Sea

This shipping disaster has lived on through the decades, with remnants of the past still washing ashore now.

Along this stunning UK coastline, you will see crashing waves, white sand and towering cliffs. But if you are wandering along the beach and cast your eyes downward, you might spot something else.

Hidden in the sands of Cornwall’s coastline is a reminder of an ecological disaster that occurred 29 years ago. On February 13, 1997, a German container ship was sailing off the coast of Land’s End in Cornwall when it was hit by an enormous rogue wave.

The wave caused the vessel to lurch, and 62 containers plunged into the ocean.

One of these containers contained 4.8 million Lego pieces. Ironically, the majority of them had an ocean theme.

These scattered pieces then floated in ocean currents for years before eventually washing up on coastlines across the UK, Ireland and the Netherlands. Some even reached as far as Australia.

Environmental impact

Since the pieces are manufactured from the hardy acrylonitrile butadiene styrene (ABS) plastic, they resist degradation and chemical breakdown, and a 2020 study suggested the bricks could last in the ocean and on beaches for 1,300 years.

Even as they begin to degrade, they will shed microplastics which are consumed by sea life and marine birds.

In response to the spill, Lego company officials released a finders keepers statement telling people they were free to keep any pieces they discovered, though they should give them a thorough wash first.

The firm also set up a hotline so people could report where they collected them and the company could offer assistance with any clean-up efforts.

The Cornish coast is referred to as ‘Lego Beach’ by those familiar with it, and people devote hours to hunting for the miniature plastic toys.

What was on board?

The Lego pieces that washed overboard are now sought after by beachcombers, with enthusiasts on the hunt for the ultimate prize from the disaster — the octopus piece.

Other items such as flippers, scuba tanks and swords are spotted more frequently, but the octopuses are highly coveted given that only 4,200 of them were on board the stricken vessel, making them considerably harder to come across.

According to the BBC, there were several different kinds of Lego on board. These range from the most common through to ones that are so rare they have never been found on the beach.

Lego pieces you might find

• Flippers: one of the most common, with over 352,000 pairs in black, blue and red
• Life jackets: 26,000 bright yellow life jacket figurines were scattered
• Scuba tanks, flowers and brooms: also a common find
• Octopus: one of the hardest to find and most prized Lego figures — only 4,200 on board
• Green dragons: there were 33,427 black dragons inside the shipping container but only 514 green dragons

What figures have never been found?

• 97,000 magic wands
• 15,800 witches’ hats
• 18,200 frying pans

As renewed hostilities between Iran and the U.S. and its allies enter a 10th day, the Houthi rebels of Yemen say they are imposing an embargo on Saudi oil shipments passing through the Bab el-Mandeb (BAM) Strait. The move threatens to add further pressure on oil exports from the Middle East, already drastically affected by the Iranian closure of the Strait of Hormuz and the resumption of the U.S. blockade on Iranian ports. Saudi Arabia has diverted millions of barrels of oil per day through pipelines to its Yanbu port on the Red Sea in an effort to minimize the energy shortages due to the hostilities in the Persian Gulf. This also raises the specter of the U.S. having to get as involved as it did during the previous Houthi campaign against shipping that ended last September, which could pull resources away from Iranian-focused operations.

Meanwhile, President Donald Trump renewed threats against Iran over the recent deaths of U.S. troops while reports have emerged that he is considering widening the conflict. However, the massive expenditure of air defense munitions that has already taken place is a major consideration. In addition, there are growing concerns about the extent of the damage to U.S. bases in the region and the uptick in casualties.

On Monday, Kuwait said it came under Iranian fire again.

“Kuwaiti air defenses are currently engaging hostile missile and drone attacks following the heinous Iranian aggression,” the Kuwaiti Defense Ministry stated on X. “The General Staff of the Army notes that any sounds of explosions heard are a result of air defense systems intercepting hostile attacks. Everyone is urged to adhere to the security and safety instructions issued by the relevant authorities.”

Hours earlier, Bahrain said it too had come under a new wave of Iranian attacks.

“The General Command of the Bahrain Defense Force (BDF) announces that Iran is continuing its systematic hostility approach through its sinister attacks targeting civilians in the Kingdom of Bahrain,” BDF posted on X. “The General Command clarifies that, with strong will and high combat readiness, the air defense systems attacked, intercepted and destroyed a number of treacherous Iranian air strikes today, Monday, July 20, 2026.”

تعلن القيادة العامة لقوة دفاع البحرين أن إيران تواصل نهجها العدائي الممنهج عبر اعتداءاتها الآثمة التي تستهدف المدنيين في مملكة البحرين.https://t.co/wYqDmaBD3K pic.twitter.com/Hf4o6zLgHn

— قوة دفاع البحرين (@BDF_Bahrain) July 20, 2026

The extent of the damage in either Kuwait or Bahrain is unclear at the moment. These most recent attacks came after U.S. Central Command on Sunday night said it wrapped up a ninth straight day of strikes on Iranian assets, targeting “military command centers, air defense and coastal surveillance sites, maritime capabilities, missile and drone launch sites, and communications networks to further diminish Iran’s ability to attack commercial vessels and civilian mariners transiting the Strait of Hormuz,” the command stated on X.

Amid this kinetic activity, as we noted earlier in this story, the Iranian-backed Houthis say they will no longer permit Saudi Arabian ships passage through from the Red Sea into the Bab el-Mandeb Strait.

“The Yemeni Armed Forces declare a maritime embargo against the criminal Saudi enemy, based on the equation of an ‘eye for an eye,’ effective immediately upon the issuance of this statement,” the Houthis stated on Monday, according to the official Houthi SABA media outlet. The move follows increased tensions between the Houthis and Saudi Arabia as well as a request by Iran “to stand ready to close the Red Sea oil route if the United States strikes Iranian power infrastructure,” Reuters reported last week. “The idea has been discussed within the Islamic Republic’s leadership, and the message has been conveyed to Iran’s Houthi allies.”

⚡️BREAKING: Yemen’s Houthis have announced a Naval Blockade on Saudi Arabia from the Red Sea

This move essentially Cuts OFF Saudi oil exports through the Bab al-Mandeb Strait pic.twitter.com/gqV8E5hfq1

— Iran Observer (@IranObserver0) July 20, 2026

Houthi forces on Monday reportedly began issuing warnings on open maritime frequencies near Yemen that the BAM is closed to Saudi shipping and its vessels are subject to attack.

Houthi forces are reportedly issuing warnings on open maritime frequencies near Yemen that the Bab al-Mandab Strait is closed to Saudi shipping. pic.twitter.com/MD0KhmTmJ5

— OSINTtechnical (@Osinttechnical) July 20, 2026

A Houthi shut down of the Bab el-Mandeb (BAM) Strait, a narrow stretch of water between Yemen and Djibouti, would choke off the flow of oil exports from Saudi Arabia, exacerbating the above-mentioned impingement on the flow of oil from the closed Strait of Hormuz. 

Having both straits closed at once is something of a ‘sum of all fears’ scenario for the global energy marketplace.

“The full closure of the BAM would cut global oil supply by 7% as it would leave most Saudi oil exports unable to leave the region,” Reuters noted on Monday. “The disruption would ​add to the massive cut to global oil flows from the war in the Gulf, which has already reduced shipments by 10% of global supply.”

You can read more about the effects of both straits being closed at once in our story about that here.

Beyond affecting the flow of oil, a Houthi blockade on the BAM threatens to open a new front in this conflict.

The Houthis carried out a campaign against shipping in November 2023 in solidarity with Palestinians over the latest war between Israel and Gaza. However, while it was ostensibly aimed at only Israeli connected ships, numerous commercial vessels with no clear Israeli ties were attacked as were several U.S. and allied warships. The campaign stretched into the summer of 2025, forcing some vessels to avoid the Suez Canal for a far longer route around Africa, boosting shipping costs by nearly $200 billion at the time.

The Houthi attacks also forced the U.S. and allies to deploy many warships, including the Eisenhower and Truman Carrier Strike Groups (CSG) to both defend against Houthi attacks and strike targets in Yemen. These operations resulted in a large expenditure of air defense and strike munitions.

You can see video of some of those encounters below.

WATCH: CENTCOM releases footage as US HAMMERS Iran

The possibility exists that a new wave of Houthi attacks — especially if non-Saudi ships are targeted — could drag in U.S. forces already in heavy use in the Persian Gulf region battling the Iranians. This sets up a major showdown as Saudi oil is a lifeline to Asian supplies hobbled by conflict in the Persian Gulf. We reached out to CENTCOM for comment and will update this story with any pertinent details shared.

Earlier on Monday, the head of the European-led task force providing maritime security in the Red Sea region told us the Houthis remain a threat to navigation despite not having attacked any merchant vessels since September 2025.

“The security situation in the Bab el-Mandeb remains fragile and is highly sensitive to regional escalation,” Rear Admiral Vasileios Gryparis, Commander of EUNAVFOR ASPIDES, told TWZ. “On the rhetorical level, the Houthis’ leadership reiterated several times their alignment with the broader Axis of Resistance.”

Gryparis’s comments, in response to a query from last week about Iran’s outreach to the Houthis, came before the Yemeni group’s embargo declaration. 

“From an operational standpoint, we assess that the Houthis pose a threat and are capable of rapidly escalating,” the ASPIDES commander told us. “We maintain a frequent presence at sea, monitor the situation, and adjust our actions when needed. In the event of a resumption of Houthi attacks on merchant vessels, which remains a possibility, we are present and ready to implement our mandate, within our means and capabilities. ASPIDES remains ready, within its defensive mandate, to adapt to evolving operational requirements.”

Being drawn into defending against a new Houthi campaign on shipping in the Red Sea region would exacerbate the strain on U.S. forces already under tremendous pressure from Iran. In addition to defending against ongoing barrages, the U.S. has committed about 20 U.S. warships, along with hundreds of aircraft dispersed across various bases, vessels, and forward arming and refueling points in the Middle East, to maintaining the newly reimposed blockade on Iranian ports. Moving these assets to another prologned shooting match in the Red Sea would degrade those capabilities and the ability to support a war effort should it fully erupt. It’s a capacity issue.

Expanding the fight against Iran is already in discussion by the Trump administration.

“The U.S. is planning for a wider war,” a U.S. official familiar with internal administration discussions told The Washington Post.

But the official cautioned that “the expansion of U.S. operations will be limited by dwindling stockpiles of air defense and long-range munitions and constraints on the ability to surge more troops and aircraft into the area because of battle damage,” the newspaper continued.

“We do not have enough to safely sustain operations, and I don’t think the White House is aware of that,” the Post said the official added.

