F-18 Crash Deemed Pilot Error After FOD'd Engine Failure on Cat Shot
Join Date: Jul 2004
Location: Wherever sent
Posts: 63
Likes: 0
Received 0 Likes
on
0 Posts
SASless,
While the majority of my briefings were indeed USMC I would love to know where the other flying clubs get any thrust without a working engine to provide the thrust. All single engine jets that have lost their engine immediately upon takeoff have gone down.
S/F, FOG
While the majority of my briefings were indeed USMC I would love to know where the other flying clubs get any thrust without a working engine to provide the thrust. All single engine jets that have lost their engine immediately upon takeoff have gone down.
S/F, FOG
Join Date: Jan 2003
Location: Leicestershire, England
Posts: 1,170
Likes: 0
Received 0 Likes
on
0 Posts
Join Date: Jul 2008
Location: Australia OZ
Age: 75
Posts: 2,589
Likes: 0
Received 56 Likes
on
47 Posts
"...8.2.3.1 Before Taxi Checks. [from above NATOPS]
1. Before Taxi Checks - Perform IAW NATOPS and ensure:
a. FLAP switch - FULL
b. TRIM - SET FOR CATAPULT LAUNCH
Ensure the T/O TRIM button is pressed until the TRIM advisory is displayed (stabilators 4° TEU). Horizontal stabilator trim should be manually set for catapult launch IAW figure 8-1 Tables A thru G. Launches with less than 15 knot excess endspeed require additional trim to compensate for the reduced launch speed. If the aircraft is loaded asymmetrically, lateral trim (differential stabilator with WonW) should also be manually set IAW figure 8-1 Table G. Trim laterally into the light wing (unloaded wing down). The trim settings are designed to keep roll off less than 5° for 3 seconds after WoffW. Obviously, not all possible external store configurations could be evaluated. Therefore, some external store configurations may exhibit more or less roll off at the Table G trim setting. Launches above 15 knots excess would require less lateral trim. Higher excess endspeeds, mis-set trim conditions were tested and the aircraft is easily controlled with lateral stick. The key is to trim in the correct direction, which is unloaded wing down.
Correct stabilator trim is critical to aircraft fly-away performance (hands-off). The stabilator trim setting determines the aircraft’s initial pitch rate and sets the reference AOA that the FCS attempts to hold after launch. Reference AOA is set to 12° when the stabilators are trimmed to 6° TEU or higher. Between 4° and 6° TEU stabilator, reference AOA is steeply changed from 4° to 12°. The recommended launch trim settings are designed to provide the aircraft with a consistent 10° to 12°/sec pitch rate regardless of gross weight, CG, or catapult endspeed. Trim settings above those recommended in tables D and E or launches with greater than 15 knot excess endspeed will maintain the 12° reference AOA but will be characterized by increased pitch rates. Normal catapult launches are characterized by an initial rotation as high as 13° AOA before AOA and pitch rate feedbacks reduce AOA to the reference value. For light gross weight launches, peak pitch rates will be higher and peak AOA’s will be lower due to the Vmc based launch speed. At heavier gross weights, a range of 10° thru 14° AOA can be expected during launch and is the best compromise between minimizing sink-off-bow and ensuring controllability in the event of an engine failure. If stabilator trim is less than 6.5°, the CK TRIM caution will be set when the throttles are advanced above 27° THA (FLAP switch FULL).
c. External fuel tank quantities - CHECK
CAUTION
Do not catapult with partially full external fuel tank(s) (≤2,700 lbs). Fuel sloshing may cause structural damage to the tanks, pylons, and/or airframe.
WARNING
To reduce engine susceptibility to steam ingestion and compressor stalls, transition from MIL to MAX during the catapult stroke shall not be performed except in an emergency.
5. Longitudinal trim MUST be adjusted for the aft CG shift that occurs during normal fuel burn. The CG can shift as much as 3% MAC (F/A-18E) or 1% MAC (F/A-18F) when Tank 2 fuel drops to approximately 2,200 lb and Tank 1 fuel drops to approximately 1,000 lb. This CG shift can affect longitudinal trim by as much as 7° and must be accounted for to prevent catapult launch with a significant over-trim. Once Tank 1 has dropped to approximately 1,000 lb, fuel scheduling maintains the CG at an essentially neutral position. Table F is a rule-of-thumb for decreasing longitudinal trim based solely on Tank 1 fuel quantity. Decrease baseline longitudinal trim by the ‘‘Trim Delta’’ value down to but in no case less than 7° TEU stabilator.
