Aircraft Carrier Meatball

Aircraft Carrier Meatball - To provide a new level of assistance to the pilot, but allow him to continue hands-on flying, Kindley and his team have developed the Maritime Augmented Guidance with Integrated Controls for Carrier Approach and Recovery of Precision Enabling Technologies.

Even by military standards, that's a mouthful. They call it Magic Carpet. When you think of carrier landings, a few essentials probably come to mind—hook, wire, and the "Meatball," known by its full name as the Improved Fresnel Lens Optical Landing System, or IFLOS.

Aircraft Carrier Meatball

While the Meatball is known to be a critical component for fixed-wing pilots landing on catapult and arresting gear-equipped (CATOBAR) carriers, it's less known that America's 'big deck' amphibious assault ships (LHDs and LHAs) are also equipped with the

Uss George Washington By The Numbers

system. Thanks to one Harrier pilot who goes by the handle @overdesigned on Twitter, we get to see the system in action right from the cockpit of his AV-8B Harrier. The result, Kindley believes, will be less time and money spent on introducing pilots to carrier landings and keeping them current.

He continues to gather more data, but he is convinced that over time safety will improve and, thanks to more predictable landings, maintenance on both the aircraft and the ship can be reduced. Magic Carpet surely seems to hold great promise.

"Monotonous," though? That's a tall order. Meanwhile, to us landlubbers, the short visit to the carrier was a reminder of the sacrifices our service members make day and night around the world. Day in and day out, personnel on the carrier, home at times to as many as 5,000 sailors and air crew members, work in dangerous, uncomfortable, and confined positions to ensure our freedoms at home.

While enjoying your Independence Day celebrations this weekend, stop for a moment to say thanks to a service member for what he or she has done to keep us safe and free. Do you "call the ball"—where the pilot acknowledges visual contact with the Meatball at 3/4 mile from the ship and their fuel state—like fixed-wing aircraft operating aboard supercarriers do?

Are the radio communications similar in general? The next time you're having trouble staying aligned with the runway on a windy day, consider the challenge of a naval aviator approaching an aircraft carrier at 130 knots with the runway moving to the right and forward at 20 knots.

Land short, and you die. Land long, and you die of embarrassment later in the debrief. The U.S. Navy spends about $1 billion a year getting pilots qualified for carrier operations and keeping them current. Kindley and a team of Navy pilots, technicians, engineers, and software wizards want to reduce that cost and improve carrier landing efficiency and safety.

Their solution is a flight control system software upgrade to the Super Hornets and the EA–18 Growlers that is designed to make carrier landings "monotonously repeatable." (navy.mil) ATLANTIC OCEAN (May 13, 2013) Electrician's Mate 3rd Class Martin Torres, from Long Beach, Calif., calibrates an Improvised Fresnel Lens Optical Landing System (IFLOLS) aboard the aircraft carrier USS George H.W.

Bush (CVN 77). George H.W. Bush is conducting training operations in the Atlantic Ocean. (U.S. Navy photo by Mass Communication Specialist 3rd Class Kevin J. Steinberg/Released) The jet blast panel emerges from the deck, another signal that the launch is imminent.

The quadruple tail surfaces and the towering dome atop the fuselage shudder as power is advanced. The pilot wiggles the control surfaces for a final check and then gives the ready signal. As one former naval aviator puts it, the pilot also pushes the "I Believe" button, attempting to assure himself that his colleagues outside and the equipment around him are truly ready for the wild ride ahead.

A spotter makes one final check of the area and with the push of a button the steam-powered catapult hurtles the big airplane off the slowly rising deck and into the night. We onlookers gasp as the Hawkeye grabs air and struggles away.

The deck hands, confident in their work and their equipment, looked hard and quickly began preparations for the next one. The burble, of course, messes with a stabilized approach, requiring last-minute adjustments. All this occurs under the constant watch of the landing signal officer, aka Paddles, himself an experienced Hornet pilot standing near the aft end of the ship.

If at any time he senses the arriving aircraft is not stable in pitch, roll, or airspeed, he will wave it off. He's also the one who scores every landing—and, as a result, he is the most reviled member of the pilot crew.

