Landing speeds for naval aircraft?

Sorry to jump in late.

wrote in message
ups.com...

WaltBJ wrote:
Only buzzed carriers, being an AF pilot, but our basic fence speed in
the F4D (Phantom, that is)was 122 KIAS plus 2 knots per 1000# over
empty/clean. But we could shave that speed 4 knots or so with a
slippery runway (Da Nang in the monsoon!) . FWIW with zero crosswind
you could plant a F104A, full flaps, at 135. If the F102 had had 8 foot
long gear legs we could have landed it at about 115; but with the
factory gear you'd drag a foot or so off the tailpipe. BTW hows come
only a couple responders mentioned airspeed, and one of them sounded
pretty high? Lots of reserve fuel in case of repeated bolters? Surely
y'all had a basic airspeed to add to in case of extra fuel, external
loads, etc. Or did you fly AOA and ignore IAS?

Yep, flew AOA and ignored IAS, once positive that the AOA wasn't stuck.
In the RA5C, I never flew a pass that wasn't auto-throttle - didn't want
paddles to
have a heart attack. Auto-throttle maintained AOA, not IAS.

I always understood the AOA units were somehow calibrated but arbitrary,
so the 139 KIAS was the nominal speed that corresponded to on-speed AOA
with full flaps and 50,000 pounds max-trap weight.

As to how much fuel one had at 50,000 pounds, that depended on the recon
equipment installed.

Frank

"Frank Minich" wrote in message
...
Sorry to jump in late.

I always understood the AOA units were somehow calibrated but arbitrary,
so the 139 KIAS was the nominal speed that corresponded to on-speed AOA
with full flaps and 50,000 pounds max-trap weight.

Units should be either a percentage of the lift coefficient curve for the
wing or a percentage of the AOA vane as determined by the OBC depending on
the type if I remember....but I'm getting old :-)).

Dudley Henriques

"Dudley Henriques" wrote in message
...

"Frank Minich" wrote in message
...
Sorry to jump in late.

I always understood the AOA units were somehow calibrated but arbitrary,
so the 139 KIAS was the nominal speed that corresponded to on-speed AOA
with full flaps and 50,000 pounds max-trap weight.

Units should be either a percentage of the lift coefficient curve for the
wing or a percentage of the AOA vane as determined by the OBC depending on
the type if I remember....but I'm getting old :-)).

Dudley Henriques

An often arbitrary measurement of fuselage angle of attack. Sometimes
actual degrees based on the aircraft's ADL/WL (F-18), Sometimes
approximating degrees, sometimes not. The system used either a vane which
fared into the wind or a cylinder or cone with two slots machined into it
(it would rotate into the free stream to equalize the pressure in the two
slots). The angle of rotation is detected by a transducer which sends the
signal to the AOA indicator(s). Usually the front cockpit indicator drives
the cockpit indexers, approach lights (for the LSO) and any stall warning
associated with AOA.

The T-45 AOA formula is Indicated AOA = (Actual AOA + 8.93) / 1.025. No
****. I teach this stuff. One unit AOA deviation from optimum approach AOA
(17 units and approx 8.5 degrees) is 3 knots. A very precise way of
monitoring airspeed and attitude for a carrier landing.

R / John

In article , "Dudley Henriques"
wrote:

"Frank Minich" wrote in message
...
Sorry to jump in late.

I always understood the AOA units were somehow calibrated but arbitrary,
so the 139 KIAS was the nominal speed that corresponded to on-speed AOA
with full flaps and 50,000 pounds max-trap weight.

Units should be either a percentage of the lift coefficient curve for the
wing or a percentage of the AOA vane as determined by the OBC depending on
the type if I remember....but I'm getting old :-)).

Dudley
we haven't heard from you lately. How ya been?

--
Harry Andreas
Engineering raconteur

Hi Harry;

Been fine and thanks for asking.
Just decided after six years of dealing with some of the personalities on
RAM that when a newsgroup begins to change your OWN personality, it's time
to take some time away and regroup so to speak. :-))
Dudley


"Harry Andreas" wrote in message
...
In article , "Dudley Henriques"
wrote:

"Frank Minich" wrote in message
...
Sorry to jump in late.

I always understood the AOA units were somehow calibrated but
arbitrary,
so the 139 KIAS was the nominal speed that corresponded to on-speed AOA
with full flaps and 50,000 pounds max-trap weight.

Units should be either a percentage of the lift coefficient curve for the
wing or a percentage of the AOA vane as determined by the OBC depending
on
the type if I remember....but I'm getting old :-)).

Dudley
we haven't heard from you lately. How ya been?

--
Harry Andreas
Engineering raconteur

Dudley Henriques wrote:
"Frank Minich" wrote in message
...
Sorry to jump in late.

I always understood the AOA units were somehow calibrated but arbitrary,
so the 139 KIAS was the nominal speed that corresponded to on-speed AOA
with full flaps and 50,000 pounds max-trap weight.

Units should be either a percentage of the lift coefficient curve for the
wing or a percentage of the AOA vane as determined by the OBC depending on
the type if I remember....but I'm getting old :-)).

Dudley Henriques

Nope, just the place you flew when on speed...ya know, make the needle
be where it was supposed to be...Don't know know how, just why....

wrote in message
ups.com...

Dudley Henriques wrote:
"Frank Minich" wrote in message
...
Sorry to jump in late.

I always understood the AOA units were somehow calibrated but
arbitrary,
so the 139 KIAS was the nominal speed that corresponded to on-speed AOA
with full flaps and 50,000 pounds max-trap weight.

Units should be either a percentage of the lift coefficient curve for the
wing or a percentage of the AOA vane as determined by the OBC depending
on
the type if I remember....but I'm getting old :-)).

Dudley Henriques

Nope, just the place you flew when on speed...ya know, make the needle
be where it was supposed to be...Don't know know how, just why....

Not sure I understand the reply. If I remember right, the AOA for the Turkey
ran from 0 to 30 units. This represented the probe range of between -10 and
+40 degrees. That's a probe percentage readout . Optimum approach donut
was........Lord I need a memory here :-) 14.5 to 15.5 on amber?????????.

I could be mistaken. It's been 30 years!! :-))))))))))))))))))))
Dudley
Henriques