Military Aircraft Pictures

Military Aircraft Pictures - Although the Air Force is replacing its E-3s with fewer aircraft, the E-7 is based on the Boeing 737-700NG, an aircraft currently in production, and with a high readiness rate—so the net result should be more aircraft available at

any one time. The 737 airframe is also used for the C-40 Clipper VIP transport and the P-8 Poseidon maritime patrol aircraft. The E-7 Wedgetail is equipped with a mechanical electronic scanning array (MESA) radar system that can detect targets in the air, and at sea, at ranges of up to 248 miles.

Military Aircraft Pictures

The radar is shrouded in a structure nicknamed the "top hat" that is 35.5 feet long, 11 feet high, and weighs three tons. Unlike the E-3—whose UFO-like radar shroud rotates in flight—the MESA radar stationary is able to focus its radar beams electronically in different directions.

What’s New With The E- Wedgetail?

The E-3 Sentry is no stranger to anyone following current events over the past 40 years. The E-3 is often one of the first aircraft the Air Force deploys during crises, similar to how an aircraft carrier is often one of the first naval assets to arrive on the scene.

E-3s were one of the first aircraft to arrive in Saudi Arabia in 1990 after Iraq's invasion of Kuwait, and E-3s managed the vast air armada that pounded Iraqi forces during Operation Desert Storm. E-3s have also flown in support of the NATO mission in Yugoslavia, the invasion of Iraq, Afghanistan, and other military operations with a major air component.

Controllers on the ground used to handle AWACS missions by using data from a ground-based radar, or on an ad-hoc basis with mission pilots themselves. U.S. forces in particular, however, tend to operate overseas, far from the continental United States, and even then often far from nearby friendly air bases.

This makes AWACS planes prime targets in a shooting war with a peer-level adversary, as removing them from the picture can cripple an air force's ability to fight. China's new PL-15 air-to-air missile, with a range of up to 124 miles, is designed to shoot down AWACS planes flying behind the main air battle.

AWACS planes further refined their role into flying battle managers, giving orders to nearby planes, as needed, to respond to enemy threats. An AWACS plane might, for example, task a nearby patrol of F-15C Eagle fighters to respond to an incoming flight of enemy fighters, and reroute a pair of F-35s on a strike mission to fly around the newly developed threat.

If a plane is shot down over hostile territory, the AWACS can centrally coordinate all aspects of the search-and-rescue effort, from vectoring in rescue helicopters to dispatching additional fighter jets to keep the enemy at bay.

The U.S. Air Force will replace its half-century-old E-3 Sentry aircraft with the new E-7 Wedgetail. The plane fills the crucial role of providing early warning and command and control to air forces that conduct missions beyond ground-based support, and are often the first assets to be deployed to hotspots worldwide.

Planes like the E-7 are absolutely critical in scenarios where the U.S. military must fight over vast distances, such as Europe or the Asia/Pacific. Airborne early warning and control (AWACs) aircraft like the E-3 and E-7 were originally built as flying radar stations, using their large, powerful radars to detect enemy aircraft before a smaller, less powerful fighter-mounted radar could do so.

This eventually led to the tactic of having friendly fighters switch off their radars, altogether—which could be detected by enemy forces—and relying on cues from AWACS planes. This can often result in a nasty surprise for enemy planes, as American fighters that know exactly where they are spring out of nowhere.

According to Reuters, the Air Force will purchase 26 E-7 Wedgetails from defense contractor Boeing. The aircraft will replace 31 E-3 Sentry aircraft. The Sentry, first developed and deployed in the 1970s, is growing increasingly old and, as Air and Space Forces points out, only about 60 percent of the fleet is mission-capable at any particular time.

The Air Force should receive its first E-7s in 2027. It's not clear how, if at all, American E-7s will differ from their Australian, Turkish, South Korean, and U.K. counterparts. counterparts, but the fact that the E-7 is also in service with those countries lowers risk and allows the Air Force to get the planes more quickly.

One thing that might change: the E-7's namesake, Wedgetail, is Australia's largest bird of prey. Whether or not the name will carry over to the American E-7 fleet remains to be seen. The E-7 is even a little bit of a spy plane.

Unlike the E-3, the E-7 can also perform electronic intelligence (ELINT) gathering missions, vacuuming up enemy surveillance, fire control, or other radar transmissions for analysis. These signals can be analyzed to determine how to identify, keep track of, and even jam enemy radar systems in a wartime situation.

