All language subtitles for Impossible Engineering s03e08 US Navys Super Ship.eng

Today on
"Impossible Engineering"...

The littoral combat ships,
the U.S. Navy's

fastest combat vessels.

If you're a pirate
or you're a drug runner

and you see that ship
coming towards ya,

it's time to shut
down your engines

and put up your hands.

To create a vessel
in a class all its own.

She's basically one of a kind
as far as warships goes.

I am sailing a ship
that's unprecedented.

Engineers had to turn
to the pioneering

innovations of the past.

Here we go.

Yes!

If these engines
were to cut out,

this boat would be
in serious trouble.

Oh, ho, ho!
This is really incredible.

What an amazing airplane.

That made
the impossible possible.

... Captions by vitac...
www.Vitac.Com

captions paid for by
discovery communications

the U.S. Navy has the largest
sea force on the planet.

Throughout its over
240-year history,

its ships have carried
out operations

in the deep blue waters
of the world's oceans.

But today the Navy's
assignments are evolving.

Gone are the days
of open-water blue Navy battles.

Many of the places
where we need to be as a Navy

are in coastal regions.

To combat problems
such as piracy,

people-trafficking,
and aid distribution,

the fleet must operate
in shallow coastal waters,

known as the littorals.

To navigate waters
close to the shore,

shipbuilding program manager
captain Tom Anderson

had to construct
a particular type of ship.

To operate effectively
in the littorals...

We need a high-speed ship,
and it's gotta be adaptable.

It's gotta be capable
of doing multiple missions.

That's our challenge.

It's a challenge
that chief engineer

lieutenant Damon Gilbert also
had to overcome.

The ideal ship
for this environment

would be a ship that's light,

a ship that has
a very shallow draft,

and a ship
that can handle itself

and move very quickly.

The solution...

The littoral combat ship class.

Made up of both
the mono-hull freedom variant

and the trimaran
independence variant,

this revolutionary class of ship

is at the vanguard
of marine engineering.

This is gonna change the face
of how we operate inside

those waters for years to come.

Built for speed,

both the freedom
variant semi-plaining hull

and the independence
variant's trimaran design

create ultra
hydrodynamic efficiency.

Using lightweight aluminum,
powered by an innovative

propulsion system,

each ship can travel
over 45 miles per hour

in only 14 feet of water.

It's capable of being
reconfigured

for multiple missions,

and it's able to
deploy smaller boats.

A vast helicopter pad also
extends the crew's reach.

But to produce
a high-performance,

fast-moving fleet
for shallow waters,

the ship's designers
had to create

the most effective
propulsion system.

The problem was standard
propeller systems

significantly push the ship
below the water line

and require much deeper waters.

If you want to chase down a ship

or you want to elude
another vessel

to get out of danger,
you want to be able

to maneuver
as quickly as possible.

So how do you propel
a ship this fast

in near swimming-pool depths?

This would not have
been possible

without a breakthrough
innovation from the past.

Humans have always
needed to navigate

the world's shallow waterways.

Initially, we used arm
power to paddle.

It was effective, but tiring.

Arg!

Out of the way!

Oh!

The vikings added a sail
to conquer the coastlines.

This worked well, but...
Huh?

Only when there was wind.

Gah!
for Odin's sake!

With its small draft, the paddle
steamer seemed to be the answer.

Well, I do declare...
vikings!

But they had
significant problems.

Oh, my!

In the 1940s,
the introduction of air boats

brought high-speed travel
to the everglades.

Whee!

Oh, no!

Whoa!

But a better system was needed.

Show-off!

In the Grand Canyon,
mechanical engineer Dan Dickrell

is riding upstream on
the Colorado river

to reveal one of history's
great engineering achievements.

The beautiful noise you hear

right now
is two 550-horsepower

8.3-liter engines
pushing this 20-ton boat

up these crazy, crazy rapids.

If these engines
were to cut out,

this boat would be in serious,
serious trouble.

But the key to driving
against the current

isn't in the engines.

It's due to a pioneering
propulsion system.

Getting to places
where others can't,

in extremely shallow water,

was born out of the imagination

of someone whose
childhood desire

was to challenge the rapids

and go where no one else could.

To do this,
New Zealand-born

inventor William Hamilton

needed to overcome
the limitations

of standard motorboats.

Now, Hamilton had
a problem with this.

Because the waters he wanted
to to go on were too shallow.

Huge rocks would effectively
wreck this crude propeller.

