EMALS & JPALS for the JSF

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madrat

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Unread post29 Jun 2019, 03:52

Can they reverse the process to get planes off the ground from austere basing? Maybe take off from a relatively short strip of land that has a wee bit of curve and obstacles to clear once airborne. Nobody would suspect a base being located under less than pristine conditions. Maybe you convert patches of remote mountain highways to disperse in less obvious locations.

I still like the idea of taking off from a downhill slope with the natural ogee shape on the upside of the next foothill to act as a ski ramp. Highways across the globe are loaded with nice ramps that could certainly act as opportunistic takeoff jumps or downhill starts. Surely with systems like this you could avoid lighting up the area to remain largely hidden from plain sight.
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Unread post29 Jun 2019, 04:25

Those take off highway ramps would have to have some clearance of obstacles also and not just a path via JPALS. The aircraft will likely be heavy for that take off on a mission, probably the landing strip will be dictated by the tactics.

Taking off HEAVY on RW 26 at NAS Nowra was particularly fraught on a HOT Windless Day as KIWI A-4Ks found also. The rising terrain off the end of that runway could be deceiving - one needed to know NATOPS charts to get the best result. The photo shows a BAD RAMP UP btw whilst the opposite direction is a GOOD RAMP with a deep gully off the runway 08.

That RW 08 take off here: viewtopic.php?f=58&t=23043&p=393920&hilit=Nowra#p393920

Some YABBA YABBA here: viewtopic.php?f=55&t=11311&p=391408&hilit=Nowra#p391408

Here we go we go go: viewtopic.php?f=55&t=11311&p=391325&hilit=Nowra#p391325

Your idea has been discussed before. Nice thing about ski jumps at sea: WOD straight ahead with NOTHING straight ahead.

GRAVITY ASSIST SKI JUMP: viewtopic.php?f=22&t=20426&p=232901&hilit=gravity+assist#p232901
RAN FAA A4G Skyhawk 1970s: https://www.faaaa.asn.au/spazsinbad-a4g/ AND https://www.youtube.com/channel/UCwqC_s6gcCVvG7NOge3qfAQ/
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outlaw162

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Unread post29 Jun 2019, 15:19

You know, the ultimate goal of getting to a 0/0 auto-land, civil CAT 3C equivalent, has some interesting ramifications.

Let's say through simulations, bench-testing, flight testing, fail-passive or fail-active analysis, or whatever they use now, they get to the required mathematical confidence level in the system, 10 to the minus 9th or whatever is current. 0/0 or essentially no minimums are in place and here we go.

For the Navy, the auto-land ends within 20 cm of the desired spot, stopped in the arresting gear. Their problem becomes getting the aircraft clear and relocated, in conditions where you can barely see your hand in front of your face.....so the next guy can use it. Challenging.

For the expeditionary system, a few extra challenges:

You've tuned your MMR to the proper 5 digit channel for the approach assigned to you, coupled up your auto-pilot to the gold-plated quasi ILS signals being sent from the ground facility, and off you go. Fat city.

You touch down within 20 cm of the desired spot in the murk.....but you're still trucking along at 140 or so knots....

You need:

1. Roll-out guidance or

2. An auto-pilot that will stay coupled and perform the roll-out

And nice to have:

3. An auto-brake system

4. A digital readout of runway remaining in HDMS or HUD

You finally stop and realize now you have taxi or hover-taxi to the parking area in 0/0 at an 'austere' airfield. :shock: This is a real limitation on the system as far as operating conditions. Back to the old follow-me truck system?

As it stands right now, auto-land from the non-tactical civil LAAS type GLS approach is prohibited. They'll get there someday. Lowest minimums are 200 and 1/2. For the good old ancient ILS system, auto-land standard, lowest minimums allowed are CAT 3B which is a 300' RVR. Still taxi can be challenging and the airports that historically have periods of very low vis have installed SMGCS lighting, surface movement guidance and control system, not in the 'austere' category.

The only folks I can think of who actually operated 0/0 or below minimums were Air Defense Command interceptors when they had no choice. They also lost an occasional aircraft here and there due to wx.
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Unread post29 Jun 2019, 15:41

Perhaps the equipment will be best standard above operating standard so there is leeway for ops in less than zero/zero?

Perhaps the austere field will be virtually represented in HMDS for example? That tech is being worked upon these days.
RAN FAA A4G Skyhawk 1970s: https://www.faaaa.asn.au/spazsinbad-a4g/ AND https://www.youtube.com/channel/UCwqC_s6gcCVvG7NOge3qfAQ/
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outlaw162

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Unread post29 Jun 2019, 16:20

Yep, I flown virtual displays in a HUD in a 738 sim and they were very nice. Not even counting restricted viz, with a high resolution terrain and obstacle database they are very useful at night.

