CHARLESTON, S.C. — The crew of the Coast Guard Cutter Hamilton (WMSL-753) returned home Friday to Charleston after completing a 60-day patrol throughout the Eastern Pacific Ocean, the Coast Guard 7th District said in an Aug. 28 release.  

The crew offloaded $228 million worth of cocaine and marijuana Thursday at Port Everglades.    

Hamilton’s crew interdicted nine drug-laden vessels while patrolling the Eastern Pacific Ocean.  Described as “go-fast” vessels, they intentionally travel at high speeds trying to avoid interdiction. Hamilton’s law enforcement team detained all 25 suspects, transferred six others and handed them all over to Federal authorities for potential prosecution.  

During one of the interdictions, Hamilton’s crew worked alongside the USS Nitze, an Arleigh Burke-class destroyer homeported in Norfolk, Virginia to interdict a go-fast vessel 76 miles South of Panama. The Nitze deployed with a Coast Guard Law Enforcement Detachment Team which enables Navy ships to conduct counter-drug operations and enforce U.S. laws. Nitze launched their MH-60 Seahawk helicopter to provide airborne support and disable the vessel while Hamilton’s boarding team conducted the law enforcement boarding. The teamwork between Nitze and Hamilton led to the seizure of 1,500 kilograms of cocaine and apprehension of three suspected drug smugglers.  

“We are proud to support the President’s national security strategy by keeping illegal drugs off American streets. Our efforts also degrade transnational criminal organizations, bring stability to Central America, and increase interoperability with our partner nations,” said Capt. Timothy Cronin, commanding officer of Hamilton. “I am extremely proud of this crew how they managed to sail short-handed due to the COVID-19 pandemic and still deliver tremendous results.”   

The Coast Guard Cutter Hamilton is one of two 418-foot National Security Cutters (NSC) homeported in Charleston. With its robust command, control, communication, computers, intelligence, surveillance, and reconnaissance equipment, the NSC is the most technologically advanced ship in the Coast Guard’s fleet. NSCs are equipped with three state-of-the-art small boats and a stern boat launch system, dual aviation facilities, and serve as an afloat command and control platform for complex law enforcement and national security missions involving the Coast Guard and numerous partner agencies.  

Hamilton’s crew, along with an aviation detachment from the Coast Guard’s Helicopter Interdiction Tactical Squadron, began her deployment in early July as part of a partnership falling under Joint Interagency Task Force (JIATF) South, a component of U.S. Southern Command. JIATF South, located in Key West, oversees the detection and monitoring of illicit traffickers and assists U.S. and multi-national law enforcement agencies with the interdiction of these activities. 

ARLINGTON, Va. — The Marine general assigned to the Navy as its director of expeditionary warfare says that Marine Corps forces will be more in support of the Navy than being the supported force. 

“We’re going to have Marines out there sinking ships,” said Maj. Gen. Tracy W. King, director, Expeditionary Warfare, speaking Aug. 27 in the Surface Navy Association’s First Waterfront Symposium webinar.   

King was referring to the Marine Corps’ plans to acquire anti-ship missiles such as the Naval Strike Missile to stage at expeditionary bases and engage enemy naval vessels with those precision weapons in what the Corps calls Expeditionary Advanced Base Operations. 

“Per the commandant’s [Gen. David Berger’s] guidance, we need to be an extension of the fleet,” King said. “It’s not, ‘What can the Navy do for the Marine Corps?’ It’s the exact opposite. If you just think of some of the missions that the Navy is going to have to do when she gets in close: fast FIAC [fast inshore attack craft] comes to mind. The Marine Corps can really help with [countering] that. If you get a Cobra [attack helicopter] on you, you are not getting away. 

“Our examination of the coming fight is that it is going to begin in a very distributed fashion,” King said. “If we do come to blows with China, it’s going to be very confused for the first 30 or 45 days, but we must fight in a distributed fashion. … It’s simply harder.”  

King said that “one of the things the American joint force does much better than its potential adversaries is that we don’t culminate … because of our logistic tails. If we have to distribute across an archipelago or wherever, that’s going to become increasingly difficult, as is command and control. 

“The Marine Corps’ ability to project power over the shore stems directly from its relationship with the Navy,” he said. “That’s our center of gravity. What the Navy and Marine Corps team provides the Joint Force is the ability to do it at a time and place of our choosing, to use the oceans as maneuver space.” 

