Tailhook Daily Briefing

EMALS Takes a Step Forward

EMALS (Electromagnetic Aircraft Launch System) took a giant step forward in becoming a reality on future Carriers on Tuesday at a Ribbon Cutting at NAS Lakehurst.

From the Asbury Park Press:

Launch System Test Center Unveiled

PROJECT TO ANCHOR LAKEHURST NAVAL AIR STATION

Posted by the Asbury Park Press on 11/21/07

BY KIRK MOORE
TOMS RIVER BUREAU

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LAKEHURST — For half a century, the Navy has tested its aircraft launch catapults here, powered by a hulking steam plant. Now, across the test runway, the future is taking shape, with what looks like a small office building and a sheltered concrete trough.

Rep. Christopher H. Smith, R-N.J., cut the ribbon Tuesday at a revolutionary Electromagnetic Aircraft Launch System (EMALS) test center, a project he said will anchor Lakehurst Naval Air Engineering Station here for the foreseeable future.

(STAFF PHOTO: KIRK MOORE)

Sailors walk inside a long construction shelter over a trough that will hold a new Electromagnetic Aircraft Launch System (EMALS) unveiled Tuesday at Lakehurst Naval Air Engineering Station.

So what exactly is EMALS?  Well, according to this article on Global Security.org:

The present EMALS design centers around a linear synchronous motor, supplied power from pulsed disk alternators through a cycloconverter. Average power, obtained from an independent source on the host platform, is stored kinetically in the rotors of the disk alternators. It is then released in a 2-3 second pulse during a launch. This high frequency power is fed to the cycloconverter which acts as a rising voltage, rising frequency source to the launch motor. The linear synchronous motor takes the power from the cycloconverter and accelerates the aircraft down the launch stroke, all the while providing "real time" closed loop control.

Or more simply put... A lot like this: [Video Link]

Former TOPGUN... And the First T-38 Finally Retires

From the Northrop Grumman Press release:

The first production-configuration T-38 pilot training aircraft built for the U.S. Air Force by Northrop Grumman Corporation (NYSE:NOC) landed today at Los Angeles International Airport (LAX) and rolled to a stop for the very last time...

...After 46 years of serving the pilot training needs of the Air Force, the U.S. Navy and NASA, the Hawthorne, Calif.-built N963 aircraft and the oldest T-38 trainer still flying, was home.

Here is a brief synopsis of this aircraft's storied history:

The NASA N963 T-38 trainer began life as an Air Force T-38 trainer with tail number 59-1603. It was among the first T-38s to roll off Northrop Grumman's aircraft assembly line in Hawthorne. The aircraft was officially delivered to the Air Force on January 31, 1961 then transferred to Edwards Air Force Base, where it participated in the final year of the T-38 flight test program.

Over the next 45 years, its journey as a trainer aircraft included stops at many military installations around the country, including:

1962 -- Delivered to Randolph AFB, Texas, to serve as Air Force Training Command's primary supersonic trainer.

1964 -- Sent to Dobbins AFB, Georgia, to serve as a chase plane for newly designed aircraft.

1966 -- Transferred along with three other T-38s to Los Angeles International Airport to help train astronauts for Manned Orbiting Laboratory missions.

1969 -- Returned to Edwards AFB, Calif., to serve as a chase plane and to help maintain pilot proficiency.

1972 -- Transferred to China Lake Naval Weapons Center with the intention of making it into a drone, or unmanned target aircraft, capable of being operated by radio control.

1974 -- Entered service at Navy's Top Gun air combat training program at Miramar Naval Air Station, San Diego. In this role, T-38 and pilot mimicked Soviet fighter aircraft to help train Navy aviators in air-to-air combat techniques.

1976 -- Returned to China Lake Naval Weapons Center where its rear cockpit received drone equipment. Over the next ten years, served as an air-to-air radar target, a chase plane, and pilot proficiency plane, participating in both manned and unmanned missions.

1987 -- Transferred to Fallon Naval Air Station, Nev., to serve as a pilot proficiency aircraft.

1989 -- 1991 Transferred to NASA, then underwent complete renovation, including replacement of key structural components; installation of new wings, new landing gear, improved ejection seats and radar altimeter; significant rewiring of the cockpit and nose sections; and replacement of its canopy and windshield plastic.

1991 -- Returned to service as a trainer aircraft for NASA astronauts

2007 -- Retired from active duty and returned to Northrop Grumman for long term static display.

The Proposed UCAS-D Poses Some Interesting Challenges for Flight Deck Operations

In a contract announced Aug 1, 2007 Northrop Grumman was awarded a $635,860,599 cost-plus-incentive-fee contract to build and development the Unmanned Combat Air System CV Demonstration Program (UCAS-D).

The UCAS-D poses a number of upcoming shipboard challenges outlined here by Bill Sweetman writing for Aviation Week:

The challenge now is to accomplish a simultaneous trifecta of firsts:

1. the first tailless aircraft,
2. the first stealth-configured aircraft and
3. the first unmanned aircraft to land on a carrier.

Along with that comes the challenge of managing an unmanned aircraft on the carrier deck, a tight and unforgiving environment where - until now - every vehicle has been human-controlled in response to hand signals. Flight tests are due to start in 2009.

