The document discusses transporting military vehicles in cargo Boeing 747 aircraft. Specifically:
1) The M113A3 armored fighting vehicle can be air-transported by cargo 747s using a sub-floor of 463L pallets, with up to 6 vehicles fitting in a single aircraft.
2) Other vehicles like the M973A2 and Wiesel 2 tracked vehicles are also transportable by 747s using 463L pallets.
3) The document proposes configurations for Infantry Brigade Combat Teams that maximize use of 747 airlift capabilities for rapid deployment.
F-35, Stealth and Designing a 21st Century Fighter from the Ground UpICSA, LLC
Stealth must be designed into the aircraft; it can NOT be done after the fact.
VLO stealth must be planned for and built in. The designers must incorporate large internal fuel tanks, internal weapon bays, and internally mounted sensors with appropriate apertures.
Another hallmark of 5th generation is agility, which goes hand in hand with stealth.
In the third slide, the results from Northern Edge 2011 are shown. Although the F-35 airframe has not been flown in Northern Edge some it sensors have been.
The sensors performed extremely well and portend a bright future. It is understood by most that the electronic order of battle will play a key role in future conflicts.
What the exercise showed was that a stealthy 5TH Gen. fighter -- the F-22 -- with its ability to be forward deployed in contested air space
In addition to its precision active and passive sensors were able to ID threats; EW sites, SAMS, AAA radars for entire package much sooner.
The presence of 5th Gen fighters in the force package increases overall forces mission effectiveness by enhancing survivability and lethality for entire package.
It showed as well that 5th Gen fighters enhanced battle-space awareness enhanced overall mission effectiveness of entire mission package
And finally, the exercise showed that 5th Gen fighters with this enhanced SA tend to function as Air Battle manager for entire package.
Even when F-22 was weapon bingo it stayed in fight as battle manager!
Unmanned Aerial Vehicles (UAVs) are aircrafts that fly without any humans being onboard. They are either remotely piloted, or piloted by an onboard computer. This kind of aircrafts can be used in different military missions such as surveillance, reconnaissance, battle damage assessment, communications relay, minesweeping, hazardous substances detection and radar jamming. However they can be used in other than military missions like detection of hazardous objects on train rails and investigation of infected areas. Aircrafts that are able of hovering and vertical flying can also be used for indoor missions like counter terrorist operations.
F-35, Stealth and Designing a 21st Century Fighter from the Ground UpICSA, LLC
Stealth must be designed into the aircraft; it can NOT be done after the fact.
VLO stealth must be planned for and built in. The designers must incorporate large internal fuel tanks, internal weapon bays, and internally mounted sensors with appropriate apertures.
Another hallmark of 5th generation is agility, which goes hand in hand with stealth.
In the third slide, the results from Northern Edge 2011 are shown. Although the F-35 airframe has not been flown in Northern Edge some it sensors have been.
The sensors performed extremely well and portend a bright future. It is understood by most that the electronic order of battle will play a key role in future conflicts.
What the exercise showed was that a stealthy 5TH Gen. fighter -- the F-22 -- with its ability to be forward deployed in contested air space
In addition to its precision active and passive sensors were able to ID threats; EW sites, SAMS, AAA radars for entire package much sooner.
The presence of 5th Gen fighters in the force package increases overall forces mission effectiveness by enhancing survivability and lethality for entire package.
It showed as well that 5th Gen fighters enhanced battle-space awareness enhanced overall mission effectiveness of entire mission package
And finally, the exercise showed that 5th Gen fighters with this enhanced SA tend to function as Air Battle manager for entire package.
Even when F-22 was weapon bingo it stayed in fight as battle manager!
Unmanned Aerial Vehicles (UAVs) are aircrafts that fly without any humans being onboard. They are either remotely piloted, or piloted by an onboard computer. This kind of aircrafts can be used in different military missions such as surveillance, reconnaissance, battle damage assessment, communications relay, minesweeping, hazardous substances detection and radar jamming. However they can be used in other than military missions like detection of hazardous objects on train rails and investigation of infected areas. Aircrafts that are able of hovering and vertical flying can also be used for indoor missions like counter terrorist operations.
Ground Support Equipment (GSE) is the support equipment found at an airport, usually on the apron, the servicing area by the terminal. This equipment is used to service the aircraft between flights.
The F-35 is designed to work with most legacy weapons.
