1) A f… Read Full Bio ↴There are at least three bands that use the name Battleships.
1) A four-piece indie rock band from Sydney, formed in early 2011 and named after a song of the same name by Travis. Bandmembers include Jordan Sturdee (vocals/guitar), Jonathan Bowden (bass/keys), Nato Hannaford (guitar), and Dan McMurray (drums). On their Triple J Unearthed profile, they cite their influences as Elbow, The Boxer Rebellion, and The National. Their first single "In Retrospect" was written over Skype.
2) Post Hardcore? Screamo? Progressive? Post Rock? Mariah Carey? You Decide. Led by two vocalists, this six piece lays it down hard. They stay heavy, even during their most calm and melodic parts, and flawlessly intertwine it all with quite frequent time/signature changes. Epic? Yeah, but you probably shouldn't take our word for it. Just listen.
3) A hardcore band based out of Fitchburg, Massachusetts. Their first EP is available for free download here.
Collision
Battleships Lyrics
Jump to: Overall Meaning ↴ Line by Line Meaning ↴
South bound aL the whiLe,
Downward you spiraL
Still you keep driving
Head on
You wiLL not know it
You think it's aLL bLiss
Something is amiss
Head on
There wiLL come a day, aLL you've done is feed it
Life in disarray, can't you see you need this
Where's the kind of life that you once beLieved in
Open up your eyes, can't you see you need this
Head on
credits
reLeased February 10, 2012
The lyrics of "Collision (Head On)" by Battleships convey a sense of being lost and trapped in a cycle of self-destruction. The opening lines "Dark days on your dial, southbound all the while" create a bleak atmosphere, suggesting that the singer's life is heading in a negative direction. Despite this, they continue to push forward, "still you keep driving."
The repetition of the phrase "Head On" throughout the song serves as a warning or a call to action. The lyrics suggest that the singer is unaware of the danger they are in, or they choose not to see it, instead believing that everything is just fine. The lines "You think it's all bliss, something is amiss" highlight this sense of denial.
However, the chorus also insists that change must come: "There will come a day, all you've done is feed it. Life in disarray, can't you see you need this. Where's the kind of life that you once believed in?" The repetition of "Head On" at this point in the song could be seen as a challenge to confront the problems that the singer has been ignoring, to take action and make a change.
Overall, "Collision (Head On)" is a powerful and thought-provoking song, with lyrics that encourage the listener to examine their own life and question whether they are truly living in a way that brings them happiness and fulfillment.
Line by Line Meaning
Dark days on your diaL,
You are going through a tough phase in your life.
South bound aL the whiLe,
You are heading towards a negative direction constantly.
Downward you spiraL
You are spiraling down and things are not getting any better for you.
Still you keep driving
However, you are continuing to move forward regardless of the circumstances.
Head on
Despite the challenges, you are heading straight into them.
You wiLL not know it
You may not even realize that there is something wrong with this path you've chosen.
You wiLL not notice
You are oblivious to the negative consequences of your actions.
You think it's aLL bLiss
You believe that everything is working out just fine when it is not.
Something is amiss
Something is wrong, and you are not paying attention to it.
There wiLL come a day, aLL you've done is feed it
One day, you will realize that you have only been making the situation worse with your actions.
Life in disarray, can't you see you need this
Your life is a mess, and you are not doing anything to improve it.
Where's the kind of life that you once beLieved in
You have lost sight of the life you used to want for yourself.
Open up your eyes, can't you see you need this
It is time for you to wake up and realize that you need to change your ways for the better.
Head on
It's time to face the challenges head-on and overcome them.
Contributed by Gavin O. Suggest a correction in the comments below.
vbscript2
Yeah, we don't really have a "yield to tonnage" rule per se in aviation, though more maneuverable categories of aircraft do have to yield to less maneuverable ones. Basically, small UAVs yield to everything, ultralights yield to everything except small UAVs. Beyond that:
When converging at the same altitude, except for head-on or nearly so:
Aircraft in distress always has the right-of-way.
Balloons have the right-of-way over all other aircraft categories.
Gliders have the right-of-way over everything except balloons, then airships are next.
When converging head-on or nearly so: both aircraft alter course to the right.
When one aircraft is overtaking another, it must give way by altering course to the right well clear of the aircraft it is overtaking.
Landing aircraft always have the right-of-way over anything except an aircraft in distress. When two or more aircraft are landing or on final to the same runway, the one in front has right-of-way. When two or more aircraft are on approach, the one at a lower altitude has the right-of-way, except that this is not to be abused to cut in front of an aircraft that is already on final.
