Diplomacy & Crisis News

Sebastien Roblin

Security, Middle East

Originally, Israel’s nuclear forces relied on air-dropped nuclear bombs and Jericho ballistic missiles.

Here's What You Need to Remember: Farley is probably correct in arguing that the Israel’s nuclear-tipped SLCMs are less practical than Tel Aviv’s other nuclear-delivery platforms. For that matter, Israel doesn’t currently face any adversaries with nuclear capabilities to deter against.

Israel has never officially admitted to possessing nuclear weapons.

Unofficially, Tel Aviv wants everyone to know it has them, and doesn’t hesitate to make thinly-veiled references to its willingness to use them if confronted by an existential threat. Estimates on the size of Tel Aviv’s nuclear stockpile range from 80 to 300 nuclear weapons, the latter number exceeding China’s arsenal.

Originally, Israel’s nuclear forces relied on air-dropped nuclear bombs and Jericho ballistic missiles. For example, when Egyptian and Syrian armies attacked Israel during the 1973 Yom Kippur War, a squadron of eight Israeli F-4 Phantom jets loaded with nuclear bombs was placed on alert by Prime Minister Golda Meir, ready to unleash nuclear bombs on Cairo and Damascus should the Arab armies break through.

Though Israel is the only nuclear-armed state in the Middle East, Tel Aviv is preoccupied by the fear that an adversary might one day attempt a first strike to destroy its nuclear missiles and strike planes on the ground before they can retaliate. Currently, the only hostile states likely to acquire such a capability are Iran or Syria.

To forestall such a strategy, Israeli has aggressively targeted missile and nuclear technology programs in Iraq, Syria and Iran with air raids, sabotage and assassination campaigns. However, it also has developed a second-strike capability—that is, a survivable weapon which promises certain nuclear retaliation no matter how effective an enemy’s first strike.

Most nuclear powers operate nuclear-powered ballistic missile submarines which can spend months quietly submerged deep underwater and at any moment unleash ocean-spanning ballistic missiles to rain apocalyptic destruction on an adversary’s major centers. Because there’s little chance of finding all of these subs before they fire, they serve as one hell of a disincentive to even think about a first strike.

But nuclear-powered submarines and SLBMs are prohibitively expensive for a country with the population of New Jersey—so Israeli found a more affordable alternative.

Berlin’s Unconventional Apology

During the 1991 Gulf War, it emerged that German scientists and firms had played a role in dispersing ballistic missile and chemical weapons technology to various Arab governments—technology which aided Saddam Hussein in bombarding Israel with Scud missiles. This in fact was long-running sore point: in the early 1960s, Israeli agents even carried out assassination attempts, kidnappings and bombings targeting German weapons scientists working on behalf of Arab governments.

Chancellor Helmut Kohl hatched a plan to simultaneously compensate Israel for the damages, while generating business for German shipbuilders suffering a downturn due to post-Cold War defense cuts. Starting in the 1970s, German shipbuilder HDW began churning Type 209 diesel electric submarines for export, with nearly 60 still operational around the globe. One Type 209, the San Luis, managed to ambush Royal Navy vessels twice during the Falkland War, though it failed to sink any ship due to the defective torpedoes.

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Kohl offered to fully-subsidize the construction of two enlarged Type 209s, designated the Dolphin-class, as well as cover 50 percent of the cost of a third boat in 1994. The Dolphins displaced 1,900-tons while submerged, measured 57-meters long and are manned by a crew of 35—though they can accommodate up to ten special forces personnel. These entered service 1999–2000 as the INS Dolphin, Leviathan and Tekumah (“Revival”).

Each Dolphin came equipped with six regular tubes for firing 533-millimeter DM2A4 heavyweight fiber-optic guided torpedoes and Harpoon anti-ship missiles—as well as four 650-millimeter mega-sized tubes, which are rare in modern submarines. These tubes can be used to deploy naval commandos for reconnaissance and sabotage missions, which have played a major role in Israeli submarine operations.

However, the plus-size torpedo tubes have a useful additional function: they can accommodate especially large submarine-launched cruise missiles (SLCM)—missiles large enough to carry a nuclear warhead. While a ballistic missile arcs into space traveling at many times the speed of sound, cruise missiles fly much slower and skim low over the earth’s surface.

In the 1990s the United States declined to provide Israel with submarine-launched Tomahawk cruise missiles due to the rules of the Missile Technology Control Regime prohibiting transfer of cruise missile with a range exceeding 300 miles.

Instead, Tel Aviv went ahead and developed their own. In 2000, U.S. Navy radars detected test launches of Israeli SLCMs in the Indian Ocean that struck a target 930 miles away. The weapon is generally believed to be the Popeye Turbo—an adaptation of a subsonic air-launched cruise missile that can allegedly carry a 200-kiloton nuclear warhead. However, the SLCM’s characteristics are veiled in secrecy and some sources suggest a different missile type entirely is used. An Israeli Dolphin submarine may have struck the Syrian port of Latakia with a conventional cruise missile in 2013 due to reports of a shipment of Russian P-800 anti-ship missiles.

Israeli Prime minister Benjamin Netanyahu then purchased three more German submarines, arousing considerable controversy as many felt additional boats were unnecessary. In 2012, Der Spiegel published an expose detailing how German engineers were well-aware of the Dolphin 2’s intended role as nuclear-weapon delivery system, arousing some controversy with the public, as Chancellor Merkel supposedly agreed to the sale in exchange for unrealized promises from Netanyahu to adopt a more conciliatory policy towards the Palestinians. Israel has nonetheless received two of the Dolphin 2s, the Rahav (‘Neptune’) and Tanin (‘Crocodile’) with the Dakar expected in 2018 or 2019.

The 2,400 ton Dolphin 2 model is based on the state-of-the-art Type 212 submarine, which features Air-Independent Propulsion technology and swim faster at twenty-five knots. While diesel submarines rely on noisy air-consuming diesel generators which require the submarine to regularly surface or snorkel, AIP-powered submarines can swim underwater very quietly at low speeds for weeks at a time.

This not only means they are stealthier sea-control platforms, but makes them more viable for lengthy nuclear deterrence patrols. Currently, the Chinese AIP-powered Type 32 Qing-class is the only AIP-powered submarine in service armed with ballistic missiles.

However, as fellow TNI writer Robert Farley points out, there are geographic obstacles that diminish the practicality of Israel’s sea-based nuclear deterrence. For now, there is only one intended target: Iran, a country which lies hundreds of miles away from Israel. While Tehran lies barely within the supposed 930-mile range of an Israeli submarine deployed from their base in Haifa into the Mediterranean Sea, the missiles would have to spend over an hour overflying Syria and Iraq, posing navigational and survivability challenges.

A closer avenue for attack would lie in the Persian Gulf, but this would involve transiting the submarines through the Suez Canal (controlled by Egypt), around Africa (impractically far for the Dolphin-class), or stationing some at the naval base at Eilat, which faces the Gulf of Aqaba on the southern tip of Israel and is surrounded by Egypt, Jordan and Saudi Arabia. In short, deploying Israeli submarines to Iran’s southern flank would require some degree of cooperation and logistical support from other Middle Eastern states that might not be forthcoming in a crisis scenario.

Farley is probably correct in arguing that the Israel’s nuclear-tipped SLCMs are less practical than Tel Aviv’s other nuclear-delivery platforms. For that matter, Israel doesn’t currently face any adversaries with nuclear capabilities to deter against. However, like the idea of second-strike capability in general, the threat of sea-launched nukes may be more intended political weapon than one strictly intended for its military effectiveness.

Sébastien Roblin holds a master’s degree in conflict resolution from Georgetown University and served as a university instructor for the Peace Corps in China. He has also worked in education, editing, and refugee resettlement in France and the United States. He currently writes on security and military history for War Is Boring. This first appeared in 2018.

Image: Reuters. 

Sebastien Roblin

Technology, Middle East

Helicopters are immensely useful for quickly inserting troops into hard-to-reach areas.

Here's What You Need to Remember: Helicopters are immensely useful for quickly inserting troops into hard-to-reach areas, but special operations impose challenging demands on them: the need to fly further, avoid detection and interception, insert and extract troops into tricky landing zones, and provide fire support while they’re at it.

According to various accounts, in the early hours of October 27, 2019, eight black MH-47 and MH-60 helicopters raced low over Syria’s Idlib province, carrying around seventy operators of the elite special operations troops of the 75th Ranger Regiment and Delta Force counter-terrorism unit. 

While F-15E Strike Eagle jets covered the skies overhead, the chopper were carefully refueled midflight by two MC-130J Commando II tanker-transports. Then they swooped down on a compound near the Barisha, Idlib province about four miles from the Turkish border.

A half-dozen fighters outside opened fire on the aircraft. A specially modified Blackhawk helicopter zeroed in on the trench they were hiding in using an infrared camera, and cut them down them in a burst of 30-millimeter automatic cannon fire before proceeding to knock out a parked minivan.

Assault choppers then deposited the operators, who after calling for those inside to surrender, used explosives to breach a point of entry inside and killed four women and a man who offered resistance. They rescued eleven children and captured two ISIS associates.

A military dog then led the operators on the trail of ISIS leader Abu Bakr al-Baghdadi. Upon being cornered at the end of the tunnel, he detonated a suicide vest, tragically also killing two children he had taken with him.

Following a 15-minute DNA test of Baghdadi’s remains, the operators scoured the compound for intelligence. Two hours later, they reassembled onboard the jet-black helicopters and evacuated the scene as Hellfire missiles and laser-guided bombs reduced the compound to rubble.

Like the 2011 raid that killed Bin Laden in Abbottabad, Pakistan, the recent hit on the ISIS leader showcased the stealthy, long-range MH-60 and MH-47 helicopters modified to support dangerous commando raids—all uniquely flown by Army’s legendary 160th ‘Night Stalkers’ Special Operations Aviation Regiment.

Blackhawk and Chinook

Helicopters are immensely useful for quickly inserting troops into hard-to-reach areas, but special operations impose challenging demands on them: the need to fly further, avoid detection and interception, insert and extract troops into tricky landing zones, and provide fire support while they’re at it.

After a helicopter collision brought a disastrous end to a 1980 hostage rescue mission over Iran, the Army decided it needed an elite helicopter unit specially trained for special operations. Thus the Army formed the 160th, soon furnished with first-generation MH-60A Blackhawks and MH-47D assault helicopters.

The MH-60 was based on the Sikorsky UH-60 Blackhawk, a rangy twin-engine assault/utility helicopter introduced in the 1980s as a faster, heavier-lifting and higher-flying successor to the single-turboshaft UH-1 Huey of Vietnam War fame. 

The MH-47 was derived from the Boeing CH-47 Chinook, a huge tandem-rotor heavy-lift helicopter that had been serving the U.S. Army since 1962. The beastly chopper was valued for its ability to carry over thirty troops, or heavy underslung cargoes such as Humvees, howitzers and patrol boats.

By the late 1980s, the second-generation MH-60K/L and MH-47E introduced new sensors and more powerful engines. The current generation MH-47G and MH-60M included additional systems that have proven so useful they’ve been integrated into standard models. The MH-47G “Golf” model’s improved T55-GA-714A turboshafts, for example, allow it to climb to higher altitudes in hotter weather—dramatically expanding where it can fly to in places like Afghanistan.

Both helicopters are crewed by a pilot, co-pilot, and two or three door gunners/crew chiefs. They also share Common Avionic Architecture System instrumentation, including color multi-function displays which can display maps, flight data, external video feeds, and even cue hovering and landing maneuvers.

Mobility and Flexibility

Getting from point A to point B by itself can be difficult, as most modern transport helicopters can fly only a few hundred miles—too short for a deep raid. Thus, the MH-60M and MH-47G have expanded internal tanks extending their range to over 500 and 850 miles respectively.

They also carry long aerial refueling boom which allows them to gulp down more fuel from Marine KC-130 or Air Force MC-130 tanker transports.

Both can even serve as ‘Fat Cows’ or ‘Fat Hawks’ pumped full of aviation fuel to refuel other landed helicopters from a forward location.

The helicopters are also equipped to perform resupply, search-and-rescue and medical-evacuation missions. As each carries six or seven specialized radios, including satellite-communication and jam-resistant types, they can also double as command-and-control hubs.

Penetrating Enemy Airspace

But how are helicopters to penetrate hostile airspace without being detected and destroyed? Helicopters fly a lot slower and lower than airplanes: the MH-47 and MH-60 typically cruise at 120 to 140 miles per hour, and no higher than 20,000 feet. This leaves them vulnerable to rapid-firing cannons and heavy machineguns and man-portable surface-to-air missiles. 

The best defense is to remain undetected. Both the MH-47 and MH-60 use noise-reduction systems to quiet the din produced by their rotors.

Furthermore, they’re modified to fly extremely close to the surface—preferably at night or in other low-observability conditions. That minimizes the range at which they’re detected, because ground-based radars have difficulty peering over mountains and buildings to spot low-flying choppers.

The Blackhawks used in the Bin Laden raid were apparently an exotic stealth variant incorporating radar-absorbent materials, sculpted surfaces and shrouded engines to evade Pakistani radars.

Of course, skimming the surface under low visibility conditions is really dangerous, so pilots use SilentKnight multi-mode radars in terrain-following/terrain-avoidance mode to avoid collision, as well as ZSQ-2 infrared/electro-optical sensors mounted in a chin-bubble to see through night, rain and fog. For a good measure, cockpit instruments are designed for compatibility with night-vision goggles.

 But sometimes stealth fails, and it becomes necessary to evade enemy fire. 

Both choppers carry AVR-2 systems designed to alert the crew if they’re being painted by a laser targeter, and Common Missile Warning Sensor to alert them of incoming projectiles.

Against radar-guided threats they additionally employ ALQ-211 Suite of Integrated Radio Frequency Countermeasures (SIRFC), which includes a radar-warning receiver, a radar-jammer and a special decoy launcher.

And to foil heat-seeking missiles, the Blackhawk has an ALQ-144 “disco-ball” jammer which pulses infrared energy to confuse heat-seeking missiles. The MH-47, meanwhile, has a suppressor to minimize the hot exhaust from its turboshafts.

As a last-ditch defense, the helicopters can also spew chaff and flare decoys, including special XM-216 ‘Dark Flares’ that lure away infrared-guided missiles while remaining invisible to the human eye.

Inserting the Operators

Upon arriving at the drop zone, the choppers must get their operators on the ground as quickly as possible—quite likely while under fire. Worse, they may need to insert and extract troops from confined landing zones that can’t accommodate the weight of a helicopter.

As a result, the MH-60M and MH-47G are equipped with Fast Rope Insertion or Extraction System (FRIES)—in which a thick wool rope is used to swiftly winch operators down to (or backup from) the drop zone.

To insert/extra even faster there’s also SPIES, in which a team of up to eight soldiers in harnesses clip themselves onto a single rope and get plucked away together, as you can see in this remarkable video.

If there are casualties or civilians in need of evacuation, the choppers also have electrically powered hoists to reel them up.

Stealthy Fire Support

Since special operators can’t cart tanks and artillery with them on lightning raids, they instead rely on helicopters to provide fire support.

MH-60s and MH-47s are armed with two M134 six-barrel miniguns mounted on each side door which can hose out up to a ridiculous 6,000 7.62-millimeter rounds per minute. An MH-47 can also mount two additional M240 medium-machineguns on each side of the cargo bay ramp.

However, bullets won’t cut it against entrenched enemies and armored vehicles. For that purpose, there’s a gunship model of the MH-60 called the Direction Action Penetrator.

 Instead of carrying troops, the MH-60 DAP lugs similar weapons to those found on the deadly AH-64 Apache gunships on stub-wings called the Light Armament Support System, including up to two M230 30-millimeter cannons, as well as optional miniguns or .50-caliber Gatling guns.

The MH-60DAP can blast light vehicles and personnel targets with rocket pods stuffed with nineteen 2.75” rocket, or fire laser-guided Hellfire anti-tank missiles from quad racks to destroy hard targets like bunkers and tanks. They can even engage aerial threats with AIM-92 Stinger short-range air-to-air missiles.

The 160th regiments fields 71 MH-47Gs and 72 MH-60Ms and MH-60 DAPs, with additional MH-47Gs on order. Demand for the unit’s shadowy helicopters is only growing as Pentagon increasingly relies on special operations forces to spearhead anti-terrorism and counter-insurgency operations across the globe.

