Meet KraitArray, a miniaturized towed array for use on drones and opvs from the UK.
It is aimed at smaller platforms such as patrol craft and OPVs that are unable to accommodate a full-sized towed array sonar.
Steve Hill, Managing Director clarified:
“It is often physically and operationally impractical for smaller ships to carry a larger diameter towed line array system. KraitArray’s smaller diameter provides effective ASW capability and can be operated from a
conventional ship or unmanned assets. By integrating the sonar capability with SEA’s decoy and torpedo launchers, using common configurable software, ships can be fitted with a complete ASW solution”
The concept, shown in conjunction with a Boeing/Liquid Robotics Wave Glider, can turn a long range, low-cost UUV into a valid ASW tool.
Huntington Ingalls Industries announced a couple weeks ago that Proteus, their 26-foot-long dual-mode undersea vehicle (UUV), successfully completed autonomous contested battlespace missions during the 2017 Advanced Naval Technology Exercise (ANTX) at the Naval Surface Warfare Center in Panama City Division.
And released this sweet image:
The Panama City News Herald has more images, including shots of the interior and control panel and underway.
As noted by the PCB NH:
Since entering the testing phase in 2012, Proteus has logged 2,000 dive hours locally and abroad, including at Naval Surface Warfare Center Panama City Division (NSWC PCD), the scientific lab for Naval Support Activity Panama City.
It can go underwater with or without a human crew, though it isn’t yet being used in field missions. At ANTX, hosted by NSWC PCD, its designers showed off another capability, having Proteus carry other vehicles during testing.
When it comes down to it, there will always be a need for the Mk I mod. 0 eyeball, binos, charts and a binnacle, even on a Trafalgar-class nuclear attack submarine.
The mystery of the Hunley‘s last crew has been solved. A paper by University of Florida researchers supported by the US Army MURI program and others has come to the conclusion, after repeatedly setting blasts near a scale model of the human-powered submersible, that the crew was killed by the blast wave from their torpedo, crushing their lungs and giving them TBIs. That explains why they were all found at their stations, with no broken bones, and the submarine was relatively intact.
The Hunley set off a 61.2 kg (135 lb) black powder torpedo at a distance less than 5 m (16 ft) off its bow. Scaled experiments were performed that measured black powder and shock tube explosions underwater and propagation of blasts through a model ship hull. This propagation data was used in combination with archival experimental data to evaluate the risk to the crew from their own torpedo. The blast produced likely caused flexion of the ship hull to transmit the blast wave; the secondary wave transmitted inside the crew compartment was of sufficient magnitude that the calculated chances of survival were less than 16% for each crew member. The submarine drifted to its resting place after the crew died of air blast trauma within the hull.
The Kampfschwimmer units are the rough equivalent of the U.S. Navy SEALS and, as noted in a video from the German military, they really dig that Heckler & Koch.
The above spot is in German, but relax if your Deutsch ist rusty because you could fit all the dialog onto a fortune cookie strip. The gist is: innocent German citizens are in deep sauerkraut somewhere sketchy and the KSM get tasked to pull them out before bad guys with Kalashnikovs can do weird scheisse to them.
After jumping out of a perfectly good airplane, the German frogmen are taken aboard a sneaky little Type 212 diesel-electric submarine — which has a convenient compartment for combat swimmers while their gear gets passed out via 533mm torpedo tube. Then, said KSM platoon pops up silently all spec ops pimp in the shallow water offshore and moves in. That’s when you see the beauty that is tricked-out HK MP7 SMGs along with G38 and G36 rifles and other assorted goodies right from the Willy Wonka of precision steel schmidt that is Oberndorf am Neckar.
After finding the good guys, then checking their names and mother’s names, the group exfils under the cover of snipers armed with what looks like HK417s in 7.62x51mm, dusting some Eurotrash clowns in a tiny pursuit vehicle.
“Request for hot extract” is universal.