And the F-35 with the internal fusion engine will allow a whole new approach to the development and use of weapons. Here the focus is upon the legacy weapons.
Legacy 4th generation fighters must load all of their weapons externally which directly impacts aerodynamic performance (agility) and radar cross-section (RCS).
In fact, any strides made to reduce airframe RCS are lost.
5th generation have the option of loading stores internally.
Legacy 4th gen fighters must carry external fuel tanks in order to overcome the drag penalty of the external ordinance.
The F-35 does not need external fuel tanks for two reasons:
1) the airframe was specifically designed to carry significant amounts of internal fuel and,
2) there is no aerodynamic drag from internal ordinance.
A 4th gen fighter is unable to safely penetrate denied airspace. This is airspace for which the threats are able to dominate entirely against the 4th generation.
5th gen fighters are able to penetrate denied airspace.
The internal ordinance of an F-35 is approximately that of an F-16 loaded “wall to wall.”
Because the weapons are internal, the F-35 has a much longer combat range fully loaded or significantly longer loiter time in the area of interest.
In the permissive environment, the F-35 holds another advantage over the F-16: payload.
The F-35 has 11 hard points and can carry about three times the stores load.
External weapons on an F-35 impact aerodynamic performance such that our range is about the same as an F-16.
The picture in slide 4shows an F-35A model with a full compliment of internal stores.
This loadout, which is all internal, is about 5000lbs.
Internal carriage means ZERO impact on radar cross section and ZERO aerodynamic drag.
An F-16, fully loaded, with external stores carries just over 5000lbs and because the load is external the radar cross sections is severely impacted as well as having a significant hit to aerodynamic performance.
The weapons within the blue cone can be carried internally.
The weapons with orange color font will be certified for carry in the SDD phase of the program.
Block 2 weapons carriage and release will be conducted this year.
By the end of block 2, AIM-120 and JDAM will be certified.
On day 1, when stealth is of primary importance, the F-35s will probably be loaded internally.
When stealth is less important, there are 11 hard points on the airplane, which allow about 18,000lbs of ordinance to be carried.
Lockheed Martin F35 Lightning II(Aerodynamics Presentation)SYEDMOEEDHUSSAIN1
Note: For best experience of animation, Proceed in Slide Show Mode Of MS Power Point
Lockheed Martin F35 Lightning II's
1. Brief History
2. Dimensions
3. Concept of Shockwave
4. Drag Coefficient
5. Reynold’s Number
6. Features
7. Capabilities
MSPO - Leonardo Aircraft Division: M-346, the dual role conceptLeonardo
At MSPO 2016 Leonardo Aircraft Division hosted a presentation on the M-346FT (Fighter Trainer), the latest variant of the platform, ideal to train next generation of fighter pilots
BVR combat was, for a long time, dream of both Western and Asian air forces. Today, it seems that the dream has been finally fulfilled; but is that really so?
Ground Support Equipment (GSE) is the support equipment found at an airport, usually on the apron, the servicing area by the terminal. This equipment is used to service the aircraft between flights.
The F-35 is designed to work with most legacy weapons.
And the F-35 with the internal fusion engine will allow a whole new approach to the development and use of weapons. Here the focus is upon the legacy weapons.
Legacy 4th generation fighters must load all of their weapons externally which directly impacts aerodynamic performance (agility) and radar cross-section (RCS).
In fact, any strides made to reduce airframe RCS are lost.
5th generation have the option of loading stores internally.
Legacy 4th gen fighters must carry external fuel tanks in order to overcome the drag penalty of the external ordinance.
The F-35 does not need external fuel tanks for two reasons:
1) the airframe was specifically designed to carry significant amounts of internal fuel and,
2) there is no aerodynamic drag from internal ordinance.
A 4th gen fighter is unable to safely penetrate denied airspace. This is airspace for which the threats are able to dominate entirely against the 4th generation.
5th gen fighters are able to penetrate denied airspace.
The internal ordinance of an F-35 is approximately that of an F-16 loaded “wall to wall.”
Because the weapons are internal, the F-35 has a much longer combat range fully loaded or significantly longer loiter time in the area of interest.
In the permissive environment, the F-35 holds another advantage over the F-16: payload.
The F-35 has 11 hard points and can carry about three times the stores load.
External weapons on an F-35 impact aerodynamic performance such that our range is about the same as an F-16.