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Midwest Aircraft Refinishing

Midwest Aircraft Refinishing - “We knew there was a market to refurbish Cirrus planes, but found that others didn't want to get into that side of the business because the Cirrus airplane is unique in that it is made out of composite materials rather than aluminum and it's difficult to paint,” said Robillard. “Some people weren't happy getting their planes painted at regular shops.”

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Midwest Aircraft Refinishing

Despite the company's success, potential closure in Hibbing was on the horizon not long ago, said Robillard. About four years ago, the company planned to expand, but a complex permitting issue with the Minnesota Pollution Control Agency over emissions for a planned new paint booth cost the company $100,000 in permit costs, a $25,000 fine and delayed expansion.

Midwest Aircraft Refinishing

Refinishing airplanes is a tedious and time consuming. It takes an average of six weeks for the company's 10 employees to paint an airplane and refurbish an interior, said Robillard. Many customers opt to have both the exterior and interior refurbished, he said.

To meet demand, a new 10,000 square-foot addition is under construction. The addition, adjacent to its current facility, will be leased from the Chisholm/Hibbing Airport Authority. The new building will include a paint booth and a “clean hangar,” in which three newly-painted airplanes can be stored.

Virnig, Chief Executive Officer Ross Robillard and Vice President-Secretary Kristopher Carlson all worked at Cirrus Aircraft in Duluth before starting Midwest Aircraft Refinishing. Robillard worked in the Cirrus detail shop and in research and development. Virnig worked in the paint shop. Carlson was in charge of the detail shop.

“A couple of customers that brought in a couple old, ratty Cirrus liked our work and our name started getting out there,” said Robillard. “It took about three years before we started getting a reputation and where people knew we existed.”

Depending how an airplane is cared for, refinishing can be needed anywhere from five years up to nearly 20 years after it is new, said Robillard. On average, most planes need repainting and refurbishing about 10 to 12 years after new.

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“They're a very exciting group,” said Germolus. “These aircraft come in from all over the world, which I think is the most exciting part of the business. We have people bring their planes here from Europe. They get a chance to see the region, spend some money here, and we get to visit with them about economic development with our partners like the airport authority and the IRRRB. You never know who might want to locate a business in the region.”

“Some of the planes are flown in here and some are shipped,” said Robillard. “We're bringing in a lot of money from out of the area and there's a lot of money we spend locally. We get our paint in Virginia and our upholstery in Duluth.”

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Md11 Aircraft

Md11 Aircraft - The website is currently in the process of optimizing and will have further functions added in order to improve the usability. flugzeuginfo.net is a non-commercial webproject. All information is given in good faith and for information purposes only.

Note: Some or all the features of the MD-11ER, including the higher MTOW of 630,500 lb (285,990 kg), part or all of the PIPs aerodynamic improvements packages and composite panels were fitted to later built MD-11s (except the extra fuel

Md11 Aircraft

tank), and could be retrofitted to any of the variants, except for the PIP Phase IIIB larger aft engine intake. Some airlines, such as Finnair, Martinair and FedEx have made the structural changes required to allow their aircraft to have the higher MTOW.

Airplane Infonet Beta

Swissair 16 newly delivered aircraft were retrofitted with all the features except for the extra fuel tank and were so-designated MD-11AH for Advanced Heavy.[11] The web portal flugzeuginfo.net includes a comprehensive civil and military aircraft encyclopedia.

It provides code tables for aerodromes, air operators including the world's major airlines and for ICAO and IATA codes for aircraft. The website also has a photo gallery and gives you an overview of all aviation museums worldwide.

The MD-11 is a medium to long-range widebody airliner, with two engines mounted on underwing pylons and a third engine at the base of the vertical stabilizer. It is based on the DC-10, but featuring a stretched fuselage, increased wingspan with winglets, refined aerofoils on the wing and tailplane, new engines and increased use of composites.[11]

The winglets are credited with improving fuel efficiency by about 2.5%.[12] The McDonnell Douglas MD-11 is an American three-engined long-range widebody jet airliner, with two engines mounted on underwing pylons and a third engine at the base of the vertical stabilizer.

Boeing Converted Freighter Bcf[]

It is based on the DC-10, but featuring a stretched fuselage, increased wingspan with winglets, refined aerofoils on the wing and tailplane, new engines and increased use of composite materials. It features an all-digital glass cockpit that decreases the crew to two from the three required on the DC-10.

