This could be the best video on YT showing a carrier landing, perfect camera angle, you see the control inputs and the carrier, FANTASTIC... and great piloting.
Display of skill, especially if you keep in mind that the E2 is probably the most difficult plane to land safely on a boat. And this isn't a fair weather landing either. The perfect camera position, you can even see the meatball all the way down. Master piece of an aviation video.
This is a bit of a rare approach for Navy pilots. It is a CATC (Carrier Air Traffic Control) day approach. The visibility was below minimums for visual approaches - unlike a night approach where there is no visible horizon. In this case when you break out of the clouds you have a horizon to help keep your wings level. This was a nice approach, although I suspect he caught a 4 wire as he was a bit fast crossing the ramp. The E-2 is a big, heavy airplane that is NOT nimble when slow (roughly 10% above stall speed), and dirty. For me, day CATC approaches were the easiest and most fun (night CATC being the hardest and never fun). You have a lot of time to get the aircraft trimmed up and with a good descent rate and lineup is generally pretty close when CATC drops you off with "Three-quarters of a mile, call the ball." Those words still cause an adrenaline rush. :)
Awesome. Crazy how much the controls were jumping around right near the end...obviously they aren't just gliding in smoothly...shows the pilot's skill. Go Navy!
You have to FLY this thing all the way to touchdown… those crazy control inputs are due to the “burble” which catches you near the round down. It’s worse on some days but you know it’s coming. Just fly the ball. Hummerpilot 89-96
What's fascinating is the incredible level of attention and focus it must take. There are videos of these guys landing and they don't blink their eyes from the time they see the ball until they land. And, there's a lot of throttle work going on with all of that. It's really amazing to be able to ride along and watch. Great stuff, makes us proud.
Great pilot. He was watching the artificial horizon the entire time. They were in clouds right up till about 1/2 mile out. I really enjoyed this video. As others have commented,perfect viewpoint.
Got to land on the Chucky V in a C-2. Had to circle the boat because some zero got stuck on the the cargo pallet climbing back from the cockpit. We boltered on the first try, felt the wires go under the wheels. Seemed like forever for the engines to spool up, thought we were going in the water. Had a successful trap on the second attempt, the deceleration was awesome. I’ll never forget.
@@walterrichmond6251 Well, I was a Airborne/Air Assault in the Army Guard....My Huey pilots decided to take me and some buddies up to 3,000 feet and tour North Jersey as we hung under the helicopters. We were hooked up on ropes to practice an extraction...was supopesed to be a quick lift to safety.....Nam Vet pilots..hehe Carrier Duty is certainly more....strict.
Freakin Awesome , I always considered dropping an E2 or C2 onto a carrier way cooler than any fighter or attack jet. Why the miniscule amount of views? This Vid is better than the other S2 Vid that has 284k views.
I was in the 82Airborne Division. I was in a Bradley Fighting Vehicle. I had cannon's, machine guns, and the T. O. W. Tube launched, optically tracked, WIRE guided missile. I noticed just how you were so concentrated you were on your approach. That's just how concentrated you have to be to fire and fly that missile. Our control's in the old m-901 were similar to your flight controls. Thank you for your service my Navy Brethren. 🤯😵
They say nothings harder to land than the Hawkeye. I think it’s the size, wingspan and the distance from the pilot to the hook behind you- it’s much farther back than a jet. Bravo Zulu!
@@shadowfox662 That is the Angle of Attack indicator. You want to maintain the correct pitch angle of the aircraft which is indicated by the circle being illuminated. The down-pointing chevron above it shows if your nose is pitched up too high, and a up-pointing chevron below the circle shows if your nose needs to be raised. Your rate of descent on the glide slope is determined by power, hence the throttle corrections. The approach airspeed for the Hawkeye is going to be approximately 105 Knots. You fly the aircraft at the correct approach airspeed, at a constant angle of attack, and judge the line-up as the ship is steaming forward. You are making an arrested landing, or touch and go (bouncing), on the angle deck which is 7 degrees to port from the direction the ship is steaming, so your landing center line (indicated by the vertical drop lights on the stern of the ship) is moving to the right as you approach close in. You have to anticipate this. Sometimes it means a quick, sideslip to the right. Pilots are taught: Airspeed, Line up, Angle of Attack....Airspeed, Line up, Angle of Attack....Airspeed, Line up, Angle of Attack... THUMP. There, you just made an arrested landing on an Aircraft Carrier at sea. That wasn't so hard, was it?
