How do carrier-based planes find the ship after a mission ?

nafod40,

"I guess we're there!"

In the case of the Green Lizard (VA-95) crew, "there" was practice
penetrations of Taiwanese airspace to exercise Nationalist air defense
capabilities. Due to the aforementioned ship's posit error, the Lizard crew
found themselves headed toward a Mainland China coast-in point. Fortunately
they 180ed and bustered for Mother before being "welcomed" by the PLAAF.

--
Mike Kanze

"Do witches run spell-checkers?"

- Old word processing joke


"nafod40" wrote in message
...
Mike Kanze wrote:
Of course it helps mightily if you have a reasonably accurate fix from
the ship before you launch - unlike the pre-launch (and pre-GPS) 40
nm-in-error "fix" that the CORAL MARU gave a VA-95 crew during its 1975
cruise. (Sea story previously shared in this NG.) If you don't know
from where you started, DR by itself isn't going to get you home. Worse
if you THINK you know from where you started - like the VA-95 crew, but
are wrong and don't know it.

We were doing blue water ops, and launched on an alert. I was a nugget
null-P in the E-2. The CAPC makes a big deal about grabbing an accurate
chart that's up to date before we going flying. We get airborne and he
opens the chart up...and it's all blue. Top to bottom, left to right. He
looks at it for a second, closes it back up and sticks it in the navbag
and says, "I guess we're there!"

(Al Dykes) wrote in message ...
As an armchair admiral, I've always wondered how A/C in WWII knew how
to find the carrier after being away for a couple hours on a mission.
I assume the pilots were told, roughly, where the carrier plans to be,
but sh*t happens. I always assume the carrier doesn't broadcast any
radio signals.

How do they do it, today ?

Well, for WWII USN carriers, generally pilots got a "Point Option"
that would give them a general idea where their carrier was supposed
to be. Then it became a matter of sorting out the homing signal.
Presume the RN worked the same way as they had similar homing
equipment. Don't think the Japanese used homing signals.

Rich

Today, we primarily use Tacan. However, knowing where the boat should be is
always a good preflight brief item to write down on your kneeboard card.
You never know when the "cake dryer" needs that "common" part that seems to
exist in the guts of the Tacan system.(or the ACLS/ICLS). However, the next
generation of carrier is supposed to have differential gps-like signal that
is transmitted so that aircraft don't need to be in T/R on the new nav
system. I think the name is JPALS (joint precision aircraft landing
system?). Eventually, all ships that have aircraft flying off of them
would have JPALS retrofitted onto the ships. Of course, it, much like other
procurement items, may not come to fruition.

"Rich" wrote in message
om...
(Al Dykes) wrote in message
...
As an armchair admiral, I've always wondered how A/C in WWII knew how
to find the carrier after being away for a couple hours on a mission.
I assume the pilots were told, roughly, where the carrier plans to be,
but sh*t happens. I always assume the carrier doesn't broadcast any
radio signals.

How do they do it, today ?

Well, for WWII USN carriers, generally pilots got a "Point Option"
that would give them a general idea where their carrier was supposed
to be. Then it became a matter of sorting out the homing signal.
Presume the RN worked the same way as they had similar homing
equipment. Don't think the Japanese used homing signals.

Rich

"Al Dykes" wrote in message
...


How do they do it, today ?


In the late 70's, you just looked for the biggest cloud. The ship was
usually under it.

In the early 60's we used a CHART PLOTTING BOARD Mark 6A, it was about 14"
by 14". The ships course and speed and the flight plan could be plotted at
the same time. It was a hand job but it worked, most of the time. If it
didn't you started a square search at the point you were suppose to meet.
Also it opened up and was a good place for porn pictures!





On 28/10/04 5:46 PM, in article , "Frank Minich"
wrote:


"Al Dykes" wrote in message
...


How do they do it, today ?


In the late 70's, you just looked for the biggest cloud. The ship was
usually under it.

"B.C. Mallam" wrote in message

In the early 60's we used a CHART PLOTTING BOARD Mark 6A, it was about 14"
by 14".

