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July 6/18: Russia to develop own EMALS Russia’s United Shipbuilding Corporation is reportedly developing a new aircraft launch system to be deployed on aircraft carriers. The company did yet not specify the characteristics of these systems or the timeframe of their development. Russia currently has one Soviet-era aircraft carrier that is equipped with a ski-jump ramp. An aircraft launch system aboard an aircraft carrier is needed to accelerate radar surveillance aircraft or planes whose thrust/weight ratio is insufficient for taking via a ski-jump ramp. Current steam catapult technology is very stressful for the aircraft involved, very maintenance intensive, and not really compatible with modern gas turbine propulsion systems. It is quite likely that the system to be developed will be an electromagnetic aircraft launch system. EMALS aims to leap beyond steam’s limitations, delivering significant efficiency savings, a more survivable system, and improved effectiveness. An electromagnetic catapult is a mechanism, which accelerates an aircraft by linear induction motors instead of steam shuttles. This principle is used on monorail railroads.

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EMALS deck testing begin aboard CVN 78, Gerald R. Ford. The Launch Control Subsystem is the 1st below-deck testing assessment, which will try to get a handle on how all of the sub-systems work together on board. Fortunately, EMALS has personnel on hand like EMALS integrated product team lead George Sulich, who has been with the program since its inception in 1999.


July 20/15: Details have emerged regarding the technical specifications of India’s second indigenous aircraft carrier. The Indian Navy has reportedly sent requests to four shipyards to begin a design dialogue. These include Lockheed Martin, BAE Systems, DCNS and Rosoboronexport. The new design will differ significantly from the first indigenous carrier, INS Vikrant, currently under construction at Cochin; instead of a ski-jump used to launch aircraft, the new carrier will use a catapult system. The US has offered to sell the Northrop Grumman EMALS/AAG system to India under the Defense Trade and Technology Initiative, with the two sides recently establishing terms of reference for such a potential sale, as well as a joint working group.

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In parallel the Navy is working on demonstrating “an automation control environment for carrier shipboard equipment,” in order to reduce manpower requirements and ongoing costs. They won’t elaborate, but EMALS System Development and Demonstration (SDD) continues to be scheduled for completion by Q2 2021. To get there, the Navy intends to conduct full system and risk mitigation testing at the System Functional Demonstration (SFD) site by completing repeated cycles with deadload testing and gap variation tests. They aim to reach 4,000 deadload launches to assess reliability. Sources: US Navy PE 0603512 [PDF].

Future dead-load arrestment testing will begin in spring 2021, followed by aircraft arrestment testing scheduled for late 2021. ERT Phase 2 will begin February 2021 in GA’s Tupelo, MS manufacturing and test facility, and will test the equipment over an additional 104,000 cycles. GA-EMS believes that the transfer will help reduce program costs.


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HALT tests look at the system’s launch motor will perform under at-sea conditions, and provides data to verify peak performance, even in extreme conditions. SFD testing replicates full-scale launching capabilities, and SFD commissioning ensures that the system is ready for upcoming test launches of dead-loads (weighted, steel-framed sleds) and aircraft.


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The Navy re-planned the test program and changed the management approach. The CVN 21 program office is now responsible for overseeing EMALS production and ship integration, rather than the Naval Air Systems Command. In addition, EMALS will no longer be provided as government-purchased equipment.


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Work is expected to be complete by May 2021. The Naval Facilities Engineering Command, Washington in Washington, DC received 5 proposals under an existing multiple-award construction contract.

Officials at the Lakehurst Naval Base hold a ribbon-cutting ceremony to acknowledge the completion of the base’s new Electromagnetic Aircraft Launch System (EMALS) facility. General Atomics will have the system’s equipment installed at the Lakehurst base in the beginning of March 2008, with the strong intent of beginning testing in February 2009.


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The AAG Thermal Management Fluid Working Group was stood up in response to failures of the AAG water twister. The cross-organizational team consisted of representatives from the Research and Engineering Office (AIR 4/0), PMA-251, the Future Aircraft Program Carrier Office (PMS-378) and the Naval Systems Engineering Directorate (SEA 05) to identify an acceptable fluid substitute that could take the heat. The group identified NALCOOL 2000 for its unique physical and chemical properties, and NAVAIR has estimated the savings as being over $1 million. Sources: US NAVAIR, “NAVAIR team members receive recognition for improved affordability work”.

