CArrier Landings

[SpazSinbad]

At the end of this rave from URL below I'll put more 'raves' about LSO stuff: (all are in the PDFs about 'how to deck land the A-4 - or any USN jet)

1. Could one of y'all put up a "grading passes 101"?
2. The shorthand LSO's use - is it Fleet-standardized?
3. Taught at LSO School? Or just whatever the CAG Paddles prefers?
4. What's considered start/at the middle/in-close? Etc and so on.

http://www.airwarriors.com/forum/showthread.php?p=385759&highlight=Grade+Bolter+Waveoff#post385759

I concur with everything A4s said. Only a little bit has changed, it is still the "artform" that he was taught. We have computerized so grades are now stored in a database which makes things like "Top 10" and Trend Analysis much easier. It also means that a couple of the comments have changed. Not many symbols any more. "Rough" as in rough wings, rough nose, etc, is now "RUF" It used to be a squiggly horizontal line. Fly-through-up and fly-through-down, which used to be hand drawn (usually improperly) are now "/" and "\" respectively.

1. Grading Passes and 2. Shorthand and 4. What is the start, in close...
101 Remember the main reason we grade passes is so a pilot can learn from every pass and the Pilot and LSO can spot trends which need correction. My philosophy as a CAG LSO was not "lets see how much detail we can go into" it was more "hit the high points and tell him what he saw."

Tell him what he saw. Not what you saw. Important distinction. If you saw him low, but he saw a centered ball because he was slow and cocked up, then you would say slocu "slow cocked up". Then in the debrief when he doesn't see the low you saw, you can explain the airspeed deviation maksked the glideslope deviation.

We can start grading anywhere we want. In my airwing, we gave upgrades for the SHB - shit hot break, but only if you could handle it. Common calls in the RAG and TRACOM are TWA or TCA - too wide/close abeam. WUX, AA Wrapped up start, angling approach. All valid comments. ("If you ever hear a student say "Don't call the ball until you are wings level, because Paddles can't start grading until the ball call." Please punch them.)

So, basics: We look at three things. Glideslope, Lineup, Speed. There are lots of comments you can use:

Glideslope - H - High LO - Low. HCD - High coming down. B - Flat. (Flat is ALWAYS a glideslope reference, not aircraft attitude) S- Settle
\ - fly down through the glideslope / - Fly up through the glideslope

Lineup - LUR/LUL Lined up left/right R-L -Right to left.

Speed - F - Fast Slo - Slow CU - Cocked up ND - Nose down ACC - Accelerate DEC - Decelerate

We can also talk about the magnitude of a deviation. If it is (in parentheses) it is "a little" if it is underlined that means "a lot".

We grade any part of what we see, from the break to the flyaway on a B (Bolter) or WO (waveoff). For tracking and debriefing purposes, we break the groove up into distinct (but subjective) parts. X - start (usually about the time you go wings level). IM - In the middle. IC - In close. AR - At the ramp. IW - In the wires.

Then we take the deviation comments, put them in a location and build a pass. (We will talk about grading in a minute)

(OK) HX (TMP.CDIC) FBAR 4
Fair pass. High Start, a little too much power on the come down in close, fast flat at the ramp. 4 wire.

-- NEP.DRIM OCSDEC.LUIC LOBAR 3
NO GRADE Not enough power on drift right in the middle. Overcontrolled big settle decel on lineup inclose. Low, very flat at the ramp. 3 wire.

OK (NEPIC) (SAR) 2
OKAY PASS. A little not enough power in close, a little settle at the ramp. 2 wire.

Grades and grading philosophy:

Our (me and the other CAG LSO) philosophy was that in our airwing, it would be harder then in most to get an OK. We did not give sugar calls and expected pilots to get aboard without help. We tried to make it so that the only time you got a radio call was if we thought you were losing control of the pass. Not unheard of on our platform to get a "no grade" and not have anything said. Our mantra was "If he is going to clear the ramp, land near centerline with no drift, and not break the jet (For A4s, that is a new concern in the Hornet age) then we normally won't talk to them.

Grades (and points assigned on 4.0 scale)

OK 5 "Okay Underlined" No deviations. (Never happens) Usually assigned for single engines, 1000th trap, very tough enviornmentals, etc.

OK 4 "Okay pass" Above Average Pass. Minor deviations with timely and proper corrections.

