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Way less than 2nm roundabout 0.8-1.2 nm

at 3/4 of a mile you call the ball

I know you wrote this a long time ago, but....no, flying high is dangerous because you are underpowered (to maintain a rate of descent to get back to center). If you fly your whole approach with a 'low' ball, you will probably bolter because you need to carry more power to remain low (and trying to work yourself up). If high, you will be underpowered to keep from going higher, and that is always dangerous. We ALWAYS try to get it back to the center -- and never accept being high or low. (Ex Navy attack pilot).

It means your aircraft is losing altitude too quickly. You are "settling" below glide slope.

After trapping the speed was 50 knotts still ... in others, 48 knots. Meaning closure of only 70. (amazing). Obviously they're travelling into the wind, but that means the boats moving some 34 knotts or so.

Hi Ken, I was first a student and then a flight instructor in this squadron. Got my wings in Aug 69 and was detached in August of 71. What was your role? I was also Check Crew Branch Officer in the Maintenance Dept.

@@tmikeporter Mike, I arrived in Kingsville around August 1969 following boot camp in San Diego, then aviation hydraulics and airframe A school in Millington (Memphis) Tn. I was assigned to the airframes division in VT-22. I was enlisted (E5) and remained in Kingsville for my entire enlistment getting an honorable discharge in May 1973. I was able to fly (all back seat) in F9’s for a few hops, then started flying the TA4J. I was able to fly almost the entire (again, all back seat) advanced training curriculum plus numerous post maintenance test hops. Had a few trips TAD to the Lex. What a ride that was! Which squadron were you in? Ken Daigrepont Houston, Tx. (281) 725-3145

@@kendaigrepont4683 VT22

Its a T45 Goshawk. But regardless I've seen Hornets fly way slower then this with full control at 70 degrees AoA while doing circles over the runway. Things were much different in the 80s and 90s if you were High Rank.

The Goshawk doesnt measure AOA in degrees. the symbiology is 15 units which is on speed aoa. and at full flaps with only 1000 lbs of gas on speed is 116 kias. If he was doing anything unsafe the LSO would have said something or waved him off.

@@jksdfgyjfhgud On speed in the T-45C is 17u. Full slow is >18u. Full fast is <16.

Settling is when the plane starts increase its rate of descent

It's the LSO commentary on where the ball was during the groove. Research the LSO NATOPS manual and it will give you all the answers. There were a couple of non-egregious settles (or falling below glideslope) at the ramp or fly-through downs (\AR). Pilot took just a touch too much power off right before flying into the wires, that's why you can see the meatball fall off the lens a couple milliseconds before the traps.

@@DestroyerDunnski Thanks!

It’s the E Bracket, shows accurately the AoA of the aircraft, if it's higher up the HUD, the AoA is too low because the speed is too fast, so the pilot will reduce power slightly, E-bracket too low, and the pilot will apply power, AoA has to be pretty spot on so the hook hits the wire. Many aircraft have it, even the RAF Hawk training aircraft. Get a PC and buy DCS F18 and become an expert 👍

Thanx, Lain

On speed AOA indicator, you want the velocity vector to be as close to the middle as possible, on the hornet that means 8.1* AOA at 3 degrees glide slope

Thank you, Nike

Once you call the ball should you be concentrating on your speed, and forget the E bracket ? just focus on the ball, which should render your flight path market irrelevant ?

AOA is your speed. Meatball, lineup, AOA all the way down. The HUD VV can show trends early and help keep the corrections small but are a secondary reference.

facts. like the last one started nice and then ended going above glideslope. I was all the way triggered lol.

At 3.17 you'll see the meatball and horizon at the very left edge of screen about a third from the bottom of screen...you can track it back from there

The video you saw was describing the OLS, which there was an actual example of one sitting behind a fence at whatever museum, park, etc the display was at. The voice was coming from one of those deals where you push a button at the display and it gives you a recorded description. The OLS on the boat isn't actually behind a fence.

The Ball is more precise than the ILS and offers the same information.

Meatball, Line up, Angel of Attack....... Tough to do at 130 kts. especially as student with very limited experience.

It's a T-45 C

When performing a carrier landing, you do know you're flying angle of attack which is significantly influenced by gross weight which will vary depending on fuel. You're looking for a 500 ft/min rate of descent which equates to a 3 degree glide slope. Thus, you control airspeed with vertical nose attitude and rate of descent by throttle. Thus, your airspeed will tend to vary based on aircraft type and weight. Essentially, you are flying the back side of the lift to drag curve; and as previously mentioned, this is a T-45C.

F18 is usually around 130kts. Maybe 125 when empty.