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US COLD WAR AIRCRAFT CARRIERS Forrestal, Kitty Hawk and Enterprise Classes
US COLD WAR AIRCRAFT CARRIERS Forrestal, Kitty Hawk and Enterprise Classes BRAD ELWARD ILLUSTRATED BY PAUL WRIGHT © Osprey Publishing • www.ospreypublishing.com NEW VANGUARD 211 US COLD WAR AIRCRAFT CARRIERS Forrestal, Kitty Hawk and Enterprise Classes BRAD ELWARD ILLUSTRATED BY PAUL WRIGHT © Osprey Publishing • www.ospreypublishing.com CONTENTS INTRODUCTION 4 ORIGINS OF THE CARRIER AND THE SUPERCARRIER 5 t World War II Carriers t Post-World War II Carrier Developments t United States (CVA-58) THE FORRESTAL CLASS 11 FORRESTAL AS BUILT 14 t Carrier Structures t The Flight Deck and Hangar Bay t Launch and Recovery Operations t Stores t Defensive Systems t Electronic Systems and Radar t Propulsion THE FORRESTAL CARRIERS 20 t USS Forrestal (CVA-59) t USS Saratoga (CVA-60) t USS Ranger (CVA-61) t USS Independence (CVA-62) THE KITTY HAWK CLASS 26 t Major Differences from the Forrestal Class t Defensive Armament t Dimensions and Displacement t Propulsion t Electronics and Radars t USS America, CVA-66 – Improved Kitty Hawk t USS John F. Kennedy, CVA-67 – A Singular Class THE KITTY HAWK AND JOHN F. KENNEDY CARRIERS 34 t USS Kitty Hawk (CVA-63) t USS Constellation (CVA-64) t USS America (CVA-66) t USS John F. Kennedy (CVA-67) THE ENTERPRISE CLASS 40 t Propulsion t Stores t Flight Deck and Island t Defensive Armament t USS Enterprise (CVAN-65) BIBLIOGRAPHY 47 INDEX 48 © Osprey Publishing • www.ospreypublishing.com US COLD WAR AIRCRAFT CARRIERS FORRESTAL, KITTY HAWK AND ENTERPRISE CLASSES INTRODUCTION The Forrestal-class aircraft carriers were the world’s first true supercarriers and served in the United States Navy for the majority of America’s Cold War with the Soviet Union. -
FAA Advisory Circular AC 91-74B
U.S. Department Advisory of Transportation Federal Aviation Administration Circular Subject: Pilot Guide: Flight in Icing Conditions Date:10/8/15 AC No: 91-74B Initiated by: AFS-800 Change: This advisory circular (AC) contains updated and additional information for the pilots of airplanes under Title 14 of the Code of Federal Regulations (14 CFR) parts 91, 121, 125, and 135. The purpose of this AC is to provide pilots with a convenient reference guide on the principal factors related to flight in icing conditions and the location of additional information in related publications. As a result of these updates and consolidating of information, AC 91-74A, Pilot Guide: Flight in Icing Conditions, dated December 31, 2007, and AC 91-51A, Effect of Icing on Aircraft Control and Airplane Deice and Anti-Ice Systems, dated July 19, 1996, are cancelled. This AC does not authorize deviations from established company procedures or regulatory requirements. John Barbagallo Deputy Director, Flight Standards Service 10/8/15 AC 91-74B CONTENTS Paragraph Page CHAPTER 1. INTRODUCTION 1-1. Purpose ..............................................................................................................................1 1-2. Cancellation ......................................................................................................................1 1-3. Definitions.........................................................................................................................1 1-4. Discussion .........................................................................................................................6 -
PROPULSION SYSTEM/FLIGHT CONTROL INTEGRATION for SUPERSONIC AIRCRAFT Paul J
PROPULSION SYSTEM/FLIGHT CONTROL INTEGRATION FOR SUPERSONIC AIRCRAFT Paul J. Reukauf and Frank W. Burcham , Jr. NASA Dryden Flight Research Center SUMMARY The NASA Dryden Flight Research Center is engaged in several programs to study digital integrated control systems. Such systems allow minimization of undesirable interactions while maximizing performance at all flight conditions. One such program is the YF-12 cooperative control program. In this program, the existing analog air-data computer, autothrottle, autopilot, and inlet control systems are to be converted to digital systems by using a general purpose airborne computer and interface