Helicopters

The ultra-luxury cruise ship recently docked in London for the first time so I went to see what passengers can expect from a holiday that includes two helicopters and a submarine

As a travel journalist, I often have to convince people that my life isn’t all glitz and glamour, but it was difficult to argue my case as I sat drinking champagne on a six-star cruise ship.

The Scenic Eclipse II docked for the first time in London last month, and I got the chance to have a nosey around and see what life is like onboard this luxury vessel. Coming out of the very unglamorous tube, I immediately spotted the boat moored just off of Greenwich Pier, looking more like the kind of superyacht you’d see in the waters of Monaco than in the murky Thames.

While many cruise lines compete to build bigger and bigger ships, Scenic Eclipse II has focused on quiet luxury and an exclusive experience for those onboard. Only 228 guests can board each of its voyages, (200 if it’s visiting polar waters) and with a staff ratio of nearly 1:1, service is incredibly personal. Each of its 114 suites comes with butler service, and the layout means everyone gets a veranda where they can enjoy the views. Which is handy, because the ship visits plenty of places where you’ll need a good camera.

Our group took a quick, if choppy, Thames Clipper service across to the Scenic, and were relieved to step onto its much more stable floors. As soon as you step onboard, you definitely feel the luxury vibes, and it felt more like the lobby of a five-star hotel than a cruise ship. Sipping a glass of champagne in the plush lounge, and taking a sneaky peek at the top shelf drink selection for all-inclusive guests, I started to make a plot to stowaway on the ship.

But I settled for a sneaky peek around its deluxe rooms instead. Firstly, to one of the top decks to see the vast Owner’s Penthouse Suites, set at the front of the ship so you get to make the most of the views, presumably while soaking in your private spa tub while the butler tops up your drink. It had a plush bedroom area, huge living room with its own bar, and walk in-closets where you can store all your best cruising outfits for black tie galas.

You certainly won’t be slumming it if you opt for one of the lead-in Verandah Suites. These have a king-size bed, a curtained off living area, and marble en-suite bathrooms, and even the ‘basic’ level rooms on this ship get butler service, in-room dining, and much more included.

Of course, nobody goes on a cruise just to sit in their room, and Scenic Eclipse II is clearly for cruisers who have a more adventurous side. Passengers can book trips on one of the ship’s two helicopters, or even get onboard its submersible to explore the deepest waters with 360-degree views. The relatively small size of the ship compared to many mega cruise ships mean it can also visit a wider variety of places, and its itineraries range from Antarctic adventures to relatively tame Mediterranean voyages.

One feature that I found really fun was that the navigation deck would be kept open for the duration of the cruise, so you can pop along and chat to crew members, see the equipment up close, and live out your fantasies of being captain. But sadly, they won’t let you press the buttons.

A team of 38 chefs onboard means you have a huge range of culinary options for a relatively small ship, about 10 all-inclusive choices overall from lounges with snacks and coffee to impressive Italian, fine French dining, a sushi counter, and a Teppanyaki grill experience.

Add to this a couple of pools, an incredible spa with a gym and yoga room, and a plush lecture theatre offering a program of talks as well as workshops and entertainment, and I can’t imagine you’d ever get bored during your cruise.

After leaving Greenwich, the Scenic Eclipse II is made its way to Hamburg, continuing through Ostend, Belgium, before cruising the Elbe River. This five-night itinerary starts at £4,4951 per person.

The specifications of the ship mean it has plans to visit some of the world’s most extreme environments in the future, including Antarctica and the Arctic, as well as classic Mediterranean destinations, Oceania, and the remote archipelagos of South East Asia and Indonesia. Find out more about Scenic Cruises here.

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Helicopters played a major role in this year’s Rim of the Pacific (RIMPAC) sinking exercise (SINKEX), with at least three allied rotorcraft types employing weapons against retired U.S. Navy vessels. U.S. Army AH-64 Apache attack helicopters fired Spike NLOS (Spike Non-Line of Sight) missiles at the guided missile cruiser ex-USS Mobile Bay, a Royal New Zealand Navy SH-2G(I) Seasprite struck the amphibious assault ship ex-USS Peleliu with an AGM-119 Penguin missile, a Royal Australian Navy MH-60R Seahawk launched an AGM-114N Hellfire missile against a target ship, and an Italian Navy SH-101 helicopter launched a Marte anti-ship missile.

Collectively, the engagements underscored how helicopters are emerging as key contributors to distributed maritime strike, complementing fighters, warships, submarines, and land-based missile batteries with precision-guided anti-ship weapons.

