http://www.

dtic.mil/dtic/
tr/fulltext/
u2/893157.
pdf
Click Screen for Short
Field Arrest Video on
Runway 26 at NAS Nowra
36th CES completes flightline barrier certification June/24/2010 http://www.andersen.af.mil/news/story.asp?id=123210782
...With pre-tension on it, the pendant is
held in place by brakes at 175 pounds
per square inch. When something ex-
ceeds 175 PSI, the brakes become un-
done and the tape unwinds. The F-22
Raptor was traveling at 104 mph, catch-
ing the pendant with 60,000 lbs of force.
A hydraulic component spins within
the AAS [Aircraft Arresting Systems] so
as it reaches its apex, the pressure in-
creases which is the stopping force for
the aircraft.
"Both sides of the barriers have to be
synchronized to each other, sort of like
synchronized swimmers," Sergeant
Ashbeck said. "If they aren't on the
same sheet of music one will pull
out faster or more than the other
which could cause the plane to
veer to the left or right and go
into the grass causing major
damage."...

http://www.andersen.af.mil/shared/media/photodb/photos/100619-F-5906J-002.jpg
The day of
the unman-
ned aircraft.
By Dave Majumdar on May 15, 2013
...However, the X-47B did not carry out an arrested landing upon returning to Pax River.
That could be because the unmanned jet was having difficulty making even that first trap it did the
week before where the Navy showed off a video of the aircraft snagging a wire. Sources told the
DEW Line, at the time of the earlier trap, the aircraft now had a 10 percent field boarding rate... So
The X-47B guys have had
hopefully, this isn't an indication of a major problem.

to redesign their tail hook a number of times now due to

the same inaccurate Navy-supplied wire dynamics model
that was partly responsible for the F-35C's woes....
http://www.flightglobal.com/blogs/the-dewline/2013/05/the-day-of-the-unmanned-aircra.html

http://www.boeing.com/commercial/airports/faqs/arrestingsystems.pdf
...(d) Drag Chute
Canadas CF-18s are equipped with tail hooks that enable them to land on short and often icy
runways at Forward Operating Locations such as Inuvik and Rankin Inlet. There is no tail
hook on the F-35A, the version Canada has been planning to purchase, although tail hooks are
standard on all the alternative aircraft. For this reason, both Canada and Norway would likely
add a drag chute to the F-35A. The actual cost of the drag chute is not yet known, and it is
possible that Canada will simply adopt a design developed in Norway. But even just installing
Norwegian designed drag chutes would add to the life-cycle cost of Canadas fleet....
The Plane That Ate the Canadian Military April 2014 Michael Byers, Canadian Centre for Policy
Alternatives http://www.scribd.com/doc/221030164/The-Plane-That-Ate-Canadian-Military

Photo: Hornet catching the wires. On the Arctic Circle January 22, 2012 Posted by David Cenciotti
http://theaviationist.com/2012/01/22/finnish-hornet/ Published by Lt. Gen. Jarmo Lindberg, comman-
der of the Finnish Air Force, on his Twitter timeline few days ago, the following picture (by Harri
Koskinen) shows a F-18D Hornet routine arrested landing practice at Rovaniemi on the Arctic Circle.
The photograph is interesting because it shows an aircraft about to catch the wire on a land base and
it is taken from a position that gives a clear view of the distance between the Main Landing Gear and
the arrestor hook on the Hornet: 18.9 ft.... http://s1-02.twitpicproxy.com/photos/full/495314913.jpg
Norway Funds F-35 Drag Chute for Canada & the Netherlands
06 Sept 2012 By David Pugliese http://blogs.ottawacitizen.com/2012/09/06/norway-funds-f-35-drag-chute-for-canada-and-the-netherlands/
-

The F-35 is going to be outfitted with a drag chute so it can stop on short
runways and on ice-covered runways. The Canadian Forces, along with the
militaries of Norway and the Netherlands, were in the process of funding
the installation of the drag chute. They were going to share the cost of the
development.
But Norway has decided to move forward and
fund the whole project on its own. Lockheed Martins
Keith Knotts recently explained the situation to Defence Watch:
As Norway increased their buy of aircraft from 48 to 52 & then addition-
ally accelerated their buy, they pretty much stuck out in front of everybody
else & they agreed they would go ahead and fund the event themselves &
the other countries would just have the future benefits of that in a future
date when their aircraft are manufactured, he explained. Norway has
taken the lead & will ensure that drag chute capability is available for not
only those two countries but any country that wants to add upper attach-
ments points to the aircraft as well as having a drag chute capability.
ARRESTING SYSTEMS.wmv https://www.youtube.com/watch?v=hsSzP40R55o
Uploaded on Jun 28, 2011 ESCO Arresting Engineered Arresting Systems (ESCO), a division of Zodiac Aerospace is the
manufacturer of aircraft arresting systems and energy absorption products. ESCO's headquarters and main production
facility are located in Aston, Pennsylvania immediately adjacent to Interstate 95, approximately 15 miles south of the
Philadelphia International Airport. For more than 50 years, Engineered Arresting Systems Corporation, the cornerstone of
Zodiac's Emergency Arresting Systems Divisions (EASD), has harnessed mechanical energy to provide customized arrest-
ment and containment solutions for aircraft and transport vehicles. To learn more visit, www.esco.zodiacaerospace.com

Phantom of VMFA-323 at Da Nang

100 Years of Marine Corps Aviation: An Illustrated History:
http://www.marines.mil/unit/aviation/centennial/Pages/default.aspx
 http://www.esco.zodiacaerospace.com/
downloads/documents/ESCO_Capability.pdf

Stopping Aircraft Safely for over 50 Years!

http://www.youtube.com/watch?feature=player_embedded&v=5W0olVhjP_c
-

Engineered Arresting Systems Corporation, a Division of Zodiac Aerospace Cor-

poration is the world leader in the design and manufacturing of military aircraft
arresting systems (AAS). For over five decades we have developed products for
the controlled deceleration of every type of military fighter aircraft flown world-
wide & the Space Shuttle. Currently, we have over 4,000 systems in 72 countries.
These systems have been responsible for more than 125,000 successful arrest-
mentsa safety record no other supplier can claim. Additionally we are the world
leader in leading edge technology unmanned air vehicle (UAV) launch & recovery
products.
The U.S. Marine Corps train for a war in the Pacific: F/A-18 Hornets make first ever coral
arrestment on a tiny island of the Northern Mariana Islands. 25 May 25 2012 David Cenciotti
Tinian, is one of the three principal islands of the Commonwealth of the Northern Mariana Islands, in the Pacific
Ocean. It is located about 5 miles (8 km) to the southwest of its sister island, Saipan, and has a land area of 39 sq.mi.
(101.01 km). On May, 23, four F/A-18D Hornets from Marine Fighter Attack Squadron 121, Marine Aircraft Group 12,
landed on the island of Tinians West Field during Exercise Geiger Fury 2012: they were the first jets to have ever
landed on the tiny island using an M-31 arresting gear set-up assembled for operations on coral terrain. A kind of
arrestment that was never done before but could be useful to turn an abandoned WWII airfield on an atoll into a full
operationational forward operating base capable to launch jet sorties: disperse the Marines combat planes across
the Pacific and make them available to perform close air support could be important in case of local war in the
region.... ...The training activity gave the opportunity to establish the effectiveness of the coral set up of the arrest-
ing gear: the F-18s took three arrestments each on the improvised expeditionary airfield in less than one hour and
15 minutes. The picture shows the first coral arrested landings ever. http://theaviationist.com/2012/05/25/usmc-tinian/

http://theaviationist.com/wp-content/uploads/2012/05/11.jpg
MAG-12 Hornets swarm to be first on Tinian, Commonwealth of the Marianas Islands
http://www.facebook.com/media/set/?set=a.382089265172737.82582.142433445804988&type=1
...MWSS-171 also got a good workout; they set a record for the number of traps,
arrested landings, of aircraft when they trapped 13 Hornets in an hour on a single set
of expeditionary arresting gear.... Shaping Operational Flexibility: An Interview with
Major General Owens 2013-01-20 Second Line of Defense had a chance to talk with
Major General Christopher Owens, Commanding General, 1st MAW in mid-December
towards the end of a major USMC exercise in the Pacific. http://www.sldinfo.com/shaping-operational-flexibility-an-interview-with-major-general-owens/

First ever arresting gear landings on Tinian

Marines with 3rd Marine Expeditionary Force, 1st Marine Air Wing,
Marine Aircraft Group 12, Marine Wing Support Squadron 171,
expeditionary air field technicians retract the arresting gear cable May 23
during Exercise Geiger Fury 2012. As quickly as a jet would land the
Marines quickly reset the arresting gear cable to prepare for the
next landing. Marine All-Weather Fighter Attack Squadron 121
had the honor to use their F/A-18D aircraft to perform the landings.

http://www.facebook.com/media/set/?set=a.382089265172737.82582.142433445804988&type=1#!/photo.php?fbid=382089625172701&set=a.382089265172737.82582.142433445804988&type=3&theater
An M-31 Marine Corps Expeditionary Arresting Gear System is placed on Tinians West
Field Dec. 2 during Exercise Forager Fury 2012. The trailer is designed to allow aircraft
to perform arrested landings. During FF12, the MCEAGS will land F/A-18 Hornet aircraft
at a rate of one every 3-5 minutes. The M-31 was installed by Expeditionary Airfield
System Technicians with Marine Wing Support Squadron 171, Marine Aircraft Group 12,
1st Marine Aircraft Wing, III Marine Expeditionary Force. (U.S. Marine Corps photo by
Sgt. Justin M. Pack/released) http://www.dvidshub.net/image/793691/marines-prepare-receive-arrested-landings-tinian#
...The M-31 incorporates a Model 34/44 Water Twister energy absorber, and
can be supplied as a conventional hook cable system for arrestment of hook-
equipped aircraft, a stanchion net system for emergency overrun operations,
or a combined system. http://www.esco.zodiacaerospace.com/en/our-products/aerosafety/arresting-
systems/military-systems/mobile-systems/line/m-31

http://www.dvidshub.net/download/image/793691
Marines complete arrested landings on Tinian 06 Dec 2013 Lance Cpl. Antonio Rubio
http://www.hqmc.marines.mil/News/NewsArticleDisplay/tabid/3488/Article/155608/marines-complete-arrested-landings-on-tinian.aspx
-

Marine Wing Support Squadron-171 conducted an arrestment landing exercise using two M-31 Marine Corps expedit-
ionary arresting gear systems Dec. 5 at Tinians West Field during Exercise Forager Fury II. The exercise allows units to
rapidly conduct ground refueling & arrested landing operations, extending aviation training throughout the Mariana Is-
land Range Complex. Marine Aircraft Wing and Marine Aircraft Group exercises and training on Guam and within the
MIRC demonstrate the Aviation Combat Element capabilities of the Marine Air-Ground Task Force. Aviation capabilities
enable the MAGTF to project force or respond to crises throughout the Asia-Pacific region. The Marines are with
MWSS-171, MAG 12, 1st MAW, III Marine Expeditionary Force.
The squadrons that participated in the training were Marine Fighter Attack Squadron 112, The Cowboys, from Fort
Worth, Texas, & VMFA 232, The Red Devils, from Marine Corps Air Station Miramar, Calif., who are currently deployed
to MCAS Iwakuni, Japan, under the unit deployment program with MAG-12. The mission of MWSS-171 was to establish
a forward arming and repairing point at West Field so aircraft could come in, land and fuel up, said Lt. Col. Howard
Eyth, commanding officer of MWSS-171. The purpose of the training was to conduct arrestment landings, so pilots
could bring the aircraft to a rapid halt in the event they experience an emergency.
During this training, Marine aviation units are able to practice, train for, & execute the six functions of Marine aviat-
ion: assault support, anti-aircraft warfare, offensive air support, electronic warfare, control of aircraft & missiles, & aerial
reconnaissance. Being the airfield operations Marines, we provide the aviation ground support aspect of the exercise,
said Chief Warrant Officer Charles Dine, expeditionary airfield fire & emergency services officer with MWSS-171. Were
enablers for these types of exercises. (MWSS-171) provides the fuel, the arresting gear & aircraft rescue & firefighting
services.
MWSS-171 effectively accomplished nine arrestment landings within
a 30-minute time frame after having successfully installed the M-31.
The training out here is for everybody, said Staff Sgt. Joaquin Moreno, the expeditionary airfield staff noncommis-
sioned officer in charge with MWSS-171. Its for the Marines to install the arresting gear, operate it & push it to its maxi-
mum output. It is for the command to know the abilities of its units that are not organic to it. And ultimately, for the com-
mander to be aware that he can employ any arresting gear system in any clime & place. The series of exercises that
MAG-12 is conducting in the Mariana Islands focus on refining core skills within the squadrons & MAG. This in turn pre-
pares them to function as an integrated air unit able to perform a wide range of missions.
 http://www.navy.gov.au/sites/default/files/
documents/Navy_News-April-21-1997.pdf