The MD-11 was one of the first commercial designs to employ a computer-assisted pitch stability augmentation system that featured a fuel ballast tank in the tailplane, and a partly computer-driven horizontal stabilizer. Updates to the software package have achieved a situation where the plane's handling characteristics in manual flight are comparable to the DC-10, despite a much greater fuel efficiency achieved by the lessened drag of the smaller tailplane.

Most of the airlines having ordered the MD-11 for their long-haul regular or charter passenger flights have replaced their fleet of the type with Airbus A330, A340 as well as Boeing 777 by the end of 2004 or, in some case, converted their

MD-11s are freighters such as China Eastern and Korean Air. The South Korean airline announced as early as December 1994 its intention to remove the MD-11 from its passenger services and to use its five aircraft on medium-range cargo routes,[17] less than four years after the first was delivered.

Design Phase[]

One year later, American Airlines signed an agreement to sell its nineteen aircraft to FedEx with the first leaving the fleet in January 1996. As of June 2007, Finnair (7), KLM Royal Dutch Airlines (10) and TAM Linhas Aéreas (3) are the only airlines still operating MD-11s on their regular intercontinental flights.

World Airways is also operating 6 MD-11s, mainly for the Air Mobility Command, of which three are former Delta Airlines aircraft now leased from United Parcel Service until their conversion to freighter, as well as two MD-11ERs, one of which is dedicated

and specially configured for the "Houston Express", SonAir's three times weekly service between Houston and Luanda in Angola.[19][20][21] After McDonnell Douglas merged with Boeing in 1997, the new company announced that MD-11 production would continue, as a freighter.

However, in 1998 Boeing announced it would end MD-11 production after filling current orders.[7] The last two MD-11s were manufactured during June and September 2000, and delivered to Lufthansa Cargo on February 22 and January 21, 2001 respectively.

Production ended because of lack of sales, due to internal competition from comparable aircraft, such as the Boeing 777 and external competition from the Airbus A330/A340. Also, two engines are generally less expensive to operate and maintain than three.

Since there was a large demand for cargo aircraft and because there was no 777 cargo version available at the time, many airlines using the MD-11 were anxious to switch to the 777 as they had no problems selling their used MD-11s to cargo operators

. Boeing and its group of international affiliates offer conversion services, which accept used passenger airliners and convert them to freighters. The MD-11BCF is one of the models offered; another is the MD-10BCF, which is a McDonnell Douglas DC-10 retrofitted with a glass cockpit that eliminates the need for a flight engineer.[14]

The MD-11 features a two-crew cockpit that incorporates six interchangeable CRT-units and advanced Honeywell VIA 2000 computers. The cockpit design is called Advanced Common Flightdeck (ACF)[11] and is shared with the Boeing 717. Flight deck features include an Electronic Instrument System, a dual Flight Management System, a Central Fault Display System, and Global Positioning System.

Category IIIb automatic landing capability for bad-weather operations and Future Air Navigation Systems are available.[verification needed] Although the MD-11 program was launched in 1986, McDonnell Douglas started to search for a DC-10 derivative as early as 1976. Two versions were considered then, a DC-10-10 with a fuselage stretch of 40 feet (12.19 m)

and a DC-10-30 stretched by 30 ft (9.14 m). That later version would have been capable of transporting up to 340 passengers in a multi-class configuration, or 277 passengers and their luggage over 5,300 nautical miles (9,800 km).

At the same time, the manufacturer was searching to reduce wing and engine drag on the trijet. Another version of the aircraft was also envisaged, the "DC-10 global", aimed to counter the risks of loss of orders for the DC-10-30 that the Boeing 747SP and its range were creating.

The DC-10 global would have incorporated more fuel tanks.[1] In 1990, McDonnell Douglas with Pratt & Whitney and General Electric began a modification program known as the Performance Improvement Program (PIP) to improve the aircraft's weight, fuel capacity, engine performance, and aerodynamics.

