Normally, the HUD symbology used for landing (lLS, ACLS, TACAN CDI) is referenced to the velocity vector. Since my attempts at realigning the INS failed, I would have to fly a standby approach. It appeared that I had experienced an insidious INS failure with no associated cautions. We knocked off the mission and proceeded back to the ship. I immediately recovered from the unusual attitude and explained what happened to my lead. I was surprised to discover that I was in a 45-degree diving spiraI. I chose standby on the attitude-selector switch, which filters out the INS attitude input and uses the standby attitude-reference indicator as the primary source of attitude information. My vertigo returned as I stared at straight-and-level indications in the HUD. It appeared that my lead was doing a barrel roll around my aircraft. Suddenly, I noticed my airspeed increasing and my altitude rapidly decreasing. On the way to our CAP after my jousting session, I cursed the tanker pilots for having the audacity to do acrobatic maneuvers during my attempts to get into the “Iron Maiden.” I had the added bonus of going to the KC-135 tanker for the first time, and my excitement and apprehension were exacerbated by my first real taste of vertigo. A department head and I were scheduled for a 2 v 2 intercept hop on a particularly dark night in the Puerto Rico op area. I was a new guy in the squadron and had managed to attract some attention for typical buffoonery. When this valuable instrument doesn’t work, the pilot’s workload increases at a rate directly proportional to the increase of his heart rate. Crucial flight information, including the coveted velocity vector (INS-generated flight-path indicator), projected into the pilot’s field of view significantly reduces workload during all phases of flight. Whether dog fighting, dropping bombs, or flying through the “goo” on an approach to a pitching carrier deck at night, we rarely have to avert our scan below the glare shield. I had two opportunities to validate this bold statement during my first fleet tour.įor those not familiar with the Hornet, the HUD is our primary attitude instrument. "You’ve heard Hornet pilots say they’d rather land on an aircraft carrier single-engine than without their heads-up display (HUD). There is an infamous NAN story (I think I've posted elsewhere here) of a Hornet nugget flying 'the needles' during a night approach because someone said it was OK (but disastrous for him almost).īad Idea: Get Vertigo - Good Idea: Turn Off Your HUD One old bold Intruder pilot said (but I do not believe ever practiced) a HUD only carrier approach was good enough to do if needed (I suppose in an emergency perhaps). However from 'the start' one has to line up on the centreline and be in parallel with the centreline (not crabbing/drifting) which means having to 'nibble' to the right to remain lined up because the 9 deg angle deck centreline moves from left to right (carrier moves forward - angle deck centreline moving). One gouge technique (only done at beginning perhaps of a long approach - maybe instrument flying breaking out of cloud but not 'at the start' (of carrier approach) was to put the VV on the 'crotch' (intersection of angle & axial deck) for line up. EXCEPT any LSO story - especially from the now 'not available online' monthly LSO newsletter - constantly emphasised 'FLY THE BALL'. Over the years I have read (but not retained copies except a few less relevant) stories about 'how good a HUD can be for carrier approaches'.
#Change view on f18 carrier landing simulator
… determining if Shaw unlawfully recorded simulator sessions or conducted unauthorized training, including the allegedly dangerous Velocity Vector techniques, to students.…" Parlatore said Shaw repeatedly violated that lawful order and has only himself to blame, not the Navy. Shaw’s desire to teach a dangerous method to land on an aircraft carrier instead of just getting himself qualified to instruct students.”Įchoed in Shaw’s own lawsuit, Parlatore pointed out that the lieutenant had been told by superiors at VFA-131 not to teach potentially dangerous “F-18 Ball Flying Techniques” to fellow aviators, long before he became a whistleblower at VFA-106. Shaw’s lawsuit has nothing to do with racism,” said Parlatore shortly after leaving the courthouse on Thursday. accused Shaw of teaching potentially deadly landing procedures to student pilots. teaching a potentially deadly landing technique to impressionable students at Strike Fighter Squadron 106, the F/A-18 Fleet Replacement Squadron at Naval Air Station Oceana in Virginia. ".tried to discipline the junior aviator for alleged safety violations involving carrier landings. Top Navy aviators sued by lieutenant claiming vast racist conspiracy
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