ship

A search is under way for a British man who fell overboard from a cruise ship off the coast of Tenerife.

The Spanish coastguard said it had been coordinating search and rescue efforts for the 76-year-old since 09:48 local time (09:48 GMT) on Thursday.

The incident happened on the Marella Explorer 2, operated by TUI, while it was located just north-west of the Spanish island.

TUI’s Marella Cruises said the man was “seen entering the water while the ship was on passage to La Gomera”, adding that it was supporting his family and working with local authorities.

In a statement, the coastguard said the ship participated in the search before docking in Santa Cruz de Tenerife in the early hours of Friday.

Rescue boats, two helicopters and a specialist search and rescue aircraft have been deployed to the area.

Lesley-Anne Kelly, a passenger on the ship, recalled the moment an alarm sounded while she was having breakfast with her mother on Thursday morning.

She said the alarm was followed by an announcement of “man overboard”.

Mrs Kelly said the captain told passengers the ship had to stay in place until the coastguard allowed it to leave, and later announced that the search had been stood down due to darkness.

“It was pretty sombre last night, especially after the announcement that they were standing down the search,” she said.

Passengers were told that witnesses were being interviewed, she added.

Mrs Kelly said she believed people “had clearly seen it happen”, adding: “It was breakfast time. Everybody was up and about. It was pretty bright, so yeah I can imagine if someone had gone in at that time of the day they would have been seen by multiple people.”

Local media reports say the ship was on its way back to the Canary Islands from the Portuguese island of Madeira when the incident happened.

It is believed to have departed Tenerife on 21 November for a seven-day tour around the Canaries and other nearby islands.

The Foreign Office said it has not been approached for consular assistance in this instance.

The Malta-registered Marella Explorer 2 holds up to 1814 passengers across its 14 decks and 907 cabins, according to TUI’s website.

Reporting from Washington — More than 300 years ago, Edward Teach, better known as Blackbeard, whose whiskered visage virtually defines the image of the 18th century pirate, ran his flagship aground near Beaufort, N.C.

On Monday, the Supreme Court agreed to hear an appeal involving that ship to resolve a question of alleged 21st century piracy: Can the state of North Carolina be sued for taking someone’s copyrighted work?

At issue in the case, brought by a videographer who has filmed the wreckage of the Queen Anne’s Revenge since it was discovered in 1996, is a broad question of whether authors, musicians, video producers and others may sue a state agency and collect damages if the government makes use of their works without permission.

The high court has created a broad “sovereign immunity” shield that protects states from many types of lawsuits. In this case, the Recording Industry Assn. and experts in copyright law are urging the justices to shrink that shield, at least in copyright cases.

Recent rulings have left “states free to infringe copyrights with impunity, with nothing to deter them from that bad behavior,” the recording industry said in its brief supporting the appeal.

“Digital piracy of sound recordings and musical works, including by states, can be quick and easy to accomplish.”

The case began with the discovery of the wreckage of Blackbeard’s flagship, which sank in November 1718 and was found by a private research group in 1996.

A model of Queen Anne’s Revenge, flagship of the 18th century pirate Blackbeard, at the North Carolina Maritime Museum in Beaufort, N.C.

(David Zucchino / Los Angeles Times)

The discoverers hired Frederick Allen and his Nautilus Productions to film the wreckage and the salvage operation. His videos were copyrighted, but in 2013, North Carolina’s Department of Natural and Cultural Resources began posting the videos online.

Allen and the state entered into a settlement that paid Nautilus $15,000, but according to the videographer, the state violated the agreement by converting his works into “public record” materials that were free to all.

Allen sued the state for copyright infringement and won before a federal judge.

But the 4th Circuit Court based in Virginia ruled last year that the state and its officials were immune from such claims.

In 1990, Congress passed a law to protect copyrights from infringement by state agencies, but a few years later, the Supreme Court handed down a series of rulings that gave states “sovereign immunity” from being sued for damages in federal courts. One of those decisions, Florida Prepaid vs. College Savings Bank in 1999, threw out patent and copyright claims against a Florida agency.

The 4th Circuit cited that decision in blocking the videographer’s suit over Blackbeard’s ship.

His lawyers argued in their appeal that the Constitution gave Congress the power to protect the work of “authors and inventors.” The decision by Congress to enact a federal law allowing the suit to go ahead should override a state’s claim of immunity, they said.

The Supreme Court announced Monday it had voted to hear the case of Allen vs. Cooper in the term that begins in the fall.

More stories from David G. Savage »

Nearly a month after an MH-60R Seahawk helicopter and an F/A-18F Super Hornet from the aircraft carrier USS Nimitz crashed somewhere in the South China Sea, recovery efforts are underway, the Navy told TWZ. The two aircraft suffered mishaps within a half-hour of each other on Oct. 26 that President Donald Trump suggested could have been caused by “bad gas.” The exact cause of the crashes remains unclear.

“USNS Salvor (T-ARS 52), a Safeguard class salvage ship operated by Military Sealift Command, is on-scene conducting operations in support of the recovery efforts,” CMDR Matthew Comer, a 7th Fleet spokesman, said on Thursday. He provided no further details about the Salvor’s location, whether either or both aircraft have been located, or a timeline for recovery. In an email on Nov. 14, Comer told us that the “U.S. Navy has begun mobilizing units that will be used to verify the site and recover” the aircraft.

According to the MarineTraffic.com ship tracking site, the most recent position of the Salvor, dating back to Nov. 9, was just east of the Philippines island of Palawan in the South China Sea. MarineTraffic reports that the vessel left the Philippines on Nov. 8 bound for Guam, but it isn’t clear what its location is at the moment.

Given the tense and contested nature of the South China Sea and its proximity to China, there is likely a level of urgency to this operation to ensure these aircraft, or components from them, don’t fall into the hands of the Chinese. Beijing has a massive amount of assets in the region, and plenty that can handle some kind of recovery effort. The depths in the South China Sea are not that deep, either, making recovery operations easier. Like the U.S., China has foreign materiel exploitation, or FME, programs aimed at recovering weaponry for intelligence analysis and developmental purposes.