Sébastien Roblin holds a master’s degree in conflict resolution from Georgetown University and served as a university instructor for the Peace Corps in China. He has also worked in education, editing, and refugee resettlement in France and the United States. He currently writes on security and military history for War Is Boring. This article first appeared in 2019.

Image: Wikipedia.

Sebastien Roblin

Security,

The Suwalki Gap earlier figured in World War I and the Napoleonic Wars.

Here's What You Need to Remember: A few reinforced battalions, no matter how capable, cannot hope to stop an invasion that could involve dozens of battalion tactical groups. Russia’s Western Military District, for example, has over 300,000 personnel, and the RAND wargame assumed Russia would deploy 450 tanks.

Since 2014, NATO strategists have focused much of their attention on a forty-mile-wide stretch of border between Poland and Lithuania called the Suwalki Gap (pronounced ‘Soo-vow-kee’). The gap’s two highways are the only land corridor by which NATO troops could reinforce its Baltic member states in event of a conflict with Russia.

The Suwalki Gap earlier figured in World War I and the Napoleonic Wars. Today, it remains relevant due to political geography, as you can see in this map.

To the west of the Gap is the Russian exclave of Kaliningrad, which hosts over 15,000 Russian troops and bristles with heavy artillery and long-range ballistic and anti-aircraft missiles.

To the east of the gap is the authoritarian state of Belarus, which is nominally allied with Russia despite increasing tensions between its long-term dictator Alexander Lukashenko and Moscow. Russian forces are already deployed in Belarus and have been accorded passage from there to Kaliningrad. However, Belarus’s cooperation with Russia in a conflict with NATO is not guaranteed.

Thus the “gap” is a natural chokepoint Russia could potentially assail from multiple directions to pinch off columns of NATO troops attempting to reinforce the Baltics.

Baltic Dilemma

The Soviet Union seized the Baltic states of Estonia, Latvia and Lithuania early in World War II, deposing their governments and deporting over 130,000 “politically unreliable” citizens including the presidents of Estonia and Latvia, both of whom died in Siberian prison camps.

The Baltics won back their independence in September 1991, and today fall under the mutual defensive umbrella of NATO. However, the alliance continues to adhere to the non-binding NATO-Russia Founding act of 1997 in which NATO promised to forego permanently deploying sizeable international forces in Eastern Europe.

Since 2008, however, Russia has increased pressure on the Baltics. Moscow has alleged anti-Russian discrimination of ethnically Russian minorities in all three countries, rhetoric it employed to justify military invasions of territory in Eastern Ukraine and Georgia.

Moscow’s agents have launched massive cyber-attacks on Baltic governments, fomented riots in Baltic countries, kidnapped an Estonian intelligence operative on Estonian soil, and have been expelled for spying on military positions. Russia’s Western Military District has repeatedly performed large-scale exercises simulating an invasion of the Baltics and strikes on neighboring Poland—exercises which could be used to mask the presence of an actual attack.

A Russian invasion of the Baltics remains unlikely—but Moscow’s actions seem intended to convey one could happen.

The Baltic states collectively have a population of only 6.6 million and could not stop a Russian invasion by themselves. None operate tanks or jet fighters; instead, their light infantry armies are stocking up on Javelin anti-tank missiles in the hopes they could delay invaders for a few days.

A Russian invasion would depend on rapidly seizing the Baltics in less than a hundred hours, presenting a fait-accompli before NATO can effectively respond. In 2016, wargames by the RAND think tank found that Russian forces could seize the capitals of Estonia and Latvia in between thirty-six to sixty hours—though the study may have been based on debatable assumptions.

Meanwhile, Russia’s cyber propaganda and disinformation campaigns would seek to turn international opinion against NATO “starting” a war against Russia’s “humanitarian intervention.” Moscow would essentially be gambling that Western European countries would be unwilling to risk nuclear war to liberate already-conquered Baltic states.

NATO’s Trip Wire: “Enhanced Forward Presence”

In 2016, NATO began temporarily rotating four multinational mechanized battalions of 4,500 personnel to the Baltics and Poland.

Here’s a rundown of the larger units of the ‘Enhanced Forward Presence’ as of April 2019:

In Tapa, Estonia, there is a British mechanized infantry battalion equipped with Warrior infantry fighting vehicles and Challenger 2 main battle tanks, reinforced by Belgian and Danish mechanized companies.

At Adazi, Latvia, a Canadian mechanized battalion is supported by a company each of Polish PT-91 tanks and Italian, Slovakian and Spanish mechanized infantry.

Further south, Lithuania’s Iron Wolf mechanized brigade is reinforced by a German battalion with Marder IFVs, Leopard 2A6 tanks and PzH 2000 self-propelled howitzers. This unit is additionally reinforced by Czech, Dutch and Norwegian mechanized infantry companies.

At Orszyz, near the Suwalki gap, Washington has committed a battalion-sized squadron of the Tennessee National Guard’s 278th Armored Cavalry Regiment, equipped with M1 Abrams tanks and M3 Bradley scout vehicles. The 278th is partnered with Poland’s 15th Mechanized Brigade (Soviet-style T-72M1 tanks and BWP-1 fighting vehicles), as well as a British light reconnaissance company, and a battery each of Croatian Vulkan self-propelled rocket artillery and Romanian air-defense missiles.

Albania, Iceland, Luxembourg and Montenegro are providing additional smaller contingents.

(Note: A company typically counts one hundred to two hundred personnel, and ten to twenty armored vehicles. A battalion is composed off at least three frontline companies plus additional support units.)

A few reinforced battalions, no matter how capable, cannot hope to stop an invasion that could involve dozens of battalion tactical groups. Russia’s Western Military District, for example, has over 300,000 personnel, and the RAND wargame assumed Russia would deploy 450 tanks.

Instead, the battalions function as “tripwires” by putting NATO skin in the game. If Russia wants to invade the Baltics, it theoretically would have to fight and kill NATO soldiers deployed there, not merely overrun small Baltic militaries. Doing so would make a vigorous NATO counter-attack more likely.

Given the small number of troops, however, Russian forces could attempt to bypass the “tripwires” and focus on securing the surrounding countryside.

Conventional Deterrence in the Baltics

The trip-wire concept only works if NATO can promptly counterattack with its 40,000-strong response force. That means traversing the Suwalki gap, as Baltic airspace and maritime lines of communication would be heavily interdicted by Russian missiles.

Not only could Russian ground forces advance from Kaliningrad and possibly Belarus to interdict the gap, but they could use long-range artillery and Iskander ballistic missiles to hammer NATO bases and reinforcement columns, potentially inflicting heavy casualties and imposing critical delays. Using long-range weapons would allow Moscow to deny its forces are invading another country, while raising the political risks of Western counterstrikes. Russia used cross-border artillery strikes to deadly effect in Eastern Ukraine in 2014.

Of course, Russia would only attempt an intervention in the Baltics if it perceived a lack of credible capability and resolve in NATO. Thus, a 2018 report by the Center for European Policy Analysis argues that the best method to defend the Baltics is to make NATO’s deterrent presence more credible.

The report’s author, Lt. Gen. Ben Hodges, argues that more static defense-in-depth strategy is ill-suited to a conflict where NATO forces may start out distant from the action.

Instead, NATO’s tripwire forces need to become more mobile so that invading forces can’t simply avoid them. For example, a short-range air defense battalion of Avenger Humvees carrying Stinger anti-aircraft missiles would be useful “mobile tripwire.” Meanwhile, additional long-range artillery units could rapidly provide counter-battery fire to Russian batteries.

Hodges also suggests numerous measures designed to grease the wheels of NATO’s response, such as funding regional infrastructure, procuring more heavy transporters, establishing a divisional headquarters, and smoothing out bottlenecks and cross-border red tape in chains of command.

Such relatively cost-efficient reforms could ensure that NATO forces can move quickly and powerfully enough that a Russian “stab-n-grab” operation like the seizure of Crimea that relies on speed, deception and political chaos is less likely to pay off. The optimistic implication is that improving defenses of the Suwalki gap and the Baltic could make an unlikely but potentially devastating Russia-NATO war even less likely to happen at all.

Sébastien Roblin holds a master’s degree in conflict resolution from Georgetown University and served as a university instructor for the Peace Corps in China. He has also worked in education, editing, and refugee resettlement in France and the United States. He currently writes on security and military history for War Is Boring. This article first appeared two years ago and is being republished due to reader interest.

Image: Reuters.

Sebastien Roblin

Security,

“The French submarine had took a massive chunk out of the front of HMS Vanguard and grazed down the side of the boat.”

Here's What You Need to Remember: The solution to avoiding further collisions would be to coordinate sub patrols between nations to avoid operating in the same place at the same time—but that runs counter to the paranoid logic underlying ballistic missile patrols. After all, even information shared between allies could theoretically be obtained by a hostile nation to help track down the missile submarines and take destroy them.

Late at night on February 3, 2009 the crew of the French nuclear submarine Triomphant, experienced something of a shock. The 138-meter-long submarine, the lead boat of four serving today as a key part of France’s nuclear strike force, was returning to port submerged under the heavy seas of the East Atlantic when something impacted violently upon its bow and sail.

On February 6 the French Ministry of Defense reported that the submarine had suffered a collision with an “an immersed object (probably a container).” The same day the Triomphant returned to its base in Ile Longue, Brest escorted by a frigate.

Curiously, the HMS Vanguard, a British Royal Navy nuclear submarine also experienced a collision that evening. The first of her class, the Vanguard measures 150 meters long and displaces 16,900 tons when submerged.

At some point, the two navies compared notes. On February 16 they announced the two submarines “briefly came into contact at a very low speed while submerged.” Fortunately, no crew members were harmed in the accident, though repairs were estimated to cost a minimum of 50 million pounds.

When the Vanguard returned to its base in Faslane, Scotland, it was visibly badly mangled around its missile compartment and starboard side.

“The French submarine had took a massive chunk out of the front of HMS Vanguard and grazed down the side of the boat,” later claimed William McNeilly, a whistleblower who served in the U.K.’s nuclear submarine program. “The High Pressured Air (HPA) bottle groups were hanging off and banging against the pressure hull. They had to return to base port slowly, because if one of HPA bottle groups exploded it would've created a chain reaction and sent the submarine plummeting to the bottom.”

On the French side of things, official statements indicated the damage to the Triomphant was confined to its Thales active sonar dome on the tip of the starboard bow. However, a regional newspaper later reported that its conning tower and the starboard sail plane attached to it were both deformed, implying multiple impacts.

Of course, particularly alarming was that both ships were designed to carry nuclear missiles: sixteen M45 ballistic missiles on the Triomphant and the same number of Trident II missiles onboard the Vanguard, each carrying 4 and 6 nuclear warheads respectively. Losing such apocalyptic firepower on the ocean floor would have been a catastrophe. However, nuclear warheads are not susceptible to “going off” as a result of a collision.

The same cannot be said of the nuclear reactors powering the two ships. A sufficiently serious collision could have breached the containment of the reactors, irradiating the crew and the surrounding expanse of oceanic waters. Fortunately, the British defense ministry assured “there was no compromise to nuclear safety.”

So, who was at fault for this potentially catastrophic brushing of cold, watery steel? In a way, what’s most alarming may be that the crew did not make any mistakes and that the error may truly lie with secretive ballistic missile submarine strategy that may be difficult to change.

While an attack submarine is always on the lookout for other ships and submarines and often seeks to shadow those of foreign nations a ballistic missile submarine just wants to be left alone and undetected under the ocean. Such submarines serve as a stealthy guarantor that any deadly attack on its home country could be reciprocated with a nuclear strike from a Submarine Launched Ballistic Missile (SLBM) launched from underwater. While a hypothetical aggressor might hope to take out a nation’s ground and air-based nuclear forces with a preemptive strike, submarines concealed deep underwater across the globe would be impossible to reliably track down and destroy—at least not all of them, and only as long as they don’t broadcast their presence.

However, one might think that two submarines passing close enough to scratch each other’s backs should be able to detect each other’s presence. However, modern subs have become very quiet, benefitting from tear-drop shaped hulls, superior propellers, and sound-absorbing anechoic tiles, among other technologies. As French defense minister Hervé Morin humble-bragged, “We face an extremely simple technological problem, which is that these submarines are not detectable.”

A submerged submarine can use either active or passive sonar to detect other subs. Passive sonar basically entails using audiophones to listen to the surrounding water, but that might not be adequate to detect a slow-moving modern submarine. A submarine could employ its active sonar to create sound waves which reflect off of other undersea objects, improving its detection power. However doing so would also broadcast the submarine’s position to anyone else who is listening. Because a missile sub’s chief priority is to avoid detection, both the Triomphant and Vanguard were relying purely on passive sonar—and neither submarine detected the other with it.

Submarine collisions are hardly unknown. Usually these involved one submarine shadowing another just a bit too closely, such as happened in the collision of the Russian K-407 and the USS Grayling in 1993. This has led to speculation that the Triomphant was chasing after the Vanguard. However, these kind of cat and mouse games are the province of attack submarines, not missile submarines.

It may seem vastly improbable that two submarines bumped into each other randomly across the vast volume of the ocean. However, the explanation may be that submariners are inclined to operate in certain common undersea regions—increasing the still remote chance of collision significantly. “Both navies want quiet areas, deep areas, roughly the same distance from their home ports,” nuclear engineer John Strong remarked in an interview with the BBC. “So you find these station grounds have got quite a few submarines, not only French and Royal Navy but also from Russia and the United States.”

The solution to avoiding further collisions would be to coordinate sub patrols between nations to avoid operating in the same place at the same time—but that runs counter to the paranoid logic underlying ballistic missile patrols. After all, even information shared between allies could theoretically be obtained by a hostile nation to help track down the missile submarines and take destroy them. While France was singled out for criticism for not sharing its patrol routes with NATO, in reality even the water space management information shared between the United Kingdom and United States did not include ballistic missile submarines according to the New York Times.

The Triomphant-Vanguard collision suggests that what seemed extraordinarily unlikely event—a collision between nuclear submarines in the middle of the ocean doing their best to remain discrete—may not be so in fact. Sharing more data between allies to mitigate the risks of future collisions would likely enhance, not weaken, the security of both those submarines and the nations they defend.

Sébastien Roblin holds a Master’s Degree in Conflict Resolution from Georgetown University and served as a university instructor for the Peace Corps in China. He has also worked in education, editing, and refugee resettlement in France and the United States. He currently writes on security and military history for War Is Boring. This article first appeared two years ago and is being republished due to reader interest.

Image: Reuters.

Second dissent cable directed at Pompeo also rebukes the secretary of state for not forcefully condemning the president.

Sebastien Roblin

History, Americas

There were lots of accidents and deaths along the way.

Here's What You Need to Remember: The succession of devastating accidents in the 1960s cost hundreds of lives. However, they did have one positive aftereffect: they confronted the navy with major deficiencies with its safety culture, and forced it to implement serious reforms to training and upgrades to its equipment, including the installation of flight deck “wash down” systems and employing more stable munitions.

A series of collisions involving U.S. Navy destroyers in 2016 and 2017—including two incidents that left sixteen sailors dead—have raised questions as to why the maritime fighting branch appears to be suffering the same accident again and again.

However, it can take time for organizations to learn from mistakes and implement solutions to deal with them. This fact was illustrated when it took no less than three catastrophic fires on U.S. aircraft carriers between 1966 and 1969 that killed more than 200 sailors before major reforms decisively improved safety onboard the giant flat tops. This final article in a three-part series looks at the last incident which occurred on the USS Enterprise.

All three of the disasters were triggered in part by rocket munitions. In 1966, a magnesium flare tossed into an ammunition locker caused rockets to detonate aboard the USS Oriskany, killing forty-four. Then in 1967, a Zuni rocket mounted on a fighter onboard the USS Forrestal accidentally launched due to a power surge, blasting into the side of an A-4 attack jet. This began a chain-reaction of detonating bombs and jet fuel that threatened to consume the conventionally-powered supercarrier.

However, these last two incidents occurred while the crew were undergoing the stress of launching dozens of jet aircraft a day into combat over Vietnam. Such was not the case for the USS Enterprise as she cruised seventy miles southwest of Pearl Harbor, Hawaii on in January 1969. The 1,100-foot long Enterprise was the world’s first nuclear-powered aircraft carrier. Escorted by the destroyer USS Rodgers and the missile cruiser USS Bainbridge, the supercarrier was undergoing flight drills in preparation for another deployment to Vietnam.