The picture in slide 4shows an F-35A model with a full compliment of internal stores.
This loadout, which is all internal, is about 5000lbs.
Internal carriage means ZERO impact on radar cross section and ZERO aerodynamic drag.
An F-16, fully loaded, with external stores carries just over 5000lbs and because the load is external the radar cross sections is severely impacted as well as having a significant hit to aerodynamic performance.
The weapons within the blue cone can be carried internally.
The weapons with orange color font will be certified for carry in the SDD phase of the program.
Block 2 weapons carriage and release will be conducted this year.
By the end of block 2, AIM-120 and JDAM will be certified.
On day 1, when stealth is of primary importance, the F-35s will probably be loaded internally.
When stealth is less important, there are 11 hard points on the airplane, which allow about 18,000lbs of ordinance to be carried.
Lockheed Martin F35 Lightning II(Aerodynamics Presentation)SYEDMOEEDHUSSAIN1
Note: For best experience of animation, Proceed in Slide Show Mode Of MS Power Point
Lockheed Martin F35 Lightning II's
1. Brief History
2. Dimensions
3. Concept of Shockwave
4. Drag Coefficient
5. Reynold’s Number
6. Features
7. Capabilities
MSPO - Leonardo Aircraft Division: M-346, the dual role conceptLeonardo
At MSPO 2016 Leonardo Aircraft Division hosted a presentation on the M-346FT (Fighter Trainer), the latest variant of the platform, ideal to train next generation of fighter pilots
BVR combat was, for a long time, dream of both Western and Asian air forces. Today, it seems that the dream has been finally fulfilled; but is that really so?
IDGA's Military Armor Protection is the premier forum for the military armor community to exchange ideas on new armor technologies, challenges and developments in protective equipment, and recent research on armor systems. You will find no other conference that focuses solely on current requirements and the enhancement of armor initiatives.
The event will bring together military and government leaders tasked with ensuring warfighter safety and vehicle protection capabilities against persistent threats. IDGA’s 5th Annual Military Armor Protection is the home of key decision makers who take the opportunity to discuss future development opportunities for the entire armor community.
Company to offer complete B4/B5/B6/B7 armoring solutions in Pakistan by using renown Ballistic Steel from Manufactures. The Ballistic Material does not have any adverse affects on the smooth mobility of the vehicles
Top Ten Fastest Helicopter In The World.pdfKhawar Mushtaq
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International Journal of Engineering Research and Applications (IJERA) aims to cover the latest outstanding developments in the field of all Engineering Technologies & science.
International Journal of Engineering Research and Applications (IJERA) is a team of researchers not publication services or private publications running the journals for monetary benefits, we are association of scientists and academia who focus only on supporting authors who want to publish their work. The articles published in our journal can be accessed online, all the articles will be archived for real time access.
Our journal system primarily aims to bring out the research talent and the works done by sciaentists, academia, engineers, practitioners, scholars, post graduate students of engineering and science. This journal aims to cover the scientific research in a broader sense and not publishing a niche area of research facilitating researchers from various verticals to publish their papers. It is also aimed to provide a platform for the researchers to publish in a shorter of time, enabling them to continue further All articles published are freely available to scientific researchers in the Government agencies,educators and the general public. We are taking serious efforts to promote our journal across the globe in various ways, we are sure that our journal will act as a scientific platform for all researchers to publish their works online.
Neuro-symbolic is not enough, we need neuro-*semantic*Frank van Harmelen
Neuro-symbolic (NeSy) AI is on the rise. However, simply machine learning on just any symbolic structure is not sufficient to really harvest the gains of NeSy. These will only be gained when the symbolic structures have an actual semantics. I give an operational definition of semantics as “predictable inference”.
All of this illustrated with link prediction over knowledge graphs, but the argument is general.
Accelerate your Kubernetes clusters with Varnish CachingThijs Feryn
A presentation about the usage and availability of Varnish on Kubernetes. This talk explores the capabilities of Varnish caching and shows how to use the Varnish Helm chart to deploy it to Kubernetes.
This presentation was delivered at K8SUG Singapore. See https://feryn.eu/presentations/accelerate-your-kubernetes-clusters-with-varnish-caching-k8sug-singapore-28-2024 for more details.
JMeter webinar - integration with InfluxDB and GrafanaRTTS
Watch this recorded webinar about real-time monitoring of application performance. See how to integrate Apache JMeter, the open-source leader in performance testing, with InfluxDB, the open-source time-series database, and Grafana, the open-source analytics and visualization application.