Somewhere out there working on this stuff are rocket science level, brilliant engineers. They'll have to be (and I hope they're on our side). :D

edit: added obstacles (i.e. antennas, towers, bldgs, man-made stuff, etc)
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Unread post04 Jul 2019, 02:37

For some reason unknown to me this blog and the other one did not update for weeks until today so there is a backlog:
Navy Buys Tech that Can Land F-35s on Carriers with Pinpoint Accuracy
21 Jun 2019 Hope Hodge Seck

"...Raytheon is now pitching an expeditionary version of JPALS, easily transportable and designed to guide aircraft to safe landings on bare airfields. The whole system can fit in five transit cases, be transported by C-130 Hercules, and be assembled within 90 minutes, Raytheon says.

The Navy's future tanker drone, the MQ-25 Stingray, will also be JPALS-equipped; Jaynes said Raytheon is in talks with the service now about selling expeditionary JPALS for the MQ-25 program for shore-based tanker landings at locations like Norfolk, Virginia, or Point Mugu, California.

Meanwhile, she said, the Marine Corps is considering buying a single expeditionary JPALS system for testing in order to develop a concept of operations to employ it.

But "the closest customer outside of MQ-25 is actually the U.S. Air Force," Jaynes said. "They'd be able to move their aircraft possibly every 24 to 48 hours and do island-hopping in the Pacific. We're going over to [United States Air Forces in Europe -- Air Forces Africa] in July to talk with them about the system," she said."

Source: https://www.military.com/daily-news/201 ... ystem.html
RAN FAA A4G Skyhawk 1970s: https://www.faaaa.asn.au/spazsinbad-a4g/ AND https://www.youtube.com/channel/UCwqC_s6gcCVvG7NOge3qfAQ/
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Unread post14 Aug 2019, 11:30

Page 24 this thread last word on AAG Advanced Arresting Gear - new word:
AAG ready for props and jets
12 Aug 2019 NavAir

"NAVAL AIR SYSTEMS COMMAND, PATUXENT RIVER, Maryland -- The Navy’s newest aircraft carrier Advanced Arresting Gear (AAG) system received the green light to recover all “props and jets” aircraft, according to the Aircraft Recovery Bulletin (ARB) released Aug. 2. The ARBs enable propeller aircraft: C-2A Greyhound, E-2C Hawkeye and E-2D Advanced Hawkeye, and jet aircraft: F/A-18E/F Super Hornet & E/A-18G Growler to perform flight operations aboard USS Gerald R. Ford (CVN 78).

“The entire team did a tremendous job accelerating the schedule and working through challenges,” said Capt. Ken Sterbenz, program manager for the Aircraft Launch and Recovery Equipment program office (PMA-251). “This achievement is another significant step toward ensuring the system can support the ship’s full airwing.”... [wotno F-35C?]

...The team, in collaboration with prime contractor General Atomics, continues to execute the requisite System Development and Demonstration testing at the land-based test sites located at Joint Base McGuire-Dix-Lakehurst, New Jersey. Mclean [Jeff Mclean, deputy program manager for AAG System Design and Development] added, comprehensive testing of new systems like AAG is critical, and not only ensures the technology meets Navy requirements, but also ensures it is operationally safe for use in the fleet.

Prior to Props and Jets ARB generation, the team conducted more than 2,500 dead-load arrestments at the Jet Car Track Site (JCTS) and 1,420 manned aircraft arrestments at the Runway Arrested Landing Site. “The pace of system testing was consistently demanding and required numerous team members to perform their duties in difficult conditions and in all types of weather in order to meet critical program milestones leading up to these ARB releases,” said Mclean.

USS Gerald R. Ford (CVN 78) is the lead ship in the Ford-class of aircraft carrier, the Navy’s first new class of aircraft carriers in more than 40 years. The AAG system is designed to arrest a greater range of aircraft, reduce the fatigue impact load to the aircraft, and provide higher safety margins while reducing manpower and maintenance...."

Source: http://www.navair.navy.mil/news/AAG-rea ... 22019-0907
RAN FAA A4G Skyhawk 1970s: https://www.faaaa.asn.au/spazsinbad-a4g/ AND https://www.youtube.com/channel/UCwqC_s6gcCVvG7NOge3qfAQ/
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