DCS F-18 - Case 1 - Visual Recovery Procedure

[VBF-12 Gosling]

Chaps

Edit: For Super Carrier...
Additional Landing Aids:

• Virtual IFLORS - Meatball (Amber/Red-Low) / Glide Path Angle (Green) / Wave Off (Flashing Reds)
• ICLS - TACAN and ICLS Tuned and Boxed - Although it is a Visual Recovery you can still have the glide path and localiser up.
• Long Range laser Lineup System (LRLS) - Flashing Red / Red / Amber / Green / Flashing Green

The guys at VFA-113 really do have it in one sock and their page which describes Deck Operations is really very good.

Undoubtedly we all need to individually know the Case 1 recovery from within the cockpit to be able to get back on deck, but we also need to the procedure when working as a team or when working with other squadrons. Please take a look at the following page which is excellent tuition for the visual recovery. May I recommend no more straight in recoveries unless the boat is completely clear. Everyone should be joining the Stack (3000ft, 250kts, 23 deg AofB) as the initial start of a recovery.



Please read the short section in NATOPS for the F-18:

A1-F18AC-NFM-000 - Read Section 8.2.10 Landing Pattern (Page 354)

The response to Paddles calling “Call the Ball” is MODEX (side number), TYPE (Hornet), BALL, FUEL = “571, Hornet, Ball, 4.2” for 4200lbs Fuel you saw on turning in. If we work with another squadron we will need to do this.

www.users.on.net/~jase_ash/http:/www.users.on.net/~jase_ash/city-life-photos/styled-5/

I think it would be well worth contacting VFA-113 and joining one of their training nights (similar times to ours) sometime. It would be good for us for recoveries and for me as LSO...

Case I: VMC conditions = 3,000ft ceiling (5/8th cloud cover or worse) and 5nm visibility or better. Case 1 recoveries will marshal overhead the ship and enter the pattern via the break. Squadron recovery is possible so up to 12 aircraft!



Here is a good demonstration video, with great initial instruction:


THis one is from the original Carrier but points out the checks better and is better at pilot attitude


As a follow up video answering a load of good questions, also from the old carrier:


Case II: Weather less than 3,000/5 but greater than 1,000/5 exist at the ship. Case II recovery is a controlled IMC descent to the break and the VFR pattern. It is used when a VFR penetration cannot be made. The approach may be via radar vectors or a TACAN or ADF approach. In no case will more than a section of two aircraft execute a Case II recovery. Case II departure is a procedure used to climb through IFR conditions to VMC.

Case III: Used for weather less than 1,000/5, or at night.

Work up from the basic should be something like:

Case 1 x 2 sessions - Day VMC >= 3000/5 or better
Case 3 x 2 sessions - Day IMC / Night all weathers < 1000/5 or night
Case 2 x 2 sessions - Day DVE (Dgraded Visual Environment) between 3000/5 and 1000/5

Sounds like a lot of work and it is, but at this early stage its proabably the only way to get consistent..

This page is worth a look too:

fightersweep.com/3339/carrier-flight-ops-aboard-the-stennis/#prettyPhoto

If you really want read this manual too. It’s for the T-45 Goshawk but the general procedures hold good for all aircraft working with the carrier..

www.cnatra.navy.mil/local/docs/pat-pubs/P-816.pdf

I also found a good description that may help:

Carrier Procedure

For simplicity's sake we'll pick it up at initial. Glossary items have been italicized for ease of reading.

