Wednesday, March 1, 2023

Aircraft Designation Letters

Aircraft Designation Letters

Aircraft Designation Letters - At present, all US military aircraft follow the 1962 United States Tri-Service aircraft designation system. The first letter ('F' or 'B') denotes the mission of the aircraft, while the number denotes the design number. The designation system produces a Mission-Design-Series (MDS) designation.

From Designating and Naming Military Aerospace Vehicles: No mention of N numbers appeared in the initial Air Commerce Regulations placed in effect by FAA's first predecessor agency in December 1926. The letter markings that this original set of rules specified were C (commercial), S (state), and P (private).

Aircraft Designation Letters

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, which were to precede the numbers assigned to licensed aircraft. Unlicensed aircraft had numbers, but no letters, at this time. In the original 1919 allotment, most of the nations shared first letters. Only U.S. and four other nations were assigned a unique first letter to be followed by any combination of four letters.

Introduction

In each case, that first letter was the same as a radio call letter that had been previously assigned to that nation by an evolving series of international agreements. As of April 1913, for example, Great Britain had complete rights to the radio letters B, G, and M, while sharing certain other letters.

Not surprisingly, Great Britain received G as its aircraft nationality identifier under the 1919 agreement. Can someone describe the numbering system used by the military and how it has changed over the years? I know that there are fighter aircraft such as the F-15, F-16, F-22, etc but why are there aircraft numbered like the F-117?

and why is the B-2 a B-2 when we have had B-17s in the past? The choice was not universally popular. The Journal Aviation wanted the U.S. to adopt W in honor of the Wright brothers.

Use of the letter N in the early days seems to have been restricted to aircraft that made international flights. Compliance was voluntary at this time, since the U.S. did not ratify the 1919 Convention. During this era, the U.S.

Tr-Service Aircraft Mission Design Series (Mds)

Sources

had complete rights to the radio letters N and W, and to combinations of K from KDA to KZZ. Why these particular letters? The assignments of W and K appear to have been arbitrary, according to articles on early radio call signs by Thomas H. White.

In the case of N, White notes that the U.S. Navy had used this radio letter since November 1909. (7) Popular Name: Many U.S. military aircraft have an official "popular name" assigned. This official name cannot be assigned by the manufacturer

and/or DOD customer at will, but has to run through an approval process in which proposed names are checked for conflicts with existing names (both military and commercial) and their "political correctness". Of course, official names tend to be

disregarded by the people actually flying or maintaining the aircraft. Adherence to this system has been patchy at best. So, you have B-1 Lancer and B-2 Spirit after B-52 Stratofortress (this was due to the counters being reset), while the next bomber has been named B-21 Raider.

Where Do N-Numbers Come From?

The earliest legal requirement for the N marking is found in the first general amendments to the Air Commerce Regulations on March 22, 1927. These amendments mandated that U.S. Aircraft engaged in foreign air commerce display the N at the beginning of its identification markings.

Later, this requirement was extended to all U.S. aircraft, regardless of whether they operated beyond the nation's borders. This still leaves the question of why N was chosen over W for the U.S. aircraft identifier. The answer may lie in the fact that the government had reserved N for itself, while assigning combinations beginning with K and W to various radio stations along geographic lines.

The Thinking Behind Avoiding The Letter I When It Comes To Seat Designations

N would therefore be less confusing as a single national marking for aircraft. [1] AFR 66-11, AR 700-26, BUWEPSINST 13100.7: "Designating, Redesignating, and Naming of Military Aircraft", 1962 and 1968 editions [2] Department of Defense: "Model Designation of Military Aircraft, Rockets and Missiles", 7/1964, 1/1965, 7/1965, 1/1970 editions

[3] Department of Defense Publication 4120.15-L: "Model Designation of Military Aerospace Vehicles", 1974, 1977, 1986, 1987, 1990, 1993, 1996, 1998 and 2004 editions [4] AFI 16-401(I), AR 70-50, NAVAIRINST 13100.16: "Designating and Naming Military Aerospace Vehicles"

[5] Department of Defense Aircraft Nomenclature Records According to the rules, all aircraft operated by the U.S. military services (Air Force, Navy, Marines, Army) are to receive an official designation as defined in AFI 16-401(I). In practice, however, all services operate a few

off-the-shelf aircraft under the manufacturers' designations. The U.S. Coast Guard also allocates military designations to most of its aircraft, and the NASA uses the X-for-Experimental designation series extensively for its own research aircraft. A second letter indicating the aircraft's airworthiness category followed the N and preceded the identification numbers.

These airworthiness indicators were; "C" for standard, "R" for restricted, "X" for experimental, and later an "L" for limited, (for example, NC1234). This was standard until December 31, 1948, when aircraft registered for the first time were required to display identification marks consisting of only the Roman capital letter "N" followed by the registration number.

Existing aircraft operated solely within the United States could continue to display an airworthiness symbol until the first time such aircraft were recovered or refinished to an extent necessitating the reapplication of the identification marks. After December 31, 1950, all aircraft of United States registry operated outside of the United States were required to display identification marks consisting of the Roman capital letter "N" followed by the registration number.

