Those Who dont have the courage to leave the shore never find the land

Those Who dont have the courage to leave the shore never find the land

Those Who dont have the courage to leave the shore never find the land

Deicing system details

Types of ice protection systems

• pneumatic deicing boots
• thermal
  • turbine engine bleed air
  • electrical heating elements
• electro-mechanical
• weeping wing

The pneumatic boot is a rubber device attached to a wing's leading edge, invented by the Goodrich Corporation (previously known as B.F. Goodrich) in 1923. Portions of the boot are inflated to break ice off of the boot, de-icing the wing. Rubber boots are used on jets and propeller driven aircraft.

A bleed air system is used by jet aircraft to keep flight surfaces above the freezing temperature required for ice to accumulate (called anti-icing). The hot air is "Bled" off of the jet engine into tubes routed through wings, tail surfaces, and engine inlets.

Electrical thermal systems use electricity to heat the protected surface. The electric heaters are usually flexible enough to use as anti-icers or de-icers. As a de-icer, the heater melts the ice, the ice no longer sticks to the surface due to aerodynamic forces. As an anti-icer, the heater keeps the surface to the point that the ice does not form.

Electro-mechanical systems use a mechanical force to knock the ice off of the flight surface. Typically, actuators are installed underneath the skin of the structure. The actuator is moved to induce a shock wave in the protected surface to dislodge the ice.

A weeping wing system uses a liquid (such as ethylene glycol) to coat the surface and prevent ice from accumulating.

Wing and Flight Surfaces

Ice accumulates on the leading edge of wings, tails, and horizonal stabilizers as an aircraft flies through a cloud containing super-cooled water droplets. Ice forms because super-cooled water droplets in clouds contact the aircraft. This contact imparts energy into the droplet and causes it to change from liquid water to solid water (ice). As the ice layer grows (accretes), it affects the airflow over the affected surface. If the layer grows large enough, it can create lift or handling problems for the aircraft.

Rotary Surfaces

Ice can also accumulate on helicopter rotor blades and aircraft propellers. The accretion causes weight and aerodynamic imbalances that are amplified due to the rapid rotation of the propeller or rotor.

Engine Inlets

Ice accreting on the leading edge (lip) of engine inlets causes flow problems and can lead to ice ingestion. In turbofan engines, laminar airflow is required at the face of the fan. Because of this, most engine ice protection systems are anti-ice systems (prevent build up).

Companies

Goodrich Corporation (formerly B.F. Goodrich), De-icing and Specialty Systems (DSSD)
Cox Aerospace
Kelly Aerospace, Thermal Systems Division
Ice Management Systems
Hutchinson Aerospace
Meggitt Thermal Systems

Accidents

• USAir Flight 405

Deicing System

De-icing is the process of removing ice from a surface.

Anti-icing is the process of preventing ice from forming on a surface.