Often, the scores are posted for others to see. The grades range from the best being an "OK" then to "Fair"; any poor landing receives a “No Grade.” Pilots who score less than an "OK" usually feel the LSO is like the proverbial umpire who needs glasses.

For the crews, our arrival on the USS George Washington aircraft carrier was routine, but for those of us who were experiencing a landing trap for the first time, it was anything but. The creaky old C-2 Greyhound twin turboprop carried us from Norfolk, Virginia, out to the carrier, a couple of hundred miles offshore in the Atlantic Ocean.

Sitting backwards in the windowless cabin, we listened intently through dual levels of hearing protection as the engine sounds changed and the gear thunked into position. As if flying down a drinking straw, the pilot expertly flew a three-degree glide path to the moving runway, catching the coveted number three wire as we were slammed into the seat backs.

The carriers have an automated landing system (ALS) that allows for hands-off touchdowns. But it requires the ship's precision radar, which can be finicky and unreliable. Additionally, the system requires an electronic link between the ship and the aircraft.

"If you transmit, you can be found," says Kindley. In addition to the requirement that numerous systems on two moving vessels work perfectly, the final approach for an ALS is much longer than for a normal landing.

That eats up "seascape," which can be critical in parts of the world where bodies of water are narrow or there are busy shipping lanes; it also delays aircraft recoveries, which can be critical during inclement weather or challenging military or political situations.

Kindley plans to introduce Magic Carpet to the fleet in 2017 for more feedback while he and the team develop system redundancies that will allow Magic Carpet to be a fully functioning and fully trusted system for the Super Hornets and Growlers in 2019. The next generation of fighters

, the F–35 Lightning, will come with Magic Carpet technology already in place. One major difference between the Meatball on America's nuclear-powered supercarriers and those on big deck amphibious assault ships is where it is mounted.

Instead of being installed on the port side amidships at deck height, it is mounted on the island superstructure, on the ship's starboard side, high above the deck. As you can see in @overdesigned's video below, he flies the meatball straight in, over the fantail of the ship, before entering into a solid hover and eventually touching down vertically amidships:

With coaching from outside the sim by James "Buddy" Denham, a senior engineer for the Naval Air Systems Command, I managed to snag the 3 wire without Magic Carpet on the first try. Indeed, the F/A–18 is easy to fly—during the day when everything's working and no one is shooting at you.

My biggest challenge was understanding the symbology on the head-up display and looking for the "meatball," the visual glidepath guidance system. Next time, I switched the augmentation on as I rolled out of the constant-bank turn onto final.

With Magic Carpet assisting, I aligned my glidepath with the meatball and let pressure off the stick. The airplane started down at 3.5 degrees. I just needed to apply slight left and right corrections. Once, a little low, I pulled back and "elevated" back up to the meatball and let go again.

Abeam the touchdown point, an F/A–18 Super Hornet pilot rolls into a 28-degree constant-bank turn until intercepting the approach path. The goal is to be on the back side of the power curve. Level off, but don't balloon up.

Power back and pitch over to set up an angle of attack of about 8 degrees to follow a glidepath of about 3.5 degrees. The "meatball" on the carrier's deck, a Fresnel lens system, provides a visual indication of the glidepath.

However, the whole thing is moving forward and to the right in an attempt both to provide a headwind to slow the approach speed and reduce the runway required, and to keep the angled deck pointed into the wind.

The Grumman E-2C Hawkeye emerges from the dark shadow of the aircraft carrier's towering island, its wings folded. A moonless night, the twin turboprop maneuvers across the ramp, lit only by the dim lights embedded in the deck.

Everywhere, crew members scurry about, staying clear of the eight-blade propellers and the 81-foot wings as they unfold. The crew's red, green, blue, yellow, brown, and purple shirts signify their role in launching the early warning aircraft.

According to Kindley, a pilot will make on average 200 to 300 minor corrections during those 18 seconds in the groove. Do it right, and the Hornet hits the deck at 800 feet per minute, the tailhook snagging the coveted Number 3. To be sure, the pilot goes to full power at touchdown.

If he's missed all the wires, he'll fly away to try again, or maybe have to hit the tanker, which is always overhead whenever air operations are going on. Meanwhile, an H-60 ​​helicopter with swimmers on board is hovering off the starboard side, ready to swoop in and pluck a pilot from the sea should an ejection or crash occur.

