This represents a very large jump in technology.”Īccording to Duggleby, the aircraft will be able to reach Mach 9 in cruise. “It is the same amount of weight and fuel but more thrust. This new engine produces a supersonic high pressure combustion wave,” he explained. “All rockets right now burn fuel slowly and burn really hot to achieve incredible levels of thrust. He noted that the technology for these engines and their use is “at the academic level of presentation demonstration” and there has been sufficient demonstration to show promise. This represents a very large jump in technology.” Andrew Duggleby, CTO and co-founder, Venus Aerospaceĭuggleby was quick to provide the definition, because the word “detonation” has a negative connotation to not only the general aviation public but also those who are aviation-challenged. “The engines are known in the industry as ‘rotation detonation engines,’ which means they burn the fuel supersonically.”
“The development of this new rocket engine can reduce the time in flight, turning it into one hour for transport across the world could make it work.” Duggleby explained. At the end of the catapult, the tow bar pops out of the shuttle, releasing the plane.According to Duggleby, the technology to make this possible involves three things: The catapult officer releases the pistons, the force causes the holdbacks to release, and the steam pressure slams the shuttle and plane forward. The holdback keeps the plane on the shuttle while the engines generate considerable thrust. When the cylinders are charged to the appropriate pressure level, the pilot blasts the plane's engines. If there's too much pressure, the sudden jerk could break the nose gear right off. If the pressure is too low, the plane won't get moving fast enough to take off, and the catapult will throw it into the ocean. The catapult officer carefully monitors the pressure level so it's just right for the particular plane and deck conditions. Initially, the pistons are locked into place, so the cylinders simply build up pressure.
This steam provides the necessary force to propel the pistons at high speed, slinging the plane forward to generate the necessary lift for takeoff. When the plane is ready to go, the catapult officer opens valves to fill the catapult cylinders with high-pressure steam from the ship's reactors. The shuttle of catapult number four on USS John Stennis The two lugs extend through rubber flanges, which seal the cylinders, and through a gap in the flight deck, where they attach to a small shuttle.
The pistons each have a metal lug on their tip, which protrudes through a narrow gap along the top of each cylinder. Each catapult consists of two pistons that sit inside two parallel cylinders, each about as long as a football field, positioned under the deck. Getting air moving over the deck is important, but the primary takeoff assistance comes from the carrier's four catapults, which get the planes up to high speeds in a very short distance. This air moving over the wings lowers the plane's minimum takeoff speed. To make takeoff a little easier, carriers can get additional airflow over the flight deck by speeding through the ocean, into the wind, in the direction of takeoff. If you've read How Airplanes Work, you know that an airplane has to get a lot of air moving over its wings to generate lift.
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