As noted before, too, if you can land an unmanned tailless aircraft on the carrier deck, you can certainly auto-land a manned aircraft. Downside: navy aviators are not as special as they were. Upside: the potential savings in operations and support costs are immense, because not only does training take time and fuel and manpower, but the lifetime of an F/A-18 is measured in traps. Autoland, in fact, will be the biggest thing to hit carrier operations since jets, steam catapults and angled decks.

Unmanned Stealth vehicles definitely have their advantages relating to risk-reward scenarios in today's modern combat arenas, intelligence gathering, fixed "high risk" target attacks are two immediate allocations that come to mind. 

However, there are still supportable arguments to be made for Manned Aircraft, specifically regarding FAC and CAS taskings.   Despite UAV's being utilized in today's combat theaters to great benefit and success, it is but one component element in a complex ballet of men, machinery, intelligence, and tactical necessity.

Bill Sweetman certainly calls our attention to a number of daunting tasks facing Northrop Grumman in addressing the microcosm that is "Ship Board Operations". 

Landings are most likely the least demanding as strange as that seems at first glance.  But with advanced ACLS it is certainly within the real of concept.  Where the rubber meets the non-skid is where the complexity begins. 

What Flight instructor is going to drill into the UnManned vehicle's silicon brain the concept of SA?  Especially on the crowded deck of an Aircraft Carrier in Cyclic Ops? Are Yellow Shirts using hand signals useless?  Is there a "Plane Captain Plus" walking next to said stealth bird with a remote in hand? 

I'm curious about the concept drawing above... who exactly is the yellow shirt directing on to the cat? 

Yep, it is a daunting task to be sure... but it sure would be fun to be on Northrop Grumman's development team.

A Question... STOL from Concrete -vs- Water

A little "Cross Decking" here this morning. 

Over at Neptunus Lex's "Other Project" The Flight Deck, one of his brood Skippy-san posted an interesting question based on an observation he made while playing golf across the pond at Atsugi Base.  The JMSDF are one of the few countries' military still utilizing ocean going sea planes and Skippy-san watched with some fascination the incredible STOL capabilities of the US-1 from a concrete runway.  And... 

Well why don't we turn it over to Skippy-san himself.  Please read below and reply accordingly.  Fair warning, snarky commentors be prepared... Skippy-san is not shy with the witty rebut!

A trivia question

While playing golf yesterday, I watched a US-1 taxi up to the hold short then take the runway lining up right along side the seven board (7000 foot marker). They are always a sight to see because of the way they lumber down the taxi way, plus their engines make a very unique sound-its very different from any of the other aircraft at Atsugi-so you know one is flying without even looking up. Here is a picture of one:

Anyway, as I said , the aircraft was lined up at the 7 board. It did its run up to full power, then off the brakes and down the runway she goes. Well prior to the 5 board I was shocked to see the aircraft just jump into the air. It did not seem to rotate, it was just that the landing gear stopped touching the runway. By my estimate the aircraft had taken less than 1800 feet to get airborne. That’s impressive when you consider how big the airplane is. ( The picture does not show the size very well). Suprised me, I figured it would go farther before lifting off.

So here is the question for the experts out there- is there a difference in takeoff distance between a land based takeoff and a seabased takeoff.? If the US-1 had been in the water-same takeoff distance or not? More of the aircraft would be in contact with the water, which seems to me to increase drag, however at the same time, its water! Not having ever flown in a seaplane, I know nothing about it. Nonetheless as I walked up to the tee box, so I could shank my ball into the sand trap, I wondered about that.

I think I can, I think I can……………..

What is it?

A little different spin on today's "What is it?"

One of the entertaining elements of "The Hook" magazine (the Tailhook Association's quarterly publication, included with your membership to the Tailhook Association) is on the last page.  It is commonly referred to as "What is it?"  Usually it is an obscure test aircraft from 1932 (and a half) that only one prototype was ever made and later crashed into Mrs. Wilson's Duck Pond in Lakehurst New Jersey!  Here are a couple of examples:

Last quarter's contestant:

And this quarter's challenge:

If you would like to try your luck at this quarter's challenge from the Hook, please fee free to do so.  But remember we need the manufacturer and correct designation of the aircraft at the time of the photograph. No phone calls, please.  Oh, yeah. Only one entry per contestant, please. DO NOT LEAVE A COMMENT ON THE BLOG ABOUT THIS PARTICULAR PLANE, you'll ruin the fun for others.

Either e-mail your guess to [email protected] or send it to:

"What is it?"
The Hook Magazine
9696 Businesspark Ave.
San Diego, CA 92131-1643

Now, that's the traditional "What is it?"  In the spirit of the new weblog, I thought we'd try something different.  Most of us are intimately familiar with our uniforms, but I am aware of one particular Air Force pilot who has unfortunately acquired many 'o adult beverage in challenging young Naval Aviator betting that "He does not know something about his uniform."  Said Air Force pilot then proceeds to up the ante claiming that beyond the uniform, outlining that it is about young Nugget's wings!  Wagering drinks the rest of the night! 

So in an effort to Educate and Entertain, and to hopefully head off any acquisition of adult beverages by any Blue Suiters in the future, I give you all the following challenge...  What is it?

This one feel free to leave a comment here on the blog.  Stories of other bets won, and lost are also welcome!