General Category > Unofficial F/A-18 Acceleration Pack board
Questions on catapult officer
burner12:
--- Quote from: microbrewst on December 18, 2009, 12:19:53 am ---Actually, the whole thing stays intact and nothing goes along with the aircraft. The point of it was to prevent anything from breaking. It's all based on pressurized release.
--- End quote ---
Then why in that diagrahm do they show it being split , like a dogbone? Can you tell me the basic way it works? Does it still connect into the back of the LG, and are different bars used for different aircraft?
wilycoyote4:
--- Quote from: microbrewst on December 18, 2009, 12:19:53 am ---Actually, the whole thing stays intact and nothing goes along with the aircraft. The point of it was to prevent anything from breaking. It's all based on pressurized release.
--- End quote ---
I've seen this in video I have at home on dvd but don't know of youtube showing it but there must be a youtube video so I'll look and hope someone finds it before me, lol.
SpazSinbad:
Perhaps these 'catapult tensioner' graphics from the LSO Catapult briefing PDF explain? Last graphic (4th) is a screenshot from:
"Nuclear Aircraft Carrier Charles de Gaulle (CDG). Focus on the Steam Catapults used to launch the jets. The Steam Catapults technology is originally from Great-Britain but is only operated by USA, France and Brasil (on the Sao Paulo). French catapults are also US tech as the CDG builders thought it would be cheaper to buy the American system instead of developping their own that would do the same job. This vid is about this system and how it works."
burner12:
So your explanation is that the t shaped end fits into the back of the gear then whe launched just falls down and the LG is empty it doesn't break, correct? Are there differetn sizes for different planes or is it universal?
micro:
The “split” is just a standard schematic drawing technique. It’s used to show that a section of the bar has been removed for the drawing in order to make the schematic fit on the page. In the PDF of the patent, under “Background of the Invention”, read about the 5th paragraph down: “Other holdback bars utilize……”.
If you look it Spaz’s last picture, you can see the holdback in place. The part on the right of the drawing in the PDF is attached to the deck. You can then see the bar is actually much longer than it is in the schematic. The part on the left of the schematic is the part that connects to the back of the nose gear, called the holdback link.
This is kind of what they look like from the top-down.
The sleeve (which is spring loaded to the forward position) is slid back, and the fitting is placed in the holdback link on the nose gear. The sleeve is then released allowing it to slide forward, holding everything together. When the right amount of pressure is applied, the bar releases the link. Each aircraft does have its own hold back. The sleeves are color coded for each jet.
Spaz, the pictures that you have there are for something a little different. That is referring to taking up the slack in the shuttle once the launch bar is inside of it. Anyone confused yet?
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