SU33航母降落最标准姿势

duan613719

heimasun 发表于 2012-9-18 20:33

                               
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勾住第三根阻拦索才是最标准的

不对，正常应该是第二根，才是最好，最理想的

lkyfly1030

没机翼？

lkyfly1001

速度姿势不好把握

lkyfly0947

建议在截获ILS盲降导航信息后，能不打开减速板最好不要打开，因为战机腹背式减速板，受力面积大，减速效果佳，但同时也有弊端，会造成飞机的不稳定飞行，具体相关，请像教官进行核实

guanchao_chen

     速度要400-450 我觉得430最合适  真实的是推半油450 要不然就像踩地雷以为飞机太慢会直接打在甲板上 而高速会直接向前冲5-6度的角度会刚好沟拦阻索不至于怕到甲板  角度5度-6度 其实在航道正确的情况下，那个平头显示器左边有3个灯上面那个说明：机鼻低但也可以降落所以那灯是黄的 中间绿色的是刚好 下面的是机鼻太高了绝对不可以降落所以是红的~~~~~

lkyfly1082

楼主连尾钩都没放啊

lkyfly1130

恩恩，电脑不错

lkyfly1009

楼主，不论什么情况你一定要hold住！hold住就是胜利！

lkyfly1595

标题党，不标准

lkyfly0531

duan613719 发表于 2012-9-18 22:08

                               
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不对，正常应该是第二根，才是最好，最理想的

http://bbs.lkyfly.com/thread-38411-1-1.html

相关科普以及引证。。。


1. 阻拦索是从舰尾到舰首依次编号的。完美的航降应钩住第三根阻拦索（摘自某现役F-18舰载机飞行员的话）：

There are a total of four CDPs available for use to arriving aircraft. The wires are numbered sequentially from the back of the boat to the front, so the number one wire is closest to the back of the boat, number two is next going forward, and so on… The ACLS and visual glide slope information all target the three wire. If a perfect approach and landing is flown to a successful trap, it will be the number three wire which catches your Hornet.


2. 再补充一段美国海军的一位飞过400次航降兼着舰指挥官说的话（a Navy pilot and LSO with over 400 traps）：


The standard glidepath on the ship is 3.5 degrees（标准下滑道为3.5度）.  We sometimes increase the glidepath to 3.75 or 4.0 degrees in conditions of high wind so that the "perceived glidepath" remains relatively constant.  (The glidepath relative to the earth being shallower than the glidepath relative to the ship due to wind over the deck / ship's forward speed.)

If your hook skips the 3-wire and you catch the 4-wire, it is perfectly OK.  This is a "hook skip" and is fairly common.  (It was almost routine for the A-6 Intruder.)  IT IS NOT AN IN-FLIGHT ENGAGEMENT.  An in-flight engagement usually occurs when a pilot over-rotates the aircraft during a late waveoff and the hook engages the wire before the wheels touch the deck.  This basically results in a tug-of-war between the airplane and the ship and you can guess who wins.  The airplane usually comes crashing down on the flight deck (still holding the wire), and frequently will break one of the landing gear.

We do not fly on the "backside of the power curve," but closer to L/D max （最大升阻比时的速度）.  We fly at a constant angle of attack（保持一恒定迎角）so that the pitch attitude of the aircraft remains constant and the hook touches down where it is supposed to... WHICH IS EXACTLY HALFWAY BETWEEN THE 3 AND 4 WIRES  which are exactly 40 feet apart on a Nimitz class boat.  If you increase pitch, it lowers the hook (risking an inflight, hook slap or ramp strike).  If you reduce pitch, it raises the hook, increasing the chance of missing all 4 wires (a bolter).（俯仰角不宜太大或太小）

Under normal daylight conditions, THE LSO WILL NOT SAY A SINGLE WORD TO THE PILOT.  (I'm an LSO)  We will instead give a flash of the cut lights on top of the meatball to let him know that he is cleared to land.  Beyond that, we don't say a word unless he approaches the margins of safety.  Also, we do not use the lights on the nose gear for angle of attack, but instead look directly at the pitch attitude of the airplane.  If his indexers are stuck or inoperative, we must be able to tell him his speed via radio.

Let's see... what else.  If you miss the three wire, it is not a bolter.  IF YOU MISS ALL FOUR WIRES, IT IS A BOLTER.

The hook is not designed to break before the wire... It's not designed to break at all.  (I have personally witnessed several in-flight engagements.) However, if you do have a damaged hook (hook slap of the round down or hook won't come down/stay down), YOU ARE NOT SCREWED.  We have something called a barricade (maybe you've heard of it).  If you are out of divert range, we rig the barricade which is like a net that catches the entire airplane and brings it to a stop (usually with little or no damage to the aircraft).