EMALS & JPALS for the JSF

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spazsinbad

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Unread post20 Oct 2019, 15:43

outlaw162 wrote:No GPS -> no JPALS, encrypted or not. SF-PALC concept is not so much re-inventing the wheel, but seems to be more in the category of thinking outside the box the wheel comes in. I think they may be thinking in terms of SAT killers....but no worries, we now have the vaunted Space Force. Anyway back to my fallout shelter....ah I can hear "Waltzing Matilda" on the hand cranked turntable now. :D

I think you missed the relative GPS from the ashore installation similar to the CVN broadcast. I'll guess this is not easily disrupted but then 'what do I know'. Shirley whatever box JPALS is in there is a breakout function that will be demoed.
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Unread post20 Oct 2019, 16:11

Without the satellites, it doesn't matter what boxes they have on the CVN or the ashore installation....no JPALS.

And yes, it would not be easy to take out (disrupt) the required number of satellites to make the constellation useless, they're way up high in the sky......but evidently someone thinks this is or will be possible in the future. :shock:

Always good to have a Plan B, then C, then D etc. etc.
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Unread post20 Oct 2019, 17:04

A new military GPS less jammable constellation is being deployed now. Shirley a relative GPS on a CVF/ashore can be made unjammable because it will be unique? Anyway it seems we can only guess until someone gives more info on it.
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Unread post20 Oct 2019, 17:09

I'm not referring to jamming. I'm talking about obliteration.

http://www.globalsecurity.org/space/wor ... a/asat.htm

edit: I wonder if the Zoomies going into the Space Force will be called "Space Cadets"?
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Unread post20 Oct 2019, 21:07

Drastic Stuff but 'pie in the sky'? :devil: Here is what I'm referring to as possibly unjammable for ground use but old now? :?:
"...Although stuck in pre-development, navy JPALS has already achieved several breakthroughs. First, its relative GPS signal technology - linking an F/A-18 and the USS Theodore Roosevelt - completed the first "hands-off" carrier landing three years ago. Last month, ARINC also tested a secure VHF datalink that should permit JPALS transmissions despite jamming attempts.... The system is based on the Shipborne Relative GPS (SRGPS) signal which establishes a fixed point on the carrier as the ground-truth for navigation and broadcasts the co-ordinates and error readings to aircraft with JPALS-equipped receivers...." 2004 https://www.flightglobal.com/news/artic ... ck-182368/
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Unread post20 Oct 2019, 23:42

SF-PALC seems to offer a reasonable approach to avoid putting all one's eggs in one basket.

Anyway, I'm off to watch my betamax.
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Unread post21 Oct 2019, 00:11

AAaah DIVERSITY. More expensive than making JPALS JAM PROOF (broadcasts from ship/ground anyways) as per long standing development to do such a thing? https://www.sae.org/aeromag/techfocus/0 ... 4-5-25.pdf no longer there. Everyone will benefit from making a better JAM Proof JPALS what is SPREADABLE to other aircraft platforms.
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Unread post22 Oct 2019, 05:45

Small Footprint Precision Approach and Landing Capability Design
17 Oct 2019 USAF wapittywop

"...II. Problem Statement
The USAF requires the ability to rapidly deploy forces in all weather conditions to ensure freedom of movement, commitment to our partners and demonstration of our resolve. Air Traffic Control and Landing System (ATCALS) provides vital mission support to enable USAF forces to deliver responsive and effective global vigilance, global reach and global power. ATCALS must respond to the joint operational need to deploy, employ, sustain, and redeploy aviation assets in multiple geographically separated and environmentally diverse regions at will. There is an unmet need for a SF-PALC for Agile Combat Employment (ACE) without impacting or requiring changes to aircraft avionics while minimizing the airlift capacity required to transport it.

The SF-PALC design must be capable of reliably withstanding world-wide deployable environmental conditions and the unique rigors of repeated world-wide deployment cycles. The major constraints on the design of this system are: 1) there shall be no impact on aircraft instrumentation to include hardware or software and associated design changes and 2) ideally, the system should be capable of being transported in no more than one 463L pallet position on one C-130H. The SF-PALC project is divided into two separate phases: (1) conduct an initial evaluation of design tradeoffs and validate requirements for this system, and (2) the development of a prototype(s) for operational assessment prior to full-rate production...."