The related Advanced Arresting Gear (AAG) sub-program will replace the current Mk 7 hydraulic system used to provide the requisite combination of plane-slowing firmness and necessary flexibility to the carriers’ arresting wires. The winning AAG design replaces the mechanical hydraulic ram with rotary engines, using energy-absorbing water turbines and a large induction motor to provide fine control of the arresting forces. AAG is intended to allow successful landings with heavier aircraft, reduce manning and maintenance, and add capabilities like self-diagnosis and maintenance alerts. It will eventually be fitted to all existing Nimitz class aircraft carriers, as well as the new Gerald R. Ford class.


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EMALS was also set to play a pivotal role in the British CVF Queen Elizabeth Class, until the window of opportunity shut in 2021. The F-35B’s ability to take off and land with full air-to-air armament was already a matter of some concern in Britain before the 2021 strategic defense review, which moved the heavier F-35C from “Plan B” for British naval aviation, to the Royal Navy’s preferred choice.

Russ McCormack of PMA-251 is deputy program manager for future systems. US NAVAIR | USN Photo release | Gannett’s Navy Times.


US Navy PMA-251, the Aircraft Launch and Recovery Equipment Program Office, completes shared generator testing for EMALS at Joint Base McGuire-Dix-Lakehurst, NJ. Launches to date have involved just 1 aircraft, but the real system will have to drive up to 4 launchers. The motor generator stores the system’s energy in the inertia of its rotor, and releases that energy for aircraft launch. Hence “shared generator” testing for multiple catapults, which was completed ahead of schedule. That should make OT&E happy.

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Because it’s such a big change, it’s a critical technology if the US Navy wishes to deliver its new carrier class on-time and on-budget, and fulfill the CVN-21 program’s cost-saving promises. If EMALS cannot deliver on time, or perform as advertised, the extensive redesign and additional costs involved in adding steam catapult equipment throughout the ship could easily rise to hundreds of millions of dollars.

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Work will be performed in San Diego, CA (79%), and Waltham, MA (21%), and is expected to be complete in October 2021. Fiscal 2021 shipbuilding and conversion (Navy) funds in the amount of $10, 267,000 are being obligated at time of award, none of which will expire at the end of the current fiscal year. The Naval Air Warfare Center Aircraft Division, Lakehurst, New Jersey, is the contracting activity (N68335-09-C-0573).


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March 13/19: Engineering and Diagnostics Support The Navy awarded General Atomics a $18/9 million delivery order to provide engineering and diagnostics support for the Electromagnetic Aircraft Launch System (EMALS). The deal includes test and evaluation effort for EMALS test site operations, Failure Reporting Analysis and Corrective Actions System, prototype and testing, environmental qualification testing and remediation, electromagnetic interference testing, and training efforts. The EMALS is a type of aircraft launching system designed to replace the steam catapult systems currently used on the Navy aircraft carriers. The USS Gerald R. Ford is the first carrier to use EMALS. John F. Kennedy and Enterprise are also scheduled to install and use EMALS. EMALS can launch a wide variety of aircraft weights and can be used on a variety of platforms with differing catapult configurations. Work will take place in New Jersey, Mississippi, and California and is expected to be finished in January 2021.

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GA Electromagnetic Systems Group will manufacture EMALS and AAG components at its state-of-the-art 367,000 square foot manufacturing facility in Tupelo, MS. Work will also be performed in San Diego, CA (47%); Mankato, MN (35%); Spring Grove, IL (16%), and Detroit, MI (2%), and is expected to be complete in January 2021. This contract was not competitively procured pursuant to FAR 6/302-1, by US NAVAIR in Patuxent River, MD, (N00019-14-C-0037). See also: GA, “General Atomics Awarded Initial Contract for Launch & Recovery Systems for Future John F. Kennedy Aircraft Carrier”.