King said that distributed maritime operations “have all the benefits of mass absent the risks of concentration. … That is going to be extremely difficult for our adversary to counter. We have to mess up the calculus of our adversaries. Being able to distribute and maintain the lethality that comes with the U.S. Joint Force is something we have not done normally. We normally concentrate to do that, and we don’t want to do that in the coming fight with China.” 

King pointed to the Light Amphibious Warship (LAW) being developed by the Navy as a key tool in achieving distributed maritime operations. He said the LAW is not meant to replace the large amphibious warfare ships currently in the fleet but is meant to enhance the ability of the fleet to conduct distributed operations. 

“The LAW is going to be a lily pad that carries excess fuel, that can make water, that Marines can actually live on,” he said. “I see them as part of the crew.”  

Regarding the larger amphibious warfare ships in the fleet, King said they need increased lethality, particularly the San Antonio-class amphibious platform dock ships. 

“We owe that to our Sailors and to our Marines. We’re working on that as well.”  

King said the Navy and Marine Corps will continue to deploy amphibious ready groups with Marine expeditionary units embarked as a “force of presence, not a force to take into high-end combat.” 

ARLINGTON, Va. — The U.S. Navy has selected a Denver-based aviation training company to provide ground instruction for the Navy’s new TH-73A training helicopter.  

The Naval Air Warfare Center Training Systems Division in Orlando, Florida, awarded FlightSafety Services Corp. a $221 million firm, fixed-price, indefinite-delivery/indefinite-quantity contract for “aircrew training services for the TH-73A Advanced Helicopter Training System to include flight training devices (FTDs) and classroom instruction to train student naval aviators (SNAs) to the standards necessary to meet an annual pilot production rate of over 600 advanced rotary wing and intermediate tilt-rotor SNAs,” the Aug. 25 Defense Department contract said. 

The contract also provides for the operation and maintenance of the flight training devices for the TH-73A.   

In January, the Navy selected the Leonardo TH-73A helicopter to replace its TH-57B/C Sea Ranger training helicopters. The TH-73A is based on the company’s TH-119 design. Leonardo has been awarded a $176.5 million contract to build 32 TH-73As for the initial batch and also to provide initial spares, support and dedicated equipment and specific pilot and maintenance training services, Leonardo said in a release.  

FlightSafety’s work will be performed in Milton, Florida, site of the Navy’s helicopter training base. The work is expected to be completed in June 2026.

ARLINGTON, Va. — The admiral in charge of the U.S. Navy’s regional maintenance centers said the Navy, as currently resourced, is not able to keep up with the ship repair demands of the current fleet and would have greater challenges in keeping up in wartime. 

“We don’t have enough capacity for peacetime,” said Rear Adm. Eric Ver Hage, commander, regional maintenance centers, and director of surface ship maintenance and modernization for Naval Sea Systems Command, speaking at an Aug. 25 webinar conducted by the Navy League of the United States and sponsored by L3Harris Corp. and Tri-Tec. 

“We have so much to be proud of, but we’re not as effective or efficient,” Ver Hage said. “We can’t get ships delivered on time with the predictability we need today.” 

“Think about how long it took [the Arleigh Burke-class destroyers] Fitzgerald and McCain to get back in operation,” he said, referring to their respective collisions at sea in 2017. “We’ll see what we do with the [Wasp-class amphibious assault ship] Bonhomme Richard [which was devastated by fire in July], but that would be a massive effort to repair her, if that’s the decision. I’m talking years.” 

The admiral said that developing the workforce needed to repair ships in both the public and private shipyards is critical to the repair industrial base. 

He also stressed more discipline is needed in maintenance planning. He said that 50% to 55% of every ship repair availability should be planned in advance and that port loading projection needs to be scrutinized constantly to optimize the flow of ships in and out of maintenance. A positive development is that the fleets are increasingly cognizant of the importance of level-loading the maintenance ports for the ship availabilities.   

The admiral said that the increased use of distant support in the COVID-19 era has improved the resilience of the ship-repair efforts. 

Ver Hage said that public-private investment is needed to have the industrial base needed to repair ships on time. 

He said his command is trying to buy materials and components more deliberately and proactively.  

The admiral said he is trying to simplify and reduce the diversity of systems, for example, steering and navigation systems, so as to reduce the parts support and repair expertise needed. He also noted that software is increasingly more central to the testing of a component. 

Also speaking in the webinar were Rear Adm. Tom J. Anderson, program executive officer-ships, and John Rhatigan, chairman of the Maritime Machinists Association. Bryan Clark, senior fellow at the Hudson Institute, served as moderator.

