AR1300 From Argentina, joined Feb 2005, 1740 posts, RR: 3 Reply 6, posted (8 years 2 weeks 5 hours ago) and read 12744 times:
Excellent!!Very good! you can hear the sound of the engines right before touchdown, that goes up, just in case that the pilot misses the approach.Right?
Ghostbase From United Kingdom, joined Nov 2004, 354 posts, RR: 3 Reply 8, posted (8 years 1 week 6 days 23 hours ago) and read 12603 times:
That's a superb film clip, there is some real skill involved in making it look that easy! Visibility from the S-3 cockpit is very good as well.
Hey DeltaGuy, can't believe that you want to go onto the F/A-18E Super Hornet after seeing that, you are a Hoover man underneath really. You know you want to...
Garnetpalmetto From United States of America, joined Oct 2003, 5251 posts, RR: 55 Reply 9, posted (8 years 1 week 6 days 22 hours ago) and read 12589 times:
Quoting AR1300 (Reply 6): you can hear the sound of the engines right before touchdown, that goes up, just in case that the pilot misses the approach.Right?
Correct - standard practice is for naval aviators to increase to military thrust until they feel the aircraft come to a complete stop in case they bolter or some other occurance happens.
South Carolina - too small to be its own country, too big to be a mental asylum.
AAR90 From United States of America, joined Jan 2000, 3410 posts, RR: 50 Reply 10, posted (8 years 1 week 6 days 22 hours ago) and read 12589 times:
Quoting Garnetpalmetto (Reply 9): Correct - standard practice is for naval aviators to increase to military thrust until they feel the aircraft come to a complete stop in case they bolter or some other occurance happens.
Nope, it is SOP for jet guys to go to MIL upon touchdown. The prop guys just add about "a knob" of power... since it is virtually instantaneous (no spool up time) lift.
*NO CARRIER* -- A Naval Aviator's worst nightmare!
Yanqui67 From Puerto Rico, joined Jan 2005, 505 posts, RR: 3 Reply 13, posted (8 years 1 week 6 days 11 hours ago) and read 12512 times:
Back in 91 I trapped aboard the USS Enterprise in a US-3A Viking. Its an S-3 without the ASW gear, it has seats for passengers instead. They have been retired for a while now. It was in the North Arabian Sea. I about chit my pants. It was he scariest thing I ever had done and also the most exciting. I sat right behind the pilot. It was awesome, that was my first time aboard the boat. what way to go. I also have two more traps aboard USS Abe Lincoln flying on the C-2 Greyhound. It was not as cool as the S-3 though.
Daveflys0509 From Italy, joined Apr 2005, 87 posts, RR: 4 Reply 14, posted (8 years 1 week 5 days 15 hours ago) and read 12411 times:
Fly Navy! Can you guys believe most of the student navy pilots when they do their first trap in the T-45 only have like around 250 hours if they didnt have any prior flight time before they joined the Navy.
DeltaGuy From , joined Dec 1969, posts, RR: Reply 15, posted (8 years 1 week 5 days 12 hours ago) and read 12394 times:
Quoting Ghostbase (Reply 8): Hey DeltaGuy, can't believe that you want to go onto the F/A-18E Super Hornet after seeing that, you are a Hoover man underneath really. You know you want to...
Oh you bet sir You know I like flying with 3 screaming kids in the cockpit with me, whilst sounding like a common house-hold cleaning applicance Sure beats going fast lol.
AAR90 From United States of America, joined Jan 2000, 3410 posts, RR: 50 Reply 16, posted (8 years 1 week 3 days 21 hours ago) and read 12285 times:
Quoting Yanqui67 (Reply 13): flying on the C-2 Greyhound. It was not as cool as the S-3 though.
But considerably more difficult to fly onto the ship.
Quoting Daveflys0509 (Reply 14): Can you guys believe most of the student navy pilots when they do their first trap in the T-45 only have like around 250 hours if they didnt have any prior flight time before they joined the Navy.
Not unless USN has drastically increased the length and expense of its pilot training program. My first visit to "Lady Lex" was with a grand total of ~130 hours... 75 in primary (T28) and 55 in intermediate strike (T2C). That was slightly below the average for the time. 150-170 was the norm, but training schedules all revolve around CV availability.
Back then (1980-81) most jet drivers did NOT "qualify" their first CV visit. They didn't get enough traps. It was more of a "disqual" period... if you can't get it aboard a CV, USN stops investing time/money in additional pilot training. Jet drivers' actual CV "qualification" came during Advanced Strike training... when they had ~250 hours. As an E2/C2 "draftee" I received additional Traps (over two days) and completed my Carrier Qualification that first visit.
*NO CARRIER* -- A Naval Aviator's worst nightmare!
Garnetpalmetto From United States of America, joined Oct 2003, 5251 posts, RR: 55 Reply 18, posted (8 years 1 week 3 days 16 hours ago) and read 12254 times:
Yanqui67 From Puerto Rico, joined Jan 2005, 505 posts, RR: 3 Reply 20, posted (8 years 1 week 2 days 22 hours ago) and read 12194 times:
The smoke you see is the AC at work. Ice chunks fly out of the vents. It works very well and you freeze your butt off. I remember it very well. My teeth were chattering.
Daveflys0509 From Italy, joined Apr 2005, 87 posts, RR: 4 Reply 24, posted (8 years 1 week 1 day 9 hours ago) and read 12073 times:
AAR90 how did the selection process work after you got winged and went to the RAG to figure out whether you'd fly E2 or C2's
25 AAR90: I was a naïve, ignorant student naval aviator at the time so I don’t truly know. I was drafted into the program while in Intermediate Strike train
27 Daveflys0509: Excellent story AAR90!! Yeah I'd say things in the program have stabilized since then, or I hope . As an inspiring tailhook turboprop pilot, would you
28 AAR90: E-2 by far. Much more interesting missions. If you pay attention, you will learn more about how an entire USN CV Battle Group fights a war in just on
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