WARNING
Failure to make Tank 1 fuel quantity trim adjustment will result in an over trimmed condition, which may aggravate aircraft controllability, particularly following a single engine failure.
NOTE
If longitudinal trim must be adjusted after differential stabilator has been input for a lateral weight asymmetry, push the T/O TRIM button, adjust longitudinal trim and re-input differential stabilator.
WARNING
Failure to input differential stabilator trim for catapult launches with asymmetric stores can aggravate aircraft controllability, particularly following a single engine failure....
...WARNING
Due to the close proximity of the FLAP and LAUNCH BAR switches, ensure that the FLAP switch is not inadvertently placed to AUTO. Launching with the flaps in AUTO will result in an excessive settle.
When ready for launch -
14. Salute with right hand. Hold throttles firmly against the detent and place head against the headrest.
Throttle friction may be used to help prevent inadvertent retraction of the throttles during the catapult stroke. If required, it can be overridden if afterburner is needed due to aircraft/catapult malfunction. Immediately after the end of the catapult stroke, the aircraft will rotate to capture the 12° reference AOA (hands-off). To avoid PIO with the FCS, do not restrain the stick during catapult launch or make stick inputs immediately after catapult launch. The pilot should attempt to remain out of the loop but should closely monitor the catapult sequence.
WARNING
To reduce engine susceptibility to hot gas reingestion and compressor stalls, transition from MIL to MAX during the catapult stroke shall not be performed except in an emergency.
Once safely airborne -
15. LDG GEAR handle - UP
16. Clearing turn - PERFORM (if required)
With positive rate of climb and clearing turn complete -
17. FLAP switch - AUTO
NOTE
During catapult launches performed at heavy gross weight, the TEFs may begin to retract prior to FLAP switch actuation (at approximately 190 KCAS) in order to follow the loads alleviation schedule....
...8.2.7.2 Catapult Endspeed Requirements. Catapult endspeeds are established to provide safe flyaway during normal launch conditions and to allow the pilot to maintain aircraft control in the event of a single engine failure. The catapult endspeeds are not based on single engine rate of climb (SEROC) capability, nor do they guarantee single engine flyaway performance. The minimum endspeed requirement is calculated to provide sufficient airspeed and altitude to maintain aircraft control while executing emergency catapult flyaway procedures.
F/A-18E/F minimum catapult launch endspeeds are governed by three limiting factors: Flaps FULL minimum single engine control speed (Vmc), maximum longitudinal acceleration capability, and sink-off-bow. Vmc is the airspeed below which the aircraft is not controllable with a single engine failure. The Vmc airspeed governs the endspeed for most of the gross weight range in both MIL and MAX power (up to 60K MIL and 65K MAX, see figure 8-1, Table B). Vmc is also a function of lateral weight asymmetry; therefore, endspeed must be increased for asymmetric loadings (see figure 8-1, Table C). The catapult endspeed above 60K in MIL is governed by aircraft longitudinal acceleration capability which limits maximum gross weight for MIL power launches (see figure 8-1, Table A). Endspeeds above 65K in MAX are governed by the aircraft CG 10 foot sink-off-bow limit. Actual catapult endspeeds in the Aircraft Launching Bulletins are computed to launch at the minimum endspeed plus 15 knots (Vmin +15) (figure 8-1, Table B and C). FULL flap launches are required to meet wind-over-deck requirements at heavy gross weights. HALF flap launches have not been tested, and would increase launch wind-over-deck by approximately 10 knots.
8.2.7.3 Catapult Launch Flyaway Characteristics. Launches at light gross weights are characterized by higher pitch rate and attitude, higher rate of climb, and lower peak AOA when compared to heavy gross weight launches. Forward stick may be required following the rotation to control pitch attitude as the aircraft accelerates.
