Launch Bar Dynamics Character Analysis of Carrier-Based Aircraft Catapult Launch
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A Brief Review on Electromagnetic Aircraft Launch System
International Journal of Mechanical And Production Engineering, ISSN: 2320-2092, Volume- 5, Issue-6, Jun.-2017 http://iraj.in A BRIEF REVIEW ON ELECTROMAGNETIC AIRCRAFT LAUNCH SYSTEM 1AZEEM SINGH KAHLON, 2TAAVISHE GUPTA, 3POOJA DAHIYA, 4SUDHIR KUMAR CHATURVEDI Department of Aerospace Engineering, University of Petroleum and Energy Studies, Dehradun, India E-mail: [email protected] Abstract - This paper describes the basic design, advantages and disadvantages of an Electromagnetic Aircraft Launch System (EMALS) for aircraft carriers of the future along with a brief comparison with traditional launch mechanisms. The purpose of the paper is to analyze the feasibility of EMALS for the next generation indigenous aircraft carrier INS Vishal. I. INTRODUCTION maneuvering. Depending on the thrust produced by the engines and weight of aircraft the length of the India has a central and strategic location in the Indian runway varies widely for different aircraft. Normal Ocean. It shares the longest coastline of 7500 runways are designed so as to accommodate the kilometers amongst other nations sharing the Indian launch for such deviation in takeoff lengths, but the Ocean. India's 80% trade is via sea routes passing scenario is different when it comes to aircraft carriers. through the Indian Ocean and 85% of its oil and gas Launch of an aircraft from a mobile platform always are imported through sea routes. Indian Ocean also requires additional systems and methods to assist the serves as the locus of important international Sea launch because the runway has to be scaled down, Lines Of Communication (SLOCs) . Development of which is only about 300 feet as compared to 5,000- India’s political structure, industrial and commercial 6,000 feet required for normal aircraft to takeoff from growth has no meaning until its shores are protected. -
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. -
Human Factors of Flight-Deck Checklists: the Normal Checklist
NASA Contractor Report 177549 Human Factors of Flight-Deck Checklists: The Normal Checklist Asaf Degani San Jose State University Foundation San Jose, CA Earl L. Wiener University of Miami Coral Gables, FL Prepared for Ames Research Center CONTRACT NCC2-377 May 1990 National Aeronautics and Space Administration Ames Research Center Moffett Field, California 94035-1000 CONTENTS 1. INTRODUCTION ........................................................................ 2 1.1. The Normal Checklist .................................................... 2 1.2. Objectives ...................................................................... 5 1.3. Methods ......................................................................... 5 2. THE NATURE OF CHECKLISTS............................................... 7 2.1. What is a Checklist?....................................................... 7 2.2. Checklist Devices .......................................................... 8 3. CHECKLIST CONCEPTS ......................................................... 18 3.1. “Philosophy of Use” .................................................... 18 3.2. Certification of Checklists ........................................... 22 3.3. Standardization of Checklists ...................................... 24 3.4. Two/three Pilot Cockpit ............................................... 25 4. AIRLINE MERGERS AND ACQUISITIONS .......................... 27 5. LINE OBSERVATIONS OF CHECKLIST PERFORMANCE.. 29 5.1. Initiation ...................................................................... -
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. -
China Naval Modernization: Implications for U.S
China Naval Modernization: Implications for U.S. Navy Capabilities—Background and Issues for Congress (name redacted) Specialist in Naval Affairs April 25, 2018 Congressional Research Service 7-.... www.crs.gov RL33153 China Naval Modernization: Implications for U.S. Navy Capabilities Summary The question of how the United States should respond to China’s military modernization effort, including its naval modernization effort, is a key issue in U.S. defense planning and budgeting. China has been steadily building a modern and powerful navy since the early to mid-1990s. China’s navy has become a formidable military force within China’s near-seas region, and it is conducting a growing number of operations in more-distant waters, including the broader waters of the Western Pacific, the Indian Ocean, and waters around Europe. Observers view China’s improving naval capabilities as posing a challenge in the Western Pacific to the U.S. Navy’s ability to achieve and maintain control of blue-water ocean areas in wartime— the first such challenge the U.S. Navy has faced since the end of the Cold War. More broadly, these observers view China’s naval capabilities as a key element of a broader Chinese military challenge to the long-standing status of the United States as the leading military power in the Western Pacific. China’s naval modernization effort encompasses a wide array of platform and weapon acquisition programs, including anti-ship ballistic missiles (ASBMs), anti-ship cruise missiles (ASCMs), submarines, surface ships, aircraft, unmanned vehicles (UVs), and supporting C4ISR (command and control, communications, computers, intelligence, surveillance, and reconnaissance) systems. -