Source: https://www.fbo.gov/index?tab=documents ... 87906b1b59 (PDF 0.3Mb)
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https://www.fbo.gov/index?s=opportunity ... 3fd59642ac
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Unread post22 Oct 2019, 14:32

I'm gathering your emphasis above is on the requirement to not affect aircraft avionics or instrumentation.

That's exactly what a 'TLS' type system allows. In the case of actual TLS, any aircraft with a transponder and 'ILS-type' display (same as JPALS display, track and approach slope) can use this system without any modifications....no GPS required. Even aircraft without GPS receivers (are there any these days?) can use this type system. Not saying TLS is implied here, but certainly a system with the same characteristics is. No GPS seems to be the driver. TLS ground facility also comes in a small portable military version.

You know, re your reference to adversary ASAT capabilities as 'Pie in the Sky'......Would that be coconut cream or lemon meringue, or (gasp) mincemeat?
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Unread post22 Oct 2019, 14:51

Sadly the REIM (who should be reamed steamed & dry cleaned) did not seem to know the bits I highlighted so as to give me the impression he is mostly clueless about what he wrote and did not write about the concept. As I mentioned there are too many supposed military aviation writers who are just clueless or cannot be bothered to investigate their topics.

I'll have my pie from the OLDE Harry De Wheels - a pea floater with heaps of tomato sauce - with piping HOT MINCEMEAT.

http://www.navy.gov.au/sites/default/fi ... 4-1961.pdf (10.5Mb)
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Unread post26 Oct 2019, 01:24

Earlier I was not sure if AAG water twister was removed: viewtopic.php?f=22&t=14115&p=396720&hilit=twister#p396720
UPDATED: USS Gerald Ford Starts Sea Trials After More Than a Year of Repairs
25 Oct 2019 Sam LaGrone

"Aircraft carrier USS Gerald R. Ford (CVN-78) is underway for sea trials after more than a year pier-side during an extended repair period, ship spotters in Norfolk, Va., confirmed to USNI News. According to the spotters, Ford left the pier at the Newport News Shipbuilding yard in Virginia and headed down the James River to the Atlantic Ocean just after 10 a.m. on Friday

A Navy official confirmed to USNI News the carrier had departed the shipyard for sea trials after a five-day fast cruise at the pier, testing major systems ahead of departing the pier....

...The weapons elevators, in particular, have been a challange for for the Navy to integrate into the ship. The AWEs use high-powered permanent magnets that are computer-controlled. The service says the technology is sound and this issues have to do with installation of the systems.

“We’re about 75-percent done with the entire project. We’re talking about in some cases [lining up] 70-ton doors and hatches,” Geurts told USNI News this week. “It’s not a technology issue. It’s a construction completion issue in terms of getting all the doors and hatches where they need to be.” In a statement released following an earlier version of this post, the Navy said it had certified four weapons elevators prior to Ford leaving the pier....

...Quote from "...following is the complete Navy statement [edited] on Ford..."
"...The HII-NNS team also completed construction of four advanced weapon elevators (AWE), upgraded advanced arresting gear (AAG) water twisters

...Sea trials are the culminating event prior CVN 78’s ship returning to Naval Station Norfolk, Virginia. The ship will then enter a postdelivery test and trials period to certify fuel systems, conduct aircraft compatibility testing, certify the flight deck, and test the combat systems installed aboard the ship. As a first-in-class ship, the Navy is actively incorporating lessons learned from CVN 78 to improve the design and construction processes of future ships in the class."


Source: https://news.usni.org/2019/10/25/worlds ... of-repairs
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Unread post10 Dec 2019, 05:43

Well the former US SecNav got his marching orders recently - but not about the weapons elevators aboard USS Ford....
Underway on USS Gerald R. Ford: Navy Marks Progress on Carrier as Scrutiny of Program Grows [LONG POST]
09 Dec 2019 Sam LaGrone

"ABOARD AIRCRAFT CARRIER USS GERALD R. FORD – The Navy’s newest aircraft carrier left a pier from Naval Station Norfolk, Va., late last month with its reputation arguably at an all-time low. The world’s most modern expensive warship, loaded with unique and largely unproven technology designed to reduce manning and increase strike fighter sorties over its predecessors, has faced months of bipartisan criticism in Congress.... [lots of woids]

...Moving ahead, the crew of the carrier will work to fine-tune the new technology on Ford, Program Executive Officer for Aircraft Carriers Rear Adm. Jim Downey told USNI News aboard the carrier. “There’s a couple dozen ‘first-ofs’, state-of-the-art systems on their ship. When you build such a new complex ship, the ship is the testbed. We need to get out there and operate,” Downey said. “So for me, it’s, finish up the last work remaining, and support the ship and operations, and that’ll write its own story.”