McDonnell Douglas worked with NASA's Langley Research Center to study aerodynamic improvements.[6] The PIP lasted to 1995 and recovered the range for the aircraft. However, the damage was already done.[3] While continuing its research for a new aircraft, McDonnell Douglas designated the whole program as the DC-10 Super 60, having previously been known for a short time as DC-10 Super 50. The Super 60 was to be an intercontinental aircraft incorporating many aerodynamic

improvements on the wings, and a fuselage lengthened by 26' 8" (8.13 m) to allow up to 350 passengers to seat in a mixed class layout, compared to the capacity of 275 in the same configuration of the DC-10.[1

]

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Military Aircraft Lights At Night

Military Aircraft Lights At Night - I stumbled upon your lively blog/site and a fantastic description of airport and aircraft lights! Somebody said that simplicity is the essence of elegance and beauty! And I will add truth to it! Your explanations just go straight into the head and am sure I will not forget about what I learned about a few things which I didn't know at all.

Am an av enthusiast and it's great to hear from pros like you!! Strobe lights, also known as anti-collision lights, are flashing white lights located on the wingtips of an aircraft. On some planes, these lights flash in rapid bursts, while on most aircraft, they flash in the regular on/off manner.

Military Aircraft Lights At Night

The Safegate system illuminates the green centerline lights in front of the aircraft as it taxis, providing custom guidance from gate to runway. The pilot simply follows the lights to the runway. The green lights can be seen day and night.

Strobe White Anti-Collision Lights

On a long final approach, it's not uncommon to see four red lights. The pilots will maintain altitude until intercepting the 3 degree glidepath. The PAPI will then display two whites/two reds during the final descent to the runway.

White rotating beacons, mounted on towers, were spaced every 10 miles along the route. Beacons located at airports had flashing green lights mounted on the tower below the beacon. By 1933, 1,500 beacons were installed on the airway system.

I'm amazed by the lively animation picture!! Btw, do you know about 'No-entry bar'? Recently, I have found it from ICAO (annex 14, section 5.3.29) but I cannot find any information online. Is it different from stopbar?

Green Lights: Green in-ground centerline lights are often installed at busy airports and airports that experience bad weather to enhance taxi guidance and safety. Unlike the blue lights used to identify the taxiway edges, green centerline lights are very bright.

Formation Lights

Pilots can see and follow them in the worst weather conditions, day or night. Landing lights are the most powerful and provide the most significant illumination to the flight crew. You will typically find landing lights mounted on the wing, nose, or underneath the fuselage of an aircraft.

They are positioned downward to illuminate the runway and, as mentioned earlier, are sometimes used as taxi lights when dimmed. Thanks for the comments, I really appreciate it. There have been a lot of new developments in lighting technology since I started flying over 30 years ago.

It's hard for us Class B "regulars" to keep up, too! Just the other day, I saw some oddball lights in Vancouver that I hadn't seen before. Something new every day. Note that not all runways have the same light configuration.

The runway at St. Thomas, USVI, has only basic edge lighting because the weather is usually gorgeous. Foggy San Francisco, on the other hand, needs a full lighting system for low visibility weather. Some military aircraft have dedicated lights positioned on the plane to aid pilots in maintaining the correct position when flying in formation.

Taxiway Signs

They are often only visible in the infrared spectrum, which is visible only when using night vision equipment, allowing the aircraft to keep their lights off for operational reasons. Without a doubt, my favorite airport light is the granddaddy of them all: the Aerodrome Rotating Beacon.

The origins of the beacon go back to the 1920's. Most every airport in the US has one. Outside of the US and Canada, airport beacons are rare. The purpose of the lights is exactly what you would guess from the name.

Pilots want to touchdown within the touchdown zone to ensure adequate runway is available to stop the aircraft. If the aircraft will touch down beyond this area, it's time to go around and try again. Although not technically airport lights, taxiway signs are well illuminated and easy to see.

Yellow and black signs identify taxiways. A black background with yellow characters (A3) identifies which taxiway the aircraft is on. A yellow background with black characters (A4) identifies a crossing taxiway. You may have noticed the seemingly random flashing and solid lights on an aircraft and wondered what they are supposed to mean.

Want To Know More About The Military?

This article will explain all the different lights you may encounter on an airplane and their purpose. Thanks Jennifer!! I really like the colors and brightness of the new LEDs (both aesthetically and operationally). They just look really cool.

It would be interesting to know the impact LEDs have on an airport's electric bill. If I only knew an accountant that worked at an airport… As a passenger, the PAPI is a little more challenging to spot than other lights.

Look for the four light array near the end of the runway. They can be located on either side. The best time to spot them is at the beginning of the takeoff roll or just before touchdown.

When viewed from the ground, all four lights will be red. Runway Edge Lights: The lights that mark the left and right edges of the runway are primarily white. The edge lights along the last 2000 feet of the runway are yellow to let the pilots know that the end of the runway is approaching.