AOPA Pilot was invited to the George Washington to witness the final day of a five-day sea trial of Magic Carpet's latest software version. The crews flew 598 approaches with only one miss during the trial, and this was with test pilots purposefully aggravating the system and also flying with and without head-up display (HUD) guidance, with and without autothrottles, single-engine, and at times

with compromised flight controls. Generally speaking yes, in that it gives us visual glideslope from a mile or so out towards the ship. We transition to a different set of lights once we're in close though, whereas CVN pilots fly the ball all the way to touchdown.

The Hawkeye crew makes a left traffic pattern and soon plunks down on the angled deck for a touch and go, one more step towards proficiency. Meanwhile, just off to the right, an SH-60 Seahawk helicopter hovers under the stars, ready to swoop in for the rescue should it be necessary.

So there you have it. There are some real similarities and differences between how Harriers land on amphibs at night to how fixed-wing aircraft land on supercarriers at night—the latter of which you can read all about here.

While the Meatball may still be the go-to aid in both cases, new concepts of operation and capabilities are making recovering aboard ships at night a bit easier. Kindley and company are quick to point out this is not an automated landing system.

The pilot is hands on, flying the entire time. But Magic Carpet frees up mental processing power, allowing the pilot to increase situational awareness and make better decisions. "There are two kinds of military pilots," says Kindley.

"Those who see themselves operating a weapons system and there are those who are there to fly." In addition to seeing the Meatball in action, the straight-in approach isn't something we see much of when it comes to Harrier ops aboard amphibious assault ships.

So, with all this in mind, we reached out to the guy at the controls to get more info on this approach, the Harrier's use of the IFLOS, and more. Things are difficult with a rolling ship, particularly at night on NVDs, without a well-defined horizon.

If you attempt to match the ship's roll with your aircraft you start to slide laterally, so you have to watch the tramline [centerline of the takeoff and landing area] for left/right alignment while also ignoring the roll of the ship itself.

Without a horizon that is challenging. The burble is a pocket of disturbed air behind the carrier's island, the tall superstructure that houses the bridge, "pri-fly" (primary flight control), and the infamous "Vulture's Row" where visitors and other pilots go to critique every landing as

it happens. The Hornet enters the burble in the final seconds before touchdown, hoping to catch the Number 3 wire and make the perfect trap. Any of the four wires will do in a pinch, but you'll hear about it later if you don't hit the 3.

The software upgrade decouples the Super Hornet and Growler's fly-by-wire flight controls, allowing the computers to individually control each axis without disturbing the others. With conventional controls, when you roll into a turn, you need to add a little nose-up elevator, plus add some rudder to correct the yaw.

Each minor change requires multiple control inputs. IFLOLS receives ship's pitch and roll information from either the ship's gyros or SPN-46. IFLOLS receives ship's heave information from either an IFLOLS generated ship's heave signal or SPN-46.

The IFLOLS signal is generated using the IFLOLS unit 5 accelerometer. The IFLOLS can use either ship's pitch and roll gyro source with either heave source. When aircraft are landing using ACLS, any mode, IFLOLS should use the same stabilization inputs as SPN-46.

Typically SPN-46, SPN-41, and IFLOLS will all use the SPN-46 gyro for pitch, roll, and heave information when aircraft are landing using ACLS. Some former naval aviators I've spoken with wince a little at the idea of ​​"augmentation."

Still, no doubt, future aviators will appreciate the assistance that frees up more brain power for other tasks. And, Kindley believes taxpayers will appreciate the lower training and maintenance costs he believes will result when Magic Carpet is fully implemented in 2019.—TBH

Later, Denham pulled out all the stops, failing the head-up display and the autothrottles, and transitioning us to night flight. Predictably, I had several bolters, including a "cut pass"—down the starboard side, nevertheless—the worst thing that can happen to a carrier pilot short of ending up in the drink.

Everyone on the ship and especially those turkeys on Vulture's Row know you just screwed up major league. However, after 20 or so approaches, I made more traps than not, Magic Carpet working hard to reduce pilot workload.

For approaches where we use the ball, yes the ball call is the same. There are a couple of extra calls related to the vertical landing that occurred after the ball call. For a normal daytime good weather recovery, we just call abeam, no ball call.