Automatic Carrier Landing System for V/Stol Aircraft
AUTOMATIC CARRIER LANDING SYSTEM FOR V/STOL AIRCRAFT USING L1 ADAPTIVE AND OPTIMAL CONTROL by SHASHANK HARIHARAPURA RAMESH Presented to the Faculty of the Graduate School of The University of Texas at Arlington in Partial Fulfillment of the Requirements for the Degree of MASTER OF SCIENCE IN AEROSPACE ENGINEERING THE UNIVERSITY OF TEXAS AT ARLINGTON December 2015 Copyright © by SHASHANK HARIHARAPURA RAMESH 2015 All Rights Reserved To my parents, Meera and Ramesh ACKNOWLEDGEMENTS My deepest gratitude goes to my supervising professor, Dr Kamesh Subbarao for providing me an opportunity to work on a topic of my interest, for his guidance and encouragement for research. I would like to thank Dr. Atilla Dogan and Dr. Donald Wilson for being a part of my thesis committee. I am thankful to my colleagues at Aerospace Systems Laboratory - Dr Ghassan Atmeh, Dr Pavan Nuthi, Dr Alok Rege, and Pengkai Ru, for their invaluable inputs towards my research. Many thanks to Ameya Godbole, Tracie Perez, Paul Quillen and Ziad Bakhya for their support and encouragement. I would like to thank my roommates Vijay Gopal, Varun Vishwamitra, and Rohit Narayan for their patience, tolerance, and brotherly affection without which my sojourn at graduate school would have been burdensome. I would like to thank my parents for their unconditional love and support. It is only because of their dedication, hardwork, and sacrifice I am what I am today. I am thankful to my sister, Shobhita, and my grandmothers, for their moral support which provided me the strength to deal with uneasy times. Special thanks to my aunt and uncle, Shubha and Ravi Murthy who have been extremely supportive during my stay in USA. -
US Navy Flight Deck Hearing Protection Use Trends
U.S. Navy Flight Deck Hearing Protection Use Trends: Survey Results Valerie S. Bjorn Naval Air Systems Command AEDC/DOF 740 Fourth Street Arnold AFB, TN 38389-6000, USA [email protected] Christopher B. Albery Advanced Information Engineering Services - A General Dynamics Company 5200 Springfield Pike, WP-441 Dayton, OH 45431, USA [email protected] CDR Russell Shilling, Ph.D., MSC, USN Office of Naval Research - Medical and Biological S&T Division 800 N Quincy Street Arlington, VA 22217-5860, USA [email protected] Richard L. McKinley Air Force Research Laboratory (AFRL/HECB) 2610 Seventh Street, Bldg 441 Wright-Patterson AFB, OH 45433-7901 [email protected] ABSTRACT Hearing loss claims have risen steadily in the U.S. Department of Veterans Affairs across all military services for decades. The U.S. Navy, with U.S. Air Force and industry partners, is working to improve hearing protection and speech intelligibility for aircraft carrier flight deck crews who work up to 16 hours per day in 130-150 dB tactical jet aircraft noise. Currently, flight deck crews are required to wear double hearing protection: earplugs and earmuffs (in cranial helmet). Previous studies indicated this double hearing protection provides approximately 30 dB of noise attenuation when earplugs are inserted correctly and the cranial/earmuffs are well-fit and in good condition. To assess hearing protection practices and estimate noise attenuation levels for active duty flight deck crews, Naval Air Systems Command surveyed 301 U.S. Navy Atlantic and Pacific Fleet flight deck personnel from four aircraft carriers and two amphibious assault ships. -
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. -
Vpa Report 2002-12-05
UNCLASSIFIED NAVAL AIR WARFARE CENTER AIRCRAFT DIVISION PATUXENT RIVER, MARYLAND TECHNICAL REPORT REPORT NO: NAWCADPAX/TR-2002/71 REVIEW OF THE CARRIER APPROACH CRITERIA FOR CARRIER-BASED AIRCRAFT PHASE I; FINAL REPORT by Thomas Rudowsky Stephen Cook Marshall Hynes Robert Heffley Melvin Luter Thomas Lawrence CAPT Robert Niewoehner Douglas Bollman Page Senn Dr. Wayne Durham Henry Beaufrere Michael Yokell Albert Sonntag Approved for public release; distribution is unlimited. UNCLASSIFIED DEPARTMENT OF THE NAVY NAVAL AIR WARFARE CENTER AIRCRAFT DIVISION PATUXENT RIVER, MARYLAND NAWCADPAX/TR-2002/71 REVIEW OF THE CARRIER APPROACH CRITERIA FOR CARRIER-BASED AIRCRAFT - PHASE I; FINAL REPORT by Thomas Rudowsky Stephen Cook Marshall Hynes Robert Heffley Melvin Luter Thomas Lawrence CAPT Robert Niewoehner Douglas Bollman Page Senn Dr. Wayne Durham Henry Beaufrere Michael Yokell Albert Sonntag NAWCADPAX/TR-2002/71 REPORT DOCUMENTATION PAGE Form Approved OMB No. 0704-0188 Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing this collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Department of Defense, Washington Headquarters Services, Directorate for Information Operations and Reports (0704-0188), 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302. Respondents should be aware that notwithstanding any other provision of law, no person shall be subject to any penalty for failing to comply with a collection of information if it does not display a currently valid OMB control number. -
Path Planning for Autonomous Landing of Helicopter on the Aircraft Carrier