There is a noticeable difference in aircraft flyaway characteristics from light to heavy weights due to the transition from the Vmc based launch speeds to either the longitudinal acceleration or sink-off-bow based airspeeds. Heavy weight launches will be characterized by reduced pitch rates and attitudes, and higher peak AOA when compared to the light weight launches. Light buffet may be felt as the aircraft rotates through 11° AOA during launch at heavier gross weights. The longitudinal trim settings will provide the required 10-12°/sec pitch rate and capture a target AOA of 12°; however, peak AOA may reach 15° momentarily. Maintaining hands off the stick during rotation is crucial to optimizing launch performance and reduces the tendency for pilot induced oscillations during rotation and initial flyaway. With normal endspeed and steady deck conditions, the aircraft CG settles up to 3 feet. The pilot perceives the catapult launch to be level, as rotation keeps the pilot’s eye approximately level even though the aircraft CG sinks. With less than 15 knots of excess endspeed, more settle will occur up to a maximum of 10 feet of settle with zero excess endspeed. Launches anticipated with less than the normal 15 knot excess endspeed require additional longitudinal trim to compensate for the reduced launch speed. A 10 knot excess endspeed launch would require 4° additional nose up trim from the nominal settings in figure 8-1, Tables D and E...."
________________________________
Amy Butler from AvWeak a few years back described a change to Super Hornet A/B catapults where the FADEC changes the initial 50% burner at launch to 100% by the end of the catapult for pop stall reasons. This change is incorporated on the F-35C when catapulting in burner. Description is on the F-35 thread I think?
1. Before Taxi Checks - Perform IAW NATOPS and ensure:
a. FLAP switch - FULL
b. TRIM - SET FOR CATAPULT LAUNCH
Ensure the T/O TRIM button is pressed until the TRIM advisory is displayed (stabilators 4° TEU). Horizontal stabilator trim should be manually set for catapult launch IAW figure 8-1 Tables A thru G. Launches with less than 15 knot excess endspeed require additional trim to compensate for the reduced launch speed. If the aircraft is loaded asymmetrically, lateral trim (differential stabilator with WonW) should also be manually set IAW figure 8-1 Table G. Trim laterally into the light wing (unloaded wing down). The trim settings are designed to keep roll off less than 5° for 3 seconds after WoffW. Obviously, not all possible external store configurations could be evaluated. Therefore, some external store configurations may exhibit more or less roll off at the Table G trim setting. Launches above 15 knots excess would require less lateral trim. Higher excess endspeeds, mis-set trim conditions were tested and the aircraft is easily controlled with lateral stick. The key is to trim in the correct direction, which is unloaded wing down.
Correct stabilator trim is critical to aircraft fly-away performance (hands-off). The stabilator trim setting determines the aircraft’s initial pitch rate and sets the reference AOA that the FCS attempts to hold after launch. Reference AOA is set to 12° when the stabilators are trimmed to 6° TEU or higher. Between 4° and 6° TEU stabilator, reference AOA is steeply changed from 4° to 12°. The recommended launch trim settings are designed to provide the aircraft with a consistent 10° to 12°/sec pitch rate regardless of gross weight, CG, or catapult endspeed. Trim settings above those recommended in tables D and E or launches with greater than 15 knot excess endspeed will maintain the 12° reference AOA but will be characterized by increased pitch rates. Normal catapult launches are characterized by an initial rotation as high as 13° AOA before AOA and pitch rate feedbacks reduce AOA to the reference value. For light gross weight launches, peak pitch rates will be higher and peak AOA’s will be lower due to the Vmc based launch speed. At heavier gross weights, a range of 10° thru 14° AOA can be expected during launch and is the best compromise between minimizing sink-off-bow and ensuring controllability in the event of an engine failure. If stabilator trim is less than 6.5°, the CK TRIM caution will be set when the throttles are advanced above 27° THA (FLAP switch FULL).
c. External fuel tank quantities - CHECK
CAUTION
Do not catapult with partially full external fuel tank(s) (≤2,700 lbs). Fuel sloshing may cause structural damage to the tanks, pylons, and/or airframe.
