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Flight deck
The flight deck of an aircraft carrier is the surface on which its aircraft take off and land, essentially a miniature airfield at sea. On smaller naval ships which do not have aviation as a primary mission, the landing area for helicopters and other VTOL aircraft is also referred to as the flight deck. The official U.S. Navy term for these vessels is "air-capable ships".
Flight decks have been in use upon ships since 1910, the American pilot Eugene Ely being the first individual to take off from a warship. Initially consisting of wooden ramps built over the forecastle of capital ships, a number of battlecruisers, including the British HMS Furious and Courageous class, the American USS Lexington and Saratoga, and the Japanese Akagi and battleship Kaga, were converted to aircraft carriers during the interwar period. The first aircraft carrier to feature a full-length flight deck, akin to the configuration of the modern vessels, was the converted liner HMS Argus which entered service in 1918. The armoured flight deck was another innovation pioneered by the Royal Navy during the 1930s. Early landing arrangements relied on the low speed and landing speed of the era's aircraft, being simply "caught" by a team of deck-hands in a fairly hazardous arrangement, but these became impractical as heavier aircraft with higher landing speeds emerged; thus an arrangement of arrestor cables and tailhooks soon became the favoured approach.
During the Cold War era, numerous innovations were introduced to the flight deck. The angled flight deck, invented by Dennis Cambell of the Royal Navy, was one prominent design feature that drastically simplified aircraft recovery and deck movements, enabling landing and launching operations to be performed simultaneously rather than interchangeably; it also better handled the higher landing speeds of jet-powered aircraft. In 1952, HMS Triumph became the first aircraft carrier to trial the angled flight deck. Another advance was the ski-jump, which fitted an angled ramp on the flight deck near the end of the aircraft's takeoff run; the change greatly reduced the distance required and became particularly useful for operating STOVL aircraft. Furthermore, various unsuccessful concepts to replace or complement the conventional flight deck have emerged over the years, from the flexible flight deck to the submarine aircraft carrier and flying boat fighter aircraft.
The first flight decks were inclined wooden ramps built over the forecastle of warships. Eugene Ely made the first fixed-wing aircraft take-off from a warship from USS Birmingham on 14 November 1910.[citation needed]
Two months later, on 18 January 1911, Ely landed his Curtiss pusher plane on a platform on Pennsylvania anchored in San Francisco Bay using the first tailhook system, designed and built by circus performer and aviator Hugh Robinson. Ely told a reporter: "It was easy enough. I think the trick could be successfully turned nine times out of ten." On 9 May 1912, Commander Charles Samson became the first man to take off from a ship which was underway when he flew his Short S.27 off HMS Hibernia, which was steaming at 10.5 kn (12.1 mph; 19.4 km/h).[citation needed]
Because the take-off speed of early aircraft was so low, it was possible for an aircraft to make a very short take off when the launching ship was steaming into the wind. Later, removable "flying-off platforms" appeared on the gun turrets of battleships and battlecruisers starting with HMS Repulse, allowing aircraft to be flown off for scouting purposes, although there was no chance of recovery.[citation needed]
On 2 August 1917, while performing trials, Squadron Commander Edwin Harris Dunning landed a Sopwith Pup successfully on board the flying-off platform of HMS Furious, becoming the first person to land an aircraft on a moving ship. However, on his third attempt, a tire burst as he attempted to land, causing the aircraft to go over the side, killing him; thus Dunning also has the dubious distinction of being the first person to die in an aircraft carrier landing accident.[citation needed]
The landing arrangements on Furious were highly unsatisfactory. In order to land, aircraft had to maneuver around the superstructure. Furious was therefore returned to dockyard hands to have a 300 ft (91 m) deck added aft for landing, on top of a new hangar. The central superstructure remained, however, and turbulence caused by it badly affected the landing deck.[citation needed]
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Flight deck
The flight deck of an aircraft carrier is the surface on which its aircraft take off and land, essentially a miniature airfield at sea. On smaller naval ships which do not have aviation as a primary mission, the landing area for helicopters and other VTOL aircraft is also referred to as the flight deck. The official U.S. Navy term for these vessels is "air-capable ships".
Flight decks have been in use upon ships since 1910, the American pilot Eugene Ely being the first individual to take off from a warship. Initially consisting of wooden ramps built over the forecastle of capital ships, a number of battlecruisers, including the British HMS Furious and Courageous class, the American USS Lexington and Saratoga, and the Japanese Akagi and battleship Kaga, were converted to aircraft carriers during the interwar period. The first aircraft carrier to feature a full-length flight deck, akin to the configuration of the modern vessels, was the converted liner HMS Argus which entered service in 1918. The armoured flight deck was another innovation pioneered by the Royal Navy during the 1930s. Early landing arrangements relied on the low speed and landing speed of the era's aircraft, being simply "caught" by a team of deck-hands in a fairly hazardous arrangement, but these became impractical as heavier aircraft with higher landing speeds emerged; thus an arrangement of arrestor cables and tailhooks soon became the favoured approach.
During the Cold War era, numerous innovations were introduced to the flight deck. The angled flight deck, invented by Dennis Cambell of the Royal Navy, was one prominent design feature that drastically simplified aircraft recovery and deck movements, enabling landing and launching operations to be performed simultaneously rather than interchangeably; it also better handled the higher landing speeds of jet-powered aircraft. In 1952, HMS Triumph became the first aircraft carrier to trial the angled flight deck. Another advance was the ski-jump, which fitted an angled ramp on the flight deck near the end of the aircraft's takeoff run; the change greatly reduced the distance required and became particularly useful for operating STOVL aircraft. Furthermore, various unsuccessful concepts to replace or complement the conventional flight deck have emerged over the years, from the flexible flight deck to the submarine aircraft carrier and flying boat fighter aircraft.
The first flight decks were inclined wooden ramps built over the forecastle of warships. Eugene Ely made the first fixed-wing aircraft take-off from a warship from USS Birmingham on 14 November 1910.[citation needed]
Two months later, on 18 January 1911, Ely landed his Curtiss pusher plane on a platform on Pennsylvania anchored in San Francisco Bay using the first tailhook system, designed and built by circus performer and aviator Hugh Robinson. Ely told a reporter: "It was easy enough. I think the trick could be successfully turned nine times out of ten." On 9 May 1912, Commander Charles Samson became the first man to take off from a ship which was underway when he flew his Short S.27 off HMS Hibernia, which was steaming at 10.5 kn (12.1 mph; 19.4 km/h).[citation needed]
Because the take-off speed of early aircraft was so low, it was possible for an aircraft to make a very short take off when the launching ship was steaming into the wind. Later, removable "flying-off platforms" appeared on the gun turrets of battleships and battlecruisers starting with HMS Repulse, allowing aircraft to be flown off for scouting purposes, although there was no chance of recovery.[citation needed]
On 2 August 1917, while performing trials, Squadron Commander Edwin Harris Dunning landed a Sopwith Pup successfully on board the flying-off platform of HMS Furious, becoming the first person to land an aircraft on a moving ship. However, on his third attempt, a tire burst as he attempted to land, causing the aircraft to go over the side, killing him; thus Dunning also has the dubious distinction of being the first person to die in an aircraft carrier landing accident.[citation needed]
The landing arrangements on Furious were highly unsatisfactory. In order to land, aircraft had to maneuver around the superstructure. Furious was therefore returned to dockyard hands to have a 300 ft (91 m) deck added aft for landing, on top of a new hangar. The central superstructure remained, however, and turbulence caused by it badly affected the landing deck.[citation needed]