There is a very interesting phenomenon, that is, the audience who think that the new big ship is unconventional power. One will think that the tower of the new big ship is rear;the other will discuss whether it can be placed in front; and even some people will say why not just put it on the left? So the future ship building on the huge flight deck artificially "arranged to arrange", is not afraid to put the ship building in the middle! In fact, the Hanhai Wolf Mountain (Xiongnu Wolf Mountain) should be said explicitly. In a few days, the new ship's tower will be hoisted into the starboard floating center position! In the past, the ship building with its own was divided into two parts, front and back, hoisted separately, and then put together. This is because the deep dock that produces its own warp head is also a double gantry crane. However, the maximum lifting capacity of a single person is only 900 tons. If not risking the use of two gantry cranes together to force the lifting mode. Then the maximum safe lifting tonnage of a single gantry crane generally does not exceed 700 tons. For the giant ship building close to 1000 tons, it is naturally divided into two parts for hoisting and installation, which is the safest and most reliable. The new dock also adopts the mode of double gantry crane to speed up the closing progress. 、
However, the main gantry crane of the new production dock has a maximum lifting capacity of up to 1600 tons, ranking second in the world, and the overall lifting capacity of less than 1000 tons is more than enough for the complete new ship. The ship building of the new big ship has been taking shape in the hoisting preparation area for a long time. Once hoisted in place, much of the debate about power modes can be over. The reason for the appearance of the aforementioned "random loading" of the ship building is that it does not dare to say that it is ultimately the phenomenon of the right side being placed in the middle, which is nothing more than the fear of acknowledging that the right side of the outer floating ship tower is equivalent to admitting that in the power, the so-called unconventional power that has always been adhered to is wrong. In fact, this worry itself is not necessary. If you look closely at the Conventionally Powered Kitty Hawk class and the Unconventional Nimitz Class, and even the earliest Enterprise Class, you will find that the ship's building position of the three does not seem to be much different. It was only on the Ford class that its ship tower appeared particularly backward and became the so-called rear J Island. The de Gaulle, which is also unconventional power, has adopted a unique front-facing ship tower.
On the Queen class, where gas turbines are the main power, there are even more rare twin towers. It can be seen that whether it is conventional power or unconventional power is not directly related to whether the ship building is neutralized. Generally speaking, the building tonnage of large ships with large aircraft carriers is not small, the largest is more than 1000 tons, and the smallest is at least 500 tons. Such a large volume and weight, placed near the middle of the longitudinal axis of the whole ship, floating on the starboard side of the middle with the greatest buoyancy, is itself the safest and most reasonable. Because the ship tower itself also plays a great role in the left and right swing leveling. It is used to level the huge outer floating weight of the starboard side, and if the front and rear towers are placed, the natural effect of this leveling will be reduced, resulting in a decrease in the lateral stability of the whole ship. Therefore, from the Hawk class and the enterprise class to the Nimitz class, the different power types basically use the same position of the ship building. Of course, the ship building is basically centered or slightly behind, and it can be as close as possible to the original position of the suction and smoke extraction system inside the conventional power furnace compartment. Reduce the conveying distance of these two systems in the whole ship and improve the combustion efficiency.
Since the beginning of World War II, there have been basically no portboard ships. This is because the single propeller rotation method of the single propeller carrier aircraft at that time was basically clockwise. As a result, single-helix carrier-based aircraft have a natural phenomenon of natural torsional yaw to the left. This requires the pilot of the carrier-based aircraft to manually step on the rudder at any time to correct the deviation. The speed of the carrier-based aircraft decreases during the landing stage of the ship, and the efficiency of manual rudder correction decreases. If it is still a portboard ship building. Pilots who are slightly distracted when they land will crash! Therefore, the buildings of all the large ships carrying aircraft from then on were placed on the right. The possibility of left-hand placement is completely eliminated. Although by the time of the jet carrier-based aircraft, most carrier-based aircraft no longer naturally yaw to the left. But this right-handed tradition is hard to change. In fact, the rear ship tower of the Ford class and the front ship building of the Charles de Gaulle class do not mean how advanced they are, but also the product of design compromise. And there is a corresponding cost. The de Gaulle's front building allowed only 1 steam catapult to be installed on its foredeck. If it is a mid-ship building, in principle, it can be installed to 3 steam catapults.
