![]() ![]() Side number: The 3 digit number assigned to the aircraft.On speed airspeed can be approximated by the aircraft weight, but the term on speed does not refer to airspeed specifically, but units of AoA. On speed: the proper AoA that will achieve the correct hook angle to catch the target wire of the carrier.Interval: the specific aircraft in the pattern whose approach will commence just prior to yours, and whose separation you are responsible for not violating.Initial: on BRC, 3-5nm behind the ship, 800ft AGL, 350+kts, the starting point for the day approach.Groove: the final portion of the approach (what civilians might call short-final).The course at which the ship is currently traveling, which does not include the offset for the angled deck. Carrier Break: A type of left hand overhead performed at 800ft AGL and 350+kts (for hornet guys).Ball Call: Format: "(Side-number) (aircraft type) ball, (fuel-state), (auto-throttles)" Example: "123 Rhino ball, 9.0".Aircraft should strive to keep the ball on the happy side. If the ball is below the datum, the aircraft is low, and if its above the datum, the aircraft is high. A green horizontal row of lights (known as the datum) indicates proper glide slope. (The) Ball or Meatball: an orange orb of light emitted from the IFLOLS.Each respective position indicates the number of degrees left in the turn prior to rolling out in the groove. Approach turn/ 180: The approach turn itself is a 180 degree turn (190 degrees at the boat because of the angled deck) that is usually broken down into 5 segments: the 180 position, the 135, the 90 (halfway through the turn), the 45 and the groove.Pick what seems helpful, bearing in mind that the best solution may well be a session with an instructor – usually a different one who brings fresh eyes to your situation. I’m sure others will chime in with their favorite techniques. But since I use the technique when teaching emergency landings as well, I’ve noticed that most people can “see” the path to touchdown from the base leg and tell if they are high or low. For a lot of folks, it’s really hard to see that path from abeam the numbers. ![]() To allow yourself to see the path in the big picture sense. (Doesn’t sound too foo-foo in that context □ ). Your experience from early childhood gives you an almost superhuman ability to see the path the ball must take and throw it. ![]() After all, you can throw a ball to someone without calculating how strong and high to make the throw. I started by saying the goal is to visualize the path from abeam the touchdown point to the threshold and then fly it. And if you choose a different descent rate, it’s easier to modify something you have than something your don’t.ģ. Of course, GS is subject to wind so we’re not talking absolutes, but it will get you into the ballpark so much easier than hunting and pecking. That means if you do your approach at 60, your optimal descent rate will be 300 fpm. A 3° glide path is produced by a descent rate equal to your ground speed X 5 (or X 10/2 if you prefer). Usually taught in connection with instrument approaches, an instructor of mine taught me this one for VFR landings 20 years ago. That leaves you with too much energy to dissipate on final. A lot of people simply fly the pattern too fast. Your airspeed should to be within PTS tolerance of that nice 1.3 Vs0 target. ![]() When I teach landings to a new student, my focus is on visualizing the path from abeam the touchdown point to the runway.While aim point motion is not inconsequential, as you already found it doesn’t really help that much if, by the time you roll out on final, the path is already messed up a bit.Ĭouple of specific items that might help:ġ. The goal of the “normal” traffic pattern is to have a relatively stable descent rate at relatively stable target airspeeds from abeam the touchdown point all the way to the threshold. Other than “practice, practice,” there are a few things you can do, depending on why you are having the problem. ![]()
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |