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Type 003 Aircraft Carrier Reddit - I think someone who lives near the site took the picture. The oldest tweet i can find said that he got the picture from baidu, and I've seen people who lives near a dock taking and posting pictures of the new dokdo class when it was under construction in our country before.
Its development is part of a broader modernization of China’s military as it seeks to extend its influence in the region. China already has the largest navy in the world in terms of numbers of ships, but not near the capabilities of the U.S. Navy.
As America struggles to transfer aircraft carrier technology to a single critical ally, China will market—and is likely already marketing – their carrier technology to clients like Pakistan, or aspiring regional players like Turkey, Indonesia, or Brazil. China’s technology may not be on par with America yet, but as Beijing’s Communist Dynasty captures greater market share and invests in keeping key technical suppliers healthy, they clearly have a strategy to get there.
China currently has 1.5 carriers (The first is junk just like it’s Russian sister ship). This won’t be commissioned until 2023 at the earliest. The US currently has 11 super carriers (10 Nimitz 1 Ford class) and 7 Wasp class carriers. It would take China 20-30 years to have that many operational.
As the F-35 Lightning II fighter-jet arrives in the region, a variety of smaller flat-decks are demonstrating their potential. The United States is deploying F-35B-ready America and Wasp Class amphibious assault ships as fast as they can be built or converted. The Royal Navy’s triumphant deployment of a Queen-Elizabeth class carrier in the Pacific has also widened the aperture of western capability.
Once mainly a coastal force, China’s navy has in recent years expanded its presence into the Indian Ocean, the Western Pacific and beyond, setting up its first overseas base over the last decade in the African Horn nation of Djibouti, where the U.S., Japan and others also maintain a military presence.
Aircraft carrier technology is a market. China is entering it, and America—the current market leader —is moving too slowly to effectively compete. This failure to aggressively market U.S. carrier technology overseas and open wider access to EMALS—America’s advanced electromagnetic launch system, innovative power handling technologies, carrier-ready aircraft or other, less noticeable carrier-enabling technologies, is a mistake.
Washington needs to enable and accelerate Navy-building among friends by sharing fundamental technology modern navies need. The F-35 and EMALS are great places to start, but they should by no means be the only considerations. If kept properly secured, plans for large aircraft-carrier ready power plants, logistical systems, carrier-based surveillance aircraft and other important products or big-carrier manufacturing-oriented intellectual property may find ready customers.
The Pacific Ocean will get a little more crowded next year as China debuts its new Type 003 aircraft carrier, launching the flat-top just before the USS Gerard R. Ford (CVN-78) finishes its pre-deployment refit. Beijing has timed the launch to blunt the geopolitical impact of the USS Ford, presenting China’s platform as an equal counterweight. But the launch of the Type 003 sends another, more subtle signal: China’s carrier sector is now open for business.
“In particular, the PRC’s (People’s Republic of China’s) aircraft carriers and planned follow-on carriers, once operational, will extend air defense coverage beyond the range of coastal and shipboard missile systems and will enable task group operations at increasingly longer ranges,” the Defense Department said, adding that the Chinese navy’s “emerging requirement for sea-based land-attack systems will also enhance the PRC’s ability to project power.”
Though the U.S. Department of Defense estimates that the carrier won’t be fully operational until 2024, first needing to undergo extensive sea trials, the carrier is China’s most advanced yet. As with its space program, China has proceeded extremely cautiously in the development of aircraft carriers, seeking to apply only technologies that have been tested and perfected.
The expected launch of the new Chinese carrier comes as the U.S. has been increasing its focus on the region, including the South China Sea. The vast maritime region has been tense because six governments claim all or part of the strategically vital waterway, through which an estimated $5 trillion in global trade travels each year and which holds rich but fast declining fishing stocks and significant undersea oil and gas deposits.
Similarly, India has had lots of meetings, conducting “monthly discussions” with the U.S. Navy, which has provided a “pricing and availability training capsule on ship design aspects related to aviation.” The pace has been glacial: India began formal meetings with PEO Aircraft Carriers in June 2018 and two years passed before the next face-to-face meeting.
That statement is simply not true. In the US, a carrier is protected by a whole group of ships. Accompanied by anti-missile, anti-air, anti-ship, and anti-submarine ships. Not to mention the planes on the carrier allowing it to project the carrier group’s power across vast areas. No ship or submarine is getting anywhere near a carrier.
The newly developed Type 003 carrier has been under construction at the Jiangnan Shipyard northeast of Shanghai since 2018. Satellite images taken by Planet Labs PBC on May 31 suggest work on the vessel is close to done.
“The staircases that workers use to access the carrier — as well as the support structures and other equipment that skirt the ship — will need to be removed,” CSIS said. “The caisson, which segments the dry dock and allows work to proceed simultaneously on multiple vessels, will also be opened to allow water to fill the entire dry dock.”
Regional demand for carriers capable of fielding a modern air wing is growing, and the U.S. needs a plan to seize on the momentum already underway, strengthening distributed deterrence among its friends and partners. Tech-sharing should top the list.
The U.S. Navy has sailed warships past Chinese-held humanmade islands in the sea, which are equipped with airstrips and other military facilities. China insists its territory extends to those islands, while the Navy says it conducts the missions there to ensure the free flow of international trade.
EMALS, the new electromagnetic “launch-and-recovery” system aboard the USS Ford is a natural place to start that acceleration. India and France, both embarking on “large” aircraft carrier projects, have been eying EMALS for years. France, with a formal recapitalization project underway, is leading the process, but it has taken a lot of time; formal discussions with France on EMALS technology transfers began three years ago. The new carrier won’t be in service until 2038 at the earliest.
In the satellite images, the carrier’s deck can be clearly seen. In an image taken Tuesday through wispy clouds, equipment behind the carrier appears to have been removed, a step toward flooding the entire drydock and floating the vessel. Pictures earlier this month showed work ongoing.
CSIS noted in a report that China often pairs military milestones with existing holidays and anniversaries. It suggested that the vessel could be launched as soon as Friday to coincide with the national Dragon Boat Festival, as well as the 157th anniversary of the founding of the Jiangnan Shipyard.
In addition to being the largest of its three carriers, the new Type 003 class is fitted with a catapult launch system that will “enable it to support additional fighter aircraft, fixed-wing early-warning aircraft, and more rapid flight operations and thus extend the reach and effectiveness of its carrier-based strike aircraft,” the U.S. Defense Department said in its annual report to Congress on China’s military in November.