At 6:45 AM on January 14 the carrier began launching a mix of F-4J Phantom fighters, A-6 and A-7 attack planes, and E-2 and KA-3 support aircraft. By 8:15 AM there were a total of fifteen aircraft prepping for launch on the flight deck. These included Phantom fighter 405 which was loaded with six 500-pound Mark 82 bombs and two LAU-10 rocket-launching pods, each containing four unguided five-inch Zuni rockets. As usual, an MD-3A huffer—a tractor-mobile heating unit used to warm up jet-engines—was positioned on the starboard side of the fighter, ready to prepare for it takeoff.

However, several crewmen noticed that the exhaust from the huffer was gusting onto one of the Phantom’s rocket pods only two feet away. At that distance, the heat would have amounted to more than 320 degrees while Fahrenheit the huffer was idling. The crew were not trained to know the cook-off temperature of the weapons they were handling, but several mentioned their concern to a nearby ordnance chief and other personnel. However, they were either preoccupied with fusing bombs in time for launch, or he couldn’t hear what was being said over the noise of nearby jet engines. Despite four different surviving crewmen admitting afterwards that they were aware of the unsafe positioning of the huffer, nobody acted on the situation in time.

The Zuni rocket employed a Composition B warhead, composed of 60 percent RDX and 40 percent TNT mixed with wax that was prone to cooking off when exposed to roughly 350 degrees of heat. M65 bombs made of Composition B had inflicted the lion’s share of the damage in the Forrestal fire, and the navy was then in the process of converting to more stable Composition H6 munitions.

At 8:18 the exhaust heat triggered the fifteen-pound warhead of one of the Zuni rockets. The resulting blast ruptured the Phantom’s fuel tank, which poured burning JP-5 jet fuel onto the deck, catching three more Phantoms on fire. Amongst the first victims of the conflagration were two operators of the huffer unit and the F-4 pilot.

A horrible chain reaction unfolded, similar to that which had occurred on the USS Forrestal. The heat from the burning fuel caused three more Zuni rockets to explode after two minutes, blasting a hole into the aircraft hangar below—allowing burning jet fuel to pour in.

The devastation had only just begun. The growing blaze then caused a 500 pound bomb mounted on the Phantom to detonate, gouging an eight-foot diameter hole into the deck, setting off secondary fires three decks below.

In his definitive book on the incident, Enterprise crewman Michael Carlin recalled the moment:

Everyone was stunned by the explosion and the shrapnel that hit all about the island…. Both twin agent units [full of flame-retardant foam] were knocked out. Hoses flopped about wildly, geysering spumes of foam and salt water. Men were on fire, the wounded moved feebly, the dead were still.

As ordnance detonations rippled across the ship, a rack of three Mark 82 bombs detonated all at once, blowing out a giant eighteen by twenty-two foot hole in the deck and causing a large KA-3 tanker to ignite with thousands of gallons of fuel onboard, sending a massive fireball scything into damage control crews.

More than eighteen explosions would tear open the Enterprise’s deck in eight places. Fortunately, her crew reacted efficiently to combat the blaze. Her skipper, Captain Kent Lee, turned the ship portside into the wind to blow away smoke, while sailors rushed forwards to combat the fire despite the detonating munitions, managing to roll the remaining bombs off the deck into the ocean before they could catch fire. The destroyer Rodgers put herself at risk by slewing in closely beside the Enterprise in order to spray her down with fire hoses. The efforts paid off—despite suffering a total of eighteen ordnance detonations, the crew brought the fire under control after forty minutes, and extinguished it entirely by noon.

The raging blaze had injured 314 crewmen and killed twenty-eight. Fortunately, this was significantly lower number of fatalities than had occurred on the Oriskany and Forrestal. Indeed, Captain Lee attributed the lower death toll to firefighting lessons learned from the earlier catastrophes.

Twisted and scarred by the blaze, with fifteen of her jets reduced to smoldering wrecks, the Enterprise limped back into Pearl Harbor, where she underwent fifty-one days of repairs costing $126 million ($866 million in 2017 dollars). The venerable carrier went on to serve forty-three more years before being retired in 2012. As for Captain Kent Lee, he would play an important role in the development of the FA-18 Hornet fighter jet. He passed away this August of 2017.

The painfully won experience from the Enterprise fire inspired a final round of introspection from the navy, which you can read in the mandatory JAG investigation here. Prior to the fire, sailors were already aware of the danger posed by the huffer heating units to aircraft weapons, due to earlier, nonlethal incidents. The crew of the USS Constellation had even devised longer huffer hoses for safer use. However, this awareness did not lead to navy-wide policies which could have prevented the accident, and the ordnance crew on the Enterprise’s deck failed to react promptly to a deadly threat to their safety despite spotting it in advance.

The succession of devastating accidents in the 1960s cost hundreds of lives. However, they did have one positive aftereffect: they confronted the navy with major deficiencies with its safety culture, and forced it to implement serious reforms to training and upgrades to its equipment, including the installation of flight deck “wash down” systems and employing more stable munitions. While carrier operations remain an inherently dangerous business, there have so far not been any catastrophic accidents on the scale of those that occurred in the 1960s. Tragically, those lessons were paid for in blood before their importance was fully realized.

Sébastien Roblin holds a master’s degree in conflict resolution from Georgetown University and served as a university instructor for the Peace Corps in China. He has also worked in education, editing and refugee resettlement in France and the United States. He currently writes on security and military history for War Is Boring.

This piece first appeared in September 2017. It is being republished due to reader interest.

Image: Reuters

Sebastien Roblin

Security, Americas

During World War II, submarine and aircraft-dropped torpedoes sank hundreds of merchant ships and warships.

Here's What You Need to Remember: Theoretically, the best platform for hunting down a submarine is another submarine. Indeed, carrier task forces often are accompanied by a submarine which quietly prowls the nearby seas for hostile counterparts.

In 2019, an annual report released by the Department of Testing & Evaluation revealed that a potentially revolutionary new torpedo-defense system installed on five American aircraft carriers had proven unsatisfactory and would be withdrawn from service.

The system combined a towed Torpedo Warning System sensor array designed to detect incoming torpedoes with a quick-acting launcher called the Anti-Torpedo Device System (ATTDS) that could spit out a miniature 220-pound Countermeasure Anti-Torpedo (CAT) measuring only 171 millimeters in diameter. The CAT torpedo was designed to home in on the incoming torpedo and blast it short of its target.

Starting in 2013, the Navy installed the system on five Nimitz-class super-carriers—the George H. W. Bush, Harry Truman, Nimitz, Dwight D. Eisenhower and Theodore Roosevelt. You can see a photo of one being fired from its six-cell launcher here.

But in September 2018 the Navy concluded testing and began removing the systems from the ships. Reportedly, they had failed to demonstrate enough improvement to be operationally viable. The Pentagon had by then invested $760 million in the torpedo-defense program of which ATTDS was a part, though other components of the program may still prove successful.

Details on the ATTD’s deficiencies are vague. While it demonstrated “some capability” at intercepting torpedoes, but its reliability was “uncertain,” and its lethality “untested.” The Navy also failed to test it versus simulated foreign torpedoes, relying on U.S.-built torpedoes instead.

Particularly, earlier DOT&E reports indicated the TWS had a major false positive problem—implying it confused friendly ships and systems with possible torpedo threats. Because such short-range close-in defense weapons depend on super-fast automated systems to respond to incoming threats, the inability of that system to distinguish genuine threats from nearby ships could have posed a major problem and potentially a friendly-fire risk.

The Torpedo Threat

During World War II, submarine and aircraft-dropped torpedoes sank hundreds of merchant ships and warships. Unlike the numerous aerial bombs or cannon shells required to sink large warships, just one or two torpedo hits could and sometimes did suffice to sink huge aircraft carriers and battleships.

The downsides to torpedoes are that they were malfunction-prone and tricky to deliver on target, as warships could undertake evasive maneuvers to avoid them. Thus submarines (which could attack with surprise) and aircraft or fast motorboats (which were too fast to avoid) proved the most effective torpedo-delivery platforms.

Submarines and torpedoes have only become considerably stealthier, faster and deadlier since World War II—but have been rarely used in combat. A notable exception is the Falkland Island War, in which the British submarine Conqueror torpedoed the Argentine cruiser General Belgrano, in one stroke inflicting over half of the war’s Argentinian fatalities. Meanwhile, the Argentine submarine San Luis twice launched torpedo attacks on British ships which went undetected; torpedo malfunctions saved the British vessels.

However, anti-ship missiles inflicted considerable damage in Falkland Island conflict, Iran-Iraq clashes in the Persian Gulf, and the 1971 Indo-Pakistani War. As a result, navies have developed sophisticated multi-layered missile-defense systems for their carriers, cruisers and destroyers: powerful radars to detect incoming threats, long-range missiles to shoot at them from far away, radar jamming and decoys to misdirect them, and short-range missiles and rapid-firing auto-cannons called Close-In Weapon Systems (CIWS) that automatically attempt to blast incoming warheads on their terminal approach.

Submarines and torpedoes, of course, are harder to track at a distance, and existing defensive systems against them are not quite as dense. Helicopters with dipping sonars and land-based patrol planes drop sonar buoys to patrol a wide perimeter searching for submarines which they can then engage with air-dropped homing torpedoes. Sub-hunting frigates and destroyers form a closed perimeter around the carriers and cruisers they are escorting. Carriers also deploy acoustic decoys like the towed SLQ-25 Nixie designed to attract torpedoes to them.

Despite these precautions, diesel and nuclear-powered submarines have repeatedly succeeded in evading detection and “sinking” U.S. carriers during naval exercises. The new generation of Air-Independent Propulsion and/or Lithium-Ion Battery powered submarines are relatively cheap yet remain very quiet and have weeks of underwater endurance. Furthermore, they are just as capable of launching advanced new torpedoes as the U.S. Navy’s pricier nuclear-powered submarines.

Particularly, new wake-homing torpedoes such as the Russian Type 53 and Chinese Yu-9 are designed to track a large vessel's wake rather than its acoustic signature, rendering towed decoy and other countermeasures ineffective.

Given the apparent difficulty of ensuring that submarines never enter torpedo-attack range, it made sense for the Navy to pursue a short-range “hard-kill” defense system designed to blast approaching torpedoes out of the water.

Hard-kill active-protection systems are currently being installed on U.S. armored vehicles, and in the early 2020s the Air Force plans to test laser-based and possibly kinetic hard kill systems to protect aircraft.

Unfortunately, the ATTDS program’s failure indicates that reliable hard-kill protection against torpedoes for surface warships has yet to be realized. However, the problems with the system’s sensors do not strictly implicate its ATT anti-torpedo torpedoes. Reportedly, an ATT on the George H.W. Bush successfully intercepted seven incoming torpedoes in 2013.

The ATT is, in fact, a spinoff of a program to develop cost-efficient high-speed miniature torpedoes called the Common Very Light Weight Torpedo. The Navy’s 2020 budget documents now suggest that the anti-torpedo torpedo may instead show up on U.S. submarines as an “Anti-Torpedo Torpedo Compact Rapid Attack Weapon” system for potential integration into the AN/BYG-1 weapons loading systems used by U.S. submarines, as first reported in detail by The Drive.

Theoretically, the best platform for hunting down a submarine is another submarine. Indeed, carrier task forces often are accompanied by a submarine which quietly prowls the nearby seas for hostile counterparts.

This admittedly remains untested in real-world combat, as World War II submarines—with the notable exception of the sinking of U-864 by the HMS Venturer—lacked the capability to engage each other underwater, and no confirmed submarine clashes have occurred since. However, multiple underwater collisions indicate that submarines are quite capable of stalking their less discrete underwater adversaries.

If a viable submarine CAT can be developed, submarine commanders will get an additional weapon in their toolkit. That would be useful when confronting not only enemy submarines but also small underwater drones or surface warships that don’t merit the deployment of an expensive heavyweight 533-millimeter torpedo. Theoretically, up to four mini-torpedoes could be stored in the space of a single heavyweight torpedo, but devising a system to launch the small weapons remains a technical challenge.

Of course, just like the carrier-based ATTDS, the CRAW anti-torpedo torpedo would also require testing to see if they work as well in practice as they do in theory. Nonetheless, the concept of adding an additional close-range layer of protection to submarines has merit given the increasing capability of modern torpedoes, and the sobering reality that a submarine would be lucky to survive even a single torpedo hit.

Sébastien Roblin holds a Master’s Degree in Conflict Resolution from Georgetown University and served as a university instructor for the Peace Corps in China. He has also worked in education, editing, and refugee resettlement in France and the United States. He currently writes on security and military history for War Is Boring. This article first appeared in 2019 and is being reposted due to reader interest.

Image: Flickr.

Sebastien Roblin

Security, Asia

If the H-20 does have the range and passable stealth characteristics attributed to it, it could alter the strategic calculus between the United States and China.

Here's What You Need to Remember: An H-20 seeking to slip through the gauntlet of long-range search radars scattered across the Pacific to launch CJ-10K cruise missiles with a range of over nine hundred miles would not require the same degree of stealth as an F-35 intended to penetrate more densely defended airspace and launch small diameter bombs with a range of 70 miles.

In October 2018, Chinese media announced that the People’s Liberation Army Air Force (PLAAF) would publicly unveil its new H-20 stealth bomber during a parade celebrating the air arm’s seventieth anniversary in 2019.

Prior news of the H-20’s development had been teased using techniques pioneered by viral marketing campaigns for Hollywood movies. For example, the Xi’an Aviation Industrial Corporation released a promotional video in May 2018 pointedly imitating Northrop Grumman’s own Superbowl ad for the B-21 stealth bomber, portraying a shrouded flying wing bomber in its final seconds. Later, the silhouette of a possible new bomber appeared at a PLAAF gala. This comes only two years after PLAAF Gen. Ma Xiaotian formally revealed the Hong-20’s existence.

If the H-20 does have the range and passable stealth characteristics attributed to it, it could alter the strategic calculus between the United States and China by exposing U.S. bases and fleets across the Pacific to surprise air attacks.

Only three countries have both the imperative and the resources to develop huge strategic bombers that can strike targets across the globe: the United States, Russia and China. Strategic bombers make sense for China because Beijing perceives dominance of the western half of the Pacific Ocean as essential for its security due to its history of maritime invasion, and the challenge posed by the United States in particular. The two superpowers are separated by five to six thousand miles of ocean—and the United States has spent the last century developing a network of island territories such as Guam, foreign military bases in East Asia and super-carriers with which it can project air and sea power across that span.

Xi’an Aviation, the H-20’s manufacturer, also builds China’s H-6 strategic jet bombers, a knockoff the 1950s-era Soviet Tu-16 Badger which has recently been upgraded with modern avionics, aerial refueling capability and cruise missiles in the later H-6K and H-6J models. Beijing could easily have produced a successor in a similar vein, basically a giant four-engine airliner-sized cargo plane loaded with fuel and long-range missiles that’s never intended to get close enough for adversaries to shoot back.

Alternately, analyst Andreas Rupprecht reported that China considered developing a late-Cold War style supersonic bomber akin to the U.S. B-1 or Russian Tu-160 called the JH-XX. This would have lugged huge bombloads at high speed and low altitude, while exhibiting partial stealth characteristics for a marginal improvement in survivability. However, such an approach was already considered excessively vulnerable to modern fighters and air defense by the late twentieth century. A Chinese magazine cover sported a concept image of the JH-XX in 2013, but the project appears to have been set aside for now.

Instead, in the PLAAF elected to pursue a more ambitious approach: a slower but far stealthier flying wing like the U.S. B-2 and forthcoming B-21 Raider. A particular advantage of large flying wings is they are less susceptible to detection by low-bandwidth radar, such as those on the Navy’s E-2 Hawkeye radar planes, which are effective at detecting the approach of smaller stealth fighters.

While China’s development of stealth aircraft technology in the J-20 and J-31 stealth fighter was an obvious prerequisite for the H-20 project, so apparently was Xi’an’s development of the hulking Y-20 ‘Chubby Girl’ cargo plane, which established the company’s capability to build large, long-range aircraft using modern computer-aided design and manufacturing techniques—precision technology essential for mass producing the exterior surfaces of stealth aircraft.