Taxi Lights

This is useful information for both takeoff and landing. My first flight (1966) was a North Central DC-3 from DTW to MQT with 6 or 7 hops. The stewardess somehow found time to serve drinks between landings.

The last stop at IWD was memorable; the main building was a large quonset with 'FORD TRIMOTOR' painted above the hangar doors. The pilot came to a stop, opened his side window, exchanged envelopes and we were on our way.

Runway Centerline Lights: Runways used for low visibility operations have white centerline lights installed every 50 ft to help pilots maintain directional control during takeoff and landing. Starting the last 3000 ft of runway, the lights alternate white and red.

The last 1,000 feet of runway has solid red centerline lights. In the last few years, new types of lights have been added to enhance safety. One of the most prominent are Runway Guard lights. Introduced in 1995, these flashing amber lights warn pilots that they are about to taxi onto a runway.

Red Stop Bar Lights

WITHOUT DOUBT THE SINGLE GREATEST THING I HAVE EVER READ ON THE INTERNET. I thought I was the only one but as a purist and someone who enjoys building model airports this is one of the best visual, humorous and comprehensive round up ever.

Truly well done it's been a pleasure and will always hold the number one bookmark on my browser Landing lights. These are high-intensity lights used to illuminate the runway for take-off and landing. They are usually located on either the landing gear strut or under the wings or aircraft fuselage.

Their usage depends on airline and local policies, but usually they are illuminated on takeoff after entering the active runway, and on landing on approach when below 10,000 feet. Capt. Hoke Thank you for shedding some "light" on one of the many aspects of airport procedure.

Your easy to understand explanations are a great comfort to us non-rated types that find the airport a most perplexing place. This is a great reference. I know there are a few dozen different types of airfield light bulbs, having worked in the lighting industry.

To Aid Pilot Visibility

But I definitely did not know how many dozens of different types of fixtures — of all colors, sizes, configurations, etc., there were in any given airfield/airport/taxiway/runway. Great job on this, I learned a lot that I didn't know before.

Also finally found out what ALS stands for, so thank you! Be sure to get the latest news about the Military, as well as critical information about how to join and all the benefits of service.

Subscribe to Military.com and receive customized updates delivered straight to your inbox. There are several different configurations for approach lights. The type of instrument approach to the runway determines the design of the approach lights. Designs also vary in different parts of the world.

The purpose of all the designs is the same: provide pilots with the visual cues necessary to properly align the aircraft for landing during bad weather. In addition to providing illumination for the crew, landing lights also improve the aircraft's visibility.

Making The Aircraft More Visible

On newer aircraft, supplementary systems such as the Alternating Landing Light System (ALLS) pulse the left and right landing lights in alternating fashion, further increasing visibility. These systems can even be found on newer General Aviation (GA) aircraft such as the Cessna 172, with a "recognition light" setting activating the ALLS.

Occasionally a mistake causes an aircraft to be in a position that it can't taxi out of; like a dead-end or facing another aircraft. In this case, a push-back tug may be required to push the aircraft back to the correct taxiway.

Blue Lights: Taxiway edge lights are always blue. The blue taxi lights are easy to spot from the terminal and are often the first airport lights seen by passengers. Blue taxiway lights are typically illuminated after dark and during bad weather.

For many airports, the blue lights are all that is necessary to mark the taxiways. It was on this DC3 flight that I took notice of the colorful runway lights (as a kid, I was a traffic sign/signal junkie) and I now know what all of the pretty colors mean.

Taxi Lights

Thank you! Their use stems from the 19th Century when red and green lights started to be used on shipping for the same identification purposes. These became a legal requirement for shipping in the US in 1838 and in the UK in 1846. Their use has since extended internationally, and to aircraft and even spacecraft.

Beacon lights flash in an alternating on/off fashion. Newer aircraft such as the latest Boeing and Airbus airplanes use LED (Light-Emitting Diode) lights as anti-collision lights, and their red flash (the “on” cycle) is noticeably longer than their Xenon counterparts.

Although every aircraft may have slightly different lights, a framework of the same types of lights exists. The types of lights fitted to an aircraft depend on the type of aircraft, operation, and even the time of day.

Colorful lights cover taxiways and runways to help pilots navigate the airport. Red, blue, green, amber, and white lights glow, flash, and race across the ground. It's time to find out what the colored airport lights mean and how pilots use them!