De-icing can be accomplished by mechanical methods (scraping), through the application of heat, by use of chemicals designed to lower the freezing point of water (various salts or alcohols), or a combination of these different techniques.When there are freezing conditions and precipitation, it is critical that an aircraft be de-iced. Failure to do so means the surface of the aircraft's wings will be too rough to provide for the smooth flow of air and thereby greatly degrading the ability of the wing to generate lift, possibly resulting in a crash. If large pieces of ice separate once the aircraft is in motion, they can be ingested into turbine engines or impact moving propellers and cause catastrophic failure. Thick ice can also lock up the control surfaces and prevent them from moving properly. Because of this potentially severe consequence, de-icing is performed at airports where temperatures are likely to dip below the freezing point.De-icing techniques are also employed to ensure that engine inlets and various sensors on the outside of the aircraft are clear of contamination caused by ice or snow.De-icing on the ground is usually done by spraying aircraft with a deicing fluid such as monopropylene glycol, similar to the toxic ethylene glycol antifreeze used in some automobile engine coolants. Ethylene glycol is still in use for aircraft deicing in some parts of the world, but Monopropylene glycol is more common due to the fact that it is classified as non-toxic, unlike ethylene glycol. Nevertheless, it still must be used with a containment system to capture all of the used liquid, so that it cannot seep into the ground and streams. Even if it is classified as non-toxic, it still has negative effects in nature, as it uses oxygen as it breaks down, causing other life to suffocate. (In one case, a significant snow in Atlanta in early January 2002 caused an overflow of such a system, briefly contaminating the Flint River downstream of the Atlanta airport.) Many airports successfully recycle used deicing fluid, separating out water and solid contaminants in order to be able to reuse the fluid.Though there are several different formulations of deicing fluid, they fall into two basic categories: Heated glycol diluted with water for deicing and snow/frost removal, also referred to as "Newtonian fluids", and unheated, undiluted glycol that has been thickened (imagine half-set gelatin), also referred to as "Non-Newtonian fluids", that is applied as an agent to retard the future development of ice or to prevent falling snow or sleet from accumulating. In some cases both types of fluid are applied, first the heated glycol/water mixture to remove contaminants, followed by the unheated thickened fluid to keep ice from reforming before the aircraft takes off. This is referred to as "a two-step procedure".Inflight ice buildups are most frequent on the leading edges of the wings, tail and engines (including the propellors or fan blades). Lower speed aircraft frequently use pneumatic boots on the leading edges of wings and tail to affect de-icing in flight. The rubber coverings are periodically inflated, causing ice to crack and flake off in the slipstream. Once the system is activated by the pilot, the inflation/deflation cycle is automatically controlled. In the past, it was thought such systems can be defeated if they are inflated too soon; that the pilot must allow a fairly thick layer of ice to form before inflating the boots. More recent research shows “bridging” does not occur with any modern boots (ref: http://www.aopa.org/asf/publications/sa11.pdf).Some aircraft may also use electrically heated resistive elements embedded in a rubber sheet cemented to the leading edges of wings and tail surfaces, propeller leading edges, and helicopter rotor blade leading edges. Such systems usually operate continuously. When ice is detected, they first function as de-icing systems, then as anti-icing systems for the duration of flight in icing conditions. Some aircraft use chemical de-icing systems which pump antifreeze such as alcohol or propylene glycol through small holes in the wing surfaces and at the roots of propeller blades, causing the ice to melt and making the surface inhospitable to further ice formation. A fourth system, developed by the National Aeronautics and Space Administration, detects ice on the surface by sensing a change in resonance frequency. Once an electronic control module has determined that ice has formed, a large current spike is pumped into the transducers to generate a sharp mechanical shock, cracking the ice layer and causing it to be peeled off by the slipstream.Many modern civil fixed-wing transport aircraft use anti-ice systems on the leading edge of wings, engine inlets and air data probes using warm air. This is bled off the powerplants and is ducted into a cavity just under the surface to be anti-iced. The warm air heats the surface up to a few degrees above zero, preventing ice from forming on that surface. The system may operate completely autonomously, switching itself on and off as the aircraft enters and leaves icing conditions.

Infrared deicing

Infrared is the transmission of energy by means of electromagnetic waves or rays. Infrared is invisible and travels at the speed of light in straight lines from the heat source (the emitter) to all surfaces and objects (the receivers) without significantly heating the space (air) through which they pass. When infrared waves strike an object, they release their energy as heat. This heat is then either absorbed or reflected by the cooler surface. Infrared energy is continually exchanged between "hot" and "cold" surfaces until all surfaces have reached the same temperature (equilibrium). The colder the surfaces, the more effective the infrared transfer from the emitter. This heat transfer mechanism is substantially faster than conventional heat transfer modes used by conventional deicing (convection and conduction) due to the cooling effect of the air on the deicing fluid spray.The benefit of Infrared Aircraft Deicing is the dramatic reduction in traditional fluid deicing methods, which pose environmental contamination risks and require extensive and expensive collecting methods. With Infrared Deicing, an aircraft can simple taxi through an infrared-equipped hanger near gates. Deicing occurs in less time than required by conventional means, which means a reduction of both costs to the airlines and delay times for passengers. The drawback is the high energy consumption, which reduces the environmental benefits.One of the market leaders in Infrared Deicing is a Canadian company known as Radiant Energy Corp. They have implemented various facilities in Norway and New York's JFK airport, and recently have come under contract to supply infrared deicing across the state of Alaska. More information can be found at Radiant Energy's Website [1]