Mimicking the most visible aspects of carrier technology, the Type 003’s rapid progression from shipyard to service is extremely impressive, but the true game-changer has been China’s new electromagnetic launch system. In the Type 003, China will have skipped two generations of carrier launch technology, bypassing hydraulic and steam catapults for an electromagnetic competitor to America’s EMALS launch system.
While few in the Indo-Pacific have publicly discussed how to operate in a region full of free-wheeling Chinese carrier battle groups, the above examples clearly show many believe the best counter to a rival’s large aircraft carrier is with one, two, or even three of their own.
Comparisons to the USS Ford will be hard to miss, especially as China will do all it can to highlight their similarities in size, launch technologies, and airwing composition. And when the Type 003 starts steaming around the Indo-Pacific, US allies may well draw further comparisons between the once-familiar sight of U.S. flattops to the increasingly visible silhouette of Chinese flagships today.
By catapulting beyond the old-school Russian ski-jump, the Type 003 will field a modern-looking air wing. China’s first-generation logistics, refueling, and early-warning aircraft may still need a lot of refinement, but they will, to untrained observers, look the part.
Among other assets, the U.S. Navy remains the world’s leader in aircraft carriers, with its forces able to muster 11 nuclear-powered vessels. The Navy also has nine amphibious assault ships, which can carry helicopters and vertical-takeoff fighter jets as well.
The carrier is China’s second domestically developed carrier, following a Type 002 ship that is currently undergoing sea trials. Its other carrier is a modified former Soviet ship bought as a hulk from Ukraine and refurbished over several years as an experimental platform that nevertheless packs considerable combat capability with an airwing of Chinese-built fighters developed from the Russian Su-33.
Japan’s two Izumo class flat-decks are being updated to handle F-35Bs. South Korea’s slow-moving, on-again-off-again CVX class carrier program will, once the plans are finalized, be positioned to quickly stamp out multiple copies. Other countries are mulling small carriers as well, with Singapore and Australia well-positioned to rapidly advance their modest, light aircraft carrier capability.
Experts from the Washington-based CSIS, which has been monitoring the construction for years, said in an analysis Thursday of different satellite images by Maxar Technologies, also taken Tuesday, that a smaller vessel had been moved out of the carrier’s way, and that water now partially fills some of the dry dock.
American should recognize this opportunity and support these interested partners through efficient proliferation of large-carrier technology. Overseas transfer of sensitive technology is always a challenge for Washington, but the current pace for specialized aircraft carrier-relevant technology is far too leisurely. It is time to put a strategy in place and move out.
The launch has been long anticipated, and constitutes what the Center for Strategic and International Studies think tank called a “seminal moment in China’s ongoing modernization efforts and a symbol of the country’s growing military might.”
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Types Of Aircraft Icing - Ice can collect on the surface of the plane and hamper the function of the wings, propellers and control surface as well as canopies and windscreens, pitot tubes, static vents, air intakes, carburetors and radio antennas.
On 21 December 2015, a Boeing 787-8 at FL400 in the vicinity of convective weather conducive to ice crystal icing penetrated an area which included maximum intensity weather radar returns. A very short period of erratic airspeed indications followed and the FCS reverted to Secondary Mode requiring manual flying.
Since this Mode remained 'latched' and could therefore only be reset on the ground, it was decided that an en route diversion was appropriate and this was accomplished without further incident. Boeing subsequently modified the FCS software to reduce the chances of reversion to Secondary Mode in short-duration unreliable airspeed events.
On 15 February 2013, an Embraer EMB-500 Phenom 100 crew lost control of their aircraft shortly before touchdown at Berlin Schönefeld when it stalled and crash-landed. The Investigation was not completed for almost six years but concluded that the stall was a result of ice accretion during an approach in icing conditions without activation of the airframe de icing system.
It found poor crew awareness of both the ice and stall protection systems and, suspecting that this may be true of other type-rated pilots, accordingly made Safety Recommendations to key regulatory authorities concerning the type rating syllabus.
Ice may accumulate unevenly on the blades and, as a result, they may go out of balance. This will result in vibrations that will place undue stress on the blades as well as the engine mounts, which may cause them to fail.
People may be surprised that icing is a problem that has not been solved, and McClain recognizes that it has been studied for many decades. He adds, "It is a really hard problem. It’s a multi-phase multi-species, transient non-equilibrium thermodynamics problem.
Getting the amount of water that hits a specific location on the aircraft surface over a matter of a time is still a difficult computational task.” "Typically in my laboratory we are improving the 3D CFD codes that are used by all the manufacturers, once they take a vehicle design to start the certification process," says Steve McClain, mechanical engineering professor at Baylor University.
How icing affects an aircraft's performance and ways to mitigate the impact of icing on airframes is a major area of R&D. The recent improvements in battery technology are leading to new types of aircraft that need icing protection.
Ice protection company CAV Systems' engineering, product development and delivery vice president, Alexander Baty says, "There is more interest in urban air mobility. We are seeing a lot of interest from startup companies. "With these aircraft, their flight endurance is low.
We don’t need as big a tank of anti-icing fluid as on traditional aircraft. We're seeing more interest from other areas. The first example would be military drones, things like the General Atomics Aeronautical Systems Predator B. We’ve done three or four different systems on those types of aircraft.”
With all the above caveats, a brief look at the usual 'descriptions' and 'definitions' of icing conditions used by forecasters may still be helpful. The descriptions all assume that an aircraft is certified for "flight in icing conditions".
On 11 January 2017, control of a Cessna Citation 560 departing Oslo on a short positioning flight was lost control during flap retraction when a violent nose-down maneuver occurred. The First Officer took control when the Captain did not react and recovered with a 6 g pullout which left only 170 feet of ground clearance.
A MAYDAY - subsequently canceled when control was regained - was declared and the intended flight was then completed without further incident. The Investigation concluded that tailplane stall after the aircraft was not de-iced prior to departure was the probable cause of the upset.
The majority of supercooled droplets in clouds are between 1 micron (0.001 mm) and 50 microns (0.05 mm) in diameter. (For comparison, the thickness of the average human hair is approximately 100 microns). Layer (stratiform) clouds typically contain average droplet diameters of up to 40 microns.
Vertically developed (cumuliform) clouds of moderate scale typically have average droplet diameters of up to 50 microns (0.05mm) but large Cumulonimbus (Cb) clouds often contain much more liquid water, including large quantities in droplets with diameters up to and beyond 100 microns
(0.1mm). The aircraft testing equipment was developed during the first part of the project explains Carsten Schwarz, SENS4ICE coordinator. Schwarz leads the flight mechanics group at the DLR Institute of Flight Systems, Department of Flight Dynamics and Simulation.
