Special Report on Advanced Deck Handling Technology for Maritime Aviation by The Magazine Production Company

SPECIAL REPORT

Advanced Deck Handling Technology for Maritime Aviation

Advanced Deck Handling Technology for Maritime Aviation Trends and Developments in Deck Handling Technology for Maritime Aviation Maritime Aviation Technology? Can you Afford it? Deck-Handling Technology in Action Next Generation Maritime Aviation Technology and the Future

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Foreword

Mary Dub, Editor

Advanced Deck Handling Technology for Maritime Aviation

By INDAL Technologies

Published by Global Business Media

Published by Global Business Media Global Business Media Limited 62 The Street Ashtead Surrey KT21 1AT United Kingdom

Introduction Aircraft Securing and Handling Systems RAST ASIST TC-ASIST MANTIS INDAL Technologies

Switchboard: +44 (0)1737 850 939 Fax: +44 (0)1737 851 952 Email: info@globalbusinessmedia.org Website: www.globalbusinessmedia.org

Trends and Developments in Deck Handling Technology for Maritime Aviation

Publisher Kevin Bell

R2P, Humanitarian Operations and Deterrence China’s “Starter” Aircraft Carrier and Blue Water Intentions Aircraft Carrier Symbolic of National Economic and Political Strength Aircraft Handling Operations on Varyag China’s Use of Deck Handling Technology

Business Development Director Marie-Anne Brooks Editor Mary Dub Senior Project Manager Steve Banks Advertising Executives Michael McCarthy Abigail Coombes Production Manager Paul Davies For further information visit: www.globalbusinessmedia.org The opinions and views expressed in the editorial content in this publication are those of the authors alone and do not necessarily represent the views of any organisation with which they may be associated. Material in advertisements and promotional features may be considered to represent the views of the advertisers and promoters. The views and opinions expressed in this publication do not necessarily express the views of the Publishers or the Editor. While every care has been taken in the preparation of this publication, neither the Publishers nor the Editor are responsible for such opinions and views or for any inaccuracies in the articles.

© 2012. The entire contents of this publication are protected by copyright. Full details are available from the Publishers. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means, electronic, mechanical photocopying, recording or otherwise, without the prior permission of the copyright owner.

Don McBarnet, Staff Writer

Maritime Aviation Technology? Can you Afford it?

Meredith LLewelyn, Lead Contributor

US Navy May Have to Rein in its Future Plans for Carriers UK Plans for Future Carriers Plagued by Uncertainty BRIC Countries in Asian and South America Forge Ahead

Deck-Handling Technology in Action

Marushka Dubova, Defence Correspondent

Haiti Humanitarian Response Mission Operation Unified Protector in Libya Spring 2011 Tactical Effectiveness of Helicopters Operational Advantages of Aircraft Flown From Aircraft Carriers Absence of Friendly Airbases and Aircraft Carriers: What Then?

Next Generation Maritime Aviation Technology and the Future

Don McBarnet, Staff Writer

United Kingdom’s “Strategic Shrinkage” The Use of Drones/UAVs as a Stand-Off Capability DARPA Prototypes of ‘Heliplane’ ASDS a Distant Future

References

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SPECIAL REPORT: ADVANCED DECK HANDLING TECHNOLOGY FOR MARITIME AVIATION

Foreword

A RITIME AVIATION deck- handling

The second article demonstrates that, despite

equipment is used most frequently on

the economic climate, Asian and South American

aircraft carriers, which are seen as multi million

countries are steaming ahead with building aircraft

pound platforms of great symbolism in both

carriers for blue water fleets that will include a

NATO, Asian and South American countries.

helicopter and fixed wing carrying capability and

For many NATO countries faced with budget

the latest technology that that requires.

deficits, doubts about the future role of the navy

The third and fourth articles look at the

in an era of irregular warfare and counter

consequences of the debate about the uses of

terrorism, the long lead times and high capital

maritime aviation technology and explore how,

costs are leading to decisions to cancel, delay or

in the 21st century, the projection of ‘soft power’

obfuscate about future plans. This Special

through humanitarian rescue and ad hoc coalitions

Report looks at the technology involved and the

of the willing are using aircraft carriers in innovative

impact of the current world economic situation.

manners that reflect new ways of looking at aircraft

The Report opens with a piece that traces

carrier function. In an age of austerity for the Atlantic

the history of operating rotary aircraft from

and European powers, the role of developments in

surface ships and describes the challenges

deck-handling technology allow the all important

associated with operating helicopters from a

reduction in manpower at sea, while lowering the

variety of host platforms ranging in size from

risk profile of costly assets such as fixed and rotor

small Offshore Patrol Vessels to the much larger

wing aircraft.

Destroyers. It looks at the latest set of challenges

Looking to the future, next generation trends in

posed by the evolution of transformational ship

warfare and technology are always hard to predict.

platforms, which are smaller, faster and more

However, an accentuation of current trends towards

agile and which must support a variety of rotary

stand-off warfare and the increased use of UAVs

wing platforms, both manned and unmanned.

is a safe bet. DARPA, as always, has surprising

The article sets out details of a variety of Aircraft

technological projects under development and

Securing and Handling Systems (ASHS) designed

Israel’s new rotor UAV may be a precursor of new

to ensure complete safety for both aircraft and

ideas. Time will tell.

on-deck personnel in all types of conditions. The products described are known as the RAST, ASIST, TC-ASIST and MANTIS systems.