Roads

De-icing of roads has traditionally been done with salt, spread by snowplows or other dump trucks designed to spread it, along with sand and gravel, on slick roads. Sodium chloride (rock salt) is normally used, as it is inexpensive and readily available in large quantities. However, since salt water still freezes at -18°C or 0°F, it is of no help when the temperature falls below this point. It also has a strong tendency to cause corrosion, rusting the steel used in most vehicles and the rebar used in concrete bridges. More recent snowmelters use other salts, such as calcium chloride and magnesium chloride, which not only depress the freezing point of water to a much lower temperature, but also produce an exothermic reaction. They are somewhat safer for concrete sidewalks, but excess should still be removed.More recently, organic compounds have been developed that reduce the environmental issues connected with salts and have longer residual effects when spread on roadways, usually in conjunction with salt brines or solids. These compounds are generated as byproducts of agricultural operations such as sugar beet refining or the distillation process that produces ethanol.[2]Since the 1990s, use of liquid chemical melters has been increasing, being sprayed on roads by nozzles instead of a spinning spreader. Liquid melters are more effective at preventing the ice from bonding to the surface than melting through existing ice.In Nagano, Japan, relatively inexpensive hot water bubbles up through holes in the pavement to melt snow, though this solution is only practical within a city or town. Some individual buildings may melt snow and ice with electric heating elements buried in the pavement, or even on a roof to prevent ice dams under the shingles, or to keep massive chunks of snow and dangerous icicles from collapsing on anyone below. Small areas of pavement can be kept ice-free by circulating heated liquids in embedded piping systems.

INTRODUCTION TO CLOUDS

Clouds
Clouds are visible accumulations of water droplets or solid ice crystals that float in the Earth's troposphere (the lowest part of the Earth's atmosphere), moving with the wind. From space, clouds are visible as a white veil surrounding the planet.

How Clouds Form: Clouds form when water vapor (water that has evaporated from the surface of the Earth) condenses (turns into liquid water or solid ice) onto microscopic dust particles (or other tiny particles) floating in the air. This condensation (cloud formation) happens when warm and cold air meet, when warm air rises up the side of a mountain and cools as it rises, and when warm air flows over a colder area, like a cool body of water. This occurs because cool air can hold less water vapor than warm air, and excess water condenses into either liquid or ice. For more on the water cycle, click here.

Types of Clouds:

Prefixes and Suffixes Used to Describe Clouds:
Clouds are defined by both the way they look and how high they are in the atmosphere. For example, cirro (meaning "wisp of hair") is a prefix given to high-altitude clouds (above 20,000 feet). Alto (meaning "high") is a prefix given to mid-altitude clouds (between 6,000 and 20,000 feet). There is no prefix for low-altitude clouds. When clouds are by the ground we call them fog.

Nimbo (meaning "rain") as a prefix, or nimbus added as a suffix, in a cloud name indicates that the cloud can produce precipitation (rain, snow, or other forms of falling water). Cumulo (meaning "heap") refers to piled-up clouds. Strato (meaning "layer") refers to flat, wide, layered clouds.

Type of Cloud (Genus)	Abbreviation	Appearance	Composition	Altitude (height)
Cumulo-nimbus =Thunderheads	Sb	Can cause lightning, thunder, hail, strong rains, strong winds, and tornadoes		Near ground up to 75,000 feet (Vertical clouds)
Cirro-stratus	Cs	Thin, wispy, appears in sheets. Located above thunderheads		Above 18,000 feet (High-altitude clouds)
Cirrus	Ci	Thin, wispy, filamentous, or curly	Mostly composed of ice crystals	Above 18,000 feet (High-altitude clouds)
Cirro-cumulus	Cc	Small, puffy, patchy and/or with a wavelike appearance		Above 18,000 feet (High-altitude clouds)
Alto-cumulus	Ac	Medium-sized puffy, patchy, scattered clouds - often in linear bands		6,500 - 20,000 feet (Middle-altitude clouds)
Alto-stratus	As	Thin, uniform		6,500 - 20,000 feet (Middle-Alttude clouds)
Strato-cumulus	Sc	Broad and flat on the bottom, puffy on top,		Below 6,500 feet (Low-altitude clouds)
Cumulus	Cu	Puffy and piled up.		Below 6,500 feet (Vertical clouds)
Stratus	St	Uniform, flat, thick to thin layered clouds will ill-defined edges	Mostly composed of liquid droplets	Below 6,500 feet (Low-altitude clouds)
Nimbo-stratus	Ns	Uniform, dark, flat, low, featureless clouds that produce precipitation	Mostly composed of liquid droplets	Below 6,500 feet (Low-altitude clouds)
Fog	Very low stratus clouds		Mostly composed of liquid droplets	In contact with the gound (Ground-hugging clouds)

Other types of clouds:
Mammatus clouds are dark clouds shaped like sagging pouches. These clouds often appear after a tornado.