@@EdwardTBurke-pv3qr Why don't the ships have a bow skeg that allows the landing deck to point directly forward for landing? I mean, you could slip the ship to starboard, and therefore remove the landing deck angle. Might need asymmetric thrust on the ship's screws (more steam on the starboard screws) to keep everything in balance. On launch, the ship could be 'straightened out', *or not.* Of course, it would take away 1/3 of the fun of landing. Maybe I've read 'they' want a missed wire to result in aircraft leaving the deck at an angle to avoid running over the downed plane.
And what we can't see is the pilot at the same time is constantly working the rudder pedals with his feet - every change to the power levers (those are in his right hand) requires rudder correction.
Geez is every little micro correction necessary? That's just crazy how much the yoke has to move back and forth and side to side while adjusting speed. Crazy reflexes.
Yes it is necessary because the pilot needs to land on a very specific spot on the carrier deck and the E-2 doesn't have an FCS system like the Hornet or F-35 and so needs more direct control from the pilot
I understand dynamic elevator movement for airspeed control. I don't understand constant dynamic aileron movement for directing the nose laterally to bracket the target. Is adverse yaw eliminated on the E-2C? If coordinated then lots of mini Dutch rolls. Why not just use the anti-turn control, the rudder alone, dynamically and proactively to bracket (hold perfectly) the target between his legs. Using that short nose for alignment would be a 45 degree crab. Even if the ball business is like ILS, the rudder is still the less problematic yaw control. Aileron is bank control and we don't want bank and turn. Probably a computer thing.
This is just a guess but the engines on the E-2 are identical which means they both spin in the same direction causing a yaw movement whenever the throttle is adjusted requiring rudder input to be used to counteract this yaw. Therefore trying to coordinate rudder inputs to correct for the engines and for an inperfect alignment might be difficult for pilots or might not be as effective as using roll due to adverse yaw because of the AoA
Also, E-2 engines are very powerful for the aircraft (a Navy requirement). The turbine section, at something in excess of a constant 13,000 rpm, powers huge 13-foot props through a reduction gearbox at, if I remember correctly, a constant 1138 RPM. Cockpit power levers control thrust not with throttle or turbine speed, but by changing the prop blade pitch angle and all power changes are felt instantaneously. You'll see the pilots moving those power levers quite a lot, especially as they get in close, and the E-2 has not yet had, though I believe it is planned for the near future, any sort of automatic or computer-controlled landing capabilities. Pilots have to continuously correct aileron, elevator, trim, power, and rudders.
Man do I miss the Navy. I was stationed on an Adams Class Destroyer the John King and we would plane guard for one of the carriers in our battlegroup the Kitty Hawk or Coral Sea back in the late 80's.
What are the E-2C / C-2 procedures for unable to make a normal arrested landing? For the fighters I understand that if unable to make an arrested landing for whatever reason, they either divert, make a barricade landing, or eject near the ship in that order of preference. But E-2C can't do the second and third thing right? Also an E-2C is far more valuable than any fighter. So what do you do if you can't land and diverting is not an option?
Interesting how the C2/E2s dont go full power on touchdown like the jetbois. I guess with wings like that and upward tilted turboprops, you've got plenty of time to come back up on the props. Epic view!
Yeup, you have instantaneous power from those T-56's because all you are doing is changing blade angle. The engines are already spun up. And its pretty impressive when all 9200 HP kicks in (Old school T-56-425 with the 4 bladed HS props. Great vid! Now an old former hummer guy 89-96'.
He constantly puts in corrections, to keep the aircraft aligned (left/right) to the landing deck, on speed, and on the glide path to intercept the arresting cables. And then there are also constant gusts of wind for which he has to correct.
That comes from a study that was done during Vietnam that measured pilot’s stress levels. They found that landing on a carrier at night was more stressful than combat flying.
@@nocalsteve Maybe cause you bombed vietnamese peasants from high above. What should happen to these pilots at that time? Did the Vietcong had AA Missiles? Or own jets? No?
This could be the best video on YT showing a carrier landing, perfect camera angle, you see the control inputs and the carrier, FANTASTIC... and great piloting.
I may have to agree.
@@TH33QUALIZ3R Me too. Outstanding
You can even see the small rudder inputs too.
I was watching that VSI all the way down! Nice job boys !
Display of skill, especially if you keep in mind that the E2 is probably the most difficult plane to land safely on a boat. And this isn't a fair weather landing either. The perfect camera position, you can even see the meatball all the way down. Master piece of an aviation video.
I completely agree but where do you see the meatball? The carrier isn't in sight until 1:38 and I can't make out the ball until 10 seconds later.
i was there, "little right nose down"
Meatball, line up, angle of attack.
