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With the Battalion landing team, they will walk in a rotor wash ‘brown out’ after leaving the CH-53E Super Stalin in Djibouti.
Navy Station Pactus River, MD. – Lt. Macmillan Hastings and Lt. Ethan Han attempted an impossible flight test – MH-60R Seahawk landed on a moving destroyer and brought visibility to zero.
Compared to the hectare of land on the ship’s hectare, the Arley Burke-led missile destroyer is slightly larger than the sea hawk rotor blade and margins. With low visibility and the ship’s surface, resting safely on the destroyer is one of the most difficult tasks for helicopter crews. The landing site makes it a “suicide mission,” the pilots said.
But the couple landed safely on the flight deck, as the destroyer’s high structure appeared with only his feet in front of the helicopter. Then they left the simulator.
Hastings and Han were using Adaptive Shipboard Guidance and Recovery Display (ASGaRD) – one of the two prototype landing resources for low-visibility landings in the Navy Air Force Development Command.
Over the past decade, the Navy and Navy 15 Division helicopters have crashed in low vision, killing 36 people.
The new systems – ASGaRD and low speed accuracy control – not only make landing safer than helicopters, but also allow pilots to do landing that they have not been able to do before.
Expert pilots Hastings and Hahn have suggested that landing a helicopter on a ship is unlikely to take place at this time.
I find it probably the hardest thing to do at night in a cruise or destructive environment. [I] It can never work in an airplane, and this system allows it[s] Hastings spoke to USNI with the Blackjacks of Air Test and Evaluation Squadron (HX) 21 to make it easier, faster, and, in my view, how to do this on the balcony. News.
ASGaRD focuses on landing helicopters on ships and uses cockpit displays for pilots to provide visual cues for pilots, although it does not interfere with the flight, NAWDC reports.
Helicopters are more flexible than fixed-wing aircraft, and landing on a ship is completely different from landing on a balcony, he said.
“My favorite is that it brings a lot more capabilities to airports, especially now that there are not many equipment, helicopter landing systems to reach a small ship,” said Rotary Wing Aviator of Air Testing and Evaluation Unit (VX) 1.
Although ASGaRD is not yet ready to be installed in helicopters, it will allow pilots to land helicopters, says Jacques Hoffler, aerospace engineer. The MH-60 can be used on any ship where Romeo lands.
1st Marine Corps (MARDIV), 1st Navy Expansion Force and Marine High Helicopter Guadron (HMH) 465, Marine Group 16, 3rd Naval Wing US Navy Recovery TRAP They do. 2014. Photo of the U.S. Navy Corporation
ASGaRD fixes two problems for pilots. One of them is sailing, says Hoffel. Depending on the movement of the ship, pilots may be told that it is safe to land.
Another is low visibility or damaged environment. A ship is difficult to see at a mile and a half, so ASGaRD will tell pilots again when it is safe based on distance, Hoffler said.
“It doesn’t affect the flight controls or the flight characteristics of the aircraft in any way,” Hoffler said. “This is still completely abandoned by the pilot. What it does is give the pilot instructions and hints on how to control the aircraft, but the pilot still controls 100% of the aircraft at any time.
Hastings said it would take three crew members to land the helicopter at night without the ASGaRD system. Someone to fly, someone to find the ship and focus on the heights, and someone to lead at speed.
Navy Safety Order Data
With ASGaRD, the system provides many visual cues, requiring minimal discussion. It also helps the pilot to better understand how they are flying.
“This allows you to lower the plane at high speeds, hover over the ship, and land from the top to the right, in a safe way that no one can worry about. Turn off the phone or treat any spinal pain,” Hastings said.
Hastings liken it to speeding during the day or slowing down at night, since people cannot see in the dark.
Another is the low-speed accuracy test, which is designed to help pilots make land-based landings in areas that are difficult to see. According to a NAWDC news report, unlike ASGaRD, low-speed precision control is a modular system attached to existing controls in the cockpit to improve flight control and stability.
David Miller, Botsway’s second-class spouse, leads the Chicago MH-60S Sea Hawk from Chicago, Ill. -6). Photo of the U.S. Navy
Helicopter pilots can fly in a cloud of dust, making it difficult for a pilot, said Matt Rainhart, senior mechanical engineer.
“And it prevents them from carrying out their mission and in the worst case scenario, it can lead to destruction and danger,” Rhinehart said. “And what we really want to focus on is getting them to complete their mission and work safely.”
Brownouts make flight difficult, Rhinehart said. Pilots take out horizontal indicators needed to fly, and the rolling dust makes it look like it is moving even when no one is around.
Without the LPSC, the old CH-53E superstar would need a five-member team to land, particularly Rhinehart, according to Rhinehart. Everyone is talking about making sure the accommodation is successful.
“That’s why it’s so dangerous. Because it is very difficult to do, but they have to do it to fulfill their mission.
According to Navy Safety Command statistics, the lowest visibility of the 11th grade offenses, including eight brown outings.
Like ASGaRD, LPSC takes responsibility, provides pilots with the necessary signals so it does not need too many people to land.
While ASGaRD focuses on helping a pilot gain situational awareness, the LPSC helps the pilot control the helicopter.
Reinhardt and other engineers could see that there was a problem with helicopters and low-vision helicopters in the Navy Air Force Base, so the LPSC was their solution.
There has been a problem with modern rotary planes, but most ships are older, says Rainhardt. So LPSC brings the modern to the heirlooms. That means not only system upgrades but also additional hardware installation when installed in older helicopters.
Nimsz Class Carrier USS Carl Vinson (CVN-70) is working on the U.S. 5th Flight Operation Infrastructure, while the MH-60S Shawk Helicopter from the Red Lion Helicopter Naval Battalion (HSC) 15 Siber. Photo of the U.S. Navy
“So I’m very happy, number one, because we know the problem is with the ships, that’s what we’re doing here. “We solve their problems, we try to solve their problems, which is fun. But from an engineering point of view, I’m just curious because it’s challenging. It’s very difficult to make these old rotator crafts all this cool and modern.”
Currently the system is still in the pre-design review stage, engineers are sure it will solve the problem, but they need to know the transition platform.
Pilots are currently testing both systems. The systems must work for the aircraft, and pilots in the boat must know that they can trust the systems, Reinhardt said. If you do not, the pilots will not use it.
Similar systems have already been implemented in fixed-wing aircraft, Hahn said.
For now, ASGaRD and LPSC live only in simulators on the Patx River. Rhinehart predicts it will be able to sail in three to four years.
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