Runway Turnoff Lights

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Microlight Aircraft For Sale

Microlight Aircraft For Sale - If you are looking for small planes like this, the Airbike ultralight is for sale by Jordan Lake Aero (J L A). Airbike kits and plans are now available, starting at $2,850, a great buy! Plans only $150.

The Air-Bike (Airbike) is back and produced again in the USA! J L A is now the US manufacturer of Air-Bike kits and parts for the overseas market. These great aircraft are easy to build, simple to operate, and available...

Microlight Aircraft For Sale

Light Aircraft includes single-piston aircraft that are classified by EASA as European Light Aircraft (ELA), sport aircraft, ultralight/microlight and Very Light Aircraft (VLA). According to the UK's CAA, an ELA defines an airplane, sailplane or powered sailplane with a Maximum Take-Off Mass under 1,200kg that isn't classified as a complex motor-powered aircraft.

Jordan Lake Aero

Some balloons and airships may also be classified as ELAs, depending on their specifications. Aircraft coming under the wider Light Aircraft category tend to seat either one or two passengers. Manufacturers active in the field include – but are not limited to – Aeromot, Alpi, Megnaghi Aeronautica, Murphy, Stolp Starduster, Taylor and Vashon

Buckley Asset finance Ltd is a credit broker not a lender. Buckley Asset Finance Ltd is a brokerage that has forged relationships and agreements with manufacturers and dealers to provide customer introductions for new and used aircraft.

All finance is subject to status and income. The balloon, rate and term are subject to individual credit circumstances. Buckley Asset Finance Ltd can introduce you to a limited number of financial providers based on your credit rating and we will receive a commission for such introductions.

Editors note: The Airbike ultralight manufacturer ISON Aircraft has been sold to an Indiana-based company, JDT Mini-Max LLC. They currently have the Mini-MAX and Hi-MAX aircraft in production. This is probably one of the cheapest ultralight aircraft with a price of only $2850 USD for short kit.

So if you are looking for a cheap ultralight aircraft kit the Airbike might be the plan for you! My New Aircraft is a trading style of Buckley Asset Finance Ltd. Buckley Asset Finance Ltd is authorized and regulated by the Financial Conduct Authority for credit brokerage.

Our FCA number is 795206. Finance subject to status. Terms and conditions apply. A guarantee may be required. Over 18's only.

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Military Aircraft With Propellers

Military Aircraft With Propellers - Results: The accelerations associated with the blade passage frequency measured on the passenger seat pans located on the side of the fuselage near the propeller plane of the C-130J (102 Hz) and C-130H3 (68 Hz) were noteworthy (5.19 +/- 1.72

ms(-2) rms and 7.65 +/- 0.71 ms(-2) rms, respectively, in the lateral direction of the aircraft). The psychophysical results indicated that the higher frequency component would dominate the side passengers' perception of the vibration. Balancing the props significantly reduced the lower frequency propeller rotation vibration (17 Hz), but had little effect on the blade passage frequency vibration.

Military Aircraft With Propellers

The .gov means it's official. Federal government websites often end in .gov or .mil. Before sharing sensitive information, make sure you're on a federal government site. National Library of Medicine 8600 Rockville Pike Bethesda, MD 20894

Web Policies FOIA HHS Vulnerability Disclosure Conclusions: The relationships among the frequency, vibration direction, and seat measurement sites were complex, challenging the development of seating systems and mitigation strategies. Psychophysical metrics could provide a tool for optimizing mitigation strategies, but the current international vibration standard may not provide optimum assessment methods for evaluating higher frequency operational exposures.

Introduction: There have been increasing reports of annoyance, fatigue, and even neck and back pain during prolonged operation of military propeller aircraft, where persistent multi-axis vibration occurs at higher frequencies beyond human whole-body resonance. This paper characterizes and assesses the higher frequency vibration transmitted to the occupants onboard these aircraft.

The site is secure. The https:// ensures that you are connecting to the official website and that any information you provide is encrypted and transmitted securely. Methods: Multi-axis accelerations were measured at the occupied seating surfaces onboard the WC/C-130J, C-130H3, and E-2C Hawkeye.

The effects of the vibration were assessed in accordance with current international guidelines (ISO 2631-1:1997). The relative psychophysical effects of the frequency components and the effects of selected mitigation strategies were also investigated.

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