Crashes mar carrier's visit

~!'~
T;e:c~~~h~'~~:h~~i~h
drama 10 the NSW coast
early Ihis month follow-
ing a flight deck accident
aboard the giant
American aircraft carrier
USS INDEPENDENCE.
In onc:c:mc:rgc:ncy. doc-
lorsand nurses aboard Ihe
81.000 tonne ship fought
10 save the]ife of a. badly-
injured crewman.
In the second emer-
gency, a US pilol fought
to save his FA 18 Homel
fighter bomber knowing
he had only one function-
ing engine and that the
lefl hand "'heel of his jCI
was smashed.
For three hours emer-
gency services. Doth ci\il
and defence:, worked
logctherto S3\Cboth silu-
3110ns.
The drama began al
6.30 pm on Wednesday_
April 2. when INDEPEN
DENCE was 200 km off
Newcastle and conduct-
ingnight Oyingc;I;crciscs.
Altha! lime an FA 18
Hornet flown by pilot LI
Tim Ericson was being
caterpauhedoffthedeck.
During the caterpault
the left main undercar-
riage leg collapsed, drop-
ping the wing and send-
ing an ordnance pilon
do .... n on 10 the lid of a
to the runway RAAF
ambulances and medical
streamo(,parks.
As fire apphance~ and
not hurt
The Viking and ~ond
t.... oday ... later.
La~t .... eek represent a-
hatch "here a 21-year. office"' .... erecloseb) ambulances mo\ed in the Homet fle .... o\er the aIr- of the
old '\.3.ilor was worling U~,"g the base's prima- Jet ....ascaught b) arrestor field. ~a" the damaged manufacturers~!cDonnell
The impact on the lid r) runway, Lt Ericson "ire and brought to a jet .... a' do"n 'afe and Dougla.~ and the US Na\~
forced down the hatch gently lo ....ered hl~ stncl- halt. The ground around relUmcdtotheir~hip "ere assessing the dam-
brealing both hi~ thigh .... en Jet to the tarmac_ the Hornet .... a~ soaked Thl.' pilO! .... a~ taken to age to the jet and .... ould
and an ann. The rracture~ Howe\er the Mump of the .... ith foam. ,iekbay, checked. found dccideifrepairs .... ouldbe
of his femur~ re~ulted in collapsed left undercar- Ericson dashed from tobeunhurtandrelea~d. done In Australia.
eXlensille blood loss. riage hit. sending upa his plane and was He left Williamto"n Continued
Navy News 21onApril
page1997
12.
As crewmate~. doctor,
and nUl"es ran to his aid.
Lt Ericson continued hb
takeoff knowing he had a
damaged plane and an
engineoul.
He and his commanders
knew it would be highly
dangerous to try to rc-
alight on INDEPEN
DENCE. They opted to fly
10 RAAF WiliiamlO .... n.
home-base of Au~tralia\
Homclsquadrons.
With a second Hornel
and a Viking Jet as his
escorts. pilot Ericson
headed for Williamtown.
Radio links through the
RAN had readied
Williamtown to full alert.
At the time the airba~e
was fully operational
becau~ night flying was
underway.
The Air Force Crash

Serving You. Wherever You Serve.

Join the Australian Defence Credit Union Christmas Club right now
and by the time next holiday season comes around you'll be laughing.
The Special Christmas Club Savings Account pays a higher rate of
interest than our Access Account and as an added incentive to keep on
saving your funds are normally only available from November I st through
to 31 st January.
You just tell us how much you want to put by each pay-day and we'll
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For an application form or more information on our Special Christmas Club Savings Account
phane Head Office on (02) 9207 2900 or your nearest branch
-Full Terms and Conditions available on application. Fees &: charges apply.
Australian Defence Credit Union limited. Incorporated in NS'l1 ami regislered In aJl States and Territories of Australia.

4 (1 00) NAVY NEWS, April 21 , 1997

http://www.forces.gc.ca/site/pri/2/pro/10/2012/faq-eng.asp#f35
-

...Q3.16 Does the F-35A Conventional Takeoff and Landing (CTOL) variant need more run-
way to land than other comparable fighter aircraft?
A3.16 No. Upon landing the F-35 uses an efficient braking system, which includes com-
puter directed flight controls and an advanced anti-skid wheel brake system. The aircraft
is capable of unaided stopping distances equivalent to those of Canadas current CF-18.
-

Q3.17 Does the F-35A have an arresting hook like the CF-18?
A3.17 Although the F-35A has an arresting hook, it is not designed for routine use. The
CF-18 was originally designed for use on an aircraft carrier with regular use of the arrest-
ing hook. As such, the more robust arresting hook on the CF-18 requires less mainten-
ance and fatigue monitoring between uses than that of the F-35. This being said, the stop-
ping capability of the F-35 arresting hook is equivalent to the arresting hook on the CF-18.
The difference between the two arresting hooks is the maintenance action required after
usage to prepare each arresting hook for the subsequent flight.
-

Q3.18 Can the F-35A stop on slippery and short runways like those often experienced at
Canadas northern aerodromes?
A3.18 The F-35 landing performance studies indicate that the aircraft can be stopped on a
snowy runway in less than 6,000 feet without the use of additional stopping aids. When
runways are contaminated with ice or a mix of slush, snow, and ice, the F-35 will require
an additional stopping aid such as a drag chute or the emergency arresting hook to stop
in less than 6000 feet. This is similar to the CF-18, which regularly uses the arresting hook
to stop on short runways in icy conditions....
 Better Way ESCO Arresting Jan 10, 2013 [15 mins]
Better Way is a Marketing film from our former company, ADEC (Gulf
& Western / E.W. Bliss) and its amazing Aircraft Arresting Systems that
we still produce today! A HISTORY of LAND Systems

YOUTUBE
VIDEO

http://www.youtube.com/
watch?v=IJ9mmKFLqAI

ESCO Mobile Arresting Gear Stops F-35 Joint Strike Fighter
RED HORSE Airmen literally bring safety to JSF brake testing at Edwards Air Force Base, Calif. (Source: Kenji Thuloweit
- 95th Air Base Wing Public Affairs)
8/5/2010 - EDWARDS AIR FORCE BASE, Calif. -- During developmental testing and evaluation at Edwards, safety is a core
priority. When base resources are unavailable to make flight tests the safest they can possibly be, commanders here do not
hesitate to search throughout the Air Force for assistance.
With the Joint Strike Fighter currently undergoing braking tests, which include wet and dry brake testing, the 416th Flight Test
Squadron and the Air Force Flight Test Center decided they needed an additional safety barrier.
That's where the 823rd and 820th RED HORSE Airmen come in.
RED HORSE stands for rapid engineer deployable heavy operational repair squadron engineers.
These highly deployable Airmen and their equipment travel the globe providing the Air Force with a mobile civil engineering
capability.
"We go all over," said Tech. Sgt. Michael Fralick, 823rd RED HORSE Barrier Maintenance noncommissioned officer in
charge.
Here in the high desert, an 11-man team consisting of five Airmen from 823rd RED HORSE out of Hurlburt Field, Florida and
six from 820th RED HORSE out of Nellis Air Force Base, Nev., arrived in late July to support the JSF taxiing and braking
tests.
The two teams merged due to the short notice of the deployment and the fact that equipment can be driven down from Nellis
AFB, which is relatively nearby.
The team set up the mobile aircraft arresting system on Edwards' 12,000-foot inside runway.
The MAAS was installed in case, for whatever reason, the JSF had an emergency and would not be able to stop. It consists of
two mobile braking systems, one on each side [END?] of the runway, with a cable laid across the runway between them.
Specifically, the braking system is made from a modified B-52 braking system.
The mobile barrier is used for any jet equipped with a tail hook. If a jet could not stop, the tail hook would catch the cable and
the MAAS' braking system would engage then slow down and stop the airplane. It's similar to the way planes land on aircraft
carriers.
"The aircraft carrier uses just steel cables and steam power to stop their jets," said Sergeant Fralick. "We also use a nylon tape
to absorb some of that energy and then the B-52 brakes to stop the plane."
The MAAS is held in place with more than 150 66-inch spikes driven into the ground. The team took just two days to set it up,
which was notable given the short notice of their deployment. They were able to set up the MAAS in time for the JSF runway
testing.
"We were anticipating it would take about four days because of the type of soil on Edwards," Sergeant Fralick said. "We heard
it was really hard, which makes it harder to drive the stakes in the ground, but we ended up knocking it out in two days."
"They basically set up the MAAS in a weekend, which was amazing," said Bruce Strong, 412th Operations Support Squadron,
Director of Operations for the Airfield Operations Flight. "Those guys are something."
Once the JSF brake testing is finished the RED HORSE team will break down the MAAS and transport it back to Nellis AFB.
Sergeant Fralick said RED HORSE teams set up these MAAS barriers everywhere from air shows to Afghanistan and Iraq.
"We did two installs down range this year and we also support the Thunderbirds and Blue Angels," said Sergeant Fralick. "We
have an air show in Sacramento coming up where we will do the same thing. We'll set the barrier up for the duration of the air
show then we'll pull it back up - it will be like we were never there."
About MAAS Barriers
The Portarrest P-IV Mobile Aircraft Arresting System (MAAS) is a self-contained friction brake system designed specifically
to support rapid deployment and facilitate safe aircraft recovery. The MAAS is used on permanent or temporary runways at
main operating air bases, forward operating air bases and emergency or temporary air strips. All tools and equipment necessary
to transport, deploy, operate, and maintain the MAAS are included, and are stored on board the trailers. The Portarrest is
capable of functioning in any environmental condition, including arctic cold, desert heat and humid tropics.
The Portarrest is available in a wide variety of configurations to provide economical solutions to the operating requirements of
individual customers. The Portarrest incorporates all variations of ESCO friction brake energy absorbers (BAK-12 and 500S). It
can be configured with a conventional hook cable and/or a net stanchion system for emergency arrestment operations.
About Engineered Arresting Systems Corporation
For more than 50 years, Engineered Arresting Systems Corporation, the cornerstone of Zodiac Aerospaces Emergency
Arresting Systems Divisions (EASD), has harnessed mechanical energy to provide customized arrestment and containment
solutions for aircraft and transport vehicles. To learn more visit, www.esco.zodiac.com
ENGINEERED ARRESTING SYSTEMS CORPORATION
2550 Market Street, Aston, PA 19014-3426 USA
Tel.: +1 610 494 8000 Fax: +1 610 494 8989
http://www.esco.zodiac.com
http://
www.esco.zodiac.com/
downloads/documents/
P-IV_pressrelease.pdf
Civil Airworthiness Certification Former
Military High Performance Aircraft
AIR-230 Airworthiness Certification Branch
Federal Aviation Administration
Washington, D.C. September 19, 2013
...an US Navy Grumman A-6E Intruder aircraft from Attack
Squadron VA-128 Golden Intruders makes an arrested emergency
landing at Naval Air Station Pensacola, Florida (USA), on 16 May
1983. The port main landing gear was jammed in the up position
by the port engine access door. Source: http://www.defenseimagery.mil/index.jsp