One notable detail from The Washington Post’s reporting: even as the Pentagon prepares for the possibility of a broader conflict with Iran, one U.S. official warned that the campaign could be constrained by dwindling stocks of air defense interceptors and long-range munitions,… https://t.co/Xo9A6yNFnp pic.twitter.com/dKEN3IGNUr

— OSINTdefender (@sentdefender) July 20, 2026

While we cannot independently confirm this latest Post report about internal administration debates, we have frequently highlighted concerns over U.S. stocks of these munitions and the difficulty in replacing them.

All this comes as there are increasing signs of damage at U.S. facilities in the Middle East from Iranian barrages. Though largely spared in the initial phases of Epic Fury due to robust air defenses, the airfield at Muwaffaq Salti Air Base in Jordan has taken the brunt of recent attacks, while several other installations have been hit as well.

Muwaffaq Salti, as we have frequently reported, has come under attack numerous times. In March, CNN obtained imagery from Planet Labs showing an AN/TPY-2 radar damaged, or even possibly destroyed, following an Iranian attack there.

The air base has long been a major regional hub for U.S. operations, and is being very actively utilized in the current conflict. It hosts the greatest concentration of U.S. tactical aircraft in the region, and thus is an extremely important target, where, as we pointed out, even one ballistic missile landing on an apron could destroy multiple prized aircraft and take the lives of U.S. service members or cause injuries.

Satellite imagery has emerged on social media purporting to show the extent of the damage at MSAB. The following shows what is claimed to be before and after views of strikes on aircraft hangars and containerized housing units. The imagery is provided by Iran and, because U.S. satellite firms do not collect over American facilities, we cannot independently confirm what is being depicted.

Before-and-after imagery shows at least two dozen containerized living units housing U.S. troops completely destroyed by Iranian strikes at 31°49′57″N, 36°47′47″E.

Two U.S. service members were killed at this site, while a third remains missing. pic.twitter.com/sqPOxhGTLr

— Egypt’s Intel Observer (@EGYOSINT) July 20, 2026

Beyond damage, the number of troops killed and injured in Iranian attacks is rising. On Monday, the Pentagon identified two soldiers killed in action.

“1st Lt. Tyler James Feehan, 25, of Ewa Beach, Hawaii, was killed in action on July 18, 2026, and Pvt. Isabella Gonzales, 19, of Carrollton, Texas, was killed in action on July 17, 2026, during an enemy attack on July 17, 2026, at Muwaffaq Salti Air Base, Jordan,” the Pentagon said in a statement. “The incident is under investigation.”

Both soldiers worked for air defense units. Feehan was assigned to 2nd Battalion, 55th Air Defense Artillery Regiment, 32nd Army Air Missile Defense Command, Fort Bragg, North Carolina. Gonzales was assigned to 1st Battalion, 57th Air Defense Artillery Regiment, 52nd Air Defense Artillery Brigade, 10th Army Air Missile Defense Command, Ansbach, Germany.

BREAKING: The Pentagon has identified the soldiers killed in action from Iranian attacks in Jordan as 19-year-old Pvt. Isabella Gonzales and 25-year-old 1st Lt. Tyler James Feehan.

1st Lt. Feehan was assigned to 2nd Battalion, 55th Air Defense Artillery Regiment, 32nd Army Air… pic.twitter.com/3PFpnMcOVZ

— Fox News (@FoxNews) July 20, 2026

Today’s identifications came after CENTCOM on Saturday reported that two U.S. service members in Jordan were killed in action on July 17. Additionally, the command said one service member was currently missing, but later said unidentified remains were found. 

CENTCOM also reported on Sunday that “a U.S. service member in northern Iraq was killed in action July 18 during a controlled detonation of unexploded ordnance from a downed Iranian one-way attack drone. A second service member was wounded and continues to receive medical treatment for a minor injury.”

We have asked CENTCOM and the Army to confirm that Feehan was the soldier killed in Iraq during the controlled detonation or if he was killed in another incident.

It should be noted that in announcing the identities of Feehan and Gonzales, the Pentagon said they died in support of Operation Inherent Resolve (OIR), which is the fight against ISIS in Iraq and Syria. We asked the Pentagon for clarity and they deferred us to CENTCOM, which has yet to respond.

Meanwhile, The New York Times accused the Pentagon of hiding the number of injured troops.

“In the week leading up to the Iranian attack on Friday that killed two U.S. soldiers and left one service member missing in Jordan, Iran carried out three other strikes against U.S. forces in the country,” the paper explained. “Those attacks injured dozens of U.S. service members and damaged several helicopters, according to several U.S. officials, who spoke on the condition of anonymity to discuss operational matters. But the Pentagon did not disclose the earlier strikes, nor the casualties and damage they inflicted.”

The episode “is the latest example during the Iran conflict of the tension between what the Pentagon says is the need for operational security and the government’s obligation to inform the public about the conduct of the war,” the Times proffered.

The Pentagon pushed back on that claim, rejecting it as “baseless and malicious.”

The Department of War rejects these baseless and malicious accusations of hiding injury numbers as outright lies from partisan hacks at the New York Times who are desperate to smear America’s military and its leadership.

Claims of concealment are fabrications meant to further… pic.twitter.com/ocAJXPVEff

— Sean Parnell (@SeanParnellASW) July 20, 2026

Still, despite the increasing violence, both the U.S. and Iran have suggested that further diplomacy to end the fighting is possible. This is even as both sides declared the ceasefire over and Iranians last week said they would no longer negotiate a Memorandum of Understanding on a possible peace deal.

“You can’t have an MOU that’s alive if they’re violating the terms,” U.S. Secretary of State Marco Rubio told reporters. “The U.S. always remains open to a diplomatic solution. We’ve tried multiple times with Iran and we’ll continue to try… but their behavior is what we’re responding to — and their behavior is they’re launching missiles and drones against ships.”

.@SecRubio: “You can’t have an MOU that’s alive if they’re violating the terms… The U.S. always remains open to a diplomatic solution. We’ve tried multiple times with Iran and we’ll continue to try… but their behavior is what we’re responding to — and their behavior is… https://t.co/SIYaJOeAHK pic.twitter.com/qv4THvFqRg

— Rapid Response 47 (@RapidResponse47) July 20, 2026

“Proposals were put forward by the mediators, we were informed of them, and we received them,” Iran’s Foreign Ministry spokesman Esmail Baghaei said during a press conference. “However, let me not go into details right now. The gist of the matter is that the diplomatic mission has been actively working these days, and some ideas from a number of mediators have reached us—yes, this is confirmed.”

FM Spox: Peace is not a luxury item stored away in the vault of int’l relations, waiting to be handed over. Rather, it is something that must be fought for. Peace comes at an exceptionally high price particularly in our region, where war is being normalized and forced upon us. pic.twitter.com/Ulpt2hPfl4

— IRNA News Agency ☫ (@IrnaEnglish) July 20, 2026

Still, Trump threatened to continue striking Iran should more U.S. forces be killed.

“Every time Iran kills an American Soldier they will pay for that killing many times over!” the president proclaimed on Truth Social. “This directive has been passed on to Secretary of War, Pete Hegseth, Chairman of the Joint Chiefs of Staff, Daniel Caine, and every Leader in the Military.”

There are no new peace talks scheduled and it remains unclear if they will be. Meanwhile, the new Houthi blockade could deeply complicate an already highly-precarious situation in the Middle East.

UPDATE: 4:50 PM EDT –

CENTCOM announced the start of the 10th consecutive day of strikes on Iranian targets.

“Today at 4 p.m. ET, U.S. forces began a new round of strikes against Iran at the Commander in Chief’s direction,” the command stated on X. “The strikes are designed to further degrade Iranian military capabilities used to attack commercial shipping in the Strait of Hormuz.”

Today at 4 p.m. ET, U.S. forces began a new round of strikes against Iran at the Commander in Chief’s direction. The strikes are designed to further degrade Iranian military capabilities used to attack commercial shipping in the Strait of Hormuz.

— U.S. Central Command (@CENTCOM) July 20, 2026

UPDATE: 9:59 PM EDT-

CENTCOM said it concluded the strikes at 9 PM ET.

“U.S. forces struck Iranian military command centers, maritime capabilities, missile and drone launch sites, and air defense systems to degrade Iran’s ability to continue attacking commercial vessels flowing through the Strait of Hormuz,” the command stated on X. “Commercial vessel transits through the vital international maritime corridor continue. Since early May, CENTCOM forces have helped facilitate the transit of approximately 900 commercial vessels and 450 million barrels of crude oil.”

U.S. Central Command (CENTCOM) announced it concluded another round of strikes against Iran at 9:00 p.m. ET on July 20, targeting military command centers, maritime capabilities, missile and drone launch sites, and air defense systems for the tenth consecutive night intending to… https://t.co/e6VYmo3vt6 pic.twitter.com/A6b0lMqn4B

— OSINTdefender (@sentdefender) July 21, 2026

Contact the author: howard@twz.com

On July 14 the crews of the Mombasa and the Al Bahiyah found out. Two UAE-flagged tankers were hit by Iranian cruise missiles in the southern lane, inside Omani territorial waters, according to the Emirati defense ministry. An Indian sailor was killed and eight others were hurt, six Indians and two Ukrainians, and India summoned Iran’s deputy ambassador the same day. The Revolutionary Guard said the ships had run dark and ignored repeated warnings on a mined route. They had been following the other government’s instructions.

This is what a diplomatic technique looks like when it fails in public.

The technique has a name, and for fifty years the profession has been proud of it. Constructive ambiguity, Henry Kissinger’s phrase, is the art of writing a sentence that lets two enemies sign the same page while believing opposite things. Resolution 242 called for Israeli withdrawal from “territories” occupied in 1967, and the missing definite article has been argued over for fifty-nine years. The Good Friday Agreement left the sovereignty question deliberately unfinished. Ambiguity is not a drafting failure. It is often the only reason a war stops on the day it stops.

The Islamabad Memorandum, signed on June 17 by Donald Trump and Masoud Pezeshkian and brokered by Pakistan, used the same tool. Read Paragraph 5 and you can watch it happen. Iran undertakes to use “best efforts” for the safe passage of commercial vessels “with no charge, for 60 days only,” and to open a dialogue with Oman on the strait’s future administration “in line with the applicable international law and the sovereign rights of coastal states. ” Tehran reads that as recognition that Iran determines safe passage and will price it when the clock runs out. Washington and the Gulf states read best efforts as an obligation to facilitate passage and nothing more. Fourteen points. One waterway. Two meanings, both sincere.

