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Arresting gear
An arresting gear, or arrestor gear, is a mechanical system used to rapidly decelerate an aircraft as it lands. Arresting gear on aircraft carriers is an essential component of naval aviation, and it is most commonly used on CATOBAR and STOBAR aircraft carriers. Similar systems are also found at land-based airfields for expeditionary or emergency use. Typical systems consist of several steel wire ropes laid across the aircraft landing area, designed to be caught by an aircraft's tailhook. During a normal arrestment, the tailhook engages the wire and the aircraft's kinetic energy is transferred to hydraulic damping systems attached below the carrier deck. There are other related systems that use nets to catch aircraft wings or landing gear. These barricade and barrier systems are only used for emergency arrestments for aircraft without operable tailhooks.
Arresting cable systems were invented by Hugh Robinson[when?] and were used by Eugene Ely on his first landing on a ship—the armored cruiser USS Pennsylvania, on 18 January 1911. These early systems had cables run through pulleys and attached to dead weights, such as sandbags. More modern arresting cables were tested on HMS Courageous in June 1931, designed by Commander C. C. Mitchell.
Modern U.S. Navy aircraft carriers have the Mark 7 Mod 3 arresting gear installed, which have the capability of recovering a 50,000-pound (23 t) aircraft at an engaging speed of 130 knots (240 km/h; 150 mph) in a distance of 344 feet (105 m) in two seconds. The system is designed to absorb theoretical maximum energy of 47.5 million foot-pounds (64.4 MJ) at maximum cable run-out.
Prior to the introduction of the angled flight deck, two systems were used (in addition to deck cables) to keep landing aircraft from running into parked aircraft further forward on the flight deck: the barrier and the barricade. If the aircraft tailhook failed to catch a wire, its landing gear would be caught by a 3-to-4-foot-high (0.9 to 1.2 m) net known as the barrier. If the aircraft caught a wire upon touchdown, the barrier could be quickly lowered to allow aircraft to taxi over it. The final safety net was the barricade, a large, 15-foot-high (5 m) net that prevented landing aircraft from crashing into other aircraft parked on the bow. Barriers are no longer in use, although ground-based arresting gear are sometimes called "barriers". Barricades are still in use aboard carriers, but they are only rigged and used in emergencies.
A normal arrestment is accomplished when the arresting hook of an incoming aircraft engages one of the deck pendants. When a landing aircraft engages a deck pendant, the force of the forward motion of the landing aircraft is transferred to a purchase cable, which is routed via sheaves to the arresting engine, located in a machinery room below the flight deck or on either side of the runway. As the deck pendant and the purchase cable are pulled out by the aircraft being arrested, the kinetic energy of the aircraft is transferred to mechanical energy of the cables, and the arresting engine transfers the mechanical energy of the cables to hydraulic energy. This classic system of hydraulic arrest is now being supplanted by one using electromagnetics where the energy absorption is controlled by a turbo-electric engine. The arresting engine brings about a smooth, controlled stop of the landing aircraft. At the completion of the arrestment, the aircraft arresting hook is disengaged from the deck pendant, which is then retracted to its normal position.
Modern carriers typically have three or four arresting cables laid across the landing area. All U.S. carriers in the Nimitz-class, along with Enterprise, have four wires, with the exception of USS Ronald Reagan and USS George H.W. Bush, which have only three. Gerald R. Ford-class carriers will also have three. Pilots aim for the second wire for the three-wire configuration or third wire for the four-wire configuration to reduce the risk of landing short. Aircraft coming in to land on a carrier are at approximately 85% of full throttle. At touchdown, the pilot advances the throttles to military (MIL) power. In the F/A-18E/F Super Hornet and EA-18G Growler aircraft, the aircraft automatically reduces engine thrust to 70% once the deceleration of a successful arrestment is detected. This feature can be overridden by the pilot by selecting max afterburner. If the aircraft fails to catch an arresting cable, a condition known as a "bolter", the aircraft has sufficient power to continue down the angled flight deck and become airborne again. Once the arresting gear stops the aircraft, the pilot brings the throttles back to idle, raises the hook and taxies clear.
In addition to American CVNs (nuclear aircraft carriers), the French Charles de Gaulle, the Russian Admiral Kuznetsov, the Chinese Liaoning, Shandong and Fujian as well as the Indian Vikramaditya and Vikrant are active or future aircraft carriers installed with arresting gear.
Land-based military airfields operating fighter or jet trainer aircraft also use arresting gear systems, although they are not required for all landings. Instead, they are used for landing aircraft on short or temporary runways, or for emergencies involving brake failure, steering problems or other situations in which using the full length of the runway is not possible or safe. There are three basic types of land based systems: permanent, expeditionary, and overrun gear.