Super cooled large droplet icing is SENS4ICE's focus and the project has several different approaches to testing for that. If the engine's propeller is building up ice, then the same thing will be happening on tail surfaces, wings, and other projections.
The accumulated ice's weight isn't as serious as the disruption of airflow it causes around the tail surface and wings. Intercycle ice is that which forms between cyclic activation of a mechanical or thermal de-ice system.
Accumulation of some ice when these systems are not 'on' is an essential part of their functional design. The time interval between 'on' periods is usually selectable between at least two settings. Any ice remaining after a de-icing system of this type has been selected off is sometimes referred to as residual ice.
He explains that one of the technologies being used takes an optical approach. This detection technology is called shadography and involves the detection of droplets visually in images. Super cooled droplets are also important to McClain's work at Baylor, which seeks to improve understanding of the physics of how droplets accrete on an aircraft's surface.
Clear or Glaze ice is formed by larger supercooled water droplets, of which only a small portion freezes immediately. This results in runback and progressive freezing of the remaining liquid and since the resulting frozen deposit contains relatively few air bubbles as a result, the accreted ice is transparent or translucent.
If the freezing process is sufficiently slow to allow the water to spread more evenly before freezing, the resulting transparent sheet of ice may be difficult to detect. The larger the droplets and the slower the freezing process, the more transparent the ice.
On 14 November 2016, an ATR72-600 crew lost control at FL150 in severe icing conditions. Uncontrolled rolls and a 1,500 feet height loss followed during an apparent stall. After recovery, the Captain announced to the alarmed passengers that he had regained control and the flight was completed without further incident.
The Investigation found that the crew had been aware that they had encountered severe icing rather than the forecast moderate icing but had attempted to continue to climb which took the aircraft outside its performance limitations.
The recovery from the stall was non-optimal and two key memory actions were overlooked. On 20 October 2013, a Boeing 757-200 Co-Pilot believed his aircraft was at risk of stalling when he saw a sudden low airspeed indication on his display during a night descent and reacted by increasing thrust and making abrupt pitch-down inputs.
Other airspeed indications remained unaffected. The Captain took control and recovery to normal flight followed. The excursion involved a significant Vmo excess, damage to and consequent failure of one of the hydraulic systems and passengers and cabin crew injuries.
The false airspeed reading was attributed by the Investigation to transient Ice Crystal Icing affecting one of the pitot tests. Rime ice accumulates on the wings' leading edges and on pilot heads, antennas, etc. For rime ice to form on the aircraft, the temperature of the aircraft's skin should be below 0°C.
Due to the low temperature, the droplets will quickly and completely freeze. Even after freezing, droplets do not lose their spherical shape. In North America, the terms clear, rime or mixed are more often used in forecast material than elsewhere and are both intended and taken as a proxy for droplet size regardless of other factors such as temperature and liquid water content.
In this use, a forecast of rime icing indicates smaller drop sizes and a forecast of mixed or clear icing indicates larger drop sizes but with only a vague and undefined boundary between the two. Since rime ice forms on leading edges, it can affect the aerodynamic characteristics of both wings and horizontal stabilizers as well as restricting engine air inlets.
Rime may begin to form as a rough coating of a leading edge but if accretion continues, irregular protrusions may develop forward into the airstream, although there are structural limits to how much "horn" development can occur.
Partial or complete blockage of the air inlet to any part of a pitot static system can produce errors in the readings of pressure instruments such as Altimeters, Airspeed indicators, and Vertical Speed Indicators. The most likely origin of such occurrences to otherwise serviceable systems has been the non-activation of the built-in electrical heating which these tubes and plates are provided with, although in some cases, the detail design of pitot heads has made them relatively more vulnerable
to ice accretion even when functioning as certified. It is now also recognized that the effects of high level ice crystal icing can have what are usually transient effects on the effectiveness of normally functioning pitot probe heating.
Ice accretion on critical parts of an airframe unprotected by a normally functioning anti-icing or de-icing system can modify the airflow pattern around airfoil surfaces such as wings and propeller blades leading to loss of lift, increased drag and a shift in the airfoil center
of pressure. The latter effect may alter longitudinal stability and pitch trim requirements. Longitudinal stability may also be affected by a degradation of lift generated by the horizontal stabilizer. The modified airflow pattern may significantly alter the pressure distribution around flight control surfaces such as ailerons and elevators.
If the control surface is unpowered, such changes in pressure distribution can eventually lead to uncommanded control deflections which the pilot may not be able to be overpowered. "Most of the heat transfer measurements that I do at Baylor are still what are called dry measurements," McClain explains.
"So, we look at something like a scale roughness model and consider how that affects the dry heat transfer and make some assumptions about what goes on when you have a multi-phased situation on a real ice surface."
Runback ice forms when supercooled liquid water moves aft on the upper surface of the wing or tailplane beyond the protected area and then freezes as clear ice. Forms of ice accretion which are likely to be hazardous to continued safe flight can quickly build up.
Runback is usually attributable to the relatively large size of the SLD encountered but may also occur when a thermal ice protection system has insufficient heat to evaporate the amount of supercooled water impinging on the surface.
Snow in itself does not present an icing threat, since the water is already frozen. However, snow can be mixed with liquid water, particularly cloud droplets, and, in some circumstances, can contribute to the accumulation of hazardous frozen deposits.
This phenomenon may also occur in Cumulonimbus anvil clouds, where the ice crystals may be mixed with SLD to incur significant icing. On December 13, 2017, control of an ATR 42-300 was lost just after it became airborne at night from Fond-du-Lac and it was destroyed by the subsequent terrain impact.
Ten occupants sustained serious injuries from which one later died and all others sustained minor injuries. The Investigation found that the accident was primarily attributable to pre-takeoff ice contamination of the airframe with an inappropriate pilot response then preventing an achievable recovery.
It was found that significant airframe ice accretion had gone undetected during an inadequate pre-flight inspection and that there was a more widespread failure to recognize airframe icing risk. If a SLD is large enough, its mass will prevent the pressure wave traveling ahead of an airfoil from deflecting it.
