Hej alla glada, nu har det börja hända lite saker med Lock On i denna community! Idag va vi hela tre (nästan fyra) virtuella piloter!
Jag har insett hur effektivt och läckert det är att utföra Battle breaks (heter väl så?) när en flight ska landa.
Jag lärde mig detta när jag satt och kikade runt bland lite olika forum, så därför har jag valt att kopiera den standard som VFA-41 Black Aces använder när de flyger Jane's F/A-18 online. Naturligtvis kommer det skilja sig mot det man kan göra i en F-15 i Lock On, vi behöver ju till exempel inte ropa på bollen då vi landar på asfalt!
Så utan att fråga författaren så klistrar jag in deras guide från tråden
Case I Recovery Procedures http://vfa-41.net/phpbb/viewtopic.php?t=319The following approach and recovery procedures will be used in VFA-41 for Case I conditions and as directed by the Flight Leader.
A. Purpose
The Case I procedure is used to for daylight recoveries in good weather conditions providing good visibility. It provides the most efficient method to safely recover a large number of aircraft in the shortest time possible.
B. Prerequisite Skills
In order to successfully conduct Case I recoveries, each pilot involved must be proficient in:
1. Carrier traps by CORRECT methods. That means proper use of the IFLOLS and AOA indexer.
2. Formation flying. The Case I 'carrier break' is initiated from a tight right echelon formation. See this guidance. http://vfa-41.net/phpbb/viewtopic.php?t=280
C. Procedure
Note: The carrier break will be conducted in flights of 4 or less. For the purpose of this discussion assume a 4-ship flight, aircraft numbers 1-4.
1. When inbound, Flight Lead (FL) will establish marshall approximately 20 nm astern of the carrier (no less than 15 nm). FL shall order a loose trail formation while at marshall.
2. When cleared for recovery, FL will announce "Commencing." Flight will continue marshalling turn to base recovery course (BRC).
3. FL will descend to establish BRC at 400 knots, 800 ft. This must be established no later than 10nm ACL.
4. While FL is establishing BRC, aircraft 2-4 will form up to achieve tight right echelon. 2-4 do NOT fly to ILS needles or any specific course, speed, or altitude. 2-4 fly to form up on FL. Tight right eschelon. Nothing else. It is the #1 aircraft's responsibility to establish the correct course, speed, and altitude.
5. Flight must be in formation (tight right echelon) by 5nm ACL. (For training purposes only, if the flight is not in formation by 5nm ACL, FL will abort, turn left 180 degrees, and marshall for next attempt.)
6. Strict comms discipline will be observed when the flight reaches 5nm ACL. Except for emergency, only comms as given in this procedure will be transmitted.
7. At 5nm ACL, FL shall transmit, "Flight, hooks down." Aircraft in the flight will acknowledge that order; "Two." "Three." "Four."
8. FL shall maintain 400 knots, 800 (+/-100) feet. (FL should not attempt to keep adjusting altitude. As long as it is between 700-900 feet at 5nm ACL, keep it. If FL keeps trying to tweak exactly 800 ft, the rest of the flight will not be able to maintain formation.)
9. FL steers the flight down the starboard side of the carrier. DO NOT FLY OVER THE DECK. FL should be about 0.1 nm right of the carrier, and should be able to see the deck out the left side of his plane to judge his break. At this point, the flight is at 400 knots, 800 feet, parallel to the carrier's course.
10. When FL sees the bow of the carrier, he transmits, "One, break," and immediately performs his break turn.
The "carrier break" turn for Case I recovery goes like this:
FLOP: Immediately extend speed brake and roll 90 degrees left and pull back on the stick.
CHOP: Immediately pull the throttle to idle.
CHECK: Keep turning to downwind, descending to about 600 feet with a turn radius that leaves you about 1.0 nm on the port side of the carrier. Watch your airspeed. Check speed below 240 knots, then;
DROP: Extend full flaps and landing gear.
From there, increase throttle up from idle to achieve about 135 knots. Continue the turn 180 degrees to establish the downwind course. KEEP THIS SPEED for your entire downwind leg. Use your AOA indexer to manage your speed while staying at about 600 feet.
When the #1 aircraft breaks, 2-4 CONTINUE THE SAME COURSE AT 400 KNOTS, 800 FEET! #2 counts 10 seconds, transmits "Two, break,", and does his break turn. 3 and 4 do the same at 10 second intervals.
Each aircraft must get 'on speed' (~135 knots) on the downwind leg as soon as possible after the break, and KEEP IT THERE in order to maintain proper separation between aircraft.
When estabslished downwind, FL transmits, "One, downwind." 2-4 do the same. As long as breaks were 10 seconds apart, there will be 30-45 seconds separation between aircraft on the downwind leg.
11. Each aircraft conducts the final turn and traps as follows. (All aircraft MUST stay on speed and turn immediately at the abeam point in order to maintain correct separation. If everyone does what they are supposed to, traps will be 30-45 seconds apart, which is the goal!)
12. On the downwind leg, about 1.0 NM away from the port side of the carrier, ~135 knots and 600 feet, watch out the left side of your aircraft. When you are even with the aft end of the flight deck, transmit "One, abeam" and immediately turn left for final. Do not delay this turn! The turn will be 45-60 degrees of bank. Stay on speed with AOA indexer. Pick up the IFLOLS as soon as possible. By the time you are 90 degrees into the turn, you should have IFLOLS up. Manage throttle to work your decent to achieve and maintain glideslope.
13. As soon as you have the IFLOLS 'meatball', typically with about 45 degrees left in your turn, call the ball. Transmit, "One, ball." Continue your turn for lineup. Use stick to stay on speed with AOA indexer. Use throttle to manage glideslope.
Note: As always, when a pilot calls the ball, that means RADIO SILENCE (except for emergency) until that pilot transmits trapped, bolter, or wave-off. If you reach downwind or abeam when another aircraft is on the ball, simply omit the tranmission.
14. The final turn will be 190 degrees to line up with the angled deck. At that point you should be 'in the groove', which means on glideslope and on centerline. If not, correct smartly. Your corrections will probably require more control input than you're used to for straight-in approaches. Do what you need to do to center the meatball and line up with the deck. You will only be in the groove for 15-20 seconds.
15. If your approach is no good and you can't correct it to get on deck safely, transmit "One, wave-off," power up, and fly over the deck. STAY DIRTY (gear and flaps extended) if you can do so safely. Turn right 10 degrees to BRC and climb to 600 feet. Turn downwind again after the last aircraft.
16. Otherwise complete your approach. Do not touchdown with a descent rate greater than -800 fpm. If bolter, transmit, "One, bolter," and proceed as in step 15. If trapped, transmit, "One, trapped." Also transmit, "wire clear" and "deck clear," even if the next pilot is on the ball.
Vissa saker är ju helt fel, en
AOA indexer har vi inte och flyger vi i 135 knop så flyger vi knappt! Poängen är att skapa en bild av manövern runt flygfältet.
Egentligen borde jag göra om den och ta bort allt trams som har med hangarfartyg att göra men vem vet, kanske tänds det ett sug inför Seven-G om jag låter det stå kvar!