According to a study by Rick Joe at The Diplomat, Chinese publications began speculating about the H-20 in the early 2010s. Postulated characteristics include four non-afterburning WS-10A Taihang turbofans sunk into the top of the wing surface with S-shaped saw-toothed inlets for stealth. It’s worth noting that the WS-10 has been plagued by major problems, but that hasn’t stopped China from manufacturing fighters using WS-10s, with predictably troubled results.

The new strategic bomber is expected to have a maximum un-refueled combat radius exceeding 5,000 miles and payload between the H-6’s ten tons and the B-2’s twenty-three tons. This is because the H-20 is reportedly designed to strike targets beyond the “second island ring” (which includes U.S. bases in Japan, Guam, the Philippines, etc.) from bases on mainland China. The third island chain extends to Hawaii and coastal Australia.

In a U.S.-China conflict, the best method for neutralizing U.S. air power would be to destroy it on the ground (or carrier deck), especially in the opening hours of a war. While ballistic missiles and H-6 bombers can already contribute to this with long-range missiles, these are susceptible to detection and interception given adequate forewarning. A stealth bomber could approach much closer to carrier task forces and air bases before releasing its weapons, giving defenses too little time to react. An initial strike might in fact focus on air defense radars, “opening the breach” for a follow up wave of less stealthy attacks.

The H-20 will also likely be capable of carrying nuclear weapons, finally giving China a full triad of nuclear-capable submarines, ballistic missiles and bombers. Though the H-6 was China’s original nuclear bomber, these are no longer configured for nuclear strike, though that could change if air-launched nuclear-tipped cruise or ballistic missile are devised. Beijing is nervous that the United States’ limited ballistic missile defense capabilities might eventually become adequate for countering China’s small ICBM and SLBM arsenal. The addition of a stealth bomber would contribute to China’s nuclear deterrence by adding a new, difficult-to-stop vector of nuclear attack that the U.S. defenses aren’t designed to protect against.

Some Chinese publications also argue that the H-20 will do double-duty as a networked reconnaissance and command & control platform similar to U.S. F-35 stealth fighters. This would make sense, as China has developed a diverse arsenal of long-range air-, ground- and sea-launched missiles, but doesn’t necessarily have a robust reconnaissance network to form a kill-chain cueing these missiles to distant targets. Theoretically, an H-20 could rove ahead, spying the position of opposing sea-based assets using a low-probability-of-intercept AESA radar, and fuse that information to a firing platform hundreds or even thousands of miles away. The H-20 could also be used for electronic warfare or to deploy specialized directed energy.

The crescendo of publicity surrounding the H-20 indicates the PLAAF believes the plane will soon be ready enough to show to the public—and international audiences. Once revealed, analysts will pour over the aircraft’s geometry to estimate just how the stealthy it really is, looking for radar-reflective Achilles’ heels such as exposed engine inlets and indiscrete tail stabilizers. However, external analysis cannot provide a full assessment, because the quality of the radar-absorbent materials applied to surfaces, and the finesse of the manufacturing (avoiding seams, protruding screws, etc.) has a major impact on radar cross-section.

It is worth bearing in mind, however, that an H-20 seeking to slip through the gauntlet of long-range search radars scattered across the Pacific to launch CJ-10K cruise missiles with a range of over nine hundred miles would not require the same degree of stealth as an F-35 intended to penetrate more densely defended airspace and launch small diameter bombs with a range of 70 miles.

Analysts forecast the H-20’s first flight in the early 2020s, with production possibly beginning around 2025. If the H-20 is judged to be of credible design, the Pentagon in turn will have to factor the strategic implications of China’s stealth capabilities, and will likely seek to field implement counter-stealth technologies which formerly have been mostly vaunted by Russia and China. The publicity which the often-secretive Chinese government is according the H-20 also indicates Beijing’s hope the bomber will serve as a strategic deterrent to foreign adversaries—even before its first flight.

Sébastien Roblin holds a master’s degree in Conflict Resolution from Georgetown University and served as a university instructor for the Peace Corps in China. He has also worked in education, editing and refugee resettlement in France and the United States. He currently writes on security and military history for War Is Boring. This article first appeared in 2018 and is being republished due to reader interest.

Image: Wikimedia Commons.

Sebastien Roblin

History, Asia

These warships defeated Imperial Japan and saved the day.

Key point: This class of aircraft carrier made a huge different in the outcome of the war. In fact, they would continue to serve even after World War II.

Perhaps no vessel embodies the U.S. Navy’s embrace of the aircraft carrier as the centerpiece of its strategy as the Essex-class carrier. Between 1943 and 1950, twenty-four of the thirty-thousand-ton carriers were built at shipyards in Newport News, Philadelphia, Brooklyn, Norfolk and Braintree—some completed in as few as fourteen months. This makes the Essex the most extensively produced capital ship class in the twentieth century.

The Navy’s earlier carriers were limited in size due to the Washington Naval Treaty signed in 1922, with an exception granted for two battlecruisers converted into carriers with displacements of thirty thousand tons (in U.S. service, the Lexington-class).

Though lacking combat experience, the Navy tested its carriers extensively in wargames and gained a decent idea of their revolutionary. So did Japan, which withdrew from the Naval Treaty in 1934 to build up its forces up for planned future conquests.

Reciprocally freed from the treaty’s restriction, in 1940 the Navy set out to build a larger carriers than its latest Yorktown-class. Though the U.S. was over a year away from involvement in World War II, naval engineers grasped the qualities a fully-capable carrier needed: when it came to ‘flattops’, bigger was actually better.

The 30,000 ton Essex was finally commissioned on December 31, 1942, measuring 265 meters in length and displacing 31,300 tons with the hull reinforced by as much as four inches of Special Treatment Steel armor. Four twin and four-single five-inch gun turrets used two fire-control radars to blast aerial threats up to seven miles away using proximity-fused air-bursting shells. Additionally, sixty rapid-firing twenty-millimeter cannons and seventeen quad-barrel forty-millimeter Bofors guns provided close protection.

Additional air- and surface-search radars gave the carriers advance warning of approaching threats while helping manage friendly forces in the battlespace. A new side-mounted elevator gave the carriers better flexibility, particular in the event that the elevator was jammed by battle damage.

She and her sisterships officially had crew complements of 2,300 personnel, though often sailed with more than 3,000. Eight huge boilers generating temperatures of 850 degrees Fahrenheit turned four steam turbines for electrical power and propulsion, allowing the hulking carrier to achieve 33 knots under full power.

The Essex’s best defense and offense came from the new generation of aircraft she carried, all with ranges of a thousand miles or longer. Agile F6F Hellcat finally helped the Navy win air superiority over maneuverable, but fragile A6M Zero. Faster SB2C Helldiver bomber could heft up to two-thousand pounds of bombs internally, and another thousand underwing. And tubby three-man TBF Avengers could launch deadly torpedo attacks, and also proved effective as radar-equipped submarine hunters and airborne early warning plane. The air groups typically boasted two squadron each of Hellcats and Helldivers and a squadron of Avengers.

The Essex’s larger deck allowed two squadrons to be “spotted” for takeoff on the flight deck, while a third readied its engines on the open hangar deck below. As aircraft carried progressively heavier weapons loads, they began to make more extensive use of the Essex’s two to three steam catapults to achieve necessary takeoff speed. An enlarged store of 240,000 gallons of aviation fuel enabled extended flight operations.

Starting with the Ticonderoga laid down in 1943, new long-hull Essex carriers entered service with a flared ‘clipper bow meant to handle rough weather more smoothly. The long-hull ships boasted additional anti-aircraft guns and improved radars, and had their refueling and air vents reconfigured for improved survivability, and the ship’s Combat Information Center moved below deck. In fact, as Essex carriers received near continuous upgrades to their radars, guns and catapults, no two came to be exactly alike.

The Essex carriers were thrust into the cauldron of the Pacific War which had already consumed five of the eight fleet carriers the Navy began the conflict with. Many of the Essex class vessels were renamed after recently sunk carriers (Yorktown, Lexington, Wasp, Hornet, Independence) as well as other famous ships and historic battles.

Initially they primarily served as floating airstrips to pound fortified Japanese islands in the United States’ relentless island-hopping campaign. However, in June 1944 six Essex class-carrier engaged Japanese counterparts in the Battle of the Philippine Sea, sinking three Japanese carriers and shooting down around six hundred aircraft in the so-called “Great Marianas Turkey Shoot.” The U.S. Navy lost 123 combat aircraft and no ships.

Fourth months later, four Essex-class carriers covering the U.S. landing on the Philippines fought off three separate Japanese fleets in the epic Battle of Leyte Gulf, the largest naval battle in history. Aircraft from the Essex and Franklin (as well as from the Yorktown-class Enterprise) sank the Japanese battleship Musashi, the largest battleship ever built. Again, the Essex-class carriers survived Japanese counterattacks unscathed thanks to effective Combat Air Patrols.

However, in the final year of the war Japan launched increasing numbers of Kamikaze attacks that succeeded in penetrating the Essex’s formidable air defense screens. On May 11, 1945, while providing air support for the invasion of Okinawa, the Bunker Hill was simultaneously struck by two Zeroes also carrying bombs, the massive explosions killing 390 crew. She nonetheless managed to return to Pearl Harbor for repairs on her own power.

Another Essex-class carrier, the USS Intrepid, survived being hit by four Kamikaze attacks as detailed in this earlier article.

Earlier, on March 19, 1945, the Franklin was struck by two armor piercing bombs dropped by a lone D4Y “Judy” dive bomber, setting off an chain reaction of exploding bomb and fuel laden aircraft that killed over eight hundred crew. Remarkably, Franklin captain refused to abandon ship and managed to nurse her back to port, having suffered the heaviest casualties for any U.S. Navy ship not lost in action. You can see footage of the Franklin’s ordeal in this 1945 documentary.

Ultimately, not one Essex-class carrier was lost during World War II. The close of hostilities saw the cancelation of eight planned Essex carriers. But most of the remaining twenty-four would lead long and eventful service lives.

The Navy reconfigured its Essexes with angled flight decks (increasing their weight to forty-seven thousand tons) and mirror landing systems to help operate faster and heavier jet fighters like he F9F Panther and the FJ Fury, serving alongside trusted piston-engine fighters like the Corsair and the beastly A-1 Skyraider. Helicopters were also added for search-and-rescue duties.

Eleven of the Essex carriers saw action in the Korean War, hitting ground targets in North Korea. In one incident in 1952, a Panther launched from the Essex-class Oriskany shot down four Soviet jets in an aerial skirmish over the Sea of Japan.

A decade later the Essex’s continued to serve, now with Skyhawk attack jets, speedy F-8 Crusader fighters, which saw action in the Vietnam War, with A-1s from the Intrepid even improbably shooting down a MiG-17 jet fighter. The carriers were also extensively employed to recover NASA space capsules and astronauts. However, the Essexes were being replaced by new nuclear-powered carriers.

However, the Oriskany—the last Essex-class vessel launched in a heavily modified configuration—endured the class’s final ordeal when a mishandled flare tossed into an ammunition locker ignited a fire that vented poisonous fumes throughout the ship, killing forty-four.

While most of Essex-class vessels were decommissioned in the 1970s, the last still in service, the USS Lexington, remained active as a training ship until 1991. Four of the World War II fleet carriers still serve as museum ships in New York, South Carolina, Texas and California. The decades of operational service provided by the venerable carriers testified both to the robustness of their design, and their effectiveness as platforms of the U.S. naval power.

Sébastien Roblin holds a master’s degree in conflict resolution from Georgetown University and served as a university instructor for the Peace Corps in China. He has also worked in education, editing, and refugee resettlement in France and the United States. He currently writes on security and military history for War Is Boring. This first appeared earlier and is being posted due to reader interest.

Image: Wikimedia

Sebastien Roblin

Security,

China was proud to launch its first aircraft carrier.

Here's What You Need to Remember: Beijing did pay for the $20 million value of the carrier—but argued that it couldn’t cover other costs because he lacked receipts. Apparently, invoices—or fapiao in Mandarin—don’t come standard with bribes paid to Ukrainian businessmen. And, as one quickly learns in China, you always need the official fapiao.

China was proud to launch its first aircraft carrier, the Liaoning, in 2012. This vessel was a refit of an incomplete Soviet Kuznetsov-class cruiser carrier. However, the story of how China got that ship in the first place may as well be a comedy—because the carrier was actually a rogue acquisition for the Chinese military against the wishes of the government in Beijing. And it was undertaken by a basketball player who claimed he wanted to build a floating casino.

The People's Liberation Army Navy first became interested in acquiring an aircraft carrier in 1970, when China was still on bad terms with both the Soviet Union and the United States. However few concrete steps were taken, because the cost and complexity of such an endeavor far exceeded the PLAN’s limited capabilities during the Cold War.

The Soviet Navy did deploy its first carriers in the 1970s: Kiev-class vessels that could launch Yak-38 Forger jump jets of limited effectiveness. By the 1980s, the Soviets began construction of two more promising Kuznetsov-class carriers. These had a “ski jump” ramp, allowing more conventional—and much higher-performing—Su-33 Flanker fighters to take off from it. Like the earlier Kiev class, the Kuznetsov was technically an “aircraft-carrying cruiser” due its powerful armament of twelve P-700 Granit antiship missile systems. This technicality was important, as “aircraft carriers” proper weighing more than fifteen thousand tons (which is to say, virtually all aircraft carriers today) were not legally permitted by the Montreux Convention to transit from the Black Sea to the Mediterranean via the Bosporus Straits.

However, the fall of the Soviet Union left the second vessel in its class, the Varyag, only two-thirds complete in Ukraine, lacking its armament and electrical systems. Construction ceased in 1992, and the cash-strapped Ukrainian government did its best to pawn off the fifty-five thousand tons of inoperable metal rusting in its Mykolaiv shipyard. Russia, India and China all passed.

A two-part series in the South China Morning Post in 2015 revealed the machinations behind how the carrier ended up in Chinese service anyway, two decades later. It turns out the PLA Navy did want the Varyag—the team sent to inspect it recommended purchasing it! But the government in Beijing was worried that acquiring a carrier might increase tensions at a time when it was seeking to further open itself to Western investors.

Instead, in 1996 a group of PLA officers including intelligence chief Gen. Ji Shengde approached Xu Zengping, a former PLA basketball star who had become a successful businessman arranging international events. The cabal’s proposal: to have Xu purchase the carrier as a private citizen, ostensibly to serve as a casino so as to avoid undesirable scrutiny. Then the PLAN could collect it for its own use once the political winds were more favorable.

This cover story is not as ridiculous as it sounds. Remember those Kiev-class carriers mentioned earlier? Two of them are now moored in China, serving as amusement parks. The Minsk was actually purchased by a consortium of video-game arcade owners in Shenzhen for $4.4 million, and has since been moved to Nantong, north of Shanghai. And the original Kiev? Now a floating hotel in Tianjin. However, the more modern Kuznetsov-class Varyag was undoubtedly of much greater practical interest for the PLAN than either of those ships.

Xu was down with the scheme and borrowed the equivalent of $30 million in Hong Kong dollars from a friend to help fund the venture—the first expense of which was to create a $6 million shell company in Macau called Agência Turística e Diversões Chong Lot Limitada, in order to maintain the fiction. (Macau was still in its last years as a Portuguese colony at the time.)

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In January 1998, Xu arrived in Ukraine and met with the shipyard owners. After four days of negotiations, in which enormous bribes were offered and fifty bottles of 124-proof baijiu liquor were consumed, he reached an agreement to purchase the carrier for $20 million—well below the cost of a single jet fighter today. He wasn’t able to make the payment until a year later, with a $10 million extra late fee tacked on.

Some international observers smelled something fishy in the arrangement—Xu’s company did not actually have a gambling permit in Macau, nor a listed phone number or address. Ironically, however, a Jane’s analyst interviewed by the Washington Post at the time stated it was “farfetched” that the PLA Navy would try to operate the Varyag due to its decrepit and incomplete condition.

By June 2000, everything was ready to go. The carrier’s four engines were packed in grease seals (they had yet to be installed), several tons of blueprints were sent overland to China by truck, and a Dutch towing company was ready to tug the 306-meter-long vessel all the way back to China. What could go wrong?

