degigi2003 is correct with the reference numbers used by most CV pilots. Although the 600 kt break looks amazing when compared to a normal break, it really isn't that difficult. You fly through the same reference points, visual sight pictures are pretty much the same, you are just going much faster which requires more G and angle of bank. The FA-18 bleeds almost 65kts per second on the G limiter, you just got to have faith, go for it, and pull hard. Biggest mistake is getting to far abeam.
Thanks, I was an LSO my first 2 tours, we started counting time in the groove a few seconds prior to wings level. As you know long in the groove gets the LSO's more uptight than a little short in the groove, as long as you fly a nice pass. The 600kt break at the stern looks and sounds awesome from the deck, the troops loved it and the LSO's tend to cut a little slack on the deviations. Nothing is more boring than a 350kt break half mile in front of the ship!!! I'd rather fly at night.
The reference for the base turn is the abeam position, where you have to be 1.1-1.3 miles from the carrier - you time the start of your turn from there (couple of seconds). The base turn is done at some bank angle of 25-30 degrees or about 1.1 g, then you watch out for the carrier to align yourself with the glideslope. Vertical speed will be about 650-700 fpm on glideslope. This guy however pulled an incredible break outside any textbook pattern :) Amazing!
@aaron8862006 Stick force gets harder the further from center, not much of a bump at the center but the stick will return to center position if released. This day only had a few flights, mostly post maintenance check flights so it was easy to work these types of high speed breaks into the pattern. When I'm on final you can see my room mate in his break turn, he was doing 620 kts and won the bet for the day.
I wouldn't say they 'allow" any speed, it depends on the CO and CAG. Mine tended to look the other way as long as it wasn't screwed up. Break interval (visually) needs to be adjusted to acount for the increased speed, LSO's like to see 45 sec between aircraft traps, so for a 500-600kt break the jet in front of you should be crossing the wake and about to roll out in the groove when you pass overhead for a Fantail break. "on the ball" is the LSO telling the knuckle head transmitting to shut up.
Thanks a lot for the info, I really enjoyed reading :) You were also an LSO, do you find this more stressful than landing? Also, I was wondering something about the break turn - how do you trim the plane for landing? I mean, do you trim continuously as you fly to maintain neutral stick on-speed, or is this somehow automated.
Hi, WhiskyRomeo2, I've also seen your other video, your breaks are spectacular! I can only imagine how that looks down from the deck :) I have one question - it seems that you intercept the glideslope (wings level) at 0.5-0.6 miles, instead of "3/4 miles" and your time in the groove is really short (11 sec in the other video) - is this a standard practice?
I have always loved carrier traps, for me, one of the most difficult manoeuvres with a plane. More amazing even when the pattern is so tight and you come out so short on final, you really have to nail the base leg (perch?) to intercept accurately the glide path What visual references do you use to start the base turn? Do you line-up the carrier with some part of your plane? And turning to final, do you have some references regarding vertical speed or it is more art than science, purely visual?
Cool! Up to 7.4 g in the break. I've read that in trainning in the t-45 the break is done at 250 to 300 knots. So once you are in the fleet they allow you to break at any speed? Does the break interval need to be adjusted acording to the speed at break? Is that an "on the ball" call by the LSO at 2:23. I can't find what that call means. Is it that no one other than a LSO should transmit while a jet is in the groove?
No, both stick and throttles. One G auto trim means if you let go of the stick the jet will seek one G attitude. The FCS takes stick and rudder inputs and sends those imputs to the flight control surfaces.
Ahhhh, I see. It seems like most of the T-45 carrier landing HUD footage I've seen has a caged velocity vector / flight path marker / climb-dive marker (or whatever you want to call it!), and I've never been sure why.
I see your still around . In a comment you said 200+ night traps - how many total traps did you get over what period of service . Curious about at what point would a fellow aviator say " that guy has got a lot of traps ." I suspect in war time those can add up quickly . Thanks for your service 👍 Cool you did LSO time . On a fighter podcast I watch surprisingly the LSO they had on was one of the coolest episodes . So many aspects from actually landing the aircraft to what you are trying to accomplish when grading and how to convey that to the various pilots of differing rank and experience . This guy had a very professional bearing like a friendly doctor . It was much more interesting then I expected .
![DCS F-14 | Carrier Landing Shit Hot Break [Demo]](http://i.ytimg.com/vi/RgBMdBJzcxg/mqdefault.jpg)
![DCS F-14 | Carrier Landing Shit Hot Break [Demo]](/img/tr.png)
bangin' up against that g-limiter... i like it... also thanks youtube, for this recommendation, 12 years later...
degigi2003 is correct with the reference numbers used by most CV pilots. Although the 600 kt break looks amazing when compared to a normal break, it really isn't that difficult. You fly through the same reference points, visual sight pictures are pretty much the same, you are just going much faster which requires more G and angle of bank. The FA-18 bleeds almost 65kts per second on the G limiter, you just got to have faith, go for it, and pull hard. Biggest mistake is getting to far abeam.