ARLINGTON, Va. — The admiral in charge of U.S. Navy shipbuilding said there is no shortage of challenges in building the fleet and keeping it in fighting condition. 

Speaking at an Aug. 25 webinar conducted by the Navy League of the United States and sponsored by L3Harris Corp. and Tri-Tec, Rear Adm. Tom J. Anderson, program executive officer-ships, listed the top challenges the Navy faced in optimizing the procurement and sustainment of ships. 

At the top of his list are the capacity and capability of the industrial base in a time of change.  

“What do we have today, what do we need for tomorrow, and how do we efficiently and effectively transition between the two,” Anderson listed. “It’s not an easy process to change, and we need to do it mindfully.” 

Anderson for one mentioned the supply chain, noting that “any plans we have going forward need to take into account their health and avoid the whipsaw that we do … to provide stable work to the industrial base.”   

Design technology maturity was the second concern that Anderson mentioned during the webinar.  

“We need to use what’s on the shelf and figure how best to apply to the requirements that we have,” he said. “That’s our fastest path to success. Where there is a requirement that can’t be met today, we need to think through how we develop and mature it in a way that allows it to be produced efficiently without the need for going back and making significant changes while we are constructing [a ship].” 

“For ships and ship systems which are a little unique, that can mean some form of land-based testing,” he said. “How do we get the risk out of that platform before going into the production run and we get to that smooth and efficient production that we need?”  

Timing of new starts in ship construction is another consideration, Anderson said, interspersed with stable production lines.  

“We can’t go change the entire force structure at one time,” he said. “We don’t have the capability, so what is our programmatic and production bandwidth for new starts? How much can we do concurrently? We need to take into account the expertise both in the Navy and in industry when it comes to new starts, and at the same time we need to account for transition between the production.”   

Anderson also stressed that stability in the Navy’s shipbuilding plan is important, noting that “uncertainty has multiple negative impacts to cost and schedule.” 

“Significant production runs are more cost-effective in the acquisition of a vessel,” he added. “We need to be looking at what the long game is with regard to when we determine we’re going to build a platform, how long we’re going to build it for. Efficiency comes as a result of repetition.” 

Also speaking in the webinar were Rear Adm. Eric Ver Hage, commander of the Regional Maintenance Centers, and director, surface ship maintenance and modernization, and John Rhatigan, chairman of the Maritime Machinists Association. Bryan Clark, senior fellow at the Hudson Institute, served as moderator.

ARLINGTON, Va. — The U.S. Navy will decommission three of its Avenger-class mine countermeasures ships over the next few days, commander, Naval Surface Force, U.S. Pacific Fleet (CNSFP) said in an August 20 release.  

The USS Champion, the USS Scout and the USS Ardent officially will be decommissioned at Naval Base San Diego on Aug. 25, Aug. 26 and Aug. 27, respectively. Their retirements will leave eight MCMs remaining in service, forward deployed to Sasebo, Japan, and Manama, Bahrain. Ceremonies marking their retirements were held this week. 

“Due to public health safety and restrictions of large public events related to the novel coronavirus … pandemic, the ceremonies were virtually celebrated with ship plank owners and former crew members,” according to CNSFP. 

The 14 Avenger-class MCMS were part of the naval build-up of the 1980s. The MCMs were “designed as mine sweepers/hunter-killers capable of finding, classifying, and destroying moored and bottom mines,” the CNSFP release said. 

“These ships use sonar and video systems, cable cutters, and a mine-detonating device that can be released and detonated by remote control. They are also capable of conventional sweeping measures. The ships are fiberglass sheathed, wooden hull construction.” 

Three MCMs preceded their sister ships into retirement: The Avenger was decommissioned on Sept. 30, 2014, followed by the Defender on Oct. 1, 2014; the Guardian left service in 2013 after being grounded near the Philippines. 

“Champion, Scout and Ardent Sailors, past and present, are a special breed,” said Vice Adm. Roy Kitchener, commander, Naval Surface Force, U.S. Pacific Fleet, said at the Scout’s ceremonies. 

“These Sailors served with distinct pride and dedicated tremendous energy in representing the U.S. Navy’s mine-sweeping community over the lifespan of these unique ships. As this chapter comes to a close, we look back proudly on the efforts of these Iron Sailors, their families and these tested and proven wooden ships as they all played an important role in the defense of our nation and maritime freedom around the globe.” 