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Arresting gear
An arresting gear, or arrestor gear, is a mechanical system used to rapidly decelerate an aircraft as it lands. Arresting gear on aircraft carriers is an essential component of naval aviation, and it is most commonly used on CATOBAR and STOBAR aircraft carriers. Similar systems are also found at land-based airfields for expeditionary or emergency use. Typical systems consist of several steel wire ropes laid across the aircraft landing area, designed to be caught by an aircraft's tailhook. During a normal arrestment, the tailhook engages the wire and the aircraft's kinetic energy is transferred to hydraulic damping systems attached below the carrier deck. There are other related systems that use nets to catch aircraft wings or landing gear. These barricade and barrier systems are only used for emergency arrestments for aircraft without operable tailhooks.
Arresting cable systems were invented by Hugh Robinson[when?] and were used by Eugene Ely on his first landing on a ship—the armored cruiser USS Pennsylvania, on 18 January 1911. These early systems had cables run through pulleys and attached to dead weights, such as sandbags. More modern arresting cables were tested on HMS Courageous in June 1931, designed by Commander C. C. Mitchell.
Modern U.S. Navy aircraft carriers have the Mark 7 Mod 3 arresting gear installed, which have the capability of recovering a 50,000-pound (23 t) aircraft at an engaging speed of 130 knots (240 km/h; 150 mph) in a distance of 344 feet (105 m) in two seconds. The system is designed to absorb theoretical maximum energy of 47.5 million foot-pounds (64.4 MJ) at maximum cable run-out.
Prior to the introduction of the angled flight deck, two systems were used (in addition to deck cables) to keep landing aircraft from running into parked aircraft further forward on the flight deck: the barrier and the barricade. If the aircraft tailhook failed to catch a wire, its landing gear would be caught by a 3-to-4-foot-high (0.9 to 1.2 m) net known as the barrier. If the aircraft caught a wire upon touchdown, the barrier could be quickly lowered to allow aircraft to taxi over it. The final safety net was the barricade, a large, 15-foot-high (5 m) net that prevented landing aircraft from crashing into other aircraft parked on the bow. Barriers are no longer in use, although ground-based arresting gear are sometimes called "barriers". Barricades are still in use aboard carriers, but they are only rigged and used in emergencies.
A normal arrestment is accomplished when the arresting hook of an incoming aircraft engages one of the deck pendants. When a landing aircraft engages a deck pendant, the force of the forward motion of the landing aircraft is transferred to a purchase cable, which is routed via sheaves to the arresting engine, located in a machinery room below the flight deck or on either side of the runway. As the deck pendant and the purchase cable are pulled out by the aircraft being arrested, the kinetic energy of the aircraft is transferred to mechanical energy of the cables, and the arresting engine transfers the mechanical energy of the cables to hydraulic energy. This classic system of hydraulic arrest is now being supplanted by one using electromagnetics where the energy absorption is controlled by a turbo-electric engine. The arresting engine brings about a smooth, controlled stop of the landing aircraft. At the completion of the arrestment, the aircraft arresting hook is disengaged from the deck pendant, which is then retracted to its normal position.
Modern carriers typically have three or four arresting cables laid across the landing area. All U.S. carriers in the Nimitz-class, along with Enterprise, have four wires, with the exception of USS Ronald Reagan and USS George H.W. Bush, which have only three. Gerald R. Ford-class carriers will also have three. Pilots aim for the second wire for the three-wire configuration or third wire for the four-wire configuration to reduce the risk of landing short. Aircraft coming in to land on a carrier are at approximately 85% of full throttle. At touchdown, the pilot advances the throttles to military (MIL) power. In the F/A-18E/F Super Hornet and EA-18G Growler aircraft, the aircraft automatically reduces engine thrust to 70% once the deceleration of a successful arrestment is detected. This feature can be overridden by the pilot by selecting max afterburner. If the aircraft fails to catch an arresting cable, a condition known as a "bolter", the aircraft has sufficient power to continue down the angled flight deck and become airborne again. Once the arresting gear stops the aircraft, the pilot brings the throttles back to idle, raises the hook and taxies clear.
In addition to American CVNs (nuclear aircraft carriers), the French Charles de Gaulle, the Russian Admiral Kuznetsov, the Chinese Liaoning, Shandong and Fujian as well as the Indian Vikramaditya and Vikrant are active or future aircraft carriers installed with arresting gear.
Land-based military airfields operating fighter or jet trainer aircraft also use arresting gear systems, although they are not required for all landings. Instead, they are used for landing aircraft on short or temporary runways, or for emergencies involving brake failure, steering problems or other situations in which using the full length of the runway is not possible or safe. There are three basic types of land based systems: permanent, expeditionary, and overrun gear.