As we have written in the past about a Super Hornet recovery effort after one was blown off the deck of the supercarrier USS Harry S. Truman in 2022: “The F/A-18E is also filled with sensitive components, such as its AN/APG-79 active electronically-scanned radar, electronic warfare suite, identification friend-or-foe gear, and communications and data-sharing systems, as well as the software that runs them all. The Navy’s existing F/A-18E/F fleet has been in the process of receiving significant upgrades in recent years, too, as the service plans to continue operating these jets as core components of its carrier air wings for years to come.”

MH-60Rs are the Navy’s rotary-wing submarine hunter and are loaded with sensitive sensors, countermeasures, communications, computers and more that would be of high interest to a foreign adversary, and especially America’s chief naval competitor, China.

For all these reasons, the Navy dispatched the Salvor. It was purpose-built to conduct salvage, diving, towing, off-shore firefighting, heavy lift operations and theater security cooperation missions. According to a U.S. Navy document, it is equipped with: “a 7.5-ton capacity boom forward and a 40-ton capacity boom aft. A dynamic 150 ton lift is possible over the main bow or stern rollers using deck machinery and purchase tackle or hydraulic pullers. She can make a dynamic lift of 300 tons using the main blow rollers and stern rollers in unison.”

For diving operations, “the MK 12 and MK 1 diving systems provide Salvor divers the capability of air diving to depths of 190 feet. The divers descend to depth on a diving stage lowered by a powered davit. There is a hyperbaric chamber aboard for diver recompression following a dive or for the treatment of divers suffering from decompression sickness. For shallow underwater inspections, searches, and other tasks which require mobility, there is a full complement of SCUBA equipment on board.”

During a 2018 mission to recover aircraft shot down in 1944 near Ngerekebesang Island, Republic of Palau, the ship’s master offered some insights into its capabilities.

“The biggest advantage the Navy has with us on the Salvor is that we are standing by for them with a decompression chamber on board for divers, and we have heavy-lift capability,” Capt. Mike Flanagan, a civilian mariner and master of USNS Salvor, said at the time. “It’s just a robust ship. With our 40-ton-lift crane we can bring large and heavy objects off the bottom of the ocean.”

For perspective, Super Hornets have a maximum takeoff weight of 33 tons, according to the Navy. The Seahawks can weigh up to 11.5 tons.

Given its design, the Salvor has taken part in numerous recovery efforts, including the one after the December 2023 crash of a CV-22 Osprey off the coast of Japan last November, which killed eight crew.

As we reported at the time, the aircraft from the Nimitz crashed within a half-hour of each other on Oct. 26 as the carrier was operating somewhere in the South China Sea. The helicopter went down first at about 2:41 p.m. local time. All three crew were recovered.

Both Super Hornet crew ejected and were safely recovered when that aircraft crashed.

As we noted earlier in this story, the day after the crashes, Trump said that “bad gas” could have been to blame. Navy officials confirmed to us that they believed there was no “nefarious” cause to the crash. Last week, the Navy told us the cause is still being investigated. You can read more about the fuel issues in our initial coverage here.

The Nimitz was last spotted Nov. 18 in the San Bernardino Strait separating the Bicol Peninsula of Luzon to the north from the island of Samar to the south, according to open source investigator MT Anderson’s post on X. That’s about 420 miles east of where the Salvor was last seen. 

Last week, the Nimitz took part in a Multilateral Maritime Cooperative Activity with Japanese and Philippine vessels to demonstrate “growing regional unity and cooperation,” the Philippine military said, according to Newsweek.

That exercise sparked a warning from China.

“We solemnly urge the Philippine side to immediately stop provoking incidents and escalating tensions,” said the Southern Theater Command of the People’s Liberation Army, which oversees Chinese military operations in the South China Sea, on Sunday.

It is unknown how long it will take to recover (or demolish) these aircraft or whether the operation will even succeed. The Navy has promised to keep us apprised of its efforts. We will update this story with any significant developments.

Contact the author: [email protected]

The Yantar, a notorious Russian spy ship, directed lasers at the crews of U.K. Royal Air Force aircraft in waters off the north of Scotland, the British government said today. While the Yantar has been a worrying presence around critical undersea infrastructure for years now, this development represents a concerning new trend, and one that could be very hazardous.

The alleged incident took place after a U.K. Royal Navy Type 23 frigate and Royal Air Force aircraft, including P-8A Poseidon MRA1 maritime patrol aircraft, were sent to monitor and track the vessel. Publicly available flight-tracking data suggests that Royal Air Force Typhoon fighters, supported by Voyager tankers, may also have been involved.

It’s not clear what kind of laser was used by the Yantar, but these encompass a wide range of systems, some of which can have significant power, at least enough to be a major concern. Depending on their output, lasers have the potential to temporarily obscure optics and the vision of personnel or cause permanent damage to both. More powerful laser weapons can burn holes in craft, damaging or destroying them, but are highly unlikely to have been installed on this vessel.

It is worth noting that the Chinese People’s Liberation Army Navy (PLAN) has regularly been accused of using shipborne lasers to harass military aircraft, as you can read about here.

As for the Yantar, this vessel has been active off the coast of the United Kingdom for the last few weeks, according to the U.K. defense secretary, John Healey, who disclosed details of its activities today.

“This is a vessel designed for gathering intelligence and mapping our undersea cables,” Healey said.

Referring to the laser incident, the defense secretary described the Russian ship’s action as “deeply dangerous,” noting that this is the second time this year that the Yantar has deployed to British waters.

Healey continued: “My message to Russia and to Putin is this: we see you, we know what you’re doing, and if the Yantar travels south this week, we are ready.”

The Yantar is part of the Russian Defense Ministry fleet, being operated by the Main Directorate of Deep-Sea Research, a secretive branch that works on behalf of the Russian Navy and other agencies. The ship is around 112 feet long and, among other duties, operates as a mothership for uncrewed underwater vessels (UUVs), which can be used to investigate the seabed and potentially undertake sabotage and other activities, including manipulating objects on the seafloor.

As we have discussed in the past, the Yantar is officially classified as a Project 22010 “oceanographic research vessel,” but its specialized equipment can reportedly tap or cut submarine cables and investigate and retrieve objects from depths of up to 18,000 feet. The vessel is also likely to be able to place devices on the seabed that could cut cables long after the ship has moved on.

Russia has repeatedly claimed that the vessel is used for legitimate maritime “research” or “survey,” but it has an established pattern of operating around critical undersea infrastructure. In particular, it is assessed that the Yantar is used for surveilling the U.K.’s crucial network of undersea cables, around 60 of which branch out into the sea from the British Isles.

