USS Taurus (PHM-3) was the third ship of her class of hydrofoils operated by the United States Navy. Pegasus class vessels were designed for high speed and mobility, and carried a powerful (for their size) armament. The ship was named for the constellation Taurus.
In November 1972, The United States, Germany and Italy signed a Memorandum of Understanding to share the cost of the development of a Patrol Missile Hydrofoil. This brought about the building of the Pegasus class . The Taurus was the first production model
The Landing Craft Air Cushion (LCAC) is a class of air-cushion vehicle (hovercraft) used as landing craft by the United States Navy's Assault Craft Units and the Japan Maritime Self-Defense Force (JMSDF). They transport weapons systems, equipment, cargo and personnel of the assault elements of the Marine Air/Ground Task Force both from ship to shore and across the beach. It is to be replaced by the SSC.
Concept design of the present day LCAC began in the early 1970s with the full-scale Amphibious Assault Landing Craft (AALC) test vehicle. During the advanced development stage, two prototypes were built. JEFF A was designed and built by Aerojet General in California, with four rotating ducted propellers. JEFF B was designed and built by Bell Aerospace in New Orleans, Louisiana. JEFF B had two ducted rear propellers similar to the proposed SK-10 which was derived from the previous Bell SK-5 / SR.N5 hovercraft tested in Vietnam. These two craft confirmed the technical feasibility and operational capability that ultimately led to the production of LCAC. JEFF B was selected as the design basis for today's LCAC.[3] The JEFF A was later modified for Arctic use and deployed in Prudhoe Bay to support offshore oil drilling.
The first 33 were included in the FY82-86 defense budgets, 15 in FY89, 12 each in FY90, FY91 and FY92, while seven were included in FY93. The first LCAC was delivered to the Navy in 1984 and Initial Operational Capability (IOC) was achieved in 1986. Approval for full production was granted in 1987. After an initial 15-craft competitive production contract was awarded to each of two companies, Textron Marine & Land Systems (TMLS) of New Orleans, La, and Avondale Gulfport Marine, TMLS was selected to build the remaining craft. A total of ninety-one LCAC have now been built. The final craft, LCAC 91, was delivered to the U.S. Navy in 2001.
On June 29, 1987, LCAC was granted approval for full production. Forty-eight air-cushion landing craft were authorized and appropriated through FY 89. Lockheed Shipbuilding Company was competitively selected as a second source. The FY 1990 budget request included $219.3 million for nine craft. The FY 1991 request included full funding for 12 LCACs and advance procurement in support of the FY 1992 program (which was intended to be nine craft). The remaining 24 were funded in FY92.[5]
The LCAC first deployed in 1987 aboard USS Germantown. LCACs are transported in and operate from all the U.S. Navy's amphibious-well deck ships including LHA, LHD, LSD and LPD. Ships capable of carrying the LCAC include the Wasp (3 LCACs), Tarawa (1), Anchorage (4), Austin (1), Whidbey Island (4–5), Harpers Ferry (2), and San Antonio (2) classes.
All of the planned 91 craft have been delivered to the Navy. Of these 91 LCACs, seventeen have been disassembled for Government-Furnished Equipment (GFE) or otherwise terminated for cost reasons, two are held for R&D, and 36 are in use on each coast at Little Creek, Virginia and Camp Pendleton, California. Eight minesweeping kits were acquired in 1994–1995. A service-life extension program (SLEP) to extend service life from 20 to 30 years for the remaining 72 active LCACs was begun in 2000 and is scheduled to be completed by 2018.[6]
The craft operates with a crew of five. In addition to beach landing, LCAC provides personnel transport, evacuation support, lane breaching, mine countermeasure operations, and Marine and Special Warfare equipment delivery.[3] The four main engines are all used for lift and all used for main propulsion. The craft can continue to operate, at reduced capability, with two engines inoperable. They are interchangeable for redundancy. A transport model can seat 180 fully equipped troops.[7] Cargo capacity is 1,809 sq ft (168.1 m2). The LCAC is capable of carrying a 60-ton payload (up to 75 tons in an overload condition), including one M-1 Abrams tank, at speeds over 40 knots. Fuel capacity is 5000 gallons. The LCAC uses an average of 1000 gallons per hour. Maneuvering considerations include requiring 500 yards or more to stop and 2000 yards or more turning radius. The bow ramp is 28.8 ft (8.8 m) wide while the stern ramp is 15 ft (4.6 m) wide. Noise and dust levels are high with this craft. If disabled the craft is difficult to tow. In recent years spray suppression has been added to the craft's skirt to reduce interference with driver's vision.
The LCAC is a dramatic innovation in modern amphibious warfare technology. It provides the capability to launch amphibious assaults from points over the horizon (OTH) from up to 50 nautical miles (93 km; 58 mi) offshore, thereby decreasing risk to ships and personnel and generating greater uncertainty in the enemy's mind as to the location and timing of an assault, thereby maximizing its prospects of success. The LCAC propulsion system makes it less susceptible to mines than other assault craft or vehicles. Due to its tremendous over-the-beach capability, the LCAC can access more than 80% of the world's coastlines. Previously, landing craft had a top speed of approximately eight knots (15 km/h; 9.2 mph) and could cross only 17% of the world's beach area. Assaults were made from a few miles off-shore. Its high speed complements a joint assault with helicopters, so personnel and equipment can be unloaded beyond the beach in secure landing areas. For 20 years, helicopters have provided the partial capability to launch OTH amphibious assaults. Now, with LCAC, landing craft complement helos in speed, tactical surprise and without exposing ships to enemy fire.
The similarities between a Navy LCAC and an airplane are substantial. The craftmaster sits in a "cockpit" or command module with a headset radio on. He talks to air traffic control which for LCAC's is well-deck control located near a ship's sterngate. The ride feels like a plane in high turbulence. The craftmaster steers with a yoke, his feet are on rudder controls. The LCAC is similar to a helicopter in that it has six dimensions of motion. Operating the LCAC demands unique perceptual and psychomotor skills. In addition, with a machine as expensive and inherently dangerous as the LCAC, sound judgment and decision-making also play an important role. Concerns over escalating training cost, projections for an increased number of LCAC vehicles and crew, and a high attrition rate in training highlighted the importance of developing a more accurate means of selecting candidates. Attrition of operators and engineers has dropped from an initial high of 40% in 1988 to approximately 10–15% today.
In Fiscal Year 2000 the Navy started an LCAC Service Life Extension Program (SLEP) to add 10 years of design life to each craft. The SLEP will be applied to 72 LCACs, extending their service life from 20 to 30 years, delaying the need to replace these versatile craft.[3][8]
Without a SLEP the first LCAC would face retirement in 2004, based on a 20-year lifespan. Naval Sea Systems Command (NAVSEA) has been working with Textron Marine and Land Systems since April 1996 on LCAC SLEP research and development. The actual SLEP modifications are planned to be conducted in two phases.