Ever been stunned by the towing fee after your car breaks down far from home?  Imagine that, but around five hundred times worse. Why five hundred? Because that equals the roughly five hundred days the Liaoning was stuck being towed in circles off Istanbul, after the Turkish government denied it passage to the Mediterranean via the Bosporus Straits.

The Turkish maritime minister argued that should there be a mishap towing the 306-meter-long carrier—which could not maneuver or move on its own power—it might spin around and block the Bosporus straits to all shipping, or run into one of the bridges connecting the two halves of Istanbul. The straits are only seven hundred meters wide at their narrowest point and require at least six major course corrections to navigate. Hundreds of ships had suffered accidents there in the past. Curiously, the Chinese appear to have perceived the Turkish refusal to be in retaliation for China’s opposition to the NATO air campaign in Yugoslavia the previous year.

The Liaoning spent sixteen months racking up $8,500 a day in towing fees. Finally, Beijing had a change of heart on the matter, and stepped in on August 2001, promising major concessions on tourism to persuade the Turks to let the Varyag pass.

Finally on November 1, in an operation involving more than two dozens tug and emergency vessels, the Varyag was towed through the Bosporus without incident, and traversed the Dardanelles the next day. The hard part was over.

Except for the sea storm with sixty-mile-per-hour winds that struck the rudderless vessel off the island of Skyros two days later, causing it to snap its tow lines. It took two more days to recover the runaway carrier. Tragically, a Portuguese sailor fell to his death while helping reconnect it to its tugs.

Once under power, a normal vessel could have taken the shortcut through the Suez Canal and straight on back to China via the Indian Ocean. But the canal would not accept powerless vessels such as the Varyag, so it had to cruise all the way around Africa, Vasco de Gama–style, chugging along at a brisk jog of seven miles per hour.

In March 2002, the carrier finally arrived at the port of Dalian in Liaoning province, which would lend the carrier its name in Chinese service. Three years later, it was put into a dry dock to allow for an extensive refit process, including sandblasting away all the rust and restoring and installing the engines in 2011.

The PLAN intended to operate the vessel as a pure carrier, rather than as a cruiser-carrier hybrid, so the shipbuilders didn’t bother with the enormous antiship missile systems. They instead confined its armament to a trio of short-range HQ-10 air-defense missile launchers and a few close-defense guns. The vessel’s primary weapon, of course, would be its complement of twenty-four J-15 Flying Shark fighters. The Flying Sharks are domestic copies of the Russian Su-33 fighter, a prototype of which was also acquired from Ukraine in 2001. The Liaoning also flies six Z-12F antisubmarine helicopters, four airborne early-warning variants and two Z-9 rescue choppers.

The Liaoning was commissioned on September 25, 2012, and the first J-15 landed on it a month later. A home-built carrier based upon the Liaoning will soon put to sea this year; those blueprints must have proved useful.

The Liaoning is hardly equal to a U.S. supercarrier—in addition to its smaller air wing and lack of a nuclear power plant, its steam turbines are prone to breaking down and the ski-jump deck limits the fuel and weapons load its fighters can carry. However, it afforded China a leap forward in its naval construction program—which now includes five more carriers in the coming decade of increasing planned capability. According to Xu Zengping, a naval officer told him that the Varyag saved China fifteen years of research and development.

So was Xu richly rewarded for his initiative? He was rewarded with bills: $120 million in all in Xu’s estimation, forcing him to sell his decadent home in Hong Kong and spend all of the intervening years paying his lenders back. You see, General Ji was jailed in 2001 for his involvement in a massive smuggling ring in the city of Xiamen—so the cabal of officers that set Xu up for the task was no longer around to see that he was compensated.

Beijing did pay for the $20 million value of the carrier—but argued that it couldn’t cover other costs because he lacked receipts. Apparently, invoices—or fapiao in Mandarin—don’t come standard with bribes paid to Ukrainian businessmen. And, as one quickly learns in China, you always need the official fapiao.

So if there’s a moral to the story of the Varyag, it’s not to expect too much gratitude for your good deeds . . . and always keep the receipt.

Sébastien Roblin holds a master’s degree in conflict resolution from Georgetown University and served as a university instructor for the Peace Corps in China. He has also worked in education, editing and refugee resettlement in France and the United States. He currently writes on security and military history for War Is Boring. This article first appeared two years ago and is being republished due to reader interest.

Image: Reuters.

Sebastien Roblin

History, Americas

There were a lot of close calls that were not revealed until later.

Key point: Russia had nuclear-armed submarines and they nearly panicked and used their weapons. Here is what happened.

It is commonly accepted that the world has never come closer to nuclear war than during the Cuban Missile Crisis, when the United States confronted Soviet Union over its deployment of ballistic nuclear missiles to Cuba. But in popular imagination, the decisions for war would have come from national leaders sitting in the comfort of executive offices in Washington or Moscow.

In fact, that decision was nearly taken out of Khrushchev and Kennedy’s hands by a group of men in the throes of dehydration and CO2 poisoning as they sat in a malfunctioning submarine surrounded by U.S. destroyers, unable to consult with Moscow.

This first appeared earlier and is being posted due to reader interest.

Two officers gave the order to prepare a nuclear weapon for launch.

Fortunately, they brought their boss with them.

The origin of the Cuban Missile Crisis in fact lay in Operation Anadyr, the Soviet plan to covertly deploy fifty thousand personnel and their heavy weapons to Cuba by sea. Anadyr remains a masterpiece of operational security. Even the name Anadyr itself, referencing a river in Russia, was meant to deflect attention from its actual goals. Soviet diplomats prepared a cover story by boasting of a major civilian development program in Cuba. Meanwhile, orders for the troop deployments were transmitted by courier, and the troops and ship captains did not learn about their actual destination until they were given letters by KGB agents at sea.

A total of eighty-six Soviet ships transferred an entire motorized rifle division to Cuba, as well as forty MiG-21 jet fighters, two anti-aircraft divisions with SA-2 surface-to-air missiles (SAMs), sixteen ballistic missile launchers loaded to fire R-12 and R-14 missiles, six Il-28 jet bombers, and twelve FROG-3 tactical ballistic missile systems. The last three systems came with their own nuclear warheads. The troops and equipment were mostly concealed from sight on the ships, though U.S. Navy aircraft did spot some of the SAMs on one transport on September 4. On the whole, however, the Soviet deception was a remarkable success.

The problem was that it wasn’t possible to deploy such a large force on the ground without being detected. On October 14, a U.S. U-2 spy plane photographed the Soviet ballistic missiles at San Cristobal, leading to the missile crisis. Eight days later, Kennedy ordered a naval blockade of Cuba. It would involve hundreds of ships, including four aircraft carriers, as well as numerous additional shore-based patrol planes.

The Soviet Union remained outwardly defiant of the blockade—but mostly turned its ships around. A small number of Soviet ships did attempt to run the blockade—but they were the exception. Weeks earlier, the Soviet Union had set in to motion Operation Kama to deploy four Foxtrot-class diesel submarines of the Sixty-Ninth Torpedo Submarine Brigade to the Cuban harbor of Mariel. The subs were numbered B-4, B-36, B-59 and B-130.

Command personnel from the brigade were attached B-4 and B-59, including Chief of Staff Vasili Arkhipov, who had earlier distinguished himself as the executive officer of the nuclear submarine K-19, which narrowly averted a nuclear meltdown. Arkhipov was badly irradiated during the incident but recovered to live until 1998—unlike many of the K-19’s crew.

The Foxtrot submarines, known as Project 641s in the Soviet Union, were not at the cutting edge of submarine design. Introduced in 1957, they just predated the introduction of teardrop-shaped hulls which offered superior stealth and underwater speed—and in fact were noisier than usual thanks to their three propeller screws. The third deck of the Foxtrots was entirely devoted to enormous batteries, allowing the diesel subs to operate underwater for ten days before needing to surface—but they could only sustain 2.3 miles per hour at maximum endurance, and the crew of seventy-eight was left with the absolute minimum of living space. Fatefully, the submarine’s cooling systems were not designed with tropical waters in mind.

Two other submarines would later be dispatched: the Zulu-class B-75, which escorted a Soviet transport carrying ballistic missiles, and B-88, which deployed off Pearl Harbor, Hawaii to prepare a surprise attack (again!) in the event that war broke out. These submarines do not appear to have been detected by the U.S. Navy.

The flotilla of Foxtrots sailed from the Kola peninsula on October 1 and managed to evade NATO Neptune and Shackleton antisubmarine aircraft in the North Atlantic. However, as they approached Cuba, they still needed to surface regularly to recharge their batteries.

Living conditions in the submerged submarines rapidly grew intolerable. The Foxtrots’ cooling systems broke down and temperatures rose to a range of 100 to 140 degrees Fahrenheit. CO2 began to build up, worsening the physical and mental condition of the crew. A lack of fresh water led to widespread dehydration, and infected rashes broke out across the entire crew.

On October 23, Defense Secretary McNamara authorized U.S. ships to use special Practice Depth Charges, or PDCs. The grenade-sized charges were intended as a means of signaling to the submarines that they had been detected, compelling them to surface. However, the blasts damaged the Soviet subs’ radio antennae and terrorized the crews, who could not easily distinguish the signaling charges from real depth charges. Although the United States notified Moscow of its “Submarine Surfacing and Identification Procedures,” the message did not make it to the subs of the Sixty-Ninth brigade.

The U.S. Navy did not realize the risk of the cat-and-mouse game they were playing with the Soviet subs. In addition to the twenty-one regular torpedoes they carried, each Foxtrot was armed with a single “Special Weapon”: a T-5 torpedo that could be armed with a RDS-9 nuclear warhead. The T-5s had a range of ten kilometers and were designed to detonate thirty-five meters under water and rupture the hulls of nearby ships through the shockwave. Sources disagree as to whether the T-5s had small 3.5- to 5-kiloton warheads, or fifteen-kiloton warheads that could well have destroyed the firer. Regardless, setting off any nuke in the Caribbean would likely have incited a chain reaction of nuclear retaliation.

 

According to some accounts, Capt. Nikolai Shumkov on board B-130 ordered the arming of a nuclear torpedo—but later maintained he did so to impress Moscow with his dedication to the mission. B-130’s political officer objected, and Shumkov ultimately relented, noting that “we would go up with it” if they fired the torpedo and surfaced B-130. In the end, all three of B-130’s diesel engines broke down. With its battery power exhausted, it was forced to surface directly in front of the pursuing destroyer USS Blandy on October 30. B-130 had to be brought home to Murmansk by a tug.

The nearby B-36, under Capt. Alexei Dubivko, was chased by the destroyer Charles P. Cecil. Dubivko maintains that the destroyer nearly rammed B-36 while it was attempting to surface. B-36, too, ran out of battery and was forced to surface on October 31 and head back for home.

However, the most dangerous incident occurred days earlier on October 27 at the time of maximum tension between Moscow and Washington, when patrol aircraft forced B-59 to submerge with almost no battery accumulated. The American destroyer USS Beale began pelting the Soviet sub with PDCs. It was soon joined by ten additional destroyers from the USS Randolph carrier task force.

Communication Officer Victor Orlov recalled of the hours-long bombardment, “It felt like sitting in a metal barrel with someone hitting it with a sledgehammer. The crew was in shock.” Capt. Valentin Savitsky stubbornly kept B-59 submerged as the temperature built up to 122 degrees Fahrenheit and oxygen steadily depleted, causing the crew to begin fainting.

Russian sailor Anatoly Andreyev described the deteriorating condition of B-59’s crew in a series of diary entries addressed to his wife:

For four days we haven’t been able to get a breath of fresh air, to emerge at least to periscope depth. The compartments are hot and stuffy. . . . It’s getting hard to breathe in here, too much CO2, but no one wants to leave, as it is slightly cooler here. I barely made it through my previous watch. I feel faint all over, slightly dizzy, and I am also showing the results of this way of life, something like hives.

Of Captain Savitsky, Andreyev wrote: “The worst thing is that the commander’s nerves are shot to hell, he’s yelling at everyone and torturing himself. . . . He is already becoming paranoid, scared of his own shadow. He’s hard to deal with. I feel sorry for him and at the same time angry with him for his rash actions.”

Unable to communicate with Moscow, Capt. Valentin Savitsky concluded that war had already broken out. According to Orlov, Savitsky ordered the crew to arm his submarine’s nuclear torpedo and prep it for firing at USS Randolph. “There may be a war raging up there and we are trapped here turning somersaults!” Orlov recalled Savitsky saying. “We are going to hit them hard. We shall die ourselves, sink them all but not stain the navy’s honor!”

His political officer, Ivan Maslennikov, concurred with the order.

Normally, the approval of these two officers would have sufficed to launch the torpedo. But by coincidence, Arkhipov, chief of staff of the Sixty-Ninth Brigade, happened to be on board—and he was entitled a say. According to some accounts, Arkhipov argued at length with Savitsky before the latter calmed down and ordered B-59 to surface.

As the submarine breached the surface, it was immediately illuminated by searchlights from destroyers. Helicopters and aircraft from the Randolph buzzed B-59 repeatedly at low altitude, firing their weapons across its bow. Destroyers closed within twenty meters, guns leveled, blaring warnings over loudspeakers. The Soviet sub was forced to limp back home.

There is some disagreement over how close Savitsky really came to launching the nuclear torpedo. The nuclear warhead required a certain amount of preparation, and some maintain Savitsky's order reflected a momentary loss of temper under stressful conditions rather than a commitment to following through. Nonetheless, it seems clear that a nuclear exchange was averted for reasons far more circumstantial than any would care to stake the fate of humanity on.

Of the flotilla, only B-4 under Capt. Rurik Ketov was able to avoid being forced to the surface by the U.S. blockade. Although detected by patrolling aircraft, B-4’s batteries had sufficient charge to remain underwater long enough to lose the U.S. patrols. Nonetheless, Ketov too was forced to abort the mission.

Kennedy ultimately moved towards resolving the crisis on October 28 with a secret deal suggested by Khrushchev, in which the United States withdrew missiles in Turkey and promised not to invade Cuba, in exchange for Russia withdrawing its nuclear weapons.

But next time you think of the Cuban Missile Crisis, don’t think first of Kennedy brooding over his options in Washington. Think instead of dehydrated, harassed men trapped in a fragile metal box under the surface of the ocean, trying to decide whether or not to go down in a blaze of radioactive glory.

Sébastien Roblin holds a Master’s Degree in Conflict Resolution from Georgetown University and served as a university instructor for the Peace Corps in China. He has also worked in education, editing, and refugee resettlement in France and the United States. He currently writes on security and military history for War Is Boring.

This appeared in November and is being reposted due to reader interest. 

Image: Reuters.

Sebastien Roblin

History, Americas

This spy plane played a key role in many Cold War episodes.

Key point: The A-12 helped fill a missing capability as Soviet air defenses were able to threatend the U-2. Here is how the CIA used the A-12.

But the Blackbird’s was actually an enlarged evolution of the Lockheed A-12, designed for service with the Central Intelligence Agency. The single-seat A-12 could fly slightly faster and higher, but it was doomed to be replaced by its heavier Air Force spinoff.

By the late 1950s, aviation engineers knew that new Soviet surface-to-air missiles could effectively threaten high-altitude U-2 spy plane overflights of the Soviet Union. This was dramatically illustrated by the shoot down of Gary Power’s U-2 in 1960 over the Soviet Union, which triggering a humiliating political crisis. A second U-2 was shot down during the Cuban Missile Crisis—an event which could have sparked a global nuclear war.

Engineers in Lockheed’s Skunk Work’s facility worked on a U-2 successor using new survivability strategies: sustained supersonic cruising speeds to outrun missiles, electronic warfare systems to suppress their guidance systems, and a stealth-optimized airframe incorporating radar-absorbent materials to decrease the range at which the spy plane could be detected.

Designer Kelly Johnson went through eleven concepts for its “Archangel” spy plane before settling on the twelfth, the A-12—later codenamed “Oxcart” by the CIA, and nicknamed “Cygnus” by its pilots. The last iteration added “chines”—thin blade-like protrusions from the sides of the jet that reduced its radar profile and coincidentally improved its lift.

The A-12’s airframe needed to withstand extremely high temperatures for prolonged periods so the Oxcart was built out of super-hard titanium. The Soviet Union was the chief global supplier of titanium, so the CIA used shell companies purchased the rare metal from the country it intended to spy upon. However, the hard metal proved extremely difficult to work or shape into curved surfaces, requiring the development of new drill bits and hybrid manufacturing processes.

