FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
2003
2003 - 0450.PDF
Cover story Turning to place the heading line under the steering caret tracked the aircraft towards the next waypoint. While the avionics computed the estimated time over the next waypoint, it was only presented head-down on one of the MFDs. I would have preferred to have timing information presented in the HUD, perhaps in the form of a "fly to" airspeed caret. Bomb target The last point along the route was a small island in the middle of a reservoir. The weapon system was set up to drop a simu lated high-drag Mk82 bomb on the island from level flight at 300ft. The target was hidden from view behind a hill on our approach heading. Only at the last moment, just before weapons release, did the target come into view. The INS/GPS steering was spot on, the target box in the HUD squarely over the island. After overflying the target, I started a 6g idle power break turn to defeat a notional infrared missile launch. During this aggres sive manoeuvre the nose tracked smoothly across the horizon as I rotated the hot exhaust plume away from the incoming missile. An aural "Bingo" sounded in my headset, indicating there was 450kg of fuel left and it was time to return to Warton. The circuit for runway 26 was entered at 1,000ft and 350kt. A 3.5# break turn was started with the ventral airbrake extended overhead midfield. Flaps were selected to half slowing through 250kt. Abeam the approach end of the runway the gear was lowered, causing the airbrake to retract, and flaps extended to full. A power-on 140kt turn to final was flown, roiling out at 300ft. A 22kt direct right crosswind necessitated a fairly sizeable crab on final. Final approach speed was 135kt, until the power was retarded to idle for the flare. Co-ordinated application of left rudder and right aileron allowed the aircraft to touch down wings level on centreline with the nose pointed down the runway. Once the nosewheel was lowered to the runway, half flaps were selected in preparation for a touch and go. I advanced the power to the "max" position, and rotated at 130kt. After the gear was retracted we entered a down wind for another visual circuit. I accomplished several more touch and go patterns, with each one my level of profi ciency increasing. While the HNDA has many of the same characteristics as a fighter, it is a trainer at heart requiring no special skills or techniques in the landing pattern. One safety-enhancing feature of the HNDA is the jet fuel starter. In the unlikely event of an engine failure it can be started and used to motor the engine. With the starter maintaining relight RPM, the pilot can slow the aircraft to maximum-range glide speed, not needing to sacrifice alti tude and glide range for a restart attempt. Before the full stop landing, Hopkins demonstrated a simulated flame-out land ing pattern. High key, overhead the landing runway on runway heading, was flown at 3,500ft above ground level. Reaching low key at 190kt, abeam the touchdown point on downwind, the gear was extended and flaps set to half. Flaps were set to full on final when the landing was assured. Touch down was within the first third of the run way, and provided ample room to stop had we not executed another touch and go. Once rolled out on downwind, I took control for the full stop landing. Final approach, with 227kg of fuel, was flown at 134kt. Main gear touchdown was at 113kt. After lowering the nose gear to the runway, I applied the toe brakes and deployed the 2.64m-diameter brake parachute. Left rud der was needed to keep the aircraft from weather-vaning into the right crosswind during the 670m ground rollout. Taxi back and shutdown after a lh 7min flight were uneventful. The Hawk is renowned as a good flying aircraft, and I came away from my HNDA flight impressed by its excellent flying qualities and handling characteristics. The FADEC-controlled Adour 951, at 6,5001b thrust, should increase sustained-^ turn performance while allowing some perfor mance margin when aircraft weight inevitably creeps upward. Missing avionics While HNDA's cockpit mirrors the F/A-18's, it is representative of many fourth-generation fighters. The digital databus and future open architecture should facilitate the introduction of new systems. Where I did find the HNDA lack ing was in its avionics, primarily the absence of a radar. A radar is an expensive piece of equipment, and its cost has to be balanced against the training benefit. BAE feels it can replicate most radar training scenarios using simulation or other syn thetic means. A work in progress it may be, but the HNDA clearly shows the Hawk's potential to remain an excellent advanced jet trainer for future generations of fighter pilots. • The Hawk's flying qualities and handling impressed www.fliqhtinternational.com FLIGHT INTERNATIONAL 25 FEBRUARY - 3 MARCH 2003 31
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
