View allAll Photos Tagged Contingency
An Illinois Air National Guard C-130 Hercules takes off from the Red Devil Landing Zone during exercise Cerberus Strike 16-02 on Fort Carson, Colo., Sept. 12, 2016. Contingency response forces rehearsed potential real-world situations by training with Army counterparts in cargo uploading and downloading on aircraft, aircraft engine running off-loads, communications, aerial port procedures, and air mobility liaison officer operations with airdrops from aircraft during the exercise. (U.S. Air Force photo/Master Sgt. Joseph Swafford)
PHILIPINE SEA (March 4 2020) U.S. Navy and Japan Maritime Self-Defense Force Sailors stand in formation on the flight deck aboard the Arleigh Burke-class guided-missile destroyer USS Barry (DDG 52) and Takanami-class destroyer JS Suzunami (DD 114) during the U.S.-Japan Bilateral Advanced Warfighting Training exercise. This formation to commemorate the 60th anniversary of the Treaty of Mutual Cooperation and Security between the United States and Japan signed in 1960. BAWT improves interoperability between the U.S. Navy and JMSDF to work together to confront any contingency. ( U.S. Navy photo released by Mass Communication Specialist 3rd Class Cody Beam)
Pictured are personnel from 34 Squadron, The Royal Air Force Regiment based at RAF Leeming, undertaking Live Firing Tactical Training at the Otterburn Training Area.
This training formed part of the Contingency Operating Training for the Joint Expeditionary Force.
With a strength of 164 personnel, including specialist engineering and support staff, the Squadron’s firepower is provided by a wide range of infantry weapons including sniper rifles, general purpose machine guns and light and medium mortars.
Fully air portable, the Squadron’s cross-country mobility is provided by a variety of off road platforms battlefield communications systems and a highly effective range of surveillance and night observation equipment which help complete 34 Squadron’s inventory to make it a flexible and powerful force capable of deploying anywhere in the world to defend British air assets or to take part in wider military action.
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© Crown Copyright 2014
Photographer: SAC Phil Dye
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INDIAN OCEAN (Aug. 30, 2018) An F-35B Lightning II, attached to the “Avengers” of Marine Fighter Attack Squadron (VMFA) 211, launches from the flight deck of Wasp-class amphibious assault ship USS Essex (LHD 2) during a regularly scheduled deployment of the Essex Amphibious Ready Group (ARG) and 13th Marine Expeditionary Unit (MEU). The Essex ARG/13th MEU is a capable and lethal Navy-Marine Corps team deployed to the 7th fleet area of operations to support regional stability, reassure partners and allies and maintain a presence postured to respond to any crisis ranging from humanitarian assistance to contingency operations. The Essex ARG and 13th MEU is the first continental U.S. Navy/Marine Corps team to deploy with the new and increased multi-mission capabilities of the F-35B Lightning II, ultimately increasing the lethality and survivability of the amphibious force. (U.S. Navy photo by Mass Communication Specialist Seaman Sabyn L. Marrs)
A U.S. Air Force C-130 Hercules from Little Rock Air force Base, Ark., performs an engine-running offload at Geronimo Landing Zone on Fort Polk La., Oct. 17, 2012. The aircraft was supporting Joint Readiness Training Center Exercise Decisive Action. The exercise includes emphasis on joint forcible entry, phased deployment with an airborne parachute operation, a combined noncombatant evacuation, combine arms maneuver, wide area security, unconventional warfare and unified land operations in a joint, interagency, intergovernmental and multinational environment.
621st Contingency Response Wing
Photo by Tech. Sgt. Edward Gyokeres
Date Taken:10.17.2012
Location:FORT POLK, LA, US
Read more: www.dvidshub.net/image/766116/joint-readiness-training-ce...
SASEBO, Japan (Jan. 25, 2017) The amphibious transport dock ship USS Green Bay (LPD 20) departs Commander, Fleet Activities Sasebo. Green Bay is on a routine patrol, operating in the Indo-Asia-Pacific region to enhance partnerships and be a ready response force for any type of contingency. (U.S. Navy photo by Mass Communication Specialist 1st Class Chris Williamson/Released)
When first sent to the Selby depot, low floor DAF DB250LF Optare Spectra YG52 CFJ was allocated as a school bus. In recent weeks however it has become part of the MAX fleet for the 415 Grand Yorkshire Connections service between York and Selby, and is seen loading up passengers at Piccadilly before an afternoon run.
PHILIPPINE SEA (March 27, 2019) An MV-22 Osprey, assigned to Marine Medium Tiltrotor Squadron (VMM) 268, lands aboard the flight deck of the amphibious assault ship USS Wasp (LHD 1). Wasp, flagship of Wasp Amphibious Ready Group, is operating in the Indo-Pacific region to enhance interoperability with partners and serve as a lethal ready-response force for any type of contingency. (U.S. Navy photo by Mass Communication Specialist 1st Class Daniel Barker)
A Challenger 2 main battle tank (MBT) is pictured during a live firing exercise in Grafenwöhr, Germany.
Exercise BAVARIAN CHARGER was the first of three large contingency operation exercises being undertaken by 20th Armoured Brigade between May – October 2013. Contingency Operations training is known as Hybrid Foundation Training or HFT.
The aim of this exercise was to train the 5 Rifles, The Queens Dragoon Guards (QDG) Battle Groups and 1 Logistic Support Regiment in combined arms manoeuvre.
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© Crown Copyright 2013
Photographer: Cpl Wes Calder RLC
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OKINAWA, Japan (March 19, 2018) Master-at-Arms 2nd Class Thomas Butcher looks on from a harbor patrol boat as the amphibious assault ship USS Wasp (LHD 1) departs the harbor at White Beach Naval Facility. Wasp, with embarked 31st Marine Expeditionary Unit, is operating in the Indo-Pacific region as part of a regularly scheduled patrol and provides a rapid-response capability in the event of a regional contingency or natural disaster. (U.S. Navy photo by Mass Communication Specialist 2nd Class Sarah Villegas/ Released)
CORAL SEA (Aug. 8, 2017) Landing craft air cushion (LCAC) 21, assigned to Naval Beach Unit (NBU) 7, approaches the well deck of the amphibious assault ship USS Bonhomme Richard (LHD 6) as part of Amphibious Integration Training (AIT). Bonhomme Richard, flagship of the Bonhomme Richard Expeditionary Strike Group, is participating in AIT with the 31st Marine Expeditionary Unit (MEU) to increase joint capability to respond to a number of potential contingencies. AIT, taking place off the coast of and within Australia's Shoalwater Bay Training Area, will test the MEU's ability to conduct all of its core missions such as stability operations, non-combatant evacuation and disaster relief. (U.S. Navy photo by Mass Communication Specialist 3rd Class William Sykes/Released)
BlasTech
Combined Ordinance System, 1st Model
Secret Project :: Authorization Level: ARC
++ The Emperor is dead ++
++ Initiate Contingency A through XC:1 ++
IEB Expedition fleet maintain firm presence in the Unknown Regions, Contingency Byss is underway. Prepare for any immanent threat. These weapons will be the last shipment until Order is reestablished. The COS-1X will replace your current squad ordinance launchers. They are capable of firing extremely compressed blaster gas as a primary fire mode and a proton missile as a secondary fire mode. The proton missile is more potent than the standard grenade fired from your grenade launchers. an offset scope has been included so Stormtroopers without helmets and officers can effectively operate the weapon.