When this occurs, the droplet will impinge further aft than a typical cloud-sized droplet, possibly beyond the protected area and form clear ice. On 3 October 2014, the crew of a Saab 340 in the cruise at FL150 in day IMC did not recognize that severe icing conditions had been encountered early enough to make a fully-controlled exit from them and although recovery from the subsequent stall was successful,
it was achieved in a non-standard manner. The Investigation concluded that although both mountain wave effects and severe icing had contributed to the incident, the latter had been the main cause. Both crew understanding of airframe icing risk and supporting Operator and Manufacturer documentation on the subject were considered deficient.
Any cloud containing liquid water can present a significant icing environment if the temperature is 0 °C or less. Generally, cumuliform cloud structures will contain relatively large droplets which can lead to very rapid ice build up.
Stratiform cloud structures usually contain much smaller droplets, although the horizontal extent of icing conditions within a stratiform cloud may be such that the accumulation in even a relatively short period of level flight can sometimes be considerable.
The most significant ice accretion in any cloud can be expected to occur at temperatures below, but close to, 0˚C. In a stratiform cloud in temperate latitudes, the maximum ice accretion is often found near the top of the cloud and it may be unwise for some turboprop aircraft to remain at such an altitude for extended periods.
Vibrations resulting from the unequal loading on the propeller blades and wings are also dangerous for the flight. When large blocks of clear ice break off, vibrations may become so severe that they might impair the aircraft's structure.
When clear ice is mixed with sleet or snow, it might appear whitish. Any drizzle or rain which is encountered at temperatures of freezing or below is likely to generate significant ice accretion in a very short period of time, even if reasonable forward visibility prevails, and such conditions should be exited by any appropriate change of flight path.
It is this vastly greater mass of supercooled water droplets in freezing precipitation compared to those in cloud, even cumulonimbus cloud, which precludes any aircraft undertaking a significant period of sustained flight - and in most cases any flight - in freezing precipitation clear of cloud.
Airflow is severely disrupted by this unique formation of ice and it increases the drag in the flight by about 300 percent to 500 percent. Clear ice is extremely dangerous because it makes the aircraft lose lift as it alters wing camber and disrupts the flow of air over the tail surface and wings of the aircraft.
Moreover, it increases drag which is dangerous for the plane. Ice shed during in-flight de icing is not of a size which could create a hazard should it survive in frozen form until reaching the ground below.
However, there has been a long history of ice falls from aircraft waste drain masts, a few of which have caused minor property damage and occasionally come close to hitting and injuring people. The drain masts involved are those from aircraft galleys or toilet compartments which are normally heated to prevent ice formation but for some reason have not been operating as intended.
Ice from toilet waste masts is often referred to as "blue ice". Most of these events have been recorded where there is a high density of long haul commercial air traffic inbound to a large airport which routinely overflies a densely populated residential area as it descends below the freezing level in the vicinity of the airport.
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Types Of Aircraft Lights - Ever looked in the sky at night and noticed bright white lights flashing on a plane? Strobe lights are a form of high-intensity lighting that can be found on the wingtips of planes. These lights may be activated during daytime departure, but they are primarily used to identify the plane's relative location through the night sky or when there is limited visibility for control towers and other aircraft.
I saw a very large aircraft that had 3 very bright white lights in front of it- almost as if it was pushing them rather than emanating from the aircraft. On the underside were 2 elongated vertical lights on each side of each wing where they started from the craft body.
The craft wings were quite slanted back, not usual as most airplanes. Craft was very quiet and smooth in flight. Have never seen such before. What type of aircraft was this? Usually located in the leading edge of the wing root, these bright white lamps are intended to provide side and forward lighting during taxi and when turning off the runway.
These lights are most useful at poorly lit airports but are usually unnecessary. The lights can also be used in flight if greater visibility is required. There are no special lights on aircraft that differentiate a cargo, passenger, or general aviation aircraft.
Exterior lighting is very much standardized. Even military aircraft use the same lights (during an operation, they may have them turned off). Anti-collision lights, if the plane has them, should be used whenever the engine is running except when they interfere with ground operations.
Strobes do not have to be used all the time if a beacon is on. We've now landed at your destination. Feel free to unfasten your seatbelts. Did you find out anything new about aircraft lighting?
Leave us a comment in the section below, or pop over to chat with us on Facebook, Twitter, LinkedIn, Pinterest, or Instagram! Red and green are probably not the best colors to use in aviation (or automobile traffic lights).
Red-green color blindness is the most common form of color vision deficiency. 8% of all men and 0.5% of all women suffer from some form of it. When pilots see another aircraft's white position lights, they know the aircraft is flying away from them.
Seeing red and green lights indicates the aircraft is approaching. The lights help pilots, towers, ground controllers, and ground support personnel determine aircraft position and direction – thus the name "position lights." 🙂 Watch aircraft as they arrive and depart airport gates.
Crews turn on the red flashing lights just before aircraft movement and engine start. The crew turns off the lights after they shut down the engines and set the parking brake. However, my question is regarding the above-mentioned lights: beacon, anti-collision, strobe, logo, and navigation lights.
When are they to be used, and when should they not be used? What is the meaning and purpose of each one? Hi! Very interesting piece, thank you. I read/heard with the recent downing of passenger planes, that some lights denoted that the craft is commercial and carrying passengers...?
I don't pick that up in your article. Also, for a general interest item, show jumping obstacles have a white flag on the left and a red flag on the right hand side, so that one knows which way to approach the jump!
Julia f. At the discretion of the pilot in command, all exterior lights should be illuminated when taxiing on or across any runway. This increases the conspicuousness of the aircraft to controllers and others pilots approaching to land, taxiing, or crossing the runway.
Pilots should comply with any equipment operating limitations and consider the effects of landing and strobe lights on other aircraft in their vicinity. There are standard lights that are required by international agreement. Position lights, anti-collision lights, etc.
I'm not aware of any rule that requires a specific number of lights - only that the required lights are visible. I don't have enough information to guess what it was you were seeing yesterday. There are a lot of airplanes in the sky;
especially near busy airports. It's important for pilots to see other aircraft in the sky and on the ground. Anti-collision lights help make airplanes easy to spot, even several miles away. Hi. I was just wondering the wattage on these lights.
Like the lights that are always flashing when the plane is in the air and you can see them from the ground. How many kilowatts are those? (Yes. I am incredibly weird and wonder about all sorts of weird stuff)
As for the red/green thing, that was explained by the ex-Navy captain above, but a way it was explained to me by a yachtsman was simply that oncoming boats pass red-to-red or green-to-green (the latter being the normal and proper way).
That way they know they're clear of each other. The other meanings (port, starboard, historical reasons) are also there. Another thing I've noticed in landing traffic. I live near where inbound traffic intercepts the ILS for a nearby airport.