I love how he pulled 7.4 Gs in the break! S/H!!
Thanks, I was an LSO my first 2 tours, we started counting time in the groove a few seconds prior to wings level. As you know long in the groove gets the LSO's more uptight than a little short in the groove, as long as you fly a nice pass. The 600kt break at the stern looks and sounds awesome from the deck, the troops loved it and the LSO's tend to cut a little slack on the deviations. Nothing is more boring than a 350kt break half mile in front of the ship!!! I'd rather fly at night.
The reference for the base turn is the abeam position, where you have to be 1.1-1.3 miles from the carrier - you time the start of your turn from there (couple of seconds). The base turn is done at some bank angle of 25-30 degrees or about 1.1 g, then you watch out for the carrier to align yourself with the glideslope. Vertical speed will be about 650-700 fpm on glideslope.
This guy however pulled an incredible break outside any textbook pattern :) Amazing!
thank you so much for posting this clip and not deleting the comments. a goldmine! still my favorite recorded trap ^^
@aaron8862006 Stick force gets harder the further from center, not much of a bump at the center but the stick will return to center position if released. This day only had a few flights, mostly post maintenance check flights so it was easy to work these types of high speed breaks into the pattern. When I'm on final you can see my room mate in his break turn, he was doing 620 kts and won the bet for the day.
Recommended after 14 years. Congrats🤙
I wouldn't say they 'allow" any speed, it depends on the CO and CAG. Mine tended to look the other way as long as it wasn't screwed up. Break interval (visually) needs to be adjusted to acount for the increased speed, LSO's like to see 45 sec between aircraft traps, so for a 500-600kt break the jet in front of you should be crossing the wake and about to roll out in the groove when you pass overhead for a Fantail break. "on the ball" is the LSO telling the knuckle head transmitting to shut up.
Amazing! thanks for sharing dude!! <3
Very impressive.
Thanks a lot for the info, I really enjoyed reading :) You were also an LSO, do you find this more stressful than landing?
Also, I was wondering something about the break turn - how do you trim the plane for landing? I mean, do you trim continuously as you fly to maintain neutral stick on-speed, or is this somehow automated.
Hi, WhiskyRomeo2, I've also seen your other video, your breaks are spectacular! I can only imagine how that looks down from the deck :) I have one question - it seems that you intercept the glideslope (wings level) at 0.5-0.6 miles, instead of "3/4 miles" and your time in the groove is really short (11 sec in the other video) - is this a standard practice?
I have always loved carrier traps, for me, one of the most difficult manoeuvres with a plane.
More amazing even when the pattern is so tight and you come out so short on final, you really have to nail the base leg (perch?) to intercept accurately the glide path
What visual references do you use to start the base turn? Do you line-up the carrier with some part of your plane? And turning to final, do you have some references regarding vertical speed or it is more art than science, purely visual?
Cool! Up to 7.4 g in the break. I've read that in trainning in the t-45 the break is done at 250 to 300 knots. So once you are in the fleet they allow you to break at any speed? Does the break interval need to be adjusted acording to the speed at break? Is that an "on the ball" call by the LSO at 2:23. I can't find what that call means. Is it that no one other than a LSO should transmit while a jet is in the groove?
No, both stick and throttles. One G auto trim means if you let go of the stick the jet will seek one G attitude. The FCS takes stick and rudder inputs and sends those imputs to the flight control surfaces.
I was a nugget at the time and didn't quite have all the little nuances nailed down. At least I got the tape on.
Another nice one! Just curious, but why caged at the beginning?
Ahhhh, I see. It seems like most of the T-45 carrier landing HUD footage I've seen has a caged velocity vector / flight path marker / climb-dive marker (or whatever you want to call it!), and I've never been sure why.
I see your still around . In a comment you said 200+ night traps - how many total traps did you get over what period of service . Curious about at what point would a fellow aviator say " that guy has got a lot of traps ." I suspect in war time those can add up quickly . Thanks for your service 👍 Cool you did LSO time . On a fighter podcast I watch surprisingly the LSO they had on was one of the coolest episodes . So many aspects from actually landing the aircraft to what you are trying to accomplish when grading and how to convey that to the various pilots of differing rank and experience . This guy had a very professional bearing like a friendly doctor . It was much more interesting then I expected .