In this webinar, we will review the benefits of leveraging InfluxDB and Grafana when executing load tests and demonstrate how these tools are used to visualize performance metrics.
Length: 30 minutes
Session Overview
-------------------------------------------
During this webinar, we will cover the following topics while demonstrating the integrations of JMeter, InfluxDB and Grafana:
- What out-of-the-box solutions are available for real-time monitoring JMeter tests?
- What are the benefits of integrating InfluxDB and Grafana into the load testing stack?
- Which features are provided by Grafana?
- Demonstration of InfluxDB and Grafana using a practice web application
To view the webinar recording, go to:
https://www.rttsweb.com/jmeter-integration-webinar
Encryption in Microsoft 365 - ExpertsLive Netherlands 2024Albert Hoitingh
In this session I delve into the encryption technology used in Microsoft 365 and Microsoft Purview. Including the concepts of Customer Key and Double Key Encryption.
The Art of the Pitch: WordPress Relationships and SalesLaura Byrne
Clients don’t know what they don’t know. What web solutions are right for them? How does WordPress come into the picture? How do you make sure you understand scope and timeline? What do you do if sometime changes?
All these questions and more will be explored as we talk about matching clients’ needs with what your agency offers without pulling teeth or pulling your hair out. Practical tips, and strategies for successful relationship building that leads to closing the deal.
Connector Corner: Automate dynamic content and events by pushing a buttonDianaGray10
Here is something new! In our next Connector Corner webinar, we will demonstrate how you can use a single workflow to:
Create a campaign using Mailchimp with merge tags/fields
Send an interactive Slack channel message (using buttons)
Have the message received by managers and peers along with a test email for review
But there’s more:
In a second workflow supporting the same use case, you’ll see:
Your campaign sent to target colleagues for approval
If the “Approve” button is clicked, a Jira/Zendesk ticket is created for the marketing design team
But—if the “Reject” button is pushed, colleagues will be alerted via Slack message
Join us to learn more about this new, human-in-the-loop capability, brought to you by Integration Service connectors.
And...
Speakers:
Akshay Agnihotri, Product Manager
Charlie Greenberg, Host
DevOps and Testing slides at DASA ConnectKari Kakkonen
My and Rik Marselis slides at 30.5.2024 DASA Connect conference. We discuss about what is testing, then what is agile testing and finally what is Testing in DevOps. Finally we had lovely workshop with the participants trying to find out different ways to think about quality and testing in different parts of the DevOps infinity loop.
Securing your Kubernetes cluster_ a step-by-step guide to success !KatiaHIMEUR1
Today, after several years of existence, an extremely active community and an ultra-dynamic ecosystem, Kubernetes has established itself as the de facto standard in container orchestration. Thanks to a wide range of managed services, it has never been so easy to set up a ready-to-use Kubernetes cluster.
However, this ease of use means that the subject of security in Kubernetes is often left for later, or even neglected. This exposes companies to significant risks.
In this talk, I'll show you step-by-step how to secure your Kubernetes cluster for greater peace of mind and reliability.
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The UiPath Test Manager overview with SAP heatmap webinar offers a concise yet comprehensive exploration of the role of a Test Manager within SAP environments, coupled with the utilization of heatmaps for effective testing strategies.
Participants will gain insights into the responsibilities, challenges, and best practices associated with test management in SAP projects. Additionally, the webinar delves into the significance of heatmaps as a visual aid for identifying testing priorities, areas of risk, and resource allocation within SAP landscapes. Through this session, attendees can expect to enhance their understanding of test management principles while learning practical approaches to optimize testing processes in SAP environments using heatmap visualization techniques
What will you get from this session?
1. Insights into SAP testing best practices
2. Heatmap utilization for testing
3. Optimization of testing processes
4. Demo
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Execution from the test manager
Orchestrator execution result
Defect reporting
SAP heatmap example with demo
Speaker:
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Mission to Decommission: Importance of Decommissioning Products to Increase E...
Cargo 747 Air-Mech v9.0
1. Cargo 747 Air-Mech of U.S. Army
M113A3 11-ton Gavin and M973 8-ton
Ridgway tracked AFVs for IBCTS
Special thanks to Dr.
Carlo Kopp Australian
Aerospace analyst for
inspiration/artwork!