WARNING
To reduce engine susceptibility to steam ingestion and compressor stalls, transition from MIL to MAX during the catapult stroke shall not be performed except in an emergency.
5. Longitudinal trim MUST be adjusted for the aft CG shift that occurs during normal fuel burn. The CG can shift as much as 3% MAC (F/A-18E) or 1% MAC (F/A-18F) when Tank 2 fuel drops to approximately 2,200 lb and Tank 1 fuel drops to approximately 1,000 lb. This CG shift can affect longitudinal trim by as much as 7° and must be accounted for to prevent catapult launch with a significant over-trim. Once Tank 1 has dropped to approximately 1,000 lb, fuel scheduling maintains the CG at an essentially neutral position. Table F is a rule-of-thumb for decreasing longitudinal trim based solely on Tank 1 fuel quantity. Decrease baseline longitudinal trim by the ‘‘Trim Delta’’ value down to but in no case less than 7° TEU stabilator.
WARNING
Failure to make Tank 1 fuel quantity trim adjustment will result in an over trimmed condition, which may aggravate aircraft controllability, particularly following a single engine failure.
NOTE
If longitudinal trim must be adjusted after differential stabilator has been input for a lateral weight asymmetry, push the T/O TRIM button, adjust longitudinal trim and re-input differential stabilator.
WARNING
Failure to input differential stabilator trim for catapult launches with asymmetric stores can aggravate aircraft controllability, particularly following a single engine failure....
...WARNING
Due to the close proximity of the FLAP and LAUNCH BAR switches, ensure that the FLAP switch is not inadvertently placed to AUTO. Launching with the flaps in AUTO will result in an excessive settle.
When ready for launch -
14. Salute with right hand. Hold throttles firmly against the detent and place head against the headrest.
Throttle friction may be used to help prevent inadvertent retraction of the throttles during the catapult stroke. If required, it can be overridden if afterburner is needed due to aircraft/catapult malfunction. Immediately after the end of the catapult stroke, the aircraft will rotate to capture the 12° reference AOA (hands-off). To avoid PIO with the FCS, do not restrain the stick during catapult launch or make stick inputs immediately after catapult launch. The pilot should attempt to remain out of the loop but should closely monitor the catapult sequence.
WARNING
To reduce engine susceptibility to hot gas reingestion and compressor stalls, transition from MIL to MAX during the catapult stroke shall not be performed except in an emergency.
Once safely airborne -
15. LDG GEAR handle - UP
16. Clearing turn - PERFORM (if required)
With positive rate of climb and clearing turn complete -
17. FLAP switch - AUTO
NOTE
During catapult launches performed at heavy gross weight, the TEFs may begin to retract prior to FLAP switch actuation (at approximately 190 KCAS) in order to follow the loads alleviation schedule....
...8.2.7.2 Catapult Endspeed Requirements. Catapult endspeeds are established to provide safe flyaway during normal launch conditions and to allow the pilot to maintain aircraft control in the event of a single engine failure. The catapult endspeeds are not based on single engine rate of climb (SEROC) capability, nor do they guarantee single engine flyaway performance. The minimum endspeed requirement is calculated to provide sufficient airspeed and altitude to maintain aircraft control while executing emergency catapult flyaway procedures.
F/A-18E/F minimum catapult launch endspeeds are governed by three limiting factors: Flaps FULL minimum single engine control speed (Vmc), maximum longitudinal acceleration capability, and sink-off-bow. Vmc is the airspeed below which the aircraft is not controllable with a single engine failure. The Vmc airspeed governs the endspeed for most of the gross weight range in both MIL and MAX power (up to 60K MIL and 65K MAX, see figure 8-1, Table B). Vmc is also a function of lateral weight asymmetry; therefore, endspeed must be increased for asymmetric loadings (see figure 8-1, Table C). The catapult endspeed above 60K in MIL is governed by aircraft longitudinal acceleration capability which limits maximum gross weight for MIL power launches (see figure 8-1, Table A). Endspeeds above 65K in MAX are governed by the aircraft CG 10 foot sink-off-bow limit. Actual catapult endspeeds in the Aircraft Launching Bulletins are computed to launch at the minimum endspeed plus 15 knots (Vmin +15) (figure 8-1, Table B and C). FULL flap launches are required to meet wind-over-deck requirements at heavy gross weights. HALF flap launches have not been tested, and would increase launch wind-over-deck by approximately 10 knots.