Airplane Designations Explained - World War Wings

4.1.1. The MDS designator is an official DoD recognized alpha-numeric symbol designation of a military defense aerospace vehicle. .... The designator describes the aerospace vehicle in two components where the components are separated by a hash. The first component, comprised only of alpha characters, describes the mission of the vehicle. The second component, comprised of both alpha-numeric characters

, describes the design number and design series of the vehicle. Until December 31, 1960, the required location for display of nationality and identification marks for fixed-wing aircraft was the wing surfaces, and the vertical surface of either the tail or fuselage.

Effective January 1, 1960, all fixed-wing aircraft were required to display identification marks on the vertical surfaces or either the tail or fuselage. Wing surface markings were no longer required. (6) Status Prefix: Any aircraft, which is not in normal operational service, can receive a prefix letter in its designation.

to reflect its current status. Because both modified mission and status prefix letters can appear To the left of the basic mission symbol, both groups of letters are distinct to avoid ambiguities. The following status prefixes are defined:

Secure .gov websites use HTTPS A lock ( LockA locked padlock ) or https:// means you've safely connected to the .gov website. Share sensitive information only on official, secure websites. (3) Modified Mission: To the left of the basic mission symbol an optional modified mission letter can be used, when an

Aircraft is used for a different purpose than originally designed. The regulations say that not more than one modified mission letter can be used, but this rule has been violated a few times, e.g. in the EKA-3B designation.

Pre-1962 Naval Aircraft Designation Systems | Naval History Magazine -  August 2019 Volume 33, Number 4

Designations, which include a vehicle type symbol, can optionally omit the basic mission letter if a modified mission letter is used instead (as shown by the MQ-9A example). The modified mission symbols are in general the same as the basic mission symbols, but add a few more letters.

The following modified mission symbols are defined: The purpose of this article is to present an overview of the Aircraft designation system together with notes explaining the details and some exceptions. The missile designation system is covered in the article on

Current Designations of U.S. Unmanned Military Aerospace Vehicles, and the actual The process of allocating a designation is explained on the About page Allocation of Official Aerospace Vehicle MDS Designations. In the following section, each of the six elements is explained in detail.

For all letter symbols a year range is given in brackets to document when this particular symbol is/was valid. If one of the bounds is given as a range (e.g. 1978/86), this means that I don't

know the respective year more exactly. Basically, the counters were reset while the 1962 system was adopted, leading to unrelated sets of aircraft numbering. As for individual aircraft numbering, there have been a number of cases where the system was not followed, like the F-117 Nighthawk.

The U.S. received the "N" as its nationality designator under the International Air Navigation Convention, held in 1919. The Convention prescribed an aircraft-marking scheme of a single letter indicating nationality followed by a hyphen and four identity letters (for example, G-REMS)

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. The five letters together were to be the aircraft's radio call sign. (9) Manufacturer Code Letters: The original designation system as defined in 1962 also mandated the use of a two-letter code. suffix to identify the manufacturing plant of an aircraft.

Like the block numbers, these code letters were introduced by the USAAF during World War II. However, manufacturers' codes were officially dropped from the regulations in 1976. Therefore they are definitely no longer mandatory, and even their optional use has apparently essentially ceased.

The list of code letters as defined in 1962 follows: (2) Basic Mission: The letter to the left of the dash (or the vehicle type symbol) designates the basic mission of the aircraft. Because both basic mission letter in "normal" and vehicle type letter in "special" aircraft

are immediately to the left of the dash (and define in which series the MDS is numbered, see section (4) below), both groups of letters have to be distinct to avoid ambiguities, but this rule was violated with the introduction of the S-for-Spaceplane

vehicle type symbol. Designations, which include a vehicle type symbol, must also include at least one basic or modified mission (see section (3) below) symbol to designate the mission of the "special" aircraft (i.e., the designation

YV-22A is not conforming to the regulation). The following basic mission symbols are defined:

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Aircraft Comparison

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Aircraft Emergency Frequency

Aircraft Emergency Frequency

Aircraft Emergency Frequency - In the event that electronic communications cannot be maintained between the ARFF IC and the flight crew, standard emergency hand signals as depicted in FIG 6-5-1 through FIG 6-5-3 should be used. These hand signals should be known and understood by all cockpit and cabin aircrew, and all ARFF firefighters.

Even though satellites no longer monitor 121.5 MHz signals, the search and rescue community will still respond when notified through other means. ELTs were originally intended to use 121.5 MHz to inform air traffic control and pilots monitoring the frequency of an emergency.

Aircraft Emergency Frequency

Page:cab Accident Report, Beechcraft C-18-S On 1 September 1959.Pdf/2 -  Wikisource, The Free Online Library

These ELTs continue to serve in that role, relying on fellow pilots and ground-based radio facilities to monitor the signals. As a best practice, pilots should monitor 121.5 MHz when flying and report to air traffic control any ELT alert heard.