Orographic clouds are clouds that are formed as moist air rises over mountains or other major geographic features. The air floats up the side of the mountain and cools quickly, condensing and turning into a cloud.

A pileus cloud is a smooth cloud that is found over or on the top of a major geographic feature, like a mountain.

A contrail (short for CONdensation TRAIL) is a cloud-like vapor trail that forms behind some aircraft when flying in cold, clear, humid air. The contrail forms from the water vapor contained in the jet's engine exhaust.

Crash Landed B777

A China Airlines (CAL) Boeing 737-800 nearly ran off the end of a runway on takeoff in southern Japan on 5 October.

The aircraft only got airborne at the end of the runway and the main landing gear appears to have hit something on the ground as it took off, according to television footage taken at the scene.

Some news reports say a broken runway light was later found at the end of the runway.

A CAL spokesman in Taipei says the incident happened at around 14:00 on 5 October at Japan’s Saga airport and it was the same aircraft that had been parked at Saga airport since 20 September undergoing repairs.

The aircraft, registered as B-16805, needed to be repaired because it had a 77cm crack in the rear fuselage.

When asked why the aircraft appeared to have been travelling down the runway slowly and only got airborne at the end, CAL’s spokesman says there was a problem with the aircraft’s speed indicator. There was a substantial difference between what the captain’s was showing and what the co-pilot’s was showing, he adds.

He also says that after takeoff the captain returned the 737 to Saga because he was concerned about the speed indicator and the fact that weather near Taiwan would be bad because of a typhoon.

There was no damage to the aircraft as a result of the takeoff and no passengers were on board because it was on a ferry flight back to Taiwan, he adds.

It is unclear whether the Japanese authorities will be investigating this latest incident, says the spokesman. He adds that when the aircraft eventually returns to Taiwan it will be grounded for a few days for inspections before entering commercial service.

A spokeswoman for Taiwan’s Aviation Safety Council (ASC) says that at this time the ASC has no plans to investigate the incident and is waiting to hear from its counterpart in Japan. It is a public holiday in Japan today.

My Industrial Visit On SERC

Those Who dont have the courage to leave the shore never find the land

Industrial Visit – Report Dated, January 08, 2008

Structural Engineering Research Centre – Chennai

Purpose of the Visit:

To get a clear idea about the researches those are carried on the field of

· Wind Testing

· Fatigue Testing

· Seismic Effect Testing

So let we see in detail about the places we visited.

Wind Tunnel Testing:

TECHNICAL DATA

( Boundary Layer Wind Tunnel )

Type : Open ground Blower type

Variable Speed : 0.5 m/s to 55 m/s

Fan : axial flow

Power rating for fan motor assembly : 600 HP

Test Section : 1.8 m x 2.5 m ( H x B )

Construction Ratio : 1.5

Exit velocity : 11 m/s (Max)

( Adjustable ceiling )

We understood the clear function of the wind tunnel which is totally different from the wind tunnel that is placed in our college lab. We directly watched the functions of it. They are testing an antenna (weather) model which is going to be placed in Pune, the time we went there. Also we saw a lot of models that has been tested there. We got the clear idea on how the model is prepared and also how it is made based on the purpose. ( Pressure analyzing or flow visualization ). We saw that the models are prepared in a reduced size such that it will fix in the test section. We also witnessed the calculations that are taking place around the huge wind tunnel with the help of computers and manual calculations.

Fatigue Testing :

In fatigue testing laboratory we saw the huge hydraulic jack which supplies 1000 KN on the material we place. Generally they place railway tracks, power plant pipe components, steel pipes, sewage sections which are made of either stainless steel or carbon steel. The company initially made the components with nil defects. After they make some initial cracks and they are testing the consistency by applying the load 2 million times cyclically. We got a clear idea on the cycles they applied. With the help of ACPD ( Alternate Current Potential Difference ) they monitor the crack development and the process. Thus they analyze the failur

e nature of the material under different load condition.

Seismic Testing Laboratory:

The structures which are going to be constructed are built in a reduced size and they apply the lateral loads on it. With the help of strain gauge technique they analyze the damage level and prepare a solution to damp that. They also have a stimulator section which is 4 m x 4m (Around three) to test the structures in different seismic level (that is to say in rector). They collected the three dimensional data from various geographical institute which have the large data of earthquake details. They feed it in the computer and later with the help of the actuators they stimulate the same quake level and analyze the damage. They are also testing the dampers placed in the structure (elasto-plastic dampers) and also the damping fluids (Magneto Realogical Fluid) which change its viscosity according to the vibrations. Even we had a nice question se

ssion with the chief in the seismic laboratory. He cleared a lot of doubts from the students.