The primary focus of Ford in the first months of 2020 will be certifying the flight deck for the aircraft that need to be launched and recovered using the ships Electromagnetic Aircraft Launching System (EMALS) and Advanced Arresting Gear (AAG). Meanwhile, the contractors and the crew will be working to make real the promise of the new technology on the carrier and work past the previous stumbling blocks.

More Planes, More Bombs, More Problems
The Ford-class is set to improve over the 1960s-era Nimitz-class carrier design with a focus on a singular goal – maximizing the number of strike aircraft the carrier can fuel, arm, launch and recover. Acting on a mandate from then-Secretary of Defense Donald Rumsfeld, the Navy included several unproven technologies on the ship.

When the Navy was developing Ford, the service spent years studying the flow of ordnance, fuel and aircraft on and underneath the flight deck to increase the most important metric of the carrier: how many armed strike aircraft it could launch in a 12-hour period, or its sortie generation rate. In addition to in-house talent, the Navy famously consulted NASCAR pit crews on how to tighten up their process to keep the aircraft moving.

The goal of the service was to increase sortie generation rates by 30 percent compared to the Nimitz class in a day of flight operations. “That’s 120 sorties sustained on Nimitz to 160 on this ship. That’s sustained, not surge,” Downey said.

Instead of four aircraft elevators to carry planes from the ship’s hangar to the flight deck, designers realized they just needed three. “As we analyzed the design, it wasn’t about getting the aircraft to flight deck,” Downey said. “That wasn’t an impedance to higher sortie generation rate; it was getting the bombs to the aircraft and then the aircraft off the flight deck.”

Those requirements pushed the Navy to develop three key technologies that would not only increase the sortie rate but also reduce manning levels on the carrier: EMALS, AAG and the Advanced Weapons Elevators. While each subsystem has faced the scrutiny of not only Congress but also the Pentagon’s own Director of Operational Test and Evaluation (DOT&E), perhaps no system has drawn more attention lately than the weapons elevators.... [then blah blah blah about them]

...Electromagnetic Aircraft Launching System
Perhaps in second place to the scrutiny of the weapons elevators is the futuristic catapult system on Ford – the Electromagnetic Aircraft Launching System (EMALS). In 2017, President Trump told Time he was skeptical of the system and wanted to replace EMALS with the old Mk-13 steam catapult system. He has since repeatedly expressed doubt in the system.

Despite the scrutiny and early developmental delays, the Navy is bullish on the system. The launching system can not only launch aircraft faster than the old steam catapults but also requires less manning and allows more precision in operations.

“From the shooter’s perspective, operationally, it is simpler down here,” Ford’s Air Boss, Cmdr. Mehdi “Metro” Akacem, told USNI News from a launching station nested in the ship’s flight deck. “In a steam catapult it’s old school, steam-punk style analog. You’re checking weights of aircraft, wind over the deck conditions, doing table lookups. … That table look-up gave you a value to put into a hydraulically actuated valve that controlled the rate at which a steam valve or a major steam valve opened. And based on that rate, that was how much force you were getting.”

Instead, EMALS allows the shooter to set a set desired end speed for the launcher based on the type of aircraft that is ready to go, and then launch with the computer driving the system and constantly making adjustments to the speed based on sensor readings. Akacem told USNI News that, in the hundreds of tests performed on the ship, the end speed hasn’t been more than a tenth of a knot off.

Below the flight deck, the spaces that would contain the guts of the Mk-13 have been replaced by racks of power generators that collect electricity from the reactor and quickly dump off the energy into the EMALS. Spaces that required 16 sailors during flight operation are now overseen by one or two sailors via closed-circuit cameras.

