General Category > Unofficial F/A-18 Acceleration Pack board
vLSO Beta release
Striker:
--- Quote from: SpazSinbad on January 09, 2015, 10:28:01 pm ---Thanks 'Striker' I got there eventually - downloaded the Kindle Reader for PC but could not seem to be able to buy via that online - probably my old unused AMAZON account got in the way so I signed up again and bought online to view online via the Kindle Cloud Reader (whatever that is but I see what I see) and here is the OLD news about it all. :o
OK NOW I GET IT! ;D I had to register my 'downloaded Kindle for PC reader' and then I had the frikkin' book in my PC for Kindle reader. Now 'how do I print it'? ::)
--- End quote ---
I have not found a way to print yet. However, in looking at the "Look Inside!" page online, at the top of that page there is a "Print Book" tab. It is grayed out, but does show there is a way to print the book. Likely will require the actual Kindle Reader to do so.
SpazSinbad:
Thanks 'Striker' yesterday I struggled with a few hacks 'n cracks to get to be able to print it. Getting rid of the DRM is key. As for the article itself....
So far I have read it only piecemeal - not in sequence - however my impression is that it is for the T-45 pilots with reference to what they learn in the T-45; and from the article, will put them in good stead for their future carrier landing days. I'm impressed by the insistence of the author to be accurate in every minute detail and to practice at every opportunity such accuracy - and to never accept anything less than perfection - or strive toward it at least.
Being an old guy, having never flown a real HUD aircraft, a lot of things go over my head these days. From this year carrier approaches for the Super Hornet and F-35C aircraft will change dramatically, especially for the Super Hornet via Magic Carpet - to be tested on real aircraft real soon now. This does not help any FSX Hornet people though, however it does show how flying carrier approaches from the beginning to now has changed and will change dramatically [with some big leaps sometimes] over time.
Just to be nostalgic again. I flew with old Sea Venom pilots [who landed aboard HMAS Melbourne in that era without any LSOs whatsoever] in our new A4Gs. They liked to do lower than NATOPS circuits at 300 to 400 feet, if my memory serves me well. Later in our cruise our USN trained LSOs convinced them to fly the NATOPS altitude of 600 feet - which was quite a change for me at that time. I liked the low tight circuits. As indicated in the article under discussion being 'long in the groove' is the pits.
Anyway also flying with a mirror rather than a FLOLS/IFLOLS is a big change from what I have read. I recall doing a level base turn (during lower circuit height days) to pick up the ball just after the 90 and starting to fly it during the turn (for the life of me I cannot recall our groove length) and having only a 5.5 degree angle deck the line up problem was not so great as today. So going to a descending base turn did complicate things a little; but working like a 'one armed [wall]paper hanger' anyway - I'll never forget. ;D
SpazSinbad:
An Oldie But Goldie - this time with music - all is well that ends well in this video, especially for the TAXI ONE PILOT on approach at 5min 10secs mark of this video:
Victory103:
Spaz, great vid, was the cold cat and tip over in the LA both filmed during the same at-sea period?
SpazSinbad:
A4G 889 went over the front from a 'cold cat shot' - cause never determined/replicated. Pilot had trouble using the upper handle and managed to only jettison the canopy. It is thought that if he had have ejected whilst the aircraft was falling forward and down that he would not have survived. Luckily he stayed with the aircraft as it sank, scrapping down the side sinking, missing the propellors on the way. Once they had passed the pilot unstrapped (he was able to breathe emergency oxygen meanwhile) to then inflate his mae west, to hurtle to the surface from about 60 feet it is calculated. The SAR rescue diver in the PEDRO helo said he rocketed out of the water. You see him being picked up, then temporarily put in the stretcher as SOP; but he complains (because he is uninjured otherwise) to be able to stand up and get rid of his survival gear. You see the same pilot at the beginning of the video closing the canopy (on a different A4G). His name: Barry Evans, date is 08 Nov 1973 in the South China Sea.
Not sure of the exact date of the A4G 871 tip over during arrest but around that time. The RAN did not have a PLAT system so film/still photos were taken of deck ops at all times by several cameramen. The film was usually not developed unless there was a noteworthy incident. So many films were edited to make the one seen. The date of that incident was possibly just before (or after) but during a VF-805 work up, in difficult rolling swell in Jervis Bay, a few miles east of NAS Nowra - the only RAN FAA airfield. Here is another pilot talking about it:
--- Quote ---“I was doing D/Ls that day too, and the ship was running up and down in Jervis Bay side on to the swell. On one of my traps, the ship rolled quite a bit and I slid about four feet to the left after arrest. I thought I was going over the side at the time, but the wire held just as the ship rolled back the other way. Shortly afterwards >>>>>>>> had a similar problem, but his wingtip hit the deck and stayed there.”
--- End quote ---
The aircraft was righted by deck crew with the engine still running so that you see the aircraft taxi away out of the landing area and I'll guess shut down in Fly One to see if there was any damage. There was none - only paint scrapes I'm told.
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