special report on advanced deck handling technology for maritime aviation

Advanced Deck Handling Technology for Maritime Aviation

S P E C I A L R E P O R T


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

Sponsored by

Published by Global Business Media

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

We’ve got you covered — from keeping deck personnel safe to the demands of heavy weather operations.

Learn about our mission critical solutions at http://indaltech.cwfc.com

With over 50 years of aircraft handling experience, INDAL Technologies

provides system solutions for handling rotary and fixed-wing aircraft and

UAVs onboard ships in the toughest possible environments. INDAL provides

a complete range of helicopter handling solutions from the MANTIS free deck

traverser to the fully integrated ASIST. We have the knowledge and expertise to

solve even the most demanding flight deck handling needs.

SPECIAL REPORT: ADVANCED DECK HANDLING TECHNOLOGY FOR MARITIME AVIATION


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

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Business Development DirectorMarie-Anne Brooks

EditorMary Dub

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Contents

Foreword 2Mary Dub, Editor

Advanced Deck Handling Technology for Maritime Aviation 3By INDAL Technologies

IntroductionAircraft Securing and Handling SystemsRASTASISTTC-ASISTMANTISINDAL Technologies

Trends and Developments in Deck Handling Technology for Maritime Aviation 7Don McBarnet, Staff Writer

R2P, Humanitarian Operations and DeterrenceChina’s “Starter” Aircraft Carrier and Blue Water IntentionsAircraft Carrier Symbolic of National Economic and Political StrengthAircraft Handling Operations on VaryagChina’s Use of Deck Handling Technology

Maritime Aviation Technology? Can you Afford it? 9Meredith LLewelyn, Lead Contributor

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

Deck-Handling Technology in Action 11Marushka Dubova, Defence Correspondent

Haiti Humanitarian Response MissionOperation Unifi ed Protector in Libya Spring 2011Tactical Effectiveness of HelicoptersOperational Advantages of Aircraft Flown From Aircraft CarriersAbsence of Friendly Airbases and Aircraft Carriers: What Then?

Next Generation Maritime Aviation Technology and the Future 13Don McBarnet, Staff Writer

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

References 15

WWW.DEFENCEINDUSTRYREPORTS.COM | 1


S P E C I A L R E P O R T


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

Sponsored by


Foreword

MARITIME AVIATION deck-handling

equipment is used most frequently on

aircraft carriers, which are seen as multi million

pound platforms of great symbolism in both

NATO, Asian and South American countries.

For many NATO countries faced with budget

defi cits, doubts about the future role of the navy

in an era of irregular warfare and counter

terrorism, the long lead times and high capital

costs are leading to decisions to cancel, delay or

obfuscate about future plans. This Special

Report looks at the technology involved and the

impact of the current world economic situation.

The Report opens with a piece that traces

the history of operating rotary aircraft from

surface ships and describes the challenges

associated with operating helicopters from a

variety of host platforms ranging in size from

small Offshore Patrol Vessels to the much larger

Destroyers. It looks at the latest set of challenges

posed by the evolution of transformational ship

platforms, which are smaller, faster and more

agile and which must support a variety of rotary

wing platforms, both manned and unmanned.

The article sets out details of a variety of Aircraft

Securing and Handling Systems (ASHS) designed

to ensure complete safety for both aircraft and

on-deck personnel in all types of conditions. The

products described are known as the RAST, ASIST,

TC-ASIST and MANTIS systems.

The second article demonstrates that, despite

the economic climate, Asian and South American

countries are steaming ahead with building aircraft

carriers for blue water fleets that will include a

helicopter and fi xed wing carrying capability and

the latest technology that that requires.

The third and fourth articles look at the

consequences of the debate about the uses of

maritime aviation technology and explore how,

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

through humanitarian rescue and ad hoc coalitions

of the willing are using aircraft carriers in innovative

manners that refl ect new ways of looking at aircraft

carrier function. In an age of austerity for the Atlantic

and European powers, the role of developments in

deck-handling technology allow the all important

reduction in manpower at sea, while lowering the

risk profi le of costly assets such as fi xed and rotor

wing aircraft.

Looking to the future, next generation trends in

warfare and technology are always hard to predict.

However, an accentuation of current trends towards

stand-off warfare and the increased use of UAVs

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

technological projects under development and

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

ideas. Time will tell.

Mary DubEditor


2 | WWW.DEFENCEINDUSTRYREPORTS.COM

Mary Dub has covered the defence fi eld 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.



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

When you need to keep

air crew and deck

personnel safe during

demanding operations,

we’ve got it handled.

http://indaltech.cwfc.com

Advanced Deck Handling Technology for Maritime AviationBy INDAL Technologies

THE ENHANCED sophistication of today’s naval platforms, combined with

the requirement to perform multi-faceted mission profi les, 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-specifi c 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 specifi cations 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 reconfi guration of a ship’s capabilities to match mission-specifi c operational objectives.

For over 50 years, INDAL Technologies, a business unit of Curtiss-Wright Flow Control

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 on-

deck handling operations;

The newest set of

challenges in the evolution

of ship/aircraft integration

results from today’s

current transformational

ship platforms.



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 fl ight 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 confi gured helicopters;

� Accommodating single or multiple hangar confi gurations; and

� Support of high OPTEMPO or mixed aircraft type operations by providing a rapid and efficient method of spotting for launch, or clearing fl ight 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 fl ight deck.

Selection of the optimum fl ight 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 specifi c 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 infl uence 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

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 fi tted 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 SystemsIn 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 sys tem o r w i r e -based t r ave rs i ng system, provide discrete functionality only and require engagement/disengagement with the aircraft at certain stages of the fl ight 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 fl ight 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.





air crew and deck





RAST

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 fl ies 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 signifi cantly 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.