Phase I. Over a period of several years electronics system recapitalization will take place at each Assault Craft Unit (ACU), where the craft are physically located. This will involve replacing current electronics components, which are increasingly becoming obsolete and unsupportable, with an open electronics architecture using easily upgraded, Commercial Off-The-Shelf (COTS) components. The new electronics suite will be more reliable and less costly to operate and maintain.
Phase II. Buoyancy box replacement will be conducted at the Textron Marine and Land Systems facility in New Orleans, LA, where Textron will use design changes, coatings, and changes in materials to increase the LCACs resistance to corrosion. Phase II will also include the electronics upgrade of Phase I, until the entire active fleet is outfitted with the new configuration. The new buoyancy box will incorporate improvements to damage stability and trim control of the LCACs.
NAVSEA transitioned from the research and development effort to the SLEP in 1999. Concurrently NAVSEA also considered additional SLEP options, including an enhanced engine to provide improved operation in excessively hot environments and an advanced skirt that is more reliable and cost effective.
The Navy continued the LCAC Service Life Extension Program in Fiscal Year 2001. This program combines major structural improvements with Command, Control, Communications, Computer and Navigation upgrades and adds 10 years to the service life, extending it to 30 years. In FY 2001, it was funded at $19.9 million and extended the service life of 1 craft. The SLEP is planned for a total of 72 craft.
The near-term focus will be on the "C4N" [Command, Control, Communications, Computers, and Navigation] program, to replace the crafts' obsolete equipment. This will focus on replacement of LN-66 radars with modern, high-power P-80 radar systems. Additionally, the SLEP will include an open-architecture concept, relying on modern commercial-off-the-shelf (COTS) equipment, which will allow much easier incorporation of later technology changes, such as the precision navigation system and communications systems ¾ fully interoperable with in-service and near-term future Joint systems ¾ now planned. The C4N program is to complete by 2010.
Through 2016, the Navy will look to incorporate other important service-life enhancements: Engine upgrades (ETF-40B configuration) that will provide additional power and lift particularly in hot (43 °C, 110 °F, and higher) environments, reduced fuel consumption, reduced maintenance needs, and reduced lift footprint; Replacement of the buoyancy box to solve corrosion problems, incorporate hull improvements, and "reset" the fatigue-limit "clock"; Incorporation of a new (deep) skirt that will reduce drag, increase performance envelope over water and land, and reduce maintenance requirements.[5]
As of September 2012, there are 80 LCACs in the U.S. Navy inventory. Of these 80 LCACs, 39 LCACs have undergone the SLEP conversion, 7 more SLEP conversions are in progress and 4 are awaiting induction. The FY 2013 budget authorized 4 SLEP conversions per year through FY 2018. The last of the 72 SLEP conversions will be delivered to the Navy in FY 2020. A number of LCACs are under development and testing at the Naval Support Activity Panama City in Panama City, Florida. When the first SLEP LCAC reached its 30 years of design service in 2015, it was to gradually be retired. In 2019, at which point the inventory of LCACs had fallen to 50, the USN began receiving the new Ship-to-Shore Connector (SSC), the LCAC-100.[8]
The USN inventory of LCACs will continue to fall, as the SLEP LCACs are retired, until 2023, when the inventory will reach a low of 40 SLEP LCACs and SSC LCAC-100s. The inventory will remain at 40 until 2026 when the production of SSC LCAC-100s will begin to outnumber the retirement of SLEP LCACs. Current projections foresee the inventory rising to 60 SSC LCAC-100s in 2031 and 72 SSC LCAC-100s on 2034.
Ship-to-Shore Connector
Main article: Ship-to-Shore Connector
The SSC LCAC-100 will have an increased payload of 73 short tons. It will have Pilot/Co-Pilot Dual Controls with a smaller crew (5) and a new Command, Control, Communications, Computers & Navigation (C4N) suite. It will also have engines offering 20% more power with new Full Authority Digital Engine Control (FADEC), a simpler and more efficient drive train with one gearbox per side, and a new Heating, Ventilation and Air Conditioning (HVAC) system. It will be constructed out of aluminum alloy 5083 which offers a lighter, stronger and performance in extreme environments, plus better corrosion resistance. Other improvements include an immersion grade wet deck coating system and its gear shaft and fan blades will be constructed with extensive composites. It will be able to operate with a 74 short ton load at a sustained speed of 35 knots (40 mph) in NATO Sea State 3–4 (waves heights of 4.1 to 8.2 feet, averaging 6.2 feet).
Japanese operations
Six LCAC are in use by the Japan Maritime Self-Defense Force. Approval for the sale was given by the United States Government on 8 April 1994. The craft were built by Textron Marine & Land Systems in New Orleans, Louisiana. Purchase of the first craft was included in the FY93 budget, second in FY95, third and fourth in FY99 and fifth and sixth in FY00.
The Landing Craft Air Cushion (LCAC) is a class of air-cushion vehicle (hovercraft) used as landing craft by the United States Navy's Assault Craft Units and the Japan Maritime Self-Defense Force (JMSDF). They transport weapons systems, equipment, cargo and personnel of the assault elements of the Marine Air/Ground Task Force both from ship to shore and across the beach. It is to be replaced by the SSC.
Concept design of the present day LCAC began in the early 1970s with the full-scale Amphibious Assault Landing Craft (AALC) test vehicle. During the advanced development stage, two prototypes were built. JEFF A was designed and built by Aerojet General in California, with four rotating ducted propellers. JEFF B was designed and built by Bell Aerospace in New Orleans, Louisiana. JEFF B had two ducted rear propellers similar to the proposed SK-10 which was derived from the previous Bell SK-5 / SR.N5 hovercraft tested in Vietnam. These two craft confirmed the technical feasibility and operational capability that ultimately led to the production of LCAC. JEFF B was selected as the design basis for today's LCAC.[3] The JEFF A was later modified for Arctic use and deployed in Prudhoe Bay to support offshore oil drilling.
The first 33 were included in the FY82-86 defense budgets, 15 in FY89, 12 each in FY90, FY91 and FY92, while seven were included in FY93. The first LCAC was delivered to the Navy in 1984 and Initial Operational Capability (IOC) was achieved in 1986. Approval for full production was granted in 1987. After an initial 15-craft competitive production contract was awarded to each of two companies, Textron Marine & Land Systems (TMLS) of New Orleans, La, and Avondale Gulfport Marine, TMLS was selected to build the remaining craft. A total of ninety-one LCAC have now been built. The final craft, LCAC 91, was delivered to the U.S. Navy in 2001.