So Hamilton got rid
of the propeller altogether.

In 1954, he commissioned
a plywood boat

and attached a centrifugal pump
to its engine,

creating a unique water-driven
jet propulsion system.

How the Hamilton jet
motor functions

is around the middle
of the boat,

there's an intake
that brings water in

from whatever body of water
the vessel is navigating.

Hamilton's uses an impeller
that's spinning very fast

to greatly accelerate
this stream of water.

That water is highly
turbulent and twisty.

And so the Hamilton passes
the water through a series

of stator vanes,
creating a uniform,

but high-velocity jet.

And in 1960,
Hamilton tested his bold

water jet design
at the Grand Canyon.

Hamilton vowed to be the first
to take a vessel up

a 160 kilometer section of this

notoriously unnavigable
Colorado river.

Now, it may look calm
right here, but upriver,

the rapids are crazy.

He traveled against the current,

including the notorious
Vulcan rapids in just nine days.

With his son John at the helm,
Hamilton made history

and conquered the mighty river.

- Whoo!
- almost 60 years later,

Hamilton's water jet's
sheer power...

This acceleration is intense.

...And its ability
to navigate shallow waters

with the added benefit

of mind-blowing maneuverability...
Here we go!

Yes!

...Continues to open
up new waters.

Whoo!

Thanks to this
spectacular demonstration

of man versus rapids, this
unique propulsion system

was embraced across the planet.

All right, let's go!

The ships' engineers
have super-sized

Hamilton's water jet innovation

to create a revolutionary
propulsion system,

capable of going 45 miles
per hour in shallow waters.

The way that this ship achieves
that speed is through the use

of two gas turbines and
two diesel engines

that drive a propulsion train

that is propelled by water jets.

At Austal U.S.A.'s
shipyard in mobile, Alabama,

the latest independence
variant, u.S.S. Tulsa,

is having her jets inspected

and getting ready for launch.

When this ship is
going full power,

there's roughly 24,000 gallons

per second passing through
these four water jets,

which equates to the ability

to fill two Olympic-sized
swimming pools

in less than a minute.

Not only do these massive jets

generate colossal power,
they also act as a rudder.

Each water jet is capable
of independently being steered,

which allows for a lot of
flexibility and maneuverability.

Like Hamilton's
water jet system,

water goes through
four mighty impellers

and discharges at high velocity.

To steer, each jet's water
flow is deflected

by a rotating nozzle,

enabling fast, agile maneuvers.

And to reverse, buckets
pivot over the exit nozzles,

forcing the jet flow backwards.

Built into the hull,
these massive ships

can operate in just
14 feet of water.

300 yards, turn.

Next course... 309.

Off the California coast,

commander Mark Stefanik
is harnessing

this incredible power
aboard the u.S.S. Montgomery.

The water jet system allows me
to turn and maneuver the ship

with much more fidelity

and a great deal
more responsiveness

than a traditional ship.

So by creating opposite forces
on either side of the ship,

I can actually turn the ship
almost on its own axis.

I can twist the ship
in a perfect circle

because of the amount of control
I have through the water jets.

The 100,000-horsepower
propulsion moves this massive

ship over 45 miles per hour.

This is actually our
full capacity right now.

You can tell there's quite
a bit of turbulence back there.

And this vessel
can practically stop on a dime.

I've pulled the ship to stern
and go from full speed to zero.

It's a very, very smooth
transition.

The entire ship just basically
will stop in the water

within less than a minute.

By using water jet propulsion,

at 29 horsepower per ton,

compared to
an aircraft carrier's

three horsepower per ton,

these combat ships
are the most efficient

in the U.S. Navy.

It's basically like
driving a jet ski.

This ship could actually
maneuver sideways.

It could pivot itself
by standing still.

That's something
totally different

from any other warship
out there.

This propulsion system
is unrivaled.

But to be truly trailblazing,

the designers of these
incredible ships

must overcome more hurdles

and turn to the innovations
from the past.

To make the impossible possible.

The littoral combat ships.

These are the fastest and most
agile combat ships

in the U.S. Navy.

And program manager,
captain Tom Anderson,

believes they are unstoppable.

If you're a pirate
or you're a drug runner

and you see that ship
coming towards ya,

it's time to shut
down your engines

and put up your hands.

But to operate
fully armed and at full speed

without getting beached
in shallow waters,

the ships must also be
exceptionally light.

Every pound that goes into
this ship is assessed,

because every pound
that goes into this ship

is an increase in its draft

and a decrease in its speed.