The U.K. Ministry of Defense has long considered the Yantar a spy ship and tracks it closely, leading to several run-ins with the vessel in the past.

In September, the U.K.’s National Security Strategy Committee stated that the government was being “too timid” in its approach to protecting British undersea cables, some of which also have a military role.

Meanwhile, another British government oversight body, the Defense Select Committee, recently concluded more broadly that the United Kingdom “must be willing to grasp the nettle and prioritize homeland defense and resilience.”

At the beginning of this year, the United Kingdom confirmed that one of its Royal Navy nuclear-powered submarines surfaced close to the Yantar, to make it clear it was being observed. The Yantar was sailing in British waters in November last year, when that incident occurred. Specifically, the Russian ship was said to be “detected loitering over U.K. critical undersea infrastructure.”

At one point, one of the Royal Navy’s Astute class attack submarines surfaced close to the Yantar “to make clear that we had been covertly monitoring its every move,” Healey said.

Tracking the Yantar is not necessarily a difficult job, since its position is typically broadcast at regular intervals using the automatic identification system (AIS), an automatic tracking system that uses transceivers on ships. This data is then also published by online ship tracking services. However, commercial tracking can be manipulated and spoofed, or it can just go dark, making the vessel harder to pinpoint.

At the same time, it should be noted that the vessel has been operating within the U.K.’s exclusive economic zone (EEZ) but in international waters, which is entirely legal.

Earlier this year, the Yantar was reported in the Mediterranean. On this occasion, it was assumed to be involved in searching and potentially salvaging the wreck of the Russian cargo vessel MV Ursa Major, which sank after an apparent explosion in its engine room in late December.

🚨📸 Overview in the 🌊Alboran Sea on 16 January: the 🇷🇺Russian research vessel Yantar with the 🇺🇸American DDGH Paul Ignatius, then the 🇺🇸Ignatius with the 🇪🇸Spanish PSO Tornado.
With #NATO forces in the 🌊Mediterranean, the 🇷🇺Yantar passing Gibraltar illustrates that the… pic.twitter.com/h6fC64rKkB

— Russian Forces Spotter (@TiaFarris10) January 20, 2025

Back in 2018, the U.K. Royal Navy also escorted the Yantar through the English Channel as it headed into the North Sea. At this time, it was carrying a Saab SeaEye Tiger deep-sea robot on its deck. Russia acquired this underwater drone after the Kursk submarine disaster. It can reach depths of 3,280 feet.

A year before that, the Yantar was involved in a high-profile operation in 2017 when it sailed off the coast of Syria to recover the wreckage of two fighter jets, a Su-33 and a MiG-29KR, that crashed into the Mediterranean Sea during operations from Russia’s aircraft carrier Admiral Kuznetsov.

While the reported use of a laser in a hostile capacity by the crew of the Yantar is a new development, its activity comes as NATO becomes increasingly concerned about apparent sabotage to undersea infrastructure carrying oil, gas, electricity, and the internet. More generally, the threat to undersea infrastructure, specifically data cables, is of growing concern internationally.

In the Baltic Sea alone, cables have been damaged on several occasions, with all of them carrying at least some of the hallmarks of sabotage. In the most notable event, on December 25 last year, an oil tanker dragging its anchor damaged a power cable running between Finland and Estonia.

The vessel responsible for that incident in the Baltic was the Russia-connected Eagle S. The oil tanker was reportedly found to be brimming with spy equipment after it was seized by authorities. Finnish authorities filed charges of aggravated sabotage and aggravated interference with telecommunications against members of its crew.

Incidents like this led to NATO launching Baltic Sentry, a mission intended to ensure the security of critical undersea infrastructure in the region. As you can read about here, the mission also involves crewed surface vessels, UUVs, and various aircraft.

The scale of the threat was apparent even before Russia’s full-scale invasion of Ukraine, after which tensions between the Kremlin and the West heightened significantly.

“We are now seeing Russian underwater activity in the vicinity of undersea cables that I don’t believe we have ever seen,” U.S. Navy Rear Adm. Andrew Lennon, then serving as NATO’s top submarine officer, told The Washington Post back in December 2017. “Russia is clearly taking an interest in NATO and NATO nations’ undersea infrastructure.”

As Russia ramps up its hybrid warfare activities, which you can read more about here, the potential risk to undersea infrastructure is put into a much sharper focus. In many cases, such activities are deniable.

While NATO has long been aware of how difficult it can be to defend this kind of infrastructure against hostile actors, the apparent use of lasers by part of Russia’s spy fleet is another serious cause for concern.

Contact the author: [email protected]

To Russia, the Yantar is a oceanic research vessel – to others, including the UK, it’s a spy ship, and a worry for Britain’s defence chiefs.

The vessel has long been suspected of secretly mapping out Britain’s undersea cables, where more than 90% of our data, including billions of dollars of financial transactions, are transferred.

But now, a new escalation, with revelations the Yantar’s sailors targeted Royal Air Force pilots in patrol planes with lasers.

Shining lasers into a pilot’s eyes is provocative, and to use the Defence Secretary John Healey’s words, “deeply dangerous”. It’s illegal in the UK and can lead to a prison sentence.

Healey’s direct message to Russia and its leader Vladimir Putin was stark: “We see you. We know what you’re doing. And if the Yantar travels south this week, we are ready.”

By that, he is implying should the Yantar cross inside Britain’s 12-mile maritime boundary there would be a military response.

This isn’t the first time the Yantar has popped up near Britain’s shores – at the start of the year a Royal Navy submarine made the highly unusual move to surface right in front of the ship as a sort of deterrent measure.

The concern is that this is part of an ongoing operation by the Kremlin to locate and map all the vital undersea cables and pipelines that connect the UK to the rest of the world.

It is also part of a wider pattern of Russian activity, as it tests Nato’s reactions, resolve and defences. We’ve seen similar moves with the recent drone incursions across Europe, and Russian warplanes flying into Nato airspace.

When three Russian fighter jets entered Estonian skies without permission in September, Italy, Finland and Sweden scrambled jets under Nato’s mission to bolster its eastern flank.

This is all interesting intel for Russia.

As an island nation, Britain is heavily reliant on its network of undersea cables that carry data. There are also vital oil and gas pipelines connecting Britain to North Sea neighbours such as Norway.