Mary Dub Editor

Mary Dub has covered the defence field in the United States and the UK as a television broadcaster, journalist and conference manager. Focused by a Masters in War Studies from King’s College, London, she annotates and highlights the interplay of armies, governments and industry.

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SPECIAL REPORT: ADVANCED DECK HANDLING TECHNOLOGY FOR MARITIME AVIATION

Advanced Deck Handling Technology for Maritime Aviation

It takes a range of shipboard aircraft handling solutions to get the job done.

By INDAL Technologies

HE ENHANCED sophistication of today’s naval platforms, combined with the requirement to perform multi-faceted mission profiles, increases the performance demands on shipboard mission systems. The operation of rotary aircraft from surface ships is by no means exempt from these increased demands. Shipborne rotary aircraft must now be capable of operating from a variety of host platforms and in a multitude of diverse environments. Historically, the principal challenge associated with operating helicopters from surface combatants involved the integration of a relatively large aircraft with a variety of host platforms, ranging in size from an Offshore Patrol Vessel (with a displacement in the 1,000 tonnes range), to a Destroyer (with a displacement that might well exceed 10,000+ tonnes). Following the fundamental aircraft/ship integration exercise – i.e., basic flight deck and hangar sizing and layout – support systems can then be selected to address ship-specific operating requirements, such as day/night capabilities, weather and sea conditions, and requirements for operating at restricted or unrestricted ship headings and speed. Combinations of these basic operational parameters can be used to set the performance requirements and specifications for aviation mission support equipment, such as shipboard securing and handling systems and visual landing aid package. The newest set of challenges in the evolution of ship/aircraft integration results from today’s current transformational ship platforms. They are smaller, faster, more agile and expressly designed for multi-mission and multi operational environments. As an integral component of an integrated force, these systems must support a variety of rotary wing platforms, both manned and unmanned. Consequently, navies are now looking at virtual ‘plug and play’ support systems, with features that facilitate easy reconfiguration of a ship’s capabilities to match mission-specific operational objectives. For over 50 years, INDAL Technologies, a business unit of Curtiss-Wright Flow Control

The newest set of challenges in the evolution of ship/aircraft integration results from today’s current transformational ship platforms. Company, has been an innovative leader in the development and supply of integrated shipboard Aircraft Securing and Handling Systems (ASHS) for naval and paramilitary force use. INDAL’s ASHS solutions provide proven assured performance in the most demanding environments, and are the systems of choice for a number of international operators. With the continued evolution and expansion of many naval forces and the introduction of new aviation-capable ships, INDAL’s extensive experience and the proven system track record provide an invaluable resource for the end-user. INDAL is the only manufacturer of “totally integrated” ASHS solutions, i.e., a single system implementation that can support initial helicopter recovery and subsequent on-deck securing, maneuvering and traversing functions, while ensuring that the helicopter is positively secured at all times. INDAL’s suite of integrated systems provide significant benefits and capabilities in demanding conditions, including: ❖ Reduced free-deck landing dispersion; ❖ Positive helicopter securing shortly following helicopter touchdown; ❖ Continuous helicopter securing during all ondeck handling operations;

When you need to keep air crew and deck personnel safe during demanding operations, we’ve got it handled.

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SPECIAL REPORT: ADVANCED DECK HANDLING TECHNOLOGY FOR MARITIME AVIATION

Systems can vary greatly in complexity, capabilities and performance envelope, ranging from manuallyapplied chain lashings to completely autonomous systems that recover, secure, and handle the aircraft without requiring personnel on the flight deck.

❖ Seamless helicopter straightening and traversing operations, with no need to release helicopter or transfer between separate systems; ❖ Guided traversing and constant reliable on-deck positioning to meet tight hangar clearances; ❖ Adaptability to handle either nose or tail wheel configured helicopters; ❖ Accommodating single or multiple hangar configurations; and ❖ Support of high OPTEMPO or mixed aircraft type operations by providing a rapid and efficient method of spotting for launch, or clearing flight deck after recovery. The importance of safely operating helicopters from moving ships in potentially-severe sea conditions is widely recognized. In order to satisfy the required mission diversity, shipboard helicopters must be operable in the greatest range of sea conditions possible. In many cases, particularly on small military and Coast Guard vessels, helicopter operability is maximized by the use of systems that assist with shipboard helicopter recovery, on-deck securing and on-deck handling. Systems can vary greatly in complexity, capabilities and performance envelope, ranging from manually-applied chain lashings to completely autonomous systems that recover, secure, and handle the aircraft without requiring personnel on the flight deck. Selection of the optimum flight deck support system is aided by the establishment of a detailed set of performance requirements. System performance characteristics are derived from features directly related to the interactions between the specific helicopter and ship platform. INDAL’s extensive experience in the integration of rotary aircraft with varying ship platforms has shown the following: • that ship designs are not optimised for helicopter operations; and • most helicopter designs are not optimised for effective on-deck operations and handling. In order to meet the necessary naval operational requirements, emphasis must be directed towards the design of support systems that accommodate the interface conditions between the helicopter and the ship. The design of the onboard system can be further optimised through a better understanding of the deck conditions and their influence on the securing and handling requirements. This better understanding can now be obtained through the use of computer simulation. INDAL’s Dynaface® aircraft/ship dynamic interface computer model surpasses the limitations of traditional static, quasi-static and frequency domain approaches that do not

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adequately address the nonlinear time domain solution of the highly coupled equations of motion describing the characteristics of the aircraft/ship system. The Dynaface® package can be used to perform a wide variety of analyses aiding in the evaluation of aircraft flight deck stability and optimization of ASHS requirements. INDAL has developed, extensively validated, and applied the Dynaface® software package to expand the understanding of the dynamic interface of both manned and unmanned rotary aircraft fitted with either wheeled or skid-type landing gears. This is particularly important in the current global trend of reduced defence budgets and supporting aircraft operations on smaller ships where ship motion influences become more prevalent.