http://www.faa.gov/aircraft/air_cert/airworthiness_certification/former_military/media/FormerMilitaryJetsResearchReport.pdf
BLAMMO!
On the next lap, we encountered
the same weather, only much sooner
than before. We noted that we had
LCdr. Zachary Kirby entered the precipitation and IMC
APPROACH Nov-Dec 2013 conditions on climbout before the
During predeployment work-ups, our downwind leg.
EA-6B crew was scheduled for night, I saw the purple glow, but this time
carrier-controlled approaches (CCAs) it was much more intense. I leaned
in the Whidbey Island radar pattern. forward to see the tiny lightning
Weather was forecast to be FEW030 bolts that had been crawling around
SCT080 BKN100 with 7SM of visibility the tip of our refueling probe. To
a standard night for the Pacific my amazement the mini-bolts were
Northwest in early March. At launch now much bigger. In a split-second, I
the weather was holding as forecast. watched as they extended to what
After a few laps in the pattern, we appeared to be 20 to 30 feet in front
encountered precipitation and solid, of the aircraft. I remember cursing,
instrument-meteorological conditions and then, blammo!
(IMC) during the last half of the We saw a bright flash of white,
downwind leg at 3,000 feet MSL. As heard a loud explosion, and the
I flew that leg, I noticed the clouds aircraft shook violently. It felt as if
in front of our aircraft were glowing Id been hit in the face with a Nerf
purple, which struck me as odd. A baseball bat by an angry frat brother. I
few seconds later the purple glow immediately transitioned from leaning
intensified, I leaned forward in the forward to sitting back in my ejection
straps to peer around the Grumman seat; I applied a little bit of power.
iron. The tip of the refueling probe The first thing I realized was that
was engulfed in St. Elmos fire, I couldnt see. I remember telling
something I was used to seeing on the crew I was blinded, and that the
the windscreen, but not on this part of jet was still flying and not to eject.
the aircraft. A few minutes later, we My XO, who was sitting shotgun that
were vectored onto a base leg and night, said he also was blinded. I told
subsequently final. We broke out of the crew the plane was still flying and
the weather and flew the needles and to stay with me. At the same time, I
ball to a touch-and-go. tried to figure out just how long until
I hit the ground at 250 knots at about
10 to 20 degrees nose down.
I then realized Im not all that good
at math and decided to give it another
5 to 10 seconds before I had my
crew eject because of my blindness.
To my disappointment (Ive always
wanted a Martin-Baker patch and
tie), I started to regain some vision. I
leaned forward in the straps, as far as
possible, to get as close to our attitude
reference as possible. I fumbled for
the display brightness knobs.
With the brightness all the way up,
I slowly made out some symbology,
but it wasnt enough to say with any
confidence that we were upright and
climbing. My ECMO 3 in the backseat
was also blinded, and he felt like the
wind was knocked out of him. He
described the sensation as being
inside a vacuumed cockpit. He called,
Masks up! repeatedly over the ICS,
and we quickly responded.
I continued to tell the crew not to
eject I had the jet based on my
seat-of-the-pants sensations. We are
taught to disregard those sensations
and trust your instruments, but at this
moment, I couldnt see our trusted
instruments. I could tell from the
familiar sound of the airflow that we
hadnt picked up any speed, which
should have meant we most likely were
1
climbing because of my power addition.
I remember my XO reaching up
between us for the thunderstorm
lights that had been removed in an
airframe change some years ago. He
then reached down and turned the
transponder to emergency. I made
a radio transmission to approach
control telling them we had just been
struck by lightning, that we were
experiencing temporary blindness, and
that we required immediate vectors to
a field arrestment as soon as we could
see again. As we climbed through
6,000 to 7,000 feet MSL, I regained
enough vision to feel comfortable
leveling off and making the approach.
After a quick assessment and chat
with our squadron LSO, who was on
station, we determined I had less than
50 percent of my vision. Most of my
peripheral was gone, and I had several
spots of blindness in my main vision.
The LSO said the runway was
covered with about an inch of snow.
This surprised us considering snow
was nowhere in the weather forecast,
and we hadnt seen any that night.
As we turned to final and started
to fly the needles, I realized just how
messed-up I felt. My flight information
glass displays, were completely
monochrome; I saw only different
shades of silver. My face was numb. I
still had no peripheral vision, and had
to continuously scan to use my main
vision because of the blind spots. I
couldnt focus on anything. I had
to look slightly away from whatever
I wanted to see and place it in a
useable area of my vision.
Our head LSO did a great job
calling paddles contact as we
approached two to three miles, and
he talked us into the short-field gear.
The crash crew got us untangled from
the gear, and we cautiously taxied
to our line. I had no recollection of
configuring for the landing or slowing
to on-speed. I thank standard
procedures, checklist adherence, and
the great backup I received from
my XO for the landing. A flight doc
was waiting for us and gave us each
a thorough check before sending us
home that night.
The next day we contacted our
regional weather forecaster in San
Diego to discuss the previous nights
events. We were told a weather
warning had been published by San
Diego around the time of the lightning
strike, but it had not been broadcast
to our region. My skipper researched
the weather and found the conditions
developed rapidly and without
warning because of the Puget Sound
Convergence Zone. This allows a warm
southerly flow of air to collide with a
cold northwesterly flow, causing rapid
convective activity in the vicinity of
the field. This condition formed heavy
snow showers. This explains our IMC
conditions on downwind while final
and the field were CAVU. The weather
finally closed onto the field as we
made our short-field arrestment.
Lightning can seriously damage
an aircraft, especially sensitive
electronic systems on Prowlers. We
are continually at risk; even the
most mundane flights can become
exciting or even catastrophic. I wasnt
prepared to be hit by lightning, and
although I now know what it entails,
Im not sure I could ever be prepared.
What I do know is there is a place
for seat-of-the-pants flying, coupled
with sticking to standard-operating
procedures and adhering to our
checklists. On the preflightplanning
side of things, we either need weather
forecasters who are closer than 1,000
miles away or a better way for those
forecasters to warn us of possible
dangers headed our way. Of course
if you see something that looks like
purple lightning extending from the
front of your aircraft, sit back, close
your eyes and hold on.
LCdr. Kirby flies with VAQ-140.
http://www.public.navy.mil/comnavsafecen/Docu-
ments/media/magazines/approach/2012_Nov-Dec.pdf
2
A-4K Pilot Ian Gore takes the wire, during
Ohakea 50th Anniversary Airshow, Sep 1989
 Dominator2 15 Oct 2014 ...I do have experience of the F4 Phantom. In the workup to deploying to Stanley we developed
a technique for short landing the F4..... ...The normal approach AoA was 19.2 Units which gave a very safe margin above
stall speed. The normal technique was not to flare but check the rate of descent. A firm touchdown was expected. The
power should not be reduced until touchdown or BLC was lost and the result could be dire. Normally the chute was not
deployed until on the ground.
For the Falklands we flew a 22.5 unit approach (approx. 20kts slower than normal), the chute was deployed prior to
touchdown so that it was fully deployed at impact. The ac was flown onto the runway on the numbers. As soon as the
throttles were at idle the brakes were applied. By the time one could focus after landing the speed was already below
100kts. We regularly stopped in less than 2000ft and with 20kts on the nose could manage a 1500ft rollout. Not too bad
for a jet that normally needed 8000ft or more!....

http://www.pprune.org/military-
aviation/549380-military-
transport-short-field-landing-
technique.html#post8699141 http://i1237.photobucket.com/albums/ff471/Tplus9/PD_0021.jpg
 Solid Rubber Bumper similar to A-4
hook bumper to mitigate hook slap

Rubber
Grommet /
Wire

F-16 Emergency Tail Hook about to catch wire above

http://www.aerospaceweb.org/question/planes/tailhook/f16-tailhook-1.jpg
THE NAVAL AIR SYSTEM COMMAND ~ LAKEHURST T&E-01 RUNWAY ARRESTED LANDING
Dedicated to Our Nations Science, Technology, Engineering and Math Initiative
SITE (RALS) NAVAL AIR SYSTEMS
http://seniordesign.ece.drexel.edu/wp- COMMAND LAKEHURST, NJ | 2013-2014
content/uploads/2013/09/2013Navair.pdf The Runway Arresting Landing Site (RALS)
site is unique in its ability to make both
high speed ground roll-in arrestments
and fly-in arrestments on either the Mk
7 Mod 2 or Mk 7 Mod 3 arresting gear,
with the addition of the Advanced
Arresting Gear (AAG) in the near future.
Over 3,000 feet of runway are available
to build up speed while the aircraft
remains on the runway with over 8,000
feet after the arresting equipment. The
runway arrested landing site includes
an un-derground complex located on a
12,000 foot dedicated runway. MK-7
Mod 2, Mod 3, and Mod 3+ arresting
gear are located under the runway, and
accurately simulate a fleet aircraft
carrier installation. It provides a place
to test changes to aircraft recovery
equipment and aircraft under safe
controlled conditions prior to introduc-
tion to the fleet. The RALS is the only
facility in the world capable of making
both highspeed, ground roll-in and fly-
in arrests on all types of recovery
systems used in the fleet. The roll-in
procedure is especially useful because
it allows safe, repeatable test condit-
ions. If the aircraft should bolter (miss
the arresting gear wire), there is 7,000
feet of runway in which the aircraft can
LAKEHURST either takeoff or come to a safe stop.
An undated (circa 1980s/90s?) photo of an S-3 Viking catching a wire on the Lakehurst
arresting gear. The Runway Arrested Landing Site is the only site in the world that
allows high-speed roll-in & fly-in arrestments on shipboard & landbase arresting gear.
It provides over 3,000' prior to arrestment & an 8,000' safety buffer after arrestment.

http://www.airfields-freeman.com/NJ/Airfields_NJ_E.htm
Short Field Arrestor Gear for R/W 21
Long Field Arrestor Gear for R/W 03
BAK-12 in use at NAS Nowra on all runways during the A-4G/S-2 era Figure A2.6. BAK-12 Aircraft Arresting System.

A2.2.4. BAK-12. The BAK-12 (Figure A2.6.) is the standard USAF operational aircraft arresting http://www.
system. This bi-directional system employs 2 energy absorbers. Each absorber consists of 2 multi-disc wbdg.org/ccb/
rotary friction brakes mounted on either side of the purchase-tape reel on a common shaft. The energy AF/AFI/
absorbers are located on opposite sides of the runway, connected to a 32-millimeter (1.25-inch)
afi_32_1043.pdf
disc-supported pendant by the purchase tape. Ideally, the energy absorbers should be in a below-grade
pit with a minimum split distance of 15.24 meters (50 feet). (Split distance is a measurement taken
between the lead-on sheave of the fairlead beam or deck sheave, and the energy absorber.) Split dis-
tances of up to 91 meters (300 feet) are acceptable for all BAK-12 installations. You may also install
BAK-12 systems above grade in one of two configurations, the selection depending upon site condi-
tions and operational requirements. These are the expeditionary installation for periods of up to 1 year,
and the semi-permanent installation, well-suited for long term use and typically selected when site
conditions will not allow a pit-type installation. Siting and grading requirements are in section 3 of
USAF T.O. 35E8-2-5-1, BAK-12. Typical installation drawings for pit-type installations (drawing
number 67F2012) and semi-permanent installations (drawing number 67F2011) are available from
HQ AFCESA/CESC and WR-ALC/LESG.
A2.2.4.1. Originally, BAK-12 energy absorbers were fitted with a 60-inch purchase-tape storage
reel. This design allowed the maximum energy expected to be imparted during an aircraft engage-
ment to dissipate within a runout of 290 meters (950 feet) plus the length of the aircraft. Designers
have since improved the BAK-12 to meet increased demands of heavier and faster aircraft. They
retrofitted the energy absorbers with larger 66-inch or 72-inch tape storage reels to accommodate
increased runout, thus increasing the total energy capacity of the system. Although some BAK-12
systems have 60-inch tape storage reels, new and upgraded BAK-12 systems (part numbers
52-W-2291-801, 52-W-2291-801A, 52-W-2291-901, and 52-W-2291-901A) have 66-inch reels.
These systems require 366 meters (1,200 feet) plus the length of the aircraft for maximum runout.
The 72-inch reel systems are special-purpose systems configured for 610 meters (2,000 feet) of
runout.
A2.2.4.2. The standard BAK-12 is configured for cross-runway separations of up to 61 meters
(200 feet) (distance between fairlead beams or deck sheaves). For installations with cross-runway
spans exceeding 61 meters (200 feet), replace the BAK-12 control valve cam to accommodate full
runout of the system. Refer to T.O.s 35E8-2-5-1 and 35E8-2-5-4 to identify the part number for the
correct replacement cam and installation procedures. Also, select a pendant length of between 80
and 90 percent of the distance between the fairlead beams to avoid adverse cable dynamics.
A2.2.4.3. Dual BAK-12 systems are special-purpose installations configured to accommodate
high-energy engagements of aircraft ranging from 27,200 to 63,500 kilograms (60,000 to 140,000
pounds). These configurations consist of 4 BAK-12 energy absorbers arranged in pairs on either
side of the runway. The energy absorbers may be standard BAK-12s or be equipped with 72-inch
diameter tape storage reels to accommodate 610 meters (2,000 feet) of runout. You need special
tape connectors and edge sheaves for these installations. For details of these components and other
special considerations, see section 8 of T.O. 35E8-2-5-1.
No Arrester Gear
for Runway 03
http://ysnw.notams.com/
TODAY Arrester
Gear Helipad H1
Helipad H2
Helipad H3
Runway 13/31 Helo Helipad H4
Hangars Helipad H5
200 ft Helipad H6
Helipad H7
Runway 21/03
6,711 ft
Runway 26/08
6,854 ft

Arrester J Hangar
Gear

Arrester
Gear

NAS Nowra Today Arrester Gear Locations

NATOPS SKYHAWK
http://i729.
photobucket.
com/albums/
ww295/
EGDGZTCW/
DSC00269.jpg

http://i729.
photobuck
et.com/
albums/
ww295/
EGDGZTC
W/
DSC00270.
jpg
 TYPES OF AIRCRAFT They sometimes are used for special pur-
TYPICAL ARRESTING GEAR CABLE
ARRESTING SYSTEMS
The three basic types of aircraft arrest-
poses, such as stopping the space shuttle.

Aircraft arresting cables.

ing systems are barriers, cables, and
engineered materials arresting systems
(EMAS). The first two systems are
primarily military systems used for tac-
tical aircraft, such as fighter and attack
jets. The third system recently has been
2 BAK-12 ARRESTING GEAR CABLE http://www.boeing.com/commercial/
airports/faqs/arrestingsystems.pdf
3 INSTALLATION LOCATIONS ON A RUNWAY
When most operations are
conducted under instrument
FIGURE FIGURE meteorological conditions
Arresting cables span the runway
surface and are engaged by the aircraft
2,200 - 2,500 ft
arresting gear hook (fig. 2). Cables
(671 - 762 m)
are typically 1 to 1 1/4 in (2.5 to 3.2 cm)
in diameter and suspended 1 1/2 to 3 in

10R

developed and is used at commercial
airports that do not have sufficient
safety areas at the end of the runway.
(See U.S. and International Aircraft
Arresting Systems on p. 31.)
Aircraft arresting barriers.
These devices, which do not depend
on arresting hooks on aircraft, stop an
aircraft by absorbing its forward
momentum in a landing or aborted
takeoff overrun. These systems are most
28L
(3.8 to 7.6 cm) above the pavement
surface by rubber donuts 6 in (15.2 cm) Arresting gear
in diameter. Used primarily by aircraft cables
built in the United States and Europe,
arresting cables have been used by the 1,500 - 1,800 ft
military since the late 1920s on aircraft
carriers and for land-based runways. (457 - 549 m)
Three main factors determine where When most operations are conducted under
cables are located on runways: the direc- visual meteorological conditions
tion of engagement (unidirectional or
bidirectional); the runout of the system, 1 MA-1/MA-1A TYPE BARRIER NET

commonly net devices (fig. 1), but they which is the distance from the cable FIGURE

to the point at which the aircraft stops Main control box

also include older devices that catch New 'Bliss' arrestor gear was also installed,

the main gear struts. The barriers typi-
cally are located in the overrun of the
runway, are unidirectional, and can have
X
(typically 950 to 1,200 ft, or 290 to 360 m); Adapter webbing
and whether the system is typically used
replacing the primitive system of arrestor wires
Aircraft travel Stanchion
under visual meteorological conditions stretched across the runway attached to anchor intermediate

collocated or interconnected arresting or instrument meteorological conditions. cables. The new system could operate in either Runway overrun area
cables as part of their configuration. Figure 3 shows the typical locations for direction on the runway (the old system could only

BAK
arresting-cable installations. An aircraft
operating on runway 10R would use the
operate in one direction) and was capable of arresting Stanchion Cable

cable at the far end for both landing and an aircraft with engine failure on take-off, brake failure on Chain
arresting

-12
aborted takeoff unless the aircraft had an landing, and could handle all aircraft in service with the FAA. Lifter strap

emergency, at which point the arresting http://www.navy.gov.au/history/base-histories/hmas-albatross-history

gear nearest the approach end of the run-
way would be used. Auxiliary control box

The installation criteria for cable

systems on commercial runways are
identified in the U.S. Federal Aviation
Administration
Arrester Gear Arrangements at NAS (FAA) Nowra
Advisory Circular
were upgraded in 2002
AC 150/5220-9, Aircraft Arresting
as per from BAK-12 to BAK-14 (info
Systems for Joint aboutAirports.
Civil/Military BAK-14 later):
The location of the cable is marked
http://www.aph.gov.au/house/committee/pwc/albatross_2/report.pdf
on the runway by a series of reflective
discs 10 ft (3 m) in diameter painted
HMAS ALBATROSS STAGE 2 REDEVELOPMENT,
identification yellow. These discs are NOWRA, NSW
1. The existing arrester gear
laid out on
with runway
30 ft (9.1 m) 03/21
between is a portable system
centers and extend the full width of
which requires manual rigging before use in emergencies and
the runway (fig. 2). (See location identi-
manual de-rigging to allow normal
fication in Common runway
Terms on p.operations.
30.)
2. The proposed replacement
Engineeredof the BAK
materials arresting12 arrestor system on
systems (EMAS).
runway 03/21 with a BAK 14 system will overcome the potential in
EMAS, which are constructed of high-
emergencies of having to route military
energy-absorbing materialsaircraft
of selected in distress to
civilian airfields and produce
strength, savings
are located in in
the manpower.
safety area,
 The BAK-12 aircraft arrestor, manufactured by the E.W. Bliss
Company, uses four B-52 brake assemblies in the two energy
absorbing machines... The PDF at above URL is about testing

JUMP TO
the Bendix (original) and the new BLISS brake for the BAK-12
so this is how the BAK-12 was known as BLISS (System).

