Navy Carrier Mishaps training film

- a Navy pilot was first landing on a carrier is a challenge and when the challenge is accessible even after several hundred landings obviously carrier operations and acquirement and land-based operations but these conditions also offer certain advantages the ship is moving away from the pilot as he approaches that is close your raid on the ship is some 30 knots less than ashore so he has more time than make corrections in his approach his glide slope is shallower there is seldom a crosswind and touches down he is not concerned that stopping his aircraft the arresting gear does the job and if problems developed the crash crew is standing by as his experience increases the pilot begins to feel the trapping aboard a carrier is separable in many ways to landing assures confidence fact by growing experience and accumulated skills accidents do happen the result is a tremendous waste of human life and material resources more than half of all Navy aircraft accidents occurred during shipboard operations in many cases the fault lies with the pilot these accidents can be prevented by naval aviators who understand what causes mishap and the actions required to avoid them all accidents except those involving the consequences minimized in this film we've included accidents recorded on carry a flat systems the film quality is not outstanding but the action interest rates the necessity for constant alertness on the part of the naval aviator in all phases of carrier operations then let's see what can happen at the catapult make sure you use the catechol Griffin friction rocks the friction lock close the throttle at full power so your throttle hand is free to retract the landing gear after you're airborne some pilots stable to maintain the proper attitude off the bow consequently they settle below flight deck levels sometimes into the water in the case of an early breaking rollback or launch bar failure cut power to idle and try to stop the aircraft with great if you can't stop eject get out before going over the edge while the plane is in the best attitude rejection on a soft cap shot if your end speed is below minimum for your rate and configuration eject while you can still highly reliable catapult most soft shots are pilot caused by accepting an improper rate on the wakeboard speed and set your buck sometimes you may be able to jettison your external load to reduce weight and drag to maintain flight if you're out of the envelope of your seat jettison the keys blowing a tire on the catapult is generally no problem on launch pad the landing gear inspected by another aircraft or the tower in extremes for example no rubber left on the wheel you may have to make a barricade or restaurant if no engine should fail during launch eject immediately add in attitude and rate of descent are the governing factors in the decision to reject or ditch there is always the possibility that the aircraft control systems can malfunction during a cat shot if this happens try to regain control but realize you have very little altitude and airspeed the earth with rudder aileron or noise trim may be your only means of control ejection may be the more of prudent decision the arresting gear like all mechanical devices has also been known to fail you may be faced with an ejection situation if this happens to you you'll notice that you're essentially taxiing at a high speed toward the end of the angle before reaching the end of the flight deck eject generally if you see any deceleration the gear has already slowed you below flying speed accidents can also occur in such being on the deck teamwork is by though between the private and the director the pilot must react immediately to the director signals if you're not responsive to the director if you taxi too fast if you're using too much power if you miss a turn the result can be a crunch or an aircraft over the side you can get similar results from aircraft mechanical failures we might use your brakes coming out of the arresting gear the space on a ship is limited it doesn't leave much room for maneuvering even with brakes so use your emergency brake if you have one or use nosewheel steering to deck loose Sydney for Chuck's under your rules report on UHF 5 to 4 in the gear I walk my brakes get some toxin or that out that in the gear if you can't get it stop eject while you remain the to see if the characteristics of the seats prevent objection jettison canopy before you enter the water no spectators are diagnosed by alert pilots when they print them after lowering the landing gear however the impact of landing may render the brakes ineffective well before you come out of the gear and come on with too much power make sure you're functioning check them on the rollback then ride the brakes a little before gaining momentum sometimes a pilot coming out of the gear will taxi too fast in his desire to get across the foul line in his attempt to slow the speed his brakes might rock he hits oil on the deck and Fox's bird in the catwalk well uses another aircraft or inexpensive charge there are such procedures for operating on the flight deck but sometimes situations may arise that require just plain common sense getting a severe blast from planes taxiing ahead of you especially if they're larger planes aircraft have been blasted over the side however if the situation arises where it is obvious that your plane is going over the side eject while you are still in the envelope think about situations where you require to make an objection decision stick with your decision go another situation which consensual while Satine occurs when the ship is turning particularly prior to launch as the ship turns into the wind years brakes and power to hold the aircraft in position strangely enough most accidents occur when the planet has the most control during a poke in branding meatball lineup and airspeed optimum angle of attack prior to reaching the abeam position the standard tune for your type of aircraft will bring you into position for the final approach if you're tilling is too tight you will have an angling approach if your turn is too shallow you will have an overshooting approach you should complete your turn on speed lined up and at the proper altitude to intercept the meatballs extending ass from the port side of the ship the glide slope theme is completed stabilized to correct for pitching rule of the ship the start is when you roll your wings level on the drive slope the first 1/3 of the approach is referred to as the middle the second one third is in the view in truth is 5 to 10 seconds out anything closes is that the ramp no let's see and discuss some glideslope Corrections appeal approach is high reduce power to increase rate of descent as the meatball approaches the center's add sufficient power to reduce rate of descent to optimum power reductions require corresponding immediate power settings usually required to maintain optimum glide slope a high and fast conditions must be corrected early in the approach a