Aircraft Securing and Handling Systems In its simplest form, an ASHS can comprise a series of chains and straps applied in a choreographed routine by on-deck personnel. For handling or traversing of the aircraft, deck crews must use a tow-bar or tow tug in conjunction with, in higher sea states, a typical “running” lashing scheme. This involves removing the tie-down straps from the aircraft, traversing the aircraft during a period of quiescence, and then reapplying the tie-downs to the aircraft prior to the ship exiting quiescence. This time consuming and man-power intensive operation is repeated until the aircraft is safely stowed in the hangar. In order to ensure complete safety for both aircraft and on-deck personnel in severe conditions, an integrated ASHS has been shown to provide the necessary level of performance and security. Other systems, such as the deck-lock securing system or wire-based traversing system, provide discrete functionality only and require engagement/disengagement with the aircraft at certain stages of the flight deck evolution. INDAL’s suite of integrated ASHS comprises the Recovery Assist, Secure and Traverse (RAST) system, Aircraft Ship Integrated Secure and Traverse (ASIST) system, and Twin Claw – Aircraft Ship Integrated Secure and Traverse (TC-ASIST) system. RAST and ASIST are probe-based systems whereas TC-ASIST is considered a landing gear-based system. In a probe-based system a helicopter-mounted probe is mounted below the aircraft’s centre of mass and a flight deck-installed securing device is used to secure to the probe. The landing gear-based system does not require aircraft installation of a probe; the shipboard securing device engages with the main landing gear wheel axles through wheel spurs.

SPECIAL REPORT: ADVANCED DECK HANDLING TECHNOLOGY FOR MARITIME AVIATION

RAST

ASIST The ASIST was developed in the early 1990s to provide the same functional and performance requirements of the RAST system but in a free-deck landing environment. It benefits from increased functionality of the deck securing device to reduce the total equipment required within the system. As with the RAST, the ASIST provides continuous aircraft security from the moment of touchdown until it is ready to take off. The system provides safe recovery, securing, straightening, traversing, stowing, and launching of helicopters in the same severe sea conditions as RAST, day or night.

It takes a range of shipboard aircraft handling solutions to get the job done.

RAST SYSTEM

The RAST system provides the capability to operate helicopters from ships in very high sea conditions (through sea state 5/6). A principle performance criterion of the RAST system is that it be capable of recovering and traversing the helicopter with deck motions of up to 31 degrees of roll, 9 degrees of pitch, and a heave rate of 6 metres per second. It is capable of securing the helicopter against these motions within two seconds of touchdown. Helicopter flight deck recovery is aided, and reduced landing dispersion achieved, by attaching a constant tension Recovery Assist (RA) cable from the ship to the helicopter. The pilot flies the helicopter down to the deck while tension on the RA cable guides the pilot during his descent, providing a stabilizing and centering effect. The significantly reduced landing dispersion ensures that the probe locates within the deck-installed securing device. The helicopter is secured within two seconds of landing by “trapping” the aircraft-installed probe within the deck securing device. This is achieved without the use of on-deck crew. The helicopter is quickly and securely traversed between the flight deck and the hangar by mechanized movement of the deck securing device. Straightening the helicopter prior to traversing into the hangar is a simple process achieved by connecting tail guide winch cables to the helicopter at a point near the tail wheel. The helicopter is held securely during straightening and traversing operations. The RAST is operated by the navies of Canada, Australia, Spain, Taiwan, Japan and the United States. There are currently 300 RAST systems in use onboard 200 ships.

ASIST SYSTEM

ASIST operates without the need for personnel on deck during the landing, securing, straightening, and traversing sequences. It incorporates a sophisticated electro-optical tracking system, which enables the deck securing device to follow the aircraft fore and aft position during hover and landing. This increases the effective overall capture area but still enables the aircraft to be secured shortly after landing. After the probe has been secured, the helicopter can then be aligned through deck securing device function only and without any cables being attached to the aircraft. As with the RAST, the aircraft is traversed by mechanized movement of the ASIST deck securing device. The ASIST has been selected by the navies of Chile, Singapore, Malaysia, Australia and the United States, and also by the U.S. Coast Guard under the requirements of the original Deepwater program. There are over 55 ASIST systems in use on over 40 ships.

When you need to keep air crew and deck personnel safe during demanding operations, we’ve got it handled.

TC-ASIST While ASIST is a popular and appropriate system choice for those navies with probe-equipped helicopters, for some navies the requirement to install a probe on existing in-service helicopters is not an option. In order to support nonprobe installed aircraft, INDAL has developed the TC-ASIST, a derivative of the mature and already proven and successful ASIST system. The TC-ASIST is based on many of the mature

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SPECIAL REPORT: ADVANCED DECK HANDLING TECHNOLOGY FOR MARITIME AVIATION

INDAL’s effective manufacturing processes, adherence to ISO quality requirements and program management practices ensure product excellence and compliance to a customer’s most stringent requirements of new aviationcapable ships.

