Así aterriza un F/A-18E en un PORTAAVIONES con mal tiempo +VIDEO

Check out what happens inside the cockpit of a VFA-143 “Rhino” performing a Case II recovery procedure.
The footage below shows a recovery to the carrier in low visibility conditions of a Super Hornet (or “Rhino” as the aircraft is nicknamed aboard supercarriers) with the VFA-143 “Pukin Dogs” (based on the badge that can be seen on the pilot’s flight helmet).

Not as scary as a night landing, still quite interesting, considered that you can almost read the instruments and see all what the pilot does during the approach.

As explained before here at The Aviationist, all aircraft returning to the carrier have to enter the Carrier Control Aerea, a circular airspace within a radius of 50 nautical miles around the carrier, extending upward from the surface to infinity. Within the CCA, all traffic is usually controlled by the CATCC (Carrier Air Traffic Control Center) and inbound flights are normally in radio contact with the “marshal control” who radios clearances within the marshal pattern.

The actual procedure for holding and landing depends on the weather conditions.

Under Case I recovery (meaning more or less “good weather”, with ceiling of at least 3,000 feet and 5 miles visibility within the carrier control zone – a circular airspace within 5 miles horizontal radius from the carrier, extending upwar from the surface to 2,500 feet) the traffics wait their turn for final approach to landing circling in a holding pattern.

Case-II approaches are used when weather conditions are such that the flight may encounter instrument conditions during the descent, but visual conditions of at least 1,000 feet (300 m) ceiling and 5 nautical miles (9.3 km; 5.8 mi) visibility exist at the ship. Positive radar control is used until the pilot is inside 10 nautical miles (19 km; 12 mi) and reports the ship in sight.

According to the NATOPS manual, under Case-II conditions: “Penetrations in actual instrument conditions by formation flights of more than two aircraft are not authorized. Flight leaders shall follow Case III approach procedures outside of 10 nm. When within 10 nm with the ship in sight, flights will be shifted to tower control and pro- ceed as in Case I. If the flight does not have the ship in sight at 10 nm, the flight may descend to not less than 800 feet. If a flight does not have the ship in sight at 5 miles, both aircraft shall be vectored into the bolter/waveoff pattern and action taken to conduct a Case III recovery for the remaining flights.”

For jets and turboprops the holding pattern is a left-hand pattern more or less tangent to the BRC (Base Recovery Course – magnetic heading of the ship) with the ship in the 3-o’clock position and a maximum diameter of 5 nm.
Aircraft circle at altitudes from 2,000 feet upward at various levels with a vertical separation of 1,000 feet.

Once the flight deck is free for landings, the lowest aircraft in the “stack”, leave its altitude to enter the landing pattern while the flights above, one by one, descend to the lower level vacated by the preceding flight.

In accordance with the EAT (Expected Approach Time) the aircraft depart the holding in such a way to reach the ‘”initial”, 3 miles astern at 800 feet altitude. Thereafter a “break” and a subsequent spin pattern is flown at 1,200 feet within 3 nm of the ship.

Aircraft in the landing pattern, properly separated (no more than 6 at any given time), continue to fly the downwind at 600 feet, perform base turn and align with the ship, astern at about 350 to 400 feet.

From there the Improved Fresnel Lens Optical Landing System (IFLOLS) lights provide the pilot with a visual indication of proper approach path.

[Read also: All you need to know about arrested landings on U.S. aircraft carriers]

Enjoy the video.

Cita de fmg16

Me parece curioso el elástico en la pierna para sujetar papeles

Cita de Lifestyle

Y la goma de la mano para sujetar el boli?

min 6:34

Cita de fmg16

Me parece curioso el elástico en la pierna para sujetar papeles

Cita de Fisn0

Cuando inviertes el avión es mejor tener todo sujeto

Cita de fmg16

A no ser
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Cita de Fisn0

Buenísimo


Aquí otro video de un aterrizaje en mejores condiciones, lo bueno es que está a 60fps:

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Cita de fmg16

1:20
Arriba aparece un avión, y aunque este a 60fps parece como si fuera dando acelerones

Cita de Brownwess

Los pilotos de combate són de las personas que más admiración me despiertan

Cita de Gronk87

Y dentro de esa élite, los navales suelen estar muy bien considerados. Todos los apontajes son puntuados, y esas calificaciones, públicas, son clave para ascender. También estudios mostraron que la parte del vuelo donde se ponían más nerviosos era al apontar, más que durante el bombardeo o esquivando SAMs en Vietnam.
Por muchas cosas, la aviación naval es fascinante.

Cita de Blade-Runner

menudos huevos tiene, si te fijas van con el acelerador a tope cuando tocan pista.

Cita de Blade-Runner

menudos huevos tiene, si te fijas van con el acelerador a tope cuando tocan pista.

Cita de Fisn0

Cosas de youtube

Este mola más, con imágenes reales de combate en Siria e Irak:

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Cita de fmg16

Menudos pepinazos, una pena que no se vea del todo bien por la cámara térmica(o como sea) cuando impacta el proyectil.

Cita de fmg16

Me parece curioso el elástico en la pierna para sujetar papeles

Cita de fmg16

Me parece curioso el elástico en la pierna para sujetar papeles

Cita de Lifestyle

Y la goma de la mano para sujetar el boli?

min 6:34

Cita de Lifestyle

Y la goma de la mano para sujetar el boli?

min 6:34

Cita de Fisn0

Aquí el futuro:

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Cita de fmg16

V-STOL e ya. A ver cuando se pone España a negociar los f35....