On June 29, 1987, LCAC was granted approval for full production. Forty-eight air-cushion landing craft were authorized and appropriated through FY 89. Lockheed Shipbuilding Company was competitively selected as a second source. The FY 1990 budget request included $219.3 million for nine craft. The FY 1991 request included full funding for 12 LCACs and advance procurement in support of the FY 1992 program (which was intended to be nine craft). The remaining 24 were funded in FY92.[5]
The LCAC first deployed in 1987 aboard USS Germantown. LCACs are transported in and operate from all the U.S. Navy's amphibious-well deck ships including LHA, LHD, LSD and LPD. Ships capable of carrying the LCAC include the Wasp (3 LCACs), Tarawa (1), Anchorage (4), Austin (1), Whidbey Island (4–5), Harpers Ferry (2), and San Antonio (2) classes.
All of the planned 91 craft have been delivered to the Navy. Of these 91 LCACs, seventeen have been disassembled for Government-Furnished Equipment (GFE) or otherwise terminated for cost reasons, two are held for R&D, and 36 are in use on each coast at Little Creek, Virginia and Camp Pendleton, California. Eight minesweeping kits were acquired in 1994–1995. A service-life extension program (SLEP) to extend service life from 20 to 30 years for the remaining 72 active LCACs was begun in 2000 and is scheduled to be completed by 2018.[6]
The craft operates with a crew of five. In addition to beach landing, LCAC provides personnel transport, evacuation support, lane breaching, mine countermeasure operations, and Marine and Special Warfare equipment delivery.[3] The four main engines are all used for lift and all used for main propulsion. The craft can continue to operate, at reduced capability, with two engines inoperable. They are interchangeable for redundancy. A transport model can seat 180 fully equipped troops.[7] Cargo capacity is 1,809 sq ft (168.1 m2). The LCAC is capable of carrying a 60-ton payload (up to 75 tons in an overload condition), including one M-1 Abrams tank, at speeds over 40 knots. Fuel capacity is 5000 gallons. The LCAC uses an average of 1000 gallons per hour. Maneuvering considerations include requiring 500 yards or more to stop and 2000 yards or more turning radius. The bow ramp is 28.8 ft (8.8 m) wide while the stern ramp is 15 ft (4.6 m) wide. Noise and dust levels are high with this craft. If disabled the craft is difficult to tow. In recent years spray suppression has been added to the craft's skirt to reduce interference with driver's vision.
The LCAC is a dramatic innovation in modern amphibious warfare technology. It provides the capability to launch amphibious assaults from points over the horizon (OTH) from up to 50 nautical miles (93 km; 58 mi) offshore, thereby decreasing risk to ships and personnel and generating greater uncertainty in the enemy's mind as to the location and timing of an assault, thereby maximizing its prospects of success. The LCAC propulsion system makes it less susceptible to mines than other assault craft or vehicles. Due to its tremendous over-the-beach capability, the LCAC can access more than 80% of the world's coastlines. Previously, landing craft had a top speed of approximately eight knots (15 km/h; 9.2 mph) and could cross only 17% of the world's beach area. Assaults were made from a few miles off-shore. Its high speed complements a joint assault with helicopters, so personnel and equipment can be unloaded beyond the beach in secure landing areas. For 20 years, helicopters have provided the partial capability to launch OTH amphibious assaults. Now, with LCAC, landing craft complement helos in speed, tactical surprise and without exposing ships to enemy fire.
The similarities between a Navy LCAC and an airplane are substantial. The craftmaster sits in a "cockpit" or command module with a headset radio on. He talks to air traffic control which for LCAC's is well-deck control located near a ship's sterngate. The ride feels like a plane in high turbulence. The craftmaster steers with a yoke, his feet are on rudder controls. The LCAC is similar to a helicopter in that it has six dimensions of motion. Operating the LCAC demands unique perceptual and psychomotor skills. In addition, with a machine as expensive and inherently dangerous as the LCAC, sound judgment and decision-making also play an important role. Concerns over escalating training cost, projections for an increased number of LCAC vehicles and crew, and a high attrition rate in training highlighted the importance of developing a more accurate means of selecting candidates. Attrition of operators and engineers has dropped from an initial high of 40% in 1988 to approximately 10–15% today.
In Fiscal Year 2000 the Navy started an LCAC Service Life Extension Program (SLEP) to add 10 years of design life to each craft. The SLEP will be applied to 72 LCACs, extending their service life from 20 to 30 years, delaying the need to replace these versatile craft.[3][8]
Without a SLEP the first LCAC would face retirement in 2004, based on a 20-year lifespan. Naval Sea Systems Command (NAVSEA) has been working with Textron Marine and Land Systems since April 1996 on LCAC SLEP research and development. The actual SLEP modifications are planned to be conducted in two phases.
Phase I. Over a period of several years electronics system recapitalization will take place at each Assault Craft Unit (ACU), where the craft are physically located. This will involve replacing current electronics components, which are increasingly becoming obsolete and unsupportable, with an open electronics architecture using easily upgraded, Commercial Off-The-Shelf (COTS) components. The new electronics suite will be more reliable and less costly to operate and maintain.
Phase II. Buoyancy box replacement will be conducted at the Textron Marine and Land Systems facility in New Orleans, LA, where Textron will use design changes, coatings, and changes in materials to increase the LCACs resistance to corrosion. Phase II will also include the electronics upgrade of Phase I, until the entire active fleet is outfitted with the new configuration. The new buoyancy box will incorporate improvements to damage stability and trim control of the LCACs.
NAVSEA transitioned from the research and development effort to the SLEP in 1999. Concurrently NAVSEA also considered additional SLEP options, including an enhanced engine to provide improved operation in excessively hot environments and an advanced skirt that is more reliable and cost effective.
The Navy continued the LCAC Service Life Extension Program in Fiscal Year 2001. This program combines major structural improvements with Command, Control, Communications, Computer and Navigation upgrades and adds 10 years to the service life, extending it to 30 years. In FY 2001, it was funded at $19.9 million and extended the service life of 1 craft. The SLEP is planned for a total of 72 craft.
The near-term focus will be on the "C4N" [Command, Control, Communications, Computers, and Navigation] program, to replace the crafts' obsolete equipment. This will focus on replacement of LN-66 radars with modern, high-power P-80 radar systems. Additionally, the SLEP will include an open-architecture concept, relying on modern commercial-off-the-shelf (COTS) equipment, which will allow much easier incorporation of later technology changes, such as the precision navigation system and communications systems ¾ fully interoperable with in-service and near-term future Joint systems ¾ now planned. The C4N program is to complete by 2010.