NEW BAK-14
ARRESTER
SYSTEM

INSTALLED
2002 AT
NAS Nowra

BLISS

http://
www.
war
bird
site.
com/
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 http://
CLOCK www.
warbird
site.com/
(+ Wet clock
Compass waltham.
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[Magnetic])
Location
Top Canopy
8 Day C
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com/3072/2930989208_b
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http://www.angelfire.com/extreme/raafphantoms/69-7234A.jpg

[F-4E] 69-7234 with FLTLT Jack Ellis (P) and SQNLDR Brian Bolger (N) lands
at RAAF Amberley,Qld on October 19th,1970. Despite Ellis
electing to engage the arrestor cable, it fails to halt the
Phantom and she is heavily damaged. (Photo:Bob Howe)
http://www.angelfire.com/extreme/raafphantoms/RAAFF4E.htm

http://www.angelfire.com/extreme/raafphantoms/69-7234C.jpg
THE RAAF PHANTOM STORY http://www.angelfire.com/extreme/raafphantoms/RAAFF4E.htm
...[RAAF F-4E] 69-7234 with FLTLT Jack Ellis (P) and SQNLDR Brian Bolger (N) lands
at RAAF Amberley, Qld on October 19th,1970. Despite Ellis electing to engage the
arrestor cable, it fails to halt the Phantom and she is heavily damaged....
-...69-7234 on her very first flight out of Amberley after delivery. On October 19th,
1970, FLTLT Jack Ellis and SQNLDR Brian Bolger experienced a generator and bus
tie contactor failure. This meant a loss of nosewheel steering and anti-skid brakes
together with a few other control systems. With a strong crosswind at Amberley, Ellis
wisely elected to engage the arrestor cable for recovery. Unfortunately, the cable
snapped on engagement and the huge shock absorber was dragged through the
hook, breaking it off but also imparting a turning and nose rearing component to the
flight path. The aircraft came back on the runway with about 30 degrees of drift, then
proceeded to slide off the sealed surface sideways, ground looped during which the
right main gear and the nosewheel collapsed. When the aircraft came to a stop,
Bolger blew the rear canopy off and exited, while Ellis, opened his and followed
rapidly. They both suffered only minor, superficial injuries. The damage assessment
indicated that the aircraft would have to be returned to the factory for repair but
RAAF engineers had other ideas. Over the next 350 odd days, they constructed jigs,
removed the damaged components and did a first class job of repairing her to better
than new condition. SQNLDR Ken Smith and FLT LT Frank Burtt did the test flight
and cleared her to return to the line without a snag. The task was a credit to the RAAF
engineers involved as the USAF said it could not be done!...

BY LT NICHOLAS REZENDES November-December 2014 Approach
was holding in marshal, weather overcast at 5,000 feet,
patiently waiting for an end to my comfort time and
two night traps. I was ready to wash my hands of night
CQ for the upcoming two-week boat detachment. After I
held for a while, marshal instructed me to descend to 7,000 feet
and report 22 NM.
http://www.public.navy.mil/
comnavsafecen/Documents/media/
magazines/approach/2014_Nov-Dec.pdf
What luck! No timing problem for this nugget!
Then my INS dumped. Goodbye precious velocity
vector. I told marshal that Id need to remain overhead
for troubleshooting and asked to speak to a Hornet rep.
Aviate, navigate, communicate.
While speaking with the Hornet rep and marshal,
I fluctuated between 10,000 and 11,000 feet, never
taking a moment to assess the status of the standby
gyro or my personal gyro. The former displayed a hori-
zon approximately three degrees higher than reality and
the latter took all this information as fact. A simple
request to have both marshal and the rep take a step
back while I flew my airplane would have helped miti-
gate issues throughout the night.
I got busy troubleshooting. With a functioning GPS
and indication of a navigation unit failure, we decided
to attempt an in-flight alignment of my INS. Following
the instructions in NATOPS, I moved the switches,
turned the knobs and flew the profile for the align-
ment. The rep told me to try another alignment after
approximately three minutes. We repeated this process
several times without success, eventually arriving at the
next option: a standby night approach with no moon,
under an overcast layer.
A nuggets dream my first CQ night trap of the
detachment. Marshal quickly began giving me vectors
into the abyss. Once on lineup and approximately inter-
cepting glide path, I set an appropriate VSI and noted
the waterline symbol position, recognizing its unusual
location at approximately two degrees. I focused on
angle of attack and VSI.
Approaching the start, I descended below glide
path and attempted to slime myself back up to above
the datums. I made the ball call, referenced its posi-
tion (low), and tried to continue decreasing my rate of
descent, all the while breaking the major LSO rule of
Never lead the low. Paddles, recognizing my foolish-
ness, elected to wave me off. They dont call em rules
to live by for nothing.
I executed my waveoff procedures, bottoming out
at 200 feet, and was told to take 1,200 feet and turn
downwind. I requested to elevate to 3,000 feet for
additional troubleshooting and some straight-and-level
This flight made me appreciate the
importance of standby approaches
in the simulator and during FCLPs
as ways to become more proficient
with the scan pattern required
without a velocity vector.
flight time. I noticed that the indicated aircraft head-
ing was drifting to the right. With the ball centered
and no angle of bank, I started to get vertigo and
distrust my instruments.
My first instinct was to climb. Another pilot was
directed to join up and drop me off on the ball. I was
able to eventually join up, but afterwards found myself
well in front of the ship and rapidly approaching bingo
fuel state. Time for a bingo to North Island.
D
uring the ascent, I noticed my headings had
stabilized and my INS had kicked back on.
Pleasantly surprised, we executed the bingo
profile per NATOPS. Finding ourselves high and close,
we initiated a speed-brake descent to our min vectoring
altitude at the bottom of the cloud layer. After spotting
the runway, I reported the field in sight and executed
a descent to get on a comfortable glide path, focusing
on the anti-skid switch to ensure I didnt blow a tire on
rollout. I failed however, to raise my tailhook, result-
ing in an embarrassing inadvertent trap at NAS North
Island. I was safe on deck.
This flight made me appreciate the importance of
standby approaches in the simulator and during FCLPs
as ways to become more proficient with the scan pat-
tern required without a velocity vector. I should have
been more familiar with the special procedures portion
of the PCL, specifically the INS re-alignment proce-
dure. I also renewed my respect for the importance of
CRM in a single-seat community.
LT NICHOLAS REZENDES FLIES WITH VFA-113.
 The BAK-14 Retractable Hook Cable Support System

BAK-14 maintains the fully operational status of military hook

cable aircraft arresting systems installed on active
runways at military-commercial joint-use airfields, while
providing an unobstructed runway surface for commercial

Retractable aircraft traffic. The retract feature of the BAK-14 allows the
hook cable to remain connected to the arresting system,
yet it can be quickly lowered below the runway surface
Hook Cable whenever non-military flight operations occur. The
BAK-14 also provides a means of controlling cable
Support System movement during aircraft rollovers to prevent cable strike
damage to aircraft stores having a low ground clearance.
It also eliminates repetitive damage to the cable and to the
runway surface caused by highspeed aircraft.

Figure A2.9. Type H Hook

http:// Cable Support System
www. A2.2.6. BAK-14 and Type H Hook cable Support Systems.
wbdg. A2.2.6.1. The BAK-14 hook cable support system (Figure A2.8.) is a bidirectional hook cable
org/ccb/ (pendant) support system used in conjunction with the BAK-12, BAK-13, or a comparable arrest-
ing system to engage and safely stop a hook-equipped aircraft. It provides the means to support the
AF/AFI/
pendant at least 2 inches above the runway surface while giving ATC the means to lower the pen-
afi_32_1 dant below the surface of the runway to prevent damage to low-undercarriage aircraft, the pen-
043.pdf dant, and the pavement below the pendant during trampling. These systems can accommodate
150, 200, and 300 foot-wide runways, but you order the system to suit the specific application.
The control side BAK-12 pit or protective shelter and foundation must be expanded to house the
(same PDF)
44 AFI32-1043
compressed 4 airAPRIL 2003
and control systems needed to operate this supplemental system. The site and util-
http://alturl. ity considerations for installation are in T.O. 35E8-2-8-1, Operation, Maintenance, and Installa-
com/w5y73 tion Instructions With Illustrated Parts Breakdown, Hook Cable Support System, Model BAK-14.
Figure A2.8. BAK-14 Cable Support System. A2.2.6.2. The Type H hook cable support system (Figure A2.9.) is a bi-directional hook cable
support system that can be used in conjunction with any type of energy-absorbing device. It pro-
vides a means to raise a cable at least 2 inches above a runway surface or lower it below the run-
way surface in less than 1.5 seconds. It can be supplied to accommodate runway widths of 46, 60,
and 90 meters (150, 200, and 300 feet). A radio remote control system provides ATC the means to
operate the system and to monitor its operational status. It mainly consists of Retraction Modules
(from 14 to 18, depending on runway width) installed into pre-cast concrete blocks across the run-
way, and connected together by metallic rods, to form a rigid loop. This loop is actuated by an
electro-hydraulic motor that is located in a concrete pit on one side of the runway. Detailed infor-
mation (Description Operation Maintenance IPL), are provided in AERAZUR Technical
Manual 256-722, Type H45-200 Retractable Hook Cable System. Installation drawings are avail-
able from the manufacturer. Jump Back to USAF Arresting System Details TABLE

