Blue Angels F-18A Hornet on E-Bay

In the F-4 and Turkey, I have had Mode 1s to touchdown( I know a
contradiction,Mode 1s are always to touchdown) but they were an emergency
procedure. I doubtany modern aviator relies on this system

I could never get auto throttles to work right in the A-6 in the Prowler they
were a little better. I tried to do a coupled approach on Sara (90-91) and
ended up with a bolter. The Hornets were doing them all the time they seemed to
have the system and ship tweeked up really well. I think it was mandentory for
the first Hornet down the chute to attempt a Mode 1 as I recall they flew a lot
of them maybe 25% were hooked up.
Sparky

I know A6 power control was problematic from development through fleet
introduction in 1969. The feedback loop with the ASN-54 APC was
inconsistent, and the kinesthetics were unacceptable to the pilot when the
system introduced purposeful glide slope deviations for self-check
monitoring purposes.

The RANGER/CVW-2 deployment in 1969 was the first in which all aircraft
aboard, including the C1A COD and the SH-3's were ACLS-equipped. Mode 1 was
not authorized at that time for any aircraft. The idea was to "get 'em home
safely on a dark and stormy night".

Do Hornets have yaw strings glued to the radome like F-4's did?

Rick

"Elmshoot" wrote in message
...
In the F-4 and Turkey, I have had Mode 1s to touchdown( I know a
contradiction,Mode 1s are always to touchdown) but they were an emergency
procedure. I doubtany modern aviator relies on this system

I could never get auto throttles to work right in the A-6 in the Prowler
they
were a little better. I tried to do a coupled approach on Sara (90-91) and
ended up with a bolter. The Hornets were doing them all the time they
seemed to
have the system and ship tweeked up really well. I think it was mandentory
for
the first Hornet down the chute to attempt a Mode 1 as I recall they flew
a lot
of them maybe 25% were hooked up.
Sparky




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Rick,

I know A6 power control was problematic from development through fleet
introduction in 1969.

This was still the case when the Lizards (VA-95) went to sea in 1973 aboard
CORAL MARU. We never flew any "coupled" passes closer in than 1/4 mile.

--
Mike Kanze

"Asking what a pilot thinks about the FAA is like asking a fireplug what it
thinks about dogs."

- from Bill "Windmill" Young


"Yofuri" wrote in message
...
I know A6 power control was problematic from development through fleet
introduction in 1969. The feedback loop with the ASN-54 APC was
inconsistent, and the kinesthetics were unacceptable to the pilot when the
system introduced purposeful glide slope deviations for self-check
monitoring purposes.

The RANGER/CVW-2 deployment in 1969 was the first in which all aircraft
aboard, including the C1A COD and the SH-3's were ACLS-equipped. Mode 1
was
not authorized at that time for any aircraft. The idea was to "get 'em
home
safely on a dark and stormy night".

Do Hornets have yaw strings glued to the radome like F-4's did?

Rick

"Elmshoot" wrote in message
...
In the F-4 and Turkey, I have had Mode 1s to touchdown( I know a
contradiction,Mode 1s are always to touchdown) but they were an
emergency
procedure. I doubtany modern aviator relies on this system

I could never get auto throttles to work right in the A-6 in the Prowler
they
were a little better. I tried to do a coupled approach on Sara (90-91)
and
ended up with a bolter. The Hornets were doing them all the time they
seemed to
have the system and ship tweeked up really well. I think it was
mandentory
for
the first Hornet down the chute to attempt a Mode 1 as I recall they
flew
a lot
of them maybe 25% were hooked up.
Sparky




-----= Posted via Newsfeeds.Com, Uncensored Usenet News =-----
http://www.newsfeeds.com - The #1 Newsgroup Service in the World!
-----== Over 100,000 Newsgroups - 19 Different Servers! =-----

"Elmshoot" wrote...

I could never get auto throttles to work right in the A-6 in the Prowler they
were a little better. I tried to do a coupled approach on Sara (90-91) and
ended up with a bolter. The Hornets were doing them all the time they seemed
to
have the system and ship tweeked up really well. I think it was mandentory for
the first Hornet down the chute to attempt a Mode 1 as I recall they flew a
lot
of them maybe 25% were hooked up.

I had a total of 4 successful Mode 1 approaches in my career -- 2 each to Kitty
Hawk and Nimitz.

"It's always something; if it's not one thing, it's another..." (Roseanne
Rosannadanna)

Autothrottle excursions, Beacon failure, and autopilot excursions were the 3
predominant failure modes...

Four more than I. While the Turkey had an excellent APCS, I was never
exposed to the "certified" ACLS model. As for the Phantom, got just past
tipover once ... then all hell broke loose.

The F-8 was worthy of a chuckle. The J's were retrofitted with bullseye
needles. To display CL and GS one had to flip a switch from "TACAN" to
"ACLS" ... it reconfigured the ID-249 for the approach. A really good
thing, but hardly ACLS.

R / John

Spn-43(needles) and autothrottles, the way to go in VF-31, last cruise...a
'peek' is worth a thousand 'scans' tho...

Forrestal started asking people to try Mode 1s..Sometimes worked, sometimes an
automatic trip into the penalty box...
P. C. Chisholm
CDR, USN(ret.)
Old Phart Phormer Phantom, Turkey, Viper, Scooter and Combat Buckeye Phlyer

Been my experience that Mode 1's work great in the FA-18. In fact, have
probably done well over 20 of them on Lincoln, TR and Nimitz. Worked super
every time! Biggest mistake guys make is trying to "influence" corrections by
helping it out. As I like to say, "don't a touch a nothin'!"