The following brief histories of the ships were provided by CNSFP: 

The Champion was built in Marinette, Wisconsin, by Marinette Marine Corp. and commissioned on Feb. 8, 1991. Originally assigned to active Naval Reserve, Mine Countermeasures Squadron 2, the Champion spent most of its years homeported in either Ingleside, Texas, or San Diego. Since 2000, the Champion has operated exclusively in the Gulf of Mexico and Pacific Coast. Its stateside presence allowed for continuous improvement of mine-warfare technologies and crew training for forward-deployed naval forces in Bahrain and Japan. 

The fourth ship to bear the name, the Scout was laid down on June 8, 1987, at Peterson Builders in Sturgeon Bay, Wisconsin. It was launched on May 20, 1989, and commissioned on Dec. 15, 1990. Among the Scout’s achievements were helping to evacuate refugees from Kosovo in 1999, supporting Operation Iraqi Freedom in 2003, and joining Hurricane Katrina relief operations in 2005. 

USS Ardent was commissioned on Feb. 8, 1994. In 1998, in the North Arabian Gulf, the Ardent received emergent tasking to assist USNS Catawba in locating and recovering a downed F/A-18C. Later that year, it conducted operations inside Iraqi territorial waters in Mine Danger Area (MDA) 10 in support of Operation Desert Fox. The Ardent departed on an emergency sortie from Mina Salman Port, with all other ships, in the wake of USS Cole bombing in Port of Aden, Yemen, in October 2000. 

ARLINGTON, Va. — The U.S. Navy has acknowledged that it has stood up a program office for the Next-Generation Air Dominance (NGAD) program and is maturing the acquisition approach for the carrier-based power projection concept. 

The Navy has taken a go-slow approach to acknowledging the existence of the NGAD program office, given its highly classified nature. Seapower sent a query on June 10 to the Program Executive Office for Tactical Aircraft Programs (PEO(T)), but the Navy did not make a statement until two months later. 

During an Aug. 12 teleconference with reporters with James F. Geurts, assistant secretary of the Navy for research, development and acquisition, responding to a question from Seapower, confirmed that the program office has been established. Guerts said the program was in its early stages and that the Navy and U.S. Air Force are working to avoid duplicating each other’s efforts. 

On Aug. 17, PEO(T) responded to Seapower’s original query with a statement: “As part of the Navy’s commitment to building a more lethal force, the Next-Generation Air Dominance (NGAD) Program Office (PMA-230) has been established under the Program Executive Office for Tactical Aircraft Programs (PEO(T)). 

“PMA-230 was established on May 7, 2020, by the Assistant Secretary of the Navy for Research, Development and Acquisition per SECNAV’s [secretary of the Navy’s] and CNO’s [chief of naval operations’] direction to develop the next generation air dominance capabilities that will provide advanced carrier-based power projection capabilities that operate in advanced anti-access/area denial threat environments,” the statement said. “The capabilities being pursued are informed by the Navy’s NGAD Analysis of Alternatives.” 

PEO(T) added on Aug. 19 that, “We are currently maturing the NGAD acquisition approach to support the NGAD Program Office activities. 

Capt. Albert Mousseau Jr. is the program manager for PMA-230.

ARLINGTON, Va. — The Medium Unmanned Surface Vehicle (MUSV) being designed and built by L3Harris Technologies will be a purpose-built commercially derived vehicle, the company said in an Aug. 19 release. 

Although the Navy’s selection of Camden, New Jersey-based L3Harris was announced by the Defense Department on July 13, the company’s own Aug. 19 announcement provided a few additional program details. 

“L3Harris will integrate the company’s ASView autonomy technology into a purpose-built 195-foot commercially derived vehicle from a facility along the Gulf Coast of Louisiana,” the announcement said. “The MUSV will provide intelligence, surveillance and reconnaissance to the fleet while maneuvering autonomously and complying with international collision regulations, even in operational environments.” 

As prime contractor, L3Harris will be the lead systems integrator for the MUSV program and will provide the mission autonomy and perception technology for the vessel. Gibbs & Cox and Incat Crowther will design the vessel, which will be constructed by Swiftships in Morgan City, Louisiana. 

Naval Sea Systems Command awarded to L3Harris a $35 million fixed-price-incentive-firm-target contract for the design and fabrication of a prototype MUSV. 

This contract includes “options for up to eight additional MUSVs, logistics packages, engineering support, technical data, and other direct costs, which, if exercised, will bring the cumulative value of this contract to $281 [million],” the Pentagon announcement in July said. 

The prototype MUSV is expected to be completed by December 2022. 