Through 2016, the Navy will look to incorporate other important service-life enhancements: Engine upgrades (ETF-40B configuration) that will provide additional power and lift particularly in hot (43 °C, 110 °F, and higher) environments, reduced fuel consumption, reduced maintenance needs, and reduced lift footprint; Replacement of the buoyancy box to solve corrosion problems, incorporate hull improvements, and "reset" the fatigue-limit "clock"; Incorporation of a new (deep) skirt that will reduce drag, increase performance envelope over water and land, and reduce maintenance requirements.[5]
As of September 2012, there are 80 LCACs in the U.S. Navy inventory. Of these 80 LCACs, 39 LCACs have undergone the SLEP conversion, 7 more SLEP conversions are in progress and 4 are awaiting induction. The FY 2013 budget authorized 4 SLEP conversions per year through FY 2018. The last of the 72 SLEP conversions will be delivered to the Navy in FY 2020. A number of LCACs are under development and testing at the Naval Support Activity Panama City in Panama City, Florida. When the first SLEP LCAC reached its 30 years of design service in 2015, it was to gradually be retired. In 2019, at which point the inventory of LCACs had fallen to 50, the USN began receiving the new Ship-to-Shore Connector (SSC), the LCAC-100.[8]
The USN inventory of LCACs will continue to fall, as the SLEP LCACs are retired, until 2023, when the inventory will reach a low of 40 SLEP LCACs and SSC LCAC-100s. The inventory will remain at 40 until 2026 when the production of SSC LCAC-100s will begin to outnumber the retirement of SLEP LCACs. Current projections foresee the inventory rising to 60 SSC LCAC-100s in 2031 and 72 SSC LCAC-100s on 2034.
Ship-to-Shore Connector
Main article: Ship-to-Shore Connector
The SSC LCAC-100 will have an increased payload of 73 short tons. It will have Pilot/Co-Pilot Dual Controls with a smaller crew (5) and a new Command, Control, Communications, Computers & Navigation (C4N) suite. It will also have engines offering 20% more power with new Full Authority Digital Engine Control (FADEC), a simpler and more efficient drive train with one gearbox per side, and a new Heating, Ventilation and Air Conditioning (HVAC) system. It will be constructed out of aluminum alloy 5083 which offers a lighter, stronger and performance in extreme environments, plus better corrosion resistance. Other improvements include an immersion grade wet deck coating system and its gear shaft and fan blades will be constructed with extensive composites. It will be able to operate with a 74 short ton load at a sustained speed of 35 knots (40 mph) in NATO Sea State 3–4 (waves heights of 4.1 to 8.2 feet, averaging 6.2 feet).
Japanese operations
Six LCAC are in use by the Japan Maritime Self-Defense Force. Approval for the sale was given by the United States Government on 8 April 1994. The craft were built by Textron Marine & Land Systems in New Orleans, Louisiana. Purchase of the first craft was included in the FY93 budget, second in FY95, third and fourth in FY99 and fifth and sixth in FY00.
The LCU 1466, 1610 and 1627 class vessels are operated by the United States Navy at support commands. They are a self-sustaining craft complete with living accommodations and mess facilities for a crew of thirteen.[9] They have been adapted for many uses including salvage operations, ferry boats for vehicles and passengers, and underwater test platforms. Each LCU is assigned a non-commissioned-officer-in-charge (NCOIC) (Craft Master) who is either a Chief Petty Officer or Petty Officer First Class in the Boatswain's Mate, Quartermaster or Operations Specialist rating. These vessels have bow ramps for onload/offload, and can be linked bow to stern gate to create a temporary pier-like structure. Its welded steel hull provides high durability with deck loads of 3,900 kg/m2 (800 pounds per square foot). Arrangement of machinery and equipment has taken into account built-in redundancy in the event of battle damage. The craft features two engine rooms separated by a watertight bulkhead to permit limited operation in the event that one engine room is disabled. An anchor system is installed on the starboard side aft to assist in retracting from the beach. These vessels are normally transported to their areas of operation onboard larger amphibious vessels such as LSDs, LHDs and LHAs. The 40-year-old craft will be replaced under LCU 1700[12] (ex-Surface Connector (X) Recapitalization, or SC(X)R), project starting in FY2017
Name:LCU 1466, 1610 and 1627 classes
Operators: United States Navy
Active:32[9]
General characteristics
Displacement:see table
Length:see table
Beam:see table
Draft:see table
Propulsion:see table
Speed:see table
Range:see table
Endurance:10 days[9]
Capacity:see table
Troops:see table
Sensors and
processing systems:LN 66 or SPS-53 I band navigation radar
The LCU 1466, 1610 and 1627 class vessels are operated by the United States Navy at support commands. They are a self-sustaining craft complete with living accommodations and mess facilities for a crew of thirteen.[9] They have been adapted for many uses including salvage operations, ferry boats for vehicles and passengers, and underwater test platforms. Each LCU is assigned a non-commissioned-officer-in-charge (NCOIC) (Craft Master) who is either a Chief Petty Officer or Petty Officer First Class in the Boatswain's Mate, Quartermaster or Operations Specialist rating. These vessels have bow ramps for onload/offload, and can be linked bow to stern gate to create a temporary pier-like structure. Its welded steel hull provides high durability with deck loads of 3,900 kg/m2 (800 pounds per square foot). Arrangement of machinery and equipment has taken into account built-in redundancy in the event of battle damage. The craft features two engine rooms separated by a watertight bulkhead to permit limited operation in the event that one engine room is disabled. An anchor system is installed on the starboard side aft to assist in retracting from the beach. These vessels are normally transported to their areas of operation onboard larger amphibious vessels such as LSDs, LHDs and LHAs. The 40-year-old craft will be replaced under LCU 1700[12] (ex-Surface Connector (X) Recapitalization, or SC(X)R), project starting in FY2017
Name:LCU 1466, 1610 and 1627 classes
Operators: United States Navy
Active:32[9]
General characteristics
Displacement:see table
Length:see table
Beam:see table
Draft:see table
Propulsion:see table
Speed:see table
Range:see table
Endurance:10 days[9]
Capacity:see table
Troops:see table
Sensors and
processing systems:LN 66 or SPS-53 I band navigation radar
The Landing Craft Air Cushion (LCAC) is a class of air-cushion vehicle (hovercraft) used as landing craft by the United States Navy's Assault Craft Units and the Japan Maritime Self-Defense Force (JMSDF). They transport weapons systems, equipment, cargo and personnel of the assault elements of the Marine Air/Ground Task Force both from ship to shore and across the beach. It is to be replaced by the SSC.
Concept design of the present day LCAC began in the early 1970s with the full-scale Amphibious Assault Landing Craft (AALC) test vehicle. During the advanced development stage, two prototypes were built. JEFF A was designed and built by Aerojet General in California, with four rotating ducted propellers. JEFF B was designed and built by Bell Aerospace in New Orleans, Louisiana. JEFF B had two ducted rear propellers similar to the proposed SK-10 which was derived from the previous Bell SK-5 / SR.N5 hovercraft tested in Vietnam. These two craft confirmed the technical feasibility and operational capability that ultimately led to the production of LCAC. JEFF B was selected as the design basis for today's LCAC.[3] The JEFF A was later modified for Arctic use and deployed in Prudhoe Bay to support offshore oil drilling.