Here is what the drafters missed, and it is the reason the strikes came back and the market is repricing this week. Constructive ambiguity works on questions that can sit still. A border can stay contested for six decades because a border does nothing in the meantime. Sovereignty over Northern Ireland is not exercised on Tuesday at 4 p.m. by a specific person who has to make a call.

A strait is not like that. Before the war, roughly 130 vessels crossed Hormuz every day. That is one ship approaching the disputed sentence about every eleven minutes, each one requiring somebody to physically wave it through or turn it back. Paragraph 5 does not get to be undecided. It gets decided, hundreds of times a day, by a coastal battery commander at Bandar Abbas and a watch officer on a destroyer, neither of whom has the luxury of interpretation.

The memorandum deferred two questions to a second phase. One of them, Iran’s nuclear program, can wait, because centrifuges do not require a daily ruling. The other cannot wait an afternoon. The drafters treated them as the same kind of problem, and only one of them is shooting. JD Vance, who runs the American side of the file, conceded the point on a podcast Wednesday without appearing to notice he had made it: the nuclear negotiations he leads have stalled over the strait.

Everything since follows from that. Six consecutive nights of American strikes. A naval blockade of Iranian ports has been back in force since Wednesday, with a Curacao-flagged tanker disabled by Hellfire missiles fired into its smokestack near Kharg Island. Iran’s ambassador filed a letter at the U.N. listing 42 American violations of a text Trump declared dead on July 8 and Tehran stopped complying with on the 13th, which tells you the memorandum has become useless as a truce and indispensable as a claim. Both capitals still cite Paragraph 5. Neither will be governed by it. They are both telling the truth about a sentence that says two things.

Trump’s week makes more sense in this light than in any other. On Monday he declared the United States “guardian” of the strait and announced a 20% charge on cargo passing through it. By Tuesday the fee was gone, swapped for promises of Gulf investment, after the International Maritime Organization said there is no legal basis for mandatory tolls simply to transit a strait and shipowners refused to play. On Thursday, IRNA reported that Tehran is preparing environmental compensation fees on transiting ships. Both governments have now tried to invoice the same water in the same week, and neither can collect. That is not a strategy, and it is not a neoconservative plot. That is what happens when the document you signed does not contain the authority you thought you had bought.

He said on Tuesday that next week come the bridges. The bridges came Friday. American strikes hit six of them around Bandar Khamir and a railway junction outside Bandar Abbas, cutting Iran’s main port off from the roads inland, and collapsed the control tower at Chabahar. Iran’s health ministry counts 38 dead and more than 400 wounded since the strikes resumed. Even Trump’s own deadlines are now being decided faster than he sets them.

The market is the only participant being paid to read Paragraph 5 honestly, and its verdict is arriving. Brent touched $86 on Tuesday, a one-month high, and held above $85 through a week in which the peace was formally alive. Traffic tells it better than price. Eleven ships crossed on the day Iran declared the strait closed. Seven crossed on Wednesday. Three crossed Thursday, the fewest since May, against 130 a day before the war. One ship every eleven minutes has become one ship every eight hours.

Rory Johnston of Commodity Context makes the harder point, and it deserves more attention than it has received. The stock cushion that absorbed the spring’s supply shock has been drawn down, which means the next shock will not be padded the way the last one was. The price is not high because the war is bad. It is high because the peace is unreadable.

Americans are paying in a currency the ceasefire never touched. Thirteen of the fourteen U.S. service members killed in this war died in March, before any truce existed. What has climbed through every pause is the wounded count, now 414, most of them with traumatic brain injuries. Truces here have reliably stopped the funerals and never stopped the concussions.

The mediators still working the phones in Islamabad, Doha, and Cairo do not need a grand bargain by August 16, when the memorandum’s sixty-day clock runs out and Iran has promised to start charging. They need something duller and much harder. They need to convert one sentence into a procedure: who physically waves the ship through, on whose radio frequency, under whose flag, and with what recourse when someone gets it wrong. Not sovereignty over the strait. Traffic control of it. The nuclear file can keep. The lane cannot.

Iran released an American detainee on Wednesday, which some in Washington read as a hand reaching for a rail. Nobody has set a date for the conversation that would matter. If none is set, the war will not restart in August. It will simply stop pretending to have paused, and a ship’s master off Oman will keep making a sovereign decision on behalf of two governments that refuse to make it for him.

Constructive ambiguity is a loan against the future. Most disputes let you pay it back slowly. Hormuz charges interest by the hour.

The diplomatic spat is rooted in the ongoing dispute between China and the Philippines over sovereignty in the South China Sea.

The Philippines has lodged a diplomatic protest with China over what it called the “racist depiction” of Filipinos in a series of videos published by state-backed newspaper China Daily.

The videos, which depicted Filipinos as monkeys, went “beyond political debate” and resorted to “demeaning, dehumanizing, and racist depictions of Filipinos,” the Department of Foreign Affairs said in a statement on Friday.

Foreign Affairs Undersecretary Maria Theresa Lazaro raised the issue directly with China’s ambassador to the country, while the department also lodged a formal diplomatic protest condemning the videos.

Its embassy in Beijing separately published an open letter addressed to the editor of China Daily, flagging the outlet for “breach of editorial norms and principles”, and urging the publication to “uphold dignity, respect, and truth” in public discourse.

China Daily describes itself as China’s most-read English-language newspaper. It claims a combined audience of more than 470 million people. It has more than 110 million followers on Facebook, where the videos were shared.

The videos were published as part of a series marking the 10th anniversary of the 2016 South China Sea arbitral award, in which an international tribunal ruled overwhelmingly in favour of the Philippines and found that China’s sweeping claims in the South China Sea had no legal basis under international law.

Beijing has rejected the ruling and continues to assert sovereignty over most of the South China Sea, where tensions have remained high.

The dispute centres on features including the Spratly Islands and Scarborough Shoal, both of which are claimed by China and the Philippines.

The South China Sea is estimated to have 11 billion barrels of untapped oil and 190 trillion cubic feet of natural gas.

The dispute has led to repeated confrontations between Chinese coastguard vessels and Philippine ships, including collisions and the use of water cannon that Manila says have endangered its personnel and fishermen.

The Philippines has received diplomatic backing from the United States and other allies including Germany, Japan and the United Kingdom, which have repeatedly called for respect for the 2016 arbitral ruling.

In a joint statement released this month, the countries reaffirmed their support for what they described as the tribunal’s “legally binding” and “definitive” findings and warned against “unilateral actions including by force or coercion that threaten peace and stability in the region”.

China’s Ministry of Foreign Affairs and China Daily had not publicly responded to the Philippine protest at the time of publication.

At least three people have been killed and three others wounded in Russian strikes on Odesa, the city’s military administrator says.

Several people have been killed in Russian attacks on port infrastructure in Odesa and Mykolaiv, and Ukraine said it launched drone strikes on 20 Russian vessels as the warring sides escalated their battle over the Black Sea and key trade routes.

Odesa region Governor Oleh Kiper said on Wednesday that a “massive” Russian drone and missile attack on the southern region continued for a fifth day, with civilian, industrial and port infrastructure coming under attack.

At least three people were killed and three others wounded in the Russian strikes on Odesa, the city’s military administrator Serhiy Lysak said on Wednesday.

Russia’s Ministry of Defence confirmed the strikes on the Odesa and Chernomorsk ports, saying Russian forces targeted infrastructure facilities that it claims are used to store fuel and assemble drones.

Russia in recent days has stepped up attacks on Ukraine’s Black Sea ports in the Greater Odesa area, which handle much of the country’s grain and other cargo and are vital to its wartime economy.

Meanwhile, Ukraine has escalated its campaign to disrupt logistics for Russia’s forces in areas Moscow occupies in southern Ukraine and to isolate Crimea, which Russia has occupied since 2014.

Kyiv’s drone force commander Robert Brovdi said Ukraine hit 17 Russian oil tankers, two gas tankers and one tugboat in the Black Sea.

He claimed earlier this week that 116 Russian vessels had been “hunted down” over a nine-day period.

Moscow said on Tuesday that it was preparing to redirect exports following waves of attacks on Russian shipping in the Sea of Azov, while Foreign Minister Sergey Lavrov called the Ukrainian attacks on shipping “terrorism”.

The attacks come as European Commission President Ursula von der Leyen arrived in Kyiv and said she would announce steps to deepen Ukraine-European Union defence integration.

“I will announce new initiatives to integrate our defence industries. So we can produce more, and faster,” she wrote on X, posting footage of her arrival in the Ukrainian capital.

Ukraine says drones hit 11 Russian vessels in the Azov Sea, targeting tankers, dry cargo ships, and a tugboat overnight.

Russia says it is working to reroute ⁠grain shipments from the Sea of Azov after its vessels came under Ukrainian attacks in the sea, as Kyiv claimed it hit 11 more Russian vessels in overnight strikes.

Russia was preparing to use “alternative shipping routes” and may redirect cargo “to other modes of transport”, Russia’s Ministry of Agriculture said in a statement on Tuesday.

The ministry added that “the situation in the Azov Sea will not affect the domestic market’s food supply or our country’s export capabilities.”

Ukrainian military commander Robert Brovdi said on Telegram on Tuesday that drone attacks hit 11 Russian vessels in the Azov Sea overnight. The targets included five tankers, five dry cargo vessels and a tugboat, bringing the total number of vessels struck in the past nine days to 116, he said.

Russia’s Foreign Minister Sergei Lavrov accused Ukraine of carrying out “acts of terrorism”.

“What the ‌Ukrainian regime is doing goes beyond even piracy. Pirates, at least, plunder and keep the spoils for ⁠themselves. But here, it ⁠benefits neither them nor anyone else – the goal is simply ⁠to cause damage and ⁠intimidate. It is ⁠terrorism, pure and simple,” Lavrov said.

The attacks come as Ukraine steps up long-range strikes on Russian oil refineries and other energy infrastructure, triggering a fuel crisis in Russia.

Russia’s Ministry of Defence said its air defences intercepted 288 Ukrainian drones across the country overnight. Russian authorities said falling debris from a drone attack injured one person and damaged houses in several villages.

One attack sparked a fire at the Afipsky oil refinery, authorities in Russia’s Krasnodar region reported.

Ukraine also struck another oil refinery in the republic of Bashkortostan, which had been hit twice in September 2025. Governor Radiy Khabirov said on Telegram that the attack hit an industrial area in the city of Salavat.

Ukrainian strikes on Russian oil refineries have contributed to a fuel crisis, leading Moscow to ban some fuel exports amid a global surge in energy prices.

Russia’s Defence Ministry also said it hit targets in Kyiv, port infrastructure in Ukraine’s Odesa region, and fuel storage facilities for Ukrainian forces in the port of Yuzhny.

