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Why The Navy Is Looking To End Carrier Qualifications Entirely For Its Pilots In Training https://www.thedrive.com/the-war-zone/38268/why-the-navy-is-looking-to-end-carrier-qualifications-entirely-for-its-pilots-in-training
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Why The Navy Is Looking To End Carrier Qualifications Entirely For Its Pilots In Training https://www.thedrive.com/the-war-zone/38268/why-the-navy-is-looking-to-end-carrier-qualifications-entirely-for-its-pilots-in-training
First, what is MAGIC CARPET, I.e. PLM (precision landing mode).
PLM is completely inherent within the flight computers of the aircraft. The aircraft carrier has no role to play, neither does ACLS or JPAS. At the end of the day it still requires the pilot to move the controls.
PLM is completely inherent within the flight computers of the aircraft. The aircraft carrier has no role to play, neither does ACLS or JPAS. At the end of the day it still requires the pilot to move the controls.
PLM decouples control inputs reducing pilot load. The best example is a lineup correction.
If I am off centerline on approach, I have to out in a wing dip to move the aircraft laterally. The wing dip means I just reduced the lift of the aircraft.
If I am off centerline on approach, I have to out in a wing dip to move the aircraft laterally. The wing dip means I just reduced the lift of the aircraft.
Reduced lift requires an addition of power with the throttles adding power with the throttle requires pulling back in the stick to keep my angle of attack the same (I.e. not get fast).
Now that I have moved the aircraft laterally, I have to take out the wing dip or even bank the opposite direction to stop the lateral drift thus starting the multi-flight control corrections again.
Oh by the way, adding power with the throttle is not instantaneous .
Oh by the way, adding power with the throttle is not instantaneous .
Even though modern jets are extremely powerful, the thrust of the engine still takes a moment to alter the flight path.
Thus flying manual pass for an 18 second groove length requires hundreds of tiny inputs to correct meatball (glide path), line-up, and angle of attack (speed).
Thus flying manual pass for an 18 second groove length requires hundreds of tiny inputs to correct meatball (glide path), line-up, and angle of attack (speed).
PLM changes that by moving flight controls, primarily the trailing edge and leading edge flaps to create or reduce lift to maintain the required glide slope. A flap digging in into the air creates insta-lift.
So for the same lineup correction I put in the wing dip. The flight controls, instead of using the thrust of the engine, uses the flaps to compensate for the reduced lift I just created. The throttles don’t even move(or minimally) which then also doesn’t affect my AOA.
Instead of hundreds of control inputs, pilots make a couple/dozen.
The result is SIGNIFICANTLY reduced workload to land in a carrier in all weather, day or night.
The result is SIGNIFICANTLY reduced workload to land in a carrier in all weather, day or night.
Until the most recent flight control update in the Super Hornet, there were several malfunctions where the plane would be incapable of engaging PLM. However with the last update, there are very few instances where you CANNOT use PLM to include single engine.
My last deployment was my first with PLM. Boarding rates and landing grades were significantly improved.
At Foc’sle Follies, the top ten were all 4.0 and 100% boarding rate every time, to include nuggets (first deployment Junior officers with no cruise experience).
At Foc’sle Follies, the top ten were all 4.0 and 100% boarding rate every time, to include nuggets (first deployment Junior officers with no cruise experience).
Really the only way someone didn’t get an OK (4.0) pass was usually for pattern buffoonery during the day such as overshooting the approach turn or long/short groove length.
It’s no longer about ball flying, it’s pattern flying. The ball flying is easy.
It’s no longer about ball flying, it’s pattern flying. The ball flying is easy.
Either, in carrier aviation, we have spent a considerable amount of training to practice what amounts to the last 18 seconds of flight. It is simply not that hard anymore, and the systems also have robust redundancy.
If you look at it from a simple risk assessment, the chance of a a pilot that doesn’t have the skills to fly a manual pass, having a malfunction that can’t engage PLM, that doesn’t have a suitable divert is almost nil.
We need to focus more on teaching and practicing tactics and not “admin” which landing in the ship is. https://blog.usni.org/posts/2020/06/02/next-generation-naval-aviation-training
Disclaimer:
I acknowledge this is very VFA (Super Hornet and JSF) centric thought process. The E-2 community has a much steeper hill to climb. As posted before, my first shot at it would be keeping some dedicated T-45’s around for the FRS to train on.
I acknowledge this is very VFA (Super Hornet and JSF) centric thought process. The E-2 community has a much steeper hill to climb. As posted before, my first shot at it would be keeping some dedicated T-45’s around for the FRS to train on.