Prepare for Operation Kingdom Return.
this is for the P90 Piss Around Comp. Surprisingly I was able to use the P90 mag in the right place (sort of)
EAST CHINA SEA (Oct. 20, 2018) An MH-60S Sea Hawk helicopter, assigned to the "Island Knights" of Helicopter Sea Combat Squadron (HSC) 25, transports pallets of food and supplies to the amphibious assault ship USS Wasp (LHD 1) during a vertical replenishment with the Military Sealift Command fleet replenishment oiler USNS Tippecanoe (T-AO 199). Wasp, flagship of Wasp Amphibious Ready Group, with embarked 31st Marine Expeditionary Unit, is operating in the Indo-Pacific region to enhance interoperability with partners and serve as a ready-response force for any type of contingency. (U.S. Navy photo by Mass Communication Specialist 1st Class Daniel Barker)
A portrait of dancer Adrienne O'Leary from the Janis Claxton Dance Company performing 'Chaos and Contingency' in the Grand Gallery of National Museum of Scotland. This was part of the 2013 Edinburgh Science Festival Programme.
You can find out more about Janis Claxton's Dance Company, here:
You can see more shots from this event at these links:
My thanks are due to Frances Sutton from Edinburgh Science Festival, Esme Haigh from National Museum of Scotland and Janis Claxton.
PHUKET, Thailand (Aug. 15, 2021) U.S. Navy and Thailand Maritime Enforcement Command Center (Thai MECC) personnel practice maritime tactics, techniques and procedures during Southeast Asia Cooperation and Training (SEACAT) exercise. In its 20th year, SEACAT is a multilateral exercise designed to enhance cooperation among 21 participating Southeast Asian countries and provide mutual support and a common goal to address crises, contingencies, and illegal activities in the maritime domain in support of a free and open Indo-Pacific. (Thailand Maritime Enforcement Command Center courtesy photo)
Extract from 'A Day on the Road' article from the Commercial Motor Magazine October 21st 1909.
A Motor-transport Contractor's Leyland Steam Wagon on Greasy Stone Setts in Lancashire.
Recounted by a Member of the Editorial Staff.
" It is twenty minutes past three, Sir!" announced the night porter, at the Park Hotel, Preston, one recent Monday morning, after he had already alarmed me by vigorously knocking on the door of my bedroom. I conveyed to him, with as much grace as I could muster at that early hour, an intimation that I was no longer asleep, and that there was no need to awaken
every other visitor in the hotel. I had arrived at Preston not more than four hours previously, after a most tiresome journey, by train and taxicab, from York, and, if my manner was rather short, I sincerely hope that the obliging official who aroused me on that morning has not since been consumed with grief on account of my hastily-spoken words. When I readied the coffee-room, and discovered that he had prepared a tempting breakfast for me, 1 felt more kindly disposed towards him. Having done full justice to the meal. I left the hotel in order to keep an appointment, at the running-shed of H. Viney and Co., Ltd., Motor-transport Engineers, of Strand Road, Preston, whence I was to start with a Levland " steamer " on its usual Monday's round. The Preston Town Council had evidently neglected to settle the previous quarter's account for street lighting, and, as the streets were absolutely deserted at that early hour, I gave up the attempt, unguided, to reach the running shed, and awaited the arrival of the wagon in Fishergate, along which thoroughfare the machine was bound to pass, on its way to Burnley.
This five-ton wagon and trailer are loaded up each Saturday, and the start is made not later than 4 a.m. on the Monday morning following for the places named, where over 200 cases of Whitbread's bottled stout and beer are delivered during 22 calls. This " round " forms part of a large contract, which is to extend over many years, with Whitbread and Co., Ltd. The total distance for this run is about 50 miles, and the total imposed load on the wagon and its trailer is nearly eight tons. When the wagon put in an appearance, in Fishergate, shortly after four o'clock, I made myself as comfortable as possible among the cases of bottled goods, and by 6.15 we had reached Blackburn, and the wagon was climbing the long stonesett-armoured hill on the road to
Burnley. The greasy state of the surface caused the wheels to skid very badly, and, had not the vehicle been skilfully handled by the men in charge, there might have been a serious accident; as it was, we ultimately surmounted the hill after the use of sacks. grit and—nausele. When nearing Church, at 7 a.m., we made our first halt for water, and again, just before entering Burnley, we took in a further supply, not because it was immediately needed, but so that we might be enabled to complete the delivery of the bulk of our cargo in Burnley and Brierfield without making further stops for watering. The first delivery, consisting of 20 cases of bottled stout and ale, was made at Burnley at 8.20 a.m., and at several other places in this town were further deliveries made.
Burnley's streets have an unenviable reputation among drivers of heavy commercial vehicles; many a wagon is forced, by the electric tramcars, on to the excessive side-fall of the roads, and, once its wheels slide into the gutter of a Burnley street, a steel-tired machine is only " pinched" out again with great difficulty. We made the last local delivery in the Burnley district at 10.30, at a point less than eight miles from the boundary line which separates Lancashire from Yorkshire. Brierfield was our next place of call ; here we left over 100 eases of bottled goods, and received the same number of " empties." I took a. photograph of the wagon when in the position to which it was backed, along a narrow lane some 30 yds. long, for unloading, and this view shows how little room there was to spare between the two walls and the sides of the vehicle; a slight error of judgment on the part of the driver, and he would have had the not too-substantially-built walls falling in on his wagon. In addition to this man, " Joe " Ridgley, and the stoker, a. loader accompanies this wagon, and his duties are particularly responsible; lie must not only "do his little bit " so far as the handling of the load is concerned, but he must also, in many cases, collect the aeccents for the goods delivered, and make due allowances for " returned empties," etc. These three men formed a. N cry cheery " crowd," and I was pleased to note that they showed genuine interest in their work, and, when not occupied in the handling of the load, each would find some little duty to perform in connection with the wagon or its trailer-duties which were discharged automatically, and without a grumble; in fact, the stoker's " chuckle" was something to remember for many a day. I was informed that he is an ex-army man who had been through the South-African campaign. I can imagine that such a nature as is habitually displayed by him would make him a very popular man amongst the Tommies after a hard da3's work. Having witnessed the completion of the exchange of full bottles for empty ones, I left the men to partake of their mid-day meal, and sought. out • a satisfying, if not too-appetising, meal for myself at a neighbouring hotel. We were all on the road again by 12.45, and, before leaving Brierfield, we took up more water, from a stone trough at the side of the road. This trough receives its supply from a spring in the side of a neighbouring bill, and, consequently, is " free " water to all comers. Notwithstanding this, the local authorities have posted a notice to the effect that the taking of water is prohibited. How much regard we paid to this notice may be judged by those readers who choose to examine the accompanying illustration of the notice and the tank in question. The " snaky" object at the lower right-hand corner is our suction hose. I may add that a
Yorkshire " was standing near by, also waiting to take in water, and a " limb of the law " was not many yards away. Legal proceedings, I am told, can only be taken if the watering steamer causes any obstruction to the electric trams, the tracks for which take up the greater part of the road. We collected the last of the empties, in Burnley, at three p.m., and made for Preston, via Padtham, Read, Whalley and Mellowbrook, then along the Blackburn road, and through Sandesbury, to Preston. A very large part of the road taken on the return journey is macadam, and, consequently, good time was made.
