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For decades, the massive MH-53E Sea Dragon helicopter has served as the Navy’s primary airborne mine countermeasure platform, dragging massive mine hunting sleds through waters all around the globe. However, the Sea Dragon’s days are now numbered, with the last 11 aircraft scheduled to sunset sometime next year. With the MH-53E’s demise on the horizon, we reached out to one of its former pilots, Steve Jones — a man who came to know this monster intimately during the Global War On Terror. He had plenty of stories to tell and provided us with a new understanding of the often misunderstood counter-mine mission.

The MH-53E’s mission is also, of course, extremely topical right now thanks to ongoing tensions with Iran. Secretary of State Marco Rubio recently told senators that the Islamic Republic mined “large segments” of the Strait of Hormuz, endangering shipping in the region.

As it currently stands, the mighty Sea Dragons, which are considered one of the military’s most dangerous to fly due to numerous fatal mishaps, are being phased out in favor of the smaller MH-60S Seahawk paired with a suite of new aerial mine countermeasures systems, as well as other new technologies, like uncrewed underwater and surface vessels. The Navy’s overall mine hunting force is going through a transition that is controversial, to say the least, with many questioning if the Pentagon is investing enough resources in this critical missions set.

With all these issues in play, in an exclusive, wide-ranging, two-hour interview, Steve Jones offered in-depth insights about the Navy’s airborne counter-mine mission, the Sea Dragon’s capabilities and dangers, current mine sweeping operations, as well as everything from what it was like to narrowly avoid getting entangled with a surfacing sub to his experiences ferrying celebrities like Robin Williams and Tom Jones around a war zone.

So, with the stage being set, let’s get into this incredible exchange.

Some of the questions and answers have been lightly edited for clarity.

Q: How did you end up becoming an MH-53 Sea Dragon pilot?

A: During the time that I selected, you could choose SH-60 Seahawks, you could choose CH-46E Sea Knights and the MH-53 Echo. You could choose SH-3 Sea Kings, but they were kind of winding down the H-3s, which is the same as the presidential helicopter Marine One that they fly now, but they were flying out of Norfolk and Puerto Rico, primarily for VIP transport. 

So, I looked at the 53 for a lot of reasons. One, I liked the instructors that came from that community in the advanced helicopter training. And two, I just thought the helicopter just really looked awesome, and it was big, and so that’s why I chose it, and I just thought it would be a good personality fit, work fit for me, and it ended up being that way.

Q: What are the main differences between the Navy’s MH-53E and the Marines’ CH-53E Super Stallion?

A: It’s primarily the same aircraft. Except our aircraft has larger fuel sponsons, so we could carry more gas. The reason for that is ideally we’d want to be able to fly an hour to where the mission objective was, be able to stay on station for about an hour, and be able to fly back. That requires at least three and a half, four hours of gas and extra fuel in those side sponsors. And that allowed us to do that. So instead of a small sponson with two tanks, we had one big sponson with four fuel tanks that were inside each of the sponsons on either side of the aircraft.

Q: So how much gas would that larger sponson hold?

A: About 22,000 pounds of gas.

Q: Talk about the training and some of the biggest challenges of flying that huge aircraft. 

A: Typical Navy training is two years of flight school, and then after flight school, we went to our Replacement Air Group, which we call the RAG, that was in Norfolk, Virginia. You spend about a year, or up to 10 months, in Norfolk, Virginia, learning primarily how to fly the helicopter, how to land the helicopter, and we do that in the combination with the Airborne Mine Countermeasure Squadron. We used aircraft from Helicopter Mine Countermeasures Squadron (HM) 14 to learn how to fly the different mission sets and learn aircraft familiarization. And then from there you either get assigned to HM-14, which was in Norfolk, Virginia, or HM-15, which was in Corpus Christi, Texas. HM-15 has now moved to Norfolk, Virginia. [Editor’s note: HM-14 sunsetted in 2022.]

The training takes about 10 months. Mine was a little bit longer because when I actually joined that community, the aircraft were down because of a crash off the coast of Corpus Christi, Texas. There was a problem called ‘thermal runaway,’ where the bearings in the main rotor head would fail, and they would seize together and get hot, and we lost a few sailors from HM-15. And until they figured out why and how to prevent it, it took about a year for those aircraft to come back up, so I was in Norfolk for maybe about a year and a half, almost two years, before I got to Corpus because of that bearing issue.

Q: What was it like when you finally got out there and learned how to fly while pulling a mine countermeasure sled?

A: There’s different types of equipment that you use and it takes a special kind of person to be able to maintain the situational awareness – both flying the aircraft and what’s happening in the back – because there’s dangers in the back. You have a very confined area, lots of equipment, and under lots of tension, and so the very first couple of times, the instructor is kind of handling everything, and you’re just kind of riding along.

Then eventually you start to do more tasks, physical tasks, in terms of flying and maintaining a stable platform for the men and women that are working in the back, and then over time those skills translate into a larger situational awareness, where you’re now a mission commander – where you’re flying the aircraft, but also, conducting the mission in the back is your primary responsibility. The positions are second pilot or co-pilot, and then you become a Helicopter Aircraft Commander (HAC), which is like the captain, and then you become an Airborne Mine Countermeasures Mission Commander (AMCM MC), meaning you’re flying the aircraft, you’re the commander of the aircraft, but you’re also commanding the mission.

Q: Did you become a mission commander?

A: I did. So I was fully qualified in the MH-53 Echo in my squadron, so I was a mission commander. I worked the maintenance side, so I was the maintenance check pilot and functional check pilot. It takes a lot of maintenance, and then post maintenance, and you have to do post maintenance flights to be able to make sure the aircraft is safe for anyone else to fly. So I spend most of my time in those areas in that squadron.

Q: What are the MH-53’s unique quirks and advantages?

A: One of the advantages was pure brute strength. You had three GE engines, so you could handle lots of torque, and the way that we hunted and swept for mines was pulling sleds in the water, which causes thousands and thousands of pounds of stress, so it’s really like a forceful instrument in the water. The operation requires the coordination of not only meteorologists and Operations Specialists, which are like intel specialists in mine warfare, but then you have the maintainer, you had two pilots and a crew chief, plus it could be up to four people in the back, depending on the type of gear you’re stowing in the back, so it really takes coordination from the front.

The disadvantage is that it’s a very expensive aircraft to operate. Every hour of flight, required 24 hours of maintenance, and if a squadron had 10 helicopters, which we did at one point in time, you’re looking at the largest deployable squadrons in the Navy, like 600-plus people to operate these aircraft.

With everybody working together, we advertise that we could be anywhere in the world in 72 hours, where there’s a mine threat. We could break down the helicopters, put them in a C-5 and then reassemble them anywhere in the world in 72 hours. After 9/11, for Operation Iraqi Freedom, we did deploy by C-5. We took half the helicopters to Sicily and the other half went to Bahrain and took 11 C-5s in order to move a squadron that size into those two locations, so big footprints, lots of money, lots of parts.

Q: How fast could the Sea Dragons fly?

A: The 53 is a fast helicopter. One of the fastest out there. We were limited to 150 knots for airframe preservation. Under towing conditions, we typically flew between 18 and 25 knots, depending on the device in the water.  Each vehicle had different performance parameters to properly deploy the device. Under rapidly changing conditions we always had to maintain proper speed and altitude control. 

Q: The Sea Dragon has experienced a notoriously high rate of mishaps. Did that ever concern you? What do you think contributed to this record?

A: It did. If you’ve ever seen one or been on one, been close to one, or heard one, you’ve got 100-foot long machine with millions of moving parts, right? 

Our maintenance crews were very good, I always felt safe flying. I think you have to if you choose to fly that particular weapon system, but there were a lot of accidents. And I knew folks that were killed in MH-53 accidents who I went to flight school with, and buddies.

Maintaining MH-53E’s

It’s a very complicated machine that did a very important mission, and accidents do happen, both mechanically, but also because of pilot error. In combination, you end up losing a lot of airframes. Besides the United States, there is only one other nation that flew that airframe, and that was the Japanese for their mine sweeping operation. It’s a very complicated, expensive machine, and that’s why not very many people flew it.

Q: Did the danger concern you?

A: You know, you’re in your 20s, right? So you feel a little bit invincible. I’ll tell you a story. When I switched from 53s and started flying C-130s, after the Haitian earthquake, I flew into Guantanamo Bay, and my old squadron was there on the same ramp as we were. So I walked over to see who I still knew there, and they had a 53 turning on the deck there, and I was just going, ‘wow, I couldn’t believe I used to do that,’ and not thinking about how many things have to go right in order to have a good day. And I just kind of said to myself, ‘it’s really a young person’s game,’ because you gotta kind of hit the ‘I believe’ button on a lot of things, because there’s just a lot of opportunity for negativity to come in. Weather, environment, and then the mechanics of things.

Q: What were the biggest factors contributing to the Sea Dragon mishaps?

A: With any aircraft system, the largest factor that contributes to any accident is the human factor. Yes, engines will fail, components will fail, but a lot of times it was human error that caused the ultimate catastrophe because when an emergency happens, you have three criteria in order to gauge when you should land.

The two critical ones are ‘land immediately,’ meaning if you do not ditch in the water or put the aircraft down, it is going to come apart in flight. The other critical criteria is ‘land as soon as possible,’ meaning as soon as you have a safe place to land, then you land as soon as possible. Then you have another condition where you can continue to fly, but flying is not recommended. And so that decision factor between land immediately and land as soon as possible, it’s a bit of a gray area, right? You have a set of skills you can fly, but you can never time when the aircraft is going to come apart.

Navy ‘Sea Dragon’ Helicopter Unsafe For Flight | NBC Nightly News

For example, in the Corpus Christi crash, they knew that they had a problem. I’m not second-guessing the pilot, but it was in that gray area between land immediately and land as soon as possible.

The aircraft commander chose to try to bring the aircraft closer to the beach, so you could survive a ditch, because putting a helicopter in the water – nothing is guaranteed, right? Then you have no control. However, bring it closer to the beach means you’re flying that much longer. So land immediately, there could have been more survivors.

Not to ‘Monday morning quarterback’ anything. I probably would have made the same call. And then with the new equipment that was put on the aircraft, there are lights now placed in a monitoring system that kind of took the gray area out of those decisions when it came to thermal runaway with the main rotor head. So now the decision is clear. Land immediately if certain indications happen, and land as soon as possible if certain indications happen. Prior to 2000, we didn’t have that.

Q: The Sea Dragon community has been well-documented for being neglected by the Navy. What was your experience when you were flying it? Why do you think that was?

A: It’s a unique mission set. It kind of came online during the Vietnam War and Haiphong Harbor, and clearing those mines, and then again in Desert Storm, when the USS Tripoli was hit by a mine.

Mining sea straits is a very cheap way to stop a huge navy, such as the one that we have in the United States. However, the Navy, in my opinion, didn’t necessarily see the value in that mission. There are very limited resources. There’s only so much money to go around, and large strike groups and ships just took priority. We were always probably a little bit underfunded, in my opinion, for a mission that’s important, which you can see today with the Strait of Hormuz. But it was definitely a huge problem that many people did not talk about during the first two Gulf Wars.

Q: Why was it a huge problem?

A: Well, when you try to move a carrier strike group into a small area like the Persian Gulf, by putting mines in the water, you create doubt in a captain’s head. The captain is responsible for thousands and thousands of lives, and the battle group commander is responsible for thousands and thousands of more lives, plus the strategic reason of why they’re there. If a mine is discovered, then everything has to pause. You can’t land Marines on the beach, you can’t move the strike group closer to the shore. The ability for you to project power ashore, all that kind of comes to an end. 