mathematics Article Path Planning for Autonomous Landing of Helicopter on the Aircraft Carrier Hanjie Hu 1,2, Yu Wu 3,* , Jinfa Xu 1 and Qingyun Sun 2 1 College of Aerospace Engineering, Nanjing University of Aeronautics and Astronautics, Nanjing 210016, China; [email protected] (H.H.); [email protected] (J.X.) 2 Chongqing General Aviation Industry Group Co., Ltd., Chongqing 401135, China; [email protected] 3 College of Aerospace Engineering, Chongqing University, Chongqing 400044, China * Correspondence: [email protected]; Tel.: +86-023-6510-2510 Received: 23 August 2018; Accepted: 26 September 2018; Published: 27 September 2018 Abstract: Helicopters are introduced on the aircraft carrier to perform the tasks which are beyond the capability of fixed-wing aircraft. Unlike fixed-wing aircraft, the landing path of helicopters is not regulated and can be determined autonomously, and the path planning problem for autonomous landing of helicopters on the carrier is studied in this paper. To solve the problem, the returning flight is divided into two phases, that is, approaching the carrier and landing on the flight deck. The feature of each phase is depicted, and the conceptual model is built on this basis to provide a general frame and idea of solving the problem. In the established mathematical model, the path planning problem is formulated into an optimization problem, and the constraints are classified by the characteristics of the helicopter and the task requirements. The goal is to reduce the terminal position error and the impact between the helicopter and the flight deck. To obtain a reasonable landing path, a multiphase path planning algorithm with the pigeon inspired optimization (MPPIO) algorithm is proposed to adapt to the changing environment. -
Carrier Deck Launching of Adapted Land-Based Airplanes
DOI: 10.13009/EUCASS2017-275 7TH EUROPEAN CONFERENCE FOR AERONAUTICS AND SPACE SCIENCES (EUCASS) Carrier deck launching of adapted land-based airplanes HERNANDO, José-Luis and MARTINEZ-VAL, Rodrigo Department of Aircraft and Spacecraft School of Aerospace Engineering Universidad Politécnica de Madrid 28040Madrid, Spain [email protected]; [email protected] Abstract Harrier VTOL is the basic combat airplane for many Navies, but it will soon be retired from service. Three main alternatives appear: to incorporate another, already existing or under development airplane; to design a completely new aircraft; or to modify an existing land-based airplane for carrier suitability. The present paper is part of a study to assess the feasibility of the third option. In former papers the authors have addressed the compatibility of land-based airplanes with aircraft carriers and the details of the carrier approach guidance and recovery; and showed some major modifications required in wing structure and landing gear. The research proposed here studies the airplane performance during the launching manoeuvre, formed by a take-off run on the flat deck followed by a ski-jump. 1. Introduction Along its 100 years of existence naval aviation has progressed astonishingly, but it is still one of the most demanding environments for airplane operations: extremely short, moving runways; flight in rough air generated by the vessel’s superstructure wake and from the sea surface; etc [1-3]. Modern aircraft carriers are classified into three categories: vessels designed to operate only with thrust vectoring airplanes; ships designed for short take-off and arrested recovery (STOBAR); and carriers equipped with catapults and arresting devices (CATOBAR). -
Dynamic Analysis and Security Characteristics of Carrier-Based Aircraft Arresting in Yaw Condition
applied sciences Article Dynamic Analysis and Security Characteristics of Carrier-Based Aircraft Arresting in Yaw Condition Yiming Peng 1, Pengpeng Xie 2, Xiaohui Wei 1,* and Hong Nie 1,* 1 State Key Laboratory of Mechanics and Control of Mechanical Structures, Nanjing University of Aeronautics and Astronautics, Nanjing 210016, China; [email protected] 2 Key Laboratory of Fundamental Science for National Defense-Advanced Design Technology of Flight Vehicle, Nanjing University of Aeronautics and Astronautics, Nanjing 210016, China; [email protected] * Correspondence: [email protected] (X.W.); [email protected] (H.N.) Received: 22 January 2020; Accepted: 5 February 2020; Published: 13 February 2020 Abstract: In order to research the safety characteristics of carrier-based aircraft in yaw arrest, a complete dynamic model of the arresting system of a certain type of aircraft was developed to understand more about its dynamic properties. Based on the discrete kink-wave model, a simulation of centering arrest was conducted. The simulation results were compared with experimental data from the United States (US) military standards, demonstrating that the basic changing laws are almost the same. On the basis of centering arrest, a simulation of yaw arrest was carried out. The results show that in yaw state, the difference in the lengths of the arresting cables on either side of the hook is smaller in the early stage after the hook hangs on the rope, which leads to little influence on load fluctuation produced by the kink-wave. With the increase in arresting distance, the difference in the lengths of the arresting cables on either side becomes larger, resulting in a situation in which the cable tension on the departure side will gradually become greater than that on the opposite side.