We arrived at Strand Road, Preston, about 6.30 p.m., and I was there
met by Mr. C. be M. Gosselin, the managing director of H. Viney and Co., Ltd., who very kindly showed me his trading books for the past year, and permitted MB to make certain extracts relating to the cost of running for his Leyland wagons. The vehicle which I accompanied is " No. 6 " of a fleet of similar machines operated by this company over an area bounded by Blackburn, Burnley, Oldham, Manchester and Wigan, a map of which district was reproduced on page 490 of our issue of the 19th August last. " No. 6 " was purchased two years ago, its condition at that time being little better than scrap iron. A considerable sum was expended on repairs, and the replacement of broken and worn-out parts, and thus a good and serviceable machine was created out of the old wreck. The cost of this initial overhaul was, of course, charged to capital account. Since it was put into service, the wagon, which usually draws a loaded trailer behind it, has maintained a weekly average of 161:1 miles, whilst the average weekly mileage for the whole of the company's vehicles of the fleet is 15611
'the total cost per mile run for " No. 6 " is is. 10. per mile, whereas the average for all the vehicles of the fleet is is. 24d. per mile. The latter amount is made up as follows :— This total cast per mile is higher than many of the figures which we have given, from time to time, for wagons in ordinary employment, but it must be noted that, for work of this class, three men are generally needed -hence, the high charge for wages.
Depreciation, too, is necessarily placed at a higher rate by a contractor working in such a district OS Lancashire than would be necessary in the ease of a private owner situated in a district where work is less strenuous. Viney and Co., Ltd., intends to build up a motor-haulage business on sound commercial lines, and the excellent relationship which exists between the management and the men clearly indicates the determination, of both sides, to attain success. It may, therefore, safely be assumed that
the figures we have given are on the liberal side, and take into account every possible charge and contingency against the vehicles. I may add that this company pays the following price for its stores: gear oil, is. per gallon ; cylinder oil, le. 6d_ per gallon ; paraffin for lamps, 5d. per gallon ; and coke, 70. per cwt., or 15s. per ton. The tare weight of " No. 6 " is 4 tons 19 cwt. ; its trailer weighs 1 ton 7 cwt.; and the gross weight to be moved, when both wagon and trailer are loaded, is 15 tons 6 cwt.
We are lucky to have House Wrens every year in our backyard. This year the pair built a nest in each of two nesting boxes that I hung in different locations. We also had a fairly large contingency of House Sparrows that harassed the little wrens, attempting daily to invade the nesting boxes. Fortunately, the openings of the nesting boxes are too small, so the sparrows didn't succeed in driving the wrens away. They finally settled into the nesting box hanging under a large pine tree and the activity of the wren pair is at a frenzied pace, as they both bring assorted insects to feed their brood and take out the fecal sacs to keep the nest clean. The nestlings are not yet visible but may fledge any day now!
A few things to know about House Wrens: They exhibit site fidelity (meaning if they are successful at rearing young, they return to the same location every year). This is true of some other birds as well. The male, House Wren arrives first in the spring, stakes out his territory, then begins to build the nest, and sings to attract the female. Once she accepts the location he selected, they mate, and she lays her eggs, one a day until she has a clutch of 2-8 eggs. The male feeds her while she is on the nest, although she may leave for brief periods. When the eggs hatch, both wrens feed and care for the young, and when the nestlings are fledged, they will continue to care for them for several more weeks. They will often raise a second or third brood.
*Please note that this was a behavioral study all shot through our window, so that the birds would not be disturbed. There is no editing except to sharpen some of the shots and to crop.
U.S. Marine Corps CH-53E Super Stallion helicopter crew members conduct slingload operations with Airmen at Joint Base McGuire-Dix-Lakehurst, N.J., May 10, 2012. Both units were preparing for a Marine airpower demonstration at the bases’ open house and air show, which took place May 12 and 13. The CH-53E crew is with Marine Heavy Helicopter Squadron 772 and the Airmen are with the 621st Contingency Response Wing. (U.S. Air Force photo by Tech. Sgt. Edward Gyokeres)
Ask any dispatcher about hearing when a train on their territory has gone into the hole. The first question asked to the crew is "How is the air looking? Is it coming back up?"
When that answer is no, the conductor is off for a walk. In the meantime, the DS is making contingency plans for moving traffic. If the territory is single track, then nothing moves until the train in question is ready to roll.
Today, the freight train we were following has went into emergency. Luckily for us, we were just far enough behind him when I heard the emergency radio transmission.
Guessing that he may have a problem, I immediately began braking the train in order to stop prior to passing the next control point. This allows the dispatcher to cross us over and get around the stopped train. Needless to say, the DS was grateful for our proactive action as our train is loaded with UPS and Fedex.
It wasn't long after stopping that a signal popped up allowing us to cross over and use Main One to Archbold. We also received the customary instructions to pass the train in trouble at restricted speed.
As we were passing this monster freight train, I could see a gap approaching meaning the train was in two pieces. This is NEVER a good thing and can indicate one of three possibilities, 2 of which are not good.
The least of all problems is a pull apart, where for some unknown reason a knuckle on one car opens. This is easily rectified by just making the coupling again. In 26 years behind the throttle, this has happened to me just once.
Another cause for a train to be in two pieces is a knuckle failure. This generally occurs when the position of slack in a train is abruptly changed. Sometimes this could be the result of bad decisions by the engineer at the control stand. At other times, it could be a mechanical defect in the knuckle itself. Replacing a knuckle can be a chore and take time.
The absolute worst scenario for a train to be in two pieces is the dreaded drawbar. When a drawbar fails, the one and only option is to set the car out and allow it to be repaired in place at a future time. But when the drawbar fails on the end of the car in the direction of the train's movement, it's a whole new problem.
When this happens, the block truck has to be called. This crew does all sorts of heavy repairs. The truck is outfitted with everything necessary to complete the repair including a crane. If it is after normal work hours or the weekend, the block truck crew has to be called in. This can take time as you can imagine.
This morning is not turning out to be a good one for this crew or the dispatcher. The train is two pieces due to a drawbar. The drawbar occurred on the worst end possible. And yes, it is Saturday. Track two is shut down and the DS now has a single track portion of railroad toralling 25 miles which could last for hours.
I planned on stopping at the gap to drop off a knuckle to the other train's conductor. This would have been a great help to him. When we saw the drawbar missing, our hearts sank. Lucky for all of us, the portion of the train in emergency was able safely pass over the drawbar without derailing. The conductor in the picture is walking up after locating the drawbar underneath his train.
With nothing more to offer the freight train's conductor, we wished him luck and headed east. As an aside, I logged into the computer later that night to check on the train's progress and how things played out. It wasn't good.
The train was still in the same spot where passed it 9 hours earlier. The original crew was on duty for 14 hours and the recrew was maybe looking at a recrew.
Oh, the Dreaded Drawbar!
PHILIPPINE SEA (March 26, 2018) An F-35B Lightning II, attached to the 31st Marine Expeditionary Unit (31st MEU), prepares to take off from the flight deck of the amphibious assault ship USS Wasp (LHD 1). The Wasp Expeditionary Strike Group, with embarked 31st Marine Expeditionary Unit, is operating in the Indo-Pacific region to enhance interoperability with partners, serve as a ready-response force for any type of contingency and advance the Up-Gunned ESG concept. (U.S. Navy photo by Mass Communication Specialist 3rd Class Michael Molina/Released)
SOUTH CHINA SEA (Oct. 9, 2019) A Sikorsky CH-53E "Super Stallion" with Marine Medium Tiltrotor Squadron (VMM) 163 (Reinforced), 11th Marine Expeditionary Unit (MEU), takes off of the flight deck of the amphibious assault ship USS Boxer (LHD 4) during a vertical replenishment-at-sea. The Marines and Sailors of the 11th MEU are deployed to the 7th Fleet area of operations to support regional stability, reassure partners, and allies, and maintain a presence postured to respond to any crisis ranging from humanitarian assistance to contingency operations.