And then similar to how a CVN LSO [Landing Signal Officer] provides guidance, the V/STOL [Vertical/Short Take-Off and Landing] LSO does the same, but again with some specialized terminology related to the hover and vertical landing.

The arrival kicked off our 30-hour stay on the massive carrier, which was doing sea trials of a new flight control system designed to make it easier for pilots to nail the three wires every time.

Fewer bolters means less fuel, safer operations, and faster recovery of the squadron. The approaches are all done on the back side of the power curve. Because of engine lag, a pilot's ability to respond to a dynamic flight environment is challenged.

In a word, the airplane is sluggish. Magic Carpet, though, takes over all the flight controls and the four flight control computers, forcing any combination of flight controls necessary to respond instantly to deliver what the pilot needs.

"It's like a bird landing on a wire, the whole trailing edge of the wing is moving and adjusting," explains Denham. "[Magic Carpet] opens the last chapter of the last 100 years, to give the pilot the speed and flight path that he wants."

Slow down or speed up, Magic Carpet does what it must to maintain that same glidepath to the ship. From 450 feet above the water, you'll have about 18 seconds "in the groove," the final approach portion of the arrival.

"I put the white line on the deck between my legs," says Dominick in the briefing room about the USS George Washington as it steams north and south off the Virginia coast. Our arrival to witness the U.S.

Navy's Magic Carpet augmented flight control system trials aboard the USS George Washington was abrupt, the aging Grumman C2 Greyhound slamming onto the 1,092-foot flight deck, catching the 3 wires. Our chance a couple of weeks later to experience it ourselves, though, was less dramatic, my Bonanza touching down on Patuxent River Naval Air Station's 11,800-foot Runway 24 (see "Waypoints: Logic: So Overrated," October 2016 AOPA Pilot).

Capt. David Kindley, the Navy's F/A–18 and EA–18G program manager, was on hand to show how easy it is to land an F/A–18 Super Hornet on a carrier. "The F-18 is the easiest airplane to fly, easier than a Cessna," promised the longtime general aviation pilot as we headed for the simulator.

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Aircraft Carrier Lincoln

Aircraft Carrier Lincoln - Lincoln's destroyer escorts – USS Bainbridge (DDG-96), USS Mason (DDG-87) and USS Nitze (DDG-94) – departed the Middle East in the fall and returned to Norfolk on Nov. 5. Cruiser USS Leyte Gulf (CG-55) remained in the Middle East longer and just returned to Norfolk over the weekend, on Jan.

4. Often the presence of an aircraft carrier has deterred potential adversaries from striking against U.S. interests. Aircraft Carriers support and operate aircraft that engage in attacks on airborne, afloat and ashore targets that threaten free use of the sea;

Aircraft Carrier Lincoln

and engage in sustained power projection operations in support of the U.S. and coalition forces. The Ticonderoga-class guided-missile cruiser USS Chancellorsville (CG 62) breaks away from the Nimitz-class aircraft carrier USS Abraham Lincoln (CVN 72) after escorting Lincoln through the U.S.

7th Fleet area of ​​operations. Chancellorsville is forward-deployed to the U.S. 7th Fleet area of ​​operations in support of security and stability in the Indo-Pacific region. US Navy photo. “We spent a lot of time maneuvering around not only the Philippine Sea, but also in the South China Sea and well as the East China Sea.

And the dynamic maneuver wasn't just exclusively maneuvering around to avoid certain things, but it was also that that's our best way of being able to compete in that space, as well as providing a strong presence throughout the region,” Anderson said.

"If we were to just simply maintain our location in one general location, I don't think we were necessarily doing our job, right, in terms of providing a sustained presence throughout the region." “We took onboard a lot of their lessons about ... where to base, and how to operate.

We did build upon those lessons and learned a few of our own. We were fairly fortunate in that while we covered a vast amount of space in 7th fleet – some days it was a long flight for the CODSPREY – but we were able to remain mostly based out of one location for most of the deployment, which at least

facilitated the flow of people and parts to one location,” Bauernschmidt said. The 10 nuclear powered Nimitz class aircraft carriers are the largest warships in the world, each designed for an approximately 50 year service life with one mid-life refueling.