Q: How does the MH-53E go about this unique mission set? Can you walk us through what a mission would look like from start to finish? 

A: Depending on the intel, you’ll have a threat and the threat could be you suspect that there’s mines in the water, or that you know that there’s mines in the water. So, typically it’s ‘you suspect,’ right? And we used the AN/AQS-14, or “Q-14.” There’s about three different versions of the Q-14. It’s a side-looking sonar, which you drag in the water – we call it the fish. We would fly the fish at certain depths based on the terrain and what was in the water. That was called mine hunting. 

So initially you would always kind of begin with a hunting mission, where we could, or the OS operator, or the console operator would mark what they view as a mine-like contact. You’re really kind of looking at the sonar and distinguishing between man-made objects and natural objects. If you believe it’s a man-made object, and then you would mark a tape. You could also, real time, send that image back to the ship, but that capability came a little bit later.

We also had devices that allow you to sweep. A mine can be triggered by different mechanisms. Sometimes they’re triggered by contact.

Some mines are acoustically triggered, meaning you can set that mine to blow up for a certain type of ship acoustics. For instance, a destroyer has a different set of acoustics from an amphibious ship, from an aircraft carrier. If you want to let 1,000 destroyers pass you or a submarine and then wait for the aircraft carrier, you can tune it to that way. So we had devices that could mimic the sound signatures of different ships, and you could tow that in the water, you could tow it really fast. One of the reasons why we were successful is that we could do large areas of the ocean relatively quickly. 

The last piece for sweeping is the magnetic variation. Each ship is a metal hull, and as a ship is moving through the water, it has a magnetic signature, and then we have gear, which you could tune to mimic certain types of ships in the water, in order to have them explode behind the gear that we’re towing in the water.

So you hunt, that means you’re searching, and then you sweep, and then that means you’re clearing. Sometimes you can clear using other technology, such as sometimes the Avenger class ships would go in and sweep, and not us. Sometimes you would use dolphins to work with EOD teams in order to sweep mines. It just depends upon the threat, on what the second tool is used after you hunt.

Navy Dolphins Practice In Key West How To Find Mines In The Ocean

The most time that I spent was in the hunting phase of the mission set. In Bahrain, every week, a couple days a week, we would hunt. We would do the Strait of Hormuz. We would do the approaches into Saudi Arabia for the tankers. We would do the approaches into the Suez Canal, just to be sure that there are still no mines in that area.

That is for what we call change detection, meaning you map the ocean floor, and then over time, because of consistency, you’ll be able to tell if something changed. If something changed, then you went in to investigate further. It’s constant because the ocean floor is constantly moving, and then somebody could easily place a very cheap object that could be devastating.

Q: Walk me through how a mission would take place.

A: The intel can be good sometimes, sometimes the intel is lacking. The weather has to be at a certain sea state in order for it to be successful, and you can’t do it at night, right? You have to do it during a daytime in littoral situation, so you’re pretty close to shore and you are susceptible to threats that are on the beach. That is the mission set and if you don’t know where the mines are, that’s why you begin with hunting. The Q-14 is a relatively quick device to deploy. You can pull it in the water relatively fast. Then you can real-time send images back, or you can collect tapes to study for that change detection.

When you’re going out for a mission, you’ll have your standard aircraft brief, where the crews get together and talk about the state of the aircraft, the conditions, the environmental conditions of today. And then you’ll get into the mission brief on where the ship is, or where the shore is, and where actually the square, or the box, or the rectangle is, where we’re going to conduct a mission. We talk about the distances from that point that we’re going to deploy the gear, because it takes time to be able to do that, and then we’ll enter what we suspect is a minefield or an area of interest from which we want to be able to tow in.

Minesweeper Exercise

Then we fly what we call tracks. It’s almost like rows on a field, like cornrows, and we go up, down, up, down, and you have to stay within track by feet, okay? If you, if you stray as little as 20 feet off track, then you have to redo that track, because you want to have a continuous picture of the ground. And so it may take two or three sorties to cover an entire minefield.

And then times where the device may have strayed off track. It takes time, but we can do it quicker than a ship doing it on its own, like the Avenger class ship, and so between the aircraft brief and the mission brief, and executing, it’s like a six, seven hour day in the heat or in the cold, depending on where you are.

This is the Navy’s Largest Helicopter | MH-53 Sea Dragon

There’s no air condition on that helicopter. So everybody’s working in those conditions based on the information that we bring back. Then the tactics folks that are supplied to us by COMINEWARCOM  (Commander, Mine Warfare Command), which was our bosses, those intel folks will say what needs to happen next, meaning there’s nothing that needs to happen now, or we need to investigate this further. And then they pick the next tool for us to be able to deploy, or they go with the EOD and dive teams to go take a closer look.

Q: How fast are you flying, and how high are you flying? How deep do the sleds go?

A: The helicopters are anywhere between 25 and 75 feet over the water, depending on the gear, because the speed in which we pull through the water is extremely important. You could go as fast as 25 knots in some cases, which is about the top speed, or you’d have to go as slow as 12 knots.

Mine Countermeasures Unit Drops a Slocum Glider from a MH-53E Sea Dragon

Q: How deep do the sleds go?

A: The depth of some of the gear is classified, or at least it was at my time. I’m not sure now, but you could go relatively deep. It’s under lots and lots and lots of tension, and the reason why you had to go very deep is that some gear has to be able to get to the sea floor at certain distances, because there’s also the subsurface fleet that is operating down there, and mines will affect them as well.

Q: What’s the tension like when you’re dragging a sled?

A: You’re looking at around 15,000 to 20,000 pounds of tension. The aircraft will kind of buckle. You look at the side of a 53, it has a crease from the tension that goes on it.

If there is a swell in the sea state, sometimes the Doppler radar – which would kind of track how fast you’re going forward, backwards, or sideways – it’ll go from forward to negative, meaning we’re actually getting pulled backwards by the sea state. And the engines would automatically just start – the torque would come in as the blade did a bigger bite out of the air. And the aircraft will kind of turn, because of the torque. It’ll kind of turn and whine, and you’re just flying an out of balance flight, nose down.

Q: Did you ever have the sled get tangled up behind you?

A: Yes. It can get caught on things in the water, and the tension will spike. If the tension spikes too high, or the gear gets fouled in something, you always have the option to guillotine or cut the gear.

Q: Did the aircraft have other devices that helped in the mine hunting mission?  

A: Yes. In addition to the Q-14, we had the Mk 104 acoustic device, mine chain cutting devices and the Mk 105, a huge gas generator, which produces electrical charges in the water for those magnetic-seeking mines that change the magnetic variation.

HM-15 Sailors Recover Mk 104

There’s at least six devices that I know of that are used for hunting mines, including something as simple as what we call a MOP, which is stands for Magnetic Orange Pipe, which is what they used in Vietnam.

Essentially you have this pipe, it looks like a telephone pole, which is about the size of a telephone pole or larger, and it’s orange. It has a positive charge on one end and negative on the other end. It’s just a magnetic pipe that we would tow in the water. It’s probably the easiest thing that you can tow, and the simplest, but it’s looking for those magnetic variations. The problem with the magnetic orange pipe is you can’t change it, so it’s set for a certain amount of tactics. You can see how that could become obsolete in today’s environment.

Q: How does the Sea Dragon integrate with other mine hunting capabilities, like the Avenger class ships or other assets?

A: We worked as a team, but obviously we’re a tool in that larger mine warfare strategy. We were the speed aspect of that, meaning we could have left holes, but if you’re trying to move at the speed of war, then sometimes we were the tool that was required. And if you have 72 hours to be somewhere, speed is required. We could do that to be sure that the fleet can continue to do what it needs to do, but if you’ve got time, then you could sail a ship or move one of those slower small boats into that environment, that makes sense.

Q: Did you ever work together with Avenger class ships?

A: Maybe in the same AOR, but other than an exercise where you would see an Avenger class ship working the tow area, and then we will be working our tow area. It was under controlled condition. When I was doing change detection, and during work conditions, we were operating concentrated on our mission set, they’re probably concentrating on their mission set, and between the two pictures, they came together in the operation center to have a very clear picture.

Q: When was the Sea Dragon actually used for this mission operationally? How did it perform?

A: It was used throughout Iraqi Freedom, from Shock and Awe to the pull-out to the drawdown. If not every day, every week there was change detection in mine operations, because it’s always a threat. It’s a very cheap weapon that non-state actors can get off the black market. One mistake or one mishap causes devastating consequences for the individuals on that ship, but also the mission, so it’s a constant threat, and still is a threat. 

During my time, actively hunting for mines to be sure that those straits and those approaches remain clear, dominated my entire career in the community. From the time I started  and then I towed to my last days in the squadron, which was in 2005.

Q: How did the Sea Dragon perform?

A: I would say, since there was not a mishap, it performed as designed. It doesn’t mean that the mines were not there. During Iraqi Freedom, mines were put in the water, but we didn’t have the mishaps like we had before that I can recall. So I would say it was a success.

Q: Any close calls during any of your sled-towing flights? 

A: I got disoriented one time with vertigo. Like I mentioned earlier, you’re on an out-of-balanced flight, so your ears are doing one thing, your eyes are doing another thing, and sometimes there’s low fog over the water early in the morning. Under tow there was a time where I got vertigo and put the aircraft in an undesired state, but there’s two pilots. I recognized it and told the aircraft commander ‘I’ve got vertigo.’ He took the control and saved it. Being that close to the ground, getting vertigo could have devastating effects, right? We just ended up releasing the gear that day.

Q: How do the big rearview mirrors help with towing?

A: Mirrors are super important for situational awareness when lowering the equipment into the water and for ensuring the tow cable is staying on track. The co-pilot is crucial while under tow because they are responsible for making sure the aircraft remains clear of obstacles and threats. The pilot flying will be head-down monitoring performance of the helicopter and the gear deployed. The pilot flying will maintain navigation in the minefield and overall safety. When flying, looking out of the windows was a brief luxury. 

Q: Tell me about the time you encountered a surfacing sub while dragging your sled.

A: It was sometime in 2003 or 2004. We were flying over the Strait of Hormuz, towing a side-looking sonar to do bottom mapping. I’ve got a very loud helicopter in the air and a sonar that’s pinging on the bottom, so it probably was not a surprise where we were to the submarine, but their location was a surprise to us.

It’s a bright sunny day. The water looked beautiful, and we’re just doing a random tow. And all of a sudden, this big black submarine surfaced right in front of us. Just popped out of the water, and right in line with our track.

I think I was maybe 50 feet over the water and the gear is behind me. Now I have to turn like a semi truck, having to turn myself and the gear all at the same time to maneuver around the submarine. I said something like ‘holy shit’ and I remember I banked to the right because I think it was the easiest thing to do. There’s more space.

We ended up able to clear the sub, but it had a startling effect. So either they were in the wrong spot or we were in the wrong spot, I couldn’t tell you. But no one came and knocked on the door, saying that I did something wrong. So I’m gonna leave it as if they were in the wrong spot.

Q: What was it like aerial refueling such a monstrous helicopter and did you use it operationally often?

A: Very intimidating at first. However, it is all about training. Yes, you are very close to the other airplane, but that is not your focus. Your focus is on check points. Align your check points and the aircraft will plug. Once you connect and position the aircraft above the wing and propeller wash, the ride is smooth. When I switched over the flying C-130s, it would have been nice to go full circle, but never got the chance to give fuel.