The first 33 were included in the FY82-86 defense budgets, 15 in FY89, 12 each in FY90, FY91 and FY92, while seven were included in FY93. The first LCAC was delivered to the Navy in 1984 and Initial Operational Capability (IOC) was achieved in 1986. Approval for full production was granted in 1987. After an initial 15-craft competitive production contract was awarded to each of two companies, Textron Marine & Land Systems (TMLS) of New Orleans, La, and Avondale Gulfport Marine, TMLS was selected to build the remaining craft. A total of ninety-one LCAC have now been built. The final craft, LCAC 91, was delivered to the U.S. Navy in 2001.
On June 29, 1987, LCAC was granted approval for full production. Forty-eight air-cushion landing craft were authorized and appropriated through FY 89. Lockheed Shipbuilding Company was competitively selected as a second source. The FY 1990 budget request included $219.3 million for nine craft. The FY 1991 request included full funding for 12 LCACs and advance procurement in support of the FY 1992 program (which was intended to be nine craft). The remaining 24 were funded in FY92.[5]
The LCAC first deployed in 1987 aboard USS Germantown. LCACs are transported in and operate from all the U.S. Navy's amphibious-well deck ships including LHA, LHD, LSD and LPD. Ships capable of carrying the LCAC include the Wasp (3 LCACs), Tarawa (1), Anchorage (4), Austin (1), Whidbey Island (4–5), Harpers Ferry (2), and San Antonio (2) classes.
All of the planned 91 craft have been delivered to the Navy. Of these 91 LCACs, seventeen have been disassembled for Government-Furnished Equipment (GFE) or otherwise terminated for cost reasons, two are held for R&D, and 36 are in use on each coast at Little Creek, Virginia and Camp Pendleton, California. Eight minesweeping kits were acquired in 1994–1995. A service-life extension program (SLEP) to extend service life from 20 to 30 years for the remaining 72 active LCACs was begun in 2000 and is scheduled to be completed by 2018.[6]
The craft operates with a crew of five. In addition to beach landing, LCAC provides personnel transport, evacuation support, lane breaching, mine countermeasure operations, and Marine and Special Warfare equipment delivery.[3] The four main engines are all used for lift and all used for main propulsion. The craft can continue to operate, at reduced capability, with two engines inoperable. They are interchangeable for redundancy. A transport model can seat 180 fully equipped troops.[7] Cargo capacity is 1,809 sq ft (168.1 m2). The LCAC is capable of carrying a 60-ton payload (up to 75 tons in an overload condition), including one M-1 Abrams tank, at speeds over 40 knots. Fuel capacity is 5000 gallons. The LCAC uses an average of 1000 gallons per hour. Maneuvering considerations include requiring 500 yards or more to stop and 2000 yards or more turning radius. The bow ramp is 28.8 ft (8.8 m) wide while the stern ramp is 15 ft (4.6 m) wide. Noise and dust levels are high with this craft. If disabled the craft is difficult to tow. In recent years spray suppression has been added to the craft's skirt to reduce interference with driver's vision.
The LCAC is a dramatic innovation in modern amphibious warfare technology. It provides the capability to launch amphibious assaults from points over the horizon (OTH) from up to 50 nautical miles (93 km; 58 mi) offshore, thereby decreasing risk to ships and personnel and generating greater uncertainty in the enemy's mind as to the location and timing of an assault, thereby maximizing its prospects of success. The LCAC propulsion system makes it less susceptible to mines than other assault craft or vehicles. Due to its tremendous over-the-beach capability, the LCAC can access more than 80% of the world's coastlines. Previously, landing craft had a top speed of approximately eight knots (15 km/h; 9.2 mph) and could cross only 17% of the world's beach area. Assaults were made from a few miles off-shore. Its high speed complements a joint assault with helicopters, so personnel and equipment can be unloaded beyond the beach in secure landing areas. For 20 years, helicopters have provided the partial capability to launch OTH amphibious assaults. Now, with LCAC, landing craft complement helos in speed, tactical surprise and without exposing ships to enemy fire.
The similarities between a Navy LCAC and an airplane are substantial. The craftmaster sits in a "cockpit" or command module with a headset radio on. He talks to air traffic control which for LCAC's is well-deck control located near a ship's sterngate. The ride feels like a plane in high turbulence. The craftmaster steers with a yoke, his feet are on rudder controls. The LCAC is similar to a helicopter in that it has six dimensions of motion. Operating the LCAC demands unique perceptual and psychomotor skills. In addition, with a machine as expensive and inherently dangerous as the LCAC, sound judgment and decision-making also play an important role. Concerns over escalating training cost, projections for an increased number of LCAC vehicles and crew, and a high attrition rate in training highlighted the importance of developing a more accurate means of selecting candidates. Attrition of operators and engineers has dropped from an initial high of 40% in 1988 to approximately 10–15% today.
In Fiscal Year 2000 the Navy started an LCAC Service Life Extension Program (SLEP) to add 10 years of design life to each craft. The SLEP will be applied to 72 LCACs, extending their service life from 20 to 30 years, delaying the need to replace these versatile craft.[3][8]
Without a SLEP the first LCAC would face retirement in 2004, based on a 20-year lifespan. Naval Sea Systems Command (NAVSEA) has been working with Textron Marine and Land Systems since April 1996 on LCAC SLEP research and development. The actual SLEP modifications are planned to be conducted in two phases.
Phase I. Over a period of several years electronics system recapitalization will take place at each Assault Craft Unit (ACU), where the craft are physically located. This will involve replacing current electronics components, which are increasingly becoming obsolete and unsupportable, with an open electronics architecture using easily upgraded, Commercial Off-The-Shelf (COTS) components. The new electronics suite will be more reliable and less costly to operate and maintain.
Phase II. Buoyancy box replacement will be conducted at the Textron Marine and Land Systems facility in New Orleans, LA, where Textron will use design changes, coatings, and changes in materials to increase the LCACs resistance to corrosion. Phase II will also include the electronics upgrade of Phase I, until the entire active fleet is outfitted with the new configuration. The new buoyancy box will incorporate improvements to damage stability and trim control of the LCACs.
NAVSEA transitioned from the research and development effort to the SLEP in 1999. Concurrently NAVSEA also considered additional SLEP options, including an enhanced engine to provide improved operation in excessively hot environments and an advanced skirt that is more reliable and cost effective.
The Navy continued the LCAC Service Life Extension Program in Fiscal Year 2001. This program combines major structural improvements with Command, Control, Communications, Computer and Navigation upgrades and adds 10 years to the service life, extending it to 30 years. In FY 2001, it was funded at $19.9 million and extended the service life of 1 craft. The SLEP is planned for a total of 72 craft.