From Wikipedia, the free encyclopedia
The Sikorsky CH-53E "Super Stallion" is a heavy-lift helicopter operated by the United States military. As the Sikorsky S-80 it was developed from the CH-53 "Sea Stallion", mainly by adding a third engine, adding a seventh blade to the main rotor and canting the tail rotor 20 degrees. It was built by Sikorsky Aircraft for the United States Marine Corps. The less common MH-53E "Sea Dragon" fills the United States Navy's need for long range minesweeping or Airborne Mine Countermeasures (AMCM) missions, and perform heavy-lift duties for the Navy. Under development is the Sikorsky CH-53K "King Stallion", which has new engines, new composite material rotor blades, and a wider aircraft cabin; this is to replace the CH-53E.
Background
The CH-53 was the product of the U.S. Marines' "Heavy Helicopter Experimental" (HH(X)) competition begun in 1962. Sikorsky's S-65 was selected over Boeing Vertol's modified CH-47 "Chinook" version. The prototype YCH-53A first flew on 14 October 1964. The helicopter was designated CH-53A "Sea Stallion" and delivery of production helicopters began in 1966. The first CH-53As were powered by two General Electric T64-GE-6 turboshaft engines with 2,850 shp (2,125 kW) and had a maximum gross weight of 46,000 lb (20,865 kg) including 20,000 lb (9,072 kg) in payload.
Variants of the original CH-53A "Sea Stallion" include the RH-53A/D, HH-53B/C, CH-53D, CH-53G, and MH-53H/J/M. The RH-53A and RH-53D were used by the US Navy for mine sweeping. The CH-53D included a more powerful version of the General Electric T64 engine, used in all H-53 variants, and external fuel tanks. The CH-53G was a version of the CH-53D produced in West Germany for the German Army.
The US Air Force's HH-53B/C "Super Jolly Green Giant" were for special operations and combat rescue and were first deployed during the Vietnam War. The Air Force's MH-53H/J/M "Pave Low" helicopters were the last of the twin engined H-53s and were equipped with extensive avionics upgrades for all weather operation.
H-53E
In October 1967, the US Marine Corps issued a requirement for a helicopter with a lifting capacity 1.8 times that of the CH-53D that would fit on amphibious warfare ships. The US Navy and US Army were also seeking similar helicopters at the time. Before issue of the requirement Sikorsky had been working on an enhancement to the CH-53D, under the company designation "S-80", featuring a third turboshaft engine and a more powerful rotor system. Sikorsky proposed the S-80 design to the Marines in 1968. The Marines liked the idea since it promised to deliver a good solution quickly, and funded development of a testbed helicopter for evaluation.
In 1970, against pressure by the US Defense Secretary to take the Boeing Vertol XCH-62 being developed for the Army, the Navy and Marines were able to show the Army's helicopter was too large to operate on landing ships and were allowed to pursue their helicopter. Prototype testing investigated the addition of a third engine and a larger rotor system with a seventh blade in the early 1970s. In 1974, the initial YCH-53E first flew.
Changes on the CH-53E also include a stronger transmission and a fuselage stretched 6 feet 2 inches (1.88 m). The main rotor blades were changed to a titanium-fiberglass composite. The tail configuration was also changed. The low-mounted symmetrical horizontal tail was replaced by a larger vertical tail and the tail rotor tilted from the vertical to provide some lift in hover while counteracting the main rotor torque. Also added was a new automatic flight control system. The digital flight control system prevented the pilot from overstressing the aircraft.
YCH-53E testing showed that it could lift 17.8 tons (to a 50-foot (15 m) wheel height), and without an external load, could reach 170 knots (310 km/h) at a 56,000 pound gross weight. This led to two preproduction aircraft and a static test article being ordered. At this time the tail was redesigned to include a high-mounted, horizontal surface opposite the rotor with an inboard section perpendicular to the tail rotor then at the strut connection cants 20 degrees to horizontal.
The initial production contract was awarded in 1978, and service introduction followed in February 1981. The first production CH-53E flew in December 1980. The US Navy acquired the CH-53E in small numbers for shipboard resupply. The Marines and Navy acquired a total of 177.
The Navy requested a version of the CH-53E for the airborne mine countermeasures role, designated "MH-53E "Sea Dragon". It has enlarged sponsons to provide substantially greater fuel storage and endurance. It also retained the in-flight refueling probe, and could be fitted with up to seven 300 US gallon (1,136 liter) ferry tanks internally. The MH-53E digital flight-control system includes features specifically designed to help tow minesweeping gear. The prototype MH-53E made its first flight on 23 December 1981. MH-53E was used by the Navy beginning in 1986. The MH-53E is capable of in-flight refueling and can be refueled at hover.
Additionally, a number of MH-53E helicopters were exported to Japan as the S-80-M-1 for the Japan Maritime Self-Defense Force (JMSDF).
The base model CH-53E serves both the US Navy and Marines in the heavy lift transport role. It is capable of lifting heavy equipment including the eight-wheeled LAV-25 Light Armored Vehicle, the M198 155 mm Howitzer with ammunition and crew. The Super Stallion can recover aircraft up to its size, which includes all Marine Corps aircraft except for the KC-130.
The 53E needs 40 maintenance hours per flight hour due to aging parts, lack of available new replacement parts and the extension of the overall airframe lifetime.
CH-53K
Main article: Sikorsky CH-53K "King Stallion"
The US Marine Corps had been planning to upgrade most of their CH-53Es to keep them in service, but this plan stalled. Sikorsky then proposed a new version, originally the CH-53X, and in April 2006, the USMC signed a contract for 156 aircraft as the CH-53K. The Marines are planning to start retiring CH-53Es in 2009 and need new helicopters very quickly.
In August 2007, the USMC increased its order of CH-53Ks to 227. First flight was planned for November 2011 with initial operating capability by 2015.
Although dimensionally similar, the three engine CH-53E "Super Stallion" or Sikorsky S-80 is a much more powerful aircraft than the original Sikorsky S-65 twin engined CH-53A "Sea Stallion". The CH-53E also added a larger main rotor system with a seventh blade.
Design
The CH-53E as designed to transport up to 55 troops or 30,000 lb (13,610 kg) of cargo and can carry external slung loads up to 36,000 lb (16,330 kg). The CH-53E has incorporated the same crash attenuating seats as the MV-22B to increase survivability of passengers but at a cost of reducing its original troop transport capacity.[citation needed] The "Super Stallion" has a cruise speed of 173 mph (278 km/h) and a range of 621 miles (1,000 km). The helicopter is fitted with a forward extendable in-flight refueling probe and it can also hoist hose refuel from a surface ship while in hover mode. It can carry three machine guns: one at the starboard side crew door; one at the port window, just behind the copilot; and one at the tail ramp. The CH-53E also has chaff-flare dispensers.
