Some indication when an LSO will expect to have a Hornet start a good approach:
Specific LSO and Pilot Recovery Procedures LSO NATOPS June 2004/May 2007
1. Transition to LSO control occurs at the 180 position in the Case I/II pattern, at 3/4 nm for a Case III precision
approach (
1--1/4 nm for a jet/1 nm for a turboprop nonprecision approach), or upon transmission of “Paddles
contact”.
2. The LSO radio transmission “Paddles contact” may occur any time during an approach when the LSO visually
determines that an aircraft requires additional control to arrive within acceptable start parameters. Once
“Paddles contact” has been transmitted, the LSO assumes control and CATCC should refrain from further
transmissions until the completion of the approach, or at such time the LSO elects to return the aircraft to
CATCC control.
3. In the Case I/II pattern, the LSO shall monitor each aircraft’s approach turn from the 180 position. He shall
immediately wave off any aircraft that will fly too short a groove length. For Case III approaches, the LSO
should monitor each aircraft’s CCA and be prepared to initiate “Paddles contact” control.
4. At the normal “Ball” call position (i.e., rolling wings level in the groove for Case I/II, or at approach minimums
for Case III), when the pilot has usable IFLOLS or MOVLAS, lineup, and angle of attack reference, the
following shall be transmitted (if not EMCON or ZIP LIP):Modex number, type aircraft, “Ball”, fuel state to
the nearest hundreds pounds, “Auto”/”Coupled” (if applicable).
http://www.vaw120.navy.mil/NATOPS/UE_Instructions/LSO%20NATOPS.pdf (1.9Mb PDF)
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Flight operations with ramp movement exceeding 20 feet total is extremely
hazardous. Flight operations in these conditions should be avoided.
Flight operations should not be conducted with deck movement in excess
of 35 feet total due to zero hook to ramp clearance with the 4.0 degree glide
slope.
Recovery of fixed wing aircraft with a pitching deck significantly increases
the risk of hard landings, ramp strikes, off-center engagements and
in-extremis low fuel states airborne due to the inherent decrease in overall
boarding rate.
Note
The presence of dutch roll increases the risk associated with the recovery
of fixed wing aircraft when compared to pure pitch, and should be taken into
careful consideration prior to conducting flight operations.
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Always a good read:
http://everything2.com/title/How+to+land+a+jet+plane+on+an+aircraft+carrier