subsystems and components used in the ASIST; however, it employs a larger deck securing device appropriately configured for the modified aircraft interface. When in operation, the recovery and deck securing sequence is straightforward and transparent to the pilot. The pilot, assisted by visual cues, flies the aircraft to a position over the designated flight deck landing area. The deck securing device is fitted with a pair of claw arms designed to capture and secure passive wheel spurs installed on the aircraft main undercarriage. As with the ASIST, the TC-ASIST deck securing device is capable of tracking the aircraft position over the flight deck with the claw arms at a ready position to capture the aircraft. Sensors are used to detect the proximity of the aircraft with the deck securing device and to trigger the capture and secure sequence. Each claw arm acts independently, but is mechanically interlocked to ensure simultaneous operation. As with all INDAL integrated ASHS, the TC-ASIST provides smooth, controlled, and secure movement of the helicopter between the landing/take-off position and the hangar. After the helicopter has landed and been secured, the helicopter can be aligned and centered over the deck track by combinations of fore and aft forces applied to the main landing gear by the deck securing device. The straightening operation is performed without attaching cables to the aircraft or the need for any personnel on deck, in a similar manner to the existing ASIST system. The TC-ASIST has been selected by the Italian Navy for EH101 and NH90 operations on both its ‘Horizon’ and ‘FREMM’ class ships. There are currently 2 TC-ASIST systems in use on 2 ships.

MANTIS INDAL Technologies continues to develop its portfolio of ASHS equipment, incorporating improvements and modifications to accommodate changing customer needs and operational requirements. In early 2011 the company acquired Douglas Equipment Ltd. of the UK. This acquisition brings the MANTIS deck handler product line into the existing portfolio and complements the current system capabilities and performance. The MANTIS provides a cost effective deck traversing capability in limited seaway conditions and

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MANTIS DECK HANDLER

is an ideal solution for CV, LPD and LHA type platform operations or for other ships classes where deck motions during helicopter operations can be restricted. Its flexibility of movement and the ability to support multi-deck operations and provide precise aircraft positioning lends itself to multi-aircraft type/single platform applications. It is well suited to both rotary and fixed wing aircraft operations and can accommodate both wheeled and skid mounted rotary aircraft platforms.

INDAL Technologies INDAL brings 50+ years of engineering experience and a broad product portfolio to support ASHS projects from the early concept stages through construction and long term through-life support. INDAL’s effective manufacturing processes, adherence to ISO quality requirements and program management practices ensure product excellence and compliance to a customer’s most stringent requirements of new aviation-capable ships. INDAL Technologies Village Road Arle Cheltenham GL51 0AB United Kingdom Tel: +44 (0) 1242 527921 Fax: +44 (0) 1242 531254 Email: indaltech@douglas-equipment.com Website: www.douglas-equipment.com

SPECIAL REPORT: ADVANCED DECK HANDLING TECHNOLOGY FOR MARITIME AVIATION

Trends and Developments in Deck Handling Technology for Maritime Aviation

It takes a range of shipboard aircraft handling solutions to get the job done.

Don McBarnet, Staff Writer

“We will be strengthening our presence in the Asia-Pacific, and budget reductions will not come at the expense of that critical region.” Barack Obama, President of the United States, FT.com1 February 12, 2012

HE DEMAND and use of deck handling technology for maritime aviation depends on the future role of navies and specifically aircraft and helicopter carriers which use deck-handling technology. In the last five years, navies in the United States, UK and Europe have had to defend their role at a time of deep defense budget cuts. However, in the United States, the case for aircraft carriers has had high level and effective support. The Department of Defense (DOD) states that: “China’s rise as a major international actor is likely to stand out as a defining feature of the strategic landscape of the early 21st Century,” and Admiral Michael Mullen, the then-Chairman of the Joints Chiefs of Staff, stated in June 20102 that China’s military “is now venturing into the global maritime domain, a sphere long dominated by the U.S. Navy.” The US Navy’s position paper summarises the case:

“Nuclear aircraft carriers provide the nation with the capability to quickly bring significant firepower to the theater of operations, remain there for extended periods of time without the need to rely on bases from other nations, control the battle space, and project power ashore.” Aircraft carriers provide effective power projection and a persistent presence, which can act as a powerful deterrent.

When you need to keep air crew and deck personnel safe during demanding operations, we’ve got it handled.

R2P, Humanitarian Operations and Deterrence Aircraft carriers also provide humanitarian assistance, ‘soft power projection’. On numerous occasions over the past 50 years, US military and civilian defense leaders have relied on aircraft carriers and their air assets, not only as key forwardbased elements of the nation’s deterrent and war fighting force but also when the US has needed to project military power, engage in hostile operations, provide humanitarian

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SPECIAL REPORT: ADVANCED DECK HANDLING TECHNOLOGY FOR MARITIME AVIATION

The central feature of

relief, or fulfill a range of other hostile and non hostile missions.”3

an aircraft carrier is

China’s “Starter” Aircraft Carrier and Blue Water Intentions

the handling of air operations, which requires very high levels of training, seamanship and technology working together.