And u.S.S. Freedom's
chief engineer,

lieutenant Damon Gilbert,

had to strike the right balance.

The difficulty we find
with the older ship designs

is the steel hull
with the steel superstructure

makes the ship incredibly heavy.

The less weight we have
equals a smaller draft.

Smaller draft equals
a longer sustainability

without worrying
about running aground,

without worrying about
getting into situations

that we can't come back out of.

So how do you
build a lightweight combat ship

without compromising
on strength or size?

To resolve this conundrum,

the engineers looked
to the past.

Humanity has always strived
to find the perfect material

to stay afloat.

The Tamil fisherman
of south Asia

only need a log under each arm.

Come here!

But when partially
submerged, there was a catch.

Yow!

In the 9th century
B.C.,

Assyrian soldiers lied
on inflatable goat skins

to sneak up on the enemy.

Uh-oh.

Although
they were lightweight...

The skins were vulnerable.

Oof!
uh, hello.

And push.

For some,
Clay was a cheap alternative.

A row of pots
could buoy a raft easily.

Steady.

Look out!

Oh!

But avoiding the rocks
wasn't always possible.

Oh, no!

Shipbuilders needed
a more durable material.

Engineer Dan Dickrell is
in Tulsa, Oklahoma,

unveiling a game-changing marvel

that sparked both a naval
and aviation revolution.

Oh, wow!
What a beautiful airplane.

Such an engineering icon.

This is the DC-3
flagship Detroit.

She was constructed
80 years ago,

the oldest flying DC-3
in the world.

Prior to this stunning machine,

most planes were made of wood.

Although lightweight,
wood broke easily.

And in 1931, a Fokker F.10

lost an entire wing, crashing
into the Kansas prairie,

killing all eight
people on board.

As America reeled,
wood-frame construction ceased,

and engineers had
to turn to metal.

But this transition
was only possible

because of a chance discovery

by German metallurgist
Alfred Wilm.

Different metals also had
different weights between them.

Here we have aluminum,
and here we have steel.

For the same size, steel weighs
about three times as much.

Because of aluminum's
relative light weight,

it seems like the ideal material

to construct aircraft from.

The problem was 100 years ago,
it just wasn't strong enough.

To strengthen it,
Alfred Wilm experimented

with aluminum's chemical makeup.

He introduced
different metals...

manganese,
magnesium, and copper...

in different ratios
to create an alloy.

He heated it to high
temperatures then quenched it.

He repeated this process
over and over again.

Unfortunately...

The aluminum was still
very bendable.

Wilm gave up.

But when he returned to the lab
a few days later,

something extraordinary
had happened,

something so transformative

it would go on to revolutionize

military hardware
across the planet.

It was very strong
and quite literally changed

the face of aviation.

Making this
impossible warship possible.

The littoral combat
ships are the fastest

in the U.S. Navy.

But building attack vessels
that are light enough

to navigate shallow waters

without compromising on speed

or size relies on
a revolutionary discovery.

After experimenting with
an aluminum alloy and giving up,

metallurgist Alfred Wilm
discovered

something completely unexpected
a few days later.

The aluminum...
Had age-hardened.

It was much, much stronger.

Wilm's introduction
of new metals chemically altered

the aluminum's soft
crystals, and, over time,

new minute crystals
had grown within

each one
of the aluminum crystals,

reinforcing the
overall structure.

Wilm called this new
material duraluminium.

It was very strong,

and quite literally changed
the face of aviation.

The new alloy became
known as the winged metal,

and 80 years after
its construction,

this iconic all-aluminum DC-3

is taking to the skies
once more.

First launched in 1935,
the lightweight DC-3s

became the world's first

commercially successful
passenger planes.

Taking inspiration
from aerospace,

L.c.s. freedom variant engineers
have used high-grade aluminum

to create some
of the lightest combat ships

of this size ever built.

The actual hull itself is steel,
where the superstructure

or what we like to call
sometimes the house

where people live
and where all the facilities

are is actually
comprised of aluminum,

thus saving literally
tons of weight,

which has a direct effect
on the draft.

Despite the freedom
variant being 387 feet long

and 57 feet wide

and with a steel hull
and aluminum superstructure,

the ship weights a comparatively
light 4,000 tons

with a draft of only 14 feet.

But engineers on
the independence variant

have gone one big step further.

So the "L" in L.C.S.
Doesn't stand for little.