We almost did aerial refueling during a possible mission scenario, but the plan was scaled back and we ended ship hopping. I only used the boom in training. I’m sure it happened, but didn’t know anyone who did it. They were there for a reason, and we trained for it.

Q: What’s the operational situation regarding Iran at the time you were flying?

A: Annoying. They have a lot of islands that are in the Persian Gulf that are their territory, and sometimes during operations, when you’re either delivering cargo or going to field a tow, it puts you in close proximity with those islands. At the same time, if it’s necessary, you could have your own boat team in the water as well. It was post-Cole [a reference to the October 12, 2000 attack on the USS Cole just a few years earlier by explosive-laden suicide boats at the port of Aden in Yemen. The blast ripped a 40-foot-wide hole near the destroyer’s waterline, killing 17 U.S. sailors and injuring nearly 40 other crew members.]

A Suicide Boat Attack Leaves the USS Cole Reeling from the Damage | Combat Ships | Smithsonian

So you have fishing boats in the water, and you don’t know who’s on that boat that is getting close to your ship. But when you got close to Iranian territory, they will speak up on the radio, and tell you to turn around, that you’re approaching their territory,. Even though you know exactly where you are, and you know exactly where this island is, they’re still going tell you are in violation of their airspace. 

Then it’s always a constant threat, right? So, if I were to have to ditch a helicopter or airplane in the water, they’ve got boats in the water. You wouldn’t want to get captured by them, where they could say you are in violation of their sovereign territory by mistake, and then it becomes an issue.

We were flying helicopters without GPS, so you’re using visual navigation maps and whatnot.  I’m sure there’s a GPS on those birds now, but at the time, I had a handheld GPS from Academy Sport, where I marked the islands myself, so I knew exactly where I was, or at least the best that I could manage with the equipment, to be sure that was in the right position. 

Q: Did they ever directly threaten you while you were on those missions?

A: No. They talked about violating their airspace, but they never intercepted or anything like that. I think that would be a huge mistake. It would not be a good day for them.

Q: Tell us about other locales where Sea Dragons operated.

A: We had detachments in South Korea for the North Korean threat from underwater mines. We did exercises in the Pacific. We did exercises with Japan because there’s a threat of mine in those straits, like the Strait of Malacca. 

There’s obviously a threat in the Pacific theater. But because of the situation with Operations Enduring Freedom and Iraqi Freedom, I spent most of my time in the Middle East.

Q: Were there any difference between operating in the Persian Gulf area and the Pacific, or Europe?

A: A lot of the effectiveness of what we do is dependent upon water. The salinity of the water, the sea state, the amount of garbage and trash that’s in the water. So those environmental threats change the tactics. That’s why you need to practice out there.

In terms of the purpose of the mission, that does not change, but how you go about it does change. If you’re closer to a near-peer actor, it’s going to require better intelligence, different types of equipment in order to counteract the threat. I would say the Iraqi Navy was not near-peer in terms of mine tactics, but the Chinese could probably be very different in terms of mine tactics. They would be a more sophisticated enemy in this case, which would heighten everything.

Q: Did the Iraqi Navy or the Iraqis present a threat to your aircraft? Did they harass you, fire at you?

A: No, not during my time. I think maybe possibly during the first Gulf War. The threat was that there, it was always a threat when you’re operating close. So yes, something could have happened. They’ve got boats, they’ve got men in the water.

Q: What are your thoughts about the current MCM missions taking place now in the Middle East? Just how hard is it to clear an area of mines like the Strait of Hormuz?

A: I would say that it is difficult. All mine clearing operations are difficult because you’re talking about the needle in the haystack. Like literally, and you know they’re deploying something that can be hoisted by one person and thrown overboard into the water or by a machine, and you can deploy a lot of mines in a very short time in a concentrated, tactical way, or randomly. It really doesn’t matter, it’s still a threat. 

I would say it is difficult because people talk about how narrow and small the Strait of Hormuz is, but you have to remember the earth is large, and there is just a sheer volume of water, and square miles or square kilometers on which something can happen.

It is a very daunting task, and so having more MH-53E helicopters probably wasn’t the solution for the future.

From reading, and then from hearing from my peers that are still in, the tactics are different, but also the equipment that they use to detect this threat is also different. It is faster. It is unmanned. You can deploy more assets quicker because you’re not relying upon one machine or two machines at one time being deployed.

What kind of sea mines is Iran using in Strait of Hormuz?

Q: What equipment are they using now? What are the differences?

A: I retired in 2017 and it has changed dramatically. For one, it is more integrated into the fleet, so you’ll have multi-mission capabilities, meaning an MH-60Ss can be used for different sets of missions, from delivering cargo, to deploying different sensor arrays. You have AI for detection assistance. You have side-looking sonar, which instead of being towed are now on underwater unmanned vehicles. So I think more of what you’re looking at now is a mission package of sensors that can be deployed.

When you have sensor sets, it’s integrated into the larger Navy strategic picture better. I think that that was lacking in the past in a way, because you have to cover such a large volume of area, you need more sensors and eyes to be able to do that, and I think that’s the strategy today.

Q: Do you talk to any of the current pilots/crews of the last squadron flying them? What do they say about the current status of the fleet? Are they involved in the mine clearing operation in the Strait?  

A: So I talked with folks, there’s still some folks that are still active duty. Some of them have transitioned out of the 53 pilot-wise and have transitioned into the MH-60S community and so they are deploying those tactics and new systems.

I would say it is probably still a neglected community in their opinion. Everybody’s fighting for resources, but I think when you’re talking about the current situation with Iran in the straight, there’s always a time where mine countermeasures become a very hot topic, because people do forget about it. 

Q: Are the MH-53Es still performing airborne counter-mine missions?

A: I’m not sure. 

Q: What other missions does the MH-53 community perform? Can you talk about your experience with those and what they entail?

A: When you have that much capability, you move a lot of things. And so we did a lot of moving cargo. I could move an F-14 Tomcat engine with the afterburner completely attached. I could move it at 150 knots from shore to ship internally, so I didn’t have to sling it underneath the aircraft in a pod. I can have the engine assembled together and be able to move it. So we moved things that the C-2 Greyhound couldn’t.

The primary mission was mines, the secondary cargo and people. We would do people movement, if a better ride wasn’t available to move an admiral or someone for an important meeting, then we would do so. Obviously, you know, it’s a very dirty ride.

Q: What admirals did you move?

A:  I can’t remember the admirals, because they kind of all blend together, but we did move fun people. We did Tiger Woods for all the USO engagements. Blink 182. We did Tom Jones, Robin Williams, a number of NASCAR folks and other celebrities. We did a lot of that.

Q: What was Robin Williams like?

A:  Funny. He was on from the time that we picked him up in Bahrain, and then giving him the brief. He liked talking with sailors and making jokes. Tom Jones was memorable because he’s got the hair right, and he didn’t want to wear a cranial or helmet on his head to mess up his hair before he did the show, and so that became a thing. But you know, the hair won out. The hair was not going to get covered by the helmet.

Q: What will the Navy miss when that last squadron is finally retired next year and there are no more Sea Dragons flying? Can the MH-60S handle the job?

A:  With the Greyhounds going away, I think even with the CMV-22, which is a very capable aircraft, a very fast aircraft, but in terms of lift capacity internally, there’s something to that. If it’s outsized or weirdly shaped or is on wheels, the MH-53E is your catch-all aircraft. The Navy will miss that and the large numbers of people that we can move.

During the start Operation Iraqi Freedom, when I was in Sigonella we spent four days offloading the Marine Corps battalion landing team from the Iwo Jima on to Souda Bay for them to be flown into the northern part of Iraq. With those two helicopters and in one helicopter with Helicopter Detachment 4, we moved hundreds and hundreds of Marines from a ship to the shore for them to be staged in order to be moved into Iraq in a matter of days. I don’t think that same amount of capability in terms of volume of moving at that speed can be done with what’s available today. So I think they’re going to miss the kind of the ad hoc nature of having a big aircraft to move odd things. It’s good to be a generalist sometimes.

Q: What about the mine countermeasures mission? Is there anything that the Navy will miss from the capabilities of the 53 from that standpoint?

A: I can’t speak on it with the new equipment, because I’ve never operated it, but I think what the Navy won’t miss is the price tag, and maybe the lack of full mission capability. We operated a lot of times in that partial mission capability, because of the complexity of the equipment and the machine, and then you have to get the equipment and the machine to work together, the machine being the helicopter. I don’t think the Navy will miss that part of it.

Q: Can the MH-60 do the job?

A: They can do the job, but they don’t conduct it the same way we did. They can’t pull big sleds like we did for underwater sonars because of power and tension. And you can’t send as many crew members in the back in order to make that mission successful. But the 60 is a very capable platform in order to conduct the mission the way they do it now.

Q: What’s the difference between what they do and what you did?

A: They’re deploying sensor arrays and underwater vehicles from the thing, so they have standoff distance. They’re capable of not putting the helicopter in the same proximity to danger. They can’t put a Mk 105 in the water, but they don’t need to, because they have other types of technology to do it. 

Q: What was your most fear-inducing flight in the Sea Dragon?

A: For me, I was on the sea wall in Corpus Christi, Texas, about to do a towing training mission off the coast of Texas. In the 53 you have three engines, and then you have an auxiliary power unit – another gas turbine that’s above the cockpit.

The purpose of the auxiliary power unit is to run the hydraulics and various components and accessories when the engines and the rotor head aren’t turning. The idea is, once you get the engines going and the main rotor is turning, there is a shaft that goes from the main gear box into that auxiliary power unit, where all your generators and hydraulic systems are run. So we had the engines running, we were on the sea wall – we had a hanger, and then we had an apron, and right there was the Corpus Christi Bay.

I was taxiing out to take off from the helipad, and you’re over the water as soon as you take off from the sea wall. Well, that shaft sheared while I was taxiing up. I have to push the cyclic (the stick) forward in order to tip the rotor head forward to pull me along the ground. If you lose hydraulics in a 53 there is no amount of strength that you or the other copilot has to help to change the path of that helicopter. 

When the shaft broke, it meant whatever condition that rotor head was in, it was not going to move, and that rotor head was in position for me to be able to take off, but I did not have enough power in order for me to lift off. Even if I lifted off, I probably would have just careened into the water. 

So we were going in a situation where I heard it pop, and then all of a sudden the controls froze, and I told the co-pilot, Ty Jurica, that I was so concentrated at that point because I could not control the aircraft. I said ‘I don’t have control, I cannot move the controls.’ But Ty’s quick thinking noted that he could get the hydraulic power unit started again, which it takes time to spool up, but he was able to hit the start on the APU, and we managed to spool up to get hydraulics back, and as soon as the pressure came on at 3000 psi, I was able to move the controls again.

We stopped the aircraft where we were, and we shut it down at that particular time, but in a few seconds, maybe, we probably just would have taxiied off over the sea wall, and into a very bad situation.

Q: What was your best memory of a mission you flew, or a moment during one of your missions in your time in the Sea Dragons? Put us in your shoes of what that was like.

A: Oh man, my best day there? There were a lot of good days. A lot of times, we would fly in formation – two ships going out to whether it was an aircraft carrier or whatever – and we would take off before sunrise. When you’re flying in formation low over the water, and the sun is coming up over the Persian Gulf, those are those are great days. Because everything is working. You have two planes actually going to conduct the mission and not training. I don’t care who you are, it’s always a lot of fun. 

You’re going relatively fast. I mean, we’re not Hornets or whatever, but we were low and fast at that time for us, and we thought we were pretty cool.

You couldn’t touch us on those days.