These cables and pipes are largely undefended and apparently of great interest to Russia’s research vessels.

Nato has identified deep-sea cables as part of the world’s critical infrastructure. But they are also strategic pressure points, it says, warning that adversaries could exploit them through sabotage or hybrid warfare, threatening both civilian and military communications.

Retired Royal Navy Commander Tom Sharpe made clear what the spy ship could be doing: “The most obvious one is they sit above our cables and our critical undersea infrastructure and they nose around in the cables that transfer up to $7tn worth of financial transactions every day between us and America alone”.

The Yantar may be described by Moscow as a research vessel, but it is part of Russia’s secretive Main Directorate for Deep Sea Research, or GUGI, which reports directly to the defence ministry.

And while the ship bristles with hi-tech communications equipment, it’s what we can’t see that is of most concern.

It can operate remotely-piloted miniature submarines that can dive down to sea beds many thousands of metres below the surface. These are capable of mapping the locations of cables, cutting them or planting sabotage devices that could, potentially, be activated in a time of war.

The Royal Navy is experimenting with various means of combating the threat, such as a new vessel called Proteus, but critics fear much of the damage to Britain’s coastal security may already have been done.

Any foreign vessel operating in British waters must comply with UK national laws and international maritime conventions.

The cornerstone of these complex rules is the UN Convention on the Law of The Sea (UNCLOS). This allows foreign ships to navigate through coastal waters provided that their passage is “innocent” – meaning it doesn’t threaten the peace or security of a coastal nation like Britain.

President Putin was at an AI conference in Moscow on Wednesday, and gave no immediate reaction on the situation unfolding north of Scotland.

Russia’s Embassy in London says it’s not undermining UK security and it has condemned UK Defence Secretary Healey’s statement as provocative.

But all this is happening while war rages in Ukraine, a conflict Putin blames on the West and which seemingly he has no intention of stopping soon.

The Disney Destiny has a heroes and villains theme with plenty of fun character interactions, a new Hercules show, and themed bars including one inspired by Cruella DeVil

I’d barely been onboard the Disney Destiny for a few hours but I’d already seen Marvel villain Loki attempt to take command of the ship, eaten my weight in ice cream while looking out at sea, and searched out my go-to cocktail spot in the ship’s Cruella DeVil themed bar.

I was lucky enough to be one of the first people onboard Disney Cruise Line’s seventh ship ahead of its sailings from Florida this month, and very quickly, it was obvious that it offers up a huge amount of fun for guests.

One of the biggest underrated perks of a Disney cruise is the character meet and greets. There are so many slots available throughout the day, and you can check the Disney Navigator App to see when and where your favourite characters will appear. Just on a two-day sailing I managed to meet Cruella DeVil, Maleficent, Belle, Mickey, Captain Hook and Smee, as well as getting a cheeky dance in with Mickey, Donald and Goofy at one of the onboard dance parties for families.

I later heard from other passengers that there’s even a secret parlour on board where you can meet the Princess and the Frog’s Dr. Facilier; but be warned, only a handful of guests can get in, and they’ve all been warned to stay tight-lipped about what awaits!

It’s the sort of character time that any Disney fan dreams of – but in the parks sometimes it can be tricky to fit them in amongst trying to get on all of the rides too, so here it’s a much more relaxed way to have those magical moments.

There’s so much more to the ship than just the characters though. The top deck boasts multiple pools including one right by a huge screen where you can watch Disney films, while the adults-only areas include plenty of loungers and breathtaking ocean views for a bit of peace and quiet. (If you’re after the latter, then don’t miss out on a trip to the spa!).

Throughout the day there are plenty of fun events including Disney and Marvel themed quizzes, live music, and fun activities including a ‘Diaper Dash’ where parents can race their babies which is inevitably adorable and chaotic.

I managed to also brave a ride on the AquaMouse water slide where you’re in a dinghy being propelled around the tubes above the ship. A word of warning; you get absolutely drenched, but then again who wants to go on a water slide and stay dry?

Come evening time, you can sip on cocktails at DeVil’s or brave mortals can head to the Haunted Parlour where paintings come alive, ghostly apparitions make themselves known, and the cocktails are so pretty you’ll want to take a million photos before you drink them. At DeVils, a cosy lounge inspired by Cruella with live piano music, you’ll find a creative drinks menu including the Fearless Sir Galahad, a smokey mocktail resembling an Old Fashioned, and the Perfectly Wretched which served alongside ‘edible’ make-up treats.

For us Brits, the Cask and Cannon pirates-themed pub is a must visit – and yes, you can get a decent pint!

For those who love the theatre, the brand new Hercules show that’s exclusive to the Destiny is a must-watch. The cast were brilliant, the atmosphere was so fun and some of those special effects were genuinely jaw-dropping. The theatre feels very ornate so you forget you’re on a cruise ship and not in the West End.

There’s also an impressive production of Frozen which again does the film justice with a talented cast, special effects and plenty of fun surprises for the audience (I won’t spoil it!).

I was impressed by how much is actually going on in the evenings, from the pirates’ night with a whole show and live music, to those all-important fireworks at sea! (Disney Cruise Line is currently the only cruise line to offer this). Even when we set off, there was a fun Sail Away party with Mickey and friends appearing for a cute little dance show.

All of that fun and activity can work up an appetite, but don’t worry; you can absolutely eat your way through this holiday. Marceline Market is the main buffet (head here for Mickey waffles at breakfast), while Mickey’s Festival of Foods has stalls serving up everything from tacos to barbecues.

For evening meals, what’s great about Disney cruises is that you’re on ‘rotational dining’, so you’ll get a spot at the main restaurants without needing to fight for a booking. Disney Destiny is the first ship to offer the Pride Lands: Feast of The Lion King restaurant, where you get to listen to live performances of the film’s iconic songs while tucking into your food, while World of Marvel offers up some fun interactions including a chance to show off your Marvel knowledge with a quiz.

If you fancy an adults-only meal (because these cruises don’t just cater to families), then the all-inclusive brunch at Palo Steakhouse is a must. Honestly, I thought they were kidding when they told me I could order a bit of everything, so I did – I practically had to roll out of that restaurant but it was so worth it. Don’t expect small portions! It’s worth noting that while most food is included in your Disney cruise price, Palo Steakhouse comes at an additional cost.