Commonly, large aircraft (757s/767s around here) on approach will have, seemingly, only a couple of landing lights on. Then, when they start the final approach, they light up everything. Makes a fairly dramatic (and blinding, if you're looking that way when it all comes on) difference.
I only mention the second plane because we heard it and could see its lights blink. The first plane seemed to have a red light on its left side but my wife did not notice that.
The tail light was white and globular, the red light, if there was one, was a thin wand. The second plane was flying at 10,000 fleet minimum. The first might have been as low as 2,000 feet.
My brother and I just saw something with three solid red lights and a green flashing light that was much much brighter than the red in fact the red were hard to make out but the green was very bright as it was coming towards us but after it passed
the green was then orange but still flashing. (b) Taxiing. Prior to commencing taxi, turn on navigation, position, anti-collision, and logo lights, if available. To signal intent to other pilots, turn on the taxi light when the aircraft is moving or intending to move on the ground, and turn it off when stopped or yielding or as a consideration to other pilots or ground personnel.
Strobe lights should not be illuminated during taxi if they will adversely affect the vision of other pilots or ground personnel. Used for increased visibility among the friendly skies, landing lights are possibly the most important types of light on an aircraft.
You can think of these lights as extra bright high-powered head lights. Landing lights can be seen from miles away and are used to help guide pilots into their landing regardless of lighting or weather conditions.
These lights may also be used during take-off. Although all planes are equipped with landing lights, they are not always located in the same area of the aircraft. They may be located on different sections of the wings, the nose, or the fuselage, which is the main body of the aircraft.
b. An aircraft anti-collision light system can use one or more rotating beacons and/or strobe lights, be colored either red or white, and have different (higher than minimum) intensities when compared to other aircraft. Many aircraft have both a rotating beacon and a strobe
light system. Hi, I might have an answer as an ex Naval Officer. All ships use what's called "The Rules of the Road" for navigating at sea. Vessels according to the rules of the road typically turn port-to-port when at sea.
This means that if you see a green navigation light out front you don't turn but if you see a red one you turn so there is a port-to-port passing. Ships will generally always attempt to turn to starboard to avoid other vessels (many captains have view-ports out the starboard side in their cabin).
Red typically means "stop" or "avoid" and green typically means "go" so this may be the connection. A ship generally is more at fault for running into another vessel when that vessel was approaching from their starboard.
Often times the other vessel may have no fault. If you've ever taken a close look at an aircraft, you may have noticed two dominant red lights on top and under its belly. There are also a couple of other blinking lights spread out across its wings and length.
What do all these flashing lights mean? White anti-collision lights are too bright to be used while taxiing or waiting in line at a runway. They are distracting (and blinding) to other pilots. Crews turn the lights on just before takeoff, and off immediately after landing.
I live west of Ohare airport, last week after sunset I was outside and noticed several aircraft overhead {there are lots around as you could guess!] but I saw one flying south to north with only a green blinking light on, and it was moving
fast, much faster than the regular airplanes I see, any ideas? Logo lights are usually mounted on the horizontal stabilizer and light up the vertical fin. Older aircraft, like the DC-8, DC-9, and MD-80/90 variants have logo lights mounted on the wingtips.
Airlines love to show off their logos at night – that's exactly what logo lights are for. The red anti-collision light (beacon) is used from engine start to engine shutdown. The bright white flashing wingtip anti-collision lights are turned on as the aircraft taxis onto the runway and turned off right after landing so they don't blind or distract other people on the ground.
Hi Joseph, That's not an easy question to answer. If you are motivated and have the necessary resources (money and time) you can do it. The next few years should provide good opportunities for jobs. At 39 years old, your chances of making captain for a major US airline are slim (being a career First Officer isn't a bad career, either! There are many others out there).
There are a lot of good opportunities in foreign markets. China is exploding with aviation jobs right now. My name is Kagan. Flying a B777 as a first officer. I've been searching about the "use of aircraft exterior lighting" for a research duty in my company.
I couldn't find any regulations abt how to use these lights exactly. So I would be very appreciative if you could share some resources of these useful informations. I just saw a REALLY high flying… Plane?
It was so high up with a trail and alternating blue and red lights. Was it a plane, or something space related? I live right next to an airport, and planes don't start landing this early.
It was just weird, and I'm curious! Full moon and all! Lol!!! Green blinking lights are not standard for civilian aircraft. There may certainly be an exception out there. Sometimes military aircraft have non-standard lighting. Perhaps another reader may be familiar with an aircraft with green flashing lights.
The Space Shuttle had no position lights, anti-collision, or landing lights. Engineers were careful to save every ounce of weight possible. The Shuttle had an FAA waiver to fly without position lights. It operated in airspace that was cleared of traffic.
For the orbiter's 26 night landings, bright floodlights illuminated the runways to compensate for the lack of landing lights. Strobe lights on aircraft are turned on when the aircraft is about to take off and are turned off after it has landed and before it begins to taxi.
The bright white strobe lights can hurt the ground personnel's eyes hence why they are only used during flight. Hi, where are you located? I just saw the same thing, never saw that before and decided to come in and see online what it might say.
I'm in Marin County California, just north of the GG Bridge
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Type Certificate Of Aircraft - With regard to the certification basis for a changed product, it is obvious that, with the same criteria used for the basic product type certification, if the Administrator/Agency finds that the regulations in effect on the date of the application for the change do not
provide adequate standards with respect to the proposed change because of a novel or unusual design feature, the applicant must also comply with special conditions, and amendments to those special conditions, to provide a level of safety equal to that established by the regulations in effect on
the date of the application for the change. The type certificate (TC) is a document by which the authority states that an applicant has demonstrated the compliance of a type design with all applicable requirements. This certificate is not in itself an authorization for the operation of an aircraft, which must be given by an airworthiness certificate.3
Reviewing and approving the Type Design involves extensive testing to generate certification data. For flammability certification, each affected part to be tested must be presented to the FAA with its design and determined by the FAA to conform to its design, must be tested using test equipment that has been accepted by the FAA, and the testing must be witnessed
and the test results approved and documented by the FAA. There are mechanisms available in Part 1838 whereby the FAA may delegate conformity findings and test witnessing to non-FAA persons and/or organizations that have passed rigorous screening to demonstrate intimate knowledge of the regulations and FAA policies, are known to and acquainted with FAA specialists
, and have worked with the FAA for several years in a non-delegated capacity. It is sometimes necessary to transfer a TC from one TC holder (TCH) to another for various reasons: the sale or the bankruptcy of an enterprise, the sale of a certificate type design, and in other cases.