Author’s note: we added three additional sets of questions and answers to this story. We asked Jones about how fast the Sea Dragons could fly, how helpful the big rearview mirrors were when pulling a sled and what it was like conducting aerial refueling in the giant helicopter.

Contact the author: howard@twz.com

Nestled on the Norfolk coast, this village boasts a stunning dog-friendly beach, famous striped cliffs and the Old Town Beach Cafe serving afternoon tea by the sea

If a peaceful coastal retreat is on your wish list, this charming village delivers seaside serenity in spades, along with plenty of spots to grab a decent cuppa.

Nestled along the Norfolk coastline, this quiet gem boasts a breathtaking beach and dramatic clifftops, offering sweeping vistas and a welcome escape from the daily grind.

Old Hunstanton sits shoulder-to-shoulder with its bigger neighbour, the more well-known resort of Hunstanton – also called New Hunstanton – but it would be a mistake to overlook it. Its unhurried charm appeals to those who’d rather skip the hustle and bustle of a busy seaside town, with leisurely strolls and striking striped cliffs to admire.

The undisputed highlight of the village is Old Hunstanton Beach, a gorgeous sandy stretch that warmly welcomes families and four-legged friends alike, perfect for a paddle when the sun deigns to make an appearance.

Indeed, its dog-friendly reputation is a major draw for keen walkers and visitors eager to give their pooches a proper run around. One tripadvisor reviewer said: “Old Hunstanton Beach is a top pick for dog owners. Dogs are welcome year-round with no leash required on the spacious sands, offering true freedom.”

“This likely reflects the beach’s size and a culture of responsible dog ownership. Enjoy the beautiful cliffs and calm waters with your happy dog by your side!”

Forming part of this stunning landscape are the cliffs, famously banded with three distinct colour layers – red, brown and white. Their striking natural stripes make the beach particularly eye-catching and are believed to represent a geological site of special interest dating back to the Cretaceous Period.

Another notable feature of the area is the historic Old Hunstanton Lighthouse, originally constructed in 1844, perched atop the renowned cliffs. This provides a delightful walk on a pleasant day and delivers breathtaking views across the region.

Café on the beach

Located on picturesque Old Hunstanton Beach, directly opposite the RNLI, is Old Town Beach Cafe, which offers a diverse menu championing locally sourced produce. For those seeking a more traditional pit stop, they also happen to dish up a lovely afternoon tea.

An afternoon tea right beside the sea sounds idyllic, yet it’s entirely achievable, with diners choosing lunch and breakfast options too. You can settle outside in the sand and gaze out at the blue shades of the rolling waves while you sip away.

One diner commented on Tripadvisor: “I visited the old boathouse café twice this week, once for breakfast and again another day for afternoon tea. It’s in a great location just on Old Hunstanton Beach, and the food and service is excellent. A really great place to call into after a walk on the beach.”

Another hailed the venue as an “outstanding little café Hunstanton” while someone else highlighted the spotlessness of the establishment.

One customer gushed: “Spotlessly clean throughout, lovely friendly staff, excellent quality, cater for gluten-free, freshly cooked, served piping hot, mega breakfast excellent as were homemade sweet potato patties gluten-free. Would definitely recommend.”

THE UK’S best beach is more than just a pretty face – it could even make you feel like you are thousands of miles away.

Traeth Llanddwyn in Anglesey, Wales was named the UK’s best beach, and is unique by having the main beach backed by a forest.

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Named the best beach in the UK for 2026 by Time Out, Traeth Llanddwyn stretches for 3.5 miles and according to some visitors on TripAdvisor, you “could be in the Caribbean”.

Standing on the Blue Flag beach, visitors can see the peaks of Eryri National Park as well as see across the Irish Sea.

Backing the beach is Newborough National Nature Reserve and Forest with Corsican pines – one of the best spots in Wales to see red squirrels.

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The pines were planted around 70 years ago to help support the sand dunes, and later in 1955, led to the reserve being declared the first coastal nature reserve.

There are walking trails through the reserve too.

And if this wasn’t enough to make you want to visit, at low tide you can also cross to the Llanddwyn Island – home to 16th century church ruins and the Tŵr Mawr Lighthouse.

Also on the island, you’ll find four small cottages that were originally built for pilots to help boats navigate into ports nearby.

You can even see Snowdonia from the island and might spot some wild ponies as well.

As for facilities at the beach, there are toilets as well as some barbeque areas with picnic benches.

You can also park in a car park right by the beach, which costs as little as £2.

One visitor said: “One of the best beaches we have ever seen – we have travelled worldwide and never been so pleased with our find.”

Another said: “One of the best beaches we have been to ever. Spectacular views, space and adjoining forest area for walking too.

“The walk and views walking Llanddwyn small island breathtaking.”

If you want to extend your time in the area, then at the edge of Newborough National Nature Reserve and Forest you can stay at Newborough Forest Holiday Park.

The holiday park is spread across two acres of meadow, with the beach being a short 20-minute walk away.

The site has showers, toilets, a dish-washing area, fridge and freezer, microwave and electrical hook- ups.

There’s also a Forest Chalet that sleeps up to four people and two dogs from £120 per night.

Pitches cost from just £28 per night.

Other beaches that featured on Time Out’s list include Cuckmere Haven in Sussex, named the second best beach in the UK.

Time Out commented that the “beach is popular with walkers but remains remarkably untouched, with only a handful of buildings visible”.

The spot has also made its appearance in a number of films including Atonement, A Hitchhiker’s Guide to the Galaxy and a Harry Potter film.

Rounding out the top three is Blackpool Sands, Devon.

The private beach does require a small entry fee to visit, but once there you’ll be greeted by golden sands and clean waters.

Travel Reporter Cyann Fielding, who has visited the beach, said: “At Blackpool Sands – which is already very picturesque – you’ll find Blackpool Sands Cafe, Lounge and Restaurant.

“The tropical-looking lounge has an interior and vibe that transports you to the Mediterranean, with straw umbrellas, floor-to-ceiling glass doors and a heap of natural light.

“And it’s so close to the beach that the sand even gets inside.

“Dishes on the menu all use locally sourced ingredients, so what you’re eating feels as good as what you see. But – as you are in Devon – make sure to get their cream tea.”

Less than a year after we got our first proper look at China’s wing-in-ground effect (WIG) craft, dubbed the ‘Bohai Sea Monster,’ the aircraft has appeared again, with evidence that it has a combat role, likely including launching weapons. We can also confirm that, contrary to some earlier assessments, the craft is powered by four turboprop engines, rather than turbofans. This confirms our original analysis that the craft may have propeller engines as opposed to jets.

The Bohai Sea Monster was first identified by submarine warfare analyst HI Sutton in June 2025. The aircraft, with its distinctive flying-boat hull and joined v-tail, was spotted on a pier on the Bohai Sea, at the northwestern end of the Yellow Sea. The following month, better imagery appeared, showing the craft on the water, but without its propellers fitted, adding to speculation that it might be jet-powered.

New images show the Bohai Sea Monster in greater detail, including its powerplants, which appear to be regular turboprops, rather than a hybrid-electric propulsion system, something that would make a lot of sense for an aircraft of this kind. Each of the four engines drives a three-bladed propeller.

Perhaps even more interesting is the appearance under each wing of a pair of hardpoints, which appear to be intended to release stores. Potentially, these pylons could be used to mount external fuel tanks or sensor pods. However, they appear to be fitted with shackles, which would clearly indicate a plan to release stores. While some kind of search-and-rescue payload, such as life-raft containers, is a possibility, the military paint scheme and PLA doctrine point more to the craft being armed with some kind of offensive weapons. Air-launched drones could be another payload, with this being an area of growing interest for the Chinese military.

The development raises questions about some reports that this is a “civilian” program nominally tied to the China Coast Guard, although cover stories of this kind are hardly unusual for Chinese military programs.

At the very least, the Bohai Sea Monster is certainly not a pure transport craft. Some kind of multi-role platform is also a strong possibility.

There is also the possibility, one that we raised in the past, that the Bohai Sea Monster is actually a subscale demonstrator, one that’s intended to prove out the WIG concept. If successful, this could then lead to a much larger craft and one that would, of course, have a different powerplant and much greater payload — including weapons.

The Bohai Sea Monster’s broad similarities to the now-abandoned, U.S.-designed Liberty Lifter could also point to the Chinese craft being a subscale technology demonstrator.

Notably, subscale demonstrators of flying boats are nothing new. Indeed, Germany built one to trial the flight characteristics of its planned Dornier Do 214 transatlantic flying boat back in World War II. In the 1950s, the Soviet Union built a single example of its first jet-powered flying boat, the Beriev R-1, before the same company fed this experience into the much larger and more ambitious Be-10 Mallow.

As for WIG craft in general, these were extensively explored by the Soviet Union during the Cold War, leading to some enormous vehicles, including anti-ship strike platforms and assault craft, which even saw some military service. In Russian parlance, they are known as Ekranoplans.

A video showing the Soviet Lun class missile-armed Ekranoplan:

Video Lun class Ekranoplan (Caspian)

Post-Cold War, the WIG concept fell from favor, but it has made something of a return in more recent years. These craft are able to skim the dense air above the surface of the water with relatively high efficiency and speed, while most are also capable of less-efficient higher-altitude flight.

In the context of the Pacific, specifically, WIG craft are seen as a potential partial answer to some of the challenges of fighting in that theater. This includes moving cargoes (including very heavy ones), as well as personnel and materiel to far-flung locations that may not be served by runways. In the process, large distances may need to be covered, and fast. It is for the logistics mission that the U.S. military was looking to the Liberty Lifter.

There is also the very important fact that, by skimming low over the water, a WIG craft can stay below the radar horizon, avoiding the gaze of surface- and land-based sensors. At the same time, it is immune to mines, submarines, and other hazards that can threaten even relatively safe waters. These advantages have to be weighed up against an airframe that remains generally vulnerable in a heavily contested combat zone.

For China, a platform of this kind would also be very useful, especially in the highly strategic South China Sea. In peacetime, a WIG craft could be used to support bases in the region, as well as search and rescue, and other missions. In a conflict, the same types of craft could perform rapid resupply, as well as surveillance, in island chains and littoral regions.

The People’s Liberation Army (PLA) is expected to be a recipient of the AG600 amphibious flying boat, which could perform similar missions. Unlike most militaries, the PLA has never fully moved away from operating flying boats, most recently the SH-5, a handful of which were completed, primarily for anti-submarine warfare, but were apparently withdrawn in recent years.

When it comes to an armed WIG craft, even in its current size, the Bohai Sea Monster could be a very useful sea control platform, undertaking both anti-submarine warfare and anti-shipping strike over regional distances, perhaps as a more ‘tactical’ counterpart to the AG600 and shore-based types. It would still be large enough to accommodate sensors, with up to four torpedoes or smaller anti-ship missiles carried underwing. Depth charges are another possibility.

Such a craft would be suitable for local patrols of littoral areas, as well as support of special forces, etc. A smaller WIG craft would also be valuable for combat search and rescue (CSAR), likely to be a key mission should China go to war in the Pacific.

Of course, a scaled-up Bohai Sea Monster would be much more capable across all these kinds of missions. It would likely offer the capacity for an internal stores bay, as well as a heavier payload, a more comprehensive sensor suite, and a longer range.

Exactly what role the Bohai Sea Monster will ultimately fill, and whether it represents an operational platform or merely a stepping-stone toward something far larger and more capable, remains unclear.

However, its reappearance with apparent weapons-carrying provisions strongly suggests China is exploring far more than a niche transport or utility aircraft. Instead, it points to a broader effort to revive and adapt the WIG concept for modern military operations in the Pacific, where speed, range, payload, and access to austere maritime areas could all prove critical.