The near-term focus will be on the "C4N" [Command, Control, Communications, Computers, and Navigation] program, to replace the crafts' obsolete equipment. This will focus on replacement of LN-66 radars with modern, high-power P-80 radar systems. Additionally, the SLEP will include an open-architecture concept, relying on modern commercial-off-the-shelf (COTS) equipment, which will allow much easier incorporation of later technology changes, such as the precision navigation system and communications systems ¾ fully interoperable with in-service and near-term future Joint systems ¾ now planned. The C4N program is to complete by 2010.
Through 2016, the Navy will look to incorporate other important service-life enhancements: Engine upgrades (ETF-40B configuration) that will provide additional power and lift particularly in hot (43 °C, 110 °F, and higher) environments, reduced fuel consumption, reduced maintenance needs, and reduced lift footprint; Replacement of the buoyancy box to solve corrosion problems, incorporate hull improvements, and "reset" the fatigue-limit "clock"; Incorporation of a new (deep) skirt that will reduce drag, increase performance envelope over water and land, and reduce maintenance requirements.[5]
As of September 2012, there are 80 LCACs in the U.S. Navy inventory. Of these 80 LCACs, 39 LCACs have undergone the SLEP conversion, 7 more SLEP conversions are in progress and 4 are awaiting induction. The FY 2013 budget authorized 4 SLEP conversions per year through FY 2018. The last of the 72 SLEP conversions will be delivered to the Navy in FY 2020. A number of LCACs are under development and testing at the Naval Support Activity Panama City in Panama City, Florida. When the first SLEP LCAC reached its 30 years of design service in 2015, it was to gradually be retired. In 2019, at which point the inventory of LCACs had fallen to 50, the USN began receiving the new Ship-to-Shore Connector (SSC), the LCAC-100.[8]
The USN inventory of LCACs will continue to fall, as the SLEP LCACs are retired, until 2023, when the inventory will reach a low of 40 SLEP LCACs and SSC LCAC-100s. The inventory will remain at 40 until 2026 when the production of SSC LCAC-100s will begin to outnumber the retirement of SLEP LCACs. Current projections foresee the inventory rising to 60 SSC LCAC-100s in 2031 and 72 SSC LCAC-100s on 2034.
Ship-to-Shore Connector
Main article: Ship-to-Shore Connector
The SSC LCAC-100 will have an increased payload of 73 short tons. It will have Pilot/Co-Pilot Dual Controls with a smaller crew (5) and a new Command, Control, Communications, Computers & Navigation (C4N) suite. It will also have engines offering 20% more power with new Full Authority Digital Engine Control (FADEC), a simpler and more efficient drive train with one gearbox per side, and a new Heating, Ventilation and Air Conditioning (HVAC) system. It will be constructed out of aluminum alloy 5083 which offers a lighter, stronger and performance in extreme environments, plus better corrosion resistance. Other improvements include an immersion grade wet deck coating system and its gear shaft and fan blades will be constructed with extensive composites. It will be able to operate with a 74 short ton load at a sustained speed of 35 knots (40 mph) in NATO Sea State 3–4 (waves heights of 4.1 to 8.2 feet, averaging 6.2 feet).
Japanese operations
Six LCAC are in use by the Japan Maritime Self-Defense Force. Approval for the sale was given by the United States Government on 8 April 1994. The craft were built by Textron Marine & Land Systems in New Orleans, Louisiana. Purchase of the first craft was included in the FY93 budget, second in FY95, third and fourth in FY99 and fifth and sixth in FY00.
The Landing Craft Air Cushion (LCAC) is a class of air-cushion vehicle (hovercraft) used as landing craft by the United States Navy's Assault Craft Units and the Japan Maritime Self-Defense Force (JMSDF). They transport weapons systems, equipment, cargo and personnel of the assault elements of the Marine Air/Ground Task Force both from ship to shore and across the beach. It is to be replaced by the SSC.
Concept design of the present day LCAC began in the early 1970s with the full-scale Amphibious Assault Landing Craft (AALC) test vehicle. During the advanced development stage, two prototypes were built. JEFF A was designed and built by Aerojet General in California, with four rotating ducted propellers. JEFF B was designed and built by Bell Aerospace in New Orleans, Louisiana. JEFF B had two ducted rear propellers similar to the proposed SK-10 which was derived from the previous Bell SK-5 / SR.N5 hovercraft tested in Vietnam. These two craft confirmed the technical feasibility and operational capability that ultimately led to the production of LCAC. JEFF B was selected as the design basis for today's LCAC.[3] The JEFF A was later modified for Arctic use and deployed in Prudhoe Bay to support offshore oil drilling.
The first 33 were included in the FY82-86 defense budgets, 15 in FY89, 12 each in FY90, FY91 and FY92, while seven were included in FY93. The first LCAC was delivered to the Navy in 1984 and Initial Operational Capability (IOC) was achieved in 1986. Approval for full production was granted in 1987. After an initial 15-craft competitive production contract was awarded to each of two companies, Textron Marine & Land Systems (TMLS) of New Orleans, La, and Avondale Gulfport Marine, TMLS was selected to build the remaining craft. A total of ninety-one LCAC have now been built. The final craft, LCAC 91, was delivered to the U.S. Navy in 2001.
On June 29, 1987, LCAC was granted approval for full production. Forty-eight air-cushion landing craft were authorized and appropriated through FY 89. Lockheed Shipbuilding Company was competitively selected as a second source. The FY 1990 budget request included $219.3 million for nine craft. The FY 1991 request included full funding for 12 LCACs and advance procurement in support of the FY 1992 program (which was intended to be nine craft). The remaining 24 were funded in FY92.[5]
The LCAC first deployed in 1987 aboard USS Germantown. LCACs are transported in and operate from all the U.S. Navy's amphibious-well deck ships including LHA, LHD, LSD and LPD. Ships capable of carrying the LCAC include the Wasp (3 LCACs), Tarawa (1), Anchorage (4), Austin (1), Whidbey Island (4–5), Harpers Ferry (2), and San Antonio (2) classes.