This is a bit of a rare approach for Navy pilots. It is a CATC (Carrier Air Traffic Control) day approach. The visibility was below minimums for visual approaches - unlike a night approach where there is no visible horizon. In this case when you break out of the clouds you have a horizon to help keep your wings level.
This was a nice approach, although I suspect he caught a 4 wire as he was a bit fast crossing the ramp. The E-2 is a big, heavy airplane that is NOT nimble when slow (roughly 10% above stall speed), and dirty.
For me, day CATC approaches were the easiest and most fun (night CATC being the hardest and never fun). You have a lot of time to get the aircraft trimmed up and with a good descent rate and lineup is generally pretty close when CATC drops you off with "Three-quarters of a mile, call the ball." Those words still cause an adrenaline rush. :)
3, 2, 4, 1, could be worse!
What a glorious Magnum Stache.
Skills at his best, the way he controls that throttle is just magic...
That looks like so much fun. Flying an unstable aircraft onto a chaotic platform. I can't think of anything more satisfying.
It's kind of like being married?
@@victoreous626 lol... depends on the spouse I guess
Awesome. Crazy how much the controls were jumping around right near the end...obviously they aren't just gliding in smoothly...shows the pilot's skill. Go Navy!
You have to FLY this thing all the way to touchdown… those crazy control inputs are due to the “burble” which catches you near the round down.
It’s worse on some days but you know it’s coming. Just fly the ball.
Hummerpilot 89-96
Such professionalism with these Navy aviators. This is a plane I would have loved to learn how to fly. Fly NAVY!
What's fascinating is the incredible level of attention and focus it must take. There are videos of these guys landing and they don't blink their eyes from the time they see the ball until they land. And, there's a lot of throttle work going on with all of that. It's really amazing to be able to ride along and watch. Great stuff, makes us proud.
Yeah, the thing I noticed the most was all of the small wheel and throttle adjustments. Great pilots.
Hes constantly moving the controls. Thats some serious focus. Awesome.
Great pilot. He was watching the artificial horizon the entire time. They were in clouds right up till about 1/2 mile out. I really enjoyed this video. As others have commented,perfect viewpoint.
👍to the pilot. Awesome. Great display of skills. I had an adrenaline rush; felt like i was with them in the cockpit. Thanks for posting!
Man..I know how big carriers are, but when you're coming in to land it just looks so TINY!
Bloody hell , I’m sitting in my armchair in my lounge room watching this, and my heart rate was through the roof lol damn they are cool buggers
@Lark i realize my like of your comment is 1 year old.
I was also taken aback watching the focus and effort the pilot whilst in 'the groove'. They must release a huge breath after it's over.
@@davebartosh5 I'd be bummed that the flight was over and had to sit on the ship bored out of my mind until the next op.
Excellent viewing. Hats off to these navy aviators. Keeping us safe, thank you for your service.
Wow on short final you can really see the effect of the turbulence created by the boat
It is always very impressive for me to land on this small island, a maximum of flying skills. Thanks for this video
Damn that is some amazing piloting skills, who ever this dude is props to you man ! no pun intended !
These dudes are BADASS!!!!! Our Military is awesome because of guys like this!
Oh my ,, serious yoke movement getting it down and so much throttle action.. never new .
Awesome to see how much input it takes to fly that thing. A good workout
awesome... love watching these videos
Got to land on the Chucky V in a C-2. Had to circle the boat because some zero got stuck on the the cargo pallet climbing back from the cockpit. We boltered on the first try, felt the wires go under the wheels. Seemed like forever for the engines to spool up, thought we were going in the water. Had a successful trap on the second attempt, the deceleration was awesome. I’ll never forget.
Wow! Absolutely amazing skill!
wow... give that pilot a raise (or a promotion)... That's some crazy corrections and kept it on the slope nonetheless... Bravo!
An amazing and precise piloting
The amount of control input is astounding.
With great mustache comes great responsibility
YOY CAN WATCT IT A THOUSAND TIMES... !!! A MASTERPIECE !!! ...
The co-pilot just sitting there watching their fate without any control also requires tremendous bravery and faith. lol
This is à qualification landing so he can't make anything
That is what the pilot not flying does along with handling the radios.
The NFO's in the back are the brave ones.
I was the enlisted radar operator in the back of the E2-C for 222 landings on the USS America in the mid-70s. TOTAL trust in the guys up front.
@@walterrichmond6251 Well, I was a Airborne/Air Assault in the Army Guard....My Huey pilots decided to take me and some buddies up to 3,000 feet and tour North Jersey as we hung under the helicopters. We were hooked up on ropes to practice an extraction...was supopesed to be a quick lift to safety.....Nam Vet pilots..hehe Carrier Duty is certainly more....strict.