Conclusion:

Thus we have completed our visit in a very useful manner.

This Video is on Antartica Landing

This is posted to inspire the viewers to think extreme to succeed in life

-SK. Karthick (Aero)

Arrogant Landing In Antartica

Marvelous Leap Of Mankind:

A passenger jet has made a historic landing on a new blue ice runway in Australia's Antarctic territory and regular flights are expected to start within a week, officials said Wednesday.

But trips on the Airbus A319 to the Wilkins Runway will be for scientists and research staff only, with no plans to open the airlink to tourists, project manager Charlton Clark told AFP.

The runway is four kilometres (2.5 miles) long, 700 metres thick and moves about 12 metres southwest a year because of glacial drift.

In the first trial landing on Monday, the plane pulled up within 1,000 metres despite the lack of friction to grab the wheels on the ice.

Clark said work had begun on the 10 million dollar (8.7 million US) runway 70 kilometres from Australia's Casey research station in 2005, with crews living in shipping containers.

"Just living in that environment, with conditions of minus 35 degrees and up to a hundred knots of wind, let alone doing the work, was an amazing undertaking," he said.

Using laser levelling technology, they graded and shaved the ice flat and must keep grooming it to keep it snow free.

The runway was named for the adventurer and aviator Sir Hubert Wilkins, who made the first flight in Antarctica 79 years ago.

Scientists and specialists working at Australia's Antarctic field stations, who previously had to spend weeks voyaging to and from the ice by sea, are expected to start flying within a week, he said.

Other nations with Antarctic research stations have been flying to the icy continent for years from countries such as New Zealand and South Africa, but using military aircraft.

The Australian Antarctic Division says its introduction of a modern jet aircraft, which can complete a return journey without refuelling, marks the start of a new era.

Charlton Clark(L) and Dr Jeremy Smith stand by the first Airbus A319 passenger jet to land in Antarctica

Charlton Clark(L), manager of the Antarctic Airlink Project, and Dr Jeremy Smith, Casey station leader, stand by the first Airbus A319 passenger jet to land in Antarctica on the purpose-built Wilkins glacial runway, around 70kms from the Australian Antarctic research station of Casey. Regular flights are expected to start within a week.

The first Airbus A319 passenger jet from arrives at the purpose-built Wilkins glacial runway

The first Airbus A319 passenger jet arrives at the purpose-built Wilkins glacial runway, around 70kms from the Australian Antarctic research station of Casey. Regular flights are expected to start within a week.

Australia has scored an Antarctic coup by successfully landing a commercial airliner at its polar base.

Its success has major implications for the Christchurch based polar operation which each summer despatches military aircraft southward.A statement from the Australian Antarctic Division said the Airbus A319 landed on the purpose-built Wilkins Runway, around 70 kilometres from Casey station, late on Sunday night and returned to Hobart early on Monday.

The first Airbus A319 passenger jet from Hobart arrives at the purpose-built Wilkins glacial runway, around 70km from the Australian Antarctic research station of Casey

Division director Tony Press said that it was a very exciting time in Australia's Antarctic history.

"It is a most ambitious undertaking which, for the first time, connects Australia and Antarctica with a permanent air link. It really is a tremendous achievement and marks a significant milestone for Australia's Antarctic Program.

"Operational crews reported that the aircraft handled the conditions well and had nothing but praise for Wilkins Runway. It has been a wonderful reward, too, for the ground support personnel who have worked so hard in sometimes appalling conditions."

The flight to Wilkins carried only operations personnel and was one of a series of successful 'proving' flights before final approval from authorities to allow passengers on board.

Press said that passenger safety was paramount to a successful air link.

"Everything is on schedule as the air link nears final approvals."

Regular operational flights to Antarctica will begin once regulatory approvals are completed over the next week or so.

The Royal New Zealand Air Force and the USAF Air National Guard annually fly C130 Hercules to Williams Field near Scott Base. The USAF also flies C17 Globemasters to the ice.

The RNZAF has considered using their Boeing 757s on the polar flights.nected itself to the polar continent with a permanent air link.