The MH-53E features enlarged side mounted fuel sponsons and is rigged for towing various minesweeping and hunting gear from above the dangerous naval mines. The "Sea Dragon" can be equipped for minesweeping, cargo and passenger transportation, and troop insertion. Its digital flight-control system includes features specifically designed to help towing mine sweeping gear.
Upgrades to the CH-53E have included the Helicopter Night Vision System (HNVS), improved .50 BMG (12.7 mm) GAU-21/A and M3P machine guns, and AAQ-29A forward looking infrared (FLIR) imager.
The CH-53E and the MH-53E are the largest helicopters in the Western world, while the CH-53K now being developed will be even larger. They are fourth in the world to the Russian Mil Mi-26 "Halo" single-rotor helicopter and the enormous, twin transverse rotored Mil V-12 "Homer", which can lift more than 22 tons (20 tonnes) and 44 tons (40 tonnes), respectively and the Mi-26's single-rotor predecessor Mil Mi-6, which has less payload (12 tonnes) but is bigger and has a higher MTOW at 42 tonnes.
Hawker Sea Hurricane .This was the only aircraft to perform in decent weather,after which it became cloudy and gloomy, this plus the fact that at least 8 participants either failed to turn up or take part resulted in a very poor show. The organisers had no contingency plans other than a pair of manky gliders, it`s a pity because what could have been the show of the year turned out to be very very poor indeed.(My opinion)
Maj. John Fuccillo, an air mobility liaison officer, looks on as a C-130 Hercules takes off during exercise Cerberus Strike 16-02 at the Red Devil Landing Zone, Colo., Sept. 12, 2016. Contingency response forces rehearsed potential real-world situations by training with Army counterparts during the exercise. Fuccillo is with the 621st Mobility Support Operations Squadron assigned to the Army's 4th Infantry Division at Fort Carson, Colo. (U.S. Air Force photo/Master Sgt. Joseph Swafford)
Pictured are Dogs and their handlers from 102 Military Working Dogs Sqn taking part in a live fire exercise on the Sennelager Ranges in Germany.
102 Military Working Dogs (MWD) Squadron are part of 1st Military Working Dog Regiment...The LFTT training not only allows the soldiers to undertake their contingency readiness requirement, but also allows the dogs of the squadron to undertake enhanced battle induction, simulating some of the possible stresses of battle that they could encounter on current or future operations. ..Live firing and movement around the battlefield provides a demanding environment to hone the soldier’s skills, not just for combat but as a dog handler also. ..For the Military Dogs, the experience of live firing and explosions reduces their tendency to be scared by the sounds of weapons firing and explosions allowing them to become calm and controlled in stressful situations...The 1st Military Working Dog Regiment’s mission is to deliver Military Working Dog and Veterinary capability in support of Field Army outputs...Delivering a wide range of Military Working Dog capabilities, the Regiment plays a pivotal role in supporting a number of key activities including; counter insurgency operations, the detection of Improvised Explosive Devices, assistance in the searching of routes, buildings and vehicles, enhancing security and patrolling key installations.
The 1st Military Working Dog Regiment consists of three Regular and two Reserve Military Working Dog Squadrons, comprising 299 Regular soldiers and officers with the ability to surge to a maximum capacity of 384 Military Working Dogs.
-------------------------------------------------------
© Crown Copyright 2014
Photographer: Mr Dominic King
Image 45160264.jpg from www.defenceimages.mod.uk
Use of this image is subject to the terms and conditions of the MoD News Licence at www.defenceimagery.mod.uk/fotoweb/20121001_Crown_copyrigh...
For latest news visit www.gov.uk/government/organisations/ministry-of-defence
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"Protect the President at all cost"
Those were the last orders I received after all this--mess broke out. Simple orders under different circumstances; we had contingency plans for terrorist attacks, nuclear, biological, natural disasters. But we didn't have anything planned for something like this. They made films like this, scientist said that it was illogical, no one was truly prepared. Our protocol was to get the President into one of his many safe houses, that was out of the question he would be in danger regardless of the amount of walls he had. So I suggested we take him to Air Force One until we got a better grasp on the situation. Unfortunately so did a group of militants trying to secure the base. They turned fire on us...allot of good men died protecting the President. In the end, there were only four of us left--and it was all my fault. We didn't have the slightest idea what to do, we were lost. A fellow agent spoke up saying that in the open we were sitting ducks and that we would run a better chance of survival if we moved from place to place instead of waiting for someone to pick us off. Everyone agreed with him, so that's what we did for weeks nothing but running for our lives and foraging for food.
All good things come to an end though. We barricaded ourselves into an old warehouse, everyone was exhausted and starving. Will explained that if we rationed this last bit of food we would still have enough for two or three days, but the President demanded it all. He said it was our duty to give him our food so that he wouldn't perish. No one said a word but the hate and anger was among us all--we decided to just go to bed, we were safe enough. We were wrong...again. The flesh eaters found a way in, there was a large group of them and they went for the first person they seen. That's what we woke too--then my brothers in arm were attacked, we held them off for a while...but there was only so much we could do. I was the last alive, I planned on ending my life but I had no more bullets. So I ran...I ran until I couldn't run anymore. I don't even know where I slept at, maybe I just laid down on the ground and the monsters thought I was dead. I don't know, but what I do know is that I failed my country. I'm looking for redemption.
"MEN ON THE MOON -- When America's first two-man team lands on the moon, one of their first tasks will be to obtain a sample of lunar materials as quickly as possible in event they have to make an emergency takeoff. If things go well, they will spend 25 hours on the surface, gathering up to 80 pounds of rocks, dust and other material to be put into vacuum-sealed containers. The artist's concept shows one astronaut gathering samples from a crater while his companion watches from the Lunar Module. Later, the two will roam up to 300 feet from the craft, working on a "buddy" system, to plant several measuring devices on the surface which will radio information to Earth."
Preceding description taken from an Associated Press caption of the same photo, which was apparently also used in a March 17, 1968 APN article, "The Moon: What We've Learned", written by Howard Benedict.
By 1966, I would’ve expected hand tools to have been depicted. Artistic license? Or, since it's the contingency sample that “Neil" is grabbing, the KISS principle may have been applied.
Gotta love those neat - literally - craters.
The verso bears the same numbering format, “P-XX”, of the illustrations in this latter North American Rockwell news/press publication:
cdn2.hubspot.net/hubfs/413105/Apollo%20Press%20Kits/North...
The parent site to the above is impressive:
www.apollopresskits.com/apollo-presskit-directory
Credit: David Meerman Scott
As an aside, I do believe Mr. Scott used this photo (far left panel) of mine in his splash page:
www.flickr.com/photos/146423059@N02/46528010321/in/album-...