Procedural requirements for this transfer are prescribed by FAR 21.47 and EASA Part 21A.47. An aircraft category signifies the intended use or operating limits of a specific group of aircraft. Aircraft categories can refer to pilot certificate categories or be specified to the pilot's certificate.
More details about the specifics of aircraft categories can be found below. PCs are granted to TC and STC holders under part 21 subpart G. This approval allows a DAH to manufacture the product or article they have type certified.
In the U.S., PCs are granted concurrently with, or after, a design approval. The main requirement for obtaining a PC is the establishment of an acceptable quality system that ensures each product and article conforms to its approved design and is in a condition for safe operation.
The quality system must include the following elements: The aircrafts that require a type rating that weigh more than 12,500 MGTOW and/or contain a turbojet power plant. Some examples of aircraft that require a type rating include Boeing 757s, Boeing 767s, and members of the Airbus 1320 family.
Understanding the importance and specific differences in type, category, and class of aircraft can go a long way when it comes to having a successful career in aviation. That's why aviation professionals benefit from subscribing to Flying Magazine.
Flying Magazine provides readers with a source for insights that keep aviation professionals abreast of the insights necessary for ascending in their careers. To get more information related to the differentiating factors between type, category, and class of aircraft, subscribe to Flying Magazine today.
A PC holder has the privileges specified in FAR 21.163. In addition, a PC holder is eligible to have a qualified employee(s) designated as Designated Manufacturing Inspection Representative (DMIR). The PC holder may also be authorized to represent the Administrator as an Organizational Designated Airworthiness Representative (ODAR).
Among the above-mentioned privileges, the PC holder can For the Federal Aviation Administration (FAA), a type certificate is effective until surrendered, suspended, revoked, or a termination date is otherwise established by the FAA. Similarly, for the EASA, a type certificate is issued for an unlimited duration and remains valid subject to: the holder remaining in compliance with Part 21 and the certificate not being surrendered or revoked under the applicable administrative procedures established by the Agency.
FAA production flight tests will be conducted periodically at the PC holder's facility to ensure continued compliance with all parameters as specified in relevant type-certificate data with respect to performance, flight characteristics, operational qualities, equipment operations, and so on.
According to Subpart G of FAR 21, a type-certificate holder or private individuals holding the right to benefit from that type certificate under a licensing agreement, or a Supplemental type-certificate holder, may apply for a production certificate for the product concerned.
Servicing information that covers details regarding servicing points, capacities of tanks, reservoirs, types of fluids to be used, pressures applicable to the various systems, location of access panels for inspection and servicing, locations of lubrication points, lubricants to be used, equipment required
for servicing, tow instructions and limitations, mooring, jacking, and leveling information. Each area, system, component, equipment, or appliance that is affected by the change for which the Administrator/Agency finds that compliance with a regulation applicable at the date of the application would not contribute materially to the level of safety of the changed product or
would be impractical. During the 6-month period from the TC's issue date, each completed product or article thereof is subject to FAA inspection before the issuance of airworthiness certificates or approvals. Because of limited FAA monetary and manpower resources, these inspections may be delayed or be very time-consuming, and would normally allow a very low production rate by the TC holder.
It is, therefore, to the TC holder's advantage to develop and implement an approved system in accordance with subpart G as quickly as possible. If the ICAs consist of multiple documents, the section required by this paragraph must be included in the principal manual.
This section must contain a legible statement in a prominent location that reads: 'The Airworthiness Limitations section is FAA approved and specifies maintenance required under §§43.16 and 91.403 of the Federal Aviation Regulations unless an alternative program has been FAA approved'.
Significantly, in these cases, the conditions for a correct management of the type design have to be maintained or recreated, both for production and continued airworthiness. Nevertheless, it is necessary to clarify that the transfer is also possible if the new TCH does not have a production organization.
FAA Conformity Determinations. Subsequent to the date of issuance of the TC and prior to the issuance of a PC, the Manufacturing Inspection District Office (MIDO)/Certificate Management Office (CMO) is fully responsible for determining whether the product or article(s) conform to the type
design and are in a condition for safe operation. The MIDO/CMO is responsible for performing inspections of incoming materials (at the source, if necessary), installations, and the completed products. The MIDO/CMO is responsible for documenting each inspection on FAA Form 8100-1, Conformity Inspection Record, so that each product or article(s) inspected has a complete inspection record.
Scheduling information for each part of the airplane and its engines, auxiliary power units, propellers, accessories, instruments, and equipment that provides the recommended periods at which they should be cleaned, inspected, adjusted, tested, and lubricated, and the degree of inspection
, the applicable wear tolerances, and work recommended at these periods. However, the applicant may refer to an accessory, instrument, or equipment manufacturer as the source of this information if the applicant shows that the item has an exceptionally high degree of complexity requiring specialized maintenance techniques, test equipment, or expertise.
The recommended overhaul periods and necessary cross-reference to the Airworthiness Limitations section of the manual must also be included. In addition, the applicant must include an inspection program that includes the frequency and extent of the inspections necessary to provide for the continued airworthiness of the airplane.
As mentioned above, the FAR/EASA, Paragraphs 21.19/21A.19, establish when an application for a new TC is required. Nevertheless, that generic wording, leaving the final decision to the authorities, has very often caused contention with the applicant.
In fact, applicants usually prefer to start from a basic product because, if an application for a new TC is made, they have to start over again, and with the most recent basis for certification. Furthermore, an application for a change to an aircraft (other than a rotorcraft) of 2722 kg (6000 lb) or less maximum weight, or to a nonturbine rotorcraft of 1361 kg (3000 lb) or less maximum weight may show that the changed product
complies with the regulations incorporated by reference in the type certificate. However, if the Agency/Administrator finds that the change is significant in an area, the Agency/Administrator may designate compliance with an amendment to the regulation incorporated by reference in the type certificate that applies to the change and any regulation that the Agency/Administrator
finds is directly related, unless the Agency/Administrator also finds that compliance with that amendment or regulation would not contribute materially to the level of safety of the changed product or would be impractical. The applicant must prepare ICAs in accordance with Appendix G to this part that is acceptable to the Administrator.
