Video: Cable snaps on USS Eisenhower during landing
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4Greens
You'll probably know my dad.
He had a Scimitar event on landing. His did not end so well.
As he put it "a lesson in making sure you have full power on as you land."
He got wet.
Great pictures though!
You'll probably know my dad.
He had a Scimitar event on landing. His did not end so well.
As he put it "a lesson in making sure you have full power on as you land."
He got wet.
Great pictures though!
jargon update: Green Endorsement ... is that like our reference to a "long green table" (possible risk to one's wings?)
4G - I didn't know the 4th was for the hook! Makes a lot of sense and I am in awe of anyone who lands anything on a carrier - especially at night. In the RAF (as far as I know) the Harrier was our only "Finals 4 Greens" a/c.Thanks for putting me right.
In the RAF (as far as I know) the Harrier was our only "Finals 4 Greens" a/c.
CG
And that, ladies, is why you go to max power when you catch the wire. I note that the video is dated March of this year.
Knew a guy who, during initial CQ, didn't go to max in the wire each time. The second time he failed to get it right, the LSO told him not to come back. He didn't end up completing the course.
Knew a guy who, during initial CQ, didn't go to max in the wire each time. The second time he failed to get it right, the LSO told him not to come back. He didn't end up completing the course.
Thought it was interesting.
I was flying with a retired C2 guy last week. We discussed the video. One interesting fact emerged - unlike the jets, they do not go to full power after landing. The reason being that the aircraft yaws under application of full power, and this may result in damage or disengagement of the wire or hook. With a less than optimum result. I assume that the E2 has the same procedure, but didn't ask.
Thought it was interesting.
Thought it was interesting.
The gent I was referring to left the program while flying T-45 ... never got to the RAG for any fleet aircraft.
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DETAILS: Horrific cable mishap caused by maintenance errors: Navy
"...The plane came within 20 feet of strike[sic] the water, the report said...."
"...The plane came within 20 feet of strike[sic] the water, the report said...."
Last edited by SpazSinbad; 15th Jul 2016 at 15:39. Reason: add text
19 feet to spare?
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Three Screwtops Pilots Awarded Armed Forces Air Medal
"...With Halliwell in the pilot's seat, the Hawkeye touched down on the flight deck and caught the wire. As they began to decelerate, the arresting cable snapped and they found themselves rolling ever closer to the edge of the landing area.
"It all happened in about eight seconds," said Smith, who has been flying for 12 years. "While we were decelerating we heard a loud snap. When we would normally be coming to a stop, we weren't. Our years of training kicked in and we reacted on instinct. I slapped back the ditching hatch (Hawkeyes do not have ejection seats) as we cleared the deck and began a deep settle (significant descent). I would guess we were about 10 feet from the water before we lifted back up, but Lt. Smith expertly kept us climbing away. It was a sigh of relief when we were back in the air. It helps to know that at the critical moment, all we practice for this scenario actually works. The experience has made me much more confident in my training."..."
Three Screwtops Pilots Awarded Armed Forces Air Medal
"...With Halliwell in the pilot's seat, the Hawkeye touched down on the flight deck and caught the wire. As they began to decelerate, the arresting cable snapped and they found themselves rolling ever closer to the edge of the landing area.
"It all happened in about eight seconds," said Smith, who has been flying for 12 years. "While we were decelerating we heard a loud snap. When we would normally be coming to a stop, we weren't. Our years of training kicked in and we reacted on instinct. I slapped back the ditching hatch (Hawkeyes do not have ejection seats) as we cleared the deck and began a deep settle (significant descent). I would guess we were about 10 feet from the water before we lifted back up, but Lt. Smith expertly kept us climbing away. It was a sigh of relief when we were back in the air. It helps to know that at the critical moment, all we practice for this scenario actually works. The experience has made me much more confident in my training."..."