Codeshare Airline Partners

Existing 121.5 MHz ELTs continue to meet the FAA's regulatory requirements, but 406 MHz ELTs also meet the regulatory requirement, are monitored by satellites, and enable a more accurate search and rescue response. 118.000 - 121.950 Air Traffic Control (See AirNav)

121.975 - 123.650 Unicom, multicom, Flight Services, Traffic Advisory (CTAF) at uncontrolled airports 123.675 - 128.800 Air Traffic Control (See AirNav) 128.825 - 132.000 Company Airlines Operational Control 132.025 - 136.475 Air Traffic Control (See AirNav)

136.500 - 136.975 Company Airlines Operational Control More specific info can be found at: Aircraft Frequencies There you have it, an essentials list for national emergency radio frequencies. Admittedly, it is a bit of an extensive topic that requires a little pulling apart to understand.

But hopefully this guide will help you in case that unfortunate emergency does actually happen to rear its head. It's advised that you keep coming back and checking this list as it will be constantly updated.

Common Company Frequencies

This is due to specific services changing their frequencies as it suits them. Also, as a reminder, you should definitely have your required national emergency radio frequencies noted down and added to your bug out bag list as a safety precaution!

Airborne planes can easily be heard from well over 100 miles, so you don't have to live near an airport. If you do live near an airport, you can find out all the traffic control, weather, and Traffic Advisory frequencies by entering the airport at AirNav.

Another confusing area is the Codeshare. It refers to a practice where a flight operated by an airline is jointly marketed as a flight for one or more other airlines. For example, Delta has feeder airline partners with Comair, Chautauqua, etc.

Frequency 121.5: Why Is It Important To Monitor? - Aeroclass.org

So Delta DL456, operated by ComAir, might be COM456, or even COM56. Flight Stats shows both. However, this does not always relate to what you heard. There are many other similar tracking sites, and they don't always show the exact same thing, so it is good to use more than one.

Identifying Aircraft Vs Frequency

I get it, it's a little confusing but think about it like this, when you turn your radio on to a specific station, what you're actually doing is turning into a specific frequency. So say for example you tune into 100.3, the radio frequency that you've tuned into is 100.3 Megahertz.

We will have a look at this concept in more detail in a separate post but you get the idea. The FAA decided against mandates that it deemed would place an undue burden on aircraft owners and decided not to issue an airworthiness directive or policy prohibiting installation approval of units that use hook-and-loop fasteners.

It also decided against withdrawing the TSO authorizations of ELTs utilizing hook-and-loop fasteners for mounting. Neither a revised policy nor withdrawal of TSO authorizations is needed, the FAA said in a Federal Register Notice, because manufacturers with ELT designs incorporating fasteners "which failed to perform their intended function in accidents have either revised or are in the process of revising their designs."

, minimizing the need for policy in this area.” The agency's choice to instead encourage voluntary action, the FAA noted, “avoids placing an undue burden on aircraft owners while acknowledging the voluntary efforts of ELT manufacturers to improve designs.”

Aopas Position On Mhz Mandate

There are no official "national" company frequency allocations, however among larger airlines there are common frequencies that you will find used by each at many different airports. Please note that "common" frequencies are less likely to be valid in busier air traffic areas due to frequency congestion (e.g., the northeast USA and mid-Atlantic USA regions).

Some common allocations include: All commercial and private aircraft in the United States use callsigns that start with the letter 'N'. However, the 'N-number' is normally not used over the air for commercial flights. Private pilots and air traffic controllers often just use the last two or three digits of the callsign and the aircraft type to save precious air time ("Cessna 23-Hotel").

Commercial aircraft generally use the flight number and company name as their callsign ("United 152"). This can be confusing, but FlightAware will give you a list of possible flights with every combination of those numbers. For instance, if you enter ComAir 5650 in the Flight #, or COM5650 in the Flight/Tail #, you should be able to see that it is really ComAir #50.

This will give you departure/arrival airports, and tracking if still enroute. In 2017, there were 8,898 406 MHz ELT activations in the AFRCC area of ​​responsibility and about 98% of those alerts were false alarms. Just 122 of the alerts in 2017 were actual distress cases.

Hf-9000 High Frequency Communication Transceiver | Collins Aerospace

Identifying Frequency Vs Airport

For each false alert, AFRCC specialists put in considerable research and manhours to track down the ELT and owner. Each activation is treated as an emergency so each false alert is a distraction and negatively affects other search and rescue missions.

About 90% of false alerts occur because of beacon mishandling during the testing and maintenance of these systems. A wavelength on the other hand can be described as the length between 1 point on a wave to the exact same point on the next wave.

For example, 1 peak to the exact same point on the next peak. When talking about the relationship between frequencies and wavelengths, the higher the frequency is, the lower the wavelength. A radio wave is an electromagnetic wave distributed by the use of an antenna.

Each radio wave has a different frequency and when you tune your radio receiver to a specific frequency, you have the ability of picking up a specific signal. See how simple that was? This is the same with radio, people use channels instead of long frequencies.

Google Earth D Tracking

CB's and FRS's more often than not only have channels these days so you won't have to worry about fiddling around with frequencies. Of course it's still a good idea to understand how they work. Aeronautical Radio, Inc.

(ARINC) used to be the spectrum manager for company frequencies but after a corporate reorganization, ASRI is now the spectrum manager. ARINC continues to operate a VHF radio network (the ARINC En Route Service) which is used mostly by smaller airlines to relay messages to their dispatchers or to establish phone patches.