2. Line 747 Floor with 463L pallets to enable vehicles to be
carried...
www.adtdl.army.mil/cgi-bin/atdl.dll/fm/55-450-2/Ch4.htm
463L CARGO SYSTEM. In 1957, the USAF adopted a standardized system to facilitate the rapid movement of general
cargo aboard airlift aircraft. This 463L system encompasses all phases of cargo loading including MHE, cargo loading
platforms, restraint equipment, and in-aircraft systems. The 463L system is the Air Force standard for movement of
concentrated cargo. The system is extremely efficient and can reduce ground times by as much as 75 percent.
The 463L master pallet is made of corrosion resistant aluminum with soft wood core and is framed on all sides by
aluminum rails. The rails have 22 steel tie-down rings attached in such a manner that there are six rings on each long
side and five rings on each short side. The rails also have indents (notches) designed to accept the detinet locks located
on numerous types of MHE and are found on board all airlift-capable aircraft. The overall dimensions of the 463L pallet
are 108 inches wide by 88 inches long and 2 1/4 inches thick. However, the usable dimensions of the upper surface are
104 inches wide by 84 inches long. This allows for 2 inches around the periphery of the pallet to attach straps, nets, or
other restraint devices. An empty 463L pallet weighs 290 pounds (355 pounds with nets) and has a maximum load
capacity of 10,000 pounds. The maximum pounds per square inch (psi) for the 463L pallet is 250 pounds. Concentrated
loading should not exceed 330 pounds on any one square foot. If a load exceeds this amount, then shoring must be
3. ASB Chairman Michael Bayer told Jane's Defense
Weekly:
http://ad.doubleclick.net/adi/landforces.janes.com/News;sz=125x125;tile=3;ord
=021601085048?
"The ASB found that providing strategic lift from the
continental USA to intra-theatre staging grounds will
continue to be the major bottleneck in transportation.
Bayer noted that Boeing 747-style aircraft would
provide the greatest strategic lift potential because
they can carry more cargo further than the U.S. Air
Force's future mainstay Boeing C-17 Globemaster III
transport aircraft. Noting that because "there is a huge
demand for strategic lift", the ASB recommended that
expeditionary units plan to send as much equipment as
possible on 747-type aircraft, freeing up scarce space
on the C-17s."
4. FM 55-9 Field Manual No. 55-9
HEADQUARTERS
DEPARTMENT OF THE ARMY
Washington, DC, 5 April 1993
UNIT AIR MOVEMENT PLANNING
CHAPTER 3
CIVIL RESERVE AIR FLEET AIRCRAFT
www.adtdl.army.mil/cgi-bin/atdl.dll/fm/55-9/Ch3.htm
"Problems associated with loading
CRAF aircraft are not usually
encountered in loading military aircraft.
The cargo compartment of a B-747, for
example, is 16 feet above ground level
(AGL). Standard military materials-
handling equipment cannot be used to
load the aircraft. Like the floors of the
KC-10, the floors of all civilian aircraft
are not strong enough to withstand the
ground pressure of vehicles. A subfloor
of 463L pallets must be installed before
loading any vehicles. Despite
subflooring, any vehicle heavier than a
2 1/2-ton truck cannot be loaded onto
most civilian aircraft. Pallet stations may
also have weight restrictions, and
planners must adjust loads (see AMCP
55-41)."
"Except for some B-747 models with
ramps, vehicles cannot be driven onto
the aircraft as doors on the fuselage
sides are relatively small."
5. With a "sub-floor" of 463L pallets 11-ton M113A3s can be air-transported by cargo 747s; 18.8 ton LAV-IIIs
cannot even fit and are too axle heavy...the M113A3 weighs roughly the same as a 2.5 truck = 11 tons.
How many M113A3s in a B-747?
Vehicle length figures are:
In Army Service:
M113A3 = 208.5 inches long
M973A2 (BV-206S) SUSV = 272 inches long
Wiesel 1 = 137.79 inches long
Army type-classified:
M8 AGS = 239.4 inches long
Wiesel 2 = 165.35 inches long No stuck wheels!