ASISTThe 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 benefi ts 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.

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.

TC-ASISTWhile 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 non-probe 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

RAST SYSTEM

ASIST SYSTEM



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.

subsystems and components used in the ASIST; however, it employs a larger deck securing device appropriately confi gured for the modifi ed aircraft interface.

When in operation, the recovery and deck securing sequence is straightforward and transparent to the pilot. The pilot, assisted by visual cues, fl ies the aircraft to a position over the designated flight deck landing area. The deck securing device is fi tted 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.

MANTISINDAL Technologies continues to develop its portfolio of ASHS equipment, incorporating improvements and modif icat ions 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

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 fl exibility 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 TechnologiesINDAL 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 ef fect ive manufactur ing 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 TechnologiesVillage RoadArleCheltenhamGL51 0ABUnited Kingdom

Tel: +44 (0) 1242 527921Fax: +44 (0) 1242 531254

Email:[email protected]:www.douglas-equipment.com

MANTIS DECK HANDLER





air crew and deck





Trends and Developments in Deck Handling Technology for Maritime AviationDon McBarnet, Staff Writer

THE DEMAND and use of deck handling technology for maritime aviation depends

on the future role of navies and specifi cally 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 signifi cant fi repower to the theater of operations, remain there for extended periods of time without the need to rely on bases from other nations, control the bat tle space, and project power ashore.”

Aircraft carriers provide effective power projection and a persistent presence, which can act as a powerful deterrent.

R2P, Humanitarian Operations and DeterrenceAircraft 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 forward-based elements of the nation’s deterrent and war fi ghting force but also when the US has needed to project military power, engage in hostile operations, provide humanitarian

“We will be strengthening our presence in the Asia-Pacifi c, 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



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.

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

China’s “Starter” Aircraft Carrier and Blue Water IntentionsThe 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 fi rst 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 offi cials 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 StrengthAs 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

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 VaryagThe 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 TechnologyCatapult-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





air crew and deck





Maritime Aviation Technology? Can you Afford it?Meredith Llewellyn, Lead Contributor

THE 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 justifi cation 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.

US Navy May Have to Rein in its Future Plans for CarriersThe 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 fl eet.

“The high cost of building new carriers raises considerable concerns. Government and independent analysts assert that the Navy, if

“While per capita spending levels in Asia remain signifi cantly 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



The United States has the

budget defi cit 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 UncertaintyBudget cutbacks in the United Kingdom have had a dramatic impact on our aircraft carrier capability. HMS Ark Royal, the former fl agship 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 signifi cant 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 diffi culties 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 fl y 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

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 fi t 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 Offi ce 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 fl oated 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.





air crew and deck





Deck-Handling Technology in ActionMarushka Dubova, Defence Correspondent

FAILSAFE 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 confi nes of the fl ight 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.

Haiti Humanitarian Response MissionThe 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

“The use of the sea remains fundamental to international security. At a time of increasing public spending constraints, what is the signifi cance 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



The presence of carriers

allowed helicopters to

be used in the confl ict

which provided critical

tactical advantage in

ways that British aircraft

fl own 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 defi nitely warriors fi rst, 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 traffi c 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 Unifi ed Protector in Libya Spring 2011The 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.

Tactical Effectiveness of HelicoptersThe presence of carriers allowed helicopters to be used in the confl ict which provided critical tactical advantage in ways that British aircraft fl own 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 fi xed 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 fl ying 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 fl exibility 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 fl own from friendly air bases in the Mediterranean and elsewhere is a long range and short term solution compared to the fl exibility offered by an aircraft carrier.





air crew and deck





Next Generation Maritime Aviation Technology and the FutureDon McBarnet, Staff Writer

THE 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 Pacifi c become a zone of confrontation and the American policy of containment of China and for what they call a Pax Pacifi ca.22

United Kingdom’s “Strategic Shrinkage”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 defi cit, then the rather drastic cuts that will be necessary will mean a period of strategic shrinkage. That’s my personal view.”23

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

“As President, I’ve therefore made a deliberate and strategic decision-as a Pacifi c 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 Pacifi c.” Barack Obama, President of the United States speaking to the Australian Parliament in Canberra 17 November 201121



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 fi xed 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 al-Awlaki, the American-born propagandist for Al Qaeda’s rising franchise in Yemen, was one more demonstration of what American offi cials 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’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 fl ight characteristics over conventional helicopters. Unlike a helicopter that

relies on a rotor for both hover and cruise, the Heliplane adapts lifting mechanisms to achieve high effi ciency throughout its fl ight envelope: a rotor in hover and slow-speed fl ight and a fi xed wing combined with turbofan engines for high-speed fl ight.”

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 fl ew 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 FutureAnother 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 fulfi ll its military or humanitarian mission at low cost.

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.



References:1 C FT.com February 12, 2012 7:16 pm China and US create less pacifi c ocean By Geoff Dyer in Washington

2 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

3 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 fl attops, and they won’t be “Gary Hart carriers.” Quoting 2006 RAND study.

4 10 August 2011 China Signposts reporting Xinhua News

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




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

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

11 Michael Whitehouse, Chief Operating Offi cer, 7 July 2011 National Audit Offi ce

12 Michael Whitehouse, Chief Operating Offi cer, 7 July 2011 National Audit Offi ce Report by the Comptroller and Auditor General HC 1092 Session 2010–2012 7 July 2011

13 Wikipedia

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

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

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




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

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

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

23 New York Times: Christopher Griffi n, via Reuters

24 ‘American offi cials 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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networking tools.

• Designed to help users identify new technical solutions, understand the

implications of different technical choices and select the best solutions

available.

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defence industry key opinion leaders

• Peer Input - Contributions from senior military personnel and defence industry

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