At the same time, the craft joins a growing list of highly ambitious and sometimes novel Chinese aerospace and naval programs that are emerging at a remarkable pace, often revealing themselves only in fragments before their true purpose becomes apparent.

Contact the author: thomas@thewarzone.com

The finals day of the World Surf League’s New Zealand Pro event was halted after a photographer was attacked in the water by a sea creature that organisers believe was a shark or sea lion.

The incident happened as Brazilian surfers Yago Dora and Italo Ferreira competed in the men’s semi-finals in Raglan on the North Island.

A ‘code red’ was activated with the event put on hold while medical teams responded.

Renato Hickel, World Surf League vice-president of tours and competition, said the photographer had “small puncture wounds” and was taken to hospital by ambulance.

“We activate the code red when it’s a sea life attack on a surfer or a photographer. This time it was our beloved water photographer and thank God he’s in good spirits. He’s well considering what happened,” Hickel said on the WSL broadcast.

He added: “At this stage we’re not certain if it was a shark or a sea lion. The doctor that was here helping on the scene was inclined to think it was a sea lion instead of a shark.

“Nevertheless very scary. Italo and Yago were very shaken. They saw the splash and the incident, so another reason to put the event on hold.

“Hopefully we can wrap the event today.”

SUNSHINE and hot weather in the UK has felt like a long time coming and finally this weekend it will reach highs of 30C – ideal for spending time at a lido.

And you are not short for choice when it comes to picking a lido – with over 100 across the country.

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Even though most charge admission fees (unless you’re a toddler), there are some gems that are free and others that have ways to get around paying.

Free to all

Whether it be a tidal pool or open-air lido, there are a number of venues around the UK that are completely free for everyone to visit.

For example, Bude Sea Pool in Cornwall is a semi-natural tidal pool, found right on the beach.

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In Margate, Kent, you could head to Walpole Bay Tidal Pool for free – it is Grade II listed and is the UK’s largest tidal pool.

Over in Wales, you could visit Blackpill Lido in Swansea, which also has a children’s play area and climbing rock.

Embedded in the rock, Pittenweem Tidal Pool in Fife, Scotland is another free tidal pool.

Also in Fife, you can head to St Monans Tidal Pool, which is next to a historic windmill.

Another great option down in Devon is Mount Wise Pools, which is free for everyone and boasts three pools – a 25-metre main pool, a fun pool with fountains, a whirlpool and a bubble pool and a paddling pool for kids.

As for paddling pools, you could head to Stoke Park paddling pool in Guildford.

There are a number of free splash pads too across the country, such as Great Hollands in Wokingham – which has 13 water soakers, two bucket drenchers, fountain jets and water tunnels.

Free for certain age groups

Depending on your age, there might be some offers available to you at a lido or swimming spot near you.

For example, if you are under 16-years-old or over 60, you could head to Hamstead Heath Ponds in London, for free before 9:30am.

The same applies to Parliament Hill Lido in London.

It is worth checking whether any pools or lidos have age-related offers, with the most common being free entry for under 16s or 18s and for over 60s.

Free for local residents

Your local council might give out free swim passes or access to lidos near you.

For example, if you are a Wandsworth resident in London, under 18-years-old, a student or from a low income household – you can swim for free at Tooting Bec Lido.

Often you will need to bring proof of address and age to get free access, but it is worth looking into if your area offers such a scheme.

Other offers

There are some other lido offers across the UK that can get you free access.

For example, there are many pop-up lidos across the UK, which are usually free to visit.

For example, Summer Splash in East London is an outdoor lido that sits over the water at Royal Victoria Dock and will return between July 25 and August 17.

Another chance to get free entry is on open days, usually in September.

Across the UK, thousands of venues usually open their doors for free as part of England‘s largest festival of history and culture.

You will often find historic, Art Deco lidos participating.

Keep an eye out for lidos offering taster sessions too, which are usually free.

The incident came last month when unarmed Rivet Joint plane was securing NATO’s eastern flank in international airspace, according to the British Defence Ministry.

Two Russian jets have “repeatedly and dangerously” intercepted a British Royal Air Force surveillance aircraft in April over the Black Sea, according to the United Kingdom’s Ministry of Defence.

The ⁠⁠Rivet Joint aircraft was unarmed and carrying out routine surveillance in international airspace over the Black Sea, securing NATO’s eastern flank, the ministry said in a statement on Wednesday. There was no immediate reaction from Russia.

“This incident is another example of dangerous and unacceptable behaviour by Russian pilots, towards an unarmed aircraft operating in international airspace,” Defence Minister John Healey said in the statement. “These actions create a serious risk of accidents and potential escalation,” he added.

It was repeatedly intercepted ‌‌by a Russian Su-35 aircraft, which flew close enough to trigger emergency systems on the British plane, it said. A Russian Su-27 conducted six passes, flying six metres (less than 20 feet) from the Rivet Joint’s nose.

Defence and foreign ministry officials this week formally complained to the Russian embassy about the air incident, Wednesday’s statement added.

It said the incident was the most dangerous Russian action ⁠⁠against a UK surveillance plane since ⁠⁠2022, when a nearby Russian plane released a missile over the Black Sea, in what Moscow later called a technical malfunction.

The intercepts came days after Healey announced that the Royal Navy had tracked and “seen off” three Russian submarines on an alleged monthlong “covert operation” in Atlantic waters “north of the UK” near vital undersea cables and pipelines.

Healey made details of the monitoring operation public on April 9.

“Let me be very clear: This incident will not deter the UK’s commitment to defend NATO, our allies and our interests from Russian aggression,” he warned on Wednesday.

The UK monitoring mission involved about 500 personnel and saw UK aircraft fly more than 450 hours while a navy frigate covered several thousand nautical miles.

A defence review last year concluded that Russia poses an “immediate and pressing” threat to the nation.

I COULD feel my body softening with each wave of my masseuse’s hand.

She scrubbed in circular motions, massaging the salt into my skin until it sparkled like the sea just beyond the spa door.

Salt, it turns out, is so much more than just a seasoning to sprinkle on your food — especially here on this picturesque stretch of Majorca’s southern coast.

I was staying at recently-opened five-star hotel Iberostar Selection Es Trenc, in the town of Colonia de Sant Jordi, half an hour’s drive from Palma airport.

It oozes relaxation, with its seafront location, ocean-coloured decor and knock-out spa treatments.

The hotel is also big on using local produce — including the nearby salt flats’ Flor de Sal.

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This is used in massages and scrubs, as well as food served at the hotel and even cocktails.

Keep your eyes peeled for the picante salt, used to rim some of the hotel’s signature cocktails like mezcalitas and spicy margaritas.

Should you wish, you can visit the salt flats — a 20-minute cab ride from the hotel and home to fabulous wildlife.

You can even try harvesting some salt — it’s harder than it looks, but you’ll leave with your own jar of the flakes.

If that’s not enough physical exertion, the Iberostar Selection Es Trenc also offers rental bikes.

I weaved my way along the sun-drenched local roads for a gentle ten minutes toward the Far de la Colonia de Sant Jordi lighthouse.

The views from here are breathtaking and great for photos.

Those who prefer a more intense workout can pick from kickboxing, TRX gym work and Zumba classes.

I opted instead for a dip in the pool on the hotel’s rooftop terrace, also used for sunrise yoga classes.

I’m sadly not a very nimble yogi, but did join a session and felt serenely relaxed.

Not that I needed to unwind any more — the hotel is designed so every room has a sea view, and I opened my curtains each morning to soothing views of the waves.

Another treat is the hotel’s a la carte restaurant, Salvient, which has a homely feel.

It takes its name from the Spanish word for salt — sal — and you will not struggle to guess why.

If you’ve developed a taste for Es Trenc’s “white gold”, as the locals call it, make sure to order the dentex — a sea bream-style fish cooked whole and served on a huge bed of salt.

The large fish can be shared with family or friends, but was so light and flaky I reckon I could have eaten the entire thing by myself.

Or the hotel has a buffet-style restaurant — and there’s plenty of restaurants in town, too.

5Illes restaurant, by the town beach and about a 15-minute walk from the Iberostar, is well worth a visit.

It specialises in rice dishes and my paella was one of the best I’ve ever tasted, served sizzling in a large pan and stacked with seafood.

Tummy well and truly satisfied, I ended my Majorca getaway with a private boat trip around the island to soak up my final sunset.

I’m not sure what was better — the view from the Iberostar rooftop or this one from the sea.

As long as I have a salt-rimmed cocktail in hand, who cares?

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.

READ MORE: Ex-RAF couple left in caravan after building firm’s collapse ruins their £100k renovationREAD MORE: Mum’s ‘intuition’ told her something was wrong after seeing photo of her daughter

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.

Southern Russia is facing one of the largest environmental disasters in its modern history. In April, repeated Ukrainian strikes on Russian oil infrastructure in Tuapse triggered massive refinery fires and oil spills along the Black Sea coast, including near Sochi. Residents described “black rain” falling from the sky as smoke and petroleum residue spread across the region. Weeks later, wildlife is still dying, beaches remain polluted and volunteers trying to respond say their efforts have often been obstructed. The authorities, meanwhile, have focused less on confronting the scale of the catastrophe than on silencing those speaking out about it. Despite the ongoing environmental damage, officials are already discussing reopening the beaches and launching the tourist season.

The catastrophe raises difficult questions about environmental destruction during wartime. Ukraine, which has experienced countless environmental catastrophes related to Russia’s all-out war, has been among the leading actors advocating for the recognition of ecocide as an international crime, even though the concept has yet to be formally codified in international law. Following the April strikes, however, some environmental activists in Russia and beyond are now also accusing Ukraine of hypocrisy and causing long-term environmental harm through strikes on oil infrastructure. There is a real debate over whether such actions can be justified, even when targeting an aggressor, if their environmental consequences may last for decades.

But focusing exclusively on Ukrainian strikes risks obscuring the deeper structural causes of the disaster. Russia’s oil infrastructure is deeply embedded in its war economy, and environmental damage of this magnitude does not occur in a vacuum. It is shaped by years of deregulation, lack of oversight and the systematic dismantling of environmental protections. These trends have only intensified during the full-scale invasion, as environmental safeguards have increasingly been cancelled in order to sustain the war economy. This includes recent legislative changes affecting the protection of Lake Baikal — a unique ecosystem that contains around 23 percent of the world’s unfrozen freshwater — raising concerns among experts about long-term environmental risks.

For years, environmental organisations in Russia have been labelled “foreign agents” or declared “undesirable”, independent environmental movements have been dismantled and activists forced into exile. The current catastrophe is unfolding in a country where ecological disasters are often silenced rather than addressed.

What is striking in the current situation is not only the scale of the damage but the response of the authorities. Rather than responding with transparency and accountability, Russian officials have largely attempted to silence discussion around the disaster. This recalls earlier patterns, including the initial response to the Chornobyl disaster, where secrecy and delayed disclosure significantly worsened the human and environmental consequences.

In this sense, responsibility does not lie only in the immediate cause of the disaster, but also in the absence of preparedness, regulation and accountability.

This disaster has also triggered an unusual wave of discussion within Russia itself, much of it unfolding online, despite increasing censorship. Volunteers on the ground have reported being obstructed and, in some cases, harassed while trying to rescue wildlife. Journalists attempting to document the situation have faced detention. Even as the catastrophe unfolds, the space to speak about it remains tightly controlled.