U.S. Air Force pararescuemen with the 58th Rescue Squadron exit an HH-60 Pave Hawk during a personnel recovery scenario at Pond Lading Zone during Angel Thunder 17 in Tucson, Ariz., May 11, 2017. Angel Thunder is a two-week, Air Combat Command-sponsored, joint certified and accredited personnel recovery exercise focused on search and rescue. The exercise is designed to provide training for personnel recovery assets using a variety of scenarios to simulate deployment conditions and contingencies. (U.S. Air Force photo by Staff Sgt. Marianique Santos)
Service members unload a U.S. Army UH-60 Black Hawk from a U.S. Air Force C-17 Globemaster III Oct. 30, 2014, during Operation United Assistance. The U.S. Africa Command-led operation provides command and control, logistics, training and engineering support to the U.S. government’s efforts to contain the Ebola virus outbreak in West African nations. (U.S. Air Force photo by Staff Sgt. Gustavo Gonzalez/Released)
U.S. Air Force Tech. Sgt. David Ruehling, with the 621st Contingency Response Wing, waits to marshal a C-17 Globemaster III aircraft at Geronimo Landing Zone during the Joint Readiness Training Center 14-03 field training exercise at Fort Polk, La., Jan. 16, 2014. The training was designed to educate Service members in patient care and aeromedical evacuations in combat environments. (DoD photo by Tech. Sgt. Matthew Smith, U.S. Air Force/Released)
Senior Airman Michelle Park, a 354th Aircraft Maintenance Squadron crew chief, assists Lt. Col. David Graham, the 18th Aggressor Squadron commander, into a cockpit on Eielson Air Force Base, Alaska, Jan. 17. 2015. More than 150 maintainers will keep the 18th AS in the air during the SENTRY ALOHA and COPE NORTH exercises, which are meant to prepare U.S. Airmen, Sailors and Marines along with coalition partners in the Pacific theater of operations for contingency operations if the need arises. (U.S. Air Force photo by Senior Airman Peter Reft/Released)
The ego is at the same time a system of images and a cycle; it is something like a museum, and a unique and irreversible journey through that museum. The ego is a moving fabric made of images and tendencies; the tendencies come from our own substance and the images are provided by the environment. We put ourselves into things, and we place things in ourselves, whereas our true being is independent of them.
Alongside this system of images and tendencies that constitutes our ego there are myriads of other systems of images and tendencies. Some of them are worse or less beautiful than our own, and others are better or more beautiful.
We are like foam ceaselessly renewed on the ocean of existence. But since God has put Himself into this foam, it is destined to become a sea of stars at the time of the final crystallization of spirits.
The tiny system of images must become, when its terrestrial contingency is left behind, a star immortalized in the halo of Divinity. This star can be conceived on various levels; the divine Names are its archetypes; beyond the stars burns the Sun of the Self in its blazing transcendence and in its infinite peace.
Man does not choose; he follows his nature and his vocation, and it is God who chooses.
---
Frithjof Schuon: Light on The Ancient Worlds
A General Purpose Machine Gunner(GPMG) from The 1st Battalion The Princess of Wales's Royal Regiment (1PWRR) during Exercise Bavarian Charger.
The exercise was the first of three large contingency operation exercises being undertaken by 20th Armoured Brigade between May – October 2013.
The aim of this exercise is to train the 5 Rifles, The Queens Dragoon Guards (QDG) Battle Groups and 1 Logistic Support Regiment in combined arms manoeuvre.
The exercise is split into 3 main phases. The first phase consists of a two week live firing exercise in Grafenwoer, Southern Germany, that enables the units and soldiers to refine their skills with their equipment and weapons. Training is constructed to develop skills from the individual level through to the Battlegroup level and culminates in a final attack that sees the use of helicopters, tanks, artillery and infantry combined.
The second phase will see all the exercising units transition from Grafenwoer to Hohnfels, some 100 km further south and simulates the kind of movements that are undertaken when moving an Armed force into hostile territory.
The third, and final phase is designed to test the planning and execution of combined arms manoeuvre operations in a hostile environment. The units will execute orders based on the delivery of Brigade Orders to defeat the enemy within the scenario.
2100 personnel with upto 768 vehicles ranging from Landrover, to Tanks to Apache helicopters are being exercised from 20th Armoured Brigade whose Headquarters are based in Sennelager, Germany. Approximately 500 personnel are required to support those training to ensure that supplies are maintained, vehicles are fixed and soldiers fed.
NOTE TO DESKS:
MoD release authorised handout images.
All images remain crown copyright.
Photo credit to read - Cpl Wes Calder RLC
Email: wescalder@mediaops.army.mod.uk
richardwatt@mediaops.army.mod.uk
shanewilkinson@mediaops.army.mod.uk
Richard Watt - 07836 515306
Shane Wilkinson - 07901 590723
-------------------------------------------------------
© Crown Copyright 2014
Photographer: Cpl Wes Calder RLC
Image 45158228.jpg from www.defenceimages.mod.uk
Use of this image is subject to the terms and conditions of the MoD News Licence at www.defenceimagery.mod.uk/fotoweb/20121001_Crown_copyrigh...
For latest news visit www.gov.uk/government/organisations/ministry-of-defence
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Airmen provide care to a victim during a chemical, biological, radiological, nuclear and explosive exercise at Eglin Air Force Base, Fla., Nov. 7. The Air Force Materiel Command evaluation exercised the Airmen’s ability to meet wartime and contingency taskings of employing and sustaining the force and the ability to survive and operate. (U.S. Air Force photo/Samuel King Jr.)
I love me some Roseate Spoonbills. Not only are they beautiful, they are really fun to watch. They hang out in noisy, funny, active flocks. And, the are LOUD!
Saw this Spoonbill along with it's pink pack of birds yesterday at High Island where thousands of birds come to do their Spring Fling each year.
Found an amazing website that has info on every bird you could want to look up. Has individual bird info as well as recordings of calls. You can even search by appearance and location.
pro Israel contingency
separated
20 feet from the
pro Palestine
contingency
in
ManHatTan
Photography’s new conscience
Evil Star comes rushing into Lex’s office. He and Lex had a contingency if things were going sour he would be able to be teleported out just like Lex did three years ago. He comes in out of breath and sweaty. Lex is present in the office alongside Calculator as the two are discussing something with a hologram of Iron Heights Prison on the table. As Evil Star approaches them, Calculator shuts off the hologram and his eyes meet Evil Star’s.
Evil Star: “You did not tell me the entire Justice League would be present, Luthor! You told me only Green Lantern would show up and that I would be able to finish what I started three years ago!”
Evil Star’s eyes start glowing red and he balls his fist, only to be stopped by Calculator of all people.
Kuttler: “Easy there, big guy. Your mission might not have been a success, but ours was.”
Evil Star’s eyes start to go back to normal and he first takes a look at Calculator which then shifts to Luthor in a confused way.
Evil Star: “What is he talking about?”
“The Injustice League was sent there to steal a rare form of Kryptonite with a silver glow to it. Your personal mission was to kill the Green Lantern and settle the score. That was not the real mission however.”
Evil Star: “Explain. Now.”
“You were just a distraction. You see, we suspected that Batman had gotten word about my plans of bringing together a group of supervillains. To make sure my plans would stay a secret, I needed a distraction. I needed to make sure Batman and the League thought either they defeated this group of supervillains, or that I had nothing to do with it. Since I never got a visit from the League, my plan worked.”
Evil Star: “I was just a distraction?! Me?! The destroyer of worlds was a distraction?!”
“For the greater good. Because of your distraction, the Flash wasn’t present in his hometown, Central City. Located in Central City is Iron Heights Prison which houses some of the most dangerous criminals this country has ever seen. An associate of mine who goes by the Key managed to slip into Iron Heights with the Flash gone and freed two contacts of Calculator here who were willing to join my Legion. Giganta and Weather Wizard. They will be of great assistance to our cause, all thanks to you, my friend.”
Evil Star looks perplexed. He feels betrayed. Used by someone he considered kind and helpful to his cause.
“The mission overall was a success, and you are free to leave now. Enjoy destroying worlds and Green Lanterns.”