As for those with a sweet tooth, there is so much ice cream available around the ship that I honestly believe that by the time I left I was about 80% sugar. (Edna A La Mode Sweets is a must-visit to build up your own epic treats).

When that sugar crash inevitably hits, the Destiny’s staterooms have everything you could need to unwind. Big bed? Check. Heroes and villains theming? Check. Bathrooms, amenities, and plenty of storage? Check, check, check. My stateroom had a balcony and I was impressed by how large it actually was – the perfect spot to take in those ocean views especially when we sailed towards Disney’s private island, Castaway Cay!

Book the holiday

Virgin Atlantic Holidays offers four nights on the Disney Destiny from £5,384 for a family of four. Includes direct Virgin Atlantic Economy Classic flights from London Heathrow to Miami, room-only stay at Sonesta Fort Lauderdale in a Deluxe 2 Double Ocean View Room for one night before boarding, followed by a Disney Destiny sailing visiting Nassau and Castaway Cay.

Price is based on a family of four (two adults and two children aged 3–11) travelling and sharing an Inside Stateroom and includes all applicable taxes and fuel surcharges. Price is based on a departure on 30th September 2026.

Virgin Atlantic Holidays is a member of ABTA and is ATOL protected. To book, visit Virgin Atlantic Holidays or call 0344 557 3859. Prices subject to change and availability. Virgin Atlantic Holidays terms and conditions apply.

China’s first super-sized Type 076 amphibious assault ship, the Sichuan, has left port for its first sea trials. The Type 076 is unlike any other big deck amphibious warship design globally, featuring an electromagnetically-powered catapult to support an air wing expected to include naval versions of the GJ-11 stealthy flying-wing uncrewed combat air vehicle (UCAV).

Sichuan, which has now also been assigned the hull number 51, left Hudong-Zhonghua Shipyard in Shanghai on its maiden voyage earlier today. The ship, which is currently the only one of its type, has been under construction in that yard since at least 2023. A ceremony marking its launch was held on December 27, 2024, and it was actually floated for the first time in its basin sometime afterward.

“This sea trial will mainly test and verify the reliability and stability of the power, electrical, and other systems,” according to a release from China’s Ministry of National Defense. Since its launch, the ship “has successfully completed mooring tests and equipment installation and debugging, and has met the technical conditions for sea trials.”

There had already been signs in recent weeks of significant new progress on the final fitting out of Sichuan, including the painting of full markings on its flight deck.

Another image, seen in the social media post below, had emerged at the end of last month showing what is very likely a red-colored catapult test ‘truck’ on Sichuan‘s deck. This, in turn, had pointed to the start of testing of the ship’s lone catapult.

Shipbuilders and navies around the world, including China’s People’s Liberation Army Navy (PLAN) and the U.S. Navy, have long used weighted trucks to test catapults on aircraft carriers as part of their construction or following maintenance. 

The video below shows testing of the catapults on the U.S. Navy’s supercarrier USS Gerald R. Ford using weighted trucks.

Overall, Sichuan represents a particularly notable development for the PLAN. Chinese officials have said the Type 076 displaces more than 40,000 metric tons (44,000 U.S. tons). TWZ has previously assessed that the ship is around 864 feet long and that it is some 141 feet wide (or 263 and nearly 43 meters, respectively). China’s previous Type 075 amphibious assault ships, of which there are now four in service, have a stated displacement of between 32,000 and 36,000 metric tons (35,000 to 40,000 U.S. tons) with a full load, and are just over 761 feet long and nearly 121 feet wide. Sichuan is also notably wider than other big deck amphibious warfare ships in service globally, including the U.S. Navy’s America class.

Sichuan‘s unusually wide flight deck is absolutely core to the design. Along with the ship’s two islands, this has long made clear the ship is heavily focused sustained flight operations. This will include fixed-wing types launched via the catapult at the bow end and recovered via some form of arresting gear.

There have been growing signs for years now that a navalized variant of the GJ-11 UCAV, also sometimes referred to as the GJ-21, will be an especially significant part of Sichuan‘s future air wing. Most recently, around the beginning of this month, pictures emerged showing a version of the drone with an arresting hook very prominently deployed. Last year, apparent GJ-11 mockups had also appeared at a test and/or training site right on Changxing Island in Shanghai, very close to where the Type 076 was being built.

As it seems, for the first time clear images of a GJ-21 in flight are posted and this one – based on the still installed pitots – has its tail hook down. pic.twitter.com/5h1nVZHzIe

— @Rupprecht_A (@RupprechtDeino) November 1, 2025

Just this week, Chinese authorities announced that the land-based version of the GJ-11, now officially named the Mysterious Dragon, had entered operational service with the People’s Liberation Army Air Force (PLAAF). Any future naval versions of the drone could also find their way onto other big deck ships in the PLAN’s inventory, including its first catapult-equipped aircraft carrier, the Fujian, which was commissioned last week.

Sichuan‘s air wing will not be limited to variations of the GJ-11 design, and is expected to include a host of other current and future crewed and uncrewed types. Various helicopters, as well as an as-yet unnamed crewed tiltrotor aircraft under development in China, which is now in flight testing, could be part of that mix.

The Type 076 design also has a well deck at the stern to support traditional amphibious assault operations.

As TWZ previously wrote about the overall significance of the Sichuan:

“The potential value to the PLAN of having a fleet of very large deck amphibious assault ships that are highly capable of large-scale drone operations as well as traditional amphibious assaults is clear. These ships could be used to launch and recover UCAVs like the GJ-11 and other types of drones to perform a host of missions from maritime strike to intelligence, surveillance, and reconnaissance (ISR). They could be used to provide additional ‘mass’ in support of the operations of larger carrier strike groups and help to free the air wings of flattops like Fujian up for tasks they might be better suited for. In addition, they could provide a lower tier of naval aviation support that could be employed independently.”

…

“Simply having more naval aviation capacity overall would give the PLAN added flexibility for various operations closer to the mainland, including a potential military intervention against Taiwan or defending its expansive and largely unrecognized territorial claims in places like the South China Sea. Type 076s could also help project naval and air power further from China’s shores, something that has also been a driving factor behind the country’s broader carrier ambitions.”

…

“The Type 076 could help provide support during humanitarian assistance and disaster relief operations. Big deck amphibious warfare ships, in general, provide their operators with immensely valuable platforms for projecting both hard and soft power.”