Ukrainian navy spokesman Dmytro Pletenchuk said ⁠Russian forces struck ⁠a civilian vessel ⁠near Ukraine’s Black Sea port ‌of Odesa. Pletenchuk ⁠reported no casualties ⁠in the ⁠attack.

Meanwhile, Ukrainian military officials said their forces shot down seven missiles and 108 drones across the country.

Ukraine claims that 28 Russian vessels were hit by aerial drones in the Sea of Azov on Saturday. The strikes are the latest in a campaign that Ukrainian authorities assert has resulted in nearly 80 Russian vessels, mostly so-called shadow fleet oil tankers, being attacked in that body of water on a daily basis since July 6. 

As a result of these attacks, “Russia temporarily stopped shipping through the Don-Azov Channel, a navigable waterway linking the Don ​River with the Sea of Azov,” Reuters reported, citing three grain export industry sources.

The move came after 13 Russian vessels, including 10 tankers, were attacked in this body of water on Friday. Market analysts noted to Reuters that about 25% of wheat exports from Russia, the world’s largest exporter ​of the grain, pass through the Sea of Azov.

The Sea of Azov campaign is part of much wider Ukrainian efforts to isolate the Crimean peninsula as well as strike at Russia’s energy infrastructure to damage its economy and reduce its ability to wage war. As we have previously reported, these attacks are inflicting pain on Russian forces in Crimea. Also often striking very deep into Russia, they are also having a devastating effect on fuel supplies across the country. In addition, the attacks are helping to halt Moscow’s gains and pave the way for Ukrainian advances.

“Overnight on 11 July, the Birds of the Unmanned Systems Forces hit 21 tankers, 4 tugs, 2 cargo vessels, and 1 special-purpose vessel in the Sea of Azov,” Ukraine’s 414th Separate Unmanned Strike Aviation System Brigade, known as “Magyar’s Birds,” stated on X. The cutting-edge unit is named for Ukraine’s drone force commander Robert Brovdi, also known as Magyar. 

In addition to striking the ships, Magyar’s Birds claimed to also have hit “53 legitimate military targets were engaged deep inside the enemy’s rear in Crimea and the southern part of the temporarily occupied territories, including fleet assets and energy infrastructure. Operation ‘Crimean Switch Off’ has no end date.”

The shadow tanker fleet was engaged by drone pilots from a wide array of units, the brigade added. 

“The technological humiliation of the empire continues,” Magyar’s Birds proclaimed. “It will fall because of Crimea.”

TWZ cannot independently verify the claims; however, many videos have emerged on social media purporting to show the results of these attacks. Magyar’s Birds has released six compilations of them. 

The brigade began releasing videos of these strikes on July 6. This first one shows two ships being hit in a compilation of videos showing strikes on targets mostly on Crimea. The targets included S-400 air defense systems, radars and an oil depot.

The next day, July 7, Magyar’s Birds released a video that opened with a wide view of almost two dozen tankers lined up in the Sea of Azov. The video then cuts to show several of those vessels being struck and burning. The unit claimed eight tankers, a cargo ship and a ferry were hit.

On July 8, Magyar’s Birds claimed nine more Russian tankers were attacked.

Magyar’s Birds released another video on July 9 claiming 14 Russian ships were hit overnight.

Friday, July 10, Magyar’s Birds claimed strikes on 10 tankers, a cargo vessel, a ferry and a sea tug.

In addition to the videos released by the unit, others emerged on social media showing the aftermath of these attacks.

❗️Consequences of the 🇺🇦Ukrainian drone strike on the 🇷🇺Russian dry cargo ship FAVORI (Volgo-Don type, Project 1565A) in the Sea of Azov pic.twitter.com/MCfwC5fmPa

— 🪖MilitaryNewsUA🇺🇦 (@front_ukrainian) July 10, 2026

Footage shows Ukrainian Armed Forces drones attacking tankers belonging to the Russian shadow fleet in the Sea of ​​Azov.
In the last four days alone, the Ukrainians have damaged or destroyed 49 Russian vessels. pic.twitter.com/Ejv7aPv9JS

— Jürgen Nauditt 🇩🇪🇺🇦 (@jurgen_nauditt) July 10, 2026

Magyar’s Birds doesn’t name the types of drones being used, but the video displays show they are from Fire Point, which makes several kamikaze drones as well as the FP-5 Flamingo cruise missile.

Roy Gardiner, a former Canadian military officer who is part of the Defense Tech For Ukraine collective and is an expert on Ukrainian drone warfare, surmised that the attacks are by the FP-2 drone.

FP-1 and FP-2 – Drones that inflict pain on the Russian rear! | Weapons with @StarskyUA

“It’s the only UAV available in large numbers and with the range to carry that much explosive, other than the long-range AN-196 Liutyi, which is a lot more expensive and illogical to use for this mission,” Gardiner, who uses the @GrandpaRoy2 handle on X, told us.

Ukrainian UAVs have struck about 175,000 tons of shipping in the Sea of Azov over the last few days — these are World War II numbers. https://t.co/P4IEJb77M0

— Roy🇨🇦 (@GrandpaRoy2) July 10, 2026

Fire Point co-owner Denis Shtilerman recently told the TSN media outlet that the company has increased the warhead of its FP-2 strike drones to 200 kilograms. A change in the wing design enabled the drone to achieve a flight range of up to 370 kilometers with those warheads, he claimed.

УКРАЇНСЬКІ ДРОНИ СТАЛИ НОСІЯМИ РАКЕТ! Деталі від українських розробників / ТСН.Тиждень

That range gives Ukrainian forces fire control over virtually all of the Sea of Azov, a body of water north of the Black Sea. The videos indicate this is made possible by high-speed satellite data links allowing for man-in-the-loop operations at great distances. This has enabled Ukraine’s sea drones since their arrival but the miniaturization of the technology has now allowed for large-scale use on one-way attack munitions. 

In addition to the aerial drones striking these tankers, Ukraine’s SBU state security bureau used Sea Baby sea drones to attack a Russian tanker in the Black Sea on June 8. As we have frequently reported, Ukraine’s naval campaign has focused overwhelmingly on the Russian Black Sea Fleet. Many successful attacks have been recorded against Black Sea Fleet vessels and facilities, forcing the general evacuation of Russian naval assets from occupied Crimea and to bases in Russia proper.

The Sea of Azov campaign has some Russian milbloggers chiding Moscow for not doing enough to protect these tankers.

“The ‘Military Informant’ Telegram channel complained that the defenseless manner in which the tankers had travelled had become in effect a shooting gallery for Ukrainian drone operators, with no cover from a Black Sea Fleet, which could nowadays barely defend itself,” the BBC recently noted.

The Kremlin is certainly paying attention to Ukraine’s targeting of refineries, oil depots, ports, ships and other energy infrastructure.

Russian nationalist and Z-blogger Vitaly Voronov is disgusted that Ukrainian drones have reached Omsk, well to the east of the Urals in Siberia.

“Well, after Ukrainian drones started reaching Siberia and striking the Omsk oil refinery, I believe in Vladimir Putin even more.
1/ https://t.co/sFA9sLevl9 pic.twitter.com/WvbccZppt9

— Roy🇨🇦 (@GrandpaRoy2) July 8, 2026

Russian President Vladimir Putin “is concerned enough to address the fuel shortage publicly on state TV, insisting the Ukrainian attacks are ‘obviously creating problems’ but insisting ‘it’s not critical,’” BBC explained.

There’s good reason for Putin to be concerned.

“Russian gasoline output fell to a level equivalent to only around 65% of the ​seasonal average consumption after Ukrainian drone attacks led to stoppages at large oil refineries,” Reuters reported on Friday, citing “two industry sources ‌and Reuters calculations.”

As a result of the Ukrainian attacks, Russia – long a major oil exporter – is now turning to imports to cover the gap and meet the demands.

“Supplies of gasoline and diesel from Belarus to Russia hit a monthly record in June, while industry sources said last week that Russia had ‌started ⁠seaborne from India,” Reuters added. “Traders said that up to 6,000 tons of gasoline per day are delivered from neighboring Belarus to Russia. Stockpiles are also being tapped.”

Russia is also taking the drastic step of considering bans on exports of diesel, gasoline and jet fuel.

All this comes as both Ukraine and Russia are jockeying for territory and influence amid a slow-churning, on-again, off-again effort by President Donald Trump to end the conflict.

Ukraine’s success in targeting Russia’s energy infrastructure and isolating Crimea has likely had an effect on Trump, who has repeatedly changed his stance on which side he favors.

As we recently reported, Trump and Ukrainian President Volodymyr Zelensky had a remarkably warm bilateral meeting at the NATO Summit in Ankara, Turkey, earlier this week. So much so that the American leader promised his counterpart licenses to manufacture Patriot air defense system interceptors, something Zelensky has sought for years without success.

Ukraine continues to struggle badly to fend off Russian ballistic missile barrages and remains overmatched in terms of troops and equipment on the battlefield, where fighting has ground to a virtual standstill. Despite that, Kyiv is proving that asymmetric efforts like the Sea of Azov campaign are helping to offset Moscow’s advantages.

Contact the author: howard@twz.com

The U.S. Navy’s Nimitz class aircraft carrier USS Abraham Lincoln has been underway for 210 straight days – well over half a year – in support of Operation Epic Fury and the subsequent blockade of Iran. This looks to be a record-setting milestone. Lincoln, the flagship of Carrier Strike Group 3 (CSG-3), is currently operating in Middle Eastern waters.

Abraham Lincoln, the fifth Nimitz class supercarrier and self-styled “most capable CSG in the fleet,” departed Naval Base Guam on December 12, 2025, after a quick one-day port call. Port calls, or temporary visits to friendly countries, allow the crew to disembark for “liberty” – to step on solid ground – and break up the grueling, nonstop schedule experienced during deployments. However, the stop in Guam, a strategic U.S. territory in the Western Pacific, was so brief that much of the crew likely never went ashore.

Lincoln and CSG-3, made up of more than 5,000 Sailors and Marines, quietly left Naval Base San Diego three weeks earlier on November 21, 2025. At the time, the U.S. military buildup in the Caribbean was the focus of public attention, and Lincoln was expected to conduct a routine Pacific patrol. An Iran contingency was on the table following Operation Midnight Hammer, when B-2 bombers struck nuclear targets deep inside Iran, and Lincoln’s Composite Training Unit Exercise (COMPTUEX) included preparing for a fight in the Middle East. COMPTUEXs are weeks-long capstone training events for carrier strike groups that come right before they deploy.