large power reduction is necessary increase the attitude of the aircraft to decrease airspeed to optimum angle of attack it is necessary to correct the airspeed first to achieve our values so the planet is obtaining accurate blood flow information maintain optimum angle of attack and proceed as in correcting a high the possible consequences of the very large power reduction necessary to correct for this condition are decelerating to a slow or developing a large rate of sink which is difficult to control and may result in a feather below the glide slope accidents can occur when an aviator fellows to correct for the high or high and fast Billy in the approach the either remains high all the way with a greater sink rate a touchdown and a possible filter well he settles below the glide slope in close to at the rim and wind up in a ramp primary concern is to fly the aircraft back to optimum glide slope requires a large power addition when a positive rate of crime is achieved the attitude of the aircraft is lowered to obtain optimum angle of attack approaching optimum glide slope a rather large power reduction is necessary to prevent the aircraft from climbing through the glide slope or accelerating and intermediate power addition is required to stabilize the aircraft on the glide slope and prevent another settle the most obvious accident that can occur when settling below the glide slope is a liquid landing if the pilot doesn't get as long as the water you might feel hit the ramp more several problems arise on the secondary collection off the nose the planet gets up to optimum glide slope but fails to maintain it and again more often the pilot cleansers corrections in clothes are very difficult the primary complication is that as the ffs gets closer to the deck the space within the theme for making Corrections smaller and smaller the planet is in the middle this situation is especially common at night when depth perception is almost non-existent perception can cause a is too high it looks only at the the situation is extremely critical pilots who get aboard regularly on the first pass at night are in the reliability of the meatball an obvious concern in a carrier approach is rayna it is important to establish marina fairly in the ability late line up corrections can cause glide slope problems remember the ship is moving so your point of reference is constantly moving you're right this point of reference is the intersection formed by the strength back and the angles Bec the normal winds down the angles Bec intersections will provide you with sufficient crab to keep lined up remember that a line of correction reduces missed because of the bank angle and the increased drag caused by control deflection therefore lineup Corrections require additional power to prevent a sever below the glide slope or a d-cell this should be followed by a reduction in power as wings are level to maintain the glide slope one problem with late line up is that the pilot usually does not observe nice ball movement while looking at is rain of cues that can be serious remember that a lace line up attempt may not guarantee proper line up at touchdown air speed control is primarily a function of aircraft attitude there are many basic reasons why the aircraft must be on speed these include the structural limits of the aircraft and the strength of the arresting gear an aircraft that is too fast may exceed either or both of these limits also the aircraft must maintain adequate airspeed for accessible control if it gets too slow control is degraded past the point of safety an extreme example is the stall where the aircraft stops flying finally proper hooks to rant clearance is predicated on the hook - I value for a non speed aircraft if the air speed is too fast the aircraft has a flatter attitude than optimum and the tail work is actually higher than the meatball would lead the pilot to believe on the other hand in a slow or cocked up attitude the tail is lower now that we've explained how some accidents can happen to help prevent such accidents today's carriers have many ages to bring you safely home but the LSA is still a vital factor in your success he brings to the operation human judgment based on expensive experience from his position he can see more clearly than the planet when problems begin to develop in the approach the LSA is in constant radio communication with his sickle switch he controls the wave often cut right he has a history of indicator keeping the fries the beckoned glideslope condition he has a true airspeed readout on aircraft in the groove there is a basic angle repeaters that gives the glide slope angle the real angle indicator professor flips to rant clearance for Statham right wave off and cut light brightness indicators and controls and many others to assist both the pilot and the LSO if the pilot is not set up safely on the glide slope on speed and lined up by the time he is enclosed it is the LSO is responsibility to give him a wave off wave on any wavelength is mandatory to present a possible accident if this happens to you go to full power and maintain optimum angle of attack if you're slowly single that angle of attack level your wings and climb straight ahead the landing gear is not raised until you're sure you're past the deck in flight engagements or engaging the wire while the aircraft is in a crime should never occur but it has in extreme situations an LSO may waive off an aircraft at the ramp to ensure that the aircraft will clear the ramp in this situation an aviation on wave off could mean an in-flight engagement usually with disastrous results if you maintain optimum angle of attack you won't be involved in an in-flight engagement remember the myth style is not your only point of reference but it is the closer you get to the meatballs the more accurate its information if you're lined up in the breeze and maintaining proper glide slope and airspeed your corrections are minimized and a successful landing is assured some pilots fly how they feel instead of relying on the ball the meatball should be your main point of reference as you scan the entire landing situation an experienced pilot knows he has to fight this urge to fly the day to the back spotters the deck looks high so they settled next time it looks too low and they may not catch the compensating climb in time sometimes they wind up on the ramp with a hard landing they need to observe these basic rules can be settled anticipate those conditions where human failures lead to accidents and avoid them follow the procedures designed for your safety and the successful achievement of your mission know what you should do in all situations and when the time comes do it without hesitation

Channel: Tom Staggs

Views: 593,759

Rating: 4.6141481 out of 5

Keywords: USN, Ejection, Douglas A-4 Skyhawk (Aircraft Model), Vought F-8 Crusader (Aircraft Model), LTV A-7 Corsair II (Aircraft Model), Carrier landing, training film

Id: AGW5RbZzOVg

Length: 24min 6sec (1446 seconds)

Published: Sat May 30 2015