Lufthansa - Boeing Aircraft

Watch This One pl Please

Introduction To Nimitz Class Carrier

The Nimitz-class supercarriers are a line of nuclear-powered aircraft carriers in service with the US Navy, and are the largest capital ships in the world. These ships are numbered with consecutive hull numbers starting with CVN 68. The letters "CVN" denote the type of ship: CV is the hull classification symbol for Aircraft Carriers, and N to indicate nuclear-powered propulsion. The number after the "CVN" means that this is the 68th "CV", or aircraft carrier.
Nimitz (CVN-68), the lead ship of the class, was commissioned in 1975. As of 2006, George H. W. Bush (CVN-77), the tenth and last of the class, was built by Northrop Grumman Newport News and will enter service in 2008. Bush will be the first transition ship to the Ford class, the first ship of which is to start construction in 2007 and will incorporate new technologies including a new multi-function radar system, volume search radar and open architecture information network, and a significantly reduced crew requirement. To lower costs some new technologies were incorporated into Ronald Reagan, though not nearly as many as will be involved with Bush.
Because of construction differences between the first three ships (Nimitz, Eisenhower and Vinson) and the latter seven (from Theodore Roosevelt on), the latter ships are sometimes called Theodore Roosevelt-class aircraft carriers, though the U.S. Navy considers them to all be in one class.[citation needed] As the older ships come in for Refueling and Complex Overhaul (RCOH), they are upgraded to the standards of the latest ships.
By tonnage, Nimitz class are the largest class of carriers built so far, holding the world record for displacement of any naval war vessel. When Bush is completed, the ten ships of the class will total just under a million tons combined displacement. Although the Nimitz class ships are the heaviest ships in the US fleet they are not the longest ships in the fleet, as that attribute belongs to the carrier Enterprise.
Nimitz was the first to undergo her initial refueling during a 33-month RCOH at Newport News Shipbuilding in Newport News, Virginia, in 1998. Dwight D. Eisenhower was next, completing RCOH in 2005. Carl Vinson began RCOH in late 2005. USS Abraham Lincoln entered dry dock at PSNS on September 8, 2006, leaving ahead of schedule on December 18.

General characteristics
Builder : Newport News Shipbuilding Company, Newport News, Virginia
Power Plant : Two A4W reactors, four shafts
Length : 333 m (1092 ft) overall
Flight Deck Width : 76.8 - 78.4 m (252 - 257 ft 5in)
Beam : 41 m (134 ft)
Displacement : 98,235 - 104,112 tons full load
Speed : 30+ knots (56+ km/h)
Aircraft : 85 (current wings are closer to 64, including 48 tactical and 16support aircraft) Intended to operate aircraft currently including the F/A-18 Hornet, EA-6B Prowler, E-2 Hawkeye, C-2 Greyhound, SH/HH-60 Seahawk, and S-3 Viking for many missions including self defense, land attack and maritime strike.
Cost : about US$4.5 billion each
Average Annual

Operating Cost : US$160 million
Service Life : 50+ years
Crew : Ship's Company : 3,200 — Air Wing: 2,480
Armament:
NATO Sea Sparrow launchers: three or four (depending on modification)
20 mm Phalanx CIWS mounts: Three on Nimitz and Eisenhower and four on Vinson and later ships of the class, except Roosevelt and Washington which have three. (USS Ronald Reagan has none, initially outfitted with Rolling Airframe Missile system during construction)
RIM-116 Rolling Airframe Missile: Two on Nimitz, Washington and Reagan, will be retrofitted to other ships as they return for RCOH.
Date Deployed: May 3, 1975 (Nimitz)

Class overview Builders:

Newport News Shipbuilding
Operators : United States Navy
Preceded by : Kitty Hawk-class
Followed by : Gerald R. Ford-class
Commissioned : May 3, 1975
Ships in class : 10
Ships active : USS NimitzUSS Dwight D. EisenhowerUSS Carl VinsonUSS Theodore RooseveltUSS Abraham LincolnUSS George WashingtonUSS John C. StennisUSS Harry S. TrumanUSS Ronald Reagan
Ships fitting out : USS George H. W. Bush

General Characteristics:

Displacement : 102,000 tons
Length : 332.9 m
Beam : 40.8 m
Draught : 11.9 m
Propulsionand power : Nuclear propulsion260,000 shp
Speed : 30+ knots
Complement : 3,200 ships company2,500 air wing
Armament : 16-24 surface-to-air missiles4 close-in weapons systems
Aircraft carried : Up to 90