(OK) 3 "Fair Pass" Pass with average deviations and corrections.

B 2.5 Bolter. Basically a fair pass where you didn't get aboard. Boarding rate hit for pilot and squadron. Contrary to popular belief, a bolter is a safe, acceptable pass. (as long as you don't make a habit of it!)

-- 2.0 No Grade. (AKA "Stitch" or "Gash") Below average (but safe) pass. Excessive deviations and/or improper or untimely corrections and/or improper response to LSO call.

WOP 2.0 Pattern Waveoff. Usually issued for gross deviations in the approach turn. Excessive low or overshoot.

WO 1.0 Waveoff. Issued to prevent an unsafe pass from continuing. Caused by escessive deviations, compound deviations, or lack of response to LSO calls.

C 0.0 Cut pass. Unsafe. Probably a mishap.

WOFD * Foul deck waveoff. No grade awarded, doesn't count as a pass. (like a walk in Baseball) No boarding rate hit. (Exception- If you caused the WOFD by not having enough interval, then I would grade it as a WOP)

There are a few others:

OWO (Own Waveoff). Unless done at the start, not safe. Will definitely get a talking to from CAG Paddles and possibly Boss/CAG/CAPT.

WOW Waveoff Winds. Winds out of limits. Treated like WOFD.

3. Taught at LSO school: Not really. Like A4s said, it is an art. The only way you get good at it is to do it. Over and over and over and over.

LSO school is to waving what a simulator and Instrument ground school are to flying: You learn necessary info and procedures, but you don't learn to wave....
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http://www.everything2.com/e2node/How%2520to%2520land%2520a%2520jet%2520plane%2520on%2520an%2520aircraft%2520carrier

[SpazSinbad]

http://members.aol.com/hangfire2/cqual.htm

The LSO Shack = Flying the Ball
In order to fly the ball in a precise manner, the pilot must learn to detect deviations and make appropriate corrections. Seldom, if ever, will you be able to leave the power alone and fly a centered ball, on speed, all the way to touchdown. You will always be making corrections of some kind... the trick is to learn to detect and fix deviations early while they are more easily fixed.
There are three general areas that must be understood and mastered in order to fly the ball well.
1. SCAN. Altitude, alignment, and airspeed are essentially all that you are concerned with while flying the ball. A continuous scan of meatball, lineup, and angle of attack will allow you to pick up deviations and make the appropriate correction. It will also enable you to rapidly determine if the correction you have initiated is working!
2. FUNNEL EFFECT. Because of the nature of the meatball, the corrections that you make further away from the ramp must be larger than those you must make closer in. A high ball as you roll into the groove may require 20-30 feet of correction, whereas at the ramp the difference between a centered ball and a ball high is only 3 feet. You must be able to judge the amount of correction that you should input based on your distance from the ship and the corresponding sensitivity of the ball.
3. COUNTER CORRECTION. For every correction you make, there will have to be a counter correction to allow yourself to re-stabilize. If you reduce power because you are high ,you will begin to descend. Unless a counter correction is made, in this case squeaking on a little power as the ball centers, you will coast right on down through the glideslope and end up low.
As stated earlier, the glide slope is controlled primarily with power, and AOA/airspeed is controlled primarily with the stick, however, it is important to realize that there must be a coordinated use of both in any correction. Here are some examples of typical deviations and the necessary corrections.
HIGH AND ON SPEED: Reduce power and drop the nose slightly to maintain on speed AOA. Since power was reduced, the ball will start to move downward. As the ball approaches the center of the lens, counter-correct to stop it there. Add power and raise the nose slightly.
HIGH AND FAST : Reduce power and hold the nose momentarily until on speed AOA is reached, then adjust the nose to maintain AOA. Again catch the descent with a little power back on to avoid flying through centered ball.
HIGH AND SLOW: Decrease nose attitude slightly to decrease AOA. This nose down may be enough to start the ball moving down, but be prepared to adjust power as on speed is reached to continue/arrest the descent as needed
LOW AND ON SPEED: Add power and adjust the nose to maintain on-speed. Reduce power only when the ball is centered.
LOW AND FAST : You can use part of your excess speed to convert into altitude. However, you must be ready to add power as needed if you reach on speed before you climb back up on glideslope.
LOW AND SLOW: The most dangerous combination, as you are energy deficient. Add power and hold nose attitude constant. The power addition will move the ball upward, and may start to accelerate the aircraft. Once you are back up and on glideslope you can adjust the nose and power to regain on speed.
SLOW: If slow and on glideslope simultaneously release backstick to decrease AOA while adding power to counter the tendency to descend.
FAST : Just the opposite of slow. Increase backstick while squeaking a little power off to keep from climbing.
Finally, some of the golden rules of flying the ball:
l Always lead a high
l Never lead or finesse a low
l Never center a high ball in close
l If high and not on speed, fix AOA first
l If low and not on speed, fix glideslope first
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http://www.everything2.com/e2node/How%2520to%2520land%2520a%2520jet%2520plane%2520on%2520an%2520aircraft%2520carrier

