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

The EADI intensity settings is still one of the biggest flaws in my opinion.
I can't count how many times the intensity setting didn't satisfy either the
myself or my ECMO1. Of course, equally numerous were unintentional changes
(sometimes due to a clumsy right seater but most often due to a fatigued
right seater) to the intensity setting either to completely blank or to
overwhelmingly bright on final at night at the boat (not really good for
that inside/outside scan). I also have had skippers change the displays to
what suited them which would have been fine if they had been paying
attention to why I set it the way I wanted in the first place (too many
chefs in the kitchen sort of thing). Either way, the EADI isn't the best
piece of gear in the world, but it does lend itself to getting more advanced
nav systems and displays. By the way, I believe they found the problem with
the DU cooling. However, I turn off the DUs whenever possible on deck. In
addition, I keep the intensity to a level that suits both ECMO1 and myself,
but not so bright as to overheat the things.

"Allen Epps" wrote in message
et...
In article 6lwgd.47$fw2.46@trndny01, Laura O''Leary
wrote:

The block 89A version of the ICAP II Prowler has EGI (Embedded GPS/INS)
so
you can actually realign airborne overhead mom when it is required. Of
course, marking your position overhead mom is still something we don't
teach
our ECMOs to do. Of course, we don't teach our ECMOs much about the boat
in
the RAG. They only get the very basics of CV ops and if they are lucky
enough, we would drag them along to ride in the backseat for CQ. Student
ECMOs don't know how dangerous CQ is and especially in the backseat of a
student pilot's jet.


I flew the 89 for maybe 200 hours in VAQ-209 before I retired and while
it had it's strengths I never did really care for the CRT ADI after we
had to shoot a no gyro PAR at night in the goo into Roosy Roads because
of the DU overheat shutting down both displays. I could also never find
a really good illum level from the right seat that satisfied the pilot
and me. The 89A INS/GPS combo might make it all worthwhile though.

You're certainly right about being clueless in the backseat in the RAG
CQ. My first trip to the boat was with a Marine 1st lt to Indy. ended
up DQ'ing and I never had a clue how bad he was. I was just having a
great time finally feeling like I was finally seeing the big grey
boat. 500+ traps later I feel like I know a bit too much!

Pugs

"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

John- Or not. A certain Adm Jerry Tuttle had an aversion to radiating from
his
ships. BRBR

So did CAG Flatley..unless he was flying, that is.

We did night time, come into the break, type recoveries also. Why we were paid
flight pay.

P. C. Chisholm
CDR, USN(ret.)
Old Phart Phormer Phantom, Turkey, Viper, Scooter and Combat Buckeye Phlyer

John- 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! BRBR

Was it McGrail that had us fly daytime/EMCON but you couldn't go outta sight of
the boat?

A true 'FAGAT'...fly around and get a trap?

One A-7 did and got lost??
P. C. Chisholm
CDR, USN(ret.)
Old Phart Phormer Phantom, Turkey, Viper, Scooter and Combat Buckeye Phlyer

John,

Those Phantom phlyers could sniff a 0.5 give of JP5 from 100 miles away!

....and howl like banshees when Tanker Control imposed an ex-post-facto "last
call" on our "give." g

The experienced fighter folks always assumed they'd get less than briefed,
and conducted themselves accordingly. It was usually the nuggets who made
the pained transmissions.

--
Mike Kanze

"Do witches run spell-checkers?"

- Old word processing joke


"John R Weiss" wrote in message
newsKBgd.22510$HA.1978@attbi_s01...
"Mike Kanze" wrote...

...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)

Not usually a problem... Those Phantom phlyers could sniff a 0.5 give of
JP5 from 100 miles away!

"Pechs1" wrote...

Was it McGrail that had us fly daytime/EMCON but you couldn't go outta sight
of
the boat?


That may have been the rules at the beginning, until we proved most of us could
find our way back without dragging a Bear along...

A true 'FAGAT'...fly around and get a trap?

Related to FACIT -- fly around and call it training.

You missed McGrail's Navy at it's best: when he had a gator-freighter
(Tripoli) and could have all kinds of fun and shake up the 'shoes but good.

The only time I ever really PO'd him was the day he told me he had been
given a choice between Midway and Kitty Hawk and couldn't decide which to
take. I asked him if he wanted to be CO or Ship's Janitor.

Rick

"John Weiss" wrote in message
...
"Pechs1" wrote...

Was it McGrail that had us fly daytime/EMCON but you couldn't go outta
sight of
the boat?


That may have been the rules at the beginning, until we proved most of us
could find our way back without dragging a Bear along...

A true 'FAGAT'...fly around and get a trap?

Related to FACIT -- fly around and call it training.

Mike Kanze wrote:

Guy,

Great share. Thanks.

My pleasure.

Guy

Why we were paid
flight pay.

Yep. There were times (VF-126 ready room after a week of 3-a-days ACM) when
I'd think, "And they PAY us to do this!"

There were also times when my thoughts ran, "They can't pay us ENOUGH to do
this."

R / John

JR- That may have been the rules at the beginning, until we proved most of us
could
find our way back without dragging a Bear along... BRBR

Maybe the FID and F-14s...I did one hop where we were specifically told to stay
overhead making noise outta JP until our recovery time. Did that all day..maybe
during transit...I can't remember.

Really did like McGrail as CO tho. He brought the 'magic' back to Midway...much
better than the previous CO..who cancelled more events than we
flew...Owens....gee I remembered his name!!!
P. C. Chisholm
CDR, USN(ret.)
Old Phart Phormer Phantom, Turkey, Viper, Scooter and Combat Buckeye Phlyer