This week saw the christening of the new Ford-class carrier, USS John F. Kennedy (CVN-79) sponsored by no less a person than Caroline B. Kennedy, JFK’s daughter, and the late President’s only living child.
As you may well remember, a smaller Ms. Caroline also sponsored the new Kitty Hawk-class supercarrier, USS John F. Kennedy (CVA-67) in May 1967, some 52 years ago.
While CVN-79 is expected to be completed in 2022, CV-67 has been on red lead row since 2007 and is nominally set to be preserved as a museum ship.
Meanwhile, in Portsmouth, HMS Prince of Wales (R09) was commissioned this week as the Royal Navy’s second 65,000-ton Queen Elizabeth-class carrier, the largest class of warships ever to carry the White Ensign.
The last HMS Prince of Wales (53), a King George V-class battleship, was famously lost 77 years ago this week on 10 December 1941 by Japanese air attack off Kuantan, in the South China Sea
The stricken battleship’s original bell, salvaged in 2002, is on permanent display in the National Museum of the Royal Navy’s gallery.
The relic will be scanned and cast by Cammell Laird to provide a new bell for the aircraft carrier that bears her name.
HMS Queen Elizabeth (R08), the first semi-active big deck aircraft carrier to sail under the White Ensign since the F-4 toting HMS Ark Royal (R09) was retired in 1979, has returned home to Portsmouth after more than a month at sea working up with British-flown F-35s.
Upon coming home, she was met by her brand spanking new sister ship, HMS Prince of Wales (R09– the same pennant as Ark Royal’s!) for the first time.
The last time more than 130,000 tons of British carriers were in one place at one time was Bruce Fraser’s 1944-45 Pacific Fleet. His force included six Implacable/Illustrious-class fleet carriers, four Colossus-class light carriers, two maintenance carriers, and nine escort carriers, for a total of 320,000-tons of flattop real estate parking for 750 embarked aircraft.
The Commanding Officer of HMS Queen Elizabeth, Captain Steve Moorhouse said:
“Homecomings are always a special occasion, but to be returning to Portsmouth with HMS Prince of Wales welcoming us home makes this a particularly special occasion.
“This has been an extremely successful deployment for HMS Queen Elizabeth. Embarking UK F-35 Lightning jets for the first time and integrating them within the carrier strike group is a significant milestone and we are well set for an equally demanding 2020 and our first operational deployment in 2021.”
Recently, it was detailed that the HMSQE-class has deck parking for 45 F-35s, which is a serious (and seriously unlikely without USMC cross-decking) airwing.
Also of note, the Indian government is talking of moving ahead with a plan (and formal offer from BAE) to acquire a CATOBAR version of the class for their own use as well, in response to China moving towards a four-carrier fleet.
Which makes the planned first deployment of HMSQE in 2021 to the Indian Ocean a no-brainer.
Maybe there will be another British (Commonwealth) Pacific Fleet in the future?
The below ~4 minutes show what’s it like to fly an F-35 off the flight deck of HMS Queen Elizabeth with some great photography that displays, if nothing else, that the RN’s combat camera guys are on point.
For the first time in eight years, fighter jets flew from the decks of a British aircraft carrier this week, and here are some great images of F-35Bs conducting night flying trials off the new carrier HMS Queen Elizabeth look like storyboard shots for a space opera fight scene. Vipers on the Galactica et. al.
From the Royal Air Force:
The trials included state-of-the-art night-vision technology, with the pilots and aircraft handlers successfully guiding the supersonic fighter jets onto the flight deck. HMS Queen Elizabeth has been kitted out with specially-designed LED lighting on her flight deck to aid night time landings.
Of course, Queen Elizabeth is not expected to be operational until 2021, and then only with a wing composed primarily of USMC F-35Cs
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. 8, 2018: Giuseppe, how many seaplanes you packing?
Here we see the Regia Marina’s very proud seaplane carrier, Giuseppe Miraglia, at anchor in the 1930s. A true-life example of what today would be seen as a dieselpunk aesthetic, the Italian navy views her as an important predecessor of their modern pocket carriers– Cavour and Giuseppe Garibaldi— today.