8.2.7.3 Catapult Launch Flyaway Characteristics. Launches at light gross weights are characterized by higher pitch rate and attitude, higher rate of climb, and lower peak AOA when compared to heavy gross weight launches. Forward stick may be required following the rotation to control pitch attitude as the aircraft accelerates.
There is a noticeable difference in aircraft flyaway characteristics from light to heavy weights due to the transition from the Vmc based launch speeds to either the longitudinal acceleration or sink-off-bow based airspeeds. Heavy weight launches will be characterized by reduced pitch rates and attitudes, and higher peak AOA when compared to the light weight launches. Light buffet may be felt as the aircraft rotates through 11° AOA during launch at heavier gross weights. The longitudinal trim settings will provide the required 10-12°/sec pitch rate and capture a target AOA of 12°; however, peak AOA may reach 15° momentarily. Maintaining hands off the stick during rotation is crucial to optimizing launch performance and reduces the tendency for pilot induced oscillations during rotation and initial flyaway. With normal endspeed and steady deck conditions, the aircraft CG settles up to 3 feet. The pilot perceives the catapult launch to be level, as rotation keeps the pilot’s eye approximately level even though the aircraft CG sinks. With less than 15 knots of excess endspeed, more settle will occur up to a maximum of 10 feet of settle with zero excess endspeed. Launches anticipated with less than the normal 15 knot excess endspeed require additional longitudinal trim to compensate for the reduced launch speed. A 10 knot excess endspeed launch would require 4° additional nose up trim from the nominal settings in figure 8-1, Tables D and E...."
________________________________
Amy Butler from AvWeak a few years back described a change to Super Hornet A/B catapults where the FADEC changes the initial 50% burner at launch to 100% by the end of the catapult for pop stall reasons. This change is incorporated on the F-35C when catapulting in burner. Description is on the F-35 thread I think?
Last edited by SpazSinbad; 29th Oct 2016 at 00:43.
Join Date: Jul 2008
Location: Australia OZ
Age: 75
Posts: 2,589
Likes: 0
Received 56 Likes
on
47 Posts
Previous page has reference to one PADDLES - but not controlling - on that OMG night. Here we have an unformatted stream of consciousness retelling of the F-18C tale with a foreword from controlling LSO that night: [wot is formatted for youse]
F-18 Story of mats being sucked into engine
+
Pilot Story with pictures: http://tailhookdaily.typepad.com/tai...l-from-oy.html
“...Sorry I haven't filled you in on all the information regarding the barricade yet. It has been fairly busy around here. "Oyster" got shot off Cat 1 and fodded both motors. Initially everyone on the ship had thought he had ejected, but after several tense minutes we realized he was still in the plane. He managed to get it to level off at 80' and then eventually milked it up to 150'.
It was roughly 2045 hrs and the wx was approx 1000-1500' sct variable broken (fairly dark). We were initially going to attempt to recover him single engine / half flap when he stated he was only able to maintain 0 vsi (no rate of descent) in full blower with his landing gear up (the one engine he had remaining was having massive compressor stalls that were pretty impressive even at 6miles). He had already jettisoned all of his stores and dumped down to 4.0fuel just to maintain level flight. He was unable to climb even up to 3kto do a waveoff / approach capability check. The deck was ready and we eventually decided to give him an attempt at a normal pass. He had barely commenced when he decided there was no chance. He came up the starboard side of the ship and once again everyone thought that he was going to eject. The **** coming out of his right engine was unbelievable.
Throughout the evolution everyone stayed extremely calm and really pulled together to make good decisions. By now he had burned down to almost nothing on the gas. His capability to arrest his rate of descent once the approach was commenced was believed to be sufficient, but he would have no bolter capability and the decision to barricade him was made. From the time the call to "rig the barricade"; went out on the 5mc to the time it was up and ready was phenomenal. We had just barely enough time to crunch the numbers, give the barricade brief and he was commencing. We cleared the platform - I controlled and Flats backed up. His first approach was high and by the time that he started it down he was getting too far out of parameters and Flats pickled him. My stomach sank as I saw him come by in full blower with the engine making a sickening whine/pop and once again **** coming out like a salvo of flares. He cleared the top of the barricade by 10 -15'.