Evil Star: “No. You don’t just get to use me, Luthor. I want something in return for what you made me do. I want in on your Legion. Let me be a part of this, and I can assure you that with the right team members, I will destroy Green Lantern, and the rest of his puny Justice League.”
Lex notices Calculator wants to speak up to the supervillain but he raises his hand, indicating he’ll take care of this.
“Meet me back here in thirty minutes and we’ll discuss your place on my Legion. Fair enough?”
Evil Star grunts. “Fair enough.”
Evil Star turns around and leaves the office. As soon as he’s out the door, Calculator turns towards Lex.
Kuttler: “He doesn’t fit in our plan at all, Lex. How are you going to fix this?”
“Relax, Kuttler. I’ve already taken precautions on this. Have Sinestro and Ivy come to me asap.”
Thirty minutes pass by and Evil Star makes his way back to Luthor’s office. He thinks to himself, with these resources and better people, I can make the Green Lanterns suffer. Take out the entire Justice League as well, and when that’s done I’ll be able to destroy this puny world. And I’ll make sure Luthor goes down with it. He enters the office and there sits Lex alone at a table near the window. A kettle and two cups are on the table as well, shining in the light of the moon.
“Ah, right on time. Please, take a seat. And take off your helmet. Get comfortable.”
Evil Star does exactly that and places his helmet next to him on the table. He keeps staring at Luthor while Luthor in turn keeps looking at the moon. Evil Star’s eyes turn red again and he slams his fist on the table.
Evil Star: “Well? Are we getting to it?”
Lex looks away from the moon and looks at Evil Star. He’s not afraid of red eyes. He’s seen them often enough.
“Talks like these shouldn’t be rushed. We should take our time to evaluate your potential position on this team. Cup of tea?”
It sounds more like a command than a question. Evil Star looks at the kettle and back at Lex, giving him a single nod. Lex pours some tea into the cups on the table and raises his.
“To new opportunities.”
Evil Star takes his cup and meets Lex’s.
“To the Legion.”
Evil Star takes a sip of the tea and puts the cup down.
Evil Star: “Now. Where shall we s- st-.”
At that point Evil Star starts to cough and he starts gasping for air. His eyes are tearing up as his eyes turn red. Not from any kind of energy, but from the small veins popping as he’s suffocating. He manages to speak a single word.
Evil Star: “H- H- How?”
As Evil Star collapses to the ground, Lex stands up and walks over to him. He sees Evil Star looking at him with wide eyes, still gasping for air.
“You see, Evil Star. You were never intended on joining my Legion of Doom. You just wouldn’t fit in. Now of course, I know what you can do and all, and I’d like to keep this planet whole if you don’t mind. I knew that if you were rejected you would seek revenge. What better revenge for a planet killer than to destroy the planet? I don’t think so.”
Lex kneels down next to Evil Star as foam is coming out of his mouth.
“I heard you were indestructible. Guess what I heard was wrong. A good friend of mine told me that you had one weakness. Something called the Starheart. Sinestro was really kind in giving me that information.”
Evil Star’s eyes widen further upon hearing that name.
“Then I had Black Manta, a master scavenger, find a piece of the Starheart. Believe me, it wasn’t an easy find. You know how much I had to pay the man? Absurd! With that piece of the Starheart, Doctor Pamela Isley, a genius when it comes to poisons and toxins, and myself managed to turn it into a poison, which I casually slipped into your cup right before your arrival.”
Lex keeps watching as Evil Star’s gasps for breath go slower and slower.
“You are able to destroy entire planets, but you’re not even able to handle a cup of tea. Now that’s not someone who I need on my Legion. Consider your application denied, Evil Star.”
And with that Evil Star draws his last breath. Lex stands up leaving the lifeless body next to the table. He exits his office where Mercy Graves and Calculator are waiting for him. Lex motions for Mercy to go inside and clean the mess up while he and Calculator walk down the hall.
Kuttler: “How did it go?”
“All according to plan. Make sure to give Ivy a potted plant as a thank you gift.”
Kuttler: “I’ll keep it in mind. So what’s our next objective.”
Lex smirks.
“Time to go to war.”
THE END
The panel discusses contingency plans in the event of energy systems breakdowns.
For more information, including audio and video files, go to csis.org/event/preparing-unthinkable-joint-crisis-leaders...
Marines with Marine Fighter Attack Squadron (VMFA) 232, Marine Aircraft Group 11, 3rd Marine Aircraft Wing fly F/A-18C Hornet airplanes to participate in a deployment for training (DFT) on Tyndall Air Force Base, Fla., May 10, 2013. The training prepared the squadron for future combat and contingency operations.
(U.S. Marine Corps photo by Sgt. Gregory Moore/Released)
U.S. Air Force Staff Sgt. Gabriel Materas, 144th Fighter Wing crew chief from Fresno Air National Guard Base, California, fuels a United Kingdom Royal Air Force Lockheed Martin C-130J "Super Hercules" during Red Flag-Alaska 18-3 at Joint Base Elmendorf-Richardson, Alaska, Aug. 13, 2018. In RF-A 18-3 U.S. Army and Navy aviators in addition to Air Force Airmen are expected to fly, maintain and support more than 100 aircraft from more than a dozen units during this iteration of the exercise.
CORAL SEA (Aug. 7, 2017) An AV-8B Harrier, assigned to the “Tomcats” of Marine Attack Squadron (VMA) 311, lands on the flight deck of the amphibious assault ship USS Bonhomme Richard (LHD 6) as part of Amphibious Integration Training (AIT). Bonhomme Richard, flagship of the Bonhomme Richard Expeditionary Strike Group, is participating in AIT with the 31st Marine Expeditionary Unit (MEU) to increase joint capability to respond to a number of potential contingencies. AIT, taking place off the coast of and within Australia's Shoalwater Bay Training Area, will test the MEU's ability to conduct all of its core missions such as stability operations, non-combatant evacuation and disaster relief. (U.S. Navy photo by Mass Communication Specialist Cosmo Walrath)
Another portrait of Adrienne O'Leary from the Janis Claxton Dance Company performing 'Chaos and Contingency' in the Grand Gallery of National Museum of Scotland on Saturday.
This event was part of the Edinburgh Science Festival.
You can find out more about this year's science festival here:
You can find out more about Janis Claxton's Dance Company, here:
You can see more shots from this event at these links:
My thanks are due to Frances Sutton from Edinburgh Science Festival, Esme Haigh from National Museum of Scotland and Janis Claxton.
Two Lockheed Martin F-35B "Lightning II's" with Marine Fighter Attack Squadron (VMFA) 211 “Wake Island Avengers,” 3rd Marine Aircraft Wing, taxi the runway after landing at Nellis Air Force Base, Nev., July 5. A total of 10 aircraft and more than 250 Marines with VMFA-211 will participate in Red Flag 17-3, a realistic combat training exercise hosted by the U.S. Air Force to assess the squadron’s ability to deploy and support contingency operations using the F-35B. Red Flag 17-3 begins July 10 and ends July 28.
From Wikipedia, the free encyclopedia
The Lockheed Martin F-35 "Lightning II" is a family of single-seat, single-engine, all-weather, stealth, fifth-generation, multirole combat aircraft, designed for ground-attack and air-superiority missions. It is built by Lockheed Martin and many subcontractors, including Northrop Grumman, Pratt & Whitney, and BAE Systems.