The instructions may be incomplete at type certification if a program exists to ensure their completion prior to delivery of the first airplane or issuance of a standard certificate of airworthiness, whichever occurs later. A description of the methods used for production inspection of individual parts and complete assemblies, including the identification of any special manufacturing processes involved, the means used to control the processes, the final test procedure for the complete product, and, in the case of aircraft
, a copy of the manufacturer's production flight test procedures and check-off list. The PC holder is responsible for maintaining the Quality Control System in conformity with the data and procedure approved for the PC, and/or determining that each completed product submitted for airworthiness certification or approval conforms to the TC or STC and is in condition for safe operation
. A statement describing assigned responsibilities and delegated authority of the quality control organization, together with a chart indicating the functional relationship of the quality control organization to management and to other organizational components, and indicating the chain of authority and responsibility within the quality control organization.
FAR 21.97 requires that the applicant (TC holder) submit substantiating data and necessary descriptive data for inclusion in the type design. Depending upon the complexity of the change and its effect on basic airworthiness, flight tests and/or ground tests may be required to resubstantiate compliance with the applicable FAR.
The steps in the approval process are generally similar to those for a complete Type Certificate, since the change may require revisions to the AFM, the TC Data Sheet, or verification of compliance with FAR 121. This would be standard procedure for major changes.
As another example, this type of TC allows to operate under a provisional type certificate with some systems disabled, such as ice protection, autopilot, and pressurisation, with consequent limitations on the provisional airworthiness certificate. Of course, the manufacturer shall demonstrate that flight with those systems disabled is safe.
There is a possibility that the TC relates to aircraft no longer in existence, and in such a case, the presence of a design organization is irrelevant. Of course the new TCH is required to have all the necessary prerequisites when an aircraft production is decided or if the TCH assumes the responsibility for the continuing airworthiness of an existing series of aircraft type certified according to the same TC.
Under the current Part 21, 'orphan' aircraft cannot be issued with a Certificate of Airworthiness; this requires that a TCH takes responsibility for the continued oversight of the design. They can therefore only continue to be operated if they hold a restricted certificate of airworthiness or a permit to fly.
These documents can only be issued on the basis of a design approved by the Agency. If the TC holder does not establish and implement an approved system in accordance with subpart G at the end of the 6-month period, and there are no extenuating circumstances to preclude such establishment and implementation, the FAA may discontinue inspections until an approved system has
been established. This part prescribes airworthiness standards for the issue of type certificates for aircraft engines and changes to those certificates. Subparts C and D deal specifically with reciprocating aircraft engines, and Subparts E and F deal specifically with turbine aircraft engines.
According to the EASA: «21.A.47 Transferability – Transfer of a type certificate or restricted type certificate may only be made to a natural or legal person that is able to undertake the obligations under point 21.A.44, and, for
this purpose, has demonstrated its ability to qualify under the criteria of point 21.A.14» It could happen that the TCH 'disappears' or is no longer able to cope with his or her responsibilities. This is not unusual, especially for small aeronautical enterprises, and serious problems could arise for the relevant aircraft that remain, so to speak, 'orphans'.
In this case, and generally speaking, two scenarios are possible: Some of the specific examples of aircraft categories include transport, commuter, and acrobatic aircraft. Planes that commuters would board at the airport would fall under the commuter category while aircrafts that people see at annual air shows fall under the category of being acrobatic aircrafts.
ICAO Annex 8 defines 'continuing5 airworthiness' 'the set of processes by which an aircraft, engine, propeller or part complies with the applicable airworthiness requirements and remains in a condition for safe operation throughout its operating life'.
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Uc 12 Aircraft - Selecting 'Boeing 747,' for example, will show results featuring all Boeing 747 jetliners in our database, while selecting '- Boeing 747-200' will show all Boeing 747-200 variants in our database (Boeing 747-200, Boeing 747- 212B, Boeing 747-283F, etc.)
Some menu selections include a generic aircraft model, as well as more specific variants of that airliner. These variants are denoted by a - before the aircraft name. The 'Keywords' field is perhaps the most useful field included in our search engine. Using this field, you may search for any word, term, or combinations of terms in our database. Every photo field is covered by the Keywords search routine.
This pulldown menu, in addition to each photographer available as a search limiter, also shows the number of photos currently in the database for each specific photographer, enclosed in brackets. For example, an option of:- Paul Jones [550].. indicates that there are 550 total photos taken by Paul Jones currently in the database.
The NASA Airborne Science Program provides a unique set of NASA supported aircraft that benefit the earth science community. These manned and unmanned aircraft carry the sensors that provide data to support and augment NASA spaceborne missions.
Next, select a Keyword limiter. There are three options from which to choose:- is exactly- starts with- containsSelect the appropriate limiter for your search, then enter the keyword(s) you wish to search in the box on the right.
This aircraft nominally flies mission profiles up to altitudes of 28,000 ft, but with prior coordination, is capable of conducting operations in the National Airspace System up to the aircraft's service ceiling of 31,000 ft. Typically, the aircraft can carry a 1000-lbs payload, three crew members (two flight crew and one system operator) and remain airborne for four hours covering approximately 800 n.mi.
The aircraft is limited to a maximum certified takeoff weight of 13,500 lbs. The aircraft has successfully operated in both domestic and international deployments. In summary, the NASA Langley UC-12B aircraft and its flight team provide an efficient and effective operational platform for small to medium-sized science payloads, especially those requiring or desiring unique integration, dedicated flight profiles, coordinated flights with other platforms, or flight
patterns in congested airspace. Non-NASA Aircraft NASA instrumentation may fly on non-NASA Federal aircraft as well as academic and commercial platforms for which agreements for access by SMD investigators are in place, in process, or have recently been approved by NASA Aviation Management as airworthy and safe to operate.
For more information, please review the current ASP Call Letter for further requirements and guidance. Please note that in addition to filing the required Flight Request, investigators are responsible for contacting vendors to determine if the platform meets the requirements of the proposed scientific investigation.
It is also the responsibility of the investigator to ensure that before any preliminary test flights or actual data collection flights utilizing NASA personnel, instruments or funds occur, all vendors successfully complete a NASA airworthiness/flight safety review in accordance with NASA Aviation Safety Policy for Non
-NASA Aircraft. Please note that, due to space constraints, this menu includes only airlines of which 10 or more photos exist in our database. If the airline you're searching for is not in this list, use the 'Keywords' field further down in the search menu.
Reminder: All investigators with approved or pending proposals from the Research Opportunities in Space and Earth Sciences (ROSES) announcements that have a requirement for a NASA Airborne Science platform/instrument, must submit a Flight Request. The Flight Request is also the method to obtain an estimate if your proposal requires a cost estimate for Airborne Science support.