“The MUSV program award reinforces our investments in the unmanned market and demonstrates our ongoing commitment to bring mission-critical capabilities to our warfighters,” Sean Stackley, president of integrated mission systems for L3Harris, said in the Aug. 19 release. “L3Harris is continuing to develop a full range of highly reliable and affordable autonomous maritime capabilities to enable distributed maritime operations in support of the National Defense Strategy.”

WASHINGTON — The Missile Defense Agency (MDA) is investigating the feasibility of using the Navy’s Aegis Combat System and Standard Missile-3 (SM-3) Block IIA as segment of a layered defense of the U.S. homeland. 

“We are investigating the possibility of deploying layered homeland defense for additional opportunities to engage long-range missile threats,” said Vice Adm. Jon A. Hill, director of MDA, speaking in an Aug. 18 webinar sponsored by the Heritage Foundation, a Washington think tank. 

“This means we are investigating the potential of existing proven weapon systems such as Aegis ballistic-missile defense using Standard Missile-3 [SM-3] Block IIA and if that weapon can contribute to homeland defense.” 

Hill said that later this year the MDA will conduct the first Aegis test with SM-3 Block IIA interceptor against an intercontinental ballistic missile (ICBM). He said that the COVID-19 pandemic slowed the preparations but that the test will go ahead. 

“We were ready and postured to go to the Pacific to execute Flight Test Maritime 44 (FTM-44), the first Aegis weapon system engagement against an intercontinental ballistic missile — a long-range ballistic threat being engaged by a ship that’s maneuvering with the SM-3 Block IIA missile,” he said. “Our plan right now is to get that test under our belt before the end of the calendar year. We’re on track to do that.”  

Hill said the FTM-44 test is to be conducted in a “defense of Hawaii” scenario, with a ship and the SM-3 Block IIA. 

“We’re going to really stress the SM-3 Block IIA way outside of its design space,” he said. “It was designed for medium- and intermediate range. Now we’re going against a long-range intercontinental ballistic missile. The analysis says we’ll be successful. But nothing is real to any of us until we actually get the empirical data from being out on the flight range.”  

Hill said that a successful test will not be the end of the work.  

“There will be upgrades required to the missile based on threats,” he said. “We will have to certify the combat system, and we’ve got to work very closely with the Navy about where these ships would deploy and how fast we can increase the production line on the Block IIAs to get those out to sea and where we need them to add that complement to the Ground-Based System. If we succeed with Aegis … [U.S. Northern Command] can decide where they want these assets placed to provide that sort of layered defense.” 

The FTM-44 test will be against an ICBM without countermeasures.  

“It allows us to take a missile that wasn’t designed for that space and just go after that target,” Hill said. “It’s going to be very stressing because of the very long range that it flies, the error that it builds up, so we’ll see how we do.”  

The admiral said that a successful test will allow the MDA “to start to think through that architecture and start working more closely with the warfighters and where they would position a ship. Then we want to march up to another test where would test against a very complex ICBM, one that has a lot of separation debris, one that has a lot of countermeasures. We want to make sure the system in total — from the space assets to the radar to the engage-on-remote capability that passes that information to the ship — and the ship can actually sift through all of that and say, ‘that’s the RV [re-entry vehicle] and that’s where the missile is going to go.’” 

Hill said another challenge is coordinating the engagement coordination between the different layers [of defense.] The systems ‘talk’ with each other already today but the challenge is to get them talking as being different layered defenders.

ARLINGTON, Va. — The Navy has awarded $430 million contract to a Maryland-based company to operate and maintain one of the service’s most sophisticated test ranges. 

The Naval Undersea Warfare Center Newport Division awarded the contract to Amentum Services Inc. of Germantown, Maryland, to operate and maintain the Atlantic Undersea Test and Evaluation Center (AUTEC), the Defense Department announced in an Aug. 12 release. 

“AUTEC is the Navy’s large-area, deep-water, undersea test and evaluation range.  Underwater research, testing and evaluation of anti-submarine weapons, sonar tracking and communications are the predominant activities conducted at AUTEC,” the release said. “The contractor performs AUTEC range operations support services and maintenance of facilities and range systems. In addition, the contractor is responsible for operating a self-sufficient one-square-mile Navy outpost.” 

The AUTEC range is located at Andros Island in the Commonwealth of the Bahamas. It is frequented by Navy maritime patrol aircraft, anti-submarine helicopters, and attack submarines for events such as tracking exercises, exercise torpedo launches and recoveries, and other uses. 

Under the contract, Amentum is expected to run AUTEC through August 2025. With all options exercised, work would continue through August 2030.