The spy plane undertook its first two flights in April 1962 at Groom Lake—better known as Area 51—initially using less powerful J75 turbojets. Lockheed built only twelve of the super-secret stealth jets, plus a lone J75-powered two-seat trainer named “Titanium Goose” and two two-seat M-21 drone carriers. The aircraft were piloted by sixteen “demilitarized” Air Force pilots who made it through an astronaut-style screening process.

The M-21 carried supersonic D-21 drones on its back which themselves clearly took after aspects of the A-12 itself. However, on a fourth test-run in 1966, a D-21 fatally collided with its M-21 mothership. Both crew ejected, but flight engineer drowned awaiting rescue. Four more A-12s were lost in accidents, killing two more pilots.

Spy Jet Showdown: A-12 versus SR-71 Blackbird

Evolving technology and political circumstances both conspired to undermine the A-12’s relevance. Following the Gary Powers fiasco, Washington finally decided to cease illegal overflights of Soviet territory, killing much of the A-12’s raison d’etre. After all, new CIA-operated Corona spy satellites could obtain similar photo-intelligence—though not always as quickly, and with lower resolution—but crucially, without putting pilots at risk or heightening Cold War tensions.

Meanwhile, the Air Force also was interested in the A-12’s airframe—and ordered develop an interceptor variant called the YF-12, as well as an unclassified SR-71 Blackbird two-seat strategic reconnaissance variant with side-looking cameras, enabling gathering of photo-intelligence without having to fly over interdicted airspace. The SR-71 was six feet longer than the A-12 and could carry 20,000 pounds more equipment and fuel.

Even LBJ’s guns-and-butter economy could not accommodate both highly-expensive spy planes, so in November 12, 1967 the CIA and Air Force models flew-off in a competitive evaluation codenamed “Nice Girl.” Testers reported the A-12 was slightly stealthier, could fly five percent higher at ninety thousand feet and a bit faster with maximum speed of 2,212 miles per hour compared to the Blackbird’s 2,193 mph.

But the evaluators felt these incremental performance improvements were greatly outweighed by the Blackbird’s ability to carry multiple reconnaissance systems at once, as well as electronic countermeasures more likely to keep it alives. The Blackbird could also fly a few hundred miles further with its heavier fuel load.

The A-12 would be retired just seven months later.

Prior to its retirement, however, between May 1967 and March 1968 the CIA deployed three A-12s to Okinawa, Japan where they flew twenty-nine spy missions over Vietnam, North Korea, and Cambodia. These missions were greatly valued by the Johnson administration, revealing that North Vietnam had not deployed surface-to-surface missiles as had been feared, as well as locating the hijacked U.S spy ship USS Pueblo in North Korea. However, the A-12’s stealth characteristics were proven to be inadequate versus Soviet radars. On one mission over Hanoi, an A-12 was damaged by missile fragments after being chased by six S-75 missiles. You can read more about Operation Black Shield in a companion article.

The Black Shield flights proved valuable, but also suggested it’s a good thing the A-12s were never assigned for overflights of the Soviet Union, which was defended by more advanced surface-to-air missiles and interceptors.

Today, the surviving A-12 airframe can be seen in exhibitions across the country, including the CIA headquarters in Langley, Virginia and onboard the USS Intrepid museum carrier at New York City.

Sébastien Roblin holds a master’s degree in conflict resolution from Georgetown University and served as a university instructor for the Peace Corps in China. He has also worked in education, editing, and refugee resettlement in France and the United States. He currently writes on security and military history for War Is Boring. This first appeared earlier and is being posted due to reader interest.

Image: Reuters.

Sebastien Roblin

History, Europe

It was not as impressive as it sounds however.

Key point: Bascially, the Soviets rigged up a bigger plane to carry a smaller plane into battle. Here is how they used it against Hitler.

Since their debut of aerial warfare, air arms have struggled to find ways to extend the range of small, agile fighter aircraft optimized for speed and maneuverability rather than fuel capacity. In modern times, airliner-sized in-flight refueling tankers are a favored, though expensive, solution.

But before inflight refueling began to be widely adopted in the 1950s, no one found quite as creative a solution to this problem as Vladimir Vakhmistrov, who tested nine different Sveno mothership bombers designed to carry ‘parasite’ fighters on their wings and fuselage.

Remarkably, not only did the unwieldy-seeming contraptions of “Vakhmistrov’s Circus” prove air worthy, but the Sveno-SPB production model demonstrated surprising effectiveness during its brief combat career early in World War II.

In June 1931, Vakhmistrov, a test-pilot Vladimir of the VVS’s (Soviet Air Force’s) Scientific Test Institute, proposed that Soviet fighters could be usefully mounted on heavy bombers.

The bombers could allow the fighters to lift off with heavier weapons, while the fighters in turn could protect the bombers and even run their engines to speed along their motherships while attached. Umbilical fuel lines would allow the fighters to draw from their mothership’s much larger fuel supply, greatly extending range.

While the United Kingdom and U.S. Navy had tested docking “parasite” airplanes onto zeppelin-like airships, Vakhmistrov project was the first to mate one airplane to another.

By December 1931, Vakhmistrov had cobbled together Zveno-1: a twin-engine TB-1 heavy bomber mounting two all-metal I-4 biplane fighters on top of its high-fuselage mounted wings. As the I-4s were launched once the Zveno-1 was airborne, Vakhmistrov had their shorter lower-wings (which added lift at a cost of drag) removed without any reported performance issues. The initial flight on December 3 proceeded promisingly, despite one of the fighters separating from its mothership prematurely.

Three years later, the Zveno-2 was ready based on the more capable four-engine TB-3 bomber—this time carrying two newer I-5 fighters on its broad wings, (rolled on via a ramp) and a third on its back. However, the center I-5 had to be lifted manually. This proved so time-consuming that it was rarely launched and largely retained as an additional, manned engine for TB-3—sometimes even with its wings and tail removed!

The Zveno-3 introduced a more convenient configuration: two Grigorovich I-Z monoplanes fighters carried under the TB-3’s wings. The I-Zs had fixed landing gear that rolled along the ground during takeoff, and were distinguished by their bizarre armament of two single-shot 76-millimeter Kurchveski recoilless guns and just one regular 7.62 millimeter machine gun.

Coordinating takeoffs runs proved challenging, however. Zveno-3 suffered the program’s only deadly accident when one of the I-Z’s crashed upward into the TB-3 while attempting to disengage during takeoff. As described in this first-hand account, the TB-3’s pilot attempted an emergency landing, but the I-Z abruptly fully detached, killing its pilot.

Vakhmistrov tried a different approach with the Zveno-5, which had a trapeze under its fuselage that allowed an I-Z fighter to latch onto it mid-flight in order to extend their range. This tricky maneuver was the first aerial docking between fixed-wing aircraft.

This concept was revisited in November 1939 with the Zveno-7, which could “dock” two I-16 Ishak (“Donkey”) monoplanes using two belly-deployed trapezes—but the maneuver remain excessively difficult.

By then, however, the I-16’s retractable landing gear had made under-wing mounting far more practical. The compact, 1.6-ton I-16s were nimble and fast for their time, with speeds approaching three hundred miles per hour. In August 1935, the Zveno-6 carrying two underwing I-16s, made its first flight.

Vakhmistrov’s craziest endeavor was the Aviamatka—a TB-3 converted to carry five fighters: two underwing I-16s, two I-5 biplanes on top of the wings, and a lone I-Z dangling from a belly-mounted trapeze. Yes, the outlandish-seeming beast could actually fly. The Aviamatka was conceived as a sort of flying patrol carrier; Vakhmistrov envisioned up to eight I-16s taking turns refueling on her, collectively embarking on six-hour-long air defense patrols.

But by the end of the 1930s, Vakhmistrov began pursuing a different concept. He had read combat reports on how agile, single-engine Stuka dive bombers proved capable of relatively precise attacks targeting point targets like ships, tanks and bridges. However, only larger two- or four-engine bombers designed for less accurate level bombing had the range to attack distant targets.

Vakhmistrov reasoned bomb-carrying I-16s launched from TB-3 bombers could be the ultimate long-range precision strike weapon.

This led to the Zveno-SPB production variant which first flew in July 1937, combining a TB-3-4AM-34FRN bomber with more powerful 900 horsepower engines and two I-16 Type 24 fighters, each carrying two 250-kilo bombs. The TB-3’s wing-mounted fuel tanks kept the Ishak’s topped up, resulting in a maximum range of 1,550 miles. While linked together, the 24-ton trio could fly up to 165 miles per hour up to altitudes of 22,000 feet high.

The Navy and VVS each originally planned to order twenty Sveno-SPBs and forty I-16s. Vakhmistrov even sketched plans to convert Pe-8 bombers and Catalina or MTB-2 flying boats into motherships.

However, both services grew skeptical of the project. In the end Moscow Aircraft Factor 207 delivered only six Sveno-SPBs and twelve I-16 Type 24 fighters to the Black Sea Fleet. These were deployed in 1940 to the 2nd Special Squadron of the 32nd Fighter Regiment, based at Yevpatoria on the Crimean Peninsula. The unusual unit came to be known as “Shubikov’s Circus” after its commander Captain Arseniy Shubikov, a combat veteran of the Spanish Civil War.

One June 22, 1941, Nazi Germany began its devastating invasion of the Soviet Union. As German and allied Romanian forces advanced towards the Crimean Peninsula, the 2nd Squadron was tapped to launch raids against strategic targets in Romania, across the Black Sea.

On July 26, two Sveno-SPBs took off carrying four bomb-laden I-16s between them. Twenty-five miles from the Romanian coast near the city of Constanta, they released the fighters.

I-16 pilot Boris Litvinchuk described the launch procedure in The Angry Sky of Tauris by fellow combat pilot Vasily Minakov.

The light that flashed above my visor said, “Attention!”

I signal to Gavrilov in the same manner. “There, attention!”

A signal flashed on the shield under the bomber. It said, “Release!”

I nod to Shubikov, jerk to turn the rear lock release knob. I feel the plane attain freedom of motion on one axis. To achieve a complete release, I smoothly slide the fighter’s nose down. Suddenly, my fighter is entirely free of the mothership.

Minakov describes how the Ishaks easily penetrated Romanian airspace:

As expected, the enemy took the fighters for their own: where could Soviet fighters have come from? Shubikov and Litvinchuk precisely dived down upon the oil depot, with Filimonov and Samartsev on their port side. Only when their bombs flared up below, did the enemy anti-aircraft guns open fire wildly—too late! Nimble as hawks they pulled out from their steep dives at low altitude and slipped back across the sea.

From the nearest airfield, a pair of Messerschmitts flew towards them in pursuit. But here, Shubikov and Litvinchuk were in their native element. After a storm of impressive maneuvers, they rushed in for a head-on pass. Their stunned enemies turned away in a panic . . .

All four I-16s then landed in Odessa for refueling before returning to Yevpatoria. After a decade in development, the Zveno concept had been successfully tested in combat.

Soon, however, Shubikov’s Circus would be called on to hit a much more vital target—and this time, Axis forces would be expecting them.

The fate of Shubikov’s Circus and the Sveno program is detailed in a companion article.

Sébastien Roblin holds a master’s degree in conflict resolution from Georgetown University and served as a university instructor for the Peace Corps in China. He has also worked in education, editing, and refugee resettlement in France and the United States. He currently writes on security and military history for War Is Boring. This first appeared earlier and is being posted due to reader interest.

Image: Reuters.

Sebastien Roblin

History, Americas

Here is what could have been.

Key point: All of the services in the early Cold War jockeyed over who would get what. The fight over the cost of super aircraft carriers and having nuclear weapons was one of them.

In the wake of the mushroom clouds that blossomed over the Japanese cities of Hiroshima and Nagasaki, it swiftly dawned on political and military leaders across the globe that warfare between superpowers would never again be the same. But what exactly were the implications of nuclear weapons when it came to planning military force structure?

In the United States, it was assumed that nuclear weapons would be widely employed in future conflicts, rendering conventional land armies and fleets at sea irrelevant. The newly formed Air Force particularly argued that carrier task forces and armored divisions were practically obsolete when (ostensibly) just a few air-dropped nuclear bombs could annihilate them in one fell swoop.

The Air Force touted it soon-to-be operational fleet of ten-thousand-mile-range B-36 Peacemaker nuclear bombers as the only vital war-winning weapon of the nuclear age. This logic resonated conveniently with the postwar political program mandating sharp cuts to U.S. defense spending and force structure—which the Air Force naturally argued should fall upon the Army and Navy.

The Army responded by devising “Pentomic Divisions” organized for nuclear battlefields, with weapons ranging from nuclear-armed howitzers and rocket artillery to bazooka-like Davy Crockett recoilless guns. The Navy, meanwhile, sought to find a way to integrate nuclear bombs into its carrier air wings. However, early nuclear bombs were simply too heavy for World War II-era carrier-based aircraft.

In 1945, the Navy began commissioning three larger forty-five-thousand-ton Midway-class carriers which incorporated armored flight decks for added survivability. The decks were swiftly modified to angular, effectively lengthened configuration for jet operations. Neptune P2V-C3 maritime patrol planes converted into nuclear bombers could take off from Midway-class carriers using rocket-pods but would have no way landing on the carrier deck.

Therefore, the Navy decided it needed huge supercarriers from which it could operate its own fifty-ton strategic bombers. These would displace over 40 percent more than the Midway at sixty-eight thousand tons, and measure 12 percent longer at 330-meters. In July 1948, Defense Secretary James Forrestal approved plans for five such carriers, the first named USS United States with hull number CVA-58.

The naval heavy bombers (which didn’t exist yet) were expected to have such wide wings that naval architects decided that CVA-58 would have a completely flush deck without the standard “island” superstructure carrying a radar and flight control tower. Instead, the carrier would feature side-mounted telescoping smokestacks that could be raised should smoke impeded flight operations, and a similarly retractable wheelhouse that could be extended to observe navigation and flight operations.

The ship’s air wings would include twelve to eighteen heavy bombers that would mostly remain parked on the flight deck, exposed to the elements. Four side-mounted elevators would ferry forty to fifty-four jet fighters between the hangar and flight deck to escort the bombers. Eight nuclear bombs per heavy bomber would also be stowed in the hangar. The combined ship’s company and airwing would total 5,500 personnel.

The carrier’s oddly-shaped deck included four steam catapults—two for use by bombers, and two axial “waist” catapults.

Because the ship would be effectively blind without an elevated radar and control tower, a separate cruiser was intended to serve as the carrier’s “eyes.” Nonetheless, CVA-58 still incorporated eight 5-inch guns for air defense, and dozens of rapid-fire short-range cannons.

The “Revolt of the Admirals”

Though theoretically capable of contributing to conventional strike and sea control missions, the heavy bomber-equipped CVA-58 was clearly an attempt by the Navy to duplicate the Air Force’s strategic nuclear strike capabilities.

This put giant crosshairs on the program during an era of sharp defense cuts. After all, deploying strategic bombers at sea was many times more expensive than basing them on land.

Following his reelection in November 1948, President Harry Truman replaced Forrestal—a naval aviator in World War I, and former secretary of the Navy—with Louis Johnson, who had fewer qualms about enforcing defense spending cuts.

In April 1949, just five days after CVA-58’s fifteen-ton keel was laid down in Newport News, Virginia, Johnson canceled the mega-carrier. He also began advocating dissolution of the Marine Corps, starting by transferring its aviation assets to the Air Force.

This upset the Navy bigwigs so much that Navy Secretary John Sullivan resigned, and numerous admirals began openly opposing the termination of a project they viewed as essential to validating their branch’s existence in the nuclear age.

This “Revolt of the Admirals” developed into a crisis in civil-military relations, as the Navy’s top brass defied the authority of their civilian commander-in-chief and resorted to covert methods in an attempt to influence public opinion. The Op-23 naval intelligence unit formed by Adm. Louis Denfeld secretly circulated a memo called the Worth Paper alleging that Johnson had corrupt motivations due to being a former director of Convair, manufacturer of B-36 bombers, which were also claimed to be deficient.

The bitter inter-service rivalry, and the utility of land-based bombers versus carriers, was publicly litigated in congressional hearings. The Army also piled on against the Navy, and public opinion turned against the sea-warfare branch as Op-23’s activities were revealed.

