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Post by Bruce on May 29, 2007 11:53:17 GMT 12
Theres a substantially bigger carrier (one of the USN Nuclear carriers - forrestal class?) in the background - wouldnt be as tight on one of those!
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Post by FlyNavy on Jun 1, 2007 12:32:53 GMT 12
The graphic shows the deck plan to scale. The Lexington (middle carrier size) is approximately the same size as a Forrestal class (my guess without checking). The Nimitz class (nuclear) shows HMAS Melbourne superimposed in red on the landing area to scale.
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Post by corsair67 on Jun 1, 2007 12:45:58 GMT 12
And you landed Skyhawks on that dinky little thing! ;D
I bet after seeing the Melbourne the USN aviators were glad they had something the size of the Lexington or Nimitz to land on.
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Post by FlyNavy on Jun 1, 2007 14:22:03 GMT 12
As an old USN Tracker/Bronco (yes USN Broncos in Vietnam) Skyhawk/Intruder pilot pointed out " it is the landing area that matters". However as I point out the tonnage makes a big difference to how much the deck moves in the prevailing wind/sea state. The light tonnage of MELBOURNE made it a bit of a 'cork'.
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Post by corsair67 on Jun 1, 2007 15:05:40 GMT 12
Well, some of that footage you sent me of the Skyhawks landing on the Melbourne certainly show a fair amount of movement both vertically and horizontally. It's no wonder that Naval aircraft have to have tough landing gear!
The catapults seem a hell of a lot shorter too?
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Post by FlyNavy on Jun 1, 2007 17:06:19 GMT 12
The Skyhawk was rated to 800 feet per minute rate of descent, although this could be exceeded if the deck moved suddenly, causing much mischief probably. The actual rate of descent would vary with the approx. 3-4 degree glideslope and wind over the deck and other variables such as the mirror being set for a different target wire other than 4 (out of the five). If only four wires set then No.3 was the target wire - this is a standard USN setup for example.
The 'hook to ramp' clearance for the A4G on MELBOURNE was 6 feet whereas the USN safety standard for the Skyhawk was 6.5 feet minimum. Nothing we could do about that.
The catapult was lengthened early on (in Skyhawk era around 1970) from about 100 feet to 110 feet (most of HMRCN Bonaventure's catapult was put in place). I have seen reports stating that the catapult length was 90 to 110 feet. I thought it was 100 feet; but never measured it. The A4G reached a ground speed of about 120 knots in under 2 seconds (give or take a few gnats whiskers). It was a heck of a punch for the first shot. If the catapult worked correctly then flying speed at maximum flying weight was only a problem in the tropics at nil wind when the ship could only reach just over 20 knots.
Any weight restriction could be managed before launch when launch conditions were known. Usually the max. landing weight for arrest was 14.5 thousand pounds. The pilot was skilled at calculating this to the nearest pound to maximise fuel to be brought back on deck in case of a problem before the landing time (Charlie Time).
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Post by Kereru on Jun 18, 2007 18:23:09 GMT 12
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Post by corsair67 on Jun 18, 2007 18:27:09 GMT 12
Yep, but the deal is going to be signed, sealed and delivered really soon............yawn...........zzzzzzzzzzzzzzzzzzz. ;D
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