Therefore the pilot must follow a steady moving deck. Landing on a carrier is anything but easy as correctly setting up the aircraft for landing is not enough: as a matter of fact, difficulties in deck-landing lie in the fact that the angled flight deck moves as the carrier sails in rectilinear motion. LSOs are skilled and experienced pilots whose job is to watch the deck-landing of all the airplanes and provide the pilots with radio guidelines to adjust the final phase of the approach, and complement IFLOLS (Improved Fresnel Lens Optical Landing System) and ICLS (Instrumental Carrier Landing System) visual information.
aircraft carrier can rely on LSO (Landing Signal Officers – radio callsign “Paddles”) talkdown. Following is an excerpt that provides some details that allow you to better understand the role of the LSO, mentioned by Austin Hulbert in the comment to the footage above.įrom the last three quarters of a mile all the way to touchdown the pilot approaching a U.S.
#F18 cockpit controls full
There’s a full post posted on this topic here for you to deep dive if interested. We have often explained how trap landings aboard U.S. Fortunately, the foot well is well-barriered and the card was easy to retrieve once I got out of the jet.” Arrested landings. “The item that flew forward was a divert card to plan for a fuel divert in case we weren’t able to get the jet aboard. Naval Aviation lingo) as it approaches the flight deck. The left MFD (Multi-Function Display) shows the attitude indicator and gives a clear idea of the rotation of the jet around the roll and pitch axis of the VFA-211’s “Rhino” (as the F/A-18F is dubbed in U.S. Indeed, you can see the amount of inputs on the throttle and stick that are required to keep the desired airspeed, rate of descent and attitude in bad weather. The control inputs are bigger than normal due to the gusts and turbulent winds.” “There was a pretty big thunderstorm that was dumping down so much rain we could not see the ball (“meatball”=the visual landing aid we use to land aboard the ship) so the LSOs (Landing Signals Officers) had to talk all the aircraft down. The configuration of this panel and the function of the gun trigger switch varied with the particular experiment flown.“This video was taken during a foul-weather recovery aboard the USS Enterprise,” says Austin Hulbert, a pilot with the VFA-211 in the comment to the video. These switches operated in conjunction with the gun trigger switch. Switches for control of these experiments were located on the research systems control panel located at the lower center of the instrument panel. Various aerodynamic research experiments were conducted on the F_18 HARV. These displays are pilot selectable and menu driven. The twenty pushbuttons located on the periphery of each DDI are used to select a variety of displays for pilot interrogation of F_18 HARV systems. Select flight controls information also can be presented on the HUD. The HUD also provides primary flight condition information to the pilot without having to refer to the DDIs. Other flight conditions displayed include angle of attack AOA, Mach number, and load factor. The DDIs and HUD are generally used to display primary flight condition information such as airspeed, altitude, altitude rate, attitude, heading, RFCS status, etc.
The primary cockpit displays include a left_ and right_side cathode_ray tube display, referred to as the DDIs, and the heads_up display HUD. The three_position extend, hold, and retract speed brake thumb switch is located on the inboard side of the right_engine throttle lever. The pilot´s friction control is provided for adjustment of throttle lever force. Independent throttling of the left or right engine is possible through split throttle levers located on the left console. The F_18 HARV has no weapons delivery capability. The pilot´s center control stick is relatively typical of a modern fighter aircraft. Stock Photo - The F_18 HARV retains the basic F_18 cockpit controls with some exceptions.
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