The catalyst for the concern about the size of the United States navy and the number of its aircraft carriers has been the test sailing of China’s first aircraft carrier, the former Soviet carrier Varyag. Xinhua News announced in August 2011. “China’s aircraft carrier platform is undergoing sea trials today.4 China’s aircraft carrier had been preceded by extensive debate and indecision. Time has moved on from when Chinese officials argued that “China will never build an aircraft carrier,” a quote from a senior Beijing official in 1971. “Aircraft carriers are tools of imperialism, and they’re like sitting ducks waiting to be shot.”5 Which, of course, they are, in an exchange of missiles or where ‘command of the air’ is challenged. Through the 80s and 90s China’s intention to extend its naval reach has become more defined. China’s economic interests have extended to foreign markets and resources. Admiral Liu Huaqing, as PLAN (People’s Liberation Army and Navy) commander (1982–88), began thinking beyond coastal defense and called for a more expansive Near Seas defense strategy. China’s maritime interests are increasingly seen as extending far beyond China’s long coastline. As Rear Admiral Zhang Zhaozhang elaborated in April 2009: “In order to defend the security of the national territory, marine territories, and the waters within the First Island Chain, [China’s] proactive defense strategy does not mean that our navy only stays within the First Island Chain. Only when the Chinese navy goes beyond the First Island Chain will China be able to expand its strategic depth of security for its marine territories.”6

Aircraft Carrier Symbolic of National Economic and Political Strength As the Varyag has been modernised and equipped, its symbolic role for China’s economic, naval and foreign policy has crystallised. As the former PLAN (People’s Liberation Army and Navy) official explained, “An aircraft carrier is a very complex weapons system, and demonstrates overall national strength. China is the only permanent

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member of the UN Security Council without an aircraft carrier; even Third World nations have aircraft carriers. The PLAN will build an aircraft carrier to fulfill a national task: to safeguard territorial sovereignty and national interests.” Senior Captain Li Jie, a well-known analyst at the Naval Research Institute, the PLAN’s strategic think tank, seconded this view: “No great power that has become a strong power has achieved this without developing carriers.”7

Aircraft Handling Operations on Varyag The central feature of an aircraft carrier is the handling of air operations, which requires very high levels of training, seamanship and technology working together. “Aircraft operations are of course the fundamental reason for having a carrier capability, but actual landings of fixed-wing aircraft (deck-handling practice and even takeoffs, by aircraft lifted on board by crane from a pier, represent a lower hurdle) will likely be accomplished gradually. This process could be protracted, particularly if initial, modest efforts run into problems… mastering carrier operations requires mastering a complex system of systems that includes research and development, supply and logistics, training, combat air operations, maintenance, and personnel and facilities management.”

China’s Use of Deck Handling Technology Catapult-Assisted Takeoff but Arrested Recovery (CATOBAR) is the system that the Americans and French currently use for their aircraft carriers and the system that the British plan to use on their next design. This system is considered necessary for heavy aircraft capable of long range or heavy payloads. China is thought to have no such capability at this time but would likely have to acquire it to achieve the means to conduct high-intensity carrier operations. Development of catapults would be a major new undertaking for China, far more challenging than refurbishing a former Soviet carrier or making its own version of a Russian fighter. Catapults have to be extremely well designed and constructed to function effectively – in the words of one American specialist “99 percent is a failing grade.”8

SPECIAL REPORT: ADVANCED DECK HANDLING TECHNOLOGY FOR MARITIME AVIATION

Maritime Aviation Technology? Can you Afford it?

It takes a range of shipboard aircraft handling solutions to get the job done.

Meredith Llewellyn, Lead Contributor

“While per capita spending levels in Asia remain significantly lower than those in Europe, on the current trend Asian defence spending is likely to exceed that of Europe, in nominal terms, during 2012.” ISIS Military Balance 2012

HE BIG spenders on maritime aviation defence technology are those countries that can afford and want to invest in defending their current and future economic interests at sea. And those countries are ones with high growth rates and strengthening economies, not the low growth economies of NATO countries. The NATO economies have been engaged in irregular warfare and counter terrorism operations, which do not always prioritise the navy’s central role. As a recent report to congress explains, the justification for a naval presence with an aircraft carrier has to be made. However, the critical role of helicopters and strike aircraft based on carriers has been vital in many operations. They have provided 30% of close air support in Afghanistan.9 The Navy has also provided expeditionary electronic warfare operations, including operations to defeat improvised

explosive devices (IEDs), electronic attack operations (of which Navy and Marine Corps aircraft account for almost 60% in Afghanistan), and operations to counter insurgent and extremist network communications. The Navy is also involved in intelligence and Special Forces.

When you need to keep air crew and deck personnel safe during demanding operations, we’ve got it handled.

US Navy May Have to Rein in its Future Plans for Carriers The United States has the budget deficit problems that bedevil other NATO European economies and therefore may have to rein back its spending on future aircraft carriers and their technologies. Or alternatively it may have to accept the opportunity cost of cutting other vital parts of the fleet. “The high cost of building new carriers raises considerable concerns. Government and independent analysts assert that the Navy, if

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SPECIAL REPORT: ADVANCED DECK HANDLING TECHNOLOGY FOR MARITIME AVIATION

The United States has the budget deficit problems that bedevil other NATO European economies and therefore may have to rein back its spending on future aircraft carriers and their technologies.

it sticks to its existing carrier plans, will run out of money to modernize and expand other vital parts of the fleet, such as submarines. They suggest dropping below a steady state of 11 super carriers, or, in the alternative, switching to smaller and cheaper aviation-capable ships.”10