“Below deck is operationally where you really have a difference,” Aviation Boatswain’s Mate (Equipment) 1st Class Justin Knighton told USNI News from his station below the flight deck. “Previously you’d be coordinating efforts between multiple work centers, multiple catapults, several personnel. You have [to work] lots of valves. You have to work with a gang to make sure that your steam alignment is correct, with the right pressure, temperatures, PSIs, everything. That’s a constant thing. Whereas here I get power from the reactor. Once I have that power, that’s it,” he added.

While Ford was in the yard in Newport News, the Navy used its EMALS land-based test facility at Joint Base McGuire-Dix-Lakehurst in New Jersey to generate the launch and recovery bulletins for the fixed-wing aircraft that Ford will start testing within January, Akacem said. During that time, Ford will qualify to recover the T-45C Goshawk jet trainer, the C-2A Greyhound, E-2C/D Hawkeye/Advanced Hawkeye, F/A-18E/F Super Hornet and E/A-18G Growler. Prior to the recent repair period in Newport News, the carrier had only tested Super Hornets.

Advanced Arresting Gear
While EMALS has drawn more criticism, the Advanced Arresting Gear at the other end of the carrier has had more problems during its development. Costs for the system that catches the tail hooks of fixed-wing aircraft ballooned by 130 percent during its development, and the Navy discovered a major design flaw in the General Atomics-built system that delayed ground testing by two years.

As recently as 2016, the Navy was considering abandoning AAG for the older Mk-7 MOD3 hydraulic arresting system. Three years later, the crew of Ford is optimistic about the promise of the system. While the older Mk-7s are messy air and hydraulic systems requiring dozens of sailors to keep operating, the AAG is based on electricity and water.

When an aircraft catches its hook on one of the three arresting wires, 70 percent of the force from the arrestment is absorbed by a water twister system that a paddlewheel in water to provide the resistance to slow down the incoming aircraft. An electric motor and a braking system contribute to the rest of the resistance. Like EMALS, the system continues to sense the stress on the cable and adjusting the payout to compensate for an off-center tailhook catch.

“You have sensors that’s telling the main brain, which is your arresting engine controller, on where the cable is at all times. So if it has to give more motor to stop the aircraft, it can,” Chief Petty Officer Reginald Leonard told USNI News in Ford’s arresting gear engine room number 2.

As part of the testing regime at Lakehurst, EMALS and AAG will be certified for aircraft launch and recovery by the end of the calendar year ahead of the start of next month’s flight testing. The schedule calls for the entire flight deck, including fuel systems, air traffic control and launch and recovery systems to be readay by March. “That’s dad giving us the keys to go out and catch an air wing … without having dad here looking over our shoulder, because we’re certified,” Cummings said...." [Then much more about 'udda t'ings']

Source: https://news.usni.org/2019/12/09/navy-m ... gram-grows
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Unread post10 Dec 2019, 06:25

Amazing to compare the above detailed report (with MOST of it missing because not relevant to the thread) with this SHAMBLES of SMART COMMENTS & no details. Sad indeed. https://www.defensenews.com/naval/2019/ ... -the-ford/
"...The 18-month post-delivery trials are followed by full-ship shock trials, where live explosives are set off next to the ship to see how the class stands up to shock damage. Navy officials had previously testified could delay the Ford’s deployment by up to a year. So, allowing for a full year to conduct the trials then fix all the broken crockery, that would allow Ford to enter the 7.5-month carrier pre-deployment work-up cycle in the second half of 2022, and likely available to deploy by the middle of 2023...."
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Unread post03 Jan 2020, 01:16

Back when 'MAN Discovered FIRE' one year before I was plunked on this planet - ELECTRIC CATAPULT TRIALS in the USN. Who'da thunk - takes 72+ years to get the mofo wurkin'. Ya gotta be kiddin' me. Naval Aviation News Feb 1947 PDF below.
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Unread post03 Jan 2020, 02:19

'lectric 'pulshun...

Something ol' Elon oughta look into... maybe team up (or buy out) Uber for futchah launch of intraurban transportation.
Take an F-16, stir in A-7, dollop of F-117, gob of F-22, dash of F/A-18, sprinkle with AV-8B, stir well + bake. Whaddya get? F-35.
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