New pilots sometimes choose to ignore the glideslope, fly at low level and then cut power over the wires.
The following video shows an F-14 falling below glideslope and hitting the ramp: Do not reduce power until the ball is centered. This condition is unsafe and is never an acceptable correction.Ī high ‘come down’ will result in a hard landing, blown tires and possible structural damage. A large power reduction in-close to at-the-ramp is referred to as a ‘cut’ or ‘ease gun’.
If the ball goes high close or at the ramp stop the movement but do not attempt to recenter the ball.Īvoid temptation to cut power or drop your nose when you are high or climbing in-close to at-the-ramp.Īccept the high or take your bolter. NOTE: All glideslope deviations will require a minimum of three corrections in order to regain optimum glideslope. Glideslope becomes progressively narrower as you get closer to touchdown, you must decrease the magnitude of each correction for an equivalent amount of ball movement as you approach touchdown. The following are some glideslope deviations you can expect to see and the corrections required. Glideslope is a 3.5 degree imaginary line that extends from the landing point aft of the ship.ĭuring rough seas the angle of the glideslope may be increased to 4 degrees to provide greater clearance over the ramp.Īt a 3.5 degree glideslope setting your altitude at the 3/4 mile position is roughly 270 - 300 feet. When on approach you must constantly scan all 3 and use your throttle and stick to make adjustments as required. Maintaining a good approach all the way to the deck is managed by a repeated scan of 3 parameters: The stern mounted unit provides a light source appearing as a single point of light eminating from below the ramp and on centerline. The more rapidly the lights flash, the further the pilot is from centerline.