After leaving Guam, Lincoln conducted operations in the South China Sea before entering the Indian Ocean and arriving in the northern Arabian Sea in late January. Aircraft from Carrier Air Wing (CVW) 9 launched sorties in the opening salvo of Operation Epic Fury, and the CSG was instrumental in enforcing the naval blockade that followed. Since the Memorandum of Understanding (MOU) was signed on June 17, Lincoln has remained in the northern Arabian Sea, launching retaliatory strikes during the recent skirmishes.

The CSG has been deployed for more than seven months now and would likely be among the first naval assets to rotate out of the theater if an agreement is reached between the U.S. and Iran. The details and scale of the drawdown of forces in the U.S. Central Command (CENTCOM) AOR, as per the MOU agreed to by American and Iranian officials last month, are to be determined within 30 days if a final deal is reached before the deadline in mid-August. A new spate of tit-for-tat strikes just this week has created serious uncertainty around future talks between Washington and Tehran. More than 20 U.S. Navy surface combatants are still operating in the region.

“We’ve officially claimed the title for most consecutive days at sea for any modern aircraft carrier,” Lt. Commander Alexis Travis, an officer currently serving aboard Lincoln, wrote on Instagram on June 16.

We have reached out to the Navy to confirm whether this is indeed a record-breaking period at sea. However, we have not received a response as of the time of publication.

In June 2020, the U.S. Navy did announce that the Nimitz class carrier USS Dwight D. Eisenhower and the Ticonderoga class cruiser USS San Jacinto had set a new record after spending 161 days consecutively operating at sea. Eisenhower did not make a stop in port until the next month, having been at sea for 206 consecutive days in the end. This was, in part, due to the COVID-19 pandemic, when port access was severely limited due to quarantine restrictions. The carrier had left Norfolk in January 2020 for a deployment to the Middle East and launched combat sorties during Operation Freedom’s Sentinel in Afghanistan, returning home nearly seven months later without a single stop. Prior to that, USS Theodore Roosevelt held the record in 2002, supporting the post-9/11 response. Roosevelt left Norfolk in September 2001 to participate in Operation Enduring Freedom and spent 160 days at sea before anchoring in Bahrain for a reprieve in February the following year.

In April, USS Gerald R. Ford, the newest American carrier and largest in the world, logged the longest deployment on record at 326 days. Ford, while deployed for nearly eleven months, was operating primarily in the U.S. European Command-6th Fleet area of responsibility (AOR) and U.S. Southern Command-4th Fleet AOR, which is relatively friendly territory, and made at least nine port calls in Marseille, Oslo, Palma de Mallorca, Split, St. Thomas Island, and Souda Bay. Between port calls and stops to refuel and make emergent repairs, Ford averaged a visit to port every 36 days.

The Lincoln CSG, which also includes guided-missile destroyers from Destroyer Squadron (DESRON) 21, served as the tip of the spear in Operation Epic Fury. DESRON 21 fired dozens of Tomahawk Land Attack Missiles (TLAMs) against Iran, and provided defensive measures for the CSG, using Standard Missiles and other armaments to intercept incoming threats. The embarked “air wing of the future,” CVW 9, launched thousands of sorties and pressured Iran’s southern axis during the 40-day war, successfully escorted commercial ships through the contested Strait of Hormuz, and hunted and disabled Iranian-affiliated vessels attempting to run the blockade. The carrier’s air wing notably includes F-35C Joint Strike Fighters assigned to Marine Fighter Attack Squadron 314 (VMFA 314), giving it better penetrating capabilities. The CSG has proven its ability to blend and interoperate high, medium, and low-end naval and joint capabilities, for offensive and defensive purposes, as well as integrate across platforms, including manned and unmanned systems, conventional and unconventional, surface and subsurface, overt and covert, and more, during nonstop combat operations.

The destroyers escorting Lincoln were able to make port calls before the war began, but some have been at sea for over four months. USS Frank E. Petersen Jr., the Integrated Air and Missile Defense (IAMD) Commander, moored at Navy Terminal in the Port of Duqm, Oman, for two days in mid-February. USS Michael Murphy, the last destroyer to leave the Persian Gulf before the first shots were fired, docked in Dubai, UAE, from February 25-27, and left the day before the city was targeted in the initial waves of Iran’s counterattack. Satellite imagery reviewed by TWZ at the time showed Murphy’s precise location the day prior was targeted. USS Spruance, the only San Diego-based destroyer operating with CSG-3, deployed on the same day as Lincoln, and has been at sea for just as long, with one port call in December in Guam. Spruance was spotted firing a black TLAM on the first day of Epic Fury.

“Literally no one signed up for this,” Lt. Commander Travis also wrote on Instagram. “And yet here we are, still doing it safely and successfully. Just a strong group doing tough stuff, breaking records and then waking up and doing it again.”

When the crew serving tirelessly aboard Lincoln will next set foot on land is unknown, and with the fate of the U.S.-Iran MOU similarly uncertain, it may be some time.

Contact the author: ian.ellis-jones@teamrecurrent.io

In the future, the iconic image of the commander-in-chief strolling through the grass of the White House South Lawn onto the Marine One helicopter will be a faded memory. President Donald Trump today said he had ordered a granite helipad be built on the South Lawn to protect it from the intense exhaust heat and rotor wash generated by the new VH-92A Patriot helicopter that will shuttle him, the vice president, their families, and their closest advisors, around, both at home and abroad. Based on imagery of the White House from satellite and far close to the ground, the helipad is already deeply under construction.

The helipad, he added, will be paid for by Sikorsky, the Lockheed Martin subsidiary that makes the VH-92A. The Wall Street Journal was the first to report that the White House building a helipad on the South Lawn.

“For 50 years we’ve been landing helicopters on grass,” Trump told reporters at the White House today. “The grass is wet, soggy, and our other Marine Ones are about 40 years old.”

Aging VH-3Ds currently used for the mission are set to be retired completely sometime this year. However, the Marines expect to keep flying their VH-60Ns through at least 2030 because of their particular ability to operate in hot and/or high-altitude environments. 

The VH-92As “are about two and a half times more powerful than the old ones,” the American leader explained. “And when you land on the grass, it’s not that the grass gets discolored, it gets ripped out.”

The problem, as we reported on for years, led to a delays in the operational deployment of the VH-92A.

“This was a little bit of a planning mistake,” Trump explained. “So they landed the helicopter, and half of the grass was sitting in front of the Oval Office front door. The rest, it was scattered all over.”

The grass was also singed, Trump added.

“Everybody said, ‘well, we’ll keep using the old helicopters when we have to land at the White House, and for everything else we use the new helicopters.’ That’s a pretty expensive deal, you wouldn’t do that for your company.” 

Trump proffered that Sikorsky, who makes the new VH-92, is going to pick up estimated $5 million to $6 million construction costs.

“You know why?” Trump exclaimed, answering his own question. “Because they didn’t tell us how powerful these helicopters were, and they felt a little bit guilty.”

It isn’t clear how the same issue will impact how the VH-92s will be used when flying abroad, as using large fields as landing zones is not uncommon for such trips.

Trump didn’t offer a timeline for this project or name the company doing the construction work. Lockheed confirmed ⁠the contribution range shared by Trump.

“This specific contribution was made to the Trust for the National Mall, the National Park Service’s non-profit organization,” a ​Lockheed Martin spokesperson ​said in ⁠a statement.

“Our engagement with the federal government is guided by rigorous ethics and compliance standards and ​conducted in full accordance with all applicable laws ​and regulations.”

The “VH‑92A Patriot is a recognizable patriotic asset known around the globe for safety, security and reliability,” a Sikorsky spokesperson said. “It brings increased capabilities for the no‑fail mission supporting the Commander‑in‑Chief around the world. The helicopter delivers increased performance and reduced maintenance costs and time over the current fleet of presidential helicopters.”

It’s worth noting that Trump has been a corporate customer of Sikorsky helicopters for decades and has lauded their capabilities and reliability, having multiple S-76s in his corporate fleet.

Upon learning that Sikorsky was footing the bill, Trump said he decided to go for granite.

“Let’s do a beauty, let’s not just do a piece of concrete and paint it white,” he proclaimed. “This one is a beauty. It’s got the seal of the White House, it’s beautiful, the eagle, and it’s carved out of granite stone by some of the most talented people you’ll ever meet. And you’re landing on granite, which is the strongest stone that we can like.”

Trump suggested that when the helipad isn’t being used for Marine One, it can be used for events or even press conferences. The president also stated that once the helipad is finished, “we’ll be able to finally retire 45-year-old helicopters.”

The destruction of the White House lawn wasn’t the only issue delaying the use of the VH-92A as the only presidential helicopter. Communications systems problems were one of the hurdles these helicopters had overcome on its long road to reaching operational service, which was supposed to occur years ago.

Sikorsky, which won a $1.24 billion contract, delivered the 23rd and final VH-92A Patriot to the Marines on Aug. 19, 2024. That same day, then-President Joe Biden took the first presidential trip on one of those aircraft.

The U.S. Marine Corps achieved Initial Operational Capability (IOC) for the VH-92A in December 2021, and HMX-1 commenced operational missions with the new aircraft in 2022.

Trump’s helipad declaration comes as he is already turning the former East Wing into a new ballroom/military center. It should be noted that while Trump initially said the project would cost $400 million and be paid for by private donors, the administration wound up seeking a billion dollars in new funding from Congress for the U.S. Secret Service. Of that money, $220 million would go toward the facility, while the rest would go to other efforts to enhance security around the complex. The spending plan is now caught up in a legal battle.

In our story about that project, we raised the question about whether Trump would use the roof of that building as a new helipad.

From that story: “Not long after the East Wing was torn down, we inquired with the White House if the ballroom’s roof would work as a helipad for Marine One. This inquiry was spurred by the chronic landing area issues with the new VH-92A Marine One helicopters. We never got a response, but the news hit this weekthat the White House is now looking to build a helicopter landing pad due to this issue. It isn’t perfectly clear if the ballroom could serve in this role or at least be used as an alternative landing site.”

It’s also worth noting that the manicured grass where the helipad is going was already damaged by the temporarily set up for UFC fight on Trump’s 80th birthday, so the timing for the helipad install does make sense.

We don’t know exactly when the new granite helipad will come online, but it will likely be this summer. And while it is yet be another way Trump has put his mark on the White House grounds, above all else, it will finally usher in the VH-92 as the primary Marine One helicopter and will allow the long-serving VH-3D Sea Kings to fly off into retirement once and for all.

Contact the author: howard@twz.com

July 5 (UPI) — The U.S. military suspended its search Sunday for a missing Naval aircrewman who went missing Wednesday following an emergency landing in the Arabian Sea.