[wilycoyote4]

When, if ever, does an LSO radio to the pilot "Paddles Contact"?  I don't think it is used in the missions I've seen so far. 

[SpazSinbad]

"Paddles Contact"? In what circumstances or in what part of these posts have you seen this radio call please? My guess from hearing USN LSOs talk on videos would be that the aircraft is perhaps doing an instrument let down while the LSO will talk to the pilot before his 'ball call' to let the pilot know that he has the aircraft (before the pilot sees the ball coming off instruments). Perhaps it may be used in other circumstances but except in training situations (especially ashore) the LSO usually does not say much unless it is an emergency or a really bad approach. For example often there is silence after the pilot calls the ball with the LSO responding "roger ball".

[SpazSinbad]

HUD symbology from Super Hornet NATOPS:

[SUBS17]

Carrier tutorial and Carrier Practice missions both have Paddles contact.

[SUBS17]

"Paddles Contact"? In what circumstances or in what part of these posts have you seen this radio call please? My guess from hearing USN LSOs talk on videos would be that the aircraft is perhaps doing an instrument let down while the LSO will talk to the pilot before his 'ball call' to let the pilot know that he has the aircraft (before the pilot sees the ball coming off instruments). Perhaps it may be used in other circumstances but except in training situations (especially ashore) the LSO usually does not say much unless it is an emergency or a really bad approach. For example often there is silence after the pilot calls the ball with the LSO responding "roger ball".

It mentions in the LSO manual either roger ball or paddles contact maybe thats where they got it from.

[wilycoyote4]

It was in a video where a pilot describes the low snowing clouds as he starts his pass.  He can't see the boat or the ball but the LSO used the vocal "Paddles Contact" on the radio to let the pilot know the LSOs could see his landing light, if I recall correctly, and the F-14 broke out below the clouds with seconds to go and made it.  No indication of landing instrument procedure that was being used, I assume.

Thanks for clearing that up.

[wilycoyote4]

Carrier tutorial and Carrier Practice missions both have Paddles contact.

I'll check.  Thanks for the info.  I need all the help I can get.

[SpazSinbad]

Regarding meaning of "Paddles Contact". I've not had time to reread all the different LSO information in PDF format but I would guess there is a distinct difference between the LSO radio call "Paddles Contact" and "Roger Ball". Paddles Contact to me would imply that the LSO is calling the approaching aircraft before that aircraft has called (seeing) the ball. As has been suggested perhaps there was previous conversations due to conditions. However my point is that the "Roger Ball" call by the LSO is different.

'Roger Ball' is acknowledgement by the LSO that he has heard the approaching aircraft callsign, fuel state and that its pilot can see the ball. I have seen commentators think that this (Roger Ball) means the aircraft is cleared to land. This is no such clearance. An LSO can WaveOFF the aircraft at any time it is safe to do so for whatever reason. Often you will see videos when the LSOs have their hands in the air to signify to others that the deck is 'foul'. That is: NO aircraft can land on a 'foul deck'. However an aircraft may approach to its safe waveoff position (even if the deck is foul) in case the deck becomes "clear" during the approach, so that that aircraft can land.

The approaching aircraft does not need to know this particularly. All the pilot needs to do is call the ball and concentrate. The LSO then is like air traffic control in that specific situation. The LSO will be hearing others around him (helping) determining if the deck will soon be 'clear'; so that he may continue to allow the aircraft to approach. IF otherwise it is known that the deck will remain foul then the LSO will waveoff the aircraft in good time for another approach.

