DOWN TO THE WIRE U.S. NAVY AVIATION CADET AIRCRAFT CARRIER TRAINING FILM 45744
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- Опубликовано: 15 сен 2016
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Directed by Jerry Hartleben, who's had a long career as a documentary filmmaker, and shot by award winning cinematographer Conrad Buff, "Down to the Wire" is a portrait of naval aviation cadets struggling to receive their carrier wings circa 1970. To become qualified as a carrier jet pilot, a variety of tasks must be mastered from "touch-and-go's" on land to that first hairy carrier landing at sea. The famed Essex class carrier USS Lexington (CV/CVA/CVS/CVT/AVT-16), known as "The Blue Ghost", appears in the film. By the end of the film, these cadets are on their way to earning their Naval Aviator ratings.
The aircraft shown in the film are the North American T-2 Buckeye. They were the United States Navy's intermediate training aircraft, intended to introduce U.S. Navy and U.S. Marine Corps Student Naval Aviators and Student Naval Flight Officers to jets. It entered initial service in 1959, and was replaced by the McDonnell Douglas T-45 Goshawk in 2008.
Jerry Hartleben got into Hollywood at age 10, playing Van Heflin’s son in 3:10 to Yuma. While he acted in a few films (most notably, he played Lon Chaney as a boy in 1957’s The Man of a Thousand Faces), it was never his passion-that was photography. He went on to become a respected cinematographer, working on feature films (Wilder Napalm, 1993), television series (thirtysomething), and commercials.
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This film is part of the Periscope Film LLC archive, one of the largest historic military, transportation, and aviation stock footage collections in the USA. Entirely film backed, this material is available for licensing in 24p HD, 2k and 4k. For more information visit www.PeriscopeFilm.com
The good old days where you could smoke cigarettes anywhere you felt like, inside a military base, in the hospital, mall, on a plane, anywhere
And have chest hair. And shower with mean with chest hair.
i thought they did a bunch of training in Corpus Christi? i remember seeing the navy trainers doing touch and go's at Cabinass field about 10 miles from NAS Corpus Christi in the 1980's
Very Cool! I wonder what fleet planes they were all assigned to fly. Takes lots of guts to do what they did. Thanks for posting
Louie Ferrer PENSACOA NAS,VT-86,10,4,,,USS LEXINGTON
Thanks.
this was solo, my day... told us they couldn't afford to lose an instructor too. typical NAVY HUMOR 😂
PENSACOLA VT- 86,VT-4 ,VT-10
Well I meant what fleet planes they eventually flew in their career, A6, F14, A7, etc
USS LEXINGTON
Wonder what happened to these guys
Coke and a smoke, old school jet jockeys!
A puff, a puke, and a Pepsi.
The safe landing of an aircraft on a carrier would be made easier if the pilots are given a brief understanding of the mathematics applied to automatic control systems using various philosophies of control. They should first learn the timing and what type of signals goes into a system which needs to be controlled and the consequences of not giving the right signal of the right magnitude at the right time. Basically all landings are based on reducing the errors in following a required path. But then one must learn what constitute and error as that is the most important requirement to ensure accuracy. A pilot needs to know that with respect to a reference point/path he has in mind to follow, which could be stationary, moving constantly, or accelerating at any time , that there could be errors with respect to his own aircraft concerning the position differences, the velocity differences, acceleration differences, between him and the reference point and what is more , there could be external effects as a high wind in some direction, which would effect the reference point in a different manner than it effects his own plane. It is certainly not an easy task to follow the right path considering that all these errors can be existing at the same time.
Now in an old plane without GPS a pilot only has his own eyes to detect a positional error between the reference point and his aircraft, and he has no facilities whatsoever to give a correction signal depending on the positional error. What he can do is to give a signal to the flying surfaces to accelerate the aircraft in the required direction and give the aircraft a velocity component in the direction in which he needs to correct the positional error through a velocity input. So this is acceleration/velocity control to correct a positional error. Now when the aircraft, acquiring a velocity component in the direction of the positional error, it could overshoot the reference point and so the pilot has to apply the flying surfaces with the right magnitude at the right time in the right direction where the timing and direction is more important than the magnitude he applies to the flying surfaces so that the aircraft will slow down the correction component towards the reference point to avoid overshooting it. If he wants to do this faster, then he must apply an 'opposite signal' to cut down the velocity component that corrected his positional error in a lateral or pitching direction. If there is a wind component that affects his aircraft more than it affects the reference point, one can imagine the difficulty.