U.S. Naval Forces Central Command announced the suspension of the search in a statement on social media after more than 102 hours.

“The efforts concluded following an extensive search by the U.S. Navy and U.S. Air Force in the U.S. Central Command area of responsibility,” U.S. Naval Forces Central Command said in a statement. “The Sailor’s name is benign withheld until at least 24 hours after next-of-kin notification is complete in accordance with Navy policy.”

The search spanned more than 14,000 square miles. The military utilized multiple helicopters and other U.S. Air Force aircraft, aircraft carriers and guided-missile to canvas the region.

The missing crewman was aboard a MH-60S Sea Hawk helicopter when it crash landed at about 3:30 a.m. EDT on Wednesday. There were four people in the helicopter. The other three crewmembers were recovered and listed in stable condition.

The helicopter was on a routine patrol when it went down.

U.S. officials said the helicopter’s crash landing was not the result of hostile fire.

The U.K. Royal Navy has launched a kamikaze drone, the Nyan one-way effector, from a ship at sea, marking a significant step toward the U.K.’s ambition of a so-called ‘hybrid’ naval force. This is just one element of a much broader push toward increased reliance on uncrewed platforms, something that was underscored in the long-awaited Defense Investment Plan, unveiled earlier this week.

During recent trials off the south coast of England, the Nyan one-way effector drone was launched from the experimentation ship XV Patrick Blackett, a platform used by the Royal Navy as a testbed for new technologies.

The trial, known as Exercise Neptune Reach, involved personnel from the Royal Navy’s 744 Naval Air Squadron, 26 Royal Artillery of the British Army, and the Royal Air Force.

In a statement, Luke Pollard MP, Minister for Defense Readiness and Industry, said: “Britain is serious about the transition to a Hybrid Navy with new, powerful drones at the heart of the Royal Navy. By bringing together Army and Navy expertise to field strike drones from a ship at sea, we are accelerating the capabilities our forces need to stay ahead of our adversaries.”

The catapult launcher for the Nyan was installed on the ship’s deck. Operators then programmed the drone to fly to a specific target, which it flew to autonomously, while the ship was underway.

Developed starting in 2022, specifically for precision strike, the Nyan was designed and built by Callen-Lenz, a subsidiary of BAE Systems. It is intended to be a low-cost strike platform, with a unit cost of less than £100,000 ($132,000), according to the manufacturer.

The drone has a wingspan of around 9.5 feet and a reported range of more than 93 miles (150 kilometers) — meaning it can hit targets at a greater distance than the Harpoon anti-ship missile. Built mainly of carbon fiber, the Nyan is powered by a small turbojet engine. The design of the drone and its construction include reference to low observability, including a stealthy exhaust nozzle, making it harder for hostile air defenses to detect and destroy.

The Nyan drone and launcher have already been tested extensively during land exercises. During Exercise Spring Storm in Estonia this year, the British Army used the system in support of NATO allies on maneuvers. Thereafter, the British Army’s Royal Artillery adopted the Nyan for operational service.

Ahead of that, the Nyan made its combat debut in Ukrainian hands.

In the maritime context, the Exercise Neptune Reach trials from the Patrick Blackett were part of the wider, tri-service Project Vantage. This is focused on rapidly testing and delivering one-way effectors for the Royal Navy.

“This trial makes a significant step forward in delivering maritime one-way effectors at pace,” explained Lt. Cmdr. David Burton, Maritime One-Way Effectors Capability Sponsor with the Royal Navy. “Under Project Vantage, we are planning to integrate these capabilities into the Hybrid Navy, combining crewed platforms with uncrewed systems to expand reach, increase tempo and enhance lethality.”

The Nyan is already in quantity production, with more than 1,000 units manufactured so far, according to Matt Foster, CEO of Callen-Lenz.

The Royal Navy has said that the recent at-sea trials pave the way for further experimentation and also potential future deployment of the Nyan across the fleet.

Beyond the strike mission that the Nyan is currently equipped for, Callen-Lenz has said that the Nyan could be adapted to carry other payloads, or potentially be scaled up for increased range or endurance.

Interestingly, BAE Systems has also outlined the potential for further trials of the Nyan aboard the aircraft carrier HMS Queen Elizabeth.

In its last Strategic Defense Review, published last year, the U.K. Ministry of Defense described how plans for a hybrid naval force would also affect the two carriers and their air wings:

“The Royal Navy must continue to move towards a more powerful but cheaper and simpler fleet, developing a ‘high-low’ mix of equipment and weapons that exploits autonomy and digital integration,” the review stated. “Carrier strike is already at the cutting edge of NATO capability, but much more rapid progress is needed in its evolution into hybrid carrier air wings, whereby crewed combat aircraft (F-35B) are complemented by autonomous collaborative platforms in the air, and expendable, single-use drones. Plans for the hybrid carrier air wings should also include long-range precision missiles capable of being fired from the carrier deck.”

Earlier this week, the Defense Investment Plan noted that the development effort for the hybrid carrier air wing will include trials of jet-powered drones from the carrier. Previous drone trials aboard the British carriers have involved the QinetiQ Banshee Jet 80+, an adapted target drone, launched from HMS Prince of Wales in 2021. Subsequently, the General Atomics Mojave short takeoff and landing (STOL) drone was operated from the same carrier in 2023, as you can read about here. The Mojave’s impressive STOL capabilities meant that no launch and recovery systems were required for these tests.

Beyond catapult-launched drones like the Nyan, the Royal Navy has a longer-term ambition for ‘cat and trap’ drone operations aboard its carriers, under an effort named Project Ark Royal.

If successful, Project Ark Royal will see the two carriers start to operate drones that can undertake a variety of missions and then increasingly heavier, complex, and higher-performance ones. In the past, General Atomics has pitched to the Royal Navy a carrier-capable fifth member of its Gambit drone family, intended to fit into a future air wing aboard the U.K. carriers.

Later on, full catapult-assisted takeoff but arrested recovery (CATOBAR) capability could even add fixed-wing crewed aircraft, as we have explored in the past.

Of course, the United Kingdom is not alone in these aspirations, with China and Turkey, most notably, also increasingly exploring using drones aboard big-deck amphibious warfare vessels and other non-conventional-takeoff-and-landing aircraft carriers.

For the time being, the Nyan represents a fairly modest strike capability. Based on its range, what is likely a relatively small warhead, and subsonic performance, it is best understood as a low-cost tactical precision weapon. It lacks the reach and payload of the kinds of long-range precision-fires capabilities that the U.K. Armed Forces are increasingly looking to develop. However, it is an affordable means of engaging targets at relatively short distances and could be particularly effective if launched in large numbers and from a variety of platforms. As we have explored in the past, quantity has its own advantages in this context, and launching swarms of these at enemy ships or shore targets would make them very hard to defend against.

At the same time, experience with the Nyan in a maritime environment will help pave the way for introducing more capable drones.

As such, the successful at-sea launch of the Nyan drone marks an important milestone in the Royal Navy’s transition toward a hybrid naval force.

More generally, by demonstrating the ability to deploy low-cost, autonomous strike drones from a moving ship, the trial highlights the U.K.’s commitment to expanding precision strike capabilities and expanding its use on uncrewed platforms.

As the Royal Navy continues to experiment with ship-based drone operations, including air wings featuring uncrewed systems, these kinds of assets are set to play an increasingly important role, complementing traditional platforms and enhancing the fleet’s overall combat effectiveness.

Contact the author: thomas@thewarzone.com

A search is underway for a missing aircrewmember after a U.S. Navy MH-60S Seahawk helicopter assigned to the aircraft carrier USS George H.W. Bush (CVN 77) “conducted an emergency water landing in the Arabian Sea,” the U.S. Navy’s 5th Fleet stated in a post on X. “There is no indication the emergency was caused by hostile action.”

“Three of the helicopter’s four crew members have been recovered and are in stable condition aboard George H. W. Bush,” 5th Fleet added. “U.S. Navy assets in the region are currently searching for other aircrewmen still missing. The cause of the incident is under investigation.”

The incident took place at 3:30 a.m. EDT, 5th Fleet stated.

The mishap occurred amid tense ongoing negotiations between the U.S. and Iran to end the war. This marks the second time in the past few weeks that a U.S. military helicopter aircrew had to be rescued after a crash in the region.

The crew of a U.S. Army AH-64 Apache were rescued from the Gulf of Oman overnight June 9 by a Corsair drone boat. President Donald Trump said Iranian forces downed the attack helicopter.

This is a developing story.

Contact the author: howard@twz.com

July 2 (UPI) — A search is ongoing for an aircrewman who went missing after the Navy helicopter they were aboard performed an emergency landing in the Arabian Sea, the U.S. military said.

U.S. Naval Forces Central Command said in a brief statement that the MH-60S Sea Hawk helicopter with four people on board made the emergency landing at 3:30 a.m. EDT Wednesday.

Three of the helicopter’s crew were recovered and were listed in stable condition, while the fourth member remained missing.

U.S. Navy assets in the region are searching for the missing aircrewman, it said.

Little information about the incident has been made public. U.S. Naval Forces Central Command said there was no indication that hostile activity prompted the emergency landing.

“The cause of the incident is under investigation,” it said.

The helicopter was assigned to the aircraft carrier USS George H.W. Bush, which departed Norfolk, Va., on March 31, according to U.S. Fleet Forces Command. The aircraft carrier has been in the Arabian Sea since at least May 3, according to a statement from U.S. Central Command, which said it was deployed to the U.S. 5th Fleet area of operations to support maritime security and stability in the Middle East.

The United States has been at war with Iran since Feb. 28. The two sides are negotiating an end to the war amid a cease-fire.

This is a developing story.

The best weapon in the “Jackass’” arsenal isn’t the taser, the beehive or the booby-trapped latrine. It’s the explosion of relief when a prank ends, often in humiliation, always with hoots and claps. The first film, 2002’s “Jackass: The Movie” was slow to discover that carnage without camaraderie is painful; several injuries limped off-screen in horrified silence. Laughter heals, except for the brain hemorrhage that Johnny Knoxville suffered in 2022’s “Jackass Forever” when, dissatisfied by the clobbering he took from a bull, requested a second ramming that knocked him out cold.

Hence “Jackass: Best and Last,” the goon squad’s alleged final film, is underwhelmingly tame. Shot quickly by stalwart director Jeff Tremaine this spring, half of it is a clip reel of past hits, like the time fan favorite Steve-O slingshotted into the sky in a port-a-potty. The rest is scraps of hastily assembled chaos, the most elaborate of which is a puppet show in which veterans Ehren McGhehey, Dave England and Jason “Wee Man” Acuña dangle helplessly from strings, trying to recite cue cards while being pummeled by tropical fruit. “A pineapple!” Wee Man moans.