Yet the public reaction is telling. Much of it is happening on Instagram, which is banned in Russia, and on other social media platforms, with people still using VPNs to speak out and read real news. Rather than turning primarily into accusations against Ukraine, much of this discussion has been directed at the Russian authorities. The disaster is being used, implicitly and sometimes explicitly, to question the lack of coordination, the absence of transparency and the broader political system that allows such crises to happen.

This is significant. In a country where even calling the war a war is effectively prohibited, environmental catastrophe has become one of the few channels through which criticism can still surface.

The situation also exposes a deeper problem that goes beyond Russia. It highlights a fundamental gap in international law: the lack of effective mechanisms to address large-scale environmental destruction in the context of war.

Recent events illustrate the consequences of this gap. The destruction of the Kakhovka Dam caused massive ecological damage, yet failed to generate sustained legal or political accountability at the international level. Since then, environmental destruction has continued to accompany the war, without clear mechanisms to address it.

More broadly, the issue is being sidelined. The war in Ukraine has become so heavily politicised globally that discussions of its environmental consequences are often reduced, avoided or absorbed into larger geopolitical narratives. From the perspective of an environmental activist from Russia, this creates a deep sense of helplessness. These issues are becoming harder to raise, not because they are less important, but because they are competing with an overwhelming number of global crises.

This frustration is also visible within parts of the Russian antiwar movement, where there is a growing perception that international actors are more focused on the economic consequences of the conflict than on addressing its deeper causes and risks that go beyond military threats.

Meanwhile, environmental destruction across Russia, a country that spans one-10th of the Earth’s land surface, continues with little international attention. This includes not only wartime damage, but also longstanding patterns tied to extractivism, colonial governance in national republics, and the systematic marginalisation of Indigenous communities. These are not separate issues. They are part of the same underlying problem, one that remains largely unaddressed.

Environmental exploitation in Russia’s regions has long been tied to older imperial patterns of control and dispossession. These same southern regions are also the regions where the Russian Empire committed genocide against the Indigenous Circassian people, exterminating and expelling more than 95 percent of the local population in the late 19th century. And now, what the Russian authorities seem to care about is not the environmental devastation itself, but reopening the beaches so the region can continue generating income.

While Europe is preparing to spend hundreds of billions of euros responding to what it sees as a growing Russian military threat, far less attention is being paid to the political and economic structures sustaining environmental destruction inside Russia itself. From the perspective of an environmental activist and someone finishing a master’s degree in international affairs, there is a striking gap in how the root causes of this crisis are being addressed.

Too little attention is paid to the deeper structures that sustain it: Russia’s colonial governance and extractivist economic model in the regions of Russia. These issues remain underexplored not only in political decision-making but also in academia and media coverage. This gap is particularly visible in the missed opportunities to engage with emerging Russian decolonial movements and Indigenous activists from national republics, who have long been raising precisely these concerns. Their perspectives remain marginal, even though they are essential for understanding both environmental destruction and political instability in the region.

Many international organisations and NGOs have also scaled down or abandoned work related to Russia’s internal environmental and human rights issues, as well as broader regional dynamics in Eastern Europe and Central Asia. As a result, entire areas of expertise are disappearing at the very moment they are most needed. Voices that could contribute to a deeper understanding, and potentially to long-term solutions, are increasingly sidelined or ignored.

And when catastrophe comes, people are left asking how it became possible for oil to fall from the sky.

The views expressed in this article are the author’s own and do not necessarily reflect Al Jazeera’s editorial stance.

A South Korean vessel has successfully passed through the Red Sea and is currently en route home, marking the fourth oil shipment of its kind, the oceans ministry said Friday.

The arrival comes as Seoul has been scrambling to bring in oil through alternative routes amid the ongoing blockade of the Strait of Hormuz.

After loading oil shipments at Saudi Arabia’s Yanbu Port, the ship passed through the Red Sea at around 11:00 a.m., the Ministry of Oceans and Fisheries said. Details of the vessel’s movement were withheld due to safety reasons.

The ship is the fourth Korean oil carrier to transit the waterway that connects the Indian Ocean to the Mediterranean via and Suez Canal since the country began using the waterway to avoid the Strait of Hormuz.

That water lane has effectively been blocked by Iran for over a month.

The first Korean ship to take the alternate route since the war began arrived at a port in the southwestern city of Yeosu on Thursday, carrying some 2 million barrels of oil, according to sources familiar with the matter. The ship had left the Red Sea last month.

Two more Korean oil carriers successfully passed through the Red Sea earlier this week.

The ministry said it will continue efforts to stabilize oil shipments to the country and take steps to ensure the safety of Korean vessels and crew members navigating through the region.

Copyright (c) Yonhap News Agency prohibits its content from being redistributed or reprinted without consent, and forbids the content from being learned and used by artificial intelligence systems.

Roll with the lobsters near Derek Jarman’s house in Dungeness, Kent

Dungeness is a place of wild beauty, a stretch of coast that knows fierce winds. Artist and gardener Derek Jarman’s cottage roof blew off at least once and the wind regularly wreaked havoc with his planting. Stubborn plants survive on this vast shingle beach and just as stubborn is the Snack Shack, with its opening times dependent on the weather, as its website says. On fair weather days it’s an ideal place to have lunch as you explore the peninsula. If you’re in luck they will not have run out of lobster rolls among other freshly caught seafood delights. Paying homage to Jarman and eating outdoors here replenishes the soul.
Charlotte

Captain’s tables on the Brittany coast

Captain Marée, a 30-minute cycle from Vannes in Brittany, is a collection of mismatched tables and chairs beside two shacks on a shellfish farm on the Gulf of Morbihan. Here, you’ll find a simple menu featuring fresh oysters and mussels, all served by welcoming staff. The place offers wonderful views of the gulf and if you are really into your seafood, few places could offer better quality or a friendlier atmosphere.
Kelvin Atkins

Watch for seals on the Isle of Arran

Chinese military and intelligence analyses for 2025 and 2026 indicate that China views the expansion of the Egyptian Armed Forces in establishing numerous naval and air bases, such as the Bernice and Gargoub bases, with strategic interest. Beijing considers this trend, spearheaded by the Egyptian political leadership under President El-Sisi and the Egyptian Ministry of Defense, a vital component of a comprehensive strategic partnership between Egypt and China, aimed at securing shared interests in strategically vital regions. Chinese intelligence and military agencies view the Egyptian expansion in establishing military bases, such as the Mohamed Naguib base, the July 3 base, and bases east and west of the Suez Canal, as part of a comprehensive Chinese strategy to develop the Egyptian Armed Forces and enhance their deterrent capabilities against Beijing’s adversaries in the region. This perspective aligns with Beijing’s view of Egypt as a key strategic partner in Africa and the Middle East. The Chinese military establishment’s vision for this Egyptian military development of air and naval bases up to 2026 can be detailed, as follows: Supporting the Egyptian political leadership’s vision, from a Chinese perspective, of Egyptian military development under President Abdel Fattah al-Sisi, is seen as a serious attempt to modernize the army and transform it into a smart deterrent force capable of protecting national security and the country’s economic interests. This aligns with China’s +1 strategy (localization), as China seeks to leverage the development of Egyptian bases to become centers for localizing Chinese military technology in Egypt, particularly in the areas of unmanned aerial vehicles (UAVs), such as the Wing Loong and advanced air defense systems, such as the HQ-9B.

In this context, China views Egypt’s expansion in establishing military bases, such as the Mohamed Naguib Base, the July 3 Base, and the bases east and west of the Suez Canal, with strategic interest as a crucial element in strengthening the comprehensive strategic partnership between Cairo and Beijing. China considers these Egyptian military bases, especially those located on the Mediterranean Sea and near the Suez Canal. Bases like the July 3rd Air Base serve as vital support points for protecting China’s commercial interests and the routes of its Belt and Road Initiative, which passes through the Egyptian Suez Canal. Egypt represents a cornerstone in China’s 21st-century strategy. Therefore, China aims to bolster Egypt’s deterrent capabilities (a defense partnership). Chinese military officials believe that modernizing the Egyptian armed forces through these naval and air bases and localizing Chinese defense industries in Cairo, in accordance with President Sisi’s vision, enhances the independence of Egyptian military decision-making, paves the way for multipolarity, supports developing countries in the Global South, and contributes to regional stability. Relations between Egypt and China have moved beyond mere arms deals to the localization of Chinese technology within Egypt, enabling Egypt to confront regional challenges more effectively and creating a kind of regional balance of power. Here, Beijing, by supporting Egyptian military expansion through these bases, aims to create a strategic balance in the region amidst a growing Egyptian-Chinese rapprochement seen as an alternative to or complement to traditional partnerships with the West. This can be inferred from the military exercises. The air capabilities and joint military exercises between Egypt and China are reflected here. Joint air exercises, such as Eagles of Civilization 2025, and cooperation at Wadi Abu Rish Air Base are Egyptian-Chinese joint training exercises aimed at exchanging expertise in air combat and protecting maritime routes. This coincides with Egypt’s interest in military and arms deals with China, such as the J-10C. Other Egyptian military negotiations with China regarding the purchase of advanced submarines, known as the Yuan class, are also underway. This reduces Egypt’s military dependence on Washington and the West and strengthens the Chinese presence in the Egyptian military arsenal. This reflects a convergence of military visions between the two countries, with China supporting Egypt’s efforts to modernize its military infrastructure. The new bases are considered a cornerstone for securing shared interests in the Eastern Mediterranean and the Red Sea.

Beijing also aims to strengthen the comprehensive strategic partnership. Here, the Chinese vision extends beyond mere arms deals; it views this as a core partnership aimed at establishing a broad military alliance with Egypt to develop the Chinese military Silk Road. This includes joint operational planning and training exercises, as demonstrated in the Civilization Eagles 2025 maneuvers. China seeks to effect a comprehensive shift in the regional balance of power. Chinese intelligence believes that establishing bases and developing naval and air forces will grant Egypt strategic independence and reduce its dependence on the West. This, in turn, opens the door for China to enhance its influence in the region through defense cooperation, thereby securing shared Chinese and Egyptian military interests. Beijing considers securing Egyptian bases for maritime routes (the Suez Canal) and the Red Sea to be in line with Chinese economic and security interests within the framework of the Belt and Road Initiative. In general, the Chinese military establishment views Cairo as working to build a strong regional pivot point, and Beijing sees this expansion as an opportunity to deepen defense and technological ties with Cairo, paving the way for the formal declaration of a Chinese-Egyptian military Silk Road partnership.

China views the new Egyptian military bases as a means of protecting its strategic interests within the framework of the Belt and Road Initiative. These bases, particularly those located on the Red Sea, the Mediterranean Sea, and the Suez Canal, occupy vital maritime chokepoints, and China considers them a guarantee for the security of its international trade routes. The relationship between Egypt and China has evolved from mere arms purchases to the localization of defense industries, such as the production of unmanned aerial vehicles (UAVs) and electronic warfare systems, increasing Egypt’s military reliance on Chinese technology. These Egyptian military bases, which enhance Egypt’s rapid deployment capabilities, align with China’s interests in establishing a multipolar regional order that reduces American influence in the Middle East. Chinese intelligence, military, defense, and security reports indicate a qualitative shift in Egyptian military doctrine. Chinese military institutions affiliated with the People’s Liberation Army analyze that Egyptian military bases, such as the July 3rd base, provide strategic depth and protection for economic assets (gas fields and the Dabaa nuclear power plant), thus contributing to the economic stability in which China participates. For this reason, the Chinese People’s Liberation Army (PLA) is seeking to train and qualify the Egyptian military elite through the Military Academy for Advanced Studies as an alternative to Western and American training.