As Gen. Douglas MacArthur would later discover, Truman had no qualms about squashing military leaders that questioned his authority. His new secretary of the Navy, Francis Matthews, torpedoed the career of several admirals that spoke against the CVA-58’s termination despite an earlier promise that those testifying before Congress would be spared retaliation.

The irony of this tempest in a teacup, which resulted in the political martyrdom of many senior Navy leaders, was how misguided both sides swiftly proved to be.

In June 1950 the Korean War broke out, and the U.S. found itself desperately short of the necessary conventional land, air and sea forces. U.S. aircraft carriers and their onboard jet fighters soon bore the brunt of the initial fighting, and continued to play a major role until the end of the conflict.

And the Air Force’s vaunted B-36s? They never dropped a single bomb in anger—fortunately, as they were only intended for use in apocalyptic nuclear conflicts.

It turned out that plenty of wars were liable to be fought without resorting to weapons of mass destruction.

However, the Navy also had cause to count itself fortunate that the CVA-58 had been canceled. That’s because in just a few years the size of tactical nuclear weapons rapidly decreased, while high-thrust jet engines enabled hauling of heavier and heavier loads. By 1950, nuclear-capable AJ-1 Savage hybrid jet/turboprop bombers were operational on Midway-class carriers, starting with the USS Franklin Roosevelt.

These were soon followed by nuclear-capable capable A-3 Sky Warrior and A-5 Vigilante bombers, A-6 and A-7 attack planes, and even multirole fighters like the F-4 Phantom II. Carriers with these aircraft were far more flexible than a CVA-58 full of B-36 wannabees ever could have been. Arguably, by the 1960s the Navy’s ballistic missile submarines would amount to scarier strategic nuclear weapons than any aircraft-based delivery system.

The schematics for CVA-58 nonetheless informed the Navy’s first supercarriers, named rather appropriately the Forrestal-class, laid down during the Korean War. But the heavy-bomber carrying United States remains notable as the supercarrier the Navy absolutely thought it needed—but which with literally just a couple years more hindsight it discovered it truly could do without.

(This article appeared earlier this year.)

Sébastien Roblin holds a master’s degree in conflict resolution from Georgetown University and served as a university instructor for the Peace Corps in China. He has also worked in education, editing, and refugee resettlement in France and the United States. He currently writes on security and military history for War Is Boring. This first appeared earlier and is being posted due to reader interest.

Image: Wikimedia Commons

Richard Douglas

Security, Americas

Of all the revolvers on the market, few are like the Smith & Wesson Model 460XVR (Extreme Velocity Revolver).

Of all the revolvers on the market, few are like the Smith & Wesson Model 460XVR (Extreme Velocity Revolver). It’s one of the largest caliber handguns out there, with only giants like the S&W 500 registering a higher caliber. When it was released in 2005, there was literally nothing like it on the market. Since then, many companies have developed more powerful and accurate revolvers, but the 460 is a classic and still one of the best.

Accuracy

This gun has a rifle caliber placed inside of a handgun. It packs a punch, to say the least. However, if you aren’t careful it will become inaccurate. You have to clean it and take care of it as you should with any gun, but especially here. If you don’t your accuracy will slip quickly. It comes with adjustable rear sights, but if you plan on using it for big game hunting, I’d suggest adding your own sights on this one. It’ll make a great piece to add with your 30-30 hunting rifle, or whatever else you like to hunt with.

Reliability

This gun definitely makes up in power and pizazz what it lacks in reliability. I’ve had a few experiences where the casing has gotten stuck in the weapon after shooting and it’s a pain. You also have to be careful with making sure you are cleaning the gun regularly. I don’t own this one so I don’t have to deal with this, but my friend who loaned me it for the review has complained about accuracy slipping if he forgets to clean after shooting. Either remember to take care of it or expect it to slack off a bit.

Handling

The XVR standardly has a rubber grip, which I prefer for big game hunting. I like a Hogue grip on my revolvers, and I choose practicality over aesthetics. It’s easy to hold and I like it because of how much firepower is in the XVR. It’s stable and does its job. It fits my hands well and I wouldn’t change anything about the grip.

Trigger

If I haven’t already mentioned it, this gun is big, strong, and a little intense. Luckily, the trigger is not. It’s a smooth pull and I didn’t experience any problems when I shot with it. The smooth trigger is part of what will make this gun great for big game hunting and use in the field. It’s easy to use and packs a punch. It’s made for the real world.

Magazine and Reloading

When you shoot the 460 you can use either .454 Casull and .45 Colt ammunition. I like the .45 cold because it generates less recoil. It’s primarily personal preference but I’m just not trying to deal with excess recoil in my handgun. You also need to know that the 460 is a only a 5 shot revolver.

Length & Weight

If I haven’t already made this abundantly clear, this is a big gun. It weighs in at 72 ounces and has a barrel of 8.38 inches. The barrel is larger than some guns. The whole gun is 15 inches long. This massive size is to be expected, this one of the biggest and strongest revolvers on the market. The 460 is impressive, no doubt, but this gun is not for beginners.

Recoil Management

This gun does pack a punch. It’s strong, explosive, and powerful. That said, I was a little underwhelmed by the recoil. Compared to the firepower that came out of the barrel, I was expecting my wrist to hurt all afternoon, but the recoil was similar to a 44 Magnum. Considering that the 460 shoots at 2300 feet per second, I was quite surprised. 

Price

The 460XVR is one of the top-of-the-line revolvers on the market, and the pricing reflects that. Pricing can be as much as $1400 dollars, maybe more depending on the retailer that you get yours from. That said, if you’re even looking at this gun, you had to see this coming. It’s big and strong, and that strength costs money. If you like high powered revolvers but don’t love the high powered pricing, check out the Colt King Cobra or the Ruger GP100.

My Verdict

Of all the words that come to mind with the 460XVR from Smith & Wesson, “cool” is the word that makes the most sense. It’s cool the way muscle cars are cool. It’s ‘basically’ the muscle car of revolvers. It’s good ole fashioned American muscle. It’s cool, but I wouldn’t make it my top priority to own this gun. There’s also the Performance Center version of the XVR which essentially is the same firearm with smaller dimensions. I’d choose that, or another small revolver like the Taurus 380 or the Chiappa Rhino before I went all in on the most extreme revolver out there. I’m not an extreme guy, but if you are, this revolver was made for you.

Richard Douglas is a long-time shooter, outdoor enthusiast and technologist. He is the founder and editor of Scopes Field, and a columnist at The National Interest, Cheaper Than Dirt, Daily Caller and other publications.

Image: Smith & Wesson

Sebastien Roblin

A-12, Asia

The planes were able to show that, despite North Korean provocations, they were not mobilizing for a full war.

Key point: The USS Pueblo incident nearly caused a Second Korean War. Here is how the CIA spied out North Korea to see if Pyongyang really was preparing for another fight.

On October 30, 1967, a CIA spy-plane soared eighty-four thousand feet over Hanoi in northern Vietnam, traveling faster than a rifle bullet at over three times the speed of sound. A high-resolution camera in the angular black jet’s belly recorded over a mile of film footage of the terrain below—including the over 190 Soviet-built S-75 surface-to-air missiles sites.

The aircraft was an A-12 “Oxcart,” a smaller, faster single-seat precursor variant of the Air Force’s legendary SR-71 Blackbird spy plane.

The jet’s driver, Dennis Sullivan had earlier flown one hundred combat missions in an F-80 Starfighter over Korea for the U.S. Air Force. But Sullivan was technically no longer a military pilot—he had been “sheep-dipped,” temporarily decommissioned to fly the hi-tech jet on behalf of the CIA. He now sat in the cramped cockpit in a refrigerated space suit, as the friction generated by his plane’s Mach 3 speeds heated the cockpit to over five hundred degrees Fahrenheit.

Sullivan noted warnings light up on his instrument panel as Vietnamese Fan Song radars locked onto him. But they did not launch missiles. In twelve-and-a-half minutes he completed his run and looped around over Thailand, where he received aerial refueling. Then he embarked on a second pass.

But the North Vietnamese were waiting for him. A missile launch notification warned him that a 10.5-meter-long missile was heading towards him.

Decades later, Sullivan described in a speech seeing one of the missiles streak just past him, two-hundred meters away.

“Here comes a big’ol telephone sailing right by the cockpit—going straight up. That’s interesting . . . So I continued down the route, and didn’t see anything—until I got down the road, and then I could see behind me in the rear-view periscope at least four missile contrails, all spread out. Those four contrails went up about 90-95,000 feet and all turned over, bunched up in a line, headed for my tail end.”

The A-12 officially had a maximum speed of Mach 3.2—but the missiles that were following Sullivan could attain Mach 3.5.

“I said, ‘Holy smokes—those things fly pretty good up there for something which doesn’t have much in the way of wings.’ So I watched them come.… They’d get up right behind me, very close, and all of the sudden there’d be a big red fireball—a big white cloud of smoke—and you’d immediately pull away from it. You were going thirty miles a minute. [Note: actually, 41 miles per minute!] Every one of those SAMs guided absolutely perfectly and did the same darn thing.”

The missile’s 440-pound proximity-fused warhead was designed to swat planes out of the sky within 65 meters of the point of detonation. However, in the thinner air of the upper atmosphere, its fragments could travel up to four times as far.

Sullivan escaped and landed his A-12 in Kadena Air Base, where it spent several minutes cooling on the tarmac before mechanics could even touch its friction-heated skin. The stress of the heat and high speeds exacted a steep physical toll on the jet’s pilots, who lost an average of five pounds of body weight on the completion of their three to four- hour missions.

He was sitting for debriefing when mechanics burst in the room to show him two metal fragments from a missile’s nose cone they had found buried under his low left wing—just shy of his jet’s fuel tank.

Later when, Sullivan’s camera footage was found to have captured the ghostly white contrails of six surface-to-air missiles surging towards him from the ground.

Operation Black Shield

The CIA’s twelve ultra-fast A-12 jets were doomed to a brief operational career after the first flight in 1962. Following on the heels of several U-2 spy plane shootdowns, Washington was no longer willing to authorize overflights of Soviet territory which the A-12 had been designed to perform. Meanwhile, the Air Force ordered a larger SR-71 variant of the A-12 that was deemed superior in a “fly off” in November 1967. Unwilling to fund both highly similar aircraft, the CIA’s A-12 fleet was promptly scheduled for retirement.

However for ten months, the A-12 briefly filled a vital niche providing rapid high-value photo intelligence over Asia, where the political and military risks were deemed acceptable. Between May 31, 1967, and March 8, 1968, CIA drivers flew A-12 on twenty-nine spy missions over Cambodia, North Korea and Vietnam in an operation codenamed Black Shield. The jets flew out of Kadena Airbase in Okinawa, Japan, supported by over 250 support personnel.

Initially, President Lyndon B. Johnson was concerned by reports that North Vietnam had obtained Surface-to-Surface (SSM) missiles for attacks on South Vietnam. On May 31, 1967, CIA driver Mele Vojvodich took of in a rainstorm and recorded a mile-long reel of camera footage covering most of Northern Vietnam. The reel was then air-transported for development by Kodak in Rochester, NY. The verdict, confirmed by subsequent overflights, was that Hanoi had no SSMs after all.

A-12 intelligence often directly influenced LBJ’s decisions to commit to air raids during the Vietnam War. However, the Oxcart’s stealth features never proved adequate to avoid detection by Soviet-built radars.

On October 28, 1967, an S-75 launched a missile at an A-12 flown by Miller, but did not come particularly close. However, after Miller’s close call two days later on October 30, the Black Shield flights were temporarily suspended. A later January 4 mission on the same route over Hanoi also elicited a missile launch, to no effect.

Meanwhile, on January 23, 1968, North Korean patrol boats seized the USS Pueblo, an American spy ship operating in international waters, taking her crew into captivity. Worrying the incident, combined with a failed commando raid on the South Korean presidential palace, might herald a second Korean War, Johnson was persuaded to dispatch an A-12 flown by Jack Weeks over North Korea on January 26.

Analysis of Week’s photos located the USS Pueblo near Wonsan anchored next to two patrol boats—and also revealed that Pyongyang had not mobilized its troops for war. This led Johnson to rule out plans for a preemptive or punitive strike in favor of diplomatic measures which eventually saw the ship’s abused crew released nearly a year later.

A-12s flew two additional missions over North Korea to keep tabs on the ship, which was eventually moved to Pyongyang. Tragically, Weeks died a half-year later on June 5 when a malfunction in his A-12’s starboard turbojet engine caused its to overheat, breaking his plane apart over the South China Sea. Sixteen days later, a CIA A-12 made its last flight before the type was retired from service.

Sullivan’s close brush over Vietnam suggests its fortunate no A-12 overflights were authorized over the Soviet Union, where they would have been exposed to even greater peril, from high-speed interceptors and more advanced SAMs like the S-200 (SA-5). Today, such high-risk photo intelligence is largely acquired by satellite, or by expendable drones.

Sébastien Roblin holds a master’s degree in conflict resolution from Georgetown University and served as a university instructor for the Peace Corps in China. He has also worked in education, editing, and refugee resettlement in France and the United States. He currently writes on security and military history for War Is Boring. This first appeared earlier and is being posted due to reader interest.

Image: Reuters.

Jack L. Rozdilsky

Politics, The Americas

Prior to Jan. 6, in the popular American imagination, violent mobs obstructing legal election processes only occurred in faraway places with a fragile hold on democratic institutions.

In a dark and surreal moment in American history, on the afternoon of Jan. 6, a group of Americans staged a violent protest by assaulting their own capitol building. In this short-lived riot attempt, four lives were lost, numerous injuries occurred, blood was spilled inside of the Capitol, the halls of government were ransacked and the constitutionally prescribed mechanisms of an election were interrupted.

Law enforcement officials now worry that a dangerous lesson could linger — a mob could shut down American democracy itself, by targeting its weakly defended centres of power. The origin of this disaster event lies with Trump’s inflammatory rhetoric spurring malcontents to attempt an insurrection. And in a rally earlier in the day, Trump ally Rudy Giuliani called for a “trial by combat.”

On the day after the quagmire, it is unclear how security authorities’ errors in tactics, techniques and procedures failed to defend the Capitol from incursion. It will take some time to unwind the specific series of missteps that allowed for a mob of criminals to embarrass the U.S. federal government.

What is clear is that a failure of imagination was one factor that contributed to the previously unimaginable and extremely dangerous events that unfolded in Washington, D.C., on Jan. 6.

It can’t happen here

The U.S. was — with an emphasis on was — a place that held the perception that something like this couldn’t possibly happen here. Images of intruders storming the symbolic centre of U.S. government were reserved for action and disaster films, like Roland Emmerich’s White House Down. One of the mistakes made in the lead up to the insurrection attempt was that it was not practically imagined that a hoard of hooligans could be unleashed to literally climb the walls of the chambers of the U.S. Congress, and that they would get away with it!

Prior to Jan. 6, in the popular American imagination, violent mobs obstructing legal election processes only occurred in faraway places with a fragile hold on democratic institutions.

The perception for America that “it can’t happen here” has been shattered. In previous analysis of the potential for electoral violence in the U.S., I have stated that even falling a little towards the direction of a fragile state prior to Jan. 20 can create a more permissive environment for inappropriate expressions of grievances through violence.

Unfortunately, such sentiments are now ringing true.

How was this chaos allowed?

The second failure of imagination was by security authorities. For reasons unknown at this point, security forces were unable to stop invaders from attacking the Capitol, when the threat was in plain sight for weeks. It may have been beyond authorities’ range of imagination that pro-Trump mobs would actually attack the Capitol.

 

What is puzzling is that the U.S. government clearly has forces at its disposal to defend key government sites. There are numerous historical examples of authorities taking a no-nonsense approach to putting down real or perceived threats to the nation’s Capitol.

One historic example of a muscular use of force was on July 28, 1932, when President Herbert Hoover ordered the U.S. Army to evict thousands of “Bonus Army” veterans from the Capitol. Soldiers under General MacArthur’s command set the protestors’ camps on fire and forcibly expelled thousands of disgruntled veterans from Washington.