I’m no sadist. They’ve suffered plenty for our amusement. Still, it’s a shame that for the first time in two and a half decades of cringe comedy, the guffaws feel forced.

Acknowledging the Jackasses’ age, if not maturity, are a couple skits about prostate and rectal checkups. (The gnarliest involves clear pants, colonoscopy prep liquid and a game of Twister.) Modern technology enters the arena with a nimble-fingered robot. If the team had invested any actual energy into brainstorming this entry, they’d have played paintball with a sniper drone. At least for the sake of torch-passing, someone should have thought of something for the newish members introduced in “Jackass Forever” to do besides stand around and applaud.

These fresher faces — Jasper Dolphin, Rachel Wolfson, Zach Holmes — prove brave and resilient when allowed to participate. Only one of them, Sean “Poopies” McInerney, a surf bro so gullible that I’m not sure he’s capable of informed legal consent, fits into “Best and Last” like a well-worn punching bag. (When Poopies yelps that “my mind is getting to me” while wearing a shock collar around a sensitive area, people snort because, as sweet as he seems, the only thing rattling inside his cranium is a moth.) Early on, Poopies gets swollen lip injections that, someone claims, will last the whole movie. You expect his trophy wife pout to be a running sight gag. But his disfigurement never even gets another closeup.

“Jackass” started with a bang. In January of 1998, Knoxville, then a 26-year-old aspiring actor, strapped on a cheap bulletproof vest padded with a stack of “Hustler” magazines and fired a gun point-blank into his chest. His dumb derring-do went viral on VHS tapes, earning him an MTV show and five feature films. Watching that Rosetta Stone-cold stupid footage here, you’re struck not only by his audacity, but by the scene’s excruciating comic pacing. As there’s only one bullet in the pistol, empty chambers click multiple times before the bullet finally fires. Logically, you know Knoxville will live long enough for his hair to turn fright-wig white. Yet the lizard brain making you gawk is shrieking.

Do not attempt any of the stunts you’re about to see, the prefatory caution blares. Absolutely. The thing is, no one else could. “Best and Last’s” flashbacks are a walloping reminder that Knoxville is inimitable: a telegenic and extroverted entertainer with a charisma he wields like a skunk aims its stink. Upset him at your own risk. Like Buster Keaton before him, Knoxville has an uncanny awareness of how his death-defying escapades appear on camera. Even in that near-suicidal early segment, note how Knoxville stays on his feet, enduring agony with a magician’s “Ta-da!” He might have given himself a bruise the size of a baseball but he’s focused on the audience’s delight.

Over the years, the visuals dramatically improve, from snuff film aesthetics to confidently silly splendor. “Jackass Number Two,” released in 2006, expended major energy on a musical homage to Old Hollywood that nodded to Keaton and bathing beauty Esther Williams who, in MGM’s “Million Dollar Mermaid,” plunged 50 feet into a pool and broke her neck. By 2010’s “Jackass 3D,” which riffed on classic cartoons with Knoxville strapping himself onto an Acme-style red rocket, one could admit they went to see a Jackass movie for the cinematography with even more sincerity than if Knoxville claimed he bought “Hustler” for its life-saving properties.

The new movie doesn’t have any artistic ambition. The charitable excuse for its reliance on old material is that the gang wanted one more film that summed up their entire legacy — from the impact of seeing them age to the opportunity to include departed colleagues Ryan Dunn, who died in 2011, and Bam Margera, fired in 2020. The other explanation is it’s a cash grab made for pennies. Still, Steve-O strives for memorable moments, gathering the gang in a generic office building corridor to watch him take off his pants and pop out a ping-pong ball. There’s a lot of nudity but the setting feels half-assed.

“Best and Last’s” intro splat-tacular, typically a highlight of each film, hinges on the posse standing still on a moving floor. But the monochrome staging — white walls, white ground — looks almost like CGI, the antithesis of their appeal, and it takes us a minute to understand what’s actually going on. Worst, it lacks both suspense and surprise, that no-they-aren’t–oh-god-they-are drama that once elevated the franchise to the peak of pure cinema.

There is — and I mean this — existentialism in witnessing a person embrace shame and terror. Actors have won Oscars without achieving the transcendence of, say, misery glutton McGhehey in “Jackass Forever,” bound to a chair and coated in salmon and honey, realizing that his friends have released a bear into the room. Meryl Streep could never do that (and wouldn’t have to). McGhehey’s sole path to stardom is that he did.

Not everything in a “Jackass” movie needs to be that sublime. One of my few genuine howls in “Best and Last” came in a three-second rehash of someone stepping on a rake; another was the percussion Chris Pontius makes with his swinging nethers before attempting a naked Fosbury flop. There’s a great accidental gag in a cut bit from the original MTV pilot when a deputy pulls up to arrest Knoxville and forgets to put her car in park. Yet the snippet I keep thinking about is a throwaway beat in a new skit when McGhehey willingly gets into the wrong chair again and, once freed, attacks Knoxville who coolly knees him in the nuts. Everyone chuckles.

Once, in anthropology class, my professor lectured on an insular island tribe that cackled whenever someone got hurt. Schadenfreude was the community’s way to vent tension. I thought of that village throughout “Best and Last,” especially during Knoxville’s nonchalant disarmament of his pal. Team Jackass has stayed united even while at each other’s throats. In bad times, they’ve borne each other’s struggles with sobriety and mental health. In good, they’ve seen the inequality of success that’s left Knoxville in a better financial position to retire than the rest.

While “Best and Last” is a whiff, I can forgive this band of bozos’ urge to make it. No one seems happy to still be zapping themselves with electrodes. They just want to rally together for the final time to choke out one last laugh.

The Sheep’s Head peninsula is clearly a good place to be a skylark. They seem to warble overhead at every turn, singing their little hearts out – and who could blame them? The hills here are high and heathery, the sea breeze is warmed by the Gulf Stream and the edge-of-the-world scenery is a realm of wild green slopes and endless blue Atlantic. If you had to choose a sky to lark in, the one that crowns this County Cork headland is a bona fide wing-quiverer.

The peninsula wows hikers, too. I’ve come to one of the south-westernmost points on the Irish mainland to trek the Sheep’s Head Way, a long-distance trail opened by the local community 30 years ago this summer. It took serious work to complete – more of which later – but it’s a delight. I’m walking the original 55-mile (88km) loop around the peninsula, although a longer, 63-mile option is now considered the official route. The way attracts a fraction of the numbers drawn to the Kerry Way and Dingle Peninsula trail further north, and thanks to its untrammelled paths and rampant, cliff-edged scenery, the rewards are grand, in every sense.

“Ah, you’ll love it,” enthuses Thérése Linehan of Doire Liath B&B in Bantry, having fuelled me with poached eggs and soda bread for breakfast. “People do.” This colour-splashed harbour town, at the landward end of the peninsula, is the route’s start and end point. I’m setting off on a Friday and the waterside square is busy with market stalls: fresh seafood, local artworks, turbo-strength flat whites. A statue of 18th-century revolutionary Wolfe Tone stares out to sea. I dawdle a while in the chilly May sunshine, then walk west.

The early miles wind up into the range of rounded drumlins that form the spine of the peninsula. Wildflowers speckle the gorse verges; boggy paths squelch underfoot. Soon, the views open up. Bantry Bay to the north, Dunmanus Bay to the south and a belt of shaggy-grassed peaks stretching out ahead. Swallows are cavorting in the wind. I turn and see nothing but hills, ridges and sea. Where is everyone?

Despite being almost at the westernmost limits of the European map, the region is no historical hinterland. Folklore holds that Bantry Bay was the place where feet were first planted on Irish soil, in 2680BC. Millennia later, in 1796, the same bay witnessed an attempted landing by a vast French fleet looking to help local resistance forces against English rule, only to be thwarted by storms. I’m luckier with the weather. Today the bay is sun-stippled and marble smooth.

The themes of this first day – near-empty trails, unbridled scenery, spring birdlife and heady history – set the tone for those that follow. The loop walk is traditionally split into five or six days – I’m doing it in five. For the first two, with crags and coastal meadows cascading around me, I pass only sheep. Cuckoos sound from woodland patches, stonechats flit between rocks, squadrons of hooded crows glide overhead. High, lonely stiles come in their dozens; abandoned 1840s stone homesteads stand sentry above the sea.

At one point the trail ascends to a 345m (1,130ft) viewpoint known as Finn McCool’s Seat, where the legendary giant is said to have sat and rested. I do the same, gazing at the peninsulas further north. I don’t know whether, like me, McCool was sapped enough to wolf down two packets of Taytos while he lingered.

There are few settlements on the first half of the anticlockwise route, so prearranged road transfers take me to and from Bantry to the trail on the first two days. The town has the advantage of myriad pubs and restaurants. Ma Murphys bar, 185 years old, does a fine drop of Murphy’s – which often outsells Guinness in these parts – and sets things up nicely for what is arguably the scenic climax (and far and away the busiest part) of the walk, a roller-coaster trek on Day 3 out to the lighthouse on the promontory’s furthest cliffs.

I reach it in early afternoon. The sea is huge and aglitter. Gannets patrol the waves. To the south, across Dunmanus Bay, is Mizen Head, traditionally the last finger of Irish land seen by people sailing to North America. The Sheep’s Head path now spins on its heel and heads east, past a wayside shrine and a tea-and-toasties cafe. Within half an hour the trail is deserted again, its yellow markers leading back into the tussocky green of the hills.

The trail is so well signed that it’s easy to overlook the complexity of shaping a hike around an entire peninsula. The Sheep’s Head Way has an office in the village of Kilcrohane, my base for that night, where I meet local farmer James O’Mahony. Now 82, he was one of the original mid-1990s founders of the trail, along with the late Tom Whitty, a Philadelphian who fell in love with the region. They envisaged a hike that would promote the peninsula’s charms to the full, benefiting not just walkers but local communities. Setting it up, however, required effort.

“There’s no crown land in Ireland, it’s all freehold,” explains James, speaking softly in a thick Cork accent. “We had 265 different landowners to speak to, all on the route. Some of the farmers couldn’t believe their land might appeal to hikers. They’d say, ‘Why would anyone want to walk my old hill?’” He chuckles. “One of the aims was also to keep our old pathways alive. Lots of them were funeral paths, mass paths, church paths. That was very important.”