unit. First, the existing control laws are to be programed and tested in flight. Then, integrated control laws, derived using accurate mathematical models of the airplane and propulsion system in conjunction with modern control techniques, are to be tested in flight. Analysis indicates that an integrated autothrottle-autopilot gives good flight path control and that observers can be used to replace failed sensors. INTRODUCTION Supersonic airplanes, such as the XB-70, YF-12, F-111, and F-15 airplanes, exhibit strong interactions between the engine and the inlet or between the propul- sion system and the airframe (refs. 1 and 2) . Taking advantage of possible favor- able interactions and eliminating or minimizing unfavorable interactions is a chal- lenging control problem with the potential for significant improvements in fuel consumption, range, and performance. In the past, engine, inlet, and flight control systems were usually developed separately, with a minimum of integration. It has often been possible to optimize the controls for a single design point, but off-design control performance usually suffered. -
Aircraft Carrier Operating Procedures
This document belongs to “Speed & Angels” and shall not be reproduced. Created by: DCS-Sn@k3Sh!t for educational and training purposes only. Aircraft Carrier Operating Procedures This work is licensed under a Creative Commons Attribution- ShareAlike 4.0 International License. For DCS World 2.5 Revision 01 © Copyright Act R.S.C. 1985 c. C-42. This document belongs to “Speed & Angels” and shall not be reproduced. Foreword: Created by: DCS-Sn@k3Sh!t for educational and training purposes only. The goal of every Naval Officer who is selected for jet pilot training is to become a tactical carrier pilot. Carrier pilots are the best because they must be the best. The carrier environment will not tolerate anything less. Landing and launching aircraft as well as moving equipment and personnel in a relatively small area requires precise coordination for safe operation. Handling aircraft on a flight deck is more complicated than at a field due to the high winds across the deck, small crowded deck, the proximity of the deck edge and the ship's movement. Successful and safe operations in and around the carrier depend on a coordinated team effort in which all team members do their job properly. There is no excuse for not knowing and not using correct procedures around the ship and there are no exceptions to this rule. This manual is written with the intent to achieve the highest possible standard of “Carrier Operations” within DCS World. After studying this manual, you should be able to operate safely and expeditiously on and in proximity of the carrier. -
Using an Autothrottle to Compare Techniques for Saving Fuel on A
Iowa State University Capstones, Theses and Graduate Theses and Dissertations Dissertations 2010 Using an autothrottle ot compare techniques for saving fuel on a regional jet aircraft Rebecca Marie Johnson Iowa State University Follow this and additional works at: https://lib.dr.iastate.edu/etd Part of the Electrical and Computer Engineering Commons Recommended Citation Johnson, Rebecca Marie, "Using an autothrottle ot compare techniques for saving fuel on a regional jet aircraft" (2010). Graduate Theses and Dissertations. 11358. https://lib.dr.iastate.edu/etd/11358 This Thesis is brought to you for free and open access by the Iowa State University Capstones, Theses and Dissertations at Iowa State University Digital Repository. It has been accepted for inclusion in Graduate Theses and Dissertations by an authorized administrator of Iowa State University Digital Repository. For more information, please contact [email protected]. Using an autothrottle to compare techniques for saving fuel on A regional jet aircraft by Rebecca Marie Johnson A thesis submitted to the graduate faculty in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Major: Electrical Engineering Program of Study Committee: Umesh Vaidya, Major Professor Qingze Zou Baskar Ganapathayasubramanian Iowa State University Ames, Iowa 2010 Copyright c Rebecca Marie Johnson, 2010. All rights reserved. ii DEDICATION I gratefully acknowledge everyone who contributed to the successful completion of this research. Bill Piche, my supervisor at Rockwell Collins, was supportive from day one, as were many of my colleagues. I also appreciate the efforts of my thesis committee, Drs. Umesh Vaidya, Qingze Zou, and Baskar Ganapathayasubramanian. I would also like to thank Dr. -
