Naval Air: U.S. Carriers Disabled By Friendly Fire
The U.S. Navy has a major ship design disaster on its hands with the new EMALS (Electromagnetic Aircraft Launch System) catapult that was installed in the latest aircraft carrier; the USS Ford (CVN 78). During sea trials the Ford used EMALS heavily, as would be the case in combat and training operations. Under intense use EMALS proved to be less reliable than the older steam catapult, more labor intensive to operate, put more stress on launched aircraft than expected and due to a basic design flaw if one EMALS catapult becomes inoperable, the other three catapults cannot be used in the meantime as was the case with steam catapults.
Some of the problems with EMALS were of the sort that could be fixed while the new ship was in service. That included tweaking EMALS operation to generate less stress on aircraft and modifying design of EMALS and reorganizing how sailors use the system to attain the smaller number of personnel required for catapult operations. But the fatal flaws involved reliability. An EMALS catapult was supposed to have a breakdown every 4,100 launches but in heavy use EMALS failed every 400 launches. The killer here was that when one EMALS catapult went down all four were inoperable. With steam catapults when one went down the other three could continue to operate.
Moreover it would cost over half a billion dollars to remove EMALS and install the older steam catapults. This would also take up to several years and lead to many other internal changes. The navy is now considering bringing a recently retired carrier back to active service as a stopgap because whatever the fix is it will not be quick or cheap.
This EMALS disaster was avoidable and the problems should have been detected and taken care of before the Ford was on sea trials. Back in 2010 the U.S. Navy plan to equip future aircraft carriers with electromagnetic catapults seemed like a great idea and everyone seems assured that all was proceeding according to plan. This was especially true after EMALS passed some key tests in 2010. This included the first time an EMALS catapult launched an F-18E carrier jet fighter. This was from a land base equipped with the test version of EMALS. Earlier in 2010 tests had been put on hold for a bit while software problems were fixed. The mechanical aspects of the electromagnetic catapult were believed pretty much solved but the test model the navy was working with has been having some serious problems with the control software.
With the 2010 decision the plan to put electromagnetic catapults into all future carriers (beginning with the Ford) went ahead and apparently serious criticism of real problems was no longer an option. . This was a great relief at the time because the Ford was under construction and a massive (and expensive) redesign would be needed to make room for the bulkier steam catapult. Now that option must be again considered, along with the other option, to try and fix the problems that were missed in 2010.
EMALS is still preferred because when it works as designed it puts less stress on launched aircraft (it moves the aircraft forward more gradually), requires fewer people to operate, and is easier to maintain (not much plumbing, fewer mechanical parts and lots of sturdy electronics). The gentler treatment of launched aircraft would means that smaller aircraft could use the catapult and that aircraft with larger payloads could be launched. Without a functional EMALS the steam and electricity generation system of the Ford class carriers, designed to supply large quantities of electric power, would not be able to provide the needed quantities of electricity to operate powerful new weapons like rail guns and high powered lasers as well as EMALS.
The EMALS disaster calls into question the ability of the navy to handle new, untried, technologies. That is not a new problem and has been around since World War II. In retrospect not enough was done to test and address what are now obvious problems. The current solution is to delay the moment of truth as long as possible and then conclude that it was unclear exactly how it happened but that measures would be taken to see that it never happen again. That approach is wearing thin because more people are well awarethat is just a cover for the corruption and mismanagement that has been developing within the industries that build warships.
Meanwhile there is a bid need for new carriers. The first ship of the new class of carriers, the Ford is about the same length (333 meters/1,092 feet) and displacement (100,000 tons) of the previous generation (Nimitz class ships) but will look different. The most noticeable difference will be the island set closer to the stern (rear) of the ship. The internal differences are much more obvious, including the power generation and electrical system. The Nimitz ships are rapidly wearing out and with the EMALS disaster the navy will have to improvise and do without for a decade or more.
The Fords were not just replacements for the aging Nimitz class, they were designed to be cheaper to operate. There is a lot more automation and smaller crews. The Ford will be the first modern American warship built without urinals. There are several reasons for this. The Ford will have a smaller crew (by at least 20 percent) and more of them will be women. Currently about ten percent of American warship crews are women, but the Ford crew will be at least 15 percent female. Since women sleep in all-female dormitories (“berthing areas”), a toilet (“head”) will now be attached to each berthing area (instead of being down the hall). Moreover, berthing areas will be more spacious (because of the smaller crew) and hold a third to half as many bunks as previous carriers. Finally, drain pipes for urinals more frequently get clogged than those coming from toilets. So eliminating the urinals means less work for the plumbers. Many of the junior sailors, who have to clean the heads, won’t miss the urinals, which are more of a chore to keep clean than the toilets. There are a lot of other visible changes to enhance habitability and make long voyages more tolerable. All that will gave to be changed somewhat, at least in the Ford, and perhaps in others of this new class if EMALS cannot be fixed.
Before the EMALS crises the Ford was expected to cost nearly $14 billion. About 40 percent of that is for designing the first ship of the class, so the actual cost of the first ship (CVN 78) itself will be at least $9 billion and about the same for subsequent ships of the class. Except, that is, for the additional cost of fixing the EMALS problems. Against this the navy expects to reduce the carrier’s lifetime operating expenses by several billion dollars because of greatly reduced crew size. Compared to the current Nimitz class carriers (which cost over $5 billion each to build) the Fords will feel, well, kind of empty because of the automation and smaller crews. There will also be more computer networking, and robots, reducing the number of people constantly moving around inside a Nimitz class carrier (with a crew of 6,000). The most recent Nimitz class ships have a lot of this automation already but adding EMALS was considered too expensive because of the major engineer changes to the power plant and electrical systems. A lot of that is subject to change depending on what internal alterations are required to make the carrier work at last as well as the Nimitz class.