UK Plans for Future Carriers Plagued by Uncertainty Budget cutbacks in the United Kingdom have had a dramatic impact on our aircraft carrier capability. HMS Ark Royal, the former flagship of the Royal Navy was decommissioned in the budget cuts of 2010 and the Harrier Jump jets to work on British carriers were sold to the United States. Two new aircraft carriers, the Queen Elizabeth and the Prince of Wales are under construction by BAE Systems with associated maritime aviation deck-handling equipment, but the future of one, if not both, is plagued with uncertainty. “The 2010 Strategic Defence and Security Review has radically changed the Carrier Strike concept. It generated £3.4 billion of savings but introduced significant levels of operational, technical, cost and schedule uncertainty. It will take two years for the Department to reach a mature understanding of the consequences of the decision. These consequences include a decade without an operational carrier and the risks after such a time associated with reconstituting the capability…The risks to the delivery of the new carriers are compounded by more generic problems with defence acquisition – notably the MOD’s continuing difficulties in balancing its budget.”11 “The SDSR (Strategic Defence and Security Review) decision, in October 2010, was for the MOD to build two carriers but operate only one, pending the next SDSR. This ship will be converted, using catapults and arrestor gear, to fly a different, more capable, version of the JSF (Joint Strike Fighter) to the one previously planned. This carrier will be available at sea only for an average of 150-200 days each year and fewer of the carrier version of the aircraft will operate

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from the carrier initially, reducing the number of possible daily sorties by more than two-thirds. A decision whether to convert the other carrier will be taken in the next SDSR, planned for 2015. The decision to fit catapults and arrestor gear to the carrier means that the introduction of Carrier Strike will be delayed by two years, to 2020. ”12 A National Audit Office Report on this decision within the Ministry of Defence was critical of: “A tendency to take critical decisions without a full understanding of the impacts on costs and timelines.”13 BRIC Countries in Asian and South America Forge Ahead The situation in Asia is markedly different. Following on from a decision to buy American maritime surveillance and patrol aircraft, India has forged ahead with the build of two new carriers to lead its blue water naval capability. One of the two new 28,000 ton Air Defence Ships (ADS) that will operate the BAE Sea Harrier aircraft was floated out of dry dock at the end of 2011. Thailand has a retired aircraft carrier that is used for disaster relief operations, the HTMS Chakri Naruebet, an 11,400 ton STOVL carrier based on Spanish Principe De Asturias design. South Korea has the new ROKS Dokdo, which is the lead ship of the “LPX” class of amphibious landing ships of the Republic of Korea Navy, launched on 12 July 2005 at the shipyard of Hanjin Heavy Industries & Constructions Co. in Busan.14 Designed by Hanjin Heavy Industries, the requirements for the amphibious ships were to enhance Korea’s current amphibious operation capability, both in terms of assault and military operations other than war (MOOTW) operations. The ROKS Dokdo is also the largest helicopter landing ship in Asia, with one of the fastest maximum speeds in the world for heavy amphibious assault ships. It can carry up to 15 helicopters (15 UH-60 Black Hawk or 10 SH-60F Ocean Hawk helicopters), 2 LCACs (Landing Craft Air Cushioned). Turning to South America, Brazil has a carrier to oversee its long coastline: NAe São Paulo (A12): 32,800 ton ex-French carrier FS Foch, purchased in 2000.

SPECIAL REPORT: ADVANCED DECK HANDLING TECHNOLOGY FOR MARITIME AVIATION

Deck-Handling Technology in Action

It takes a range of shipboard aircraft handling solutions to get the job done.

Marushka Dubova, Defence Correspondent

“The use of the sea remains fundamental to international security. At a time of increasing public spending constraints, what is the significance of naval force – and of the Royal Navy in particular – in supporting national and international defence and security?” Dr Lee Willett RUSI, Royal United Service Institute

AILSAFE DECK-HANDLING systems for expensive rotor and fixed wing aircraft are at a premium when naval and air force manpower levels are under challenge, and while the United States, a global power, wants to lead the technology race. The latest deck-handling equipment uses the precise engineering to facilitate the takeoff, landing and storage of high value aircraft in high seas (up to state) 6. As Indal/Curtiss Wright assert on their website: “On deck maneuvering is easily conducted with a single operator with no need to connect any ancillary equipment or guide cables to the helicopter. The unique design of the ASIST RSD (Rapid Securing Device) make it possible for the single operator to rotate a 30,000 pound helicopter through 360 degrees within the confines of the flight deck –

all while maintaining complete security in extreme sea states.”15 The expense and operational loss incurred from the mishandling or inadequate rapid storage of aircraft in high seas suggests that highly engineered equipment is the lowest risk option. There are two recent operations, one humanitarian and the second military, where the role of aircraft carriers has proved their value as more than a “mobile airbase”, and effective deck-handling technology has facilitated operation success.

When you need to keep air crew and deck personnel safe during demanding operations, we’ve got it handled.

Haiti Humanitarian Response Mission The Haiti earthquake on 12 January 2010 triggered a global humanitarian response. Some of the response was led by the United States. The United States Southern Command

http://indaltech.cwfc.com

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SPECIAL REPORT: ADVANCED DECK HANDLING TECHNOLOGY FOR MARITIME AVIATION

The presence of carriers allowed helicopters to be used in the conflict which provided critical tactical advantage in ways that British aircraft flown from a distant airbase could not.

sent the aircraft carrier, USS Carl Vinson and its complement of supporting ships, which arrived in Port au Prince (January 15, 2010). There was also a 2,000-member Marine Amphibious Unit as well as soldiers from the U.S. Army’s 82nd airborne division. “Marines are definitely warriors first, and that is what the world knows the Marines for... [But] we’re equally as compassionate when we need to be, and this is a role that we’d like to show -that compassionate warrior, reaching out with a helping hand for those who need it. We are very excited about this” said a Marines’ spokesman.16 Other countries including Israel, the Dominican Republic, Canada, Brazil, Italy and Cuba sent military and civilian help. Notably, France sent the aircraft carrier Charles De Gaulle and Italy, the aircraft carrier Giuseppe Garibaldi. These aircraft carriers provided helicopter and aircraft access to the island at a time when much of the infrastructure: landing strips, air traffic control facilities, port, and electricity generation had been destroyed. The presence of aircraft carriers that could act as nearby bases to provide a substitute infrastructure was important. The carriers’ capacity to handle incoming and outgoing aircraft allowed maximum concentration on the humanitarian effort.