The Apache strike, conducted July 11, saw AH-64s assigned to the 16th Combat Aviation Brigade, 7th Infantry Division, Multi-Domain Command–Pacific engage the former Ticonderoga-class cruiser ex-USS Mobile Bay during the live-fire SINKEX. The Army’s previous demonstration of an Apache destroying a much smaller boat with a Spike NLOS was something TWZ was first to report, but employing the weapon against a full-sized cruiser during the world’s premier maritime exercise marks another significant milestone in the service’s expanding maritime mission.

The Apache’s participation in RIMPAC reflects the Army’s steadily growing role in maritime operations across the Indo-Pacific. Long associated with close air support and anti-armor missions, the AH-64 is increasingly being tasked with engaging naval targets. This is something that has also played out in recent combat operations against Iran.

Spike NLOS has emerged as one of the key tools enabling that mission. The Israeli-developed missile provides an operator-in-the-loop datalink that allows course corrections and aimpoint refinement throughout much of the missile’s flight. That capability makes it particularly useful against moving or time-sensitive maritime targets, where target discrimination and battle damage assessment can be especially challenging.

AH-64 fires Spike NLOS during integration tests at the U.S. Army Yuma Proving Ground in 2023:

Spike missile integrated into AH-64 at Yuma Proving Ground

Compared with the AGM-114 Hellfire and AGM-179 Joint Air-to-Ground Missile (JAGM), Spike NLOS dramatically extends the Apache’s reach while retaining the flexibility to engage both land and maritime targets.

According to manufacturer Rafael, the latest version of Spike NLOS has a maximum range of roughly 20 miles, giving it a substantial stand-off advantage over the Hellfire and JAGM. The variants of those weapons currently fielded on U.S. Army Apaches have maximum ranges of less than 10 miles, though they are typically employed at considerably shorter distances in operational use. At the same time, extended-range versions of both missiles have been demonstrated, with Hellfire tested at approximately three times its standard range and JAGM at roughly double its baseline reach.

The Royal Australian Navy’s contribution highlighted another facet of the growing helicopter anti-ship mission. An MH-60R Seahawk embarked in the Arleigh Burke class destroyer USS Wayne E. Meyer conducted a live AGM-114N Hellfire engagement against a target ship. While Hellfire lacks the standoff reach of Spike NLOS and is primarily associated with engaging smaller surface vessels, it remains a highly capable maritime strike weapon and is a standard part of the MH-60R’s surface warfare arsenal.

Imagery released by the New Zealand Defense Force showed a Royal New Zealand Navy SH-2G(I) Seasprite embarked aboard the Anzac class frigate HMNZS Te Mana launching an AGM-119 Penguin anti-ship missile against the decommissioned amphibious assault ship ex-USS Peleliu. According to the NZDF, the missile penetrated the hull before detonating inside the vessel, inflicting significant internal damage and compromising its integrity.

The Italian Navy also revealed that an SH-101 helicopter embarked aboard the multirole combat ship Giovanni delle Bande Nere launched a Marte anti-ship missile during RIMPAC 2026, although it did not specify which target the missile was fired against.

Together, the Apache, Seahawk, Seasprite, and SH-101 illustrated just how diverse helicopter-based maritime strike has become. Although each of the weapons described above is optimized for different targets and mission profiles, all three point toward helicopters assuming an increasingly prominent role in coalition anti-surface warfare operations.

The U.S. Army’s maritime application for Spike NLOS aligns closely with the Army’s Multi-Domain Operations concept, which increasingly envisions aviation units contributing to sea-denial missions alongside their more traditional roles. Apache crews have repeatedly demonstrated maritime strike capabilities during exercises across the Pacific, and RIMPAC provides one of the largest and most complex venues yet to refine those tactics alongside allies and partners.

Beyond the Army’s work with Spike NLOS, the U.S. Marine Corps has been experimenting with arming its AH-1Z Viper attack helicopters with small cruise missiles, dramatically expanding their reach and giving them the ability to strike ships from well beyond the range of traditional helicopter-launched weapons. Above all else, it’s yet another example of the attack helicopter’s changing role in the maritime environment.

Although helicopters featured prominently, they represented just one layer of the larger SINKEX strike package.