The F-35 has three main models: the conventional takeoff and landing F-35A (CTOL), the short take-off and vertical-landing F-35B (STOVL), and the catapult-assisted take-off but arrested recovery, carrier-based F-35C (CATOBAR). The F-35 descends from the Lockheed Martin X-35, the design that was awarded the "Joint Strike Fighter" (JSF) program over the competing Boeing X-32. The official Lightning II name has proven deeply unpopular and USAF pilots have nicknamed it Panther, instead.
The United States principally funds F-35 development, with additional funding from other NATO members and close U.S. allies, including the United Kingdom, Italy, Australia, Canada, Norway, Denmark, the Netherlands, and formerly Turkey. These funders generally receive subcontracts to manufacture components for the aircraft; for example, Turkey was the sole supplier of several F-35 parts until its removal from the program in July 2019. Several other countries have ordered, or are considering ordering, the aircraft.
As the largest and most expensive military program ever, the F-35 became the subject of much scrutiny and criticism in the U.S. and in other countries. In 2013 and 2014, critics argued that the plane was "plagued with design flaws", with many blaming the procurement process in which Lockheed was allowed "to design, test, and produce the F-35 all at the same time," instead of identifying and fixing "defects before firing up its production line". By 2014, the program was "$163 billion over budget [and] seven years behind schedule". Critics also contend that the program's high sunk costs and political momentum make it "too big to kill".
The F-35 first flew on 15 December 2006. In July 2015, the United States Marines declared its first squadron of F-35B fighters ready for deployment. However, the DOD-based durability testing indicated the service life of early-production F-35B aircraft is well under the expected 8,000 flight hours, and may be as low as 2,100 flight hours. Lot 9 and later aircraft include design changes but service life testing has yet to occur. The U.S. Air Force declared its first squadron of F-35As ready for deployment in August 2016. The U.S. Navy declared its first F-35Cs ready in February 2019. In 2018, the F-35 made its combat debut with the Israeli Air Force.
The U.S. stated plan is to buy 2,663 F-35s, which will provide the bulk of the crewed tactical airpower of the U.S. Air Force, Navy, and Marine Corps in coming decades. Deliveries of the F-35 for the U.S. military are scheduled until 2037 with a projected service life up to 2070.
Development
F-35 development started in 1992 with the origins of the "Joint Strike Fighter" (JSF) program and was to culminate in full production by 2018. The X-35 first flew on 24 October 2000 and the F-35A on 15 December 2006.
The F-35 was developed to replace most US fighter jets with the variants of a single design that would be common to all branches of the military. It was developed in co-operation with a number of foreign partners, and, unlike the F-22 "Raptor", intended to be available for export. Three variants were designed: the F-35A (CTOL), the F-35B (STOVL), and the F-35C (CATOBAR). Despite being intended to share most of their parts to reduce costs and improve maintenance logistics, by 2017, the effective commonality was only 20%. The program received considerable criticism for cost overruns during development and for the total projected cost of the program over the lifetime of the jets.
By 2017, the program was expected to cost $406.5 billion over its lifetime (i.e. until 2070) for acquisition of the jets, and an additional $1.1 trillion for operations and maintenance. A number of design deficiencies were alleged, such as: carrying a small internal payload; performance inferior to the aircraft being replaced, particularly the F-16; lack of safety in relying on a single engine; and flaws such as the vulnerability of the fuel tank to fire and the propensity for transonic roll-off (wing drop). The possible obsolescence of stealth technology was also criticized.
Design
Overview
Although several experimental designs have been developed since the 1960s, such as the unsuccessful Rockwell XFV-12, the F-35B is to be the first operational supersonic STOVL stealth fighter. The single-engine F-35 resembles the larger twin-engined Lockheed Martin F-22 "Raptor", drawing design elements from it. The exhaust duct design was inspired by the General Dynamics Model 200, proposed for a 1972 supersonic VTOL fighter requirement for the Sea Control Ship.
Lockheed Martin has suggested that the F-35 could replace the USAF's F-15C/D fighters in the air-superiority role and the F-15E "Strike Eagle" in the ground-attack role. It has also stated the F-35 is intended to have close- and long-range air-to-air capability second only to that of the F-22 "Raptor", and that the F-35 has an advantage over the F-22 in basing flexibility and possesses "advanced sensors and information fusion".
Testifying before the House Appropriations Committee on 25 March 2009, acquisition deputy to the assistant secretary of the Air Force, Lt. Gen. Mark D. "Shack" Shackelford, stated that the F-35 is designed to be America's "premier surface-to-air missile killer, and is uniquely equipped for this mission with cutting-edge processing power, synthetic aperture radar integration techniques, and advanced target recognition".
Improvements
Ostensible improvements over past-generation fighter aircraft include:
Durable, low-maintenance stealth technology, using structural fiber mat instead of the high-maintenance coatings of legacy stealth platforms.
Integrated avionics and sensor fusion that combine information from off- and on-board sensors to increase the pilot's situational awareness and improve target identification and weapon delivery, and to relay information quickly to other command and control (C2) nodes.
High-speed data networking including IEEE 1394b and Fibre Channel (Fibre Channel is also used on Boeing's "Super Hornet".
The Autonomic Logistics Global Sustainment, Autonomic Logistics Information System (ALIS), and Computerized maintenance management system to help ensure the aircraft can remain operational with minimal maintenance manpower The Pentagon has moved to open up the competitive bidding by other companies. This was after Lockheed Martin stated that instead of costing 20% less than the F-16 per flight hour, the F-35 would actually cost 12% more. Though the ALGS is intended to reduce maintenance costs, the company disagrees with including the cost of this system in the aircraft ownership calculations. The USMC has implemented a workaround for a cyber vulnerability in the system. The ALIS system currently requires a shipping-container load of servers to run, but Lockheed is working on a more portable version to support the Marines' expeditionary operations.
Electro-hydrostatic actuators run by a power-by-wire flight-control system.
A modern and updated flight simulator, which may be used for a greater fraction of pilot training to reduce the costly flight hours of the actual aircraft.
Lightweight, powerful lithium-ion batteries to provide power to run the control surfaces in an emergency.
Structural composites in the F-35 are 35% of the airframe weight (up from 25% in the F-22). The majority of these are bismaleimide and composite epoxy materials. The F-35 will be the first mass-produced aircraft to include structural nanocomposites, namely carbon nanotube-reinforced epoxy. Experience of the F-22's problems with corrosion led to the F-35 using a gap filler that causes less galvanic corrosion to the airframe's skin, designed with fewer gaps requiring filler and implementing better drainage. The relatively short 35-foot wingspan of the A and B variants is set by the F-35B's requirement to fit inside the Navy's current amphibious assault ship parking area and elevators; the F-35C's longer wing is considered to be more fuel efficient.
Costs
A U.S. Navy study found that the F-35 will cost 30 to 40% more to maintain than current jet fighters, not accounting for inflation over the F-35's operational lifetime. A Pentagon study concluded a $1 trillion maintenance cost for the entire fleet over its lifespan, not accounting for inflation. The F-35 program office found that as of January 2014, costs for the F-35 fleet over a 53-year lifecycle was $857 billion. Costs for the fighter have been dropping and accounted for the 22 percent life cycle drop since 2010. Lockheed stated that by 2019, pricing for the fifth-generation aircraft will be less than fourth-generation fighters. An F-35A in 2019 is expected to cost $85 million per unit complete with engines and full mission systems, inflation adjusted from $75 million in December 2013.