Pilots and installers should carefully follow manufacturer's instructions and perform any tests to verify that the ELT will function as intended taking care to avoid triggering a false alert. Per the FAA's ELT Advisory Circular, care should be taken to prevent accidentally triggering a search and rescue response.

Accidental activation of an ELT will generate an emergency signal that cannot be distinguished from that of an actual emergency and could lead to expensive and frustrating searches. Moreover, the unwarranted ELT signal could tie up the emergency frequencies such that a genuine emergency signal would not be picked up.

Spectrum Management

When aircraft are within 20-30 minutes of their destination, they may call in on a company frequency to report equipment malfunctions, delays, rerouting, and the special needs, such as wheelchairs and unaccompanied minors (UM). Sometimes, when they are about 10 minutes off the ground on their trip away from the airport, they call back with the times they were off the gate, and off the ground.

5 Things To Know About Flight Radio Before - Planeenglish

However, ACARS has replaced most of these communications. There's an array of different devices that are used as emergency radios in this day and age. Some are much better than others. Note that there are some legal issues/rules that you should definitely look into when using specific devices.

At most small airports that don't have control towers, the UNICOM frequency is used by the pilots to talk to each other, usually 122.700, 122.800, 122.900, 123.000 or 123.050. Airports with control towers usually have an assigned Unicom channel of 122.950.

Most airports large enough to have control towers have the following types of channels: What are national emergency radio frequencies? Imagine being stuck in the middle of nowhere and your worst fears come to light. You need help but you have nothing but a radio and you're not really too sure how to use it because you've never had to.

Impact Of False Alerts

Well in this post, you will learn everything from devices to tuning them in and of course a list of national emergency radio frequencies which you will need to help you in distress. Let's have a look at a few minor technical details to get you up to speed first…

ELTs are emergency transmitters that are carried aboard most general aviation aircraft in the U.S. In the event of an aircraft accident, these devices are designed to transmit a distress signal on 121.5 and 243.0 MHz frequencies, and for newer ELTs, on 406 MHz.

ELTs are required to be installed in almost all U.S.-registered civil aircraft, including general aviation aircraft, as a result of a congressional mandate. The mandate resulted from the 1972 loss of U.S. Representative Hale Boggs and Nick Begich in Alaska after their aircraft crashed and was never found.

AOPA supports the installation of these more advanced ELTs on a voluntary basis. General aviation is an industry already struggling under the weight of increased regulation and mandated equipment, and the decisions to replace an existing ELT should be left to the discretion of the aircraft owner.

International Requirements

Therefore, AOPA does not support any attempt to mandate or otherwise require the replacement of existing 121.5/243 MHz ELTs with 406 MHz units. However, the association does support the education of pilots and aircraft owners as to the limits of 121.5/243 MHz ELTs and the benefits of 406 MHz units.

The aircraft emergency frequency (also known as guard) is a frequency used on the aircraft radio band reserved for emergency communications for aircraft in distress. The frequencies are 121.5 MHz for civilian, also known as International Air Distress (IAD) and 243.0 MHz for military use, also known as Military Air Distress (MAD).

Swld - Shortwave Listeners Delight - Civil Aviation Flightwatch Hf  Frequencies Australia, New Zealand, Pacific Islands, Asia

Both are in use at the international level. On the ground, you may find airline ground operations in the 460.65-460.9 MHz range. Often, you can learn of flight delays, cancellations, or gate changes on the 460 frequencies before they are announced.

These frequencies are not listed at AirNav. Incorrectly disposed of ELTs have caused numerous false alerts and greatly increased the workload for first responders. In California, one Civil Air Patrol squadron searched through trash for six hours at a local recycling facility to locate an ELT and disconnect its battery.

Pilots and mechanics should take care to dispose of an old ELT in a manner that assures it will not cause a false alert. The ELT manufacturer will normally include specific disposal guidance but removing the antenna and battery is the industry standard.

ELTs are mounted aft in the airplane, and designed to be triggered upon impact or may be manually activated using the remote switch and control panel indicator in the cockpit. Activation of the ELT triggers an audio alert, and 406-MHz ELTs transmit GPS position for search and rescue.

When searching or monitoring the airport specific frequencies, such as Approach/Departure, Clearance Delivery, Tower, ATIS, etc you can usually find out what airport you are hearing by typing airnav freq state, into a Google search box.

With Google Earth installed on your PC, you can not only track one or several flights, but you can "rotate" the view when a plane is near an airport and see it actually descending or climbing.

This is really neat! Download Google Earth free. Then go to FBOWeb General Apps or FBOWeb Specific Flights Aviation Spectrum Resources, Inc. (ASRI) is the spectrum manager for aeronautical "company frequencies" (128.825-132.0 and 136.5-136.975). ASRI licenses all the frequencies with the FCC and assigns them to other users, so unfortunately the FCC data only provides part of the story but it is a start.

The primary users of these frequencies are airlines but they are also used by Fixed Base Operators (FBOs), corporate aviation bases, some medevac services and other entities. A 1994 regulation change, 14 CFR Part 91.207(d), requires a separate sign-off or annual inspection for the ELT.