This ship is the largest
all-aluminum vessel

operating on the seas today.

While constructing
these trimaran mega-ships

in Austal U.S.A.'s
Alabama shipyard,

at 415 feet long and a
colossal 100 feet wide,

every pound counts.

Aluminum has great
strength-to-weight ratio.

It's a third of the density
of steel.

And for the volume of ship
we're building here,

aluminum structure
was the only way

for us to meet speed, range,

and draft requirements.

Taking Alfred Wilm's
approach to the next level,

engineers have adjusted
the aluminum recipe,

preparing the ship
for salty waters.

Aluminum alloys that we used
in construction of this ship

have good corrosive properties,

which means,
unlike other Navy ships

where exposed steel
needs to be painted,

this ship is not painted
above the water line.

That saves us money and it also
reduces the weight of the ship.

This weight reduction
helped decrease the independence

variant's draft
to a mere 14 feet.

And that enables us to go
into waters and visit ports

that traditionally
our Navy ships

have not been able to get into.

The designers of
these revolutionary ships

are pushing the limits
of marine engineering,

but to effectively carry
out multiple missions,

they had to draw on more
innovations from the past...

Here I am, aboard the ray gun.

This can manage speeds of up
to 28 miles an hour.

...To make the impossible possible.

The littoral combat ship,

built to patrol
the shallow coastal waters

called the littorals.

Program manager Tom Anderson
has helped take

the U.S. Navy's fastest combat
ships to a whole new level.

Operating in the shallows
require high-speed ships

with shallow drafts.

The answer to those challenges
is the littoral combat ship.

Made up of
the mono-hulled freedom variant

and the trimaran
independence variant,

the L.C.S.'S
power-to-weight ratio

is more than double
that of a typical destroyer,

and there's a reason the ships
need such flexibility.

We need to have a ship
that's capable of doing

multiple missions,

whether it's searching
for submarines,

finding minefields
and detonating those mines...

all these things are required
for the future Navy.

But to be truly adaptable,

not only must these
ships carry equipment

for multiple assignments,

they must also provide
an effective platform

for air-based missions.

We're conducting
helicopter operations.

Their are limitations as far
as how much pitch

and roll a ship can have based
on the weather and environments

in order to conduct
those helicopter operations.

So how do you marry
the performance of a speed boat

with the volume and stability
of of an aircraft carrier?

To solve this seemingly
impossible problem,

the U.S. Navy's designers
had to seek

more inspiration from the past.

Off the south coast of England,

science communicator
Kate Mulcahy

is investigating the origins
of one of the fastest,

but most stable sailing
vessels ever built.

Here I am, aboard the ray gun.

This is a 24-foot boat
that can still manage

speeds of up
to 28 miles an hour.

It has not one, but three hulls
that are designed to cut

through the water
to provide minimum resistance.

In 1946, Ukrainian
engineer Victor Tchetchet

unveiled this trailblazing shape

at Marblehead race week
in Massachusetts,

calling it a trimaran.

Although revolutionary in
the yacht-racing world,

his design was inspired
by pacific islanders

looking to improve
the humble canoe.

You can still see why
this design has endured

for so many years.

It's thin and long, which means

it moves easily
through the water.

Also, it doesn't have a keel,

so it sits quite high
in the water.

That means it's perfect
for exploring shallow,

narrow waterways.

Despite all of this,
it can only go as fast as I

or anyone can paddle in it,

which means its speed
is limited.

Secondly, as you can see,
it's not very stable.

So imagine this out
on the open water

contending against waves.

So if I was to try
and get in this...

If I try and... oh!

I don't even think...
It would be possible...

Oh!
...without it capsizing.

So not ideal.

To island-hop
across the open ocean,

the pacific islanders
needed a new design.

And what they came up
with was this.

This is the same long fin,
central hull,

but with two outriggers
lashed parallel on either side.

Now, when we were making this,
we used plastic tubing,

but they would have
been using just logs.

The addition of outriggers

instantly transformed
this simple canoe.

So you can see this boat
is much more stable.

It's practically impossible
to capsize it.

The addition of the outriggers
has increased the stability

and also increased the buoyancy.

That means that it
sits higher up in the water

and means it's easier
to explore the shallows.

And, finally, allowed me
to add a sail,

so no more paddling for me.

With these
clever additions, islanders

could access countless islands

throughout the pacific ocean.

Improving on the ideas
of the islanders,

Tchetchet used the wide stable
base to create

a gracious spread of sail.