The Chinese intelligence and military establishments view the Egyptian army’s expansionist vision in establishing naval and air bases within Egypt as part of the development strategy adopted by the Egyptian Armed Forces and the political leadership of President El-Sisi. This strategy aims to complete the modernization of the Egyptian Armed Forces and advance the Chinese military Silk Road with Egypt’s assistance. China supports the Egyptian Armed Forces’ efforts to modernize Egyptian military infrastructure, considering the new Egyptian military bases a cornerstone for securing China’s shared interests in the Eastern Mediterranean and the Red Sea. China views these new Egyptian military bases, particularly on the Red Sea, as essential for securing Chinese trade routes (the military/maritime Silk Road) and mitigating risks. In addition to the significant role Egypt plays for China as a regional power center and a key player in the balance of power, relevant military circles in Beijing analyze the modernization of the Egyptian army as a center of gravity for stability in the Middle East and Africa. A strong and stable army serves China’s interests in the Eastern Mediterranean. Therefore, China translates its vision into tangible support, including modernizing Egypt’s military infrastructure to align with the Chinese Belt and Road Initiative in its maritime, air, and naval components and equipping it with advanced weapons systems.

Based on the preceding understanding and analysis, we conclude that the new Egyptian military bases (naval and air) are considered, according to the Chinese military and strategic vision, strategic strengths. Their benefits extend beyond Egypt, securing China’s commercial and military interests in the Mediterranean and Red Seas. They also provide a Chinese technological alternative in a region previously dominated by Western and American platforms, paving the way for China’s gradual expansion of its military Silk Road initiative.

Rearming U.S. Navy warships at sea might be a new mission for its pair of Montford Point class expeditionary transfer dock ships, which it acquired between 2013 and 2014. Four years ago, the service had tried to inactivate these floating logistics nodes, which are unlike anything else in its inventory today, but was blocked by Congress. At that time, TWZ noted that this was a curious decision, given the relatively young age of the ships and their adaptability to supporting new concepts of operations.

The Navy is seeking just over $177.7 million for what is blandly titled “Shipboard Crane Systems/Shipboard Cargo Systems” in its budget request for the 2027 Fiscal Year, which was rolled out last month. This money would go, in part, to completing a demonstration of an At-Sea Reload of Vertical Launch System (ASRV) capability on the USNS Montford Point, also known by its hull number ESD-1, according to the service’s budget documents. No mention is made of any plans to utilize the second ship in the class, USNS John Glenn (ESD-2), as part of this work.

USNS Montford Point, the Navy’s newest afloat forward-staging base

The documents say this same line item would also fund continuing “investigation and demonstration of shipboard crane/cargo system improvements including T-AKE [Lewis and Clark class dry cargo and ammunition ship] Expeditionary Reload and MK 41 Strike Up/Strike Down System.” It would support the initiation of “Naval Strike Missile and MK 48 torpedo reloading system improvements efforts” and the start of a “Mobile Supply Platform (MOSUP) demonstration effort,” as well.

In the current physical year, the Navy also plans to “continue investigation and demonstration of shipboard crane/cargo system improvements including Vertical Launch System (VLS) Rearming and transfer capabilities,” and “initiate design and fabrication for At-Sea Reload of VLS (ASRV) demonstration on ESD-1.”

The budget documents do not provide any further details about the ASRV capability beyond that it will offer a “cost-effective Vertical Launch System (VLS) rearm at-sea solution that will be fully compatible with all CRUDES and Allied/Partner Mk41 equipped vessels.” CRUDES here stands for “Cruiser-Destroyer,” and is a collective term for the Navy’s Ticonderoga class cruisers and Arleigh Burke class destroyers. Whether ASRV is related in any way to the Transferrable Reload At-sea Method (TRAM) that has already been tested in conjunction with Lewis and Clark class ships is unclear.

With 25,000 square feet of open main deck area, the semi-submersible Montford Point class design, derived from the Alaska class oil tanker, is ideally suited to hosting outsized items. They were also designed from the start to conduct operations involving the transfer of cargo from ships sitting alongside. As an aside, it is worth noting that the Montford Point and John Glenn are cousins of the Lewis B. Puller class of Expeditionary Sea Base (ESB) ships.

CNO Talks About the Mobile Landing Platform

In their primary “transfer dock” configuration, the ESDs act as floating self-propelled piers through which materiel and personnel can move from cargo ships to shore via ‘connectors’ like Landing Craft Air Cushion (LCAC) hovercrafts. They have special docking lanes that allow up to three LCACs to load and/or unload at a time. Amphibious vehicles can also drive right off into the sea and head for shore.

It is worth noting that the Navy’s stated plan now is simply to demonstrate the ASRV capability on Montford Point. At the same time, with all of the above in mind, it is not hard to see the ESDs acting as at-sea reloading nodes operationally in the future. The core transfer dock design could even potentially allow them to offload munitions from one ship on one side, like a member of the Lewis and Clark class, and then load them right into waiting VLS cells on a destroyer or cruiser sitting on the opposite side. They could also help transfer munitions to a separate pier for loading onto ships in need of rearming.

As it stands now, the Navy still has no real capacity to conduct at-sea rearming of VLS arrays on its warships. The service’s Emory S. Land class submarine tenders do have the ability to load missiles and torpedoes onto submarines at sea, but there are only two of these ships in the fleet today, something we will come back to later on. All of this, in turn, creates operational challenges that have become increasingly glaring in recent years.

At the Surface Navy Association’s main annual conference last year, Navy officials disclosed that warships supporting operations in and around the Red Sea had to leave their stations for up to two weeks to rearm in friendly ports. The distances and transit times involved could be much greater in future conflicts, especially in a future fight in the Pacific region against China. In the context of a high-end fight against a major adversary, friendly port facilities might not be readily available at all. Having to sit in an established port waiting for more munitions presents vulnerabilities of its own. A ship in need of rearming is also inherently one with a depleted magazine with which to defend itself, wherever it might be, in the interim.

At-sea reloading, whether it be from an ESD, a Lewis and Clark class cargo ship, or some other platform, would help Navy warships keep up a more persistent forward presence during sustained operations and reduce their vulnerability. There would still be risks entailed, especially if the ships have to be at anchor during rearming operations. The Navy is fully aware that an adversary like China would contest its logistics chains, in general, well into rear areas in any future major conflict.

There is also a capacity question. Making rearming at sea a more routine affair will require tasking ships to perform those duties, which can only increase the operational demands on the Navy’s existing combat support fleets. As mentioned, the Navy budget documents do show plans to work on expanding at-sea reloading capability on its 14 Lewis and Clark class ships, which are already heavily taxed conducting existing at-sea replenishment activities. They would also be high-priority targets in a major conflict. Recent operations against Iran have underscored threats to existing maritime logistics concepts, which would be far more pronounced in a high-end fight.

Making use of other existing auxiliaries in the at-sea rearming role could help address the capacity question, but there are limits there, too. The Navy only has two ESDs, and while it has backed off from its previous push to inactivate them, they are both currently on reduced operating status, which increases the time it takes to get them ready for deployment.

There is also the mention of demonstrating a “Mobile Supply Platform (MOSUP)” in the Navy’s latest budget request. What this might entail is not entirely clear, but it might point to interest in a new class of auxiliaries.

In terms of additional auxiliaries, the Navy is looking to finally order two new submarine tenders, currently referred to as AS(X), in Fiscal Year 2027, but to replace the aging Emory S. Land class ships. Since January, General Dynamics NASSCO, the shipbuilder behind the new tender design, has been pitching a companion vessel optimized for at-sea arming of surface warships, which it calls AD(X). The Navy has yet to show any formal interest in the AD(X) concept, at least that we are aware of at the time of writing.

Gibbs and Cox, a division of Leidos, has also previously put forward a concept involving repurposing semi-submersible oil rigs as forward logistic nodes, as well as missile defense platforms and sea bases.

Gibbs & Cox MODEP concept at SNA 2025

What is clear now is that the Navy is continuing to explore options for fielding sorely needed at-sea reloading capabilities, which are set to be ever-more critical for supporting future operations. An operational role in all this for the highly flexible and adaptable Montford Point class ships increasingly looks to be on the horizon.

Contact the author: joe@twz.com

Nobody seems to know whose car it is or why it was left there

Video shows a car left on a beach submerged by the sea – and rowed over by paddleboarders. Locals in the Welsh seaside village of Abersoch were left stunned after seeing the luxury 4×4 become fully engulfed by the tide.

Beach-goers spotted the Land Rover Discovery half-submerged in the water on Sunday – less than two miles away from Bear Grylls’ private island.

The expensive car, which sells for around £80,000 was spotted by one paddleboarder at around 7.30am, just over two hours before high tide. The car could be seen floating in the water still attached to a tow rope.

The paddleboarder’s husband, who was walking his dog, then used his drone – which he had brought to the beach in an effort to spot dolphins – to capture imagery of the vehicle as it became fully submerged.

The 45-year-old then took video as she paddle boarded over the top of the car at around 8.55am – still just under an hour before high tide. Locals in the village say they have no idea who the car belongs to.

“It’s gone mental in this tiny little Welsh village,” the paddleboarder said. “I don’t know (whose car it is).

“The local farm pulled it out with about three tractors and diggers. It’s a very, very popular seasonal tourist village. Everyone thinks it’s hilarious, wonderful – there was a big crowd watching it being pulled out, but still no-one knows whose it is.”

The paddleboarder suspects the car must have been placed there overnight – with the previous low tide at around 4.30 in the morning.

She added: “Because of the tide, you know there was some kind of foul play on the beach at night, around 3 or 4am, for the tide to come in over it.

“It happens, but they usually get towed out. Because it was the middle of the night, it didn’t. It did have a tow rope on the back that was floating up out the water, so maybe someone tried to pull it out.”

The whale calf’s repeated stranding off the coast of Germany sparked widespread concern and extensive media coverage.

A humpback whale calf that earned huge media attention and the nickname Timmy after being repeatedly stranded in shallow waters near Germany has been released into the North Sea by rescue team.

The operation to save the sea mammal, launched as its health deteriorated, transported Timmy in a water-filled barge and released him off Denmark on Saturday.

Karin Walter-Mommert, one of the private financiers of the operation, said the whale appeared to be swimming freely and in the right direction upon his release, the APF news agency reports.

He “should now swim up the Norwegian coast toward the Arctic”, she said.

Timmy was first spotted near Germany’s Baltic Sea coast on March 3. He repeatedly got stuck in shallow waters, despite efforts to encourage him back to the deeper sea.

Far from his natural habitat of the Atlantic Ocean, the whale became distressed, and the public became invested in his plight as his health deteriorated and experts worried that he would not survive.

Several efforts to rescue him, including using inflatable cushions and a pontoon, were unsuccessful, leading German officials to suggest he was doomed.

A private initiative to save the animal was then approved by Germany’s Mecklenburg-Western Pomerania state, but that sparked debate as to whether it would be best to let him die in peace or push him to return home, an ordeal that could have proved too much for him.

Timmy developed a skin condition as a result of the Baltic Sea’s low salt content, and would barely move for days at a time, his breathing irregular.

The International Whaling Commission said in April that with each stranding causing additional harm, “the chances of survival [had become] negligible”.

However, the use of the special barge finally saw Timmy returned to his natural habitat.

It is not clear why the whale swam into the Baltic Sea, far from the Atlantic Ocean. Some experts say the animal may have lost its way while swimming after a shoal of herring or during migration.

A GPS transmitter was reportedly attached to the whale before his release, suggesting there could be more updates to come, with the case having been furiously followed by online media in particular.