USS NIMITZ (CVN 68), USS DWIGHT D. EISENHOWER (CVN 69), USS CARL VINSON (CVN 70), and USS THEODORE ROOSEVELT (CVN 71) have all completed their Refueling Complex Overhauls (RCOH) at Newport News, Va. with USS ABRAHAM LINCOLN (CVN 72) having commenced RCOH in 2013.

Aviation Boatswain's Mate (Equipment) 2nd Class Justin Mancha, from San Antonio, signals an F-35C Lightning II, assigned to the 'Black Knights' of Marine Fighter Attack Squadron (VMFA) 314, as it takes off from the flight deck of the

Nimitz-class aircraft carrier USS Abraham Lincoln (CVN 72) during Rim of the Pacific (RIMPAC) 2022 on July 14, 2022. US Navy Photo The aircraft carrier and its strike group also engage in maritime security operations to interdict threats to merchant shipping and prevent the use of the seas for terrorism and piracy.

Aircraft carriers also provide unique capabilities for disaster response and humanitarian assistance. The embarked carrier air wing provides helicopters for direct support and C4I assets to support them and ensure aid is routed quickly and safely.

The ship departed Norfolk, Va., for a deployment and homeport change on April 1. Including today, the ship has been deployed for 283 days – just one week shy of the post-Vietnam War carrier deployment record of 290 days, according to USNI

News records. The deployment has included operations in U.S. 6th Fleet, U.S. 5th Fleet, U.S. 7th Fleet, and now U.S. 3rd Fleet. An F/A-18E Super Hornet, assigned to the 'Tophatters' of Strike Fighter Squadron (VFA) 14, prepares to make an arrested landing on the flight deck of the Nimitz-class aircraft carrier USS Abraham Lincoln (CVN-72) on

June 3, 2022. US Navy Photo Cmdr. Daniel Hutton, an aircraft intermediate maintenance department officer aboard Lincoln, said the carrier's crew used takeaways from the Vinson deployment to tweak what equipment Lincoln brought. This allowed the crew to make more space in the hangar bay and be more strategic with what equipment it needed or did not need.

As a result, the crew placed more gear in hangar bay 3, which made for more space in the middle of the carrier and in the forward part of the ship. “It's the tremendous capability that the aircraft provides from an ability to generate information, the sensors that it has onboard, as well as its ability to distribute that information, not just to other aircraft but to the rest of the force,” Anderson told USNI

News. “It's a testament to the platform and the folks that fly it too that it can integrate so well in with the rest of the air wing. We don't have to do unique things with the schedule, the cycle lengths, etc.

in order to accommodate it.” USS Harry S. Truman (CVN-75) was sidelined in late August, just before its planned deployment to relieve Lincoln, due to electrical system malfunctions. Lincoln remained on station in the Middle East until Truman arrived in the U.S.

Central Command waters in mid-December. Ship spotters put Lincoln in Pearl Harbor today, and a Navy news release later confirmed the location. U.S. 3rd Fleet could not comment on future ship operations, including how long the carrier might stay in Hawaii and when it would head home to San Diego – and therefore if Lincoln was likely to crack the record or not.

“I think like any new platform that's introduced, there's a little bit of angst about how it's going to go. And I think what ended up happening when we got them was the realization that it was again a fairly seamless integration, regardless of whether it was Marine Corps or Navy,” she said.

But I think in terms of the noise and some of the things they were concerned about from whether it was a deck density standpoint, or parts availability, or maintenance that they were going to be required to do, I think there were a lot more

concerns that were fairly unfounded once, you know, now that we've gotten through this deployment [and] we've been able to see and operate with them.” Once its own escorts left the Middle East, Lincoln was supported by the Truman Carrier Strike Group's destroyers while in 5th Fleet and then by Japan-based USS Chancellorsville (CG-62) during the carrier's transit through the Pacific to its new homeport of San Diego

, Calif. Chancellorsville remained with Lincoln through at least Jan. 4, when the ship was already in U.S. 3rd Fleet waters. The next generation of aircraft carrier, the Gerald R. Ford class (CVN 78) was ordered in 2008 and is slated to be delivered in 2016 as the force structure replacement for USS ENTERPRISE (EX-CVN 65) which was inactivated in 2012.