On a carrier landing , the position error, the velocity error , and acceleration error, components between the reference point and his aircraft, in a lateral or a pitching direction must ideally be zero, and this needs the pilot to detect the accelerations that his aircraft is subjected to in a lateral and pitching direction and use his flying surfaces at the right time with the right magnitude to cut down the acceleration of his plane and not to let it gain momentum in the lateral and pitching directions. A good pilot will operate by the sensitive seat of his pants to detect the errors at acceleration and velocity levels , and not wait till he notices a positional error as it could be too late on a carrier landing If there is a side wind the combination of the control surfaces becomes a little complex to retain the lateral and pitching position,velocity, acceleration error at zero value . But again the sensitivity of a pilot's body must operate on detecting the acceleration of his plane and not wait till his plane shows a positional error in the pitching and lateral directions.
The forward velocity error between the reference point and the aircraft will need to always exist through the throttle adjustment while the aircraft is airborne and the minimum frontal velocity of the aircraft will depend on the design of the wings, the wind velocity, the density of the air, But the error velocity that concerns the pilot is that with respect to the carrier primarily as that is what is important to him. All correcting signals that keeps an aircraft on a given path are all velocity and acceleration initiated through using the flying surfaces at the right time , and for the right duration with the right magnitude and the positional error is corrected through the integral of the velocity error as the aircraft slips into the desired location without velocity nor accelerating error in a lateral and pitching direction. The pilot must be careful to neutralise his control column in a lateral and pitching direction, before the positional error is down to zero otherwise he overshoots and oscillates all the time.
The forward control is also a little complex for assuming that the reference landing path is met accurately then there is the possibility that the arrester hook will not engage and so though the positional error is correct at that time his forward velocity error with respect to the air vector must be kept high enough using the throttle , just in case the pilot needs to abort an keep flying where applying full throttle to increase forward speed is beneficial while the pitching and lateral direction are selected to avoid other flying objects.
In the case of mid air refuelling, the reference point is the fuel hose which to engage properly, just prior to the engagement, the positional , velocity and acceleration error should be zero, and on a windy day if the effect of the wind is different on the fuel tanker than it is on the aircraft being refueled then acceleration/velocity control on the throttle, and acceleration/ velocity control on control column in lateral and pitch direction is continuously required.
These are a lot of words............. but if all this is represented mathematically........ it looks much easier.
Sometimes writing about the principles of safe flying could be as complex as actually trying to achieve it, but without any mental preparation through mathematical representation of the problem, some pilots will never know the difference between
Positional, Velocity, Acceleration and Integral control which they have to generate manually in conventional flying, but they would be assisted if they have some complex electronic on board to do it for them. I suggest they would learn to do it all manually with human brain / mind power to select the right control with the right magnitude with the right timing in the right directions to produce the right acceleration which the plane itself will integrate them to the final position required without overshooting it , even in windy conditions.
Engineers go through all this to ensure safety to pilots, but they must cooperate to at least try to understand the benefits of operating at acceleration errors through their human body sensors and not wait for the eyes to detect positional errors as that is too late, much too late, considering the short time involved in some flying situations.
For those pilots who want to master landing on stationary runways, moving carriers, or in flight refuelling in non windy situations, my advise is to keep your body resilient and sensitive, but a little on the fat side, so that your body inertia would remain temporary stationary when the aircraft you are flying tries to accelerate with respect to your body. Do not tighten your seat belt too tight. At all costs, when you detect accelerations, that is the time you have to catch it and apply the control column and rudder signal fast to stop the aircraft accelerating, and for heaven's sake do not wait till your eyes see that the horse you are riding on has gained either velocity or positional errors. That control column and rudder pedals must move fast, at least as fast as the aircraft is trying to accelerate in any of the three dimensions. Just do not hesitate to correct and nullify the acceleration on the lateral and pitching and yawing states . Be as fast as your body is trying to accelerate. The throttle is not so important and that can be applied slower when required.