De Gaulle had to be front-facing, to put it bluntly, the tonnage was too small, and only one had to be selected in terms of the total number of deck shutdowns and the number of catapults, and eventually the catapult was reduced. The Ford class is also designed to increase the continuity of the deck. Intentionally reducing the number of lifts also put J Island rear. However, after the actual test, the pilot generally reflected. The ship building that is too rear-mounted has the psychological pressure to increase the psychological pressure of hitting the ship building before blocking. The overall feeling is not as good as the nimitz-class mid-mounted ship building. And if we have to say that the new ship is a rear-mounted ship, then there is also definite practical evidence to reject this. First of all, the position of the rear large elevator of the new big ship is significantly more backward than the large rear elevator on the starboard side of the Ford class. If the new ship's building had to be installed behind the starboard 2 elevator, it would be further back than the Ford-class shiphouse. It was almost directly attached to the barrier area of the inclined landing deck. This would pose a huge risk to future landings to block carrier-based aircraft, which is obviously an impossible position. There is also a clear evidence to note.
Due to all modern large ships, flight decks are highly fortified areas. Therefore, the flight decks of the newly built large aircraft carriers in various countries are all sprinklers full of regular sprinklers. Such a spray port can also take into account the future tether of the carrier-based aircraft. The spray and disinfection of the deck is to spray water or spray chemical solvents from the bottom up. In addition to the flight deck, the interior of the large aircraft carrier only has a large open hangar part, which also has such ground spray ports. Inside the hangar, there are also downward sprays on the roof. In addition to the deck and hangar, in the other small spaces inside the large ship, there are only spray ports down from the ceiling, and there are no longer such upward vents on the floor. The base part of the large ship building before the overall installation is also part of the small space inside, and it is also not necessary or advanced to set the spray port on the floor. Therefore, observing the installation and construction process of the Ford-class ship building, it will also be found that this regular large number of spray ports are almost all over the flight deck, but only in the ford-class ship building installation base area is completely invisible.
Conversely, if there are already a large number of sprinklers, it is certainly not the installation base of the future ship building. Now looking at the outer floating part behind the starboard 2nd lift of the new large ship that has been installed for a long time, it is obvious that a large area of very regular sprinklers is reserved. This could also be a vote against the possibility of installing another ship tower here. Instead, it is the central part of the starboard side, and this spray mouth is obviously rare, suggesting that this is the base of the future ship building. Speaking of the dock of the ship, Hanhai Wolf Mountain also needs to emphasize that the base of the large ship, in addition to the lack of spray ports on the ground, there may be another 2 types of reserved ports. The first is the passage of personnel from the flight deck into the interior of the large ship. The area of the flight deck of the large aircraft carrier is large, but there are not many formal passages that really give personnel access from the flight deck to the hangar and lower levels. The giant lifts of carrier-based aircraft, while also allowing people to move between flight decks and hangars, are all slightly functional. Ammunition lifts are generally strictly prohibited from carrying personnel, so except for some emergency evacuation channels for deck personnel on the edge of the flight deck. Only the downward passage inside the ship's building. It is the regular passage for flight deck personnel. It is also a daily official passage for sub-deck personnel to walk to the flight deck.
At the moment of the Ford-class hoisting ship building, this kind of personnel passage can also be seen very clearly, and the one with the escalator is. But inside the ship's building there are very few and very narrow. If it is too obese people, I am afraid it is not convenient to go up and down. However, this is also the need for security and three defenses. In addition, the interior of the ship building of modern large-scale carrier ships is generally not equipped with elevators, because the safety of elevators during combat is not guaranteed. This is a lot like the popular Hummer chariot in the superpower army, and the lack of electric doors and windows is the same reason. Since there is no elevator inside the ship building, it is natural to see the elevator shaft reserved on the base of the ship building on the Ford level. So look at the base of the ship's building when the Ford class was hoisted. Except for an obvious downward opening for personnel, it was all bare steel plates. And the new ship has a huge reserved hole in the middle of the starboard side, in the case that the reserved elevator shaft has been excluded; the personnel passage naturally does not need to be so large. And the reservation of the so-called ammunition lift does not have to be so dense, the size is so obvious. The position and size of the 2 ammunition lifts on the starboard side of the Ford class can be compared. Combined with various indications, it is clear where the building of the new ship should eventually be installed. It is itself the world's largest tonnage and the strongest combat capability of conventional power electric bomb carrier ships in the next 50 years!