He also streamlined the light,
buoyant hulls so they cut

through the water
and created minimal drag.

All of this is
what makes the trimaran

as one of the fastest class

of sailing boat
in the world today.

Employing a trimaran
on a yacht is one thing,

but integrating this design
onto a 4,000-ton

combat ship is quite another.

Trimarans are really important

when you're doing surface
warfare type events.

To super-size
this technology,

the Navy's engineers

had to make
the impossible possible.

The littoral combat ships

are the U.S. Navy's
fastest warships.

To achieve maritime speeds
of 45 miles per hour,

engineers super-sized
the principles

behind Tchetchet's racing yacht

to create the Navy's first

high-performance
trimaran combat ship.

And at Austal U.S.A.'s
shipyard in Alabama,

the u.S.S. Tulsa is receiving
its finishing touches.

You see it has a very fine-tuned
bow, designed to Pierce waves.

As we go further back,
you see the hull widen.

And just here to the right,
you can see the outrigger.

And, again, just like those
canoes with the outriggers,

which give us that
added stability,

we get high speed.

The stabilized central hull

with two outriggers moves
the ship

displacement point upwards.

This reduces drag,
allowing the ship

to reach speeds
of over 45 miles per hour.

Additionally, the ship's
vast width allows

for an 11,000-square-foot
flight deck,

and the vessel can accommodate
smaller boats below,

extending its capabilities
across the world's oceans.

Trimarans are stabile platforms,
and those are really important

when you're doing things
like operating helicopters,

launching vehicles,

and conducting
high-speed maneuvers

when you're doing surface
warfare type events.

At sea level, this
unique engineering is clear.

You get a really good
perspective of just

how wide the ship is

and how that trimaran
design provides for stability.

Commander
Douglas Meagher is traveling

between its outriggers,
also known as amas.

We've got over 200 feet
worth of ama tunnel here.

Were as the ship transits
through the water at high speed,

you get the very
slender main body hull,

and you have this ama
that's cutting the water

and maintaining
the ship's stability

at 40-plus knots.

Any other ship in the Navy,

you're not gonna be
underneath the main

hull form of the ship like this.

This is a one-of-a-kind design.

In its home port
of San Diego, California,

both the freedom
and independence

variants of these combat ships

are changing the face
of nautical design.

The littoral combat
ships allow us

to operate at high speeds
in shallow water

with stability unmatched by

any other naval
ship of this size.

And now commander Mark Stefanik

is setting off
in the u.S.S. Montgomery

to patrol the California coast.

Well, he is definitely
cutting the channel.

Let's give him the five short.

Five short.

But in these busy waters,

unforeseen hazards lurk
everywhere.

Got a jet ski off the port side,
350 headed forward aft.

All right, I think
we have a good shot

at taking them down
our starboard side.

- 60 yards, right?
- All right, steady as she goes.

Steady as she goes, 178.

So there's a number of sailboats
that we had to maneuver for,

as well as some
other small craft.

So that did add
to the complexity of the ship

trying to get underway.

Crowded coastal waters
are just the start.

Out in the open ocean,
it's pretty easy to determine

what kind of traffic
you're gonna deal with,

'cause there's
very little of it.

When you're in
a littoral environment,

you're operating in the vicinity

of very dense
commercial traffic.

But in more hostile
shallow waters,

determining friend from foe

can be the difference
between life and death.

Nothing is more critical
to the captain,

the decision to either engage

or not engage
a potential adversary.

So how do you identify
an enemy in a split second

in some of the world's
busiest seas?

To do this, engineers had
to turn to one of history's

most vital innovations...

to stand any chance
of successfully defending

the country, the R.A.F.
Needed a way of knowing

if an attack was imminent.

This was a huge problem.

...To make the impossible possible.

The littoral combat ships.

As the U.S. Navy's
fastest war vessels,

these pioneering ships
can patrol

the shallowest coastlines
across the planet

with incredible dexterity.

But to determine friend
from foe,

engineers had to turn
to a revolutionary

breakthrough from the past.

Oh, ho ho!

Engineer Luke Bisby
is flying in the British royal

air force's iconic biplane,
the tiger moth.

He's here to reveal
an ingenious secret

behind wartime engineering.

One amazing airplane.

In the mid 1930s, around
the time that this aircraft

was being used to train
R.A.F. Pilots,

the skies around
the south coast of Britain

were actually
a fairly empty place.

But with another war
looming on the horizon,

the air ministry
was facing a serious problem.