The mechanic actually makes a separate log entry about the ELT. This usually will occur at the same time of the aircraft's annual inspection, but it doesn't have to. The unwary pilot in command could miss the timing on this inspection and find himself in the same trouble as if he had flown with an airworthiness directive compliance time missed.

High Frequency (Hf) Radio

As we know, the mechanic's signature at an annual is a statement of condition at that time and does not guarantee that everything will remain airworthy until the next annual. Older Emergency Locator Transmitters (ELTs) transmit on 121.5 in case of impact.

Newer ELTs transmit on 406 MHz, with a low power beacon on 121.5 MHz for local homing. Satellites listen for the signals and alert local personnel to the emergency, and the beacon allows search and rescue to find the scene of the accident faster.

406 MHz beacons are encoded, allowing the vessel of origin to be determined and false alarms quickly verified. Satellite support for the 121.5-only versions is being phased out in early 2009. [1] Now you have a fair idea of ​​all the technical stuff but what if you just want to turn your device on and start tuning in?

As mentioned earlier, each device is manufactured and created differently. You will need to tune into frequencies on some devices. Others will just require you to flick through channels. It's really as simple as it sounds.

Each device will have a dial/knob that you can use to “scroll” through each frequency. Every analog device these days is clearly marked with certain increment frequencies. Digital devices however, are even easier. They will show each separate frequency that you can dial into.

Please note: To know which frequency to tune into for your local police or fire department, you'll need a frequency guide or directory for your locality. Otherwise the below list is an extensive list of other emergency service radio frequencies

A frequency is the rate at which something occurs over a particular period of time or in a given sample. So in radio (or sound) terms, the frequency is the number of waves that occur per second.

Waves are measured in Hertz, so 1 Hz is 1 wave. But, you've probably seen frequencies on specific devices that read 1000kHz or 225 MHz or 770 GHz. So what does the k, M or G stand for?

They refer to amounts of the information that are transmitted per second in higher multiples. If you are an experienced radio user then you will more than likely skip over this section. (It won't be held against you!).

But for those of you who may have gone out and bought yourself a shiny new radio for the first time, you may have a few questions surrounding their usage. So, you've opened the box and had a quick flick through the instruction manual.

You're pumped to start getting used to the damn thing. You've planned a hike or camping trip already for heck's sake! Then you get to this section that talks about frequencies….huh? What is a frequency and how do they actually work?

Investigations into several aircraft accidents found that ELTs mounted with hook-and-loop fasteners did not transmit an emergency signal because they were dislodged from their mounting trays on impact, severing the antenna connection. These fasteners may not retain the ELT if insufficient tension is applied to close them, if they stretch or loosen over time, if debris contaminates the hooks and loops, or if the fasteners degrade due to environmental factors.

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Aircraft Design Software

Aircraft Design Software

Aircraft Design Software - Aircraft Performance Program (APP) is a specialized software for aircraft performance analysis. APP computes the complete range of aircraft performance parameters over a user-specified range of altitudes, speeds and other variables. The software is designed for speed, simplicity and flexibility in its use.

It provides users with useful quick-look (evaluate) functions for the examination of a wide variety of data e.g. thrust, fuel flow, lift, drag, SEP, turn rate, etc. APP provides you with a multitude of flight segments that allow you to define specific mission analyses.

Aircraft Design Software

Screenshots Aircraft Design Software - Oad

It enables both, a very fast and easy “first shot” solution up to very detailed missions for complex analyses! A selection of available segments includes: The APP example files are found in the My Documents folder of the user who installed APP on your computer.

Top 10 Of The Best Aircraft Design Software In 2022

Available Flight Segments

If APP was installed with administrator rights, it can happen that the files are installed in the My Documents folder of the administrator user account. If you do not have access to the example files folder, please contact us and we can provide you with the example files.

Related Software

APP will compute most mission profiles based on defined mission specifications. The types of mission flight phases (take-off, climb, cruise, loiter, descent, etc.) are suitable for Commercial, Civil and Military Aircraft, Turboprops, Gliders, Trainers, Business Jets and UAVs.

Undergraduate Student Poster Competition | University Of Virginia School Of  Engineering And Applied Science

A mission manager supports mission compilation and definition. Over 25 mission segments may be combined in any order for a full mission profile calculation. An optimizer routine evaluates the maximum range, maximum endurance and maximum operating range.

Openvsp - Wikipedia

Mission progress for user defined time steps and output parameters are printed to a spreadsheet and visualized with charts. The mission module includes a set of fast optimizers to help you refine your analyses. Using the mission-optimizers, APP users are able to define segments that shall be maximized along with inputs on required reserves.

Engineering Proceedings | Free Full-Text | Development Of A Computational  Tool For Maneuver Loads Estimation In Initial Design Phase For Fighter  Aircraft

Available Mission Optimizers

Available optimizations are: Aircraft Performance Program (APP) was created in 1981 by ALR Aerospace, in association with RUAG Aerospace Defense Technology, as a unique aircraft performance and preliminary design analysis program to aid in the conceptual and preliminary design of fighters, trainers and light aircraft.