Video released this week also showed a U.S. Navy F/A-18F Super Hornet carrying AGM-158C Long Range Anti-Ship Missiles (LRASM), along with live launches from U.S. Army M142 High Mobility Artillery Rocket System (HIMARS) and Japan Ground Self-Defense Force Type 12 coastal defense missile batteries. U.S. Navy P-8 Poseidon maritime patrol aircraft were also seen supporting the event. Based on the imagery that has been published, submarines were also involved in the SINKEX strikes. Full details of which weapons and platforms ultimately sent which retired ships to the bottom remain unclear, and TWZ has asked officials for additional information.

As well as the decommissioned Ticonderoga class guided missile cruiser, the Tarawa class amphibious assault ship ex-USS Peleliu also served as a SINKEX target. As we have discussed previously, the pair represented two very different classes of major warship, providing participants with valuable opportunities to employ and evaluate a wide range of anti-ship capabilities.

Live-fire events like RIMPAC’s SINKEX remain among the most valuable aspects of the exercise, providing opportunities that are difficult to replicate in synthetic training environments. They allow participating forces to observe weapon performance against full-sized ships, refine targeting procedures, and integrate air, sea, and land-based fires while operating within a coalition framework.

RIMPAC 2026 brings together 30 nations, more than 30 surface ships, five submarines, 15 national land forces, over 206 aircraft, and approximately 30,000 personnel operating in and around the Hawaiian Islands from June 24 through July 31. Now in its 30th iteration since beginning in 1971, RIMPAC remains the world’s largest international maritime exercise, designed to improve interoperability while strengthening the partnerships that underpin maritime security and freedom of navigation across the Indo-Pacific.

While long-range anti-ship missiles launched by fighters, warships, submarines, and coastal batteries remain central to modern naval warfare, this year’s RIMPAC SINKEX also demonstrated that helicopters are increasingly indispensable members of the maritime strike team. Whether armed with Spike NLOS, Hellfire, Penguin, or Marte missiles, allied rotorcraft showed they are increasingly expected to contribute directly to the joint force’s anti-ship kill chain. For a region where distributed operations and coalition interoperability are becoming ever more important, that evolution is likely only to accelerate.

Contact the author: thomas@thewarzone.com

The Senate Armed Services Committee believes that the U.S. Air Force is currently unable to support combat search and rescue (CSAR) operations “in a major contingency.” Legislators say they are concerned about the CSAR force structure after the Air Force trimmed its buy of HH-60W Jolly Green II helicopters and also elected to transfer some of these aircraft to the so-called Air Force District of Washington (AFDW) mission set, as you can read about here. This comes on top of concerns that the HH-60W fleet isn’t well suited for the realities of a war in the Pacific while no better solution is being sought.

The Senate Armed Services Committee released a full copy of the proposed legislation earlier this week. In this, it states that it is “concerned about CSAR force structure” in the Air Force.

Up close with the HH-60W Combat Rescue Helicopter at Nellis AFB for The War Zone.

The importance of the Air Force CSAR mission, and the role of the HH-60W specifically, was underscored earlier this year when the type took part in efforts to rescue the crew of an F-15E Strike Eagle shot down in Iran.

Now, the committee points to the Air Force’s decision to truncate its buy of heavily modified HH-60Ws, followed by the transfer of 26 of these from CSAR units to the AFDW to replace UH-1N Twin Huey helicopters. AFDW uses these helicopters to support continuity of government plans, contingency response, homeland operations, and ceremonial honors in the National Capital Region. Under normal circumstances, the vast majority of AFDW missions involve VIP movements.

“The committee believes that these actions have left CSAR forces unnecessarily short of the forces needed to support CSAR operations in a major contingency,” the legislators say. The committee has now called upon the Secretary of the Air Force to conduct a study of CSAR requirements and capabilities, including HH-60Ws and HC-130J Combat King IIs, and provide a report briefing to Congress before the end of March 2027.

Until that study is completed, the committee has called upon the Secretary of the Air Force to avoid making any more changes in CSAR force structure.

The Air Force had once planned to replace its AFDW UH-1Ns with new MH-139A Grey Wolf helicopters, but revealed last year it was considering using HH-60Ws for this role instead. The Air Force’s proposed budget for the 2027 Fiscal Year confirmed that it was moving ahead with these plans.

As we have discussed in the past, the HH-60W will bring a substantial increase in speed, range, and payload capacity compared with the aging UH-1Ns now flying AFDW missions, while also outperforming the smaller, lighter MH-139 in each of those key metrics.

The Air Force’s current plan calls for development of the HH-60W AFDW variant to begin in Fiscal Year 2027, starting October 1, with the first aircraft entering modification the following fiscal year. Those reconfigured Jolly Green IIs would then begin replacing the increasingly outdated UH-1Ns assigned to the AFDW mission at Andrews Air Force Base (now part of Joint Base Andrews).