Instead of basing out of the U.S. Air Force's Kadena Air Base on Okinawa, like Vinson's CMV-22B Osprey detachment, Lincoln's detachment was based out of Marine Corps Air Station Futenma. This helped with parts and maintenance because the U.S.

Marine Corps' MV-22B Ospreys were also at Futenma. "Being the second air wing ship team to go out to sea with that type of aircraft, there's a constant learning process that takes place between the ship, the supporting entities ashore, and then being able to adjust and take into account what things break,

Hutton told USNI News. While the carrier participated in a wide range of exercises, the deployment also marked the first U.S. Marine Corps F-35C Lightning II Joint Strike Fighter squadron deployment on an aircraft carrier and the second for the CMV-22B Osprey.

“He talked about some of the pluses and minuses with different locations – impacts of sea space, or how flight operations worked. We try to ensure that we were postured very well to be able to react to anything that we needed to react, like we do every day," Bauernschmidt said.

“But when you're alongside another ship, we were very careful about planning it so that we were – several times we launched aircraft while we were alongside replenishing to be able to respond as necessary and then we were able to continue about the mission.

" "I am proud of all of the hard work and dedication shown by the entire crew throughout the deployment," Capt. Walter Slaughter, Abraham Lincoln's commanding officer, said in a Navy news release. “Hawaii is a strategic, historic location that presents a well-deserved opportunity for rest and relaxation, and for the crew to honor the sacrifices of those who have gone before us during the attack on Pearl Harbor.”

“I would say a vast majority of folks that have deployed in the Navy got very comfortable and used to 5th Fleet operations and this is obviously not 5th Fleet operations. And so it is a much larger area than we would typically operate in and … it's not just about one entity.

It's about China, Russia, [North] Korea. It's about multiple different actors and being able to respond to any of those,” she told USNI News. "Because it's a large area of ​​operations, being able to strategically place yourself to answer whatever mission we're called upon is very important."

An CMV-22B Osprey, carrying the U.S. ambassador to Japan, Hon. Rahm Emanuel, Japan Minister of Foreign Affairs, Hayashi Yoshima, Commander, U.S. 7th Fleet, Vice Adm. Karl Thomas, Commander, Navy Region Japan/Commander, U.S. Naval Forces Japan Rear Adm.

Carl Lahti, lands on Naval Air Facility (NAF) Atsugi following an official visit, to the Nimitz-class aircraft carrier USS Abraham Lincoln (CVN-72) on April 23, 2022. US Navy Photo "Because we had a lot of Vinson's lessons learned, we were able to sit down and take a very thoughtful look at how we were utilizing space in the hangar bay to try to ensure that we didn't have anything we didn't need,

but we did have everything that we were going to need so that it opened up extra space for aircraft and a little bit of extra maneuver space to maneuver them around,” she said. “And we got our deck density down quite a bit from where Vinson was and into a pretty good place.

And then we were still able to provide a little bit more feedback for follow on carriers so that they can learn from what we kind of figured out as well.” “We also took a good look at all of the support equipment and really tried to optimize where maybe we had duplicates, or we had the ability to truly ensure that the support equipment for the aircraft that we had was the right quantity, the right number

, and the right ability,” Bauernschmidt added. Lincoln's deployment to the western Pacific followed a similar one last year by Vinson, which sent the first U.S. Navy F-35C squadron and CMV-22B Osprey squadron out to sea.

Lincoln deployed with 10 Marine Corps F-35Cs that make up the “Black Knights” of Marine Strike Fighter Squadron (VMFA) 314 out of Marine Corps Air Station Miramar, Calif. "Our activities into the South China Sea as well as East China Sea were important to send a signal to China, North Korea, Russia of our commitment to the region, as well as our willingness to fly, sail, or operate wherever international law allows

,” Rear Adm. J.T. Anderson, the commander of Carrier Strike Group Three, told USNI news in a recent interview. "I personally also had to think a little differently about each and every night what the sea space looked like, what we were being tasked with, what we were being asked to accomplish, or to just think ahead about where we may want to position ourselves

in the event we were tasked with a different mission,” she said. "Because unlike operations in the 5th Fleet that you can get where you need to be in half a day, in a fairly short amount of time, we have a lot more sea space to cover.