6 ADJUSTMENT TO DECLARED RUNWAY DISTANCES
FIGURE
1,500 ft
(457 m)
10R
Dealing with arresting barriers.
Nets are typically located in the over-
run area near the runway threshold. If
the net is in the raised position at the
departure end, it should be treated as
an obstruction that has to be cleared
by 35 ft in accordance with the FAA
federal aviation regulations and an
adjustment made to the TORA. There
are rare situations in which a net has
been located in the actual runway.
In these cases, provided the net lies
flat on the runway and is under tension,
it can be rolled over. If the net is
bunched and lying on top of the runway,
the airplane should not cross it.
Runway availability.
A commercial airplane following a mili-
tary aircraft could experience a delay in
landing if the military aircraft engages
the arresting gear. The flight crew of the
commercial airplane should expect to
execute a missed approach while
the military aircraft is removed and the
arresting gear reset. Typical cycle times
for arresting gear can vary from 3 to
10 minutes depending on the type of
system. (See cycle time and reset time
in Common Terms on p. 30.)
Airplane maintenance.
If the flight crew believes the airplane
nosegear has contacted one of the hard
rubber donuts supporting an arresting-
gear cable, a visual inspection of
the nosegear spray deflector should
be conducted to verify whether it has
been damaged. A similar visual inspec-
tion would apply if the flight crew
5,000 ft
(1,524 m)
Arresting gear cables
1 EXAMPLE OF REDUCED RUNWAY LENGTHS ON WEIGHT
TABLE
Airplane Airfield length
ft (m)
737-800 8,000 (2,438)
5,000 (1,524)
MD-83 8,000 (2,438)
5,000 (1,524)
thought that the cable had made
contact with the belly of the airplane.
For airlines that routinely operate on
runways with arresting-gear cables,
additional visual inspections may be
conducted depending on the type
of arresting systems installed and to
what extent the airplane interacts
with the system.
Unintentionally engaging
arresting systems.
Occurrences of commercial airplanes
being engaged or tangled in arresting
cables are rare. In the 1970s, a DC-10
had a rejected takeoff during a flight
test. In this case, the fuse plugs on the
leading tires on one main landing gear
had deflated, and during the takeoff
roll the arresting cable was snagged,
causing the airplane to stop.
1,500 ft
(457 m)
28L
Takeoff weight Weight loss
lb (kg) lb (kg)
174,000 (78,926)
140,300 (63,640) 33,700 (15,286)
159,700 (72,440)
131,300 (59,558) 28,400 (12,882)
In 1995, an MD-88 was starting its
takeoff roll when the nose landing gear
snagged the arresting gear, bringing
the airplane to a halt. It was inspected
with no damage found and dispatched
shortly thereafter.
MEASURES TO HELP ENSURE
3 SAFE COMMERCIAL OPERATIONS
The key to dealing with the presence
of arresting cables on runways is co-
ordination among the airline operator,
the airport operator, and the agency
having control of the arresting system.
Educating the various parties on the
operational needs of commercial air-
planes can alleviate many limitations.
Six ways to minimize the impact of
arresting systems located on runways
used by commercial airplanes are shown
in the following list.
http://www.boeing.com/commercial/airports/
faqs/arrestingsystems.pdf
BAK-14 RETRACTABLE HOOK BAK-14 RETRACTABLE HOOK
7a CABLE SYSTEM, LOWERED 7b CABLE SYSTEM, RAISED
FIGURE FIGURE
If the airport has parallel runways, normally only one of the Although not considered an optimal solution, the runway
two runways has the arresting systems installed. Consider length can be reduced. This is feasible if the runway is of
limiting commercial operations to the runway without the sufficient length that the mission of the airplane can be
arresting systems. achieved on the usable runway distance between arresting
Coordinate the permanent removal of the arresting systems. gears installed at each end of the runway. At a minimum,
The military aircraft using the runways may no longer need operators may consider reducing only the distance from the
the arresting gear; the gear, or at least the cable, could be approach end of the runway to the gear.
removed. (See derigged in Common Terms on p. 30.) Operators may wish to increase the frequency of maintenance
Install a system to raise and lower the arresting cable inspection of the nosegear and lower fuselage areas for air-
flush into a track on the runway (fig. 7). This modification, planes that routinely operate over arresting-gear cables.
referred to as BAK-14, takes an existing
arresting cable and allows the air traffic
control tower to remotely raise the arresting 8 BAK-12 DISCONNECTED AND AT SIDE OF RUNWAY
cable for military operations and lower it FIGURE
into a track flush-mounted on the runway
for commercial operations. At the majority
of joint-use airports in the United States,
this modification has been made to the
standard BAK-9/12/13 systems that previ-
ously were supported by the rubber donuts.
(See BAK in Common Terms on p. 30.)
Disconnect the cable and lay it on the side
of the runway during periods of commercial
operations (fig. 8). This is a workable
solution provided the scheduled commercial
operations do not interfere with the flight
schedule of the military aircraft. Or slide the
rubber donuts to the edge of the runway
so that the cable lies flat on the pavement
but is still under tension. The airplane
then can roll over the top of the cable.
THE AIRCRAFT ARRESTING SYSTEM
At about 1500ft from each end of the
runway at RAAF Base Darwin/Darwin
International Airport there is a 1 1/4
inch cable held beneath the runway. The
cable is attached to long nylon straps
8.5 inches wide, 0.225 inches thick
and over 1200 feet long. This allows
certain military aircraft to be arrested,
or stopped, on a runway that utilises
external means. Aircraft activates the
aircraft arresting system by engaging the
cable with the aircraft tail hook.
The system is similar to what you might
have seen on aircraft carriers but our
system only uses one cable at each end
of the runway. Bi-directional, it can
arrest an aircraft on landing or after an
aborted take-off, it can stop an aircraft
up to 50,000lb with speeds of up to 180
knots. If all goes according to plan and
the aircraft is moveable the cable can
then be reset by the Barrier Crew and be
ready to arrest another aircraft in under
15 minutes. An aircraft going over 180
knots can be arrested; however, this will
over stress the system leaving it unable
to arrest another aircraft until extensive
maintenance has been carried out.
Arrestable aircraft are not based at
RAAF Base Darwin; therefore it is mostly
utilised during exercise periods and as a
backup airfield for RAAF Tindal. Aircraft
arrests at RAAF Base Darwin are rare
unlike other bases such as Williamtown
in NSW where they can have up to one
hundred arrests in one year.
MAINTENANCE AND DISPLACED
THRESHOLDS
To maintain and operate the Aircraft
Arresting System the Royal Australian Air
Force have trained teams of personnel
http://www.ntairports.com.au/sites/default/files/PlaneSimple_Issue14_July2013.pdf
BY FLTLT SHANE JENSON AND SGT ANTONY SANDERSON,
13 SQN RAAF BASE DARWIN When the Aircraft controller signals the fix immediately, we override all systems
rewind controller that the aircraft has and lock the cable down. For longer term
been released from the cable the rewind problems we can bolt metal plates across
controller then co-ordinates both operators the runway rubber blocks and hold the
to put the cable in the correct position cable below the runway surface until
with the correct tension. The cable is then repairs can be carried out.
manually placed back into the 20 rubber
When were working on the AAS we
blocks and the cable is lowered beneath the
encounter all types of problems, the
runway surface ready for the next aircraft.
weather, working in a confined concrete
SERVICING pit full of equipment and wildlife (were
always on the lookout for snakes). But the
Services on the Aircraft Arrestor Systems
most exciting times are on the runway.
are carried out on a daily basis and
Depending on the active flight strip and
between aircraft movements. Every month
wind condition we have planes landing
we require a displaced threshold of about
or taking off overhead the entire time we
1900 feet at each end of the runway. A
are on the runway. Its hard to describe
displaced threshold is in place on the rst
how it feels to be kneeling down working
and third Tuesday of the month to allow
in the middle of the runway and seeing a
Barrier Crew to use the runways sealed
Barrier Crew surface. DIA assists with providing and
placing markings. The cable and tape are
large airliner coming in on short finals and
heading directly at you. But it certainly
Barrier Crew working on the Aircraft
adds to the excitement of the job.
pulled down the runway, serviced and Arresting System.
known as the Barrier Crew. Each member single task, is regularly practiced and is
inspected free from aircraft interference. Reference used AAP7663.012-2M
of the six person crew are trained to common to all crews.
operate the system and carry out servicing
and maintenance on the system and as the
ROLES
One member of the crew performs the task of
ON THE TARMAC
As the failsafe position of the AAS is in
Plane & Simple ISSUE 14
systems in Darwin are below ground level
every member of the team is required to be Aircraft Controller. That person is responsible
conned spaced trained. to communicate with the pilot, using hand
the raised position, if something goes
wrong, the cable raises out of the runway, July 2013
when this happens it can shut down part
signals, to raise his hook and release the
ARRESTS of the runway. Lightning has been the
cable from the aircraft, he then signals to
biggest issue and it is assumed that the
If there has been an aircraft arrest each the pilot to move on once the cable has been
metal trough and cable running across
of the crew has a vital role to play as the dropped from the raised hook.
the runway are the reasons for attracting
aircraft must be released and the cable
Whilst this is happening other members direct strikes. Weve had lightning blow all
must be reset prior to the runway being
of the crew are getting into position and our control circuits and indicator circuits
re-opened.
preparing to rewind the cable. This is done and subsequently it has blown pressurised
COMMUNICATIONS from either side of the runway, one rewind air hoses and/or damaged whatever
Just about all of the communications used operator is situated in each pit, and as they electrics are plugged in.
by the barrier crew (except to the tower) cannot see each other, a rewind signaller is As we are on call 24 hours a day, every
are done by hand signal, this is because responsible for safety control and to relay day of the year, if something goes wrong
of the distances involved, the noise of signals to and from rewind controller and we rely on the control tower to contact
aircraft and motors within the pits. Hand operator. The rewind operator will start the us and we will attempt to rectify the
signalling prevents confusion or misheard Wisconsin V4 rewind engines and wait for problem. If the damage is too great to
instructions as each signal is specic to a instructions from the rewind signaller. FA/18 taking up the cable.
RAAF Base Darwin http://www.airservicesaustralia.com/
aip/current/ersa/FAC_YPDN_29-
JOINT AD OPR May-2014.pdf
Darwin International
Airport

BAK BAK 12/14

Arrestor Gear
12/14
Arrestor
Gear
AIP Australia 29-May-2014 FAC D - 1

DARWIN http://www.airservicesaustralia.com/aip/ ELEV 103

AVFAX CODE 8001 current/ersa/FAC_YPDN_29-May-2014.pdf
NT UTC +9:30 YPDN
S 12 24.9 E 130 52.6 VAR 3 DEG E JOINT
AD OPR Darwin International Airport Pty Ltd (DIA), PO Box 40996, Casuarina, NT 0811. RAAF Base
Darwin, Winnellie, NT, 0820. PH Civil 08 8920 1811(ADMIN HJ): OPS 8920 1852 H24: 0402 088
145: MIL 8923 5594, FAX Civil 8920 1800: OPS 8920 1855: MIL 8923 8881.
PHYSICAL CHARACTERISTICS
11/29 106
110a PCN 81 /F /C /1750 (254PSI) /T WID 60 RWS 300
C5A B747. Grooved to 45M WID
18/36 177 50a PCN 18 /F /C /1050 (152PSI) /U WID 30 RWS 90
RWY 11 BAK 12/14(R)(B) --------- BAK 12/14 (R)(B) RWY 29
410(1345) 465(1525)

1. BAK 12/14 Hookcable RWYs 11 and 29

Recessed bi-directional BAK12/14 Hookcables INSTL 410M (1345FT) FM THR RWY 11
and 465M (1525FT) FM THR RWY 29. Marked by yellow disks. DIST BTN cables 2479M
(8133FT) No crossing RESTR in down PSN. NML OPR PSN: Arrestable ACFT OPR -
DEP end up, APCH end down; non-arrestable ACFT OPR - both ends down.
2. Maintenance
a. Maintenance conducted on a regular basis, refer to NOTAM for details.
http://www.dvidshub.net/news/
52414/hornet-pilots-get-arrested-
afghanistan
News: Hornet pilots get arrested in Afghanistan
Pilots use traps aboard aircraft carriers because of the shorter runways. The system works by
transferring the energy of the plane to the arresting engines, which slows the aircraft in a fluid,
controlled manner. Arresting gear can halt jets on runways fewer than 1,000 feet in length a
Location: CAMP DWYER, AF Date 07.06.2010
significant reduction in roll out, or the distance needed for the fast-movers to stop. It can also be
3rd Marine Aircraft Wing (Fwd) Public Affairs used for emergency landing situations.

The arresting gear here took weeks to install. Then, the night before the test, 13 maintenance
Story by Cpl. Ryan Rholes Marines from VMFA-232, flew to Dwyer Air Field to help operate the equipment, facilitate the
landings, inspect the planes after they touched down and re-launch them.
CAMP DWYER, Afghanistan Two F/A-18
Hornets screamed onto the runway here, June
Dozens of VMFA-232 Marines woke early and began scouring the flight line and taxi ways for
30, marking yet another first, in this historic
foreign object debris; then they cleaned, prepared and assisted in starting the arresting gear.
deployment for the 3rd Marine Aircraft Wing
(Forward): a safe landing thanks to newly-
The Marines pulled the deck pendant - the wire stretching between the arresting engines - taunt
installed arresting gear to catch the fast-
across the runway. They used tires to prop the wire several inches off the ground so it would
movers.
easily feed into a catch hook on the back of the jet. Once done, the Marines established a safety
Photo by Sgt. Jeffrey Anderson perimeter, pushing spectators away from the expeditionary flight line in case the cable snapped.
The Hornets, flown by Marine Fighter Attack Maj. Michael Nesbitt, a pilot with Marine Fighter Attack After a short delay, the two jets roared in overhead, banked hard left to downwind and set up for
Squadron 232 based at Kandahar Air Field, Squadron 232, lands and engages the newly-installed
arresting gear here, June 30, during a test landing to their landings. The first Hornet touched down and grabbed the cable without problem, and in less
face a rigorous and unforgiving environment,
ensure the arresting gear functioned properly. A second than three minutes the crew reset the catch cable and guided in the second jet.
making the arresting gear a possible saving F/A-18 Hornet landed using the arresting gear about
grace should pilots need it. three minutes after Nesbitt.
"With a good crew, it should take a little more than two minutes to unhook a jet and have the gear
reset and ready for the next landing," said Sgt. Chance Chambers, the runway crew leader for
Afghanistans dynamic, rapid weather patterns and rough environment can cause increased wear
Marine Wing Support Squadron 274. "Today went really well, actually. It took just over two
on jets. Brakes failures, hydraulic system issues or even bad weather may cause aircraft to divert
minutes between each jet. My Marines surprised me today."
and take arrested landings. Arresting gear can provide a safe way for pilots to land without
relying on potential faulty brakes, or when critical components of an aircraft have failed.
Chance and his Marines spent more than 1,100 hours in the searing heat installing the arresting
"Arrested landings are the norm on aircraft carriers, here at the field I have taken an arrested
gear.
landing on occasion due to hydraulic and braking issues; it's vital to stopping the aircraft safely in
the event of an emergency or short runway," said Maj. Michael Nesbitt, one of the pilots with The pilots took a short break on the ground, leaving their cockpits and thanking the Marines for
VMFA-232 who performed the arrested landings. their handwork. Less than half an hour later, both jets streaked off the runway for home, feeling
safer knowing they have a safe place to land should the ruthless environment create the need.
http://upload.wikimedia.org/wikipedia/commons/thumb/6/6f/USAF_F-16_hooks_an_arresting_cable.jpg/800px-USAF_F-16_hooks_an_arresting_cable.jpg

F-16 Arresting Cable Test Denver Airport Published on Mar 24, 2014
Video by Tech. Sgt. Kevin Coulter Colorado National Guard (No audio) Colorado Air National Guard F-16D lands at
Denver International Airport (DIA) in preparation for temporary operations while Buckley AFB receives runway improve-
ments. The preliminary testing of a temporary aircraft arresting device, which is similar to an arresting cable on an aircraft
carrier, is an operational requirement prior to the transfer of flight operations to DIA. The test was successful. F16 flyby,
landing, taxi, arresting cable test, ground crews assess success of test. Pilot LtCol James Reeman, 120th Fighter Squadron,
COANG He comments that fighter operations at DIA this summer may provide an interesting view for airline passengers,
but there should be no interruption to airline traffic. VIDEO: http://www.youtube.com/watch?v=S38uYf6nPi4
http://www.esco.zodiac.com/downloads/documents/BrakingNews_summer10.pdf

Arrestor Hook
System NF-5
http://www.youtube.
com/watch?v=BfM
l3POMs2U&feature=
player_embedded
 Arrestor Hook System
http://www.nf5.nl/
arrestorhook.html

HOOK /
WIRE Arrestor Hook System NF-5
http://www.youtube.com/watch?v=BfM
Engagement l3POMs2U&feature=player_embedded
2 Oceana Jets CollidePilots Manage To Return To Base After Accident Off N.c. Coast
April 24, 1996 | By WILLIAM H. MCMICHAEL Daily Press http://articles.dailypress.com/1996-04-24/news/960424004
1_1_two-navy-jets-oceana-naval-air-station-kevin-wensing

OCEANA NAVAL AIR STATION Two Navy jets collided while flying side-by-side off the coast of North Carolina
Tuesday, but the pilots managed to fly their crippled F/A-18s - one minus its nose, canopy, and power from one engine,
and the other part of its left wing and tail section - home to a safe landing in Virginia Beach.