TWZ had previously raised the question of how the transfer of 26 HH-60Ws for the AFDW role might affect the operational capacity of the rest of the CSAR-focused fleet.

In particular, the Air Force has no plans to procure additional Jolly Green IIs despite the upcoming transfer.

As the Senate Armed Services Committee points out, the Air Force already decided to scale back HH-60W purchases, from an original program of record for 113 of the helicopters. The total planned fleet now stands at 91. This amounts to the CSAR fleet losing roughly 30 percent of its entire Jolly Green II fleet, the first of which began entering Air Force service in 2022.

The legislators point to the ongoing demand for CSAR capabilities, not just in lower-end conflicts such as the war with Iran, but especially in potential future high-end fights, such as one between the United States and China in the Pacific, where aircrew losses would be greater by an order of magnitude.

For years, TWZ has warned that the growing reach and sophistication of modern air defenses are calling into question the viability of traditional fixed-wing and helicopter CSAR missions. In a high-end conflict, especially against China in the Pacific, even stealth aircraft are expected to face significant risks inside contested airspace. The idea that a Black Hawk helicopter, no matter what is bolted onto it, is going to survive in that same environment is highly questionable, and that’s if it can even reach the rescue point at all. The distances involved in the Pacific are far greater than those in Europe or the Middle East, which the legacy CSAR fleet was largely optimized around.

Back in 2023, one of the Air Force’s senior procurement officers asserted that the HH-60W fleet would not be “particularly helpful in the Chinese area of operations” due to these reasons. The Air Force’s cuts to planned purchases of HH-60Ws reflected this reality, while other senior officials have acknowledged that the service will need to rethink how it carries out this critical mission in future wars. The issue is that the cuts didn’t result in other capabilities taking the HH-60W’s place, like uncrewed systems and tiltrotors. So now there is an emerging gap in CSAR capabilities, both in terms of new ones more aligned with the challenges of the Pacific and just any kind of CSAR capability at all. Turning a large portion of the HH-60W fleet into VIP transports certainly doesn’t help with problem.

For the time being, at least, the Air Force is heavily reliant upon its HH-60Ws, regardless of potential vulnerabilities. With orders for the Jolly Green II slashed, and more than two dozen examples slated to switch to another mission, it is perhaps not surprising that legislators want to know how the Air Force will be able to conduct CSAR in the future.

Contact the author: thomas@thewarzone.com

Video shows helicopters dumping water on a fast-moving wildfire in southern California’s Simi Valley. The Sandy Fire has scorched more than 526 hectares (1,300 acres) and damaged at least one home. Thousands are under evacuation orders and warnings.

Inside, you will find a double bed, bunk beds, and a kitchen equipped with a microwave, toaster, kettle and fridge

Two retired RAF helicopters have been transformed into stunning glamping pods – and they are already fully booked. The yellow Sea King aircrafts have found their forever homes being stationed at North Yorkshire Water Park, at Wykeham Lakes, near Scarborough., after long careers saving lives across the UK.

They now add to a believed four other Sea Kings which have been transformed into liveable accommodation in Britain. Their specialist interiors have been ripped out and replaced with a double bed, bunk beds, and a kitchen, equipped with a microwave, toaster, kettle and fridge.

Some parts of the cockpit – including the controls and switches – are still intact, but stunning images show how it has been reworked into a dining area.

Its sliding door acts as the main access point and when opened leads onto a gravel landing pad, with a picnic bench. The water park says the helicopters offer a “unique and “memorable” stay which were designed for couples, families to enjoy.

The helicopters were originally built for the RAF for Search and Rescue, according to North Yorkshire Water Park.

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Both the ZE369 and XZ589 offered decades of service at the forefront of life-saving missions across the UK, carrying out daring rescues in all weather conditions.

The pods were available to be booked from Friday, May 1 – the first four weeks are fully booked, according to Airbnb. Prices start at £130 a night.

James Whitehead, operations manager at North Yorkshire Water Park: “We are incredibly excited to welcome the new Sea King helicopter glamping pods to our stay on-site offering.

“Both helicopters have an extraordinary history, having spent decades carrying out life-saving search and rescue missions across the UK.

“It was important to us that the original character and charm is preserved as much as possible while making them a cosy place to relax after a day of fun.”

North Yorkshire Water Park is one of the UK’s largest spanning a huge 250 acres. The outdoor adventure destination features massive inflatable aqua parks, lakes for kayaking, paddleboarding, and open-water swimming.