And so being able to think strategically, position yourself where you need to be, understand the constraints and the restraints of ourselves, our aircraft, and other forces was important.” Since Vinson's crew had the chance to test out the deck density aboard the carrier with the Navy F-35Cs and the CMV-22B Ospreys, Lincoln could take those lessons and alter what they brought to sea.

As a result, Bauernschmidt said Lincoln decreased its deck density. Lincoln deployed with a strike group of surface ships that have all since returned back to Norfolk, while the carrier remained in U.S. 5th Fleet outside the Persian Gulf as tensions with Iran have remained high since May.

Lincoln rushed to the North Arabian Sea in May when tensions first ratcheted up, and it remained there outside the Persian Gulf until a Nov. 19 transit through the Strait of Hormuz and into the Gulf.

ABOARD AIRCRAFT CARRIER USS ABRAHAM LINCOLN, OFF THE COAST OF HAWAII – When aircraft carrier USS Abraham Lincoln (CVN-72) pulls into Naval Air Station North Island on Thursday, it will cap off a busy deployment to the Western Pacific.

According to the Navy, the 290-day deployment for Lincoln was notable in several ways: it was the first deployment of nine months or longer since 1973, it saw the first operational deployment of the F/A-18E Super Hornet, and it led

the Navy's part in the opening days during the “shock and awe” campaign of Operation Iraqi Freedom – where more than 1.3 million pounds of ordnance was dropped in 17 days and a record 21 million gallons of JP-5 jet fuel was used to launch and

recover aircraft 12,673 times. Beyond that, USS America (CVA-66) was deployed for 292 days for the Vietnam War from June 1972 to March 1973. According to USNI News records, all carrier deployments that were longer than 290 days took place during the Vietnam War or earlier.

Anderson echoed remarks Vinson crew members made to USNI News during a trip earlier this year to Vinson at the tail-end of its deployment, in which sailors described a more dynamic environment in U.S. 7th Fleet compared to deployments over the last two decades in U.S.

Central Command.

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Aircraft Carrier Msfs Xbox

Aircraft Carrier Msfs Xbox - The Fokker F.VIIa is a single-engine monoplane manufactured by Dutch aviation firm Fokker. The F.VIIa, one of the world's first transport aircraft, was slightly larger than Fokker's original F.VII and also sported a number of technical improvements, including a heated cabin. The aircraft, which could carry up to eight passengers or 1,750 pounds of cargo, took its maiden flight on March 12, 1925. A total of 36 of the F.VIIa were manufactured and formed an integral part of a number of Airlines that flew routes throughout Europe and many other parts of the globe.

See the movie this May and push your piloting abilities to the limits in Microsoft Flight Simulator. Get an exclusive F/A-18 livery, exhilarating training missions, thrilling challenges and more in the free expansion, included with Xbox Game Pass.**

Aircraft Carrier Msfs Xbox

The Fokker F.VII proved to be a historically critical aircraft for the Dutch airline KLM during its fledgling period. The first F.VII, painted in the distinctive blue KLM livery, was delivered to the airline in 1924 by Anthony Fokker. used on the first flight ever from the Netherlands to the Dutch East Indies. The F.VII allowed the airline to flourish and laid the groundwork for what would become one of the world's premier air carriers.

Become A Top Gun

Marketplace aircraft in Microsoft Flight Simulator (2020) are those aircraft available for purchase in the in-sim marketplace by developers who have been applied for and been accepted as partners of Asobo Studio. User rating: 3.5/ Five

The famous Southern Cross is the Fokker F.VIIb/3m aircraft that completed of one of aviation's greatest firsts, the incredibly ambitious crossing of the Pacific Ocean—7,250 miles from Oakland, California, to Brisbane, Australia. Nine days after they began, while Battling storms, exhaustion and equipment malfunctions, the four pilots reached Brisbane, in Australia's Queensland.

Originally designed as a single-engine airplane, the high-wing F.VII was manufactured primarily as a tri-motor, powered by three 9-cylinder Wright J-6 Whirlwind radial engines that deliver 300 horsepower each. With a range of 750 miles , a cruise speed of 111 mph, and a takeoff and landing run of just under 750 feet, the F.VII proved to be ideal for numerous scenarios.