German's long-range
zeppelin bombers

had terrorized London
during the first world war,

and Britain's air defenses

struggled to cope
with the attack.

To stand any chance
of successfully defending

the country, the R.A.F.
Needed a way of knowing

if an attack was imminent

so they could get their own
fighters into the air.

This was a huge problem.

Scottish physicist
Robert Watson watt

needed to overcome this hurdle.

Working as a meteorologist
during the first world war,

watt detected the signals
emitted

from lightning
by bouncing radio waves

off of storm formations.

And in 1935, with another war
looking increasingly likely,

he theorized that rather
than bouncing radio waves

off of thunderstorms,

he could use them
to detect incoming aircraft.

He named his invention radio
detection and ranging,

eventually shortened to radar,

and it dramatically
changed the outcome

of the second world war.

This is how watt's
system worked.

In front of me, I have a slinky,
which is stretched out

between me and a potential
incoming aircraft.

And to work out the position
of that incoming aircraft,

a radio wave would be
sent out into the sky,

and I can simulate that
by shaking this slinky.

So you can see that when I
send out a radio wave

and it hits the aircraft,
it gets reflected back,

and I can detect
the aircraft's presence.

Because we know that radio waves
travel at the speed of light,

by working out
the time difference

between the time
that the signal is sent out

and the time that it comes back,

I can determine how far
away an aircraft is.

And this was something that
had never been done before.

In 1935, watt
successfully demonstrated

his new system to the air
ministry, and by 1938,

the first five radar stations

covering aerial approaches

into London became operational.

The system was code
named chain home,

and it relied on huge masts
like this one to send

radio waves out into the sky.

By the outbreak of world war ii,

a network of 21
steel transmitters

and wooden receivers

were constructed along
the Southern

and eastern coasts
of the U.K.

all right.

Ah.

Oh.

That is a pretty amazing view.

The chain home system
was the first application

of a radar air defense system
anywhere in the world,

and it gave the British
a vital edge over the Germans.

It was so powerful,
it could even detect

a German aerial formation
over 150 miles away.

And in 1939, the chain home
low system was added,

which allowed observers
to detect not only distance,

but also height.

And this is a really
incredible piece of engineering.

80 years later,
these incredible combat ships

are patrolling the world's

challenging coastal
environments.

- Captain's on the bridge.
- Carry on.

And crews aboard
the independence variant

have the next generation
of watt's engineering

breakthrough at
their disposal...

the sea giraffe radar.

We need a radar that kind
of packs a big radar punch,

but in a small package.

And that's what we get
with the sea giraffe radar.

You want to come over here,
sir, we will...

First, it goes through
the nav plan.

Okay.

In congested,
potentially-hostile waters,

this state-of-the-art
radar system

helps the u.S.S. Independence

determine friend from foe.

Once we get here,
we've got our critical points

in for contacting
harbor control.

Okay.

There could be potentially
several different small craft

coming in, up to 40
or 50 knots at the ship.

You need to have
that capability,

where there's a lot of ambiguity

between the good guys,

the bad guys,
and the in betweens.

The sea giraffe radar
can detect 200 airborne

and up to 400 seaborne
targets simultaneously.

But to simplify this
complex picture,

its advanced radar technology

analyzes characteristics

such as altitude
and speed to determine

if there's a threat
within seconds.

Its ability to provide
a very clear picture

to the operator
is what makes it special.

We can separate the weak from
the chaff from a radar picture

much better than
a traditional radar would.

Even more incredible,
this advanced radar system

is both smaller and lighter
than a typical destroyer's.

It all is in keeping
with our desire

to maintain speed and agility,

and it's a perfect fit
for L.C.S.

the littoral combat ship fleet

navigates parts
of the planet the U.S. Navy

once considered impossible.

I feel like we're
doing something

that we haven't done before.

I truly think that this is
pushing the boundaries.

And this inspired
engineering will continue

to open up new horizons.

The opportunity
going forward is limitless

with what we can do
with these ships.

I'm just so extremely
excited for the crew

that's gonna get the opportunity
to sail in this ship

and take her around the world.

By learning from the
pioneers of the past... Yes!

...up-scaling and developing
innovations of their own,

engineers have written a new
chapter in nautical design,

making the impossible...
Possible.

She's basically one of a kind
as far as warships goes.

I am sailing a ship
that's unprecedented.

You can't find another ship
in naval history

that's able to
achieve similar features

as a littoral combat ship.

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