The trail took 18 months to complete. While never overcrowded, it has won wide recognition, including a European Destination of Excellence Award in 2009 for “respecting its protected environment while meeting the needs of local residents and visitors”. All landowners on the route still receive an upkeep payment from the government’s rural affairs department, a committee of volunteers oversees the trail and a small, grant-funded team of workers is tasked with maintaining it.

The next day, I’m back on the trail. The 11-mile stretch from Kilcrohane to Durrus, my last staging post before a final day’s walk back to Bantry, is as all-enfolding as all that’s come before. There are historical gems – including a bronze age stone circle and the ruins of a bardic school that, by some local accounts, can claim to be one of Europe’s oldest universities – and more of those coastal views.

There’s a feeling you get when you complete a long-distance trail, a sweet fatigue that holds a sense of the miles walked. This is a special corner of a special county, and the trail that snakes its way around the peninsula – soggy in places, steep in others, but rarely less than spectacular – is one to be celebrated.

The trip was provided by Tourism Ireland and Ireland Walk Bike Hike, which offers seven-day Sheep’s Head Way sel-guided packages, with five days of hiking, B&B accommodation, transfers and luggage transfers from €885. Five-day packages also available. For more information on the Sheep’s Head Way, visit thesheepsheadway.com

June 20 (UPI) — A Lebanese conservationist and protector of sea turtles died from injuries she suffered when her home was hit by an Israeli strike.

Mona Khalil, 76, died after suffering injuries from an Israeli attack on her home at al-Mounsouri Beach on Lebanon‘s southern coast on June 5. Her assistant was also injured in the attack, according to Green Southerners, a local nonprofit.

The Israeli military told CNN that Khalil “was not a target” of the Israel Defense Forces. “There is no known IDF strike in which she was injured,” the military said in a statement Saturday. “However, strikes were conducted in the area after the IDF issued evacuation warnings.”

Khalil was born in Lagos, Nigeria, and moved to her parents’ homeland Lebanon at age 7. In her 20s, she fled to the Netherlands to escape the Lebanese civil war and became a porcelain restorer. She attained British citizenship because she was born in a British colony.

She returned to Tyre, Lebanon, when she inherited property from her grandmother. There, she spent the rest of her life protecting the nests of loggerhead and green sea turtles.

Both species of turtles are threatened by coastal development, plastic pollution, fishing nets and light pollution. They are at risk of extinction in the eastern Mediterranean.

Khalil helped create the Orange House, an eco-tourism project at al-Mansouri beach. She painted her house orange to symbolize the safety the Netherlands had given her.

“She is a deeply committed environmental defender,” Hisham Younes, founder and president of Green Southerners, told the BBC. “She used to talk about the beach like it was a person. Her bond to the sunset, her bond to the water and the turtles … she was really into conservation, and into the soul, the spirit of conservation.”

In 2006, CNN profiled her, and she said she refused to leave her sea turtles even among fighting between Israel and Hezbollah.

“Me and my animals were all traumatized, and I lost a bit of my hearing. But otherwise I’m still alive and kicking,” Khalil told CNN at the time. “I live every day to the fullest and don’t worry about tomorrow.”

ARCADES, ice cream parlours, chippies and tourist attractions galore – there’s one town that has everything you’d look for in a seaside trip, but the catch is, it’s not on the coast.

Matlock Bath in the Derbyshire Dales has attracted visitors for centuries and is renowned for its coastal feel, even though it’s miles from the sea.

It may not have a beach, but the banks of the River Derwent are a great alternative for being beside the water.

And there are so many chippies on one half-mile stretch between the Fishpond Inn and the Midland pub, that I think this little gem could easily give Scarborough a run for its money to claim the title of the chip shop capital of the country.

The Yorkshire resort has 93 takeaways, which equals 85.4 for every 100,000 people, while I counted 10 along Matlock Bath’s North and South Parade.

With a population of just 670, that means there’s one chippie per 67 residents.

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All these fish bars are needed, though, to feed the hungry hordes that flock to the area, especially in warm weather.

It’s a mecca for motorcyclists, as well as offering family-friendly attractions like theme park Gulliver’s Kingdom and the Heights of Abraham.

The town also boasts the oldest pleasure park in the UK, which has been wooing wanderers for almost 300 years.

I took a meander around Lovers’ Walk, which is accessed via a bridge over the river, and felt like I’d happened upon a wilderness, miles away from civilisation.

You climb up the steep wooded slopes to the edge of the treeline to get incredible views out over the rolling countryside.

Further along, you can spot the rides and attractions over at Gulliver’s Kingdom on the opposite side of the valley.

It’s no wonder that visitors have been strolling here since at least 1742 and why it was a favourite for courting couples seeking privacy from prying eyes, hence the name.

I’ve been visiting this area since I was little and never been up to this secluded spot, so it just goes to show how much there is on offer, as every time I come, I find something new to do. 

If you’re visiting without kids, I would thoroughly recommend taking a swim at the lido at the New Bath Hotel, which is fed by a natural geothermal spring that has a temperature of around 20C.

The pool is for over-18s only and costs £10 for a 50-minute swim if you’re not a guest at the hotel.

For families, you really can’t go wrong with a trip on the cable cars up to the Heights of Abraham, where you can explore the caverns through the cliffs and enjoy the playgrounds and walks with views out over the town and river below.

Blue Peter badge holders can get in free and it’s a fantastic day out, unlike anywhere else I’ve visited at home or abroad.

You’d be mad to miss this unique place if you’re in the area, as it really does have something to appeal to all ages, including a display paying homage to the Wombles this summer.

Even Queen Victoria gave it her seal of approval when she came here and trekked up to the vantage point on a donkey – I’m sure she would have given the alpine cable cars installed in 1984 her royal assent as the perfect way to make the ascent if they had been around at the time.

If you’re looking for a bit of a break, you should check out the accommodation on offer at Gulliver’s Kingdom, which is great for a day out or an overnight stay.

It’s got plenty of rides that are perfect for primary aged children and lots of its rooms are themed around Wind in the Willows, as well as some for little princesses and wannabe wizards.

It’s even got an indoor glamping option, with bell tents set up in one big room that also houses a camp kitchen. 

One of my favourite days out in Matlock Bath was bringing my youngest son to see the illuminations, which take place on weekends in early autumn.

This is certainly a spectacle to behold, with themed boats lit up in the darkness as they parade up and down the Derwent.

Some evenings also have fireworks and there’s entertainment and fairground rides on the riverside.

The boat parade makes perfect use of its setting and you can see why it’s still going strong after more than a century.

If you love discovering quirky spots with something different around every corner, you could do a lot worse than heading to the Derbyshire Dales and checking out Britain’s only inland seaside town.

NEWLYWEDS Dua Lipa and Callum Turner were spotted kissing in the sea as he squeezed her bum while on their honeymoon in Italy.

The pop star, 30, and her actor husband Callum, 36, have been enjoying married life at the luxury San Domenico Palace hotel in Taormina near Catania.

The couple arrived at the hotel on Monday after they drove from Palermo where they had a huge wedding bash that was attended by several A-listers.

In new photos, the pair looked every inch the loved-up couple, as they soaked up the sunshine in Sicily.

They were pictured in the sea on a float with their hands all over each other.

In one snap, Dua was seen on top her new husband as they enjoyed a kiss, while he couldn’t resist but give her bum a squeeze.

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Dua showed off her toned figure in a silver thong bikini and matching top.

They were also seen with their eyes firmly locked on each other as they gazed into each other’s eyes, with Dua placing her hands on his face.

The duo looked smitten as Callum wrapped his arms around Dua’s waist.

The One Kiss hitmaker animatedly pulled an excitable expression with her hands up in the air.

Dua was then seen relaxing on the inflatable float, while Callum held onto the side.

She showed off her sunkissed glow in the two-piece swimwear and wore a black and white bandana on her head.

The couple are staying at a lavish £4k-a-night Italian hotel.

Earlier this week, they were seen walking through the town of Taormina hand-in-hand as they explored.

The hotel where the pair are residing for their honeymoon might be recognisable to some, this is because it was made famous in the HBO series The White Lotus.

Known for its stunning clifftop setting and jaw dropping view of the volcano Mount Etna, the resort is more than fit for the A-listers.

The hotel is The Four Seasons Hotel San Domenico Palace, and it was the main location for the second season of the hit HBO series.

The pair tied the knot last weekend prior with a string of famous faces in attendance.

Elton John, 79, who flew in by private jet for the ceremony, and Dua are close friends after they collaborated on the track Cold Heart in 2021.

Italian fashion designer Donatella Versace, 71, was also at the wedding, held in the grounds of the 18th-century Villa Valguarnera in Bagheria, and is believed to have designed Dua’s dress.

Other A-list guests at their Sicily bash included Brit actor Joe Alwyn, American actress Grace Gummer and her husband DJ Mark Ronson, and pop star Charli XCX and her husband George Daniel, the drummer with The 1975.

Some guests were understood to have signed non-disclosure agreements to protect the privacy of the star-studded three-day celebrations, which kicked off on Friday.

The villa where the lavish wedding bash happened, which also featured in HBO drama The White Lotus 2, is widely considered one of the most historically and culturally significant villas in Sicily.

Amid the vow renewal, following their London ceremony, music legend Elton John serenaded the couple with a rendition of his smash hit ‘Your Song’ in an incredibly emotional and touching moment.

The ceremony kicked off at 5pm and lasted for around an hour with guests arriving from 3:30pm in a whopping 60 minivans.

The bride and groom turned up in a luxury Mercedes Maybach Class V at 3pm prompt to greet their guests ahead of the nuptials.

A NEW cafe right by the beach has opened and it looks like it could be in Spain.

Southsea Beach Cafe has turned the former Beach Club into its second cafe in time for the summer.

Inspired by beach bars across Europe, the fringed umbrellas and rattan chairs wouldn’t look out of place in an Ibiza bar.

Serving breakfast and lunch, you can get all the classic of a Full English or avocado on toast, as well as burgers and fish and chips.

They also serve alcohol including cocktails and grazing boards.

Live music evenings will also return this summer, including Jazz Cafe nights and 5 Nights of Sumer with “sunset dining, European sharing platters and cocktails by the sea” along with music.

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Tickets start from £10, and run from 7pm to 9pm.

Otherwise the cafe is only open in the day, from 9am to 5pm, (or 3pm in the week).

The cafe’s general manager Elisa Standley told local media: “I think this place has completely reformed the beachfront – it’s taken a modern twist of what we used to do, and it’s expanded what we do in a better way.

“It’s got probably the best view in Southsea.”

Outside of the cafe, Southsea is set to double the size of its beach and improve the size promenade.

Locals have also explained why they think Southsea is the best seaside town in the UK.

Here are 10 other beach bars in the UK that feel more like being abroad.

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