The Josephine Ford is a Fokker F.VIIa/3m flown by Richard Evelyn Byrd on his daring expedition to the North Pole on May 9, 1926. At that point in history, the North Pole had never been reached by an aircraft. about the success of the attempt, it remains one of the great adventures of the early days of aviation, and one which proved the trimotor Fokker F.VIIa/3m as one of the icons of the Golden Age of flight.

Game Details

User rating: 3.5/ Five Able to carry up to 8 passengers, a total of nearly 5,000 pounds of cargo, or a combination of the two, the Fokker F.VII became famous for a number of airmail, passenger, and cargo lines. aircraft of choice of a number of explorers on expeditions across continents, oceans, and ventures into polar and other unexplored regions. The Fokker F.VII is a magnificent, emblematic icon of the early days of the world of aviation, one of the few that captured imaginations worldwide and enjoys an enduring legacy.

The Fokker F.VII planes have been meticulously recreated for Microsoft Flight Simulator, with careful attention paid to the finest details of both exteriors and interiors. To celebrate and appreciate the accomplishments of the brave aviators of the 1920s, included in the bundle are also the Historic missions of the Southern Cross, Josephine Ford and Friendship.

From light planes to wide-body jets, fly highly detailed and accurate aircraft in the next generation of Microsoft Flight Simulator. Test your piloting skills against the challenges of night flying, real-time atmospheric simulation and live weather in a dynamic and living world. Create your flight plan to anywhere on the planet.

The Friendship is the Fokker F.VIIb/3m that crossed the Atlantic Ocean in June of 1928 with soon-to-be famed aviator Amelia Earhart as a passenger. Newfoundland, and touching down at Burry Port, Wales. The flight of the high-wing monoplane helped indelibly stamp the Fokker F.VII line of aircraft into the annals of history as one of early aviation's true greats.

When flight schools told Afton Kindade she was too young to fly she kept her dream alive.At 8 years old her dream came true when she began her aviation journey with an open-minded instructor.Find out what it means to fly like a girl and Follow your calls.

The F.VII, manufactured by Fokker of the Netherlands, stands as one of the greats of aircraft history. It advanced the world of aviation during the Golden Age of Flight of the 1920s and 1930s due to its endurance, reliability, power, and load The F.VII, which first took flight on November 24,1924, and was introduced to the public in 1925, served in the early airline industry, moved cargo, carried air mail, and exploration.

The Fokker F.VII bundle is available today on the Microsoft Flight Simulator in-sim marketplace for $14.99. Microsoft Flight Simulator is now available for Xbox Series X|S and PC with Xbox Game Pass, PC Game Pass, Windows 10/11 and Steam For the latest information on Microsoft Flight Simulator, stay tuned to @MSFSOfficial on Twitter.

Today, we are excited to announce that the Fokker F. VII airplane, the second plane in our “Local Legends” series, is available now in Microsoft Flight Simulator. The series celebrates the history of aviation and releases always coincide with each World Updates. Local Legends are aircraft that are locally famous but may not be as well known to a worldwide audience.

You must accept the Microsoft Services Agreement (microsoft.com/msa). Requires download(s) (significant storage, broadband internet connection and ISP fees apply). May require additional hardware and subscriptions. Xbox services and support not available in all regions ( xbox.com/regions). Features and online services may vary by region and change or be retired over time. May contain in-game purchases.

User rating: 3.5/ Five Xbox: Online console multiplayer/co-op requires Xbox Game Pass Ultimate or Xbox Live Gold (memberships sold separately). Cross-Generation gameplay may be limited to certain modes and features. Windows 10 PC: Performance scales with higher-end systems. WARNING : Some people may experience a seizure when exposed to flashing lights or patterns in video games (xbox.com/xboxone/healthandsafety).

To cross the Pacific, the aviators navigated Southern Cross on a course that first took them to Hawaii, then on an incredible 3,167-mile, 34-hour leg of the journey to Fiji — the first time an airplane landed on the island — and finally onto Brisbane. Historians recount that the success was owed as much to the Southern Cross as it was to the four flying it.

Nothing could stop Shinji Maeda from following his dream to fly.Discover the true story of how Japan's first one-eyed pilot took flight and how he's helping the next generation of pilots answer their calling in the skies.

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