The pilots, both Naval Reservists, were treated for minor injuries and released from the Oceana Naval Air Station clinic,
said Atlantic Fleet Naval Air Force spokesman Cmdr. Kevin Wensing. They are Lt. Cmdr. Greg S. Anderson, 33, from
Williamsport, Pa., a 10-year Navy veteran, and Lt. Cmdr. William G. Stubbs, 32, of Statesboro, Ga., an 11-year veteran.
Stubbs is a Select Naval Reservist one week into his required annual two-week training, Wensing said; Anderson is a
full-time reservist stationed at Oceana who specializes in the training and readiness of other reserve fliers.

The collision adds yet another accident to the growing list of recent accidents involving Navy planes, including the crash
of an F-14B last week at Oceana. Eighteen tactical jets have been involved in accidents involving loss of life or more
than $1 million of damage since the beginning of the fiscal year, Wensing said.

The two F/A-18As are assigned to Composite Fighter Squadron 12, whose jets are used to play the role of enemy jets
for Oceana's F-14 Tomcats. They were taking part in an "air combat maneuver training mission" in what Wensing
described as good weather.

The collision occurred at about 3:30 p.m. Tuesday, 35 miles east of the North Carolina coast and 65 miles southeast of
Norfolk. While it's not yet known which plane initiated the contact, Wensing said the two planes were flying side by side
at 15,000 feet when they collided - Anderson on the left, Stubbs on the right. The nose of Anderson's jet came into
contact with the left side of Stubbs' plane, striking its tail, left rudder, and left wing.

Stubbs' jet lost the outer five feet of its left wing - cracking open the fuel cell inside - and three feet from the left side of its
twin tail section. The top of the left rudder was also sheared off.

The collision also knocked the nose section and canopy off Anderson's jet, leaving a stubby front end and the front
windshield. He flew home without power from the right engine, and without radio communication and some of his radar
capabilities. Wensing said that debris from the collision may have caused the engine damage.

Still, the pilots managed to fly home, traveling at 165 mph, Wensing said. At slower speeds, he said, the plane becomes
difficult to control.

"It's a tribute to the pilots to get their airplanes back," Wensing said.

The pilots were not made available for comment.

Officials hadn't yet estimated the damage to the two jets that collided Tuesday. The F/A-18, the Navy's most advanced
fighter-bomber, costs between $28 million and $40 million a copy, depending on the model, Navy officials said.

The last mid-air collision involving East Coast-based Navy jets occurred in September 1994, when two F-14s flying at
night collided roughly 40 miles southeast of Cape Hatteras, N.C., Wensing said. One jet's crew survived; the two fliers in
the second jet were killed.

An investigation into Tuesday's mishap is under way, Wensing said.

Only a handful of F/A-18s are currently assigned to Oceana. By December 1998, the base will gain an 156 more of the
jets, the result of a 1995 federal base closing decision.
Pilots Thankful To Be AliveOceana Fliers Describe Collision, Landing Jets Stubbs recalled a "momentary disorientation." Then he got a grip on himself, and instinct kicked in. Stubbs slowed to
about 230 mph, and gave the jet "hard right stick and right rudder" to right himself.
April 25, 1996 | By WILLIAM H. MCMICHAEL Daily Press http://articles.dailypress.com/1996-04-25/news/9604250118
_1_mid-air-collision-oceana-naval-air-station-million-jets Once the two jets were stabilized, each pilot did a quick damage assessment. Despite the wing damage, Stubbs wasn't in
OCEANA NAVAL AIR STATION Rugged jets helped them survive, the fliers said. So did divine intervention. bad shape. He was leaking fuel from a small storage tank in the wing.

"We had a couple of angels flying with us yesterday."
That's how Lt. Cmdr. William G. Stubbs figures he and fellow pilot Lt. Cmdr. Greg S. Anderson managed to fly their
crippled jets home safely following the mid-air collision of their F/A-18A Hornets Tuesday afternoon during a training
exercise over the Atlantic.
Anderson didn't disagree.
The two pilots, both Naval Reservists and Persian Gulf War veterans, have been grounded, standard procedure while a
series of medical, psychological, and technical evaluations are completed, said their commander, Cmdr. Roger
Dadiomoff of Composite Fighter Squadron 12. No cause or fault for the mid-air collision of the $28 million jets has yet
been determined, a process that the Navy said could take months.
But whatever the outcome of those findings, one up-close look at the damaged jets at Oceana Naval Air Station was
enough to convince anyone that the safe return of the jets was nothing short of remarkable. Anderson's aircraft was
missing its nose, its canopy, and the use of its right engine; Stubbs' lost parts of its left wing and left rudder.
Anderson, flying with a blunted front end, had to slow down below 200 mph and crouch behind his windscreen. "My feet
were constantly working the rudders to keep the airplane flying," he said.
Anderson remained aloft in part because the flight control computers compensated for the jet's losses. Stephenson said
F/A-18s are equipped with two mission computers, a redundancy he said is reflected elsewhere in the jet - in the two
rudders and two engines, for example - to increase its chances of survival in the event of a collision or missile strike.
Anderson was down to one scratchy radio, on one frequency. But help came in the form of another F/A-18 and two F-14s
from VF-41 squadron, who pulled alongside and passed along valuable data. Anderson couldn't tell how fast he was
going, if he was leaking fuel, or if his landing gear went down. All that information and more was radioed over from the
other jets.
Because he wasn't leaking and was aware of his fuel stores prior to impact, "I knew I had plenty of gas to make it home at
a slow air speed," he said. Anderson, familiar with the area, chose the least-populated route home, he said.

Daryl Stephenson, a spokesman for F/A-18 manufacturer McDonnell Douglas in St. Louis, is used to touting the
airplane's "survivability." But upon hearing a description of the damage, even he said, "That's pretty amazing."

The Navy made the fliers available for interviews early Wednesday at Oceana, their home base. Because an
investigation is ongoing, the fliers did not discuss details of the accident or why they thought it occurred, and were
allowed only to address the events following the impact, officials said.

The two men had flown together for four years. Tuesday they were flying at 20,000 feet, about 35 miles off the North
Carolina coast and 65 miles southeast of Norfolk, with two other F/A-18s at one end of a 60-mile-wide training range.
The jets, which had been airborne for about 45 minutes, flew northward, playing the role of enemy fighters for an
undisclosed number of F-14s from Fighter Squadron 41 flying on the range's opposite end. Dadiomoff called it a
"medium complexity" mission.

The jets flown by Stubbs and Anderson were cruising side-by-side at about 400 mph when, Anderson said, "We
collided."

"I saw it coming, and tried to maneuver to get out of the way," said Anderson, who was flying to the left of Stubbs. It was
too late; he braced himself for the impact.

"I thought, `Well, it's my time'," he said. "I was shocked to find out that it wasn't."

Stubbs didn't see the impending collision. "It felt like a giant speed bump," he said.

The jets separated after the impact. Anderson careened into a left roll; he lost control for a few seconds, he said. He had
lost his nose cone, his canopy, his hydraulics, his instrumentation, and power in one engine. "There was a lot of air in
the cockpit," he recalled. His wristwatch was torn off his arm.

"It certainly makes you jump," he said. "You just think, `Settle down, evaluate what happened.' "

Stubbs' jet, flying on the right, also began to roll left; the impact tore a five-foot section of the left wing off his jet, bent the
wing's rear flap up against the fuselage, and sheared three feet from the top of the left rudder.
4/25/2014 - SIAULIAI AIR BASE, Lithuania -- Airmen from the 48th Air Expeditionary Group rec-
ently took a trip to Amari Air Base, Estonia, to engage and certify the aircraft arresting system,
taking a critical step toward validating the new NATO Forward Operating Base.... Two F-15C
Eagles... staged at each end of the runway took turns engaging the barrier by taxiing at about 130
miles per hour with their tail hook lowered so as to hook onto the cable, which gradually slowed
the aircraft to a safe, complete stop,... According to Nicholson, the Air Force requires barrier en-
gagement tests every 12 months if not engaged by a plane in a one-year time span. "The initial
certification of the aircraft arresting system involves taking an active aircraft and approaching the
cable at a designated speed based on the weight of the aircraft; it engages the
cable, which will stop the aircraft in around 1,000 feet," said Nicholson....

48th AEG takes critical step to validate NATO FOB 25 Apr 2014
Airman 1st Class Dana J. Butler 48th Fighter Wing Public Affairs http://www.usafe.af.mil/news/story.asp?id=123408579
http://www.usafe.af.mil/shared/media/photodb/photos/2014/04/140422-F-XB934-315.JPG
http://www.scribd.com/doc/94648410/
TO-1F-15A-1-Flight-Manual-USAF-F-15
-Series-A-B-C-D-Block-7-and-Up-
Change-5-01-Mar-1986
F-117 Emergency Hook http://www.0x4d.net/files/AF1
-

'MD': The arresting hook /R11%20Segment%2012.pdf

is inside the jet. On the
instrument panel, it was
activated by an outer-guarded
pushbutton. Pushing the but-
ton would activate detonation
cord underneath the jet (out-
lined in red, if you look under-
neath an F-117), and the hook
would pop down. Once down,
it took maintenance action to
bring it up and reset it. It
couldn't be raised again by
the pilot, as it could in an F-4
or F-15.
Of course, it was for emer-
gency use only, and was in-
ternal due to maint-aining the
stealth of the jet. And once
activated, it FODed the run-
way with panel pieces & RAM
material, so there was that too.
The F-117 has never oper-
ationally used it's tailhook for
an airfield arrestment. One
problem with how it's instal-
led on the jet, is that you can
never test it. Maintenance
only is able to check that the
nitrogen pressure is up to
charge. We found out in 2005
(about the time the retirement
decision came out) that sev-
eral of the jets had defective
hooks, and when in mainten-
ance with the paneling remov-
ed, activation of the tailhook
via normal means, resulted in
a hook that only came partial- http://www.f-16.net/forum/viewtopic.php?
ly down. So, lucky it was f=22&t=27356&p=292020&hilit=FODed#p292020
never needed.
SMARTARREST

http://esco.zodiac.com/downloads/documents/BrakingNews_summer10.pdf
Getting Arrested - F-16 Tests Runway Cable System
ESCOs new updated version of the Computer Controlled Arresting Systems has been named SMARTARREST and it is being
certified for operation in 2010. The new computer hardware and software are faster and more powerful, have an operator interface that is
easier to use, and provide significantly greater data collection capability. The prototype systems have completed extensive bench testing to by Airman First Class Ryan Roth
verify performance over the full range of expected aircraft weights and engagements speeds. Full scale jet car testing of the SMARTAR- 115th Fighter Wing Public Affairs
REST system was successfully completed during a two week program in May 2010 at the U.S. Naval Air Engineering Center, NAVAIR
Lakehurst. VOLK FIELD CRTC, Wis. -- An explanation
The newly updated and revised Computer Controlled Aircraft Arresting Sys- of what a BAK-12 is might as well be written
in Greek for many people, but when explained
tem automatically determines an aircrafts speed, predicts the optimum velocity using a comparison from the movie Top Gun,
profile for a minimum g-load arrestment and adjusts the braking forces along it might be translated more clearly. The year
this profile to stop the aircraft inherently accounting for aircraft weight varia- was 1986. Lt. Pete Maverick Mitchell circled
tions. The system automatically minimizes arresting loads for all aircraft weights the USS Enterprise as he prepared to land the
and speeds and provides minimum dynamic loads by programming lower brake aircraft. On the flight deck was a cable, tightly
strung across the metal deck. As Maverick ap-
pressures during the dynamic region. The Variable Runout adjusts braking forc- proached, he released an arresting hook from
es to stop the aircraft within desired distance, as set by the user and has zero the rear of the aircraft. When the hook and
walk-back. Electronic control eliminates the need for field synchronization. It cable connected, the system had one purpose: to
also eliminates the need for maintaining many exposed mechanical parts. The safely stop the pilot and plane.
system electronics retain the arrestment data for at least 100 events. Aircraft
engaging speed, engaging point and runout are available via computer following Just like on an aircraft carrier, a cable is run across most military runways to stop certain aircraft. Unlike an aircraft carrier, a Barrier
the engagement. Arrestment Kit-12 at Volk Field Combat Readiness Training Center, Wis., is used only as a last resort when pilots are unable to stop
an aircraft on their own.
An informational brochure il-
lustrating the new SMARTAR- Members of the 115th Fighter Wing from Madison, WI, and Volk Field CRTC re-certified two BAK-12 systems during a recent-
REST is now available, and guard drill weekend here. Each BAK-12 must be certified once a year and put through a comparable test that it would receive in a
more details can be found on real-world landing where an aircraft has difficulties stopping, said Master Sgt. Darrell Miller, a crew chief from the 115th FW.
the ESCO website.
A BAK-12, just like an aircraft carrier arrestment system, can save a life, prevent the loss of military equipment and give assurance
to pilots should their aircraft experience maintenance issues. The BAK-12 has to accommodate all possibilities, said Lt. Col. Nick
Radney, an F-16 fighter pilot from the 115th Fighter. There are lots of different aircraft that use Volk Field. If an aircraft has an emer-
ESCO Engineers validate performance at the U.S. Naval Air Engineering Center, NAVAIR Lakehurst. gency situation, the pilot knows he will be able to stop the aircraft on the runway.