Here at LSOZI, we are going to take off every Wednesday for a look at the old steam/diesel navies of the 1859-1946 period and will profile a different ship each week. These ships have a life, a tale all their own, which sometimes takes them to the strangest places.- Christopher Eger
Warship Wednesday, Aug 2, 2017: Uncle’s submersible aircraft carrier
Here we see the S-class “pigboat” the early direct-drive diesel-electric submarine USS S-1 (SS-105) with her after deck awash, preparing to take a tiny Martin MS-1 seaplane on board during tests in October 1923. Note the tube-shaped sealed hangar behind the tower. The image was probably taken at Hampton Roads, Virginia.
As you can tell, S-1 was the U.S. entry into the oddball inter-war submarine aircraft carrier race.
The Germans first used the concept of a submarine that could support aircraft when SM U-12 helped support a pair of Friedrichshafen FF.29 reconnaissance seaplanes at Zeebrugge in 1915. Though the FF.29s were not housed on the primitive 188-foot U-boat, they did experiment with carrying on the deck of the surfaced submarine in a takeoff position, then launching an aircraft by partially submerging, allowing the seaplane to float off and fly away to strike its target– thus extending their range.
In the only German sub-air attack of the war, an FF.29 took off on 6 January 1916, motored around the Kent coast, and returned to Zeebrugge without accomplishing much.
The Brits later experimented with E-class submarines in the Great War and by the 1920s, the RN was joined by Italy (Ettore Fieramosca), France (the Surcouf as detailed in an earlier Warship Wednesday), and later Germany (the Type IX D 2-“Monsun”) and Japan (the I-15 Series and later the huge I-400 series, another WW past favorite) in crafting undersea aircraft carriers.
So why not the U.S., right?
The S-class submarines, derided as “pig boats” or “sugar boats” were designed in World War I, but none were finished in time for the conflict.
Some 51 examples of these 1,200-ton diesel-electrics were built in several sub-variants by 1925 and they made up the backbone of the U.S. submarine fleet before the larger “fleet” type boats of the 1930s came online. At 219-feet oal, these boats could dive to 200 feet and travel at a blistering 14kts on the surface on their twin NELSECO 8-cylinder 4-stroke direct-drive diesel engines. Armament was a quartet of 21-inch bow tubes with a dozen fish and a retractable 3″/23cal popgun on deck for those special moments. Crew? Just 38 officers and men.
The hero of our tale, SS-1, has an inauspicious name and was a “Holland” type boat laid down at Fore River Shipyard, Quincy, Massachusetts on a subcontract by the Electric Boat Co. Launched on 26 October 1918, she was sponsored by none other than Mrs. Emory S. Land, just two weeks before the Great War ended.
She was commissioned on 5 June 1920 and was attached to Submarine Division (SubDiv) 2 out of sometimes-chilly New London.
On 2 January 1923, she shifted to SubDiv Zero, for “experimental work” involving a dozen all metal Cox-Klemin XS-1 (BuNo A6508-A6520) and six wood-and-fabric Martin MS-1 (BuNo A6521-A6526) seaplanes.
These small (1,000lb, 18 feet long, 18 foot wingspan) experimental biplanes were envisioned to fly off S-class submarines for over-the-horizon scouting and observation missions.
The seaplanes were to be knocked down, sealed in a hangar attached to the deck behind the conning tower, then after surfacing in a calm area, the little doodlebug could be rolled out and assembled. Like SM-12, they would be launched by ballasting the sub until the deck was awash and allowed to float off and take air.
Over the next three years, SS-1 was busy with the project until finally, the “first full cycle of surfacing, assembly, launching, retrieving, disassembly, and submergence took place on 28 July 1926 on the Thames River in New London.”
Deemed unproductive for the outlay in slim peacetime funds, the aircraft experiments were canceled and the tiny seaplanes scrapped.