Italy got into the seaplane tender biz in February 1915 when they bought the aging 392-ft./7,100-ton Spanish-built freighter Quarto and, as Europa, converted the vessel to operate a half-dozen or so FBA flying boats. Taking part in the Battle of the Strait of Otranto against the bottled-up Austro-Hungarian fleet in 1917, she was discarded after the war.
Fast forward to the mid-1920s, and Italian rivals Britain and France had newer and more modern seaplane carriers (such as HMAS/HMS Albatross and Commandant Teste, the latter carrying 26 aircraft) on the drawing board. This left the Italian Navy with a need for a warship that could pack a lot of (sea)planes once again.
In 1925, Rome bought the incomplete passenger/mail steamer Citta di Messina and, sending her to the Regio arsenale della Spezia for completion, produced Giuseppe Miraglia.
The vessel was renamed in honor of Tenente di vascello Giuseppe Miraglia, an early Italian naval aviator killed in an accident in 1915 at age 27.
Early in the war, he made headlines in the country by leading his seaplane squadron over Austrian-held Trieste in a raid that was widely celebrated.
She wasn’t a giant ship, just under 400-feet long with a light draft of 4,500-tons. But Miraglia was fast enough for naval use (21 knots) and with enough room for as many as 20 seaplanes of assorted sizes.
For this, she was well-equipped with two below-deck hangars in what was to be the steamship’s holds, each equipped with catapults and cranes for launching and recovery, respectively. Inside the hangars were room for spare parts including fresh engines, a few spare aircraft in “knocked down” crated condition, tools and handling equipment.
Many of the planned staterooms which originally were meant for 1st and 2nd class passengers were completed for aircrew instead. A central ordnance magazine and avfuel storage were accessible from each hangar.
The twin hangars could each hold 5-6 Macchi M.18AR seaplanes with their wings folded while additional aircraft “parking” was available topside for a couple extra boats.
A pusher-style biplane flying boat, the M.18AR was one of the more successful “combat” seaplanes of the 1920s and 30s, serving not only with the Italians but with the Spanish Navy‘s early seaplane carrier Dédalo (Dedalus) during the Civil War in that country as well as against Moroccan rebels, but also with the Paraguayan Navy during the Chaco War.
The open cockpit three-seat scout bombers were the staple of the Aviazione per la Regina Marina for much of the interwar period, capable of toting a few small bombs and a 7.7mm machine gun aloft with a 300~ mile combat radius.
By 1930, the Macchi aircraft were replaced largely with Cantoni 25 AR seaplanes and, after 1937, with the smaller but more modern IMAM Ro.43, which at least had a closed cockpit and two machine guns rather than just one– although carried no bombs.
Miraglia’s topside deck was protected by 50mm of armor to stave off air attacks not scared off by her AAA suite of a dozen Breda machine guns while a quartet of 4-inch guns could take shots at closing destroyers or torpedo boats. She had a side belt of between 70 and 80mm (sources vary).
Miraglia entered service 1 November 1927 and was used in the disgrace that was the Italo-Ethiopian War in the late 1930s to transport aircraft to the theatre.
When WWII came, she somehow managed to not catch a British torpedo or American bomb while serving in the Mediterranean although she was present in the harbor for the raid on Taranto in 1940. She spent most of the war as a transport and test bed, rather than in operations.
Later in the conflict, the zippy little Reggiane Re.2000 Falco I “Catapultabile” monoplane, which could be catapulted off by not recovered by the vessel, made an appearance on the ship.
Following the shit-canning of Mussolini, Miraglia sailed to Malta in 1943 to be interned under British guns and served the rest of the war as a receiving ship for Italian sailors from smaller vessels.
Meanwhile, Italy’s first planned aircraft carrier– a respectable 772-foot leviathan by the name of L’Aquila (Eagle) converted from an unfinished ocean liner– was left under construction at Genoa. Although it was envisioned she would carry up to 56 aircraft, the Italian eagle was never completed and finally scrapped at La Spezia in 1952. A sistership, Sparviero, never even got that far, making Miraglia the sole Italian aviation ship fielded in WWII.
Following the end of the war, with the general disfavor of seaplanes and seaplane carriers of the time, Miraglia was retained at Taranto as a PT boat tender until 1950 when she was disposed of. Jane’s, in their often confusing 1946-47 volume, noted that she was to be refitted as a supply ship.
