Also thought I would share with the folks on the forum (LSO training material)
http://www.volunteers-midway.org/assets/files/3403.pdfIt has some really good gouge on a couple topics we have discussed recently, WoD, Burble, G/S angle for FCLP, and night vs day FCLP. Check out chapters 17-20, good stuff in there
. pulled a couple excerpts.
WoD and Burble:
17.2.1 Optimum Recovery Headwind.
Recovery headwind (RHW) is the component
of wind over the deck which is parallel to the
landing area centerline. Twenty-five (25) knots
of recovery headwind is considered optimum
for aircraft shipboard recovery.
17.2.2 Burble. Disturbance in the air mass
flow as it moves upward over bow or angle
deck, along the landing area, down at the
ramp and reflecting off the water is unique to
carrier operations and is depicted in Figure
17-1. The resultant airflow aft of the ramp is
termed the burble. The magnitude and
position of the downdraft/updraft aft of the
ramp is a factor of the air mass velocity and
ships forward motion. Carriers with a large
island superstructure produce the most severe
burble.
The burble directly affects an aircraft
approach by causing a sudden increase in lift
in the middle then a decrease in lift in close to
at the ramp. A pilot correcting for more lift in
the middle with a power reduction will need to
anticipate the recorrection needed for the loss
of lift in close. Also, pilot awareness is critical
during lineup corrections while being affected
by the burble. The burble effect is minimized
with optimum recovery headwind.
17.2.3 High Recovery Headwinds
Pilots will have to deal with a more significant
burble located closer to the ramp and be at a
higher stabilized power setting throughout the
approach. There will be greater turbulence in
close and potential for wing drop at the ramp
and beyond. Higher sink rates will develop
from relatively small power corrections,
decreasing the bolter rate but increasing the
chance of early wires. Gust responsive
aircraft will have more problems maintaining
good glideslope parameters. The lineup
parameter will be affected if the pilot and LSO
fixate on glideslope. Finally, attention must be
given the
Case I pattern as an earlier than
normal turn in point will be required to avoid
being long in the groove.18.6.1 Field/Ship Differences.
The
glideslope setting used for a FCLP will
normally range from 2-3/4 to 3-1/4 degrees.
At the ship, wind over the deck acts to
decrease aircraft relative closure to the carrier
deck, allowing more time for error detection
and correction, and resulting in an actual
glideslope that the aircraft flies being
shallower than the set basic angle. This
actual glideslope is approximately 3/4 degrees
At the field, without the aid of
that 30 knots wind over the deck, approach
geometry is different. 3.25 degrees will
simulate the actual ship's glidepath, however
with less wind aircraft require lower power
settings to stay on glideslope.