In theory, a 172 and an L-1011 are treated the same. In practice, GA aircraft tend to give way to airliners and such where feasible because we're way lighter and more maneuverable and a go-around for us doesn't take 15 minutes or cost thousands of dollars in fuel. There have also been incidents of ATC sending GA aircraft on short final around to prevent sending an airliner around behind them, though this is technically a violation of the federal aviation regulations.
Gary CB
My father-in-law was a plank owner on the USS Indiana. He was aboard when the collision with USS Washington happened. He told us that the Indiana was lucky to survive the collision. He worked in the Medical Department on board. He served aboard from 4-42 till 11-44. He noted the incident in his diary. RIP Ken.
John Bowers
My father was on the Indiana at the time of the collision (he died in 2012). He was off duty asleep at the time of the collision and the compartment he was in was ripped open so he could see out, and partially flooded before he could get out. He was unharmed although covered by oil and seawater as he had to go through several damaged and partially flooded compartments to get out. He made it to his battle station at the emergency back up steering deep in the center of the ship. He was initially reported as MIA due to the damage in his compartment. He was about 18 at the time.
According to his story, the reason for the collision was the fleet was in the process of splitting into two separate groups at the time. This coincided with a real or imagined submarine sighting. The protocol to avoid submarines was to accelerate and turn with the task groups coordinating their turns in unison to avoid collisions. The problem was the two task groups had already separated in terms of their command structure and the separate task groups did not coordinate their submarine avoidance turns, even though the sea area of the two now separate fleets still overlapped Indiana and Washington were not part of the same fleet for maneuver purposes, although they had just separated.
I don't know how accurate his account of the reasons for the collision was vs the official account, but it is understandable that the crew of the ship would have a story that did not put the blame on their captain, regardless of the official later verdict. His rating as a quartermaster on the ship (helmsman/ guy who steers) made him familiar with all of the bridge crew, and those responsible for the steering of the ship at the time, so he probably had second-hand knowledge of the events from the point of view on the Indiana crew before it was filtered through dozens of reports.
Raymond Hill
@Glenn Winter Washington was hit 60 feet back of her bow. Sailed into Bremerton with anchor chains holding the forecastle up.
Raymond Hill
My uncle was on the Washington when the collision occurred. He was a Marine gunner on a 5 inch turret.
Fred Hayes
My father was serving aboard USS Washington when this occurred. He was an aviation radioman and flew on the OS2U Kingfisher scout plane.
Glenn Winter
6 men &officers died on the Washington 4 on the Indiana ,Indiana's C.O. was court marshaled ,never served at sea again , Indians repair job was the biggest since dEC 7attack .she lost quad 40mmmount 9 20mm guns Kingfisher plane &catapult &range finder on turret 3 prop shaft & opened up to her keel , her picture in video , shows boiler plates covering her damage to get her to PH .
Alex Terrell
Sidenote on all of the battleship stuff your presentation skills have improved a lot, not that I would ever complain about them. Thanks for all the hard work to you and your team.
Joshua Tootell
Practice makes perfect
beefgoat
I remember when my dad taught me about right of way for airplanes, especially at smaller GA airports. A landing airplane always has the right of way. Because an airplane doesn't have to take off, but it does have to land once in the air. 😂
vbscript2
Yeah, we don't really have a "yield to tonnage" rule per se in aviation, though more maneuverable categories of aircraft do have to yield to less maneuverable ones. Basically, small UAVs yield to everything, ultralights yield to everything except small UAVs. Beyond that:
When converging at the same altitude, except for head-on or nearly so:
Aircraft in distress always has the right-of-way.
Balloons have the right-of-way over all other aircraft categories.
Gliders have the right-of-way over everything except balloons, then airships are next.
When converging head-on or nearly so: both aircraft alter course to the right.
When one aircraft is overtaking another, it must give way by altering course to the right well clear of the aircraft it is overtaking.
Landing aircraft always have the right-of-way over anything except an aircraft in distress. When two or more aircraft are landing or on final to the same runway, the one in front has right-of-way. When two or more aircraft are on approach, the one at a lower altitude has the right-of-way, except that this is not to be abused to cut in front of an aircraft that is already on final.
In theory, a 172 and an L-1011 are treated the same. In practice, GA aircraft tend to give way to airliners and such where feasible because we're way lighter and more maneuverable and a go-around for us doesn't take 15 minutes or cost thousands of dollars in fuel. There have also been incidents of ATC sending GA aircraft on short final around to prevent sending an airliner around behind them, though this is technically a violation of the federal aviation regulations.