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Costs: Since 2008, EMALS-related costs for the first-of-class Gerald R. Ford (https://zhilservis-rzn.ru/free/?key=1719) [CVN 78] have risen by 133/7%, from $317/7 – $742/6 million. AAG costs have also spiked, though its 124/8% jump is only from $75 – $168/6 million. This is so despite the Navy’s 2021 firm fixed-price contracts to produce these systems for CVN 78. Even with cost caps, however, late delivery and testing means that changes have to be made to a partially-complete ship. EMALS configuration changes have already forced electrical, wiring, and other changes within the ship; and instead of just being hoisted into place, the Advanced Arresting Gear will now have to be installed in pieces via a hole cut in the flight deck. AAG continues to undergo redesigns, most recently to its energy-absorbing “water twister,” and limited EMALS testing with the delayed F-35C risks forcing further changes after the ship has been built. The Navy says that all future changes will take place within the components’ allotted space and weight, but GAO doesn’t think they can possibly know that.

More than 99 percent of the work on this contract will be performed in San Diego, with one-tenth of one percent of work on the contract taking place in Tupelo, Mississippi. Expected completion date is February 2021.


Navy has completed a major review of EMALS that weighed possible technical, costs, and schedule risks. The Navy has decided to proceed, on the grounds that EMALS is the best option for keeping the program on schedule, vs. redesigning and building the ship for steam. The system’s potential cost savings are also listed as a factor by US Navy spokesman Lt. Cdr.

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Engineers will continue system functional demonstration testing at NAVAIR Lakehurst, with test launches set to expand to C-2 Greyhound cargo aircraft and T-45 Goshawk trainers in 2021. The ALRE program manager at this time is Capt.

Both EMALS and the F-35C are currently in test and evaluation, but the F-35C is especially important to the new catapult. The heavy fighter will be EMALS most significant technology companion over their life cycle together, and its 70,000 pound/ 31,800 kg maximum takeoff weight places it very close to the F-14D Tomcat. EMALS and the F-35C need to demonstrate that they can help each other with maintenance costs, or the real price of EMALS will escalate significantly.


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Phase 2 of SFD commissioning integrated and tested all power components of the system with the launch controller. The upcoming 3rd phase will integrate the remainder of the system, and test the basic ability to convert electrical power to mechanical force. The testing culminates with the launch of dead-load weights and non-operational test aircraft at Naval Air Engineering Station Lakehurst, NJ; commissioning with dead loads is scheduled to begin during fall 2009.


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About 63 – 65 launches are planned for each aircraft type, and the 2nd phase of aircraft compatibility testing is scheduled to begin in 2021. Engineers will continue reliability testing through 2021, then perform installation, checkout, and shipboard testing, with the goal of shipboard certification in 2021.

As a result of the [2009 EMALS] tests, the program identified design changes that are necessary to improve the performance of EMALS, but add cost and schedule risk to the program. The Navy plans to test EMALS with actual aircraft in summer 2021. The Navy awarded a not-to-exceed fixed-price production contract to General Atomics for EMALS and the advanced arresting gear in 2009. At the time of award, the contract price had not been finalized.


Risk: Beyond redesign risks, the Navy needs to confront larger ship delivery risks. At present, EMALS isn’t scheduled for TRL 7 level maturity until FY 2021, with AAG to follow in FY 2021. The ship is due for delivery in FY 2021. Systems are already maturing so late that comprehensive testing must wait until the ship is at sea, so further schedule delays have nowhere else to go. Launch delays would mean delays to post-launch test programs, which are closely synced with ship delivery.

The FY 2021 Presidential Budget adds funding and/or reprogramming to FY12 and FY14 to properly reflect pricing. At $43 million, FY14 is the final year with significant spending built over the FYDP, as FY15/16 see about $2/5 million each, and there’s nothing for FY17/18. This accelerates slightly the spending plan from the FY13 president budget. Cost to completion is now seen reaching $834/7 million.


EMALS’ problem is that it has become a potential bottleneck to the USA’s new carrier class. It opportunity is that it may become the savior of Britain’s new carrier class.

July 15/14: CVN 78. General Atomics in San Diego, CA receives a $10/3 million firm-fixed-price contract modification for CVN 78 EMALS shipboard software and support. All funds are committed immediately, using FY 2021 US Navy shipbuilding budgets.


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By 2021, however, the Royal Navy had discovered that adding catapults to its new carrier design was much more difficult and expensive than BAE had led them to believe. In an embarrassing climb-down, the government retreated back to the F-35B STOVL (short Take-Off, Vertical Landing) fighter, and ended efforts to add catapults to its carriers.