However, for investigators proposing to participate in large, multi-aircraft experiments, a single Flight Request will be submitted for each mission by the Project Manager or Project Scientist. The Science Operations Flight Request System (SOFRS) can be reached directly at https://airbornescience.nasa.gov/sofrs.
The Keywords field is ideal for searching for such specifics as aircraft registrations, photographers' names, specific airport/city names, specific paint schemes (i.e. 'Wunala Dreaming'), etc. To use the Keywords field, begin by selecting a Keyworld search field.
You may select either a specific database field (airline, aircraft, etc.), or choose to match your keyword to all database fields. This pulldown menu, in addition to each year available as a search limiter, also shows the number of photos currently in the database for each specific year, enclosed in brackets.
For example, an option of:- 2003 [55000].. indicates that there are 55,000 total photos taken in the year 2003 currently in the database.*Note: The total number of photos, enclosed in brackets, is updated four (4) times hourly, and may be slightly inaccurate.
If you are looking for photos of a specific aircraft type, use this menu. Please note that, due to space constraints, this menu includes only some of the more requested aircraft in our database. If the aircraft you're searching for is not in this list, use the 'Keywords' field further down in the search menus.
Additionally, decade ranges (1990-1999, etc.) are available as selections in this menu. Selecting a decade range will show all photos matching your other search criteria from the selected decade. The 'All Years' selection is the default selection for this option.
The ship's starter generators have recently been upgraded from 250 A to 300 A, thereby increasing research power capacity from 4200 to 8400 W @ 28 VDC. An Iridium satellite phone system has been installed to facilitate both remote voice communications as well as data modem transfer.
All countries represented in our database are included in this selection menu, which is updated automatically as the database grows. There must be at least 20 photos from a specific airport in the database before that airport is added to this list.
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U.s. Navy Aircraft 1970S - At the National Archives, researchers can find information on the United States Navy ranging from the wooden hulled ships of the Continental Navy used in the Revolutionary War, to the deployment of massive Carrier Battle Groups and Navy Task Forces.
In facilities across the country, the National Archives preserves and makes available the permanent records of the offices of the Department of the Navy (DON). As you plan your research, consider these questions: when, where and what commands held jurisdiction within the U.S.
Navy? Contact Us · Accessibility · Privacy Policy · Freedom of Information Act · No FEAR Act USA.gov Chaplain Corps (Chief of Chaplains) • United States Navy EOD • Medical Corps • Dental Corps • Nurse Corps • Medical Service Corps • Supply Corps • Civil Engineer Corps • JAG Corps (JAG) • NCIS • Boatswain's mates • Hospital corpsman • Naval Aviator •
SEALs • Seabees • SWCCs • Hispanic sailors • Training: Recruit training • United States Naval Academy • Officer Candidate School • STA-21 • NROTC • BESS • BFTT • CNATT • COMPTUEX • NAWCTSD • AIM • Naval Chaplaincy School • Naval Hospital Corps School •
Naval Justice School • Naval Postgraduate School • Navy School of Music • Navy Senior Enlisted Academy • Navy Supply Corps School • Naval War College • Nuclear Power School • JMTC • TOPGUN • USNTPS • Uniformed Services University of the Health Sciences
Naval aircraft used by the United States Navy and the United States Marine Corps. For a list of naval aircraft designated under the pre-1962 United States Navy designation system, see List of military aircraft of the United States (naval).
For a list of naval aircraft designated under the post-1962 unified Department of Defense designations, see List of military aircraft of the United States.
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U 1 Aircraft - “The security environment is uncertain; NATO's capability and will is not," said U.S. Navy Vice Adm. Thomas Ishee, commander of Naval Striking and Support Forces NATO (STRIKFORNATO) and U.S. 6th Fleet, in a statement. "Enabled by trust, the agility, ingenuity, and tenacity demonstrated by the sailors, Marines, and airmen deter aggression and show we are ready to defend the alliance."
Photos published on the U.S. The military's Defense Visual Information Distribution Service (DVIDS) last week showed the Bush streaming in formation with the Italian Navy aircraft carrier ITS Cavour and the Spanish Navy amphibious assault ship-aircraft carrier ESPS Juan Carlos I, among other warships.
Three NATO aircraft carriers from the United States, Italy, and Spain just wrapped up multicarrier operations in the Mediterranean Sea as part of the USS George H.W. Bush Carrier Strike Group's scheduled deployment to the U.S.
Naval Forces Europe area of operations. By Jared Keller | Published Mar 2, 2023 11:51 AM EST This past week marked "the first time Bush operated directly alongside allied carrier strike groups since late November when there were five allied strike groups throughout European waters," U.S.
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Navy Lt. Cmdr. Tyler Barker, a spokesman for the U.S. Naval Forces Europe-Africa and the 6th Fleet, told Task & Purpose. "The level of trust developed between the U.S. and allied forces throughout our time in the theater, including past iterations of NEST and other bi- and multi-lateral operations, will pay dividends going forward,” said Rear Adm.
Dennis Velez, commander of the Bush CSG. "Our national security – as well as Euro-Atlantic security – draws upon the strength of teamwork and our common purpose as allied nations." The Bush's Carrier Strike Group 10 (CSG 10) is currently made up of Carrier Air Wing 7, Destroyer Squadron 26 — comprised of the Arleigh Burke-class guided-missile destroyers USS Nitze, USS Farragut, USS Truxtun, and USS Delbert D. Black.
— and the Ticonderoga-class guided-missile cruiser USS Leyte Gulf, according to the Navy. The carriers were taking part in NATO Vigilance Activity Neptune Strike 2023-1 (or NEST), the first such iteration of the maritime exercise this year, which saw more than 31 ships and 135 aircraft (including the new F-35 Joint Strike Fighter)
operated "in close coordination" alongside supporting units from Greece, Turkey, Croatia, Hungary, the Netherlands, and Albania, according to NATO. This current round of multicarrier operations comes just months after both the Bush and next-generation USS Gerald R. Ford aircraft carriers integrated with the French Navy's Charles de Gaulle aircraft carrier, the Cavour, and the United Kingdom's HMS Queen Elizabeth aircraft carrier for an unprecedented
five-carrier maritime exercise party back in November. Jared Keller is the managing editor of Task & Purpose. His writing has appeared in Aeon, the Los Angeles Review of Books, the New Republic, Pacific Standard, Smithsonian, and The Washington Post, among other publications.
Contact the author here.