Freakin Awesome , I always considered dropping an E2 or C2 onto a carrier way cooler than any fighter or attack jet. Why the miniscule amount of views? This Vid is better than the other S2 Vid that has 284k views.
kevin fox is that other one the video where the E-2C breaks the cable on landing🤔❓
Awesome, even the throttle is constantly adjusted on landing. No easy stabilized approach like with passenger airplanes.
BEAUTIFUL
Not an Aviator but even I could tell it was a great landing. General bad-assery.
He wouldn’t have a perfect landing without the mustache
The mighty mustache burns brightly within the hearts of all brave souls.
That’s razor focus & concentration!!
very smooth in the groove ! OK !
Bloody hell, that yoke and throttles get a workout! No wonder there's no paint left on the left side of the yolk.
The guys are just cool! Super
I was in the 82Airborne Division. I was in a Bradley Fighting Vehicle. I had cannon's, machine guns, and the T. O. W. Tube launched, optically tracked, WIRE guided missile. I noticed just how you were so concentrated you were on your approach. That's just how concentrated you have to be to fire and fly that missile. Our control's in the old m-901 were similar to your flight controls. Thank you for your service my Navy Brethren. 🤯😵
They say nothings harder to land than the Hawkeye. I think it’s the size, wingspan and the distance from the pilot to the hook behind you- it’s much farther back than a jet. Bravo Zulu!
These guys deserves ALL the money they get for this job
Reminds me of my trucks steering haha
Beautiful.
Landing to deck without the HUD. brave
Pilot has the meatball indicator on the dash of the instrument panel to show his glide slope angle
@@shadowfox662 That is the Angle of Attack indicator. You want to maintain the correct pitch angle of the aircraft which is indicated by the circle being illuminated. The down-pointing chevron above it shows if your nose is pitched up too high, and a up-pointing chevron below the circle shows if your nose needs to be raised. Your rate of descent on the glide slope is determined by power, hence the throttle corrections. The approach airspeed for the Hawkeye is going to be approximately 105 Knots. You fly the aircraft at the correct approach airspeed, at a constant angle of attack, and judge the line-up as the ship is steaming forward. You are making an arrested landing, or touch and go (bouncing), on the angle deck which is 7 degrees to port from the direction the ship is steaming, so your landing center line (indicated by the vertical drop lights on the stern of the ship) is moving to the right as you approach close in. You have to anticipate this. Sometimes it means a quick, sideslip to the right. Pilots are taught: Airspeed, Line up, Angle of Attack....Airspeed, Line up, Angle of Attack....Airspeed, Line up, Angle of Attack... THUMP. There, you just made an arrested landing on an Aircraft Carrier at sea. That wasn't so hard, was it?
@@EdwardTBurke-pv3qr Why don't the ships have a bow skeg that allows the landing deck to point directly forward for landing? I mean, you could slip the ship to starboard, and therefore remove the landing deck angle. Might need asymmetric thrust on the ship's screws (more steam on the starboard screws) to keep everything in balance.
On launch, the ship could be 'straightened out', *or not.*
Of course, it would take away 1/3 of the fun of landing.
Maybe I've read 'they' want a missed wire to result in aircraft leaving the deck at an angle to avoid running over the downed plane.
AoA indicator, old but gold. Vietnam War eras have had this and the still use it. Incredible!
Bro I swear every single Hawkeye pilot has the most lush and thick mustache ever
Great job. Gust of wind right at the end did not phase him.
Top tier mustache btw!
Navy pilots are the best. Great job!
Cool video!
Intense concentration going on there 👍🏼
We Moroccoans are really proud of the US troops be they marines, navy and US Air pilots. And we appreciate being both allies and friends.
so amazing...
nice watch!
Work on stick and throttle is terrific
Bet that forearm strength is unreal.
Master of the Universe
Totally amazing. I would fly with him anytime
That's a cool job
These are real men! Amazing.
plane with giant disk on back makes for a difficult landing. nice work sir.
EXCELLENT !!!...!!!EXCELLENT!!!...
Man do those guys work hard...
He is in CONSTANT contact with yoke and throttle - f'ing nerve-wracking!
And what we can't see is the pilot at the same time is constantly working the rudder pedals with his feet - every change to the power levers (those are in his right hand) requires rudder correction.
WOW. AWESOME!
The Very Best. NAVAL AVIATORS.
Reminds me of my last flight on a Norwegian 737.
Steel balls. Great Job.
Talk about fucking intense!!!
Wouldn't be possible without the mustache!! haha
impressive
Nice!