Today, APP is a trusted aircraft performance analysis tool, unlike anything available in the industry today. DARcorporation is proud to be the only distributor of ALR's Aircraft Performance Program software and strongly recommends this widely used program for aircraft performance calculations.

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Aircraft Carrier Uss Independence

Aircraft Carrier Uss Independence

Aircraft Carrier Uss Independence - The fifth USS Independence (CV/CVA-62) is a Forrestal-class aircraft carrier of the United States Navy. She was the fourth and final member of the Forrestal-class of conventional-powered Supercarriers. She entered service in 1959, with much of her early years spent in the Mediterranean Fleet.

On 25 September 1970, word was received that Gamal Abdel Nasser, President of the United Arab Republic had died; an event that might plunge the entire Middle East into a crisis. Independence, along with John F. Kennedy, Saratoga, and seven other U.S.

Aircraft Carrier Uss Independence

An Sh-3 Sea King Helicopter Flies Near The Aircraft Carrier Uss Independence  (Cv-62) As The Vessel Is Underway During Operation Desert Shield. Subject  Operation/Series: Desert Shield Base: Uss Independence(Cv 62 Stock Photo -

Navy ships were put on standby in case U.S. military protection was needed for the evacuation of U.S. citizens and as a counterbalance to the Soviet Union's Mediterranean fleet. Portside of USS Independence's (CVL-22) island at Hunters Point,

Clare Fitzgerald

19 June 1944. A YE radio beacon is mounted atop the foremast, with the antenna of an SG surface-search Radar fitted to the platform immediately below the beacon. An SM fighter-direction radar antenna is mounted on the foremast platform.

In August 1944, the USS Independence took part in the Battle of Peleliu, known for being the bloodiest battle in the history of the US Marine Corps, conducting night reconnaissance and combat air patrol. The following month, as part of the Fast Carrier Task Force, she launched a number of strikes on the Philippines, in preparation for the Allied invasion.

When the Japanese failed to launch any counterattacks, Independence returned to daytime operations. As of 26 January 2012 the Navy's Naval Sea Systems Command posted a notice of solicitation for the towing and complete dismantling of multiple CV-59/CV-63 Class Aircraft Carriers in the United States, to include ex-USS Forrestal (CV-59)

, ex-USS Independence (CV-62), and ex-USS Constellation (CV-64).[17] In March 1996, Independence was deployed to the waters east of Taiwan to provide a stabilizing presence amid the Third Taiwan Strait Crisis. She was joined in the area by the Nimitz as the People's Republic of China lobbed missiles into Taiwanese territorial waters.

Testing And Workup

Upon returning to Yokosuka in April 1996, the ship was visited by President Bill Clinton as part of an official state visit to Japan. The objects in this collection are from the U.S. National Archives and Defense Visual Information Distribution Service.

The U.S. National Archives and Records Administration (NARA) was established in 1934 by President Franklin Roosevelt. NARA keeps those Federal records that are judged to have continuing value—about 2 to 5 percent of those generated in any given year.

Aircraft Carrier Photo Index: Uss Independence (Cv-22)

There are approximately 10 billion pages of textual records; 12 million maps, charts, and architectural and engineering drawings; 25 million still photographs and graphics; 24 million aerial photographs; 300,000 reels of motion picture film; 400,000 video and sound recordings;

and 133 terabytes of electronic data. The Defense Visual Information Distribution Service provides a connection between world media and the American military personnel serving at home and abroad. All of these materials are preserved because they are important to the workings of government, have long-term research value, or provide information of value to citizens.

In Popular Culture

On 23 August 1992, Independence entered the Persian Gulf, under the command of Captain Carter B. Refo prepared to enforce an Allied ban on Iraqi flights over southern Iraq below the 32nd parallel north. On 26 Aug President George H. W. Bush announced that the United States and its allies had informed Iraq that in 24 hours Allied aircraft would fly surveillance missions in southern Iraq and were prepared to shoot down any Iraqi aircraft flying south of the 32nd parallel.

The action was precipitated by Iraq's failure to comply with the U.N. Resolution 688 which demanded that the Iraqi government stop the repression of its Shiite population in southern Iraq. In 2009, a deep-water survey by the crew of the NOAAS Okeanos Explorer found the wreck of Independence 2,600 feet below the water of the Monterey Bay National Marine Sanctuary.

Six years later, a team from the US National Oceanic and Atmospheric Administration (NOAA) explored the sunken ship with the autonomous underwater vehicle (UAV) Echo Ranger, which found the vessel to be mostly intact. There were also no signs of radioactive contamination.