Three Screwtops Pilots Awarded Armed Forces Air Medal
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I lost the plot somewhere. Lt or Lt Cdr Smith? Who was the PF - Smith or Halliwell? And why 3 medals? What did they all do?
A very confusing article, despite the BZ they all deserved.
A very confusing article, despite the BZ they all deserved.
Hope the injured are all doing well. Yes, a little strange to read. The situation would seem to merit something like a Green Endorsement in UK terms? Got to say, the US decorations confuse me. I wonder if it confuses them?
OAP
OAP
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"...What did they all do?" CRM Crew Resource Management was one avenue for the good work I'll assume (no experience though for me in a single seater) and this quote in the article from the XO (senior pilot):
"...The Screwtops' Executive Officer, Cmdr. Darryl Martin, stated the decoration was more about showing appreciation for the training the pilots received throughout their careers than for what they did to save the aircraft...."
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Redacted JAGman 47 page PDF: https://news.usni.org/wp-content/upl...D-JAGMAN_1.pdf FROM USNI News: https://news.usni.org/2016/08/11/3-p...rces-air-medal
COMMAND INVESTIGATION INTO THE FLIGHT DECK MISHAP ON USS DWIGHT D. EISENHOWER (CVN 69) ON 18 MARCH 2016 | 20 Jun 2016 Commander, Naval Air Force Atlantic
COMMAND INVESTIGATION INTO THE FLIGHT DECK MISHAP ON USS DWIGHT D. EISENHOWER (CVN 69) ON 18 MARCH 2016 | 20 Jun 2016 Commander, Naval Air Force Atlantic
"...14. The Mishap Pilot (MP), now in the left seat as the pilot at the controls, returned to the pattern and completed one arrested landing. After launching from catapult number one, LT Halliwell executed two touch-and-go landings, then lowered the tailhook in preparation for completing his final trap.
15. On the mishap approach, the mishap flight crew "called the ball" with 3,300 pounds of fuel, corresponding to a landing weight of 45,200 pounds.
16. The mishap aircraft rolled into the groove slightly above glideslope and on centerline. The MP flew an uneventful gear down, hook down, 20 degree flap, maximum rudder, on-speed approach. The aircraft went slightly low and slightly flat at the ramp, and the MP added power and engaged the number four arresting gear wire slightly left of centerline....
...24. On landing, the MP maintained power and initially sensed normal deceleration. Subsequently, all three mishap aircrew heard a loud bang, heard the tailhook re-contact the flight deck, and felt a shudder. Both pilots realized that "something" had happened and observed that they were continuing to roll towards the end of the landing area.
25. As the mishap aircraft engaged the four wire, the arresting gear engine failed to build sufficient pressure to effectively stop the mishap aircraft prior to the nominal service stroke of the arresting gear engine (183.9 inches). This failure resulted in a transfer of load to the number four wire, exceeding the breaking strength of the number four cross deck pendant (CDP).
26. The number four CDP parted at, or slightly to starboard, of the tailhook engagement point.
27. On the flight deck, the two sections of the parted number four CDP and purchase cable recoiled sharply and backlashed, injuring eight Sailors and damaging a C-2A and MH-60S.
28. Simultaneously, as the mishap aircraft rolled off the end of the flight deck, the mishap aircrew raised the landing gear, selected full (30 degree} flaps, opened and locked the copilot ditching hatch, and recovered the aircraft at an estimated 10-20 feet AGL. The aircrew noted no degradation in flying qualities and executed an uneventful straight-in recovery at Chambers Field, Naval Air Station Norfolk...."
15. On the mishap approach, the mishap flight crew "called the ball" with 3,300 pounds of fuel, corresponding to a landing weight of 45,200 pounds.
16. The mishap aircraft rolled into the groove slightly above glideslope and on centerline. The MP flew an uneventful gear down, hook down, 20 degree flap, maximum rudder, on-speed approach. The aircraft went slightly low and slightly flat at the ramp, and the MP added power and engaged the number four arresting gear wire slightly left of centerline....