So I hope that explains that "Paddles Contact" is not a substitute for "Roger Ball". Roger Ball is a response to the pilot calling the ball. Paddles Contact is an advisory call that the LSO can see the approaching aircraft (even though that aircraft may not see the ship, the ball or have obviously 'called the ball'). If a pilot hears 'Paddles Contact' that may encourage him to continue to look for the ship, ball etc but without otherwise getting into an unsafe flight/approach situation. That is another matter. For example without being under control of a Controller the aircraft will not go below a certain safe altitude until the ball is seen. The CCA (Carrier Controlled Approach Controller) looking at precision radar can guide the aircraft to the minimums to then allow the pilot to see the ball to then continue on a conventional approach.

Today of course there are many other types of instrument approaches where different instruments can be used in combination to carry out an approach to a specified minimum altitude and distance from the ship. IF the ball is not seen at these minimums then the aircraft must carry out a 'missed approach'. The various LSO and Super Hornet NATOPS PDFs describe some of these approaches and procedures.

Additionally the LSO can 'talkdown' a pilot in an emergency or use the MOVLAS (manual mirror control) to guide the pilot. These are explained in the LSO NATOPS PDF. Generally the pilot/LSO say little if all goes well.

[micro]

"Paddles contact" states that the LSO can now see the approaching aircraft. On Case 3 (IFR) approaches, the aircraft is getting line up and glide slope instructtions from CATCC. Once the LSO sees them, "Paddles contact" is really a call to ATC saying, "I'll take it from here".

[SpazSinbad]

mircorbrewst, Thanks for clearing that up about "Paddles Contact".

[SUBS17]

"Paddles contact" states that the LSO can now see the approaching aircraft. On Case 3 (IFR) approaches, the aircraft is getting line up and glide slope instructtions from CATCC. Once the LSO sees them, "Paddles contact" is really a call to ATC saying, "I'll take it from here".

Then paddles contact is ok for Carrier Practice mission since that features low cloud but the Carrier tutorial it would be incorrect since its an VFR approach?

[SpazSinbad]

subs17, from 'microbrewst' reply it would seem that in the 'VFR Mission' (I have not seen it yet) of FSX - if the pilot is flying a visual approach to the carrier - then 'Paddles Contact' is incorrect if it is apparently a substitute for the 'Roger Ball' response to the pilot's 'Ball Call'.

However in other circumstances, such as making a practice Instrument Approach (pretend flying in cloud on instruments when there is no cloud) that might be a scenario when the "Paddles Contact" is used. But the call is to the Carrier Air Traffic Controllers (who may be guiding the aircraft to the safe minimums so that the pilot can then call the ball) to let them know (and the pilot) that the LSO has the aircraft in sight.

When the pilot sees the meatball he will then make that 'ball' call with the LSO 'Roger Ball' response.

Please remember that often in documentaries or feature films, if the LSO is portrayed talking a lot to the Pilot then that is a scripted trick to make the scene more dramatic - unless for example it is portraying an emergency approach. Otherwise nothing much is said as per other info on this thread. It is like seeing movie jet pilots flying without their face masks secured. This is another movie trick to allow the audience to see the pilot's face - which would be obscured in real life and not very dramatic.

[SUBS17]

You should see the F/A-18 missions in FSX then I suggest try them out the 3rd one is a Carrier approach at night in bad weather without TACAN/ILS and thats the only one where he Calls the ball. IMO you won't find much realism in FSX if you're comparing it to anything since its designed as a civilian flight sim and there are very few exceptions to that unless you want to create your own custom file for the LSO I think FD5 has LSO and Tacan.

Please remember that often in documentaries or feature films, if the LSO is portrayed talking a lot to the Pilot then that is a scripted trick to make the scene more dramatic - unless for example it is portraying an emergency approach. Otherwise nothing much is said as per other info on this thread. It is like seeing movie jet pilots flying without their face masks secured. This is another movie trick to allow the audience to see the pilot's face - which would be obscured in real life and not very dramatic.

Yeah I don't spend too much time watching such movies Dude but I am well aware of what LSOs do from watching a few HUD/Landing tapes. BTW I've found the ultimate Carrier sim  just make sure microbrewst doesn't see this.
http://nz.youtube.com/watch?v=2AKIKcF4IAg

No not F-14s!