All of the planned 91 craft have been delivered to the Navy. Of these 91 LCACs, seventeen have been disassembled for Government-Furnished Equipment (GFE) or otherwise terminated for cost reasons, two are held for R&D, and 36 are in use on each coast at Little Creek, Virginia and Camp Pendleton, California. Eight minesweeping kits were acquired in 1994–1995. A service-life extension program (SLEP) to extend service life from 20 to 30 years for the remaining 72 active LCACs was begun in 2000 and is scheduled to be completed by 2018.[6]
The craft operates with a crew of five. In addition to beach landing, LCAC provides personnel transport, evacuation support, lane breaching, mine countermeasure operations, and Marine and Special Warfare equipment delivery.[3] The four main engines are all used for lift and all used for main propulsion. The craft can continue to operate, at reduced capability, with two engines inoperable. They are interchangeable for redundancy. A transport model can seat 180 fully equipped troops.[7] Cargo capacity is 1,809 sq ft (168.1 m2). The LCAC is capable of carrying a 60-ton payload (up to 75 tons in an overload condition), including one M-1 Abrams tank, at speeds over 40 knots. Fuel capacity is 5000 gallons. The LCAC uses an average of 1000 gallons per hour. Maneuvering considerations include requiring 500 yards or more to stop and 2000 yards or more turning radius. The bow ramp is 28.8 ft (8.8 m) wide while the stern ramp is 15 ft (4.6 m) wide. Noise and dust levels are high with this craft. If disabled the craft is difficult to tow. In recent years spray suppression has been added to the craft's skirt to reduce interference with driver's vision.
The LCAC is a dramatic innovation in modern amphibious warfare technology. It provides the capability to launch amphibious assaults from points over the horizon (OTH) from up to 50 nautical miles (93 km; 58 mi) offshore, thereby decreasing risk to ships and personnel and generating greater uncertainty in the enemy's mind as to the location and timing of an assault, thereby maximizing its prospects of success. The LCAC propulsion system makes it less susceptible to mines than other assault craft or vehicles. Due to its tremendous over-the-beach capability, the LCAC can access more than 80% of the world's coastlines. Previously, landing craft had a top speed of approximately eight knots (15 km/h; 9.2 mph) and could cross only 17% of the world's beach area. Assaults were made from a few miles off-shore. Its high speed complements a joint assault with helicopters, so personnel and equipment can be unloaded beyond the beach in secure landing areas. For 20 years, helicopters have provided the partial capability to launch OTH amphibious assaults. Now, with LCAC, landing craft complement helos in speed, tactical surprise and without exposing ships to enemy fire.
The similarities between a Navy LCAC and an airplane are substantial. The craftmaster sits in a "cockpit" or command module with a headset radio on. He talks to air traffic control which for LCAC's is well-deck control located near a ship's sterngate. The ride feels like a plane in high turbulence. The craftmaster steers with a yoke, his feet are on rudder controls. The LCAC is similar to a helicopter in that it has six dimensions of motion. Operating the LCAC demands unique perceptual and psychomotor skills. In addition, with a machine as expensive and inherently dangerous as the LCAC, sound judgment and decision-making also play an important role. Concerns over escalating training cost, projections for an increased number of LCAC vehicles and crew, and a high attrition rate in training highlighted the importance of developing a more accurate means of selecting candidates. Attrition of operators and engineers has dropped from an initial high of 40% in 1988 to approximately 10–15% today.
In Fiscal Year 2000 the Navy started an LCAC Service Life Extension Program (SLEP) to add 10 years of design life to each craft. The SLEP will be applied to 72 LCACs, extending their service life from 20 to 30 years, delaying the need to replace these versatile craft.[3][8]
Without a SLEP the first LCAC would face retirement in 2004, based on a 20-year lifespan. Naval Sea Systems Command (NAVSEA) has been working with Textron Marine and Land Systems since April 1996 on LCAC SLEP research and development. The actual SLEP modifications are planned to be conducted in two phases.
Phase I. Over a period of several years electronics system recapitalization will take place at each Assault Craft Unit (ACU), where the craft are physically located. This will involve replacing current electronics components, which are increasingly becoming obsolete and unsupportable, with an open electronics architecture using easily upgraded, Commercial Off-The-Shelf (COTS) components. The new electronics suite will be more reliable and less costly to operate and maintain.
Phase II. Buoyancy box replacement will be conducted at the Textron Marine and Land Systems facility in New Orleans, LA, where Textron will use design changes, coatings, and changes in materials to increase the LCACs resistance to corrosion. Phase II will also include the electronics upgrade of Phase I, until the entire active fleet is outfitted with the new configuration. The new buoyancy box will incorporate improvements to damage stability and trim control of the LCACs.
NAVSEA transitioned from the research and development effort to the SLEP in 1999. Concurrently NAVSEA also considered additional SLEP options, including an enhanced engine to provide improved operation in excessively hot environments and an advanced skirt that is more reliable and cost effective.
The Navy continued the LCAC Service Life Extension Program in Fiscal Year 2001. This program combines major structural improvements with Command, Control, Communications, Computer and Navigation upgrades and adds 10 years to the service life, extending it to 30 years. In FY 2001, it was funded at $19.9 million and extended the service life of 1 craft. The SLEP is planned for a total of 72 craft.
The near-term focus will be on the "C4N" [Command, Control, Communications, Computers, and Navigation] program, to replace the crafts' obsolete equipment. This will focus on replacement of LN-66 radars with modern, high-power P-80 radar systems. Additionally, the SLEP will include an open-architecture concept, relying on modern commercial-off-the-shelf (COTS) equipment, which will allow much easier incorporation of later technology changes, such as the precision navigation system and communications systems ¾ fully interoperable with in-service and near-term future Joint systems ¾ now planned. The C4N program is to complete by 2010.
Through 2016, the Navy will look to incorporate other important service-life enhancements: Engine upgrades (ETF-40B configuration) that will provide additional power and lift particularly in hot (43 °C, 110 °F, and higher) environments, reduced fuel consumption, reduced maintenance needs, and reduced lift footprint; Replacement of the buoyancy box to solve corrosion problems, incorporate hull improvements, and "reset" the fatigue-limit "clock"; Incorporation of a new (deep) skirt that will reduce drag, increase performance envelope over water and land, and reduce maintenance requirements.[5]
As of September 2012, there are 80 LCACs in the U.S. Navy inventory. Of these 80 LCACs, 39 LCACs have undergone the SLEP conversion, 7 more SLEP conversions are in progress and 4 are awaiting induction. The FY 2013 budget authorized 4 SLEP conversions per year through FY 2018. The last of the 72 SLEP conversions will be delivered to the Navy in FY 2020. A number of LCACs are under development and testing at the Naval Support Activity Panama City in Panama City, Florida. When the first SLEP LCAC reached its 30 years of design service in 2015, it was to gradually be retired. In 2019, at which point the inventory of LCACs had fallen to 50, the USN began receiving the new Ship-to-Shore Connector (SSC), the LCAC-100.[8]
The USN inventory of LCACs will continue to fall, as the SLEP LCACs are retired, until 2023, when the inventory will reach a low of 40 SLEP LCACs and SSC LCAC-100s. The inventory will remain at 40 until 2026 when the production of SSC LCAC-100s will begin to outnumber the retirement of SLEP LCACs. Current projections foresee the inventory rising to 60 SSC LCAC-100s in 2031 and 72 SSC LCAC-100s on 2034.
