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The aircraft catapult of the future—the Electromagnetic Aircraft Launch System, aka EMALS—undergoing testing. 😄 Steam catapult power settings are based on aircraft type, loadout/weight, and target velocity. There is no dynamic adjustment—if there's trouble, like an engine making less than full power, you risk going in the drink—so there's always some excess power applied for safety, which diminishes airframe life. And steam acceleration is not constant, which subjects the aircraft to more g-load. 😕 EMALS is essentially a linear induction motor, with a row of stator coils energized in sequence to accelerate the shuttle, which pulls the aircraft. Hall effect sensors provide launch feedback, so the system can apply a consistent load to reduce airframe stress, and the system will automatically compensate for events like a blown tire or off-center launch to achieve launch velocity. EMALS can also be dialed back to launch lightweight, relatively fragile aircraft such as UAVs, which isn't possible with steam. A 300-foot EMALS can accelerate a 100,000-lb/45,000-kg aircraft to 150 mph/240 km/h. 😎 The EMALS demands a huge electrical load at launch, much more than the ship's system can deliver. Four flywheel alternators store up to 484 MJ—121 MJ each—during a 45-second charge cycle. During a max-load launch the flywheels, which are spinning at 6400 rpm, can be drawn down to 5205 rpm as their energy is converted to electrical power to drive the catapult. A steam catapult maxes out at 95 MJ per launch—much less than just one of the EMALS alternators—and takes 1,350 lbs/610 kg of steam per launch, consuming a vast amount of energy to desalinate sea water for steam production and heat it to temperature and pressure. EMALS catapults are expected to be 90% energy efficient, compared with the 4-6% efficiency of steam, and won't need steam's supporting labyrinth of pneumatic and hydraulic subsystems. EMALS is installed on the first-in-class Gerald R.