Now let us talk of two other situations, one being when we are flying in a steady wind, which is blowing constantly form any side, hence predictable, and the other situation is when the wind is not steady at all but gusting at a constant gusting periodic time, which could be looked upon as being predictable and of course there is the situation when the wind is gusting at a non- periodic nature of gusting which we may term, unpredictable.
Let us start with flying in a constant wind condition, about which we do not know as yet. This is the easiest to learn about. The aircraft will have a tendency to drift with the wind at a constant rate so all that is necessary is to counteract the drift in whatever direction it exists. This is done through using the joystick and the rudders, and it must be clear that on a manually flown system where only the pilot is deciding , then he must wait and observe over a length of time how the plane is drifting through waiting for some time necessary to build up the experience of the drifting and so we can call it Integrating and summing up the situation. This takes time, unlike the pilot's body reacting to the fast acceleration of the aircraft. The drift due to a constant wind is only detected by one's eyes with reference to something else, as there is little acceleration is slow drifting and here the pilots seat or his pants cannot be a sensitive sensor to drifting as it is too slow and his body will go with it. If pilots had to close their eyes, no pilot can ever detect that he is moving with a constant velocity, nor that he has attained any position. So he may forget his seat or his pants detecting drifting due to a constant wind, only his eyes will. Obviously the control column and the rudder pedals will slowly attain a non - neutral position about which the pilot must apply all the signals to initiate or counteract the fast accelerations of the aircraft if on a steady windy day he still wants to do some fast acrobatics and stop them at the right time for recovery. On landing trajectories his
seat of his pants will still need to detect the fast acceleration of the plane which he must counter attack but to keep counteracting the drift due to the steady wind, his joystick and rudder pedals will not be at neutral position and just before landing he needs to do something about his wheels rolling sideways with respect to the fixed ground which is not affected by side winds. ( note a man in space travelling at a constant 28,000 miles per hour he would not feel anything on the seats of his pants, and he would know no velocities nor positions) he needs his eyes for that and the seat of his pants for accelerations.)
We can introduce a few kilograms of electronics where once the drift is noticed, the electronics will ease the mind of the pilot and they will supply the signal to overcome the drift, and so the joystick and the rudder will be at neutral position even on a steady windy day, assuming straight line flying, and all the pilot has to do is stop the plane accelerating from the path he desires to follow. That is the beauty of engineering, We take over the slow integrated signals to correct the drift and the seat of the pilot's pants will see to ensuring that the aircraft will not accelerate from the intended path.
Well, I rather not proceed to talk about the situation when the wind is gusting at a constant rate or gusting at a non constant rate. The fact that the pilot needs a long time to detect the length of the gust and its starting and finishing time, well, that time when the gust starts and finishes, the seat of his pants will detect that, but if the gust is a long one, then he needs to keep on moving the joystick and rudder pedals slowly to learn about the drift due to the length of the wind gust, and at the same time stop the plane from fast accelerations due to any other cause as we spoke about before. That is a nice superposition problem to find a solution to drift and accelerations through moving the joystick and pedals, slowly and at any point superimpose a fast movement on it.
Perhaps this is enough on the subject and it will give pilots something to think about the deeper algorithms the human brain/ mind needs to process. It is understandable that pilots should not drink, should not be too tired, should not be so young and instinctive, we shall let the fighter pilot see to that as there is some good applications for that virtue, but in general, the most important issue to understand is, be a little fat so that you can depend on your body and seat of your pants detect the quick accelerations and move the joystick and the rudder pedals as fast as the accelerations detected to counteract them. Also since the seat of your pants cannot detect the slow drifting, well use your eyes and note outside reference points and slowly move the joystick and the rudder pedals ever so slowly to counteract the drift, after you observe that there is a drift over a longer time. That is all folks. And all this we can do it with electronics and what is more add GPS to introduce Positional Control which no pilot flying manually can ever achieve and he relies on his capacity to detect accelerations by the seat of his pants, and his eyes to detect his position, be this a relative error or an absolute one that identifies his destination where he may land and relax where we shall carry on the innovations to make safer flying.
@@carmelpule6954 see a shrink
@@stephenvince9994 by the sounds of it....he IS a shrink 😅😅
huh? word salad.@@carmelpule6954
so what you are saying is, is that the navy should teach them to fly, before they go flying. thats a great idea. much better than their current method of just sticking them in an airplane and seeing who survives, and who doesnt...
Who's Narrator's Name?
Ben Mast