NS022235c: Features on an historic photo of Independence are captured in a three-dimensional (3D) low-resolution sonar image of the shipwreck in Monterey Bay National Marine Sanctuary. The Coda Octopus Echoscope 3D sonar, integrated on the Boeing Autonomous Underwater

Vehicle (AUV) Echo Ranger, imaged the shipwreck during the first maritime archaeological survey. The sonar image with orange color tones (lower) shows an outline of a possible airplane in the forward aircraft elevator hatch opening. Afire aft, soon after the "Able Day" atomic bomb air burst test at

Bikini on 1 July 1946. The bomb had exploded off the ship's port quarter, causing massive blast. damage in that area, and progressively less further forward. (Top) Starboard stern view. The ship is still on shakedown cruises off the east coast and

Aircraft Carrier That Survived Atomic Blasts Surveyed | Cnn

is camouflaged in Measure 14 scheme. The stern mounted 5"/38 mount is visible here. Independence was the only member of her class so completed with 5"/38 guns, and these were replaced by quadruple 40mm mounts before leaving San Francisco for the Pacific War Zone.

Radioman-Gunner of an SBD Dauntless scout-bomber aims his plane's twin .30 caliber machine guns aboard USS Independence (CV-22), during the carrier's shakedown period, 30 April 1943. Note the guns' armor plate, gunsight, and variety of bullet types (with tip

marking sequence: red, black, light blue & plain). The badly damaged hulk of ex-USS Independence (CVL-22) moored at the San Francisco Naval Shipyard. Two Essex-class aircraft carriers that had already been mothballed can also be seen: Hornet (CV-12), left, and Intrepid

(CV-11), right. Photo from Warship Boneyards, by Kit and Carolyn Bonner. "I was in charge of the bomb magazine at the time. Those bombs would just tumble end over end. I would jump up, grab an I beam overhead, lift my legs, and let the bombs roll by.

When it stopped on one side momentarily, I would tie one or two down. Then I would grab hold the I beam again and hang up there like a monkey until the bombs rolled to the other bulkhead and I could secure a couple more.

I could hear the speakers telling the crew to make ready to abandon ship. So I was down there doing my job and thinking to myself, if this thing blows up, I'm going to die anyway so it [doesn't] make

any difference where I am." (Herman Backlund). In 1997, Independence made a four-month deployment, covering several major exercises and seven ports of call. Included in these ports of call were two historic port visits. The first was 28 February 1997 to the island territory of Guam.

Independence was the first aircraft carrier to pull into Guam in 36 years. Grumman F6F-3 Hellcat fighters and two Grumman TBF-1 Avenger torpedo bombers on the light aircraft carrier USS Independence sometime in 1943. Note that the F6Fs are in various states of repainting, as the omission of the right wing star and the addition

A Port View Of The Aircraft Carrier Uss Independence (Cv-62) Underway With  The Fast Combat Ship Uss Detroit (Aoe-4) Underway In The Background -  Picryl - Public Domain Media Search Engine Public

of two white bars to the stars on the left wings and fuselage was ordered in June 1943. These had a red border which was changed to blue in August 1943. Courtesy of the USS Independence Reunion Group, Inc.

In August 1990, with Carrier Air Wing 14 embarked, Independence was sent to deter Iraqi aggression during Operation Desert Shield. Arriving on station in the Gulf of Oman on August 5, Independence was the first carrier to enter the Persian Gulf since 1974. The ship remained on station for more than 90 days and permanently reestablished a U.S.

naval presence in the region. She returned to San Diego on December 23, 1990. Prior to being scuttled, Independence was filled with radioactive waste from the University of California Radiation Laboratory and other vessels that participated in Operation Crossroads.

This led to some controversy, as wildlife and environmental activists worried about the impact of such materials on the ecosystem around the Farallon Islands. Independence departed Norfolk 6 August 1963 to take part in combined readiness exercises in the Bay of Biscay with sea-air units of the United Kingdom and France then entered the Mediterranean 21 August for further duty with the Sixth Fleet.

Cruising throughout the Mediterranean, she gained much valuable experience during combined NATO exercises, including close air support to Turkish paratroops, reconnaissance, communications, and convoy strike support. President Makarios of Cyprus paid her a visit on October 7, 1963, after which she joined in bilateral U.S.-Italian exercises in the Adriatic with Italian patrol torpedo boats, and U.S.-French exercises which pitted her aircraft against French interceptors and a surface action with French cruisers.

Colbert (C611). She returned to Norfolk on March 4, 1964. Launched in August 1942 under the designation CV-22, Independence was commissioned under the command of Capt. George Richardson Fairlamb Jr. in January of the following year.

Upon entering service, she had a displacement of 10,662 tons standard, could carry a crew of 1,569 and was armed with 26 Bofors 40 mm Automatic Gun L/60s. Powered by General Electric turbines, four shafts and four boilers, she had a range of 13,000 nautical miles and could travel at 35.4 MPH.

Independence was built with an angled flight deck with four C-7 steam catapults, two on the bow and two on the angled deck. She was fitted with AN/SPS-37 long-range search radar and AN/SPS-8B height finding radar.

Ex-Uss Independence Departs Naval Base Kitsap > Naval Sea Systems Command >  News

Defensive armament consisted of eight 5"/54 caliber Mark 42 guns mounted on sponsons jutting out from the sides of the ship so they did not interfere with the flight deck. [5][6] The initial air wing of the Forrestal-class carriers

was about 90 aircraft, although this varied with the composition of the airwing.[7] A year later, in 2016, a mission conducted in conjunction with NOAA and the Ocean Exploration Trust led to footage of at least one intact Grumman FGF Hellcat and the partial remains of a Curtiss SB2C-4 Helldiver within the wreck of Independence.