By July 1927, SS-1, with her hangar removed, was back in regular squadron work. First transferred to SubDiv 4, then SubDiv2, she made regular training cruises in the Caribbean, East Coast, and Canal Zone until 1931 when she was transferred to the Pacific Fleet, operating from Pearl Harbor.
At the same time, many of her classmates were retired and scrapped, replaced by newer and much larger fleet boats. Accordingly, SS-1 was given orders to proceed to Philadelphia where she was decommissioned on 20 October 1937 and mothballed.
With tensions rising at the start of WWII in Europe, the old SS-1 was taken out of storage and brought back to life, though she was in poor shape. Carrying new and would-be bubbleheads, she made two cruises to Bermuda, training submariners, and returned to Philadelphia from the second cruise on the same day the Japanese attacked Pearl Harbor. Ironically, as noted by Capt. Julius Grigore in his work on Surcouf, the two submarine carriers may have crossed paths at this time.
Though several S-boats served the Navy well in both the Atlantic and Pacific, six were transferred to the Royal Navy as Lend-Lease. USS S-1 was in this lot and swapped to the Brits at New London on 20 April 1942, to be struck from the Navy List on 24 June 1942.
In her new career, with Lt. Anthony Robert Danielle, DSC, RN, in command, she was known as HMS P-552.
Just out of New London on 1 May she encountered three survivors from the Norwegian steam ship Taborfjell (1,339GT), which had been claimed by the German submarine U-576 under Hans-Dieter Heineken. Saving Radio Operator Olaf Alfsen, Second Officer Erling Arnesen, and Third Engineer Officer Ole Karlsen Svartangen after a two-hour search about 95 nautical miles east of Cape Cod, P-552 diverted to St. Johns and landed the men ashore 7 May.
The sub arrived in Durban South Africa, via Gibraltar and Freetown, in December 1942 where she was used for training for several months.
She was paid off by the RN 11 August 1944 and given back to the USN while still in Durban two months later. She never left the harbor again and was scrapped in September 1946.
None of her sisters endure though Pigboats.com keeps their memory alive.
The Navy revisited the possibility of submarine aircraft carriers again during World War II and the early 1950s but nothing came of it. They did experiment with refueling large seaplanes via submarine as well as using them in helicopter landings for special operations into the 1950s, using the abbreviations AOSS — submarine oiler, and SSP–submarine transport.
And today, there are several programs to put UAVs on subs, for scouting and observation missions–proving that everything old is new again.
Still, SS-1 was the only U.S. Navy submarine to have the capability to submerge with a manned aircraft aboard and then successfully launch it. For that, she will be immortal.
Displacement: Surfaced: 854 t., Submerged: 1062 t.
Length 219′ 3″
Beam 20′ 8″
Draft 15′ 11″(mean)
Speed: surfaced 14.5 kts, submerged 11 kts
Complement 4 Officers, 34 Enlisted
Propulsion: New London Ship & Engine Co (NELSECO) diesel engines, HP 1200, twin propellers
Fuel capacity: 41,921 gal.
Electric: Electro Dynamic Co., electric motors, HP 1500, Battery cells 120, Endurance: 20 hours @ 5 kn submerged
Armament: 4 21″ torpedo tubes, 12 torpedoes, one 3″/23 retractable deck gun–later fixed 4″/50
Aircraft: 1 tiny seaplane
If you liked this column, please consider joining the International Naval Research Organization (INRO), Publishers of Warship International
They are possibly one of the best sources of naval study, images, and fellowship you can find. http://www.warship.org/membership.htm
The International Naval Research Organization is a non-profit corporation dedicated to the encouragement of the study of naval vessels and their histories, principally in the era of iron and steel warships (about 1860 to date). Its purpose is to provide information and a means of contact for those interested in warships.
With more than 50 years of scholarship, Warship International, the written tome of the INRO has published hundreds of articles, most of which are unique in their sweep and subject.
PRINT still has its place. If you LOVE warships you should belong.
I’m a member, so should you be!