...24. On landing, the MP maintained power and initially sensed normal deceleration. Subsequently, all three mishap aircrew heard a loud bang, heard the tailhook re-contact the flight deck, and felt a shudder. Both pilots realized that "something" had happened and observed that they were continuing to roll towards the end of the landing area.
25. As the mishap aircraft engaged the four wire, the arresting gear engine failed to build sufficient pressure to effectively stop the mishap aircraft prior to the nominal service stroke of the arresting gear engine (183.9 inches). This failure resulted in a transfer of load to the number four wire, exceeding the breaking strength of the number four cross deck pendant (CDP).
26. The number four CDP parted at, or slightly to starboard, of the tailhook engagement point.
27. On the flight deck, the two sections of the parted number four CDP and purchase cable recoiled sharply and backlashed, injuring eight Sailors and damaging a C-2A and MH-60S.
28. Simultaneously, as the mishap aircraft rolled off the end of the flight deck, the mishap aircrew raised the landing gear, selected full (30 degree} flaps, opened and locked the copilot ditching hatch, and recovered the aircraft at an estimated 10-20 feet AGL. The aircrew noted no degradation in flying qualities and executed an uneventful straight-in recovery at Chambers Field, Naval Air Station Norfolk...."
Last edited by SpazSinbad; 12th Aug 2016 at 06:03. Reason: +txt +
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"NAVAL AIR FORCE ATLANTIC
The President of the United States takes pleasure in presenting the AIR MEDAL (with Gold Numeral "1" for the First Award) to LIEUTENANT COMMANDER KELLEN L. SMITH UNITED STATES NAVY for service as set forth in the following CITATION:
For meritorious achievement while participating in aerial flight as a Pilot of an E-2C aircraft assigned to Carrier Airborne Early Warning Squadron ONE TWO THREE onboard USS DWIGHT D EISENHOWER (CVN 69) on 18 March 2016. As his E-2C engaged the cross deck pendant and began to decelerate during a routine landing attempt, the wire unpredictably separated causing the aircraft to continue off the landing area well below a safe rotation speed. Knowing that the aircraft had minimal distance remaining and the requisite airspeed to rotate for takeoff, he and his crew were able to quickly reconfigure the aircraft for a high angle of attack attitude at near stall conditions to attempt a climb after making use of ground effect. Due to the split second reaction time, the E-2C was able to attain a positive rate of climb thus avoiding a ditch at sea which would have resulted in the loss of the aircraft and possibly the lives of the aircrew. By his skillful airmanship, steadfast aggressiveness, and exemplary devotion to duty in the face of hazardous flying conditions, Lieutenant Commander Smith reflected great credit upon himself and upheld the highest traditions of the United States Naval Service.
_____________________
NAVAL AIR FORCE ATLANTIC
The President of the United States takes pleasure in presenting the AIR MEDAL (with Gold Numeral "1" for the First Award) to LIEUTENANT COMMANDER THOMAS J. BROWNING UNITED STATES NAVY for service as set forth in the following CITATION:
For meritorious achievement while participating in aerial flight as a Combat Information Center Officer of an E-2C aircraft assigned to Carrier Airborne Early Warning Squadron ONE TWO THREE onboard USS DWIGHT D EISENHOWER (CVN 69) on 18 March 2016. As the E-2C engaged the cross deck pendant and began to decelerate, the wire unpredictably separated causing the aircraft to continue off the landing area. As the aircrew had very little runway distance remaining and the requisite airspeed to safely rotate for takeoff, the aircrew quickly recognized the condition and the pilots reconfigured the aircraft while setting a high angle of attack attitude to attempt a last ditch climb. Due to the aircrew's swift reaction time and proactive communication, the E-2C was able to climb thus avoiding a ditch which would have resulted in both the loss of the aircraft and possibly the lives of the aircrew. By his skillful airmanship, steadfast aggressiveness, and exemplary devotion to duty in the face of hazardous flying conditions, Lieutenant Commander Browning reflected great credit upon himself and upheld the highest traditions of the United States Naval Service."