Geez is every little micro correction necessary? That's just crazy how much the yoke has to move back and forth and side to side while adjusting speed. Crazy reflexes.
Yes it is necessary because the pilot needs to land on a very specific spot on the carrier deck and the E-2 doesn't have an FCS system like the Hornet or F-35 and so needs more direct control from the pilot
I understand dynamic elevator movement for airspeed control. I don't understand constant dynamic aileron movement for directing the nose laterally to bracket the target. Is adverse yaw eliminated on the E-2C? If coordinated then lots of mini Dutch rolls. Why not just use the anti-turn control, the rudder alone, dynamically and proactively to bracket (hold perfectly) the target between his legs. Using that short nose for alignment would be a 45 degree crab. Even if the ball business is like ILS, the rudder is still the less problematic yaw control. Aileron is bank control and we don't want bank and turn. Probably a computer thing.
This is just a guess but the engines on the E-2 are identical which means they both spin in the same direction causing a yaw movement whenever the throttle is adjusted requiring rudder input to be used to counteract this yaw. Therefore trying to coordinate rudder inputs to correct for the engines and for an inperfect alignment might be difficult for pilots or might not be as effective as using roll due to adverse yaw because of the AoA
Also, E-2 engines are very powerful for the aircraft (a Navy requirement). The turbine section, at something in excess of a constant 13,000 rpm, powers huge 13-foot props through a reduction gearbox at, if I remember correctly, a constant 1138 RPM. Cockpit power levers control thrust not with throttle or turbine speed, but by changing the prop blade pitch angle and all power changes are felt instantaneously. You'll see the pilots moving those power levers quite a lot, especially as they get in close, and the E-2 has not yet had, though I believe it is planned for the near future, any sort of automatic or computer-controlled landing capabilities. Pilots have to continuously correct aileron, elevator, trim, power, and rudders.
Man do I miss the Navy. I was stationed on an Adams Class Destroyer the John King and we would plane guard for one of the carriers in our battlegroup the Kitty Hawk or Coral Sea back in the late 80's.
Respect
What are the E-2C / C-2 procedures for unable to make a normal arrested landing? For the fighters I understand that if unable to make an arrested landing for whatever reason, they either divert, make a barricade landing, or eject near the ship in that order of preference. But E-2C can't do the second and third thing right? Also an E-2C is far more valuable than any fighter. So what do you do if you can't land and diverting is not an option?
Must have been case 2; seemed to be "in the groove" forever
yeah you can see the change in their yoke and throttle controls when the carrier comes into view as they switch from ILS to visual
Those pilots trim button thumb must be massive
Interesting how the C2/E2s dont go full power on touchdown like the jetbois. I guess with wings like that and upward tilted turboprops, you've got plenty of time to come back up on the props. Epic view!
Yes, with a turboprop power is instant unlike a turbine engine that requires a spool up.
Yeup, you have instantaneous power from those T-56's because all you are doing is changing blade angle. The engines are already spun up. And its pretty impressive when all 9200 HP kicks in (Old school T-56-425 with the 4 bladed HS props.
Great vid!
Now an old former hummer guy 89-96'.
I'll never be able to do that. That's for sure!
That was a good workout for my mirror neurons.
wow thats a lot of control movement
What a boss.
Flying the meatball to a tee. Good job, mustache!
Lol he was working that trick stick
Nice video. Thought he was long, but caught a wire.
thanks 4 this i was the radar man on an eE2a callsign seabat in my earphones : "seabat put the tail hok down"
@Tucker Gary - Were you a pilot or an RO ("radar man"), and Seabats - they were VAW-111 Seabats at Miramar, right?
Nice...
Amazing skills. Why does the stick moves like crazy?
He constantly puts in corrections, to keep the aircraft aligned (left/right) to the landing deck, on speed, and on the glide path to intercept the arresting cables. And then there are also constant gusts of wind for which he has to correct.
I wonder what watch he is wearing? I couldn’t get a good look at it. Any ideas?
OMG, Unglaublich !
I can barely see the road from the heat coming up.
Good shit
A retired Apollo astronaut once told me that landing on an aircraft carrier is more stressful than combat flying.
That comes from a study that was done during Vietnam that measured pilot’s stress levels. They found that landing on a carrier at night was more stressful than combat flying.
@@nocalsteve Maybe cause you bombed vietnamese peasants from high above. What should happen to these pilots at that time? Did the Vietcong had AA Missiles? Or own jets? No?
The ‘stache can land it blind!
He has paid attention
what a boss
All in a day's work.
And now you know why a big moustache is mandatory!
Looks pish easy👍 Not really though,it looks scary especially if you land a degree to soon smashing the cockpit into ship😱💥