WHEN it comes to heading to the beach, you’re likely to head to the coast.

But there are some ‘beach‘ spots that are actually nowhere near the coastline, yet they still have sandy shorelines and bright blue waters – here are five of the best.

Follow The Sun’s award-winning travel team on Instagram and Tiktok for top holiday tips and inspiration @thesuntravel. 

Cotswold Country Park and Beach

You’ll find the UK’s largest inland beach in Cirencester.

Called Cotswold Country Park and Beach, here you can try out all sorts of watersport activities, have a sunbathe on the sand, and have a picnic.

On the water, visitors can go swimming, head out on pedalo swans, rent kayaks, mini-boats, rowing boats or stand-up paddleboards.

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There’s a Beach Shack nearby, serving light bites, and an Ice Cream Hut just behind the beach too, for a cool treat on a hot day.

Behind the South Lake are grilling areas that can be rented out for barbecues.

The lake is also home to AquaVenture – a giant inflatable with climbing walls, slides and airbags.

Unlike most beaches, Cotswold Country Park and Beach has a pirate 9-hole mini golf course.

Entry starts from £3.50 per person.

Rutland Water

There’s so much to do on the Rutland Water, including hanging at its sandy beach, which is also the first inland bathing water spot in England to get a Seaside Award.

Rutland Water has 140 metres of sandy shoreline with plenty of room for swimming and sunbathing.

It’s open during the summer months and the website warns that it gets very busy during the warm weather.

The beach at Syke’s Lane was the first inland bathing water location in England to be awarded the Blue Flag and Seaside Award in 2024.

This is given for places with excellent water quality, biodiversity and green space for the community.

Aside from the beach, it has a mini golf course, children’s adventure playground and an off-lead dog walking area.

Rutland Water Beach itself is free to enter, but additional activities such as the Aqua Park inflatable course, mini-golf, and watersports requires paid-for tickets.

If you actually want to see the coastline, check out our favourite seaside towns…

*If you click on a link in this box, we will earn affiliate revenue.

Sidmouth, Devon
Take a trip to Sidmouth on the Jurassic Coast and wander down Jacob’s Ladder to its pretty shingle beach. Make sure to walk along the promenade and check out the independent shops and boutiques. Stay at the four-star Harbour Hotel for sea views and traditional afternoon tea from £135 per room.

BOOK A STAY

Whitby, North Yorkshire
With a history of sailors and vampires, a dramatic coastal path, and the very best in pints and scampi, it takes a lot to beat Whitby. Pop in the amusements, eat award-winning fish and chips, and board the all-singing Captain Cook boat tour on the harbour. The Royal Hotel overlooks the harbour with stays from just £68 per room.

BOOK A STAY

Old Hunstanton, Norfolk
This town has some of the best beach walks beside striped limestone cliffs, a Victorian lighthouse and 13th century ruins. The beach has golden sands with rolling dunes and colourful beach huts, backed by a pretty pinewood forest. Stay at a beachfront hotel from £100 per room.

BOOK A STAY

Seahouses, Northumberland
This is an authentic British seaside break, with fishing boats bobbing on its pretty harbour and fresh catches of the day to enjoy in local restaurants. There’s no flashing arcades here, but there’s a great beach with rockpools, boat trips, and you may even spot a grey seal, too. Treat yourself to a stay at the Bamburgh Castle Inn from £129 per room.

BOOK A STAY

Loch Morlich

In the heart of Glenmore Forest Park is Loch Morlich Beach.

The sandy spot is hidden amongst the Cairngorms National Park, so it has incredible views of the mountains and pine forests.

One visitor wrote on Tripadvisor that it’s a “stunning loch with beautiful views” and another added that it has “crystal clear waters”.

The beach is open to the public year-round and is popular for wild swimming and cold water dips.

Visitors can have a go at watersports too, like stand-up paddleboarding, kayaking, canoeing, windsurfing, sailing and katakanu (which consists of two canoes attached together).

Access to the beach is free.

Gaddings Dam

This pretty swim spot in West Yorkshire is “England’s highest beach” – it’s 1,150 feet above sea level on the moorlands above Todmorden.

Gaddings Dam is a remote, Victorian-era earth embankment reservoir located on the moors above Todmorden.

It wasn’t always so well-known and Master Manchester said it was “a well-kept secret for both locals and visitors alike for many years.”

They added: “The dam boasts breathtaking views, excellent hiking paths, a sandy beach perfect for lounging, and one of the top wild swimming areas in the county.”

It’s even been described by visitors as a “wild swimmer’s paradise”.

For those wanting to visit, be aware that it is an unstaffed spot and is accessible only via a steep 20–30 minute hike.

St Andrews Lakes, Kent

Just outside of Rochester, St Andrews Lakes has two beaches; ‘Carp’ and ‘Coots’.

Its beach has stunningly blue waters, sun loungers on the shore, free parking, and lifeguards are on duty too.

Aside from its pretty beaches, it has huge range of activities are on offer – from sailing, paddleboarding and an aqua park to zip wires, archery and climbing walls.

There’s even a Nordic-inspired wellness centre with a lakeside hot tub, detox in a wood-fired sauna, and refresh with a plunge in the natural lagoon.

Entry starts from £7.50 per person.

For more on water attractions, here are five new ones set to come to the UK with surfing lagoons and wellness centres.

And here are all of the waterparks in the UK mapped with lazy rivers and wave pools.

THE £23million Hotel Indigo Torquay by IHG is newest hotel on the English Riviera in Devon.

Here’s everything you need to know.

Where is the Hotel Indigo Torquay by IHG?

Standing on the site of the old and once thriving Corbyn Head Hotel, Hotel Indigo Torquay by IHG is the newest kid on the block.

What is the hotel like?

The hotel looks like a sleek cruise liner docked on the English Riviera, offering front-row seats to the paddleboarding and jet skiing action of Torbay.

The hotel features a stylish interior throughout, with cool blues, silvers and golds.

The theme mimics the sea, with a touch of Art Deco luxury as well.

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From the rooftop bar, you have the added benefit of sprawling sea views.

The hotel is a touch of luxury for less, on what has long been a rundown coastal stretch.

With £300million currently being pumped into the English Riviera (formed of Paignton, Torquay and Brixham), Hotel Indigo is leading the charge.

What are the rooms like?

The hotel boasts 153 luxury rooms.

This includes sea view suites, where you will find a stylish throw back to the 1930s – the height of Agatha Christie’s fame – with coastal blues and glimmers of Art Deco silver.

There’s lots of space too with a king size bed, a marble clad en-suite and a separate lounge area with a sofa bed that looks over the waves crashing on the shore.

Fancy a tipple?

The mini-bar in the room is a ‘best of Devon‘ showcase, with fresh orange juice, local milk and a Nespresso machine with hand-crafted mugs for morning brews by the sea.

A standard king-size room in April for two people including breakfast starts from £83 per night.

What is there to eat and drink there?

The hotel has an all-day bistro called Root and Reef with dishes full of locally sourced ingredients.

I opted for a French onion soup, followed by steak and chips and then creme brulee – all cooked to perfection.

Breakfast is a feast as well, with fresh hot and cold dishes, made to order dishes and an array of continental items.

It is a no brainer – eat at the hotel.

What else can you do there?

The hotel is just metres from the beach and moments from a variety of activities that the nearby towns of Paignton, Brixham and Torquay have to offer.

One top spot, around a 15-minute drive away is Kent’s Cavern – also known as ‘Britain’s oldest home’.

Inside, visitors can explore limestone rock caves that are nearly 400million-years-old and hold evidence of Neanderthals and early humans… as well as discarded teeth of Ice Age beasts like the woolly mammoth.

Is it family friendly?

Out of the 153 rooms, there are three designated family rooms.

The hotel doesn’t have kids play facilities, so I would say that these rooms are mostly suitable for families with older children.

The hotel also has pet-friendly rooms where you beloved pooch will be more than spoilt with treats and their own bed.

Is the hotel accessible?

Eight of the rooms across the hotel are accessible, featuring lower dressing areas, adapted wardrobes and wider doors to allow for wheelchairs.

Looking for a place to stay? For more hotel inspiration click here.

April 19 (UPI) — South Korea’s Defense Ministry said North Korea test launched multiple, short-range ballistic missiles into the East Sea, also known as the Sea of Japan, Sunday morning.

“Detailed specifications are currently under close analysis by South Korean and U.S. intelligence authorities,” officials in Seoul said in a statement, according to ABC News.

“Our military is closely monitoring North Korea’s military activities under a firm combined defense posture and maintains an overwhelming capability and readiness to respond to any provocation.”

The Japan Times said the Defense Ministry of Japan also confirmed the activity.

“North Korea’s series of actions, including the repeated launches of ballistic missiles and other weapons, threaten the peace and security of Japan, the region and the international community,” the ministry said in a statement.

Newsweek said Pyongyang has increased its ballistic missile testing and nuclear weapons development since the conflict between the United States, Israel and Iran began nearly two months ago.

Sunday’s missile launches appear to have come from Sinpho, a coastal city in North Korea where submarines capable of launching such weapons are built.

Multiple ballistic missiles fired from eastern Sinpo area in seventh such test this year.

North Korea has launched multiple ballistic missiles towards the sea off its eastern coast, according to South Korea and Japan.

The incident on Sunday marked North Korea’s seventh ⁠ballistic missile launch this year and its fourth in April.

The missiles were fired near the city of Sinpo on North Korea’s east coast at about 6:10am on Sunday (21:10 GMT, Saturday), South Korea’s military said in a statement. It added that South Korea had bolstered its surveillance posture and was closely exchanging information with the United States and Japan.

Japan’s ⁠government posted on social media that the ballistic missiles were believed to have fallen near the east coast of the Korean Peninsula. No incursion into Japan’s exclusive economic zone was confirmed.

South Korea’s presidential office said it has held an emergency security meeting, according to media reports.

Such tests violate United Nations Security Council resolutions against North Korea’s missile programme. The diplomatically isolated country rejects the UN ban and says it infringes on its sovereign right to self-defence.

The launches come as China and the US prepare for a summit in mid-May, ⁠in which Chinese President ⁠Xi Jinping and his US counterpart, Donald Trump, are expected to discuss North Korea.

North Korea has made “very serious” advances in its ability to turn out nuclear weapons, with the probable addition of a new uranium enrichment facility, ‌International Atomic Energy Agency chief Rafael Grossi said on Wednesday.

Late last month, North Korean leader Kim Jong Un said his country’s status as a nuclear-armed ‌state ‌was irreversible and that expanding a “self-defensive nuclear deterrent” was essential to national security.

President Lee Jae Myung on Friday shared a news report that a South Korean oil tanker exited the Red Sea, marking the first shipment of crude oil to the nation since the blockade of the Strait of Hormuz.

Earlier in the day, the nation’s fisheries ministry reported that the tanker carrying crude oil from Saudi Arabia exited the Red Sea, as the Strait of Hormuz has been effectively closed amid the prolonged war in the Middle East.

“It is good news that our vessel is transporting crude oil via the Red Sea for the first time since the blockade of the Strait of Hormuz,” Lee wrote in his social media post.

He described the safe passage as a “valuable achievement” made possible through close coordination among relevant ministries and the dedication of seafarers under difficult circumstances.

“The government is mobilizing all available resources to address the crisis stemming from the war in the Middle East,” Lee said, pledging to safeguard people’s livelihoods and national interests.

South Korea has been exploring ways to ship crude oil via the Red Sea, an alternative route, as the Strait of Hormuz, a critical maritime chokepoint, has been effectively closed amid the Middle East conflict.

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