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Ask a Hornet Driver

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SpazSinbad:
'Joeairplane79' asked: "...how much fuel they plan to have on board when they recover..."

From my experience in an A4G now a long time ago in the RAN I would suggest that any Naval Aircraft returning to a carrier - especially - would like to have the maximum available fuel just under the maximum landing arrest weight. Depending on unexpended weapons and empty stores to bring back, this 'other weight' will subtracted from the maximum fuel (within limits - otherwise some 'stores' might be dumped perhaps).

Todays aircraft have a large 'bringback' weight, unlike aircraft years ago. That bringback helps a lot to manage fuel, with tankers being available above the carrier usually. However a fast jet pilot will sweat the fuel throughout to maximise the allowable weight at the ramp. Dumping excess fuel above that weight during the run in to the break was a common sight.

During 'blue water ops' without a diversion field within range then plenty of fuel (with a tanker available) can account for any deck hiccups, forcing a wait in the landing stack or waveoff etc. Still and all a pilot will sweat the fuel.  ;D

Victory103:
Here's a quick one on fuel ladders, again pulled from a RW site


--- Quote ---But it's easy math...

Figuring fuel flows for example.


2000# per hour per side (2 engine jet)

Equates to 4000# per hour, 2000# in 30 minutes, 1000# in 15, 500# in 7.5, and about 375# every 2-3 minutes....

Use that for fuel ladder to track your fuel in a flight. If you're above where you need to be to make it back with max trap or min on deck, you got gas to play with
--- End quote ---

So for a non-combat hop, you take off on your cycle knowing how long you have until the recovery cycle starts, pretty easy for the Hornet due to the constant gas issues. That's normally a set time, so if I go out and do some ACM and then get tasked to go look at a surface contact, based on my time I should have x lbs of gas remaining, if for example I'm over 500# on my ladder, I've "made" gas.

ExNusquam:

--- Quote from: SpazSinbad on May 04, 2012, 08:20:42 am ---'Joeairplane79' asked: "...how much fuel they plan to have on board when they recover..."

From my experience in an A4G now a long time ago in the RAN I would suggest that any Naval Aircraft returning to a carrier - especially - would like to have the maximum available fuel just under the maximum landing arrest weight. Depending on unexpended weapons and empty stores to bring back, this 'other weight' will subtracted from the maximum fuel (within limits - otherwise some 'stores' might be dumped perhaps).


--- End quote ---

That's what I've been told before, yet in PBS Carrier, I could have sworn they showed a PPT slide that said they were planning on recovering with 4.3 Day/5.0 Night, at least for Arabian Gulf operations. Hence my question, to see which is true.

SpazSinbad:
'Joeairplane79' it has been awhile since I have seen PBS 'Carrier' and don't recall that briefing but from what you have mentioned I would guess you see the Minimum Fuel on that slide. The plan would be to return for Charlie Time with no less than that minimum fuel. Pilots would work backwards from that to depart the Operating Area with sufficient fuel. Now I could be mistaken but that is one way to look at those figures (or others) with the larger fuel amount for night ops for the longer approach cycle via instruments.

I would imagine that there are other figures for 'Bingo to a Land Airfield' and which one etc. Carrier pilots today are likely to provide more details but I can only generalise about Hornet Ops.

Depending on cirumstances you will sweat the fuel constantly adjusting to be back with no less than required amount at the required time (if that is known).

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