With a weight of 29,000 pounds and at a speed of almost 110

A JSF For Everyone! MPH, Colonel Radney and the F-16 he piloted came safely to
stop after both tests of the BAK-12, one on each end of the runway.
a

How many Lockheed Martin F-35 Joint Strike Fighters will be manufactured? Optimistic marketing figures are telling us that market
opportunities of 5.000 6.000 F-35s are possible. These optimistic numbers are widely used amongst governmental and industrial As a former Navy pilot of F-18 Hornets, Colonel Radney has ex-
organizations in several JSF Partner countries. perience using cables to land on aircraft carriers. Unlike a carri- er
landing, however, the F-16 came to a smooth stop over a distance of
1200 feet. F-16s are unable to use a carrier-based arrestment system
due to the design of the plane. A carrier arrestment system is designed
to stop an aircraft in less than 350 feet. An F-18 is more bulky than
an F-16, which gives the F-16 much better maneuverability but also
makes it unable to take the strain of a carrier landing, said Colonel
The F-35 Joint Strike Fighter comes to a slow, smooth rest follow- Radney.
ing a barrier engagement witht he ESCO BAK-12. The JSF per-
formed arresting barrier tests at Ewards AFB in February 2010. The BAK-12 cable has to accommodate many different types aircraft
and many different speeds, whether it is a very light and small aircraft
or a heavy aircraft fully loaded with fuel and munitions.
There are many aircraft that can utilize the barrier system should they Staff Sgt. Jordan Jensen, a crew chief with the115th Fighter Wing in
need it, said Lt. Col. Radney. Included are planes with a tail hook system Madison, Wis., resets the tail hook on an F-16 Fighting Falcon that is
like the F-15 and F-16, and even many foreign aircraft, he added. used to hook the Barrier Arresting Kit 12 cable installed at the end of
each runway, a system designed to stop an aircraft
For a pilot, the BAK-12 gives peace of mind and ensures the plane will
come to a safe stop.

One of the great things about having the barrier system out there is that no matter what potential maintenance problem might occur,
as long as I can get myself back to the field, I can get myself stopped with the arresting hook, said Colonel Radney. Thankfully, I have
never needed to use the arresting hook because of the fine maintenance crew and the quality of the F-16, he added.

Lockheed Martin Photo by Tom Reynolds. Cleared/Released by USAF. Information contained herein does not constitute endorsement by by DoD or USAF Emergency Arresting Systems Division Spring 2010
 ...AA-1 also completed a
series of cable engagements
Emergency Arresting Systems Division Spring 2010
to verify the design of the tail
hook before its retirement after
90 flights.... Flight Testing the
F-35 Mark Ayton spoke with Jon
Beesley, Lockheed Martin's Chief
Test Pilot, before his retirement.
http://www.google.com.au/url?sa=t&rct=j&q=&esrc=s&frm=1&source=web&cd=16&cad=rja&ved=0CGIQFjAFOAo&url=http%3A%2F%2Fmilitaryrussia.ru%
2Fforum%2Fdownload%2Ffile.php%3Fid%3D28256&ei=wR6HUq3GIYmMiQfenIGQAw&usg=AFQjCNGgKFKsgFDRGbgl-2SDXKzJdUi-
Rg&sig2=b5M85z7aH1Q-OF9clMz5Nw&bvm=bv.56643336,d.aGc (PDF 12.5Mb)

http://esco.zodiac.com/downloads/documents/
BrakingNews_summer10.pdf
F-35C
Arrestor
Hook

+ F-35A
https://www.nidv.eu/Common/FileGateway.aspx?
FileId=d1557758-3de4-40ba-b740-36a67ecade0c
Emergency Hook
 F-35 JSF Arreste
Tested and Arrested!
The F-35 Joint Strike Fighter comes to a slow, smooth rest follow-
ing a barrier engagement witht he ESCO BAK-12. The JSF per-
formed arresting barrier tests at Ewards AFB in February 2010.

Structural Prognostics & Health Management

(SPHM) for the F-35 Lightning II F-35A Emergency Hook Arrest Test
http://www.f-16.net/f-16_forum_download-id-13103.html
http://esco.zodiac.com/
downloads/documents/
Spring 2010 BrakingNews_summer10.pdf
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F-35A Emergency Hook

Arrest Wire
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F-35A Emergency Hook Testing Edwards AFB May 2016

 http://www.jsf.mil/news/docs/20160511_Tailhook.pdf
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Table A2.1. USAF Aircraft Arresting System Leading Particulars. http://www.keesler.af.mil/shared/media/document/
AFD-070220-083.pdf