LAV-III = 274 inches long
B-747 in 33 x 463L pallet configuration (2 rows of 16 x 108" wide x 88" long pallets) = 1344 inches
total length available
So a B-747 could carry 6 x M113A3s = 1254 inches
6 M113A3 Armored Fighting Vehicles! (M113A3s likely loaded side-by-side, 3 long)
So if the U.S. Army was prudent, it would base its IBCT Infantry Carriers around M113A3s so it could use
CRAF and/or leased cargo 747s to guarantee in a crisis that the majority of its air-deployable forces can
get to the conflict to achieve land maneuver dominance to balance out precision firepower forces so
enemies can be collapsed not just attrited/annihilated. Recon Surveillance Target Acquisition (RSTA)
wheeled non-amphibious, terrain-limited HMMWVs replaced by existing amphibious, helicopter-
transportable 8-ton M973A2 SUSVs upgraded with BV-206S armor kits (6-8 per 747) or 4-ton tracked
Wiesel 2 AFVs for 16-21 per cargo 747 depending on 2-row loading with 463L flooring or 3-row loading
without 463Ls are used. IBCT Mobile Gun System would be tracked M8 Armored 105mm Gun System
shoot-on-the-move light tanks which may be 747 transportable with extra plywood shoring on top of the
463L pallet second floors, giving BCT surprise meeting engagement and MOUT winning
firepower/lethality. M113A3 (Gavins), BV-206S or Wiesels (Ridgways) and M8 (Bufords) would all have
rubber, single-piece “band-tracks” to lighten their overall weight and reduce pressures on cargo 747 floors.
7. TRACKED M113A3/4 Gavins in cargo B-747
Corner Vertical
Clearance 3.05 m
3.0 m
Height = 2.49 m Centre Vertical
Width = 2.7 m Clearance 3.12 m
Length = 4.85 m
M113 M113 M113
Side Cargo Door (SCD) 2.7 m 2.7 m
Clearance
Loading Ramp
3.4 X 3.05 (3.12) m
Auxiliary Auxiliary
Fuel Cells Fuel Cells
Boeing KC-33A (KC-747-400F)
(c) 2001, Carlo Kopp
M113A3 Loading Fit Check
9. The Freighter/Combi Nose Door allows the aircraft, with minor
modifications, to carry the Boeing On Board Loader device, which is stowed
in the nose of the aircraft and deployed once on the ground to provide
autonomous freight handling. This device takes 30 minutes to deploy or
stow, weighs 6.6 tons and can handle payloads of up to 13.6 tons. When
stowed it displaces two 2.44 x 6.05 meter containers or 6.7 per cent of main
deck capacity. The Boeing On Board Loader may be disconnected from the
aircraft nose and used as a free standing loader. It is designed to load and
unload 2.44 x 6.05 meter pallets or containers, using either the Nose Door or
the Side Cargo Door. The loader is powered from the aircraft’s electrical
system at either door, or by a ground based generator. This loader may not
be suitable in its basic configuration for the handling of the M113A3/4s and
may require some size changes to get a looser fit, though its width and
length seem adequate. Nominal time to load or unload an aircraft using this
device is about one hour, assuming the device is already deployed. One
option is a mixed fleet with only some aircraft fitted with the Nose Door,
4
whereby these are used to deploy one or more Boeing On Board Loaders
into a site at the beginning of a lift. These loaders would be recovered at the
end of the airlift. Other aircraft without Nose Doors would use the deployed
loaders. There may be some scope for faster reconfiguration time between
the airlift and troop carrying configuration, by using dedicated 2.44 x 6.05
meter pallets fitted with fixed canvas troop seats, rather than commercial
Combi airliner seating. This could be implemented in a manner which saves
considerable weight, against commercial seating, thereby allowing more
troops and freight to be loaded into the aircraft. A simple measure of the
Boeing 747-200CF/300CF/400F as an airlifter is that it provides payload
range performance in the class of a C-5 Galaxy, but its freight loading door
limits payload items to sizes similar to those carried by a C-130 Hercules or
C-141 Starlifter. With the exception of length, the Boeing 747 SCD can
handle items slightly larger than either the C-130 or C-141. Therefore any
Army assets air-portable by C-130 would almost certainly be portable by
747, thereby taking a significant load off the USAF C-17/C-130 fleet.
5 6
11. M35 2.5 ton truck
on sliding pallet
Cargo on sliding
pallet
12. Boeing On Board Loader (BOBL)
Side Cargo
Door The Boeing On Board Loader was
manufactured by Boeing for the Iraqi national
airline during the nineteen eighties. This
device is designed to be stowed in the nose
of a Boeing 747-200C/F Combi or Freighter.