He was down to .8 on gas and climbed only to 600' for his last approach. I think we all said a prayer for him and he took an early hook into final. I talked to him all the way down. He intercepted glide path at about 1.5 mile and this time I told him that if he needed to sacrifice a couple of knots of airspeed (fast) to keep it on glideslope with the nose to go a ahead and do so, we had plenty of wind (almost all natural). He drifted a little left in the middle and went clara (no meatball - low!) for a second and then flew just a little low all the way in to the ramp. I knew in my heart that all of the big pieces of the jet were going to make it over the ramp and gave him the ";cut, cut, cut"; call. His hook touched down about 15-20' beyond the round-down and he engaged the barricade on centerline. I have never heard anything like the cheers that erupted on the flight deck that night. Everyone on the platform was hugging and almost in tears. Our prayer was definitely answered as "Oyster" popped open the canopy and hopped out. Like I said, the teamwork that went into the evolution was unbelievable. "Oyster" was truly a hero for sticking with the jet. The airmanship he displayed to get that thing back aboard was tremendous and I hope will never have to be matched. Take Care, Max...”
It was roughly 2045 hrs and the wx was approx 1000-1500' sct variable broken (fairly dark). We were initially going to attempt to recover him single engine / half flap when he stated he was only able to maintain 0 vsi (no rate of descent) in full blower with his landing gear up (the one engine he had remaining was having massive compressor stalls that were pretty impressive even at 6miles). He had already jettisoned all of his stores and dumped down to 4.0fuel just to maintain level flight. He was unable to climb even up to 3kto do a waveoff / approach capability check. The deck was ready and we eventually decided to give him an attempt at a normal pass. He had barely commenced when he decided there was no chance. He came up the starboard side of the ship and once again everyone thought that he was going to eject. The **** coming out of his right engine was unbelievable.
Throughout the evolution everyone stayed extremely calm and really pulled together to make good decisions. By now he had burned down to almost nothing on the gas. His capability to arrest his rate of descent once the approach was commenced was believed to be sufficient, but he would have no bolter capability and the decision to barricade him was made. From the time the call to "rig the barricade"; went out on the 5mc to the time it was up and ready was phenomenal. We had just barely enough time to crunch the numbers, give the barricade brief and he was commencing. We cleared the platform - I controlled and Flats backed up. His first approach was high and by the time that he started it down he was getting too far out of parameters and Flats pickled him. My stomach sank as I saw him come by in full blower with the engine making a sickening whine/pop and once again **** coming out like a salvo of flares. He cleared the top of the barricade by 10 -15'.
He was down to .8 on gas and climbed only to 600' for his last approach. I think we all said a prayer for him and he took an early hook into final. I talked to him all the way down. He intercepted glide path at about 1.5 mile and this time I told him that if he needed to sacrifice a couple of knots of airspeed (fast) to keep it on glideslope with the nose to go a ahead and do so, we had plenty of wind (almost all natural). He drifted a little left in the middle and went clara (no meatball - low!) for a second and then flew just a little low all the way in to the ramp. I knew in my heart that all of the big pieces of the jet were going to make it over the ramp and gave him the ";cut, cut, cut"; call. His hook touched down about 15-20' beyond the round-down and he engaged the barricade on centerline. I have never heard anything like the cheers that erupted on the flight deck that night. Everyone on the platform was hugging and almost in tears. Our prayer was definitely answered as "Oyster" popped open the canopy and hopped out. Like I said, the teamwork that went into the evolution was unbelievable. "Oyster" was truly a hero for sticking with the jet. The airmanship he displayed to get that thing back aboard was tremendous and I hope will never have to be matched. Take Care, Max...”
+
Pilot Story with pictures: http://tailhookdaily.typepad.com/tai...l-from-oy.html
Last edited by SpazSinbad; 29th Oct 2016 at 04:15. Reason: add text & format + URL - wot else?