System BAK-9 BAK-12 BAK-12 Dual BAK-13 MAAS

Type 60" Reel 66" Reel BAK-12 BAK-14 BAK-1 (990 feet
66" Reel 5 Runout)**
Energy 55 X 106 65 X 106 85 X 106 170 X 85 X 106 N/A N/A 40 X 106
Capacity 106
Nominal 950 950 1,200 1,200 950 N/A N/A 990
Runout
Tape 65,000 lbs 105,000 lbs 105,000 lbs 105,000 130,000 lbs N/A N/A 105,000 lbs
Strength lbs
Cable 84,000 lbs 130,000 lbs 130,000 lbs 130,000 129,000 lbs N/A N/A 130,000 lbs
Strength lbs
Maximum 180 knots 180 knots 180 knots 180 knots 180 knots N/A N/A 150 knots
Speed*
Nominal 40,000 40,000 50,000 100,000 50,000 N/A N/A 40,000
Aircraft lbs lbs lbs lbs lbs lbs
Weight
* 190 knots is the dynamic limit for steel cables used in aircraft arresting systems. Random failures will
occur at 190 knots and above. Therefore, 180 knots is established as the working limit for cable-engage-
ment systems. ** MAAS configured for 1,200 feet runout have the same technical characteristics as a
66" BAK-12. Click here for the BAK-14 details (now installed at NAS Nowra in recent past)
Latest Inductees the gear, and catch the arrestment gear
on the approach end to runway 23R. It
the while still blitzing along at a happy
185KIAS on a wet runway at night and
[1994 Grand Order of Tape Dragons] was a dark night, thunderstorms were in a thunderstorm. Perfect. No pucker
in the area, and the runway was wet factor yet, but I know its gonna start
Testimonial by Joe Tazz Katuzienski (not good). Departure from the work- soon. Okay there it was two quick
From 1993-1996 I was assigned to the ing area and vectors to ILS final were thuds I feel and hear as my landing
67th Fighter Squadron, 18th Fighter uneventful. I shot the ILS and planted gear goes over cable #2 and there it
Wing, Kadena Air Base in Okinawa the jet 500 feet in front of the first is wait for it, wait for it, - nothing.
Japan. I was a young Air Force Captain, approach end cable. There were two okay now as I began to think about
F-15 flight lead, and one of a handful of approach end cables available on 23R going around I could feel a sharp tug on
Desert Storm Combat Veterans assigned one was at 1500 feet (ish) from the my shoulder straps as the jet came to
to Kadena at that time. During one approach end, and the other something a rapid stop on the runway 3,000 feet
mission, I lost hydraulic pressure in like 2500 feet (ish) down the runway. down 23R. Now the fire trucks pull-up,
my aircrafts utility-A hydraulic system. For an Air Force guy not flaring prior they pin my gear safe, and connect the
This is not good in the F-15C. When this to touch down is not a natural act but tug. The walk of shame went well. And
happens, the pilot loses his ability to it was the only way to achieve the all I could think of at the time was that
normally extend the landing gear, and recommended three-point attitude to the arrestment gear on the runway
cannot stop on the runway using normal engage the cable. And I then I waited. worked as advertised and why in the
braking procedures. The best course And so were the fire trucks they were Hell Navy guys do this crap at night on a
of action and that recommended in waiting waiting for my jet to stop after carrier. That just didnt make any sense.
the Dash-1 Technical Order was to snagging the cable. At night, at roughly Thanks to you and your company
blow the gear down with the manual 180 KIAS trundling along on a wet for making those BAK-12/14s. I only
gear extension system, drop the hook, runway with no brakes in an F-15C is not took one cable once as described above,
and snag the approach end cable stay a great feeling. My jet blew past the but many of my squadron buddies took
there in the cable until the landing gear first cable nothing. Not even a tug on cables in much more urgent emergen-
gets pinned then shut down, and ride my shoulder straps. Uh oh plan B cies than mine and a lot of jets (at
the walk of shame back to the chocks soon to take effect: advance throttles least 2-dozen in my 24 year USAF
essentially staying in the cockpit as the into Full AB, take-off and try again. But career) were saved. Your company
Coleman tug tows your jet back to the wait cable number #2 its only 2500 helps to preserve American airpower
ramp. Anyway thats what happened feet down the runway. But it was dark every day. - Joe Katuzienski
to me. and I could not see it to try to straddle
(Joe Katuzienski, Lt Col USAF (ret) completed 24 years
One night in early spring 1994, dur- the cable donuts to ensure my hook of honorable military service. He currently resides
ing a routine night intercept training sor- would catch. Dammit Jim this is not with his family in Yorktown VA, and works for Futron
tie, my aircraft lost all utility A hydraulic good was the only thing I could think Corporation as Lead Aerospace Operations Analyst)
pressure. My course of action was of at the time. But wait- Okay here http://www.esco.zodiacaerospace
decided to dump gas, manually lower comes the next cable cable #2 all .com/news/2011/tazz.php
http://s76586.gridserver.com/downloads/documents/ESCO_Capability.pdf
 Attachment 2
http://www.keesler.af.mil/shared/media/document/AFD-070220-083.pdf
TYPES OF AIRCRAFT ARRESTING SYSTEMS
A2.1. Types of Aircraft Arresting Systems. Aircraft arresting systems consist of engaging devices and
energy absorbers:
Engaging devices are net barriers, disc-supported pendants (hook cables), and cable support sys-
tems that raise the pendant to the battery position or retract it below the runway surface.
Energy absorbing devices are ships' anchor chains, rotary friction brakes (such as the BAK-9 and
BAK-12), or rotary hydraulic systems (such as the BAK-13 and E-28).
Table A2.1 shows the leading particulars for USAF systems.
A2.2. Aircraft Arresting System Designations. The numbering of systems designated "Barrier,
Arresting Kit" (BAK) corresponds to the sequence of procurement of the system design. Designations
such as E-5, E-28, and M-21 are US Navy designations.
A2.3. Types of USAF Systems:
A2.3.1. MA-1A. This emergency arresting system consists of a net barrier and cable system
designed to engage the main landing gear of an aircraft. Because it is a unidirectional system, it must
always be installed in the overrun area.
A2.3.1.1. These systems require a runout area of at least 850 feet plus the length of the aircraft.
Aircraft engaging this system above the speed and weight limits provided in HChart 1-1 of TO
35E8-2-2-1 will cause either a runout greater than 1,000 feet or cable failure.
A2.3.1.2. Most MA-1A systems employ ships' anchor chains as the energy absorber. The chains
lie on either side of the runway overrun, beginning at the barrier location and running in the direc-
tion of aircraft travel. However, some MA-1A nets use a BAK-9 as the energy absorbing device.
This configuration is an MA-1A/BAK-9.
A2.3.1.3. You can equip either configuration with a disc-supported pendant (hook engaging
cable), interconnected with the net system and energy absorbing device. Position this cable on the
runway side of the net to allow tailhook engagements. This configuration is an MA-1A Modified.
A2.3.1.4. The MA-1A is not currently in production as a system. Do not consider it for new
installations unless you can salvage the necessary equipment from another facility. Obtain further
technical information on this system from USAF TO 35E8-2-2-1, USAF Types MA-1 and MA-1A
Runway Overrun Barrier.
A2.3.2. E-5. This unidirectional emergency arresting system is a US Navy design and designation.
Much like the MA-1A, this system uses several shots of ships' anchor chain as the energy absorber.
These systems can have from one to four disc-supported hook cables, with designations of E-5 and
E-5 Mod 1 through E-5 Mod 3. However, these systems never use a barrier (net) of any type. Obtain
further technical information on this system from US Navy publication NAVAIR 51-5-28.
A2.3.3. BAK-9. The BAK-9 is a bidirectional emergency arresting system. It consists of one energy
absorber that employs two rotary friction brakes and purchase-tape reels mounted on a common shaft.
The reels are mechanically connected at the midpoint by a third brake that acts as a clutch. This
11
allows each reel to turn at different speeds during off-center engagements and helps steer the aircraft
toward the center of the runway.
A2.3.3.1. Install the energy absorber below grade on one side of the runway. Route one purchase
tape to the opposite side of the runway through deflector sheaves and duct. Route the other pur-
chase tape to a turnaround sheave located in a pit sited to allow both purchase tapes to be of equal
length.
A2.3.3.2. The BAK-9 is not currently in production as a system. Do not consider it for new
installations unless you can salvage the necessary equipment from another facility. Obtain further
technical information on this system from TO 35E8-2-4-1, Aircraft Arresting Gear, Model BAK-9.
A2.3.4. BAK-12. The BAK-12 is the standard USAF operational aircraft arresting system. This
bidirectional system employs two energy absorbers. Each absorber consists of two multidisc rotary
friction brakes mounted on either side of the purchase-tape reel on a common shaft.
A2.3.4.1. Install the energy absorbers on opposite sides of the runway and connect them by the
purchase tape to a 1.25-inch disc-supported pendant. The installation should be in a below-grade
pit with a minimum split distance of 50 feet. Split distance is a measurement taken between the
lead-on sheave of the fairlead beam or deck sheave, and the energy absorber. Split distances of up
to 300 feet are acceptable for all BAK-12 installations.
A2.3.4.2. You may also install BAK-12 systems above grade in one of two configurations, the
selection depending upon site conditions and operational requirements. These are the expedition-
ary installation and the semipermanent installation.
A2.3.4.3. Siting and grading requirements are in section 3 of USAF TO 35E8-2-5-1. Drawings
for pit-type installations (drawing number 67F2012) and semipermanent installations (drawing
number 67F2011) are available from San Antonio Air Logistics Center.
A2.3.4.4. An expeditionary installation requires 100 work hours under normal circumstances.
However, this type of installation may not continue in service for more than 1 year unless you
excavate and inspect the anchors. It will accommodate construction and temporary requirements
such as exercises. Siting requirements and installation instructions are in section 3 of USAF TO
35E8-2-5-1. Instructions for requesting an expeditionary system are at attachment 7.
A2.3.4.5. Construct semipermanent installations where pit installations are not economically fea-
sible. In these instances, protect the energy absorber from the elements with a frameless metal
structure. Construct it with a removable roof or end and provide fairlead tubing to protect the pur-
chase tape. Site the energy absorber foundations at least 200 feet from the runway edge.
A2.3.4.6. Originally, BAK-12 energy absorbers were fitted with a 60-inch purchase-tape storage
reel. This design allowed the maximum energy expected to be imparted during an aircraft engage-
ment to dissipate within a runout of 950 feet plus the length of the aircraft.
A2.3.4.7. Designers have since improved the BAK-12 to meet increased demands of heavier and
faster aircraft. They retrofitted the energy absorbers with larger 66-inch or 72-inch tape storage
reels to accommodate increased runout, thus increasing the total energy capacity of the system.
Although some BAK-12 systems have 60-inch tape storage reels, new and upgraded BAK-12 sys-
tems (part numbers 52-W-2291-801, 52-W-2291-801A, 52-W-2291-901, and 52-W-2291-901A)
have 66-inch reels. These systems require 1,200 feet plus the length of the aircraft for maximum
runout. The 72-inch reel systems are special purpose systems configured for 2,000 feet runout.
12
 A2.3.4.8. The standard BAK-12 is configured for cross-runway separations of up to 200 feet (dis-
tance between fairlead beams or deck sheaves). For installations with cross-runway spans exceed-
ing 200 feet, replace the BAK-12 control valve cam to accommodate full runout of the system.
Refer to TOs 35E8-2-5-1 and 35E8-2-5-4 to identify the part number for the correct replacement
cam and installation procedures.
A2.3.4.9. Dual BAK-12 systems are special-purpose installations configured to accommodate
high-energy engagements of aircraft ranging from 60,000 to 140,000 pounds. These configura-
tions consist of four BAK-12 energy absorbers arranged in pairs on either side of the runway. The
energy absorbers may be standard BAK-12s or be equipped with 72-inch diameter tape storage
reels to accommodate 2,000 feet of runout. You need special tape connectors and edge sheaves for
these installations. For details of these components and other special considerations, see section 8
of TO 35E8-2-5-1.
A2.3.5. BAK-13. The BAK-13 is a bidirectional aircraft arresting system. It employs two veloc-
ity-sensitive energy absorbers installed on opposite sides of the runway, interconnected by nylon pur-
chase tapes and a 1.25-inch disc-supported pendant.
A2.3.5.1. The energy absorbers contain:
A steel weldment base that incorporates a tape-storage reel mounted on a vertical shaft.
A vaned rotor assembly enclosed within a vaned stator assembly (also called a tub), which
contains a water and glycol mixture.
An operator control panel.
A rewind engine.
A transmission assembly.
Hydraulic system components.
A2.3.5.2. The energy imparted during an aircraft arrestment converts to heat through the turbu-
lence developed by rotation of the vaned rotor within the vaned stator. An external cooling reser-
voir permits rapid cycle of this system.
A2.3.5.3. Install BAK-13 systems on grade in one of two configurations, the choice depending
upon site conditions and operational requirements. These are the expeditionary installation and
the semipermanent installation.
A2.3.5.4. For siting and grading requirements, see section 3 of TO 35E8-2-7-11. The site require-
ments are essentially the same as for the BAK-12. However, the low-profile units are located as
close as 150 feet from the runway edge if installed in a semipermanent configuration. These sys-
tems require 950 feet plus the length of the aircraft for maximum runout.
A2.3.6. BAK-14. This system is a bidirectional hook cable (pendant) support system used in con-
junction with the BAK-12, BAK-13, or a comparable arresting system to engage and safely stop a
hook-equipped aircraft. It provides the means to support the pendant at least 2 inches above the run-
way surface while giving air traffic control the means to lower the pendant below the surface of the
runway to prevent damage to low-undercarriage aircraft, the pendant, and the pavement below the
pendant during trampling. These systems can accommodate runways 150, 200, and 300 feet wide, but
you order them to suit the specific application.
A2.3.6.1. The system consists of:
13
Individual pendant support arms and their housings (support boxes).
Cross-runway cable trough.
The pneumatic line.
Heaters and controls.
A compressed air system.
You must expand the BAK-12 pit or protective shelter to house the compressed air and control
systems.
A2.3.6.2. The site and utility considerations for installation are in TO 35E8-2-8-1, Operation,
Maintenance, and Installation Instructions With Illustrated Parts Breakdown, Hook Cable Sup-
port System, Model BAK-14.
A2.3.6.3. Consider installation of pendant restraints with a donut supported pendant system to
reduce the potential for cable slap to aircraft during trampling in lieu of BAK-14. See the appro-
priate 35E8 Series TO for standard detail drawings of these anchors, their recommended locations,
and specifications for the materials and procedures.
A2.3.7. BAK-15 (61QSII). The BAK-15 aircraft arresting system consists of a pair of electrohy-
draulically powered steel masts that provide support and remote-controlled movement for a unidirec-
tional nylon net barrier. Install the masts on opposite sides of the runway overrun on concrete
foundations. The air traffic control tower contains a remote-control panel, which can be either
hard-wired or radio controlled.
A2.3.7.1. Augment this system with an energy-absorbing device such as a ship's anchor chain,
BAK-9, BAK-12, BAK-13, or other comparable equipment connected by the purchase tape to the
ends of the lower net straps. During an aircraft engagement, shear links in the net suspension
straps separate by the force of the aircraft engaging the net. The net then envelops the aircraft and
seats on the leading edge of the wings, transferring the forward momentum of the aircraft to the
energy-absorbing device. You can complement the system with a standard disc-supported pendant
to accommodate tailhook engagements through interconnect configuration hardware similar to
that used for the MA-1A Modified.
A2.3.7.2. The hook cable interconnect kit is the 62 NI (net interconnect). System operation and
maintenance instructions are in TO 35E8-2-9-2. Obtain installation drawings through the procur-
ing activity at the time of procurement.
A2.3.8. Mobile Aircraft Arresting System (MAAS). The MAAS is essentially a BAK-12 aircraft
arresting system mobilized through installation on a specially developed trailer. It is configured for a
maximum aircraft runout of 990 feet. This system was initially developed and tested to accommodate
recovery of fighter aircraft returning to a battle damaged airfield. Such cases require rapid deploy-
ment and installation, and may require that only the minimum essential anchoring hardware be
installed to accommodate the above scenario. When installed for this purpose, the MAAS is installed
using a 19-stake anchoring scheme. This configuration is limited to unidirectional engagement capa-
bility with a maximum aircraft weight and speed of 40,000 pounds at 150 knots (energy absorbing
capacity of 40 X 106 foot-pounds). For detailed instructions on this system, refer to USAF TO
35E8-2-10-1, Operation and Maintenance Instructions, Arresting Systems, Aircraft, Mobile.
14
 A2.3.8.1. The MAAS can be upgraded to accommodate bi-directional engagements with the full Recessed bi-directional
capacity of a standard USAF BAK-12 aircraft arresting system (energy absorbing capacity of 85 x
106 foot-pounds). This is accomplished by increasing the total number of cruciform stakes used to BAK 12/14 Hookcables
anchor the system from 19 to 31, extending the runout to 1,200 feet, and synchronizing the system INSTL 464M (1521FT) FM
for higher brake pressure. The system may also be installed in a set-back configuration to accom-
modate wide body aircraft operations through use of a fairlead beam. For detailed information, THR RWY 15/33 marked
see USAF TO 35E8-2-10-1, Section VIII, Difference Data Sheets.
by dayglo orange disks.
Table A2.1. USAF Aircraft Arresting System Leading Particulars. DIST BTN Cables 2,119M
System BAK-9 BAK-12 BAK-12 Dual BAK-13 MAAS (6,953FT), NML OPR PSN:
Type 60" Reel 66" Reel BAK-12 BAK-14 BAK-1 (990 feet Arrestable ACFT OPR - DEP end
66" Reel 5 Runout)** up, APCH end - down; no
Energy 55 X 106 65 X 106 85 X 106 170 X 85 X 106 N/A N/A 40 X 106 arrestable ACFT OPR or outside
Capacity 106 TWR HR - both ends down. No
Nominal 950 950 1,200 1,200 950 N/A N/A 990 crossing RESTR in down PSN. In
Runout the event of PWR failure, cables
Tape 65,000 lbs 105,000 lbs 105,000 lbs 105,000 130,000 lbs N/A N/A 105,000 lbs will rise to a HGT of 10CM until
Strength lbs PWR restored - recommended
Cable 84,000 lbs 130,000 lbs 130,000 lbs 130,000 129,000 lbs N/A N/A 130,000 lbs that ACFT BLW 5,700KG MTOW
Strength lbs confine OPS to BTN cables.
Maximum 180 knots 180 knots 180 knots 180 knots 180 knots N/A N/A 150 knots CONC absorber housing 30CM
Speed* high ADJ RWY edge.
Nominal 40,000 40,000 50,000 100,000 50,000 N/A N/A 40,000
Aircraft lbs lbs lbs lbs lbs lbs
Weight
* 190 knots is the dynamic limit for steel cables used in aircraft arresting systems. Random failures will
occur at 190 knots and above. Therefore, 180 knots is established as the working limit for cable-engage-
ment systems.

** MAAS configured for 1,200 feet runout have the same technical characteristics as a 66" BAK-12.

RAAF
Amberley
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https://sites.google.com/a/sats-eaf.info/www/169753-R1-E014.jpg?attredirects=0
https://869789182725854870-a-sats--eaf-info-s-sites.googlegroups.com/a/sats-eaf.info/www/ChuLai66asSeenFromTower.jpg

Chu Lai as seen from the Tower in 1966

VMA 225 CE-13 BU # 148520 piloted by Marine Aviator 1st Lt. Conrad Hamilton on the
occassion of the 1,000 MOREST landing (cable across the runway to catch the tail hook)
at the SATS airstrip; Chu Lai, Viet Nam; July 1965. http://farm8.staticflickr.com/7171/6678556017_80702bf33c_o.jpg

Marine Attack
Squadron ( VMA ) 225
http://www.flickr.com/
photos/44911068@N03/
SATS: Marine Corps Expeditionary Airfields
22 May 2012 RM http://www.navair.navy.mil/nawcad/index.cfm?fuseaction=home.blog_post_detail&blog_post_id=83
-

In 1942, at Camp Kearny in California, the Marine Corps demonstrated the use of a Navy-provided, shore-based
catapult to launch an F4F Wildcat. During WWII the Cactus Air Force operating from Guadalcanal gave Marine
Corps infantry reliable close air support in that pivotal battle. The idea of putting a shore-based catapult and
arresting gear together with the Marston Matting which had allowed the Marines to rapidly operate from unim-
proved surfaces in Korea, led the Commandant to approve the expeditionary airfield doctrine, designated Short
Airfield for Tactical Support (SATS), in May 1958.
The SATS concept and tactics were tested for several years using aluminum panels connected together to form
a hard runway surface and equipped with a catapult and arresting gear system. This allowed Marine fixed-wing
aircraft to operate from an airfield much smaller than the typical air base and allowed them to be quickly positioned
much closer to Marines in the fight. On 1 June 1965 the first deployed SATS system became operational at Chu Lai,
Vietnam, with the arrival of eight A-4 Skyhawks from VMA-223 and VMA-311. The first combat mission from a SATS
airfield was flown the same day. During the course of the war, Marine Corps A-4s, the A-6 Intruder, F-8 Crusader
and F-4 Phantom II were all operated from Chu Lai.
Shortly afterward, the task of maintaining SATS equipment and certifying installations was assigned to Naval
Air Test Center Lakehurst, where an Expeditionary Airfield (EAF) Branch was established. After Vietnam, SATS
tactics were refined at training sites in the United States. The next major operational use came following the Sep-
tember 11 attacks when airfields were needed quickly to support troops being sent to Iraq and Afghanistan. Today
expeditionary airfields remain in daily use in those active combat areas. NAWCAD Lakehurst team members con-
tinue to support the current generation of Marine Corps EAFs around the world. The modern version of Chu Lai is
delivered with AM-2 matting, night-vision compatible lighting, visual landing aids, M31 arresting gear and the
necessary support equipment.
An EAF system is installed at NAS Patuxent River to test the F-35B, which like its predecessors will
be operated from expeditionary fields. Taking advantage of the systems flexibility, the Marines also use
EAF elements for helicopter operations at Forward Arming/Refueling Points. In use for well over a half of
the first century of Marine Corps Aviation, the SATS concept has proven versatile and lethally effective
in combat....
VMA 225 JATO Takeoff at Chu Lai, RVN June 1965
http://farm8.staticflickr.com/7142/6442057371_94f0141bc8_o.jpg

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