Sichuan is reflective of a larger effort by the PLAN to significantly expand its capabilities and operational capacity, including for projecting power well beyond China’s shores and any regional contingencies. A dramatic expansion in the naval aviation realm has been a particular centerpiece of this modernization push, which traces all the way back to the 1990s. This is all further underscored by the increasingly strong evidence that China’s next supercarrier will be a nuclear-powered design.

Whether the PLAN’s current ambitions include plans to acquire more Type 076s is unclear. Putting to sea now is certainly another major step in the process of getting Sichuan into actual operational service.

Contact the author: [email protected]

Japan’s Acquisition Technology & Logistics Agency (ATLA) has offered the first look at damage to a target ship after it was hit by projectiles fired from a prototype electromagnetic railgun in testing earlier this year. Japanese authorities say valuable data and experience were gleaned from the demonstration, which will feed into its continued push toward an operational railgun capability. This is an area of development where the U.S. Navy notably halted work in the early 2020s, despite having seen promising progress, due to significant technological impediments.

ATLA provided additional details about the at-sea railgun testing that took place this past summer during a presentation at its annual Defense Technology Symposium, which opened earlier this week. For the tests, the prototype weapon system was installed on the rear flight deck of the JS Asuka, a one-of-its-kind 6,200-ton-displacement testbed warship belonging to the Japan Maritime Self-Defense Force (JMSDF). Pictures of the railgun onboard Asuka first began to emerge in April. ATLA released an initial batch of imagery from the at-sea tests, along with a brief statement about the results, in September.

The prototype railgun used in the testing is an evolution of a design that ATLA has been developing since the mid-2010s. That work has included previous live-fire testing at facilities on land, as well as at least one earlier at-sea test that did not involve shooting an actual target vessel.

Railguns, in general, use electromagnets instead of chemical propellants to fire projectiles at very high velocities. Dart-shaped projectiles, each with four fins at the rear and no warhead, were fired during the at-sea tests earlier this year. The projectiles were initially held inside a sabot that broke apart after leaving the muzzle. There was also a metal armature at the rear that served to push the projectile in the sabot down the barrel, which fell away after firing.

A tug-like ship was used as the target for the railgun installed on the JS Asuka. The target vessel was moving during at least some of the test shots, but under tow behind another ship rather than its own power. It was struck multiple times, with the cross-shaped impact points showing the fin-stabilized projectiles flew in a stable manner, as seen in the images at the top of this story and below.

In addition to level shots at the target ship, the railgun was fired at a 45-degree upward angle to provide an opportunity to gather data on the basic ballistics of the weapon and round combination.

Operators aimed the railgun remotely using a camera mounted under the barrel. An additional high-speed camera and a small radar were also positioned on JS Asuka‘s flight deck to collect additional data. A drone filmed the testing from above. When ATLA first released imagery from the testing back in September, TWZ highlighted the presence of what was likely a small radar array, as well as electro-optical and/or infrared cameras, which has now been confirmed.

ATLA says that the testing also provided valuable new experience regarding the installation and operation of a railgun on an actual naval vessel. Of course, an operational naval railgun would likely be far more deeply integrated into a warship compared to the test arrangement on JS Asuka. A more traditional naval installation on any ship would require finding sufficient space above and below deck for the railgun and its associated systems, as well as making a host of other necessary modifications, which could be costly and time-consuming.

Otherwise, ATLA continues to work to improve various key underlying technologies as part of its ongoing railgun development efforts, including when it comes to power and cooling, as well as general wear and tear. Japanese authorities say they have now been able to demonstrate a barrel life of more than 200 rounds when firing projectiles at around 2,300 meters per second. As of 2023, ATLA had reportedly been able to fire projectiles from prototype railguns at around 2,230 meters per second and had said it was working toward a barrel life of 120 rounds.

The wear on barrels from the sustained firing of projectiles at very high speeds is one of a number of long-standing challenges for railguns, in general. A worn-out barrel can lead to the loss of range and accuracy, as well as increase the risk of a catastrophic failure.

Railguns also have significant power generation and cooling requirements, which have, in turn, historically made them very physically bulky. The installation on JS Asuka included four shipping containers full of additional systems and equipment to help meet those needs.

Kazumi Ito, principal director of the equipment policy division at ATLA, said his country’s railgun efforts were “progressing,” but acknowledged “various challenges,” while speaking through an interpreter at a panel discussion at the DSEI Japan 2025 exposition earlier this year, according to National Defense Magazine.

The ATLA video below shows previous live-fire testing of a prototype railgun at a facility on land.

In general, the potential rewards from developing a practical railgun suitable for operational military use are great. Such a weapon would offer valuable anti-air capabilities, as well as the ability to engage targets at sea and on land. It would also bring additional benefits in terms of the relatively low cost of its ammunition and magazine depth. As TWZ has previously written:

“In principle, a practical electromagnetic railgun would offer a highly capable and flexible weapon system that can rapidly engage a wide array of targets at sea, on land, and even in the air, and at considerable ranges. Japan has previously expressed interest in this capability explicitly to help protect against incoming hypersonic threats. Such a weapon would also offer benefits in terms of magazine depth and cost compared to traditional surface-to-air and surface-to-surface missiles, given the small size and lower unit price of the individual rounds.”

“When it comes to warships, in particular, where physical space is at a premium and where options for reloading missiles at sea can be at best extremely limited, having a weapon system firing lower-cost munitions from a large magazine and that can engage a broad swath of target sets would be a clear boon.”

The benefits railguns could offer extend to ground-based types, as well as ones installed on naval vessels. ATLA’s presentation this week shows a truck-mounted railgun, along with one on a warship, as part of the projected roadmap for further railgun developments. ATLA has highlighted the potential for land-based capability in the past, as well.

The previously released ATLA video below also depicts ground-based truck-mounted railguns.

As TWZ has noted in the past, Japan’s continued push ahead with the development of railguns stands in ever-starker contrast to the U.S. Navy’s shelving of its work on such a capability back in 2022, at least publicly. Starting in 2005, the service had been very actively pursuing an operational railgun and had plans to move from extensive on-land testing out to sea. However, the expected at-sea tests were repeatedly delayed and never came to pass. The Navy cited major technological hurdles in its decision to halt its railgun program.

