# Dynamic Analysis and Security Characteristics of Carrier-Based Aircraft Arresting in Yaw Condition
## 1 Introduction  
In order to ensure the safety and accuracy of carrier-based aircraft, the United States (US) Navy took the lead after the 1970s in using the \"all-weather electronic landing aid system\" to assist the pilot in landing safely [1]. At present, the very short-term motion prediction technology of the aircraft carrier has become more and more mature [2]. However, because the carrier aircraft landing process is always affected by many complex factors, such as deck motion, deck airflow field, aerodynamic performance of carrier aircraft, and so on, the carrier aircraft is still not able to be completely yaw free and hook the arresting cable in the middle [3, 4]. The United States has carried out a large number of flight tests and published relevant test result curves on the topic of arresting. Most of the test reports only refer to the situation of centering arrest under the condition of no off-center or yaw. With respect to yaw arrest, only a few fitting curves of measured data have been published; however, the mechanism and theoretical analyses of yaw arrest were not disclosed. In recent years, theoretical research of arresting devices is more comprehensive, but theoretical research and simulation analysis of arresting dynamic characteristics are not perfect. The relevant research on arresting dynamic characteristics mostly uses simplified spring linear force or the corresponding stress value curve [5, 6, 7] from the US military standard as input, and simplifies the arresting part (i.e., arresting rope and arresting machine) on the ship. In 1954, [PERSON] [8]established the kinematic equation between the fuselage and the arresting hook by analyzing and constructing the geometric connection relationship, and further analyzed the influence of the deck angle on the angular velocity of the rebound of the arresting hook. [PERSON] [4] analyzed the main factors affecting the peak load of the arresting hook during the arresting process, including landing weight, landing speed, and initial eccentricity of landing, and based on the data statistics of the arresting system, the matching formula and curve of the arresting force were obtained. In 1959, [PERSON] [9] conducted a wind tunnel test with a speed reducer under the fuselage of the aircraft. [PERSON] et al. [10] studied the thrust reverser of a jet aircraft. In 1973, [PERSON] [11] analyzed the movement of the aircraft after grounding, and found that under the joint action of the arresting device and the arresting cable, the taxiing distance of the aircraft was significantly shortened and the aircraft could effectively be prevented from rushing out of the restricted area. The simulation results showed that the arresting device is expected to improve the controllability of the aircraft. In 2004, a US company published a safety report [12] in which the collision between the arresting hook and the arresting cable support was studied. [PERSON] et al. [13] optimized the aircraft dynamics in the arresting system and [PERSON] et al. [14] analyzed the result trend of eccentrically biased arresting. In the above studies, the function of the arresting system was introduced and proven to be effective in the landing process of carrier-based aircraft, but the influence of the kink-wave on the arresting force was ignored. In fact, when the carrier-based aircraft finishes landing and the arresting hook just touches the arresting cable, it is in the initial stage of engagement, and the arresting hydraulic system has not yet played a damping role. The arresting force in this stage is mainly produced by the initial tension of the arresting cable, which produces a kink-wave, which plays a major role in this early stage. When the transverse wave propagates and reflects between the engagement point of the hook cable and the deck pulley, it leads to the bending of the arresting cable, and then affects the arresting cable tension.