Operation Unified Protector in Libya Spring 2011 The military campaign of France, the United Kingdom and the United States to help rebel forces opposing Muammar Gaddafi’s regime in the Spring and Summer of 2011 illustrates several trends. 21st century armed forces may need to be able to deliver ‘command of the air’ to access location and to deliver humanitarian and military assistance without involvement in soldiers on land “boots on the ground”. “Arguments persist that the UK can still contribute prominently to such operations without sending a carrier. Yet the fact is that three coalition carriers were employed, which added some capability and reduced the risks to aircraft operating from land bases. These were: the French strike carrier Charles de Gaulle; the Italian carrier Giuseppe di Garibaldi; and a US amphibious assault ships – initially USS Kearsarge (LHD-3), relieved by USS Bataan (LHD-5).”17 These carriers provided important ISTAR capabilities and maritime surveillance.

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Tactical Effectiveness of Helicopters The presence of carriers allowed helicopters to be used in the conflict which provided critical tactical advantage in ways that British aircraft flown from a distant airbase could not. “The French are extremely pleased with the effectiveness of the rotary wing platforms,” according to RUSI. “Further, the arrival of the helicopters allowed the UK and France (and subsequently NATO) to signal their intent with the arrival of an uplift of force midway through the campaign. They had a psychological effect both on the rebel and loyalist forces, being more visible (and audible) than the fixed wing aircraft overhead. The notorious reputation of Apaches involved in collateral damage in Iraq would also have played on the minds of the Libyans.”18 The smaller munitions and precision capability of helicopters gave additional leverage to their use from nearby aircraft carriers. “Munitions used by helicopters are generally smaller and would have been more appropriate to the latter stages of the operation as most of the larger targets would have already been picked off. It also allowed NATO to ensure lower collateral damage.”19

Operational Advantages of Aircraft Flown From Aircraft Carriers “At an operational level, the carriers provided some unique advantages. The faster repeatability of carrier-borne air missions, due to proximity to Libya relative to land air bases, saw AV-8B Harriers flying from Kearsarge play a critical role in halting early regime offensives. The carriers also provided the only Combat Search and Rescue Capability (CSAR) in theatre. While the French and Italian navies argued that carrier-based air power improved their operational flexibility and cost-effectiveness, the return home of their carriers underscored the risks of operating without them.”20

Absence of Friendly Airbases and Aircraft Carriers: What Then? The UK provision of effective precision bombing capabilities from the air flown from friendly air bases in the Mediterranean and elsewhere is a long range and short term solution compared to the flexibility offered by an aircraft carrier.

SPECIAL REPORT: ADVANCED DECK HANDLING TECHNOLOGY FOR MARITIME AVIATION

Next Generation Maritime Aviation Technology and the Future Don McBarnet, Staff Writer

“As President, I’ve therefore made a deliberate and strategic decision-as a Pacific nation, the United States will play a larger and long-term role in shaping this region and its future… As a result, reductions in U.S. defense spending will not-I repeat, will not-come at the expense of the Asia Pacific.” Barack Obama, President of the United States speaking to the Australian Parliament in Canberra 17 November 201121

HE UNITED States’ ‘pivot to Asia’ has strong implications for the future market for maritime aviation deck-handling equipment. The decisions to develop a ‘Blue Water’ navy in some of the richest and fastest growing economies in the world will mean a growing demand for maritime aviation technology to handle helicopters, maritime aviation aircraft and surveillance aircraft. China, Japan, South Korea and India all have trade and economic lines of communication to defend as well as interests in mineral, oil and natural gas resources that can be found at sea. Some Asian countries like Australia are arguing against the Pacific become a zone of confrontation and the American policy of containment of China and for what they call a Pax Pacifica.22

United Kingdom’s “Strategic Shrinkage”

It takes a range of shipboard aircraft handling solutions to get the job done.

When you need to keep

Meanwhile, in Europe, countries burdened with budget deficit are going through a process of relinquishing aircraft carrier capability and enduring a process of ‘shrinkage’. Lord Stirrup, the then head of the Armed Forces, said before the Iraq Inquiry: “If the priority is to eliminate the deficit, then the rather drastic cuts that will be necessary will mean a period of strategic shrinkage. That’s my personal view.”23

air crew and deck personnel safe during demanding operations, we’ve got it handled.

The Use of Drones/UAVs as a Stand-Off Capability While the future of the aircraft/helicopter or light carrier is closely linked with the future use of maritime aviation deck-handling technology,

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SPECIAL REPORT: ADVANCED DECK HANDLING TECHNOLOGY FOR MARITIME AVIATION

The decisions to develop a ‘Blue Water’ navy in some of the richest and fastest growing economies in the world will mean a growing demand for maritime aviation technology to handle helicopters,

it would be a mistake to overlook the marked trend towards the increased use of UAVs as an effective standoff weapon of high effectiveness in Afghanistan, Pakistan and elsewhere. UAVs are being used as a substitute for more expensive to buy, pilot and maintain rotor and fixed wing craft. There is little evidence yet of their use on aircraft carriers, although this may be through lack of documentation in the public domain. However, the increasing use of UAVs under the Obama presidency may signal their future use as a substitute for the aircraft handled at sea. “The C.I.A. drone strike that killed Anwar alAwlaki, the American-born propagandist for Al Qaeda’s rising franchise in Yemen, was one more demonstration of what American officials describe as a cheap, safe and precise tool to eliminate enemies.”24 “The shift is also a result of shrinking budgets, which will no longer accommodate the deployment of large forces overseas at a rough annual cost of $1 million per soldier. And there have been improvements in the technical capabilities of remotely piloted aircraft. One of them tracked Mr. Awlaki with live video on Yemeni tribal turf, where it is too dangerous for American troops to go.”

