundreds of thousands of lives could be saved.
The Navy has now issued at least one-fourth of the design work and begun further advancing work on systems such as a stealthy “electric drive” propulsion system for the emerging nuclear-armed Columbia-Class ballistic missile submarines by 2021.
“Of the required design disclosures (drawings), 26-percent have been issued, and the program is on a path to have 83-percent issued by construction start,” Bill Couch, spokesman for Naval Sea Systems Command, told Warrior Maven.
The Columbia class is to be equipped with an electric-drive propulsion train, as opposed to the mechanical-drive propulsion train used on other Navy submarines.
In today’s Ohio-class submarines, a reactor plant generates heat which creates steam, Navy officials explained. The steam then turns turbines which produce electricity and also propel the ship forward through “reduction gears” which are able to translate the high-speed energy from a turbine into the shaft RPMs needed to move a boat propeller.
“The electric-drive system is expected to be quieter (i.e., stealthier) than a mechanical-drive system,” a Congressional Research Service report on Columbia-Class submarines from earlier this year states.
Designed to be 560-feet– long and house 16 Trident II D5 missiles fired from 44-foot-long missile tubes, Columbia-Class submarines will use a quieting X-shaped stern configuration.
The “X”-shaped stern will restore maneuverability to submarines; as submarine designs progressed from using a propeller to using a propulsor to improve quieting, submarines lost some surface maneuverability, Navy officials explained.
Navy developers explain that electric-drive propulsion technology still relies on a nuclear reactor to generate heat and create steam to power turbines. However, the electricity produced is transferred to an electric motor rather than so-called reduction gears to spin the boat’s propellers.
The use of an electric motor brings other advantages as well, according to an MIT essay written years ago when electric drive was being evaluated for submarine propulsion.
Using an electric motor optimizes use of installed reactor power in a more efficient way compared with mechanical drive submarines, making more on-board power available for other uses, according to an essay called “Evaluation and Comparison of Electric Propulsion Motors for Submarines,” author Joel Harbour says that on mechanical drive submarine, 80-percent of the total reactor power is used exclusively for propulsion.
“With an electric drive submarine, the installed reactor power of the submarine is first converted into electrical power and then delivered to an electric propulsion motor. The now available electrical potential not being used for propulsion could easily be tapped into for other uses,” he writes.
Research, science and technology work and initial missile tube construction has been underway for several years. One key exercise, called tube-and-hull forging, involves building four-packs of missile tubes to assess welding and construction methods. These structures are intended to load into the boat’s modules as construction advances.
“Early procurement of missile tubes and prototyping of the first assembly of four missile tubes are supporting the proving out of production planning,” Couch said.
While the Columbia-Class is intended to replace the existing fleet of Ohio-Class ballistic missile submarines, the new boats include a number of not-yet-seen technologies as well as different configurations when compared with the Ohio-Class. The Columbia-Class will have 16 launch tubes rather than the 20 tubes current on Ohio boats, yet the Columbias will also be about 2-tons larger, according to Navy information.
The Columbia-Class, to be operational by the 2028, is a new generation of technically advanced submarines intended to quietly patrol the undersea realm around the world to ensure second-strike ability should the US be hit with a catastrophic nuclear attack.
Formal production is scheduled for 2021 as a key step toward fielding of a new generation of nuclear-armed submarines to serve all the way into and beyond the 2080s.The Columbia-Class, to be operational by the 2028, is a new generation of technically advanced submarines intended to quietly patrol the undersea realm around the world to ensure second-strike ability should the US be hit with a catastrophic nuclear attack.
General Dynamics Electric Boat has begun acquiring long-lead items in anticipation of beginning construction; the process involves acquiring metals, electronics, sonar arrays and other key components necessary to build the submarines.
Both the Pentagon and the Navy are approaching this program with a sense of urgency, given the escalation of the current global threat environment. Many senior DoD officials have called the Columbia-Class program as a number one priority across all the services.
“The Columbia-Class submarine program is leveraging enhanced acquisition authorities provided by Congress such as advanced procurement, advanced construction and multi-year continuous production of missile tubes,” Couch added.
This article originally appeared on Warrior Maven. Follow @warriormaven1 on Twitter.
The two most welcomed smells in the military are coffee and gunpowder, and if you’re in the field, you may get both. There are few things that are as satisfying as your favorite cup of Joe when you’re on duty in garrison, training, or forward deployed. Nobody wants to be that guy who falls asleep on post — legal consequences aside, it’s just downright embarrassing.
Staying alert begins with preparation and tactical knowledge of the endless options vying for our patronage. The brands of coffee we enjoy say a lot about ourselves and what’s important to us. When we stand post, looking out into the abyss, reflecting on our lives and why we fight, a warm cup in our hands is a welcomed friend.
Black Rifle Coffee Company – It’s Who We Are: Edwin Parnell
Black Rifle Coffee Company is a veteran owned and operated brand that brings a level of professionalism and attention to detail that can only be expected from veterans. While massive corporations will sacrifice quality for profit, this company’s quality assurance team will not. Not only do they make a mean brew, but they are also a positive reflection of veterans, successfully assimilating and thriving in the private sector.
Café Bustelo is like a Marine infantry sergeant: aggressive, strong, and possibly foreign. It has a balanced taste, but it will definitely give you the intense energy boost that one needs at zero-wtf. It’s small, lightweight, and you can toss it in with the gear. The officers and Staff NCOs aren’t going to deny free coffee, either.
Enough coffee will allow you to smell colors, too.
Folgers, classic roast
Folgers is the brand people love to rag on, but let’s be honest here: it’s pretty good. Their marketing is even better. There is a 100% chance that when you saw the name, you sang the jingle in your head. “The best part of wakin’ up is Folgers in your cup.“
Folgers seals its product in airtight plastic containers, ensuring that when you need it, it’s still fresh. Plastic containers bring their own benefit to the field because they’re water resistant, which is particularly important when it’s raining sideways.
The crucial part of the equation, no matter which brand you select, is the water-to-grounds ratio. For every six fluid oz of water, add one tablespoon of coffee — two tablespoons for a strong cup, and three or more if you want to see sound.
It’s okay to like sugary things, even if First Sergeant makes fun of you.
(Luke Air Force Base)
There’s a stigma against drinking Starbucks in the military because, in 2004, an email circulated around the internet stating that the company did not support the war or the troops. This rumor has been proven false, but the truth somehow doesn’t usually have the same reach of the rumor mill.
Bringing Starbucks to the office or field is a Bootenant move, albeit a delicious one. If you’re a staff NCO, you know your role as an advisor to the brass, guide him to more rugged-fix-bayonets coffee when your little booter is ready. Until then, enjoy the Caramel Frappuccinos and other embarrassingly named treats they’re willing to share.
US Marine Corps Private First Class Faris M. Tuohy drinking a cup of coffee aboard a ship off Eniwetok after two days of fighting, Marshall Islands, Feb. 1944
(United States National Archives)
Good ol’ standardized, rust-bucket, gut-rot coffee from Uncle Sam
We live in a society where we can have whatever we want, whenever we want it. We’ve come a long way, but sometimes that rust-bucket coffee from the mess hall is exactly what the doctor ordered. There were times in Afghanistan when a hot cup of mud after a patrol would hit the spot. Warriors do more with less, they’re a hardened breed, and that’s why they never take life — or coffee — for granted.