The nominal time to load or unload the full
capacity in pallet or container freight for a
747-200C/F is about 1 hour.
Loader Weight: 6.6 tons
Deployment Time: 30 minutes
2.44 meters Stow Time: 30 minutes
Power Supply: 747 electrical system or
115V/400 Hz ground generator
Maximum Payload Mass: 13.6 tonnes
Maximum Payload Size: 2.44 x 6.05 meter
pallet (see left) or container or vehicle. Minor
modifications are required to the Nose Door
area to accommodate attachments for loader
deployment and stowing.
The existing loader design can be used for
standard pallet and container freight, and
vehicles.
More than 2.2 inches for M113A3 width to fit
13. KC/C-25/33 RO/RO Onboard
Loader
• Based on proven Boeing On Board Loader
(BOBL) design used on 747-200C Combis.
• Stowed in the nose of the K/C-25/33.
• Deployment similar to existing Boeing On
Board Loader, but additional phase is
required to unfold the RO/RO ramp.
• May be detached and used as RO/RO ground
loader for K/C-25/33,and CRAF 747-
200F/400F not so equipped.
• Design target is 17-ton tracked payload (M8
AGS).
14. Roll-On/Roll-Off cargo 747 nose ramp?
“We've come to the conclusion that a ramp would need to
be fabricated for the purpose and weight of the vehicles. I
would guess that some sort of folding design would be
desireable in order to slide under or next to the vehicles
on the main cargo deck. It's been suggested that FMC
(Food Machinery Corporation, www.fmc.com) might be a
good candidate for this item.
Sorry I can't be more help, but the good news is that
development of a loading ramp wouldn't be that difficult
once the dimensions are determined (based on
approach/departure angles of the vehicles, vehicle climb
capability, etc.), the stowage limitations with vehicles on
board, any folding requirements to meet stowage space,
amount of manpower assumed to operate ramp versus
machinery requirements, etc. An interface between ramp
and airplane would be required. It would be a fun project
to work on!”
Ronald E Wilander
Boeing Service Engineering
Phone 425-266-5609, FAX 425-266-4884
40-84, Col F9
15. Dr. Carlo Kopp Australian Aerospace
analyst’s RO/RO 747 Ramp for M113 Gavins
17. K/C-25/33 and AFVs
• Nose Cargo Door (NCD) : 8ft 2in height, 8 ft 8
in upper width, lower width is determined by
RO/RO loader design. Side Cargo Door
(SCD): 10 ft height, 11 ft 2 in width.
• RO/RO load/unload through NCD:
M113A3/A4 with low-profile turret, M8 AGS
light tank with low-profile turret. Standard
freight 463L pallets as second floor for
vehicles, offloaded using BOBL RO/RO
and/or USAF Tunner transloader.
• Main deck internal width and height adequate
for side-by-side carriage of M113A3/A4 AFVs
(paper fit checks). Floor strength increases
may be required over commercial 747-400F
for M8 AGS (TBD).
18. Built-in Airstairs to load
crew/Soldiers
One problem is the absence of a door or hatch and internal ladder for crew and passenger access
to 747 aircraft at sites without appropriately sized boarding facilities for airliners. The solution is to
employ a modification used on the USAF’s Boeing E-4 NEACP airborne command post and the VC-
25A VIP aircraft. These aircraft carry a deployable set of airstairs stowed in the forward lower lobe
cargo bay. The VC-25A and E-4B both carry internal airstairs to provide crew and passenger
access at sites without airliner boarding facilities. The airstairs deploy from the forward cargo
door. Integration of the deployable airstairs would render some small portion of the main deck
floor above the forward lower lobe cargo bay unusable for freight, so as to provide space for a
hatch to access the airstairs. Since retractable stairs should be installed to provide access
between the main deck and the upper deck, these should be located adjacent to the hatch to the
airstairs to minimise the loss to main deck floor space. The airstairs provide the ability to load and
unload passengers, as well as providing access for the crew, regardless of site facilities
19. C-25/33A
U.S. ARMY/TRANSCOM
www.defence.gov.au/aerospacecentre/publish/paper82.htm
Australian cargo/tanker 747 study
Morton, Beyer & Agnew (MBA), Future Aircraft Values, 1999 Edition, pp.56, 143-144. Freight
conversions are performed by Boeing Wichita, GATX-Airlog, Pemco Aeroplex, Israel Aircraft
Industries and HAECO with costs depending on the scope of the conversion package. Typical
costs are between $12M and 20M per airframe.