DARPA Prototypes of ‘Heliplane’

maritime aviation aircraft and surveillance aircraft.

The Director of DARPA (Defense Advanced Research Projects Agency), Dr Tony Tether, describes the role of his agency as making sure that the United States’ armed forces “avoid technological surprise”. He has an interesting project on his books for maritime deck handling: the heliplane. As he describes it: “the Heliplane program will help us quickly reach areas that don’t have runways by developing a revolutionary air vehicle that can takeoff, land, and hover vertically like a helicopter and cruise with the speed and efficiency of a fixed-wing aircraft. Heliplane offers a two- to three-fold improvement in forward flight characteristics over conventional helicopters. Unlike a helicopter that

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relies on a rotor for both hover and cruise, the Heliplane adapts lifting mechanisms to achieve high efficiency throughout its flight envelope: a rotor in hover and slow-speed flight and a fixed wing combined with turbofan engines for highspeed flight.” This might be a useful future aircraft for an aircraft carrier and require unique deck-handling equipment. Yavne, the Israeli manufacturers of Picador, the VTOL, UAV test flew its Picador unmanned rotorcraft in November 2010. The Picador is 6.58m (21.6ft) long and has a rotor diameter of 7.22m. The unmanned helicopter will have an endurance of roughly 7 hours and a maximum speed of 110kt (204km/h). It will have an operational range of 108nm (200km) and a service ceiling of 12,000ft. The manufacturer says the Picador is aimed mainly at navies as a replacement for manned helicopters that are used for intelligence applications, and for “over the horizon” use of long-range weapons.

ASDS a Distant Future Another project on DARPA’s books “The Autonomous Satellite Docking System” (ASDS) is a compliant, lightweight docking mechanism that enables soft docking of two space assets, such as satellites, and subsequent establishment of a rigid connection for resupply or repair operations. ASDS employs an integral cable-cone latching mechanism, which is scalable from nano- or micro-satellites to large space assets, making the system versatile. ASDS’s latching technology can be used in a wide range of vehicle capture applications. For example, the technology has been tested in a Phase II Navy SBIR to replace more labor-intensive and hazardous methods of launching and recovering unmanned vehicles.” Perhaps the algorithms or engineering may have application for the teams of technologists grappling with the securing of aircraft at sea in adverse weather and allowing it to fulfill its military or humanitarian mission at low cost.

SPECIAL REPORT: ADVANCED DECK HANDLING TECHNOLOGY FOR MARITIME AVIATION

References: 1

C FT.com February 12, 2012 7:16 pm China and US create less pacific ocean By Geoff Dyer in Washington

http://www.fas.org/sgp/crs/row/RL33153.pdf Congressional Research Service: China Naval Modernization: Implications for U.S. Navy Capabilities – Background and Issues for Congress Ronald O’Rourke Specialist in Naval Affairs February 8, 2012

Seven New Carriers (Maybe) By Otto Kreisher http://www.airforce-magazine.com/MagazineArchive/Pages/2007/October%202007/1007carriers.aspx The Navy plans to build many more flattops, and they won’t be “Gary Hart carriers.” Quoting 2006 RAND study.

10 August 2011 China Signposts reporting Xinhua News

BEIJING’S “STARTER CARRIER” AND FUTURE STEPS Alternatives and Implications Andrew S. Erickson, Abraham M. Denmark, and Gabriel Collins

Irregular Warfare and Counterterrorism Operations: Background and Issues for Congress: Ronald O’Rourke Specialist in Naval Affairs December 22, 2011

Seven New Carriers (Maybe) By Otto Kreisher http://www.airforce-magazine.com/MagazineArchive/Pages/2007/October%202007/1007carriers.aspx

Michael Whitehouse, Chief Operating Officer, 7 July 2011 National Audit Office

Michael Whitehouse, Chief Operating Officer, 7 July 2011 National Audit Office Report by the Comptroller and Auditor General HC 1092 Session 2010–2012 7 July 2011

Wikipedia

Indal Curtiss Wright website http://indaltech.cwfc.com/products/spokes/01a_RAST.htm

http://www.globalresearch.ca/index.php?context=va&aid=17000

RUSI Accidental Heroes http://www.voltairenet.org/IMG/pdf/Accidental_Heroes.pdf

http://www.whitehouse.gov/the-press-office/2011/11/17/remarks-president-obama-australian-parliament

Obama’s Australian visit and the Australia United StatesChina strategic triangle, Remarks to the American Australian Association, New York City, 6 February 2012: Michael Fullilove

http://www.guardian.co.uk/global/defence-and-security-blog/2011/may/18/uk-defence-cuts

New York Times: Christopher Griffin, via Reuters

‘American officials say remotely piloted drone aircraft are a cheap, safe and precise alternative to traditional warfare.’ By SCOTT SHANE and THOM SHANKER Published: October 1, 2011

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