https://news.usni.org/wp-content/upl...LCDR-SMITH.pdf
from:
https://news.usni.org/2016/08/12/doc...ke-cable-break
The President of the United States takes pleasure in presenting the AIR MEDAL (with Gold Numeral "1" for the First Award) to LIEUTENANT COMMANDER KELLEN L. SMITH UNITED STATES NAVY for service as set forth in the following CITATION:
For meritorious achievement while participating in aerial flight as a Pilot of an E-2C aircraft assigned to Carrier Airborne Early Warning Squadron ONE TWO THREE onboard USS DWIGHT D EISENHOWER (CVN 69) on 18 March 2016. As his E-2C engaged the cross deck pendant and began to decelerate during a routine landing attempt, the wire unpredictably separated causing the aircraft to continue off the landing area well below a safe rotation speed. Knowing that the aircraft had minimal distance remaining and the requisite airspeed to rotate for takeoff, he and his crew were able to quickly reconfigure the aircraft for a high angle of attack attitude at near stall conditions to attempt a climb after making use of ground effect. Due to the split second reaction time, the E-2C was able to attain a positive rate of climb thus avoiding a ditch at sea which would have resulted in the loss of the aircraft and possibly the lives of the aircrew. By his skillful airmanship, steadfast aggressiveness, and exemplary devotion to duty in the face of hazardous flying conditions, Lieutenant Commander Smith reflected great credit upon himself and upheld the highest traditions of the United States Naval Service.
_____________________
NAVAL AIR FORCE ATLANTIC
The President of the United States takes pleasure in presenting the AIR MEDAL (with Gold Numeral "1" for the First Award) to LIEUTENANT COMMANDER THOMAS J. BROWNING UNITED STATES NAVY for service as set forth in the following CITATION:
For meritorious achievement while participating in aerial flight as a Combat Information Center Officer of an E-2C aircraft assigned to Carrier Airborne Early Warning Squadron ONE TWO THREE onboard USS DWIGHT D EISENHOWER (CVN 69) on 18 March 2016. As the E-2C engaged the cross deck pendant and began to decelerate, the wire unpredictably separated causing the aircraft to continue off the landing area. As the aircrew had very little runway distance remaining and the requisite airspeed to safely rotate for takeoff, the aircrew quickly recognized the condition and the pilots reconfigured the aircraft while setting a high angle of attack attitude to attempt a last ditch climb. Due to the aircrew's swift reaction time and proactive communication, the E-2C was able to climb thus avoiding a ditch which would have resulted in both the loss of the aircraft and possibly the lives of the aircrew. By his skillful airmanship, steadfast aggressiveness, and exemplary devotion to duty in the face of hazardous flying conditions, Lieutenant Commander Browning reflected great credit upon himself and upheld the highest traditions of the United States Naval Service."
https://news.usni.org/wp-content/upl...LCDR-SMITH.pdf
from:
https://news.usni.org/2016/08/12/doc...ke-cable-break
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What about Lt Halliwell? Wasn't he the one at the controls?
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E-2C Hawkeye Arrestor Wire Break Recovery Medal Award
Direct Link to Video: https://www.youtube.com/watch?v=_dCjFrPPJOU
Direct Link to Video: https://www.youtube.com/watch?v=_dCjFrPPJOU
Last edited by SpazSinbad; 13th Aug 2016 at 13:14. Reason: add JPG
I was flying with a retired C2 guy last week. We discussed the video. One interesting fact emerged - unlike the jets, they do not go to full power after landing. The reason being that the aircraft yaws under application of full power, and this may result in damage or disengagement of the wire or hook. With a less than optimum result. I assume that the E2 has the same procedure, but didn't ask.
Thought it was interesting.
Thought it was interesting.