Pilot Stories
PILOT STORIES DEDICATED to the Memory Of those from the GREATEST GENERATION December 16, 2014 R.I.P. Norm Deans 1921–2008 Frank Hearne 1924-2013 Ken Morrissey 1923-2014 Dick Herman 1923-2014 "Oh, I have slipped the surly bonds of earth, And danced the skies on Wings of Gold; I've climbed and joined the tumbling mirth of sun-split clouds - and done a hundred things You have not dreamed of - wheeled and soared and swung high in the sunlit silence. Hovering there I've chased the shouting wind along and flung my eager craft through footless halls of air. "Up, up the long delirious burning blue I've topped the wind-swept heights with easy grace, where never lark, or even eagle, flew; and, while with silent, lifting mind I've trod the high untrespassed sanctity of space, put out my hand and touched the face of God." NOTE: Portions Of This Poem Appear On The Headstones Of Many Interred In Arlington National Cemetery. TABLE OF CONTENTS 1 – Dick Herman Bermuda Triangle 4 Worst Nightmare 5 2 – Frank Hearne Coming Home 6 3 – Lee Almquist Going the Wrong Way 7 4 – Mike Arrowsmith Humanitarian Aid Near the Grand Canyon 8 5 – Dale Berven Reason for Becoming a Pilot 11 Dilbert Dunker 12 Pride of a Pilot 12 Moral Question? 13 Letter Sent Home 13 Sense of Humor 1 – 2 – 3 14 Sense of Humor 4 – 5 15 “Poopy Suit” 16 A War That Could Have Started… 17 Missions Over North Korea 18 Landing On the Wrong Carrier 19 How Casual Can One Person Be? 20 6 – Gardner Bride Total Revulsion, Fear, and Helplessness 21 7 – Allan Cartwright A Very Wet Landing 23 Alpha Strike -
Writing to Think
U.S. Naval War College U.S. Naval War College Digital Commons Newport Papers Special Collections 2-2014 Writing to Think Robert C. Rubel Follow this and additional works at: https://digital-commons.usnwc.edu/usnwc-newport-papers Recommended Citation Rubel, Robert C., "Writing to Think" (2014). Newport Papers. 41. https://digital-commons.usnwc.edu/usnwc-newport-papers/41 This Book is brought to you for free and open access by the Special Collections at U.S. Naval War College Digital Commons. It has been accepted for inclusion in Newport Papers by an authorized administrator of U.S. Naval War College Digital Commons. For more information, please contact [email protected]. NAVAL WAR COLLEGE NEWPORT PAPERS 41 NAVAL WAR COLLEGE WAR NAVAL Writing to Think The Intellectual Journey of a Naval Career NEWPORT PAPERS NEWPORT 41 Robert C. Rubel Cover This perspective aerial view of Newport, Rhode Island, drawn and published by Galt & Hoy of New York, circa 1878, is found in the American Memory Online Map Collections: 1500–2003, of the Library of Congress Geography and Map Division, Washington, D.C. The map may be viewed at http://hdl.loc.gov/ loc.gmd/g3774n.pm008790. Writing to Think The Intellectual Journey of a Naval Career Robert C. Rubel NAVAL WAR COLLEGE PRESS Newport, Rhode Island meyers$:___WIPfrom C 032812:_Newport Papers:_NP_41 Rubel:_InDesign:000 NP_41 Rubel-FrontMatter.indd January 31, 2014 10:06 AM Naval War College The Newport Papers are extended research projects that Newport, Rhode Island the Director, the Dean of Naval Warfare Studies, and the Center for Naval Warfare Studies President of the Naval War College consider of particular Newport Paper Forty-One interest to policy makers, scholars, and analysts. -
Boeing Submission for Asiana Airlines (AAR) 777-200ER HL7742 Landing Accident at San Francisco – 6 July 2013