1. "123 flight of x, initial", ATC will then give the required instruction.
2. The flight will then side-step to the right of the carrier island, and begin looking for their interval.
3. Reaching the carrier, the flight will then perform the carrier break on their interval, ensuring that aircraft will arrive in 60 second intervals.
4. Landing checklist: 3 down and locked, flaps full, hook down, antiskid off, dispenser off, on speed XXX.
5. Once turned downwind, the aircraft will descend from 800ft AGL to 600ft AGL (the carrier pattern is flown at 600ft), and the aircraft will ensure it has proper lateral separation (abeam distance) from the carrier so as not to overshoot or undershoot on the approach turn.
6. Once abeam the LSO shack (or when the white of the round down is visible), the aircraft will increase VSI to approximately 200-300fpm and begin a 27-30 degree AoB turn. Proper time in the groove is limited to only 15-18 seconds. Too long or too short in the groove and the LSO can wave you off, so it is paramount that the approach turn be performed at the proper position.
7. At the 90, altitude should be 450ft AGL, and VSI should increase to 500fpm.
8. At the 45 the aircraft should be crossing the wake of the carrier, altitude should be 325-375ft AGL, and the ball should appear to rise. Note: Rolling into the groove, the ball should appear either centered or slightly high.
9. Once in the groove, with a visible ball, the aircraft makes its ball call. The LSO will respond with "roger ball", which is the aircraft's clearance to land.
10. Once established in the groove, the aircraft should be roughly 700fpm and flying the ball for glidepath. The pilot's scan becomes: meatball, lineup, AoA, meatball, lineup, AoA, meatball, lineup, AoA (you get the point).
11. As the aircraft flies in the groove the runway will constantly slip to the right requiring small, almost imperceptible, lateral stick inputs (and matching power corrections to account for the loss in lift). The pilot will strive to keep the aircraft on centerline, on speed, with a centered ball. Note: failure to keep the aircraft on speed can result in either a bolter, or an in-flight engagement. It is imperative the aircraft maintain the proper AoA.
12. Just prior to touchdown, as the aircraft passes over the ramp, the pilot's scan will shift to ball, ball, ball, ball, ball, and the touchdown should come as a surprise. This is referred to as "flying the ball all the way to touchdown". Pilot's that deck spot (ie, attempt to fly to a specific spot on the deck) often fly down through the glideslope at the last moment and land short.
13. Once on the deck, the throttles will go to full military power (just shy of AB), and when landing has been assured, then the power will be reduced and the aircraft taxied off the landing area.

In the above I have highlighted the fact that the runway actually to slips to the right. This is because the carrier is sailing 10 degrees to the right of the runway heading so the whole runway is moving right slightly. This is the reason the Velocity Vector should be at the NOTCH rather than on the end of the runway. It’s noticeable how many of us drift left on short finals due to being tempted to fly to the deck and not to WHERE THE DECK WILL BE.

[VBF-12 Gosling]

Bump - Updated Video

[VBF-12 Gosling]

Bump again - Note added about the deck “Slipping” right...

[VBF-12 Gosling]

Image added for Case 1

[VBF-12_UnionJak]

NICE!!!!!!!!!!!!!!!

[VBF-12 Whitey]

I'm a little off the center line here but I'll take it

[VBF-12 Gosling]

I have had a few questions around the Case 1 recovery, particularly when recovering as multiple aircraft.

Unlike Case 3 where everyone gets there own height, Case 1 allows for up to a flight of 4 at each layer. This we can work up to, but for now let’s work on pairs.

This diagram from Hoggit helps more than the official one in the first post.



Key to our successful recovery is for EVERYONE to join as pairs or singletons into the GREEN orbit (3000 ft) above the carrier at 250 Kts (economy sped). You can join at any of the 4 positions but really should go through Posn 1 at least once.

Then at Posn 3, go outbound (210 deg more than BRC) to descend to pattern height (800 ft) and accelerate to 350 kts before turning back in to Initials (3nm astern on the “dead” (Stbd) side). Only now are you starting the PATTERN.

Passing the carrier EXTEND upwind for about 1.5nm before breaking into the pattern. If a you are a Pair, the Wingman should break no earlier than 15 seconds after his leader, to allow landing separation of at least 30 secs.

Those going around above should see the guys go outbound and then when they get to position 3, go outbound in turn. The second 4 aircraft, who should be at at least 4,000 ft, can drop down to 3,000 ft when they see that orbit clear.

Although this is a no comms procedure, it may be useful for the pairs to call outbound to give the guys above the heads up that they are leaving the Green orbit.

[VBF-12 Gosling]

Bump for Super Carrier