Italian Naval Aviation languished for a full decade following VE-Day, only restarting on a limited scale when a few Bell-Augusta AB-47G helicopters were handed over to the Navy for shipboard service in 1956.
By 1969, Vittorio Veneto, a so-called “helicopter cruiser,” was in service, capable of carrying six SH-3D Sea Kings or larger numbers of smaller whirlybirds.
Finally, in 1990 the Italian government placed an order for several AV-8B Harriers for use on the newly completed light aircraft carrier Garibaldi, returning the country’s fleet to a fixed-wing capability that it hadn’t seen since Miraglia steamed for exile in Malta in 1943.
Today, it is thought that the carrier Cavour will carry a squadron of operational Italian F-35Bs by 2023, almost a century after Miraglia was conceived.
Displacement, full load: 5.913 t
Length: 397.72 ft.
Beam: 49.18 ft.
Draft: 19 ft.
Propulsion: 8 Yarrow water tube boilers, 2 groups of steam turbines with Parsons type reducer, 2 propellers with three blades, 16,700 HP, 430 tons oil.
Speed: 21 knots
Crew: (196) not counting airwing, as follows:
4 x 102/35 Schneider-Armstrong naval rifles
12 x 13.2 mm Breda machine guns
2 Gagnotto steam catapults in bow and stern
2 aircraft hangars for 5-6 planes with folded wings (total of 11 seaplanes)
2 depots for 3 dismantled aircraft, each
17 Macchi M.18AR seaplanes (1927-30), 20 Cantoni 25 AR seaplanes (1931-36) up to 20 IMAM Ro.43s (1937-43)
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Brewster F2A-1 fighter of Fighting Squadron Three (VF-3) At Naval Air Station, North Island, California, 9 September 1940.
The plane is painted in McClelland Barclay experimental camouflage design Number 2. Note gun-camera mounted on the starboard side of the fuselage, forward. Grumman F2F-1 fighters of Fighting Squadron Two (VF-2) are in the background.
Design number 1 is in the below, NH 96143
Of course the U.S. Navy and Marines had legit issue with the Brewster F2A Buffalo, dubbing it “the flying coffin” when flying against highly trained Japanese pilots with arguably better aircraft but the Finns, who used 44 Model B-239 (export) F2As nicknamed Pylly-Valtteri (“Butt-Walter”) and Lentävä kaljapullo (“flying beer-bottle”) among others, made mincemeat out of Red Air Force planes for a time.
Lockheed Martin announced yesterday that the U.S. Air Force authorized extending the service life of the F-16 airframe from 8,000 Equivalent Flight Hours to 12,000. This means that, following F-16 Service Life Extension Program structural modifications, the typical late model F-16 in big blue’s inventory could operate for another 30 years (putting some distance between the need and the want in fielding combat ready F-35 units).
I mean, between them Japan, ROK, Greece, and Turkey are still flying hundreds of F-4 Phantoms in a combat role and the last of those left the assembly line in 1981– so it’s possible.
From LM: (bold mine) 🙂
Following F-16 Service Life Extension Program (SLEP) structural modifications, the U.S. Air Force could safely operate Block 40-52 aircraft to 2048 and beyond. The Air Force and Lockheed Martin also reduced projected service life costs for the Block 40-52 fleet, paving the way for safe, cost-effective F-16 flight operations decades into the future.
“This accomplishment is the result of more than seven years of test, development, design, analysis and partnership between the U.S. Air Force and Lockheed Martin,” said Susan Ouzts, vice president of Lockheed Martin’s F-16 program. “Combined with F-16 avionics modernization programs like the F-16V, SLEP modifications demonstrate that the Fighting Falcon remains a highly capable and affordable 4th Generation option for the U.S. Air Force and international F-16 customers.”
Validation of the extended flight hour limit directly supports the SLEP goal of extending the service life of up to 300 F-16C/D Block 40-52 aircraft. SLEP and related avionics upgrades to the Air Force’s F-16C/D fleet can safely and effectively augment the current fighter force structure as U.S. and allied combat air fleets recapitalize with F-35 Lightning IIs.
A second phase, or Part II, of the F-16 SLEP airworthiness process continues with the request for Military Type Certificate (MTC), which will be submitted to the Air Force’s Technical Airworthiness Authority in the coming months. Part II seeks to validate further extending the F-16’s operational life based on final service life analysis from extended durability testing.