Michelle E. Bernson The Boeing Company Chief Engineer P.O. Box 3707 MC 07-32 Air Safety Investigation Seattle, WA 98124-2207 Commercial Airplanes 17 March 2014 66-ZB-H200-ASI-18750 Mr. Bill English Investigator In Charge National Transportation Safety Board 490 L’Enfant Plaza, SW Washington DC 20594 via e-mail: [email protected] Subject: Boeing Submission for Asiana Airlines (AAR) 777-200ER HL7742 Landing Accident at San Francisco – 6 July 2013 Reference: NTSB Tech Review Meeting on 13 February 2014 Dear Mr. English: As requested during the reference technical review, please find the attached Boeing submission on the subject accident. Per your request we are sending this electronic version to your attention for distribution within the NTSB. We would like to thank the NTSB for giving us the opportunity to make this submission. If you have any questions, please don’t hesitate to contact us. Best regardsregards,, Michelle E. E Bernson Chief Engineer Air Safety Investigation Enclosure: Boeing Submission to the NTSB for the subject accident Submission to the National Transportation Safety Board for the Asiana 777-200ER – HL7742 Landing Accident at San Francisco 6 July 2013 The Boeing Company 17 March 2014 INTRODUCTION On 6 July 2013, at approximately 11:28 a.m. Pacific Standard Time, a Boeing 777-200ER airplane, registration HL7742, operating as Asiana Airlines Flight 214 on a flight from Seoul, South Korea, impacted the seawall just short of Runway 28L at San Francisco International Airport. Visual meteorological conditions prevailed at the time of the accident with clear visibility and sunny skies. -
Mk 7 Aircraft Recovery Equipment
CHAPTER 3 MK 7 AIRCRAFT RECOVERY EQUIPMENT Present-day aircraft normally require the use of then opened, allowing fluid to be forced from the runways that are 5,000 to 8,000 feet long in order to accumulator back into the engine cylinder, forcing the land ashore. On an aircraft carrier, these same aircraft ram out. As the ram moves out of the cylinder, the are stopped within 350 feet after contacting the deck. crosshead is forced away from the fixed sheave This feat is accomplished through the use of aircraft assembly, pulling the purchase cables back onto the recovery equipment, including an emergency barricade engine until the crosshead is returned to its BATTERY that brings a landing aircraft to a controlled stop by position and the crossdeck pendant is in its normal absorbing and dispelling the energy developed by the position on the flight deck. landing aircraft. This recovery equipment is commonly called arresting gear. PRERECOVERY PREPARATIONS The sole purpose of an aircraft carrier is to provide Prior to recovery of aircraft, all recovery equipment a means of launching a strike against an enemy and landing area must be made ready and all personnel anywhere in the world. After the aircraft complete their properly positioned. The following is a general listing mission, the carrier must provide a means of safely of the events that must be accomplished prior to the recovering them. The Mk 7 arresting gear provides this recovery of aircraft: means. • All operational retractable sheaves raised to the full up position AIRCRAFT RECOVERY • LEARNING OBJECTIVE: Describe aircraft All aft deckedge antennas positioned, as arrestments aboard aircraft carriers. -
Twins in an Ever-Changing Business Aviation World, Turboprops
Textron is betting big 16 with the Cessna Denali that turboprops have a solid future. Twins Dornier Seastar After several years of uncer- tainty, the centerline push-pull, all-composite amphibian twin appears back on track after the Dornier family formed a new joint venture (Dornier Seawings) to manufacture the aircraft with China’s Wuxi Industrial Development Group and the Wuxi Communications Industry Group. It then struck a deal in February this year for component airframe parts for the first 10 aircraft to be manu- factured at Diamond Aircraft’s by Mark Huber plant in London, Ontario, and shipped to Dornier Seawings in 16 Oberpfaffenhofen, Germany, In an ever-changing business aviation world, turboprops for final assembly. Produc- represent timeless value in a steady market segment. tion eventually will be shifted to China. The interior of the Seastar Perhaps it is appropriate that things do not move very fast in the turboprop segment. Consider this: can be tailored to many dif- the Dornier Seastar first flew in 1984, was certified in 1991 and apparently will at last enter production ferent operations: personal, later this year. Or that Cessna, after dipping its toes in the pressurized turboprop single market for the commercial, government or better part of a decade, finally decided to jump into the pool this year—with the Denali—and likely will corporate missions. It fea- tures a light and spacious have an aircraft to customers by 2020. Or India’s NAL Saras. After three decades of development, two cabin that can be equipped flying prototypes and reportedly nearly half a billion dollars, the Indian government finally decided to with various configurations, pull the financial feeding tube and kill it. -