Ayup. I was taught and used in the S2 'till that platforms retirement in
'75. I know this 'cause I taught it!!!!! ;-)

The ships course and speed and the flight plan could be plotted at
the same time. It was a hand job but it worked, most of the time.

It did require some "position sense" and somebody with a quick pencil. When
the ASN-30A worked it was great. But that device had a two cat
shot/arrestment warranty. :-( So you had to be ready with your backup.

If it
didn't you started a square search at the point you were suppose to meet.

That was one way. Another was to drop a CODAR pair or a DIFAR bouy and look
for the "singing screw" on Mother.

Also it opened up and was a good place for porn pictures!

I guess this kind of ties in the "singing screw."

Bill Kambic

VS-27, VS-30, VS-73, FASOTRAGRULANT

How do they do it, today ? BRBR

We had a Tacan.....most of the time that is.
P. C. Chisholm
CDR, USN(ret.)
Old Phart Phormer Phantom, Turkey, Viper, Scooter and Combat Buckeye Phlyer

We had a Tacan

Or not. A certain Adm Jerry Tuttle had an aversion to radiating from his
ships. EMCON night recoveries north of the arctic circle. Pitching deck,
70 knots of wind over the deck, and the most memorable night trap in my life
(yes, you CAN experience the 3 ultimate physical pleasures simultaneously).

The E-2 would set up the recovery (which typically included a misdirection
penatration followed by a 25-50 mile vector at 1200 feet). Pulse
single-scan could really help on the run in. Figure out the BRC/FB on
flyover, turn downwind and dirty up, time 30 seconds while descending to 600
feet. Level turn to FB, fiddle with lineup and descend when the ball looked
centered. Cut lights (hopefully just once) and fly the ball. Not bad when
the weather was reasonable. Not fun when it was not.

R / John

"John Carrier" wrote...

Or not. A certain Adm Jerry Tuttle had an aversion to radiating from his
ships. EMCON night recoveries north of the arctic circle. Pitching deck, 70
knots of wind over the deck, and the most memorable night trap in my life
(yes, you CAN experience the 3 ultimate physical pleasures simultaneously).

Hmmm... Tuttle must have been friends with Chuck McGrail when McGrail was CO of
Midway in the early 80s... EMCON recoveries (day and night) and "stealth
transits" were routine for a while!

I've heard of the "7 basic pleasures of life," and can only guess which of the 3
you refer to as "ultimate"... :-)


The E-2 would set up the recovery (which typically included a misdirection
penatration followed by a 25-50 mile vector at 1200 feet). Pulse single-scan
could really help on the run in.

....but not available in the KA-6D, even for "cheating"...

John,

...but not available in the KA-6D, even for "cheating"...

Amen.

One tactic would be to find a navigationally-competent friend up there and
promise some gas for a lead home. (Note I said "promise." g)

--
Mike Kanze

436 Greenbrier Road
Half Moon Bay, California 94019-2259
USA

650-726-7890

"Do witches run spell-checkers?"

- Old word processing joke


"John R Weiss" wrote in message
news:sIugd.271445$wV.72828@attbi_s54...
"John Carrier" wrote...

Or not. A certain Adm Jerry Tuttle had an aversion to radiating from his
ships. EMCON night recoveries north of the arctic circle. Pitching
deck, 70
knots of wind over the deck, and the most memorable night trap in my life
(yes, you CAN experience the 3 ultimate physical pleasures
simultaneously).

Hmmm... Tuttle must have been friends with Chuck McGrail when McGrail was
CO of
Midway in the early 80s... EMCON recoveries (day and night) and "stealth
transits" were routine for a while!

I've heard of the "7 basic pleasures of life," and can only guess which of
the 3
you refer to as "ultimate"... :-)


The E-2 would set up the recovery (which typically included a
misdirection
penatration followed by a 25-50 mile vector at 1200 feet). Pulse
single-scan
could really help on the run in.

...but not available in the KA-6D, even for "cheating"...