P. 137. Many late build 747-200 series aircraft will have acceptable fatigue life and the following
analysis and conclusions for the 747-200/300 series would apply to these. The last -200F
freighters were built during the early 1990s. Typically the fatigue life of older 747s can be
extended through Section 41 reworks, and Pylon and D checks, with the cost of such a work
package reaching up to USD 10M per aircraft. Engine overhauls typically cost $1.5M each at
intervals of 1200 to 1500 cycles.
20. USAF Future Tanker Requirements can also
be met by KC-33 variants
RWR/DECM
IFF Interrogator UHF Comm, IFF, GPS, Satcom
AAR Receptacle
2 x Bubble Windows
Side Cargo Door AMC
Freighter Floor
40602
JTIDS
602
U.S. AIR FORCE
Boom (KC-135R)
(c) 2
001,
Car lo Ko
pp
Nose Door
Internal Loader
Lower Deck Auxiliary Fuel Cells AAR Operator Station
JTIDS Internal Airstairs Fuel Manifolds
2 x Hose/Drum Unit
Upper Deck Stairs Fuel Pumps, Valves
Single Point Receptacle AAR Formation Lighting
2 x TACAN Beacons
Boeing KC-33A (KC-747-400F) Strategic Tanker/Transport
21. KC-25/33A Tanker/Transport
• C-33A airlifter (military modified cargo B-747)
with lower deck auxiliary fuel tanks (~90 klb),
AAR boom and other AAR modifications as
required.
• Boom design tested for USAF ACTA and
export KC-747-100, using 6,000 lb/min KC-
135 boom.
• Optionally, KC-10A 10,000 lb/min boom could
be used, at some cost in extra NRE.
• Low risk adaptation of basic C-25/33A using
proven and flight tested hardware.
• Offload performance better or equal to
existing USAF KC-10A, with 0.85 Mach cruise
airframe.
22. Why KC-25/33A and C-25/33A?
• Integral AAR (Air-Air Refueling) capability in
the APAF airlift force.
• KC-25/33A refuels C-25/33A, C-5A/B, C-17,
C-141B and C-130X to Army VDTP helos,
FTR in the same package, therefore reducing
or eliminating demand for USAF AMC KC-
135R and KC-10A tankers.
• If AAR receptacles fitted to USAF C-130Xs,
(during upgrade to “J” propfans/engines) then
all airlift assets can be refueled by the airlift
force’s integral AAR capability. C-130Xs
become strategic airlift assets.
23. The poor load-bearing capacity, lack of length/smoothness of most landing strips/runways in potential problem
areas prevents the direct-insertion of troops and supplies by civilian airliners; only military transports using
parachute airdrop can seize the initial assault landing zone and then airland using their rough field landing gear
and short take-off/landing features. Therefore a two-tier model, whereby the strategic heavy-lift aircraft deliver to
the nearest airfield with a 747-rated runway, and USAF C-130, Army CH-47D/Fs are employed over shorter
distances to deliver the payloads into the area of operations. Should a runway of suitable quality be available in
the immediate vicinity of the problem area, the exposure of a high-value asset such as a large transport to small-
caliber ground fire, shoulder-launched SAMs or mortar attack on the ground must be avoided. Current U.S. Army
thinking is to restructure its assets so that everything can be lifted into a theatre by a C-17, and then moved
inside the theatre by a C-130. See Fulghum D.A., “Army Chief Stresses Agility, Firepower”, AW&ST, 18 October
1999, page 36
Strategic Cargo 747s fly vehicles/men
to Theater Support Base (TSB); USAF
C-130Xs and Army CH-47D/Fs fly
CH-47F Chinook them to the Assault Zone
C-130X Hercules
M113 Gavin
24. Just 7 x cargo
747s can move
*TRANSCOM asset,
a 42 x
frees USAF airlift to
M113A3s or
airdrop/STOL airland
M973A2s!
Army force-entry
units Mechanized
Infantry
*Can be Pre-
Battalion
Positioned/Loaded
Combat Team
* Low-Cost using or RSTA in one
existing M113A3s, lift!
M973A2s and unused
24 x 747s move
747s under lease
an entire
* Moves BCT Brigade
vehicles, supplies, Combat Team!