Ship-to-Shore Connector
Main article: Ship-to-Shore Connector
The SSC LCAC-100 will have an increased payload of 73 short tons. It will have Pilot/Co-Pilot Dual Controls with a smaller crew (5) and a new Command, Control, Communications, Computers & Navigation (C4N) suite. It will also have engines offering 20% more power with new Full Authority Digital Engine Control (FADEC), a simpler and more efficient drive train with one gearbox per side, and a new Heating, Ventilation and Air Conditioning (HVAC) system. It will be constructed out of aluminum alloy 5083 which offers a lighter, stronger and performance in extreme environments, plus better corrosion resistance. Other improvements include an immersion grade wet deck coating system and its gear shaft and fan blades will be constructed with extensive composites. It will be able to operate with a 74 short ton load at a sustained speed of 35 knots (40 mph) in NATO Sea State 3–4 (waves heights of 4.1 to 8.2 feet, averaging 6.2 feet).
Japanese operations
Six LCAC are in use by the Japan Maritime Self-Defense Force. Approval for the sale was given by the United States Government on 8 April 1994. The craft were built by Textron Marine & Land Systems in New Orleans, Louisiana. Purchase of the first craft was included in the FY93 budget, second in FY95, third and fourth in FY99 and fifth and sixth in FY00.
USS Virginia (SSN-774) is a nuclear powered cruise missile attack submarine and the lead ship of her class, currently serving in the United States Navy (USN). She is the tenth vessel of the Navy to be named for the Commonwealth of Virginia, as well as the first US Navy attack submarine to be named after a state, a pattern that is common throughout her class.
The contract to build her was awarded to the Electric Boat Division of General Dynamics Corporation in Groton, Connecticut on 30 September 1998 and her keel was laid down on 2 September 1999. She was launched on 16 August 2003 sponsored by Lynda Johnson Robb, the wife of former Virginia governor and senator Charles Robb, and daughter of President of the United States Lyndon B. Johnson and Lady Bird Johnson. She was the first U.S. Navy submarine to be completely designed on a computer. On 10 and 11 March, the prospective submarine shot 12 dummy torpedoes into the Thames River, Connecticut, from each of the boat's four tubes.
Virginia was delivered to the Navy on 12 October 2004, the 104th anniversary of the commissioning of Holland, the Navy's first modern, commissioned submarine. She was commissioned on 23 October 2004 under the command of David J. Kern. The commissioning ceremony was featured in the 2005 television series Submarine: Hidden Hunter on Discovery Channel. This class of submarine is unique in that it features a photonics mast that freed ship designers to place the boat's control room in a lower, less geometrically-constrained space than would be required by a standard, optical tube periscope. It is additionally unique in the U.S. Navy for featuring all-digital ship and ballast control systems that are manned by relatively senior watchstanders and a pressure chamber to deploy SEALs, divers or other special forces units while being submerged.
On 23 November 2005, Virginia completed her first deployment in support of the Global War on Terrorism. On 12 January 2006, Virginia entered Electric Boat's shipyard for post-shakedown availability, which was expected to last for most of 2006. In April 2010 the submarine returned from a six-month deployment having covered 37,000 miles.
The submarine completed her first 20-month-long overhaul in May 2012.
"Emblazoned on a blue background that symbolizes the mighty deep, Virginia is prominently positioned. The forward view of Virginia denotes her leading the submarine force into a new century and onto a new and exciting course for the United States Navy. The gold lettering and border around the seal combined with the blue background represent the Navy's colors of blue and gold. The silhouette of the Commonwealth of Virginia represents the state for which the boat is named. Each of the nine stars represents an American warship named Virginia. The single point of light at the stern of the boat symbolizes both the nuclear propulsion plant that powers the submarine as well as the boat's data processing system fiber optic backbone. In keeping with the Commonwealth of Virginia's motto, the words "Sic Semper Tyrannis" (Latin for "Thus Always To Tyrants") appear at the bottom, which combined with the symbolism of the Commonwealth's Seal, represents the triumph of Virtue over tyranny.
The image of George Washington also looks forward with Virginia. George Washington, a Virginia native, has been characterized as the "indispensable man" vital to the formation of the American republic. In all of history, few men who possessed unassailable power have used that power so selflessly and wisely for the welfare of their countrymen and all mankind. Virginia also stands ready in all her indisputable power to serve the people of America and her allies."
The Navy League of the United States commissioned Tom Liesegang to commemorate the USS Virginia in 2004. A print, depicting the submarine on her sea trials, is layered with copies of the CSS Virginia (1862) line drawings obtained from the Mariners' Museum. Ten prints were created for contractors and sponsors, including: Senator John Warner, Admiral Edmund Giambastiani and Lynda Bird Johnson Robb, the daughter of President Lyndon Johnson.
Class and type:Virginia-class submarine
Displacement:7,800 tons
Length:377 ft (115 m)[1]
Beam:34 ft (10.4 m)[1]
Draft:32 ft (9.8 m)[1]
Propulsion:S9G reactor auxiliary diesel engine
Speed:25 knots (46 km/h)
Test depth:greater than 800 ft (244 m)
Complement:134 officers and enlisted personnel
Armament:12 VLS tubes, four 21 inch (530 mm) torpedo tubes for Mk-48 torpedoes and BGM-109 Tomahawk
The LCU 1466, 1610 and 1627 class vessels are operated by the United States Navy at support commands. They are a self-sustaining craft complete with living accommodations and mess facilities for a crew of thirteen.[9] They have been adapted for many uses including salvage operations, ferry boats for vehicles and passengers, and underwater test platforms. Each LCU is assigned a non-commissioned-officer-in-charge (NCOIC) (Craft Master) who is either a Chief Petty Officer or Petty Officer First Class in the Boatswain's Mate, Quartermaster or Operations Specialist rating. These vessels have bow ramps for onload/offload, and can be linked bow to stern gate to create a temporary pier-like structure. Its welded steel hull provides high durability with deck loads of 3,900 kg/m2 (800 pounds per square foot). Arrangement of machinery and equipment has taken into account built-in redundancy in the event of battle damage. The craft features two engine rooms separated by a watertight bulkhead to permit limited operation in the event that one engine room is disabled. An anchor system is installed on the starboard side aft to assist in retracting from the beach. These vessels are normally transported to their areas of operation onboard larger amphibious vessels such as LSDs, LHDs and LHAs. The 40-year-old craft will be replaced under LCU 1700[12] (ex-Surface Connector (X) Recapitalization, or SC(X)R), project starting in FY2017
Name:LCU 1466, 1610 and 1627 classes
Operators: United States Navy
Active:32[9]
General characteristics
Displacement:see table
Length:see table
Beam:see table
Draft:see table
Propulsion:see table
Speed:see table
Range:see table
Endurance:10 days[9]
Capacity:see table
Troops:see table
Sensors and
processing systems:LN 66 or SPS-53 I band navigation radar