Interestingly, ATLA has reportedly met with U.S. Navy officials to discuss its past railgun work and how it might be useful to Japan’s ongoing efforts. The possibility of greater collaboration in the future has also come up. Last year, ATLA signed a separate deal with the Franco-German Research Institute of Saint-Louis (ISL) to cooperate on the development of railgun technologies.

China has also been experimenting, on-and-off, with railguns since the 1980s. In 2018, a prototype railgun mounted in a large turret emerged on a People’s Liberation Army Navy (PLAN) ship, but the exact status of that program is now unclear.

As mentioned, work on railguns is also ongoing as part of a joint effort between Germany and France. Turkey has received particular public attention for its railgun developments in recent years, as well. There continues to be general interest, globally, in railguns for naval and ground-based applications.

ATLA’s update on the at-sea railgun testing earlier this year makes clear that, regardless of any other global development, Japan very much remains committed to its pursuit of this capability.

Contact the author: [email protected]

STEPPING into the impressive atrium of Disney’s newest cruise ship, it has all the magic you would expect from the fairytale brand – and some exciting world-first additions.

Stepping onto Disney Destiny, I’m dazzled by how striking and glossy the three story high atrium is, with its enormous meteorite chandelier towering above the winding staircase. 

Suddenly, in a flash of light the whole room glows in vivid green and a mysterious character appears on the balcony. 

It’s Loki, star of Marvel’s Avengers, and villainous resident on this new ship – where all is not what it seems… 

Disney Destiny is the seventh ship from the Disney Cruise Line, setting sail on November 20, 2025 from Port Everglades in Florida. 

I watched the dramatic Christening ceremony, complete with incredible drone show above the ship and state-of-the-art projections illuminated onto the side of the vessel. 

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Sister ship to the Disney Wish and Disney Treasure, the Destiny is doing things a little bit differently.

While you’ll still find Disney Princesses and classic characters like Mickey and Minnie on board, this voyage celebrates Disney’s darker side, with some rather mischievous Disney villains on board too.

The theme of the ship is the brilliantly modern, Heroes and Villains.

Look closely and you’ll see Spiderman on the Stern, quite the sight when sailing the Caribbean. 

Inside, the Evil Queen scowls at children who scream and giggle at her in return. 

It’s a new era for Disney Cruise Line, stepping away from the classic Disney themes and dazzling guests with a thrilling new energy, drawing inspiration from its live action films, such as Marvel Cinematic Universe.

In fact, the dazzling chandelier in the main hall, now glowing bright green, is a nod to the meteorite that brought vibranium to Wakanda.

But, Disney ‘baddies’ were around long before Marvel weaved its magic with Spidey and friends.

The Destiny honours some fan favourites on board, with bars and shops inspired by villains such as Cruella De Vil and Maleficent.  

There is also a bar themed on a popular Walt Disney World attraction – the Haunted Mansion – complete with ghostly goings on, a spooky fish tank and those famous hitchhiking ghosts. 

However, with 1,256 luxury staterooms, Disney still want you to sleep at night. 

Guests are given a personalised heroes’ welcome as they step on, with each family welcomed in by name.

And Disney’s good guys, including characters from Hercules, Mulan, Brave and The Incredibles feature prominently in the room designs and in public areas. 

Meg from Hercules has her own coffee lounge and the Sanctum Bar is Dr Strange inspired, serving curious cocktails that spin and fizz.  

As well as the classic staterooms, the ship has IncrediSuites – designed in the style of The Incredibles and Hero Suites – themed on Hercules. 

The show-stopping Tower Suite, uniquely featured in the ship’s funnel, is a sensational take on Iron Man’s HQ – however, at a rumoured £100k per cruise, a heroic salary is required to get a look in there. 

Us mere mortals are left with the ship’s main decks, which really do offer so much for all ages. 

There are two Broadway-style shows on board, and the Disney Hercules show is a real knockout.

Disney’s high quality entertainment is expected, but this really does blow you away.

Disney Destiny also has immersive dining restaurants based on the Marvel franchise and The Lion King, featuring interactive elements and live performances.

These restaurants are fully inclusive with your cruise package, but alcohol costs extra. 

As well as the main restaurants, there are two buffet restaurant areas Marceline Market and Mickey’s Festival of Foods, which between them are open all day. 

Plus, adults travelling without kids, or parents utilising the hugely popular Disney Oceaneers Club (kids club), can enjoy an adult-exclusive area with a bar, pool and hot tubs.

There is also stylish restaurant Palo, an elegant 21+ dining room that is found on every Disney cruise ship. 

Families playing together can cool off in six swimming pools or splash down the on-board water slide, the AquaMouse.

Disney’s unique water slide winds around the ship and has visuals inside the tube – this time with a few villainous cameos too. 

Disney Destiny will be sailing on four and five-night cruises to The Bahamas and Western Caribbean, including visits to one or both of Disney Cruise Line’s island destinations, Disney Castaway Cay and Disney Lookout Cay at Lighthouse Point.

Soaking up the sun on Disney’s private beach, with a cold cocktail in hand certainly feels like a champion move.

Although, it always feels mischievous when there is so much to do on board the impressive ship, currently stood glistening in the sun. 

It’s fair to say there so much on offer during a Disney cruise, you may need your own superhero powers to see and do everything.

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The U.K. Royal Navy flagship, HMS Prince of Wales, is now carrying 24 F-35B fighters — the largest number of the jets to go aboard either of the U.K.’s two aircraft carriers, or any ship, for that matter. All 24 of the jets are British, a significant achievement for the British F-35 force, which has long faced questions about the feasibility of deploying a meaningful number of the short takeoff and vertical landing (STOVL) jets at sea, without U.S. Marine Corps aircraft making up the numbers.

The Royal Navy announced today that the 24 British F-35Bs were aboard HMS Prince of Wales for planned multinational maneuvers in the Mediterranean, called Exercise Falcon Strike. The service has not so far published photos showing all the jets on deck, instead posting imagery from Operation Highmast, the eight-month cruise that took the carrier to the Indo-Pacific region.

HMS Prince of Wales entered the Mediterranean, via the Suez Canal, around a week ago. Six additional British F-35Bs embarked in the carrier once it had arrived in the Med, flying from their base at RAF Marham in England.

As part of the U.K. Carrier Strike Group, the conventionally powered HMS Prince of Wales is accompanied by the Type 45 destroyer HMS Dauntless, the Type 23 frigate HMS Richmond, the replenishment tanker RFA Tidespring, and several allied ships. A Royal Navy Astute class nuclear-powered attack submarine is normally also part of the Carrier Strike Group.