During the turbulence of the 1960s, on Oct. 21, 1967, a large contingent of 35,000 anti-Vietnam war protesters marched on the Pentagon. Some of the demonstrators attempted to disrupt military operations by storming the Pentagon. When 20 to 30 of the demonstrators pushed through the line of U.S. Marshals and military police into the Pentagon’s Mall entrance, they were greeted by heavily armed troops. The business of the Pentagon was not interrupted.

One does not even have to look too far back in history to find a contrast in response methods. In June 2020, during Black Lives Matter protests, the tactic of an authoritative projection of force was used, as battle-ready soldiers from the D.C. National Guard stood ready to put down potential violent disorder, which did not occur. In stark contrast, during the violent assault on the Capitol by pro-Trump rioters, the National Guard was not deployed until the damage was already done.

The question of why a group of pro-Trump troublemakers was able to ravage to the U.S. Capitol and disrupt a joint session of Congress needs to be answered. This incident should not be viewed as mere political shenanigans, rather it should be considered as evidence of a serious gap in national security.

Beyond the pale

This level of dysfunction is beyond the pale. While Facebook and Twitter took action to ban Trump from pressing buttons and sending out dangerous social media messages, Trump still has access to the button that launches nuclear weapons.

 

At 3:41 a.m. on Jan. 7, Congress eventually certified Joe Biden’s electoral college victory. The mechanisms of democracy will limp along, and Biden will be sworn in as President on Jan. 20. Until that date, that nation remains in peril. Even once Biden is in office, the menace of Trump’s continued influence will remain.

The U.S. cannot afford the political lack of will or lack of ability to defend itself against acts of insurrection and sedition. During these final two weeks of Trump’s term in office, the failure to consider the possibility of a repeated insurrection represents an existential threat to the U.S. at this time.

Jack L. Rozdilsky, Associate Professor of Disaster and Emergency Management, York University, Canada

This article is republished from The Conversation under a Creative Commons license. Read the original article.

Image: Reuters

Sebastien Roblin

Security, Europe

In fact, one of their trained animals actually got caught spying on NATO ships.

Key point: Russia used dolphins and whales to spy on other navies. Here is how this secret came to light.

On April 22, 2019 fishermen off the coast of northeastern Norway were approached by an unusually friendly beluga whale, as reported by Norwegian periodical NRK. The adorable pale white cetacean repeatedly rubbed against fishing boat hulls, attempting to dislodge a yellow harness on its back.

This first appeared earlier and is being posted due to reader interest.

Two days later the four-meter-long Beluga was lured with cod fillets by a fisheries boat. A fishermen jumped into the water and removed the harness. You can see a recording of the peculiar incident here.

The harness had a clip apparently for mounting a camera, and the words “Equipment of St. Petersburg” written on a buckle. A similar yellow harness, this time mounting a camera, can be seen on a sea lion trained by the Russian Navy in a 2018 Russia Today article. Related screen captures can be viewed here.

As no Russian civilian research programs reported the loss of a whale, it is widely believed (though not officially confirmed) that the friendly beluga escaped from a Russian military program presumably training whales for surveillance of Scandinavian waters. Since 2014, Russian forces have increasingly targeted Norway and Sweden with mock attack runs and surveillance missions.

Beluga whales, which can weigh up to 1.75-tons, have strong echolocation capabilities and can dive up to 700 meters deep—deeper than all but a few military submarines. Both the Soviet Union and U.S. military have trained beluga whales for military purposes, as well as larger numbers of dolphins, sea lions, and seals.

Soviet Combat Dolphins

In the early 1960s the U.S. Navy began training marine mammals to retrieve underwater objects and detect infiltrating swimmers. Dolphin and whale echolocation amounted to an incredibly precise form of active sonar. Furthermore, due to their high levels of intelligence, marine mammals could be trained to retrieve objects or even drag swimmers to the surface using operant-conditioning methods.

The Navy deployed dolphins and sea lions to guard ships in Cam Ranh Bay, Vietnam, and Bahrain, and to search and mark naval mines in the Persian Gulf and the Iraqi port of Umm Qasr. Today, the San Diego-based Marine Mammal program musters around seventy-five dolphins and thirty sea lions—half its Cold War peak.

In 1965, the Soviet Navy responded by opening its own marine life program on the Black Sea, based near Sevastopol on the Crimean Peninsula. A second center on the Arctic Ocean, the Murmansk Marine Biological Institute, was opened in 1984.

The Soviets feared sabotage by naval commandos, which also explains their development of a diverse family of underwater small arms. NATO benefited from the expertise of Italian Navy frogmen, who during World War II had infiltrated Allied harbors and used limpet mines to cripple two battleships, a cruiser and numerous other vessels.

A declassified 1976 CIA report reveals that the Soviet marine mammal program initially suffered severe deficits of scientific expertise and professional handlers. Dolphins died in droves from being fed un-thawed frozen fish, lack of prophylactic medical care, and inadequate environmental conditioning. Reportedly only two out forty-seven dolphins survived transportation to the facility. By 1974, the number “improved” to two survivors out of fifteen.

The report alleges that Soviet academics lacked familiarity with operant conditioning techniques, and instead used Pavlovian methods. These focused on creating positive “associations” while operant conditioning reinforced or punished actions, making the latter more effective for task-oriented training.

Eventually, the Soviet Navy recruited circus handlers, who employed combative “rough play” to build intimacy with the dolphins.

Object retrieval and reconnaissance was part of the Soviet program. On one occasion, Soviet dolphins located a prototype Medevka anti-submarine torpedo. The Soviet Union also tested a device designed to transmit the returns of organic dolphin sonar to help detect intruding submarines.

However, former dolphin instructors have repeatedly emphasized that “combat dolphins” were trained for lethal attacks.

Soviet scientist Gennady Matishov describes the tactics in an article by Nicholai Litovkin:

Their main role is to protect the waters of the fleet's principal base against underwater saboteurs. For instance, the bottlenose dolphins 'graze' at the entrance of the bay and, on detecting an intruder, immediately signal to an operator at a coastal surveillance point. After that, in response to the relevant command, they're capable of killing an enemy on their own with a special dolphin muzzle with a spike.

Matishov goes on to describe another novel defensive scheme developed by the Northern Fleet that could have come out of an Austin Powers flick.

“The naval command's idea was to deploy beluga whales at entrances to bays as sentries. If they detected an enemy, they were to signal their discovery to a handler, who was to release killer seals from their cages.

Supposedly, the Belugas proved “unsuitable” in arctic waters, so the navy focused on bearded seals instead. These proved scary during a counter-sabotage exercise:

Marine commandos were ordered to infiltrate a submarine base unnoticed and mine the vessels. But we did not warn the lads whom they would be up against. Literally a few minutes after the handlers opened the cage doors and the seals shot off into the bay, all the commandos returned to the surface and tried to make off for all they were worth.

U.S. Navy SEAL Brandon Webb described a different kill mechanism in his memoir: mounting hypodermic needles full of compressed gas over the dolphin’s nose. The dolphins were trained to headbutt and inject the needles, causing an embolism with fatal results.

Russia also reportedly trained kamikaze dolphins to deposit limpet mines onto enemy submarines. Former handler Col. Victor Baranets told BBC they were trained to distinguish between the sounds of the propellers of Soviet and American submarines.

However, operationalizing such a concept would be difficult, considering the Soviet World War II experience deploying explosive-laden dogs trained to dive under Nazi tanks, tripping a detonator rod on their backs. Because the dogs were more familiar with Soviet vehicles, they frequently ran towards Russian tanks or even their own handlers with catastrophic results.

It’s hard to believe the Soviet Navy would trust dolphins swimming close to port to decide whether to blow up a submarine carrying dozens of crew members. Perhaps the Soviets had a concept for offensive deployment: Litovkin claims that “bottlenose dolphins were trained for airdrops from helicopters” to perform ‘special forces’ missions.

Crimean Dolphin Controversies

With the dissolution of the Soviet Union in 1991, the Crimea-based combat dolphin program passed to Ukraine. However, lacking funding the trained dolphins increasingly served as tourist attractions or therapy animals.

Finally, in 2001 the program’s manager Boris Zhurid sold the animals to Iran, claiming he lacked the finances to give them proper care. Twenty-six animals, including a beluga whale, four bottlenose dolphins, walruses and sea lions were transported by cargo plane to Iran.

It’s unclear whether Iran investigated a military use for military sea mammals. Most likely the Ukrainian dolphins were amongst those acquired for civilian use by the Kish Island dolphin park. Iran’s long coastline facing the narrow Persian Gulf make offensive marine-life operations hypothetically more practical. Tehran, incidentally, has accused Israel of using a camera-equipped dolphin for spying.

Meanwhile, in 2012 Ukraine reopened it its combat dolphin program with ten new dolphins trained to attack enemy intruders with “special knives or pistols fixed to their heads.” Just two years later, Kiev was about to close the program a second time when Russian forces seized the Crimean Peninsula—and refused requests to hand the dolphins back.

Some reports state the Ukrainian dolphins starved to death under Russian care. A Ukrainian spokesmen claimed the “patriotic” dolphins went on “hunger strike” due to their attachment to their Ukrainian handlers. Russian sources have variously claimed the dolphins died because of poor treatment by the Ukrainians, or that there were no dolphins remaining in the program to start with.

However, in 2016 the Russian government issued a tender for five dolphins, three male and two female, stipulating they must have “faultless teeth” and “impeccable motor skills.” These were eventually purchased from the Utrish Dolphinarium for the equivalent of $26,000.

Since then, Russian media has profiled the new dolphin training program, emphasizing its application for lethal attacks. While the U.S. Navy denies having trained killer dolphins or seals (likely not entirely truthfully), Moscow apparently sees the optics in a different light.

Sébastien Roblin holds a master’s degree in conflict resolution from Georgetown University and served as a university instructor for the Peace Corps in China. He has also worked in education, editing, and refugee resettlement in France and the United States. He currently writes on security and military history for War Is Boring. This first appeared earlier and is being posted due to reader interest.

Image: Reuters.

Peter Suciu

Oliver Hazard Perry-class,

A Cold War legend Russian submarine crews hated.

Many U.S. Navy warships have a lasting legacy and will be remembered for their accomplishments and abilities. This includes vessels such as the Iowa-class battleships and USS Enterprise (CVN-65), the first nuclear-powered aircraft carrier. Even the Navy's workhorse Arleigh Burke-class destroyers (DDGs) will likely find a place in history given the role these have played in recent conflicts.

The same likely may not hold true for the Oliver Hazard Perry­-class of low-cost gas turbine-powered anti-submarine warfare (ASW) frigates, which could also perform the secondary role as anti-aircraft (AA) and anti-surface ship warfare (ASuW) vessels. Designed to provide escort protection for other ships, the Navy has said these proved to be the “little ship that could” for enduring missions over the course of nearly four decades. The frigates conducted maritime interdiction operations, counter-narcotic efforts, and engagements with partner navies—thus fulfilling the Navy's Cooperative Strategy for 21st Century Seapower or Maritime Strategy.

The frigates were developed by the Navy to replace the World War II destroyers set to retire, and in order to meet the numerical needs that resulted in stringent design controls that were placed on the size and costs. As a result of “protracted periods of austerity,” the crews of the frigates faced spare parts shortages and even reduced maintenance support.

Along with the ships, the crews proved “they could” as well, and sailors assigned to the frigates—named after the hero of the naval Battle of Lake Erie, U.S. Commodore Oliver Hazard Perry—showed their determination, ingenuity and even grit to ensure the mission could be completed.

Initially classified as a patrol frigate (PF) the ships were re-designated guided-missile frigates (FFG) in June 1975, when the larger guided-missile frigates of the 1950s and 1960s were re-designated DDG (guided-missile destroyers) and CG (guided-missile cruisers).

A total of seventy-one of the warships were built between 1977 and 2004 by Bath Iron Works and Todd Shipyards, and fifty-one saw service with the U.S. Navy. The last of those—USS Simpson (FFG-56)—was decommissioned in 2016, while many of the retired were either mothballed or transferred to other navies.

Currently, nearly three dozen of the Cold War frigates remain operational with such navies as Turkey, Egypt, Poland, and Chile. The Republic of China (Taiwan) remains the largest operator of the Oliver Hazard Perry-class with ten in service. In 2018, it was even announced that the United States. would offer the retired vessels to Ukraine after a large part of its navy was seized following the annexation of Crimea by Russia.

The Oliver Hazard Perry-class frigates were produced in two variants, known as “short-hull” and “long-hull,” with the later variant being eight feet longer than the short-hull version—either 445 or 453 feet in overall length, while both had a beam of 45 feet and a draft of 22 feet. The long-hull ships carried SH-60B LAMPS III helicopters, while the short-hull units carried the SH-2G. Both versions were powered by single shaft driven by 2 LM2500 gas turbines. Their maximum sustained speed was around 29 knots and the frigates had a range of 4,200 nautical miles at 20 knots. The ship’s active complement was fifteen officers and one hundred seventy-nine enlisted personnel.

The frigates were initially armed with one single-arm Mk 13 Missile Launcher with a 40-missile magazine that contained SM-1MR anti-aircraft guided missiles and Harpoon anti-ship missiles. It was removed from the U.S. Navy ships beginning in 2003, due to the retirement of the SM-1 missile from U.S. service. The loss of the launchers also stripped the frigates of their Harpoon anti-ship missiles.

In June 2009, Vice Adm. Barry McCullough turned down the suggestion of Rep. Mel Martinez (R-Florida) to keep the frigates in service, citing their worn-out and maxed-out condition. In the end, the vessels proved to be past their prime and with the retirement of FFG-56, the U.S. Navy was devoid of frigates for the first time since 1943.

Peter Suciu is a Michigan-based writer who has contributed to more than four dozen magazines, newspapers, and websites. He regularly writes about military small arms, and is the author of several books on military headgear including A Gallery of Military Headdress, which is available on Amazon.com.

Stephen Silver

Technology, Americas

If it occurs, then it will be an amazing combination.

The last few weeks have been full of conflicting reports, from both analysts and media, about Apple’s plans to produce a car.

The Apple car project, which goes by the name Project Titan, has been in the works for many years, mostly in secret, although Apple observers have often had to go by clues posed by job listings and vague public comments by Apple executives.

In December, Apple reshuffled the executives who were supervising the project. Then, the following week, Reuters reported that Apple was “targeting 2024 to produce a passenger vehicle that could include its own breakthrough battery technology.” Indications for a while, prior to then, was that Apple wasn’t making a standalone car, but was developing technology that would be used to partner with other manufacturers.

Other reports have stated that Apple will likely take longer than that, with Bloomberg News, earlier this week, reporting that development of the product was in “early stages,” and that the fruition of the project was “at least half a decade away,” which would place its arrival at around 2026.

Apple, per the report, “has a small team of hardware engineers developing drive systems, vehicle interior and external car body designs with the goal of eventually shipping a vehicle.”

Meanwhile, another report Thursday, for the first time, named a car company that was in collaboration with Apple on such a car-the South Korean company Hyundai. Following the report by the Korea Economic Daily, Hyundai confirmed to CNBC that it had indeed had such talks with Apple.

“We understand that Apple is in discussion with a variety of global automakers, including Hyundai Motor. As the discussion is at its early stage, nothing has been decided,” A Hyundai spokesperson told CNBC. The news sent Hyundai’s stock soaring on Tuesday.

The report out of Korea had stated that the collaboration was Apple’s idea and that Hyundai was “reviewing the terms.” The arrival of the car was timed for 2027.

Analyst Daniel Ives of Wedbush, in a note this week, predicted that Apple will make some sort of announcement this year, which “lays the groundwork to enter the burgeoning EV space.” 

“We would assign the chances of Apple unveiling its own standalone car by 2024 as 35%-40% given the Herculean-like auto production capabilities, battery technology ramp, financial model implications, and regulatory hurdles involved in such a game-changing initiative.” Ives wrote in the note. “In addition, on the autonomous front and given safety/regulatory issues we would see a longer timeframe if Apple ultimately heads down this path especially given the cautious DNA of Cook & Co. in launching new products.”

Stephen Silver, a technology writer for The National Interest, is a journalist, essayist and film critic, who is also a contributor to Philly Voice, Philadelphia Weekly, the Jewish Telegraphic Agency, Living Life Fearless, Backstage magazine, Broad Street Review and Splice Today. The co-founder of the Philadelphia Film Critics Circle, Stephen lives in suburban Philadelphia with his wife and two sons. Follow him on Twitter at @StephenSilver.

Image: Reuters