There were also remnants of the light carrier's anti-aircraft weaponry. Deploying from Norfolk in September 1971, the crew earned the designation as 'Blue Nose' sailors when the Independence crossed the Arctic Circle on 28 September. During subsequent operations in the North Sea, Independence conducted cross operation with the British aircraft carrier HMS Ark Royal and transited the English Channel en route to the Strait of Gibraltar and scheduled operations in the Mediterranean Sea.

USS Independence (CVL-22) off Hunters Point in June 1944. Independence shows the unusual tumble-home hull form of her class. The deck cargo consists of twin-engined Lockheed PV-1 Ventura patrol bombers en-route to the combat area. USN photo.

Clare Fitzgerald is a Writer and Editor with eight years of experience in the online content sphere. Graduating with a Bachelor of Arts from King's University College at Western University, her portfolio includes coverage of digital media, current affairs, history and true crime.

In March 1945, after undergoing repairs, the light carrier sailed to Okinawa, where she carried out pre-invasion strikes. When the battle began, she remained off the coast, supplying strike aircraft for the American forces. Once her job there was complete, she returned to Leyte, before traveling back to Japan to support the US occupation of the country.

"Last list — Starboard gun tubs of the aircraft carrier U.S.S. Independence (CVL-22) etched against the Pacific sky as she begins her death throes off the Central California coast. The bow is nearest camera (left). She sank after a weapons test Friday morning.

The "Mighty I" was a veteran of two years of war in the Pacific and a target ship in the Bikini atomic bomb tests. (Official Navy photo)." Independence's commissioning pennant was hauled down 39 years, 9 months and 20 days after it was first hoisted, and the "Don't Tread on Me" First Navy Jack was transferred to the Navy's next oldest active ship, the aircraft carrier Kitty Hawk (CV

Aircraft Carrier Photo Index: Uss Independence (Cv-22)

-63). Independence conducted shakedown training under her first captain, Captain R. Y. McElroy, with the first landing-on being carried out by a Grumman Trader carrier onboard delivery aircraft on 2 March 1959. She arrived at her new homeport of NS Norfolk, Virginia on 30 June 1959.

, and then carried out a ten-week training cruise in the Caribbean.[1][10] During these trails, while carrying out compatibility tests aboard the new carrier, a Douglas A3D Skywarrior was catapulted off Independence at a gross weight of 84,000 pounds (38,000 kg), the heaviest aircraft to take off from a carrier at the time.[11]

Persian Gulf allies began to enforce the ban on Iraqi planes from flying south of the 32nd parallel on August 27 in Operation Southern Watch. Any Iraqi planes that violated the ban would be shot down.

Twenty Navy aircraft from CVW-5 aboard Independence in the Persian Gulf were the first coalition aircraft on station over Iraq as Operation Southern Watch began. Southern Watch was the enforcement of a ban on Iraqi warplanes and helicopters from flying south of the 32nd parallel.

Seen just over three months after entering service, Independence is camouflaged in Measure 14, and has a few SBDs and TBMs on the flight deck forward. The contours of the port hull bulge can be seen.

A few weeks after this photo was taken, the bow and stern 5"/38 guns, fitted as original equipment, were each exchanged for one 40-mm quad. SK, SC-2 and SG radars were carried (Thanks to Robert Hurst, who provided additional information).

Alex Vraciu was the leading Navy "ace" between late June and late October 1944. He was shot down by AAA near Bamban Airfield (Philippines) on 14 December 1944; he was scooped up by friendly Filipino guerillas and spent some six weeks with them, behind enemy lines.

Vraciu is listed as the Navy's #4 ace, with 19 victories. After a brief stint at Pearl Harbor, the USS Independence was brought to San Francisco to be studied. Ultimately, the US Navy made the decision to scuttle the light carrier, as she was too old and far too vulnerable to potential espionage to see further use.

When the time came, she was struck by two torpedoes near the Farallon Islands, sinking below the water on January 29, 1951. In May 1973, President Richard M. Nixon delivered his annual Armed Forces Day address from the decks of Independence.

While based in Norfolk, the ship made deployments to the Mediterranean Sea and Indian Ocean. From 8 to 13 October 1973, Task Force 60.1 with Independence, Task Force 60.2 with Franklin D. Roosevelt (CV-42), and Task Force 61/62 with Guadalcanal (LPH-7) were alerted for possible evacuation contingencies in the Middle East.

as a result of the 1973 Yom Kippur War between Arab states and Israel. Independence operated off the island of Crete.

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Aircraft Crash In Florida Today

Aircraft Crash In Florida Today

Aircraft Crash In Florida Today - Traffic Advisory: Officers are assisting with a plane that landed in the southbound lanes of US-27, just south of Pembroke Road. The pilot has no reported injuries & landed due to engine trouble.Southbound traffic is being temporarily delayed until the roadway can be cleared.

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Aircraft Crash In Florida Today

Pilot Killed, 2 Injured When Small Plane Crashes Onto Florida Street

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Florida Plane Crash: Small Plane Strikes Suv On Bridge Near Miami

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