For Exercise Falcon Strike, the U.K. Carrier Strike Group is joined by the Italian frigate Luigi Rizzo, as well as Norwegian warships, for what are Italian Navy-led air and maritime maneuvers.

Commodore James Blackmore, commander of the U.K. Carrier Strike Group, said that Falcon Strike is “a real demonstration of the warfighting readiness” of the group.

The British F-35Bs on the carrier are from the two frontline units, the Royal Air Force’s No. 617 Squadron and the Royal Navy’s 809 Naval Air Squadron, as well as from the training unit, No. 207 Squadron, RAF, which serves as the Operational Conversion Unit (OCU).

Well done to everyone at Marham for making this happen. Whilst it did require the rather unprecedented deployment of the OCU to achieve a totemic milestone, it has readily demonstrated that our Carriers can be reinforced anywhere in the NATO region in a matter of hours. https://t.co/eIWNIyKkLX

— Greg Bagwell (@gregbagwell) November 7, 2025

It’s notable that, in the past, larger F-35B complements on U.K. carriers were assisted by detaching U.S. Marine Corps aircraft during these cruises.

For example, in 2021, HMS Queen Elizabeth deployed with a Marine Corps-augmented air wing. On that occasion, eight F-35Bs from No. 617 Squadron were joined by 10 from Marine Fighter Attack Squadron (VMFA) 211, the “long.” This total is still smaller than the current F-35B complement for Exercise Falcon Strike.

The number of F-35Bs now on HMS Prince of Wales is also bigger than has been deployed aboard any amphibious assault ship by the Marine Corps. Back in 2022, the USS Tripoli (LHA-7) hosted 20 of the jets during a test of the “Lightning Carrier” concept. This is based upon essentially turning a big-deck “Gator Navy” amphibious assault ship into a light aircraft carrier, packed with F-35Bs.

The biggest carrier embarkation involving fifth-generation fighters also makes an interesting parallel with developments in China, which is now also flying the J-35 stealth fighter, as well as fixed-wing airborne early warning and control (AEW&C) aircraft from its latest flattop, the Fujian. Elsewhere in the Indo-Pacific region, Japan is meanwhile preparing for regular F-35B operations aboard its two amphibious assault ships that have been modified to become STOVL carriers.

Having a larger number of F-35Bs on board the British carrier means that HMS Prince of Wales can contribute more to Falcon Strike, which also involves air assets from France, Greece, Italy, and the United States.

More importantly, a carrier deployment with 24 British F-35Bs is a major requirement for the declaration of full operating capability for the U.K. Carrier Strike capability, once planned for 2023, then delayed to the end of this year. A 24-aircraft total is the minimum required for this declaration, with the Queen Elizabeth class having the capacity to embark more jets, if required.

The move toward full operating capability is also welcome, considering recent criticism of the British F-35 program.

Last week, the U.K.’s Public Accounts Committee released its latest report on the program. Among others, this highlighted the effects of a lack of overall investment in the program. According to the report, cost-cutting measures have had an adverse impact on the F-35B’s capability, availability to fly, and value for money.

The number of British F-35Bs that will ultimately be available to the Royal Navy’s two carriers has long been a matter of intense debate.

To date, the United Kingdom has only placed firm orders for 48 F-35Bs. The previous Conservative government confirmed it was negotiating to buy another 27 F-35Bs for delivery by 2033. However, this batch of 27 jets will now be divided between F-35As (12) and F-35Bs (15). The conventional takeoff and landing F-35A offers a number of advantages, including being cheaper, possessing a bigger weapons bay, having a nuclear capability, and improved performance in many scenarios. However, it cannot embark on a carrier.

Most analysts consider that many more than 48 F-35Bs would be required to meet the ambition of 24 jets available for the baseline Carrier Strike mission, across two carriers, as opposed to just one. Considering training and other demands, a figure of 60-70 jets is generally thought to be reasonable. It is for this reason that U.S. Marine Corps F-35Bs have been relied upon to make up the required aircraft numbers during carrier cruises.

Officially, at least, the U.K. Ministry of Defense says that it still expects to procure 138 F-35s over the lifetime of the program. However, this total now includes at least 12 F-35As. Having a smaller pool of F-35Bs will also put more strain on the fleet of STOVL jets that are required for missions aboard the carriers.

“The new fast jets will be based at RAF Marham, with the Government expected to procure 138 F35s over the lifetime of the programme.” Everything else aside, this is about as clear a commitment to the UK’s full programme of record as you’re ever going to get……

— Gareth Jennings (@GarethJennings3) June 25, 2025

Whatever the final F-35B numbers, the Royal Navy is increasingly looking to the potential of uncrewed aircraft to bolster its carrier air wings. The Royal Navy hopes that a combination of drones and long-range weapons will help to make a more balanced ‘hybrid carrier air wing,’ as you can read about here.

In 2023, the Royal Navy revealed details of its plan to fit its two carriers with assisted launch systems and recovery gear, enabling operations by a variety of fixed-wing uncrewed aircraft and, potentially, also conventional takeoff and landing crewed types.

“We are looking to move from STOVL to STOL, then to STOBAR [short takeoff but arrested recovery], and then to CATOBAR [catapult assisted takeoff but arrested recovery],” Col. Phil Kelly, the Royal Navy’s Head of Carrier Strike and Maritime Aviation, told the Combined Naval Event conference in 2023. “We are looking at a demonstrable progression that spreads out the financial cost and incrementally improves capability.”

By the time a British carrier makes its next scheduled deployment to the Indo-Pacific, planned for 2029, the Ministry of Defense hopes that it will include some kind of Collaborative Combat Aircraft (CCA). This aspiration was laid out by First Sea Lord General Sir Gwyn Jenkins earlier this year, when he said he wanted to “launch the first jet-powered collaborative platform drone as a concept demonstrator off a Queen Elizabeth class aircraft carrier” before the end of 2026.

Nevertheless, for the foreseeable future, the F-35B remains the cornerstone of the carrier air wing’s strike capability. Putting the largest number of the stealth jets on a Royal Navy carrier is a visible demonstration of the aircraft’s central role and underscores the British F-35Bs’ progress, despite lingering concerns over final aircraft numbers and other criticisms of the program.

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