Evaluating Fixed Wing Aircraft in the Aircraft Carrier Environment
EVALUATING FIXED WING AIRCRAFT IN THE AIRCRAFT CARRIER ENVIRONMENT by Mr. C. P.Senn STIKE AIRCRAFT TEST DIRECTORATE NAVAL AIR TEST CE/TER PATUXENT RIVER, MARYLAND 20670-5304 UNITED STATES OF AMERICA The Aircraft Carrier Flieht Deck Layout Operating fixed wing aircraft from today's modern aircraft carrier is a demanding task. Evaluation of aircraft/ship compafi- The flight deck layout of today's modem aircraft carrier is bility, both during the concept development phase and FullScale shown in figure 1. Two steam powered catapults are located Development (FSD) ground and flight tests presents the evaluation forward (bow catapults) and two catapults are located amidships on team with unique challenges. The capabilities and characteristics the port side (waist catapults). Retractable let Blast Deflector of high performance carrier based tactical aircraft must be quanti- (JBD)panels are located aft of each catapult. The centerline of the flied for the catapult launch and subsequent flyaway, and the carrier landing area is angled relative to the ship's centerline, permitting approach and arrested landing tasks. Catapult launching involves simultaneous catapult launch operations from the bow catapults determining the minimum safe launch airspeeds while maintaining and arrested landing operations. Four arresting gear cables, acceptable flight characteristics in this low altitude, high angle of connected to arresting engines are located in the landing area. The attack (AOA) regime. Approach and landing requires the slowest first is approximately 170 ft (51.8 m) from the stern with approx. possible approach airspeeds while retaining the performance and imately 50 ft (15.2 m) between each arresting gear cable. -
Dodig-2016-107 for Official Use Only
Report No. DODIG-2016-107 FOR OFFICIAL USE ONLY U.S. Department of Defense InspectorJULY 5, 2016 General Advanced Arresting Gear Program Exceeded Cost and Schedule Baselines INTEGRITY EFFICIENCY ACCOUNTABILITY EXCELLENCE The document contains information that may be exempt from mandatory disclosure under the Freedom of Information Act. FOR OFFICIAL USE ONLY FOR OFFICIAL USE ONLY INTEGRITY EFFICIENCY ACCOUNTABILITY EXCELLENCE Mission Our mission is to provide independent, relevant, and timely oversight of the Department of Defense that supports the warfighter; promotes accountability, integrity, and efficiency; advises the Secretary of Defense and Congress; and informs the public. Vision Our vision is to be a model oversight organization in the Federal Government by leading change, speaking truth, and promoting excellence—a diverse organization, working together as one professional team, recognized as leaders in our field. Fraud, Waste, & Abuse HOTLINE Department of Defense dodig.mil/hotline|800.424.9098 For more information about whistleblower protection, please see the inside back cover. FOR OFFICIAL USE ONLY FOR OFFICIAL USE ONLY Advanced Arresting Gear Program Exceeded Cost Resultsand Schedule Baselinesin Brief July 5, 2016 Finding (cont’d) Objective As a result, major AAG system components required costly redesign, which delayed developmental testing and will Our objective was to determine whether further postpone delivery of the full AAG system capability the Navy was effectively managing the to the CVN-78 aircraft carrier. AAG hardware and software acquisition requirements and testing for the component failures and test site preparation led to the AAG Advanced Arresting Gear (AAG) program. program exceeding the Acquisition Category I threshold The arresting gear is the system responsible for Research, Development, Test, and Evaluation (RDT&E) for stopping aircraft while landing on the costs.